CN101578211A - 车辆及其控制方法 - Google Patents

车辆及其控制方法 Download PDF

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Publication number
CN101578211A
CN101578211A CNA200780049601XA CN200780049601A CN101578211A CN 101578211 A CN101578211 A CN 101578211A CN A200780049601X A CNA200780049601X A CN A200780049601XA CN 200780049601 A CN200780049601 A CN 200780049601A CN 101578211 A CN101578211 A CN 101578211A
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combustion engine
self
power
fuel economy
axletree
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CNA200780049601XA
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CN101578211B (zh
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阵野国彦
中川正
前田昌彦
矢口英明
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Toyota Motor Corp
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Toyota Motor Corp
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    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

在混合动力汽车(20)中，在作出基于冷却水温(Tw)、供暖要求的发动机(22)的预热运行要求、且禁止发动机(22)的间歇运行时，当ECO开关(88)断开时，控制使得发动机(22)以根据通常时自持转速设定用映射导出/设定的目标转速(Ne*)(第一自持转速)自持运行(步骤S170、S90)。另外，在作出上述预热运行要求时，当ECO开关(88)接通时，控制使得发动机(22)以使用ECO模式时自持转速设定用映射而被设定为根据通常时自持转速设定用映射所导出/设定的值以下的目标转速(Ne*)(第二自持转速)自持运行(步骤S180、S190)。

Description

车辆及其控制方法
技术领域
本发明涉及具有能够间歇运行的内燃机的车辆及其控制方法。
背景技术
一直以来，作为具有能够间歇运行的发动机的混合动力汽车，已知具有用于指示即使使供暖功能某种程度地降低也要使车辆的燃料经济性优先的节能开关的车辆(例如参照专利文献1)。在该混合动力汽车中，当用于指示是否对车室进行供暖的加热开关和上述的节能开关都接通(ON)时，使用与节能开关断开(OFF)时所使用的映射相比而具有容许发动机的间歇运行的倾向的间歇运行判定用映射(map)，判定是否容许发动机的间歇运行，由此既确保某种程度的供暖性能，又使车辆的能量效率提高。一直以来，作为具有通常模式和节能模式作为运行模式的混合动力汽车，还已知相比于通常模式的情况而在节能模式的情况下使对发动机的燃料供给量降低的车辆(例如参照专利文献2)。
专利文献1：日本特开2005-337173号公报
专利文献2：日本特开2006-151039号公报
发明内容
但是，在被作出发动机的预热要求、供暖要求而应该禁止发动机的间歇运行时，因节能开关接通而容许发动机的间歇运行时，即使能够使燃料经济性提高，也可能使发动机的运行停止而无法充分执行发动机的预热和车室内的供暖。因此，为了既确保预热或供暖功能又实现燃料经济性的提高，在被作出了发动机的预热要求、供暖要求时，需要更为适当地控制发动机。
于是，本发明的目的在于，当未作出对内燃机的负载运行要求、且禁止该内燃机的间歇运行时，更为适当地控制内燃机，从而使燃料经济性提高。
本发明的车辆及其控制方法，为了实现上述目的而采用下述技术方案。
本发明的车辆是具有能够输出行驶用的动力并且能够间歇运行的内燃机的车辆，该车辆具备：
用于选择使燃料经济性优先的燃料经济性优先模式的燃料经济性优先模式选择开关；
判定是否容许所述内燃机的间歇运行的间歇是否容许判定装置；和
间歇禁止时控制装置，其在未被作出对于所述内燃机的负载运行要求、且在通过所述间歇是否容许判定装置、所述内燃机的间歇运行被禁止的间歇运行禁止时所述燃料经济性优先模式选择开关断开的情况下，控制所述内燃机使其以第一自持转速来自持运行，而在所述间歇运行禁止时所述燃料经济性优先模式选择开关接通的情况下，控制所述内燃机使其以相比所述第一自持转速使燃料经济性优先而确定的第二自持转速来自持运行。
在该车辆中，当未作出对于内燃机的负载运行要求、且禁止内燃机的间歇运行的间歇运行禁止时，燃料经济性优先模式选择开关断开的情况下，控制使得内燃机以第一自持转速自持运行，在该间歇运行禁止时燃料经济性优先模式选择开关接通的情况下，控制使得内燃机使以相比于第一自持转速而使燃料经济性优先所确定的第二自持转速自持运行。由此，即使在未作出对于内燃机的负载运行要求、且禁止内燃机的间歇运行使，当将燃料经济性优先模式选择开关接通时，也能够不使其运行停止地更为适当地控制内燃机，从而使燃料经济性提高。
在该情况下，所述第二自持转速可以被设定成为所述第一自持转速以下。由此，在燃料经济性优先模式选择开关接通的情况下，虽然伴随着自持转速的降低会导致或多或少的振动、噪音，但是能够使内燃机的燃料消耗量降低，从而使燃料经济性提高。
另外，所述间歇运行禁止时，可以包括预热所述内燃机时、以及对将所述内燃机作为热源来对车室内进行供暖的供暖装置已作出供暖要求时。
而且，上述车辆还可以具有能够输出行驶用的动力的电动机、和能够与所述电动机交换电力的蓄电装置。另外，还可以具有动力传递装置，该动力传递装置具有与预定的车轴相连接的车轴侧旋转元件、和与所述内燃机的内燃机轴相连接且能够相对于所述车轴侧旋转元件差动旋转的内燃机侧旋转元件，能够将来自所述内燃机轴的动力的至少一部分输出至所述车轴侧。在该情况下，所述动力传递装置，可以是与所述车轴和所述内燃机的内燃机轴相连接、伴随着电力和动力的输入输出、将所述内燃机的动力的至少一部分输出到所述车轴侧的电力动力输入输出装置，所述电动机，可以对所述车轴或者不同于该车轴的其他车轴输出动力，所述电力动力输入输出装置，可以包括能够输入输出动力的发电机和三轴式动力输入输出装置，该三轴式动力输入输出装置与所述车轴、所述内燃机的所述内燃机轴、所述发电机的旋转轴这三个轴连接，将基于在这三个轴中的任意二个轴上输入输出的动力的动力在剩余的轴上输入输出。另外，所述动力传递装置可以是无级变速器。
本发明的车辆的控制方法是具备能够输出行驶用的动力并且能够间歇运行的内燃机、和用于选择使燃料经济性优先的燃料经济性优先模式的燃料经济性优先模式选择开关的车辆的控制方法，该控制方法包括：
步骤(a)，判定是否容许所述内燃机的间歇运行；和
步骤(b)，在未被作出对于所述内燃机的负载运行要求、且步骤(a)中在所述内燃机的间歇运行被禁止的间歇运行禁止时所述燃料经济性优先模式选择开关断开的情况下，控制所述内燃机使其以第一自持转速来自持运行，而在所述间歇运行禁止时所述燃料经济性优先模式选择开关接通的情况下，控制所述内燃机使其以相比所述第一自持转速使燃料经济性优先而确定的第二自持转速来自持运行。
根据该方法，即使在未作出对于内燃机的负载运行要求、且禁止内燃机的间歇运行时，当将燃料经济性优先模式选择开关接通时，虽然伴随着自持转速的降低会导致或多或少的振动、噪音，但是也能够不使其运行停止地更为适当地控制内燃机，从而使燃料经济性提高。
另外，在上述方法中，所述第二自持转速可以被设定为所述第一自持转速以下。并且，所述间歇运行禁止时可以包括预热所述内燃机时、以及对将所述内燃机作为热源来对车室内进行供暖的取暖装置已作出取暖要求时。
附图说明
图1是本发明一个实施例的混合动力汽车20的概略结构图。
图2是表示由实施例的混合动力ECU70所执行的停车时运行控制程序的一例的流程图。
图3是表示由实施例的混合动力ECU70所执行的间歇是否容许判定程序的一例的流程图。
图4是表示起动(cranking)转矩设定用映射的一例的说明图。
图5是例示通常时自持转速设定用映射和ECO模式时自持转速设定用映射的说明图。
图6是变形例的混合动力汽车20A的概略结构图。
图7是其他变形例的混合动力汽车20B的概略结构图。
图8是另一其他变形例的混合动力汽车20C的概略结构图。
具体实施方式
接下来，利用实施例对用于实施本发明的优选方式进行说明。
图1是本发明一个实施例的作为车辆的混合动力汽车20的概略结构图。图1所示的混合动力汽车20包括：发动机22、经由减震器26连接于作为发动机22的输出轴的曲轴26的三轴式动力分配合并机构30、与动力分配合并机构30相连接的能够发电的电机MG1、安装在连接于动力分配合并机构30的作为车轴的齿圈轴32a上的减速齿轮35、经由该减速齿轮35连接于齿圈轴32a的电机MG2、进行未图示的车室的空气调整(制冷和供暖)的空调单元90和控制混合动力汽车20的整体的混合动力用电子控制单元(以下称为“混合动力ECU”)70等。
发动机22是接受汽油、轻油等碳氢化合物类燃料的供给而输出动力的内燃机，通过发动机用电子控制单元(下面称为“发动机ECU”)24接受燃料喷射量、点火时间、吸入空气量等的控制。在发动机ECU24，输入有来自例如如检测冷却发动机22的发动机冷却水的温度的水温传感器23那样的、对发动机22设置来检测该发动机22的运行状态的各种传感器的信号。并且，发动机ECU24与混合动力ECU70进行通信，基于来自混合ECU70的控制信号、来自上述传感器的信号等，对发动机22进行运行控制，并且根据需要对混合动力ECU70输出与发动机22的运行状态相关的数据。
动力分配合并机构30，具备外齿齿轮的太阳轮31、配置在与该太阳轮31的同心圆上的内齿齿轮的齿圈32、与太阳轮31啮合并与齿圈32啮合的多个小齿轮33和自转、公转自由地支撑多个小齿轮33的齿轮架34，作为将太阳轮31、齿圈32和齿轮架34作为旋转元件进行差动作用的行星齿轮机构而被构成。作为内燃机侧旋转元件的齿轮架34上连结有发动机22的曲轴26，太阳轮31上连结有电机MG1，作为车轴侧旋转元件的齿圈32上经由齿圈轴32a连接有减速齿轮35，动力分配合并机构30，在电机MG1作为发电机发挥作用时，按照其传动比(齿数比)将从齿轮架34输入的来自发动机22的动力分配到太阳轮31侧和齿圈32侧，而在电机MG1作为电动机发挥作用时，将从齿轮架34输入的来自发动机22的动力和从太阳轮31输入的来自电机MG1的动力合并输出到齿圈32侧。输出到齿圈32的动力，从齿圈轴32a经由齿轮机构37以及差速齿轮38最终输出到作为驱动轮的车轮39a、39b。
电机MG1和MG2，都作为能够作为发电机工作并且能够作为电动机工作的公知的同步电动发电机而被构成，经由变换器41、42与作为二次电池的电池50进行电力交换。连接变换器41、42与电池50的电力线54，作为各变换器41、42共用的正极母线和负极母线而被构成，由电机MG1、MG2中的任意一方发电所得的电力能够由另一方的电机消耗。因此，电池50根据从电机MG1、MG2中的任意一方所产生的电力、不足的电力进行充放电，当通过电机MG1、MG2获得电力收支的平衡，则电池50不进行充放电。电机MG1、MG2都由电机用电子控制单元(下面称为“电机ECU”)40驱动控制。在电机ECU40，输入有用于驱动控制电机MG1、MG2所需的信号、例如来自检测电机MG1、MG2的转子的旋转位置的旋转位置检测传感器43、44的信号、由未图示的电流传感器所检测出的施加于电机MG1、MG2的相电流等，从电机ECU40输出对变换器41、42的开关控制信号等。电机ECU40基于从旋转位置检测传感器43、44输出的信号，执行未图示的转速算出程序，计算电机MG1、MG2转子的转速Nm1、Nm2。另外，电机ECU40与混合动力ECU70进行通信，基于来自混合动力ECU70的控制信号等，对电机MG1、MG2进行驱动控制，并且根据需要对混合动力ECU70输出与电机MG1、MG2的运行状态相关的数据。
电池50由电池用电子控制单元(下面称为“电池ECU”)52管理。在电池ECU52输入有管理电池50所需的信号、例如来自设置在电池50的端子之间的未图示的电压传感器的端子间电压、来自安装在连接于电池50的输出端子的电力线54上的未图示的电流传感器的充放电电流、来自安装在电池50上的温度传感器51的电池温度Tb等。电池ECU52，根据需要通过通信向混合动力ECU70、发动机ECU24输出与电池50的状态相关的数据。并且，电池ECU52为了管理电池50，基于由电池传感器检测出的充放电电流的累计值，还算出剩余容量SOC。
空调单元90包括：包含于发动机22的冷却系统并能够进行发动机冷却水与空气的热交换的热交换器；将外部空气、车室内的空气向热交换器侧吸引、且将在热交换器中与发动机冷却水进行了热交换的空气即调和空气向车室送出的鼓风机(blower)；用于实现通过鼓风机选择性吸引外部空气与内部空气中的任意一方的三通阀、冷冻循环(都省略了图示)、控制单元整体的空调用电子控制单元(下面称为“空调用ECU”)91等。在空调用ECU91，输入有来自设置于车室内的仪表面板等的空调用开关92的空调开关信号、设定温度信号、来自未图示的传感器的室温、外部空气温度、日照量等。空调用ECU91，基于这些输入信号驱动控制鼓风机等，使得室温变为设定温度。另外，空调用ECU91，基于来自空调用开关92等的输入信号判断为应该对车室内供暖时，将不需要供暖时被设为值0的预定的供暖要求标志Fht设定为值1。而且，空调用ECU91也与混合动力用电子控制单元70进行通信，根据需要向混合动力用电子控制单元79发送设定的发动机运行要求、与空调单元90的状态相关的数据。
混合动力ECU70作为以CPU72为中心的微型处理器而被构成，除CPU72以外还具备存储处理程序的ROM74、暂时存储数据的RAM76和未图示的输入输出端口以及通信端口。在混合动力ECU70，经由输入端口输入有来自点火开关(起动开关)80的点火信号、来自检测变速杆81的作为操作位置的变速杆位置SP的变速杆位置传感器82的变速杆位置SP、来自检测加速踏83的踏入量的加速踏板位置传感器84的加速踏板开度Acc、来自检测制动踏板85的踏入量的制动踏板行程传感器86的制动踏板行程BS、来自车速传感器87的车速V等。另外，在实施例的混合动力汽车20的驾驶席附近，设置有用于选择使车辆的燃料经济性优先的ECO模式(燃料经济性优先模式)作为运行模式的ECO开关(燃料经济性优先模式选择开关)88，该ECO开关88也连接于混合动力ECU70。当由驾驶者等接通ECO开关88时，将通常时(开关断开时)被设定为值0的预定的ECO标志Feco设定为值1，并且按照预先确定的燃料经济性优先时用的各种控制步骤来控制混合动力汽车20。而且，混合动力ECU70如上所述，经由通信端口而与发动机ECU24、电机ECU40、电池ECU52、空调用ECU91等连接，与发动机ECU24、电机ECU40、电池ECU52、空调用ECU91等进行各种控制信号、数据的交换。在实施例的混合动力汽车20中，作为变速杆81的变速杆位置SP，准备了停车时使用的停车档(P档)、后退行驶用的倒车档(R档)、中立的空挡(N档)、前进行驶用的通常的驱动档(D档)以及制动档(B档)，该制动档主要例如在以较高的速度在下坡中行驶那样的情况下被选择。
在上述构成的实施例的混合动力汽车20中，基于与驾驶者的加速踏板83的踏入量相对应的加速踏板开度Acc和车速V，计算应该输出至作为车轴的齿圈轴32a的要求转矩，控制发动机22、电机MG1和电机MG2，使得与该要求转矩相对应的动力被输出至齿圈轴32a。作为发动机22、电机MG1和电机MG2的运行控制模式，包括转矩变换运行模式、充放电运行模式、电机运行模式等，在转矩变换运行模式中，对发动机22进行运行控制，使得从发动机22输出与要求转矩匹配的动力，并且对电机MG1、电机MG2进行运行控制，使得从发动机22输出的动力的全部通过动力分配合并机构30和电机MG1、电机MG2被进行转矩变换并输出给齿圈轴32a；在充放电运行模式下，对发动机22进行运行控制，使得从发动机22输出与要求动力和电池50的充放电所需的电力之和匹配的动力，并且对电机MG1、电机MG2进行运行控制，使得伴随电池50的充放电而从发动机22输出的动力的全部或一部分，随着基于动力分配合并机构30和电机MG1、电机MG2的转矩变换，将要求动力输出给齿圈轴32a；在电机运行模式下，进行运行控制使得停止发动机22的运行、从电机MG2将与要求动力匹配的动力输出给齿圈轴32a。
接下来，对上述构成的混合动力汽车20中的停车时的运行控制步骤进行说明。图2是表示在系统起动并且变速杆位置SP被设定为P档、混合动力汽车20停车时，由混合动力ECU70每隔预定时间(例如每隔数msec)所执行的停车时运行控制程序的一例的流程图。
图2的停车运行控制程序开始时，混合动力ECU70的CPU72，首先，输入发动机冷却水的温度即冷却水温度Tw、ECO标志Feco的值、预定的预热运行标志Fwup的值这样的控制所需的数据(步骤S100)。在这种情况下，冷却水温Tw是通过通信从发动机ECU24输入由水温传感器23检测出的温度而获得的。另外，预热运行标志Fwup，是经由由混合动力ECU70执行的图3的间歇是否容许判定程序而设定并保持在预定的存储区域中的标志。在此，中断图2的驱动控制程序的说明，对图3的间歇是否容许判定程序进行说明。图3所示的间歇是否容许判定程序也是在系统起动并且变速杆位置SP被设定为P档、混合动力汽车20停车时，由混合动力ECU70每隔预定时间而执行的。在该程序的开始时，混合动力ECU70的CPU72，执行来自发动机ECU24的冷却水温Tw、来自空调用ECU91的供暖要求标志Fht的值这样的判定所需的数据的输入处理(步骤S300)。接着，基于步骤S300中输入的冷却水温Tw，判定是否有需要使发动机22在无负载状态下进行预热运行(无负载运行)(步骤S310)，当需要预热运行时，将预定的预热标志Fwup设定为值1(步骤S340)。另外，在基于冷却水温Tw判断为不需要使发动机22进行预热运行的情况下，进一步考查步骤S300中输入的供暖要求标志Fht的值(步骤S320)，在供暖要求标志Fht为值1即被作出供暖要求的情况下，为了使发动机22在无负载状态下进行预热运行确保供暖用的热源，将上述预热运行标志Fwup设定为值1(步骤S340)。而且，在步骤S310和步骤S320的双方中作出否定判断的情况下，视为不需要基于冷却水温Tw、供暖要求的发动机22的预热运行，将上述预热运行标志Fwup设定为值0(步骤S330)。如上所述，当预热运行标志Fwup被设定为值1时，禁止发动机22的间歇运行即发动机22的运行停止。
再次回到图2，对图2的停车时运行控制程序进行说明，当执行了步骤S100的数据输出处理时，判定输入的预热运行标志Fwup是否为值0、即有无基于冷却水温Tw、供暖要求的发动机22的预热运行要求(步骤S110)。当预热运行标志Fwup为值1、即被作出了发动机22的预热运行要求时，进一步，判定当发动机22的起动完成(发动机22完全起动)时被设定为值1的标志Fe是否是值1(步骤S120)，当标志Fe是值0时，开始发动机起动处理(步骤S130)。在步骤S130的发动机起动处理时，输入发动机22的转速Ne、电机MG1、MG2的转速Nm1、Nm2，并且利用输入的发动机22的转速Ne、和由未图示的时钟计时的开始发动机22的起动(cranking)后经过的时间，如图4所示，设定作为对电机MG1的转矩指令的起动转矩。另外，设定对电机MG2的转矩指令，使得输出抵消由电机MG1在起动发动机22时作用于作为车轴的齿圈32的转矩的转矩。在实施例中，根据图4可知，为了使发动机22的转速Ne迅速增加，紧随起动开始后的时间t1之后，使用速率(rate)处理将较大的转矩作为起动转矩加以设定。而且，当发动机22的转速Ne通过了共振转速带或者成为经过了通过共振转速带所需的时间以后的时间t2时，使能够使发动机22稳定地以点火开始转速Nfire以上起动的转矩被作为起动转矩加以设定，由此，减小电力消耗、以及由电机MG1输出至作为驱动轴的齿圈轴32a的反作用力。并且，当发动机22的转速Ne达到了点火开始转速Nfire时，向发动机ECU24发送用于使燃料喷射控制和点火控制开始的控制信号，从发动机22的转速Ne达到了点火开始转速Nfire的时间t3开始，使用速率处理使起动转矩逐渐减小到值0。每当执行一个循环的这样的步骤130的发动机起动处理时，判定发动机22是否达到了完全起动(步骤S140)，当发动机22没有达到完全起动时，再次执行步骤S100以后的处理。另外，当发动机22达到了完全起动时，将上述标志Fe设定为值1(步骤S150)。
当发动机22的起动完成、步骤S150中将标志Fe设定为值1时，判定步骤S100中输入的ECO标志Feco是否为值1、即ECO开关88是否接通(步骤S160)。在ECO标志Feco为值0、即ECO开关88断开的情况下，使用步骤S100中输入的冷却水温Tw、和在图5中由实线所示那样的通常时自持转速设定用映射，来设定发动机22的目标转速Ne＊，并且将发动机22的目标转矩Te＊设定为值0(步骤S170)。另外，在ECO标志Feco为值1、ECO开关88接通的情况下，使用步骤S100中输入的冷却水温Tw、和在图5中由虚线所示那样的ECO模式时自持转速设定用映射，来设定发动机22的目标转速Ne＊，并且将发动机22的目标转矩Te＊设定为值0(步骤S180)。在此，通常时自持转速设定用映射和ECO模式时自持转速设定用映射，分别规定冷却水温与自持转速的关系，该自持转速是使发动机22以实质上不输出转矩的方式自持运行时的转速。在实施例中，通常时自持转速设定用映射是下述那样预先作成并存储在混合动力ECU70的ROM74中的，即：当冷却水温Tw低于预定温度T1(例如从60℃～70℃的范围中选择的值)低时，将发动机22的自持转速设为为了能够尽可能地抑制振动、噪音并能够充分确保预热性能(供暖性能)而确定的值N1(例如选自1100～1400rpm的范围的值)，并且当冷却水温Tw在预定温度T1以上时，将自持转速设为比值N1小的值N0(例如选自900～1000rpm的范围的值)。另外，在实施例中，ECO模式时自持转速设定用映射是下述那样预先作成并存储在混合动力ECU70的ROM74中的，即：相比于抑制振动、噪音、确保预热性能、供暖性能而使提高发动机22的燃料经济性优先，当冷却水温Tw比低于上述预定温度T1的温度T0(例如选自15℃～25℃的范围的值)高时，将发动机22的自持转速设为比通常时用的值N1小的值N0。而且，在步骤S170或者S180中，根据通常时自持转速设定用映射或者ECO模式时自持转速设定用映射，导出/设定与步骤S100中输入的冷却水温Tw相对应的自持转速，作为发动机22的目标转速Ne＊。即，当ECO开关88接通、使用ECO模式时自持转速设定用映射时，基本上将发动机22的自持转速设定为ECO开关88断开时的值以下，当冷却水温Tw在值T0到值T1的范围内时，将发动机22的自持转速设定为比ECO开关88断开时的值小的值。
这样，当步骤S170或S180中设定了发动机22的目标转速Ne＊与目标转矩Te＊时，对发动机ECU24发送设定的目标转速Ne＊、目标转矩Te＊与表示应使发动机22自持运行的意思的信号(步骤S190)，再次执行步骤S100以后的处理。而且，当上述步骤S150中设定标志Fe为值1时，在再次执行了步骤S100以后的处理时，经过步骤S120的判定处理，跳过步骤S130到步骤S150的发动机起动处理等，执行步骤S160以后的处理。另外，在图2的间歇是否容许判定程序中，因发动机22的预热已完成而将预热运行标志Fwup设定为值0，由此在步骤S110中作出肯定判定的情况下，在结束本程序之后，以预定的步骤判定是否应该停止发动机22的运行，在应该停止发动机22的运行的情况下，执行预定的未图示的发动机停止程序。
如上所述，在实施例的混合动力汽车20中，在作出基于冷却水温Tw、供暖要求的发动机22的预热运行要求、且禁止发动机22的间歇运行时，在作为燃料经济性优先模式选择开关的ECO开关88断开的情况下，控制使得发动机22以根据通常时自持转速设定用映射导出/设定的目标转速Ne＊(第一自持转速)自持运行(步骤S170、S190)。另外，在作出基于冷却水温Tw、供暖要求的发动机22的预热运行要求、且禁止发动机22的间歇运行时，在ECO开关88接通的情况下，控制使得发动机22以使用ECO模式时自持转速设定用映射而被设定为根据通常时自持转速设定用映射所导出/设定的值以下的目标转速Ne＊(第二自持转速)自持旋转(步骤S180、S190)。由此，在混合动力汽车20中，即使在发动机22的预热运行时即未作出对发动机22的负载运行要求、且禁止内燃机的间歇运行时，当ECO开关88接通时，虽然伴随着自持转速的降低会导致或多或少的振动、噪音，但是能够不使其运行停止地更为适当地控制发动机22，从而使燃料经济性提高。另外，如上述实施例所述，当使用ECO模式时自持转速设定用映射来规定发动机22的自持转速，使得其成为根据通常时自持转速设定用映射所导出的发动机22的自持转速以下时，在ECO开关88接通的情况下，能够使发动机22的燃料消耗量降低，使燃料经济性提高。
在图2的停车时运行控制程序的执行中，在由驾驶者将变速杆位置SP设定为D档、且踏入加速踏板83的情况下，图2的停车时运行控制程序结束，执行控制发动机22、电机MG1、MG2的未图示的驱动控制程序，使得车辆以基于根据按照加速踏板开度、车速而设定的行驶所要求的要求转矩(行驶所要求的要求功率)的动力来行驶，但此时在上述的混合动力汽车20中，当要求转矩(要求功率)为预定值以下时，能够伴随着电池50的放电，边使电机MG2输出与要求转矩相对应的转矩，边使发动机22进行自持运行(无负载运行)。因此，在上述实施例的混合动力汽车20中，在结束图2的停车时运行控制程序而开始其行驶之后，也可以根据需要使发动机22进行自持运行、继续供暖等。另外，在上述混合动力汽车20中，能够适当执行发动机22的间歇运行，仅使电机MG2输出行驶用的动力，由此使燃料经济性提高，但例如从当车速在预定车速以上时良好地确保加速性能等的观点出发，在禁止发动机22的间歇运行、例如要求转矩(要求功率)在预定值以下那样的时候，使发动机22进行自持运行(无负载运行)。而且，在这样的发动机22的间歇运行的禁止期间，例如基于车速、要求转矩等，设定发动机22的自持转速，但此时在ECO开关88接通的情况下，相比于ECO开关88断开时(通常时)，可以使发动机22的自持转速降低。由此，伴随着自持转速的降低会导致或多或少的振动、噪音，但能够使燃料经济性提高。
此外，上述实施例的混合动力汽车20，将电机MG2的动力输出至连接于齿圈轴32a的车轴，但本发明的适用对象并不限定于此。即，本发明也可以适用于如图6所示的作为变形例的混合动力汽车20A那样，将电机MG2的动力输出至与连接于齿圈轴32A的车轴(连接有车轮39a、39b的车轴)不同的车轴(图6中连接有车辆39a、39b的车轴)的车辆。另外，上述实施例的混合动力汽车20，将发动机22的动力经由动力分配合并机构30输出至连接于车轮39a、39b的作为车轴的齿圈轴32a，但本发明的适用对象并不限定于此。即，本发明也可以适用于如图7所示的作为变形例的混合动力汽车20B那样具有双转子电动机230的车辆，该双转子电机230具有连接于发动机22的曲轴的内转子232和连接于对车轮39a、39b输出动力的车轴的外转子234，并将发动机22的动力的一部分传递至车轴，并且将剩余的动力转换为电力。
此外，上述混合动力汽车20，包括具有作为车轴侧旋转元件的齿圈32以及作为内燃机侧旋转元件的齿轮架34的动力分配合并机构30，但是本发明也可以适用于代替动力分配合并机构30而作为将发动机22的动力传递至车轴侧的动力传递装置具有无级变速器(下面称为“CVT”)的车辆。图8示出作为这样的车辆的一例的混合动力汽车20C。图8所示的变形例的混合动力汽车20C包括：前轮驱动系统，将来自发动机22的动力经由转矩转换器130、前后进切换机构135、带式CVT140、齿轮机构37、差速齿轮38等而输出到例如前轮即车轮39a、39b；后轮驱动系统，将来自作为同步发电电动机的电机MG的动力经由齿轮机构37′、差速齿轮38′等而输出到例如后轮即车轮39c、39d；和控制车辆整体的混合动力ECU70。该情况下，转矩转换器130作为具有锁定机构的液压式转矩转换器而被构成。另外，前后进切换机构135例如包括双小齿轮的行星齿轮机构、制动器和离合器，执行前后进的切换以及转矩转换器130与CVT140的连接/断开。CVT140包括：连接在作为内燃机侧旋转元件的输入轴141上的可变更槽宽的主动轮143；同样可以变更槽宽的、连接在作为车轴侧旋转元件的输出轴142上的从动轮144；和卷绕于主动轮143和从动轮144的槽的传动带145。并且，CVT140利用来自由CVT用电子控制单元146驱动控制的液压回路147的工作油，变更主动轮143和从动轮144的槽宽，由此将输入到输入轴141上的动力无级变速地输出到输出轴142。需要说明的是，CVT140也可以作为环形CVT而被构成。即使在这样构成的混和动力汽车20C中，在没有作出对发动机22的负载运行要求、且禁止内燃机的间歇运行时，ECO开关88接通的情况下，由于使发动机22的自持转速降低，会导致或多或少的振动、噪音，但是能够不使其运行停止地更为适当地控制发动机22，从而使得燃料经济性提高。
而且，本发明，只要能够使发动机间歇运行，则也可以适用于上述那样的混合动力车辆以外的没有电动机、发电机等的汽车，例如也可以适用于在减速时从车轴侧切离发动机、使发动机自动停止的汽车。
在此，对于上述实施例以及变形例的主要元件与发明内容部分记载的发明的主要元件的对应关系进行了说明。即，发动机22相当于“内燃机”，用于选择燃料经济性优先的ECO模式的ECO开关88相当于“燃料经济性优先模式选择开关”，执行图3的间歇否定判定程序的混合动力ECU70相当于“间歇否定判定装置”，执行图2的驱动控制程序的混合动力ECU70等相当于“间歇禁止时控制装置”。另外，电机MG、MG2相当于“电动机”，电池50相当于“蓄电装置”，具有作为车轴侧旋转元件的齿圈32、作为内燃机侧旋转元件的齿轮架34的动力分配合并机构30、具有作为车轴侧旋转元件的输入轴141和作为内燃机侧旋转元件的输出轴142的CVT140、具有连接于发动机22的内转子232和连接于对车轮39a、39b输出动力的车轴的外转子234的双转子电动机230相当于“动力传递装置”，电机MG1以及动力分配合并机构30、双转子电动机230相当于“电力动力输入输出装置”，电机MG1、交流发电机29或者双转子电动机230相当于“发电用电动机”，动力分配合并机构30相当于“三轴式动力输入输出装置”。这些实施例的主要元件与发明内容部分记载的发明的主要元件的对应关系，是实施例是用于具体说明用于实施发明内容部分记载的发明的优选方式的一例，所以并没有限定发明内容部分记载的发明的元件。即，实施例只不过是发明内容部分记载的发明的一个具体例子，发明内容部分记载的发明的解释应该基于该部分的记载来进行。
在上文中使用实施例对本发明的实施方式进行了说明，但是很明显本发明决不限定于上述实施例，在不脱离本发明的要旨的范围内能够进行各种各样的变更。
工业上的实用性
本发明能够应用于车辆制造产业等。

Claims (11)

1.一种车辆，具有能够输出行驶用的动力并且能够间歇运行的内燃机，该车辆具备：
用于选择使燃料经济性优先的燃料经济性优先模式的燃料经济性优先模式选择开关；
判定是否容许所述内燃机的间歇运行的间歇是否容许判定装置；和
间歇禁止时控制装置，其在未被作出对于所述内燃机的负载运行要求、且在通过所述间歇是否容许判定装置、所述内燃机的间歇运行被禁止的间歇运行禁止时所述燃料经济性优先模式选择开关断开的情况下，控制所述内燃机使其以第一自持转速来自持运行，而在所述间歇运行禁止时所述燃料经济性优先模式选择开关接通的情况下，控制所述内燃机使其以相比所述第一自持转速使燃料经济性优先而确定的第二自持转速来自持运行。
2.根据权利要求1所述的车辆，其中，
所述第二自持转速被确定成为所述第一自持转速以下。
3.根据权利要求1所述的车辆，其中，
所述间歇运行禁止时包括需要预热所述内燃机时、和对将所述内燃机作为热源来对车室内进行供暖的供暖装置已作出供暖要求时。
4.根据权利要求1所述的车辆，其中，
所述车辆还具备能够输出行驶用的动力的电动机、和能够与所述电动机交换电力的蓄电装置。
5.根据权利要求1所述的车辆，其中，
所述车辆还具备动力传递装置，该动力传递装置具有与预定的车轴相连接的车轴侧旋转元件、和与所述内燃机的内燃机轴相连接并且能够相对于所述车轴侧旋转元件而差动旋转的内燃机侧旋转元件，能够将来自所述内燃机轴的动力的至少一部分输出到所述车轴侧。
6.根据权利要求5所述的车辆，其中，
所述动力传递装置是与所述车轴和所述内燃机的内燃机轴相连接、伴随着电力和动力的输入输出而将所述内燃机的动力的至少一部分输出到所述车轴侧的电力动力输入输出装置，所述电动机能够对所述车轴或者与该车轴不同的其他车轴输出动力。
7.根据权利要求6所述的车辆，其中，
所述电力动力输入输出装置包括能够输入输出动力的发电机和三轴式动力输入输出装置，该三轴式动力输入输出装置与所述车轴、所述内燃机的所述内燃机轴、以及所述发电机的旋转轴这三个轴相连接，将基于这三个轴中的任意二个轴上输入输出的动力的动力在剩余的轴上输入输出。
8.根据权利要求5所述的车辆，其中，
所述动力传递装置是无级变速器。
9.一种车辆的控制方法，该车辆具备能够输出行驶用的动力并且能够间歇运行的内燃机、和用于选择使燃料经济性优先的燃料经济性优先模式的燃料经济性优先模式选择开关，该控制方法包括：
步骤(a)，判定是否容许所述内燃机的间歇运行；和
步骤(b)，在未被作出对于所述内燃机的负载运行要求、且步骤(a)中在所述内燃机的间歇运行被禁止的间歇运行禁止时所述燃料经济性优先模式选择开关断开的情况下，控制所述内燃机使其以第一自持转速来自持运行，而在所述间歇运行禁止时所述燃料经济性优先模式选择开关接通的情况下，控制所述内燃机使其以相比所述第一自持转速使燃料经济性优先而确定的第二自持转速来自持运行。
10.根据权利要求9所述的车辆的控制方法，其中，
所述第二自持转速被确定成为所述第一自持转速以下。
11.根据权利要求9所述的车辆的控制方法，其中，
所述间歇运行禁止时包括需要预热所述内燃机时、和对将所述内燃机作为热源来对车室内进行供暖的供暖装置已作出的供暖要求时。
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