CN101578212B - 混合动力车辆及其控制方法 - Google Patents

混合动力车辆及其控制方法 Download PDF

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Publication number
CN101578212B
CN101578212B CN2007800496753A CN200780049675A CN101578212B CN 101578212 B CN101578212 B CN 101578212B CN 2007800496753 A CN2007800496753 A CN 2007800496753A CN 200780049675 A CN200780049675 A CN 200780049675A CN 101578212 B CN101578212 B CN 101578212B
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combustion engine
condition
power
going
motor
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CN2007800496753A
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CN101578212A (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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    • 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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    • B60K6/42—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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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
    • 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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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Abstract

本发明提供一种混合动力车辆及其控制方法。在混合动力车辆(20)中，停止发动机(22)而行驶时，在ECO开关(88)接通的情况下，判断为驾驶者的加速操作不平稳时(步骤S120)，对于要求功率(P*)的阈值(Pref)被设定为比ECO开关(88)断开时等情况下的值(P1)大的值(P2)，以使发动机(22)的燃料经济性提高优先(步骤S140)，控制发动机(22)和电机(MG1、MG2)，使得伴随按照适当阈值(Pref)的发动机(22)的启动而得到基于要求转矩(Tr*)的转矩(步骤S150～S230)。

Description

混合动力车辆及其控制方法
技术领域
本发明涉及混合动力车辆及其控制方法，尤其涉及具有分别能够输出行驶用的动力的内燃机和电动机的混合动力车辆及其控制方法。 
背景技术
以往，作为具有能够分别输出行驶用的动力的发动机和电动发电机的混合动力车辆，已知能够在电池状态良好的情况下使发动机停止而利用仅来自电动发电机的动力来行驶的车辆(例如参照对比文献1)。该混合动力车辆中，当发动机停止状态下的行驶中所要求的行驶功率超过预定的起动功率阈值时，启动发动机，向使用来自发动机和电动发电机这两者的动力的行驶状态转变。另外，作为这种混合动力车辆，已知如下车辆：能够使用记录在导航装置中的地图、数据、来自标志(beacon)、基站这样的外部设施的信息来推定加速、减速频繁重复的行驶状态，并按照推定结果来将电机行驶中的发动机启动的阈值移动到高车速侧(例如参照专利文献2)。 
专利文献1：日本特开2006-170128号公报 
专利文献2：日本特开2000-205000号公报 
发明内容
在上述那样的混合动力车辆中，当在其行驶中暂时停止发动机时，到使发动机启动的条件成立为止，执行使用仅来自电动发电机的动力的电机行驶，由此能使发动机的燃料经济性(燃料消耗率，fuel consumption(rate)，燃費)提高。其中，当使电机行驶中的发动机的启动条件(起动功率阈值 等)为固定条件时，即使在能够使电机行驶继续的行驶状态下，当该启动条件成立时，也就会使发动机启动，因此这样的混合动力车辆在使燃料经济性提高这一点上还具有改善余地。另外，如果推定加速、减速频繁重复的行驶状况，并按照推定结果来使发动机启动的阈值向高车速侧变更时，通过抑制无用的发动机启动而能够提高燃料经济性。但是，加速、减速频繁重复的行驶状态是与驾驶者的意志无关系地变化的，因此难以根据驾驶者的意志谋求继续电机行驶所实现的燃料经济性提高。 
因此，本发明的目的在于在具有能够分别输出行驶用的动力的内燃机和电动机的混合动力车辆中，实现驾驶者等能够任意选择是否尽量继续内燃机的停止状态而使燃料经济性的提高优先。 
为了实现上述目的，本发明的混合动力车辆及其控制方法采用以下方案。 
本发明的混合动力车辆，包括： 
能够输出行驶用的动力的内燃机； 
能够输出行驶用的动力的电动机； 
能够与所述电动机交换电力的蓄电单元； 
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； 
内燃机启动条件设定单元，在停止所述内燃机而行驶时所述燃料经济性优先模式选择开关断开的情况下，将所述内燃机的启动条件设定为第一条件，并且，在停止所述内燃机而行驶时所述燃料经济性优先模式选择开关接通的情况下，将所述内燃机的启动条件设定为与所述第一条件相比使燃料经济性优先的第二条件； 
设定行驶所要求的要求驱动力的要求驱动力设定单元；以及 
内燃机停止时控制单元，在停止所述内燃机而行驶时所述设定的启动条件不成立的情况下，控制所述内燃机和所述电动机，使得不伴随所述内燃机的启动而得到基于所述设定的要求驱动力的动力，在停止所述内燃机而行驶时所述设定的启动条件成立的情况下，控制所述内燃机和所述电动 机，使得伴随所述内燃机的启动而得到基于所述设定的要求驱动力的动力。 
在该混合动力车辆中，在停止内燃机而行驶时燃料经济性优先模式选择开关断开的情况下，内燃机的启动条件被设定为第一条件。而且，在停止内燃机而行驶时燃料经济性优先模式选择开关接通的情况下，内燃机的启动条件被设定为与第一条件相比使燃料经济性优先的第二条件。并且，在停止内燃机而行驶时内燃机的启动条件不成立的情况下，控制内燃机和电动机，使得不伴随内燃机的启动而得到基于行驶所要求的要求驱动力的动力，在该启动条件成立的情况下，控制内燃机和电动机，使得伴随内燃机的启动而得到基于要求驱动力的动力。由此，在该混合动力车辆中，能够通过仅操作燃料经济性优先模式选择开关而任意选择是否尽量使发动机的停止状态继续而使燃料经济性的提高优先。并且，当燃料经济性优先模式选择开关接通时，在停止内燃机而行驶时，到与第一条件相比使燃料经济性优先的第二条件成立为止，能够维持内燃机的停止状态，因此能够抑制内燃机的无用启动等而使燃料经济性提高。 
该情况下，所述第二条件可以是与所述第一条件相比具有使所述内燃机的停止状态继续的倾向的条件。由此，能够在燃料经济性优先模式选择开关接通时使燃料经济性提高。 
另外，所述第一条件和所述第二条件可以是分别在所述设定的要求驱动力为预定的阈值以上时成立的条件，所述第二条件中的所述阈值可大于所述第一条件中的阈值。由此，在停止内燃机而行驶时燃料经济性优先模式选择开关断开、内燃机的启动条件被设定为第一条件的情况下，要求驱动力某种程度地变大时，内燃机被启动，因此虽然多少会抑制燃料经济性提高，但能够迅速响应驱动力的增加要求而良好地确保加速性能这样的驾驶性能。另外，在停止内燃机而行驶时燃料经济性优先模式选择开关接通、内燃机的启动条件被设定为第二条件的情况下，加速性能这样的驾驶性能多少会降低，但能够通过抑制内燃机的启动而使内燃机的停止状态继续来谋求燃料经济性的提高。 
进一步，所述混合动力车辆还可以包括：检测驾驶者的加速操作量的 加速操作量检测单元；和根据所述检测到的加速操作量来判断驾驶者的加速操作是否不平稳(rough，粗暴)的加速操作判断单元，所述燃机启动条件设定单元可以在停止所述内燃机而行驶时所述燃料经济性优先模式选择开关接通的情况下，当通过所述加速操作判断单元判断为驾驶者的加速操作平稳时，将所述内燃机的启动条件设定为所述第一条件，当通过所述加速操作判断单元判断为驾驶者的加速操作不平稳时，将所述内燃机的启动条件设定为所述第二条件。即，当驾驶者的加速操作(accel work)不平稳时，会频繁重复内燃机的启动、停止，因此存在燃料经济性恶化的情况。因此，根据驾驶者的加速操作量判断驾驶者的加速操作是否不平稳，停止内燃机而行驶时燃料经济性优先模式选择开关导通的情况下，根据关于加速操作的判断结果将内燃机的启动条件设定为第一条件或第二条件时，能够谋求兼顾确保驾驶性能和提高燃料经济性这两者。 
并且，所述车辆还可以包括：动力传递单元，其具有连接在预定的车轴上的车轴侧旋转元件、和连接在所述内燃机的输出轴(内燃机轴，engineshaft)上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，能够将来自所述输出轴的动力的至少一部分输出到所述车轴侧。另外，所述动力传递单元可以是连接于所述车轴和所述内燃机的所述输出轴，伴随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、并且能够与所述蓄电单元交换电力的电力动力输入输出单元，所述电力动力输入输出单元可包括：能够输入输出动力的发电用电动机；和三轴式动力输入输出单元，该三轴式动力输入输出单元被连接于所述车轴、所述内燃机的所述输出轴以及所述发电用电动机的旋转轴这三个轴，将基于这三个轴中的任意两个轴上输入输出的动力的动力输入输出在剩余的轴上(将基于从所述三个轴之中任意两个轴输入的动力的动力向剩下的一个轴输出，并且将基于向所述三个轴之中任意两个轴输出的动力的动力从剩下的一个轴输入)，所述电动机，能够向所述车轴或者与该车轴不同的其他车轴输出动力。而且，所述动力传递单元可以是无级变速器。 
本发明的混合动力车辆的控制方法是包括能够输出行驶用的动力的内 燃机、能够输出行驶用的动力的电动机、能够与所述电动机交换电力的蓄电单元、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混合动力车辆的控制方法，该方法包括： 
步骤(a)，在停止所述内燃机而行驶时所述燃料经济性优先模式选择开关断开的情况下，将所述内燃机的启动条件设定为第一条件，并且，在停止所述内燃机而行驶时所述燃料经济性优先模式选择开关接通的情况下，将所述内燃机的启动条件设定为与所述第一条件相比使燃料经济性优先的第二条件；和 
步骤(b)，在停止所述内燃机而行驶时所述设定的启动条件不成立的情况下，控制所述内燃机和所述电动机，使得不伴随所述内燃机的启动而得到基于行驶所要求的要求驱动力的动力，在停止所述内燃机而行驶时所述设定的启动条件成立的情况下，控制所述内燃机和所述电动机，使得伴随所述内燃机的启动而得到基于所述要求驱动力的动力。 
根据该方法，能够通过仅操作燃料经济性优先模式选择开关而任意选择是否尽量使发动机的停止状态继续而使燃料经济性的提高优先。并且，当燃料经济性优先模式选择开关接通时，停止内燃机而行驶时，到与第一条件相比使燃料经济性优先的第二条件成立为止，能够维持内燃机的停止状态，因此能够抑制内燃机的无用启动等而使燃料经济性提高。 
另外，步骤(a)中使用的所述第二条件可以是与所述第一条件相比具有使所述内燃机的停止状态继续的倾向的条件。 
而且，步骤(a)中使用的所述第一条件和所述第二条件可以是当所述要求驱动力为预定阈值以上时成立的条件，所述第二条件中的所述阈值可以大于所述第一条件中的阈值。 
另外，本发明的混合动力车辆的控制方法，还可以包括步骤(c)：根据驾驶者的加速操作量来判断驾驶者的加速操作是否不平稳，步骤(b)可以在停止所述内燃机而行驶时上述燃料经济性优先模式选择开关接通的情况下，当在步骤(c)中判断为驾驶者的加速操作平稳时，将所述内燃机的启动条件设定为第一条件，当在步骤(c)中判断为驾驶者的加速操作不平 稳时，将所述内燃机的启动条件设定为所述第二条件。 
本发明的其他的混合动力车辆，包括： 
能够输出行驶用的动力的内燃机； 
能够输出行驶用的动力的电动机； 
能够与所述电动机交换电力的蓄电单元； 
用于选择与通常时相比具有难于使所述内燃机启动的倾向的模式的模式选择开关； 
内燃机启动条件设定单元，在停止所述内燃机而行驶时所述模式选择开关断开的情况下，将所述内燃机的启动条件设定为第一条件，并且，在停止所述内燃机而行驶时所述模式选择开关接通的情况下，将所述内燃机的启动条件设定为与所述第一条件相比具有难于使该内燃机启动的倾向的第二条件； 
设定行驶所要求的要求驱动力的要求驱动力设定单元；以及 
内燃机停止时控制单元，在停止所述内燃机而行驶时所述设定的启动条件不成立的情况下，控制所述内燃机和所述电动机，使得不伴随所述内燃机的启动而得到基于所述设定的要求驱动力的动力，在停止所述内燃机而行驶时所述设定的启动条件成立的情况下，控制所述内燃机和所述电动机，使得伴随所述内燃机的启动而得到基于所述设定的要求驱动力的动力。 
在该混合动力车辆中，能够通过仅操作模式选择开关而任意选择是否使发动机难于启动而使燃料经济性的提高优先。并且，当模式选择开关接通时，在停止内燃机而行驶时，到与第一条件相比具有使内燃机难于启动的倾向的第二条件成立为止，能够维持内燃机的停止状态，因此能够抑制内燃机的无用启动等而使燃料经济性提高。 
本发明的其他的混合动力车辆的控制方法是包括能够输出行驶用的动力的内燃机、能够输出行驶用的动力的电动机、能够与所述电动机交换电力的蓄电单元、用于选择与通常时相比具有难于使所述内燃机启动的倾向的模式的模式选择开关的混合动力车辆的控制方法，该方法包括： 
步骤(a)，在停止所述内燃机而行驶时所模式选择开关断开的情况 下，将所述内燃机的启动条件设定为第一条件，并且，在停止所述内燃机而行驶时所述模式选择开关接通的情况下，将所述内燃机的启动条件设定为与所述第一条件相比具有难于使所述内燃机启动的倾向的第二条件； 
步骤(b)，在停止所述内燃机而行驶时所述设定的启动条件不成立的情况下，控制所述内燃机和所述电动机，使得不伴随所述内燃机的启动而得到基于行驶所要求的要求驱动力的动力，在停止所述内燃机而行驶时所述设定的启动条件成立的情况下，控制所述内燃机和所述电动机，使得伴随所述内燃机的启动而得到基于所述要求驱动力的动力。 
根据该方法，能够通过仅操作模式选择开关而任意选择是否使发动机难于启动而使燃料经济性的提高优先。并且，当模式选择开关接通时，在停止内燃机而行驶时，到与第一条件相比具有使内燃机难于启动的倾向的第二条件成立为止，能够维持内燃机的停止状态，因此能够抑制内燃机的无用启动等而使燃料经济性提高。 
附图说明
图1是本发明一实施例的混合动力车辆20的概略结构图； 
图2是表示由实施例的混合动力ECU70执行的加速操作判断例程(routine)的一个例子的流程图； 
图3是表示由实施例的混合动力ECU70执行的发动机停止时驱动控制例程的一个例子的流程图； 
图4是表示要求转矩设定用图谱的一个例子的说明图； 
图5是变形例的混合动力车辆20A的概略结构图； 
图6是其他变形例的混合动力车辆20B的概略结构图； 
图7是另一其他变形例的混合动力车辆20C的概略结构图。 
具体实施方式
下面使用实施例说明用于实施本发明的优选方式。 
图1是作为本发明一实施例的车辆的混合动力车辆20的概略结构图。 图1中示出的混合动力车辆20包括发动机22、经由减震器28而连接在发动机22的输出轴即曲轴26上的三轴式动力分配综合机构30、连接在动力分配综合机构30上的可发电的电机MG1、安装于作为连接在动力分配综合机构30上的车轴的齿圈轴32a上的减速齿轮35(减速器)、经由该减速齿轮35而连接在齿圈轴32a上的电机MG2、控制混合动力车辆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是接收汽油、轻油这样的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(以下称为“发动机ECU”)24来接受燃料喷射量、点火时间、吸入空气量等的控制。发动机ECU24被输入来自对发动机22设置并检测该发动机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，根据来自混合动力ECU70的控制信号、来自上述传感器的信号等来运行控制发动机22，并且根据需要向混合动力ECU70输出关于发动机22的运行状态的数据。 
动力分配合并结构30包括作为外齿轮的太阳轮31、配置在与该太阳轮31的同心圆上的作为内齿轮的齿圈32、与太阳轮31啮合且与齿圈32啮合的多个小齿轮33、使多个小齿轮33保持自转和公转自由的行星轮架34，构成为将太阳轮31、齿圈32和行星轮架34作为旋转元件来进行差动作用的行星齿轮机构。作为发动机侧(内燃机侧)旋转元件的行星轮架34上连接有发动机22的曲轴26，太阳轮31上连接有电机MG1，作为车轴侧旋转元件的齿圈32上经由齿圈轴32a而连接有减速齿轮35，动力分配综合机构30在电机MG1作为发电机发挥作用时，按照其传动比(gear ratio)将从行星轮架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，在电机MG1作为电动机发挥作用时，合并从行星轮架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，并输出到齿圈32侧。被输入到齿圈32的动力从齿圈轴32a经由齿轮结构37和差速齿轮38(差速器)而最终被输出到驱动轮即车轮39a、39b。 
电机MG1和电机MG2都构成为能够作为发电机工作、且能够作为电动机工作的众所周知的同步发电电动机，通过变换器41、42(inverter， 逆变器)与二次电池即电池50进行电力交换。连接变换器41、42和电池50的电力线54构成为各变换器41、42共用的正极母线和负极母线，能够使由电机MG1、MG2的任意一方发电产生的电力在另一方的电机中消耗。因此，电池50能够通过从电机MG1、MG2的任意一方产生的电力以及不足的电力而被充放电，通过电机MG1、MG2获得电力收支平衡时，电池50不被充放电。电机MG1、MG2都由电机用电子控制单元(以下称为“电机ECU”)40来驱动控制。对电机ECU40输入驱动控制电机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检测出的施加在电机MG1、MG2上的相电流等，从电机ECU40向变换器41、42输出开关控制信号等。电机ECU40根据从旋转位置检测传感器43、44输出的信号来执行未图示的转速计算例程，计算电机MG1、MG2的转子的转速Nm1、Nm2。另外，电机ECU40与混合动力ECU70进行通信，根据来自混合动力ECU70的控制信号等来驱动控制电机MG1、MG2，并且根据需要向混合动力ECU70输出关于电机MG1、MG2的运行状态的数据。 
电池50由电池用电子控制单元(以下称为“电池ECU”)52来管理。对电池ECU52输入管理电池50所需的信号、例如来自设置在电池50的端子间的未图示的电压传感器的端子间电压、来自安装在与电池50的输出端子连接的电力线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根据需要而通过通信来向混合动力ECU70、发动机ECU24输出关于电池50的状态的数据。而且，电池ECU52为了管理电池50还根据由电流传感器检测出的充放电电流的累计值来计算剩余容量SOC。 
混合动力ECU70构成为以CPU72为中心的微处理器，CPU72之外还包括存储处理程序的ROM74、暂时存储数据的RAM76、执行计时处理的计时器77、执行计数处理的计数器78、未图示的输入输出端口和通信端口。经由输入端口而对混合动力ECU70输入有来自点火开关(启动开关)80的点火信号、来自检测变速杆81的操作位置即档位SP(shift position)的 档位传感器82的档位SP、来自检测加速踏板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车辆20的驾驶席附近设有用于选择使燃料经济性比驾驶性能优先的ECO模式(燃料经济性优先模式)来作为行驶时的控制模式的ECO开关(燃料经济性优先模式选择开关)88，该ECO开关88也连接在混合动力ECU70上。当由驾驶者等接通ECO开关88时，通常时(开关断开时)设为值0的预定的ECO标志(flag)Feco被设为值1，并且按照预先确定的燃料经济性优先时用的各种控制例程来控制混合动力车辆20。并且，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等连接，与发动机ECU24、电机ECU40、电池ECU52等进行各种控制信号、数据的交换。 
在如上所述构成的实施例的混合动力车辆20中，根据与由驾驶者的加速踏板83的踏入量对应的加速踏板开度Acc和车速V，计算应输出到作为车轴的齿圈轴32a上的要求转矩，控制发动机22、电机MG1、电机MG2，使得向齿圈轴32a输出与该要求转矩对应的动力。作为发动机22、电机MG1、电机MG2的运行控制模式，包括如下等模式：转矩变换运行模式，运行控制发动机22使得从发动机22输出与要求转矩相当的动力，并且驱动控制电机MG1和电机MG2，使得通过动力分配综合机构30、电机MG1以及电机MG2来对从发动机22输出的全部动力进行转矩变换并输出到齿圈轴32a；充放电运行模式，运行控制发动机22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相当的动力，并且驱动控制电机MG1和电机MG2，使得伴随电池50的充放电而随着由动力分配综合机构30、电机MG1以及电机MG2对从发动机22输出的动力的全部或一部分进行的转矩变换来向齿圈轴32a输出要求动力；电机运行模式，运行控制使得停止发动机22的运行而将与要求相当的动力从电机MG2输出到齿圈轴32a。并且，在实施例的混合动力车辆20中，在使发动机22运行的转矩变换运行模式等下，当预定的发动机停止条件成立时，使发动机22 停止，运行模式被切换为使电机MG2输出与要求转矩相当的转矩的电机运行模式。另外，在混合动力车辆20中，在使发动机22停止的电机运行模式下，当预定的发动机启动条件成立时，使发动机22启动，运行模式被向转矩变换运行模式等切换。 
可是，行驶所要求的要求转矩如上所述按照驾驶者的加速踏板83的踏入量而被设定，但驾驶者的加速踏板83的操作(加速操作)不平稳(rough，粗暴)时，会频繁重复电机运行模式下的发动机22的启动、和其后的发动机22的停止，由此会使发动机22的燃料经济性(fuel consumption，燃料消耗)恶化。因此，在谋求提高混合动力车辆20的燃料经济性的情况下，把握驾驶者的加速踏板83的操作状态是尤为重要的。为此，在实施例的混合动力车辆20中，为了判断驾驶者的加速踏板83的操作状态是否不平稳，每隔预定时间而通过混合动力ECU70来执行图2的加速操作判断例程。 
图2的加速操作判断例程开始时，混合动力ECU70的CPU72在输入了来自加速踏板位置传感器84的加速踏板开度Acc、来自计时器77的计时信号的基础上(步骤S300)，根据输入的加速踏板开度Acc计算加速踏板83的动作速度(开闭速度，open/close speed)、即踏板动作速度Vacc(步骤S310)。在实施例中，作为踏板动作速度Vacc，使用对从步骤S300输入的加速踏板开度Acc减去本例程的上次执行时的加速踏板开度Acc(上次值)后的值进一步除以本例程的执行周期dt后得到的值。在步骤S310的处理之后，根据来自计时器77的计时信号，判断从本例程的开始时或对计数器78的上次复位(reset)时开始是否经过了预定时间T(步骤S320)，当从计数器78的上次复位时等开始经过预定时间T时，对计数器78进行复位(步骤S330)，当从上次复位时等开始未经过预定时间T时，跳过步骤S330的处理。接着，比较踏板动作速度Vacc的上次值和步骤S310中计算出的踏板动作速度Vacc(本次值)，由此判断踏板动作速度Vacc的符号是否反转(invert)、即加速踏板开度Acc是否在开侧和闭侧之间切换(步骤S340)。当踏板动作速度Vacc的符号反转时，使计数器78增加值1(步骤S350)，当踏板动作速度Vacc的符号未反转时，跳过步骤S350的处理。 由此，计数器78对从本例程的开始时或上次复位时开始经过预定时间T的期间的踏板动作速度Vacc的符号的反转次数、即加速踏板83的踏入(depression)和踏回(return)的切换次数进行计数。接着，判断计数器78的计数值n是否不到预定的阈值N(步骤S360)，当计数值n不到阈值N时，进一步判断步骤S310中计算出的踏板动作速度Vacc是否不到预定值Vref(步骤S370)。并且，当计数器78的计数值n不到预定的阈值N、且踏板动作速度Vacc不到预定值Vref时，判断为驾驶者的加速操作不是不平稳的而是稳定柔和(stable and gentle)的，将预定的加速操作标志Facc设定为值0(步骤S380)，使本例程暂时结束。与此相对，在步骤S360中判断为计数器78的计数值n为阈值N以上的情况下，由于在预定时间T内，加速踏板83的踏入和踏回频繁切换，因此在该情况下，判断为驾驶者的加速操作是不平稳的，将加速操作标志Facc设定为值1(步骤S390)，使本例程暂时结束。另外，即使计数器78的计数值n不到阈值N，但在步骤S370中判断为踏板动作速度Vacc为预定值Vref以上的情况下，也成为驾驶者突然地踏入(abruptly depress)加速踏板83的情形，因此在该情况下，判断为驾驶者的加速操作是不平稳的，将加速操作标志Facc设定为值1(步骤S390)，使本例程暂时结束。当执行这样的加速操作判断例程时，能够更准确地把握驾驶者的加速踏板83的操作状态，使其结果反映于混合动力车辆20的燃料经济性提高。 
接着，说明如上所述构成的混合动力车辆20的电机运行模式下的工作。图3是表示在混合动力车辆20正停止发动机22而行驶的时候，由混合动力ECU70每预定时间(例如每数msec)执行的发动机停止时驱动控制例程的一个例子的流程图。 
图3的驱动控制例程的开始时，混合动力ECU70的CPU72执行来自加速踏板位置传感器84的加速踏板开度Acc、来自车速传感器87的车速V、电机MG1、MG2的转速Nm1、Nm2、电池50的剩余容量SOC、充放电要求功率Pb*、电池50的充放电所容许的电力即输入输出限制Win、Wout、ECO开关标志Feco的值、加速操作标志Facc的值这样的控制所 需的数据的输入处理(步骤S100)。在此，电机MG1、MG2的转速Nm1、Nm2是通过通信而从电机ECU40输入的。另外，电池50的剩余容量SOC是通过通信而从电池ECU52输入的，充放电要求功率Pb*是通过通信而从电池ECU52输入由电池ECU52根据电池50的剩余容量SOC等而作为应对电池50充放电的电力所设定的数据。同样地，电池50的输入输出限制Win、Wout是通过通信而从电池ECU52输入根据电池50的温度Tb和电池50的剩余容量SOC而设定的数据。而且，加速操作标志Facc的值是读出经过上述图2的加速操作判断例程而存储在预定的存储区域中的值。 
步骤S100的数据输入处理之后，判断输入的ECO标志Feco是否为值1、即ECO开关88是否接通(步骤S110)。在ECO开关88断开、ECO标志Feco为值0的情况下，将对于车辆整体所要求的要求功率的、作为发动机22的启动条件的阈值Pref设定为预先确定的值P1(步骤S130)。在此，值P1是使对于通过加速踏板83的驾驶者的驱动力的增加要求的响应性、即加速性能这样的驾驶性能比发动机22的燃料经济性优先某种程度而预先经过实验、解析所确定的值。另一方面，在ECO开关88接通、ECO标志Feco为值1的情况下，进一步判断步骤S100中输入的加速操作标志Facc是否为值1、即驾驶者的加速操作(accel work)是否为不平稳的(步骤S120)。在加速操作标志Facc为值0、判断为驾驶者的加速操作不是不平稳的而是稳定柔和的情况下，看作由加速操作引起的燃料经济性恶化的可能较小，与ECO开关88断开时同样地将作为发动机22的启动条件的阈值Pref设定为上述值P1(步骤S130)。与此相对，在步骤S120中为肯定判断的情况下，即在ECO开关88接通、且判断为驾驶者的加速操作不平稳的情况下，将作为发动机22的启动条件的阈值Pref设定为大于上述值P1的值P2(步骤S140)。在此，值P2是使发动机22的燃料经济性提高比对于通过加速踏板83的驾驶者的驱动力的增加要求的响应性、即加速性能这样的驾驶性能优先而预先经过实验、解析所确定的值。 
当步骤S130或步骤S140中设定了阈值Pref时，根据步骤S100中输入的加速踏板开度Acc和车速V设定了应输出到作为连接在驱动轮即车轮 39a、39b上的车轴的齿圈轴32a上的要求转矩Tr*的基础上，设定车辆整体所要求的要求功率P*(步骤S150)。在实施例中，加速踏板开度Acc、车速V和要求转矩Tr*的关系预先确定而作为要求转矩设定用图谱(map)存储在ROM74中，作为要求转矩Tr*，根据该图谱导出、设定与提供的加速踏板开度Acc和车速V对应的值。图4示出要求转矩设定用图谱的一个例子。另外，在实施例中，要求功率P*作为对设定的要求转矩Tr*乘以齿圈轴32a的转速Nr后的数据、充放电要求功率Pb*、损失Loss的总和来计算。齿圈轴32a的转速Nr能够通过对如图示那样用电机MG2的转速Nm2除以减速齿轮35的传动比Gr、或对车速V乘以换算系数k来求得。接着，判断设定的要求功率P*是否不到阈值Pref(步骤S160)。在要求功率P*为阈值Pref以上时，使发动机22输出该要求功率P*，将应指示未图示的发动机启动时驱动控制例程的执行的发动机启动标志设为ON(步骤S170)，使本例程结束。发动机启动时驱动控制例程是如下处理：边通过电机MG1起转(cranking)发动机22边使发动机22启动，并且驱动控制电机MG2，使得消除伴随发动机22的起转而作用于齿圈轴32a的驱动转矩，并向齿圈轴32a输出基于要求转矩Tr*的转矩。 
另外，在要求功率P*不到阈值Pref的情况下，为了继续发动机22的停止状态，分别将作为发动机22的目标运行点的目标转速Ne*和目标转矩Te*设定为值0(步骤S180)，并且将对于电机MG1的转矩指令Tm*设定为值0(步骤S190)。进一步，通过对步骤S100中输入的电池50的输入输出限制Win、Wout与作为转矩指令Tm1*和当前的电机MG1的转速Nm1的积而得到的电机MG1的消耗电力(发电电力)的偏差除以电机MG2的转速Nm2，由此来使用下式(1)和式(2)计算作为可以从电机MG2输出的转矩的上下限的转矩限制Tmin、Tmax(步骤S200)。接着，根据要求转矩Tr*和减速齿轮35的传动比Gr，按照下式(3)来计算作为应从电机MG2输出的转矩的暂定电机转矩Tm2tmp(步骤S210)，将电机MG2的转矩指令Tm2＊设定为以步骤S200中计算出的转矩限制Tmin、Tmax限制暂定电机转矩Tm2tmp后的值(步骤S220)。这样，通过设定 电机MG2的转矩指令Tm2*，能够将输出到作为车轴的齿圈轴32a上的转矩设定为在电池50的输入输出限制Win、Wout的范围内限制后的转矩。这样，当设定了发动机22的目标转速Ne*、目标转矩Te*、电机MG1、MG2的转矩指令Tm1*、Tm2*时，将发动机22的目标转速Ne*和目标转矩Te*发送到发动机ECU24，将电机MG1、MG2的转矩指令Tm1*、Tm2*发送到电机ECU40(步骤S230)，再次执行步骤S100以后的处理。接收到目标转速Ne*和目标转矩Te*的发动机ECU24执行用于得到目标转速Ne*和目标转矩Te*的控制。另外，接收到转矩指令Tm1*、Tm2*的电机ECU40进行变换器41、42的开关元件的开关控制，使得使用转矩指令Tm1*来驱动电机MG1，并且使用转矩指令Tm2*来驱动电机MG2。 
Tmin＝(Win-Tm1*·Nm1)/Nm2     …(1) 
Tmax＝(Wout-Tm1*·Nm1)/Nm2    …(2) 
Tm2tmp＝Tr*/Gr                …(3) 
如以上说明那样，在实施例的混合动力车辆20中，停止发动机22而行驶时，在作为燃料经济性优先模式选择开关的ECO开关88断开(OFF)的情况下，规定发动机22的启动条件的阈值Pref被设定为值P1(第一条件)，控制发动机22、电机MG1以及电机MG2，使得伴随对应于适当阈值Pref的发动机22的启动(步骤S170)而得到基于行驶所要求的要求转矩Tr*的转矩(步骤S150～S230)。另外，停止发动机22而行驶时，在ECO开关88接通的情况下，通过图2的加速操作判断例程判断为驾驶者的加速操作不平稳时(步骤S120)，与ECO开关88断开时相比，为了使发动机22的燃料经济性提高优先，阈值Pref被设定为大于值P1的值P2(第二条件)(步骤S140)，控制发动机22、电机MG1、MG2使得伴随按照适当阈值Pref的发动机22的启动(步骤S170)而得到基于要求转矩Tr*的转矩(步骤S150～S230)。由此，在实施例的混合动力车辆20中，能够通过仅操作ECO开关88而任意选择是否尽量使发动机22的停止状态继续而使燃料经济性的提高优先。即在混合动力车辆20中，在停止发动机22而行驶时，在ECO开关88断开、且作为发动机22的启动条件的阈值Pref被设定为值P1的情况下，基于要求转矩Tr＊的要求功率P＊某种程度地变大而成为阈值Pref以上时，发动机22启动，因此虽然会多少抑制燃料经济性提高但能够迅速响应要求转矩Tr*(要求功率P*)的增加要求，良好地确保加速性能这样的驾驶性能(drivability)。另外，当停止发动机22而行驶时，在ECO开关88接通、且阈值Pref被设定为大于值P1的值P2的情况下，与ECO开关88断开时等相比，使发动机22的停止状态继续的倾向较强，虽然加速性能这样的驾驶性能多少有些下降，但能够抑制发动机22的无用(不必要的)启动，通过使发动机22的停止状态继续来谋求燃料经济性的提高。而且，在上述混合动力车辆20中，通过执行图2的加速操作判断例程，根据由加速踏板位置传感器84检测出的加速踏板开度Acc来判断驾驶者的加速操作是否不平稳。并且，当停止发动机22而行驶时，在ECO开关88接通的情况下，通过图2的加速操作判断例程而判断为驾驶者的加速操作不平稳时，作为发动机22的启动条件的阈值Pref被设定为值P2。这样，根据ECO开关88的操作状态和驾驶者的加速操作状态这两方来确定电机运行模式下的发动机22的启动条件，由此能够良好地谋求兼顾确保驾驶性能和提高燃料经济性这两者。 
本实施例的混合动力车辆20是将电机MG2的动力输出到连接于齿圈轴32a的车轴上的汽车，但本发明的适用对象并不限于此。即，本发明也可以适用于如图5所示的作为变形例的混合动力车辆20A那样的、将电机MG2的动力输出到与连接于齿圈轴32a的车轴(连接有车轮39a、39b的车轴)不同的车轴(图5中的连接在车轮39c、39d上的车轴)上的车辆。另外，上述实施例的混合动力车辆20通过动力分配综合机构30将发动机22的动力输出到作为连接于车轮39a、39b的车轴的齿圈轴32a上，但本发明的适用对象并不限于此。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车辆20B那样的、具有双转子电动机230的车辆，其中，所述双转子电动机具有连接在发动机22的曲轴上的内转子232和连接于将动力输出到车轮39a、39b上的车轴的外转子234，将发动机22的动力的一部分传递到车轴上，并将剩余的动力变换为电力。 
另外，上述混合动力车辆20是包括具有作为车轴侧旋转元件的齿圈套32和作为内燃机侧旋转元件的行星轮架34的动力分配综合机构30的车辆，但本发明也可以适用于代替动力分配综合机构30而作为将发动机22的动力传递到车轴侧的动力传递单元具有无机变速器(以下称为“CVT”)的车辆。图7示出这样的车辆的一个例子的混合动力车辆20C。图7所示的变形例的混合动力车辆20C包括：前轮驱动系统，通过变矩器130(torqueconverter)、前进后退切换机构135、传动带式CVT140、齿轮机构37、差速齿轮38等将来自发动机22的动力输出到例如前轮即车轮39a、39b；后轮驱动系统，通过齿轮机构37’、差速齿轮38’等将来自同步发电电动机即电机MG的动力输出到例如后轮即车轮39c、39d；控制车辆整体的混合动力ECU70。该情况下，变矩器130构成为具有锁止机构的流体式变矩器。另外，前进后退切换机构135例如包括双小齿轮的行星齿轮结构、制动器和离合器，执行前进后退的切换、变矩器130与CVT140的连接、切离。CVT140包括连接于作为内燃机侧旋转元件的输入轴141的可变更槽宽度的主动带轮143、同样地可变更槽宽度且连接在作为车轴侧旋转元件的输出轴142上的从动带轮144、卷绕在主动带轮143和从动带轮144的槽上的传动带145。并且，CVT140利用来自由CVT用电子控制单元146驱动控制的油压回路147的液压油来变更主动带轮143和从动带轮144的槽宽度，由此无级变速地将输入到输入轴141的动力输出到输出轴142。CVT140也可以构成为环(toroidal)式CVT。并且，电机MG通过变换器45而连接在由发动机22驱动的交流发电机(alternator)29、输出端子连接于来自该交流发电机29的电力线的电池(高压电池)50上。由此，电机MG由来自交流发电机29、电池50的电力驱动，或利用进行再生而发电产生的电力对电池50进行充电。在这样构成的混合动力车辆20C中，也能够执行停止发动机22的运行而从电机MG输出与要求相当的动力的电机运行模式，在执行该电机运行模式时，能够执行与图3同样的发动机停止时驱动控制例程。 
在此，说明上述实施例和变形例的主要要素与用于解决课题的发明内 容中记载的本发明的主要要素的对应关系。即，能够对齿圈轴32a等输出动力的发动机22相当于“内燃机”，电机MG、MG2等相当于“电动机”，电池50相当于“蓄电单元”，用于选择使燃料经济性比驾驶性能优先的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的驱动控制例程的混合动力ECU70相当于“内燃机启动条件设定单元”、“要求驱动力设定单元”以及“控制单元”。另外，检测加速踏板83的踏入量的加速踏板位置传感器84相当于“加速操作量检测单元”，执行图2的加速操作判断例程的混合动力ECU70相当于“加速操作判断单元”。而且，具有作为车轴侧旋转元件的齿圈32和作为输出轴(内燃机轴)侧旋转元件的行星轮架34的动力分配综合机构30、具有连接在发动机22上的内转子232和连接在将动力输出到车轮39a、39b的车轴上的外转子234的双转子电动机230、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相当于“动力传递单元”，电机MG1、动力分配综合机构30、双转子电动机230相当于“电力动力输入输出单元”，电机MG1、交流发电机29或双转子电动机230相当于“发电用电动机”，动力分配综合机构30相当于“三轴式动力输入输出单元”。由于实施例是用于具体说明用于实施为了解决课题的发明内容中所记载的发明的优选方式的一个例子，这些实施例的主要要素与用于解决课题的发明内容中记载的发明的主要要素的对应关系，并不是限定用于解决课题的发明内容中记载的发明的要素。即，实施例不过是用于解决课题的发明内容中记载的发明的具体的一个例子，用于解决课题的发明内容中记载的发明的解释应该基于发明内容的记载进行。 
以上，使用实施例说明了本发明的实施方式，但本发明并不限于上述实施例，在不脱离本发明的要旨的范围内当然可以进行各种变更。 
产业上的可利用性 
本发明能够利用于车辆的制造产业等。 

Claims (10)

1.一种混合动力车辆，包括：
能够输出行驶用的动力的内燃机；
能够输出行驶用的动力的电动机；
能够与所述电动机交换电力的蓄电单元；
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；
内燃机启动条件设定单元，其在停止所述内燃机而行驶时所述燃料经济性优先模式选择开关断开的情况下，将所述内燃机的启动条件设定为第一条件，并且，在停止所述内燃机而行驶时所述燃料经济性优先模式选择开关接通的情况下，将所述内燃机的启动条件设定为与所述第一条件相比使燃料经济性优先的第二条件；
设定行驶所要求的要求驱动力的要求驱动力设定单元；
内燃机停止时控制单元，其在停止所述内燃机而行驶时所述设定的启动条件不成立的情况下，控制所述内燃机和所述电动机使得不伴随所述内燃机的启动而得到基于所述设定的要求驱动力的动力，在停止所述内燃机而行驶时所述设定的启动条件成立的情况下，控制所述内燃机和所述电动机使得伴随所述内燃机的启动而得到基于所述设定的要求驱动力的动力；
检测驾驶者的加速操作量的加速操作量检测单元；以及
根据所述检测到的加速操作量来判断驾驶者的加速操作是否不平稳的加速操作判断单元，
所述内燃机启动条件设定单元，在停止所述内燃机而行驶时所述燃料经济性优先模式选择开关接通的情况下，当由所述加速操作判断单元判断为驾驶者的加速操作平稳时，将所述内燃机的启动条件设定为所述第一条件，当由所述加速操作判断单元判断为驾驶者的加速操作不平稳时，将所述内燃机的启动条件设定为所述第二条件。
2.根据权利要求1所述的混合动力车辆，其中，
所述第二条件是与所述第一条件相比具有使所述内燃机的停止状态继续的倾向的条件。
3.根据权利要求1所述的混合动力车辆，其中，
所述第一条件和所述第二条件是分别在所述设定的要求驱动力为预定的阈值以上时成立的条件，所述第二条件中的所述阈值大于所述第一条件中的阈值。
4.根据权利要求1所述的混合动力车辆，其中，还包括：
动力传递单元，其具有连接在预定的车轴上的车轴侧旋转元件、和连接在所述内燃机的输出轴上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，能够将来自所述输出轴的动力的至少一部分输出到所述车轴侧。
5.根据权利要求4所述的混合动力车辆，其中，
所述动力传递单元是：连接于所述车轴和所述内燃机的所述输出轴，伴随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、并且能够与所述蓄电单元交换电力的电力动力输入输出单元。
6.根据权利要求5所述的混合动力车辆，其中，
所述电力动力输入输出单元包括：能够输入输出动力的发电用电动机；和三轴式动力输入输出单元，该三轴式动力输入输出单元被连接于所述车轴、所述内燃机的所述输出轴以及所述发电用电动机的旋转轴这三个轴，将基于这三个轴中的任意两个轴上输入输出的动力的动力在剩余的轴上输入输出，
所述电动机，能够向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4所述的混合动力车辆，其中，
所述动力传递单元是无级变速器。
8.一种混合动力车辆的控制方法，所述混合动力车辆包括能够输出行驶用的动力的内燃机、能够输出行驶用的动力的电动机、能够与所述电动机交换电力的蓄电单元、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)，在停止所述内燃机而行驶时所述燃料经济性优先模式选择开关断开的情况下，将所述内燃机的启动条件设定为第一条件，并且，在停止所述内燃机而行驶时所述燃料经济性优先模式选择开关接通的情况下，将所述内燃机的启动条件设定为与所述第一条件相比使燃料经济性优先的第二条件；
步骤(b)，在停止所述内燃机而行驶时所述设定的启动条件不成立的情况下，控制所述内燃机和所述电动机，使得不伴随所述内燃机的启动而得到基于行驶所要求的要求驱动力的动力，在停止所述内燃机而行驶时所述设定的启动条件成立的情况下，控制所述内燃机和所述电动机，使得伴随所述内燃机的启动而得到基于所述要求驱动力的动力；和
步骤(c)，根据驾驶者的加速操作量来判断驾驶者的加速操作是否不平稳，
在步骤(b)中，在停止所述内燃机而行驶时上述燃料经济性优先模式选择开关接通的情况下，当在步骤(c)中判断为驾驶者的加速操作平稳时，将所述内燃机的启动条件设定为所述第一条件，当在步骤(c)中判断为驾驶者的加速操作不平稳时，将所述内燃机的启动条件设定为所述第二条件。
9.根据权利要求8所述的混合动力车辆的控制方法，其中，
步骤(a)中使用的所述第二条件是与所述第一条件相比具有使所述内燃机的停止状态继续的倾向的条件。
10.根据权利要求8所述的混合动力车辆的控制方法，其中，
步骤(a)中使用的所述第一条件和所述第二条件是当所述要求驱动力为预定的阈值以上时成立的条件，所述第二条件中的所述阈值大于所述第一条件中的阈值。
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