CN101583528B - 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
CN101583528B
CN101583528B CN2007800498335A CN200780049833A CN101583528B CN 101583528 B CN101583528 B CN 101583528B CN 2007800498335 A CN2007800498335 A CN 2007800498335A CN 200780049833 A CN200780049833 A CN 200780049833A CN 101583528 B CN101583528 B CN 101583528B
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power
electric power
vehicle
maximum charge
unit
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CN101583528A (zh
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阵野国彦
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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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    • B60K6/42—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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    • B60K6/448—Electrical distribution type
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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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Abstract

在混合动力汽车（20）中，在ECO开关（88）接通时，使用车速V和相比于通常时容许最大充电电力设定用映射而倾向于容许电池（50）的充电的第二关系、即ECO模式时容许最大充电电力设定用映射来设定容许最大充电电力Pcmax，控制发动机（22）和电机MG1以及MG2，使得以步骤S140中在容许最大充电电力Pcmax的范围内基于电池（50）的状态而设定的作为要求充电电力的执行用充放电要求功率Pb＊来对电池（50）充电，并且得到行驶所要求的要求转矩Tr。

Description

车辆及其控制方法
技术领域
本发明涉及车辆及其控制方法。
背景技术
以往以来，作为这种车辆，提出如下的方案：具备电池和电容器，在电池充电量处于预定值以下时，使发动机在最高效率点附近运行，由从发电机得到的发电电力对电容器充电，在电容器的容量变为预定值以上以后，进行从电容器向电池的充电(例如，参照专利文献1)。在该车辆中，通过执行这样的充电控制，谋求燃料经济性的提高。
专利文献1：日本特开平7-23504
发明内容
然而，在上述车辆中，为了实现燃料经济性的提高而具备电容器，因此装置构造变得复杂化。另外，在对电池充电时，如上述车辆那样能够通过使发动机在效率较好的运行点运行来实现燃料经济性的提高，但是当在停车时、车速较小时为了对电池充电而使发动机在效率较好的运行点运行时，可能会产生行驶所不需要的较高的转速、转矩，因这样的发动机声音、振动等而会使驾驶者、乘客产生不适感。另一方面，认为在驾驶者之中也存在即使多少产生这样的不适感也希望提高燃料经济性的人。
于是，本发明的车辆及其控制方法的目的在于，使得能够自由地选择是优选提高燃料经济性、还是优选抑制噪音、振动。
本发明的车辆及其控制方法，为了达成上述目的而采用以下的方案。
本发明的车辆，具备：
能够输出动力的内燃机；
能够使用来自所述内燃机的动力的至少一部分来发电的发电单元；
能够与所述发电单元交换电力的蓄电单元；
燃料经济性优先模式选择开关，其用于选择使燃料经济性优先的燃料经济性优先模式；
容许最大充电电力设定单元，其在所述燃料经济性优先模式选择开关断开时，使用第一关系来设定所述蓄电单元的充电所容许的最大电力、即容许最大充电电力，在所述燃料经济性优先模式选择开关接通时，使用相比于所述第一关系而倾向于容许所述蓄电单元的充电的第二关系来设定所述容许最大充电电力；
要求充电电力设定单元，其在所述设定的容许最大充电电力的范围内，基于所述蓄电单元的状态来设定用于对该蓄电单元进行充电的要求充电电力；
设定车辆所要求的要求动力的要求动力设定单元；和
控制单元，其控制所述内燃机和所述发电单元，使得所述蓄电单元以所述设定的要求充电电力被充电，并且能得到所述设定的要求动力。
在该车辆中，在燃料经济性优先模式选择开关断开时，使用第一关系来设定蓄电单元的充电所容许的最大电力、即容许最大充电电力，在燃料经济性优先模式选择开关接通时，使用相比于第一关系而倾向于容许蓄电单元的充电的第二关系来设定容许最大充电电力。并且，控制内燃机和发电单元，使得在该容许最大充电电力的范围内以基于蓄电单元的状态而设定的要求充电电力对蓄电单元充电并且得到车辆所要求的要求动力。由此，在燃料经济性优先模式选择开关断开时，虽然多少抑制基于由发电单元发电产生的电力的蓄电单元的充电，但是能够抑制由内燃机以较高的转速、转矩运行而引起的噪音、振动的发生。另外，在燃料经济性优先模式选择开关接通时，促进基于由发电单元发电产生的电力的蓄电单元的充电，因内燃机以多少较高的转速、转矩运行而产生噪音、振动，但是能够使内燃机在效率更好的运行点运行，因此能够使燃料经济性提高。因此，在该车辆中，只通过操作燃料经济性优先模式选择开关就能够自由地选择是优选提高燃料经济性，还是优选抑制噪音、振动。
在该情况下，所述车辆还可以具备检测车速的车速检测单元，所述第一关系和所述第二关系可以分别具有所述检测出的车速越低则越减小所述容许最大充电电力的倾向，所述第二关系可以相比于所述第一关系而将对于同样的车速的所述容许最大充电电力规定得较大。如此，当将第一关系和第二关系设为车速越低则越减小容许最大充电电力时，即使车速较低也能够通过路面噪音等掩盖来自内燃机的振动、噪音。另外，当将第二关系设为相比于第一关系而将对于同样的车速的容许最大充电电力规定得较大时，则在燃料经济性优先模式选择开关接通时，相比于燃料经济性优先模式选择开关断开时能够更为容许蓄电单元的充电。
另外，所述要求充电电力设定单元可以，将基于所述蓄电单元的状态的基本充电电力、和所述设定的容许最大充电电力之中的较小一方作为所述要求充电电力来设定。
而且，所述控制单元可以是能够基于要求功率来对所述内燃机进行间歇运行控制，所述要求功率包括为得到行驶所要求的要求驱动力而所需的功率、和为以所述设定的要求充电电力对所述蓄电单元进行充电而所需的功率。也就是说，在该车辆中，在燃料经济性优先模式选择开关接通时，高效地运行内燃机的同时促进利用发电单元的发电电力的蓄电单元的充电，由此通过增加内燃机的间歇运行的机会而使燃料经济性进一步提高。
另外，所述车辆还可以具备能够至少使用来自所述蓄电单元的电力而向预定的车轴输出行驶用的动力的电动机。该情况下，所述发电单元可以是连结于所述内燃机的输出轴、和所述车轴或与该车轴不同的其他的车轴，伴随电力和动力的输入输出而使动力在所述输出轴侧和所述车轴侧输入输出的单元。进一步，所述车辆还可以具备能够将来自所述内燃机的动力传递到所述车轴或与该车轴不同的其他的车轴的无级变速器。
本发明的车辆的控制方法是，具备能够输出动力的内燃机、能够使用来自该内燃机的动力的至少一部分来发电的发电单元、能够与该发电单元交换电力的蓄电单元、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，该方法包括：
步骤(a)，该步骤在所述燃料经济性优先模式选择开关断开时，使用第一关系来设定所述蓄电单元的充电所容许的最大电力、即容许最大充电电力，在所述燃料经济性优先模式选择开关接通时，使用相比于所述第一关系而倾向于容许所述蓄电单元的充电的第二关系来设定所述容许最大充电电力；
步骤(b)，该步骤在步骤(a)中所设定的容许最大充电电力的范围内，基于所述蓄电单元的状态来设定用于对该蓄电单元进行充电的要求充电电力；和
步骤(c)，该步骤控制所述内燃机和所述发电单元，使得所述蓄电单元以在步骤(b)中所设定的要求充电电力被充电，并且能得到车辆所要求的要求动力。
根据该方法，在燃料经济性优先模式选择开关断开时，虽然多少抑制基于由发电单元发电产生的电力的蓄电单元的充电，但是能够抑制由内燃机以较高的转速、转矩运行而引起的噪音、振动的产生。另外，在燃料经济性优先模式选择开关接通时，促进基于由发电单元发电产生的电力的蓄电单元的充电，因内燃机以多少较高的转速、转矩运行而产生噪音、振动，但是能够使内燃机在效率更高的运行点运行，因此能够使燃料经济性提高。因此，在该车辆中，只通过操作燃料经济性优先模式选择开关就能够自由地选择是优先提高燃料经济性，还是优先抑制噪音、振动。
另外，步骤(a)中使用的所述第一关系和所述第二关系可以分别具有车速越低则越减小所述容许最大充电电力的倾向，所述第二关系可以相比于所述第一关系而将对于同样的车速的所述容许最大充电电力规定得较大。而且，步骤(b)可以将基于所述蓄电单元的状态的基本充电电力、和所述设定的容许最大充电电力之中的较小一方作为所述要求充电电力来设定。
附图说明
图1是本发明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执行的驱动控制程序的一例的流程图。
图3是表示充放电要求功率设定用映射(map)的一例的说明图。
图4是举例表示通常时容许最大充电电力设定用映射和ECO模式时容许最大充电电力设定用映射的说明图。
图5是表示要求转矩设定用映射的一例的说明图。
图6是举例表示发动机22的工作线、目标转速Ne＊和目标转矩Te＊的相关曲线的说明图。
图7是对表示动力分配合并机构30的旋转元件的转速与转矩的力学关系的列线图进行举例表示的说明图。
图8是变形例的混合动力汽车20A的概略结构图。
图9是另一种变形例的混合动力汽车20B的概略结构图。
图10是另一种变形例的混合动力汽车20C的概略结构图。
图11是另一种变形例的汽车20D的概略结构图。
具体实施方式
接下来，用实施例说明用于实施本发明的优选方式。
图1是作为本发明实施例的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具备：发动机22；经由减震器28连接于发动机22的输出轴即曲轴26的三轴式动力分配合并机构30；连接于动力分配合并机构30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；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、轻油这样的碳氢化合物类燃料的供给而输出动力的内燃机，接受由发动机用电子控制单元(以下，称为“发动机ECU”)24对燃料喷射量、点火时间、吸入空气量等的控制。向发动机ECU24输入有来自相对于发动机22设置并用于检测该发动机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，基于来自混合动力ECU70的控制信号、来自所述传感器的信号等运行控制发动机22，并且根据需要将与发动机22的运行状态相关的数据输出到混合动力ECU70。
动力分配合并机构30具备：外齿齿轮的太阳齿轮31；配置在与该太阳齿轮31的同心圆上的内齿齿轮的齿圈32；与太阳齿轮31啮合并且与齿圈32啮合的多个小齿轮33；和使多个小齿轮33自由地保持自转并且公转的齿轮架34，作为以太阳齿轮31、齿圈32和齿轮架34作为旋转元件来进行差动作用的行星齿轮机构而被构成。在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，在太阳齿轮31上连结有电机MG1，在作为车轴侧旋转元件的齿圈32上经由齿圈轴32a连结有减速齿轮35，动力分配合并机构30，在电机MG1作为发电机工作时，按照其传动比(齿数比)将从齿轮架34输入的来自发动机22的动力分配到太阳齿轮31侧和齿圈32侧；在电机MG1作为电动机工作时，将从齿轮架34输入的来自发动机22的动力和从太阳齿轮31输入的来自电机MG1的动力合并，输出到齿圈32侧。被输出到齿圈32侧的动力，从齿圈轴32a经由齿轮机构37及差速齿轮38而最终被输出到驱动轮即车轮39a、39b。
电机MG1和电机MG2都作为周知的能够作为发电机工作并且能够作为电动机工作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中的任意一方发电产生的电力能够由另一方的电机消耗。因此，电池50根据来自电机MG1、MG2中的任意一方产生的电力、不足的电力而充放电，当由电机MG1、MG2取得电力收支的平衡时，电池50不进行充放电。电机MG1、MG2都由电机用电子控制单元(以下，称为“电机ECU”)40驱动控制。向电机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输入的信号，执行未图示的转速算出程序，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，基于来自混合动力ECU70的控制信号等来驱动控制电机MG1、MG2，并且根据需要将与电机MG1、MG2的运行状态相关的数据输出到混合动力ECU70。
电池50由电池用电子控制单元(以下，称为“电池ECU”)52管理。向电池ECU52输入有用于管理电池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根据需要通过通信将与电池50的状态相关的数据输出到混合动力ECU70、发动机ECU24。而且，电池ECU52为了管理电池50，还基于由电流传感器检测出的充放电电流的累计值而计算剩余容量(SOC)。
混合动力ECU70作为以CPU72为中心的微处理器而被构成，除CPU72之外还包括储存处理程序的ROM74、暂时储存数据的RAM76、和未图示的输入输出端口及通信端口。经由输入端口向混合动力ECU70输入来自点火开关(启动开关)80的点火信号、来自用于检测变速杆81的操作位置即变速杆位置SP的变速杆位置传感器82的变速杆位置SP、来自用于检测加速踏板83的踩下量的加速踏板位置传感器84的加速踏板开度Acc、来自用于检测制动踏板85的踩下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轮20的驾驶座旁边设置有用于选择相比于抑制噪音、振动而使燃料经济性优先的ECO模式作为行驶时的模式(燃料经济性优先模式)的ECO开关(燃料经济性优先模式选择开关)88，该ECO开关也连接于混合动力ECU70。当ECO开关88由驾驶者等接通时，通常时(开关断开时)被设定为值0的预定的ECO标志Feco被设定为值1，并且按照预先规定的燃料经济性优先时用的各种控制步骤控制混合动力汽车20。并且，混合动力ECU70如上所述，经由通信端口与发动机ECU24、电机ECU40、电池ECU52等相连接，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。
在如上所构成的实施例的混合动力汽车20中，基于对应于驾驶者的加速踏板83的踩下量的加速踏板开度Acc和车速V，计算应当向作为车轴的齿圈轴32a输出的要求转矩，控制发动机22、电机MG1和电机MG2，使得对应于该要求转矩的动力被输出到齿圈轴32a。作为发动机22、电机MG1和电机MG2的运行控制模式，包括如下等模式：转矩变换运行模式，该模式下运行控制发动机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，使得从发动机22输出的全部动力通过动力分配合并机构30、电机MG1和电机MG2进行转矩变换而输出到齿圈轴32a；充放电运行模式，该模式下运行控制发动机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，随着从发动机22输出动力的全部或者一部分通过动力分配合并机构30、电机MG1和电机MG2进行转矩变换而将要求动力输出到齿圈轴32a；电机运行模式，该模式下运行控制使得停止发动机22的运行，从电机MG2向齿圈轴32a输出与要求动力相当的动力。
接下来，对如上所构成的混合动力汽车20的动作进行说明。图2是表示由混合动力ECU70每隔预定时间(例如，每隔数msec)执行的驱动控制程序的一例的流程图。
在图2的驱动控制程序开始时，混合动力ECU70的CPU72执行输入控制所需的数据的处理(步骤S100)，其中所述数据包括：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标志Feco的值。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及充放电要求功率Pb是通过通信而从电池ECU52输入的。在此，在实施例的混合动力ECU52的未图示的ROM中存储有确定了剩余容量SOC与充放电要求功率Pb的关系的充放电要求功率设定用映射(map)，电池ECU52从该映射导出/设定与基于充放电电流的累计值的剩余容量SOC对应的充放电要求功率Pb。图3表示充放电要求功率设定用映射的一例。如图3所示，该充放电要求功率设定用映射设定为如下那样：在剩余容量SOC小于低剩余量侧阈值SL时，将充放电要求功率Pb设定为一定的充电量Pc，并且在剩余容量SOC处于高剩余量侧阈值SH以上时，将充放电要求功率Pb设定为一定的放电量Pd，剩余容量SOC处于低剩余量侧阈值SL以上并小于高剩余量侧阈值SH时，以预定的斜率与剩余容量SOC成比例地增减充放电要求功率Pb。在以下的说明中，充放电要求功率Pb(Pb＊)设为在处于充电要求侧时为负值，处于放电要求侧时为正值。同样，电池50的输入输出限制Win、Wout设为通过通信而从电池ECU52输入基于电池50的温度Tb和电池50的剩余容量SOC而设定的值。
接下来，判断ECO标志Feco是否为值0、即是否由驾驶者断开ECO开关88(步骤S110)。在ECO开关88断开、ECO标志Feco为值0的情况下，使用步骤S100中输入的车速V和作为第一关系的通常时容许最大充电电力设定用映射，设定电池50的充电所容许的最大电力即容许最大充电电力Pcmax(实施例中为负值)(步骤S120)。另外，在由驾驶者等接通ECO开关88、ECO标志Feco被设为值1的情况下，使用步骤S100中输入的车速V和作为第二关系的ECO模式时容许最大充电电力设定用映射，设定容许最大充电电力Pcmax(步骤S130)。如图4所例示那样，通常时容许最大充电电力设定用映射(参照图中实线)和ECO模式时容许最大充电电力设定用映射(参照图中虚线)分别规定车速V与容许最大充电电力Pcmax的关系，其预先经过实验、解析而被生成并被存储于ROM74。并且，通常时容许最大充电电力设定用映射和ECO模式时容许最大充电电力设定用映射分别具有车速V越低则越减小容许最大充电电力Pcmax的倾向，但是ECO模式时容许最大充电电力设定用映射相比于通常时容许最大充电电力设定用映射而将对于同样的车速V的容许最大充电电力Pcmax规定得较大。在步骤S120或S130中，从通常时容许最大充电电力设定用映射或ECO模式时容许最大充电电力设定用映射中导出/设定与提供的车速V对应的容许最大充电电力Pcmax。
当这样地设定了容许最大充电电力Pcmax时，将设定的容许最大充电电力Pcmax与步骤S100中输入的充放电要求功率Pb之中的较大一方设定作为执行用充放电要求功率Pb＊(步骤S140)。如上所述，在实施例中，因为充放电要求功率Pb在处于充电要求侧时为负值、在处于放电要求侧时为正值，所以在步骤S100中输入的充放电要求功率Pb为放电要求侧的正值时，在步骤S140中将该充放电要求功率Pb设定作为执行用充放电要求功率Pb＊。另外，在步骤S100中输入的充放电要求功率Pb为充电要求侧的负值(基本充电电力)时，将该充放电要求功率Pb与容许最大充电电力Pcmax中的较大一方、作为充电电力而较小一方设定作为执行用充放电要求功率Pb＊。接下来，基于步骤S100中输入的加速踏板开度Acc和车速V，设定应当向连结在驱动轮即车轮39a、39b上的作为车轴的齿圈轴32a输出的要求转矩Tr＊，然后设定车辆整体所要求的要求功率P＊(步骤S150)。在实施例中，预先确定加速踏板开度Acc、车速V和要求转矩Tr＊之间的关系，作为要求转矩设定用映射存储于ROM74，作为要求转矩Tr＊，从该映射导出/设定与提供的加速踏板开度Acc和车速V对应的值。图5表示要求转矩设定用映射的一例。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后得到的值、执行用充放电要求功率Pb＊(其中，放电要求侧为正)和损失Loss的总和而被计算。齿圈轴32a的转速Nr，如图所示能够通过对电机MG2的转速Nm2除以减速齿轮35的传动比Gr来求得，或者通过对车速V乘以换算系数k来求得。进一步，判断设定的要求功率P＊是否处于预定的阈值Pref以上(步骤S160)。当要求功率P＊处于阈值Pref以上时，将该要求功率P＊作为使发动机22输出的功率，进一步判断发动机22是否处于运行中(步骤S170)。并且，在发动机22为停止的情况下，为了指示未图示的发动机启动时驱动控制程序的执行而使发动机启动标志为ON(步骤S180)，使本程序结束。发动机启动时驱动控制程序不是本发明的核心，所以在这里省略其详细的说明。
在步骤S170中判定为发动机22处于运行中的情况下，基于步骤S150中设定的要求功率P＊来设定作为发动机22的目标运行点的目标转速Ne＊和目标转矩Te＊，使得发动机22高效地运行(S190)。在实施例中，基于预先确定的用于使发动机22高效地工作的工作线和要求功率Pe＊，设定发动机22的目标转速Ne＊和目标转矩Te＊。图6中举例表示发动机22的工作线、目标转速Ne＊和目标转矩Te＊之间相关曲线。如该图所示，目标转速Ne＊和目标转矩Te＊，能够由工作线与表示要求功率P＊(Ne＊×Te＊)一定的相关曲线的交点来求得。当设定了发动机22的目标转速Ne＊和目标转矩Te＊时，使用目标转速Ne＊、齿圈轴32a的转速Nr(Nm2/Gr)和动力分配合并机构30的传动比ρ(太阳齿轮31的齿数/齿圈32的齿数)，按照下式(1)计算电机MG1的目标转速Nm1＊，然后执行基于计算出的目标转速Nm1＊和当前的转速Nm1的式(2)的计算，设定电机MG1的转矩指令Tm1＊(S200)。在此，式(1)是对于动力分配合并机构30的旋转元件的力学关系式。另外，在图7中对表示动力分配合并机构30的旋转元件的转速和转矩的力学关系的列线图进行举例表示。图中，左侧的S轴表示与电机MG1的转速Nm1一致的太阳齿轮31的转速，中央的C轴表示与发动机22的转速Ne一致的齿轮架34的转速，右侧的R轴表示对电机MG2的转速Nm2除以变速器60的当前传动比Gr得到的齿圈32的转速Nr。另外，R轴上的两个粗线箭头表示：从电机MG1输出了转矩Tm1时，由该输出转矩作用到齿圈轴32a上的转矩；和从电机MG2输出的转矩Tm2经由减速齿轮35而作用到齿圈轴32a上的转矩。用于求得电机MG1的目标转速Nm1＊的式(1)能够利用该列线图中的转速的关系容易地导出。并且，式(2)是用于使电机MG1在目标转速Nm1＊下旋转的反馈控制中的关系式，式(2)中，右边第二项的“k1”是比例项的增益，右边第三项的“k2”是积分项的增益。
Nm1＊＝Ne＊·(1+ρ)/ρ-Nm2/(Gr·ρ)...(1)
Tm1＊＝上次Tm1＊+k1(Nm1＊-Nm1)+k2∫(Nm1＊-Nm1)dt...(2)
当步骤S200中设定了电机MG1的转矩指令Tm1＊时，使用下面的式(3)和式(4)，通过对电池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，来计算可从电机MG2输出的作为转矩的上下限的转矩限制Tmin、Tmax(步骤S210)。接下来，基于要求转矩Tr＊、转矩指令Tm1＊、动力分配合并机构30的传动比ρ和减速齿轮35的传动比Gr，使用下式(5)计算作为应该从电机MG2输出的转矩的临时电机转矩Tm2tmp(步骤S220)，将电机MG2的转矩指令Tm2＊设定为以步骤S210中计算出的转矩限制Tmin、Tmax限制临时电机转矩Tm2tmp后的值(步骤S230)。通过这样的设定电机MG2的转矩指令Tm2＊，能够将输出到作为车轴的齿圈轴32a的转矩设定作为限制在电池50的输入输出限制Win、Wout的范围内的转矩。式(5)能够从图7的列线图容易地导出。当这样地设定发动机22的目标转速Ne＊、目标转矩Te＊、电机MG1、MG2的转矩指令Tm1＊、Tm2＊时，分别将发动机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S240)，再次执行步骤S100以下的处理。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＊驱动电机MG1并且使用转矩指令Tm2＊驱动电机MG2。
Tmin＝(Win-Tm1＊·Nm1)/Nm2...(3)
Tmax＝(Wout-Tm1＊·Nm1)/Nm2...(4)
Tm2tmp＝(Tr＊+Tm1＊/ρ)/Gr...(5)
另一方面，在判定为要求功率P＊小于阈值Pref的情况下，判定步骤S100中输入的车速V是否处于预定的间歇容许上限车速Vref以下(步骤S250)。在实施例中，间歇容许上限车速Vref是从例如50～70km的范围中选择的值。并且，当车速V处于间歇容许上限车速Vref以下时，为了使发动机22停止而将作为发动机22的目标运行点的目标转速Ne＊和目标转矩Te＊分别设定为值0(步骤S260)，并且将对于电机MG1的转矩指令Tm1＊设定为值0(步骤S280)，执行上述的步骤S210以下的处理。由此，在实施例中，当车辆整体所要求的要求功率P＊较小时，将车速V处于间歇容许上限车速Vref以下作为条件而容许发动机22的间歇运行的执行，能够只通过来自电机MG2的动力使混合动力汽车20行驶。另外，在步骤S250中判定为车速V大于间歇容许上限车速Vref的情况下，作为不容许发动机22的间歇运行，使用未图示的自持转速设定用映射来将发动机22的目标转速Ne＊设定为与车速V相对应的自持转速，并且将目标转矩Te＊设定为0，使得发动机22实质上不进行转矩的输出而独立运行(步骤S270)，执行上述的步骤S280和步骤S210以下的处理。
如此，在实施例中，当由驾驶者接通ECO开关88时，容许最大充电电力Pcmax被设定为比ECO开关88断开时大的值。因此，在混合动力汽车20中，当由驾驶者接通ECO开关88时，在如果是ECO开关断开时要求功率P＊较小时(车速V较低、容许发动机22的间歇运行这样的时侯)，要求功率P＊被设定为较大的值，所以相比于ECO开关88断开时而使发动机22在产生较高的转速、较大的转矩的高效的运行点运行。由此，在混合动力汽车20中，在ECO开关88接通时，促进基于由电机MG1发电产生的电力的电池50的充电，由于发动机22以某较高的转速、转矩运行，所以产生噪音、振动，但是能够使发动机22在更高效的运行点运行，因此能够使其燃料经济性提高。
如以上所作说明，在实施例的混合动力汽车20中，在作为燃料经济性优先模式选择开关的ECO开关88断开时，使用与车速V的第一关系即通常时容许最大充电电力设定用映射来设定电池50的充电所容许的容许最大充电电力Pcmax(步骤S120)，在ECO开关88接通时，使用与车速V的相比于通常时容许最大充电电力设定用映射而倾向于容许电池50的充电的第二关系、即ECO模式时容许最大充电电力设定用映射来设定容许最大充电电力Pcmax(步骤S130)。并且，控制发动机22和电机MG1以及MG2，使得以步骤S140中在容许最大充电电力Pemax的范围内基于电池50的状态而设定的作为要求充电电力的执行用充放电要求功率Pb＊来对电池50充电，并且得到行驶所要求的要求转矩Tr＊(步骤S150～S280)。由此，在ECO开关88断开时，虽然多少抑制基于由电机MG1发电产生的电力的电池50的充电，但是能够抑制由发动机22以行驶所不需要的较高的转速、转矩运行而引起的噪音、振动的产生。另外，在ECO开关88接通时，促进基于由电机MG1发电产生的电力的电池50的充电，虽然由于发动机22以某较高的转速、转矩运行而产生噪音、振动，但是能够使发动机22在更高效的运行点运行，因此能够使其燃料经济性提高。因此，在实施例的混合动力汽车20中，只通过操作ECO开关88就能够自由地选择是优先提高燃料经济性，还是优选抑制噪音、振动。
另外，当将通常时容许最大充电电力设定用映射和ECO模式时容许最大充电电力设定用映射设为车速V越低则越减小容许最大充电电力Pcmax的映射时，即使车速V较低也能够由路面噪音等掩盖来自发动机22的振动、噪音。而且，如实施例那样，当使ECO模式时容许最大充电电力设定用映射成为相比于通常时容许最大充电电力设定用映射而将对于同样的车速V的容许最大充电电力Pcmax规定得较大的映射时，能够在ECO开关88接通时，相比于ECO开关88断开时而更为容许电池50的充电。并且，在实施例的混合动力汽车20中，在ECO开关88接通时，高效地运行发动机22的同时促进利用电机MG1的发电电力的电池50的充电，由此根据要求功率P＊而使间歇运行发动机22的机会增加，从而使燃料经济性进一步提高，其中，所述要求功率P＊包括为得到要求转矩Tr＊所需要的功率(Tr＊×Nm2/Gr)和对电池50充电所需要的执行用充放电要求功率Pb＊。
实施例的混合动力汽车20，将电机MG2的动力输出到连接于齿圈轴32a的车轴，但是本发明的适用对象并不限于此。也就是说，本发明也适用于如图8所示的作为变形例的混合动力汽车20A那样，将电机MG2的动力输出到与连接于齿圈轴32a的车轴(连接车轮39a、39b的车轴)不同的车轴(图8中连接车轮39c、39d的车轴)。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而输出到连接于车轮39a、39b的作为车轴的齿圈轴32a，但是本发明的适用对象并不限于此。也就是说，本发明也适用于如图9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，其中，所述双转子电动机230包括连接在发动机22的曲轴上的内转子232和连接在向车轮39a、39b输出动力的车轴上的外转子234，将发动机22的动力的一部分传递到车轴并且将剩余的动力转换成电力。
另外，上述混合动力汽车20具有拥有作为车轴侧旋转元件的齿圈32和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，但本发明也可以适用于以作为将发动机22的动力向车轴侧传递的动力传输单元而具有无级变速器(以下称为“CVT”)来代替动力分配合并机构30的车辆。图10表示作为这样的车辆的一例的混合动力汽车20C。该图所示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、前进后退切换机构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。在该情况下，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，前进后退切换机构135包括例如双小齿轮的行星齿轮机构、制动器和离合器，执行前进后退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；连接在作为车轴侧旋转元件的输出轴142上的同样可变更槽宽的从动轮144；和圈绕在主动轮143和从动轮144槽上的传动带145。并且，CVT140利用来自由CVT用电子控制单元146驱动控制的液压回路147的工作油，改变主动轮143及从动轮144的槽宽，由此将输入到输入轴141上的动力无级变速后输出到输出轴142。CVT140也可以作为环形CVT而被构成。并且，电机MG经由变换器45，连接有由发动机22驱动的交流发电机29、输出端子连接在从该交流发电机29引出的电力线上的电池(高压电池)50。由此，电机MG由来自交流发电机29、电池50的电力而被驱动，通过进行再生发电产生的电力对电池50充电。如此构成的混合动力汽车20C，按照驾驶者的加速踏板83的操作，主要将来自发动机22的动力输出到例如前轮即车轮39a、39b而行驶，根据需要除向车轮39a、39b输出动力外，还将来自电机MG的动力输出到例如后轮即车轮39c、39d，通过四轮驱动来行驶。
进而，本发明也适用于所谓的串联(Series)方式的混合动力汽车(省略图示)。另外，本发明也可以适用于将来自发动机22的动力通过CVT140传递到车轮39a、39b、并且具备通过由发动机22驱动的交流发电机29的发电电力来充电的电池50D的图11所例示的汽车20D。
在此，对上述实施例及变形例的主要元件与记载在发明内容栏里的发明的主要元件之间的对应关系进行说明。也就是说，能够向齿圈轴32a等输出动力的发动机22相当于“内燃机”，电机MG1、双转子电动机230、交流发电机29相当于“发电单元”，电池50相当于“蓄电单元”，用于选择相比于抑制噪音、振动而使燃料经济性优先的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2的驱动控制程序的混合动力ECU70等相当于“容许最大充电电力设定单元”、“要求充电电力设定单元”、“要求动力设定单元”及“控制单元”，电机MG、MG2相当于“电动机”。需要说明的是，实施例是用于具体说明实施记载在发明内容栏里的发明的优选方式的一例，这些实施例的主要元件与记载在发明内容栏里的发明的主要元件的对应关系并不限定记载在发明内容栏里的发明的元件。也就是说，实施例只不过是记载在发明内容栏里的发明的具体例子，对记载在发明内容栏里的发明的解释，应当基于该栏里的记载来进行。
以上是使用实施例对本发明的实施方式进行了说明，但是本发明并不限于上述实施例，在不脱离本发明要旨的范围内，当然能够得到各种变更。
工业上的实用性
本发明能够在车辆的制造业等中利用。

Claims (10)

1.一种车辆，该车辆具备：
能够输出动力的内燃机；
能够使用来自所述内燃机的动力的至少一部分来发电的发电单元；
能够与所述发电单元交换电力的蓄电单元；
燃料经济性优先模式选择开关，其用于选择使燃料经济性优先的燃料经济性优先模式；
容许最大充电电力设定单元，其在所述燃料经济性优先模式选择开关断开时，使用第一关系来设定所述蓄电单元的充电所容许的最大电力、即容许最大充电电力，在所述燃料经济性优先模式选择开关接通时，使用相比于所述第一关系而倾向于容许所述蓄电单元的充电的第二关系来设定所述容许最大充电电力；
要求充电电力设定单元，其在设定的所述容许最大充电电力的范围内，基于所述蓄电单元的状态来设定用于对该蓄电单元进行充电的要求充电电力；
设定车辆所要求的要求动力的要求动力设定单元；和
控制单元，其控制所述内燃机和所述发电单元，使得所述蓄电单元以设定的所述要求充电电力被充电，并且能得到设定的所述要求动力。
2.根据权利要求1所述的车辆，其中，
所述车辆还具备检测车速的车速检测单元，
所述第一关系和所述第二关系分别具有所述检测出的车速越低则越减小所述容许最大充电电力的倾向，所述第二关系相比于所述第一关系而将对于同样的车速的所述容许最大充电电力规定得较大。
3.根据权利要求1所述的车辆，其中，
所述要求充电电力设定单元，将基于所述蓄电单元的状态的基本充电电力、和设定的所述容许最大充电电力之中的较小一方作为所述要求充电电力来设定。
4.根据权利要求1所述的车辆，其中，
所述控制单元能够基于要求功率来对所述内燃机进行间歇运行控制，所述要求功率包括为得到行驶所要求的要求驱动力而所需的功率、和为以设定的所述要求充电电力对所述蓄电单元进行充电而所需的功率。
5.根据权利要求1所述的车辆，其中，
所述车辆还具备能够至少使用来自所述蓄电单元的电力而向预定的车轴输出行驶用的动力的电动机。
6.根据权利要求5所述的车辆，其中，
所述发电单元是连结于所述内燃机的输出轴、和所述车轴或与该车轴不同的其他的车轴，伴随电力和动力的输入输出而使动力在所述输出轴侧和所述车轴侧输入输出的单元。
7.根据权利要求5所述的车辆，其中，
所述车辆还具备能够将来自所述内燃机的动力传递到所述车轴或与该车轴不同的其他的车轴的无级变速器。
8.一种车辆的控制方法，所述车辆具备能够输出动力的内燃机、能够使用来自该内燃机的动力的至少一部分来发电的发电单元、能够与该发电单元交换电力的蓄电单元、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，该步骤在所述燃料经济性优先模式选择开关断开时，使用第一关系来设定所述蓄电单元的充电所容许的最大电力、即容许最大充电电力，在所述燃料经济性优先模式选择开关接通时，使用相比于所述第一关系而倾向于容许所述蓄电单元的充电的第二关系来设定所述容许最大充电电力；
步骤b，该步骤在步骤a中所设定的容许最大充电电力的范围内，基于所述蓄电单元的状态来设定用于对该蓄电单元进行充电的要求充电电力；和
步骤c，该步骤控制所述内燃机和所述发电单元，使得所述蓄电单元以在步骤b中所设定的要求充电电力被充电，并且能得到车辆所要求的要求动力。
9.根据权利要求8所述的车辆的控制方法，其中，
步骤a中使用的所述第一关系和所述第二关系分别具有车速越低则越减小所述容许最大充电电力的倾向，所述第二关系相比于所述第一关系而将对于同样的车速的所述容许最大充电电力规定得较大。
10.根据权利要求8所述的车辆的控制方法，其中，
步骤b将基于所述蓄电单元的状态的基本充电电力、和在步骤a中所设定的容许最大充电电力之中的较小一方作为所述要求充电电力来设定。
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