CN101959734A - 混合动力车辆驱动控制设备 - Google Patents

混合动力车辆驱动控制设备 Download PDF

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Publication number
CN101959734A
CN101959734A CN2009801076382A CN200980107638A CN101959734A CN 101959734 A CN101959734 A CN 101959734A CN 2009801076382 A CN2009801076382 A CN 2009801076382A CN 200980107638 A CN200980107638 A CN 200980107638A CN 101959734 A CN101959734 A CN 101959734A
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motor
drive
drive pattern
generator
state
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CN2009801076382A
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CN101959734B (zh
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齐藤克行
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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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]
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Abstract

一种混合动力车辆驱动控制设备基本上设置有发动机(1)、马达/发电机(5)、电力源(9)和控制器(20)。该电力源(9)操作连接成与马达/发电机(5)交换电力。该控制器(20)在驱动力单独由马达/发电机(5)产生的EV驱动模式与驱动力至少部分地由发动机产生的HEV驱动模式之间选择。EV驱动模式和HEV驱动模式以至少所述电力源(9)的荷电状态为基础。该控制器改变荷电状态区域，在该区域中，基于所述电力源(9)的衰退程度选择所述EV驱动模式，使得随着电力源(9)的衰退程度变大，选择所述EV驱动模式的荷电状态区域变大。

Description

混合动力车辆驱动控制设备
相关申请的交叉引用
本申请要求提交于2008年3月3日的日本专利申请No.2008-052445。日本专利申请No.2008-052445的完整内容通过引用的方式结合于此。
技术领域
本发明总体地涉及一种用于混合动力车辆的混合动力车辆驱动控制设备，该混合动力车辆具有电动驱动(EV)模式和混合动力驱动(HEV)模式。更具体地说，本发明涉及一种用于混合动力车辆的混合动力车辆驱动控制设备，该控制设备根据电力源的衰退而改变EV驱动区域。
背景技术
近年来，在使用发动机和电池作为动力源的混合动力车辆的发展中正在出现进步。尤其地，已经发展出多种混合动力车辆技术，关于用作电力源的电池的衰退状态和荷电状态(SOC)。例如，存在一种公知控制技术，根据电池的衰退程度改变混合动力车辆的电池的输入和输出动力(例如，参见日本待审公开专利出版物No.2000-125415)。也存在一种公知控制技术，这种技术能够改变用于确定是否应当在具有电池的混合动力车辆中允许空载停车的阈值。这一控制在混合动力车辆的电池已经变得衰退时将该阈值改变为与较高电池SOC相对应的值(例如，参见日本未审公开专利出版物No.2001-268708)。
鉴于上述内容，本领域技术人员从本公开内容可以清楚得知，需要一种改善的混合动力车辆驱动控制设备。本发明处理本领域的这一需求以及其他需求，这将通过本公开内容使得本领域技术人员清楚明了。
发明内容
在上述现有技术中，根据电池的衰退程度改变混合动力车辆的控制。但是，上述现有技术没有考虑关注车辆仅使用马达而连续行进的时间量(即，距离)的控制。因此，随着电池衰退，车辆能够仅使用马达持续行驶的时间量(在下文称之为“EV持续行驶时间”)降低，假定电池的荷电状态与开始仅使用马达行驶时相比是相同的。
本发明鉴于上述问题进行构思。本发明的一个目的是提供一种混合动力车辆驱动控制，该控制能够确保在电池已经衰退时与采用新电池时相同的EV连续行驶时间(距离)。
为了实现上述目的，一种混合动力车辆驱动控制设备基本上包括发动机、马达/发电机、电力源和控制器。该电力源操作连接成与所述马达/发电机交换电力。该控制器配置成在驱动力单独由马达/发电机产生的EV驱动模式与驱动力至少部分地由发动机产生的HEV驱动模式之间选择。所述EV驱动模式和所述HEV驱动模式以至少所述电力源的荷电状态为基础，所述控制器进一步配置成改变荷电状态区域，在该区域中，基于所述电力源的衰退程度选择所述EV驱动模式，使得随着所述电力源的衰退程度变大，选择所述EV驱动模式的荷电状态区域变大。
本发明的这些和其他目的、特征、方面和优势将通过下述详细说明而使本领域技术人员清楚得知，该说明书与附图相结合公开优选的实施例。
附图说明
现在参照形成本初始公开的一部分的附图：
图1是装配有根据一项实施例的混合动力车辆驱动控制设备的混合动力车辆(前发动机，后轮驱动)的动力系的示意图；
图2是装配有根据另一实施例的混合动力车辆驱动控制设备的另一混合动力车辆的动力系的示意图；
图3是装配有根据另一实施例的混合动力车辆驱动控制设备的另一混合动力车辆的动力系的示意图；
图4是示出用于图1至3中所示的动力系的混合动力车辆驱动控制设备的方框图；
图5是示出根据所示实施例的控制的流程图；
图6示出根据所示实施例的限定EV驱动区域的图的变化；以及
图7是限定比较性实例的EV驱动区域的图。
具体实施方式
现在将参照附图说明本发明的选定实施例。本领域技术人员从本公开内容可以清楚得知，本发明的实施例的下述说明仅仅是为了示出本发明，并不是为了限定本发明的目的，本发明由所附的权利要求和其等同内容限定。
首先参照图1至3，在每个图中示出前发动机/后轮驱动车辆(后轮驱动混合动力车辆)，其中，混合动力车辆的每个装配有根据一项优选实施例的混合动力车辆驱动控制设备。虽然所示的实施例采用设备的方式进行说明，但是混合动力车辆驱动控制可实现为方法、程序或存储介质，程序存储在该存储介质上，只要该方法、程序或存储介质基本上等同于上述设备。应当理解，这些其他方式也包括在这里公开的混合动力车辆驱动控制的范围内。下面记载的方法的步骤或程序使用CPU、DSP或其他计算装置执行从而按照需要处理数据，所输入、制造或生成的数据存储在磁带、HDD、存储装置或其他存储装置上。
基本上，图1至3的混合动力车辆示出其中可应用混合动力车辆驱动控制设备的混合动力车辆的备选动力系的三个实例。在这些实例中，除了其他装置，每个混合动力车辆包括具有曲柄轴1a的内燃机1、一对后驱动轮2、具有输入轴3a的自动变速器3、动力传递轴4、马达/发电机5、第一离合器6和第二离合器7。在图1所示的混合动力车辆的动力系中，自动变速器3采用与常规后轮驱动车辆相同的方式布置成纵向地位于发动机1的后面并且与发动机1直接对齐(串联)。该马达/发电机5操作布置在轴4上，用于将发动机1的曲柄轴1a的旋转传递至自动变速器3的输入轴3a。
马达/发电机5用以使得其能够用作马达或发电机。该马达/发电机5操作布置在发动机1与自动变速器3之间。第一离合器6操作布置在马达/发电机5与发动机1之间，即，更具体地说，位于轴4与发动机曲柄轴1a之间。第一离合器6用以选择性地接合或脱开发动机1与马达/发电机4之间的连接。第一离合器6用以使得其扭矩传递容量能够被连续或以分级的方式进行改变。例如，第一离合器6可以采用多板湿式离合器，其用以使得其扭矩传递容量能够由比例电磁线圈通过连续地或者步进的方式控制液压离合器流体(液压油)的流量和液压离合器流体(离合器连接液压)的压力而被改变。
第二离合器7设置在马达/发电机5与自动变速器3之间，即，更具体地说，在轴4与变速器输入轴3a之间。第二离合器7用以选择性地接合或脱开马达/发电机4与自动变速器3之间的连接。类似于第一离合器6，第二离合器7用以使得其扭矩传递容量能够连续地或以步进的方式被改变。例如，第二离合器7可以采用多板湿式离合器，其配置成使得其扭矩传递容量能够由比例电磁线圈通过连续地或者步进的方式控制液压离合器流体(液压油)的流量和液压离合器流体的压力(离合器连接液压)而被改变。
自动变速器3用以使得多个摩擦保持元件(例如，离合器和制动器)能够被选择性地接合和脱开。自动变速器3的动力传递路径(例如，第一齿轮、第二齿轮等)根据已接合和脱开的摩擦元件的组合进行确定。自动变速器3根据与选定档位相对应的变速比传递输入轴3a的旋转至输出轴3b。该输出轴3b的旋转通过差速齿轮单元8分配至左和右后轮2，并由此促成移动该车辆。当然，本领域技术人员从本公开内容可以清楚得知，自动变速器3并不局限于如上面刚描述的步进式自动变速器等，其也可使用无级变速器(CVT)，该无级变速器能够采用连续的方式(不分级)从当前变速比改变至目标变速比。
现在将参照图7说明不采用根据本实施例的控制的比较性实例。该比较性实例采用动力管理控制程序，其中，再生和动力使用执行为使得该混合动力车辆的电池的SOC值朝向可正确地实现再生和动力使用的“参考目标值”收敛。根据采用新电池时的电池的性能设定表示最小SOC值的下限SOC值，该车辆能够以EV驱动模式而在该值被驱动。图7是限定相应于这种比较性实例的EV驱动区域的图。该竖直轴的正向侧示出电池电力使用(输出)，负向侧示出电池电力再生(输入)。水平轴线表示电池的SOC(荷电状态，％)。当混合动力车辆从工厂运出时(即，当其为新的时)，该电池的SOC设定为参考目标值T1，例如60％。虽然混合动力车辆正在被驱动，但是该混合动力车辆的控制部分执行控制从而执行再生(重新充电)和电力使用(放电)，使得SOC匹配参考目标值T1。表示车辆能以EV驱动模式被驱动时所处的最小SOC值的下限SOC值S1被设定为例如40％。能够以EV驱动模式驱动车辆时所处的最大电力P1也被设定。由于采用这种方式由SOC和电池电力限定的区域是车辆能够使用单独来自于马达/发电机的动力而不使用发动机进行驱动的区域，所以该区域被称为“EV驱动区域”。
考虑使用可在EV驱动模式下驱动的SOC范围R1，即，从参考目标值T1(60％)至下限值S1的范围，而在EV驱动模式下驱动车辆的情况。由于根据新电池时的电池的容量设定可在EV驱动模式下驱动的SOC范围R1，所以车辆能够在电池为新时在EV驱动模式下行驶规定的距离。采用基于这种EV驱动区域控制的车辆，SOC值将总是在给定路线上相同，例如，去上班的路途或商务路途，假定交通和/其他环境条件仍然相同。因此，能够实现相同量的EV驱动。例如，如果车辆总是在早晨稍早以及夜晚稍晚时在宁静的居民区被低速驱动，那么车辆将总是在EV驱动模式下操作。
但是，随着电池变得衰退，即使动力管理控制实现参考目标值T1(60)，能够采用SOC范围R1(在该范围内，车辆能够在EV驱动模式下被驱动)实现的行驶距离(或时间)也将逐渐缩短。这样的原因在于，随着电池衰退并且其容量下降，电池能够在相同SOC范围R1(在该范围内，车辆能够在EV驱动模式下行驶)下送出的电力量也降低。因此，可以想象，电池的衰退将导致下述问题，即，当在上述宁静居民区中行驶时，EV驱动模式(即，单独采用马达驱动该车辆)变得不稳定，发动机起动，并且车辆必须在HEV驱动模式下(即，使用马达和发动机二者)行驶。由于发动机将在车辆先前已经在EV驱动模式下安静地操作的情况下开始起动，所以司机将强烈地感受到车辆出现异常。此外，当车辆被驱动时(尤其当被缓慢地驱动时)，车辆将丧失其安静地操作的能力，这是使用混合动力车辆的主要优点。这一实施例解决刚才所描述的各种问题。
采用图1所示的动力系，当需要电动驱动(EV)模式时，诸如当从停止状态或者其他在低载荷、低速状态行驶起开始进行移动时，第一离合器6被释放，第二离合器7被接合，使得自动变速器3将动力传递至驱动轮2。在这一状态下，仅有来自于马达/发电机5的输出扭矩被传递至变速器输入轴3a，自动变速器3根据与选定档位相对应的变速比将扭矩从输入轴3a传递至变速器输出轴3b。该变速器输出轴3b的旋转然后通过差速器8而被传递至后轮2。采用这种方式，该混合动力车辆能够仅使用马达/发电机5而被电动地驱动(采用EV驱动)。
当需要混合动力驱动(HEV)模式时，诸如当以高速或者在大载荷状态下行驶时，第一离合器6接合，发动机1使用马达/发电机5作为发动机起动器进行起动。第一离合器6和第二离合器7二者被接合，自动变速器3传递动力。在这一状态下，来自于发动机1的输出扭矩或者来自于发动机1和马达/发电机5的输出扭矩被传递至变速器输入轴3a，自动变速器3根据与选定档位相对应的变速比将扭矩从输入轴3a传递至变速器输出轴3b。该变速器输出轴3b的旋转然后通过差速器8传递至后轮2。采用这种方式，混合动力车辆能够使用发动机1和马达/发电机5二者而采用混合动力的方式(HEV驱动)而被驱动。
当车辆在HEV驱动模式下被驱动时，以优化燃料效率操作发动机1时致使发动机1产生过多的能量。该过多的能量可用于将马达/发电机5操作为发电机并且将该过度能量转换为电能。所产生的电能然后能够被存储以供后面用于驱动马达/发电机5作为马达，从而改善发动机1的燃料效率。
虽然在图1所示的实例中，使得马达/发电机2和驱动轮2能够彼此断开的第二离合器7设置在马达/发电机5与自动变速器3之间，能够通过将第二离合器7布置在自动变速器3与差速器8之间而实现相同的功能，如图2所示。
此外，虽然图1和2所示的实例具有专门的第二离合器CL2，将第二离合器7加入至驱动系，或者在自动变速器3的前面或者在自动变速器3的后面，但是也可使用已经存在于自动变速器3中的摩擦保持元件来选择前进档位或后退档位而代替地作为第二离合器7，如图3所示。除了实现上述模式选择功能，这种第二离合器7也将自动变速器带入接合时的动力传递状态，因此不需要专门的第二离合器7并且带来明显的成本优势。
图4是示出用于控制包括发动机1、马达/发电机5、第一离合器6和第二离合器7的混合动力车辆动力系的系统的方框图，如图1至3所示。
该动力系的操作点在下述方面进行设定，即，目标发动机扭矩tTe、目标发动机转速tNe、目标马达/发电机扭矩tTm、目标马达/发电机转速tNm、第一离合器6的目标扭矩传递容量tTc1和第二离合器7的目标扭矩传递容量tTc2。
图4所示的控制系统具有集成控制器20，该集成控制器配置成执行动力系的操作点(扭矩和转速)的集成控制。该集成控制器20配置成在目标发动机扭矩tTe、目标发动机转速tNe、目标马达/发电机扭矩tTm、目标马达/发电机转速tNm、第一离合器6的目标扭矩传递容量tTc1和第二离合器7的目标扭矩传递容量tTc2的方面规定这一实例中的动力系的操作点。
该集成控制器20优选地包括具有混合动力传递控制程序的微电脑，该程序控制发动机1、马达/发电机5以及第一离合器6和第二离合器7的操作。换句话说，该集成控制器20的微电脑被编程从而控制发动机1、马达/发电机5以及第一和第二离合器6的操作。该集成控制器20也包括其他传统部件，诸如输入接口电路、输出接口电路和存储装置，诸如ROM(只读存储器)装置和RAM(随机访问存储器)装置。本领域技术人员从该公开内容清楚可知，用于集成控制器20的精确结构和算法可以是能够执行本发明的功能的硬件和软件的组合。
该集成控制器20操作连接至下述传感器：发动机速度传感器11、马达/发电机速度传感器12、变速器输入转速传感器13、变速器输出转速传感器14、油门踏板位置传感器15和荷电状态传感器16。该发动机速度传感器11、马达/发电机速度传感器12、输入转速传感器13和输出转速传感器14布置成如图1至3所示。该发动机速度传感器11用以检测发动机1的发动机速度Ne并且产生表示输入至集成控制器20的测得发动机速度Ne的信号。该马达/发电机速度传感器12用以检测马达/发电机5的转速Nm并且产生表示输入至集成控制器20的测得转速Nm的信号。该变速器输入转速传感器13用以检测自动变速器3的输入轴3a的转速Ni并且产生表示输入至集成控制器20的测得转速Ni的信号。该变速器输出转速传感器14用以检测自动变速器3的输出轴3b的转速No并且产生表示输入至集成控制器20的检测转速No的信号。该油门踏板位置传感器15用以检测表示动力系所需的需求驱动力的油门踏板下压量(油门位置APO)并且产生表示输入至集成控制器20的测得油门踏板下压量(油门位置APO)的信号。该荷电状态传感器16用以检测其中存储有用于马达/发电机5的电力的电池9的荷电状态SOC(能够被输送的可用电力)，并且产生输入至集成控制器20的测得荷电状态SOC的信号。因此，该集成控制器20接收这些输入信号从而确定该动力系的操作点。
该集成控制器20配置成选择一驱动(操作或行驶)模式(EV模式或HEV模式)，该模式能够根据从输入信号获得的油门位置APO、电池的荷电状态SOC和变速器输出转速No(车速VSP)来发送司机想要的驱动力。然后，该集成控制器20配置成计算目标发动机扭矩tTe、目标马达/发电机扭矩tTm(目标马达/发电机转速tNm也是可接受的)、目标第一离合器扭矩传递容量tTc1以及目标第二离合器扭矩传递容量tTc2。将该目标发动机扭矩tTe馈送至发动机控制器21，将该目标马达/发电机扭矩tTm(或者目标马达/发电机转速tNm)馈送至马达/发电机控制器22。
该发动机控制器21配置成控制发动机1使得发动机扭矩Te变得等于目标发动机扭矩tTe。该马达/发电机控制器22配置成通过电池9和逆变器10控制马达/发电机5，使得马达/发电机5的扭矩Tm(或者转速Nm)变得等于目标马达/发电机扭矩tTm(或者目标马达/发电机转速tNm)。
该集成控制器20控制第一离合器6和第二离合器7的连接或接合力(保持力)，使得第一离合器6的扭矩传递容量Tc1(第一离合器压力Pc1)变得等于目标第一离合器扭矩传递容量tTc1(第一离合器命令压力tPc1)，使得第二离合器7的扭矩传递容量Tc2(第二离合器压力Pc2)变得等于目标扭矩传递容量tTc2(第二离合器命令压力tPc2)。该集成控制器20通过将与目标第一离合器扭矩传递容量tTc1(第一离合器命令压力tPc1)相对应的电磁线圈电流供给至第一离合器6的液压控制电磁线圈(未示出)并且将与目标第二离合器扭矩传递容量tTc2(第二离合器命令压力tPc2)相对应的电磁线圈电流供给至第二离合器7的液压控制电磁线圈(未示出)而实现这一控制。
除了选择操作模式(EV模式或HEV模式)以及计算目标发动机扭矩tTe，目标马达/发电机扭矩tTm(目标马达/发电机转速tNm)、目标第一离合器扭矩传递容量tTc1(第一离合器命令压力tPc1)、目标第二离合器扭矩传递容量tTc2(第二离合器命令压力tPc2)，该集成控制器20也执行能量(动力)管理控制程序从而控制电池9的目标荷电状态(参考目标值)。
现在将说明目标荷电状态的控制。从高效地管理能量的角度来说为优化的电池9的荷电状态(SOC)被称为参考目标值(或者参考目标SOC)。通过将电池9的SOC控制为参考目标SOC，最优的能量管理能够通过在车辆行驶的同时执行再生发电来恢复能量以及从电池9放出所恢复的能量从而使用马达/发电机5作为马达驱动该车辆而得以实现。当马达/发电机5操作为发电机或马达时，马达/发电机5将用作动力源(电能存储装置)的电池9交换电力，电池的SOC增加或降低。因此，SOC将临时地偏离开参考目标SOC。但是，SOC最终地受控于参考目标SOC。
图5是示出根据所示实施例的控制的流程图。这一控制能够通过马达/发电机控制器22或集成控制器20而执行。如图5所示，在步骤S11中，该控制器(20或22)获取(或计算)电池衰退指标。该电池衰退指标(衰退程度)能够使用公知的技术计算，诸如通过测量电池的内部电阻。在步骤S12，该控制器(20或22)根据所获得的电池衰退指标(或者使用规定计算推算或计算的电池衰退指标)确定电池9是否已经衰退。更具体地说，该控制器(20或22)通过比较电池衰退指数与规定阈值而确定电池9是否衰退。在这一实例中，该控制器(20或22)构成确定部分，该确定部分配置成根据使用规定计算推算的电池衰退指标做出确定。该确定能够采用阈值(例如，1.2的衰退指标)以类似分级的方式(例如，多个非线性预设区域)或者采用衰退指标以线性的方式实现。如果确定电池9已经变得衰退，那么在步骤S13，该控制器(20或22)确定该系统是否正在起动(即，用作控制部分的马达/发电机控制器或集成控制器是否正在起动)或者车辆是否被停止。换句话说，步骤S13表示进入衰退适应控制的状态。由于衰退适应控制包括改变一表，所以该车辆行为会取决于该衰退被推算所采用的计算方法而被影响(例如，重复的发动机起动会发生)。因此，优选地在车辆没有移动时改变该表。
如果该系统正在起动或者车辆被停止，那么该控制器(20或22)前进至步骤S14并且执行衰退适应控制。更具体地说，如图6所示，该EV驱动区域扩展朝向较低SOC，使得通过衰退电池获得的EV连续行驶时间(距离)与当电池为新的时候相同。该EV驱动区域能够通过在类似于图6所示的多个表中切换而改变，或者其能够根据衰退指标采用线性的方式而被改变。在执行衰退适应控制之后，这一控制程序结束。同时，如果在步骤S12确定电池9没有衰退，那么该控制器(20或22)前进至步骤S15并且在结束该控制程序之前执行正常控制。
图6示出根据所示实施例限定EV驱动区域的图的变化。与图7中相同的元件采用相同的附图标记或字母表示。如图6所示，采用SOC值S1作为下限的EV驱动区域是用于正常控制的区域(当采用新电池时)。随着电池下降，表示对应区域的下限的SOC值从值S1线性地或者采用类似分级的方式朝向较低SOC值移动。例如，如果电池衰退，那么EV驱动区域通过将下限移动至SOC值S2而被扩展。SOC值S2被设定，使得通过从参考目标值T1(60％)使衰退电池放电至SOC范围R2的下限值S2而使车辆在EV驱动模式下驱动时的距离或时间量、相同于通过从参考目标值T1(60％)使新电池放电至SOC范围R1的下限值S1而使车辆在EV驱动模式下驱动时的距离或时间量。因此，司机不会感觉到异样。当电池已经进一步衰退时，通过移动下限至SOC值S3而扩展EV范围。由于这一车辆配置成使得发动机以马达/发电机起动，那么该下限不能移动至比作为发动机能够起动的最小SOC值的SOC值ESI低的SOC值。该SOC值ES1被设定成使得通过从参考目标值T1(60％)使衰退电池放电至SOC范围R3的下限值ES1、而使车辆在EV驱动模式下驱动时的距离或时间量、相同于通过从参考目标值T1(60％)使新电池放电至SOC范围R1的下限值S1、或者从参考目标值T1(60％)使有些衰退的电池放电至SOC范围R2的下限值S2、而使车辆在EV驱动模式下驱动时的距离或时间量。因此，司机不会感觉到异样。同样，由于下限SOC值没有变化超过SOC值ES1，即，发动机能够起动时所处的最小SOC值，那么能够控制动力管理使得起动发动机的能力得以确保。
术语的总体解释
在理解本发明的范围时，术语“包括”和其派生词，如这里使用的，意在作为说明所述特征、元件、部件、组、整数和/或步骤的存在的开放术语，但是不排除其他未说明特征、元件、部件、组、整数和/或步骤的存在。上述内容也适用以具有类似含义的词语，诸如术语“包含”、“具有”和其派生词。同样，当单数使用术语“部件”、“区段”、“部分”、“组成部分”或“元件”时可具有单一部件或多个部件的双重含义。这里同样用于描述上述(各)实施例，下述方向性术语“向前”、“向后”、“向上”、“向下”、“竖直”、“水平”、“以下”以及“横向”以及任何其他类似的方向性术语指代装配有本发明的车辆的那些方向。因此，用于描述本发明的这些术语应当相对于装配有本发明的车辆进行理解。
这里使用的用于描述由部件、部分、装置等执行的操作或功能的术语“检测”包括不需要物理检测的部件、部分、装置等，而且包括执行操作或功能的确定、测量、制模、预测或计算等。
这里使用的描述装置的部件、区段或部分的术语“用以”包括构造和/或编程为执行所需功能的硬件和/或软件。
而且，在申请文件中表示为“装置加功能”的术语应该包括可用于执行本发明的该部件的功能的任何结构。
这里使用的诸如“基本上”、“大约”和“大概”的程度术语表示修改术语的可推理的偏差量，使得最终结果没有明显变化。
虽然只有选定的实施例用于示出本发明，但是本领域技术人员从公开的内容可知，在不脱离发明范围的情况下可在这里进行各种变化和改进。例如，可按照需要和/或要求改变各种部件的尺寸、形状、位置或方向。如图所示直接相互连接或接触的部件可具有设置在其间的中间结构。一个元件的功能可以由两个执行，反之亦然。一项实施例的结构和功能可在其他实施例中采用。所有的优势并不必要同时出现在具体实施例中。不同于现有技术的每个特征，单独或者与其他特征相结合，也应该认为是由申请人作出的对其他发明的独立说明，包括由这种(各)特征实现的结构和/或功能概念。因此，根据本发明的实施例的前述说明仅仅是示出的目的，并不是为了限制本发明的范围。

Claims (7)

1.一种混合动力车辆驱动控制设备，包括：
发动机；
马达/发电机；
操作连接成与所述马达/发电机交换电力的电力源；以及
控制器，所述控制器配置成在驱动力单独由马达/发电机产生的EV驱动模式与驱动力至少部分地由发动机产生的HEV驱动模式之间选择，所述EV驱动模式和所述HEV驱动模式以至少所述电力源的荷电状态为基础，
所述控制器进一步配置成改变荷电状态区域，在该区域中，基于所述电力源的衰退程度选择所述EV驱动模式，使得随着所述电力源的衰退程度变大，选择所述EV驱动模式的荷电状态区域变大。
2.根据权利要求1所述的混合动力车辆驱动控制设备，其中
所述控制器进一步配置成根据所述电力源的荷电状态和所述电力源的输出电力规定相应于所述EV驱动模式的EV驱动区域。
3.根据权利要求1所述的混合动力车辆驱动控制设备，其中
所述控制器进一步配置成扩大所述荷电状态区域，在该区域中，根据所述电力源的衰退程度沿着较低的荷电状态的方向选择所述EV驱动模式。
4.根据权利要求1所述的混合动力车辆驱动控制设备，其中
所述控制器进一步配置成改变所述荷电状态区域，在该区域中，仅当所述混合动力车辆被停止时或者当所述控制器正在起动时，选择所述EV驱动模式。
5.根据权利要求1所述的混合动力车辆驱动控制设备，其中
所述控制器进一步配置成使用所述马达/发电机作为起动所述发动机的起动器，以及
所述控制器进一步配置成扩大所述荷电状态区域，在该区域中，根据所述动力源的衰退程度选择所述EV驱动模式，使得所述荷电状态区域被扩展至所述发动机能够由所述马达/发电机起动的范围。
6.根据权利要求1所述的混合动力车辆驱动控制设备，还包括：
设置在所述发动机与所述马达/发电机之间的离合器，从而连接和断开动力的传递，以及
所述控制器进一步配置成当所述混合动力车辆操作于所述EV驱动模式时释放所述离合器以及在所述车辆操作于所述HEV驱动模式时连接所述离合器。
7.一种混合动力车辆控制方法，包括：
在仅使用马达/发电机的驱动轮力来驱动混合动力车辆的EV驱动模式与发动机的驱动轮力至少部分地用于驱动所述混合动力车辆的HEV驱动模式之间选择，所述EV驱动模式和所述HEV驱动模式以至少用于所述马达/发电机的所述电力源的荷电状态为基础，
所述控制装置进一步执行改变荷电状态区域的功能，在该区域中，基于所述电力源的衰退程度选择所述EV驱动模式，使得随着所述电力源的衰退程度变大，选择所述EV驱动模式的荷电状态区域变大。
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