CN103702881A - 车辆和车辆的控制方法 - Google Patents

车辆和车辆的控制方法 Download PDF

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Publication number
CN103702881A
CN103702881A CN201180072569.3A CN201180072569A CN103702881A CN 103702881 A CN103702881 A CN 103702881A CN 201180072569 A CN201180072569 A CN 201180072569A CN 103702881 A CN103702881 A CN 103702881A
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combustion engine
vehicle
voltage
power
rotating machine
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CN201180072569.3A
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CN103702881B (zh
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渡边健太
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Toyota Motor Corp
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Toyota Motor Corp
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60K6/20—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
    • 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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    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
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    • 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
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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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Abstract

车辆（1）具备内燃机（10）、使内燃机启动的第一旋转电机（MG1）、用于使第一旋转电机运转的电力控制单元（60）、用于向电力控制单元供给电力的蓄电装置（70）以及控制电力控制单元以使得蓄电装置的电压不低于下限值的控制装置（200）。在包括内燃机处于运转期间的变更条件成立的情况下，控制装置将下限值设定为比内燃机处于停止期间的情况低的值。优选，变更条件除了包括内燃机处于运转期间之外，还包括蓄电装置的电压变化的大小为第一阈值以下。

Description

车辆和车辆的控制方法
技术领域
本发明涉及车辆和车辆的控制方法，尤其涉及包括内燃机和旋转电机的车辆和车辆的控制方法。
背景技术
并用发动机和马达作为驱动源的混合动力汽车搭载有大容量的蓄电装置。这样的蓄电装置被管理成不发生过放电、过充电。
日本特开2002-017001号公报（专利文献1）公开了一种最大限度地有效利用比较小容量的蓄电装置的技术。在该文献中公开了：在使用了通过控制电路来控制充放电的蓄电装置的混合动力电动汽车中，能够选择定速行驶模式、加速行驶模式和减速行驶模式这三个行驶模式，根据各行驶模式来改变对于蓄电装置的充电上限值和充电下限值的充电管理宽度。
现有技术文献
专利文献1：日本特开2002-017001号公报
专利文献2：日本特开2007-162657号公报
专利文献3：日本特开2000-134719号公报
专利文献4：日本特开2010-183785号公报
专利文献5：日本特开2002-051405号公报
发明内容
发明要解决的问题
作为管理电池的参数，除了充电状态（SOC：State Of Charge，也称为蓄电量、剩余容量）之外，也可考虑电池的端子间电压（以下也称为电池电压）。当电池的端子间电压比预定值低时，会对电池的寿命产生不良影响。
因此，电池的端子间电压也是电池管理的重要参数。对于该电池的端子间电压，有时根据电池性能、车辆的行驶条件等，电压会急剧变化。在这样的情况下，也需要进行应对以使其不比预定值低，但在上述日本特开2002-017001号公报中关于这样的考虑没有任何记载。
另外，从电池保护的观点来看，也可考虑设定管理下限值，所述管理下限值是相对于对电池的寿命产生不良影响的预定值设置充分地具有余裕的容限而得到的值，但在容限过大时，会变得无法充分地利用电池容量。
本发明的目的在于提供一种兼顾了蓄电装置的保护和容量的有效利用的车辆和车辆的控制方法。
用于解决问题的手段
本发明概括而言是一种车辆，具备：内燃机；使内燃机启动的第一旋转电机；用于使第一旋转电机运转的电力控制单元；用于向电力控制单元供给电力的蓄电装置；以及控制装置，其对电力控制单元进行控制，以使得蓄电装置的电压不低于下限值。在包括内燃机处于运转期间的变更条件成立的情况下，控制装置将下限值限制为比内燃机处于停止期间的情况低的值。
优选，变更条件除了包括内燃机处于运转期间之外，还包括蓄电装置的电压变化的大小为第一阈值以下。
更加优选，变更条件除了包括内燃机处于运转期间和蓄电装置的电压变化的大小为第一阈值以下之外，还包括蓄电装置的电压比第二阈值高。
优选，车辆还具备第二旋转电机，所述第二旋转电机通过电力控制单元而运转，产生车辆的推进转矩。
更加优选，在内燃机处于运转期间的情况下，第一旋转电机根据需要从内燃机接受动力来进行发电。
进一步优选，车辆还具备动力分配装置，所述动力分配装置与第一旋转电机、第二旋转电机和内燃机各自的旋转轴连接。
优选，第一旋转电机产生车辆的推进转矩，并且根据需要产生用于使内燃机启动的转矩。
更加优选，车辆还包括离合器，其设置在内燃机的旋转轴与第一旋转电机的旋转轴之间；和变速器，其设置在第一旋转电机与驱动轴之间。
本发明在另一种方式是一种车辆的控制方法，所述车辆包括内燃机、使内燃机启动的第一旋转电机、用于使第一旋转电机运转的电力控制单元以及用于向电力控制单元供给电力的蓄电装置，所述控制方法包括：将下限值设定为初始值的步骤；在包括内燃机处于运转期间的变更条件成立的情况下，将下限值设定为比内燃机处于停止期间的情况低的值的步骤；以及对电力控制单元进行控制以使得蓄电装置的电压不低于下限值的步骤。
发明的效果
根据本发明，能够实现兼顾了蓄电装置的保护和容量的有效利用的车辆和车辆的控制方法。
附图说明
图1是实施方式涉及的车辆1的整体框图。
图2是表示包括图1的PCU60及其周边的电源装置的结构的框图。
图3是表示图2的控制装置200的控制构造的框图。
图4是用于对图3的电池管理下限电压设定部252所执行的控制进行说明的流程图。
图5是用于对下限电压VBL与下限电压容限Vmg的关系进行说明的图。
图6是表示在图4的步骤S5中使用的下限电压容限设定映射的一例的图。
图7是以与图6不同的表现来表示在图4的步骤S5中使用的下限电压容限设定映射的一例的图。
图8是用于对图3的放电容许电力运算部254所执行的控制进行说明的流程图。
图9是表示通过本实施方式的控制方法进行了控制的情况下的电池电压和电池电力的变化的一例的图。
图10是表示车辆的变形例的一例的结构的图。
具体实施方式
以下，参照附图，对本发明的实施方式进行说明。在以下的说明中，对相同或对应的部件标注同一标号，不反复进行详细说明。
[实施方式]
图1是实施方式涉及的车辆1的整体框图。参照图1，车辆1包括发动机10、驱动轴16、电动发电机MG1、电动发电机MG2、动力分配装置40、减速器58、PCU（Power Control Unit：电力控制单元）60、电池70、驱动轮80、启动开关150、制动装置151、以及ECU（Electronic ControlUnit：电子控制单元）200。
该车辆1通过从发动机10和电动发电机MG2的至少一方输出的驱动力进行行驶。发动机10所产生的动力由动力分配装置40分配为两条路径。两条路径中的一条路径是经由减速器58向驱动轮80传递的路径，另一条路径是向电动发电机MG1传递的路径。
电动发电机MG1和电动发电机MG2例如是三相交流旋转电机。电动发电机MG1和电动发电机MG2由PCU60驱动。
电动发电机MG1具有作为使用由动力分配装置40分配的发动机10的动力进行发电并经由PCU60对电池70充电的发电机的功能。另外，电动发电机MG1接受来自电池70的电力使作为发动机10的输出轴的曲轴旋转。由此，电动发电机MG1具有作为启动发动机10的启动器的功能。
电动发电机MG2具有作为使用储存在电池70中的电力和由电动发电机MG1发电产生的电力的至少一方来向驱动轮80提供驱动力的驱动用马达的功能。另外，电动发电机MG2具有作为用于使用通过再生制动发电产生的电力来经由PCU60对电池70充电的发电机的功能。
发动机10例如是汽油发动机、柴油发动机等内燃机。发动机10包括多个汽缸102和向多个汽缸102的各个汽缸供给燃料的燃料喷射装置104。燃料喷射装置104基于来自ECU200的控制信号S1，在适当的时期对各汽缸喷射适当的量的燃料，或者停止向各汽缸喷射燃料。
在发动机10还设置有用于对发动机10的曲轴的转速（以下，记为发动机转速）Ne进行检测的发动机转速传感器11。发动机转速传感器11将表示检测出的发动机转速Ne的信号发送至ECU200。
动力分配装置40将用于使驱动轮80旋转的驱动轴16、发动机10的输出轴和电动发电机MG1的旋转轴这三元件的各个元件机械连结。动力分配装置40能够通过将上述三元件中的任一元件作为反作用力元件来在其他两个元件之间传递动力。电动发电机MG2的旋转轴与驱动轴16连结。
动力分配装置40是包括太阳轮50、小齿轮52、齿轮架54以及齿圈56的行星齿轮机构。小齿轮52与太阳轮50以及齿圈56的每一个啮合。齿轮架54将小齿轮52支承为能够自转，并且，齿轮架54与发动机10的曲轴连结。太阳轮50与电动发电机MG1的旋转轴连结。齿圈56经由驱动轴16与电动发电机MG2的旋转轴以及减速器58连结。
减速器58将来自动力分配装置40、电动发电机MG2的动力向驱动轮80传递。另外，减速器58将驱动轮80所接受的来自路面的反作用力向动力分配装置40、电动发电机MG2传递。
电池70是蓄电装置，是能够再充电的直流电源。作为电池70，例如使用镍氢电池、锂离子电池等二次电池。电池70的电压例如为200V左右。电池70除了如上述使用由电动发电机MG1和/或电动发电机MG2发电产生的电力进行充电之外，也可以使用从外部电源（未图示）供给的电力进行充电。此外，电池70并不限于二次电池，例如也可以是电容器等能够生成直流电压的装置。
在电池70设置有用于对电池70的电池温度TB进行检测的电池温度传感器156、用于对电池70的电流IB进行检测的电流传感器158、和用于对电池70的电压VB进行检测的电压传感器160。
电池温度传感器156将表示电池温度TB的信号向ECU200发送。电流传感器158将表示电流IB的信号向ECU200发送。电压传感器160将表示电压VB的信号向ECU200发送。
启动开关150例如是按压式开关。启动开关150也可以是将钥匙插入锁芯并使其旋转至预定的位置的开关。启动开关150与ECU200连接。根据驾驶员操作启动开关150，启动开关150将信号ST向ECU200发送。
例如，当在车辆1的系统处于停止状态的情况下接收到信号ST时，ECU200判断为接收到启动指示，使车辆1的系统从停止状态转变为启动状态。另外，当在车辆1的系统处于启动状态的情况下接收到信号ST时，ECU200判断为接收到停止指示，使车辆1的系统从启动状态转变为停止状态。在以下的说明中，将在车辆1的系统处于启动状态的情况下驾驶员操作启动开关150称为IG断开（OFF）操作，将在车辆1的系统处于停止状态的情况下驾驶员操作启动开关150称为IG接通（ON）操作。另外，在车辆1的系统转变为启动状态的情况下，向车辆1行驶所需的多个设备供给电力等，从而成为能够工作的状态。另一方面，在车辆1的系统转变为停止状态的情况下，停止向车辆1行驶所需的多个设备中的一部分供给电力等，从而成为工作停止状态。
旋转变压器12是设置在电动发电机MG1的转速传感器。旋转变压器12对电动发电机MG1的转速Nm1进行检测。旋转变压器12将表示检测出的转速Nm1的信号向ECU200发送。
旋转变压器13是设置在电动发电机MG2的转速传感器。旋转变压器13对电动发电机MG2的转速Nm2进行检测。旋转变压器13将表示检测出的转速Nm2的信号向ECU200发送。
车轮速传感器14对驱动轮80的转速Nw进行检测。车轮速传感器14将表示检测出的转速Nw的信号向ECU200发送。ECU200基于接收到的转速Nw算出车辆1的速度V。此外，ECU200也可以取代转速Nw而基于电动发电机MG2的转速Nm2算出车辆1的速度V。
制动踏板166设置在驾驶席。在制动踏板166设置有制动踏板踏力传感器168。制动踏板踏力传感器168对乘员对制动踏板166的踏力Pb进行检测。制动踏板踏力传感器168将表示检测出的踏力Pb的信号向ECU200发送。制动踏板踏力传感器168例如也可以将与制动踏板166连结的主缸内的液压作为踏力Pb来检测。另外，也可以取代制动踏板踏力传感器168而使用对制动踏板166的踩入量进行检测的行程传感器。
加速踏板170设置在驾驶席。在加速踏板170设置有踏板行程传感器172。踏板行程传感器172对加速踏板170的行程量AP进行检测。踏板行程传感器172将表示行程量AP的信号向ECU200发送。基于加速踏板170的行程量AP来算出加速开度（%）。此外，也可以取代踏板行程传感器172而使用用于对乘员对加速踏板170的踏力进行检测的加速踏板踏力传感器。
制动装置151包括制动致动器（促动器）152和盘式制动器154。盘式制动器154包括与车轮一体旋转的制动盘和使用液压对制动盘的旋转进行限制的制动钳。制动钳包括制动块和车轮制动缸，所述制动块设置成在与旋转轴平行的方向上夹入制动盘，所述车轮制动缸用于将液压向制动块传递。制动致动器152基于从ECU200接收的控制信号S3，对通过驾驶员踩入制动踏板而产生的液压和使用泵及电磁阀等产生的液压进行调整，从而调整被供给到车轮制动缸的液压。在图1中，盘式制动器154仅在后轮的右侧图示，但盘式制动器154按各车轮设置。另外，也可以取代盘式制动器154而使用鼓式制动器。
ECU200生成用于控制发动机10的控制信号S1，并将该生成的控制信号S1向发动机10输出。另外，ECU200生成用于控制PCU60的控制信号S2，并将该生成的控制信号S2向PCU60输出。进而，ECU200生成用于控制制动致动器152的控制信号S3，并将该生成的控制信号S3向制动致动器152输出。
ECU200通过对发动机10和PCU60等进行控制来对混合动力系统整体即电池70的充放电状态、发动机10、电动发电机MG1和电动发电机MG2的工作状态进行控制，以使车辆1能够以最高效率运行。
ECU200算出与设置在驾驶席的加速踏板（未图示）的踩入量对应的要求驱动力。ECU200根据所算出的要求驱动力，对电动发电机MG1、电动发电机MG2的转矩和发动机10的输出进行控制。
在具有如上所述的结构的车辆1中，在起步时、低速行驶时等发动机10的效率差的情况下，仅通过电动发电机MG2进行行驶。
另外，在通常行驶时，例如由动力分配装置40将发动机10的动力分配为两条路径的动力。通过一方的动力直接驱动驱动轮80。通过另一方的动力驱动电动发电机MG1来进行发电。此时，ECU200使用发电产生的电力来驱动电动发电机MG2。这样，通过驱动电动发电机MG2来进行驱动轮80的驱动辅助。
在车辆1减速时，从动于驱动轮80的旋转的电动发电机MG2作为发电机发挥功能，进行再生制动。通过再生制动回收到的电力储存于电池70。此外，在蓄电装置的充电状态（在以下的说明中记为SOC（State ofCharge））降低而尤其需要充电的情况下，ECU200使发动机10的输出增加来使电动发电机MG1的发电量增加。由此，电池70的SOC增加。另外，也有时，在低速行驶时ECU200也根据需要进行使来自发动机10的驱动力增加的控制。例如，如上所述需要对电池70充电的情况、驱动空调等辅机的情况、将发动机10的冷却水的温度提高至预定温度的情况等。
在对电池70的充电量和放电量进行控制时，ECU200基于电池温度TB和当前的SOC，设定在电池70充电时所容许的输入电力（在以下的说明中记为“充电电力上限值Win”）和在电池70放电时所容许的输出电力（在以下的说明中记为“放电电力上限值Wout”）。例如，在当前的SOC降低时，放电电力上限值Wout被设定为逐渐降低。另一方面，在当前的SOC升高时，充电电力上限值Win被设定为逐渐降低。
另外，作为电池70使用的二次电池具有在低温时内部电阻增加的温度依赖性。另外，在高温时，需要防止因进一步的发热而使温度过度上升。因此，优选在电池温度TB的低温时和高温时，使放电电力上限值Wout和充电电力上限值Win的每一个降低。ECU200根据电池温度TB和当前SOC，例如通过使用映射等来设定充电电力上限值Win和放电电力上限值Wout。
图2是表示包括图1的PCU60及其周边的电源装置的结构的框图。
图2所示的车辆的电源装置包括：多个电池单元串联连接而得到的电池70、对来自电池70的电池电压VB进行检测的电压传感器160、进行电动发电机MG1、MG2的驱动控制的PCU60、以及ECU200中的控制PCU60的部分（以下称为“控制装置200”）。车辆的电源装置还包括：DC/DC转换器146、辅机电池147和包括空调、照明等的辅机负载148。DC/DC转换器146对电池70的电压进行降压来产生辅机电压Vdcout，并将辅机电压Vdcout向辅机电池147和辅机负载148供给。
PCU60包括：转换器110、平滑电容器120、与电动发电机MG1、MG2分别对应的马达驱动装置131、132、以及转换器/变换器控制部140。在本实施方式中，由于对作为交流马达的电动发电机MG1、MG2进行驱动控制，所以马达驱动装置131、132由变换器构成。以下，将马达驱动装置131、132称为变换器131、132。
控制装置200基于各种传感器输出17，决定考虑了与发动机10的输出分配等的向电动发电机MG1、MG2的要求转矩。进而，控制装置200根据电动发电机MG1、MG2的工作状态算出最佳马达工作电压。
控制装置200进一步基于要求转矩、最佳马达工作电压和来自电压传感器160的电池电压VB，生成马达工作电压Vm的电压指令值Vmr和电动发电机MG1、MG2中的转矩指令值Tref。电压指令值Vmr和转矩指令值Tref被向转换器/变换器控制部140提供。
转换器/变换器控制部140按照来自控制装置200的电压指令值Vmr，生成对转换器110的工作进行控制的转换器控制信号Scnv。另外，转换器/变换器控制部140按照来自控制装置200的转矩指令值Tref，生成分别对变换器131、132的工作进行控制的变换器控制信号Spwm1、Spwm2。
图3是表示图2的控制装置200的控制构造的框图。图3所示的控制框代表性地通过控制装置200执行预先存储的程序来实现，但也可以将其结构的一部分或全部作为专用的硬件来实现。
参照图3，控制装置200包括HV控制部250、电池管理下限电压设定部252和放电容许电力运算部254。
HV控制部250设定作为混合动力汽车的车辆1的行驶模式DM，并将该设定的行驶模式DM向电池管理下限电压设定部252输出。
具体而言，HV控制部250根据各种传感器输出17所包含的加速开度、车轮速度，对仅通过电动发电机MG2的输出进行行驶的模式（以下也称为“EV行驶模式”）和通过发动机10和电动发电机MG2的输出进行行驶的模式（以下也称为“HV行驶模式”）进行切换。
例如，在起步时和低速行驶时、或者下缓坡时等轻负载时，为了避开发动机效率低的区域，设定为不使用发动机10的输出而仅通过电动发电机MG2的输出进行行驶的EV行驶模式。即，在加速开度小的区域中，车辆1仅通过电动发电机MG2的输出进行行驶。在该情况下，除了发动机启动要求条件成立的情况之外，使发动机10的运转停止。
此外，也可以根据由驾驶员对EV行驶选择开关（未图示）的操作而设定为EV行驶模式。
另一方面，在加速开度比预定值α%大的通常行驶时，启动发动机10，设定为HV行驶模式。由此，来自发动机10的输出由动力分配装置40分配为驱动轮80的驱动力和电动发电机MG1中的发电用驱动力。电动发电机MG2的发电电力用于电动发电机MG2的驱动。因此，在通常行驶时，通过发动机10的输出和来自电动发电机MG2的输出来对驱动轮80进行驱动。此时，控制装置200对图1的动力分配装置40的动力分配比率进行控制，以使得整体效率最大。
进而，在高加速时，从电池70供给的电力进一步用于电动发电机MG2的驱动，驱动轮80的驱动力进一步增加。
在再生制动时，电动发电机MG2由驱动轮80旋转驱动而进行发电。通过电动发电机MG2的再生发电而回收到的电力由PCU60变换为直流电压并用于电池70的充电。进而，在车辆停止时，发动机10自动停止。
这样，在车辆1中，通过来自发动机10的输出和来自以电能作为能源的电动发电机MG2的输出的组合，即，通过根据车辆状况对发动机10和电动发电机MG2的运转进行控制，进行提高了燃料经济性的车辆运转。
此时，在加速开度小的区域中，在需要启动发动机10的发动机启动要求条件成立时，进行发动机10的启动控制。发动机启动要求条件包括从驾驶员赋予了高加速等驱动力要求的情况。作为其中一例，包括加速开度超过了预定值α%的情况。进而，也可以包括需要对电池70充电的电池输出降低时、或者发动机10的预热运转时等赋予了与驱动力要求无关的要求的情况。
在发动机启动要求条件成立时，作为发动机启动控制，HV控制部250使电动发电机MG1接受来自电池70的电力的供给而作为电动机驱动，由此使发动机10起转而启动。进而，HV控制部250生成H（理论高）电平的发动机启动要求信号并向电池管理下限电压设定部252输出。
具体而言，之后在图4中进行说明，但电池管理下限电压设定部252通常将管理下限电压VB_lim设定为预定的电压（VBL+Vmg0）。该预定的电压（VBL+Vmg0）是在基于电池70的充放电特性等而预先设定的电池下限电压VBL上加上电压容限的初始值Vmg0而得到的电压，以使得电池70的SOC不会脱离合理的范围而成为过放电。在驱动力要求发生了急剧变化的情况下，SOC的算出延迟等会成为问题，因此，在通过SOC进行的过放电管理之外，另外确定电池电压VB的管理下限值电压VB_lim。
在预定的条件成立的情况下，电池管理下限电压设定部252将管理下限电压VB_lim设定为比预定的电压（VBL+Vmg0）缓和。由此，能够实现来自驾驶员的驱动要求的情况增加。
当从电池管理下限电压设定部252接收到管理下限电压VB_lim、且从电压传感器160接收到电池电压VB时，放电容许电力运算部254导出放电电力上限值Wout，以使得电池电压VB不低于管理下限电压VB_lim。
具体而言，之后在图8中也进行说明，但放电容许电力运算部254对来自电压传感器160的电池电压VB与管理下限电压VB_lim的大小关系进行比较，在电池电压VB比管理下限电压VB_lim高的情况下，基于电池电压VB导出放电电力上限值Wout。此时，放电容许电力运算部254基于使用周知的技术算出的SOC从电池电压VB导出放电电力上限值Wout。此外，此时的放电电力上限值Wout是由电池70的化学反应的极限规定的各时刻的放电电力的限制值。
实际上，放电容许电力运算部254预先存储有预先将电池电压VB作为参数而规定的放电容许电力映射，基于电池电压VB导出各时刻的放电电力上限值Wout。
另一方面，在电池电压VB成为了管理下限电压VB_lim以下的情况下，放电容许电力运算部254将放电电力上限值Wout固定为预先设定的预定的最低容许电力（下限电力）。这样，进行电池70的电力限制，以使得电池电压VB不低于管理下限电压VB_lim。
如上所述，HV控制部250设定与各种传感器输出17相应的车辆1的行驶模式DM，并且基于各种传感器输出17，决定考虑了与发动机的输出分配等的电动发电机MG1、MG2的要求转矩。进而，HV控制部250根据所决定的要求转矩和马达转速，算出最佳马达工作电压。
并且，HV控制部250基于要求转矩、最佳马达工作电压和放电电力上限值Wout，生成马达工作电压Vm的电压指令值Vmr和电动发电机MG1、MG2中的转矩指令值Tref。
具体而言，HV控制部250算出与要求转矩相当的马达消耗功率，并对所算出的马达消耗功率是否超过放电电力上限值Wout进行判定。此时，在所算出的马达消耗功率为放电电力上限值Wout以下的情况下，即使在电动发电机MG1、MG2中按要求转矩来消耗电力也不会超过放电电力上限值Wout，因此，HV控制部250将转矩指令值Tref设定为与要求转矩相等。另外，HV控制部250将电压指令值Vmr设定为与最佳马达工作电压相等。
与此相对，在马达消耗功率超过放电电力上限值Wout的情况下，若在电动发电机MG1、MG2中按要求转矩来消耗电力，则马达消耗功率会超过放电电力上限值Wout。因此，在该情况下，对马达消耗功率进行限制，以使其不超过放电电力上限值Wout。
具体而言，算出“马达消耗功率=放电电力上限值Wout”成立的临界的马达消耗功率，并与所算出的马达消耗功率对应地算出转矩指令值Tref。即，转矩指令值Tref被限制为比当初的要求转矩Trq小。同样，电压指令值Vmr根据该受到限制的要求转矩Trq而被限制为比当初的最佳马达工作电压小。
如此生成的转矩指令值Tref和电压指令值Vmr被向转换器/变换器控制部140提供。转换器/变换器控制部140基于电压指令值Vmr决定转换器110（图2）中的升压比，并产生转换器控制信号Scnv以实现该升压比。
进而，转换器/变换器控制部140根据来自各种传感器的输出值生成变换器控制信号Spwm1、Spwm2，以使得产生与转矩指令值Tref相应的转矩的马达电流在电动发电机MG1、MG2的各相中流动。例如，变换器控制信号Spwm1、Spwm2是按照通常的控制方式而生成的PWM信号波。另外，来自各种传感器的输出值例如包括：来自电动发电机MG1、MG2的位置传感器、速度传感器的输出值、来自对各相电流进行检测的电流传感器的输出值以及来自对马达工作电压Vm进行检测的电压传感器的输出值。
图4是用于对图3的电池管理下限电压设定部252所执行的控制进行说明的流程图。参照图4，首先，在步骤S1中设定初始值（例如初始值Vmg0=10V）作为下限电压容限Vmg。
图5是用于对下限电压VBL与下限电压容限Vmg的关系进行说明的图。在图5中，下限电压VBL是通过使用时的温度、电池的性能而确定的应该守护的下限电压。当电池电压VB低于下限电压VBL时会对电池寿命产生不良影响，因此，进行控制以使其不低于下限电压VBL。
并且，从电池保护的观点来看，通过控制来对下限电压VBL设置一定的容限电压Vmg，并对电压进行反馈来限制电池输出，以使得在怎样的行驶状态和/或周围环境下都不会低于下限电压VBL。因此，当在时刻t1电池电压VB变得比VBL+Vmg低时，通过限制电池输出而使电池电压VB恢复，因此，能够避免如时刻t2的虚线所示的电池电压VB低于下限电压VBL的情况。
但是，就电压容限的初始值Vmg0而言，考虑到因急剧的电力要求（例如以下情况：在产生了加速要求而正在由MG2消耗电力的情况下，进一步因发动机启动时由MG1进行的起转而进一步消耗电力）而产生电压降的情况而设定为具有余裕。因此，在不产生急剧的电力要求的状况下，相对于应该守护的下限电压VBL而具有相当大的余裕并限制电池电力，因此无法用尽电池性能。由于无法用尽电池性能，所以也会发生无法满足驾驶员的加速要求等情况。
特别是，存在以下情况：由于排气净化措施，所以在催化剂预热期间极力降低来自发动机的输出，从启动发动机开始直到催化剂的预热结束，极力通过电动发电机MG2的转矩使车辆行驶，以使得不对发动机施加大的负荷。若在这样的情况下限制电池输出，则可能会发生无法满足驾驶员的加速要求的情况。
因此，在本实施方式的车辆中，在步骤S2中对是否处于发动机运转期间进行判断。若发动机已经处于运转期间，则在发动机启动时的由电动发电机MG1进行的起转也不会发生，因此，也不会产生急剧的电力要求。在这样的情况下，不进行不必要的电池输出限制的一方更能够进行发挥了电池性能的响应性好的行驶。
当在步骤S2中发动机不处于运转期间的情况下，也有可能为了启动发动机而发生由电动发电机MG1进行的起转，因此，需要对电压容限Vmg设定余裕。因此，处理返回至步骤S1，对下限电压容限Vmg设定初始值。
另一方面，当在步骤S2中没有处于发动机运转期间时，处理进入步骤S3。在步骤S3中，对电池电压VB是否比预定值高进行判断。预定值例如是下限电压VBL+Vg，例如能够将电压Vg设为3V。原因在于，在电池电压VB已经下降至下限电压VBL附近的情况下，认为当缓和电池输出的限制时电池电压VB会马上到达下限电压VBL，因此，减少下限电压容限Vmg是不合适的。
当在步骤S3中VB>VBL+Vg不成立时，处理返回至步骤S2，当在步骤S3中VB>VBL+Vg成立时，处理进入步骤S4。
在步骤S4中，对ΔVB/Δt的大小是否为阈值以下进行判断。原因在于，若电池电压VB的减少的程度缓慢，则也可以减小下限电压容限Vmg，但若电池电压VB的减少的程度急剧，则减小下限电压容限Vmg时，有可能会因到限制电池输出为止的时间延迟、电池的响应延迟而使电池电压VB到达下限电压VBL。
当在步骤S4中ΔVB/Δt的大小不为阈值以下时，处理返回至步骤S2，当在步骤S4中ΔVB/Δt的大小为阈值以下时，处理进入步骤S5。
在步骤S5中，参照下限电压容限设定映射来设定下限电压容限Vmg。Vmg=f（VB、ΔVB/Δt）这一公式表示：下限电压容限Vmg在映射中通过电池电压VB和ΔVB/Δt来确定。
然后，从图3的电池管理下限电压设定部252向放电容许电力运算部254输出控制中所使用的下限电压VB_lim。当步骤S5的处理结束时，再次执行步骤S2以后的处理。
图6是表示在图4的步骤S5中所使用的下限电压容限设定映射的一例的图。
图7是以与图6不同的表现来表示在图4的步骤S5中所使用的下限电压容限设定映射的一例的图。
如图6、图7所示，下限电压容限设定映射中，当输入电池电压VB和电池电压的变化的大小ΔVB/Δt时，决定了对应的下限电压容限Vmg。如图7所示，电池电压的变化的大小ΔVB/Δt越大，则下限电压容限Vmg就越大。原因在于，为了守护下限电压VBL，在急剧的变化时需要大的容限。另外，电池电压VB越低，则下限电压容限Vmg就越大。原因在于，若电池电压VB低则接近下限电压VBL，因此，为了切实地守护下限电压VBL，优选下限电压容限Vmg大的一方。
如以上说明那样，图3的放电容许电力运算部254基于电压VB_lim，决定是否限制电池输出，所述电压VB_lim是图3的电池管理下限电压设定部252基于图4的流程图而设定的电压。
图8是用于对图3的放电容许电力运算部254所执行的控制进行说明的流程图。该流程图的处理每经过一定时间或每当预定的条件成立时被从预定的程序调出执行。
参照图8，首先当处理开始时，在步骤S11中，放电容许电力运算部254取得电池电压VB。然后，在步骤S12中对电池电压VB是否比阈值低进行判断。此处的阈值被设定为对应该守护的电池下限电压VBL加上由图4的流程图决定的下限电压容限Vmg而得到的值。
当在步骤S12中VB<VBL+Vmg不成立的情况下，处理进入步骤S13，将放电电力上限值Wout设定为通常值。该通常值是基于SOC、电池温度等而决定的电池输出上限值。
另一方面，当在步骤S12中VB<VBL+Vmg成立时，处理进入步骤S13，将放电电力上限值Wout限制为比通常值低的值。通过将放电电力上限值Wout限制为比通常值低的值，能够避免电池电压VB低于下限电压VBL。
当在步骤S13或步骤S14中决定了放电电力上限值Wout时，处理进入步骤S15，控制移向主程序。
图9是表示通过本实施方式的控制方法进行了控制的情况下的电池电压和电池电力的变化的一例的图。
参照图9，作为初始值，设定为下限电压容限Vmg=Vmg0。初始值Vmg0例如为10V。
如时刻t10所示，当电池电力PB（kW）增加时，因由电池的内部电阻引起的电压降、SOC降低而使电池电压VB开始降低。如时刻t11所示，在此期间对电压VB的变化程度ΔVB/Δt进行观测。
若下限电压容限Vmg保持为初始值Vmg0不变，则在时刻t12电池电压VB到达了VBL+Vmg0的时刻对放电电力上限值Wout进行限制。在该情况下，如线W1A所示，电池电力PB受到限制，电池电压VB如线W2A所示在VBL+Vmg0附近停止下降。
另一方面，在参照映射而从初始值Vmg0改变了下限电压容限Vmg的情况下，在时刻t12电池电压VB也比VBL+Vmg高，因此，电池输出不受限制，电池电力PB如线W1所示推移。并且，电池电压VB如线W2所示在不低于电池下限电压VBL的范围内进一步降低。
因此，在时刻t12以后电池电压VB的变化也不急剧，并且，只要比保护电压VBL+Vg高，就能够按用户的要求从电池输出电力，因此，车辆能够进行与用户的要求相应的动作。
[变形例]
此外，在图1中，将以驱动轮80为前轮的车辆1作为一例而示出，但并不特别限定于这样的驱动方式。例如，车辆1也可以将后轮作为驱动轮。或者，车辆1也可以是省略了图1的电动发电机MG2的车辆。或者，车辆1还可以是以下车辆：图1的电动发电机MG2取代前轮的驱动轴16而与用于驱动后轮的驱动轴连结。另外，也可以在驱动轴16与减速器58之间或驱动轴16与电动发电机MG2之间设置变速器。
图10是表示车辆的变形例的一例的结构的图。参照图10，作为变形例的车辆1A与图1的车辆1的结构相比不同之处在于：不具有电动发电机MG2；将电动发电机MG1的旋转轴与发动机10的输出轴直接连结；取代动力分配装置40而包括具有离合器22的动力传递装置42；以及在发动机10与电动发电机MG1还设置有离合器18。离合器22使电动发电机MG1和驱动轮80在动力传递状态与动力切断状态之间变化。动力传递装置42例如为变速器。
在这样的结构的车辆中，通过利用与图4同样的控制来设定下限电压容限Vmg，在不必要的情况下也限制电池输出的情况也会减少，因此，能够按用户的要求进行行驶的可能性升高。
最后，再次参照附图对本实施方式进行概括。图1或图10所示的车辆1或1A具备：发动机10、使发动机10启动的电动发电机MG1或MG、用于使电动发电机MG1或MG运转的PCU60、用于向PCU60供给电力的电池70、以及控制PCU60以使得电池70的电压不低于下限值的控制装置200。在包括发动机10处于运转期间（图4的步骤S2）的变更条件成立的情况下，控制装置200将下限值设定为比发动机10处于停止期间的情况低的值。
优选，变更条件除了包括发动机10处于运转期间之外，还包括电池70的电压变化的大小为第一阈值以下（图4的步骤S4）。
更加优选，变更条件除了包括发动机10处于运转期间和电池70的电压变化的大小为第一阈值以下之外，还包括电池70的电压比第二阈值高（图4的步骤S3）。
优选，如图1所示，车辆1还包括电动发电机MG2，所述电动发电机MG2通过PCU60进行运转，产生车辆的推进转矩。
更加优选，在发动机10处于运转期间的情况下，电动发电机MG1根据需要从发动机10接受动力来进行发电。
进一步优选，车辆1还具备动力分配装置40，所述动力分配装置40与电动发电机MG1、电动发电机MG2和发动机10各自的旋转轴连接。
优选，图10所示的电动发电机MG产生车辆的推进转矩，并且根据需要产生用于使发动机10启动的转矩。
更加优选，车辆1A还具备设置在发动机10的旋转轴与电动发电机MG的旋转轴之间的离合器18、和设置在电动发电机MG与驱动轴之间的动力传递装置42。
此外，在本实施方式中示出了混合动力汽车的例子，但只要搭载有使发动机启动的马达和发动机，则并不限定于混合动力汽车而能够应用本发明。
应该认为，本次公开的实施方式在所有方面都是例示而不是限制性的内容。本发明的范围并不是通过上述说明来表示，而是通过权利要求的范围来表示，意在包含与权利要求的范围均等的含义以及范围内的所有变更。
标号的说明
1、1A车辆，10发动机，11发动机转速传感器，12、13旋转变压器，14车轮速传感器，16驱动轴，18、22离合器，40动力分配装置，42动力传递装置，50太阳轮，52小齿轮，54齿轮架，56齿圈，58减速器，70电池，80驱动轮，102汽缸，104燃料喷射装置，110转换器，120平滑电容器，131、132马达驱动装置，131、132变换器，140变换器控制部，150启动开关，151制动装置，152制动致动器，154盘式制动器，156电池温度传感器，158电流传感器，160电压传感器，166制动踏板，168制动踏板踏力传感器，170加速踏板，172踏板行程传感器，200控制装置，250控制部，252电池管理下限电压设定部，254放电容许电力运算部，MG1、MG2电动发电机。

Claims (9)

1.一种车辆，具备：
内燃机（10）；
使所述内燃机启动的第一旋转电机（MG1；MG）；
用于使所述第一旋转电机运转的电力控制单元（60）；
用于向所述电力控制单元供给电力的蓄电装置（70）；以及
控制装置（200），其对所述电力控制单元进行控制，以使得所述蓄电装置的电压不低于下限值，
在包括所述内燃机处于运转期间的变更条件成立的情况下，所述控制装置将所述下限值设定为比所述内燃机处于停止期间的情况低的值。
2.根据权利要求1所述的车辆，其中，
所述变更条件除了包括所述内燃机处于运转期间之外，还包括所述蓄电装置的电压变化的大小为第一阈值以下。
3.根据权利要求2所述的车辆，其中，
所述变更条件除了包括所述内燃机处于运转期间和所述蓄电装置的电压变化的大小为所述第一阈值以下之外，还包括所述蓄电装置的电压比第二阈值高。
4.根据权利要求1所述的车辆，其中，
还具备第二旋转电机（MG2），所述第二旋转电机（MG2）通过所述电力控制单元而运转，产生车辆的推进转矩。
5.根据权利要求4所述的车辆，其中，
在所述内燃机处于运转期间的情况下，所述第一旋转电机根据需要从所述内燃机接受动力来进行发电。
6.根据权利要求5所述的车辆，其中，
还具备动力分配装置（40），所述动力分配装置（40）与所述第一旋转电机、所述第二旋转电机以及所述内燃机各自的旋转轴连接。
7.根据权利要求1所述的车辆，其中，
所述第一旋转电机产生车辆的推进转矩，并且根据需要产生用于使所述内燃机启动的转矩。
8.根据权利要求7所述的车辆，其中，还具备：
离合器（17），其设置在所述内燃机的旋转轴与所述第一旋转电机的旋转轴之间；和
变速器（42），其设置在所述第一旋转电机与驱动轴之间。
9.一种车辆的控制方法，所述车辆包括内燃机（10）、使所述内燃机启动的第一旋转电机（MG1；MG）、用于使所述第一旋转电机运转的电力控制单元（60）以及用于向所述电力控制单元供给电力的蓄电装置（70），所述控制方法包括：
将下限值设定为初始值的步骤；
在包括所述内燃机处于运转期间的变更条件成立的情况下，将所述下限值设定为比所述内燃机处于停止期间的情况低的值的步骤；以及
对所述电力控制单元进行控制以使得所述蓄电装置的电压不低于下限值的步骤。
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