CN104417535A - 混合动力车辆和用于控制混合动力车辆的方法 - Google Patents

混合动力车辆和用于控制混合动力车辆的方法 Download PDF

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Publication number
CN104417535A
CN104417535A CN201410452432.6A CN201410452432A CN104417535A CN 104417535 A CN104417535 A CN 104417535A CN 201410452432 A CN201410452432 A CN 201410452432A CN 104417535 A CN104417535 A CN 104417535A
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China
Prior art keywords
dynamotor
regeneration
rank
regenerative
motor vehicle
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CN201410452432.6A
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English (en)
Inventor
久野泰司
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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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/28—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 apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • 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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    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
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Abstract

本发明涉及混合动力车辆和用于控制混合动力车辆的方法。ECU(170)将在加速器的关断状态期间由第二电动发电机(120)产生的再生制动力设定为，与所选择的再生级别为低的情况相比，在再生级别为高的情况下更大，从而增加第二电动发电机(120)的发电量。ECU(170)将在引擎(100)的操作期间从第一电动发电机(110)到电池(150)的充电量设定为，与再生级别选择器(190)不选择再生级别的情况相比，在所述再生级别选择器(190)选择低于默认级别的再生级别的情况下更大。

Description

混合动力车辆和用于控制混合动力车辆的方法
本非临时申请基于2013年9月6日向日本专利局提交的申请号为2013-185023的日本专利申请，该申请的全部内容通过引用的方式在此纳入。
技术领域
本发明涉及混合动力车辆和用于控制混合动力车辆的方法，更具体地说，涉及混合动力车辆和用于控制具有允许驾驶员选择再生级别的功能的混合动力车辆的方法。
背景技术
通常，已知存在一种允许驾驶员在再生期间选择制动级别的混合动力车辆。
例如，根据公开号为2012-218697的日本专利中公开的混合动力车辆，在使用第二电动发电机实现的再生制动期间，第二电动发电机根据用户对换挡开关的操作在各阶段设定再生级别。因此，用户可以体验到等同于根据自动变速器中的变速操作发生减速感的感受。
发明内容
但是，当驾驶员设定低再生级别以改善燃料消耗时，再生制动期间的电池充电量便减少。结果，因为电池的SOC减少，所以有必要启动引擎，从而劣化燃料消耗，反而与驾驶员的意图相悖。
因此，本发明的目的是提供一种混合动力车辆和一种用于控制能够阻止因设定低再生级别而导致的燃料消耗劣化的混合动力车辆的方法。
本发明的一种混合动力车辆包括：内燃机；第一电动发电机，其通过所述内燃机的驱动产生电力；第二电动发电机，其驱动所述混合动力车辆并通过再生制动产生电力；蓄电装置，其被配置为实现所述第一电动发电机与所述第二电动发电机之间的电力提供和接收；选择器，其根据驾驶员的操作选择所述第二电动发电机的再生级别。当所述选择器不选择再生级别时，所述第二电动发电机的再生级别保持在默认级别上。所述混合动力车辆包括控制装置，其通过将在加速器的关断状态期间由所述第二电动发电机产生的再生制动力设定为，与所述再生级别为低的情况相比，在所述再生级别为高的情况下更大，来增加所述第二电动发电机的发电量。所述控制装置将在所述内燃机的操作期间从所述第一电动发电机到所述蓄电装置的充电量设定为，与所述选择器不选择再生级别的情况相比，在所述选择器选择低于默认级别的再生级别的情况下更大。
在选择具有低再生级别的状态的情况下，所述加速器的关断状态期间的再生发电量变小。因此，当所述蓄电装置的剩余容量由于使用辅助机器等而过度减少时，可启动所述内燃机。这样，燃料消耗便会劣化。根据上述配置，当所述选择器选择低于默认级别的再生级别时，所述蓄电装置的充电量被设定为在所述内燃机的操作期间较大。因此，当选择低于默认级别的再生级别时，可阻止在加速器的关断状态期间由于所述蓄电装置的剩余容量的恢复量较小而启动所述内燃机。
优选地，在所述蓄电装置的剩余容量相同的条件下，所述控制装置将在所述内燃机的操作期间的所述蓄电装置的请求充电量设定为，与所述选择器不选择再生级别的情况相比，在所述选择器选择低于默认级别的再生级别的情况下更大。
因此，所述蓄电装置的剩余容量可被适当地设定为在所述内燃机的操作期间较大。
优选地，在提供能够由所述选择器选择的低于所述默认级别的多个再生级别，并且所述多个再生级别包括第一级别和高于所述第一级别的第二级别的情况下，所述控制装置将在所述内燃机的操作期间从所述第一电动发电机到所述蓄电装置的充电量设定为，与所述第二级别被选择的情况相比，在所述第一级别被选择的情况下更大。
当所选择的再生级别较低时，所述加速器的关断状态期间的所述再生发电量变小。根据上述配置，由于当所述再生级别变小时，在所述内燃机的操作期间到所述蓄电装置的充电量变大，因此可阻止在加速器的关断状态期间由于所述蓄电装置的所述剩余容量的恢复量较小而启动所述内燃机。
优选地，所述控制装置根据所选择的再生级别更改所述内燃机的输出，以便所述混合动力车辆的驱动力在所述内燃机的操作期间不根据所选择的再生级别更改。
因此，即使所述蓄电装置的充电量在所述内燃机的操作期间根据所选择的再生级别更改，车辆的驱动力也可保持不变。
优选地，所述混合动力车辆包括动力分割机构，其被配置为将驱动力从所述内燃机分配到所述第一电动发电机和车辆的驱动轴。所述第一电动发电机能够通过从所述内燃机接收驱动力来产生电力。所述第二电动发电机与所述驱动轴耦合。
因此，当所述再生级别较低时，从所述第一电动发电机到所述蓄电装置的充电量可被设定为在所述内燃机的操作期间较大。结果，当选择低于默认级别的再生级别时，可阻止在加速器的关断状态期间由于所述蓄电装置的所述剩余容量的恢复量较小而启动所述内燃机。
在根据本发明的一种用于控制混合动力车辆的方法中，所述混合动力车辆包括：内燃机；第一电动发电机，其通过所述内燃机的驱动产生电力；第二电动发电机，其驱动所述混合动力车辆并通过再生制动产生电力；蓄电装置，其被配置为实现所述第一电动发电机与所述第二电动发电机之间的电力提供和接收；以及选择器，其选择所述第二电动发电机的再生级别。所述用于控制混合动力车辆的方法包括以下步骤：驾驶员通过所述选择器接收所述再生级别的选择，并且当所述选择器不选择再生级别时将所述第二电动发电机的再生级别保持在默认级别上；将在所述内燃机的操作期间从所述第一电动发电机到所述蓄电装置的充电量设定为，与所述选择器不选择再生级别的情况相比，在所述选择器选择低于默认级别的再生级别的情况下更大；以及通过将在加速器的关断状态期间由所述第二电动发电机产生的再生制动力设定为，与所述再生级别为低的情况相比，在所述再生级别为高的情况下更大，来增加所述第二电动发电机的发电量。
根据上述配置，当选择低于默认级别的再生级别时，可阻止由于在加速器的关断状态期间所述蓄电装置的所述剩余容量的恢复量较小而启动所述内燃机。
根据上述的本发明，可阻止由于设定低再生级别导致的燃料消耗劣化。
当结合附图阅读下面对本发明的详细描述时，本发明的上述及其它目的、特征、方面和优点将变得更加显而易见。
附图说明
图1表示根据本发明的实施例的混合动力车辆的配置。
图2是用于说明混合动力车辆的电气系统的图。
图3表示根据本发明的实施例的由再生级别选择器选择的级别与再生制动力之间的关系。
图4表示与ECU的再生控制和充电控制相关的组成要素。
图5表示充电/放电映射定义的电池的SOC与电池的请求充电/放电量之间的关系。
图6是用于说明引擎的操作点的图。
图7是示出根据本发明的实施例的计算请求充电量和再生控制的过程的流程图。
图8是用于说明根据本发明的实施例的控制序列的图。
图9表示根据修正实例的由再生级别选择器选择的级别与再生制动力之间的关系。
具体实施方式
下面将参考附图描述本发明的实施例。在下面的描述中，相同的部件由相同的附图标记表示。它们的名称和功能也相同。因此不再重复对其的详细描述。
图1表示根据本发明的实施例的混合动力车辆的配置。
现在参考图1，混合动力车辆配备引擎100、第一电动发电机110、第二电动发电机120、动力分割机构130、减速器140和电池150。第一电动发电机110和第二电动发电机120构成电动发电机单元300。
需要指出，下面借助实例描述不具有从外部电源充电的功能的混合动力车辆。但是，也可采用具有从外部电源充电的功能的插电式混合动力车辆。
引擎100、第一电动发电机110、第二电动发电机120和电池150由ECU(电子控制单元)170控制。ECU 170可被分为多个ECU。
混合动力车辆使用来自引擎100和第二电动发电机120中至少一者的驱动力行驶。更具体地说，根据操作状态自动选择引擎100和第二电动发电机120中的任一者或两者作为驱动源。
例如，引擎100和第二电动发电机120根据驾驶员对加速踏板172的操作结果而被控制。对加速踏板172的操作量(加速器位置)由加速器位置传感器(未示出)检测。
当加速器位置小并且车速低时，混合动力车辆仅使用第二电动发电机120作为驱动源来进行行驶。在这种情况下，引擎100停止。但是，引擎100有时也被驱动，例如用于发电。
另一方面，在加速器位置大的情况下，当车速高时，或者当电池150的充电状态(state of charge，SOC)很小时，引擎100被驱动。在这种情况下，混合动力车辆仅使用引擎100作为驱动源，或者使用引擎100和第二电动发电机120这两者作为驱动源来行驶。
引擎100是内燃机。被吸入引擎100的空气温度由温度传感器102检测并且被输入ECU 170。引擎100、第一电动发电机110、第二电动发电机120通过动力分割机构130耦合到引擎100的输出轴(曲轴)。引擎100产生的动力被动力分割机构130分割为两个路径。一个路径是用于通过减速器140驱动前轮160的路径。另一路径是用于通过驱动第一电动发电机110产生电力的路径。
第一电动发电机110是三相交流旋转电机，其包括U相线圈、V相线圈和W相线圈。第一电动发电机110使用由动力分割机构130分割的引擎100的动力来产生电力。第一电动发电机110所产生的电力根据车辆的行驶状态和电池150的SOC(充电状态)而被使用。例如，在正常行驶中，第一电动发电机110所产生的电力被直接用作驱动第二电动发电机120的电力。另一方面，当电池150的SOC低于预定值时，第一电动发电机110所产生的电力由下面描述的逆变器(inverter)从交流电转换为直流电。之后，电压由下面描述的转换器进行调整，然后被存储在电池150中。
当第一电动发电机110充当发电机时，第一电动发电机110产生负转矩。在此，负转矩指示变为引擎100上负荷的转矩。当第一电动发电机110接收电力供应并充当电动机时，第一电动发电机110产生正转矩。在此，正转矩指示不会变为引擎100上负荷的转矩，即，协助引擎100旋转的转矩。这也适用于第二电动发电机120。
第二电动发电机120是三相交流电旋转电机，其包括U相线圈、V相线圈和W相线圈。第二电动发电机120使用电池150中存储的电力和第一电动发电机110所产生的电力中的至少一者而被驱动。
第二电动发电机120的驱动力通过减速器140被传输到前轮160。因此，第二电动发电机120协助引擎100或允许车辆使用来自第二电动发电机120的驱动力行驶。作为前轮160的替代或补充，后轮也可被驱动。
当在加速器的关断状态期间(加速器位置为0)进行减速时，第二电动发电机120由前轮160通过减速器140驱动，以便第二电动发电机120充当发电机执行操作。这样，第二电动发电机120充当将制动能量转换为电力的再生制动器执行操作。第二电动发电机120根据所选择的再生级别的设定再生转矩，以根据所选择的再生级别提供再生制动力。第二电动发电机120所产生的电力被存储在电池150中。
动力分割机构130由包括太阳齿轮、小齿轮、行星架(carrier)和齿圈的行星齿轮形成。小齿轮与太阳齿轮和齿圈啮合。行星架支撑小齿轮，以便它们可在各自的轴上旋转。太阳齿轮与第一电动发电机110的旋转轴耦合(couple)。行星架与引擎100的曲轴耦合。齿圈与第二电动发电机120的旋转轴以及减速器140耦合。
返回参考图1，电池150是通过串联连接多个电池模块配置而成的电池组，其中每个电池模块通过集成多个电池单体形成。电池150的电压例如为大约200V。电池150使用从第一电动发电机110和第二电动发电机120以及车辆外部电源提供的电力而被充电。可使用电容器替代电池150或作为其补充。
现在参考图2，将进一步描述混合动力车辆的电气系统。混合动力车辆配备转换器200、第一逆变器210、第二逆变器220和系统主继电器230。
转换器200包括电抗器、两个npn型晶体管和两个二极管。电抗器具有与每个电池的正极侧相连的一端，以及具有与两个npn型晶体管之间的节点相连的另一端。
两个npn型晶体管串联连接。npn型晶体管由ECU 170控制。二极管连接在每个npn型晶体管的集电极与发射极之间，以允许电流从发射极侧流到集电极侧。
作为npn型晶体管，例如，可使用IGBT(绝缘栅双极型晶体管)。作为npn型晶体管的替代，可使用诸如功率MOSFET(金属氧化物半导体场效应晶体管)之类的功率开关元件。
当从电池150释放的电力被提供给第一电动发电机110或第二电动发电机120时，电压被转换器200升高。相反地，当提供第一电动发电机110或第二电动发电机120所产生的电力以给电池150充电时，电压被转换器200降低。
转换器200与每个逆变器之间的系统电压VH被电压传感器180检测。来自电压传感器180的检测结果被发送到ECU 170。
第一逆变器210包括U相臂、V相臂和W相臂。U相臂、V相臂和W相臂并联连接。U相臂、V相臂和W相臂中的每一者具有两个串联连接的npn型晶体管。二极管连接在每个npn型晶体管的集电极与发射极之间，以允许电流从发射极侧流到集电极侧。然后，每个臂中的npn型晶体管之间的节点连接到第一电动发电机110中每个线圈的与中性点112不同的一端。
第一逆变器210将从电池150提供的直流电转换为交流电，然后将该交流电提供给第一电动发电机110。第一逆变器210将第一电动发电机110所产生的交流电转换为直流电。
第二逆变器220包括U相臂、V相臂和W相臂。U相臂、V相臂和W相臂并联连接。U相臂、V相臂和W相臂中的每一者具有两个串联连接的npn型晶体管。二极管连接在每个npn型晶体管的集电极与发射极之间，以允许电流从发射极侧流到集电极侧。然后，每个臂中的npn型晶体管之间的节点连接到第二电动发电机120中每个线圈的不同于中性点122的一端。
第二逆变器220将从电池150提供的直流电转换为交流电，然后将该交流电提供给第二电动发电机120。第二逆变器220将第二电动发电机120所产生的交流电转换为直流电。
转换器200、第一逆变器210和第二逆变器220由ECU 170控制。
系统主继电器230被设置在电池150与转换器200之间。系统主继电器230是用于在其中电池150和电气系统彼此相连的状态与其中电池150和电气系统彼此断开连接的状态之间切换的继电器。当系统主继电器230处于断开状态时，电池150与电气系统断开连接。当系统主继电器230处于闭合状态时，电池150与电气系统相连。
系统主继电器230的状态由ECU 170控制。例如，当ECU 170被激活时，系统主继电器230闭合。当ECU 170被停止时，系统主继电器230断开。
再生级别选择器190根据用户的操作选择再生级别。在本发明的实施例中，再生级别例如具有0到5六个级别。当再生级别较低时，第二电动发电机120所产生的再生制动力较小。
图3表示由再生级别选择器选择的级别与再生制动力之间的关系。
当再生级别选择器190选择再生级别B0、B1、B2、B3、B4或B5时，在加速器的关断状态期间通过RB0、RB1、RB2、RB3、RB4或RB5的再生制动力操作再生制动。在此，设置RB0<RB1<RB2<RB3<RB4<RB5。再生级别B2为默认级别。当通过选择条191选择D范围(向前移动)，并且再生级别选择器190不选择再生级别时，再生级别保持在默认级别B2上。
图4表示与ECU 170的再生控制和充电控制相关的组成要素。
ECU 170包括再生级别检测器401、再生制动控制器403、SOC计算单元402、请求充电/放电量计算单元404、请求驱动功率计算单元409、请求引擎输出值计算单元405、请求转矩/转速确定单元406和驱动控制器410。
再生级别检测器401检测再生级别选择器190所选择的再生级别。
SOC计算单元402基于电池150的电压VB和输入到电池150以及从电池150输出的电流IB来计算表示电池150剩余容量的SOC(充电状态)。电压VB和电流IB分别由附图中未示出的电压传感器和电流传感器检测。
请求充电/放电量计算单元404基于电池150的SOC，使用预定义的充电/放电映射(map)来计算电池150的请求充电/放电量。
图5表示电池150的SOC与由充电/放电映射定义的请求充电/放电量之间的关系。
当SOC高于预定值SC0时，从电池150输出电力。当SOC小于预定值SC0时，电力被提供给电池150。当SOC等于预定值SC0时，使电池150的充电量保持当前状态。
请求放电量不根据所选择的再生级别而更改。以SC0作为控制中心，请求放电量被设定为与SOC成比例地增大。
请求充电量根据所选择的再生级别而更改。以SC0作为控制中心，请求充电量被设定为与SOC成比例地增大。在其中加速器处于接通状态(换言之，加速器位置不等于0)，且引擎100执行操作的情况下，当选择再生级别B0时，请求充电/放电量计算单元404基于映射MB0，针对SOC计算请求充电量。在其中加速器处于接通状态，且引擎100执行操作的情况下，当选择再生级别B1时，请求充电/放电量计算单元404基于映射MB1，针对SOC计算请求充电量。在其中加速器处于接通状态，且引擎100执行操作的情况下，当选择再生级别B2、B3、B4或B5时，请求充电/放电量计算单元404基于映射MBY，针对SOC计算请求充电量。对于同一SOC，存在以下关系：基于映射MB0的请求充电量>基于映射MB1的请求充电量>基于映射MBY的请求充电量。
请求驱动功率计算单元409基于加速器位置和车速来计算车辆的请求驱动功率。请求驱动功率不根据所选择的再生级别更改。
请求引擎输出值计算单元405将请求驱动功率和请求充电/放电量相加以计算请求引擎输出值。请求引擎输出值计算单元405更改请求引擎输出值，以便请求驱动功率不根据所选择的再生级别更改。具体而言，请求引擎输出值计算单元405将请求引擎输出值设定为，与选择再生级别B2到B5中任一者的情况相比，在选择再生级别B0或B1的情况下更大，相差值等于选择再生级别B0或B1的情况下的请求充电量与选择再生级别B2到B5中任一者的情况下的请求充电量之间的充电量之差。
请求转矩/转速确定单元406针对请求引擎输出值确定引擎转速和引擎转矩。
如图6所示，引擎100的操作点，具体而言，引擎转速NE和引擎转矩TE根据请求引擎输出值与操作线之间的交点而被确定。请求引擎输出值由等功率线P1、P2、P3等指示。操作线由开发者基于试验和仿真结果提前确定。操作线被设定为使得引擎100可通过最佳(最小)燃料消耗而被驱动。也就是说，最佳燃料消耗通过沿操作线驱动引擎100来实现。
驱动控制器410控制第一电动发电机110、转换器200和第一逆变器210，以便电池150可在引擎100的操作期间根据充电/放电量计算单元404所计算的请求充电/放电量而被充电和放电。
驱动控制器410控制引擎100，以便请求转矩/转速确定单元406所确定的引擎转速和引擎转矩可在引擎100的操作期间实现。驱动控制器410控制动力分割机构130、第一电动发电机110、转换器200、第一逆变器210、第二电动发电机120和第二逆变器220，以便请求驱动功率计算单元409所计算的请求驱动功率可在引擎100的操作期间实现。
再生制动控制器403计算在加速器的关断状态期间(换言之，当加速器位置为0％时)根据再生级别检测器401检测到的再生级别来计算产生再生制动力所需的再生转矩。再生制动控制器403控制转换器200、第二逆变器220和第二电动发电机120，以便根据所计算的再生转矩操作再生制动。
图7是示出根据本发明的实施例的计算请求充电量和再生控制的过程的流程图。
在步骤S1，操作附图中未示出的电源开关和脚制动器，以便混合动力车辆被设定为准备就绪(Ready-ON)状态，此状态是行驶准备已完成的状态。
在步骤S2，在用户操作再生级别选择器190以选择再生级别中任一者的情况下，过程继续到步骤S3。
在步骤S3，当再生级别选择器190选择再生级别B0时，过程继续到步骤S9。在步骤S4，当再生级别选择器190选择再生级别B1时，过程继续到步骤S11。在步骤S5，当再生级别选择器190选择再生级别B2时，过程继续到步骤S13。在步骤S6，当再生级别选择器190选择再生级别B3时，过程继续到步骤S15。在步骤S7，当再生级别选择器190选择再生级别B4时，过程继续到步骤S17。在步骤S8，当再生级别选择器190选择再生级别B5时，过程继续到步骤S19。进一步地，另外当用户在步骤S2未操作再生级别选择器190时，过程继续到步骤S13。
在步骤S9，具体而言，在其中选择再生级别B0的情况下，当加速器处于接通状态，且引擎100执行操作时，请求充电/放电量计算单元404根据图5所示的MB0映射计算对应于SOC的请求充电量。
在步骤S11，具体而言，在其中选择再生级别B1的情况下，当加速器处于接通状态，且引擎100执行操作时，请求充电/放电量计算单元404根据图5所示的MB1映射计算对应于SOC的请求充电量。
在步骤S13、S15、S17和S19，具体而言，在其中选择再生级别B2、B3、B4或B5的情况下，当加速器处于接通状态，且引擎100执行操作时，请求充电/放电量计算单元404根据图5所示的MBY映射计算对应于SOC的请求充电量。
在步骤S10，具体而言，当选择级别B0时，再生制动控制器403在加速器的关断状态期间通过对应于再生级别B0的再生制动力RB0操作再生制动器。
在步骤S12，具体而言，当选择级别B1时，再生制动控制器403在加速器的关断状态期间通过对应于再生级别B1的再生制动力RB1操作再生制动器。
在步骤S14，具体而言，当选择级别B2时，再生制动控制器403在加速器的关断状态期间通过对应于再生级别B2的再生制动力RB2操作再生制动器。
在步骤S16，具体而言，当选择级别B3时，再生制动控制器403在加速器的关断状态期间通过对应于再生级别B3的再生制动力RB3操作再生制动器。
在步骤S18，具体而言，当选择级别B4时，再生制动控制器403在加速器的关断状态期间通过对应于再生级别B4的再生制动力RB4操作再生制动器。
在步骤S20，具体而言，当选择级别B5时，再生制动控制器403在加速器的关断状态期间通过对应于再生级别B5的再生制动力RB5操作再生制动器。
图8是用于说明根据本发明的实施例的控制序列的图。
当加速器被接通并且车辆开始移动时，首先执行EV加速。具体而言，由于引擎100在车辆开始移动时效率不高，驱动控制器410不启动引擎100，并且仅通过第二电动发电机120执行车辆驱动。第二电动发电机120由电池150中存储的电力驱动。这降低了电池150的SOC。
接下来，当车速增加时，执行HV加速，以便可输出更大的转矩。具体而言，驱动控制器410启动引擎100以通过引擎100和第二电动发电机120执行车辆驱动。请求充电/放电量计算单元404基于电池150的SOC(充电状态)和所选择的再生级别计算电池150的请求充电/放电量。在HV加速的初始阶段，由于所选择的再生级别导致的SOC差别很小，因此请求充电量在所选择的再生级别为B0的情况下最大，在所选择的再生级别为B1的情况下第二大，在所选择的再生级别为B2到B5中任一者的情况下最小。之后，当SOC增加时，请求充电量在任一再生级别中减少。但是，SOC增加量在所选择的再生级别为B0的情况下最大，在所选择的再生级别为B1的情况下第二大，在所选择的再生级别为B2到B5中任一者的情况下最小。因此，请求充电量的大小关系发生更改。具体而言，请求充电量在所选择的再生级别为B2到B5中任一者的情况下最大，在所选择的再生级别为B1的情况下第二大，在所选择的再生级别为B0的情况下最小。
进一步地，当在HV加速期间所选择的再生级别为B2到B5中的任一者时，驱动控制器410使引擎转速保持不变。在HV加速的初始阶段，驱动控制器410将再生级别为B0或B1的情况下的引擎输出值设定为大于所选择的再生级别为B2到B5中任一者的情况下的引擎输出值，以便所选择的再生级别为B0或B1的情况下的车辆驱动力变得等于所选择的再生级别为B2到B5中任一者的情况下的车辆驱动力。这是因为，所选择的再生级别为B0或B1的情况下的请求充电量大于所选择的再生级别为B2到B5中任一者的情况下的请求充电量。基于此原因，在HV加速的初始阶段，驱动控制器410将所选择的再生级别为B0或B1的情况下的引擎转速和引擎转矩设定为大于所选择的再生级别为B2到B5中任一者的情况下的引擎转速和引擎转矩。
之后，由于所选择的再生级别为B0或B1的情况下的请求充电量变得小于所选择的再生级别为B2到B5中任一者的情况下的请求充电量，因此驱动控制器410将所选择的再生级别为B0或B1的情况下的引擎输出值设定为小于所选择的再生级别为B2到B5中任一者的情况下的引擎输出值，以便所选择的再生级别为B0或B1的情况下的车辆驱动力变得等于所选择的再生级别为B2到B5中任一者的情况下的车辆驱动力。基于此原因，根据图6的操作线，驱动控制器410将所选择的再生级别为B0或B1的情况下的引擎转速和引擎转矩设定为小于所选择的再生级别为B2到B5中任一者的情况下的引擎转速和引擎转矩。
接下来，当加速器位置固定时，车速固定。进一步地，引擎100停止，并且执行稳定行驶。
当引擎100停止时，SOC在所选择的再生级别为B0的情况下最大，在所选择的再生级别为B1的情况下第二大，在所选择的再生级别为B2到B5中任一者的情况下最小。具体而言，在引擎100的操作期间(即，从启动到停止的时间段)，从第一电动发电机110到电池150的充电量在所选择的再生级别为B0的情况下最大，在所选择的再生级别为B1的情况下第二大，在所选择的再生级别为B2的情况下最小。
在稳定行驶期间，驱动控制器410不操作引擎100，仅通过第二电动发电机120执行驱动。因此，电池150的SOC减少。
接下来，当加速器关断时，加速器位置变为0％，车辆进入滑行状态。再生制动控制器403根据所选择的再生级别通过再生制动力操作再生制动器。在滑行状态下，电池150的SOC由于使用诸如空调之类的辅助机器而减少。但是，SOC的减少可通过再生制动器的再生电力产生进行增补。当所选择的再生级别变高时，再生制动力变大，这样，第二电动发电机120所产生的再生电力的量也增加。因此，在滑行状态下，当所选择的再生级别较低时，SOC的减少量增加。图8示出指示SOC的减少在再生级别B0上最大的直线的梯度，并且直线的梯度按照B1、B2、B3、B4和B5的顺序变小。
在再生级别为B0或B1的情况下，SOC在加速器的接通状态期间增加。因此，即使在加速器的关断状态期间的SOC的恢复量很小的情况下，也可阻止SOC变小到启动引擎100的程度。
(修正实例)
本发明不限于上述实施例。
将描述其中再生级别选择器190可选择的再生级别被限制为小于默认再生级别(D范围中的再生级别)的情况。
图9表示该修正实例中的由再生级别选择器190选择的级别与再生制动力之间的关系。
当再生级别选择器190选择再生级别B0或B1时，在加速器的关断状态期间分别通过再生制动力RB0或RB1操作再生制动器。当通过选择条191选择D范围(向前移动)并且再生级别选择器190不选择再生级别时，再生级别保持在默认级别B2上。在默认级别B2上，在加速器的关断状态期间通过再生制动力RB2操作再生制动器。在此，满足RB0<RB1<RB2。
驱动控制器410将在引擎100的操作期间从第一电动发电机110到电池150的充电量设定为，与再生级别选择器190不选择再生级别的情况相比，在再生级别选择器190选择再生级别B0或B1的情况下更大。进一步地，驱动控制器410将在引擎100的操作期间从第一电动发电机110到电池150的充电量设定为，与选择再生级别B1的情况相比，在再生级别选择器190选择再生级别B0的情况下更大。
再生制动控制器403将在加速器的关断状态期间由第二电动发电机产生的再生制动力设定为，与再生级别选择器190选择再生级别B0或B1的情况相比，在再生级别选择器190不选择再生级别的情况下更大，从而增加电池150的充电量。进一步地，再生制动控制器403将在加速器的关断状态期间由第二电动发电机产生的再生制动力设定为，与选择再生级别B0的情况相比，在再生级别选择器190选择再生级别B1的情况下更大，从而增加对电池150的充电量。
(修正实例)
本发明不限于上述实施例，还包括以下修正实例。
(1)串联式
本发明也可应用于串联式混合动力车辆。具体而言，在串联式混合动力车辆中，引擎驱动第一电动发电机(发电机)，并且所产生的电力被存储在电池中。第二电动发电机由电池的电力驱动，从而使得车辆行驶。
同样在该串联式混合动力车辆中，ECU通过将在加速器的关断状态期间由第二电动发电机产生的再生制动力设定为，与所选择的再生级别为低的情况相比，在再生级别选择器选择的再生级别为高的情况下更大，来将第二电动发电机的发电量设为较大值。ECU将在引擎的操作期间从第一电动发电机到蓄电装置的充电量设定为，与再生级别选择器不选择再生级别的情况相比，在再生级别选择器选择低于默认级别的再生级别的情况下更大。
(2)单发动机式
进一步地，在其中单个电动发电机A在引擎的操作期间执行再生电力产生和发电的单发动机式混合动力车辆中，可执行以下控制。
在单发动机式混合动力车辆中，ECU将在加速器的关断状态期间由电动发电机产生的再生制动力设定为，与所选择的再生级别为低的情况相比，在再生级别选择器选择的再生级别为高的情况下更大，从而增加电动发电机A的发电量。ECU将在引擎的操作期间从电动发电机A到蓄电装置的充电量设定为，与再生级别选择器不选择再生级别的情况相比，在再生级别选择器选择低于默认级别的再生级别的情况下更大。
尽管详细描述和示出了本发明，但是应该清楚地理解，这些内容仅作为示例和说明，而不应被视为限制，本发明的范围由所附权利要求的各项解释。

Claims (6)

1.一种混合动力车辆，包括：
内燃机；
第一电动发电机，其通过所述内燃机的驱动产生电力；
第二电动发电机，其驱动所述混合动力车辆并通过再生制动产生电力；
蓄电装置，其被配置为实现所述第一电动发电机与所述第二电动发电机之间的电力提供和接收；
选择器，其根据驾驶员的操作选择所述第二电动发电机的再生级别，当所述选择器不选择再生级别时，所述第二电动发电机的再生级别保持在默认级别上；以及
控制装置，其通过将在加速器的关断状态期间由所述第二电动发电机产生的再生制动力设定为，与所述再生级别为低的情况相比，在所述再生级别为高的情况下更大，来增加所述第二电动发电机的发电量，
所述控制装置将在所述内燃机的操作期间从所述第一电动发电机到所述蓄电装置的充电量设定为，与所述选择器不选择再生级别的情况相比，在所述选择器选择低于默认级别的再生级别的情况下更大。
2.根据权利要求1的混合动力车辆，其中在所述蓄电装置的剩余容量相同的条件下，所述控制装置将在所述内燃机的操作期间的所述蓄电装置的请求充电量设定为，与所述选择器不选择再生级别的情况相比，在所述选择器选择低于默认级别的再生级别的情况下更大。
3.根据权利要求1的混合动力车辆，其中在提供能够由所述选择器选择的低于所述默认级别的多个再生级别，并且所述多个再生级别包括第一级别和高于所述第一级别的第二级别的情况下，
所述控制装置将在所述内燃机的操作期间从所述第一电动发电机到所述蓄电装置的充电量设定为，与所述第二级别被选择的情况相比，在所述第一级别被选择的情况下更大。
4.根据权利要求1的混合动力车辆，其中所述控制装置根据所选择的再生级别更改所述内燃机的输出，以便所述混合动力车辆的驱动力在所述内燃机的操作期间不根据所选择的再生级别更改。
5.根据权利要求1的混合动力车辆，进一步包括动力分割机构，其被配置为将驱动力从所述内燃机分配到所述第一电动发电机和车辆的驱动轴，其中
所述第一电动发电机能够通过从所述内燃机接收驱动力来产生电力，并且
所述第二电动发电机与所述驱动轴耦合。
6.一种用于控制混合动力车辆的方法，
所述混合动力车辆包括：
内燃机；
第一电动发电机，其通过所述内燃机的驱动产生电力；
第二电动发电机，其驱动所述混合动力车辆并通过再生制动产生电力；
蓄电装置，其被配置为实现所述第一电动发电机与所述第二电动发电机之间的电力提供和接收；以及
选择器，其选择所述第二电动发电机的再生级别，
所述用于控制混合动力车辆的方法包括以下步骤：
驾驶员通过所述选择器接收所述再生级别的选择，并且当所述选择器不选择再生级别时将所述第二电动发电机的再生级别保持在默认级别上；
将在所述内燃机的操作期间从所述第一电动发电机到所述蓄电装置的充电量设定为，与所述选择器不选择再生级别的情况相比，在所述选择器选择低于默认级别的再生级别的情况下更大；以及
通过将在加速器的关断状态期间由所述第二电动发电机产生的再生制动力设定为，与所述再生级别为低的情况相比，在所述再生级别为高的情况下更大，来增加所述第二电动发电机的发电量。
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