CN105246750A - 插电混合动力车辆的控制装置 - Google Patents

插电混合动力车辆的控制装置 Download PDF

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Publication number
CN105246750A
CN105246750A CN201480030849.1A CN201480030849A CN105246750A CN 105246750 A CN105246750 A CN 105246750A CN 201480030849 A CN201480030849 A CN 201480030849A CN 105246750 A CN105246750 A CN 105246750A
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voltage
mode
starter
charge
plug
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Granted
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CN201480030849.1A
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CN105246750B (zh
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小俵友之
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • 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
    • B60K6/48—Parallel type
    • 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
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
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    • 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]
    • B60L58/13—Maintaining the SoC within a determined range
    • 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
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    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
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Abstract

在点火器接通时抑制电容器的劣化加剧并在从CS模式向CD模式逆向转变时缩短直到允许起动器启动为止的时间。在驱动系统中具有起动器马达(1)、横置发动机(2)以及电动发电机(4)，作为电源系统，具备强电电池(21)、电容器(23)以及对电容器(23)的充放电进行控制的混合动力控制模块(81)。在能够从外部对该强电电池(21)充电的FF插电混合动力车辆的控制装置中，进行起动器启动、模式选择控制以及充放电控制的混合动力控制模块(81)在点火器接通时选择了CS模式时，维持不使劣化加剧的电压(b)以下的电容器电压，在从CS模式向CD模式的逆向转变预测成立的时点进行再次充电直到电容器电压为起动器启动允许电压(a)以上为止。

Description

插电混合动力车辆的控制装置
技术领域
本发明涉及一种具备以电容器为电源的起动器马达并能够从外部对强电电池充电的插电混合动力车辆的控制装置。
背景技术
以往，已知有如下结构的蓄电装置(例如，参照专利文献1)：在车辆不使用时，始终控制为蓄电部的电压处于既定下限电压与既定保持电压之间，并且如果车辆通过驾驶员认证单元识别到驾驶员，则对蓄电部进行满充电。
专利文献1：日本特开2008-141855号公报
发明内容
发明要解决的问题
然而，在现有装置中，当驾驶员乘入车辆并接通点火器开关时，基于识别到驾驶员而对蓄电部进行满充电。因此，存在以下问题：在点火器接通时，虽然能够确保使用起动器马达的发动机启动，但是由于蓄电部被保持为满充电的状态，因此蓄电部的内部电阻增加，导致蓄电部劣化加剧。
本发明是着眼于所述问题而完成的，其目的在于提供一种能够在点火器接通时抑制电容器的劣化加剧并在从CS模式向CD模式的逆向转变时缩短直到允许起动器启动为止的时间的插电混合动力车辆的控制装置。
用于解决问题的方案
为了达到所述目的，本发明在驱动系统中具有起动器马达、发动机以及电动发电机。作为电源系统，具备作为所述电动发电机的电源的强电电池、作为所述起动器马达的电源的电容器以及对所述电容器的充放电进行控制的电容器充放电控制单元。
在能够从外部对所述强电电池充电的插电混合动力车辆的控制装置中设置有发动机启动控制单元以及行驶模式选择控制单元。
所述发动机启动控制单元使用以所述电容器为电源的起动器马达转动所述发动机的动力输出轴来进行起动器启动。
所述行驶模式选择控制单元在所述强电电池的充电容量为阈值以上时，原则上选择消耗所述强电电池的电力来进行EV行驶的电量消耗模式，在所述强电电池的充电容量小于阈值时，原则上选择为了维持所述强电电池的充电容量而进行HEV行驶的电量保持模式。
所述逆向转变事先预测单元事先预测从所述电量保持模式向所述电量消耗模式的逆向转变。
在点火器接通时选择了所述电量保持模式时，所述电容器充放电控制单元维持不使劣化加剧的电压以下的电容器电压，在从所述电量保持模式向所述电量消耗模式的逆向转变预测成立的时点，所述电容器充放电控制单元进行再次充电直到电容器电压为起动器启动允许电压以上为止。
发明的效果
因此，在点火器接通时，在电容器充放电控制单元中，在选择了电量保持模式时，电容器充放电控制单元维持不使劣化加剧的电压以下的电容器电压。而且，在从电量保持模式向电量消耗模式的逆向转变预测成立的时点，电容器充放电控制单元进行再次充电直到电容器电压为起动器启动允许电压以上为止。
即，电量消耗模式下的发动机启动基本上通过起动器启动来进行，电量保持模式下的发动机启动基本上通过使用了电动发电机的M/G启动来进行。也就是说，在选择了电量保持模式的期间，不需要为了准备进行起动器启动而事先提高电容器电压。另一方面，在选择了电量消耗模式的期间需要事先为起动器启动做准备。
因而，在选择了电量保持模式时维持为不使劣化加剧的电压以下。而且，在从电量保持模式向电量消耗模式的逆向转变时，不是在向电量消耗模式逆向转变完成的时点而是在逆向转变预测成立的时点进行再次充电直到成为起动器启动允许电压以上为止。
其结果，能够在点火器接通时抑制电容器的劣化加剧并在从电量保持模式向电量消耗模式的逆向转变时缩短直到允许起动器启动为止的时间。
附图说明
图1是表示应用了实施例1的控制装置的FF插电混合动力车辆的整体系统图。
图2是表示应用了实施例1的控制装置的FF插电混合动力车辆的以起动器电源为中心的电源系统结构的电源电路图。
图3是表示应用了实施例1的控制装置的FF插电混合动力车辆的控制系统结构的框图。
图4是表示由实施例1的混合动力控制模块所执行的电容器充放电控制处理的流程的流程图。
具体实施方式
以下，根据附图所示的实施例1对实现本发明的插电混合动力车辆的控制装置的优选方式进行说明。
实施例1
首先，对结构进行说明。
将应用了实施例1的控制装置的FF(前轮驱动)插电混合动力车辆(插电混合动力车辆的一例)的结构分为“驱动系统结构”、“电源系统结构”、“控制系统结构”、“电容器充放电控制的详细结构”来进行说明。
[驱动系统结构]
图1表示FF插电混合动力车辆的整体。以下，根据图1说明FF插电混合动力车辆的驱动系统结构。
如图1所示，作为所述驱动系统，具备起动器马达1(简称“M”)、横置发动机2(简称“ICE”)、第一离合器3(简称“CL1”)、电动发电机4(简称“M/G”)、第二离合器5(简称“CL2”)以及皮带式无级变速机6(简称“CVT”)。皮带式无级变速机6的输出轴经由终减速轮系7、差动齿轮8以及左右驱动轴9R、9L与左右前轮10R、10L驱动连结。此外，左右后轮11R、11L为从动轮。
所述起动器马达1是如下的转动动力输出轴的马达：具有与设置于横置发动机2的曲轴的发动机启动用齿轮相啮合的齿轮，以后述的电容器23为电源，在发动机启动时对曲轴进行旋转驱动。
所述横置发动机2是使曲轴方向为车宽方向并配置在前室的发动机，具有电动水泵12以及探测横置发动机2的逆向转动的曲轴旋转传感器13。
所述第一离合器3是插入安装在横置发动机2与电动发电机4之间的利用液压而工作的干式多片摩擦离合器，通过第一离合器液压来控制所述第一离合器3的完全接合/滑动接合/释放。
所述电动发电机4是经由第一离合器3与横置发动机2连结的三相交流的永磁体型同步马达。该电动发电机4以后述的强电电池21为电源，定子线圈经由AC线束27与逆变器26连接，该逆变器26在动力运转时将直流转换为三相交流，在再生时将三相交流转换为直流。
所述第二离合器5是插入安装在电动发电机4与作为驱动轮的左右前轮10R、10L之间的利用液压而工作的湿式多片摩擦离合器，通过第二离合器液压控制所述第二离合器5的完全接合/滑动接合/释放。实施例1的第二离合器5借用了设置于利用行星齿轮的皮带式无级变速机6的前进后退切换机构的前进离合器5a和后退制动器5b。也就是说，在前进行驶时将前进离合器5a作为第二离合器5，在后退行驶时将后退制动器5b作为第二离合器5。
所述皮带式无级变速机6是通过向主油室和副油室提供的变速液压来改变皮带的卷绕直径从而获得无级变速比的变速机。该皮带式无级变速机6具有主油泵14(机械驱动)、副油泵15(马达驱动)以及未图示的控制阀单元，该控制阀单元将通过对泵排出压力进行调节而生成的管线液压作为原始压力来生成第一、第二离合器液压以及变速液压。
由所述第一离合器3、电动发电机4以及第二离合器5构成1马达/2离合器的驱动系统，作为利用该驱动系统的主要的驱动方式，具有“EV模式”和“HEV模式”。“EV模式”是将第一离合器3释放并将第二离合器5接合从而使驱动源仅具有电动发电机4的电动汽车模式，将“EV模式”下的行驶称为“EV行驶”。“HEV模式”是将两个离合器3、5接合从而使驱动源具有横置发动机2和电动发电机4的混合动力车模式，将“HEV模式”下的行驶称为“HEV行驶”。
所述电动发电机4基本上在制动操作时进行再生动作，具有随着进行再生动作而在制动操作时对总制动扭矩进行控制的再生协调制动单元16。该再生协调制动单元16具备制动踏板、电动增压器以及主缸，电动增压器在制动操作时进行再生部分/液压部分的协调控制以通过液压制动力来分担从表现为踏板操作量的请求制动力中减去再生制动力后得到的部分。
[电源系统结构]
图1表示FF插电混合动力车辆的整体系统，图2表示以起动器电源为中心的电源系统结构。以下根据图1和图2对FF插电混合动力车辆的电源系统结构进行说明。
如图1所示，所述电源系统具备作为电动发电机电源的强电电池21、作为12V系负载电源的12V电池22以及作为起动器电源的电容器23。
所述强电电池21是作为电动发电机4的电源而搭载的二次电池，例如使用将层叠有多个单电池的电池模块设定在电池盒壳体内而得到的锂离子电池。在该强电电池21中内置集成有进行强电的供给/切断/分配的继电器电路的接线盒，还附设有具有空调功能的电池温度调整单元24以及对电池充电容量(电池SOC)、电池温度进行监视的锂电池控制器86。
所述强电电池21与电动发电机4经由DC线束25、逆变器26以及AC线束27相连接。在逆变器26中内置集成有进行强电的供给/切断/分配的继电器电路的接线盒28，还附设有供暖电路29、电动空调30以及进行动力运转/再生控制的马达控制器83。也就是说，逆变器26在通过强电电池21的放电来驱动电动发电机4的动力运转时，将来自DC线束25的直流转换为流向AC线束27的三相交流。另外，在通过电动发电机4的发电对强电电池21充电的再生时，将来自AC线束27的三相交流转换为流向DC线束25的直流。
所述强电电池21经由DC线束31连接快速外部充电端口32，并且经由DC分支线束25’、充电器33以及AC线束34连接普通外部充电端口35。充电器33进行AC/DC转换、电压转换。在快速外部充电时，例如通过将设置在外出目的地等的充电桩的连接器插头与快速外部充电端口32连接来从外部充电(快速外部充电)。在普通外部充电时，例如通过将家庭用电源的连接器插头与普通外部充电端口35连接来从外部充电(普通外部充电)。
所述12V电池22是作为除起动器马达1以外的其它辅机类即12V系负载36的电源而搭载的二次电池，例如使用一般在发动机汽车等中搭载的铅电池。强电电池21与12V电池22经由DC分支线束25”、DC/DC转换器37以及电池线束38相连接。DC/DC转换器37将来自强电电池21的数百伏电压转换为12V，并设为通过混合动力控制模块81对该DC/DC转换器37进行控制来管理12V电池22的充电量的结构。
所述电容器23是作为起动器马达1的专用电源而搭载的蓄电器件，具有大的静电电容，使用具有快速充放电性能优秀这种特征的被称为双电层电容器(eDLC：electricDoubleLayerCapacitor)的电容器。如图2所示，辅机负载电源系统39与电容器23经由设置有熔丝40的电池分支线束38’和电容器充电电路41相连接。另外，电容器23与起动器马达1经由电容器线束42、电阻43以及继电器开关44相连接。此外，通过电容器23和电容器充电电路41等构成DLC单元45，通过起动器马达1和继电器开关44等构成起动器单元46。以下，对DLC单元45和起动器单元46的详细结构进行说明。
如图2所示，所述DLC单元45具备电容器23、电容器充电电路41、自然放电用开关47、强制放电用开关48、单电池电压监视器49(电容器电压检测单元)以及电容器温度传感器50。
所述电容器23是将多个DLC单电池串联/并联连接而构成的，在多个DLC单电池的两端部并联地设置有自然放电用开关47、强制放电用开关48以及电容器温度传感器50。另外，单电池电压监视器49与各DLC单电池并联地设置以检测多个DLC单电池各自的单电池电压(＝电容器电容)。
所述电容器充电电路41包括内置有基于开关方式的半导体继电器的DC/DC转换器电路(开关元件、扼流线圈、电容器以及二极管的组合电路)。该电容器充电电路41具有由混合动力控制模块81控制的半导体继电器51和DC/DC转换器52。半导体继电器51是使用了半导体开关元件的无节点继电器，例如图2的左下部表示的概要那样，设为使用了通过光信号在被绝缘的输入输出的空间进行传递的被称作光电耦合器的光半导体的结构。该半导体继电器51具有使电容器23从辅机负载电源系统38分离或与辅机负载电源系统38连接的开关功能。DC/DC转换器52将所输入的直流通过开关元件细分为脉冲电流，并将这些接合来获得所需电压的直流输出，由此具有将12V直流转换为13.5V直流的功能以及切换电容器充电电流的功能。
所述起动器单元46具备起动器马达1、继电器开关43、电磁致动器53以及小齿轮移位机构54。
所述电磁致动器53以向两个线圈55、56通电而得到的电磁力将继电器开关44接通，并且使小齿轮移位机构54的小齿轮57移位到与环形齿轮58相啮合的位置。在通电切断时将继电器开关44断开，并且将小齿轮57移位到与环形齿轮58的啮合被解除的位置。此外，环形齿轮58被设置在横置发动机2的曲轴。辅机负载电源系统39与两个线圈55、56经由设置有起动器切断继电器59、HEV/IS/继电器60以及起动器继电器61的电池分支线束38”相连接。起动器切断继电器59的通电/切断通过车身控制模块87进行。HEV/IS/继电器60的通电/切断通过混合动力控制模块81进行。起动器继电器61的通电/切断通过发动机舱开关模块88进行。此外，在电池分支线束38”相交的位置设置有继电器诊断用的电压传感器62。
所述小齿轮移位机构54具有以相对于起动器马达1的马达轴可沿轴方向移动的方式设置的小齿轮57以及将一端侧与电磁致动器53连接并将另一端侧嵌合在小齿轮57的移位槽的移位杆63。
[控制系统结构]
图1表示FF插电混合动力车辆的整体系统，图2表示以起动器电源为中心的电源系统结构，图3表示控制系统结构。以下，根据图1～图3对FF插电混合动力车辆的控制系统结构进行说明。
作为所述控制系统，如图1～图3所示，作为承担对车辆整体的能量消耗适当地进行管理的功能的整合控制单元，具备混合动力控制模块81(简称：“HCM”)。作为与该混合动力控制模块81连接的控制单元，具有发动机控制模块82(简称：“ECM”)、马达控制器83(简称：“MC”)以及CVT控制单元84(简称：“CVTCU”)。而且，具有数据通信模块85(简称：“DCM”)和锂电池控制器86(简称：“LBC”)。还具有车身控制模块87(简称：“BCM”)和发动机舱开关模块88(简称：“USM”)。这些控制单元除了将混合动力控制模块81与DLC单元45连接的LIN通信线89(LIN：“LocalInterconnectNetwork：本地互联网络”的简称)以外，还通过CAN通信线90(CAN：“ControllerAreaNetwork：控制器局域网络”的简称)可双向信息交换地进行连接。
所述混合动力控制模块81根据来自各控制单元、点火器开关91、加速踏板开度传感器92、车速传感器93等的输入信息进行各种控制。其中，为了使可从外部充电的FF插电混合动力车辆以高燃烧消耗率行驶而进行的控制是基于强电电池21的电池SOC的行驶模式(“CD模式”、“CS模式”)的选择控制(行驶模式选择控制单元)。
所述“CD模式(ChargeDepletingmode：电量消耗模式)”原则上是使消耗强电电池21的电力的EV行驶优先的模式，例如在强电电池21的电池SOC从饱和SOC下降到设定SOC的期间被选择。但是，在如果进行EV行驶则驱动力不足的高负荷行驶等时例外地进行HEV行驶。选择了该“CD模式”期间的横置发动机2的启动以利用起动器马达1的启动(起动器启动)为基本，将利用电动发电机4的启动(M/G启动)设为例外。
所述“CS模式(ChargeSustainmode：电量保持模式)”原则上是使维持强电电池21的电力的HEV行驶优先的模式，当强电电池21的电池SOC变为设定SOC以下时被选择。也就是说，在需要将强电电池21的电池SOC维持在规定范围时，利用通过横置发动机2的驱动使电动发电机4发电的发动机发电来进行HEV行驶。选择了该“CS模式”期间的横置发动机2的启动以利用电动发电机4的启动(M/G启动)为基本，将利用起动器马达1的启动(起动器启动)设为例外。此外，作为模式切换阈值的“设定SOC”在CD模式→CS模式时的阈值(例如20％左右)和CS模式→CD模式时的阈值(例如25％左右)之间具有滞后。
在所述混合动力控制模块81中，除“CD模式”和“CS模式”的选择控制以外，还进行利用起动器马达1的发动机启动控制、对电容器23充电的充电控制以及从电容器23放电的放电控制。还进行如下述那样的起动器关联控制。
(A)从发动机启动后到起动器启动允许为止的时间缩短控制。
(B)从点火器接通到起动器启动允许为止的时间缩短控制。
(C)电容器23的劣化加剧抑制控制(实施例1)。
(D)电容器23的高温/低温时对策控制。
(E)车辆用辅机的电压瞬降防止控制。
所述发动机控制模块82进行横置发动机2的燃料喷射控制、点火控制、燃料削减控制等。马达控制器83利用逆变器26进行电动发电机4的动力运转控制、再生控制等。CVT控制单元84进行第一离合器3的接合液压控制、第二离合器5的接合液压控制、皮带式无级变速机6的变速液压控制等。关于数据通信模块85，在远程操作便携式遥控钥匙的开关时，如果与便携式遥控钥匙之间建立通信，则例如进行充电端口盖、连接器锁定机构的锁定/开锁的控制。锂电池控制器86对强电电池21的电池SOC、电池温度等进行管理。车身控制模块87进行起动器切断继电器59的通电/切断控制。发动机舱开关模块87根据来自抑制开关94的档位信号，对内置的起动器继电器61的通电/切断进行控制。
[电容器充放电控制的详细结构]
图4表示由混合动力控制模块81执行的电容器充放电控制处理流程(电容器充放电控制单元)。以下，对表示电容器充放电控制处理结构的图4的各步骤进行说明。
在步骤S1中判断点火器开关91是否接通。在“是”(点火器接通)的情况下进入步骤S2，在“否”(点火器断开)的情况下重复步骤S1的判断。
在步骤S2中，在步骤S1中判断为点火器接通之后，判断通过行驶模式选择控制所选择的行驶模式是否为“CS模式”。在“是”(选择了CS模式的期间)的情况下进入步骤S5，在“否”(选择了CD模式的期间)的情况下进入步骤S3。
在步骤S3中，在步骤S2中判断为是选择了CD模式的期间或者在步骤S4中的电容器再次充电之后，判断电容器电压是否为起动器启动允许电压a以上。在“是”(电容器电压≥起动器启动允许电压a)的情况下结束处理，在“否”(电容器电压<起动器启动允许电压a)的情况下进入步骤S4。
在此，例如在实施例1的满充电时电容器电压为13.5V的电容器23的情况下，将“起动器启动允许电压a”设定为使起动器启动所需要的时间在目标时间内的12.5V左右。
在步骤S4中，在步骤S3中判断为电容器电压<起动器启动允许电压a之后，进行电容器23的再次充电，并返回步骤S3。
在该电容器23再次充电的情况下，选择抑制电容器劣化的通常电流1(例如15A)作为充电电流，并通过电流1对电容器23再次充电。
在步骤S5中，在步骤S2中判断为是选择了CS模式的期间之后，判断电容器电压是否为不使劣化加剧的电压b以下。在“是”(电容器电压≤电压b)的情况下进入步骤S8，在“否”(电容器电压>电压b)的情况下进入步骤S6。
在此，例如在实施例1的满充电时电容器电压为13.5V的电容器23的情况下，将“不使劣化加剧的电压b”设定为能够抑制由于内部电阻增加而导致劣化加剧的6.0V左右。
在步骤S6中，在步骤S5或步骤S7中判断为电容器电压>电压b之后，将强制放电用开关48闭合来对电容器23强制放电，并进入步骤S7。
在此，例如通过作为通常的放电电流的电流3进行电容器强制放电。
在步骤S7中，在步骤S6中的电容器强制放电之后，判断电容器电压是否为不使劣化加剧的电压b以下。在“是”(电容器电压≤电压b)的情况下进入步骤S8，在“否”(电容器电压>电压b)的情况下返回步骤S6。
在此，“不使劣化加剧的电压b”使用与步骤S5相同的电压值。
在步骤S8中，在步骤S5或步骤S7中判断为电容器电压≤电压b之后，判断从“CS模式”向“CD模式”的逆向转变的事先预测条件(事先预测1或2)是否成立。在“是”(事先预测1或2成立)的情况下进入步骤S9，在“否”(事先预测1或2不成立)的情况下结束处理(逆向转变事先预测单元)。
在此，事先预测1是在“CS模式”下的行驶期间基于强电电池21的电池SOC的上升速度来事先预测向“CD模式”的逆向转变的条件。具体地说，在强电电池21的电池SOC上升时，假设保持当前时点的上升速度，估计从当前时点起直到横切“CS模式”→“CD模式”的模式切换阈值(例如25％)为止所需的时间。而且，在到横切模式切换阈值为止的估计时间处于基于电容器再次充电所需的时间的设定时间内时，判断为逆向转变的事先预测条件成立。
事先预测2是在“CS模式”下的下坡行驶期间基于下坡行驶续航距离事先预测向“CD模式”的逆向转变的条件。具体地说，在被判定为是下坡行驶时，根据从当前时点起的下坡行驶续航距离来估计是否横切“CS模式”→“CD模式”的模式切换阈值(例如25％)。而且，当估计为如果就这样持续下坡行驶则横切模式切换阈值时，判断为逆向转变的事先预测条件成立。此外，下坡判定例如根据来自前后加速度传感器的前后加速度信息来进行估计，下坡行驶续航距离例如根据表示本车位置的GPS信息和道路信息来获取。
在步骤S9中，在步骤S8中判断为事先预测1或2成立或在步骤S10中判断为电容器电压<起动器启动允许电压a之后进行电容器23的再次充电，并返回步骤S3。
在该电容器23的再次充电的情况下，例如选择比电流1(例如15A)高的电流2(例如20A)作为充电电流，并利用电流2进行电容器23的再次充电。
在步骤S10中，在步骤S9中的电容器再次充电之后，判断电容器电压是否为起动器启动允许电压a以上。在“是”(电容器电压≥起动器启动允许电压a)的情况下结束处理，在“否”(电容器电压<起动器启动允许电压a)的情况下返回到步骤S9。
在此，将“起动器启动允许电压a”设定为与步骤S3相同的值。
接着，对作用进行说明。
将实施例1的FF插电混合动力车辆的控制装置的作用分为[电容器电源电路结构的特征作用]、[电容器电源的充放电作用]、[点火器接通时的电容器充放电控制作用]来进行说明。
[电容器电源电路结构的特征作用]
例如，在怠速停止(idlestop)汽车中，在将起动器马达的电源设为12V电池的情况下，将电源电路结构设为从实施例1的电容器电源电路结构中去除DLC单元45和熔丝40后的结构，并将其作为比较例。
在该比较例的情况下，起动器马达和车辆辅机类的电源共用一个12V电池。因此，在车辆辅机类中的电力需要量高时，如果利用起动器马达进行发动机启动，则供给电力不足，在发动机启动开始的瞬间发生车辆辅机类的电压突然降低的电压瞬降现象。
对此，在实施例1中，通过将强电电池21与12V电池22经由DC/DC转换器37相连接来构成辅机负载电源系统39。DLC单元45构成为具有从DC/DC转换器37分支并连接的电容器充电电路41和与电容器充电电路41连接的电容器23。而且，通过在辅机负载电源系统39与DLC单元45之间设置内置于电容器充电电路41并作为开关的半导体继电器51来构成电容器电源电路。
通过该结构，以来自强电电池21的电力对12V电池22和电容器23充电，并且从12V电池22向车辆辅机类即12V系负载36供给所需电力，并从电容器23向起动器马达1供给所需电力。即，不使起动器马达1和12V系负载36共用电源，12V电池22和电容器23这两个电源得到强电电池21的充电支持。
而且，不变更作为比较例的怠速停止汽车的电源电路结构，而通过追加DLC单元45(电容器充电电路41+电容器23)来构成电容器电源电路。这样，能够以与辅机类的追加相同的要领追加DLC单元45，因此强电电池21和DC/DC转换器37的控制不需要从比较例的控制进行变更。
并且，在辅机负载电源系统39的充放电平衡将要破坏的情况下，DLC单元45(电容器充电电路41+电容器23)能够对充电电流进行控制，并且能够通过作为开关的半导体继电器51与辅机负载电源系统39分离。因此，通过在起动器启动时事先将半导体继电器51打开，能够防止车辆辅机类的电压突然降低的电压瞬降现象。除此之外，对于DC/DC转换器37的转换器容量、12V电池22的电池容量，不需要从比较例中所设定的转换器容量、电池容量进行变更。
[电容器电源的充放电作用]
对通过混合动力控制模块81对所述电容器电源电路进行的“起动器马达1的发动机启动控制作用”、“对电容器23充电的充电控制作用”、“从电容器23放电的放电控制作用”进行说明。
关于利用起动器马达1的发动机启动，当基于来自混合动力控制模块81的起动器启动指令的输出来对HEV/IS/继电器60通电时，继电器开关44变为接通，小齿轮57移位到与环形齿轮58啮合的位置。由此，以电容器23为电源的起动器马达1通过使横置发动机2的曲轴旋转来进行起动器启动，在从通电起经过规定时间后将HEV/IS/继电器60切断。此外，起动器切断继电器59除了禁止发动机启动的车辆条件成立的情况之外，都由车身控制模块87维持通电。另外，内置于发动机舱开关模块88的起动器继电器61只在选择P档时通电，在选择了P档以外的D档等时为切断状态。
因而，对于利用起动器马达1的发动机启动控制，原则上在基于起动器启动允许条件下的起动器启动指令来对HEV/IS/继电器60通电的期间，起动器马达1使用电容器23的电力进行驱动来使横置发动机2启动。
对于对电容器23的充电，基于来自混合动力控制模块81的充电指令的输出将电容器充电电路41的半导体继电器51闭合，并选择电容器充电电流。由此，将来自强电电池21的电力经由DC/DC转换器37→熔丝40→半导体继电器51→DC/DC转换器52导入到电容器23，来进行与电容器充电电流相应的短时间充电。此外，作为电容器充电电流，将电流1(例如15A)作为基本电流，作为例外，具有通过从电流1变更而可选择的电流2(例如20A)。
因而，对于对电容器23充电的充电控制，在输出充电指令的期间，使用来自强电电池21的电力，通过所选择的电容器充电电流对电容器23充电。
对于从电容器23的放电，基于来自混合动力控制模块81的自然放电指令的输出将DLC单元45的自然放电用开关47闭合，来进行从电容器23的自然放电。另外，基于来自混合动力控制模块81的强制放电指令的输出将DLC单元45的强制放电用开关48闭合，来进行从电容器23的强制放电。将该强制放电的情况下的每单位时间的放电量设定为比自然放电的情况下的每单位时间的放电量大。
因而，对于对电容器23的强制放电控制，在基于强制放电指令将强制放电用开关48闭合的期间，将电容器23的电力转换为电阻热，以比自然放电更短的时间进行放电。此外，作为电容器放电电流，将电流3作为基本电流，作为例外，具有比电流3大的电流4。
因而，对于对电容器23的强制放电控制，在输出放电指令的期间，从强电电池21通过所选择的电容器放电电流来放电。
[点火器接通时的电容器充放电控制作用]
如所述那样，为了使能够从外部充电的FF插电混合动力车辆以高燃烧消耗率行驶，而根据强电电池21的电池SOC进行行驶模式选择控制。在该行驶模式选择控制中，在强电电池21的电池SOC从饱和SOC下降到设定SOC(＝阈值)的期间，原则上选择使消耗强电电池21的电力的EV行驶优先的“CD模式”。而且，当强电电池21的电池SOC变为设定SOC(＝阈值)以下时，原则上选择使维持强电电池21的电力的HEV行驶优先的“CS模式”。并且，选择了“CD模式”期间的横置发动机2的启动以利用起动器马达1的启动(起动器启动)为基本，选择了“CS模式”期间的横置发动机2的启动以利用电动发电机4的启动(M/G启动)为基本。
因此，实施例1的电容器充放电控制是使用作为插电混合动力车辆的特征的行驶模式选择控制信息，在点火器接通时对电容器充电量(＝电容器电压)进行管理。
即，在选择了以起动器启动为基本的“CD模式”时，为了不等待电容器充电时间而能够响应于起动器启动指令来进行起动器启动，需要预先提高电容器电压。与此相对地，在选择了以M/G启动为基本的“CS模式”时，不需要为了准备进行起动器启动而预先提高电容器电压，电容器在保持满充电状态时内部电阻增加而劣化加剧，因此如果不使用则进行放电来设为不使劣化加剧的电压以下能够延长寿命。
因而，将在点火器接通时所选择的行驶模式作为电容器充电状态的管理指标，在选择了“CD模式”时使起动器启动优先，在选择了“CS模式”时使电容器劣化防止优先。而且，在事先预测从“CS模式”向“CD模式”的逆向转变时，如果事先预测成立，则开始再次充电而为起动器启动做准备。以下，根据图4对反映该情况进行的点火器接通时的电容器充放电控制作用进行说明。
首先，在点火器接通时选择了“CD模式”且电容器电压小于起动器启动允许电压a时，在图4的流程图中进行步骤S1→步骤S2→步骤S3→步骤S4。然后，在步骤S3中判断为电容器电压小于起动器启动允许电压a的期间，重复进行步骤S3→步骤S4的流程。即，在选择了“CD模式”的点火器接通时，将电容器电压维持为起动器启动允许电压a以上。
另一方面，当在点火器接通时从“CD模式”转变为“CS模式”时，由于电容器电压高于不使劣化加剧的电压b，因此在图4的流程图中进行步骤S1→步骤S2→步骤S5→步骤S6→步骤S7。而且，在步骤S7中判断为电容器电压>电压b的期间，重复进行步骤S6→步骤S7的流程来进行电容器强制放电。然后，当通过强制放电成为电容器电压≤电压b时，从步骤S7进入步骤S8，只要维持电容器电压≤电压b，就重复进行步骤S1→步骤S2→步骤S5→步骤S8→结束处理的过程。即，在选择了“CS模式”的点火器接通时，将电容器电压维持为不使劣化加剧的电压b以下。
并且，当在选择了“CS模式”的期间事先预测从“CS模式”向“CD模式”的逆向转变的事先预测1或事先预测2成立时，从步骤S8进入步骤S9→步骤S10。而且，在步骤S10中判断为电容器电压小于起动器启动允许电压a的期间，重复进行步骤S9→步骤S10的流程。然后，当在步骤S10中判断为电容器电压为起动器启动允许电压a以上时，结束处理。即，当在选择了“CS模式”的期间事先预测1或事先预测2成立时，开始再次充电，使电容器电压为起动器启动允许电压a以上，为紧接着逆向转变为“CD模式”之后的起动器启动做准备。
如所述那样，在实施例1中，在点火器接通时选择了“CS模式”时，维持不使劣化加剧的电压b以下的电容器电压。而且，采用了在从“CS模式”向“CD模式”的逆向转变预测成立的时点进行再次充电直到电容器电压为起动器启动允许电压a以上为止(图4的步骤S1～步骤S10)。
即，由于通常情况下在“CS模式”下维持强电电池21的电池SOC，因此不会发生从“CS模式”向“CD模式”的逆向转变。但是，在由于从高山向平地那样的长下坡等而持续再生的情况下，对强电电池21的充电量大，因此会发生恢复至能够向“CD模式”转变的电池SOC的情况。伴随着这样的“CS模式”→“CD模式”的逆向转变，再次允许在选择了“CS模式”期间被禁止的起动器启动，因此需要进行再次充电直到电容器电压为起动器启动允许电压a为止。但是，在向“CD模式”的转变完成后进行电容器23的再次充电的情况下，虽然立即发出起动器启动请求但是无法应对。对此，通过事先预测来预先对电容器23再次充电，由此缩短起动器启动允许时间。
其结果，能够在点火器接通时抑制电容器23的劣化加剧并能够在从“CS模式”向“CD模式”的逆向转变时缩短直到允许起动器启动为止的时间。
在实施例1中采用了以下结构(图4的步骤S2～步骤S4)：在点火器接通时选择了“CD模式”时，维持起动器启动允许电压a以上的电容器电压。
即，在选择了“CD模式”时，维持使起动器启动优先的电容器电压(起动器启动允许电压a以上)。
因而，在点火器接通时选择了“CD模式”时，能够高响应地应对起动器启动请求。
在实施例1中采用了以下结构(图4的步骤S5～S7)：当在点火器接通时从“CD模式”转变为“CS模式”时，将电容器电压从起动器启动允许电压a以上强制放电到不使劣化加剧的电压b以下。
即，从起动器启动允许电压a以上到不使劣化加剧的电压b以下，电容器电压的偏离幅度大，如果通过自然放电等待电容器电压下降，则需要的时间长。
与此相对地，在随着从“CD模式”转变为“CS模式”而使电容器电压从起动器启动允许电压a以上下降至不使劣化加剧的电压b以下时，通过使用强制放电，来使电容器电压早期地下降到不使劣化加剧的电压b以下，由此能够抑制电容器劣化的加剧。
接着，对效果进行说明。
在实施例1的FF插电混合动力车辆的控制装置中，能够获得下述所列举的效果。
(1)一种插电混合动力车辆(FF插电混合动力车辆)的控制装置，在该插电混合动力车辆(FF插电混合动力车辆)中，
在驱动系统中具有起动器马达1、发动机(横置发动机2)以及电动发电机4，以及
作为电源系统，具备作为所述电动发电机4的电源的强电电池21、作为所述起动器马达1的电源的电容器23以及对所述电容器23的充放电进行控制的电容器充放电控制单元(混合动力控制模块81)，
其中，能够从外部对所述强电电池21充电，
在该插电混合动力车辆的控制装置中设置有以下单元：
发动机启动控制单元(混合动力控制模块81)，其使用以所述电容器23为电源的起动器马达1转动所述发动机(横置发动机2)的动力输出轴来进行起动器启动；
行驶模式选择控制单元(混合动力控制模块81)，其在所述强电电池21的充电容量(电池SOC)为阈值以上时，原则上选择消耗所述强电电池21的电力来进行EV行驶的CD模式，在所述强电电池21的充电容量(电池SOC)小于阈值时，原则上选择为了维持所述强电电池21的充电容量(电池SOC)而进行HEV行驶的CS模式；以及
逆向转变事先预测单元(图4的步骤S8)，其事先预测从所述CS模式向所述CD模式的转变，
其中，在点火器接通时选择了所述CS模式时，所述电容器充放电控制单元(混合动力控制模块81)维持不使劣化加剧的电压b以下的电容器电压，在从所述CS模式向所述CD模式的逆向转变预测成立的时点，所述电容器充放电控制单元(混合动力控制模块81)进行再次充电直到电容器电压为起动器启动允许电压a以上为止(图4)。
因此，能够在点火器接通时抑制电容器23的劣化加剧，并能够在从“CS模式”向“CD模式”的逆向转变时缩短直到允许起动器启动为止的时间。
(2)在点火器接通时选择了所述CD模式时，所述电容器充放电控制单元(混合动力控制模块81)维持起动器启动允许电压a以上的电容器电压(图4)。
因此，除了(1)的效果之外，还能够在点火器接通时选择了“CD模式”时高响应地应对起动器启动请求。
(3)当在点火器接通时从所述CD模式转变为所述CS模式时，所述电容器充放电控制单元(混合动力控制模块81)进行强制放电直到电容器电压从起动器启动允许电压a以上变为不使劣化加剧的电压b以下为止(图4)。
因此，除了(1)或(2)的效果之外，还能够在从“CD模式”向“CS模式”转变时，通过使电容器电压早期地下降至不使劣化加剧的电压b以下，来抑制电容器劣化的加剧。
(4)所述逆向转变事先预测单元(图4的步骤S8)在所述CS模式下的行驶期间，根据所述强电电池21的充电容量(电池SOC)的上升速度来事先预测向所述CD模式的转变(图4)。
因此，除了(1)～(3)的效果之外，还能够在短时间内通过高的再生量使强电电池21的充电容量(电池SOC)上升时，高精度地事先预测向“CD模式”的转变。
(5)所述逆向转变事先预测单元(图4的步骤S8)在所述CS模式下的下坡行驶期间，根据下坡行驶续航距离来事先预测向所述CD模式的转变(图4)。
因此，除了(1)～(3)的效果之外，还能够在强电电池21的充电容量(电池SOC)的上升速度小但在长时间内持续再生的下坡行驶时，高精度地事先预测向“CD模式”的转变。
以上，根据实施例1对本发明的插电混合动力车辆的控制装置进行了说明，但是具体的结构并不限于该实施例1，只要不偏离权利要求书的各个权利要求所涉及的发明的主旨，就允许进行设计的变更、追加等。
在实施例1中示出了以下例子：作为电容器充放电控制单元，在点火器接通时选择了CS模式时，维持不使劣化加剧的电压b以下的电容器电压，在从CS模式向CD模式的逆向转变预测成立的时点，进行再次充电直到电容器电压为起动器启动允许电压a为止。但是也可以设为以下例子：作为电容器充放电控制单元，在点火器接通时选择了CS模式时，维持0V的电容器电压。另外，也可以设为以下例子：在从CS模式向CD模式的逆向转变预测成立时，再次充电直到电容器电压达到满充电为止。
在实施例1中示出了以下例子：作为逆向转变事先预测单元，在CS模式下的行驶期间，根据强电电池21的电池SOC的上升速度或下坡行驶续航距离来事先预测向CD模式的转变。但是，作为逆向转变事先预测单元，例如只要是能够根据对强电电池的充电量和再生量的历史记录来对向CD模式的转变进行事先预测等、总之是在CS模式下的行驶期间对向CD模式的转变进行事先预测的单元即可。
在实施例1中示出了以下例子：作为电容器充放电控制单元，使用行驶模式信息和电容器电压信息来进行再次充电、强制放电的控制。但是，也可以设为以下例子：作为电容器充放电控制单元，代替电容器电压信息而使用电容器电容信息进行再次充电、强制放电的控制。也就是说，当将电容器电容设为Q、将静电电容设为C、将电容器电压设为V时，表示为Q＝C·V，当静电电容C固定时，电容器电容Q与电容器电压V成比例，从而即使代替电容器电压信息而使用电容器电容信息也为等效控制。
在实施例1中，示出了使用混合动力控制模块81作为电容器充放电控制单元的例子。但是，作为电容器充放电控制单元，也可以使用独立设置的电源系统控制器，另外，也可以设为以下例子：在混合动力控制模块以外的控制器中设置电源系统的电容器充放电控制部。
在实施例1中，示出了将本发明的控制装置应用于FF插电混合动力车辆的例子。但是，本发明的控制装置不限于FF插电混合动力车辆，也能够应用于FR(后轮驱动)插电混合动力车辆、4WD(四轮驱动)插电混合动力车辆。总之，只要是具备电容器作为起动器电源并是能够从外部对强电电池充电的插电混合动力车辆就能够应用。
本申请基于2013年5月29日向日本特许厅申请的特愿2013-112749主张优先权，其全部公开内容都作为参照引入本说明书中。

Claims (5)

1.一种插电混合动力车辆的控制装置，在该插电混合动力车辆中，
在驱动系统中具有起动器马达、发动机以及电动发电机，以及
作为电源系统，具备作为所述电动发电机的电源的强电电池、作为所述起动器马达的电源的电容器以及对所述电容器的充放电进行控制的电容器充放电控制单元，
其中，能够从外部对所述强电电池充电，
该插电混合动力车辆的控制装置的特征在于，设置有以下单元：
发动机启动控制单元，其使用以所述电容器为电源的起动器马达转动所述发动机的动力输出轴来进行起动器启动；
行驶模式选择控制单元，其在所述强电电池的充电容量为阈值以上时，原则上选择消耗所述强电电池的电力来进行EV行驶的电量消耗模式，在所述强电电池的充电容量小于阈值时，原则上选择为了维持所述强电电池的充电容量而进行HEV行驶的电量保持模式；以及
逆向转变事先预测单元，其事先预测从所述电量保持模式向所述电量消耗模式的转变，
其中，在点火器接通时选择了所述电量保持模式时，所述电容器充放电控制单元维持不使劣化加剧的电压以下的电容器电压，在从所述电量保持模式向所述电量消耗模式的逆向转变预测成立的时点，所述电容器充放电控制单元进行再次充电直到电容器电压为起动器启动允许电压以上为止。
2.根据权利要求1所述的插电混合动力车辆的控制装置，其特征在于，
在点火器接通时选择了所述电量消耗模式时，所述电容器充放电控制单元维持起动器启动允许电压以上的电容器电压。
3.根据权利要求1或2所述的插电混合动力车辆的控制装置，其特征在于，
当在点火器接通时从所述电量消耗模式转变为所述电量保持模式时，所述电容器充放电控制单元进行强制放电直到电容器电压从起动器启动允许电压以上下降至不使劣化加剧的电压以下为止。
4.根据权利要求1至3中的任一项所述的插电混合动力车辆的控制装置，其特征在于，
所述逆向转变事先预测单元在所述电量保持模式下的行驶期间，根据所述强电电池的充电容量的上升速度来事先预测向所述电量消耗模式的转变。
5.根据权利要求1至3中的任一项所述的插电混合动力车辆的控制装置，其特征在于，
所述逆向转变事先预测单元在所述电量保持模式下的下坡行驶期间，根据下坡行驶续航距离来事先预测向所述电量消耗模式的转变。
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