CN107020940A - 混合动力车辆 - Google Patents

混合动力车辆 Download PDF

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Publication number
CN107020940A
CN107020940A CN201611198298.7A CN201611198298A CN107020940A CN 107020940 A CN107020940 A CN 107020940A CN 201611198298 A CN201611198298 A CN 201611198298A CN 107020940 A CN107020940 A CN 107020940A
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China
Prior art keywords
traveling
motor vehicle
vehicle driven
mixed power
power
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Granted
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CN201611198298.7A
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English (en)
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CN107020940B (zh
Inventor
初田纯平
风晴繁树
江藤正
今孝纪
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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    • 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
    • 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
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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
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
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    • Y10S903/914—Actuated, e.g. engaged or disengaged by electrical, hydraulic or mechanical means

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Abstract

本发明提供一种混合动力车辆，其具备内燃机、电动机、以及断开或连接从内燃机至驱动轮的动力传递路径的断接部，并利用来自内燃机与电动机中的至少一方的动力行驶，还具备：坡度取得部，其取得混合动力车辆所行驶的路面的坡度；以及控制部，其判断是进行第1行驶还是进行第2行驶，第1行驶是指断开断接部，使混合动力车辆利用来自电动机的动力行驶，第2行驶是指连接断接部，使混合动力车辆至少利用来自内燃机的动力行驶。如果坡度取得部取得的下坡坡度为阈值以上，则控制部限制从第2行驶向第1行驶切换，即使在混合动力车辆沿下坡进行第2行驶过程中得到了向第1行驶切换的请求，如果从第2行驶向第1行驶的切换被限制，则控制部维持第2行驶。

Description

混合动力车辆
技术领域
本发明涉及一种混合动力车辆。
背景技术
在专利文献1所记载的混合动力车辆中，在以发动机及电动机为动力源的混合动力车辆减速时使电动机作为发电机工作，以根据减速的程度而确定的再生量进行电动机驱动用蓄电装置的充电的再生控制装置根据下坡时的路面的坡度程度来校正从电动机至蓄电装置的再生量。通过进行该校正，在减速再生机会多的下坡过程中，能够抑制蓄电装置成为满充电状态从而不能再生制动的情况，能够防止失去减速的感觉从而产生不舒适感。此外，根据下坡时的路面的坡度程度设定自动变速器的变速比，由此在下坡时得到固定的减速感。
现有技术文献
专利文献
专利文献1：日本特开2000-102110号公报
发明内容
发明所要解决的课题
根据专利文献1公开的进行再生控制的混合动力车辆，通过进行与下坡时的路面的坡度程度相应的再生量的校正及自动变速器的变速比的设定，能够得到稳定的减速感，但由于不进行基于发动机制动器的制动，不能获得基于听觉的减速感。
此外，根据专利文献1公开的技术，在减速再生的机会多的下坡过程中，能够抑制蓄电装置成为满充电状态从而混合动力车辆不能再生制动的情况。但是，根据蓄电装置的充电状态和混合动力车辆行驶的下坡的距离以及坡度的程度，存在即使校正为使得再生量降低也不能避免蓄电装置成为满充电状态的情况。在该情况下，得不到稳定的减速感。
本发明的目的在于，提供一种混合动力车辆，其能够在行驶于下坡的过程中提供基于听觉的减速感，并提供稳定的减速感。
用于解决课题的手段
为了实现上述目的，技术方案1所记载的发明是一种混合动力车辆，其具备：内燃机(例如，后述的实施方式中的内燃机ENG)；电动机(例如，后述的实施方式中的电动发电机MG)；断接部(例如，后述的实施方式中的离合器CL2)，其断开或连接从所述内燃机至驱动轮的动力传递路径，所述混合动力车辆利用来自所述内燃机与所述电动机中的至少一方的动力而行驶，所述混合动力车辆的特征在于，具备：坡度取得部(例如，后述的实施方式中的倾斜传感器105)，其取得所述混合动力车辆所行驶的路面的坡度；以及控制部(例如，后述的实施方式中的管理ECU107)，其判断是进行第1行驶(例如，后述的实施方式中的EV行驶)还是进行第2行驶(例如，后述的实施方式中的ENG行驶)，所述第1行驶是指断开所述断接部，使所述混合动力车辆利用来自所述电动机的动力行驶，所述第2行驶是指连接所述断接部，使所述混合动力车辆至少利用来自所述内燃机的动力行驶，所述控制部根据所述混合动力车辆所行驶的下坡的由所述坡度取得部取得的坡度，判断为进行所述第2行驶。
技术方案2所记载的发明是一种混合动力车辆，其具备：内燃机(例如，后述的实施方式中的内燃机ENG)；电动机(例如，后述的实施方式中的电动发电机MG)；断接部(例如，后述的实施方式中的离合器CL2)，其断开或连接从所述内燃机至驱动轮的动力传递路径，所述混合动力车辆利用来自所述内燃机与所述电动机中的至少一方的动力而行驶，所述混合动力车辆的特征在于，还具备：坡度取得部(例如，后述的实施方式中的倾斜传感器105)，其取得所述混合动力车辆所行驶的路面的坡度；以及控制部(例如，后述的实施方式中的管理ECU107)，其判断是进行第1行驶(例如，后述的实施方式中的EV行驶)还是进行第2行驶(例如，后述的实施方式中的ENG行驶)，所述第1行驶是指断开所述断接部，使所述混合动力车辆利用来自所述电动机的动力行驶，所述第2行驶是指连接所述断接部，使所述混合动力车辆至少利用来自所述内燃机的动力行驶，所述控制部根据由所述坡度取得部取得的、所述混合动力车辆正行驶在的下坡的坡度，限制从所述第2行驶向所述第1行驶的切换。
技术方案3所记载的发明是在技术方案1或2所记载的发明中，当在所述混合动力车辆沿下坡进行所述第1行驶的过程中得到向所述第2行驶切换的请求时，所述控制部从所述第1行驶切换至所述第2行驶。
技术方案4所记载的发明是在技术方案1至3中的任意一项所记载的发明中，如果所述坡度取得部取得的所述下坡的坡度为阈值以上，则所述控制部限制从所述第2行驶向所述第1行驶的切换，即使在所述混合动力车辆沿所述下坡进行所述第2行驶的过程中得到了向所述第1行驶切换的请求，如果从所述第2行驶向所述第1行驶的切换被限制，则所述控制部维持所述第2行驶。
技术方案5所记载的发明是在技术方案1至4中的任意一项所述的发明中，如果所述混合动力车辆的行驶速度不足阈值，则所述控制部判断为与所述坡度取得部取得的所述下坡的坡度无关地进行所述第1行驶。
技术方案6所记载的发明是在技术方案1至5中的任意一项所记载的发明中，在所述混合动力车辆沿所述下坡进行所述第1行驶的过程中或进行所述第2行驶的过程中，所述控制部控制所述电动机进行再生动作。
发明的效果
根据技术方案1的发明，当第2行驶中的混合动力车辆减速时，由于内燃机提供制动力，如果根据混合动力车辆行驶于下坡时的坡度进行第2行驶，则能够得到内燃机的排气声。通过该排气声，混合动力车辆的驾驶员能够获得基于听觉的减速感，因此能够给该驾驶员提供动感十足的驾驶感。
此外，由于第1行驶时得到的减速感与第2行驶时得到的减速感之间存在区别，如果频繁地进行第1行驶与第2行驶的切换，则减速感不稳定，但通过如技术方案1的发明那样只要满足基于下坡坡度的条件就进行第2行驶，能够提供稳定的减速感。
根据技术方案2的发明，根据混合动力车辆行驶于下坡时的坡度来限制从第2行驶向第1行驶的切换，由此即使在沿该下坡进行第2行驶的过程中得到了向第1行驶切换的请求，混合动力车辆也维持于第2行驶。当第2行驶中的混合动力车辆减速时，由于内燃机提供制动力，在混合动力车辆沿下坡进行第2行驶时能够得到内燃机的排气声。通过该排气声，混合动力车辆的驾驶员能够获得基于听觉的减速感，因此能够给该驾驶员提供动感十足的驾驶感。
此外，由于第1行驶时得到的减速感与第2行驶时得到的减速感之间存在区别，如果频繁地进行第1行驶与第2行驶的切换，则减速感不稳定，但通过如技术方案2的发明那样只要满足基于下坡坡度的条件就限制从第2行驶向第1行驶的切换，能够提供稳定的减速感。
根据技术方案3的发明，在混合动力车辆沿下坡进行第1行驶的过程中，如果有向第2行驶切换的请求，则切换为第2行驶。如果向第2行驶切换的请求是基于混合动力车辆的驾驶员的操作，则能够与下坡的坡度无关地遵从该驾驶员的意志行驶，并且能够提供基于听觉的减速感并提供稳定的减速感。
根据技术方案4的发明，如果混合动力车辆行驶于下坡时的坡度为阈值以上，则限制从第2行驶向第1行驶的切换，由此即使在沿坡度为阈值以上的下坡进行第2行驶的过程中得到了向第1行驶切换的请求，混合动力车辆也维持于第2行驶。在切换至第1行驶的情况下，会发生内燃机的排气声消失、减速感变化等状况，但如果维持于第2行驶则不会发生这样的状况，因此不会给予混合动力车辆的驾驶员不舒适感。
根据技术方案5的发明，当行驶速度不足阈值时，混合动力车辆沿下坡进行第1行驶，因此能够防止以不足阈值的行驶速度进行第2行驶时可能发生的、内燃机的制动力导致的过剩减速感或驾驶性能的恶化。
根据技术方案6的发明，当混合动力车辆行驶于下坡时，如果电动机进行再生动作，电动机产生辅助机构等所需的电力，则能够防止向辅助机构等供给电力的蓄电器的充电状态下降。
附图说明
图1是示出混合动力车辆的内部结构的框图。
图2是示出管理ECU107进行的行驶模式的选择控制的处理流程的流程图。
图3是示出以ENG行驶模式在平坦路上行驶后的车辆行驶于下坡上时的行驶模式及各种参数的经时变化的一例的时序图。
图4是示出以EV行驶模式在平坦路上行驶后的车辆行驶于下坡上时的行驶模式及各种参数的经时变化的一例的时序图。
图5是示出以ENG行驶模式在下坡上行驶后的车辆行驶于平坦路上时的行驶模式及各种参数的经时变化的时序图。
图6是示出能够在串联方式和并联方式之间切换的HEV的内部结构的框图。
图7是示出能够在串联方式和并联方式之间切换的HEV的内部结构的框图。
图8是示出2MOT型电动4WD的HEV的内部结构的框图。
图9是示出1MOT型电动4WD的HEV的内部结构的框图。
图10是示出3MOT型电动4WD的HEV的内部结构的框图。
图11是示出2MOT型电动4WD的HEV的内部结构的框图。
标号说明
101：VCU；
103：车速传感器；
105：倾斜传感器；
107：管理ECU；
BAT：电池；
CL1、CL2：离合器；
ENG：内燃机；
INV：逆变器；
MG：电动发电机。
具体实施方式
以下，参照附图，对本发明的混合动力车辆(HEV：Hybrid Electric Vehicle)的实施方式进行说明。
图1是示出混合动力车辆的内部结构的框图。图1所示的混合动力车辆(以下仅称作“车辆”。)具备内燃机ENG、电动发电机MG、电池BAT、VCU(Voltage Control Unit：电压控制单元)101、逆变器INV、离合器CL1、CL2、车速传感器103、倾斜传感器105、以及管理ECU(Electronic Control Unit：电子控制单元)107，其根据车辆的行驶状态利用内燃机ENG和/或电动发电机MG的动力进行行驶。另外，图1中的粗实线表示机械连结，双重虚线表示电力布线，细实线的箭头表示控制信号或检测信号。
内燃机ENG输出用于车辆行驶的动力。内燃机ENG所产生的扭矩经由离合器CL1、CL2、电动发电机MG、包括变速档的齿轮箱GB及减速器D被传递至驱动轮W。电动发电机MG输出用于车辆行驶的动力。电动发电机MG所产生的扭矩经由离合器CL1、齿轮箱GB及减速器D被传递至驱动轮W。此外，电动发电机MG在车辆制动时能执行作为发电机的动作(再生动作)。
电池BAT具有串联连接或并联连接的多个蓄电单元，供给例如100V～200V的高电压。蓄电单元例如是锂离子电池或镍氢电池。VCU101保持直流地对电池BAT的输出电压进行升压。此外，VCU101对电动发电机MG执行再生动作时电动发电机MG产生并转换为直流的电力进行降压。被VCU101降压后的电力被充电至电池BAT。逆变器INV将直流电压转换为交流电压，并将三相电流供给至电动发电机MG。此外，逆变器INV将电动发电机MG执行再生动作时电动发电机MG产生的交流电压转换为直流电压。
离合器CL1根据来自管理ECU107的指示，对齿轮箱GB与电动发电机MG之间的动力传递路径进行断开或连接。此外，离合器CL2根据来自管理ECU107的指示，对电动发电机MG与内燃机ENG之间的动力传递路径进行断开或连接。
车速传感器103检测车辆的行驶速度(车速VP)。表示由车速传感器103检测出的车速VP的信号被发送至管理ECU107。倾斜传感器105检测车辆所行驶的路面的坡度。表示由倾斜传感器105检测出的路面坡度(倾斜角度)G的信号被发送至管理ECU107。
管理ECU107进行后述的车辆行驶模式的选择控制、内燃机ENG的驱动控制和基于VCU101及逆变器INV的控制的电动发电机MG的驱动控制。此外，表示与车辆的驾驶员的油门踏板操作相应的油门踏板开度(AP开度)的信号、表示与车辆的驾驶员的制动器踏板操作相应的制动器踏板踏力(BRK踏力)的信号、表示来自车速传感器103的车速VP的信号、以及表示来自倾斜传感器105的路面坡度G的信号等被输入至管理ECU107。管理ECU107根据AP开度和车速VP，确定内燃机ENG及电动发电机MG分别输出的各动力。
本实施方式的车辆在包括内燃机ENG及电动发电机MG的驱动源的使用方式各自不同的“EV行驶模式”、“辅助行驶模式”和“超速(OD)行驶模式”中的任一模式下行驶。
在EV行驶模式下加速行驶的车辆利用来自电动发电机MG的动力行驶，此时内燃机ENG不驱动。此外，在EV行驶模式下减速行驶的车辆中，电动发电机MG进行再生动作而得到的电力被充电至电池BAT。当车辆在EV行驶模式下行驶时，管理ECU107连接离合器CL1，断开离合器CL2。
在辅助行驶模式下加速行驶的车辆利用来自内燃机ENG的动力与来自电动发电机MG的动力合并而得的动力行驶。此外，在辅助行驶模式下减速行驶的车辆中，电动发电机MG进行再生动作而得到的电力被充电至电池BAT，内燃机ENG提供制动力。
在OD行驶模式下加速行驶的车辆利用来自内燃机ENG的动力行驶，此时对电动发电机MG进行用于提高能效的弱磁控制等，但为了输出用于车辆行驶的动力，不对其进行驱动。此外，在OD行驶模式下减速行驶的车辆中，内燃机ENG提供制动力。另外，在OD行驶模式下减速行驶的车辆中，电动发电机MG也可以进行再生动作。此时电动发电机MG产生例如混合动力车辆的辅助机构等所需的电力。
在以下的说明中，将辅助行驶模式与OD行驶模式合称为“ENG行驶模式”。当车辆在ENG行驶模式下行驶时，管理ECU107一同锁紧离合器CL1和离合器CL2。
接下来，对本实施方式的车辆继平坦路的行驶之后行驶于下坡时的基于管理ECU107的行驶模式的选择控制进行说明。另外，以下的说明中的路面坡度G是下坡的坡度。
图2是示出管理ECU107进行的行驶模式的选择控制的处理流程的流程图。如图2所示，管理ECU107判断由车速传感器103得到的车速VP是否在阈值thv以上(步骤S101)，如果车速VP≥阈值thv则进入步骤S103，如果车速VP＜阈值thv则进入步骤S107。在步骤S103中，管理ECU107判断由倾斜传感器105得到的坡度G是否在阈值thg以上，如果坡度G≥阈值thg则进入步骤S105，如果坡度G＜阈值thg则进入步骤S107。
在步骤S105中，管理ECU107进行限制从ENG行驶模式向EV行驶模式切换的设定。即，进行了该设定的管理ECU107限制ENG行驶中的车辆向EV行驶模式切换。接下来，在步骤S107中，管理ECU107判断车辆的行驶模式是ENG行驶模式还是EV行驶模式，如果是在ENG行驶模式下行驶时则进入步骤S109，如果是在EV行驶模式下行驶时则进入步骤S115。
在步骤S109中，管理ECU107判别有无基于重视能效的判断而向EV行驶模式切换的请求，如果有向EV行驶模式切换的请求则进入步骤S111，如果没有则进入步骤S113。在步骤S111中，管理ECU107判断是否设定了从ENG行驶模式向EV行驶模式的切换限制，如果已设定则进入步骤S113，如果未设定则进入步骤S117。在步骤S113中，管理ECU107选择ENG行驶模式作为车辆的行驶模式。
在步骤S115中，管理ECU107判别有无基于重视能效和驱动要求的判断而向ENG行驶模式切换的请求，如果有向ENG行驶模式切换的请求则进入步骤S113，如果没有则进入步骤S117。在步骤S117中，管理ECU107选择EV行驶模式作为车辆的行驶模式。
以下参照图3～图5，根据每个行驶情形，对进行上述行驶模式的选择控制时的行驶模式的选择进行说明。图3是示出以ENG行驶模式在平坦路上行驶后的车辆行驶于下坡上时的行驶模式及各种参数的经时变化的一例的时序图。图4是示出以EV行驶模式在平坦路上行驶后的车辆行驶于下坡上时的行驶模式及各种参数的经时变化的一例的时序图。图5是示出以ENG行驶模式在下坡上行驶后的车辆行驶于平坦路上时的行驶模式及各种参数的经时变化的时序图。另外，在图3～图5所示的例子中，车辆以阈值thv以上的车速VP行驶。
在图3所示的例子中，以ENG行驶模式在平坦路上行驶后的车辆来到下坡，在该车辆所行驶在的下坡的坡度G达到阈值thg以上的时刻(t11)，管理ECU107建立允许智能型斜坡逻辑控制的标志，并且建立限制从ENG行驶模式向EV行驶模式切换的标志(EV切换限制标志)。之后，以ENG行驶模式行驶于坡度G为阈值thg以上的下坡上的车辆的管理ECU107如果是建立了EV切换限制标志的状态，则即使有基于重视能效的判断而向EV行驶模式切换的请求，也将车辆的行驶模式维持于ENG行驶模式。
在图4所示的例子中，以EV行驶模式在平坦路上行驶后的车辆来到下坡，在该车辆所行驶在的下坡的坡度G达到阈值thg以上的时刻(t21)，管理ECU107建立允许智能型斜坡逻辑控制的标志，并且建立限制从ENG行驶模式向EV行驶模式切换的标志(EV切换限制标志)。之后，以EV行驶模式行驶于坡度G为阈值thg以上的下坡上的车辆的管理ECU107如果有基于重视能效的判断而向ENG行驶模式切换的请求，则将车辆的行驶模式切换至ENG行驶模式。之后，管理ECU107如果是建立了EV切换限制标志的状态，则即使有基于重视能效的判断而向EV行驶模式切换的请求，也将车辆的行驶模式维持于ENG行驶模式。
在图5所示的例子中，在以ENG行驶模式在下坡上行驶后的车辆来到平坦路前的、该车辆所行驶在的下坡的坡度G为不足阈值thg的时刻(t31)，管理ECU107撤消允许智能型斜坡逻辑控制的标志，并且还撤消限制从ENG行驶模式向EV行驶模式切换的标志(EV切换限制标志)。在该时刻，如果有基于重视能效的判断而向EV行驶模式切换的请求，则管理ECU107将车辆的行驶模式切换至EV行驶模式。
如以上所说明那样，根据本实施方式，如果混合动力车辆行驶于下坡时的坡度G为阈值thg以上，则限制从ENG行驶模式向EV行驶模式的切换，由此即使在沿该下坡进行ENG行驶的过程中得到了向EV行驶模式切换的请求，混合动力车辆的行驶模式也维持于ENG行驶模式。当ENG行驶中的混合动力车辆减速时，由于内燃机ENG提供制动力，在混合动力车辆沿下坡进行ENG行驶时能够得到内燃机ENG的排气声。通过该排气声，混合动力车辆的驾驶员能够获得基于听觉的减速感，因此能够给该驾驶员提供动感十足的驾驶感。
此外，EV行驶时获得的减速感与ENG行驶时获得的减速感之间有区别，特别在从ENG行驶模式切换至EV行驶模式的情况下，会发生内燃机ENG的排气声消失、减速感变化等状况，但如果如本实施方式那样维持于ENG行驶模式则不会发生这样的状况。因此，不会给予混合动力车辆的驾驶员不舒适感，能够提供稳定的减速感。
此外，在混合动力车辆沿下坡进行EV行驶的过程中，如果有向ENG行驶模式切换的请求，则切换为ENG行驶模式。如果向ENG行驶模式切换的请求是基于混合动力车辆的驾驶员的操作，则能够与下坡的坡度无关地遵从该驾驶员的意志行驶，并且能够提供基于听觉的减速感并提供稳定的减速感。
此外，当车速VP为不足阈值thv的低速时，由于混合动力车辆沿下坡进行EV行驶，能够防止以低速进行ENG行驶时可能发生的、内燃机ENG的制动力导致的过剩减速感或驾驶性能的恶化。
另外，当混合动力车辆行驶于下坡时，如果电动发电机MG进行再生动作，电动发电机MG产生混合动力车辆的辅助机构等所需的电力，则能够防止向辅助机构等供给电力的电池BAT的SOC(State Of Charge：充电状态)下降。
另外，本发明并不限定于上述实施方式，能够进行适当的变形、改良等。例如，上述说明的混合动力车辆是并联式的HEV，但可以是能够在图6、图7所示的串联方式与并联方式之间切换的HEV，可以是图8所示的2MOT型电动4WD的HEV，可以是图9所示的1MOT型电动4WD的HEV，可以是图10所示的3MOT型电动4WD的HEV，也可以是图11所示的2MOT型电动4WD的HEV。

Claims (6)

1.一种混合动力车辆，该混合动力车辆具备：
内燃机；
电动机；以及
断接部，其断开或连接从所述内燃机至驱动轮的动力传递路径，该混合动力车辆利用来自所述内燃机与所述电动机中的至少一方的动力而行驶，
所述混合动力车辆的特征在于，具备：
坡度取得部，其取得所述混合动力车辆所行驶在的路面的坡度；以及
控制部，其判断是进行第1行驶还是进行第2行驶，所述第1行驶是指断开所述断接部，使所述混合动力车辆利用来自所述电动机的动力行驶，所述第2行驶是指连接所述断接部，使所述混合动力车辆至少利用来自所述内燃机的动力行驶，
所述控制部根据所述混合动力车辆所行驶的下坡的由所述坡度取得部取得的坡度，判断为进行所述第2行驶。
2.一种混合动力车辆，该混合动力车辆具备：
内燃机；
电动机；以及
断接部，其断开或连接从所述内燃机至驱动轮的动力传递路径，该混合动力车辆利用来自所述内燃机与所述电动机中的至少一方的动力而行驶，
所述混合动力车辆的特征在于，具备：
坡度取得部，其取得所述混合动力车辆行驶在的路面的坡度；以及
控制部，其判断是进行第1行驶还是进行第2行驶，所述第1行驶是指断开所述断接部，使所述混合动力车辆利用来自所述电动机的动力行驶，所述第2行驶是指连接所述断接部，使所述混合动力车辆至少利用来自所述内燃机的动力行驶，
所述控制部根据由所述坡度取得部取得的、所述混合动力车辆正行驶在的下坡的坡度，限制从所述第2行驶向所述第1行驶的切换。
3.根据权利要求1或2所述的混合动力车辆，其中，
当在所述混合动力车辆沿下坡进行所述第1行驶的过程中得到向所述第2行驶切换的请求时，所述控制部从所述第1行驶切换至所述第2行驶。
4.根据权利要求1至3中任意一项所述的混合动力车辆，其中，
如果所述坡度取得部取得的所述下坡的坡度为阈值以上，则所述控制部限制从所述第2行驶向所述第1行驶的切换，
即使在所述混合动力车辆沿所述下坡进行所述第2行驶的过程中得到了向所述第1行驶切换的请求，如果从所述第2行驶向所述第1行驶的切换被限制，则所述控制部维持所述第2行驶。
5.根据权利要求1至4中任意一项所述的混合动力车辆，其中，
如果所述混合动力车辆的行驶速度不足阈值，则所述控制部判断为与所述坡度取得部取得的所述下坡的坡度无关地进行所述第1行驶。
6.根据权利要求1至5中任意一项所述的混合动力车辆，其中，
在所述混合动力车辆沿所述下坡进行所述第1行驶的过程中或进行所述第2行驶的过程中，所述控制部控制所述电动机进行再生动作。
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