CN107264294A - 车辆的行进驱动装置 - Google Patents

车辆的行进驱动装置 Download PDF

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Publication number
CN107264294A
CN107264294A CN201710190280.0A CN201710190280A CN107264294A CN 107264294 A CN107264294 A CN 107264294A CN 201710190280 A CN201710190280 A CN 201710190280A CN 107264294 A CN107264294 A CN 107264294A
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China
Prior art keywords
regenerative braking
electric power
braking force
vehicle
generator
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Granted
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CN201710190280.0A
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CN107264294B (zh
Inventor
清水亮
生驹宪彦
蒲地诚
安部洋则
宫本直树
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Mitsubishi Motors Corp
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Mitsubishi Motors Corp
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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]
    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

公开了一种车辆的行进驱动装置。在混合动力车辆中，包括：升压转换器(15)，用于升高来自电池(8)的电压并且将电力提供至前马达(3)以用于驱动前轮；以及踏板开关(31)，用于逐步设定再生制动扭矩；以及混合动力控制单元(20)，用于基于由踏板开关(31)设定的选择级来计算再生制动力，在升压转换器(15)的最大输入/输出电力受限时，当再生制动力为D范围中的再生制动力以上的选择级被选择时，混合动力控制单元(20)将再生制动力降低为小于在升压转换器(15)的最大输入/输出电力不受限时的再生制动力。

Description

车辆的行进驱动装置
技术领域
本发明涉及车辆的行进驱动的控制。
背景技术
如同最近开发的混合动力车辆，设置有用于行进驱动的电动机的许多车辆被配置为能够再生制动(regenerative braking)，其中，电动机生成电力并且在由于加速器的关闭等导致车辆减速的过程中制动车辆。再生制动允许生成的电力为车载电池充电，并且也可恰好在发动机制动时制动车辆。
此外，在能够再生制动的车辆中，已知地，存在驾驶员可改变再生制动扭矩(再生制动力)的一种车辆。例如，已开发了可利用设置在方向盘等中的换挡开关而在若干阶段中切换再生制动扭矩的一种车辆。
此外，已提出配备有用于升压和降压的变压器且利用变压器升高从车载电池输出的电压以驱动电动机的一种车辆。
例如，日本专利特开第2007-325352号公开了包括用于驱动前轮的电动前马达以及用于驱动后轮的后马达的一种车辆。在所涉及的车辆中，前马达通过从车载电池输出且由变压器升压的电压驱动。由发电机生成的电力可被提供至前马达。此外，利用变压器降低由发电机生成的电力使得电力能够提供至后马达并且为电池充电。
然而，存在针对上述变压器的输入和输出电力的上限以用于保护部件免受生成的热量等。因此，在包括变压器且能够再生制动的上述车辆中，存在如下问题：当在减速过程中从前马达生成的电力由于再生制动而增加时，存在前马达的再生制动扭矩必须受限且由此制动力降低的情况，其导致与驾驶员选择再生制动扭矩的操作不匹配，并且对驾驶员造成不舒适的感觉。
发明内容
因此，本发明的一个目的是提供一种用于车辆的行进驱动装置，该行进驱动装置确保在车辆减速过程中的最小必需再生制动力，并且使得在没有对驾驶员操作造成不舒适感觉的情况下能够减速以设定再生制动力。
为了实现上述目的，根据本发明的用于车辆的行进驱动装置包括：电动机，用于通过使用车辆的驱动轮的旋转力再生电力并且施加再生制动力；电池，安装在车辆上；变压器，用于转换通过电动机生成的电力并且将电力提供至电池，其中，最大输入/输出电力基于温度条件受限；再生制动力选择部，用于设定再生制动力的幅度以被逐步改变；以及再生制动力计算部，用于基于由再生制动力选择部设定的选择级(selection stage)来计算再生制动力，其中，当在变压器受限时，由再生制动力选择部选择再生制动力增加为预定选择级中的再生制动力以上的选择级时，再生制动力计算部将再生制动力降低为小于变压器不受限时的再生制动力。
这使得即使在变压器受限时也能够通过施加最小水平的再生力来确保最小所需可驾驶性的同时，保护变压器。
此外，优选地，当即使在变压器受限时，预定选择级或再生制动力降低为小于预定选择级中的再生制动力的选择级由再生制动力选择部选择时，再生制动力计算部可调整再生制动力以便施加与正常时间的再生制动力相同的再生制动力。
结果是，在变压器被保护的同时，施加由再生制动力选择部选择的再生制动力。
此外，优选地，预定选择级可施加与车辆的行进范围中的再生制动力相同的再生制动力。
这使得能够施加与车辆的行进范围的再生制动力相同的再生制动力，由此确保可驾驶性，并且即使变压器受限也保护变压器。
此外，优选地，行进驱动装置可包括通知部，该通知部用于在变压器受限的同时，向车辆里面的人(occupant，乘客)通知再生制动力增加为预定选择级中的再生制动力以上的选择级何时被再生制动力选择部选择。
这使得能够向车辆里面的人通知再生制动力何时与由再生制动力选择部选择的选择级不对应。
此外，优选地，行进驱动装置进一步包括：内燃机，安装在车辆上；发电机，用于通过由内燃机驱动而生成电力，利用变压器转换电力，并且将电力提供至电池或电动机；以及发电机计算部，用于计算发电机的生成电力，其中，发电机计算部可将通过从变压器的最大输入/输出电力中减去施加在由再生制动力选择部选择的选择级中的再生电力而获得的值设为生成电力的最大值。
这使得能够设定用于发电机的生成电力的较大值，由此促进当电池的充电速率降低时，为电池充电。当电池的充电速率接近满电时，能够通过设定用于发电机的生成电力的更小值，设定用于再生电力的更大值，由此提高再生制动力。
附图说明
图1是根据本发明的一个实施方式的车辆的行进驱动装置的示意性配置图；
图2是示出根据本实施方式的驱动控制装置的配置的框图；
图3是示出本实施方式的行进驱动装置中的驱动控制过程的流程图；
图4是示出可选择范围的设定条件的说明图。
具体实施方式
在下文中，将参考附图描述本发明的实施方式。
图1是根据本发明的一个实施方式的车辆的行进驱动装置1的示意性配置示图。
如图1所示，配备有本发明的一个实施方式的行进驱动装置1的车辆是四轮驱动混合动力车辆，包括：用于驱动前轮2(行进驱动轮)的电驱动前马达3(电动机)、用于驱动后轮4的电驱动后马达5、发动机6(内燃机)、发电机7和电池8。
发动机6可经由前变速驱动桥(trans-axle，传动系)16驱动前轮2并驱动发电机7以生成电力。此外，发动机6与前轮2连接，使得动力可经由离合器11而在其间传递。
此外，车辆设置有用于控制向前马达3的电力供应的逆变器12，用于控制向后马达5的电力供应的逆变器13，以及用于控制发电机7的输出的逆变器14。
本实施方式包括升压转换器15(变压器)，该升压转换器升高电池8的电压并将高电压电力提供至前马达3并且同时降低由发电机7生成的高电压电力以便将其提供至电池8和后马达5。
前马达3经由前变速驱动桥16驱动前轮2，该前马达可通过经由升压转换器15和逆变器12提供有来自电池8的电力而被驱动并且也可通过经由逆变器14和逆变器12提供有来自发电机7的电力而被驱动。
后马达5经由后变速驱动桥17驱动后轮4，该后马达可通过经由逆变器13提供有来自电池8的电力而被驱动并且也可通过经由逆变器14、升压转换器15和逆变器13提供有来自发电机7的电力而被驱动。
由发电机7生成且从逆变器14输出的电力允许经由升压转换器15为电池8充电，并且也可经由逆变器12提供至前马达3并且经由升压转换器15和逆变器13提供至后马达5。
此外，发电机7具有作为用于启动发动机6的起动马达的作用，该发电机7通过经由升压转换器15和逆变器14提供有来自电池8的电力而被驱动。
由诸如锂离子电池的二次电池构成的电池8具有未示出且由组合在一起的多个电池单元构成的电池模块。
逆变器12、逆变器13和逆变器14中的每一个的操作由来自安装在车辆上的混合动力控制单元20(再生制动力计算部和发电机计算部)的控制信号控制。
升压转换器15设置有用于检测升压转换器15的部件(元件等)的温度的温度传感器21。
此外，用于选择车辆的行进模式的操作杆被设置在驾驶员座椅中。该操作杆允许选择车辆的行进模式，诸如D范围(行进范围)、N范围等。此外，用于执行速度改变操作的包括升档开关和降档开关的踏板开关31(再生制动力选择部)设置在车辆的方向盘中。踏板开关31可通过从B0至B5的6级换挡范围中选择，而在车辆减速过程中切换再生制动扭矩(减速扭矩Tm)。本文中，减速扭矩可表示为发动机制动扭矩。B0表示0或较小值的再生制动扭矩，并且再生制动扭矩按照从B1到B2、B3、B4和B5的顺序增加。B2是一D范围，其中，与发动机驱动车辆的发动机制动相等的制动扭矩施加在该范围内，且该范围与在本发明中的预定选择级相对应。
此外，车辆配备有：前轮旋转频率传感器22，用于检测前轮2每一单位时间的旋转数；后轮旋转频率传感器23，用于检测后轮4每一单位时间的旋转数；加速器传感器24，用于检测加速器下压(depression，抑制)量；制动器传感器25，用于检测制动器下压量；G传感器26，用于检测车辆的纵向加速度和横向加速度；转向角传感器27，用于检测转向控制角(转向角)；发动机控制单元30，用于控制发动机6的驱动；以及通知部32，用于向驾驶员通知由踏板开关31选择的换挡范围以及不能选择换挡范围。
发动机控制单元30基于来自混合动力控制单元20的控制信号控制发动机6的驱动。
作为用于执行车辆的综合控制的控制装置的混合动力控制单元20被配置为包括输入/输出装置、存储装置(ROM、RAM、非易失性RAM等)、中央处理单元(CPU)以及定时器等。
混合动力控制单元20的输入侧与逆变器12至14中的每一个、发动机控制单元30、温度传感器21、前轮旋转频率传感器22、后轮旋转频率传感器23、加速器传感器24、制动器传感器25、G传感器26、转向角传感器27以及踏板开关31连接，并且输入有来自这些设备的检测和操作信息。
另一方面，混合动力控制单元20的输出侧与逆变器12至14中的每一个、升压转换器15、发动机控制单元30以及离合器11连接。
然后，混合动力控制单元20基于各种检测量(诸如，来自车辆的加速器传感器24的加速器下压量)以及各种操作信息，将控制信号传输至发动机控制单元30、逆变器13和14中的每一个、升压转换器15以及离合器11以控制行进模式(EV模式、串联模式和并联模式)的切换，该切换涉及离合器11的接合和脱离、发动机6、前马达3和后马达5的输出扭矩以及发电机7生成的电力。
在并联模式中，前轮2利用接合的离合器11通过发动机6的输出而被机械驱动，并且车辆的驱动由前马达3或后马达5辅助。
在EV模式和串联模式中，离合器11脱离。在EV模式中，发动机6停止，并且前马达3和后马达5通过来自电池8的电力而被驱动。在串联模式中，发动机6被操作以使得发电机7产生电力，由此将电力提供至前马达3和后马达5并驱动前马达3和后马达5。
此外，本实施方式的车辆被配置为能够再生制动，其中，前马达3和后马达5被再生驱动以便在车辆减速过程中生成电力并且将制动力施加至前轮2和后轮4。混合动力控制单元20具有在车辆减速过程中分别经由逆变器12、13控制通过前马达3和后马达5的再生驱动生成的电力量的功能，由此独立控制前轮2和后轮4的再生制动力(再生制动扭矩)。
图2是示出本实施方式的驱动控制装置的配置的框图。
如图2所示，混合动力控制单元20包括最大升压输入/输出限制计算部40、马达扭矩限制计算部41、驱动扭矩计算部42、马达扭矩计算部(再生制动力计算部)43、生成电力限制计算部44、生成电力计算部45、发电机扭矩限制计算部47、旋转速度计算部48以及发电机扭矩计算部49。
最大升压输入/输出限制计算部40基于升压转换器15的温度，计算升压转换器上限电力Pvmax，其是升压转换器15的最大输入/输出电力。
马达扭矩限制计算部41分别计算马达最大扭矩，其是马达扭矩的上限值(前马达3和后马达5的电力扭矩和再生转矩)。
驱动扭矩计算部42计算整个车辆的驱动扭矩(用户请求的驱动扭矩Tur)。
马达扭矩计算部43计算前马达3和后马达5的马达扭矩Tmf、Tmr。然后，基于这些马达扭矩Tmf、Tmr，它经由逆变器12、13控制前马达3和后马达5的操作。
生成电力限制计算部44计算发电机7的生成电力的最大值。
生成电力计算部45计算发电机输出Pg，该发电机输出是由发电机7生成的所需的与用户请求的驱动扭矩Tur相对应的电力。然后，发动机6的操作经由发动机控制单元30控制，使得发电机输出Pg的电力生成在发电机7中变得可能。
发电机扭矩限制计算部47计算发电机扭矩的最大值(在再生一侧上)。
旋转速度计算部48计算发电机7的与发电机输出Pg相对应的旋转速度。
发电机扭矩计算部49计算用于实现发电机7的旋转速度(在旋转速度计算部48中计算的)的发电机扭矩。然后，基于发电机扭矩，它经由逆变器14控制发电机7。
接下来，将通过使用图3和图4详细描述通过本实施方式的行进驱动装置1的驱动控制。
图3是示出行进驱动装置1中的驱动控制过程的流程图。图4是示出可选择范围的设定条件的说明图。应注意，图4中的实线表示升压转换器上限电力Pvmax，并且虚线表示减速电力(发动机制动力)Pmf。
在串联模式中，混合动力控制单元20重复执行图3所示的驱动控制的例程。
首先，在步骤S10中，升压转换器15的温度从温度传感器21输入。随后，过程进行至步骤S20。
在步骤S20中，基于在步骤S10中已被输入的升压转换器15的温度，计算升压转换器上限电力Pvmax。升压转换器上限电力Pvmax是可在升压转换器15中输入/输出的电力的最大值。升压转换器上限电力Pvmax例如通过使用预存储的映射(map)而被计算，并且被设为如图4的实线所示使得当升压转换器15的温度升高时，升压转换器上限电力Pvmax降低。然后，过程进行至步骤S30。应注意，该步骤的控制与上述最大升压输入/输出限制计算部40中的功能相对应。
在步骤S30中，由通过前轮旋转频率传感器22或前马达旋转频率传感器(旋转变压器)检测到的前轮2的旋转频率(前轮旋转频率Rf)以及通过后轮旋转频率传感器23或后马达旋转频率传感器(旋转变压器)检测到的后轮4的旋转频率(后轮旋转频率Rr)计算车辆速度V。可从例如，前轮旋转频率Rf和后轮旋转频率Rr的平均值得出车辆速度V。然后，过程进行至步骤S40。
在步骤S40中，计算由踏板开关31选择的每个换挡范围的减速扭矩Tm。减速扭矩Tm是再生制动过程中的在每个换挡范围中预设的制动扭矩。应注意，在本实施方式中，B3范围或更高(B3至B5)的减速扭矩Tm(Tm2至Tm5)根据升压转换器的温度条件受限。在从B0范围到B5范围的范围内，减速扭矩Tm被设为在B0范围中较小并且在B5范围中最大。然后，过程进行至步骤S50。
在步骤S50中，计算每个换挡范围(B0至B5)的前马达3的发动机制动力(brakingpower，制动功率)Pmf(Pmf2至Pmf5)。基于在步骤S40中计算的每个换挡范围的减速扭矩Tm、在步骤S30中计算的车辆速度V以及前轮分配比Rdf，计算每个换挡范围的发动机制动力Pmf，其是在生成减速扭矩Tm的同时，从前马达3生成的再生电力。前轮分配比Rdf可恒定为例如，0.5，或者可基于从G传感器26和转向角传感器27输入的车辆加速度和转向角而改变。通过减速扭矩Tm乘以前轮分配比Rdf计算前马达3的减速扭矩Tmf，并且当生成减速扭矩Tmf时从前马达3生成的再生电力被认为是发动机制动力Pmf。此外，当车辆速度V降低时，发动机制动力Pmf被设为降低。减速力被设为使得由踏板开关31选择的B2范围以及由操作杆选择的D范围获得相同或相似水平的减速力。然后，过程进行至步骤S60。
在步骤S60中，执行发动机制动力的切换。具体地，每个换挡范围的发动机制动力Pmf(Pmf2至Pmf5)被设为在低于在步骤S20中计算的升压转换器上限电力Pvmax的范围内。然后，在计算每个换挡范围的发动机制动力Pmf(Pmf2至Pmf5)之后，通过从升压转换器上限电力Pvmax中减去每个换挡范围的发动机制动力Pmf(Pmf2至Pmf5)来计算作为发电机的备用电力的发电机输出Pg(预定生成电力)。
如图4所示，相对于通过从升压转换器上限电力Pmvax中减去发电机输出Pg所获得的值(当升压转换器15的温度升高时，该值降低)，Pmf2至Pmf5中的最大值被选择作为发动机制动力Pmf。然后，所选择的发动机制动力Pmf的换挡范围与B0之间的范围将变为可选择范围。因此，如图4所示，当升压转换器15的温度升高时，换挡范围变得按照从具有较大再生制动扭矩的换挡范围(B5)的顺序逐步不可选择，即，变得必须降低能够以升压转换器15的正常温度生成的再生力。然而，再生驱动力被预设以便被可靠地施加以确保减速力从B0到B2的最小水平。结果是，不需要将再生制动力限制为从B0到B2，并且能够实现驾驶员所期望的减速感。然后，过程进行至步骤S70。
在步骤S70中，通过例如，设置在车辆的驾驶员座椅处的指示器显示在步骤S60中选择的可选择范围。此外，当由踏板开关31当前选择的换挡范围超过可选择范围时，可通过诸如报警灯、蜂鸣器等的通知部32进行通知。作为选择，当换挡范围超过可选择范围时，可在不进行通知的情况下限制再生制动扭矩，并且当驾驶员再次操作踏板开关31时，可进行通知。然后，过程进行至步骤S80。
在步骤S80中，发电机输出Pg受限。发电机输出Pg被限制为不大于通过从步骤S20中计算的升压转换器上限电力Pvmax中减去发动机制动力Pmf而获得的值。然后，主例程结束。
本实施方式的车辆是四轮驱动车辆，在该四轮驱动车辆中，前轮2可被前马达3驱动并且后轮4可被后马达5驱动，并且该四轮驱动车辆能够在减速过程中由前马达3和后马达5再生制动。然后，混合动力控制单元20可分别经由逆变器12、13控制再生制动扭矩。
此外，根据本实施方式的车辆可以串联模式操作，在该串联模式中，通过操作发动机6生成动力并且由前马达3和后马达5执行行进驱动。
车辆安装有升压转换器15，并且被配置为使得前马达3提供有从电池8提供的电力并由其驱动并且通过升压转换器15升高电压。在车辆减速过程中，由发电机7生成的电力以及由前马达3再生的电力(发动机制动力Pmf)穿过升压转换器15以被提供至电池8并为电池充电。
在本实施方式中，通过利用踏板开关31选择换挡范围，使得能够在车辆减速过程中在若干级中切换再生制动扭矩。然后，由于通过踏板开关31的可选择范围根据升压转换器上限电力Pvmax受限，并且由此发动机制动力Pmf受限，所以能够抑制升压转换器15的输入电力，由此保护升压转换器15。
应注意，在串联模式中，尽管通过前马达3和后马达5的驱动扭矩在车辆减速过程中变得不必要，但是能够通过驱动发动机6以生成电力来为电池8充电。因此，在串联模式中，在车辆减速过程中，存在如下情况，其中，不仅生成发动机制动力Pmf而且也生成通过发电机7的发电机输出Pg，并且这些电力被一起输入至升压转换器15。
因此，在本实施方式中，由于在确保通过发电机7的发电机输出Pg与通过前马达3的发动机制动力Pmf的总值不大于升压转换器上限电力Pvmax的同时，换挡范围的可选择范围被设为能够获得尽可能大的发动机制动力Pmf，所以变得能够根据升压转换器15的温度条件选择尽可能大的再生制动扭矩。至于换挡范围的可选择范围，由于至少B2(D)范围是可选择的，所以能够确保可施加在传统的配备有发动机的车辆中的与发动机制动相等的再生制动扭矩，由此确保车辆减速性能。
此外，发动机制动力Pmf根据车辆速度改变，并且在较低车辆速度时，由于发动机制动力Pmf降低，可选择的换挡范围将扩大。因此，能够根据车辆速度选择更大的换挡范围，因此确保更大的再生制动扭矩。
此外，当换挡范围的可选择范围基于升压转换器上限电力Pvmax受限时，由于如果再生制动不匹配驾驶员对踏板开关31的操作，则利用显示器和报警灯向驾驶员给出警报，所以能够向驾驶员通知再生制动受到限至。
应注意，尽管在上述实施方式中，发电机输出Pg被设为恒定，但是也可被控制为基于例如，电池8的充电速率而改变。当充电速率降低时，能够通过将发电机7生成的电力设为更大来促进电池8的充电。当充电速率接近满充电(full charge，全负荷)时，能够通过将发电机7生成的电力设为更小来将发动机制动力Pmf设为更大，由此进一步提高再生制动扭矩。
应注意，本发明将不限于上述实施方式。本发明广泛适用于配备有升压转换器的混合动力车辆以执行再生制动。

Claims (9)

1.一种用于车辆的行进驱动装置，包括：
电动机，用于通过使用车辆的驱动轮的旋转力再生电力并且施加再生制动力；
电池，安装在所述车辆上；
变压器，用于转换由所述电动机再生的电力并且将所述电力提供至所述电池，其中，最大输入/输出电力基于温度条件受限；
再生制动力选择部，用于设定所述再生制动力的幅度以被逐步改变；以及
再生制动力计算部，用于基于由所述再生制动力选择部设定的选择级来计算再生制动力，所述行进驱动装置的特征在于：
当在所述变压器受限时由所述再生制动力选择部选择再生制动力增加至预定选择级中的再生制动力以上的选择级时，所述再生制动力计算部将所述再生制动力降低为小于所述变压器不受限时的再生制动力。
2.根据权利要求1所述的用于车辆的行进驱动装置，其特征在于：
当在即使所述变压器受限时，所述预定选择级或再生制动力降低为小于所述预定选择级中的再生制动力的选择级也由所述再生制动力选择部选择时，所述再生制动力计算部将所述再生制动力调整为与正常时间的再生制动力相同。
3.根据权利要求1或2所述的用于车辆的行进驱动装置，其特征在于，
所述预定选择级施加与所述车辆的行进范围中的再生制动力相同的再生制动力。
4.根据权利要求1或2所述的用于车辆的行进驱动装置，其特征在于，所述行进驱动装置包括：
通知部，用于在所述变压器受限的同时，向所述车辆的里面的人通知再生制动力增加至所述预定选择级中的再生制动力以上的选择级何时被所述再生制动力选择部选择。
5.根据权利要求3所述的用于车辆的行进驱动装置，其特征在于，所述行进驱动装置包括：
通知部，用于在所述变压器受限的同时，向所述车辆的里面的人通知再生制动力增加至所述预定选择级中的再生制动力以上的选择级何时被所述再生制动力选择部选择。
6.根据权利要求1或2所述的用于车辆的行进驱动装置，其特征在于，所述行进驱动装置进一步包括：
内燃机，安装在所述车辆上；
发电机，用于通过由所述内燃机驱动而生成电力，利用所述变压器转换电力，并且将电力提供至所述电池或所述电动机；以及
发电机计算部，用于计算所述发电机生成的电力，其中，
所述发电机计算部将通过从所述变压器的最大输入/输出电力中减去在由所述再生制动力选择部选择的选择级中施加的再生电力而获得的值设为所述生成的电力的最大值。
7.根据权利要求3所述的用于车辆的行进驱动装置，其特征在于，所述行进驱动装置进一步包括：
内燃机，安装在所述车辆上；
发电机，用于通过由所述内燃机驱动而生成电力，利用所述变压器转换电力，并且将电力提供至所述电池或所述电动机；以及
发电机计算部，用于计算所述发电机生成的电力，其中，
所述发电机计算部将通过从所述变压器的最大输入/输出电力中减去在由所述再生制动力选择部选择的选择级中施加的再生电力而获得的值设为所述生成的电力的最大值。
8.根据权利要求4所述的用于车辆的行进驱动装置，其特征在于，所述行进驱动装置进一步包括：
内燃机，安装在所述车辆上；
发电机，用于通过由所述内燃机驱动而生成电力，利用所述变压器转换电力，并且将电力提供至所述电池或所述电动机；以及
发电机计算部，用于计算所述发电机生成的电力，其中，
所述发电机计算部将通过从所述变压器的最大输入/输出电力中减去在由所述再生制动力选择部选择的选择级中施加的再生电力而获得的值设为所述生成的电力的最大值。
9.根据权利要求5所述的用于车辆的行进驱动装置，其特征在于，所述行进驱动装置进一步包括：
内燃机，安装在所述车辆上；
发电机，用于通过由所述内燃机驱动而生成电力，利用所述变压器转换电力，并且将电力提供至所述电池或所述电动机；以及
发电机计算部，用于计算所述发电机生成的电力，其中，
所述发电机计算部将通过从所述变压器的最大输入/输出电力中减去在由所述再生制动力选择部选择的选择级中施加的再生电力而获得的值设为所述生成的电力的最大值。
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