CN108189829B - 混合动力汽车 - Google Patents

混合动力汽车 Download PDF

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Publication number
CN108189829B
CN108189829B CN201711275549.1A CN201711275549A CN108189829B CN 108189829 B CN108189829 B CN 108189829B CN 201711275549 A CN201711275549 A CN 201711275549A CN 108189829 B CN108189829 B CN 108189829B
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Prior art keywords
converter
motor
voltage
voltage side
line
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Expired - Fee Related
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CN201711275549.1A
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CN108189829A (zh
Inventor
清水优
安藤隆
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Toyota Motor Corp
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Toyota Motor Corp
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    • 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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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
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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
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Abstract

本发明提供混合动力汽车，该混合动力汽车具备：发动机；第一电动机，通过旋转而产生反电动势；行星齿轮机构，三个旋转要素与连结于车轴的驱动轴、发动机及第一电动机连接；第二电动机，能够相对于驱动轴输入输出动力；第一变换器，驱动第一电动机；第二变换器，驱动第二电动机；蓄电装置；及转换器，配置在蓄电装置与第一变换器及第二变换器之间，其中，在发生了变换器故障的期间加速器受到了开启操作的退避行驶时，在对第一变换器及第二变换器进行了栅极切断的状态下，以使第一电动机以规定转速旋转的方式控制发动机的转速，并且以使经由转换器从第二电力线流向第一电力线的线间电流成为最大的方式控制第二电力线的电压。

Description

混合动力汽车
技术领域
本发明涉及混合动力汽车，详细而言，涉及发动机和两个电动机与行星齿轮机构连接的混合动力汽车。
背景技术
以往，作为这种混合动力汽车，提出了具备发动机、第一电动机、行星齿轮机构及第二电动机的混合动力汽车，其中，第一电动机通过旋转而产生反电动势，行星齿轮机构的三个旋转要素与连结于车轴的驱动轴、发动机及第一电动机连接，第二电动机向驱动轴输出动力(例如，参照专利文献1)。在该汽车中，在驱动第一电动机或第二电动机的变换器发生了故障时使发动机运转时，对变换器进行栅极切断，并以使第一电动机产生反电动势的方式控制发动机的转速，由此将在第一电动机产生反电动势时所产生的转矩作为驱动转矩向驱动轴输出来行驶。
在先技术文献
专利文献
专利文献1：日本特开2013-203116号公报
发明内容
发明要解决的课题
关于在电动机产生反电动势时所产生的转矩，如果使电动机的转速上升，则该转矩从反电动势超过了变换器的直流侧的电压时开始产生并增加，且在取极大值(峰值)以后逐渐减小。因此，为了使电动机转矩成为最大，需要设为相对于变换器的直流侧的电压成为极大值(峰值)的电动机转速。电动机的反电动势根据电动机的制造偏差、电动机的温度、电压传感器的传感器误差等而变化，因此即使设为相对于变换器的直流侧的电压成为极大值(峰值)的电动机转速，也无法使实际从电动机输出的转矩成为最大。
本发明的混合动力汽车的主要目的在于，在变换器发生了故障时在对变换器进行了栅极切断的状态下通过在第一电动机产生反电动势时从第一电动机输出的转矩进行退避行驶时，从第一电动机输出更大的转矩。
用于解决课题的方案
本发明的混合动力汽车为了实现上述的主要目的而采用了以下的方案。
本发明的混合动力汽车具备：
发动机；
第一电动机，通过旋转而产生反电动势；
行星齿轮机构，三个旋转要素与连结于车轴的驱动轴、所述发动机及所述第一电动机连接；
第二电动机，能够相对于所述驱动轴输入输出动力；
第一变换器，驱动所述第一电动机；
第二变换器，驱动所述第二电动机；
蓄电装置；
转换器，与连接于所述蓄电装置的第一电力线和连接于所述第一变换器及所述第二变换器的第二电力线连接，通过调整所述第二电力线的高电压侧电压而在所述第一电力线与所述第二电力线之间进行电力的交换；及
控制装置，控制所述发动机、所述转换器、所述第一变换器及所述第二变换器，
所述混合动力汽车的主旨在于，
在发生了无法使所述第一变换器及所述第二变换器正常工作的变换器故障的期间加速器受到了开启操作的退避行驶时，所述控制装置在对所述第一变换器及所述第二变换器进行了栅极切断的状态下，以使所述第一电动机以规定转速旋转的方式控制所述发动机的转速，并且以使经由所述转换器从所述第二电力线向所述第一电力线流动的线间电流成为最大的方式控制所述高电压侧电压。
在该本发明的混合动力汽车中，在发生了无法使第一变换器、第二变换器正常工作的变换器故障的期间加速器受到了开启操作的退避行驶时，控制成对第一变换器及第二变换器进行了栅极切断的状态，在该状态下驱动发动机而带动第一电动机旋转。第一电动机通过旋转而产生反电动势，因此当该反电动势比第一变换器或第二变换器的直流侧的电压高时，从第一电动机输出转矩并且从第二电力线向第一电力线流动电流(线间电流)。从第一电动机输出的转矩作为驱动转矩经由行星齿轮机构向驱动轴输出，成为车辆的行驶用转矩。从第一电动机输出的转矩以第一电动机的反电动势为起因，因此通过第二电力线的电压(高电压侧电压)和第一电动机的转速来确定，转矩越大，则从第二电力线向第二电力线流动的电流(线间电流)越大。因此，通过将能够从第一电动机输出大的转矩的第一电动机的转速确定为规定转速，以使第一电动机以规定转速旋转的方式控制发动机的转速，并以使线间电流成为最大的方式控制高电压侧电压，能够使从第一电动机输出的转矩成为最大。由此，在退避行驶时，能够从第一电动机输出更大的转矩。需要说明的是，高电压侧电压能够通过转换器来控制。需要说明的是，作为“规定转速”，可以是在作为高电压侧电压而预先确定的规定电压时使第一电动机的全波整流转矩成为最大的第一电动机的转速。
在这样的本发明的混合动力汽车中，在所述退避行驶时，所述控制装置可以基于对所述高电压侧电压进行了增减时的所述线间电流的增减，来以使所述线间电流成为最大的方式控制所述高电压侧电压。例如，进行以下的(1)～(4)。这样的话，即使存在电动机的制造偏差、电动机的温度变化、电压传感器等的传感器误差等，也能够使第一电动机的转矩成为最大。
(1)在使高电压侧电压上升了时线间电流增加了时，进一步使高电压侧电压上升。
(2)在使高电压侧电压上升了时线间电流减小了时，使高电压侧电压下降。
(3)在使高电压侧电压下降了时线间电流增加了时，进一步使高电压侧电压下降。
(4)在使高电压侧电压下降了时线间电流减小了时，使高电压侧电压增加。
在本发明的混合动力汽车中，所述规定转速也可以是在作为所述高电压侧电压而预先确定的规定电压时使所述第一电动机的全波整流转矩成为最大的所述第一电动机的转速。
附图说明
图1是表示实施例的混合动力汽车20的结构的概略的结构图。
图2是表示包含电动机MG1、MG2的电机驱动系统的结构的概略的结构图。
图3是表示由电动机ECU40执行的退避行驶控制的一例的流程图。
图4是表示电动机MG1的全波整流转矩、电动机MG1的转速及高电压侧电压VH之间的关系的一例的说明图。
图5是使用表示行星齿轮30的旋转要素中的转速与转矩的力学关系的列线图进行说明的说明图。
具体实施方式
接下来，使用实施例说明用于实施本发明的方式。图1是表示作为本发明的实施例的混合动力汽车20的结构的概略的结构图，图2是表示包含电动机MG1、MG2的电机驱动系统的结构的概略的结构图。如图1所示，实施例的混合动力汽车20具备发动机22、行星齿轮30、电动机MG1、MG2、变换器41、42、作为蓄电装置的蓄电池50、升压转换器55、系统主继电器56及混合动力用电子控制单元(以下，称为“HVECU”)70。
发动机22构成为以汽油或轻油等为燃料而输出动力的内燃机。该发动机22由发动机用电子控制单元(以下，称为“发动机ECU”)24进行运转控制。
虽然未图示，但发动机ECU24构成为以CPU为中心的微处理器，除了CPU之外，还具备存储处理程序的ROM、暂时存储数据的RAM、输入输出端口及通信端口。从输入端口向发动机ECU24输入对发动机22进行运转控制所需的来自各种传感器的信号，例如来自检测发动机22的曲轴26的旋转位置的曲轴位置传感器23的曲轴角θcr等。从发动机ECU24经由输出端口输出用于对发动机22进行运转控制的各种控制信号。发动机ECU24经由通信端口与HVECU70连接。发动机ECU24基于来自曲轴位置传感器23的曲轴角θcr来运算发动机22的转速Ne。
行星齿轮30构成为单小齿轮式的行星齿轮机构。行星齿轮30的太阳轮连接于电动机MG1的转子。行星齿轮30的齿圈连接于经由差速齿轮38与驱动轮39a、39b连结的驱动轴36。行星齿轮30的轮架经由减振器28连接于发动机22的曲轴26。
电动机MG1构成为具有埋入有永磁铁的转子和卷绕有三相线圈的定子的同步发电电动机，如上所述，转子与行星齿轮30的太阳轮连接。电动机MG2与电动机MG1同样地构成为具有埋入有永磁铁的转子和卷绕有三相线圈的定子的同步发电电动机，转子与驱动轴36连接。
如图2所示，变换器41与高电压侧电力线54a连接。该变换器41具有六个晶体管T11～T16和与晶体管T11～T16反向地并联连接的六个二极管D11～D16。晶体管T11～T16分别以相对于高电压侧电力线54a的正极侧线和负极侧线成为源极侧和漏极侧的方式配置成每两个为一对。而且，晶体管T11～T16的成对的晶体管彼此的连接点分别连接于电动机MG1的三相线圈(U相、V相、W相)。因此，在电压作用于变换器41时，通过由电动机用电子控制单元(以下，称为“电动机ECU”)40调节成对的晶体管T11～T16的接通时间的比例，来在三相线圈形成旋转磁场，驱动电动机MG1旋转。变换器42与变换器41同样地连接于高电压侧电力线54a，且具有六个晶体管T21～T26和六个二极管D21～D26。并且，在电压作用于变换器42时，通过由电动机ECU40调节成对的晶体管T21～T26的接通时间的比例，来在三相线圈形成旋转磁场，驱动电动机MG2旋转。
升压转换器55与连接于变换器41、42的高电压侧电力线54a和连接于蓄电池50的低电压侧电力线54b连接。该升压转换器55具有两个晶体管T31、T32、与晶体管T31、T32反向地并联连接的两个二极管D31、D32及电抗器L。晶体管T31与高电压侧电力线54a的正极侧线连接。晶体管T32与晶体管T31、高电压侧电力线54a及低电压侧电力线54b的负极侧线连接。电抗器L与晶体管T31、T32彼此的连接点、低电压侧电力线54b的正极侧线连接。升压转换器55通过由电动机ECU40调节晶体管T31、T32的接通时间的比例，来将低电压侧电力线54b的电力上升并向高电压侧电力线54a供给，或者将高电压侧电力线54a的电力下降并向低电压侧电力线54b供给。在高电压侧电力线54a的正极侧线和负极侧线安装有平滑用的电容器57，在低电压侧电力线54b的正极侧线和负极侧线安装有平滑用的电容器58。
虽然未图示，但电动机ECU40构成为以CPU为中心的微处理器，除了CPU之外，还具备存储处理程序的ROM、暂时存储数据的RAM、输入输出端口及通信端口。如图1所示，经由输入端口向电动机ECU40输入对电动机MG1、MG2、升压转换器55进行驱动控制所需的来自各种传感器的信号。作为向电动机ECU40输入的信号，例如可举出来自检测电动机MG1、MG2的转子的旋转位置的旋转位置检测传感器(例如旋转变压器)43、44的旋转位置θm1、θm2、来自检测向电动机MG1、MG2的各相流动的电流的未图示的电流传感器的相电流Iu1、Iv1、Iu2、Iv2。而且，也可举出来自安装在电容器57的端子间的电压传感器57a的电容器57的电压(高电压侧电力线54a的电压(高电压侧电压))VH、来自安装在电容器58的端子间的电压传感器58a的电容器58的电压(低电压侧电力线54b的电压(低电压侧电压))VL、来自安装于电抗器L的端子的电流传感器55a的流向电抗器L的电流(电抗器电流)IL。从电动机ECU40经由输出端口输出对于变换器41、42的晶体管T11～T16、T21～T26的开关控制信号、对于升压转换器55的晶体管T31、T32的开关控制信号等。电动机ECU40经由通信端口与HVECU70连接。电动机ECU40基于来自旋转位置检测传感器43、44的电动机MG1、MG2的转子的旋转位置θm1、θm2来运算电动机MG1、MG2的电角度θe1、θe2、转速Nm1、Nm2。
蓄电池50构成为例如锂离子二次电池或镍氢二次电池，与低电压侧电力线54b连接。该蓄电池50由蓄电池用电子控制单元(以下，称为“蓄电池ECU”)52管理。
虽然未图示，但蓄电池ECU52构成为以CPU为中心的微处理器，除了CPU之外，还具备存储处理程序的ROM、暂时存储数据的RAM、输入输出端口及通信端口。经由输入端口向蓄电池ECU52输入管理蓄电池50所需的来自各种传感器的信号。作为向蓄电池ECU52输入的信号，例如可举出来自设置在蓄电池50的端子间的电压传感器51a的电压(蓄电池电压)VB、来自安装于蓄电池50的输出端子的电流传感器51b的电流(蓄电池电流)IB、来自安装于蓄电池50的温度传感器51c的温度(蓄电池温度)Tb。蓄电池ECU52经由通信端口与HVECU70连接。蓄电池ECU52基于来自电流传感器51b的蓄电池电流IB的累计值来运算蓄电比例SOC。蓄电比例SOC是从蓄电池50能够放电的电力的容量相对于蓄电池50的总容量的比例。
系统主继电器56设置在低电压侧电力线54b上的比电容器58靠蓄电池50侧处。该系统主继电器56通过由HVECU70进行通断控制来进行蓄电池50与升压转换器55的连接及连接的解除。
虽然未图示，但HVECU70构成为以CPU为中心的微处理器，除了CPU之外，还具备存储处理程序的ROM、暂时存储数据的RAM、输入输出端口及通信端口。经由输入端口向HVECU70输入来自各种传感器的信号。作为向HVECU70输入的信号，例如可举出来自点火开关80的点火信号、来自检测换挡杆81的操作位置的挡位传感器82的挡位SP。而且，也可以举出来自检测加速器踏板83的踩踏量的加速器踏板位置传感器84的加速器开度Acc、来自检测制动器踏板85的踩踏量的制动器踏板位置传感器86的制动器踏板位置BP、来自车速传感器88的车速V。需要说明的是，作为挡位SP，存在驻车挡(P挡)、后退挡(R挡)、空挡(N挡)、前进挡(D挡)等。如上所述，HVECU70经由通信端口与发动机ECU24、电动机ECU40及蓄电池ECU52连接。
在这样构成的实施例的混合动力汽车20中，以伴随着发动机22的运转而行驶的混合动力行驶(HV行驶)模式或不伴随发动机22的运转而行驶的电动行驶(EV行驶)模式进行行驶。
在HV行驶模式中，HVECU70基于加速器开度Acc和车速V来设定对行驶要求(对驱动轴36要求)的要求转矩Td*，将设定的要求转矩Td*乘以驱动轴36的转速Nd(电动机MG2的转速Nm2)来计算对行驶要求(驱动轴36要求)的要求功率Pd*。接下来，从要求功率Pd*减去基于蓄电池50的蓄电比例SOC的充放电要求功率Pb*(从蓄电池50放电时为正值)来设定对车辆要求(对发动机22要求)的要求功率Pe*。接下来，以从发动机22输出要求功率Pe*并且向驱动轴36输出要求转矩Td*的方式，设定发动机22的目标转速Ne*、目标转矩Te*、电动机MG1、MG2的转矩指令Tm1*、Tm2*。接下来，基于电动机MG1、MG2的转矩指令Tm1*、Tm2*、转速Nm1、Nm2来设定高电压侧电力线54a(电容器57)的目标电压VH*。然后，将发动机22的目标转速Ne*、目标转矩Te*向发动机ECU24发送，并且将电动机MG1、MG2的转矩指令Tm1*、Tm2*、高电压侧电力线54a的目标电压VH*向电动机ECU40发送。发动机ECU24以基于目标转速Ne*和目标转矩Te*使发动机22运转的方式进行发动机22的吸入空气量控制、燃料喷射控制、点火控制等。电动机ECU40以按照转矩指令Tm1*、Tm2*驱动电动机MG1、MG2的方式进行变换器41、42的晶体管T11～T16、T21～T26的开关控制，并且以使高电压侧电力线54a的电压(高电压侧电压)VH成为目标电压VH*的方式进行升压转换器55的晶体管T31、T32的开关控制。
在EV行驶模式中，HVECU70基于加速器开度Acc和车速V来设定要求转矩Td*，对电动机MG1的转矩指令Tm1*设定值0，并且以向驱动轴36输出要求转矩Td*的方式设定电动机MG2的转矩指令Tm2*，基于电动机MG1、MG2的转矩指令Tm1*、Tm2*、转速Nm1、Nm2来设定高电压侧电力线54a的目标电压VH*。然后，将电动机MG1、MG2的转矩指令Tm1*、Tm2*、高电压侧电力线54a的目标电压VH*向电动机ECU40发送。由电动机ECU40进行的变换器41、42、升压转换器55的控制如上所述。
接下来，说明这样构成的实施例的混合动力汽车20的动作，尤其是发生了无法使变换器41、42正常工作的故障(变换器故障)时的退避行驶时的动作。图3是表示在发生了变换器故障时由电动机ECU40执行的退避行驶控制的一例的流程图。该处理每规定时间(例如每几msec)反复执行。
当执行退避行驶控制时，电动机ECU40首先判定是否发生了变换器故障(步骤S100)。在判定为未发生变换器故障时，判断为不需要本处理，结束本处理。在判定为发生了变换器故障时，对变换器41、42进行栅极切断(步骤S110)，判定发动机22是否处于运转中(步骤S120)。在判定为发动机22处于停止中时，判断为不需要本处理，结束本处理。在判定为发动机22处于运转中时，向HVECU70发送以使电动机MG1的转速Nm1成为预先确定的规定转速Nset的方式控制发动机22的转速Ne的控制信号(步骤S130)。在此，规定转速Nset是在作为高电压侧电压VH而预先确定的电压V1(例如，350V等)时使电动机MG1的全波整流转矩(再生转矩)成为最大的电动机MG1的转速(例如，6500rpm等)。当向HVECU70发送以使电动机MG1的转速Nm1成为规定转速Nset的方式控制发动机22的转速Ne的控制信号后，从HVECU70向发动机ECU24发送该控制信号。接收到该控制信号的发动机ECU24以使电动机MG1的转速Nm1成为规定转速Nset的方式执行发动机22的吸入空气量控制、燃料喷射控制、点火控制。
接下来，判定是否加速器踏板83被踩踏而设为了加速器开启(步骤S140)。在判定为未设为加速器开启时，判断为不需要驱动转矩，结束本处理。
当判定为设为了加速器开启时，判定处理判定标志F是否为值0(步骤S150)。判定处理标志F是在该控制中设定的标志，作为初始值而被设定了值0。在判定为处理判定标志F为值0时，使高电压侧电压VH上升增减电压ΔV(步骤S160)，输入来自电流传感器55a的电抗器电流IL(步骤S170)，判定电抗器电流IL是否增加了(步骤S180)。在判定为电抗器电流IL增加了时，对处理判定标志F设定值0(步骤S190)，结束本处理。另一方面，在判定为电抗器电流IL未增加即减小了时，对处理判定标志F设定值1(步骤S200)，结束本处理。因此，在持续设为加速器开启且判断为电抗器电流IL正在增加的期间，反复执行步骤S100～S190，高电压侧电压VH每次上升增减电压ΔV。需要说明的是，高电压侧电压VH的控制可以通过升压转换器55来进行。
在步骤S150中判定为处理判定标志F不为值0即为值1时，使高电压侧电压VH下降增减电压ΔV(步骤S210)，输入来自电流传感器55a的电抗器电流IL(步骤S220)，判定电抗器电流IL是否增加了(步骤S230)。在判定为电抗器电流IL增加了时，对处理判定标志F设定值1(步骤S240)，结束本处理。另一方面，在判定为电抗器电流IL未增加即减小了时，对处理判定标志F设定值0(步骤S250)，结束本处理。因此，在持续设为加速器开启且判定为电抗器电流IL正在增加的期间，反复执行步骤S100～150、S210～S240，高电压侧电压VH每次下降增减电压ΔV。
通过这样的控制，高电压侧电压VH收敛于电抗器电流IL成为最大的电压。电抗器电流IL是通过电动机MG1的反电动势而从高电压侧电力线54a经由升压转换器55向低电压侧电力线54b流动的电流。因此，电抗器电流IL越大，则电动机MG1的全波整流转矩(再生转矩)越大。因此，该控制是在使电动机MG1的转速Nm1成为了规定转速Nset的状态下以使电抗器电流IL成为最大的方式控制高电压侧电压VH的控制，换言之，是以使电动机MG1的全波整流转矩(再生转矩)成为最大的方式控制高电压侧电压VH的控制。电动机MG1的全波整流转矩(再生转矩)通过电动机MG1的反电动势与高电压侧电压VH的电位差来确定，但如图4所示，电动机MG1的全波整流转矩(再生转矩)成为最大的电动机MG1的转速根据高电压侧电压VH而不同。而且，即使在相同的高电压侧电压VH下，电动机MG1的全波整流转矩(再生转矩)成为最大的电动机MG1的转速也会根据电动机MG1的制造偏差、电动机MG1的温度、电压传感器的传感器误差等而不同。在实施例中，考虑到这样的情况，为了使电动机MG1的全波整流转矩(再生转矩)成为最大而进行这样的控制。需要说明的是，之所以在加速器开启时使电动机MG1的全波整流转矩(再生转矩)成为最大，是因为与能够使变换器41正常工作时相比无法从电动机MG1输出太大的再生转矩。
图5是使用列线图进行说明的说明图，该列线图表示利用通过使电动机MG1产生反电动势而产生的全波整流转矩(再生转矩)来进行行驶时的行星齿轮30的旋转要素中的转速与转矩的力学关系。图中，左侧的S轴表示电动机MG1的转速Nm1即太阳轮的转速，C轴表示发动机22的转速Ne即轮架的转速，R轴表示电动机MG2的转速Nm2即齿圈的转速Nr。而且，R轴上的粗线箭头表示从电动机MG1输出而经由行星齿轮30作用于驱动轴36的转矩。如图所示，通过使电动机MG1产生反电动势而产生的全波整流转矩经由行星齿轮30作用于驱动轴36，通过该驱动转矩来行驶。
在以上说明的实施例的混合动力汽车20中，在发生了变换器故障时，在对变换器41、42进行栅极切断并使电动机MG1的转速Nm1成为了规定转速Nset的状态下，以使电抗器电流IL成为最大的方式控制高电压侧电压VH。由此，能够使电动机MG1的全波整流转矩(再生转矩)成为最大。其结果是，在进行退避行驶时，能够从电动机MG1输出更大的转矩。
对实施例的主要要素与用于解决课题的方案一栏所记载的发明的主要要素的对应关系进行说明。在实施例中，发动机22相当于“发动机”，电动机MG1相当于“第一电动机”，行星齿轮30相当于“行星齿轮机构”，电动机MG2相当于“第二电动机”，变换器41相当于“第一变换器”，变换器42相当于“第二变换器”，蓄电池50相当于“蓄电装置”。而且，低电压侧电力线54b相当于“第一电力线”，高电压侧电力线54a相当于“第二电力线”，升压转换器55相当于“转换器”。HVECU70、发动机ECU24、电动机ECU40及蓄电池ECU52相当于“控制装置”。需要说明的是，电抗器电流IL相当于“线间电流”。
需要说明的是，实施例是用于对用于实施用于解决课题的方案一栏所记载的发明的方式进行具体说明的一例，所以实施例的主要要素与用于解决课题的方案一栏所记载的发明的主要要素的对应关系不对用于解决课题的方案一栏所记载的发明的要素进行限定。即，关于用于解决课题的方案一栏所记载的发明的解释应当基于该栏的记载进行，实施例只不过是用于解决课题的方案一栏所记载的发明的具体的一例。
以上，虽然使用实施例对用于实施本发明的方式进行了说明，但本发明不受这样的实施例的任何限定，当然能够在不脱离本发明的主旨的范围内以各种方式实施。
产业上的可利用性
本发明能够利用于混合动力汽车的制造产业等。

Claims (4)

1.一种混合动力汽车，具备：
发动机；
第一电动机，通过旋转而产生反电动势；
行星齿轮机构，三个旋转要素与连结于车轴的驱动轴、所述发动机及所述第一电动机连接；
第二电动机，能够相对于所述驱动轴输入输出动力；
第一变换器，驱动所述第一电动机；
第二变换器，驱动所述第二电动机；
蓄电装置；
转换器，与连接于所述蓄电装置的第一电力线和连接于所述第一变换器及所述第二变换器的第二电力线连接，通过调整所述第二电力线的高电压侧电压而在所述第一电力线与所述第二电力线之间进行电力的交换；及
控制装置，控制所述发动机、所述转换器、所述第一变换器及所述第二变换器，
所述混合动力汽车的特征在于，
在发生了无法使所述第一变换器及所述第二变换器正常工作的变换器故障的期间加速器受到了开启操作的退避行驶时，所述控制装置在对所述第一变换器及所述第二变换器进行了栅极切断的状态下，以使所述第一电动机以规定转速旋转的方式控制所述发动机的转速，并且以使经由所述转换器从所述第二电力线向所述第一电力线流动的线间电流成为最大的方式控制所述高电压侧电压，其中，所述规定转速是使所述第一电动机输出较大的转矩的所述第一电动机的转速。
2.根据权利要求1所述的混合动力汽车，其中，
在所述退避行驶时，所述控制装置基于对所述高电压侧电压进行了增减时的所述线间电流的增减，来以使所述线间电流成为最大的方式控制所述高电压侧电压。
3.根据权利要求2所述的混合动力汽车，其中，
所述控制装置通过以下方法来以使所述线间电流成为最大的方式控制所述高电压侧电压：
在使所述高电压侧电压上升了时所述线间电流增加了时，进一步使所述高电压侧电压上升，
在使所述高电压侧电压上升了时所述线间电流减小了时，使所述高电压侧电压下降，
在使所述高电压侧电压下降了时所述线间电流增加了时，进一步使所述高电压侧电压下降，
在使所述高电压侧电压下降了时所述线间电流减小了时，使所述高电压侧电压增加。
4.根据权利要求1～3中任一项所述的混合动力汽车，其中，
所述规定转速是在作为所述高电压侧电压而预先确定的规定电压时使所述第一电动机的全波整流转矩成为最大的所述第一电动机的转速。
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DE102017222073B4 (de) 2022-05-25
JP2018090208A (ja) 2018-06-14
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CN108189829A (zh) 2018-06-22
JP6451726B2 (ja) 2019-01-16
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