CN108313050A - 混合动力车辆及混合动力车辆的控制方法 - Google Patents
混合动力车辆及混合动力车辆的控制方法 Download PDFInfo
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- CN108313050A CN108313050A CN201711382079.9A CN201711382079A CN108313050A CN 108313050 A CN108313050 A CN 108313050A CN 201711382079 A CN201711382079 A CN 201711382079A CN 108313050 A CN108313050 A CN 108313050A
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- engine
- hybrid vehicle
- control unit
- electronic control
- dynamotor
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Classifications
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- B60W30/18—Propelling the vehicle
- B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
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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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Abstract
本发明提供混合动力车辆及混合动力车辆的控制方法。在混合动力车辆中,为了使发动机起动,ECU执行使用起动电动机来起动所述发动机的第一发动机起动控制和在所述混合动力车辆的行驶中使用离合器使所述发动机与所述驱动轮连结而起动所述发动机的第二发动机起动控制中的任一控制。所述ECU构成为,在电动行驶中判定为下述条件i)及ii)全都满足的情况下,使用通知装置将催促使所述混合动力车辆停止的意思的信息以预先确定的通知方式通知给所述用户,i)所述电动发电机处于异常状态且需要进行所述发动机的起动,ii)所述混合动力车辆的速度小于阈值。
Description
技术领域
本公开涉及搭载发动机和电动机作为驱动源的混合动力车辆及混合动力车辆的控制方法。
背景技术
已知有搭载有发动机和电动机作为驱动源的混合动力车辆。在这样的混合动力车辆中,例如,在使发动机停止了的状态下使用电动机作为驱动源的电动行驶中因产生异常等而导致电动机的使用受到限制的情况下,能够使发动机起动来进行使用发动机作为驱动源的行驶。
例如,在日本特开2013-180696中公开了:在搭载有发动机和电动机作为驱动源的混合动力车辆中,在电动机处于不可使用状态或者限制使用状态时,在能够基于变速比及离合器转速而利用来自驱动轮侧的旋转驱动力来起动发动机的情况下,执行利用来自驱动轮侧的旋转驱动力来起动发动机的控制。另外,还公开了:在不能利用来自驱动轮侧的旋转驱动力来起动发动机的情况下,执行使用起动电动机来起动发动机的控制。
发明内容
起动电动机使用辅机蓄电池的电力来进行驱动,因此,在对发动机进行曲轴起转时(即,为了使发动机起动而利用起动电动机使曲轴旋转时)辅机蓄电池的电压会暂时下降。其结果,有时会给使用辅机蓄电池的电力进行工作的其他电气设备的动作造成影响。因而,例如,在会给在车辆的行驶中进行动作的电气设备造成影响的情况下,行驶功能有可能降低,驾驶性能有可能恶化。
本公开提供一种在搭载有发动机和电动机作为驱动源的混合动力车辆中,在电动机的使用受到限制的情况下,在合适的定时使发动机起动的混合动力车辆及混合动力车辆的控制方法。
本公开的第一方式是一种混合动力车辆。所述混合动力车辆包括发动机、驱动轮、起动电动机、辅机蓄电池、电动发电机、离合器、通知装置及电子控制单元。所述起动电动机构成为起动发动机。所述辅机蓄电池构成为向包括所述起动电动机在内的辅机供给电力。所述电动发电机连结于驱动轮。所述离合器构成为将所述发动机与所述驱动轮连结。所述通知装置构成为将与所述混合动力车辆有关的信息通知给用户。所述电子控制单元构成为为了使所述发动机起动而执行第一发动机起动控制和第二发动机起动控制中的任一控制。所述第一发动机起动控制是使用所述起动电动机来起动所述发动机的控制。所述第二发动机起动控制是在所述混合动力车辆的行驶中使用所述离合器使所述发动机与所述驱动轮连结而起动所述发动机的控制。所述电子控制单元构成为,在停止了所述发动机的状态下使用所述电动发电机的电动行驶中下述条件i)及ii)全都满足的情况下,使用所述通知装置将催促使所述混合动力车辆停止的意思的信息以预先确定的通知方式通知给所述用户,
i)所述电子控制单元判定为所述电动发电机处于异常状态且需要进行发动机的起动,
ii)所述电子控制单元判定为所述混合动力车辆的速度小于阈值。
这样,在直到用户按照通知使混合动力车辆停止为止的期间,能够抑制使用起动电动机使发动机起动的情况。因而,能够抑制在混合动力车辆的行驶中起动电动机工作所导致的行驶功能的降低,所以能够抑制驾驶性能的恶化。
在所述混合动力车辆中,也可以是,所述电子控制单元构成为,在使用所述通知装置进行了所述信息的通知后所述混合动力车辆停止了的情况下,执行所述第一发动机起动控制。
这样,由于在混合动力车辆停止了的状态下执行第一发动机起动控制,所以能够抑制在混合动力车辆的行驶中起动电动机工作所导致的行驶功能的降低。
在所述混合动力车辆中,也可以是,所述电子控制单元构成为,在所述电动行驶中下述条件i)及ii)全都满足的情况下,除了催促使所述混合动力车辆停止的意思的信息之外,还使用所述通知装置将催促将档位变更为驻车档的意思的信息以所述预先确定的通知方式通知给所述用户,
i)所述电子控制单元判定为所述电动发电机处于异常状态且需要进行所述发动机的起动,
ii)所述电子控制单元判定为所述混合动力车辆的速度小于阈值。
这样,在直到用户按照通知使混合动力车辆停止并且将档位变更为驻车档为止的期间,能够抑制使用起动器使发动机起动的情况。因而,能够抑制在混合动力车辆的行驶中起动电动机工作所导致的行驶功能的降低。
在所述混合动力车辆中,也可以是,所述电子控制单元构成为,在使用所述通知装置进行了所述信息的通知后所述混合动力车辆停止且所述档位被变更为了所述驻车档的情况下,执行所述第一发动机起动控制。
这样,由于在混合动力车辆停止且档位被变更为了驻车档的状态下执行第一发动机起动控制,所以能够抑制在混合动力车辆的行驶中起动电动机工作所导致的行驶功能的降低。
在所述混合动力车辆中,也可以是,所述通知装置包括显示装置,该显示装置设置于所述用户在驾驶车辆时能够目视确认的位置。所述预先确定的通知方式也可以包括将规定的文字信息显示于所述显示装置的通知方式。
这样,能够催促驾驶中的用户进行停车、或者进行停车并向驻车档变更。
在所述混合动力车辆中,也可以是,所述电子控制单元构成为,在所述电动行驶中下述的条件i)及iii)全都满足的情况下,执行所述第二发动机起动控制,
i)所述电子控制单元判定为所述电动发电机处于所述异常状态且需要进行所述发动机的起动;
iii)所述电子控制单元判定为所述混合动力车辆的速度为所述阈值以上。
这样,在混合动力车辆的速度高于阈值的情况下,通过使用离合器使发动机与驱动轮连结,能够不使用起动电动机就使发动机起动。
所述混合动力车辆也可以还在所述发动机与所述驱动轮之间包括变矩器。所述变矩器也可以包括锁止离合器。所述电子控制单元也可以构成为,在执行所述第二发动机起动控制的情况下,将所述锁止离合器控制成释放状态。
这样,通过使锁止离合器成为释放状态,能够在变矩器中吸收在发动机起动时产生的转矩变动。因而,能够抑制发动机起动时的振动或冲击向驱动轮传递。
所述混合动力车辆也可以还包括:电源装置,构成为向所述电动发电机供给电力;旋转变压器,构成为检测所述电动发电机的转速;及电流传感器,构成为检测从所述电源装置向所述电动发电机流动的电流。所述电子控制单元构成为,在检测到所述电源装置、所述旋转变压器及所述电流传感器中的至少任一方的故障的情况下,判定为所述电动发电机处于异常状态。
这样,能够通过检测电源装置、旋转变压器及电流传感器的故障来判定出处于电动发电机的使用受到限制的异常状态。
本公开的第二方式是一种混合动力车辆的控制方法。所述混合动力车辆包括发动机、驱动轮、起动电动机、辅机蓄电池、电动发电机、离合器、通知装置及电子控制单元。所述起动电动机构成为起动发动机。所述辅机蓄电池构成为向包括所述起动电动机在内的辅机供给电力。所述电动发电机连结于所述驱动轮。所述离合器构成为将所述发动机与所述驱动轮连结。所述通知装置构成为将与所述混合动力车辆有关的信息通知给用户。所述控制方法包括以下步骤:通过所述电子控制单元来执行第一发动机起动控制和第二发动机起动控制中的任一者;及在停止了所述发动机的状态下使用所述电动发电机的电动行驶中下述条件i)及ii)全都满足的情况下,通过所述通知装置将催促使所述混合动力车辆停止的意思的信息以预先确定的通知方式通知给所述用户,
i)所述电子控制单元判定为所述电动发电机处于异常状态且需要进行所述发动机的起动,
ii)所述电子控制单元判定为所述混合动力车辆的速度小于阈值。
所述第一发动机起动控制是在使所述发动机起动的情况下使用所述起动电动机来起动所述发动机的控制。所述第二发动机起动控制是在所述混合动力车辆的行驶中使用所述离合器使所述发动机与所述驱动轮连结而起动所述发动机的控制。
根据本公开,能够提供一种在搭载有发动机和电动机作为驱动源的混合动力车辆中,在电动机的使用受到限制的情况下在合适的定时使发动机起动的混合动力车辆及所述混合动力车辆的控制方法。
附图说明
以下,参照附图对本发明的典型实施方式的特征、优点及技术上和工业上的意义进行描述,在这些附图中,相同的标号代表相同的要素。
图1是概略地示出本实施方式的混合动力车辆的整体结构的图。
图2是示出由搭载于本实施方式的混合动力车辆的ECU执行的控制处理的流程图。
图3是用于对搭载于本实施方式的混合动力车辆的ECU的动作进行说明的时间图。
图4是示出由搭载于变形例的混合动力车辆的ECU执行的控制处理的流程图。
具体实施方式
以下,参照附图对本公开的实施方式进行详细说明。此外,对图中相同或相当部分标注相同标号而不反复对其进行说明。
图1是本实施方式的混合动力车辆的整体结构图。混合动力车辆1(以下,记作车辆1)具备发动机10、电动发电机(以下,记作MG)30、自动变速器50、驱动轮70、离合器K0及离合器K2。
车辆1通过发动机10及MG30中的至少一方的动力经由自动变速器50向驱动轮70传递而行驶。
发动机10的输出轴经由离合器K0连结于自动变速器50的输入轴。MG30的转子经由离合器K2连结于自动变速器50的输入轴。自动变速器50的输出轴经由差速齿轮(未图示)连结于驱动轮70。
离合器K0设置于发动机10的输出轴与自动变速器50的输入轴之间,根据来自后述的电子控制单元(Electronic Control Unit)(ECU)100的控制信号C6而从接合状态及释放状态中的某一方的状态切换为另一方的状态。
离合器K2设置于MG30的旋转轴与自动变速器50的输入轴之间,根据来自ECU100的控制信号C7而从接合状态及释放状态中的某一方的状态切换为另一方的状态。
发动机10是内燃机,例如是汽油发动机或柴油发动机等。发动机10能够在离合器K0处于接合状态的情况下,根据来自ECU100的控制信号C1而生成用于驱动车辆1的旋转力,并将旋转力向自动变速器50的输入轴输出。发动机10将在使空气与燃料的混合气燃烧时产生的能量变换为活塞的往复运动,利用曲轴机构将往复运动变换为旋转运动,并将该旋转运动向曲轴(输出轴)输出。
MG30是交流的电动发电机,例如是在转子埋设有永磁体的三相交流同步电动机。MG30能够在离合器K2处于接合状态的情况下由后述的变换器114驱动而生成用于驱动车辆1的旋转力,并将旋转力向自动变速器50的输入轴输出。另外,MG30能够在离合器K2处于接合状态的情况下从自动变速器50的输入轴接受旋转力(发动机10的输出或从驱动轮70经由自动变速器50传递的旋转力)而发电。
自动变速器50构成为能够变更自动变速器50的输入轴的转速相对于自动变速器50的输出轴的转速之比(变速比)。自动变速器50既可以是能够阶段性地变更变速比的有级式的自动变速器,也可以是无级式的自动变速器。
自动变速器50包括变矩器52、变速部54及驻车锁定机构56。
在变矩器52设置有锁止离合器LU。当锁止离合器LU成为接合状态时,变矩器52的输入轴与输出轴成为直接连结状态,在输入轴与输出轴之间直接地传递动力。当锁止离合器LU成为释放状态时,上述的直接连结状态消失,输入轴与输出轴之间的动力的传递经由变矩器52的构成部件(例如,泵轮、涡轮及导轮)而进行。锁止离合器LU根据来自ECU100的控制信号C4而动作。
变速部54例如由多个行星齿轮机构54a和离合器或制动器等摩擦接合装置54b构成。变速部54例如能够通过根据来自ECU100的控制信号C5变更接合中的离合器与接合中的制动器的组合,来形成多个变速级(例如,1速级~4速级)中的任一变速级。
驻车锁定机构56是在档位为驻车档(以下,记作P档)的情况下机械地抑制自动变速器50的输出轴的旋转的机构。驻车锁定机构56包括驻车锁定齿轮56a和锁定销56b。驻车锁定齿轮例如是设置于输出轴或经由齿轮等连结于输出轴的旋转轴且在外周具有齿部的齿轮。锁定销56b被设置成能够在与驻车锁定齿轮56a的齿部对向的位置与齿部间嵌合。当通过后述的P开关206选择P档时,利用致动器(未图示)使锁定销56b以与驻车锁定齿轮56a的齿部间嵌合的方式移动。通过锁定销56b与驻车锁定齿轮56a的齿部间嵌合,能够机械地抑制驻车锁定齿轮56a的旋转即输出轴的旋转。
在具有这样的驱动装置的车辆1中,通过使离合器K0释放(动力切断)且使离合器K2接合(动力传递),能够仅使用MG30的驱动力来行驶。在以下的说明中,将在使发动机10停止了的状态下仅使用MG30的驱动力来使车辆1行驶的情况记作电动行驶。
另一方面,通过使离合器K0接合(动力传递)且使离合器K2释放(动力切断),车辆能够仅使用发动机10的驱动力来行驶。在以下的说明中,将仅使用发动机10的驱动力使车辆1行驶的情况记作发动机行驶。
而且,通过使离合器K0接合(动力传递)且使离合器K2接合(动力传递),车辆能够使用发动机10及MG30的双方的驱动力来行驶,或者车辆能够在使用发动机10的驱动力来行驶的同时利用MG30发电。
在发动机10设置有交流发电机12和起动电动机14作为辅机。交流发电机12经由带16连接于发动机10的曲轴。交流发电机12基于来自ECU100的控制信号C3而使用发动机10的动力生成辅机电力。交流发电机12将生成的辅机电力向其他辅机供给,或者使用生成的辅机电力对辅机蓄电池112(后述)进行充电。
起动电动机14经由齿轮机构18连接于发动机10的曲轴。起动电动机14基于来自ECU100的控制信号C2而使用来自辅机蓄电池112的电力生成旋转力。通过将生成的旋转力经由齿轮机构18传递到曲轴,能够对发动机10进行曲轴起转。齿轮机构18例如可以构成为仅在发动机10的起动时齿轮啮合,也可以构成为始终啮合。
车辆1还具备ECU100、DC/DC转换器110、辅机蓄电池112、变换器114、高压蓄电池116、系统主继电器(以下,记作System Main Relay(SMR))118、P开关206、显示装置208及操作装置210。
高压蓄电池116是能够再充电的直流电源,例如是构成为包含镍氢电池、锂离子电池等二次电池的蓄电装置。高压蓄电池116在MG30的发电时从变换器114接受发电电力而被充电。高压蓄电池116的电压例如是200V左右。此外,也可以取代高压蓄电池116而采用大容量的电容器。
SMR118设置于将高压蓄电池116与变换器114连接的电力线。SMR118例如当用户在踩踏制动器踏板的状态下操作未图示的动力开关时,根据来自ECU100的控制信号而成为导通状态,车辆1成为“Ready-On状态”而能够行驶。
变换器114能够通过基于来自ECU100的控制信号将高压蓄电池116的直流电力变换为交流电力并将该交流电力向MG30供给,来使MG30动力运行驱动(能够以产生转矩的方式驱动MG30)。另外,变换器114能够通过将MG30发电得到的交流电力(再生电力)变换为直流电力并将该直流电力向高压蓄电池116供给,来利用该直流电力对高压蓄电池116进行充电。变换器114例如由包括三相量的开关元件的桥式电路构成。
DC/DC转换器110的输入端子连接于从将变换器114与高压蓄电池116连接的电力线分支出的电力线。DC/DC转换器110的输出端子连接于辅机蓄电池112。DC/DC转换器110基于来自ECU100的控制信号来接受高压蓄电池116的直流电力而生成辅机电力。生成的辅机电力被供给到其他辅机或者用于辅机蓄电池112的充电。DC/DC转换器110例如是构成为包括DC/AC变换电路、变压器、整流电路及平滑电路的绝缘型的转换器。
辅机蓄电池112是能够再充电的直流电源,例如是构成为包含铅蓄电池的蓄电装置。辅机蓄电池112能够向起动电动机14供给电力。辅机蓄电池112接受来自DC/DC转换器110和/或交流发电机12的电力而被充电。辅机蓄电池112的电压例如是12V左右。
P开关206是供用户为了选择P档作为档位而操作的开关。P开关206在接受了用户的操作的情况下,将表示接受到用户的操作的信号向ECU100发送。此外,在本实施方式中,作为档位,例如包括P档、前进档(以下,记作D档)、倒车档、空档。关于P档以外的档位,例如通过未图示的换档杆来选择。
显示装置208显示与车辆1有关的信息。显示装置208例如由液晶显示器构成。显示装置208例如进行与来自ECU100的控制信号相应的显示处理。
操作装置210例如是设置于液晶显示器的触摸面板。操作装置210在接受了用户的触摸操作的情况下,将表示与接受到的触摸操作有关的信息(例如,在触摸面板上由用户触摸的部位的坐标等)的操作信号向ECU100发送。
ECU100与旋转变压器32、电动机电流传感器34、加速器位置传感器200、车速传感器202、电池电压传感器203、电池电流传感器204及电池温度传感器205连接。
旋转变压器32检测MG30的转速(以下,记作MG转速)Nm。旋转变压器32将表示检测到的MG转速的信号向ECU100发送。
电动机电流传感器34检测在变换器114与MG30之间流动的各相的电流Im。电动机电流传感器34将表示检测到的各相的电流的信号向ECU100发送。
加速器位置传感器200检测加速器踏板(未图示)的踩踏量。加速器位置传感器200将表示检测到的加速器踏板的踩踏量的信号向ECU100发送。
车速传感器202检测车辆1的速度(以下,记作车速)。车速传感器202例如可以检测自动变速器50的输出轴的转速,也可以检测驱动轮70的转速。在该情况下,在ECU100侧,能够根据检测到的自动变速器50的输出轴的转速或驱动轮70的转速算出车速。
电池电压传感器203检测高压蓄电池116的电压,电池电压传感器203将表示检测到的电压的信号向ECU100发送。另外,电池电流传感器204检测高压蓄电池116的电流。电池电流传感器204将表示检测到的电流的信号向ECU100发送。电池温度传感器205检测高压蓄电池116的温度。电池温度传感器205将表示检测到的温度的信号向ECU100发送。电池电流传感器204是电流传感器的一例。
虽然设为ECU100是作为对于上述各结构的总括性的控制主体且是来自开关和传感器类的信号的总括性的接收对象而进行了说明,但更详细地说,ECU100包括按每个结构或每个功能而被分配为控制主体或接收主体的多个ECU。
ECU100所包含的各种ECU包括中央处理单元(Central Processing Unit)(CPU)、存储处理程序等的只读存储器(Read Only Memory)(ROM)、暂时存储数据的随机存取存储器(Random Access Memory)(RAM)、用于输入输出各种信号的输入输出端口等(均未图示),进行与各种ECU对应的控制对象的控制和监视对象的监视。
此外,以下说明的多个ECU的个数、各ECU的名称及分配给各ECU的功能只是一例,并不特别限定于以下说明的多个ECU的个数、名称及功能。ECU100例如也可以将各功能统合于一个ECU。
在本实施方式中,ECU100例如包括混合动力汽车(Hybrid Vehicle)(HV)-ECU102、电燃料喷射(Electrical Fuel Injection)(EFI)/电子控制变速(Electronic ControlTransmission)(ECT)-ECU104、电池ECU106及MG-ECU108。
在各ECU间,经由通信总线101而互相进行通信(例如,控制器区域网络(Controller Area Network)(CAN)通信等),适当进行信号的收发。
HV-ECU102接收来自加速器位置传感器200、车速传感器202及操作装置210的信号。另外,HV-ECU102基于接收到的信号和/或从其他ECU接收到的信号来控制DC/DC转换器110、SMR118及显示装置的各动作。即,HV-ECU102基于接收到的信号生成DC/DC转换器110、SMR118及显示装置各自的控制信号,并将生成的控制信号向各控制对象发送。
EFI/ECT-ECU104接收来自P开关206的信号。另外,EFI/ECT-ECU104基于接收到的信号和/或从其他ECU接收到的信号来控制发动机10及自动变速器50的各动作。即,EFI/ECT-ECU104基于接收到的信号生成控制信号C1~C7,并将生成的控制信号C1~C7向各控制对象发送。
电池ECU106接收来自电池电压传感器203、电池电流传感器204及电池温度传感器205的信号。电池ECU106基于接收到的信号来监视高压蓄电池116的状态(例如,充电状态(State Of Charge)(SOC))。或者,电池ECU106基于接收到的信号和/或从其他ECU接收到的信号来控制高压蓄电池116的冷却装置(未图示)。
MG-ECU108接收来自旋转变压器32及电动机电流传感器34的信号。另外,MG-ECU108基于接收到的信号和/或从其他ECU接收到的信号来生成变换器114的控制信号,并通过将生成的控制信号向变换器114发送来控制变换器114的动作。
在具有以上那样的结构的车辆1中,在电动行驶中MG30产生异常而MG30的使用受到限制的情况下,ECU100能够使发动机10起动来进行发动机行驶。
在使发动机10起动的情况下,ECU100能够执行使用起动电动机14来起动发动机10的第一发动机起动控制和在车辆1的行驶中使离合器K0接合而使发动机10与驱动轮70连结从而起动发动机10的第二发动机起动控制中的某一方。
然而,由于起动电动机14使用辅机蓄电池112的电力进行驱动,所以在车辆1的行驶中执行第一发动机起动控制的情况下,在对发动机10进行曲轴起转时辅机蓄电池112的电压会暂时下降,有时会给使用辅机蓄电池112的电力进行工作的其他电气设备造成影响。例如,当向ECU100所包含的各种ECU供给的电压暂时下降时,有时各种ECU的动作会被复位。因而,行驶功能有可能降低,驾驶性能有可能恶化。
于是,在本实施方式中,在ECU100在电动行驶中判定为MG30处于异常状态且需要进行发动机10的起动的情况下,若车速小于阈值A,则ECU100使规定的文字信息显示于显示装置208而将催促使车辆1停止的意思通知给用户。
这样,在直到用户按照显示使车辆1停止为止的期间,能够抑制使用起动电动机14使发动机10起动的情况。因而,能够抑制在车辆1的行驶中起动电动机14工作所导致的行驶功能的降低,所以能够抑制驾驶性能的恶化。
以下,使用图2对由ECU100执行的控制处理进行说明。图2是示出由搭载于本实施方式的车辆1的ECU100执行的控制处理的流程图。此外,关于以下的处理,详细地说是ECU100所包含的多个ECU中的某一个成为执行主体,但为了便于说明,将ECU100作为总括性的执行主体来进行说明。ECU100每当经过预先确定的时间时执行以下的控制处理。
在步骤(以下,将步骤记作“S”)100中,ECU100判定车辆1是否处于电动行驶中。ECU100例如在发动机10处于停止状态、离合器K0处于释放状态、离合器K2处于接合状态、且处于从变换器114对MG30供给电力的状态的情况下,判定为车辆1处于电动行驶中。在ECU100判定为车辆1处于电动行驶中的情况下(在S100中为是),ECU100前进至S102。
在S102中,ECU100判定是否产生了MG30变得不可使用的异常。
在ECU100例如检测到在旋转变压器32、电动机电流传感器34及向MG30供给电力的电源装置(例如,包括变换器114、SMR118及高压蓄电池116)中的至少任一方中产生了故障的情况下,ECU100判定为产生了MG30变得不可使用的异常。
ECU100例如在旋转变压器32或电动机电流传感器34的输出值为通常不可能取的值的情况下,检测到在旋转变压器32或电动机电流传感器34产生了故障。另外,ECU100在变换器114或SMR118的动作不良、高压蓄电池116的充放电受到抑制的情况下,检测到在电源装置产生了故障。ECU100例如在检测到在旋转变压器32、电动机电流传感器34及电源装置中的至少一者产生了故障的情况下,使异常产生标志成为激活状态。ECU100在异常判定标志处于激活状态的情况下,判定为产生了MG30变得不可使用的异常。
在判定为产生了MG30变得不可使用的异常的情况下(在S102中为是),ECU100前进至S104。
在S104中,ECU100判定车速是否为阈值A以上。阈值A例如是能够执行第二发动机起动控制的车速。阈值A只要是在至少离合器K0成为接合状态的情况下发动机转速成为能够进行发动机10的起动的转速以上的值即可,没有特别的限定,例如,既可以是预先确定的值,也可以是基于在自动变速器50中形成的变速级(即,变速比)设定的值。在ECU100判定为车速为阈值A以上的情况下(在S104中为是),ECU100前进至S106。
在S106中,ECU100以使离合器K0成为接合状态的方式进行控制。ECU100例如可以以使发动机转速的变化量恒定的方式控制离合器K0的接合压,也可以以成为比通常的接合时的油压的变化缓和的变化的方式控制离合器K0的接合压。在S108中,ECU100以使锁止离合器LU成为释放状态的方式进行控制。在S110中,ECU100执行使用来自驱动轮侧的旋转驱动力的发动机起动控制(即,第二发动机起动控制)。
具体地说,ECU100在车辆1的行驶中随着离合器K0接合而增加的发动机转速成为能够进行发动机10的起动的转速以上的定时执行燃料喷射控制和点火控制。此外,ECU100可以使用检测发动机转速的传感器(未图示)来判定是否到达了发动机转速成为能够进行发动机的起动的转速以上的定时,或者也可以将从开始进行离合器K0的接合起的经过时间成为预先确定的时间以上的时间点作为该定时来执行燃料喷射控制和点火控制。
在S112中,ECU100执行通知处理。通知处理例如包括使“请停车并按下P开关。”等催促停车和将档位变更为P档的意思的文字信息显示于显示装置208的处理。
在S114中,ECU100判定是否停车且档位为P档。
ECU100(更详细地说是EFI/ECT-ECU104)在根据P开关206的操作而将档位切换为了P档的情况下,使表示P档处于选择中的标志成为激活状态。因而,ECU100在车速比零或零附近的阈值A低且该标志处于激活状态的情况下,判定为停车且档位为P档。在ECU100判定为停车且档位为P档的情况下(在S114中为是),ECU100前进至S116。
在S116中,ECU100执行询问处理。询问处理例如包括在显示装置208上使表示在MG30产生了异常的文字信息显示于显示装置208的显示画面的处理、使询问用户是否需要为了继续车辆1的行驶而使发动机10起动的意思的文字信息显示于显示装置208的显示画面的处理、以及使表示能够通过操作装置210进行选择的确认按钮的图像显示于显示装置208的显示画面的处理。
在S118中,ECU100判定是否存在发动机10的起动要求。ECU100在由用户进行了选择在操作装置210中显示于显示画面的确认按钮的操作的情况下,判定为存在发动机10的起动要求。在ECU100判定为存在发动机10的起动要求的情况下(在S118中为是),ECU100前进至S120。
在S120中,ECU100执行使用起动电动机14的发动机起动控制(第一发动机起动控制)。具体地说,ECU100驱动起动电动机14而使发动机10的曲轴旋转。ECU100在发动机10的曲轴的转速成为能够起动发动机10的转速以上的定时执行燃料喷射控制和点火控制。此外,ECU100可以使用检测发动机转速的传感器来判定是否到达了发动机转速成为能够起动发动机的转速以上的定时,或者也可以将起动电动机14的驱动时间成为预先确定的时间以上的时间点作为该定时来执行燃料喷射控制和点火控制。
参照图3,对基于以上那样的构造及流程图的本实施方式的车辆1的ECU100的动作进行说明。图3是用于对搭载于本实施方式的车辆1的ECU100的动作进行说明的时间图。图3的横轴表示时间,图3的纵轴表示车速、电动行驶的选择状态、异常产生标志的状态、离合器K0的状态、锁止离合器LU的状态、发动机10的工作的有无、起动电动机14的工作的有无、通知处理的执行的有无、询问处理的执行的有无及档位的状态。
即,图3的LN1及LN2表示车速的变化。图3的LN3表示电动行驶的选择状态的变化。图3的LN4表示异常产生标志的状态的变化。图3的LN5表示离合器K0的状态的变化。图3的LN6表示锁止离合器LU的状态的变化。图3的LN7及LN8表示发动机10的工作状态的变化。图3的LN9表示起动电动机14的工作状态的变化。图3的LN10表示通知处理的执行状态的变化。图3的LN11表示询问处理的执行状态的变化。图3的LN12及LN13表示档位的变化。尤其是,图3的虚线所示的LN2、LN8~LN12表示车速低于阈值A时的变化。
以下,对车速为阈值A以上的情况进行说明。
例如,设想如图3的LN3所示那样车辆1处于电动行驶中、且如图3的LN1所示那样车速为阈值A以上的情况。此时,如图3的LN5所示,离合器K0处于释放状态,如图3的LN6所示,锁止离合器LU处于接合状态,如图3的LN7所示,发动机10维持停止状态。另外,如图3的LN13所示,选择了D档作为档位。
在时间T(0),当在电动行驶中(在S100中为是)由于旋转变压器32、电动机电流传感器34及电源装置中的至少一者的故障而如图3的LN4所示那样异常产生标志成为激活状态时,ECU100判定为产生了MG30变得不可使用的异常(在S102中为是)。
在ECU100判定为车速为阈值A以上的情况下(在S104中为是),ECU100如图3的LN5所示那样以使离合器K0成为接合状态的方式进行控制(S106),并且如图3的LN6所示那样以使锁止离合器LU成为释放状态的方式进行控制(S108)。
此时,ECU100执行使用来自驱动轮侧的旋转驱动力的发动机10的起动控制(即,第二发动机起动控制)(S110)。当离合器K0的接合开始后,由于车辆1处于行驶中,所以从驱动轮70对曲轴传递旋转力,发动机10的曲轴旋转。在时间T(1),在从离合器K0的接合开始起经过了预先确定的时间以上时发动机转速成为能够起动发动机的转速以上,通过执行燃料喷射控制和点火控制,而如图3的LN7所示那样,发动机10成为工作状态。
此外,由于执行使用来自驱动轮侧的旋转驱动力的发动机起动控制(即,第二发动机起动控制),所以起动电动机14维持停止状态。
以下,对车速低于阈值A的情况进行说明。
例如,设想如图3的LN3所示那样处于电动行驶中、且如图3的LN2所示那样车速低于阈值A的情况。此时,离合器K0处于释放状态,锁止离合器LU处于接合状态,如图3的LN8所示,发动机10维持停止状态。另外,如图3的LN12所示,选择了D档作为档位。
在时间T(0),当在电动行驶中(在S100中为是)由于旋转变压器32、电动机电流传感器34及电源装置中的至少一者的故障而如图3的LN4所示那样异常产生标志成为激活状态时,判定为产生了MG30变得不可使用的异常(在S102中为是)。
在ECU100判定为车速低于阈值A的情况下(在S104中为否),ECU100如图3的LN10所示那样执行通知处理(S112)。
在时间T(2),当用户按照通知踩踏制动器等时,车辆1开始减速。在时间T(3)车辆1停止之后,在时间T(4),当用户操作P开关206等而如图3的LN12所示那样选择P档时(在S114中为是),ECU100如图3的LN11所示那样执行询问处理(S116)。
在时间T(5),当用户针对询问处理进行选择显示于显示画面的确认按钮的操作而要求发动机10的起动时(在S118中为是),ECU100执行使用起动电动机14的发动机起动控制(第一发动机起动控制)(S120)。
起动电动机14被驱动,发动机10的曲轴的转速上升。在时间T(6),发动机转速成为能够起动发动机10的转速以上,通过执行燃料喷射控制和点火控制而如图3的LN8所示那样,发动机10成为工作状态。起动电动机14之后成为停止状态。
此外,由于执行使用起动电动机14的发动机起动控制,所以离合器K0维持释放状态。
如以上那样,根据本实施方式的车辆1,在电动行驶中产生了MG30变得不可使用的异常且车速低于阈值A的情况下,ECU100执行使用显示装置208来催促驾驶中的用户进行停车和P档的选择的通知处理。因而,在直到用户按照通知使车辆1停止并选择P档为止的期间,能够抑制使用起动电动机14使发动机10起动的情况。由此,能够抑制在车辆1的行驶中起动电动机14工作所导致的行驶功能的降低,所以能够抑制驾驶性能的恶化。因此,能够提供一种在搭载有发动机和电动机作为驱动源的混合动力车辆中,在电动机的使用受到限制的情况下在合适的定时使发动机起动的混合动力车辆。
而且,在电动行驶中产生了MG30变得不可使用的异常且车速为阈值A以上的情况下,通过将离合器K0控制成接合状态,能够不使用起动器地使发动机10起动。此时,通过使离合器K0成为接合状态并且使锁止离合器LU成为释放状态,能够在变矩器52中吸收在发动机10起动时产生的转矩变动。因而,能够抑制发动机起动时的振动、冲击向驱动轮70传递。
而且,通过检测电源装置、旋转变压器32及电动机电流传感器34的故障,能够判定出处于MG30的使用受到限制的异常状态。
以下,对变形例进行记载。在上述的实施方式中,虽然以通过P开关206选择P档为一例进行了说明,但也可以例如使用换档杆(未图示)来选择P档。
而且,在上述的实施方式中,虽然以ECU100包括HV-ECU102、EFI/ECT-ECU104、电池ECU106及MG-ECU108的情况为一例进行了说明,但也可以例如还包括控制助力转向装置的助力转向ECU、或者控制在防抱死制动系统(Antilock Brake System)(ABS)中使用的制动致动器的制动ECU。
而且,在上述的实施方式中,虽然以在执行通知处理时使用显示装置208来向用户进行通知的情况为一例进行了说明,但也可以例如使用从扬声器输出的语音等来向用户进行通知。
而且,在上述的实施方式中,虽然对在电动行驶中产生了MG30变得不可使用的异常的情况下根据车速来执行通知处理或第二发动机起动控制进行了说明,但也可以例如在电动行驶中产生了MG的使用受到限制的异常的情况下根据车速来执行通知处理或第二发动机起动控制。MG30的使用受到限制的异常除了MG30变得不可使用的异常之外,还包括由于振动等物理异常或电气系统的异常等而导致输出或转矩的上限值变得低于通常值那样的异常。
而且,在上述的实施方式中,虽然以在执行了通知处理之后停车且选择了P档的情况下,在关于发动机10的起动通过询问处理得到了用户的确认的基础上使用起动电动机14使发动机10起动的情况为一例进行说明,但不特别限定于这样的处理。例如,也可以是,在执行了通知处理之后停车且选择了P档的情况下,不向用户进行确认就使用起动电动机14使发动机10起动。
ECU100也可以例如通过图4的流程图所示的控制处理来实现上述的动作。图4是示出由搭载于变形例的车辆1的ECU100执行的控制处理的流程图。
图4的流程图是除了不包括询问处理(S116)及判定是否存在发动机10的起动要求的处理(S118)这一点以外与图2的流程图的处理相同的处理。对于图4的流程图所示的处理中的与图2的流程图所示的处理相同的处理,标注有相同的步骤编号。因而,不反复对图4的流程图所示的各处理进行详细说明。
即使这样,在电动行驶中产生了MG30变得不可使用的异常且车速低于阈值A的情况下,由于执行通知处理,所以在直到用户按照通知使车辆1停止并选择P档为止的期间,也能够抑制使用起动电动机14使发动机10起动的情况。因而,能够抑制在车辆的行驶中起动电动机14工作所导致的行驶功能的降低,所以能够抑制驾驶性能的恶化。
此外,上述变形例也可以将其全部或一部分适当组合而实施。应该认为,本次公开的实施方式在所有方面均为例示而不是限制性的内容。本公开的范围不是由上述说明表示而是由权利要求书表示,意在包含与权利要求书等同的意义及范围内的所有变更。
Claims (9)
1.一种混合动力车辆,包括:
发动机;
驱动轮;
起动电动机,构成为起动所述发动机;
辅机蓄电池,构成为向包括所述起动电动机在内的辅机供给电力;
电动发电机,构成为连结于所述驱动轮;
离合器,构成为将所述发动机与所述驱动轮连结;
通知装置,构成为将与所述混合动力车辆有关的信息通知给用户;及
电子控制单元,构成为为了使所述发动机起动而执行第一发动机起动控制和第二发动机起动控制中的任一控制,所述第一发动机起动控制是使用所述起动电动机来起动所述发动机的控制,所述第二发动机起动控制是在所述混合动力车辆的行驶中使用所述离合器使所述发动机与所述驱动轮连结而起动所述发动机的控制,
所述电子控制单元构成为,在停止了所述发动机的状态下使用所述电动发电机的电动行驶中下述条件i)及ii)全都满足的情况下,使用所述通知装置将催促使所述混合动力车辆停止的意思的信息以预先确定的通知方式通知给所述用户,
i)所述电子控制单元判定为所述电动发电机处于异常状态且需要进行所述发动机的起动,
ii)所述电子控制单元判定为所述混合动力车辆的速度小于阈值。
2.根据权利要求1所述的混合动力车辆,
所述电子控制单元构成为,在使用所述通知装置进行了所述信息的通知后所述混合动力车辆停止了的情况下,执行所述第一发动机起动控制。
3.根据权利要求1所述的混合动力车辆,
所述电子控制单元构成为,在所述电动行驶中下述条件i)及ii)全都满足的情况下,除了催促使所述混合动力车辆停止的意思的信息之外,还使用所述通知装置将催促将档位变更为驻车档的意思的信息以所述预先确定的通知方式通知给所述用户,
i)所述电子控制单元判定为所述电动发电机处于所述异常状态且需要进行所述发动机的起动,
ii)所述电子控制单元判定为所述混合动力车辆的速度小于所述阈值。
4.根据权利要求3所述的混合动力车辆,
所述电子控制单元构成为,在使用所述通知装置进行了所述信息的通知后所述混合动力车辆停止且所述档位被变更为了所述驻车档的情况下,执行所述第一发动机起动控制。
5.根据权利要求1~4中任一项所述的混合动力车辆,
所述通知装置包括显示装置,该显示装置设置于所述用户在驾驶所述混合动力车辆时能够目视确认的位置,
所述预先确定的通知方式包括将规定的文字信息显示于所述显示装置的通知方式。
6.根据权利要求1~5中任一项所述的混合动力车辆,
所述电子控制单元构成为,在所述电动行驶中以下的条件i)及iii)全都满足的情况下,执行所述第二发动机起动控制,
i)所述电子控制单元判定为所述电动发电机处于所述异常状态且需要进行所述发动机的起动;
iii)所述电子控制单元判定为所述混合动力车辆的速度为所述阈值以上。
7.根据权利要求2所述的混合动力车辆,
还包括变矩器,该变矩器设置于所述发动机与所述驱动轮之间,且包括锁止离合器,
其中,所述电子控制单元构成为,在执行所述第二发动机起动控制的情况下,将所述锁止离合器控制成释放状态。
8.根据权利要求1~6中任一项所述的混合动力车辆,还包括:
电源装置,构成为向所述电动发电机供给电力;
旋转变压器,构成为检测所述电动发电机的转速;及
电流传感器,构成为检测从所述电源装置向所述电动发电机流动的电流,
其中,所述电子控制单元构成为,在检测到所述电源装置、所述旋转变压器及所述电流传感器中的至少任一方的故障的情况下,判定为所述电动发电机处于所述异常状态。
9.一种混合动力车辆的控制方法,
所述混合动力车辆包括发动机、驱动轮、起动电动机、辅机蓄电池、电动发电机、离合器、通知装置及电子控制单元,
所述起动电动机构成为起动所述发动机,所述辅机蓄电池构成为向包括所述起动电动机在内的辅机供给电力,所述电动发电机构成为连结于所述驱动轮,所述离合器构成为将所述发动机与所述驱动轮连结,所述通知装置构成为将与所述混合动力车辆有关的信息通知给用户,
所述控制方法包括以下步骤:
为了使所述发动机起动而通过所述电子控制单元执行第一发动机起动控制和第二发动机起动控制中的任一控制,所述第一发动机起动控制是使用所述起动电动机来起动所述发动机的控制,所述第二发动机起动控制是在所述混合动力车辆的行驶中使用所述离合器使所述发动机与所述驱动轮连结而起动所述发动机的控制;及
在停止了所述发动机的状态下使用所述电动发电机的电动行驶中下述条件i)及ii)全都满足的情况下,通过所述通知装置将催促使所述混合动力车辆停止的意思的信息以预先确定的通知方式通知给所述用户,
i)所述电子控制单元判定为所述电动发电机处于异常状态且需要进行所述发动机的起动,
ii)所述电子控制单元判定为所述混合动力车辆的速度小于阈值。
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EP3339123B1 (en) | 2019-10-30 |
CN108313050B (zh) | 2021-05-04 |
US20180178806A1 (en) | 2018-06-28 |
KR101975122B1 (ko) | 2019-05-03 |
JP2018103648A (ja) | 2018-07-05 |
KR20180073494A (ko) | 2018-07-02 |
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