CN108515844B - 混合动力汽车及混合动力汽车的控制方法 - Google Patents

混合动力汽车及混合动力汽车的控制方法 Download PDF

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CN108515844B
CN108515844B CN201810122819.3A CN201810122819A CN108515844B CN 108515844 B CN108515844 B CN 108515844B CN 201810122819 A CN201810122819 A CN 201810122819A CN 108515844 B CN108515844 B CN 108515844B
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inverter
engine
motor
operation amount
voltage
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CN108515844A (zh
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清水优
安藤隆
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Toyota Motor Corp
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Toyota Motor Corp
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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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

本发明提供一种混合动力汽车及混合动力汽车的控制方法。电子控制单元构成为，在将第一变换器及第二变换器关闭的状态下使发动机运转而进行行驶的规定行驶时，以使第一电动机以第一电动机的反电动势变得比第一变换器及第二变换器的直流侧电压高的转速进行旋转而从第一电动机经由行星齿轮向驱动轴输出转矩的方式，对发动机进行控制。并且，所述电子控制单元构成为，在规定行驶时加速器操作量成为规定操作量以下时，切断从第一变换器及第二变换器侧向蓄电装置侧的电力的供给。

Description

混合动力汽车及混合动力汽车的控制方法
技术领域
本发明涉及混合动力汽车及混合动力汽车的控制方法。
背景技术
作为混合动力汽车，提出了如下的结构，具备：发动机；第一电动机；将发动机、第一电动机、连结于驱动轮的输出构件与轮架、太阳轮、齿圈连接的行星齿轮机构；与输出构件连接的第二电动机；对第一电动机及第二电动机进行驱动的变换器；以及经由电力线而与变换器连接的蓄电池(例如，参照日本特开2013-203116)。在该混合动力汽车中，在将变换器关闭的状态下使发动机运转而行驶时，基于变换器的直流侧电压、输出构件的转速以及加速器操作量，对发动机进行控制，以使伴随着第一电动机的旋转而产生的反电动势高于变换器的直流侧电压。通过这样的控制，调节以第一电动机的反电动势为起因的制动转矩，并调节该制动转矩的反力转矩(使输出构件产生的驱动转矩)。
发明内容
在上述的混合动力汽车中，在将变换器关闭的状态下使发动机运转而使用制动转矩的反力转矩(驱动转矩)行驶的正当中，在加速器操作量充分减小时(例如，加速器断开时)，由于发动机的摩擦等而第一电动机(发动机)的转速下降，在第一电动机的反电动势成为变换器的直流侧电压以下时，反力转矩不再向输出构件输出。因此，存在反力转矩不再向输出构件输出为止的时间变长，车辆的减速度增大至一定程度为止的时间变长的情况。
本发明的混合动力汽车在变换器关闭的状态下使发动机运转而行驶的正当中加速器操作量充分减小时，车辆的减速度增大至一定程度为止的时间缩短。
本发明的混合动力汽车为了实现上述的主要目的而采用以下的方案。
本发明的第一形态是混合动力汽车。所述混合动力汽车包括：发动机；第一电动机，伴随旋转而产生反电动势；行星齿轮，三个旋转要素以在列线图中按照所述第一电动机、所述发动机、与驱动轮连结的驱动轴的顺序排列的方式连接于所述第一电动机、所述发动机以及所述驱动轴这三个轴；第二电动机，连接于所述驱动轴；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，经由电力线而连接于所述第一变换器及所述第二变换器；及电子控制单元，构成为在所述第一变换器及所述第二变换器关闭的状态下使所述发动机运转而所述混合动力汽车进行行驶的规定行驶时，以使所述第一电动机以所述第一电动机的反电动势高于所述第一变换器及所述第二变换器的直流侧电压的转速进行旋转而从所述第一电动机经由所述行星齿轮向所述驱动轴输出转矩的方式，对所述发动机进行控制。所述电子控制单元构成为，在所述规定行驶时加速器操作量成为规定操作量以下时，切断从所述第一变换器及所述第二变换器侧向所述蓄电装置侧的电力供给。
根据上述结构，在将第一变换器及第二变换器关闭的状态下使发动机运转而所述混合动力汽车进行行驶的规定行驶时，所述电子控制单元以使第一电动机以第一电动机的反电动势高于第一变换器及第二变换器的直流侧电压的转速进行旋转而从第一电动机经由行星齿轮向驱动轴输出转矩的方式对发动机进行控制。当第一电动机的反电动势高于第一变换器及第二变换器的直流侧电压时，在第一电动机产生以反电动势为起因的再生转矩，能够将基于该再生转矩的驱动转矩向驱动轴输出而行驶。并且，在规定行驶时加速器操作量成为规定操作量以下时，所述电子控制单元以切断从第一变换器及第二变换器侧向蓄电装置侧的电力供给的方式进行控制。由此，在第一电动机不再产生以反电动势为起因的再生转矩，不再将基于该再生转矩的驱动转矩向驱动轴输出。并且，这种情况下，与不切断从第一变换器及第二变换器侧向蓄电装置侧的电力供给(等待由于第一电动机的转速的下降而不再输出驱动转矩)的情况相比，能够缩短不再输出驱动转矩为止的时间。其结果是，能够缩短车辆的减速度增大至一定程度为止(例如，成为空挡时相当的减速度为止)的时间。在此，“规定操作量”是为了判定驾驶者是否想要减速(加速器开度充分小)而使用的阈值。
所述混合动力汽车可以还包括升降压转换器，该升降压转换器设置于所述电力线，在所述蓄电装置侧与所述第一变换器及所述第二变换器侧之间伴随电压的变更而授受电力。所述电子控制单元也可以构成为，在所述规定行驶时所述加速器操作量大于所述规定操作量时，以使所述第一电动机的反电动势变得比所述第一变换器及所述第二变换器的直流侧电压高的方式，对所述发动机和所述升降压转换器进行控制。所述电子控制单元可以构成为，在所述规定行驶时在所述加速器操作量成为所述规定操作量以下时，通过将所述升降压转换器关闭来切断从所述第一变换器及所述第二变换器侧向所述蓄电装置侧的电力供给。根据上述结构，在规定行驶时加速器操作量成为规定操作量以下时，能够通过将升压转换器关闭而避免在第一电动机产生再生转矩，避免将驱动转矩向驱动轴输出。
所述混合动力汽车可以还包括设置于所述电力线的继电器。所述电子控制单元可以构成为，在所述规定行驶时所述加速器操作量成为所述规定操作量以下时，通过将所述继电器关闭来切断从所述第一变换器及所述第二变换器侧向所述蓄电装置侧的电力供给。根据上述结构，在规定行驶时加速器操作量成为规定操作量以下时，能够通过将继电器关闭来避免在第一电动机产生再生转矩，避免将驱动转矩向驱动轴输出。
在所述混合动力汽车中，所述电子控制单元可以构成为，在所述规定行驶时所述加速器操作量成为所述规定操作量以下时，以使所述发动机的转速成为比所述加速器操作量大于所述规定操作量时的所述发动机的转速小的转速的方式对所述发动机进行控制。根据上述结构，在规定行驶时加速器操作量成为规定操作量以下时，能够使发动机的转速比较小而抑制发动机的燃料消耗。
本发明的第二形态是混合动力汽车的控制方法。所述混合动力汽车包括：发动机；第一电动机，伴随旋转而产生反电动势；行星齿轮，三个旋转要素以在列线图中按照所述第一电动机、所述发动机、与驱动轮连结的驱动轴的顺序排列的方式连接于所述第一电动机、所述发动机以及所述驱动轴这三个轴；第二电动机，连接于所述驱动轴；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，经由电力线而连接于所述第一变换器及所述第二变换器；及电子控制单元，构成为在将所述第一变换器及所述第二变换器关闭的状态下使所述发动机运转而所述混合动力汽车进行行驶的规定行驶时，以使所述第一电动机以所述第一电动机的反电动势变得比所述第一变换器及所述第二变换器的直流侧电压高的转速进行旋转而从所述第一电动机经由所述行星齿轮向所述驱动轴输出转矩的方式对所述发动机进行控制。在所述控制方法中，在所述规定行驶时加速器操作量成为规定操作量以下时，通过所述电子控制单元切断从所述第一变换器及所述第二变换器侧向所述蓄电装置侧的电力供给。
根据上述结构，在将第一变换器及第二变换器关闭的状态下使发动机运转而所述混合动力汽车进行行驶的规定行驶时，所述电子控制单元以使第一电动机以第一电动机的反电动势高于第一变换器及第二变换器的直流侧电压的转速进行旋转而从第一电动机经由行星齿轮向驱动轴输出转矩的方式对发动机进行控制。当将第一电动机的反电动势设为比第一变换器及第二变换器的直流侧电压高时，在第一电动机产生以反电动势为起因的再生转矩，能够将基于该再生转矩的驱动转矩向驱动轴输出而行驶。并且，在规定行驶时加速器操作量成为规定操作量以下时，所述电子控制单元以切断从第一变换器及第二变换器侧向蓄电装置侧的电力供给的方式进行控制。由此，在第一电动机不再产生以反电动势为起因的再生转矩，不再将基于该再生转矩的驱动转矩向驱动轴输出。并且，这种情况下，与不切断从第一变换器及第二变换器侧向蓄电装置侧的电力供给(等待由于第一电动机的转速的下降而不再输出驱动转矩)的情况相比，能够缩短不再输出驱动转矩为止的时间。其结果是，能够缩短车辆的减速度增大至一定程度为止(例如，成为空挡时相当的减速度为止)的时间。
附图说明
前述及后述的本发明的特征及优点通过下面的具体实施方式的说明并参照附图而明确，其中，相同的标号表示相同的部件。
图1是表示作为本发明的一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是由实施例的HVECU70执行的无变换器行驶时控制例程的流程图。
图4是表示在无变换器行驶时，电动机MG1的反电动势Vcef比高电压侧电力线54a的电压VH高时的行星齿轮30的列线图的一例的说明图。
图5是表示在无变换器行驶时，加速器开度Acc成为阈值Aref以下时的实施例及上述的比较例的情况的一例的说明图。
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一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、升降压转换器55、作为蓄电装置的蓄电池50、系统主继电器56、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，但是发动机ECU24构成为以CPU为中心的微型处理器，除了CPU之外，还具备存储处理程序的ROM或暂时存储数据的RAM、输入输出端口、通信端口。为了对发动机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等从输入端口向发动机ECU24输入。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经由通信端口而与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构成作为单小齿轮式的行星齿轮机构。在行星齿轮30的太阳轮上连接电动机MG1的转子。在行星齿轮30的齿圈连接驱动轴36，该驱动轴36经由差动齿轮38而连结于驱动轮39a、39b。在行星齿轮30的轮架上经由减振器28连接发动机22的曲轴26。
电动机MG1构成为具有埋入有永久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同样地构成为同步发电电动机，转子连接于驱动轴36。
变换器41、42使用于电动机MG1、MG2的驱动。如图2所示，变换器41连接于高电压侧电力线54a，具有6个晶体管T11～T16、和与6个晶体管T11～T16分别并联连接的6个二极管D11～D16。晶体管T11～T16分别相对于高电压侧电力线54a的正极侧线和负极侧线以成为拉侧和灌侧的方式每2个成对配置。而且，在晶体管T11～T16的成对的晶体管彼此的连接点分别连接有电动机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的开时间的比例，由此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，连接于高电压侧电力线54a，具有6个晶体管T21～T26和6个二极管D21～D26。并且，在电压作用于变换器42时，通过电动机ECU40，调节成对的晶体管T21～T26的开时间的比例，由此在三相线圈形成旋转磁场，驱动电动机MG2旋转。
升降压转换器55连接于高电压侧电力线54a和低电压侧电力线54b，具有2个晶体管T31、T32、与2个晶体管T31、T32分别并联连接的2个二极管D31、D32以及电抗器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。升降压转换器55通过电动机ECU40调节晶体管T31、T32的开时间的比例，由此对低电压侧电力线54b的电力进行升压而向高电压侧电力线54a供给，或者对高电压侧电力线54a的电力进行降压而向低电压侧电力线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平滑用的电容器58。
虽然未图示，但是电动机ECU40构成为以CPU为中心的微型处理器，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、通信端口。如图1所示，为了对电动机MG1、MG2或升降压转换器55进行驱动控制所需的来自各种传感器的信号经由输入端口向电动机ECU40输入。作为向电动机ECU40输入的信号，可列举例如来自检测电动机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电流传感器45u、45v、46u、46v的相电流Iu1、Iv1、Iu2、Iv2。另外，还能够列举来自安装在电容器57的端子间的电压传感器57a的电容器57(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(低电压侧电力线54b)的电压(低电压侧电压)VL。从电动机ECU40经由输出端口输出用于对电动机MG1、MG2或升降压转换器55进行驱动控制的各种控制信号。作为从电动机ECU40输出的信号，能够列举例如向变换器41、42的晶体管T11～T16、T21～T26的开关控制信号、向升降压转换器55的晶体管T31、T32的开关控制信号。电动机ECU40经由通信端口而与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θe1、θe2、角速度ωm1、ωm2、转速Nm1、Nm2。
蓄电池50构成为例如额定电压为250V、280V、300V等的锂离子二次电池或镍氢二次电池，并与低电压侧电力线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，但是蓄电池ECU52构成为以CPU为中心的微型处理器，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、通信端口。为了管理蓄电池50所需的来自各种传感器的信号经由输入端口向蓄电池ECU52输入。作为向蓄电池ECU52输入的信号，能够列举例如来自安装于蓄电池50的端子间的电压传感器51a的蓄电池50的电压Vb、来自安装于蓄电池50的输出端子的电流传感器51b的蓄电池50的电流Ib、来自安装于蓄电池50的温度传感器51c的蓄电池50的温度Tb。蓄电池ECU52经由通信端口而与HVECU70连接。蓄电池ECU52基于来自电流传感器51b的蓄电池50的电流Ib的累计值来运算蓄电比例SOC。蓄电比例SOC是能够从蓄电池50放电的电力的容量相对于蓄电池50的整个容量的比例。
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由HVECU70进行开关控制，由此进行蓄电池50与升降压转换器55侧的连接及连接的解除。
虽然未图示，但是HVECU70构成为以CPU为中心的微型处理器，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、通信端口。来自各种传感器的信号经由输入端口向HVECU70输入。作为向HVECU70输入的信号，能够列举例如来自点火开关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，也可列举来自检测加速踏板83的踏入量的加速踏板位置传感器84的加速器开度Acc、来自检测制动踏板85的踏入量的制动踏板位置传感器86的制动踏板位置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经由通信端口而与发动机ECU24、电动机ECU40、蓄电池ECU52连接。
在这样构成的实施例的混合动力汽车20中，以使发动机22运转而行驶的混合动力行驶(HV行驶)模式、或不使发动机22运转而行驶的电动行驶(EV行驶)模式等来进行行驶。
在HV行驶模式下，HVECU70基于加速器开度Acc和车速V来设定对驱动轴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以使发动机22基于目标转速Ne*和目标转矩Te*而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*来驱动电动机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，并以使高电压侧电力线54a的电压VH成为目标电压VH*的方式进行升降压转换器55的晶体管T31、T32的开关控制。
在EV行驶模式下，HVECU70基于加速器开度Acc和车速V来设定要求转矩Td*，将电动机MG1的转矩指令Tm1*设定为值0并以向驱动轴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*。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。关于电动机ECU40对变换器41、42、升降压转换器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，尤其是在将变换器41、42关闭的状态(将晶体管T11～T16、T21～T26的全部关闭的状态)下使发动机22运转而进行行驶的无变换器行驶(退避行驶)时的动作。在此，在HV行驶模式下的行驶中，在发生了变换器41、42的异常或变换器41、42的控制使用的传感器(旋转位置检测传感器43、44等)的异常时，进行无变换器行驶。图3是表示通过实施例的HVECU70执行的无变换器行驶时控制例程的一例的流程图。该例程在无变换器行驶时被反复执行。
在执行无变换器行驶时控制例程时，HVECU70输入加速器开度Acc、电动机MG2的转速Nm2(步骤S100)。在此，加速器开度Acc输入通过加速踏板位置传感器84检测到的值。电动机MG2的转速Nm2从电动机ECU40通过通信输入基于由旋转位置检测传感器44检测到的电动机MG2的转子的旋转位置θm2而运算的值。
当这样输入数据时，将输入的加速器开度Acc与阈值Aref进行比较(步骤S110)。在此，阈值Aref是为了判定驾驶者是否想要减速(加速器开度Acc充分小)而使用的阈值，可以使用例如3％、5％、7％等。
在步骤S110中加速器开度Acc比阈值Aref大时，判断为驾驶者不想要减速，以使伴随着电动机MG1的旋转而产生的反电动势Vcef高于高电压侧电力线54a的电压VH的方式设定电动机MG1的目标转速Nm1*及高电压侧电力线54a的目标电压VH*(步骤S120)。在此，电动机MG1的反电动势Vcef相当于电动机MG1的角速度ωm1与反电动势常数Ke之积。
图4是表示在无变换器行驶时，电动机MG1的反电动势Vcef比高电压侧电力线54a的电压VH高时的行星齿轮30的列线图的一例的说明图。图中，左侧的S轴表示电动机MG1的转速Nm1即行星齿轮30的太阳轮的转速，C轴表示发动机22的转速Ne即行星齿轮30的轮架的转速，R轴表示电动机MG2的转速Nm2(及驱动轴36的转速Nd)即行星齿轮30的齿圈的转速。另外，图中，“ρ”表示行星齿轮30的齿轮比(太阳轮的齿数/齿圈的齿数)。在电动机MG1的反电动势Vcef比高电压侧电力线54a的电压VH高时，如图所示，通过电动机MG1产生基于电动机MG1的反电动势Vcef与高电压侧电力线54a的电压VH的电压差(Vcef-VH)的再生转矩Tcef，将基于该再生转矩Tcef的驱动转矩(反力转矩)Trf(＝-Tcef/ρ)向驱动轴36输出。在此，详细而言，伴随着发动机22的运转而电动机MG1连带旋转，基于电动机MG1的反电动势Vcef的电力由变换器41的二极管D11～D16整流而经由高电压侧电力线54a、升降压转换器55、低电压侧电力线54b向蓄电池50供给，伴随于此产生再生转矩Tcef。
上述的步骤S120的处理是以向驱动轴36输出驱动转矩Trf的方式设定电动机MG1的目标转速Nm1*及高电压侧电力线54a的目标电压VH*的处理。在实施例中，向电动机MG1的目标转速Nm1*设定例如4000rpm～6000rpm左右的转速(恒定值)，并向高电压侧电力线54a的目标电压VH*设定例如比蓄电池50的额定电压高几十V～一百几十V左右的电压(恒定值)。需要说明的是，可以是以加速器开度Acc越大则电动机MG1的再生转矩Tcef的绝对值甚至向驱动轴36输出的驱动转矩Trf的绝对值越大的方式，设定电动机MG1的目标转速Nm1*及高电压侧电力线54a的目标电压VH*。例如，可考虑向电动机MG1的目标转速Nm1*设定加速器开度Acc越大则越升高的倾向的转速，或者向高电压侧电力线54a的目标电压VH*设定加速器开度Acc越大则越降低的倾向的电压。
接下来，使用电动机MG1的目标转速Nm1*、电动机MG2的转速Nm2(驱动轴36的转速Nd)、行星齿轮30的齿轮比ρ通过式(1)来计算发动机22的目标转速Ne*(步骤S130)。在此，式(1)如果使用图4则能够容易导出。然后，将发动机22的目标转速Ne*向发动机ECU24发送，并将高电压侧电力线54a的目标电压VH*向电动机ECU40发送(步骤S140)，结束本例程。发动机ECU24当接收到发动机22的目标转速Ne*时，以使发动机22的转速Ne成为目标转速Ne*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。电动机ECU40当接收到高电压侧电力线54a的目标电压VH*时，以使高电压侧电力线54a的电压VH成为目标电压VH*的方式进行升降压转换器55的晶体管T31、T32的开关控制。这种情况下，能够将驱动转矩Trf向驱动轴36输出而行驶。
Ne*＝(Nm1*·ρ+Nm2)/(1+ρ) (1)
在步骤S110中，加速器开度Acc为阈值Aref以下时，判断为驾驶者想要减速，与加速器开度Acc大于阈值Aref时相比，将发动机22的目标转速Ne*设定得小(步骤S150)。在实施例中，能够向发动机22的目标转速Ne*设定例如1000rpm～1500rpm左右的转速(恒定值)。需要说明的是，可以向发动机22的目标转速Ne*设定高电压侧电力线54a的电压VH越低则越降低的倾向的转速。
当这样设定发动机22的目标转速Ne*时，将发动机22的目标转速Ne*向发动机ECU24发送并将升降压转换器55的关闭指令向电动机ECU40发送(步骤S160)，结束本例程。发动机ECU24当接收到发动机22的目标转速Ne*时，以使发动机22的转速Ne成为目标转速Ne*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。电动机ECU40当接收到升降压转换器55的关闭指令时，将升降压转换器55关闭(将晶体管T31、T32关闭)。
当升降压转换器55关闭时，不再从高电压侧电力线54a侧(变换器41侧)向低电压侧电力线54b侧(蓄电池50侧)供给电力。因此，在升降压转换器55的关闭前，电动机MG1的反电动势Vcef比高电压侧电力线54a的电压VH高时，即，通过电动机MG1产生再生转矩Tcef而将驱动转矩Trf向驱动轴36输出时，如果将升降压转换器55关闭，则高电压侧电力线54a的电压VH上升而变得与电动机MG1的反电动势Vcef相等，不再产生再生转矩Tcef而不再将驱动转矩Trf向驱动轴36输出。并且，实施例的情况下的从将升降压转换器55关闭至高电压侧电力线54a的电压VH变得与电动机MG1的反电动势Vcef相等为止的时间(实施例的所需时间)比即使加速器开度Acc成为阈值Aref以下也不关闭升降压转换器55的比较例的情况下的由于发动机22的摩擦等而发动机22的转速Ne(电动机MG1的转速Nm1)下降且电动机MG1的反电动势Vcef变得与高电压侧电力线54a的电压VH相等为止的时间(比较例的所需时间)短。因此，实施例的情况下，与比较例的情况相比，能够缩短驱动转矩Trf不再向驱动轴36输出为止的时间。其结果是，能够缩短车辆的减速度增大至一定程度为止(例如，成为空挡时相当的减速度为止)的时间。而且，在实施例中，在加速器开度Acc成为阈值Aref以下时，与加速器开度Acc大于阈值Aref时相比，减小发动机22的目标转速Ne*，因此能够抑制发动机22的燃料消耗。
需要说明的是，在升降压转换器55的关闭前，电动机MG1的反电动势Vcef小于高电压侧电力线54a的电压VH及低电压侧电力线54b的电压VL时，即，在电动机MG1未产生再生转矩Tcef而不将驱动转矩Trf向驱动轴36输出时，即使关闭升降压转换器55，电动机MG1的反电动势Vcef与高电压侧电力线54a的电压VH及低电压侧电力线54b的电压VL的大小关系也不变化，因此仍保持不输出驱动转矩Trf的状态。
图5是表示在无变换器行驶时，加速器开度Acc成为阈值Aref以下时的实施例及上述的比较例的情况的一例的说明图。在图5中，示出了加速器开度Acc、发动机22的转速Ne及目标转速Ne*、升降压转换器55的状态、电动机MG1的反电动势Vcef、高电压侧电力线54a的电压VH、电动机MG1的再生转矩Tcef、驱动转矩Trf、车速V的情况。在比较例中，即使加速器开度Acc成为阈值Aref以下(时刻t11)，也不关闭升降压转换器55(继续驱动)，因此在由于发动机22的摩擦等而发动机22的转速Ne(电动机MG1的转速Nm1)下降且电动机MG1的反电动势Vcef成为高电压侧电力线54a的电压VH以下时(时刻t13)，在电动机MG1不再产生再生转矩Tcef，不再将驱动转矩Trf向驱动轴36输出。因此，存在车辆的减速度增大至一定程度为止(例如，成为空挡时相当的减速度为止)的时间稍变长的情况。相对于此，在实施例中，当加速器开度Acc成为阈值Aref以下时(时刻t11)，将升降压转换器55关闭，因此高电压侧电力线54a的电压VH上升而在极短时间内(时刻t11～时刻t12)变得与电动机MG1的反电动势Vcef相等，在电动机MG1不再产生再生转矩Tcef，不再将驱动转矩Trf向驱动轴36输出。由此，与比较例相比，能够缩短车辆的减速度增大至一定程度为止(例如，成为空挡时相当的减速度为止)的时间。
在以上说明的实施例的混合动力汽车20中，在无变换器行驶时，对发动机22和升降压转换器55进行控制，以使电动机MG1以电动机MG1的反电动势Vcef变得比高电压侧电力线54a的电压VH高的转速进行旋转，由此在电动机MG1产生再生转矩Tcef而将驱动转矩Trf向驱动轴36输出。并且，在无变换器行驶时，如果加速器开度Acc成为阈值Aref以下，则关闭升降压转换器55。由此，与即使加速器开度Acc成为阈值Aref以下也不关闭升降压转换器55的结构相比，能够缩短不再将驱动转矩Trf向驱动轴36输出的时间。其结果是，能够缩短车辆的减速度增大至一定程度为止(例如，成为空挡时相当的减速度为止)的时间。
在实施例的混合动力汽车20中，在无变换器行驶时，在加速器开度Acc成为阈值Aref以下时，将升降压转换器55关闭，由此切断从变换器41、42侧向蓄电池50侧的电力供给。然而，在无变换器行驶时，在加速器开度Acc成为阈值Aref以下时，也可以通过将系统主继电器56关闭而切断从变换器41、42侧向蓄电池50侧的电力供给。即使在这种情况下，也能够起到与实施例同样的效果。
在实施例的混合动力汽车20中，在无变换器行驶时，在加速器开度Acc成为阈值Aref以下时，除了将升降压转换器55关闭之外，而且与加速器开度Acc大于阈值Aref时相比减小发动机22的目标转速Ne*。然而，也可以与加速器开度Acc大于阈值Aref时相比不减小发动机22的目标转速Ne*。
在实施例的混合动力汽车20中，在HV行驶模式下的行驶中，在产生了变换器41、42的异常或变换器41、42的控制使用的传感器的异常时，进行无变换器行驶。然而，在来自加速踏板位置传感器84的加速器开度Acc不仅向HVECU70而且也向电动机ECU40输入的情况下，在HV行驶模式下的行驶中，即使产生了HVECU70与电动机ECU40的通信异常时，也可以设为进行无变换器行驶。这种情况下，电动机ECU40从HVECU70无法接收高电压侧电力线54a的目标电压VH*或升降压转换器55的关闭指令。因此，在电动机ECU40中，可考虑将来自加速踏板位置传感器84的加速器开度Acc与阈值Aref进行比较，在加速器开度Acc大于阈值Aref时，设定高电压侧电力线54a的目标电压VH*而控制升降压转换器55，在加速器开度Acc为阈值Aref以下时，将升降压转换器55关闭。
在实施例的混合动力汽车20中，具备升降压转换器55，但也可以不具备该升降压转换器55。这种情况下，在加速器开度Acc成为阈值Aref以下时，只要将系统主继电器56关闭即可。
在实施例的混合动力汽车20中，具备系统主继电器56，但也可以不具备该系统主继电器56。这种情况下，在加速器开度Acc成为阈值Aref以下时，只要与实施例同样地将升降压转换器55关闭即可。
在实施例的混合动力汽车20中，作为蓄电装置，使用了蓄电池50，但只要是电容器等能够蓄电的装置即可，可以使用任意的装置。
在实施例的混合动力汽车20中，具备发动机ECU24、电动机ECU40、蓄电池ECU52、HVECU70，但也可以将它们中的至少2个构成作为单一的电子控制单元。
说明实施例的主要的要素与发明内容记载的发明的主要的要素的对应关系。在实施例中，发动机22是“发动机”的一例，电动机MG1是“第一电动机”的一例，行星齿轮30是“行星齿轮”的一例，电动机MG2是“第二电动机”的一例，变换器41是“第一变换器”的一例，变换器42是“第二变换器”的一例，蓄电池50是“蓄电装置”的一例，HVECU70、发动机ECU24、电动机ECU40是“电子控制单元”的一例。而且，升降压转换器55是“升降压转换器”的一例，系统主继电器56是“继电器”的一例。
需要说明的是，实施例的主要的要素与发明内容记载的发明的主要的要素的对应关系是实施例用于实施发明内容记载的发明的方式的具体说明用的一例，没有限定发明内容记载的发明的要素。即，关于发明内容记载的发明的解释应基于该栏的记载进行，实施例只不过是发明内容记载的发明的具体的一例。
以上，关于用于实施本发明的方式，使用实施例进行了说明，但是本发明不受这样的实施例的任何限定，在不脱离本发明的主旨的范围内，当然能以各种方式实施。
本发明能够利用于混合动力汽车的制造产业等。

Claims (5)

1.一种混合动力汽车，其特征在于，包括：
发动机；
第一电动机，伴随旋转而产生反电动势；
行星齿轮，三个旋转要素以在列线图中按照所述第一电动机、所述发动机、与驱动轮连结的驱动轴的顺序排列的方式连接于所述第一电动机、所述发动机以及所述驱动轴这三个轴；
第二电动机，连接于所述驱动轴；
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，经由电力线而连接于所述第一变换器及所述第二变换器；及
电子控制单元，构成为在将所述第一变换器及所述第二变换器关闭的状态下使所述发动机运转而所述混合动力汽车进行行驶的规定行驶时，以使所述第一电动机以所述第一电动机的反电动势变得比所述第一变换器及所述第二变换器的直流侧电压高的转速进行旋转而从所述第一电动机经由所述行星齿轮向所述驱动轴输出转矩的方式，对所述发动机进行控制，
所述电子控制单元构成为，在所述规定行驶时加速器操作量成为规定操作量以下时，切断从所述第一变换器及所述第二变换器侧向所述蓄电装置侧的电力供给。
2.根据权利要求1所述的混合动力汽车，其中，
所述混合动力汽车具备升降压转换器，该升降压转换器设置于所述电力线，在所述蓄电装置侧与所述第一变换器及所述第二变换器侧之间伴随电压的变更而授受电力，
所述电子控制单元构成为，在所述规定行驶时所述加速器操作量大于所述规定操作量时，以使所述第一电动机的反电动势变得比所述第一变换器及所述第二变换器的直流侧电压高的方式，对所述发动机和所述升降压转换器进行控制，
所述电子控制单元构成为，在所述规定行驶时所述加速器操作量成为所述规定操作量以下时，通过将所述升降压转换器关闭来切断从所述第一变换器及所述第二变换器侧向所述蓄电装置侧的电力供给。
3.根据权利要求1所述的混合动力汽车，其中，
所述混合动力汽车具备设置于所述电力线的继电器，
所述电子控制单元构成为，在所述规定行驶时所述加速器操作量成为所述规定操作量以下时，通过将所述继电器关闭来切断从所述第一变换器及所述第二变换器侧向所述蓄电装置侧的电力供给。
4.根据权利要求1～3中任一项所述的混合动力汽车，其中，
所述电子控制单元构成为，在所述规定行驶时所述加速器操作量成为所述规定操作量以下时，以使所述发动机的转速成为比所述加速器操作量大于所述规定操作量时的所述发动机的转速小的转速的方式对所述发动机进行控制。
5.一种混合动力汽车的控制方法，其中，
所述混合动力汽车包括：
发动机；
第一电动机，伴随旋转而产生反电动势；
行星齿轮，三个旋转要素以在列线图中按照所述第一电动机、所述发动机、与驱动轮连结的驱动轴的顺序排列的方式连接于所述第一电动机、所述发动机以及所述驱动轴这三个轴；
第二电动机，连接于所述驱动轴；
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，经由电力线而连接于所述第一变换器及所述第二变换器；及
电子控制单元，构成为在将所述第一变换器及所述第二变换器关闭的状态下使所述发动机运转而所述混合动力汽车进行行驶的规定行驶时，以使所述第一电动机以所述第一电动机的反电动势变得比所述第一变换器及所述第二变换器的直流侧电压高的转速进行旋转而从所述第一电动机经由所述行星齿轮向所述驱动轴输出转矩的方式，对所述发动机进行控制，
所述控制方法的特征在于，
在所述规定行驶时加速器操作量成为规定操作量以下时，通过所述电子控制单元来切断从所述第一变换器及所述第二变换器侧向所述蓄电装置侧的电力供给。
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US20180222322A1 (en) 2018-08-09

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