CN109664875B - 混合动力汽车 - Google Patents

混合动力汽车 Download PDF

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Publication number
CN109664875B
CN109664875B CN201811081679.6A CN201811081679A CN109664875B CN 109664875 B CN109664875 B CN 109664875B CN 201811081679 A CN201811081679 A CN 201811081679A CN 109664875 B CN109664875 B CN 109664875B
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voltage
power line
motor
engine
side power
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CN109664875A (zh
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清水优
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
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    • B60K6/445—Differential gearing distribution type
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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
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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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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    • B60K6/26—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 motors or the generators
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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
    • 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
    • B60K6/36—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 transmission gearings
    • B60K6/365—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 transmission gearings with the gears having orbital motion
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
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    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
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    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
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    • H02M7/79—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/797—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
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Abstract

本发明提供一种抑制升降压转换器成为过热的混合动力汽车。在伴随第一变换器及第二变换器的门切断和发动机的运转而行驶的规定行驶时，以使第一电动机的反电动势变得比高电压侧电力线的电压高的方式控制发动机和升降压转换器。并且，在规定行驶时加速器操作量增加了的情况下，当升降压转换器的温度为规定温度以上时，与升降压转换器的温度小于规定温度时相比，以限制第一电动机的反电动势与高电压侧电力线的电压之间的差值增加的方式进行控制。

Description

混合动力汽车
技术领域
本发明涉及混合动力汽车，详细地说，涉及具备发动机、行星齿轮、两个电动机、两个变换器、蓄电装置及升降压转换器的混合动力汽车。
背景技术
以往，作为这种混合动力汽车，提出了如下汽车，该汽车具备：发动机；第一电动机，伴随旋转而产生反电动势；行星齿轮，其太阳轮、齿轮架及齿圈与第一电动机、发动机及连结于驱动轮的输出轴连接；第二电动机，连接于输出轴；第一变换器，驱动第一电动机；第二变换器，驱动第二电动机；蓄电池；及转换器，连接于连接有蓄电池的第一电力线和连接有第一变换器及第二变换器的第二电力线，并且伴随第二电力线的电压的调节而在第一电力线与第二电力线之间进行电力的交换(例如，参照专利文献1)。在该混合动力汽车中，在伴随第一变换器及第二变换器的门切断和发动机的运转而行驶时，以使第一电动机的逆电压变得比第二电力线的电压高的方式控制发动机和转换器。由此，在第一电动机产生反转矩，将作为该反转矩的反作用力的驱动转矩向输出轴输出，能够进行前进行驶。
现有技术文献
专利文献
专利文献1：JP2017-65604A
发明内容
发明要解决的问题
在这样的混合动力汽车中，在伴随第一变换器及第二变换器的门切断和发动机的运转而行驶时，基本上，第一电动机的反电动势与第二电力线的电压的差值越大，则从第一电动机经由转换器流向蓄电池的电流越大，第一电动机的反转矩越大。若从第一电动机经由转换器流向蓄电池的电流变大，则转换器的温度会上升而容易成为过热。
本发明的混合动力汽车以抑制升降压转换器成为过热为主要目的。
用于解决问题的手段
本发明的混合动力汽车为了达成上述的主要目的而采取了以下的手段。
本发明的混合动力汽车，具备：
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所述第一电动机、所述发动机及连结于驱动轮的驱动轴的顺序排列的方式与所述第一电动机、所述发动机及所述驱动轴这三个轴连接；
第二电动机，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；
升降压转换器，连接于低电压侧电力线和高电压侧电力线，所述低电压侧电力线连接有所述蓄电装置，所述高电压侧电力线连接有所述第一变换器及所述第二变换器，所述升降压转换器伴随所述高电压侧电力线的电压的调节而在所述低电压侧电力线与所述高电压侧电力线之间进行电力的交换；及
控制装置，在伴随所述第一变换器及所述第二变换器的门切断和所述发动机的运转而行驶的规定行驶时，以使所述第一电动机的反电动势变得比所述高电压侧电力线的电压高的方式控制所述发动机和所述升降压转换器，
其要旨在于，
在所述规定行驶时加速器操作量增加了的情况下，当所述升降压转换器的温度为规定温度以上时，与所述升降压转换器的温度小于所述规定温度时相比，所述控制装置以限制所述第一电动机的反电动势与所述高电压侧电力线的电压之间的差值增加的方式进行控制。
在该本发明的混合动力汽车中，在伴随第一变换器及第二变换器的门切断和发动机的运转而行驶的规定行驶时，以使第一电动机的反电动势变得比高电压侧电力线的电压高的方式控制发动机和升降压转换器。通过这样的控制，在第一电动机中，产生同第一电动机的反电动势与高电压侧电力线的电压的电压差值相应的再生转矩(反转矩)，该再生转矩的反作用力转矩作为驱动转矩(前进用的转矩)向驱动轴输出，能够进行前进行驶。并且，在规定行驶时加速器操作量增加了的情况下，当升降压转换器的温度为规定温度以上时，与升降压转换器的温度小于规定温度时相比，以限制第一电动机的反电动势与高电压侧电力线的电压之间的差值增加的方式进行控制。在此，“规定温度”作为比升降压转换器的过热温度低某种程度的温度而设定。通过这样的控制，能够抑制由第一电动机的反电动势与高电压侧电力线的电压之间的差值增加导致的从第一电动机经由升降压转换器流向蓄电装置的电流的增加。其结果，能够抑制升降压转换器的温度上升，抑制升降压转换器成为过热。
在这样的本发明的混合动力汽车中，也可以是，在所述规定行驶时加速器操作量增加了的情况下，当所述升降压转换器的温度为所述规定温度以上时，所述控制装置以保持所述差值的方式进行控制。这样，能够更加抑制升降压转换器成为过热。
在该情况下，也可以是，在所述规定行驶时加速器操作量增加了的情况下，当所述升降压转换器的温度为所述规定温度以上时，所述控制装置以通过保持所述第一电动机的转速及所述高电压侧电力线的电压来保持所述差值的方式进行控制。
附图说明
图1是示出作为本发明的一实施例的混合动力汽车20的结构的概略的构成图。
图2是示出包含电动机MG1、MG2的电机驱动系统的结构的概略的构成图。
图3是示出进行无变速器行驶时的行星齿轮30的列线图的一例的说明图。
图4是示出在无变速器行驶时加速器开度Acc增加了的情况下由HVECU70执行的处理例程的一例的流程图。
具体实施方式
接着，使用实施例对用于实施本发明的方式进行说明。
【实施例】
图1是示出作为本发明的一实施例的混合动力汽车20的结构的概略的构成图，图2是示出包含电动机MG1、MG2的电机驱动系统的结构的概略的构成图。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及混合动力用电子控制单元(以下，称作“HVECU”)70。
发动机22构成为将汽油、轻油等作为燃料而输出动力的内燃机，经由减震器28连接于行星齿轮30的齿轮架。该发动机22由发动机用电子控制单元(以下，称作“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。向发动机ECU24，经由输入端口输入对发动机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构成为单小齿轮式的行星齿轮机构。行星齿轮30的太阳轮与电动机MG1的转子连接。行星齿轮30的齿圈与经由差速齿轮38连结于驱动轮39a、39b的驱动轴36连接。如上所述，行星齿轮30的齿轮架经由减震器28与发动机22的曲轴26连接。
电动机MG1构成为具有埋入永磁体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，转子连接于行星齿轮30的太阳轮。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，具有六个作为开关元件的晶体管T11～T16和分别并联连接于六个晶体管T11～T16的六个二极管D11～D16。晶体管T11～T16以分别相对于高电压侧电力线54a的正极侧线和负极侧线成为拉(source)侧和灌(sink)侧的方式各两个地成对配置。另外，晶体管T11～T16的成对的晶体管彼此的连接点分别与电动机MG1的三相线圈(U相、V相、W相)的各相连接。因此，在对变换器41作用有电压时，通过利用电动机用电子控制单元(以下，称作“电动机ECU”)40调节成对的晶体管T11～T16的导通时间的比例，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，具有六个晶体管T21～T26和六个二极管D21～D26。并且，在对变换器42作用有电压时，通过利用电动机ECU40调节成对的晶体管T21～T26的导通时间的比例，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，具有两个作为开关元件的晶体管T31、T32、分别并联连接于两个晶体管T31、T32的两个二极管D31、D32及电抗器L。晶体管T31连接于高电压侧电力线54a的正极侧线。晶体管T32连接于晶体管T31和高电压侧电力线54a及低电压侧电力线54b的负极侧线。电抗器L连接于晶体管T31、T32彼此的连接点和低电压侧电力线54b的正极侧线。升降压转换器55通过利用电动机ECU40调节晶体管T31、T32的导通时间的比例，从而伴随高电压侧电力线54a的电压VH的调节，将低电压侧电力线54b的电力升压并向高电压侧电力线54a供给，或者将高电压侧电力线54a的电力降压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，向电动机ECU40，经由输入端口输入对电动机MG1、MG2、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。作为向电动机ECU40输入的信号，例如可以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43、44的旋转位置θm1、θm2、来自检测在电动机MG1、MG2的各相中流动的电流的电流传感器45u、45v、46u、46v的相电流Iu1、Iv1、Iu2、Iv2。也可以举出来自检测升降压转换器55的晶体管T31的温度的温度传感器55a的晶体管T31的温度Tsw、来自检测升降压转换器55的电抗器L的温度的温度传感器55b的电抗器L的温度TL。还可以检测来自安装于电容器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、来自安装于电容器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、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，例如可以举出向变换器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、角速度ωm1、ωm2及转速Nm1、Nm2。
蓄电池50例如构成为额定电压为200V等的锂离子二次电池、镍氢二次电池，连接于低电压侧电力线54b。该蓄电池50由蓄电池用电子控制单元(以下，称作“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。向蓄电池ECU52，经由输入端口输入对蓄电池50进行管理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，例如可以举出来自安装于蓄电池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放出的电力的容量相对于蓄电池50的全部容量的比例。
系统主继电器56设置于低电压侧电力线54b中的比电容器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，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。向HVECU70，经由输入端口输入来自各种传感器的信号。作为向HVECU70输入的信号，例如可以举出来自点火开关80的点火信号、来自检测换档杆81的操作位置的档位传感器82的档位SP。另外，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及来自车速传感器88的车速V。此外，作为档位SP，有驻车位置(P位置)、后退位置(R位置)，空档位置(N位置)，前进位置(D位置)，制动器位置(B位置)等。B位置是使加速器开启时的驱动力与D位置同样并且使加速器关闭时的制动力比D位置大的位置。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，基于加速器开度Acc和车速V来设定驱动轴36的要求驱动力，以向驱动轴36输出与要求驱动力相称的要求动力的方式，对发动机22和电动机MG1、MG2进行运转控制。作为发动机22及电动机MG1、MG2的运转模式，例如可以举出以下的(1)～(3)的模式。
(1)转矩变换运转模式：以从发动机22输出与要求动力对应的动力的方式对发动机22进行运转控制，并且利用行星齿轮30和电动机MG1、MG2对从发动机22输出的动力的全部进行转矩变换，以向驱动轴36输出要求动力的方式对电动机MG1、MG2进行驱动控制的模式
(2)充放电运转模式：以从发动机22输出同要求动力与蓄电池50的充放电所需的电力之和相称的动力的方式对发动机22进行运转控制，并且，伴随蓄电池50的充放电而利用行星齿轮30和电动机MG1、MG2对从发动机22输出的动力的全部或一部分进行转矩变换，以向驱动轴36输出要求动力的方式对电动机MG1、MG2进行驱动控制的模式
(3)电动机运转模式：停止发动机22的运转，以向驱动轴36输出要求动力的方式对电动机MG2进行驱动控制的模式
另外，在实施例的混合动力汽车20中，在发动机22的运转期间在变换器41、42、变换器41、42的控制中所使用的传感器(电流传感器45u、45v、46u、46v等)产生了异常时等，进行伴随变换器41、42的门切断(使晶体管T11～T16、T21～T26的全部截止)和发动机22的运转而行驶的无变速器行驶(退避行驶)。
在进行无变速器行驶时，HVECU70以使伴随电动机MG1的旋转而产生的反电动势Vcef1变得比高电压侧电力线54a的电压VH高的方式，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*。在此，电动机MG1的反电动势Vcef1相当于电动机MG1的角速度ωm1与反电动势常数Km1的积。
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)及行星齿轮30的齿轮比ρ(太阳轮的齿数/齿圈的齿数)，利用式(1)计算发动机22的目标转速Ne*并向发动机ECU24发送，并且将高电压侧电力线54a的目标电压VH*向电动机ECU40发送。作为电动机MG2的转速Nm2，可以通过通信从电动机ECU40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而运算出的值来使用。当接收到发动机22的目标转速Ne*时，发动机ECU24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。当接收到高电压侧电力线54a的目标电压VH*时，电动机ECU40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。
Ne*＝(Nm1*·ρ+Nm2)/(1+ρ) (1)
图3是示出进行无变速器行驶时的行星齿轮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的齿轮架的转速，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。上述的式(1)若使用图3则能够容易地导出。
在进行无变速器行驶时，通过使电动机MG1的反电动势Vcef1变得比高电压侧电力线54a的电压VH高，在电动机MG1中产生再生转矩(反转矩)Tcef1，将该再生转矩Tcef1的反作用力转矩(-Tcef1/ρ)作为驱动转矩(前进用的转矩)Td向驱动轴36输出，利用该转矩而能够进行行驶。在此，详细地说，电动机MG1的再生转矩Tcef1是伴随于发动机22的运转而带动电动机MG1旋转，伴随于经由升降压转换器55(晶体管T31、电抗器L)向蓄电池50供给同电动机MG1的反电动势Vcef1与高电压侧电力线54a的电压VH的差值(Vcef1-VH)相应的电流(电力)而产生的。差值(Vcef1-VH)越大，则从电动机MG1侧经由升降压转换器55流向蓄电池50侧的电流(电力)越大，电动机MG1的再生转矩Tcef1越大，驱动轴36的驱动转矩Td越大。
接着，对这样构成的实施例的混合动力汽车20的动作，尤其是在无变速器行驶时加速器开度Acc增加了的情况下的动作进行说明。图4是示出在无变速器行驶时加速器开度Acc增加了的情况下由HVECU70执行的处理例程的一例的流程图。
当执行图4的处理例程时，HVECU70输入晶体管T31的温度Tsw、电抗器L的温度TL(步骤S100)。在此，作为晶体管T31的温度T31，通过通信从电动机ECU40输入由温度传感器55a检测到的值。作为电抗器L的温度TL，通过通信从电动机ECU40输入由温度传感器55b检测到的值。
当这样输入数据后，将所输入的晶体管T31的温度Tsw与阈值Tswref进行比较(步骤S110)，并且将电抗器L的温度TL与阈值Tlref进行比较(步骤S120)。在此，阈值Tswref、阈值Tlref是用于判定是否存在升降压转换器55(晶体管T31和/或电抗器L)成为过热的可能性的阈值。阈值Tswref作为比晶体管T31的过热温度Tswoh低某种程度的温度而设定，例如可以使用140℃、150℃、160℃等。阈值Tlref作为比电抗器L的过热温度Tloh低某种程度的温度，例如可以使用110℃、120℃、130℃等。
在步骤S110、S120中，晶体管T31的温度Tsw小于阈值Tswref且电抗器L的温度TL小于阈值TLref时，判断为升降压转换器55(晶体管T31和/或电抗器L)成为过热的可能性不存在(足够低)，使电动机MG1的目标转速Nm1*增加并且使高电压侧电力线54a的目标电压VH*降低(步骤S130)，结束本例程。在此，对于电动机MG1的目标转速Nm1*及高电压侧电力线54a的目标电压VH*，在实施例中，设定与加速器开度Acc相应的值。具体地说，对于电动机MG1的目标转速Nm1*，设定为加速器开度Acc越大则其越大，对于高电压侧电力线54a的目标电压VH*，设定为加速器开度Acc越大则其越低。当这样设定电动机MG1的目标转速Nm1*及高电压侧电力线54a的目标电压VH*后，如上所述，HVECU70利用式(1)设定发动机22的目标转速Ne*并向发动机ECU24发送，并且将高电压侧电力线54a的目标电压VH*向电动机ECU40发送，发动机ECU24使用发动机22的目标转速Ne*来控制发动机22，电动机ECU40使用高电压侧电力线54a的目标电压VH*来控制升降压转换器55。
这样，通过使电动机MG1的转速Nm1增加并且使高电压侧电力线54a的电压VH降低，电动机MG1的反电动势Vcef1与高电压侧电力线54a的电压VH的差值(Vcef1-VH)增加。由此，电动机MG1的再生转矩Tcef1增加，驱动轴36的驱动转矩Td增加。其结果，能够与加速器开度Acc的增加相应地，使驱动轴36的驱动转矩Td增加。
在步骤S110中晶体管T31的温度Tsw为阈值Tswref以上时、步骤S120中电抗器L为阈值TLref以上时，判断为升降压转换器55(晶体管T31和/或电抗器L)成为过热的可能性存在，保持电动机MG1的目标转速Nm1*及高电压侧电力线54a的目标电压VH*(步骤S140)，结束本例程。
这样，通过保持电动机MG1的转速Nm1及高电压侧电力线54a的电压VH，电动机MG1的反电动势Vcef1与高电压侧电力线54a的电压VH的差值(Vcef1-VH)被保持。由此，能够抑制从电动机MG1侧经由升降压转换器55流向蓄电池50侧的电流(电力)变大，能够抑制升降压转换器55(晶体管T31、电抗器L)的温度上升，从而抑制升降压转换器55成为过热(晶体管T31的温度Tsw达到过热温度Tswoh以上或者电抗器L的温度TL达到过热温度TLoh以上)。其结果，能够保护升降压转换器55。此外，在该情况下，电动机MG1的再生转矩Tcef1被保持，驱动轴36的驱动转矩Td被保持。
在以上说明的实施例的混合动力汽车20中，在无变速器行驶时加速器开度Acc增加了的情况下，当晶体管T31的温度Tsw为阈值Tswref以上时、电抗器L的温度TL为阈值TLref以上时，通过保持电动机MG1的转速Nm1及高电压侧电力线54a的电压VH，来保持电动机MG1的反电动势Vcef1与高电压侧电力线54a的电压VH的差值(Vcef1-VH)。由此，能够抑制从电动机MG1侧流向蓄电池50侧的电流(电力)变大，能够抑制升降压转换器55(晶体管T31和/或电抗器L)的温度上升，从而抑制升降压转换器55成为过热。其结果，能够保护升降压转换器55。
在实施例的混合动力汽车20中，在无变速器行驶时加速器开度Acc增加了的情况下，当晶体管T31的温度Tsw为阈值Tswref以上时、电抗器L的温度TL为阈值TLref以上时，通过保持电动机MG1的转速Nm1及高电压侧电力线54a的电压VH，来保持电动机MG1的反电动势Vcef1与高电压侧电力线54a的电压VH的差值(Vcef1-VH)。但是，也可以以保持差值(Vcef1-VH)的方式，使电动机MG1的转速Nm1及高电压侧电力线54a的电压VH同时降低。若使电动机MG1的转速Nm1降低，则发动机22的转速Ne也降低，所以能够减少发动机22的燃料消耗量。另外，若使高电压侧电力线54a的电压VH降低，则能够减少升降压转换器55的损失。即，能够在减少发动机22的燃料消耗量、升降压转换器55的损失的同时，保持差值(Vcef1-VH)。
在实施例的混合动力汽车20中，在无变速器行驶时加速器开度Acc增加了的情况下，当晶体管T31的温度Tsw为阈值Tswref以上时、电抗器L的温度TL为阈值TLref以上时，保持电动机MG1的反电动势Vcef1与高电压侧电力线54a的电压VH的差值(Vcef1-VH)。
但是，也可以是，在无变速器行驶时加速器开度Acc增加了的情况下，当晶体管T31的温度Tsw为阈值Tswref以上时、电抗器L的温度TL为阈值TLref以上时，与晶体管T31的温度Tsw小于阈值Tswref且电抗器L的温度TL小于阈值TLref时相比，以小的增加量使差值(Vcef1-VH)增加。在该情况下，相比于以与晶体管T31的温度Tsw小于阈值Tswref且电抗器L的温度TL小于阈值TLref时相同的增加量使差值(Vcef1-VH)增加的情况，能够在某种程度上抑制升降压转换器55成为过热的同时，使驱动轴36的驱动转矩Td增加。
另外，也可以是，在无变速器行驶时加速器开度Acc增加了的情况下，当晶体管T31的温度Tsw为阈值Tswref以上时、电抗器L的温度TL为阈值TLref以上时，使差值(Vcef1-VH)降低。这样，能够更加抑制升降压转换器55成为过热。此外，在该情况下，电动机MG1的再生转矩Tcef1变小，驱动轴36的驱动转矩Td变小。
在实施例的混合动力汽车20中，在无变速器行驶时，通过调节电动机MG1的目标转速Nm1*(转速Nm1)及高电压侧电力线54a的目标电压VH*(电压VH)，来调节差值(Vcef1-VH)、电动机MG1的再生转矩Tcef1及驱动轴36的驱动转矩Td。但是，也可以是，通过保持电动机MG1的目标转速Nm1*及高电压侧电力线54a的目标电压VH*中的一方并且调节另一方，来调节差值(Vcef1-VH)、电动机MG1的再生转矩Tcef1及驱动轴36的驱动转矩Td。
在实施例的混合动力汽车20中，在无变速器行驶时，使用晶体管T31的温度Tsw和电抗器L的温度TL来判定升降压转换器55成为过热的可能性是否存在。但是，也可以仅使用晶体管T31的温度Tsw和电抗器L的温度TL中的任一个来判定升降压转换器55成为过热的可能性是否存在。另外，还可以取代晶体管T31的温度Tsw和电抗器L的温度TL，使用安装有晶体管T31、T32、二极管D31、D32的基板的温度等来判定升降压转换器55成为过热的可能性是否存在。
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，但是只要是能够蓄电的装置即可，也可以使用电容器等。
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及HVECU70，但是也可以将它们中的至少两个构成为单个电子控制单元。
对实施例的主要的要素与在用于解决问题的手段一栏所记载的发明的主要的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”，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”，升降压转换器55相当于“升降压转换器”，HVECU70、发动机ECU24、电动机ECU40及蓄电池ECU52相当于“控制装置”。
此外，关于实施例的主要的要素与在用于解决问题的手段一栏所记载的发明的主要的要素的对应关系，实施例是用于对用于实施在用于解决问题的手段一栏所记载的发明的方式进行具体说明的一例，所以不是限定在用于解决问题的手段一栏所记载的发明的要素。即，关于在用于解决问题的手段一栏所记载的发明的解释应该基于该栏的记载来进行，实施例不过是在用于解决问题的手段一栏所记载的发明的具体的一例。
以上，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任何限定，当然能够在不脱离本发明的要旨的范围内以各种方式实施。
产业上的可利用性
本发明可利用于混合动力汽车的制造产业等。

Claims (2)

1.一种混合动力汽车，具备：
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所述第一电动机、所述发动机及连结于驱动轮的驱动轴的顺序排列的方式与所述第一电动机、所述发动机及所述驱动轴这三个轴连接；
第二电动机，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；
升降压转换器，连接于低电压侧电力线和高电压侧电力线，所述低电压侧电力线连接有所述蓄电装置，所述高电压侧电力线连接有所述第一变换器及所述第二变换器，所述升降压转换器伴随所述高电压侧电力线的电压的调节而在所述低电压侧电力线与所述高电压侧电力线之间进行电力的交换；及
控制装置，在伴随所述第一变换器及所述第二变换器的门切断和所述发动机的运转而行驶的规定行驶时，以使所述第一电动机的反电动势变得比所述高电压侧电力线的电压高的方式控制所述发动机和所述升降压转换器，
其中，
在所述规定行驶时加速器操作量增加了的情况下，当所述升降压转换器的温度为规定温度以上时，所述控制装置以保持所述第一电动机的反电动势与所述高电压侧电力线的电压之间的差值的方式进行控制。
2.根据权利要求1所述的混合动力汽车，其中，
在所述规定行驶时加速器操作量增加了的情况下，当所述升降压转换器的温度为所述规定温度以上时，所述控制装置以通过保持所述第一电动机的转速及所述高电压侧电力线的电压来保持所述差值的方式进行控制。
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