CN110312649A - 驻车控制装置 - Google Patents

驻车控制装置 Download PDF

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Publication number
CN110312649A
CN110312649A CN201880004818.7A CN201880004818A CN110312649A CN 110312649 A CN110312649 A CN 110312649A CN 201880004818 A CN201880004818 A CN 201880004818A CN 110312649 A CN110312649 A CN 110312649A
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China
Prior art keywords
parking
engine
electricity
traveling
battery
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Granted
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CN201880004818.7A
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CN110312649B (zh
Inventor
小暮佑介
清宫大司
吉田义幸
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Hitachi Astemo Ltd
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Hitachi Automotive Systems Ltd
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    • 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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    • 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]
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    • 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
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

本发明的目的在于提供一种在混合动力车辆的驻车操作执行期间中能够提高操纵性的驻车控制装置。该驻车控制装置(A1)控制混合动力车辆(1)的驻车，该驻车控制装置的特征在于，具备所需电量算出部(11)、电量比较部(21)及控制部(31)，在可用电量小于所需电量的情况下，控制部(31)在执行混合动力车辆(1)的驻车的驻车操作执行期间中持续进行电池行驶或者电池行驶及发动机行驶，而且许可发动机充电，在可用电量为所需电量以上的情况下，控制部(31)在执行混合动力车辆的驻车的驻车操作执行期间中持续进行电池行驶，而且持续不进行发动机行驶及发动机充电。

Description

驻车控制装置
技术领域
本发明涉及驻车控制装置。
背景技术
近年来，随着以发动机及马达两者为驱动源的混合动力车辆的普及，对车辆的驻车进行辅助这样的自动驾驶技术的开发在不断发展。
作为上述那样的对驻车进行辅助的技术，例如揭示有如下技术：在混合动力车辆中，在执行驻车操作之前对到驻车辅助完毕为止马达所要求的动力与马达能输出的动力进行比较来判定能否进行驻车辅助，仅在判定能进行驻车辅助的情况下执行驻车辅助(例如参考专利文献1)。
根据这种技术，在开始辅助之前会预测能否进行驻车辅助，由此，能够抑制在驻车的中途无法再继续辅助这一情况于未然，在这一点上是比较优异的。
现有技术文献
专利文献
专利文献1：日本专利特开2011-135655号公报
发明内容
发明要解决的问题
此处，由于混合动力车辆配备有发动机和马达，因此也考虑如下方法：通过驻车辅助中的基于发动机的工作的发电对充电不足的电池进行充电，由此，利用马达来驱动车辆或者利用发动机来驱动车辆而完成驻车。
然而，在这种方法中，发动机的发电和马达的电力消耗会使得电池的剩余电量不断变动，由此导致发动机反复起动和停止。因此，在使用上述方法的车辆中，存在发动机工作时的噪音和振动导致舒适性降低、伴随发动机的起动和停止而产生的扭矩变动导致操纵性降低的倾向。
本发明是基于以上那样的情况而做成的，其目的在于提供一种在混合动力车辆的驻车操作执行期间中能够提高操纵性的驻车控制装置。
解决问题的技术手段
本发明涉及如下内容。
(1)一种驻车控制装置，其对混合动力车辆的驻车进行控制，该混合动力车辆能够执行以作为内燃机的发动机为驱动源的发动机行驶、以使用电池的马达为驱动源的电池行驶、以及利用所述发动机进行所述电池的充电的发动机充电，该驻车控制装置的特征在于，具备：
所需电量算出部，其计算执行所述混合动力车辆的驻车所需的电量；
电量比较部，其对由所述所需电量算出部计算出的所需电量与开始驻车之前的所述电池中剩余的可用电量进行比较；以及
控制部，其根据所述电量比较部对所述所需电量与所述可用电量的比较，来控制所述发动机行驶、所述电池行驶及所述发动机充电的动作，
在所述可用电量小于所述所需电量的情况下，所述控制部在执行所述混合动力车辆的驻车的驻车操作执行期间中持续进行所述电池行驶或者所述电池行驶及所述发动机行驶，而且许可所述发动机充电，
在所述可用电量为所述所需电量以上的情况下，所述控制部在执行所述混合动力车辆的驻车的驻车操作执行期间中持续进行所述电池行驶，而且持续不进行所述发动机行驶及所述发动机充电。
(2)一种驻车控制装置，其对混合动力车辆的驻车进行控制，所述混合动力车辆能够执行以作为内燃机的发动机为驱动源的发动机行驶、以使用电池的马达为驱动源的电池行驶、以及利用所述发动机进行所述电池的充电的发动机充电，该驻车控制装置的特征在于，具备：
所需电量算出部，其计算执行所述混合动力车辆的驻车所需的电量；
电量比较部，其对由所述所需电量算出部计算出的所需电量与开始驻车之前的所述电池中剩余的可用电量进行比较；以及
控制部，其根据所述电量比较部对所述所需电量与所述可用电量的比较，来控制所述发动机行驶、所述电池行驶及所述发动机充电的动作，
在所述可用电量小于所述所需电量的情况下，所述控制部在执行所述混合动力车辆的驻车的驻车操作执行期间中持续进行所述电池行驶或者所述电池行驶及所述发动机行驶，而且许可所述发动机充电，
在所述可用电量为所述所需电量以上的情况下，所述控制部在执行所述混合动力车辆的驻车的驻车操作执行期间中持续进行所述电池行驶且持续不进行所述发动机行驶，而且许可所述发动机充电。
(3)根据所述(1)或(2)所述的驻车控制装置，其中，执行驻车所需的电量包含驻车操作执行期间中消耗的辅机电量。
(4)根据所述(1)至(3)中任一项所述的驻车控制装置，其中，执行驻车所需的电量包含驻车操作执行期间中混合动力车辆所行驶的行驶路径上的路面坡度及/或路面阶差所引起的电量。
再者，在本说明书中，所谓“电池”，意指连接到混合动力车辆的电动发电机的能够充放电的、成为用于使该车辆行驶的动力的二次电池。所谓“发动机行驶”，意指以作为内燃机的发动机为驱动源的车辆的行驶行为。所谓“电池行驶”，意指以采用来自电池的供电的马达为驱动源的车辆的行驶行为。所谓“发动机充电”，意指将通过使用发动机的动力的发电而获得的电充入至上述电池的行为。此外，所谓“持续”，意指跨及整个驻车操作执行期间的持续。此外，所谓“辅机”，意指用于车辆的行驶以外的目的的、通过电力进行工作的设备，所谓“辅机电量”，意指为了使上述辅机工作而使用的电量。
发明的效果
本发明在混合动力车辆的驻车操作执行期间中没有用于发动机行驶的发动机的起动及/或停止，能够相应地提高上述期间中的操纵性。
附图说明
图1为表示本发明的驻车控制装置的第1实施方式及第2实施方式的概略图。
图2为表示本发明的第1实施方式的处理流程的流程图。
图3为表示本发明的第2实施方式的处理流程的流程图。
具体实施方式
对本发明的驻车控制装置的实施方式进行说明。在本说明书中，所谓“舒适性”，意指伴随发动机的工作而产生的车辆的噪音和振动的程度，上述噪音和振动越少，表示舒适性越高。此外，所谓“操纵性”，意指伴随发动机行驶时的发动机的起动及/或停止而产生的发动机扭矩的变动所引起的车辆的加减速的程度，上述加减速越少，表示操纵性越好。
下面，参考附图，对本发明的驻车控制装置的第1实施方式及第2实施方式进行说明，但本发明并不仅仅限定于该附图中记载的实施方式。
[第1实施方式]
图1为表示本发明的驻车控制装置的第1实施方式的概略图。如图1所示，该驻车控制装置A1具备所需电量算出部11、电量比较部21及控制部31。
所需电量算出部11计算执行混合动力车辆1的驻车所需的、用于投入该车辆1的电量。该所需电量算出部11主要由驻车控制ECU(电子控制装置：Electronic Control Unit)101(于后文叙述)构成。此时，执行驻车所需的电量优选包含驻车操作执行期间中消耗的辅机电量。即，执行驻车所需的电量优选为用以使车辆1移动至目标驻车位置的驱动所需的电量与步骤40中算出的辅机电量的合计。作为辅机，例如可列举电动空调、灯、音响设备等。由此，可以根据电动空调、灯的工作等的实际状况而防止伴随辅机的电力使用而来的设想之外的电池耗尽于未然。
此外，上述的执行驻车所需的电量优选包含驻车操作执行期间中混合动力车辆1所行驶的行驶路径上的路面坡度及/或路面阶差所引起的电量。
关于路面坡度及/或路面阶差各自所引起的电量，例如可以使用上述的摄像机110或声呐120的信息、加速度传感器(未图示)的信息等来检测路面坡度或路面阶差，之后使用检测到的路面坡度或路面阶差、车重等来计算行驶路径上的时间序列的电力，并以跨及整个行驶路径的方式对其进行积分，由此来算出。因而，执行驻车所需的电量可以通过将上述路面坡度及/或路面阶差所引起的电量与假定行驶路径水平且平坦时的电量相加来求出。再者，上述的路面坡度或路面阶差的检测以及随之而来的电量的计算可以采用公知的技术。
如此，通过执行驻车所需的电量包含驻车操作执行期间中混合动力车辆1所行驶的行驶路径上的路面坡度及/或路面阶差所引起的电量，能够更准确地算出电量，从而可以通过发动机行驶、电池行驶、发动机充电的恰当的控制来进一步提高操纵性。
电量比较部21对上述的由所需电量算出部11计算出的所需电量与开始驻车之前的电池中剩余的可用电量(以下也称为“电池剩余电量”)进行比较。该电量比较部21主要由驻车控制ECU 101构成。作为算出电池剩余电量时的电池中的电量的下限值(视电池剩余电量为“0”的基准值)，可以采用不发生过放电的下限电压下的电量或者使用到上述下限电压以下的电压(发生过放电这样的较低电压)为止的电量，但就电池保护的观点而言，优选为上述下限电压下的电量。
控制部31根据电量比较部21对所需电量与可用电量的比较来控制发动机行驶、电池行驶及发动机充电的动作。在可用电量小于所需电量的情况下，该控制部31以如下的方式进行控制：选择电池行驶或者电池行驶及发动机行驶中的某一方，并在执行混合动力车辆1的驻车的驻车操作执行期间中持续加以进行，而且许可发动机充电，在可用电量为所需电量以上的情况下，该控制部31以如下的方式进行控制：在执行混合动力车辆的驻车的驻车操作执行期间中持续进行电池行驶，而且上述期间中持续不进行发动机行驶及发动机充电。
控制部31主要由驻车控制ECU 101构成。再者，上述的驻车操作执行期间中的发动机充电的执行虽然可在上述驻车操作执行期间中间歇地进行，但是，就抑制伴随发动机310的起动及/或停止而来的声音和振动的出现、消失这一观点而言，优选持续进行。
接着，参考图1，对该驻车控制装置A1的硬件构成进行说明。如图1所示，该驻车控制装置A1大致由发动机310、电动发电机410、传动装置600、电池430、电动发电机ECU400、混合动力ECU 200、驻车控制ECU 101及EPS装置710构成。
发动机310是经由输出轴630将机械性动力输出至外部的内燃机。该发动机310的动作由发动机用电子控制装置(以下也称为“发动机ECU”)300控制。另外，上述发动机ECU300通过控制发动机310的燃料喷射量、燃料喷射时间、点火时间等来调整从发动机310输出的动力(发动机输出扭矩)的大小，而且控制起动马达(未图示)来起动发动机310。
电动发电机410具有如下功能，即作为将从后文叙述的电池430供给的电力转换为机械性动力(马达输出扭矩)而从输出轴630输出的马达(电动机)的功能和作为将输入到输出轴630的机械性动力转换为电力而加以回收的发电器(发电机)的功能。
具体而言，该电动发电机410在作为电动机发挥功能时，通过来自电池430的电力来输出动力(从输出轴输出马达输出扭矩)，利用该动力、经由多级变速器620使驱动轮WL、WR旋转，由此使混合动力车辆1行驶。另一方面，在作为发电机发挥功能时，输入经由多级变速器620及动力分配装置610输入的来自驱动轮WL、WR的机械性动力或者经由动力分配装置610输入的来自发动机310的机械性动力，将该输入转换为交流电。再者，电动发电机410的动作由电动发电机410用电子控制装置(以下也称为“电动发电机ECU”)400控制。
传动装置600将发动机310及电动发电机410的输出传递至驱动轮WL、WR侧。该传动装置600大致由动力分配装置610和多级变速器620构成，它们通过输出轴630连结在一起。动力分配装置610将发动机310的输出分配至电动发电机410及多级变速器620。多级变速器620对从一侧的输出轴630输入的动力的形态(扭矩、转速以及/或者旋转方向)进行转换而输出至另一侧的输出轴630。
电池430积蓄用于供给至电动发电机410的电力。在供电时，该电池430将积蓄的电力以直流电的形式输出，利用变换器420将其转换为交流电而供给至电动发电机410。另一方面，在充电时，该电池430经由变换器420以直流电的形式输入来自电动发电机410的交流电而加以积蓄。再者，电池430上连接有检测该电池430的充电状态(SOC：state of charge)及温度的电池监视ECU 440。
电动发电机ECU 400接收由电池监视ECU 440检测到的电池430的充电状态、温度等信息，据此判定电池430是否需要充电等。此外，电动发电机ECU 400接收包括温度在内的变换器420的状态量、控制指令等信息，据此控制变换器420。
混合动力ECU 200是统括性地控制混合动力车辆1的车辆整体的动作的电子控制装置。该混合动力ECU 200从发动机ECU 300及电动发电机ECU 400接收各种传感器的检测信号、控制指令等信息，而且根据驾驶员的驱动要求、电池430的充电状态的信息、车辆行驶状态的信息等对发动机ECU 300及电动发电机ECU 400发送控制指令，调整发动机行驶模式与电池行驶模式的分配。
在控制混合动力车辆1的驻车时，驻车控制ECU 101计算上述所需电量并对该电量与可用电量进行比较，而且根据上述所需电量与上述可用电量的比较、按照上述的控制部31的控制内容来控制发动机行驶、电池行驶及发动机充电的动作。
具体而言，该驻车控制ECU 101接收电动发电机ECU 400、后文叙述的摄像机110等的信息，根据驾驶员的驱动要求、电池430的充电状态的信息等对混合动力ECU 200发送驱动要求而使电动发电机410或者电动发电机410及发动机310输出驱动力，而且对变速器控制ECU 500发送变速要求而使多级变速器620变速，由此使混合动力车辆1向目标驻车位置行驶。
在将混合动力车辆1停驻至目标驻车位置时，该驻车控制ECU 101也能以驾驶员仅靠按钮操作便能控制车速的方式使车辆行驶。由此，不需要制动操作等，仅靠按钮操作便能控制车速，因此减轻了驾驶员的操作负担。此外，驻车控制ECU 101对后文叙述的EPS装置710发送与操舵角相关的信号等，以使混合动力车辆1能够停驻至目标驻车位置(例如车辆的驻车框内)。
此处，驻车控制ECU 101上连接有摄像机110、声呐120及监视器130。摄像机110至少拍摄混合动力车辆1的后方，并将获得的图像数据发送至驻车控制ECU 101。声呐120至少测量混合动力车辆1的周围，并将获得的数据发送至驻车控制ECU 101。监视器130配置在车室内，显示由摄像机110拍摄到的图像、声呐120检测信息等。此外，该监视器130电性连接到驻车控制ECU 101，进行信息的收发。监视器130例如也可与汽车导航系统等当中的监视器共用。
上述驻车控制ECU 101根据驾驶员的指示来进行驻车控制。作为上述指示，例如可列举基于车室内设置的按钮等的操作的指示、监视器130为触控面板式的情况下的基于对触控面板的操作的指示等。
EPS(Electric Power Steering(电动助力转向系统))装置710使辅助驾驶员的操舵力的辅助扭矩作用于转向轴(未图示)来辅助操舵操作。具体而言，EPS装置710具备使任意大小的扭矩作用于转向轴的马达(未图示)，由此，即便在驾驶员没有进行操舵操作的情况下，也能使扭矩作用于转向轴而使操舵轮转舵。
此处，EPS装置710连接到EPS-ECU 700，该EPS-ECU 700以将操舵轮的操舵角设为根据目标路径设定的目标操舵角的方式控制EPS装置710的马达的输出扭矩及旋转位置。再者，EPS-ECU 700经由驻车控制ECU 101与混合动力ECU 200连接，与混合动力ECU 200之间收发控制指令等信息。
接着，参考图2，对使用该驻车控制装置A1来进行的驻车方法进行说明。图2为表示第1实施方式的处理流程的流程图。当由驾驶员(或者代替驾驶员的系统)进行指示执行驻车控制的操作时，首先，该驻车控制装置A1进行驻车位置的设定(步骤S10)。例如由驾驶员(或者代替驾驶员的系统)在通过摄像机110的拍摄以及/或者声呐120的测量而显示在监视器130上的图像上指定作为目标的驻车位置(以下也称为“目标驻车位置”)，由此来进行该驻车位置的设定。
作为指定驻车位置的方法，例如在监视器130上重叠显示由摄像机110拍摄到的图像和用于指定目标驻车位置的驻车框，由驾驶员(或者代替驾驶员的系统)进行确定所期望的驻车位置的操作，由此来设定目标驻车位置。再者，也可由驻车控制装置A1自动设定驻车框的初始显示位置(候选位置)。此外，也可为，上述驻车框可以通过驾驶员(或者代替驾驶员的系统)的操作而在图像上移动、旋转。
接着，驻车控制ECU 101算出用于使混合动力车辆1沿从车辆的当前位置起到步骤S10中设定的目标驻车位置为止的目标路径行驶的目标操舵角，并据此算出移动距离(步骤S20)。
接着，算出以电动发电机410的马达输出扭矩使混合动力车辆1移动至目标驻车位置时的目标车速，并根据该目标车速和步骤S20中算出的移动距离来算出移动至目标驻车位置所需的时间(也将该时间称为“驻车操作执行期间”)(步骤S30)。
接着，使用辅机的工作状态和步骤S30中算出的驻车操作执行期间来算出驻车操作执行期间中消耗的辅机电量(步骤S40)。
接着，利用使用摄像机110等检测到的路面坡度及路面阶差、车重等来计算行驶路径上的时间序列的电力，并使用该电力来算出行驶路径上的路面坡度及/或路面阶差所引起的电量(步骤S50)。
接着，驻车控制ECU 101算出执行车辆1的驻车所需的电量(将车辆1移动至目标驻车位置所需的电量)(步骤S60)。在本实施方式中，上述所需电量包含驻车操作执行期间中消耗的辅机电量以及路面坡度等所引起的电量，合计有这些电量的值成为执行混合动力车辆1的驻车所需的电量。
接着，驻车控制ECU 101从电动发电机ECU 400获取电池430的充电状态(SOC)的信息来检测电池430中剩余的可用电量(步骤S70)。
接着，对由所需电量算出部11计算出的所需电量与开始驻车之前的电池430中剩余的可用电量进行比较。具体而言，驻车控制ECU 101判定步骤S70中检测到的电池剩余电量是否小于所需电量(步骤S80)。
在步骤S80中驻车控制ECU 101判断可用电量小于所需电量的情况下，驻车控制ECU101以如下方式进行经由混合动力ECU 200及发动机ECU 300的对发动机310的指示：在驻车操作执行期间中许可基于发动机310的工作的发动机充电(步骤S91)，而且持续进行电池行驶(有电池行驶且无发动机行驶)或者持续进行电池行驶及发动机行驶两者(步骤S92)而向目标驻车位置引导车辆。
另一方面，在步骤S80中驻车控制ECU 101判断可用电量为所需电量以上的情况下，驻车控制ECU 101在驻车操作执行期间中不进行发动机充电(步骤S93)，而且持续进行电池行驶(有电池行驶且无发动机行驶)(步骤S94)。
再者，在像上述那样驻车控制ECU 101许可驻车操作执行期间中的发动机充电的情况下，虽然可起动及/或停止发动机310以仅在驻车操作执行期间中的一部分期间进行充电，但就抑制伴随突然的发动机310起动或停止而来的、对乘车人员造成的不适感这一观点而言，优选在驻车操作执行期间中持续进行发动机充电。
接着，上述驻车操作使得车辆到达目标驻车位置，由此，本驻车方法的流程结束。
如上所述，该驻车控制装置A1中，在可用电量小于所需电量的情况下，控制部31在执行混合动力车辆1的驻车的驻车操作执行期间中持续进行电池行驶或者电池行驶及发动机行驶，而且许可发动机充电，在可用电量为所需电量以上的情况下，控制部31在执行混合动力车辆1的驻车的驻车操作执行期间中持续进行电池行驶，而且持续不进行发动机行驶及发动机充电，因此，混合动力车辆1的驻车操作执行期间中没有用于发动机行驶的发动机310的起动及/或停止，相应地，能够提高上述期间中的操纵性。
[第2实施方式]
图1为表示本发明的驻车控制装置的第2实施方式的概略图。如图1所示，该驻车控制装置A2具备所需电量算出部11、电量比较部21及控制部32。该驻车控制装置A2的控制部32与第1实施方式的驻车控制装置A1的控制部31不一样。再者，所需电量算出部11及电量比较部21的构成与第1实施方式的相同，因此，对同一部分标注同一符号而省略其详细说明。
控制部32根据电量比较部21对所需电量与可用电量的比较来控制发动机行驶、电池行驶及发动机充电的动作。在可用电量小于所需电量的情况下，该控制部32在执行混合动力车辆2的驻车的驻车操作执行期间中持续进行电池行驶或者电池行驶及发动机行驶，而且许可发动机充电，在可用电量为所需电量以上的情况下，该控制部32在执行混合动力车辆2的驻车的驻车操作执行期间中持续进行电池行驶且持续不进行发动机行驶，而且许可发动机充电。该控制部32主要由驻车控制ECU 102构成。
如图1所示，该驻车控制装置A2大致由发动机310、电动发电机410、传动装置600、电池430、电动发电机ECU 400、混合动力ECU 200、驻车控制ECU 102及EPS装置710构成。再者，该驻车控制装置A2中，执行控制部32的功能的驻车控制ECU 102以外的构成与第1实施方式的相同，因此，对于驻车控制ECU 102以外的构成，引用第1实施方式的说明而省略此处的说明。
在控制混合动力车辆2的驻车时，驻车控制ECU 102计算上述所需电量并对该电量与可用电量进行比较，而且根据上述所需电量与上述可用电量的比较、按照上述控制部32的控制内容来控制发动机行驶、电池行驶及发动机充电的动作。
具体而言，该驻车控制ECU 102接收电动发电机ECU 400、上述摄像机110等的信息，根据驾驶员的驱动要求、电池430的充电状态的信息等对混合动力ECU 200发送驱动要求而使电动发电机410或者电动发电机410及发动机310输出驱动力，而且对变速器控制ECU500发送变速要求而使多级变速器620变速，由此使混合动力车辆2向目标驻车位置行驶。此外，驻车控制ECU 102对EPS装置710发送与操舵角相关的信号等，以使混合动力车辆2能够停驻至目标驻车位置(例如车辆的驻车框内)。
接着，参考图3，对使用该驻车控制装置A2来进行的驻车方法进行说明。图3为表示本发明的第2实施方式的处理流程的流程图。再者，到进行所需电量与可用电量的比较的处理为止与第1实施方式中叙述的步骤S10～步骤S80相同，因此引用第1实施方式的说明而省略此处的说明。
在本实施方式中的步骤S80执行后，在步骤S80中驻车控制ECU 102判断可用电量小于所需电量的情况下，驻车控制ECU 102以如下方式进行经由混合动力ECU 200及发动机ECU 300的对发动机310的指示：在驻车操作执行期间中，在驻车操作执行前许可基于发动机310的工作的发动机充电(步骤S95)，而且持续进行电池行驶(有电池行驶且无发动机行驶)或者持续进行电池行驶及发动机行驶两者(步骤S96)而向目标驻车位置引导车辆。
另一方面，在步骤S80中驻车控制ECU 102判断可用电量为所需电量以上的情况下，驻车控制ECU 102在驻车操作执行期间中许可基于发动机的工作的发动机充电(步骤S97)，而且持续进行电池行驶(有电池行驶且无发动机行驶)(步骤S98)。
像这样在可用电量为所需电量以上的情况下也许可发动机充电的原因在于，例如根据混合动力车辆的不同，有时在电池剩余电量变为“0”之前就会开始对电池的发动机充电(例如在电池剩余电量变成30％的时间点开始发动机充电)。
再者，在像上述那样驻车控制ECU 102许可驻车操作执行期间中的发动机充电的情况下，虽然也可起动及/或停止发动机310以仅在驻车操作执行期间中的一部分期间进行充电，但是，就抑制伴随突然的发动机起动或停止而来的、对乘车人员造成的不适感这一观点而言，优选在驻车操作执行期间中持续进行发动机充电。
接着，上述驻车操作使得车辆2到达目标驻车位置，由此，本驻车方法的流程结束。
如上所述，该驻车控制装置A2中，在可用电量小于所需电量的情况下，控制部32在执行混合动力车辆2的驻车的驻车操作执行期间中持续进行电池行驶或者电池行驶及发动机行驶，而且许可发动机充电，在可用电量为所需电量以上的情况下，控制部32在执行混合动力车辆2的驻车的驻车操作执行期间中持续进行电池行驶且持续不进行发动机行驶，而且许可发动机充电，因此，混合动力车辆2的驻车操作执行期间中没有用于发动机行驶的发动机310的起动及/或停止，相应地，能够提高上述期间中的操纵性。
再者，本发明由权利要求书展示，并不限定于上述实施方式的构成，而是意欲包含与权利要求书均等的意义及范围内的所有变更。
例如，在上述实施方式中的驻车方法的说明中，对执行混合动力车辆1、2的驻车所需的电量包含辅机消耗电量以及路面坡度等所引起的电量的驻车控制装置进行了说明，但只要无损本发明的效果，则不包含辅机消耗电量以及路面坡度等所引起的电量中的至少任一方的驻车控制装置也在本发明的目标范围内。
符号说明
A1、A2驻车控制装置，1、2混合动力车辆，11所需电量算出部，21电量比较部，31、32控制部。

Claims (4)

1.一种驻车控制装置，其对混合动力车辆的驻车进行控制，所述混合动力车辆能够执行以作为内燃机的发动机为驱动源的发动机行驶、以使用电池的马达为驱动源的电池行驶、以及利用所述发动机进行所述电池的充电的发动机充电，该驻车控制装置的特征在于，具备：
所需电量算出部，其计算执行所述混合动力车辆的驻车所需的电量；
电量比较部，其对由所述所需电量算出部计算出的所需电量与开始驻车之前的所述电池中剩余的可用电量进行比较；以及
控制部，其根据所述电量比较部对所述所需电量与所述可用电量的比较，来控制所述发动机行驶、所述电池行驶及所述发动机充电的动作，
在所述可用电量小于所述所需电量的情况下，所述控制部在执行所述混合动力车辆的驻车的驻车操作执行期间中持续进行所述电池行驶或者所述电池行驶及所述发动机行驶，而且许可所述发动机充电，
在所述可用电量为所述所需电量以上的情况下，所述控制部在执行所述混合动力车辆的驻车的驻车操作执行期间中持续进行所述电池行驶，而且持续不进行所述发动机行驶及所述发动机充电。
2.一种驻车控制装置，其对混合动力车辆的驻车进行控制，所述混合动力车辆能够执行以作为内燃机的发动机为驱动源的发动机行驶、以使用电池的马达为驱动源的电池行驶、以及利用所述发动机进行所述电池的充电的发动机充电，该驻车控制装置的特征在于，具备：
所需电量算出部，其计算执行所述混合动力车辆的驻车所需的电量；
电量比较部，其对由所述所需电量算出部计算出的所需电量与开始驻车之前的所述电池中剩余的可用电量进行比较；以及
控制部，其根据所述电量比较部对所述所需电量与所述可用电量的比较，来控制所述发动机行驶、所述电池行驶及所述发动机充电的动作，
在所述可用电量小于所述所需电量的情况下，所述控制部在执行所述混合动力车辆的驻车的驻车操作执行期间中持续进行所述电池行驶或者所述电池行驶及所述发动机行驶，而且许可所述发动机充电，
在所述可用电量为所述所需电量以上的情况下，所述控制部在执行所述混合动力车辆的驻车的驻车操作执行期间中持续进行所述电池行驶且持续不进行所述发动机行驶，而且许可所述发动机充电。
3.根据权利要求1或2所述的驻车控制装置，其特征在于，
执行驻车所需的电量包含驻车操作执行期间中消耗的辅机电量。
4.根据权利要求1至3中任一项所述的驻车控制装置，其特征在于，
执行驻车所需的电量包含驻车操作执行期间中混合动力车辆所行驶的行驶路径上的路面坡度及/或路面阶差所引起的电量。
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