CN110562241B - 混合动力车辆的控制装置 - Google Patents

混合动力车辆的控制装置 Download PDF

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CN110562241B
CN110562241B CN201910303555.6A CN201910303555A CN110562241B CN 110562241 B CN110562241 B CN 110562241B CN 201910303555 A CN201910303555 A CN 201910303555A CN 110562241 B CN110562241 B CN 110562241B
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battery
driving force
engine
hybrid vehicle
motor generator
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CN110562241A (zh
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津田里志
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Toyota Motor Corp
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Toyota Motor Corp
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    • 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
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/445—Differential gearing distribution type
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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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    • 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
    • B60K6/28—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 electric energy storing means, e.g. batteries or capacitors
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Abstract

本发明提供一种混合动力车辆的控制装置，即使在电动机的输出受到制约的情况下，也能够得到大的驱动力。混合动力车辆(1)的控制装置中，混合动力车辆具备：发动机(11)；连接于驱动轮(16)的输出轴(15)；通过发动机的驱动力而进行发电的第一电动发电机(12)；连接于输出轴的第二电动发电机(14)；将发动机、第一电动发电机及输出轴机械连接的行星齿轮机构(13)；对由第一电动发电机发电产生的电力进行蓄积的蓄电池(18)；及控制部，在对于混合动力车辆的要求驱动力大于表示在第二电动发电机的输出最大且不对蓄电池进行充电的情况下能够输出的驱动力的蓄电池无充电最大驱动力时，控制部一边对蓄电池进行充电一边使混合动力车辆行驶。

Description

混合动力车辆的控制装置
技术领域
本发明涉及混合动力车辆的控制装置。
背景技术
专利文献1公开了如下的技术：在对于车辆要求的要求驱动力大于预定的判定驱动力的情况下，执行将离合器单元切换成分离状态而通过电动马达对辅机进行驱动的第一驱动模式，由此使能够使用在驱动轮的驱动中的动力增加，提高车辆的加速性能。
在先技术文献
专利文献
专利文献1：日本特开2012-232714号公报
然而，在专利文献1公开的技术中，在例如车速低而电动马达的能够产生输出低的情况下、由于热限制而电动马达的输出受到限制的情况下等电动马达的输出存在某些制约的情况下，无法得到充分的驱动力，可能无法提高加速性能。
发明内容
本发明鉴于上述情况而作出，目的在于提供一种即使在电动机的输出受到制约的情况下也能够得到大的驱动力的混合动力车辆的控制装置。
为了解决上述的课题，实现目的，本发明的混合动力车辆的控制装置，所述混合动力车辆具备：发动机；输出轴，连接于驱动轮；第一电动发电机，通过所述发动机的驱动力而进行发电；第二电动发电机，连接于所述输出轴；行星齿轮机构，对所述发动机、所述第一电动发电机及所述输出轴进行机械连接；蓄电池，利用由所述第一电动发电机发电产生的电力进行充电；控制部，对所述发动机、所述第一电动发电机及所述第二电动发电机进行控制，所述混合动力车辆的控制装置的特征在于，在对于所述混合动力车辆的要求驱动力大于蓄电池无充电最大驱动力时，使所述控制部进行控制以一边对所述蓄电池进行充电一边使所述混合动力车辆行驶，所述蓄电池无充电最大驱动力表示在所述第二电动发电机的输出最大且不对所述蓄电池进行充电的情况下能够输出的驱动力。
由此，在油门要求驱动力超过蓄电池无充电最大驱动力而需要大的驱动力时，混合动力车辆的控制装置一边对蓄电池进行充电一边使混合动力车辆行驶，由此能够提高从发动机经由行星齿轮机构向输出轴机械地直接传递的发动机直达转矩。因此，即使在第二电动发电机的输出受到制约而该第二电动发电机的输出受到限制(或者输出自身小)的情况下，也能够应对大的要求驱动力。
另外，在混合动力车辆的控制装置中，可以是，在所述要求驱动力大于所述蓄电池无充电最大驱动力时，使所述控制部基于所述要求驱动力来算出蓄电池要求充电量，基于所述蓄电池要求充电量来算出蓄电池要求功率，基于所述蓄电池要求功率来算出目标发动机转速。
由此，混合动力车辆的控制装置能够根据蓄电池要求功率而将目标发动机转速控制为最佳。
另外，在混合动力车辆的控制装置中，可以是，使所述控制部基于所述要求驱动力、所述蓄电池无充电最大驱动力及蓄电池有充电最大驱动力，来算出所述蓄电池要求充电量，所述蓄电池有充电最大驱动力表示在所述第二电动发电机的输出最大且对所述蓄电池进行充电的情况下能够输出的驱动力。
另外，在混合动力车辆的控制装置中，可以是，使所述控制部基于所述要求驱动力、所述蓄电池无充电最大驱动力及所述蓄电池有充电最大驱动力，来算出发动机转矩。
另外，在混合动力车辆的控制装置中，可以是，使所述控制部在表示所述发动机能够输出最大转矩的发动机转速的WOT动作线上，算出所述发动机转矩。
由此，混合动力车辆的控制装置通过在WOT动作线上选择发动机转矩，能够将电气损失及驱动损失抑制得最小，并提高驱动力。
另外，在混合动力车辆的控制装置中，可以是，在所述要求驱动力大于所述蓄电池无充电最大驱动力时，使所述控制部进行控制以将所述蓄电池蓄积的电力供给到设置于所述混合动力车辆的辅机而放电。
由此，混合动力车辆的控制装置通过将蓄电池蓄积的电力向辅机供给，能够抑制由于充电动作而蓄电池充电量变得过大的情况。
发明效果
本发明的混合动力车辆的控制装置即使在第二电动发电机的输出受到限制的情况下，也能够得到大的驱动力，能够提高加速性能。
附图说明
图1是表示本发明的实施方式的混合动力车辆的控制装置的结构的概略图。
图2是表示本发明的实施方式的混合动力车辆的控制装置的控制方法的流程图。
图3是在本发明的实施方式的混合动力车辆的控制装置的控制方法中表示蓄电池的充放电要求判定处理的详情的流程图。
图4是表示本发明的实施方式的混合动力车辆的控制装置的驱动力提高率的试算例的图。
附图标记说明
1 混合动力车辆
11 发动机
12 第一电动发电机
13 行星齿轮机构
131 太阳轮
132 齿圈
133 行星齿轮
134 轮架
14 第二电动发电机
15 输出轴
16 驱动轮
17 PCU
18 蓄电池
19 SMR
20 监视单元
21 发动机ECU
22 混合动力ECU
23 差动齿轮
24 发动机转速传感器
25 输出轴转速传感器
26、27 旋转变压器
28 油门开度传感器
具体实施方式
关于本发明的实施方式的混合动力车辆的控制装置的结构，参照附图进行说明。需要说明的是，本发明没有限定为以下的实施方式。而且，下述实施方式的结构要素中，包括本领域技术人员能够且容易置换的要素、或者实质上相同的要素。
如图1所示，混合动力车辆1具备发动机11、第一电动发电机12、行星齿轮机构13、第二电动发电机14、输出轴15、驱动轮16、PCU(Power Control Unit：动力控制单元)17、行驶用的蓄电池18、SMR(System Main Relay：系统主继电器)19、监视单元20、发动机ECU(Electronic Control Unit：电子控制单元)21、混合动力ECU22。需要说明的是，前述的发动机ECU21及混合动力ECU22作为本发明的“控制部”发挥功能。
混合动力车辆1使用发动机11及第二电动发电机14中的至少一方的动力来行驶。混合动力车辆1在通常行驶期间，能够在电动机行驶与混合动力行驶(HV(Hybrid Vehicle)行驶)之间切换行驶形态，该电动机行驶不使用发动机11的动力而使用第二电动发电机14的动力来行驶，该混合动力行驶使用发动机11及第二电动发电机14这双方的动力来行驶。
发动机11使燃料燃烧而输出动力。第一电动发电机12及第二电动发电机14是交流的旋转电机，既可以作为电动机也可以作为发电机发挥功能。本实施方式的第一电动发电机12通过发动机11的驱动力进行发电。
行星齿轮机构13是单行星齿轮型的行星齿轮机构。需要说明的是，行星齿轮机构13未必非要为单行星齿轮型，也可以是例如双行星齿轮型。行星齿轮机构13将发动机11、第一电动发电机12及输出轴15机械连接。具体而言，行星齿轮机构13具有太阳轮131、齿圈132、与太阳轮131及齿圈132啮合的行星齿轮133、将行星齿轮133保持为自转且公转自如的轮架134。
太阳轮131连接于第一电动发电机12。而且，齿圈132连接于输出轴15。而且，轮架134连接于发动机11。
输出轴15经由差动齿轮23而连接于左右的驱动轮16。而且，在输出轴15连接有第二电动发电机14。由此，齿圈132、第二电动发电机14、输出轴15及驱动轮16同步旋转。
PCU17将从蓄电池18供给的高电压的直流电力转换成交流电力，并将该交流电力向第一电动发电机12及第二电动发电机14中的一方或两方供给。由此，驱动第一电动发电机12及第二电动发电机14中的一方或两方。而且，PCU17将通过第一电动发电机12及第二电动发电机14中的一方或两方发电产生的交流电力转换成直流电力，并将该直流电力向蓄电池18供给。由此，对蓄电池18进行充电。而且，PCU17将通过第一电动发电机12发电产生的电力向第二电动发电机14供给，由此也能够驱动该第二电动发电机14。
蓄电池18是蓄积用于对第一电动发电机12及第二电动发电机14中的一方或两方进行驱动的高电压(例如200V左右)的直流电力的二次电池。蓄电池18由例如镍氢电池、锂离子电池构成。本实施方式的蓄电池18主要蓄积由第一电动发电机12发电产生的电力。
SMR19是用于将蓄电池18连接于PCU17或者将蓄电池18从PCU17切离的继电器。监视单元20分别检测蓄电池18的电压(蓄电池电压)VB、在蓄电池18中流动的电流(蓄电池电流)IB、蓄电池18的温度(蓄电池温度)TB。
此外，在混合动力车辆1设有发动机转速传感器24、输出轴转速传感器25、旋转变压器26、27、油门开度传感器28等传感器。发动机转速传感器24检测发动机转速Ne，并将其检测结果向发动机ECU21输出。输出轴转速传感器25检测输出轴15的转速Np作为车速V，并将其检测结果向混合动力ECU22输出。
旋转变压器26检测MG1转速Nm1，并将其检测结果向混合动力ECU22输出。旋转变压器27检测MG2转速Nm2，并将其检测结果向混合动力ECU22输出。油门开度传感器28检测基于使用者(驾驶者)的油门开度(油门踏板操作量)，并将其检测结果向混合动力ECU22输出。
发动机ECU21及混合动力ECU22分别内置有未图示的CPU(Central ProcessingUnit：中央处理器)及存储器，基于该存储器存储的信息、来自各传感器的信息来执行预定的运算处理。
混合动力ECU22通过通信线29而与发动机ECU21连接，通过与该发动机ECU21相互通信而集中地控制包含发动机11、第一电动发电机12及第二电动发电机14的混合动力车辆1整体。
具体而言，混合动力ECU22基于油门开度及车速V等，算出使用者对于混合动力车辆1要求的要求驱动力(以下也称为“油门要求驱动力”)。混合动力ECU22分别生成发动机指令信号、MG1指令信号及MG2指令信号，以将要求驱动力向驱动轮16传递。
并且，混合动力ECU22将MG1指令信号及MG2指令信号向PCU17输出。接收到上述指令信号，PCU17控制第一电动发电机12及第二电动发电机14的输出(具体而言通电量等)，以成为由MG1指令信号及MG2指令信号所指示的功率。
另外，混合动力ECU22将发动机指令信号向发动机ECU21输出。接收到发动机指令信号，发动机ECU21控制发动机11的输出(具体而言节气门开度、点火时期、燃料喷射量等)，以使发动机功率成为由发动机指令信号所指示的功率。此外，混合动力ECU22算出蓄电池18的充电状态(SOC：State Of Charge)。
在此，在以往的控制装置中，例如在第二电动发电机的输出存在某些制约的情况下，存在无法得到充分的驱动力的问题。需要说明的是，作为第二电动发电机的输出的制约，可列举例如车速低而第二电动发电机的能够产生输出低的情况、由于热限制而第二电动发电机的输出受到限制的情况、第二电动发电机存在故障倾向的情况、第二电动发电机的体型自身小而输出小的情况等。
因此，在本实施方式的混合动力车辆1的控制装置中，在对于混合动力车辆1的要求驱动力(油门要求驱动力)比在第二电动发电机14的输出最大且不对蓄电池18进行充电的情况下能够输出的驱动力(以下，称为“蓄电池无充电最大驱动力”)大时，一边对蓄电池18进行充电一边使混合动力车辆1行驶，由此提高发动机11的直达转矩，得到大的驱动力。即，在本实施方式的混合动力车辆1的控制装置中，通过在后述的充放电要求判定的项目之中追加以往不存在的“行驶期间的基于驱动力要求的充电要求”，而在行驶期间一边对蓄电池18进行充电一边使发动机11动作。由此，在本实施方式的混合动力车辆1的控制装置中，即使在第二电动发电机14的输出存在某些制约的情况下，也能够得到大的驱动力。
以下，关于本实施方式的混合动力车辆1的控制装置的具体的控制次序，参照图2及图3进行说明。需要说明的是，以下说明的控制中，混合动力ECU22成为主体而执行。而且，图2所示的步骤S4及步骤S5是接受步骤S2的处理结果而在步骤S7之前实施的处理，因此只要在步骤S2之后且步骤S7之前即可，可以在任意的时机实施。
首先，通过油门开度传感器28检测油门开度，通过输出轴转速传感器25检测车速(步骤S1)。接下来，混合动力ECU22基于在步骤S1中算出的油门开度及车速，算出油门要求驱动力(步骤S2)。接下来，混合动力ECU22基于在步骤S1中算出的车速和在步骤S2中算出的油门要求驱动力，算出车辆行驶功率(步骤S3)。
接下来，混合动力ECU22基于在步骤S1中算出的油门开度及车速和在步骤S2中算出的油门要求驱动力，通过参照例如预先准备的映射等，来算出车辆损失功率(步骤S4)。需要说明的是，“车辆损失功率”表示例如由于齿轮的损失、制动器的拖曳而消耗的功率。
接下来，混合动力ECU22进行蓄电池18的充放电要求判定处理(步骤S5)。在充放电要求判定处理中，判定例如以下的(1)～(5)所示那样的多个充放电要求的有无。
(1)失速充电要求
(2)SOC中心背离大的充放电要求
(3)发动机燃耗点动作用的充放电要求
(4)蓄电池保护要求
(5)行驶期间的基于驱动力要求的充电要求
在此，上述(1)是例如在混合动力车辆1的停车期间通过制动器和油门的同时踩踏而用于提高起步时的发动机直达转矩的充电要求。而且，上述(2)是在SOC从预先设定的控制中心值(例如55％)远离时用于使该SOC接近控制中心的充放电要求。而且，上述(3)是用于使车辆在预先设定的燃耗动作线(参照后述的图4)上动作的充放电要求。而且，上述(4)是例如在SOC超过预先设定的上限值(例如80％)时用于使充电停止的要求。并且，上述(5)是在混合动力车辆1的行驶期间需要大的驱动力时的充电要求。
关于步骤S5的充放电要求判定处理的具体的内容，参照图3进行说明。在此，上述(1)～(5)所示的充放电要求中，(1)～(4)是以往存在的充放电要求项目，(5)是在本实施方式的控制中新追加的充放电要求项目。因此，在该图中，关于(1)～(4)的判定处理的内容，省略说明，仅说明(5)的判定处理的内容。
首先，混合动力ECU22判定在步骤S2中算出的油门要求驱动力是否大于蓄电池无充电最大驱动力(步骤S51)。在油门要求驱动力大于蓄电池无充电最大驱动力的情况下(步骤S51为“是”)，混合动力ECU22判定为行驶期间的基于驱动力要求的蓄电池充电要求存在(步骤S52)，结束判定处理。另一方面，在油门要求驱动力为蓄电池无充电最大驱动力以下时(步骤S51为“否”)，混合动力ECU22判定为行驶期间的基于驱动力要求的蓄电池充电要求不存在(步骤S53)，结束判定处理。以下，返回图2继续步骤S6以后的说明。
在步骤S5之后，混合动力ECU22算出蓄电池要求充电量，基于该蓄电池要求充电量来算出蓄电池要求功率(步骤S6)。关于本步骤的蓄电池要求充电量的具体的计算方法在后文叙述。
接下来，混合动力ECU22对于在步骤S3中算出的车辆行驶功率，加上在步骤S4中算出的车辆损失功率(符号：负)和在步骤S6中算出的蓄电池要求功率(受电侧的符号：正，放电侧的符号：负)，由此算出要求发动机功率(步骤S7)。
接下来，混合动力ECU22基于在步骤S2中算出的油门要求驱动力、在步骤S6中算出的蓄电池要求功率、在步骤S7中算出的要求发动机功率，通过参照例如预先准备的映射等，来算出目标发动机转速(步骤S8)。由此，本实施方式的混合动力车辆1的控制装置根据蓄电池要求功率而将目标发动机转速控制为最佳。
接下来，混合动力ECU22算出发动机转矩(步骤S9)。关于本步骤中的发动机转矩的具体的计算方法在后文叙述。需要说明的是，在本步骤中，优选在表示发动机11能够输出最大转矩的发动机转速的WOT(Wide Open Throttle：节气门全开)动作线(参照后述的图4)上，算出发动机转矩。在本实施方式的混合动力车辆1的控制装置中，通过这样在WOT动作线上选择发动机转矩，能够将电气损失及驱动损失抑制得最小，并提高驱动力。
接下来，混合动力ECU22基于在步骤S9中算出的发动机转矩来算出MG1转矩(步骤S10)。接下来，混合动力ECU22基于在步骤S10中算出的MG1转矩来算出发动机直达转矩(步骤S11)。最后，混合动力ECU22基于在步骤S11中算出的发动机直达转矩来算出MG2转矩(步骤S12)。
在进行以上那样的处理的本实施方式的混合动力车辆的控制装置中，在油门要求驱动力超过蓄电池无充电最大驱动力而需要大的驱动力的情况下，一边对蓄电池18进行充电一边使混合动力车辆1行驶，由此能够提高从发动机11经由行星齿轮机构13向输出轴15机械地直接传递的发动机直达转矩。因此，即使在第二电动发电机14的输出存在制约、该第二电动发电机14的输出受到限制(或者输出自身小)的情况下，也能够应对大的要求驱动力。即，即使在第二电动发电机14的输出受到限制的情况下，也能够得到大的驱动力，能够提高加速性能。
在此，在以往控制中，在第二电动发电机的输出存在制约的状况下，在行驶期间发出高的驱动力要求时，在蓄电池放电状态或蓄电池未充电状态下，选择可取得的最大驱动力的发动机动作点进行动作。另一方面，在本实施方式的控制中，通过能够进行行驶期间的基于驱动力要求的蓄电池18的充电要求，而能够进行基于蓄电池18的充电和发动机动作点的选择的最大驱动力动作。
需要说明的是，在本实施方式的混合动力车辆1的控制装置中，可以在混合动力车辆1的行驶期间，在成为“油门要求驱动力>蓄电池无充电最大驱动力”(步骤S51为“是”)而一边对蓄电池18进行充电一边使混合动力车辆1行驶时，将该蓄电池18蓄积的电力向设置于混合动力车辆1的辅机供给而放电。在本实施方式的混合动力车辆1的控制装置中，通过这样将蓄电池18蓄积的电力向辅机供给，能够抑制由于充电动作而蓄电池充电量变得过大的情况。
需要说明的是，作为设置于混合动力车辆1的辅机，可列举例如空气调节器、电加热器、导航装置等媒体AV设备、混合动力车辆1的电气动作部件(格栅百叶窗、可变阻流板等)等。
<充放电要求的调停>
在此，在前述的图2的步骤S5的充放电要求判定处理中，更具体而言，在分别判定了上述(1)～(5)所示的充放电要求的有无之后，根据预先设定的各充放电要求项目的优先级，进行充放电要求的调停。例如从上述(1)～(5)中的优先级高的顺序排列时，成为(4)>(5)>(3)…的顺序。因此，例如在本步骤的充放电要求判定处理中，在判定为(3)～(5)的充放电要求存在时，与(3)、(5)相比使(4)的充放电要求优先。
另外，在前述的图2的步骤S6中，在步骤S5的充放电要求的调停中得到的优先顺位之中且在未接受其他的发动机动作点的变更要求的范围内，优选在步骤S2中算出的油门要求驱动力越大，则将蓄电池要求功率设定得越大。
需要说明的是，前述的图2的步骤S5的充放电要求的调停的结果是，也能想到由于例如“(4)蓄电池保护要求”等的上位的充放电要求(以下，称为“上位要求”)而无法实现油门要求驱动力的情况。在这种情况下，混合动力ECU22算出在蓄电池要求功率制约下能够实现的驱动力作为目标驱动力。具体而言，混合动力ECU22在蓄电池要求功率制约下可取得的发动机功率的范围内，能够算出发动机转矩成为最大的动作点，并将此时的驱动力设为目标驱动力。
<蓄电池要求充电量的计算方法>
以下，关于前述的图2的步骤S6中的蓄电池要求充电量的计算方法，参照图4进行说明。混合动力ECU22基于对于混合动力车辆1的要求驱动力、蓄电池无充电最大驱动力、蓄电池有充电最大驱动力来算出蓄电池要求充电量。需要说明的是，“蓄电池有充电最大驱动力”表示在第二电动发电机14的输出最大且对蓄电池18进行充电的情况下能够输出的驱动力。
首先，作为前提，本实施方式的混合动力车辆1的系统的运动方程式可以如以下的式(1)～式(3)那样表示。
【数学式1】
Tp＝Tm×Grm-1/ρ×Tg＝Tm×Grm+1/(1+ρ)×Te …(1)
【数学式2】
Te＝-(1+ρ)/ρ×Tg …(2)
【数学式3】
Ne＝ρ/(1+ρ)×Ng+1/(1+ρ)×Np …(3)
在此，上述式(1)～式(3)中的各记号的意思如以下所述。
Tp：输出轴转矩(≈车辆驱动力)
Tm：MG2转矩
Tg：MG1转矩
Te：发动机转矩
Np：输出轴转速
Ne：发动机转速
Ng：MG1转速
ρ：行星齿轮比(太阳轮齿数/齿圈齿数)
Grm：MG2减速比
1/(1+ρ)×Te：发动机直达转矩
在图4中，说明以(1)的状态行驶的混合动力车辆1根据油门踏板要求而求出了驱动力上升的场景、也即车速的变化发生之前的状态即发动机转速以与(1)相同的值为上限的期间的控制。如前所述，在第二电动发电机14的输出存在制约、MG2转矩Tm达到上限的情况下，如上述式(1)所示，通过提高发动机转矩Te，能够提高输出轴转矩Tp。
此时，在以往控制中，为了得到蓄电池无充电下的最大驱动力，可以使发动机动作点向图4的(1)～(6)的状态转移。因此，在油门要求驱动力换算成发动机转矩Te而处于该图的区域1的情况下，通过以往控制能够应对，因此不会产生本实施方式的控制的蓄电池充电要求。
另一方面，在油门要求驱动力换算成发动机转矩Te而处于图4的区域2的情况下，以得到油门要求驱动力的方式使发动机动作点转移，将此时产生的剩余发动机输出量向蓄电池18进行充电。而且，在油门要求驱动力换算成发动机转矩Te而处于该图的区域3的情况下，油门要求驱动力在车速上升之前不会超过(7)的发动机动作点的驱动力，因此以(7)为最大驱动力点，将(7)所要求的充电量向蓄电池18进行充电。
将上述内容的一部分表示成数学式的话如下所述。在上述式(1)～式(3)所示的运动方程式中，MG2转矩Tm被固定为上限，在通过发动机转矩Te控制输出轴转矩Tp的状态下，在实现该输出轴转矩Tp的发动机转矩Te处于图4的区域1时，实施以往控制。另一方面，在发动机转矩Te处于该图的区域2的情况下，实现要求的发动机转矩Te的发动机动作点沿转速方向存在多个，因此决定适合方针而决定发动机转速Ne。
作为该“适合方针”，可列举发动机动作点的候补中的燃耗最佳点(燃耗动作线)的选择、考虑了之后的响应速度的WOT动作线上的发动机转矩的选择等。将在此决定的发动机动作点设为Te’[Nm]、Ne’[rpm]，将通常控制下的蓄电池无充电最大驱动力点即发动机动作点(6)设为Te[Nm]、Ne[rpm]时，为了得到车辆驱动力而变得剩余的发动机输出[kW]成为(2×π×Te’×Ne’/60000)-(2×π×Te×Ne/60000)。能够算出该变得剩余的发动机输出作为蓄电池要求充电量。而且，在图4的区域3中，在发动机动作点(7)处，通过同样的计算能够算出蓄电池要求充电量。
<发动机转矩的计算方法>
以下，说明前述的图2的步骤S9中的发动机转矩的计算方法。混合动力ECU22基于对于混合动力车辆1的要求驱动力、蓄电池无充电最大驱动力、蓄电池有充电最大驱动力来算出发动机转矩。
在此，在前述的<蓄电池要求充电量的计算方法>中，为了假定发动机动作点的动作范围，而基本上使用了在该蓄电池要求充电量的计算中使用的发动机转矩。但是，前述的图2的步骤S5中的充放电要求的调停的结果是存在上位要求时，算出上位的充放电要求的蓄电池要求功率制约下能够实现的发动机转矩作为驱动力确保用的发动机转矩。
例如，根据油门要求驱动力通过本实施方式的控制而求出的蓄电池要求充电量(充电侧的符号：正)设为Pb[kW]、此时的发动机动作点设为Te[Nm]、Ne[rpm]、基于上位要求(例如“(4)蓄电池保护要求”)的蓄电池充电量的上限设为Pb’[kW](其中Pb>Pb’)、此时的发动机动作点设为Te’[Nm]、Ne’[rpm]、蓄电池无充电最大驱动力点的发动机动作点设为Te0[Nm]、Ne0[rpm]时，在没有上位要求的情况下，算出满足“Pb＝(2×π×Te×Ne/60000)-(2×π×Te0×Ne0/60000)”的发动机动作点Te、Ne的“Te”作为发动机转矩。另一方面，在有上位要求的情况下，算出满足“Pb’＝(2×π×Te’×Ne’/60000)-(2×π×Te0×Ne0/60000)”的发动机动作点Te’、Ne’的“Te’”作为发动机转矩。
<驱动力提高率的试算例>
以下，关于本实施方式的混合动力车辆1的控制装置的驱动力提高率的试算例，参照图4及表1进行说明。
【表1】
Figure BDA0002029033550000161
表1示出相对于图4所示的发动机动作点(1)的发动机动作点(2)～(7)的驱动力提高率的试算例。在本试算中，设想在第二电动发电机14的输出以最大的状态受到限制的状况，因此发动机动作点(2)～(7)的最右栏所示的“与(1)相比MG2驱动力提高率[％]”全部成为相同值。而且，本试算的电气系损失及驱动损失都为0，关于各发动机动作点(1)～(7)，设想以第二电动发电机14的输出成为最大的方式实施了蓄电池18的充放电的情况而进行。
(1)是成为基准的发动机动作点，示出例如混合动力车辆1进行常规行驶且也没有蓄电池18的充放电的状态。(2)示出使发动机动作点从(1)沿着燃耗动作线转移的状态。通过使发动机动作点从(1)向(2)转移而发动机11的输出上升，驱动力也提高。
(3)示出使发动机动作点从(2)沿着燃耗动作线转移的状态。需要说明的是，在表1中，(3)成为“蓄电池充放电：充电”，但是如果车速上升，则第二电动发电机14的输出也上升，因此不需要充电。(4)示出通过使发动机动作点从(1)沿着发动机等输出线转移而一边使发动机11成为等输出一边提高了驱动力的状态。
(5)示出从(1)开始蓄电池未充电并使发动机11的输出上升至第二电动发电机14的接受上限为止的情况。(6)示出通过使发动机动作点从(5)沿着发动机等输出线转移而一边使发动机11成为等输出一边提高了驱动力的状态。
(7)示出从(5)开始许可蓄电池18的充电而提高了发动机11的输出的情况。这样，通过使发动机动作点从(5)向(7)转移、或者使发动机动作点从(1)向(7)转移，与成为基准的发动机动作点(1)相比，能够得到最高的驱动力。
在此，使发动机动作点从(1)向(2)～(6)转移的情况在以往控制中也能够实现。即，在以往控制中得到的最大的驱动力成为(6)。另一方面，使发动机动作点从(1)向(7)转移的情况在以往控制中无法实现，仅通过本实施方式的控制能够实现。即，通过本实施方式的控制而得到的最大的驱动力成为(7)。需要说明的是，即使发动机动作点从(1)向(7)转移，发动机转速也不改变，因此响应也良好。而且，在本实施方式的控制中，根据蓄电池18的充电接受性(SOC)，图4的点状阴影所示的区域也可以选择为发动机动作点，能够进一步提高驱动力。
以上，关于本发明的混合动力车辆的控制装置，通过用于实施发明的方式具体地进行了说明，但是本发明的主旨没有限定为上述的记载，必须基于权利要求书的记载而作出广泛的解释。而且，基于这些记载而进行了各种变更、改变等的内容当然也包含于本发明的主旨。

Claims (6)

1.一种混合动力车辆的控制装置，所述混合动力车辆具备：
发动机；
输出轴，连接于驱动轮；
第一电动发电机，通过所述发动机的驱动力而进行发电；
第二电动发电机，连接于所述输出轴；
行星齿轮机构，对所述发动机、所述第一电动发电机及所述输出轴进行机械连接；
蓄电池，利用由所述第一电动发电机发电产生的电力进行充电；及
控制部，对所述发动机、所述第一电动发电机及所述第二电动发电机进行控制，
所述混合动力车辆的控制装置的特征在于，
在对于所述混合动力车辆的要求驱动力大于蓄电池无充电最大驱动力时，使所述控制部控制所述发动机以一边对所述蓄电池进行充电一边使所述混合动力车辆进行行驶，所述蓄电池无充电最大驱动力表示在所述第二电动发电机的输出最大且不对所述蓄电池进行充电的情况下能够输出的驱动力。
2.根据权利要求1所述的混合动力车辆的控制装置，其特征在于，
在所述要求驱动力大于所述蓄电池无充电最大驱动力时，使所述控制部基于所述要求驱动力来算出蓄电池要求充电量，基于所述蓄电池要求充电量来算出蓄电池要求功率，基于所述蓄电池要求功率来算出目标发动机转速。
3.根据权利要求2所述的混合动力车辆的控制装置，其特征在于，
使所述控制部基于所述要求驱动力、所述蓄电池无充电最大驱动力及蓄电池有充电最大驱动力来算出所述蓄电池要求充电量，所述蓄电池有充电最大驱动力表示在所述第二电动发电机的输出最大且对所述蓄电池进行充电的情况下能够输出的驱动力。
4.根据权利要求3所述的混合动力车辆的控制装置，其特征在于，
使所述控制部基于所述要求驱动力、所述蓄电池无充电最大驱动力及所述蓄电池有充电最大驱动力来算出发动机转矩。
5.根据权利要求4所述的混合动力车辆的控制装置，其特征在于，
使所述控制部在表示所述发动机能够输出最大转矩的发动机转速的WOT动作线上算出所述发动机转矩。
6.根据权利要求1~5中任一项所述的混合动力车辆的控制装置，其特征在于，
在所述要求驱动力大于所述蓄电池无充电最大驱动力时，使所述控制部进行控制以将所述蓄电池所充的电力供给设置于所述混合动力车辆的辅机而放电。
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