CN110871785B - 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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Publication number
CN110871785B
CN110871785B CN201910783272.6A CN201910783272A CN110871785B CN 110871785 B CN110871785 B CN 110871785B CN 201910783272 A CN201910783272 A CN 201910783272A CN 110871785 B CN110871785 B CN 110871785B
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electric power
engine
power
motor
control
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CN110871785A (zh
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桥本俊哉
加藤直人
角冈卓
吉永雅智
渡边大士
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Toyota Motor Corp
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Toyota Motor Corp
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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
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    • 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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    • B60K6/00—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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    • B60K6/38—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 driveline clutches
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Abstract

本发明提供一种混合动力车辆的控制装置，其即使在驱动轮速度急剧减小的情况下，也能够抑制电池的过度充电。所述混合动力车辆的控制装置具备发动机、由发动机驱动的发电机、被供给电力而输出驱动转矩的驱动用电动机、以及能够充入产生的电力的蓄电装置，并且构成为将所述产生的电力向蓄电装置充电或者直接供给到驱动用电动机，在所述混合动力车辆的控制装置中，具备控制发电机的控制器，控制器判断驱动轮是否有可能抱死(步骤S2)，在判断为驱动轮有可能抱死的情况下，将通过发电机产生的电力控制在能够输入到所述蓄电装置的预先确定的规定的电力以下(步骤S3)。

Description

混合动力车辆的控制装置
技术领域
本发明涉及一种混合动力车辆，其搭载有发动机及具有发电功能的电动机作为动力源，特别是涉及一种构成为通过发动机驱动发电机(或具有发电功能的电动机)而使其产生电力的混合动力车辆的控制装置。
背景技术
在专利文献1中记载了具备发动机、发电机、驱动用电动机以及电池的混合动力车辆。该专利文献1所记载的车辆是所谓的串联混合动力车辆，构成为通过发动机驱动发电机，并将由该发电机生成的电力蓄积于电池或者供给到驱动用电动机。另外，在该专利文献1所记载的车辆中，构成为在例如由于电池的温度的降低等而导致电池的能够充放电的电力受到限制的情况下，根据要求驱动力而由发电机产生电力，并将该产生的电力不多不少地作为驱动电力而消耗。另外，在专利文献1中将该控制称为直接配电控制。
另外，构成为在执行该直接配电控制的过程中，当执行在车轮打滑时所执行的牵引控制(traction control)时，对由于发动机的响应延迟(或者一阶延迟)而使产生的电力产生偏差，从而无法得到预期那样的牵引进行抑制，以及抑制电池的过度充电。更具体地，考虑发动机的响应延迟，设定控制时间常数的参数，将该参数应用在用于控制驱动轮的速度的伺服系统的控制中。即，构成为在判断车轮打滑并且考虑发动机的响应延迟的情况下，通过延长时间常数，从而将驱动轮速度缓慢地收敛为目标的驱动轮速度。而且，构成为使用考虑到上述发动机的响应延迟的参数，对向驱动用电动机指令的转矩值进行修正。
在先技术文献
专利文献
专利文献1：日本特开2013-151247号公报
发明要解决的问题
如上所述，专利文献1的装置构成为，在直接配电控制中车轮因制动力的增大而打滑时，考虑发动机的响应延迟，对向驱动用电动机指令的转矩值进行修正。然而，由于上述控制是车轮已经打滑的情况下的控制，所以例如在控制的响应性降低(因控制延迟、与控制内容不同的干扰要素而降低)的情况下，无论驱动轮速度是否由于从车轮的打滑到抓地而急剧减小，由发动机驱动的发电机的发电电力都有可能无法追随该驱动轮的转速。即，相对于驱动用电动机的驱动功率因车轮的抓地而强制性地降低，发电机的发电电力不降低，因此，有可能向电池充入作为驱动功率无法消耗(即无法放电)的量的电力，进而导致电池的过度充电。此外，在专利文献1的结构中，由于构成为延长控制的参数中的时间常数来保证发动机的响应延迟，因此有可能车辆整体的控制的响应性降低该时间常数延长的量。因此，在这样的状况下，在抑制电池的过度充电、将电池的电力平衡控制在规定的范围的方面，还有改善的余地。
发明内容
本发明是着眼于上述技术问题而提出的，其目的在于提供一种混合动力车辆的控制装置，其即使在驱动轮速度急剧减小的情况下，也能够抑制电池的过度充电。
用于解决问题的手段
为了达到上述目的，本发明提出一种混合动力车辆的控制装置，其具备：发动机；发电机，所述发电机由所述发动机驱动；驱动用电动机，所述驱动用电动机与驱动轮连结并被供给电力而输出行驶用的驱动转矩；以及蓄电装置，所述蓄电装置能够充入由所述发电机产生的电力，所述混合动力车辆的控制装置构成为将所述产生的电力向所述蓄电装置充电或者直接供给到所述驱动用电动机，其特征在于，具备控制所述发电机的控制器，所述控制器构成为，判断所述驱动轮是否有可能抱死，在判断为所述驱动轮有可能抱死的情况下，将通过所述发电机产生的电力控制在能够输入到所述蓄电装置的预先确定的规定的电力以下。
另外，在本发明中，具备控制车辆的姿势、动作的控制系统，所述控制器可以构成为，在与所述控制系统相关的传感器的控制信号存在异常的情况下，将所述驱动轮是否有可能抱死的判断判断为所述驱动轮有可能抱死。
另外，在本发明中，具备控制车辆的姿势、动作的控制系统，所述控制器可以构成为，在判断为所述驱动轮不可能抱死的情况下，进一步判断所述控制系统是否关闭，在所述控制系统关闭的情况下，将由所述发电机产生的电力控制在根据能够输入所述蓄电装置的预先确定的所述规定的电力和基于车速的消耗电力求出的上限值以下。
另外，在本发明中，所述控制器可以构成为，在所述控制系统开启的情况下，将由所述发电机产生的电力控制在根据能够输入所述蓄电装置的预先确定的所述规定的电力和基于所述驱动轮的车轮速度的消耗电力求出的上限值以下。
此外，在本发明中，所述混合动力车辆可以是串联混合动力车辆，所述串联混合动力车辆通过所述发动机的动力驱动所述发电机而进行发电，并且所述驱动用电动机基于通过所述发电而产生的电力将行驶用的所述驱动转矩传递至所述驱动轮而行驶。
并且，在本发明中，所述混合动力车辆为能够选择串联HV行驶模式和并联HV行驶模式的混合动力车辆，所述串联HV行驶模式是通过所述发动机的动力驱动所述发电机而进行发电，并且所述驱动用电动机基于通过所述发电而产生的电力将行驶用的所述驱动转矩传递至所述驱动轮而行驶的行驶模式，所述并联HV行驶模式是将所述发动机的转矩及所述驱动用电动机的所述驱动转矩传递至所述驱动轮而行驶的行驶模式，所述控制器可以构成为，在以所述串联HV行驶模式行驶过程中，在判断为所述驱动轮有可能抱死的情况下，进一步判断所述发动机的预热是否完成，在判断为所述发动机的预热完成的情况下，将行驶模式从所述串联HV行驶模式切换为所述并联HV行驶模式。
发明的效果
根据本发明的混合动力车辆的控制装置，构成为在驱动轮有可能抱死的情况下，将由发电机产生的电力(即发电功率)控制为能够输入到蓄电装置的预先确定的规定的电力值以下。因此，即使例如在连结有驱动用电动机的驱动轮抱死等产生的电力未作为驱动功率消耗而向蓄电装置充入该电力的情况下，该电力也被限制在预先确定的值以下。因此，能够防止或抑制蓄电装置的过度充电和与此伴随的蓄电装置的劣化。
另外，根据本发明，构成为在驱动轮尚未抱死的情况下且使车辆的姿势、动作稳定的控制系统(例如ABS、TRC等)关闭的情况下，将由发电机产生的电力控制在根据能够输入到所述蓄电装置的规定的电力和基于车速的消耗电力求出的上限值以下。因此，即使例如在所述控制系统关闭且驱动轮有可能打滑的情况下，由发电机产生的电力作为以所述车速行驶的驱动功率而消耗电力，并且，向蓄电装置充入规定的电力。即，以该消耗的放电和蓄电装置的充电处于抑制蓄电装置的性能的劣化的规定的范围(电力平衡成立的范围)的方式进行控制。因此，能够抑制或防止蓄电装置的过度充电，并且能够抑制蓄电装置的劣化。
此外，根据本发明，在使所述车辆的姿势、动作稳定的控制系统开启的情况下，由于驱动轮不可能打滑，因此构成为由发电机产生的电力控制在根据能够输入到蓄电装置的所述规定的电力和基于驱动轮的车轮速度的消耗电力求出的上限值以下。即，产生的电力基于驱动轮的车轮速度而作为驱动功率消耗，并且，向蓄电装置充入规定的电力。即，以放电和充电处于抑制蓄电装置的性能的劣化的规定的范围的方式进行控制。因此，能够抑制或防止蓄电装置的过度充电，并且能够抑制蓄电装置的劣化。
而且，根据本发明，构成为能够选择并联HV行驶模式，所述并联HV行驶模式是将发动机转矩及电动机转矩传递至驱动轮而产生驱动力来行驶的行驶模式。另外，在驱动轮有可能抱死的情况下，判断发动机的预热是否完成。而且，构成为在该发动机的预热完成的情况下，将行驶模式从串联HV行驶模式切换为并联HV行驶模式。即，构成为在驱动轮有可能抱死且发动机的预热完成的情况下，将由发电机产生的电力设为“0”而行驶。因此，不向蓄电装置充入电力，其结果是，能够防止蓄电装置的过度充电。
附图说明
图1是示出在本发明中作为对象的混合动力车辆的驱动系统(驱动系统及控制系统)的一例的图。
图2是用于说明该车辆的实施方式中的控制的一例的流程图。
图3是说明车轮从打滑状态过渡为抓地状态的情况下的发电功率的变化的图。
图4是示出在本发明中作为对象的混合动力车辆的驱动系统(驱动系统及控制系统)的其他例子的图。
图5是用于说明本发明的实施方式中的控制的其他例子的流程图。
图6是能够应用本发明的参考例，是用于说明其控制例的流程图。
附图标记的说明
1…发动机(ENG)、2…第一电动机(MG1)、3…第二电动机(MG2)、4…电池(BATT)、5…驱动轮、7…检测部、8…控制器(ECU)、Ve…车辆。
具体实施方式
参照附图说明本发明的实施方式。另外，以下所示的实施方式只不过是将本发明具体化的情况的一例，并不限定本发明。
在本发明的实施方式中作为控制的对象的车辆是混合动力车辆，所述混合动力车辆具备由发动机驱动而产生电力的发电机(或者具有发电功能的电动机)、以及被从该发电机供给电力而输出用于行驶的转矩的驱动用电动机(或者具有发电功能的电动机)，所述混合动力车辆能够将驱动用电动机输出的转矩传递至驱动轮来行驶。图1示出在本发明的实施方式中作为控制对象的混合动力车辆的驱动系(驱动系统及控制系统)的一例。图1所示的混合动力车辆(以下，称为车辆)Ve是所谓的串联混合动力车辆，作为动力源，具备发动机(ENG)1、第一电动机(MG1)2及第二电动机(MG2)3。另外，作为其他的主要构成要素，车辆Ve具备电池(BATT)4、驱动轮5、加速踏板6、检测部7及控制器(ECU)8。
发动机1例如是汽油发动机、柴油发动机等以往已知的内燃机，是为了起动而需要电动机带动(启动)的内燃机。另外，该发动机1构成为，对输出的调整、以及起动及停止等工作状态进行电控制。例如，如果是汽油发动机，则对节气门的开度、燃料的供给量或喷射量、点火的执行及停止、以及点火正时等进行电控制。此外，如果是柴油发动机，则对燃料的喷射量、燃料的喷射正时、或者EGR(Exhaust Gas Recirculation，废气再循环)系统中的节气门的开度等进行电控制。
第一电动机2配置在发动机1的输出侧。第一电动机2至少具有通过接受发动机1输出的发动机转矩而被驱动来产生电力的作为发电机的功能，并且还能够为了发动机1的电动机带动而作为电动机发挥功能。即，第一电动机2是具有发电功能的电动机(所谓的电动发电机)，例如由永磁铁式的同步电动机或者感应电动机等构成。电池4经由第一逆变器(INV1)9与第一电动机2连接。因此，能够将第一电动机2作为发电机驱动，并将此时产生的电蓄积于电池4。
第二电动机3至少具有通过被供给电力而驱动来输出电动机转矩的作为动力源的功能。在本发明的实施方式的车辆Ve中，第二电动机3还具有通过从外部接受转矩而被驱动来产生电力的作为发电机的功能。即，第二电动机3与上述第一电动机2同样地，是具有发电功能的电动机(所谓的电动发电机)，例如由永磁铁式的同步电动机或者感应电动机等构成。电池4经由第二逆变器(INV2)10与第二电动机3连接。因此，能够将蓄积于电池4的电供给到第二电动机3，并将第二电动机3作为动力源驱动而输出电动机转矩。此外，第一电动机2及第二电动机3经由第一逆变器9及第二逆变器10以能够相互接收和发送电力的方式连接。例如，也能够将由第一电动机2产生的电直接供给到第二电动机3，并由第二电动机3输出电动机转矩。另外，该第二电动机3相当于本发明的实施方式中的“驱动用电动机”。
电池(BATT)4是蓄积由上述第一电动机2及第二电动机3产生的电的蓄电装置，以能够分别对第一电动机2及第二电动机3接收和发送电力的方式与第一电动机2及第二电动机3连接。因此，如上所述，能够将由第一电动机2产生的电蓄积于电池4。另外，能够将蓄积于电池4的电供给到第一电动机2来驱动第一电动机2。同样地，如上所述，能够将由第二电动机3产生的电蓄积于电池4。另外，能够将蓄积于电池4的电供给到第二电动机3来驱动第二电动机3。此外，作为蓄电装置，不限于镍氢电池或锂离子电池等二次电池，例如也可以是电容器(电容)。
驱动轮(在图1的例子中为后轮)5是通过传递驱动力源输出的驱动转矩而产生车辆Ve的驱动力的车轮。在图1所示的例子中，驱动轮5经由传动轴11、差动齿轮12以及驱动轴13与第二电动机3连结。因此，在图1所示的例子中，车辆Ve构成为将第二电动机3的驱动转矩传递至后轮而产生驱动力的后轮驱动车。另外，本发明的实施方式中的车辆Ve也可以是将驱动转矩传递至前轮而产生驱动力的前轮驱动车。或者，也可以是将驱动转矩传递至前轮及后轮双方而产生驱动力的四轮(全轮)驱动车。
另外，上述第二电动机3也可以经由减速机构(未图示)与驱动轮5连结。该减速机构可以是以往公知的有级变速器或无级变速器等能够改变变速比的各种变速机构，也可以是构成为固定的齿轮比的减速机构。
加速踏板6是用于控制车辆Ve的驱动力而由驾驶员操作的操作装置。车辆Ve构成为根据该加速踏板6的操作量或踩下量(加速器开度)来调整由驱动力源产生的动力、即发动机转矩及电动机转矩。如后所述，在加速踏板6设置有用于检测加速器操作量及加速器操作速度的加速器位置传感器7c。加速器位置传感器7c将与加速器操作量及加速器操作速度对应的电信号作为检测数据输出。
控制器(ECU)8主要分别控制发动机1、第一电动机2及第二电动机3。该控制器8是例如以微型计算机为主体而构成的电子控制装置，被输入由检测部7检测出或计算出的各种数据。该被输入的信号例如为来自以下部分的检测信号：检测车速的车速传感器7a、分别检测各车轮的旋转速度的车轮速度传感器7b、检测驾驶员对加速踏板6的加速器操作量(加速器开度)及加速器操作速度的加速器位置传感器7c、检测发动机1的转速的发动机转速传感器7d、检测第一电动机2的旋转角度或转速的第一电动机转速传感器(或分解器)7e、检测第二电动机3的旋转角度或转速的第二电动机转速传感器(或分解器)7f、检测电池4的蓄电余量的SOC传感器7g、检测转向的转向角度的转向角传感器7h、以及与使车辆的姿势、动作稳定的控制系统(ABS、TRC等)相关的各种传感器7i等。
另外，预先存储的数据是决定行驶模式的映射、决定要求驱动力、要求发电电力(要求发电功率)的映射等。而且，构成为使用这些被输入的数据及预先存储的数据等进行运算，并基于其运算结果输出控制指令信号。此外，尽管在图1的例子中示出了设置有一个ECU的例子，但例如可以按控制的装置或按控制内容而设置多个ECU。
如上所述，本发明的实施方式中的车辆Ve通过由控制器8分别对发动机1、第一电动机2及第二电动机3进行控制，能够以EV行驶模式(电动行驶模式)和HV行驶模式(混合动力行驶模式)的多个行驶模式行驶。具体地，能够设定为EV行驶模式和串联HV行驶模式中的任一种行驶模式而行驶，所述EV行驶模式是在使发动机1停止的状态下，将第二电动机3输出的电动机转矩传递至驱动轮5而产生驱动力的行驶模式，所述串联HV行驶模式是使发动机1运转，并由发动机转矩驱动第一电动机2而使其发电，并且将第二电动机3的电动机转矩传递至驱动轮5而产生驱动力的行驶模式。此外，这些行驶模式例如能够基于将要求驱动力及车速作为参数的行驶模式的切换映射来设定。
如上所述，在图1所示的车辆Ve中，构成为由发动机1驱动第一电动机2而使其发电，并将该产生的电力蓄积于电池4或直接供给到第二电动机3。对于发动机功率(发动机输出)及第一电动机2的发电功率而言，根据驱动轮5的转速和加速器开度求出要求发电功率，基于该要求发电功率来控制发动机功率及发电功率。另外，对于第二电动机3的驱动转矩而言，根据驱动轮5的转速和加速器开度求出所要求的驱动功率，并控制电动机转矩以成为该驱动功率。另一方面，例如在驱动轮5的转速由于意外的干扰而急剧减小的情况下，虽然第二电动机3中的电力的消耗(放电)急剧减小，但第一电动机2的发电功率有可能无法追随该驱动轮5的转速。在这样的情况下，例如在能够输入到电池4的电力(Win)受到限制的情况、或者电池4的蓄电余量到达接近充满电的情况等预先确定的规定值以上的情况下，由第一电动机2产生的电力向电池4充入而有可能成为电池4的过度充电的情况。因此，在本发明的实施方式中，构成为根据车辆Ve的状态控制第一电动机2中的发电功率。另外，发电功率相当于本发明的实施方式中的“由发电机产生的电力”。以下，对由控制器8执行的控制例进行说明。
图2是示出该控制的一例的流程图，首先，判断车辆Ve的行驶状态是否为串联HV行驶模式(步骤S1)。如上所述，该控制例是对由发动机1驱动而发电的第一电动机2的发电功率进行控制的控制例，另外，在图1的车辆Ve中，作为行驶模式，能够选择EV行驶模式及串联HV行驶模式。因此，例如在选择了EV行驶模式的情况下，在步骤S1中作出否定判断，不执行此后的控制而返回。
另一方面，在该步骤S1中作出肯定判断的情况下，即作为行驶模式选择了串联HV行驶模式的情况下，判断是否有可能存在制动器的异常(步骤S2)。这是判断驱动轮5是否有可能抱死的步骤，在例如车速传感器7a、车轮速度传感器7b、转向角传感器7h、与使车辆的姿势、动作稳定的控制系统相关的各种传感器7i等的各控制信号存在异常的情况下，判断为有可能存在制动器的异常。另外，对于这样的各种传感器的异常而言，在例如仪表盘所显示的警告灯点亮的情况下也可以判断为存在异常。
因此，在该步骤S2中作出肯定判断的情况下，即判断为驱动轮5有可能抱死等有可能存在制动器的异常的情况下，将第一电动机2的发电功率设为能够输入到电池4的电力(也称为Win)以下(步骤S3)。该能够输入到电池4的电力是根据电池4的性能求出的能够接受的电力(换言之，容许电力)，是抑制电池4的过度充电的规定的电力值。即，即使在驱动轮5抱死，无法消耗由第一电动机2产生的电力而向电池4充入了该产生的电力的情况下，该步骤S3中的发电功率也控制为能够抑制或防止电池4的过度充电的电力值。
另一方面，在上述步骤S2中作出否定判断的情况下，即判断为不可能存在制动器的异常的情况下，随后判断具有抑制驱动轮5的打滑等使车辆Ve的姿势、动作稳定的功能的控制系统(例如ABS、TRC等)是否关闭(步骤S4)。这是判断虽然驱动轮5没有抱死但是驱动轮5是否有可能打滑的步骤。因此，在该步骤S4中作出肯定判断的情况下，即在ABS(防抱死制动系统)、TRC(牵引控制)、VSC(防侧滑装置)和VDIM(Vehicle Dynamics IntegratedManagement，车辆动态综合管理)等各种使车辆Ve的姿势或动作稳定的控制系统关闭的情况下，以车身速度(车速)进行第一电动机2中的发电功率的计算(步骤S5)。另外，上述VDIM是为了确保行驶稳定性而综合控制车辆的行进、转弯、停止等各动作的系统。
即，在这样的控制系统关闭的情况下，由于驱动轮5有可能打滑，所以将第一电动机2中的发电功率控制为考虑到车速的发电功率。具体地，构成为控制在根据在步骤S3中说明的能够输入到电池4的预先确定的规定的电力和基于车速的消耗电力求出的上限值以下。即，将在基于车速而能够作为第二电动机3的驱动功率消耗的电力中加上上述根据电池4的性能求出的规定的电力得到的电力设为上限值。换言之，第一电动机2的发电功率控制为在行驶中消耗的放电与向电池4的充电的电力平衡(放电与充电之和)收敛在抑制电池4的过度充电的规定的范围。
这里，说明在驱动轮5从打滑状态过渡到抓地状态的情况下的发电功率。图3是说明该例的图，加速器开度为一定，分别用附图标记A、B(A＞B)表示驱动轮5打滑的情况下的发电功率和从该打滑状态进行了抓地的情况下的发电功率。即，在该图3所示的例子中，在打滑状态的情况下，第二电动机3的转速增大，根据电动机转矩和电动机转速求出的发电功率(A)大，与此相对，在驱动轮5从打滑状态过渡到抓地状态的情况下，驱动轮5的转速急剧地降低，发电功率(B)降低。即，由于在上述ABS、TRC等控制系统关闭的情况下，该差值的发电功率有可能充入到电池4，所以构成为基于实际的车速来控制发电功率。换言之，构成为将放电与充电的电力平衡控制在抑制或防止电池4的过度充电的规定的范围。
与此相反，在步骤S4中作出否定判断的情况下，即在使车辆Ve的姿势、动作稳定的控制系统开启的情况下，以车轮速度进行第一电动机2的发电功率的计算(步骤S6)。即，在ABS、TRC等控制系统开启的情况下，由于车辆Ve的姿势、动作稳定，所以以车轮速度(即第二电动机3的转速)控制发电功率。具体地，构成为控制在根据在步骤S3中说明的能够输入到电池4的预先确定的规定的电力和基于驱动轮5的车轮速度的消耗电力求出的上限值以下。即，将在基于车轮速度的第二电动机3的驱动功率的消耗电力中加上上述根据电池4的性能求出的规定的电力得到的电力值设为上限值。总之，在该步骤S6中也与步骤S5同样地，第一电动机2的发电功率控制为放电与充电之和收敛在防止电池4的过度充电的规定的范围。即，对于步骤S5和步骤S6的上限值之差而言，驱动轮5的打滑量即作为第二电动机3的转速和车速的偏差的打滑量成为发电功率的上限值的差。
这样，在本发明的实施方式中，构成为基于车辆Ve的状态控制由第一电动机2产生的电力(发电功率)。即，在有可能存在制动器的异常的情况下，判断为驱动轮5有可能抱死，将发电功率控制在能够输入到电池4的电力以下。由此，由于蓄积于电池4的电力控制为防止电池4的过度充电的电力，因此能够抑制或防止电池4的过度充电以及电池4的性能劣化。
此外，构成为即使在不可能存在制动器的异常的情况下，在由于使车辆Ve的姿势稳定的控制系统关闭，而判断为驱动轮5有可能打滑的情况下，基于车速控制发电功率。即，发电功率控制为，作为驱动功率消耗的电力与蓄积于电池4的电力之和收敛在抑制电池4的性能的劣化的规定的范围。换言之，控制在放电与充电的电力平衡处于电池4中能够容许的规定的范围。因此，能够抑制或防止电池4的过度充电以及电池4的性能的劣化。而且，构成为在使车辆Ve的姿势稳定的控制系统开启的情况下，发电功率基于车轮速度进行控制。即使在这种情况下，由于电力平衡控制为放电与充电之和处于上述规定的范围，其结果是，能够抑制或防止电池4的过度充电以及电池4的性能的劣化。
接着，说明本发明的其他实施方式。在上述控制例中，作为设为对象的车辆Ve，虽然以串联混合动力车辆为对象进行了说明，但是该设为对象的车辆Ve也可以是能够进行以发动机1及第二电动机3的输出行驶的所谓的并联行驶的车辆。图4是示出该车辆Ve的一例的图，构成为将发动机转矩传递至前轮14，将第二电动机的电动机转矩传递至后轮5。另外，在发动机1及第一电动机2与前轮14之间设置有选择性地进行动力的传递及切断的离合器15。另外，该离合器15例如配置在第一电动机2的输出侧，也可以组装在变速器(未图示)的内部，该变速器在发动机1及第一电动机2与前轮14之间传递转矩。无论如何，构成为通过释放离合器15，发动机1及第一电动机2从车辆Ve的驱动系统断开，与此相反，通过卡合离合器15，发动机1及第一电动机2与车辆Ve的驱动系统连结。
而且，经由该离合器15以及前传动轴16、前差速齿轮17、前驱动轴18将发动机转矩传递至前轮14。另外，关于其他结构，由于与上述图1的结构同样，因此省略其说明。
另外，通过由控制器8分别对发动机1、第一电动机2、第二电动机3及离合器15进行控制，从而该图4中的车辆Ve能够以上述EV行驶模式、串联HV行驶模式和并联HV行驶模式的多个行驶模式行驶。具体地，能够设定为EV行驶模式、串联HV行驶模式以及并联HV行驶模式中的任一种行驶模式而行驶，所述EV行驶模式是在使发动机1停止的状态下，将第二电动机3输出的电动机转矩传递至后轮5而产生驱动力的行驶模式，串联HV行驶模式是在释放了离合器15的状态下使发动机1运转，并以发动机转矩驱动第一电动机2而使其发电，并且将第二电动机3的电动机转矩传递至后轮5而产生驱动力的行驶模式，并联HV行驶模式是在卡合了离合器15的状态下使发动机1运转，将发动机转矩传递至前轮14并将第二电动机3的电动机转矩传递至后轮5而产生驱动力的行驶模式。另外，这些行驶模式例如能够基于将要求驱动力及车速作为参数的行驶模式的切换映射，设定为上述各行驶模式中的任一种。
图5是以图4的车辆Ve为对象的控制例，与图2的控制例同样地构成为抑制电池4的过度充电及电池4的性能劣化，除此之外，构成为在规定的条件成立的情况下切换为并联HV行驶模式。以下，说明该控制例中的流程图。另外，对与上述图2的控制例同样的步骤标注同样的附图标记，并简化或省略其说明。
首先，判断车辆Ve的行驶状态是否为串联HV行驶模式(步骤S1)，在选择了串联HV行驶模式的情况下，判断是否有可能存在制动器的异常(步骤S2)。然后，在该步骤S2中作出肯定判断的情况下，即在判断为驱动轮(与第二电动机连结的后轮)5有可能抱死的情况下，随后判断发动机1及变速器的预热是否完成(步骤S100)。
这是判断是否能够通过发动机转矩和电动机转矩来行驶的步骤，判断是否能够并联HV行驶。此外，在该预热期间的发动机输出与串联HV行驶时用于驱动第一电动机2而使其发电的发动机输出中，预热中的发动机输出比较大。因此，在该步骤S100中作出肯定判断的情况下，即在判断为发动机1及变速器的预热完成的情况下，将运转模式从串联HV行驶模式切换为并联HV行驶模式(步骤S200)。即，使发动机转矩及第二电动机3的电动机转矩传递至各车轮5、14而产生驱动力。换言之，不进行第一电动机2中的发电，而通过发动机1和第二电动机3的驱动力行驶。
另一方面，在该步骤S100中作出否定判断的情况下，即在判断为发动机1及变速器的预热尚未完成的情况下，将第一电动机2的发电功率控制为能够输入到电池4的电力(Win)以下(步骤S3)。
此外，在判断为在步骤S2中驱动轮5不可能抱死等不可能存在制动器的异常的情况下，判断使车辆Ve的姿势、动作稳定的控制系统(ABS、TRC等)是否关闭(步骤S4)。在该控制系统关闭的情况下，以车身速度(车速)进行第一电动机2中的发电功率的计算(步骤S5)。另一方面，在该控制系统开启的情况下，以车轮速度进行第一电动机2的发电功率的计算(步骤S6)。
如上所述，在图5所示的控制例中，在判断为有可能存在制动器的异常的情况下，根据发动机1及变速器的预热是否完成来控制发电功率。即，在发动机1及变速器的预热完成的情况下，将行驶模式从串联HV行驶模式切换为并联HV行驶模式，将发动机1及第二电动机3的驱动转矩传递至各车轮5、14而行驶。另一方面，在判断为发动机1及变速器的预热尚未完成的情况下，与图2的控制例同样地，将发电功率控制为能够输入到电池4的电力(Win)以下。由此，无论在哪种情况下，都能够防止电池4的过度充电，并且抑制或防止电池4的性能劣化。
接着，对能够应用本发明的参考例进行说明。如上所述，图2、图5所示的控制例包括在制动器有可能存在异常的情况下将发电功率限制为能够输入的电力以下的控制。另一方面，本发明只要构成为在驱动用电动机的转速急剧减小的情况下能够抑制电池4的过度充电即可。因此，例如也可以对上述图5的控制例进行变形，构成为在有可能存在制动器的异常的情况下，一律切换为并联HV行驶模式。图6是说明该控制例的流程图。另外，对与上述图5的控制例同样的步骤标注同样的附图标记，并简化或省略其说明。
首先，判断是否为串联HV行驶模式(步骤S1)，在选择了串联HV行驶模式的情况下，判断是否有可能存在制动器的异常(步骤S2)。然后，在该步骤S2中作出肯定判断的情况下，即在判断为制动器有可能存在异常的情况下，将运转模式从串联HV行驶模式切换为并联HV行驶模式(步骤S200)。另外，在步骤S2中判断为驱动轮5不可能抱死等不可能存在制动器的异常的情况下，与上述图5的例子同样。即判断使车辆Ve的姿势、动作稳定的控制系统是否关闭(步骤S4)，在该控制系统关闭的情况下，以车身速度进行第一电动机2中的发电功率的计算(步骤S5)。与此相反，在该控制系统开启的情况下，以车轮速度进行第一电动机2中的发电功率的计算(步骤S6)。在该参考例中，由于也能够根据车辆Ve的状态将发电功率控制在规定的范围，因此其结果是，能够抑制或防止电池4的过度充电以及电池4的性能劣化。
以上，对本发明的各实施方式进行了说明，但本发明并不限定于上述例子，也可以在实现本发明的目的的范围内适当变更。在上述实施方式和参考例中，说明了在驱动轮5有可能抱死的情况下或驱动轮5有可能打滑的情况下对第一电动机的发电功率进行控制的例子，但总之，本发明只要是在与第二电动机3连结的驱动轮5的转速急剧减小的情况下能够抑制电池4的过度充电的结构即可。因此，驱动用电动机的转速急剧减小的情况的例子可以不限于驱动轮5的抱死或打滑。

Claims (5)

1.一种混合动力车辆的控制装置，其具备：发动机；发电机，所述发电机由所述发动机驱动；驱动用电动机，所述驱动用电动机与驱动轮连结并被供给电力而输出行驶用的驱动转矩；控制系统，所述控制系统控制车辆的姿势、动作；以及蓄电装置，所述蓄电装置能够充入由所述发电机产生的电力，所述混合动力车辆的控制装置构成为将所述产生的电力向所述蓄电装置充电或者直接供给到所述驱动用电动机，其特征在于，
具备控制所述发电机的控制器，
所述控制器构成为，
判断所述驱动轮是否有可能抱死，
在判断为所述驱动轮有可能抱死的情况下，将通过所述发电机产生的电力控制在能够输入到所述蓄电装置的预先确定的规定的电力以下，
所述控制器构成为，
在判断为所述驱动轮不可能抱死的情况下，进一步判断所述控制系统是否关闭，
在所述控制系统关闭的情况下，将由所述发电机产生的电力控制在根据能够输入所述蓄电装置的预先确定的所述规定的电力和基于车速的消耗电力求出的上限值以下。
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，
具备控制车辆的姿势、动作的控制系统，
所述控制器构成为，
在与所述控制系统相关的传感器的控制信号存在异常的情况下，将所述驱动轮是否有可能抱死的判断判断为所述驱动轮有可能抱死。
3.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，
所述控制器构成为，
在所述控制系统开启的情况下，将由所述发电机产生的电力控制在根据能够输入所述蓄电装置的预先确定的所述规定的电力和基于所述驱动轮的车轮速度的消耗电力求出的上限值以下。
4.根据权利要求1至3中任一项所述的混合动力车辆的控制装置，其特征在于，
所述混合动力车辆为串联混合动力车辆，
所述串联混合动力车辆通过所述发动机的动力驱动所述发电机而进行发电，并且所述驱动用电动机基于通过所述发电而产生的电力将行驶用的所述驱动转矩传递至所述驱动轮而行驶。
5.根据权利要求1至3中任一项所述的混合动力车辆的控制装置，其特征在于，
所述混合动力车辆为能够选择串联HV行驶模式和并联HV行驶模式的混合动力车辆，所述串联HV行驶模式是通过所述发动机的动力驱动所述发电机而进行发电，并且所述驱动用电动机基于通过所述发电而产生的电力将行驶用的所述驱动转矩传递至所述驱动轮而行驶的行驶模式，所述并联HV行驶模式是将所述发动机的转矩及所述驱动用电动机的所述驱动转矩传递至所述驱动轮而行驶的行驶模式，
所述控制器构成为，
在以所述串联HV行驶模式行驶过程中，在判断为所述驱动轮有可能抱死的情况下，进一步判断所述发动机的预热是否完成，
在判断为所述发动机的预热完成的情况下，将行驶模式从所述串联HV行驶模式切换为所述并联HV行驶模式。
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