CN110871786A - 混合动力车辆 - Google Patents

混合动力车辆 Download PDF

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Publication number
CN110871786A
CN110871786A CN201910729757.7A CN201910729757A CN110871786A CN 110871786 A CN110871786 A CN 110871786A CN 201910729757 A CN201910729757 A CN 201910729757A CN 110871786 A CN110871786 A CN 110871786A
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China
Prior art keywords
engine
secondary battery
power
electric
hybrid vehicle
Prior art date
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CN201910729757.7A
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English (en)
Inventor
太田笃治
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of CN110871786A publication Critical patent/CN110871786A/zh
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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
    • 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
    • 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
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0825—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to prevention of engine restart failure, e.g. disabling automatic stop at low battery state
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
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    • 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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    • 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
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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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    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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Abstract

本发明提供一种混合动力车辆，能够在电动行驶时对蓄电装置进行冷却。该混合动力车辆具备：发动机(2)、使发动机(2)旋转的第一电动机(4)、驱动用的第二电动机(5)、二次电池(6)、检测部(10)及控制部(11)。二次电池(6)在停止发动机(2)而通过从第二电动机(5)输出的驱动力来进行行驶的电动行驶时，向第二电动机(5)供电。另外，使用在发动机(2)的进气通路流动的吸入空气来冷却二次电池(6)。检测部(10)检测二次电池(6)的温度。控制部(11)在电动行驶时，当判断为二次电池(6)的温度超过了预先决定的第一阈值时，驱动第一电动机(4)。

Description

混合动力车辆
技术领域
本发明涉及具有通过在发动机的进气通路流动的吸入空气来冷却向驱动用电动机供电的蓄电装置的结构的混合动力车辆。
背景技术
以往，记载有搭载了发动机的车辆用的蓄电池冷却装置(例如参照专利文献1)。专利文献1中记载的蓄电池是用于向搭载于车辆的音响设备、空调设备、交流发电机及启动电动机等电子设备供电的装置。近年来，电子设备伴随着高性能化而消耗电力增加。因此，谋求蓄电池容量的增大化、端子电压的高压化及电池数量的削减化等。然而，蓄电池伴随着实施那样的高性能化或者降低成本而在放电时及充电时产生的发热增大。已知蓄电池存在上限温度，并且如果超过该上限温度地使用则蓄电池会出现性能劣化。因此，对搭载于车辆的蓄电池设置冷却装置。专利文献1中记载的冷却装置将蓄电池配置于发动机的进气通路，使在进气通路流动的吸入空气直接吹向蓄电池来对蓄电池进行冷却。
现有技术文献
专利文献
专利文献1：日本特开2003-178814号公报
发明内容
发明所要解决的课题
然而，在作为驱动力源而具备发动机及电动机的混合动力车辆中，可以使用通过从发动机输出的驱动力进行行驶的发动机行驶和停止发动机而通过从电动机输出的驱动力进行行驶的电动行驶中的至少一方进行行驶。当在这样的混合动力车辆中搭载上述的蓄电池冷却装置时，虽然在发动机行驶时能够对蓄电池进行冷却，但是在电动行驶时由于发动机停止，因此存在无法对蓄电池进行冷却的可能性。
本发明着眼于上述的技术课题而做出，其目的在于提供能够在电动行驶时对蓄电装置进行冷却的混合动力车辆。
用于解决课题的技术方案
为了达成上述目的，在本发明中，一种混合动力车辆具备发动机、驱动用电动机、使所述发动机旋转的起动单元及在停止所述发动机而通过从所述驱动用电动机输出的驱动力来进行行驶的电动行驶时向所述驱动用电动机供电的蓄电装置，并且具有使用在所述发动机的进气通路流动的吸入空气来冷却所述蓄电装置的结构，其特征在于，具备：检测部，检测所述蓄电装置的温度；和控制器，对所述发动机、所述驱动用电动机及所述起动单元进行控制的控制器，所述控制器构成为，在所述电动行驶时，当判断为所述蓄电装置的温度超过了预先决定的第一阈值时驱动所述起动单元。
在本发明中，也可以是，具备检测所述蓄电装置的充电量的程度的充电量检测部，所述控制器构成为，在所述充电量为预先决定的第二阈值以下的情况下，执行驱动所述起动单元并进行燃料供给的发动机点火控制，另外，在所述充电量超过所述第二阈值的情况下，执行驱动所述起动单元并停止所述燃料供给的起动控制。
在本发明中，也可以是，所述控制器在执行所述起动控制时，以使设置于所述进气通路的节气门的开度比怠速运转时的开度增大的方式进行控制。
在本发明中，也可以是，所述控制器在执行所述发动机点火控制时，以基于所述蓄电装置的输入电力的限制值而改变发动机输出的方式进行控制。
在本发明中，所述起动单元也可以为连结于所述发动机的带发电功能的电动机。在该情况下，也可以是，所述蓄电装置能够利用由所述带发电功能的电动机产生的电力进行充电。
发明效果
根据本发明，在电动行驶时，当蓄电装置的温度超过预先决定的第一阈值时，驱动起动单元而使发动机旋转。由此，即使在电动行驶时也能够对蓄电装置进行冷却。
附图说明
图1是示意性地示出作为本发明的实施方式的混合动力车辆的一例的说明图。
图2是示意性地示出发动机的进气通路的一例的说明图。
图3是示出控制部在电动行驶时所执行的二次电池的冷却动作的步骤的流程图。
图4是示出在实施发动机电动旋转控制时使节气门的开度增大的其他的实施方式的流程图。
图5是示出根据二次电池的输入电力的限制值来变更实施发动机点火控制时的发动机输出转矩的其他的实施方式的流程图。
图6是示出发动机输出转矩和要求驱动力和二次电池的输入电力的限制值之间的关系的座标图。
标号说明
1…混合动力车辆，2…发动机，3…驱动轮，4…第一电动机，5…第二电动机，6…二次电池，7…动力传递装置，8…变速器，9…差动齿轮，10…检测部，11…控制部，13…空气净化器，14…进气通路。
具体实施方式
图1是示意性地示出作为本发明的实施方式的混合动力车辆1的一例的说明图。图1中示出的实施方式是将发动机2配置于车身的前侧，并将发动机2、第二电动机5的动力传递至驱动轮3的混合动力车辆1的一例。混合动力车辆1具备发动机2、第一电动机4、作为驱动用电动机的第二电动机5、二次电池6、动力传递装置7、变速器8、差动齿轮9、检测部10及控制部11等。
第一电动机4是通过动力传递装置7而连结于发动机2的带发电功能的电动机。具体而言，第一电动机4主要输出使发动机2电动旋转的转矩，进一步地通过发动机2旋转而进行发电。第一电动机4是本发明的实施方式中的起动单元的一例。第二电动机5输出用于行驶的驱动力，另外在减速时用于进行能量再生，是例如永磁体式的同步电动机那样的具有发电功能的电动机。发动机2是使汽油等燃料和空气的混合气体燃烧来产生机械动力的热机，具备多个汽缸，并且具备向各汽缸导入空气的进气通路和用于从各汽缸将燃烧废气排出的排气管。
动力传递装置7例如可以是具备行星齿轮机构的动力分配机构。具体而言，动力分配机构在构成行星齿轮机构的第一旋转部件(行星架)连结发动机2，并且在第二旋转部件(太阳齿轮)连结第一电动机4，进一步地使第三旋转部件(齿圈)为输出构件。并且构成为，在该输出构件连结第二电动机5，将由第一电动机4产生的电力向第二电动机5供给。动力传递装置7的输出构件向变速器8的输入轴传递转矩。这样的动力分配机构将发动机2输出的动力分配给第一电动机4和输出构件。第一电动机4通过发动机2旋转从而进行发电，并将随之产生的反作用力施加于第二旋转部件。因此，发动机2的转速由第一电动机4控制为燃油经济性高的转速，并且将发动机2的输出转矩和由第一电动机4产生的反作用力转矩合计地向变速器8输入。需要说明的是，作为动力分配机构的行星齿轮机构，不限于单排小齿轮形式，也可以使用双排小齿轮形式的行星齿轮机构。
另外，作为动力分配机构，也可以是进一步具备使发动机2的输出轴或者连结于其输出轴的规定的旋转构件的旋转停止的卡合机构的机构。卡合机构可以是以阻止发动机2或连接于发动机2的第一旋转部件、或者将发动机2与第一旋转部件相连的发动机轴的反转(负旋转)的方式进行卡合的例如单向离合器。该单向离合器承担与使第一电动机4负旋转相伴的反作用力来阻止发动机2、第一旋转部件或者发动机轴的旋转，其结果是，以第一电动机4的输出转矩作为正旋转方向的转矩而向第三旋转部件传递。即，动力分配机构可以是构成为在电动行驶模式时能够执行将第一电动机4及第二电动机5作为行驶用电动机发挥功能的所谓的双电动机电动行驶模式的机构。
需要说明的是，也可以是省略上述的动力传递装置7而将第一电动机4直接连结于发动机2，并且，将由第一电动机4产生的电力向第二电动机5供给并将从第二电动机5输出的驱动力向输出构件传递的结构。在该情况下，成为以基于二次电池6的充电容量(SOC)等来适当地切换使发动机2运转而进行行驶的第一电动行驶模式和停止发动机2而进行行驶的第二电动行驶模式的方式进行行驶的串联式混合动力车辆。
变速器8是将从动力传递装置7传递的转矩适当地增减而向差动齿轮9输出的机构，可以由有级变速器、能够使变速比连续变化的无级变速器等构成。变速器8也可以更优选具备离合器机构，该离合器机构能够通过卡合来传递转矩，并通过释放来切断转矩传递而设定空挡状态。需要说明的是，也可以省略变速器8。传递至差动齿轮9的转矩被向驱动轮3传递。
二次电池6在电动行驶时向第二电动机5供电，并且能够利用由第一电动机4产生的电力进行充电。二次电池6也可以是能够从外部电源进行充电的蓄电池。需要说明的是，二次电池6也可以由电容器代替。二次电池6是本发明的实施方式中的蓄电装置的一例。检测部10检测二次电池6的温度、输出电压及输出电流，并将检测到的信息向控制部11发送。控制部11基于这些信息推定二次电池6的SOC。检测部10及控制部11是本发明的实施方式中的充电量检测部的一例。
混合动力车辆1能够基于车速、加速器开度及二次电池6的SOC等适当地切换为发动机行驶模式、电动行驶模式及串联行驶模式中的任意一个进行行驶。发动机行驶模式是仅使用发动机2的驱动力进行行驶的模式。串联行驶模式是使发动机2运转，并使用由第一电动机4产生的电力对二次电池6进行充电，并从二次电池6向第二电动机5供电而通过第二电动机5的驱动力进行行驶的模式。电动行驶模式是停止发动机2，并从二次电池6向第二电动机5供电而通过第二电动机5的驱动力进行行驶的模式。由于发动机行驶模式及串联行驶模式均是使发动机2运转的模式，因此在从电动行驶模式切换为发动机行驶模式或者串联行驶模式时，为了使发动机2启动而驱动第一电动机4。
控制部11是对发动机2、第一电动机4及第二电动机5进行控制来进行用于各行驶模式的切换的控制的控制器的一例。该控制部11以微型运算机为主体而构成，构成为使用从未图示的各种传感器输入的数据、预先存储的数据等进行运算，并将其运算结果作为控制指令信号而输出。输入的数据的一例为加速器开度、发动机转速、车速及二次电池6的SOC等，另外，预先存储的数据为由加速器开度、车速确定各行驶模式的映射、确定加速器开度与要求驱动力之间的关系的映射等。进一步地，从控制部输出的控制指令信号为用于启动发动机2的点火信号、燃料喷射信号以及启动器用的驱动信号、第一电动机4及第二电动机5的起动、停止以及发电等的指令信号及输出的控制信号、安装设置于发动机2的电子节气门的开度信号等。
图2是示意性地示出发动机的进气通路的一例的说明图。如图2所示，发动机2将经由空气净化器13而吸入的空气经由进气通路14、进气收集器(调压箱Surge tank)15、进气歧管16及进气门17吸入到各汽缸的燃烧室。在进气通路14设置有二次电池6。二次电池6由在进气通路14流动的吸入空气冷却。具体而言，二次电池6被设置于进气通路14的内部，并且进气通路14以吸入空气通过二次电池6的周围的方式设置。需要说明的是，在本发明中，不限定于将二次电池6设置于空气净化器13与进气收集器15之间的进气通路14，只要二次电池6的热量能够与在进气通路14流动的空气进行热交换则可以设置于任何位置。另外，例如也可以是通过以在进气通路14流动的空气流为动力源而被驱动的冷却风扇对二次电池6进行冷却的结构。即，通过管道或者风扇将吸入空气引向二次电池6并使该空气直接吹向二次电池6进行冷却即可。总之，是利用在进气通路14流动的吸入空气来对二次电池6进行冷却的结构即可。
在进气收集器15的上游侧的进气通路14设置有节气门18。节气门18通过节气门电动机19的驱动来控制开度。控制部11基于加速踏板的踏入量等而驱动节气门电动机19来对节气门18的开度进行控制。需要说明的是，控制部11能够与加速踏板的操作相独立地对节气门18的开度进行控制。在进气通路14设置有节气门开度传感器20。节气门开度传感器20检测节气门18的开度，并向控制部11输出与检测到的开度对应的信号。
二次电池6为密闭结构的电池组。密闭结构的电池组在密闭的壳体中收容有多个蓄电池等。该电池组通过由壳体使空气在蓄电池及壳体内壁部循环的内部循环流来将蓄电池的热量向壳体移动，通过升高壳体温度来施加与未连通的外部空气的温度差，由此进行热交换而散热。
图3是示出控制部在电动行驶时执行的二次电池的冷却动作的步骤的流程图。需要说明的是，虽然在图3中未记载，但是，首先判断发动机2是否变为停止。该判断可以基于该时间点的行驶模式进行，或者可以基于未输出点火信号、燃料喷射信号等的情况进行。
如图3所示，在步骤S1中，每隔预先决定的规定时间监控二次电池6的温度Tb，并判断该温度Tb是否超过了第一阈值T1。在温度Tb超过了第一阈值T1的情况下向步骤S2移动，在温度Tb未超过第一阈值T1的情况下返回。
在步骤S2中，判断在当前时间点的二次电池6的SOC是否超过了作为下限而确定的第二阈值SOC1。在SOC超过了第二阈值SOC1的情况下，向步骤S3移动，另外，在SOC为第二阈值SOC1以下的情况下，向步骤S4移动。
在步骤S3中，执行发动机电动旋转控制。发动机电动旋转控制是驱动第一电动机4来使发动机2旋转并切断向发动机2的燃料供给的控制。此时，可以将节气门18的开度控制为充分小的开度，例如发动机2的怠速运转时的开度。由此，发动机2未进行燃烧而旋转。当发动机2旋转时，通过向各汽缸吸入的吸入空气冷却二次电池6。发动机电动旋转控制是本发明的实施方式中的起动控制的一例。
步骤S3是在SOC足够多时，即无需对二次电池6进行充电时的步骤。因此，在电动行驶中SOC足够多时，能够不使用向发动机2供给的燃料地对二次电池6进行冷却。另外，由于不会出现在运转发动机2时产生的转矩冲击，因此能够防止给司机带来不适。即，能够持续进行平稳的行驶。进一步地，由于不会产生发动机声音，因此能够持续地进行高静谧性的行驶。因此，在SOC足够多时，能够在执行二次电池6的冷却的同时，延长转矩波动较少而平稳且高静谧性的电动行驶的续航距离。
需要说明的是，在步骤S2中，虽然以SOC是否超过了第二阈值SOC1为条件，但也可以取而代之，以混合动力车辆1是否在下坡行驶中为条件。在该情况下，在判断为是在下坡行驶中的情况下向步骤S3移动。判断为在下坡行驶中可以通过在电动行驶时且未踩踏加速踏板的状态下，检测到为第二电动机5发电并且利用产生的电力对二次电池6进行充电的再生制动中来进行判断。需要说明的是，作为步骤S2的条件的其他的例子，也可以以在减速行驶时且处于再生制动中为条件。由此，由于处于再生制动中，因此通过由第二电动机5产生的电力对二次电池6进行充电。因此，由于预期了二次电池6的SOC的上升，因此也可以向步骤S3移动。
在步骤S4中，执行发动机点火控制。发动机点火控制是驱动第一电动机4来使发动机2旋转并向发动机2进行燃料供给的控制。燃料供给以产生发动机能够燃烧运转的最小的转矩的程度，即以与怠速运转时相同程度地调节燃料供给量。由此开始发动机2的独立运转。当发动机2运转时，由吸入发动机2的吸入空气冷却二次电池6。由于步骤S4是SOC较少时的步骤，因此能够一边通过运转发动机2而由第一电动机4发电产生的电力对二次电池6进行充电，一边冷却二次电池。由此，能够尽早地转移到电动行驶。
另外，当在电动行驶时向运转发动机2的行驶模式转移时，由吸入空气冷却二次电池6，吸入空气通过在吸入空气与二次电池6之间的热交换而变为高温，高温的吸入空气被吸入各汽缸。因此，能够减少未燃燃料的排出。即，能够推定在燃烧之后附着于汽缸内而残留的未燃燃料在排气过程中由活塞搅拌，暴露于高温的吸入空气中而蒸发并作为高浓度的烃(HC)被排出。因此，即使在发动机启动时催化剂温度低，也能够抑制发动机启动时的HC的排气量(排放量)的恶化。
需要说明的是，在步骤S3中实施发动机电动旋转控制时，由于增大吸入空气量可使二次电池6的冷却效果提高，因此也可以增大节气门18的开度。在图4中对这样的实施方式进行说明。
图4是示出在实施发动机电动旋转控制时增大节气门的开度的其他的实施方式的流程图。如图4所示，在步骤S5中，控制部11在实施发动机电动旋转控制时，使节气门18的开度增大为比怠速运转时大。例如可以将节气门18控制为全开。当节气门18的开度增大时，吸入发动机2的吸入空气量增大。因此，二次电池6的冷却效率提高。另外，当吸入空气量增大时，电动旋转所需要的动力减少。即第一电动机4用于使发动机2旋转的动力减少。因此，能够抑制从二次电池6向第一电动机4供电的电量。
需要说明的是，在图4中，对与在图3中说明了的步骤相同的步骤附以相同的标号，对于附有相同标号的步骤，省略在此处的详细说明。另外，也可以在步骤S4中使实施发动机点火控制时的发动机输出根据二次电池6的输入电力的限制值(充电电力上限值)改变。在图5中对这样的实施方式进行说明。
图5是示出根据二次电池的输入电力的限制值来变更实施发动机点火控制时的发动机输出的其他的实施方式的流程图。如图5所示在步骤S6中，控制部11根据二次电池6的输入电力的限制值来变更实施发动机点火控制时的发动机输出。
二次电池6的输入电力的限制值(以下，简称为“限制值”。)是能够向二次电池6充电的电力的限制值，例如基于SOC及二次电池6的温度等设定。即，限制值以防止因过充电而电池电压高于最高允许电压(上限电压)或者SOC高于控制上限值的方式设定。限制值大的情况为在SOC小于第二阈值SOC1的范围中的SOC充分大的情况、二次电池6的温度非常高的情况等。限制值小的情况为上述范围中的SOC充分小的情况等。在此，限制值大是指二次电池6能够允许充电的电力的大小较小。限制值小是指二次电池6能够允许充电的电力的大小较大。
图6是示出发动机输出、要求驱动力、二次电池的输入电力的限制值之间的关系的座标图。要求驱动力通过加速器开度等驱动要求量及车速求出。该要求驱动力可以从预先准备好的映射求出。接下来，进行以达到该要求驱动力的方式控制发动机输出的控制。
控制部11例如以加速器开度为参数，参照车速与要求驱动力的预先存储的驱动力映射而基于实际的加速器开度及车速来算出要求驱动力。并且，控制部11例如基于驱动轮3的轮胎有效半径、当前的变速器8的齿轮级中的齿轮比及差动齿轮9的最终减速比等来运算得到该要求驱动力的要求发动机转矩。发动机输出通过要求发动机转矩和发动机转速的乘积求出。例如在图6中示出的直线A是左端通过要求驱动力的零点且右端朝向上方倾斜的直线，用于以相对于要求驱动力油耗低的方式求出发动机输出。并且，在该实施方式中，基于限制值的大小增大发动机输出的部分用直线B示出。
在限制值充分大的情况下，基于直线A求出发动机输出。另外，在限制值充分小的情况下，基于直线B求出发动机输出。在同一座标图中示出的直线B以考虑到使SOC恢复至第二阈值SOC1以上的部分而相对于要求驱动力使发动机输出高于直线A的方式设定。
即，在要求驱动力C时，且在限制值充分小的情况下，发动机输出被设定为大于在限制值充分大的情况下设定的值D的值E。由于吸入与增加了发动机输出的部分对应的吸入空气，因此二次电池6的冷却效率提高。而且由于发动机输出增加而由第一电动机4产生的发电量增加，向二次电池6充电的电力增加。因此，能够使二次电池6尽早地恢复为足够的充电量，因此能够尽早地恢复为电动行驶。
在要求驱动力C时，且在限制值充分大的情况下，发动机输出被设定为小于在限制值充分小的情况下设定的值E的值D。因此，能够在维持二次电池6的SOC的同时进行二次电池6的冷却。另外，在限制值充分大的情况下，在要求驱动力小时也能够尽可能地使发动机2在高效率的旋转区域(高效率域)运转。
需要说明的是，在图5中说明了的实施方式可以组合到在图4中说明了的实施方式中。另外，在图5中对与在图3中说明了的步骤相同的步骤附以相同的标号，对于附有相同标号的步骤，省略在此处的详细说明。
以上，本发明不受上述的实施方式中示出的结构限定，可以在申请专利的范围内适当变更地实施。例如在上述的各实施例中，虽然以起动单元为第一电动机4进行了说明，但是也可以用启动电动机代替第一电动机4。另外，在上述各实施例中说明了的控制部11执行发动机电动旋转控制，但取而代之也可以执行起动控制。在电动行驶时实施的起动控制例如也可以是在未踩踏加速踏板的减速行驶时且预计再生量较少的情况等的特定条件时使用行驶惯性力使发动机2旋转的控制。具体而言，混合动力车辆1具备切换为将发动机2的驱动力传递至驱动轮3的卡合状态和切断上述传递的释放状态的离合器机构。离合器机构由控制部11控制。控制部11在电动行驶时将离合器机构设为释放状态。另外，控制部11在电动行驶时判断为蓄电装置的温度超过了预先决定的第一阈值且在特定条件时，将离合器机构设为卡合状态而利用行驶惯性力使发动机2旋转。在该情况下，离合器机构为本发明的实施方式中的起动单元的一例。起动单元的驱动包含将离合器机构切换为卡合状态的情况。

Claims (5)

1.一种混合动力车辆，具备发动机、驱动用电动机、使所述发动机旋转的起动单元及在停止所述发动机而通过从所述驱动用电动机输出的驱动力来进行行驶的电动行驶时向所述驱动用电动机供电的蓄电装置，并且具有使用在所述发动机的进气通路流动的吸入空气来冷却所述蓄电装置的结构，其特征在于，具备：
检测部，检测所述蓄电装置的温度；和
控制器，对所述发动机、所述驱动用电动机及所述起动单元进行控制，
所述控制器构成为，在所述电动行驶时，当判断为所述蓄电装置的温度超过了预先决定的第一阈值时驱动所述起动单元。
2.根据权利要求1所述的混合动力车辆，其特征在于，
具备检测所述蓄电装置的充电量的程度的充电量检测部，
所述控制器构成为，在所述充电量为预先决定的第二阈值以下的情况下，执行驱动所述起动单元并进行燃料供给的发动机点火控制，另外，在所述充电量超过所述第二阈值的情况下，执行驱动所述起动单元并停止所述燃料供给的起动控制。
3.根据权利要求2所述的混合动力车辆，其特征在于，
所述控制器在执行所述起动控制时，以使设置于所述进气通路的节气门的开度比怠速运转时的开度增大的方式进行控制。
4.根据权利要求2或3所述的混合动力车辆，其特征在于，
所述控制器在执行所述发动机点火控制时，以基于所述蓄电装置的输入电力的限制值而改变发动机输出的方式进行控制。
5.根据权利要求1～4中任意一项所述的混合动力车辆，其特征在于，
所述起动单元为连结于所述发动机的带发电功能的电动机，
所述蓄电装置能够利用由所述带发电功能的电动机产生的电力进行充电。
CN201910729757.7A 2018-08-31 2019-08-08 混合动力车辆 Withdrawn CN110871786A (zh)

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