CN111086382A - 混合动力汽车 - Google Patents

混合动力汽车 Download PDF

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Publication number
CN111086382A
CN111086382A CN201910981828.2A CN201910981828A CN111086382A CN 111086382 A CN111086382 A CN 111086382A CN 201910981828 A CN201910981828 A CN 201910981828A CN 111086382 A CN111086382 A CN 111086382A
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CN
China
Prior art keywords
engine
starter
control
cranking
motor generator
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Pending
Application number
CN201910981828.2A
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English (en)
Inventor
安藤裕也
铃木健明
岩崎慎介
杉田美树
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Toyota Motor Corp
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Toyota Motor Corp
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Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of CN111086382A publication Critical patent/CN111086382A/zh
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    • 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
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • 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
    • B60K6/22—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
    • B60K6/26—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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    • 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
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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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    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
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    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
    • 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
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    • 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
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    • 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
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02N11/0848—Circuits or control means specially adapted for starting of engines with means for detecting successful engine start, e.g. to stop starter actuation
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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Abstract

本公开的混合动力汽车在发动机的冷态起动时能够用更简易的控制来使发动机起动。在发动机的冷态起动时执行第一起转控制或第二起转控制，该第一起转控制是以使用来自第一蓄电装置以及第二蓄电装置的电力而通过起动器使发动机起转的方式对起动器以及电力传递装置进行控制的控制，该第二起转控制是以使用来自第一蓄电装置以及第二蓄电装置的电力而通过电动发电机使发动机起转的方式对电动发电机以及电力传递装置进行控制的控制。

Description

混合动力汽车
技术领域
本发明涉及混合动力汽车。
背景技术
以往，作为这种混合动力汽车，提出了具备发动机、用于使发动机起转的起动器、经由离合器而连接于发动机的电动发电机、电连接于起动器的低电压蓄电池、电连接于电动发电机的高电压蓄电池、在连接有低电压蓄电池的第一电力线与连接有高电压蓄电池的第二电力线之间设置的DC/DC转换器的结构(例如参照专利文献1)。在该混合动力汽车中，在发动机的冷态起动时，使用来自低电压蓄电池的电力而通过起动器来使发动机起转，同时使第一离合器接通而使用来自高电压蓄电池的电力并也通过电动发电机来使发动机起转。即，通过起动器以及电动发电机来使发动机起转。由此，能够采用低转矩的起动器。
在先技术文献
专利文献
专利文献1：JP2017-217943A
发明内容
发明要解决的问题
在上述的混合动力汽车中，在发动机的冷态起动时，需要以适于发动机的起转的方式协调起动器的起转转矩与电动发电机的起转转矩，控制变得复杂。因此，在发动机的冷态起动时，要求能够用更简易的控制来使发动机起动。
本发明的混合动力汽车的主要目的是在发动机的冷态起动时能够用更简易的控制来使发动机起动。
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用了以下的手段。
本发明的混合动力汽车具备：
发动机；
起动器，用于使所述发动机起转；
电动发电机，连接于所述发动机；
第一蓄电装置，经由第一电力线而连接于所述起动器；
第二蓄电装置，经由第二电力线而连接于所述电动发电机；
电力传递装置，进行所述第一电力线与所述第二电力线的电力的传递及传递的解除；以及
控制装置，控制所述发动机、所述起动器和所述电动发电机，
所述混合动力汽车的要点在于，
所述控制装置在所述发动机的冷态起动时执行第一起转控制或第二起转控制，
所述第一起转控制是以使用来自所述第一蓄电装置以及所述第二蓄电装置的电力而通过所述起动器使所述发动机起转的方式对所述起动器以及所述电力传递装置进行控制的控制，
所述第二起转控制是以使用来自所述第一蓄电装置以及所述第二蓄电装置的电力而通过所述电动发电机使所述发动机起转的方式对所述电动发电机以及所述电力传递装置进行控制的控制。
在该本发明的混合动力汽车中，在发动机的冷态起动时执行第一起转控制或第二起转控制，该第一起转控制是以使用来自第一蓄电装置以及第二蓄电装置的电力而通过起动器使发动机起转的方式对起动器以及电力传递装置进行控制的控制，该第二起转控制是以使用来自第一蓄电装置以及第二蓄电装置的电力而通过电动发电机使发动机起转的方式对电动发电机以及电力传递装置进行控制的控制。即，在发动机的冷态起动时使用来自第一蓄电装置以及第二蓄电装置的电力而通过起动器以及电动发电机中的任一个来使发动机起转。由此，与在发动机的冷态起动时通过起动器以及电动发电机来使发动机起转的结构相比，能够用更简易的控制来使发动机起动。
在这样的本发明的混合动力汽车中，可以是，所述起动器是直流串励型，所述电动发电机是直流并励型，所述控制装置在所述发动机的冷态起动时执行所述第一起转控制。发动机在旋转停止状态时旋转阻力较大，在开始旋转时旋转阻力变小。并且，在起动器和电动发电机中，直流串励型与直流并励型相比具有在旋转停止状态时能够输出较大的转矩的特性。因此，在发动机的冷态起动时，通过执行第一起转控制，与执行第二起转控制相比，能够使发动机的转速从值0更可靠地上升。
在该情况下，在本发明的混合动力汽车中，可以是，在所述发动机的冷态起动时，所述控制装置在通过所述第一起转控制而所述发动机的转速无法达到起动完成转速时，从所述第一起转控制的执行向所述第二起转控制的执行切换。直流并励型与直流串励型相比具有高输出(与转速的上升相对的转矩的下降程度较小)的特性。因此，在通过第一起转控制的执行而发动机的转速无法达到起动完成转速时，通过执行第二起转控制，能够使发动机的旋转更可靠地达到起动完成转速。
附图说明
图1是表示作为本发明的一实施例的混合动力汽车20的结构的概略的结构图。
图2是表示由ECU70执行的起转控制例程的一例的流程图。
图3是表示使发动机22起动时的情况的一例的说明图。
图4是表示变形例的起转控制例程的一例的流程图。
图5是表示变形例中使发动机22起动时的情况的一例的说明图。
图6是表示变形例的混合动力汽车120的结构的概略的结构图。
具体实施方式
接着，使用实施例来说明用于实施本发明的方式。
【实施例】
图1是表示作为本发明的一实施例的混合动力汽车20的结构的概略的结构图。实施例的混合动力汽车20如图示那样具备发动机22、离合器24、变速器26、起动器30、齿轮机构32、电动发电机40、轮带机构42、蓄电池50、52、DC/DC转换器54、电子控制单元(以下称为“ECU”)70。
发动机22构成为以汽油或轻油等为燃料来输出动力的内燃机。离合器24构成为例如液压驱动的摩擦离合器，进行发动机22的曲轴23与变速器26的输入轴的连接以及连接的解除。
变速器26构成为例如十级变速的自动变速器，具有输入轴、输出轴、多个行星齿轮和液压驱动的多个摩擦接合要素(离合器和制动器)，输入轴经由离合器24与发动机22连接，并且输出轴经由减速器27与驱动轮28a、28b连结。该变速器26通过多个摩擦接合要素的接合以及脱离而形成从第一速到第十速为止的前进级和后退级并在输入轴与输出轴之间传递动力。需要说明的是，作为变速器26，并不限定于十级变速的变速器，也可以使用四级变速、五级变速、六级变速或八级变速等的变速器。
起动器30构成为直流串励型的电动机，与电力线38连接。齿轮机构32具有在发动机22的曲轴23上安装并且具有外齿的齿圈33、与起动器30的旋转轴31一体地旋转的小齿轮34、使小齿轮34沿其轴方向移动来进行小齿轮34与齿圈33的啮合以及啮合的解除的促动器35。
电动发电机40构成为直流并励型的电动发电机，与电力线48连接。轮带机构42具有在发动机22的曲轴23上安装的带轮43、在电动发电机40的旋转轴41上安装的带轮44、在带轮43和带轮44上架设的轮带45。
蓄电池50构成为例如额定电压为12V的铅蓄电池，与电力线38连接。蓄电池52构成为例如额定电压为40V～50V左右的镍氢蓄电池或锂离子二次电池，与电力线48连接。DC/DC转换器54与电力线38和电力线48连接，使电力线38的电力升压并向电力线48供给，或者使电力线48的电力降压并向电力线38供给。
ECU70构成为以CPU为中心的微处理器，除了CPU以外，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。经由输入端口向ECU70输入来自各种传感器的信号。作为向ECU70输入的信号，可列举例如来自转速传感器22a的发动机22的转速Ne、来自水温传感器22b的作为发动机22的冷却水的温度的冷却水温Tw、来自油温传感器22c的作为发动机22的润滑·冷却用的润滑油的温度的油温To。并且，也可列举来自在蓄电池50、52的端子间安装的电压传感器的蓄电池50、52的电压Vb1、Vb2和来自安装于蓄电池50、52的输出端子的电流传感器的蓄电池50的电流Ib1、Ib2。也可列举来自点火开关80的点火信号和来自对档杆81的操作位置进行检测的档位传感器82的档位SP。也可以列举来自对加速器踏板83的踏入量进行检测的加速器踏板位置传感器84的加速器开度Acc、来自对制动器踏板85的踏入量进行检测的制动器踏板位置传感器86的制动器踏板位置BP、来自车速传感器88的车速V、来自外部空气温度传感器89的外部空气温度Ta。从ECU70经由输出端口输出各种控制信号。作为从ECU70输出的信号，可列举例如对发动机22、变速器26、起动器30、促动器35、电动发电机40、DC/DC转换器54的控制信号。
接着，说明这样构成的实施例的混合动力汽车20的动作，尤其使发动机22起动时的动作。图2是表示由ECU70执行的起转控制例程的一例的流程图。该例程在进行了发动机22的起动指示时执行。需要说明的是，在使发动机22起动时，ECU70在图2的起转控制例程的执行中发动机22的转速Ne达到驾驶开始转速Nst以上时，使发动机22的燃料喷射控制和点火控制开始。作为驾驶开始转速Nst，使用例如500～700rpm左右。
在执行图2的起转控制例程时，ECU70首先以使小齿轮34向其轴方向中的齿圈33侧移动而小齿轮34与齿圈33啮合的方式对促动器35进行控制(步骤S100)。接着，输入来自水温传感器22b的发动机22的冷却水温Tw(步骤S110)，将输入的发动机22的冷却水温Tw与阈值Twref进行比较(步骤S112)。在此，阈值Twref为用于判断是发动机22的通常起动时还是冷态起动时的阈值，分别使用-5℃、0℃或5℃等。
在步骤S112中发动机22的冷却水温Tw为阈值Twref以上时，判断为是发动机22的通常起动时，执行通常时起转控制(步骤S120)。在此，在通常时起转控制中，以使用来自蓄电池50的电力而通过起动器30使发动机22起转的方式对起动器30进行控制。
接着，判定发动机22的起动是否完成(步骤S130)，在判定为发动机22的起动未完成时，返回步骤S120。如此反复执行步骤S120、S130的处理，在步骤S130中判定为发动机22的起动完成时，使起动器30驱动停止(步骤S160)，以使小齿轮34向其轴方向中的从齿圈33分离的一侧移动而解除小齿轮34与齿圈33的啮合的方式对促动器35进行控制(步骤S170)，结束本例程。在此，发动机22的起动完成的判定在发动机22的转速Ne达到起动完成转速Nco以上时进行。作为起动完成转速Nco，使用例如800rpm～1000rpm左右。
在步骤S112中发动机22的冷却水温Tw小于阈值Twref时，判断为是发动机22的冷态起动时，执行冷时起转控制(步骤S140)。在此，在冷时起转控制中，以使用来自蓄电池50、52的电力而通过起动器30使发动机22起转的方式对起动器30和DC/DC转换器54进行控制。需要说明的是，此时，除了从蓄电池50向起动器30供给电力以外，还通过DC/DC转换器54的驱动而从蓄电池52经由DC/DC转换器54向起动器30供给电力。
接着，判定发动机22的起动是否完成(步骤S150)，在判定为发动机22的起动未完成时，返回步骤S140。如此反复执行步骤S140、S150的处理，在步骤S150中判定为发动机22的起动完成时，使起动器30驱动停止(步骤S160)，以使小齿轮34向其轴方向中的从齿圈33分离的一侧移动而解除小齿轮34与齿圈33的啮合的方式对促动器35进行控制(步骤S170)，结束本例程。步骤S150的处理与步骤S130的处理同样地进行。
如此，在发动机22的冷态起动时，使用来自蓄电池50、52的电力而通过起动器30使发动机22起转，由此与通过起动器30以及电动发电机40使发动机22起转相比，能够用更简易的控制(用不需要考虑起动器30的起转转矩与电动发电机40的起转转矩的协调的控制)来使发动机22起转而起动。
而且，在发动机22的冷态起动时，通过起动器30以及电动发电机40中的起动器30来使发动机22起转，由此起到以下的效果。发动机22在旋转停止状态时旋转阻力较大，在开始旋转时与旋转停止状态相比旋转阻力变小。并且，在实施例中，起动器30构成为直流串励型的电动机，并且电动发电机40构成为直流并励型的电动发电机，直流串励型与直流并励型相比具有在旋转停止状态时能够输出较大的转矩的特性。因此，在发动机22的冷态起动时，通过起动器30使发动机22起转，由此与通过电动发电机40使发动机22起转相比，能够使发动机22的转速从值0更可靠地上升。
图3是表示使发动机22起动时的情况的一例的说明图。如图示那样，在进行了发动机22的起动指示时(时刻t11)，在发动机22的冷却水温Tw小于阈值Twref的情况下，伴随着基于使用来自蓄电池50、52的电力的起动器30进行的发动机22的起转(伴随着冷时起转控制的执行)而使发动机22起动。并且，在发动机22的起动完成时(时刻t12)，使用来自发动机22的动力而通过电动发电机40进行发电，对蓄电池52进行充电，并且通过DC/DC转换器54的驱动来也对蓄电池50进行充电。
在以上说明的实施例的混合动力汽车20中，在发动机22的冷态起动时，使用来自蓄电池50、52的电力而通过起动器30使发动机22起转。由此，与通过起动器30以及电动发电机40使发动机22起转相比，能够用更简易的控制(用不需要考虑起动器30的起转转矩与电动发电机40的起转转矩的协调的控制)来使发动机22起转而起动。
在实施例的混合动力汽车20中，在起动器30为直流串励型并且电动发电机40为直流并励型的基础上，在发动机22的冷态起动时，使用来自蓄电池50、52的电力而通过起动器30使发动机22起转。但是，在电动发电机40为直流串励型的情况下，在发动机22的冷态起动时，也可以使用来自蓄电池50、52的电力而通过电动发电机40使发动机22起转。
在实施例的混合动力汽车20中，在发动机22的通常时起动时，使用来自蓄电池50的电力而通过起动器30使发动机22起转。但是，在发动机22的通常起动时，发动机22的旋转阻力没有那么大，因此即使电动发电机40为直流并励型，也可以使用来自蓄电池52的电力而通过电动发电机40使发动机22起转。
在实施例的混合动力汽车20中，ECU70执行图2的起转控制例程，但是也可以取而代之而执行图4的起转控制例程。图4的起转控制例程除了追加了步骤S200～S250的处理的点以外，与图2的起转控制例程相同。因此，对于相同的处理，标注相同的步骤编号并省略详细的说明。
在图4的起转控制例程中，ECU70在步骤S150中判定为发动机22的起动未完成时，判定从基于起动器30进行的发动机22的起转的开始起是否经过了规定时间(基于起动器30进行的发动机22的起转继续了规定时间)(步骤S200)。并且，在判定为从基于起动器30进行的发动机22的起转的开始起未经过规定时间时，返回步骤S140。在此，作为规定时间，使用例如几百mse左右。
在反复执行步骤S140～S200的处理的期间，在步骤150中判定为发动机22的起动完成之前，在步骤S200中判定为从基于起动器30进行的发动机22的起转的开始起经过了规定时间时，使起动器30驱动停止(步骤S210)，以使小齿轮34向其轴方向中的从齿圈33分离的一侧移动而解除小齿轮34与齿圈33的啮合的方式对促动器35进行控制(步骤S220)，执行冷时第二起转控制(步骤S230)。即，从冷时起转控制向冷时第二起转控制切换。在此，在冷时第二起转控制中，以使用来自蓄电池50、52的电力而通过电动发电机40来使发动机22起转的方式对电动发电机40和DC/DC转换器54进行控制。需要说明的是，此时，除了从蓄电池52向电动发电机40供给电力以外，还通过DC/DC转换器54的驱动而从蓄电池50经由DC/DC转换器54向电动发电机40供给电力。
接着，判定发动机22的起动是否完成(步骤S240)，在判定为发动机22的起动未完成时，返回步骤S230。如此反复执行步骤S230、S240的处理，在步骤S240中判定为发动机22的起动完成时，使电动发电机40驱动停止(步骤S250)，结束本例程。步骤S240的处理与步骤S150的处理同样地进行。
在该变形例中，在发动机22的冷态起动时，在通过基于使用来自蓄电池50、52的电力的起动器30进行的发动机22的起转而发动机22的转速Ne无法达到起动完成转速Nco时，使用来自蓄电池50、52的电力而通过电动发电机40使发动机22起转。在起动器30和电动发电机40中，直流并励型与直流串励型相比具有高输出(与转速的上升相对的转矩的下降程度较小)的特性。因此，通过进行这样的控制，能够使发动机22的转速Ne更可靠地达到起动完成转速Nco。
图5是表示该变形例中使发动机22起动时的情况的一例的说明图。如图示那样，在进行了发动机22的起动指示时(时刻t21)，在发动机22的冷却水温Tw小于阈值Twref的情况下，欲伴随着基于使用来自蓄电池50、52的电力的起动器30进行的发动机22的起转(伴随着冷时起转控制的执行)而使发动机22起动。但是，在即使经过规定时间而发动机22的转速Ne也无法达到起动完成转速Nco时(时刻t22)，伴随着基于使用来自蓄电池50、52的电力的电动发电机40进行的发动机22的起转(伴随着冷时第二起转控制的执行)而使发动机22起动。并且，在发动机22的起动完成时(时刻t23)，使用来自发动机22的动力并通过电动发电机40来进行发电，对蓄电池52进行充电，并且通过DC/DC转换器54的驱动来也对蓄电池50进行充电。
在实施例的混合动力汽车20中，通过发动机22的冷却水温Tw与阈值Twref的比较来判定是发动机22的通常起动时还是冷态起动时，但是也可以通过发动机22的油温To与阈值Toref的比较来判定，还可以通过外部空气温度Ta与阈值Taref的比较来判定。在此，阈值Toref和阈值Taref与阈值Twref同样地确定。并且，也可以使用发动机22的冷却水温Tw、油温To和外部空气温度Ta中的多个来判定。
在实施例的混合动力汽车20中，发动机22和电动发电机40经由轮带机构42而连接，但是也可以经由齿轮机构而连接，还可以直接连结。
在实施例的混合动力汽车20中，作为第一蓄电装置，使用蓄电池50，但是也可以取代蓄电池50而使用电容器。并且，在实施例中，作为第二蓄电装置，使用蓄电池52，但是也可以取代蓄电池52而使用电容器。
在实施例的混合动力汽车20中，如图1所示，具备发动机22、起动器30、电动发电机40、蓄电池50、52和DC/DC转换器54，但是在蓄电池50、52的额定电压相同的情况下(例如同为12V的情况下)，也可以如图6的变形例的混合动力汽车120所示的那样取代DC/DC转换器54而具备开关154。
对实施例的主要的要素与用于解决问题的手段一栏所记载的发明的主要的要素之间的对应关系进行说明。在实施例中，发动机22相当于“发动机”，起动器30相当于“起动器”，电动发电机40相当于“电动发电机”，蓄电池50相当于“第一蓄电装置”，蓄电池52相当于“第二蓄电装置”，DC/DC转换器54相当于“电力传递装置”，ECU70相当于“控制装置”。
需要说明的是，实施例的主要的要素与用于解决问题的手段一栏中记载的发明的主要的要素之间的对应关系是具体地说明用于实施例实施用于解决问题的手段一栏中记载的发明的方式的一例，因此并不限定用于解决问题的手段一栏中记载的发明的要素。即，关于用于解决问题的手段一栏中记载的发明的解释应基于该栏的记载来进行，实施例只不过是用于解决问题的手段一栏中记载的发明的具体性的一例。
以上，使用实施例来说明了用于实施本发明的方式，但是本发明并不受这样的实施例任何限定，在不脱离本发明的主旨的范围内能够以各种方式实施，这是不言而喻的。
工业上的可利用性
本发明能够利用于混合动力汽车的制造产业等。

Claims (3)

1.一种混合动力汽车，具备：
发动机；
起动器，用于使所述发动机起转；
电动发电机，连接于所述发动机；
第一蓄电装置，经由第一电力线而连接于所述起动器；
第二蓄电装置，经由第二电力线而连接于所述电动发电机；
电力传递装置，进行所述第一电力线与所述第二电力线的电力的传递及传递的解除；以及
控制装置，控制所述发动机、所述起动器和所述电动发电机，
其中，
所述控制装置在所述发动机的冷态起动时执行第一起转控制或第二起转控制，
所述第一起转控制是以使用来自所述第一蓄电装置以及所述第二蓄电装置的电力而通过所述起动器使所述发动机起转的方式对所述起动器以及所述电力传递装置进行控制的控制，
所述第二起转控制是以使用来自所述第一蓄电装置以及所述第二蓄电装置的电力而通过所述电动发电机使所述发动机起转的方式对所述电动发电机以及所述电力传递装置进行控制的控制。
2.根据权利要求1所述的混合动力汽车，其中，
所述起动器是直流串励型，
所述电动发电机是直流并励型，
所述控制装置在所述发动机的冷态起动时执行所述第一起转控制。
3.根据权利要求2所述的混合动力汽车，其中，
在所述发动机的冷态起动时，所述控制装置在通过所述第一起转控制而所述发动机的转速无法达到起动完成转速时，从所述第一起转控制的执行向所述第二起转控制的执行切换。
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