CN1919671A - 混合动力车辆及混合动力车辆的控制方法 - Google Patents

混合动力车辆及混合动力车辆的控制方法 Download PDF

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CN1919671A
CN1919671A CNA2006101099236A CN200610109923A CN1919671A CN 1919671 A CN1919671 A CN 1919671A CN A2006101099236 A CNA2006101099236 A CN A2006101099236A CN 200610109923 A CN200610109923 A CN 200610109923A CN 1919671 A CN1919671 A CN 1919671A
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combustion engine
resistance
starts
motor vehicle
vehicle driven
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CN1919671B (zh
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清水泰生
市冈英二
渡边秀人
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Toyota Motor Corp
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Toyota Motor Corp
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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
    • 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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    • B60K6/42—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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    • B60K6/00—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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    • Y02T10/62—Hybrid vehicles

Abstract

本发明公开了一种混合动力车辆及其控制方法。在换档杆被操作至停车位置时发出发动机的启动命令的情况下，当冷却水温度Tw低于阈值Twref，且发动机的停止时间tst为阈值tstref或更长时(S110及S120)，将相对较大的预定扭矩T2设置为动力保持扭矩Tg(S140)，且将动力保持扭矩Tg加上用于消除反作用扭矩的扭矩，从第二电机输出以发动并启动发动机。即使当使发动机发动时的阻力相对较大，这也允许在消除齿轮之间反冲的情况下启动发动机。

Description

混合动力车辆及混合动力车辆的控制方法
技术领域
本发明涉及混合动力车辆及混合动力车辆的控制方法。
背景技术
一种提出的混合动力车辆具有发动机和经由行星齿轮机构连接至驱动轴(其经由齿轮机构连接至车轴)的第一电机，以及连接至驱动轴的第二电机，所述混合动力车辆在使用第二电机启动发动机的情况下，在消除作为反作用力作用在驱动轴上的扭矩的同时启动发动机(例如参考日本专利公开公报No.2005-30281)。在这种提出的混合动力车辆中，考虑发动机的冷却水温度而从第二电机输出扭矩以抑制当发动机启动时的初始爆燃中产生的扭矩冲击。
发明内容
通常，在这种混合动力车辆中，当使发动机发动时，基于发动机的活塞的摩擦或用于润滑发动机的油的粘性，扭矩脉冲会作用在驱动轴上并在齿轮之间产生反冲。为了抑制齿轮之间的反冲，考虑在消除齿轮之间的反冲的情况下通过电机MG2来启动发动机。根据发动机在发动时的状态，扭矩脉冲的大小不同，且由此在消除反冲时希望考虑发动机的状态。
根据本发明的混合动力车辆及混合动力车辆的控制方法具有在启动内燃机时抑制齿轮之间反冲的目的。
通过具有以下描述的构造的本发明的混合动力车辆及混合动力车辆的控制方法，可以获得上述及其他相关目的的至少一部分。
本发明针对混合动力车辆。该混合动力车辆包括：内燃机，其可将动力经由齿轮机构输出至耦合到车轴的驱动轴；发动单元，其连接至所述内燃机的输出轴及所述驱动轴，并通过将动力输入所述驱动轴和将动力从所述驱动轴输出而发动所述内燃机；电机，其可将动力输入所述驱动轴和从所述驱动轴输出动力；判断模块，其判断发动阻力变为预定阻力或更大，所述发动阻力是在发动所述内燃机时所述内燃机的阻力；及启动控制模块，当发出对所述内燃机的启动命令时，所述启动控制模块控制所述内燃机、所述发动单元、以及所述电机，使得当所述判断模块判断所述发动阻力变的小于所述预定阻力时，在所述齿轮机构中的啮合齿轮以第一扭矩压向一侧的同时启动所述内燃机，并使得当所述判断模块判断所述发动阻力变为所述预定阻力或更大时，在所述齿轮机构中的所述啮合齿轮以大于所述第一扭矩的第二扭矩压向一侧的同时启动所述内燃机。
在根据本发明的混合动力车辆中，在发出对内燃机的启动命令时，当判断所述发动阻力(其是发动内燃机时内燃机的阻力)变的小于所述预定阻力时，所述内燃机、所述发动单元、以及所述电机被控制使得在所述齿轮机构中的啮合齿轮以第一扭矩压向一侧的同时启动所述内燃机，而当判断所述发动阻力变为所述预定阻力或更大时，所述内燃机、所述发动单元、以及所述电机被控制使得在所述齿轮机构中的啮合齿轮以大于第一扭矩的第二扭矩压向一侧的同时启动所述内燃机。即使当发动阻力相对较大时，这也允许在消除齿轮之间反冲的情况下启动内燃机。由此可以抑制在启动内燃机时齿轮机构中的反冲。
根据本发明的混合动力车辆可以包括温度测量单元，其测量所述内燃机的温度，且当所述测量的温度低于预定温度时，所述判断模块可以判断所述发动阻力变为所述预定阻力或更大。这允许基于内燃机的温度对变为预定阻力或更大的发动阻力进行更适当的判断。
在本发明的包括温度测量单元的混合动力车辆的一个优选实施例中，混合动力车辆还包括停止时间测量单元，其测量所述内燃机的停止时间。当所述测量的温度低于预定温度且所述测量的停止时间为预定时间或更长时，所述判断模块判断所述发动阻力变为所述预定阻力或更大。在此情况下，停止时间测量单元测量从最近一次关闭点火装置时起的时间作为所述内燃机的所述停止时间。而且，所述停止时间测量单元测量从所述内燃机的最近一次停止时起的时间作为所述内燃机的所述停止时间。这允许基于内燃机的温度及停止时间对变为预定阻力或更大的发动阻力进行更适当的判断。
在本发明的包括温度测量单元的混合动力车辆的另一个优选实施例中，混合动力车辆还包括启动次数测量单元，其测量在打开点火装置后作为所述内燃机的启动次数的启动次数。当所述测量的温度低于预定温度且所述测量的启动次数小于预定次数时，所述判断模块判断在所述内燃机启动时所述内燃机的阻力变为所述预定阻力或更大。这允许基于内燃机的温度及启动次数对变为预定阻力或更大的发动阻力进行更适当的判断。
根据本发明的混合动力车辆可包括固定单元，其可固定所述车轴由此使得所述车轴不能旋转，且所述启动控制模块可以进行控制，使得当发出对所述内燃机的启动命令且所述车轴被所述固定单元固定时，在所述齿轮机构中的所述啮合齿轮以所述第一扭矩或以所述第二扭矩被压向一侧的同时启动所述内燃机。这可以抑制在车轴由固定单元固定的情况下内燃机启动时齿轮之间的反冲。车轴由固定单元固定的状态包括通过在将换档杆操作至停车位置时齿轮之间的啮合而固定车轴的状态，以及通过制动操作固定车轴的状态。
在本发明的混合动力车辆的一个优选实施例中，所述发动单元连接至所述内燃机的所述输出轴及所述驱动轴，并通过输入和输出电能和机械能，可将来自所述内燃机的动力的至少一部分输出至所述驱动轴。
本发明还针对混合动力车辆的控制方法。所述混合动力车辆包括：内燃机，其可将动力经由齿轮机构输出至耦合到车轴的驱动轴；发动单元，其连接至所述内燃机的输出轴及所述驱动轴，并通过将动力输入所述驱动轴和将动力从所述驱动轴输出而发动所述内燃机；以及电机，其可将动力输入所述驱动轴和从所述驱动轴输出动力，所述控制方法包括当发出对所述内燃机的启动命令时对所述内燃机、所述发动单元、以及所述电机的控制步骤，使得当判断出作为在发动所述内燃机时的所述内燃机的阻力的所述发动阻力变的小于所述预定阻力时，在所述齿轮机构中的啮合齿轮以第一扭矩被压向一侧的同时启动所述内燃机，并使得当判断出所述发动阻力变为所述预定阻力或更大时，在所述齿轮机构中的所述啮合齿轮以大于所述第一扭矩的第二扭矩被压向一侧的同时启动所述内燃机。
在根据本发明的混合动力车辆的控制方法中，在发出对内燃机的启动命令时，当判断所述发动阻力(其是发动内燃机时内燃机的阻力)变的小于所述预定阻力时，所述内燃机、所述发动单元、以及所述电机被控制使得在所述齿轮机构中的啮合齿轮以第一扭矩被压向一侧的同时启动所述内燃机，而当判断所述发动阻力变为所述预定阻力或更大时，所述内燃机、所述发动单元、以及所述电机被控制使得在所述齿轮机构中的啮合齿轮以大于第一扭矩的第二扭矩被压向一侧的同时启动所述内燃机。即使当发动阻力相对较大，这也允许在消除齿轮之间反冲的情况下启动内燃机。由此可防止在启动内燃机时齿轮机构中的反冲。
在根据本发明的混合动力车辆的控制方法的一个优选实施例中，控制方法还包括当所述内燃机的温度低于预定温度时，在判断所述发动阻力变为所述预定阻力或更大的同时进行所述控制的步骤。这允许基于内燃机的温度对变为预定阻力或更大的发动阻力进行更适当的判断。
在根据本发明的混合动力车辆的控制方法的另一优选实施例中，控制方法还包括当所述内燃机的温度低于预定温度且所述内燃机的停止时间为预定时间或更长时，在判断所述发动阻力变为所述预定阻力或更大的同时进行所述控制的步骤。在此情况下，所述内燃机的所述停止时间是从点火装置的最近一次关闭时起的时间。此外，所述内燃机的所述停止时间可以是从最近一次所述内燃机停止时起的时间。这允许基于内燃机的温度及停止时间对变为预定阻力或更大的发动阻力进行更适当的判断。
在根据本发明的混合动力车辆的控制方法的另一优选实施例中，控制方法还包括当所述内燃机的温度低于预定温度且作为在打开所述点火装置之后所述内燃机的启动次数的启动次数小于预定次数时，在判断在所述内燃机启动时所述内燃机的阻力变为所述预定阻力或更大的同时进行所述控制的步骤。
附图说明
图1示意性地示出了本发明的一个实施例中的混合动力车辆的结构。
图2是流程图，示出了由包括在本实施例的混合动力车辆中的混合动力电子控制单元所执行的驱动控制例程。
图3是列线图，示出了在发动机22启动时动力分配集成机构30的各个旋转元件的转速与扭矩之间的动力学关系。
图4示意性地示出了一个修改示例中另一种混合动力车辆的结构。
图5示意性地示出了另一个修改示例中另一种混合动力车辆的结构。
具体实施方式
在以下作为优选实施例讨论实施本发明的一种模式。图1示意性地示出了在本发明的一个实施例中的其上安装有动力输出设备的混合动力车辆20的结构。如所示出的，本实施例的混合动力车辆20具有发动机22、三轴式动力分配集成机构30、电机MG1、减速齿轮35、另一电机MG2、以及混合动力电子控制单元70，其中动力分配集成机构30经由减振器28连接至作为发动机22的输出轴的曲轴26，电机MG1连接至动力分配集成机构30并能够产生电能，减速齿轮35附装至齿圈轴32a，该齿圈轴32a充当与动力分配集成机构30相连接的驱动轴，电机MG2与减速齿轮35相连接，而混合动力电子控制单元70控制整个动力输出设备。
发动机22是内燃机，其由诸如汽油或柴油之类的烃基燃油输出动力，并通过发动机电子控制单元(以下称发动机ECU)24受到诸如燃油喷射控制、点火控制、或进气流动调节控制之类的操作控制。来自曲轴位置传感器23a(其测量发动机22的曲轴26的曲轴位置)的曲轴位置、或来自水温传感器23b(其测量发动机22的冷却水的温度)的冷却水温度Tw被输入发动机ECU 24。发动机ECU 24与混合动力电子控制单元70通信，根据来自混合动力电子控制单元70的控制信号控制发动机22的操作，并依要求将有关发动机22的工作状态的数据输出至混合动力电子控制单元70。
发动机22通过润滑系统90进行润滑。润滑系统90通过湿槽来润滑发动机22，其中使用油泵94将存储在油盘92中的油供应至发动机22的机械部件。当发动机22长时间停止时，在湿槽润滑系统90中，通常大部分供应至发动机22的油因重力而下落并存储在油盘92中，由此曲轴26的一部分浸没在油中。
动力分配集成机构30具有太阳轮31(其为外齿轮)、与太阳轮31同心布置的齿圈32(其为内齿轮)、与太阳轮31及齿圈32配合的多个小齿轮33、以及行星轮架34，行星轮架34保持多个小齿轮33使得允许小齿轮自由公转并在各自轴线上自由自转。即，动力分配集成机构30被构造为行星齿轮机构，其允许作为旋转元件的太阳轮31、齿圈32、及行星轮架34的差速运动。动力分配集成机构30中的行星轮架34、太阳轮31、及齿圈32分别耦合至发动机22的曲轴26、耦合至电机MG1、及经由齿圈轴32a耦合至减速齿轮35。当电机MG1用作发电机时，从发动机22输出并通过行星轮架34输入的动力根据齿轮速比被分配至太阳轮31及齿圈32。另一方面，当电机MG1用作电动机时，从发动机22输出并通过行星轮架34输入的动力与从电机MG1输出并通过太阳轮31输入的动力相结合，而合成动力被输出至齿圈32。由此，输出至齿圈32的动力从齿圈轴32a经由齿轮机构60以及差速齿轮62被最终传递至驱动轮63a和63b。
齿轮机构60安装有停车锁止机构56和停车锁止杆58，停车锁止机构56由安装至最终齿轮60a的停车齿轮57构成，停车锁止杆58啮合并锁止停车齿轮57以停止其旋转。停车锁止杆58由未示出的致动器操作，并与停车齿轮57进行啮合或脱离啮合以使停车锁止和解锁，该致动器由混合动力电子控制单元70驱动并控制，换档杆81的从其他位置至停车位置(范围P)的操作信号或从停车位置至其他位置的操作信号被输入至混合动力电子控制单元70中。最终齿轮60a机械地连接至驱动轮63a和63b，且由此停车锁止机构56间接地锁止驱动轮63a及63b。
电机MG1和MG2两者是已知的被作为发电机及电动机驱动的同步电动发电机。经由换流器41及42，电机MG1和MG2将电能传递至电池50并从电池50传递出。将换流器41和42与电池50连接的电线54被构造为由换流器41及42共用的正电极总线和负电极总线。此设置使得由电机MG1和MG2中的一个电机所产生的电能可以被另一个电机使用。电池50通过由电机MG1或MG2所产生的电能的多余部分充电，并放电以补充电能的不足。当在电机MG1与电机MG2之间获得能量平衡时，电池50既不充电也不放电。由电机电子控制单元(以下称电机ECU)40来控制电机MG1与电机MG2两者的操作。电机ECU 40接收为控制电机MG1和MG2的操作所需的各种信号，例如，来自旋转位置检测传感器43及44(其测量电机MG1和MG2中转子的旋转位置)的信号、以及供应至电机MG1及电机MG2并由电流传感器(未示出)测量的相位电流。电机ECU40将切换控制信号输出至换流器41及42。电机ECU 40与混合动力电子控制单元70通信，以根据需要在将与电机MG1和MG2的操作状况相关的数据输出至混合动力电子控制单元70的同时，响应于从混合动力电子控制单元70传送的控制信号来控制电机MG1和MG2的操作。
电池50受电池电子控制单元(以下称电池ECU)52的控制。电池ECU 52接收为控制电池50所需的各种信号，例如，由布置在电池50的端子之间的电压传感器(未示出)所测量的端子间电压、由附装至电线54(其与电池50的输出端子连接)的电流传感器(未示出)所测量的充电放电电流、以及由附装至电池50的温度传感器51所测量的电池温度Tb。根据需要，电池ECU 52将与电池50的状态相关的数据通过通信输出至混合动力电子控制单元70。为了控制电池50，基于由电流传感器测量的累积充电放电电流，电池ECU 52计算电池50的充电状态(SOC)。
混合动力电子控制单元70被构造为微处理器，其包括CPU 72、存储处理程序的ROM 74、临时存储数据的RAM 76、基于命令计时的计时器78、未示出的输入输出端口、以及未示出的通信端口。混合动力电子控制单元70经由输入端口接收各种输入：来自点火开关80的点火信号、来自档位传感器82(其测量换档杆81的当前位置)的档位SP、来自加速踏板位置传感器84(其测量加速踏板83的下压量)的加速器开度Acc、来自制动踏板位置传感器86(其测量制动踏板85的下压量)的制动踏板位置BP、以及来自车速传感器88的车速V。混合动力电子控制单元70将驱动信号经由输出端口输出到制动器65a及65b的未示出的致动器，制动器65a及65b随着驾驶员对制动踏板85的操作等将制动力施加至驱动轮63a和63b。如上所述，混合动力电子控制单元70经由通信端口与发动机ECU 24、电机ECU 40、及电池ECU 52通信以将各种控制信号传输至发动机ECU 24、电机ECU 40、及电池ECU 52并从其传输出。混合动力电子控制单元70通过从未示出的辅助电池供应的电能来操作，且不论点火开关80的打开/关闭状态，都可由计时器78计算时间。
现在的描述涉及具有上述结构的混合动力车辆20的操作，并具体地涉及在换档杆81被操作至停车位置(范围P)的情况下发动机22启动时的操作。图2是流程图，根据实施例示出了由混合动力电子控制单元70所执行的启动控制例程的示例。当在换档杆81被操作至停车位置的情况下发出对发动机22的启动命令时执行该例程。
当执行启动控制例程时，混合动力电子控制单元70的CPU 72首先执行输入为控制所需的数据的处理，这些数据是诸如发动机22的冷却水温度Tw或停止时间t(步骤S100)。由水温传感器23b所测量的冷却水温度Tw从发动机ECU 24通过通信输入。通过在发动机22停止时开始用计时器78计时、当在RAM 76的预定区域中发出发动机22的启动命令时存储计时器78的值、并读取该值，来输入发动机22的停止时间tst。
因此数据被输入，然后将输入的发动机22的冷却水温度Tw与阈值Twref进行比较(步骤S110)，并在冷却水温度Tw低于阈值Twref时将发动机22的停止时间tst与阈值tstref进行比较(步骤S120)。阈值Twref及阈值tstref是用于确定在使发动机22发动时是否有相对较大的扭矩脉冲作用在作为驱动轴的齿圈轴32a上的阈值，阈值Twref可根据用于润滑发动机22的油的种类等来确定，而阈值tstref可根据油的种类或发动机22的特性来确定。现在，将描述发动机22的启动。当发动机22由电机MG1发动以启动发动机22时，基于诸如活塞的摩擦或油的粘性的阻力(此后称作发动阻力)产生的扭矩脉冲作用在作为驱动轴的齿圈轴32a上。当冷却水温度Tw较高时，油的粘性趋向于相对较小，而当冷却水温度Tw较低时其相对较大。如上所述，当发动机22长时间停止时，曲轴26的一部分浸入存储在油盘92中的油中。由此，当在冷却水温度Tw较低且发动机22长时间停止的情况下，具体而言，在曲轴26的一部分浸入在高粘性油中的情况下启动发动机22时，发动阻力增大且相对较大的扭矩脉冲作用在齿圈轴32a上。在步骤S110和S120中的冷却水温度Tw与阈值Twref之间的比较及停止时间tst与阈值tstref之间的比较可以确定发动阻力是否较大。
当冷却水温度Tw是阈值Twref或更高时，或当冷却水温度Tw低于阈值Twref且停止时间tst小于阈值tstref时，确定发动阻力不是非常大，从而将预定扭矩T1设置为动力保持扭矩Tg(步骤S130)。另一方面，当冷却水温度Tw低于Twref且停止时间tst是阈值tstref或更大时，确定发动阻力相对较大，从而将大于预定扭矩T1的预定扭矩T2设置为动力保持扭矩Tg(步骤S140)。分别当发动阻力较小和较大时，将预定扭矩T1和T2设置为比在使发动机22发动时由扭矩脉冲输出到作为驱动轴的齿圈轴32a的扭矩略大，并在用电机MG1使发动机22发动的情况下，预定扭矩T1和T2被设置为与如下扭矩在相同方向上的扭矩，该扭矩用于消除输出到驱动轴的反作用扭矩。于是，设置动力保持扭矩Tg以根据发动阻力来设置动力保持扭矩Tg(当发动阻力较小时为预定扭矩T1，而当发动阻力较大时为预定扭矩T2)。
然后，基于由曲轴位置传感器23a测量的曲轴位置所计算的发动机22的转速Ne从发动机ECU 24通过通信输入(步骤S150)，用于使发动机22发动的扭矩Tcr被设置为电机MG1的扭矩命令Tm1*(步骤S160)，并将输入转速Ne与阈值Nref进行比较(步骤S170)。阈值Nref是用于启动燃油喷射控制或点火控制的发动机22的转速Ne，例如被设置为800rpm或1000rpm。当转速Ne低于阈值Nref时，确定还未达到用于启动燃油喷射控制或点火控制的转速，并基于用于取消随着发动机22的发动输出到作为驱动轴的齿圈轴32a的反作用扭矩的扭矩，和在步骤S130和S140中设定的动力保持扭矩Tg，根据以下给出的等式(1)设置电机MG2的扭矩命令Tm2*(步骤S190)。等式(1)是动力分配集成机构30与旋转元件的动力学关系表达式。图3示出了列线图，该列线图示出了动力分配集成机构30的各个旋转元件的转速与发动机22启动时的扭矩之间的动力学关系。在图3中，左侧的S轴示出了太阳轮31的转速(其是电机MG1的转速Nm1)，C轴示出了行星轮架34的转速(其是发动机22的转速Ne)，而R轴示出了齿圈32的转速Nr，其通过以电机MG2的转速Nm2除以减速齿轮35的齿轮速比Gr而获得。等式(1)可容易地从图3中的列线图得出。由此即使当冷却水温度Tw较低且停止时间tst较长时，具体而言当发动阻力较大时，也可以设置电机MG2的扭矩命令Tm2*以允许在消除了齿轮机构60中或停车锁止机构56中的反冲的状态下发动并启动发动机22。这抑制了在启动发动机22时齿轮机构60a中的齿轮之间的反冲或停车锁止机构56中停车齿轮57与停车锁止杆58之间的反冲。当冷却水温度Tw较高，或冷却水温度Tw较低但停止时间tst较短时，具体而言当发动阻力较小时，可以抑制齿轮之间的反冲，从而可以抑制电机MG2的能量消耗。
Tm2*＝Tm1*/ρ+Tg     (1)
当设置了电机MG1和MG2的扭矩命令Tm1*及Tm2*时，电机MG1和MG2的设置扭矩命令Tm1*及Tm2*被传输至电机ECU 40(步骤S200)。已经接收了扭矩命令Tm1*及Tm2*的电机ECU 40控制换流器41及42的切换元件的切换，使得电机MG1由扭矩命令Tm1*驱动而电机MG2由扭矩命令Tm2*驱动。然后，确定发动机22的爆燃是否结束(步骤S210)。考虑燃油喷射控制未启动，发动机22的爆燃未结束，则处理返回步骤S150。
另一方面，在步骤S170中当发动机22的转速Ne是阈值Nref或更高时，向发动机ECU 24发出燃油喷射控制或点火控制的启动命令(步骤S180)，并执行步骤S190及之后的处理。已经接收了命令的发动机ECU24开始诸如燃油喷射控制或点火控制之类的对发动机22的操作控制。然后，当在步骤S210中确定完成发动机22的爆燃时，结束启动控制程序。
根据上述实施例的混合动力车辆20，当换档杆81被操作至停车位置时给出发动机22的启动命令时，电机MG2被驱动并被控制使得当冷却水温度Tw为阈值Twref或更高时，或当冷却水温度Tw低于阈值Twref但停止时间tst短于阈值tstref时，从电机MG2输出预定扭矩T1的动力保持扭矩Tg与在使发动机22发动时用于消除作用在作为驱动轴的齿圈轴32a上的反作用扭矩的扭矩的总合，且电机MG2被驱动并被控制使得当冷却水温度Tw低于阈值Twref且停止时间tst为阈值tstref或更长时，从电机MG2输出预定扭矩T2(大于预定扭矩T1)的动力保持扭矩Tg与用于消除反作用扭矩的扭矩的总合。即使当发动阻力较大时，这也允许在消除齿轮机构60中或停车锁止机构56中的反冲的情况下发动并启动发动机22。这在启动发动机22时抑制了齿轮机构60中及停车锁止机构56中的反冲。
在本实施例的混合动力车辆20中，对换档杆81被操作至停车位置时启动发动机22的操作进行了描述，但是即使例如在换档杆81被操作至驱动位置等且制动踏板85被下压时，只要驱动轮63a及63b被锁止，也可以类似于本实施例来启动发动机22。在此情况下，可以在启动发动机22时抑制齿轮机构60中齿轮之间的反冲。当档位SP被操作至驱动位置等且车辆正在行驶时，可以进一步考虑车辆所需的扭矩要求Tr*，来启动发动机22。
在本实施例的混合动力车辆20中，在由电机MG1使发动机22发动的情况下，动力保持扭矩Tg被设置为与如下扭矩在相同方向上的扭矩，该扭矩用于消除输出至驱动轴的反作用扭矩，但也可以设置在不同方向上。
在本实施例的混合动力车辆20中，基于发动机22的冷却水温度Tw和停止时间tst来设置动力保持扭矩Tg，但是也可仅基于冷却水温度Tw而不考虑停止时间tst(具体而言，不考虑发动机22的曲轴26的一部分是否浸入存储在油盘92中的油中)来设置动力保持扭矩Tg。在此情况下，当冷却水温度Tw为阈值Twref或更高时，预定扭矩T1可以被设置为动力保持扭矩Tg，而当冷却水温度Tw低于阈值Twref时，预定扭矩T2可以被设置为动力保持扭矩Tg。
在本实施例的混合动力车辆20中，冷却水温度Tw用作发动机22的温度，但是例如可以使用油温Toil或油的粘性ηoil来代替冷却水温度Tw。在使用油的粘性ηoil时，当油粘性ηoil为阈值ηoilref或更低时，或当时油粘性ηoil高于阈值ηoilref且发动机22的停止时间tst短于阈值tstref时，预定扭矩T1可以被设置为动力保持扭矩Tg，而当油粘性ηoil高于阈值ηoilref且停止时间tst为阈值tstref或更长时，预定扭矩T2可以被设置为动力保持扭矩Tg。
在本实施例的混合动力车辆20中，发动机22的停止时间tst是当发动机22停止时与当发出对发动机22的启动命令时之间的时间，但也可以是当点火开关80被关闭时与当在打开点火开关80下一次打开之后发出对发动机22的启动命令时之间的时间，也可以是当发动机22停止时与发动机22的启动完成时之间的时间(该时间基于当发动机22停止时与当发出对发动机22的启动命令时之间的时间，以及启动发动机22所需的时间)，或是当点火开关80关闭时与发动机22的启动完成时之间的时间(该时间基于当点火开关80关闭时与当点火开关80下一次打开之后发出对发动机22的启动命令时之间的时间，以及启动发动机22所需的时间)。除了停止时间tst，还可以基于在点火开关80打开后作为发动机22的启动次数的启动次数Nst来设置动力保持扭矩Tg。在此情况下，当冷却水温度Tw为阈值Twref或更高时，或当冷却水温度Tw低于阈值Twref且启动次数Nst为阈值Nstref或更大时，预定扭矩T1可以被设置为动力保持扭矩Tg，而当冷却水温度Tw低于阈值Twref且启动次数Nst小于阈值Nstref时，预定扭矩T2可以被设置为动力保持扭矩Tg。
在本实施例的混合动力车辆20中，当冷却水温度Tw低于阈值Twref且停止时间tst为阈值tstref或更长时，大于预定扭矩T1的预定扭矩T2被设置为动力保持扭矩Tg，但是，只要该扭矩大于预定扭矩T1，设置为随冷却水温度Tw降低而增大的扭矩、或设置为随停止时间tst的增长而增大的扭矩等都可以被设置为动力保持扭矩Tg。
在本实施例的混合动力车辆20中，当冷却水温度Tw为阈值Twref或更高时，和当冷却水温度Tw低于阈值Twref且停止时间tst短于阈值tstref时，预定扭矩T1均被设置为动力保持扭矩Tg，但可将不同的扭矩设置为动力保持扭矩Tg。例如，当冷却水温度Tw低于阈值Twref且停止时间tst短于阈值tstref时，预定扭矩T1可被设置为动力保持扭矩Tg，而当冷却水温度Tw为阈值Twref或更高时，小于预定扭矩T1的预定扭矩T3可被设置为动力保持扭矩Tg。
在本实施例的混合动力车辆20中，电机MG2的动力通过减速齿轮35经历换档并被输出至齿圈轴32a。在一种可行的修改实施例(示为图4的混合动力车辆120)中，电机MG2的动力可输出至另一车轴(即与车轮64a和64b相连的车轴)，其不同于与齿圈轴32a连接的车轴(即与车轮63a和63b相连的车轴)。
在本实施例的混合动力车辆20中，发动机22的动力经由动力分配集成机构30被输出至充当与驱动轮63a及63b相连的驱动轴的齿圈轴32a。在图5的另一可行修改实施例中，混合动力车辆220可具有成对转子电机230，其具有与发动机22的曲轴26连接的内转子232以及与驱动轴(其用于将动力输出到驱动轮62a和63b)连接的外转子234，并在将动力的多余部分转化为电能的同时将将来自发动机22的动力的一部分传递至驱动轴。
上述实施例及其修改示例在任何方面都应被理解为示意性而非限制性。在不脱离本发明的主要特征的范围或精神的情况下，可以进行许多其他修改、改变、及替换。

Claims (14)

1.一种混合动力车辆，包括：
内燃机，其可将动力经由齿轮机构输出至耦合到车轴的驱动轴；
发动单元，其连接至所述内燃机的输出轴及所述驱动轴，并通过将动力输入所述驱动轴和将动力从所述驱动轴输出而发动所述内燃机；
电机，其可将动力输入所述驱动轴和从所述驱动轴输出动力；
判断模块，其判断发动阻力是否变为预定阻力或更大，所述发动阻力是在发动所述内燃机时所述内燃机的阻力；及
启动控制模块，当发出对所述内燃机的启动命令时，所述启动控制模块控制所述内燃机、所述发动单元、以及所述电机，使得当所述判断模块判断所述发动阻力变的小于所述预定阻力时，在所述齿轮机构中的啮合齿轮以第一扭矩被压向一侧的同时启动所述内燃机，并使得当所述判断模块判断所述发动阻力变为所述预定阻力或更大时，在所述齿轮机构中的所述啮合齿轮以大于所述第一扭矩的第二扭矩被压向一侧的同时启动所述内燃机。
2.根据权利要求1所述的混合动力车辆，还包括：
温度测量单元，其测量所述内燃机的温度，
其中当所述测量的温度低于预定温度时，所述判断模块判断所述发动阻力变为所述预定阻力或更大。
3.根据权利要求2所述的混合动力车辆，还包括：
停止时间测量单元，其测量所述内燃机的停止时间，
其中当所述测量的温度低于预定温度且所述测量的停止时间为预定时间或更长时，所述判断模块判断所述发动阻力变为所述预定阻力或更大。
4.根据权利要求3所述的混合动力车辆，其中所述停止时间测量单元测量从最近一次关闭点火装置时起的时间作为所述内燃机的所述停止时间。
5.根据权利要求3所述的混合动力车辆，其中所述停止时间测量单元测量从最近一次所述内燃机停止时起的时间作为所述内燃机的所述停止时间。
6.根据权利要求2所述的混合动力车辆，还包括：
启动次数测量单元，其测量在打开点火装置后作为所述内燃机的启动次数的启动次数，
其中当所述测量的温度低于预定温度且所述测量的启动次数小于预定次数时，所述判断模块判断在所述内燃机启动时所述内燃机的阻力变为所述预定阻力或更大。
7.根据权利要求1所述的混合动力车辆，还包括：
固定单元，其可固定所述车轴由此使得所述车轴不能旋转，
其中所述启动控制模块进行所述控制，使得当发出对所述内燃机的启动命令且所述车轴被所述固定单元固定时，在所述齿轮机构中的所述啮合齿轮以所述第一扭矩或以所述第二扭矩被压向一侧的同时启动所述内燃机。
8.根据权利要求1所述的混合动力车辆，其中所述发动单元连接至所述内燃机的所述输出轴及所述驱动轴，并可以通过输入和输出电能和机械能，将来自所述内燃机的动力的至少一部分输出至所述驱动轴。
9.一种混合动力车辆的控制方法，所述混合动力车辆包括：内燃机，其可将动力经由齿轮机构输出至耦合到车轴的驱动轴；发动单元，其连接至所述内燃机的输出轴及所述驱动轴，并通过将动力输入所述驱动轴和将动力从所述驱动轴输出而发动所述内燃机；以及电机，其可将动力输入所述驱动轴和从所述驱动轴输出动力；
所述控制方法包括当发出对所述内燃机的启动命令时对所述内燃机、所述发动单元、以及所述电机的控制步骤，使得当判断出作为在发动所述内燃机时的所述内燃机的阻力的所述发动阻力变的小于所述预定阻力时，在所述齿轮机构中的啮合齿轮以第一扭矩被压向一侧的同时启动所述内燃机，并使得当判断出所述发动阻力变为所述预定阻力或更大时，在所述齿轮机构中的所述啮合齿轮以大于所述第一扭矩的第二扭矩被压向一侧的同时启动所述内燃机。
10.根据权利要求9所述的混合动力车辆的控制方法，还包括当所述内燃机的温度低于预定温度时，在判断所述发动阻力变为所述预定阻力或更大的同时进行所述控制的步骤。
11.根据权利要求10所述的混合动力车辆的控制方法，还包括当所述内燃机的温度低于预定温度且所述内燃机的停止时间为预定时间或更长时，在判断所述发动阻力变为所述预定阻力或更大的同时进行所述控制的步骤。
12.根据权利要求11所述的混合动力车辆的控制方法，其中所述内燃机的所述停止时间是从最近一次关闭点火装置时起的时间。
13.根据权利要求11所述的混合动力车辆的控制方法，其中所述内燃机的所述停止时间是从最近一次所述内燃机停止时起的时间。
14.根据权利要求10所述的混合动力车辆的控制方法，还包括当所述内燃机的温度低于预定温度且作为在打开所述点火装置之后所述内燃机的启动次数的启动次数小于预定次数时，在判断在所述内燃机启动时所述内燃机的阻力变为所述预定阻力或更大的同时进行所述控制的步骤。
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