CN102069701B - 混合动力车辆及混合动力车辆的控制方法 - Google Patents
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Abstract
在混合动力车辆在车辆的***启动后在不启动发动机(22)的情况下在电动牵引模式下依靠电动牵引行驶时,当冷却剂温度(Tw)等于或高于预定温度(Twref)且车速(V)等于或超过预定车速(Vref)时,或当冷却剂温度(Tw)等于或高于预定温度(Twref)且加速度(α)的绝对值等于或高于预定加速度(αref)时,通过在不执行燃料喷射或点火的情况下驱动和控制电动机(MG1)来沿反转方向拖动发动机(S220,S240至S280)。因此,即使燃料由于油密性不足而从燃料喷射阀泄漏,泄漏的燃料也返回到进气***,从而可抑制发动机(22)启动时的排放恶化,且发动机(22)被充分润滑。
Description
技术领域
本发明涉及一种混合动力车辆及混合动力车辆的控制方法。更具体而言,本发明涉及这样一种混合动力车辆并且还涉及一种控制该混合动力车辆的方法,该混合动力车辆包括:输出动力的内燃发动机;能够拖动该内燃发动机的发动机拖动用电动机(电机);输出动力的车辆牵引用电动机;以及向发动机拖动用电动机和车辆牵引用电动机供给电力的二次电池。
背景技术
关于电动机的旋转轴经由变速器连接到车轴并且内燃发动机的输出轴经由摩擦离合器与该电动机的旋转轴相连的混合动力车辆,日本专利申请公报No.11-205907(JP-A-11-205907)记载了一种混合动力车辆,其中在开始燃料喷射和点火以启动发动机之前,在车辆由电动机供给动力的状态下摩擦离合器逐渐接合以拖动发动机,直到发动机转速达到约200rpm到300rpm,然后使用来自发动机的动力牵引混合动力车辆。在所述的混合动力车辆中,通过借助于经由摩擦离合器将转矩逐渐传递到发动机而逐渐增加发动机的转速来避免当发动机启动时产生的冲击。
此外,日本专利申请公报No.2008-190416(JP-A-2008-190416)记载了一种用于具有拖动内燃发动机的电动机的混合动力车辆的内燃发动机控制装置,其在当要启动内燃发动机时内燃发动机的温度低于阈值温度的情况下控制电动机沿反方向转动内燃发动机。根据所述的控制装置,通过反转内燃发动机,将燃料喷入含空气的气缸中的气氛中,并点燃所喷射的燃料,可大幅减少电动机为了启动内燃发动机而消耗的电力。
但是,在JP-A-11-205907中记载的混合动力车辆中,由于发动机在启动时被拖动,所以燃料会由于油密性不足而从燃料喷射阀泄漏,并且会从发动机直接排出,从而可能增加不希望的排放。同样,在JP-A-2008-190416中记载的混合动力车辆中,如果内燃发动机的温度超过阈值温度,则通过沿通常旋转方向转动内燃发动机而启动发动机,从而燃料会由于油密性不足而从燃料喷射阀泄漏,并且会从发动机直接排出。
近年来,混合动力车辆已装备有安装在车辆中的二次电池,该二次电池在车辆停止时可使用外部电源进行充电。当在车辆启动之后牵引车辆所需的动力低于预先被设为用来启动内燃发动机的动力的发动机启动动力时,车辆依靠来自车辆牵引电机的动力行驶而不启动内燃发动机,直到二次电池中的蓄电量下降到规定水平。当在车辆依靠来自车辆牵引电机的动力行驶时牵引车辆所需的动力超过发动机启动动力时,内燃发动机启动并且来自内燃发动机的动力被用来牵引车辆。在这种混合动力车辆中,由于要求内燃发动机在启动后立即输出高功率,所以内燃发动机在启动后立即在高负荷和高转速下运转。但是,在某些情况下,如果内燃发动机在混合动力车辆的***启动后第一次启动,则可能会在发动机被油充分润滑之前执行内燃发动机的高负荷和高速运转。
发明内容
本发明提供一种混合动力车辆,其抑制在内燃发动机启动时排放的恶化并且即使在内燃发动机在启动后立即在高负荷和高转速下运转时也允许充分润滑内燃发动机,本发明还提供一种控制该混合动力车辆的方法。
本发明的第一方面涉及一种混合动力车辆。该混合动力车辆包括:内燃发动机,其输出车辆牵引用的动力;发动机拖动用电动机,其拖动所述内燃发动机;车辆牵引用电动机,其输出车辆牵引用的动力;二次电池,其向所述发动机拖动用电动机和所述车辆牵引用电动机供给电力;以及发动机启动前控制装置,其用于控制所述内燃发动机和所述发动机拖动用电动机,使得在所述混合动力车辆的***启动后所述混合动力车辆在所述内燃发动机不运转的状态下依靠来自所述车辆牵引用电动机的动力行驶的***启动后电动牵引行驶期间,在不执行燃料喷射也不执行点火的情况下沿反转方向拖动所述内燃发动机。
根据本发明的前述方面,在混合动力车辆的***启动后混合动力车辆在内燃发动机不运转的状态下依靠来自车辆牵引用电动机的动力行驶的***启动后电动牵引行驶期间,在不执行燃料喷射也不执行点火的情况下内燃发动机被沿反转方向拖动。由于此拖动,由于低油密性而从燃料喷射阀泄漏的燃料被送到进气侧,从而可抑制在内燃发动机启动时油被排出,因而可抑制在内燃发动机启动时排放的恶化。由于沿反转方向拖动内燃发动机向内燃发动机的各个部分供给了润滑油,所以可避免内燃发动机在润滑油不足的情况下运转。结果,即使内燃发动机在启动后立即在高负荷和高转速下运转,内燃发动机也会在被充分润滑的情况下运转。
在前一方面中,所述发动机启动前控制装置可控制所述内燃发动机和所述发动机拖动用电动机,使得在所述***启动后电动牵引行驶期间如果车速等于或超过预定的车速则沿所述反转方向拖动所述内燃发动机。
此结构使得可减少当内燃发动机沿反转方向被拖动时产生的噪音和振动对车辆乘员造成的不适。
在前一方面中,所述发动机启动前控制装置可控制所述内燃发动机和所述发动机拖动用电动机,使得在所述***启动后电动牵引行驶期间如果所述车辆的加速度等于或高于预定的加速度或者如果所述车辆的减速度等于或低于预定的减速度则沿所述反转方向拖动所述内燃发动机。
此结构使得可减少当内燃发动机沿反转方向被拖动时产生的噪音和振动对车辆乘员造成的不适。
在前一方面中,所述发动机启动前控制装置可控制所述内燃发动机和所述发动机拖动用电动机,使得如果在所述***启动后电动牵引行驶期间所述内燃发动机沿所述反转方向被拖动,则所述内燃发动机以500rpm到2000rpm的范围内的转速沿所述反转方向被拖动达1秒到20秒的范围内的持续时间。
在此结构中,允许当所述内燃发动机的冷却剂温度等于或高于预定的温度时所述发动机启动前控制装置阻止沿所述反转方向拖动所述内燃发动机。
这是基于如下情况:当内燃发动机的冷却剂温度处于或高于一定高水平时,能够判定为在内燃发动机停止运转后并未经过长的持续时间,亦即,能够判定为尚未发生燃料由于低油密性而从燃料喷射阀泄漏,并且可在一定程度实现内燃发动机的润滑。
在以上方面中,所述混合动力车辆还可包括连接到外部电源并对所述二次电池充电的充电装置。
在前述方面中,所述混合动力车辆可包括行星齿轮机构,所述行星齿轮机构的三个旋转元件连接到三个轴,所述三个轴为所述内燃发动机的输出轴、所述发动机拖动用电动机的旋转轴和连接到车轴的驱动轴。所述车辆牵引用电动机可为也用作发电机的电动机,并且所述发动机拖动用电动机可为也用作发电机的电动机。
其中所述发动机拖动用电动机为也用作发电机的电动机。
在前述方面中,所述混合动力车辆还可包括双转子电动机(电机),所述双转子电动机具有内转子和外转子,所述内转子连接到所述内燃发动机的曲轴,所述外转子连接到将动力输出到驱动轮的驱动轴,并且所述双转子电动机将所述内燃发动机的动力的一部分传递到所述驱动轴并将其余动力转换成电力。所述车辆牵引用电动机可为也用作发电机的电动机,并且所述发动机拖动用电动机可为也用作发电机的电动机并可经由所述双转子电动机拖动所述内燃发动机。
在此结构中,所述车辆牵引用电动机中的第一个可经由变速器与连接到驱动轮的驱动轴相连,并且所述内燃发动机可经由离合器连接到所述车辆牵引用电动机中的所述第一个的旋转轴,并且所述车辆牵引用电动机中的第二个可与所述内燃发动机的曲轴相连。来自所述内燃发动机和所述车辆牵引用电动机中的所述第二个的动力经由所述车辆牵引用电动机中的所述第一个的所述旋转轴和所述变速器输出到所述驱动轴,并且来自所述车辆牵引用电动机中的所述第一个的动力经由所述变速器输出到所述驱动轴。
本发明的第二方面涉及一种控制混合动力车辆的方法,所述混合动力车辆包括输出车辆牵引用的动力的内燃发动机、拖动所述内燃发动机的发动机拖动用电动机、输出车辆牵引用的动力的车辆牵引用电动机以及向所述发动机拖动用电动机和所述车辆牵引用电动机供给电力的二次电池。该控制混合动力车辆的方法包括控制所述内燃发动机和所述发动机拖动用电动机,使得当在所述混合动力车辆的***启动后所述混合动力车辆在所述内燃发动机不运转的状态下依靠来自所述车辆牵引用电动机的动力行驶时,在不执行燃料喷射也不执行点火的情况下沿反转方向拖动所述内燃发动机。
根据本发明的前述方面,在车辆的***启动后混合动力车辆在内燃发动机不运转的状态下依靠来自车辆牵引用电动机的动力行驶的***启动后电动牵引行驶时,在不执行燃料喷射也不执行点火的情况下内燃发动机被沿反转方向拖动。由于此拖动,由于低油密性而从燃料喷射阀泄漏的燃料被送到进气侧,从而可抑制在内燃发动机启动时油被排出,因而可抑制在内燃发动机启动时排放的恶化。由于沿反转方向拖动内燃发动机向内燃发动机的各个部分供给了油,所以可避免内燃发动机在未充分润滑的情况下运转。结果,即使内燃发动机在启动后立即在高负荷和高转速下运转,内燃发动机也会被充分润滑。
附图说明
下面将参照附图描述本发明的特征、优点以及技术和工业意义,附图中同样的标号表示同样的元件,并且其中:
图1示出根据本发明一个实施例的混合动力车辆的总体结构;
图2是由根据该实施例的混合动力车辆电子控制单元执行的牵引模式设定操作的示例的流程图;
图3是示出由混合动力车辆电子控制单元控制的发动机启动前反转处理操作的示例的流程图;
图4示出根据本发明的变型实施例的混合动力车辆的总体构造;
图5示出根据另一第二变型实施例的混合动力车辆的总体构造;
图6示出根据第三变型实施例的混合动力车辆的总体构造;
图7示出根据第四变型实施例的混合动力车辆的总体构造。
具体实施方式
图1示出根据本发明的一个实施例的混合动力车辆20的总体结构。如图1所示,混合动力车辆20包括:发动机22,其使用汽油、轻油等作为燃料;驱动和控制发动机22的发动机电子控制单元(下称“发动机ECU”)24,其从检测发动机22的状态的传感器接收检测信号等,例如,由冷却剂温度传感器23检测到的发动机22的冷却剂温度Tw;行星齿轮30,其带有与发动机22的曲轴26连接的行星架和与驱动轴32连接的齿圈,该驱动轴32经由差动齿轮38连接到驱动轮39a和39b;电机MG1,其可为例如具有与行星齿轮30的太阳齿轮连接的转子的同步电动发电机;电机MG2,其可为例如具有与驱动轴32连接的转子的同步电动发电机;逆变器41和42,其驱动电机MG1和MG2;电机电子控制单元(下称“电机ECU”)40,其通过逆变器41和42的切换元件(未示出)的切换控制来驱动和控制电机MG1和MG2;电池50,例如锂离子二次电池;充电装置55,其包括转换直流(DC)电力的电压并向电池50供给转换的电压的DC/DC转换器56、将交流(AC)电力转换为DC电力的AC/DC转换器58、以及电源线束59;以及混合动力车辆电子控制单元70,其与发动机ECU 24和电机ECU 40通信,并控制整个车辆。充电装置可与连接到电池50的电源线54连接。此外,发动机ECU 24基于由曲柄角传感器(未示出)检测到的曲柄角计算发动机转速Ne等。电机ECU 40基于由旋转位置传感器(未示出)检测到的转子的旋转位置计算电机MG1和MG2的转速Nm1和Nm2等。
混合动力车辆电子控制单元70构成为包括CPU 72的微处理器。除CPU 72外,混合动力车辆电子控制单元70包括存储处理程序的ROM 74、临时存储数据的RAM 76、输入和输出端口(未示出)以及通信端口。混合动力车辆电子控制单元70经由输入端口接收各种信号,例如:来自点火开关80的点火信号;来自检测变速杆81的操作位置的变速位置传感器82的变速位置SP;来自检测加速器踏板83的下压量的加速器踏板位置传感器84的加速器操作量Acc;来自检测制动踏板85的下压量的制动踏板位置传感器86的制动踏板位置BP;来自车速传感器88的车速V;来自加速度传感器89的车辆加速度α等。混合动力车辆电子控制单元70经由输出端口向DC/DC转换器56输出切换控制信号、向AC/DC转换器58输出切换信号等。此外,混合动力车辆电子控制单元70还基于由电流传感器(未示出)检测到的充电/放电电流的积分值计算电池50的剩余电量(充电状态SOC)以管理电池50,并基于算出的SOC和电池50的温度计算表示可对电池50充电或放电的最大允许电力的输入/输出极限Win和Wout。
混合动力车辆20基于车速V和加速器踏板83的加速器操作量Acc计算要输出到驱动轴32的要求转矩,然后控制发动机22、电机MG1和电机MG2的运转以使得对应于要求转矩的所需动力被输出到驱动轴32。在各种模式下执行发动机22、电机MG1和电机MG2的运转控制,例如,执行以下模式。转矩转换运转模式,其中发动机22***作和控制成使得对应于要求动力的动力从发动机22输出,并且电机MG1和电机MG2被控制成使得从发动机22输出的全部动力输出到驱动轴32。充电/放电运转模式,其中发动机22被控制成输出与要求转矩和对电池50充电/放电所需的电力的总和相对应的动力,并且电机MG1和电机MG2被控制成使得从发动机22输出的全部动力的量,包括电池50的充电/放电,被输出到驱动轴32作为要求动力,而其转矩被行星齿轮30、电机MG1和电机MG2转换。电机运转模式,其中执行运转控制以使得发动机22停止运转并且对应于要求动力的来自电机MG2的动力被输出到驱动轴32。顺便提及,转矩转换运转模式和充电/放电运转模式均为涉及发动机22的运转的、发动机22以及电机MG1和MG2被控制成使得要求转矩被输出到驱动轴32的模式。下文这些模式可被统称为发动机运转模式。
在本实施例的混合动力车辆20中,在行驶期间电池50的充电/放电被控制成使得当车辆20到家或到达预设充电地点时,电池50的SOC将被控制为足够发动机22启动的低水平。在混合动力车辆20在家或预设充电地点停止之后,充电装置55的电源线束59可连接到商业电源,并且DC/DC转换器56和AC/DC转换器58被控制成利用来自商业电源的电力将电池50充满电或将电池充电到低于充满状态的预定水平。然后,当车辆20的***在电池50充电后启动时,执行如例如在图2中所示由牵引模式设定操作执行的处理。亦即,混合动力车辆20在电动牵引优先模式下操作,其中电机运转模式(电动牵引)被给以优先,直到电池50的SOC达到发动机22将会被启动的阈值Shv(步骤S100至S120)。在电池50的SOC已达到阈值Shv之后,车辆在混合动力牵引优先模式下操作,其中发动机运转模式中的车辆牵引(混合动力牵引)被给以优先(步骤S130)。
接下来,将描述混合动力车辆20的操作,更具体而言在通过接通点火开关80而启动混合动力车辆20的***后车辆在不启动发动机22的情况下在电动牵引优先模式中依靠电动牵引进行运动时执行的混合动力车辆20的操作。图3是示出由混合动力车辆电子控制单元70执行的发动机启动前反转操作的示例的流程图。在混合动力车辆20的***启动后混合动力车辆20在不使发动机22运转的电动牵引优先模式中依靠电动牵引进行运动期间,在预定间隔(例如,数毫秒)反复执行该操作直到反转结束标记Fend被设为1。通过发动机启动前反转处理操作或通过当在车辆20的***启动后启动发动机22时执行的初始发动机启动操作(未示出)来将反转结束标记Fend设为1。
当执行发动机启动前反转操作时,混合动力车辆电子控制单元70的CPU 72首先输入控制所需的数据,例如车速V、发动机转速Ne、冷却剂温度(下称“冷却剂温度”)Tw、车辆加速度α等(步骤S200)。发动机ECU 24可基于来自曲柄角传感器(未示出)的信号计算发动机转速Ne并与CPU 72通信。冷却剂温度Tw由温度传感器23检测,并从发动机ECU24输出到CPU 72。
在数据被CPU 72接收后,检查反转开始标记Fstart的值(步骤S210)。通常,当***启动时通过初始化操作(未示出)将反转开始标记Fstart设为0。之后,当通过发动机启动前反转操作开始沿反转方向拖动发动机22时,反转开始标记Fstart被设为1。在***启动后立即将反转开始标记Fstart设为0。如果反转开始标记Fstart为0,则将冷却剂温度Tw与阈值冷却剂温度Twref进行比较,该阈值冷却剂温度Twref为可将发动机22描述为充分暖的温度,例如,40℃或45℃等(步骤S220)。如果冷却剂温度Tw等于或高于阈值Twref,则判定为将不需要拖动发动机22。然后,将反转结束标记Fend设为1(步骤S230),并且当前执行的例程结束。如果冷却剂温度Tw等于或高于阈值Twref,则判定为发动机22的运转停止后经过的时间并不长,从而可判定为尚未发生燃料由于低油密性而从燃料喷射阀泄漏并且发动机22仍可在一定程度上被润滑油润滑;因此,沿反转方向拖动发动机22的需要低。于是反转结束标记Fend被设为1,并且一直到***启动之前都不执行发动机启动前反转操作。
如果在步骤S220判定出冷却剂温度Tw低于阈值Twref,则判定车速V是否等于或超过阈值车速Vref,或车辆加速度α的绝对值是否等于或超过阈值αref(步骤S240)。阈值车速Vref可被预先确定为车辆的运动造成的暗噪音将覆盖沿反转方向拖动发动机22所产生的噪音和振动以使得拖动所产生的噪音和振动将不会对驾驶者或乘员造成不适的车速,并且能基于车辆的特性等确定该阈值车速Vref。此外,阈值αref可被预先确定为车辆的行驶造成的暗噪音将覆盖沿反转方向拖动发动机22所产生的噪音和振动以使得拖动所产生的噪音和振动将不会对驾驶者或乘员造成不适的加速度或减速度,并且能基于车辆的特性等确定该阈值αref。如果车速V低于阈值车速Vref,或车辆加速度α的绝对值低于阈值αref,则判定为沿反转方向拖动发动机22所产生的振动和噪音将对驾驶者和乘员造成不适;因此,当前执行的该操作结束而不沿反转方向拖动发动机22。
当车速V等于或超过阈值车速Vref或车辆加速度α的绝对值等于或超过阈值αref时,将反转开始标记Fstart设为1(步骤S250)。然后,将反转发动机转速Nset设为发动机22的目标发动机转速Ne*(步骤S260),并且将电机MG1的转矩指令值Tm1*设为初始设定成为了以反转发动机转速Nset稳定地拖动发动机22而要从电机MG1输出的转矩Tset与使发动机转速Ne和目标发动机转速Ne*相等的反馈项的值的总和(步骤S270)。此后,将目标发动机转速Ne*以及防止燃料喷射和点火的控制信号发送到发动机ECU 24,并且将设定的转矩指令值Tm1*发送到电机ECU 40(步骤S280)。随后,当前执行的操作结束。
在收到目标发动机转速Ne*以及防止燃料喷射和点火的控制信号后,即使开始沿反转方向拖动发动机22,发动机ECU 24也不启动燃料喷射或点火。在收到转矩指令值Tm1*后,电机ECU 40执行逆变器41的切换元件(未示出)的切换控制以使得电机MG1输出对应于转矩指令值Tm1*的转矩。通过这样执行的控制,在不执行燃料喷射或点火的情况下沿反转方向拖动发动机22。当电机MG1输出用于沿反转方向拖动发动机22的转矩Tm1时,-Tm1/ρ的转矩作用在驱动轴32上,其中ρ为行星齿轮30的传动比(太阳齿轮的齿数/齿圈的齿数)。因此,在混合动力车辆20的驱动控制操作(未示出)中,当开始沿反转方向拖动发动机22时,将电机MG2的转矩指令Tm2*设为驱动轴32为了牵引车辆而要求的要求转矩与抵消当发动机22沿反转方向被拖动时作用在驱动轴32上的转矩(-Tm1/ρ)的转矩的总和。因此,可在将车辆牵引用的要求转矩输出到驱动轴32的同时沿反转方向拖动发动机22。可将反转发动机转速Nset设为允许使用润滑油充分润滑发动机22的发动机转速,例如500rpm、700rpm、1000rpm、1500rpm、2000rpm等。
在开始沿反转方向拖动发动机22后,在下次执行发动机启动前反转操作时在步骤S210中判定出反转开始标记Flag为1。在此情况下,判定在沿反转方向拖动发动机22的开始后是否已经过了允许通过发动机22的反转充分润滑发动机22的预设时间,例如2秒、5秒、7秒、10秒、20秒等(步骤S290)。在已经过了预定时间后,执行将用于使发动机22以反向发动机转速Nset旋转的转矩设定为电机MG1的转矩指令值Tm1*的处理(步骤S270)以及将目标发动机转速Ne*和防止燃料喷射和点火的控制信号发送到发动机ECU 24且将设定的转矩指令值Tm1*发送到电机ECU 40的处理(步骤S280),并且当前执行的操作结束。
在从沿反转方向拖动发动机22的开始起已经过了预定时间之后,将反转结束标记Fend设为1(步骤S300),将目标发动机转速Ne*设为0(步骤S310),并且将电机MG1的转矩指令值Tm1*设为0(步骤S320)。然后将目标发动机转速Ne*和停止沿反转方向拖动发动机22的控制信号发送到发动机ECU 24,并且将转矩指令值Tm1*的设定值0发送到电机ECU40(步骤S330)。随后,当前执行的操作结束。
根据混合动力车辆20,当车辆20在电动牵引优先模式中依靠电动牵引行驶时,在不执行燃料喷射也不执行点火的情况下通过驱动和控制电机MG1而沿反转方向拖动发动机22。因此,即使燃料由于不充分的油密性而从燃料喷射阀泄漏,泄漏的燃料也返回到发动机22的进气***,从而当发动机22启动时泄漏的燃料不会经排气排出。因而,混合动力车辆20能够抑制排放恶化。此外,由于执行沿反转方向拖动发动机22以使得发动机22被润滑油润滑,所以即使发动机22在启动后立即在高负荷和高转速下运转,混合动力车辆20也能够抑制在发动机22由于要求的车辆牵引动力增加而启动后由不充分的润滑造成的缺点或麻烦(例如,抱缸或破裂)。
虽然在混合动力车辆20中,发动机22沿反转方向被拖动以使用润滑油润滑发动机22,但如果能有效抑制燃料喷射阀不充分的油密性造成的燃料排出,则也可短时间在低发动机转速执行沿反转方向拖动发动机22。
在混合动力车辆20中,在混合动力车辆20的***启动后混合动力车辆20在不启动发动机20的情况下在电动牵引优先模式中依靠电动牵引而行驶时,如果冷却剂温度Tw等于或高于阈值冷却剂温度Twref并且车速V等于或高于阈值车速Vref,或者如果冷却剂温度Tw等于或高于阈值冷却剂温度Twref并且车辆加速度α的绝对值等于或高于阈值加速度αref,则沿反转方向拖动发动机22。但是,在混合动力车辆20的***启动后混合动力车辆20在不启动发动机22的情况下在电动牵引优先模式中依靠电动牵引而行驶时,也可与冷却剂温度Tw无关地执行沿反转方向拖动发动机22,或者也可与车速V无关地执行沿反转方向拖动发动机22,或者也可与车辆加速度α无关地执行沿反转方向拖动发动机22。亦即,在混合动力车辆20在电动牵引优先模式中依靠电动牵引而行驶时,即使冷却剂温度Tw等于或低于阈值冷却剂温度Twref、车速V低于阈值车速Vref并且车辆加速度α的绝对值低于阈值加速度αref,也可沿反转方向拖动发动机22。此外,即使冷却剂温度Tw等于或低于阈值冷却剂温度Twref,如果车速V或车辆加速度α的绝对值分别等于或超过阈值车速Vref或阈值加速度αref,则也可沿反转方向拖动发动机22。即使车速V和车辆加速度α的绝对值都分别低于阈值车速Vref和阈值加速度αref,如果冷却剂温度Tw等于或高于阈值冷却剂温度Twref,则也可执行沿反转方向拖动发动机22。
虽然在混合动力车辆20中电机MG2的动力被输出到驱动轴32,但是如图4所示混合动力车辆120中那样,电机MG2的动力可改为输出到与连接到驱动轴32的车轴不同(即,不同于与驱动轮39a和39b连接的车轴)的车轴。因此,动力可输出到与驱动轮39c和39d连接的车轴。
在混合动力车辆20中,发动机22的动力经由行星齿轮30输出到与驱动轮39a和39b连接的驱动轴32。但是,该构造可被修改成如通过图5所示混合动力车辆220例示那样,其中双转子电动机230——其具有与发动机22的曲轴连接的内转子232和与将动力输出到驱动轮39a和39b的驱动轴32连接的外转子234——将发动机22的一部分动力输出到驱动轴,并将发动机22的其余动力转换为电力。
在混合动力车辆20中,来自发动机22和电机MG2的动力经由行星齿轮30输出到与驱动轮39a和39b连接的驱动轴32。但是,该构造可被修改成如通过图6所示混合动力车辆320例示那样,使得电机MG2经由变速器330与连接到驱动轮39a和39b的驱动轴相连,且发动机22经由离合器329连接到电机MG2的旋转轴,并且电机MG1与发动机22的曲轴相连,使得来自发动机22和电机MG1的动力经由电机MG2的旋转轴和变速器330输出到驱动轴,且来自电机MG2的动力经由变速器330输出到驱动轴。或者,按照图7所示的混合动力车辆420,来自电机MG1和发动机22的动力可经由变速器430输出到与驱动轮39a和39b连接的车轴,并且来自电机MG2的动力可输出到不同的车轴,例如,如图7所示与车轮39c和39d连接的车轴。
实施例的混合动力车辆20和变型混合动力车辆120、220、320和420构成为装备有充电装置55的所谓的插电式混合动力车辆,该充电装置55包括用于将从商用电源供给的交流电力转换成直流电力以对电池50充电的AC/DC转换器58和DC/DC转换器56。但是,本发明的混合动力车辆也可应用于未装备有包括DC/DC转换器56和AC/DC转换器58的充电装置55的混合动力车辆。
亦即,本发明的混合动力车辆可构成为装备有输出车辆牵引动力的发动机、拖动发动机的发动机拖动用电动机和输出车辆牵引动力的车辆牵引用电动机的任何类型的混合动力车辆。此外,本发明并不局限于混合动力车辆的***,而是也可采用混合动力车辆的控制方法的形式来实现。
下面将描述前述实施例的主要元件与本发明的主要元件之间的对应关系。发动机22可对应于本发明中的“内燃发动机”,电机MG1可对应于“发动机拖动用电动机”,电机MG2可对应于“车辆牵引用电动机”,电池50可对应于“二次电池”。此外,执行图3所示发动机启动前反转操作的混合动力车辆电子控制单元70可对应于本发明中的“发动机启动前控制装置”,其中在混合动力车辆20的***启动后混合动力车辆20在电动牵引优先模式下在不启动发动机22的情况下依靠电动牵引行驶时,当冷却剂温度Tw等于或高于预定温度Twref并且车速V等于或超过阈值车速Vref时,或者当冷却剂温度Tw等于或高于预定温度Twref并且车辆加速度α的绝对值等于或高于预定加速度αref时,通过在不执行燃料喷射也不执行点火的情况下驱动和控制电机MG1来沿反转方向拖动发动机22。此外,接收转矩指令值Tm1*并相应地驱动和控制电机MG1的电机ECU 40以及接收控制信号并相应地控制发动机22的发动机ECU 24也可对应于发动机启动前控制装置。
文中,“内燃发动机”并不限于通过使用烃基燃料如汽油、轻油等输出动力的内燃发动机,而可以是任何类型的内燃发动机,例如氢发动机等,只要该内燃发动机能够输出车辆牵引动力即可。“发动机拖动用电动机”并不限于构成为同步电动发电机的电机MG1,而可以是任何类型的电动机,例如感应电动机等,只要该电动机能够拖动内燃发动机即可。“车辆牵引用电动机”并不限于构成为同步电动发电机的电机MG2,而可以是任何类型的电动机,例如感应电动机等,只要该电动机能够输出车辆牵引动力即可。“二次电池”并不限于构成为锂离子二次电池的电池50,而可以是任何类型的二次电池,例如镍金属氢化物二次电池、镍镉二次电池、铅蓄电池等。“发动机启动前控制装置”并不限于混合动力车辆电子控制单元70、发动机ECU 24和电机ECU 40的组合,而是也可以是单个电子控制单元。此外,“发动机启动前控制装置”并不限于用于在混合动力车辆20的***启动后混合动力车辆20在电动牵引优先模式下在不启动发动机22的情况下依靠电动牵引行驶时,当冷却剂温度Tw等于或高于预定温度Twref并且车速V等于或超过阈值车速Vref时,或者当冷却剂温度Tw等于或高于预定温度Twref并且车辆加速度α的绝对值等于或高于预定加速度αref时,通过在不执行燃料喷射也不执行点火的情况下驱动和控制电机MG1来沿反转方向拖动发动机22的装置,而可以是任何装置,只要该装置控制内燃发动机和发动机拖动用电动机以使得在混合动力车辆的***启动后混合动力车辆在内燃发动机不运转的情况下依靠来自牵引电动机的动力行驶时在不执行燃料喷射也不执行点火的情况下拖动内燃发动机即可。例如,当混合动力车辆20在不启动发动机22的情况下在电动牵引优先模式下操作时,如果冷却剂温度Tw等于或低于预定温度Twref,车速V低于阈值车速Vref,并且车辆加速度α的绝对值低于阈值加速度αref,则发动机启动前控制装置也可启动沿反转方向拖动发动机22。或者,如果车速V等于或超过预定车速Vref,或车辆加速度α的绝对值等于或高于预定加速度αref,则不论冷却剂温度Tw是否等于或低于预定温度Twref,发动机启动前控制装置都可启动沿反转方向拖动发动机22。此外,即使车速V低于预定车速Vref或车辆加速度α的绝对值低于预定加速度αref,只要冷却剂温度Tw等于或高于预定温度Twref,发动机启动前控制装置就可启动沿反转方向拖动发动机22。
虽然已参照本发明的示例性实施例描述本发明,但应该理解的是,本发明并不限于所述的实施例或结构。相反,本发明旨在涵盖各种变型和等同布置。此外,虽然在各种示例性组合和构造中示出所披露的发明的各种要素,但包括更多、更少或仅单个要素的其他组合和构造也在所附权利要求的范围内。
Claims (9)
1.一种混合动力车辆,包括:
内燃发动机,所述内燃发动机输出车辆牵引用的动力;
发动机拖动用电动机(MG1、MG2),所述发动机拖动用电动机拖动所述内燃发动机(22);
车辆牵引用电动机(MG1、MG2),所述车辆牵引用电动机输出车辆牵引用的动力;以及
二次电池(50),所述二次电池向所述发动机拖动用电动机(MG1、MG2)和所述车辆牵引用电动机(MG1、MG2)供给电力,所述混合动力车辆的特征在于包括:
发动机启动前控制装置(70),所述发动机启动前控制装置用于控制所述内燃发动机(22)和所述发动机拖动用电动机(MG1、MG2),使得在所述混合动力车辆的***启动后所述混合动力车辆在所述内燃发动机(22)不运转的状态下依靠来自所述车辆牵引用电动机(MG1、MG2)的动力行驶的***启动后电动牵引行驶期间,在不执行燃料喷射也不执行点火的情况下沿反转方向拖动所述内燃发动机(22),
其中,如果所述内燃发动机(22)的冷却剂温度(Tw)等于或高于预定的温度(Twref),则所述发动机启动前控制装置(70)阻止沿所述反转方向拖动所述内燃发动机(22)。
2.根据权利要求1所述的混合动力车辆,其中,所述发动机启动前控制装置(70)控制所述内燃发动机(22)和所述发动机拖动用电动机(MG1、MG2),使得在所述***启动后电动牵引行驶期间如果车速(V)等于或超过预定的车速(Vref)则沿所述反转方向拖动所述内燃发动机(22)。
3.根据权利要求1所述的混合动力车辆,其中,所述发动机启动前控制装置(70)控制所述内燃发动机(22)和所述发动机拖动用电动机(MG1、MG2),使得在所述***启动后电动牵引行驶期间如果所述车辆的加速度等于或高于预定的加速度(αref)或者如果所述车辆的减速度(α)等于或低于阈值减速度(αref)则沿所述反转方向拖动所述内燃发动机(22)。
4.根据权利要求1所述的混合动力车辆,其中,所述发动机启动前控制装置(70)控制所述内燃发动机(22)和所述发动机拖动用电动机(MG1、MG2),使得如果在所述***启动后电动牵引行驶期间所述内燃发动机(22)沿所述反转方向被拖动,则所述内燃发动机(22)以500rpm到2000rpm的范围内的转速沿所述反转方向被拖动达1秒到20秒的范围内的持续时间。
5.根据权利要求1至4中任一项所述的混合动力车辆,还包括连接到外部电源并对所述二次电池(50)充电的充电装置。
6.根据权利要求1至4中任一项所述的混合动力车辆,还包括:
行星齿轮机构,所述行星齿轮机构的三个旋转元件连接到三个轴,所述三个轴为所述内燃发动机(22)的输出轴、所述发动机拖动用电动机(MG1、MG2)的旋转轴和连接到车轴的驱动轴(32),
其中,所述车辆牵引用电动机(MG1、MG2)为也用作发电机的电动机,并且
其中,所述发动机拖动用电动机(MG1、MG2)为也用作发电机的电动机。
7.根据权利要求1至4中任一项所述的混合动力车辆,其中:
所述发动机拖动用电动机构造成双转子电动机(230),所述双转子电动机具有内转子(232)和外转子(234),所述内转子连接到所述内燃发动机(22)的曲轴,所述外转子连接到将动力输出到驱动轮(39a、39b)的驱动轴(32),并且所述双转子电动机将所述内燃发动机(22)的动力的一部分传递到所述驱动轴(32)并将其余动力转换成电力,
其中,所述车辆牵引用电动机(MG1、MG2)为也用作发电机的电动机,并且
其中,所述发动机拖动用电动机(MG1、MG2)为也用作发电机的电动机。
8.根据权利要求1至4中任一项所述的混合动力车辆,其中:
所述车辆牵引用电动机(MG1、MG2)中的第一个(MG2)经由变速器(330)与连接到驱动轮(39a、39b)的驱动轴(32)相连,并且所述内燃发动机(22)经由离合器(329)连接到所述车辆牵引用电动机(MG1、MG2)中的所述第一个(MG2)的旋转轴,并且所述车辆牵引用电动机(MG1、MG2)中的第二个(MG1)与所述内燃发动机(22)的曲轴相连;并且
来自所述内燃发动机(22)和所述车辆牵引用电动机(MG1、MG2)中的所述第二个(MG1)的动力经由所述车辆牵引用电动机(MG1、MG2)中的所述第一个(MG2)的所述旋转轴和所述变速器(330)输出到所述驱动轴,并且来自所述车辆牵引用电动机(MG1、MG2)中的所述第一个(MG2)的动力经由所述变速器(330)输出到所述驱动轴。
9.一种混合动力车辆的控制方法,所述混合动力车辆包括输出车辆牵引用的动力的内燃发动机(22)、拖动所述内燃发动机(22)的发动机拖动用电动机(MG1、MG2)、输出车辆牵引用的动力的车辆牵引用电动机(MG1、MG2)以及向所述发动机拖动用电动机(MG1、MG2)和所述车辆牵引用电动机(MG1、MG2)供给电力的二次电池(50),所述控制方法的特征在于包括:
控制所述内燃发动机(22)和所述发动机拖动用电动机(MG1、MG2),使得当在所述混合动力车辆的***启动后所述混合动力车辆在所述内燃发动机(22)不运转的状态下依靠来自所述车辆牵引用电动机(MG1、MG2)的动力行驶时,在不执行燃料喷射也不执行点火的情况下沿反转方向拖动所述内燃发动机(22),
其中,如果所述内燃发动机(22)的冷却剂温度(Tw)等于或高于预定的温度(Twref),则阻止沿所述反转方向拖动所述内燃发动机(22)。
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