CN105644343B - 混合动力机动车 - Google Patents

混合动力机动车 Download PDF

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Publication number
CN105644343B
CN105644343B CN201510891970.XA CN201510891970A CN105644343B CN 105644343 B CN105644343 B CN 105644343B CN 201510891970 A CN201510891970 A CN 201510891970A CN 105644343 B CN105644343 B CN 105644343B
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motor
engine
rotating speed
converter
torque
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CN201510891970.XA
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CN105644343A (zh
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峰岸进郎
峰岸进一郎
天野正弥
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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
    • 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
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    • 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
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    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
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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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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Abstract

本发明提供一种混合动力机动车。在第一变换器的控制所使用的传感器产生了异常时发动机的转速Ne小于阈值Nref时(S120)，进行第一变换器的三相接通控制(S190)。由此，能够与驱动轴的转速的增加相应地使发动机的转速增加。并且，在发动机的转速Ne达到阈值Nst以上时，开始发动机的运转控制(S210～S230)。

Description

混合动力机动车
技术领域
本发明涉及混合动力机动车，详细而言，涉及具备发动机、行星齿轮、第一、第二电动机、第一、第二变换器、第二变换器、蓄电池的混合动力机动车。
背景技术
以往，作为这种混合动力机动车，提出了具备发动机、行星齿轮、第一、第二电动机、第一、第二变换器、蓄电池、升压电路的混合动力机动车(例如，参照专利文献1)。在此，在行星齿轮的太阳轮连接有第一电动机的转子。在行星齿轮的轮架连接有发动机的曲轴。在行星齿轮的齿圈连接有与驱动轮连结的驱动轴。第二电动机的转子与驱动轴连接。第一、第二变换器对第一、第二电动机进行驱动。升压电路对连接有蓄电池的低电压***的电力进行升压而向连接有第一、第二变换器的高电压***供给，或者对高电压***的电力进行降压而向低电压***供给。在该混合动力机动车中，在能够进行第一变换器的门切断的范围内产生了无法正常驱动第一电动机的规定的异常时，将第一变换器门切断，如下控制发动机、升压电路、第二变换器。对于发动机，以最高转速进行自立运转。对于升压电路，以产生由伴随旋转而产生反电动势的第一电动机能够产生的最大的发电电力的方式设定高电压***的目标电压，并以使高电压***的电压成为目标电压的方式进行控制。对于第二变换器，以在蓄电池的输入输出限制的范围内从第二电动机向驱动轴输出要求转矩而行驶的方式进行控制。由此，能够使仅基于来自第二电动机的动力的行驶持续得更长。
现有技术文献
专利文献
【专利文献1】日本特开2010-12827号公报
发明内容
发明要解决的问题
在上述的混合动力机动车中，在产生了规定的异常时发动机停止运转的情况下，使发动机的运转停止继续而仅通过来自第二电动机的动力进行行驶。因此，仅基于来自第二电动机的动力的行驶能够继续的时间和/或距离变短。因此，在无法利用第一电动机进行发动机的起转的情况下，要求能够使发动机运转。
本发明的混合动力机动车主要目的是在第一变换器的控制所使用的传感器发生了异常时发动机运转停止的情况下，能够使发动机运转。
用于解决问题的手段
本发明的混合动力机动车为了实现上述的主要目的而采用以下的手段。
本发明的混合动力机动车具备：
发动机；
第一电动机，作为三相交流电动机而构成，并且能够输出动力且能够被输入动力；
行星齿轮，其三个旋转要素以在共线图中按照所述第一电动机的旋转轴、所述发动机的输出轴、与驱动轮连结的驱动轴的顺序排列的方式与所述旋转轴、所述输出轴以及所述驱动轴连接；
第二电动机，能够向所述驱动轴输出动力，且能够从所述驱动轴被输入动力；
第一变换器，驱动所述第一电动机；
第二变换器，驱动所述第二电动机；以及
蓄电池，能够经由所述第一变换器、第二变换器与所述第一电动机、第二电动机进行电力的授受，
所述混合动力汽车的特征在于，
所述混合动力汽车具备控制单元，所述控制单元在所述第一变换器的控制所使用的传感器产生了异常的规定异常时所述发动机停止运转的情况下，对于所述第一变换器执行以使该第一变换器的多个开关元件中的上臂的全部或下臂的全部成为接通的方式进行控制的三相接通控制，对于所述第二变换器以从所述第二电动机向所述驱动轴输出行驶用的转矩的方式进行控制，对于所述发动机在该发动机的转速达到了规定转速以上时开始运转控制。
在该本发明的混合动力机动车中，第一电动机的旋转轴、发动机的输出轴、与驱动轮连结的驱动轴以在共线图中按照旋转轴、输出轴、驱动轴的顺序排列的方式与行星齿轮的3个旋转要素连接。并且，在第一变换器的控制使用的传感器发生异常的规定异常时发动机运转停止的情况下，如以下那样控制发动机和第一、第二变换器。对于第一变换器执行以使第一变换器的多个开关元件中的上臂的全部或下臂的全部接通的方式进行控制的三相接通控制。对于第二变换器以从第二电动机向驱动轴输出行驶用的转矩的方式进行控制。对于发动机在发动机的转速达到规定转速以上时开始运转控制。在此，根据共线图的关系，在发动机的运转停止中，在驱动轴的转速为正的情况下，第一电动机的转速成为负。而且，在第一电动机的转速为负时，若进行第一变换器的三相接通控制，则产生第一电动机的转速成为正的方向的转矩(拖曳转矩)。因此，在通过从第二电动机向驱动轴输出的转矩而驱动轴的转速增加时，通过第一电动机的拖曳转矩抑制第一电动机的转速向负侧增大，由此能够使发动机的转速增加。由此，在无法通过第一电动机使发动机起转时，能够使发动机的转速增加，将发动机的运转控制设为能够开始。并且，在发动机的转速达到规定转速以上时，能够开始发动机的运转控制。并且，通过来自发动机的转矩能够使发动机的转速进一步增加。当这样使发动机的转速增加一定程度时，将第一变换器门切断，使发动机以目标转速旋转，由此能够将由第一电动机的反电动势引起的电力使用于蓄电池的充电和/或第二电动机的驱动。由此，能够进一步延长仅通过来自第二电动机的动力行驶时的可行驶时间和/或可行驶距离。
附图说明
图1是表示作为本发明的一实施例的混合动力机动车20的结构的概略的结构图。
图2是表示包含电动机MG1、MG2的电机驱动***的结构的概略的结构图。
图3是表示通过实施例的HVECU70执行的规定异常时控制例程的一例的说明图。
图4是表示要求转矩设定用映射的一例的说明图。
图5是表示行星齿轮30的旋转要素的转速的关系的共线图的一例的说明图。
图6是表示进行变换器41的三相接通控制时的电动机MG1的转速Nm1与拖曳转矩Tdr的关系的一例的说明图。
图7是表示一边进行变换器41的三相接通控制一边行驶时的行星齿轮30的旋转要素的转速及转矩的关系的共线图的一例。
具体实施方式
接下来，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机动车20的结构的概略的结构图。图2是表示包含电动机MG1、MG2的电机驱动***的结构的概略的结构图。
如图1所示，实施例的混合动力机动车20具备发动机22、行星齿轮30、电动机MG1、MG2、变换器41、42、蓄电池50、混合动力用电子控制单元(以下，称为HVECU)70。
发动机22构成为以汽油和/或轻油等为燃料而输出动力的内燃机。该发动机22由发动机用电子控制单元(以下，称为发动机ECU)24进行运转控制。
发动机ECU24虽然未图示，但是构成为以CPU为中心的微型处理器，除了CPU之外，还具备存储处理程序的ROM和/或暂时存储数据的RAM、输入输出接口、通信接口。对发动机22经由输入接口输入进行运转控制所需的来自各种传感器的信号，例如来自检测曲轴26的旋转位置的曲轴位置传感器23的曲轴角θcr等。而且，从发动机ECU24经由输出接口输出用于对发动机22进行运转控制的各种控制信号，例如向调节节气门的位置的节气门电动机的驱动信号，向燃料喷射阀的驱动信号，向与点火器一体化的点火线圈的控制信号等。发动机ECU24经由通信接口而与HVECU70连接，通过来自HVECU70的控制信号对发动机22进行运转控制，并根据需要将与发动机22的运转状态相关的数据向HVECU70输出。需要说明的是，发动机ECU24基于由曲轴位置传感器23检测的曲轴角θcr来运算曲轴26的转速、即发动机22的转速Ne。
行星齿轮30构成为单小齿轮式的行星齿轮机构。在行星齿轮30的太阳轮连接有电动机MG1的转子。在行星齿轮30的齿圈连接有经由差动齿轮37而与驱动轮38a、38b连结的驱动轴36。在行星齿轮30的轮架连接有发动机22的曲轴26。
电动机MG1构成为具有埋入有永磁体的转子和卷绕有三相线圈的定子的同步发电电动机，如上所述，转子与行星齿轮30的太阳轮连接。电动机MG2构成为与电动机MG1同样的同步发电电动机，转子与驱动轴36连接。
变换器41、42与蓄电池50由电力线54连接。并且，在电力线54安装有滤波用的电容器57。
如图2所示，变换器41具有6个晶体管T11～T16、与晶体管T11～T16反方向地并联连接的6个二极管D11～D16。晶体管T11～T16以分别相对于电力线54的正极母线和负极母线成为拉侧和灌侧的方式以各2个成对配置。而且，在成为晶体管T11～T16的成对的晶体管彼此的连接点的各个连接有电动机MG1的三相线圈(U相、V相、W相)的各个。因此，在电压作用于变换器41时，通过电动机用电子控制单元(以下，称为电动机ECU)40，调节成对的晶体管T11～T16的接通时间的比例，由此在三相线圈形成旋转磁场，对电动机MG1进行旋转驱动。
变换器42与变换器41同样，具有6个晶体管T21～T26和6个二极管D21～D26。并且，在电压作用于变换器42时，通过电动机ECU40，调节成对的晶体管T21～T26的接通时间的比例，由此在三相线圈形成旋转磁场，对电动机MG2进行旋转驱动。
电动机ECU40虽然未图示，但是构成为以CPU为中心的微型处理器，除了具备CPU之外，还具备存储处理程序的ROM和/或暂时存储数据的RAM、输入输出接口、通信接口。如图1所示，来自对电动机MG1、MG2进行驱动控制所需的各种传感器的信号、例如来自分解器等旋转位置检测传感器43、44的电动机MG1、MG2的转子的旋转位置θm1、θm2、来自电流传感器45u、45v、46u、46v的电动机MG1、MG2的各相的相电流Iu1、Iv1、Iu2、Iv2等经由输入接口向电动机ECU40输入。而且，从电动机ECU40经由输出接口输出向变换器41、42的晶体管T11～T16、T21～T26的开关控制信号等。电动机ECU40经由通信接口而与HVECU70连接，通过来自HVECU70的控制信号对电动机MG1、MG2进行驱动控制，并根据需要将与电动机MG1、MG2的驱动状态相关的数据向HVECU70输出。需要说明的是，电动机ECU40基于来自旋转位置检测传感器43、44的电动机MG1、MG2的转子的旋转位置θm1、θm2来运算电动机MG1、MG2的转速Nm1、Nm2。
蓄电池50构成为例如锂离子二次电池和/或镍氢二次电池。该蓄电池50由蓄电池用电子控制单元(以下，称为蓄电池ECU)52管理。
蓄电池ECU52虽然未图示，但是构成为以CPU为中心的微型处理器，除了CPU之外，还具备存储处理程序的ROM和/或暂时存储数据的RAM、输入输出接口、通信接口。经由输入接口向蓄电池ECU52输入有管理蓄电池50所需的信号，例如来自设置于蓄电池50的端子间的电压传感器的电池电压Vb，来自安装于蓄电池50的输出端子的电流传感器的电池电流Ib，来自安装于蓄电池50的温度传感器的电池温度Tb等。而且，蓄电池ECU52经由通信接口而与HVECU70连接，根据需要将与蓄电池50的状态相关的数据向HVECU70输出。蓄电池ECU52为了管理蓄电池50，基于由电流传感器检测到的电池电流Ib的累计值来运算蓄电比例SOC。
HVECU70虽然未图示，但是构成为以CPU为中心的微型处理器，除了具备CPU之外，还具备存储处理程序的ROM和/或暂时存储数据的RAM、输入输出接口、通信接口。经由输入接口向HVECU70输入来自点火开关80的点火信号，来自检测换档杆81的操作位置的档位传感器82的档位SP，来自检测加速器踏板83的踩踏量的加速器踏板位置传感器84的加速器开度Acc，来自检测制动器踏板85的踩踏量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等。HVECU70如上所述，经由通信接口而与发动机ECU24和/或电动机ECU40、蓄电池ECU52连接，与发动机ECU24和/或电动机ECU40、蓄电池ECU52进行各种控制信号和/或数据的授受。
这样构成的实施例的混合动力机动车20以伴随发动机22的运转而行驶的混合动力行驶模式(HV行驶模式)和/或使发动机22的运转停止而行驶的电动行驶模式(EV行驶模式)行驶。
在HV行驶模式下的行驶时，HVECU70首先基于来自加速器踏板位置传感器84的加速器开度Acc和来自车速传感器88的车速V来设定行驶要求(应向驱动轴36输出)的要求转矩Tr*。接下来，在设定的要求转矩Tr*乘以驱动轴36的转速Nr，来计算行驶要求的行驶用功率Pdrv*。在此，驱动轴36的转速Nr使用电动机MG2的转速Nm2。并且，从计算出的行驶用功率Pdrv*减去蓄电池50的充放电要求功率Pb*(从蓄电池50放电时为正值)，设定车辆要求(应向发动机22输出)的要求功率Pe*。接下来，以从发动机22输出要求功率Pe*的要求转矩Tr*向驱动轴36输出的方式，设定发动机22的目标转速Ne*和/或目标转矩Te*、电动机MG1、MG2的转矩指令Tm1*、Tm2*。并且，关于发动机22的目标转速Ne*和/或目标转矩Te*，向发动机ECU24发送，关于电动机MG1、MG2的转矩指令Tm1*、Tm2*，向电动机ECU40发送。接收到发动机22的目标转速Ne*和目标转矩Te*的发动机ECU24以基于目标转速Ne*和目标转矩Te*使发动机22运转的方式进行发动机22的吸入空气量控制和/或燃料喷射控制、点火控制等。而且，接收到电动机MG1、MG2的转矩指令Tm1*、Tm2*的电动机ECU40以使电动机MG1、MG2由转矩指令Tm1*、Tm2*驱动的方式进行变换器41、42的晶体管T11～T16、T21～T26的开关控制。需要说明的是，变换器41、42的控制使用由旋转位置检测传感器43、44检测到的电动机MG1、MG2的转子的旋转位置θm1、θm2和由电流传感器45u、45v、46u、46v检测到的电动机MG1、MG2的各相的相电流Iu1、Iv1、Iu2、Iv2，通过脉冲宽度调制控制(PWM控制)进行。PWM控制是通过电动机MG1、MG2的电压指令与三角波(载波)电压的比较来调节晶体管T11～T16、T21～T26的接通时间的比例的控制。在该HV行驶模式下的行驶时，在要求功率Pe*达到停止用阈值Pstop以下时等发动机22的停止条件成立时，停止发动机22的运转而向EV行驶模式的行驶转移。
在EV行驶模式下的行驶时，HVECU70首先基于来自加速器踏板位置传感器84的加速器开度Acc和来自车速传感器88的车速V来设定要求转矩Tr*。接下来，将电动机MG1的转矩指令Tm1*设定为值0并以要求转矩Tr*向驱动轴36输出的方式设定电动机MG2的转矩指令Tm2*。然后，将电动机MG1、MG2的转矩指令Tm1*、Tm2*向电动机ECU40发送。接收到电动机MG1、MG2的转矩指令Tm1*、Tm2*的电动机ECU40以使电动机MG1、MG2按照转矩指令Tm1*、Tm2*驱动的方式进行变换器41、42的晶体管T11～T16、T21～T26的开关控制。在该EV行驶模式下的行驶时，在与HV行驶模式下的行驶时同样地计算的要求功率Pe*大于停止用阈值Pstop的发动机22的起动条件成立时，使发动机22起动而向HV行驶模式下的行驶转移。
在此，基本上发动机22的起动通过如下方式进行：从电动机MG1输出用于使发动机22起转的起转转矩Tcr，并且从电动机MG2输出用于取消伴随该起转转矩Tcr的输出而作用于驱动轴36的转矩的取消转矩Tcn，由此使发动机22起转，在发动机22的转速Ne达到规定转速(例如，800rpm和/或1000rpm等)以上时，开始发动机22的运转控制(燃料喷射控制和/或点火控制)，从而进行发动机22的起动。需要说明的是，即使在该发动机22的起动的正当中也以要求转矩Tr*向驱动轴36输出的方式进行电动机MG2的驱动控制。即，应该从电动机MG2输出的转矩成为要求转矩Tr*与取消转矩Tcn之和的转矩。
接下来，说明这样构成的实施例的混合动力机动车20的动作、尤其是旋转位置检测传感器43和/或电流传感器45u、45v等变换器41的控制(电动机MG1的驱动控制)所使用的传感器发生某些异常的规定异常时的动作。图3是表示由实施例的HVECU70执行的规定异常时控制例程的一例的说明图。该例程在规定异常时，每规定时间(例如，每几msec)反复执行。
当执行规定异常时控制例程时，HVECU70首先输入加速器开度Acc和/或车速V、发动机22的转速Ne、驱动轴36的转速Nr等数据(步骤S100)。在此，加速器开度Acc设为输入由加速器踏板位置传感器84检测到的值。车速V设为输入由车速传感器88检测到的值。发动机22的转速Ne设为输入基于由曲轴位置传感器23检测到的曲轴角θcr而运算的值。驱动轴36的转速Nr设为输入电动机MG2的转速Nm2。需要说明的是，电动机MG2的转速Nm2设为通过通信从电动机ECU40输入基于由旋转位置检测传感器44检测到的电动机MG2的转子的旋转位置θm2而运算的值。
当这样输入数据时，基于输入的加速器开度Acc和车速V，设定行驶所要求的要求转矩Tr*(步骤S110)。在此，要求转矩Tr*在实施例中预先确定加速器开度Acc、车速V、要求转矩Tr*的关系而作为要求转矩设定用映射存储于未图示的ROM，当加速器开度Acc和车速V被提供时，根据所存储的映射来导出并设定对应的要求转矩Tr*。在图4中示出要求转矩设定用映射的一例。
这样设定要求转矩Tr*时，将发动机22的转速Ne与阈值Nref进行比较(步骤S120)。在此，阈值Nref是为了判定发动机22是否以一定程度的转速旋转而使用的值，例如，可以使用700rpm和/或800rpm等。
在发动机22的转速Ne为阈值Nref以上时，将变换器41的门切断指令向电动机ECU40发送(步骤S130)，将要求转矩Tr*设定为电动机MG2的转矩指令Tm2*而向电动机ECU40发送(步骤S140)。接收到变换器41的门切断指令和电动机MG2的转矩指令Tm2*的电动机ECU40进行变换器41的门切断(晶体管T11～T16的全部的断开)，并且以电动机MG2由转矩指令Tm2*驱动的方式进行变换器42的晶体管T21～T26的开关控制。
接下来，以使电动机MG1以规定转速Nm1set旋转的方式使用电动机MG1的规定转速Nm1set和驱动轴36的转速Nr通过下式(1)来设定发动机22的目标转速Ne*(步骤S150)，结束本例程。接收到发动机22的目标转速Ne*的发动机ECU24以使发动机22以目标转速Ne*旋转的方式进行发动机22的吸入空气量控制和/或燃料喷射控制、点火控制等。
Ne*＝Nm1set·ρ/(1+ρ)+Nr/(1+ρ) (1)
图5是表示行星齿轮30的旋转要素的转速的关系的共线图的一例的说明图。图中，左侧的S轴表示电动机MG1的转速Nm1即太阳轮的转速，C轴表示发动机22的转速Ne即轮架的转速，R轴表示电动机MG2的转速Nm2即齿圈(驱动轴36)的转速Nr。式(1)可以使用该共线图容易地导出。在进行变换器41的门切断时，在伴随该旋转而产生的反电动势比电力线54高时，将由反电动势引起的电力(以下，称为反发电电力)向电力线54供给。在实施例中，基于此，电动机MG1的规定转速Nm1set设为使用如下的值，通过实验和/或解析等而预先确定电动机MG1的反发电电力成为最大的转速、电动机MG1的反发电电力成为阈值以上的转速范围内的转速等。
通过这样的控制，能够进行将电动机MG1的反发电电力使用于电动机MG2的驱动和/或蓄电池50的充电而行驶的规定发电行驶。由此，能够进一步延长仅通过从电动机MG2向驱动轴36输出的转矩(功率)行驶时的可行驶时间和/或可行驶距离。需要说明的是，上述的阈值Nref可以考虑作为用于判定是否进行这样的规定发电行驶的阈值。
在步骤S120中发动机22的转速Ne小于阈值Nref时，判定用于向上述的规定发电行驶转移的转移条件是否成立(步骤S160)。在此，转移条件在实施例中可以使用加速器开度Acc为阈值Aref以上的加速器条件、车速V为阈值Vref1以上且为比之高的阈值Vref2以下的车速条件。阈值Aref可以使用例如15％、20％、25％等。阈值Vref1可以使用例如1km/h、2km/h、3km/h等。阈值Vref2可以使用例如14km/h、15km/h、16km/h等。在实施例中，在不满足加速器条件和车速条件中的任一方或两方时，判定为转移条件不成立，在满足加速器条件和车速条件这两方时，判定为转移条件成立。
在步骤S160中判定为转移条件不成立时，将变换器41的门切断指令向电动机ECU40发送(步骤S170)。接下来，将要求转矩Tr*设定为电动机MG2的转矩指令Tm2*而向电动机ECU40发送(步骤S180)。并且，结束本例程。接收到变换器41的门切断指令和电动机MG2的转矩指令Tm2*的电动机ECU40进行变换器41的门切断(晶体管T11～T16的全部的断开)，并以使电动机MG2由转矩指令Tm2*驱动的方式进行变换器42的晶体管T21～T26的开关控制。
在步骤S160中判定为转移条件成立时，将变换器41的三相接通指令向电动机ECU40发送(步骤S190)。接下来，将要求转矩Tr*设定为电动机MG2的转矩指令Tm2*而向电动机ECU40发送(步骤S200)。接收到变换器41的三相接通指令和电动机MG2的转矩指令Tm2*的电动机ECU40进行以下的控制。对于变换器41进行三相接通控制。三相接通控制是将晶体管T11～T16中的上臂(T11～T13)的全部接通并将下臂(T14～T16)的全部断开，或者将上臂(T11～T13)的全部断开并将下臂(T14～T16)的全部接通的控制。而且，对于变换器42以使电动机MG2由转矩指令Tm2*驱动的方式进行晶体管T21～T26的开关控制。
图6是表示进行变换器41的三相接通控制时的电动机MG1的转速Nm1与拖曳转矩Tdr的关系的一例的说明图。如图所示，在作为三相交流的同步发电电动机而构成的电动机MG1中，将变换器41的三相接通时的拖曳转矩Tdr相对于转速Nm1从值0起的增加，作为负的转矩(使转速Nm1接近值0的方向的转矩)，其绝对值暂时增加之后减少。需要说明的是，在图6中，说明了电动机MG1的转速Nm1为正的情况，而在电动机MG1的转速Nm1为负的情况下，拖曳转矩Tdr成为正的转矩。
图7是表示一边进行变换器41的三相接通控制一边行驶时的行星齿轮30的旋转要素的转速及转矩的关系的共线图的一例的说明图。图中，实线表示发动机22旋转停止时的情况，虚线表示从实线起驱动轴36的转速Nr(车速V)增加时的情况。如图中实线所示，在发动机22的旋转停止中，在驱动轴36的转速Nr为正时，电动机MG1的转速Nm1成为负。此时，若进行变换器41的三相接通控制，则电动机MG1的拖曳转矩Tdr如图中S轴的粗线箭头所示，成为使电动机MG1的转速Nm1增加的方向的转矩。因此，在由于从电动机MG2向驱动轴36输出的转矩而驱动轴36的转速Nr增加时，抑制由于电动机MG1的拖曳转矩Tdr而电动机MG1的转速Nm1减小(向负侧增大)，由此能够使发动机22的转速Ne增加。由此，在无法通过电动机MG1使发动机22起转时，能够使发动机22的转速Ne增加，能够使发动机22的运转控制开始。
接下来，将发动机22的转速Ne与比上述的阈值Nref低的阈值Nst进行比较(步骤S210)。在此，阈值Nst可以使用预先通过实验和/或解析等确定的能够通过开始发动机22的运转控制(燃料喷射控制和/或点火控制)而使发动机22的转速Ne增加为上述的阈值Nref以上的最低转速或比之稍大的转速等，例如，可以使用200rpm或300rpm等。
在发动机22的转速Ne小于阈值Nst时，直接结束本例程。在发动机22的转速Ne为阈值Nst以上时，判定发动机22的运转控制是否已经开始(步骤S220)。在发动机22的运转控制还未开始时，将发动机22的运转控制开始信号向发动机ECU24发送(步骤S230)，结束本例程。接收到发动机22的运转控制开始信号的发动机ECU24开始发动机22的燃料喷射控制和/或点火控制。由此，能够开始发动机22的运转控制。在步骤S220中发动机22的运转控制已经开始时，直接结束本例程。在通过上述的变换器41、42的控制而发动机22的转速Ne增加并达到阈值Nst以上时，通过开始发动机22的运转控制，利用来自发动机22的转矩能够使发动机22的转速Ne增加为阈值Nref以上。并且，若发动机22的转速Ne增加为阈值Nref以上，则如上所述，在步骤S120中判定为发动机22的转速Ne为阈值Nref以上，执行步骤S130以后的处理。即，进行规定发电行驶。由此，能够进一步延长仅通过从电动机MG2向驱动轴36输出的转矩(功率)行驶时的可行驶时间和/或可行驶距离。
而且，在实施例中，在发动机22的转速Ne小于阈值Nref时，车速V小于阈值Vref1(例如，1km/h、2km/h、3km/h等)时，由于车速条件不成立而判定为转移条件不成立，不进行变换器41的三相接通控制，而进行变换器41的门切断。在车速V小于阈值Vref1时，若进行变换器41的三相接通控制，则可能由于因电动机MG1的拖曳转矩而作用于驱动轴36的转矩和/或要求转矩Tr*的变动等，而车速V跨值0而在正值和负值之间变动。因此，此时，通过进行变换器41的门切断，能够抑制车速V跨值0地变动。
在以上说明的实施例的混合动力机动车20中，在变换器41的控制所使用的传感器(旋转位置检测传感器43和/或电流传感器45u、45v等)产生了异常的规定异常时发动机22的转速Ne小于阈值Nref时(发动机22的旋转停止中等)，进行变换器41的三相接通控制。由此，在通过从电动机MG2向驱动轴36输出的转矩而驱动轴36的转速Nr(车速V)增加时，抑制由于电动机MG1的拖曳转矩Tdr而电动机MG1的转速Nm1减小(向负侧增大)，由此能够使发动机22的转速Ne增加。其结果是，在无法通过电动机MG1使发动机22起转时，能够使发动机22的转速Ne增加，将发动机22的运转控制设为能够开始。并且，在发动机22的转速Ne达到阈值Nst以上时，开始发动机22的运转控制。由此，能够使发动机22运转。并且，能够通过来自发动机22的转矩使发动机22的转速Ne增加至阈值Nref以上。若发动机22的转速Ne达到阈值Nref以上，则将变换器41进行门切断，将由电动机MG1的反电动势引起的发电电力使用于电动机MG2的驱动和/或蓄电池50的充电来行驶。由此，能够进一步延长仅通过从电动机MG2向驱动轴36输出的转矩(功率)行驶时的可行驶时间或可行驶距离。
而且，在实施例的混合动力机动车20中，在规定异常时发动机22的转速Ne小于阈值Nref时(发动机22的旋转停止中等)，在车速V小于阈值Vref1时，不进行变换器41的三相接通控制，而进行变换器41的门切断。由此，能够抑制车速V跨值0地变动。
在实施例的混合动力机动车20中，设为了在规定异常时发动机22的转速Ne小于阈值Nref时，在车速V小于阈值Vref1时，不进行变换器41的三相接通控制，而进行变换器41的门切断。然而，也可以进行变换器41的三相接通控制。即，在实施例中，转移条件中的车速条件设为了车速V为阈值Vref1以上且阈值Vref2以下的条件，但也可以设为车速V为阈值Vref2以下的条件。
在实施例的混合动力机动车20中，设为了在规定异常时发动机22的转速Ne小于阈值Nref时，在转移条件成立时，无论电动机MG1的转速Nm1如何，都进行变换器41的三相接通控制。然而，也可以在电动机MG1的转速Nm1成为正值时，中止变换器41的三相接通控制而进行门切断。这是出于以下的理由。在电动机MG1的转速Nm1为正值时，若进行变换器41的三相接通控制，则电动机MG1的拖曳转矩Tdr成为减小转速Nm1的方向的转矩。因此，在发动机22的运转控制开始前通过从电动机MG2向驱动轴36输出的转矩而驱动轴36的转速Nr(车速V)增加时，由于电动机MG1的拖曳转矩Tdr而电动机MG1的转速Nm1减小，存在发动机22的转速Ne无法顺畅地增加的可能性。而且，在发动机22的运转控制开始后，电动机MG1的拖曳转矩Tdr成为妨碍来自发动机22的转矩实现的发动机22的转速Ne的增加的方向的转矩。根据这样的理由，也可以在电动机MG1的转速Nm1成为正值时，中止变换器41的三相接通控制。
在实施例的混合动力机动车20中，设为了在规定异常时发动机22的转速Ne成为阈值Nref以上时，将要求转矩Tr*设定为电动机MG2的转矩指令Tm2*。然而，也可以如下式(2)所示，将从要求转矩Tr*减去了通过由电动机MG1的反电动势引起的转矩(以下，称为反转矩)Tce而经由行星齿轮30作用于驱动轴36的转矩(-Tce/ρ)所得到的值设定为电动机MG2的转矩指令Tm2*。在此，反转矩Tce可以使用预先通过实验和/或解析等确定的电动机MG1的转速Nm1(规定转速Nm1set)与反转矩Tce的关系。而且，反转矩Tce在能够运算电动机MG1的转速Nm1的情况下，也可以如式(3)所示，将从蓄电池50的充放电电力Pb减去电动机MG2的消耗电力Pm2而得到的电动机MG1的消耗电力(发电电力)Pm1除以电动机MG1的转速Nm1来计算。需要说明的是，蓄电池50的充放电电力Pb可以作为由电压传感器检测到的蓄电池50的电池电压Vb与由电流传感器检测到的蓄电池50的电池电流Ib之积来运算。而且，电动机MG2的消耗电力Pm2可以作为电动机MG2的转矩Tm2(转矩指令Tm2*的上次值)与转速Nm2之积来运算。
Tm2*＝Tr*+Tce/ρ (2)
Tce＝(Pb-Pm2)/Nm1 (3)
在这样的本发明的混合动力机动车中，可以是，所述控制单元是如下单元：在所述规定异常时所述发动机的转速为比所述规定转速大的第二规定转速以上的情况下，对于所述第一变换器进行门切断，对于所述发动机以按照目标转速旋转的方式进行控制，对于所述第二变换器以从所述第二电动机向所述驱动轴输出行驶用的转矩的方式进行控制。由此，能够进一步延长仅通过来自第二电动机的动力行驶时的可行驶时间和/或可行驶距离。
而且，在本发明的混合动力机动车中，可以是，所述控制单元是如下单元：在所述规定异常时所述发动机停止运转且车速为规定车速以下的情况下，对于所述第一变换器进行门切断。在此，规定车速能够设为因由于第一变换器的三相接通控制引起的第一电动机的拖曳转矩而驱动轴的转速可能跨值0地在正值和负值之间变动的车速范围的上限等。因此，在车速为规定车速以下时，使第一变换器的驱动停止，由此能够抑制驱动轴的转速跨值0地变动。
而且，在本发明的混合动力机动车中，可以是，所述控制单元是如下单元，对于所述第一变换器，在进行所述三相接通控制时所述第一电动机的旋转方向成为与所述发动机的旋转方向相同方向时，进行门切断。
对实施例的主要要素与用于解决问题的手段一栏所记载的发明的主要要素的对应关系进行说明。在实施例中，发动机22相当于“发动机”，电动机MG1相当于“第一电动机”，行星齿轮30相当于“行星齿轮”，电动机MG2相当于“第二电动机”，变换器41相当于“第一变换器”，变换器42相当于“第二变换器”，蓄电池50相当于“蓄电池”，执行图3的规定异常时控制例程的HVECU70、基于来自HVECU70的指令来控制发动机22的发动机ECU24、基于来自HVECU70的指令来控制变换器41、42的电动机ECU40相当于“控制单元”。
需要说明的是，实施例的主要要素与用于解决问题的手段一栏所记载的发明的主要要素的对应关系是用于具体说明实施例用于实施用于解决问题的手段一栏所记载的发明的方式的一例，因此不限定用于解决问题的手段一栏所记载的发明的要素。即，关于用于解决问题的手段一栏所记载的发明的解释应该基于该栏的记载进行，实施例只不过是用于解决问题的手段一栏所记载的发明的具体的一例。
以上，使用实施例说明了用于实施本发明的方式，但是本发明不受这样的实施例的任何限定，当然能够在不脱离本发明的主旨的范围内，以各种方式实施。

Claims (3)

1.一种混合动力汽车，具备：
发动机；
第一电动机，作为三相交流电动机而构成，并且能够输出动力且能够被输入动力；
行星齿轮，其太阳轮连接于所述第一电动机的旋转轴，轮架连接于所述发动机的输出轴，齿圈连接于与驱动轮连结的驱动轴；
第二电动机，能够向所述驱动轴输出动力，且能够从所述驱动轴被输入动力；
第一变换器，驱动所述第一电动机；
第二变换器，驱动所述第二电动机；以及
蓄电池，能够经由所述第一变换器、第二变换器与所述第一电动机、第二电动机进行电力的授受，
所述混合动力汽车的特征在于，
所述混合动力汽车具备控制单元，所述控制单元在所述第一变换器的控制所使用的传感器产生了异常的规定异常时所述发动机停止运转的情况下，对于所述第一变换器执行以使该第一变换器的多个开关元件中的上臂的全部或下臂的全部成为接通的方式进行控制的三相接通控制，对于所述第二变换器以从所述第二电动机向所述驱动轴输出行驶用的转矩的方式进行控制，对于所述发动机在该发动机的转速达到了规定转速以上时开始运转控制。
2.根据权利要求1所述的混合动力汽车，其特征在于，
所述控制单元是如下单元：在所述规定异常时所述发动机的转速为比所述规定转速大的第二规定转速以上的情况下，对于所述第一变换器进行门切断，对于所述发动机以按照目标转速旋转的方式进行控制，对于所述第二变换器以从所述第二电动机向所述驱动轴输出行驶用的转矩的方式进行控制。
3.根据权利要求1或2所述的混合动力汽车，其特征在于，
所述控制单元是如下单元：在所述规定异常时所述发动机停止运转且车速为规定车速以下的情况下，对于所述第一变换器进行门切断。
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