CN105984352A - 混合动力车辆 - Google Patents

混合动力车辆 Download PDF

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Publication number
CN105984352A
CN105984352A CN201610161535.6A CN201610161535A CN105984352A CN 105984352 A CN105984352 A CN 105984352A CN 201610161535 A CN201610161535 A CN 201610161535A CN 105984352 A CN105984352 A CN 105984352A
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CN
China
Prior art keywords
voltage
converter
battery
alternating current
electric power
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Granted
Application number
CN201610161535.6A
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English (en)
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CN105984352B (zh
Inventor
山内友和
中江公
中江公一
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Toyota Motor Corp
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Toyota Motor Corp
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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
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • B60K6/22—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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    • B60K6/42—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
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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
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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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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    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
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Abstract

本发明涉及一种混合动力车辆。当低电压电池的端子间电压低于确定电压时驱动DC/DC变换器，并且在驱动所述DC/DC变换器期间当所述端子间电压变成低于确定电压时起动发动机，使得以能够高效地驱动交流发电机的预定驱动点驱动交流发电机，并且所述DC/DC变换器被控制使得所述低电压电池的所述端子间电压变为额定电压。由于高效地驱动所述交流发电机，所以能够提高能量效率。

Description

混合动力车辆
技术领域
本发明涉及一种混合动力车辆，并且更具体地涉及如下一种混合动力车辆，该混合动力车辆设置有：能够输出用于行驶的动力的发动机；能够输出用于行驶的动力的马达；连接到与马达相连接的第一电力线的第一电池；车载电器；连接到与车载电器相连接的第二电力线的第二电池；对第一电力线的电力进行变压并且将变压过的第一电力线的电力供应到第二电力线的DC/DC变换器；和将通过由发动机驱动而产生的电力供应到第二电力线的交流发电机。
背景技术
在现有技术中，设置有发动机、马达、高电压电池、车载电气组件、低电压电池、DC/DC变换器和交流发电机的混合动力车辆被公开为这种类型的混合动力车辆(例如，参考日本专利申请公开No.2006-280110)。发动机和马达输出用于行驶的动力。高电压电池将电力供应至马达。低电压电池将电力供应至车载电气组件。DC/DC变换器降压来自高电压电池的电力，并且将电力供应到低电压电池和车载电气组件。交流发电机由发动机驱动。交流发电机将所发出的电力供应到低电压电池和车载电气组件。在这种设备中，在车载电气组件的电力消耗量不是那么大时，从DC/DC变换器供应的电力被供应到低电压电池和车载电气组件。当车载电气组件消耗大量的电力时，DC/DC变换器能够输出的电力被供应，并且将该电力与交流发电机发出的电力一起供应到车载电气组件和低电压电池。因而，即使在车载电气组件消耗大量电力时，也能够将足够量的电力供应到车载电气组件和低电压电池，并且能够对低电压电池充分地充电。
然而，上述混合动力车辆在一些情况下引起能量效率降低。通常，交流发电机在低输出电流电平时具有低效率水平。因而，当车载电气组件的未通过来自DC/DC变换器的电力补偿的电力消耗的部分被从交流发电机供应时，以低输出电流电平驱动交流发电机的机会增大，并且能量效率降低。
发明内容
本发明提供一种能够在对低电压电池充电时提高能量效率的混合动力车辆。
根据本发明的一方面的混合动力车辆包括：被构造成输出用于行驶的动力的发动机；被构造成输出用于行驶的动力的马达；连接到马达与其连接的第一电力线的第一电池；车载电器；连接到车载电器与其连接的第二电力线的第二电池；对第一电力线的电力进行变压并且将变压过的第一电力线的电力供应到第二电力线的DC/DC变换器；将通过由发动机驱动而产生的电力供应到第二电力线的交流发电机；和电子控制单元，该电子控制单元被构造成执行第一控制，所述第一控制用于控制所述DC/DC变换器和所述交流发电机，使得当第二电池的蓄电比例或者第二电池的端子间电压低于预定阈值时，通过停止交流发电机而将电力从DC/DC变换器供应到第二电力线，并且该电子控制单元被构造成执行第二控制，所述第二控制用于控制所述DC/DC变换器和所述交流发电机，使得在执行第一控制期间当第二电池的蓄电比例或者第二电池的端子间电压从预定阈值降低时，来自DC/DC变换器的电力和来自交流发电机的电力被供应到第二电力线。电子控制单元被构造成在第二控制中控制DC/DC变换器和交流发电机，使得在以用于高效驱动的预定驱动点驱动交流发电机时，来自DC/DC变换器的电力和来自交流发电机的电力被供应到第二电力线。
在上述方面中，电子控制单元被构造成执行第一控制，所述第一控制用于控制所述DC/DC变换器和所述交流发电机，使得当第二电池的蓄电比例或者第二电池的端子间电压低于预定阈值时通过停止交流发电机来将电力从DC/DC变换器供应到第二电力线，并且电子控制单元被构造成执行第二控制，所述第二控制用于控制所述DC/DC变换器和所述交流发电机，使得在执行第一控制期间当第二电池的蓄电比例或者第二电池的端子间电压从预定阈值降低时来自DC/DC变换器的电力和来自交流发电机的电力被供应到第二电力线。因而，能够在确保车载电器的电力消耗的同时对低电压电池充电。在第二控制中，DC/DC变换器和交流发电机被控制成用于在以高效驱动的预定驱动点驱动交流发电机时将来自DC/DC变换器的电力和来自交流发电机的电力供应到第二电力线。此时，由于交流发电机被高效驱动，所以能够提高能量效率。“蓄电比例”是第二电池的实际蓄电容量与全蓄电容量的比例。“预定阈值”是用于初始化对低电压电池的充电的阈值。
在上述方面中，预定驱动点可以具有预定输出电压以及其中高效地驱动交流发电机的电流范围内的预定输出电流。电子控制单元可以被构造成在第二控制中控制DC/DC变换器，以便第二电池的端子间电压变为预定电压。在高效驱动交流发电机期间能够由基于从交流发电机供应到第二电力线的预定电流和预定电压确定的电力提高能量效率。“预定输出电压”能够为第二电池的额定电压。“预定输出电流”能够为允许由DC/DC变换器供应的最大电流。
附图说明
下面将参考附图描述本发明的例证性实施例的特征、优点以及技术和工业意义，其中相同附图标记指示相同元件，并且其中：
图1是示出根据本发明的实施例的混合动力汽车20的示意性构造的构造图；
图2是示出由HVECU 70执行的在端子间电压降低时的控制例程的示例的流程图；
图3是解释图，其示出了DC/DC变换器68的输出电流Idc和包括DC/DC变换器68、逆变器41和马达MG的电源***的效率之间的关系以及交流发电机62的输出电流Ialt和效率之间的关系；
图4是示出在该实施例中当车载电气设备66的电流消耗升高时的DC/DC变换器68的驱动区和交流发电机62的驱动区的解释图；
图5是示出在比较示例中当车载电气设备66的电流消耗升高时的DC/DC变换器68的驱动区和交流发电机62的驱动区的解释图；
图6是示出由HVECU 70执行的在蓄电比例降低时的控制例程的示例的流程图；和
图7是示出根据变型示例的混合动力汽车120的示意性构造的构造图。
具体实施方式
下面将描述本发明的实施例。
图1是示出根据本发明的实施例的混合动力汽车20的示意性构造的构造图，其中安装了电池充电装置。如图所示，根据该实施例的混合动力汽车20设置有发动机22、马达MG、逆变器41、变速箱46、高电压电池50、低电压电池60、交流发电机62、车载电气设备66、DC/DC变换器68和混合动力电子控制单元(下面称为HVECU)70。
发动机22被构造成通过使用燃料，诸如汽油和柴油而输出动力的内燃机。发动机22通过节气门吸入被空气滤清器净化的空气，并且从燃料喷射阀喷射燃料，以混合空气和汽油。然后，经由进气门将这种空燃混合物吸入燃烧室。发动机22通过基于火花塞的电火花引起被吸入的空燃混合物经过***燃烧，并且将由能量向下推动的活塞的往复运动转换为曲轴26的旋转运动。这种发动机22的运行受发动机电子控制单元(下面称为发动机ECU)24控制。
发动机ECU 24被构造成具有CPU作为主要组件的微处理器(未示出)。除了CPU之外，发动机ECU 24还具有存储处理程序的ROM、临时地存储数据的RAM、输入和输出端口以及通信端口。来自对于控制发动机22的运行所需的各种传感器的信号被从输入端口输入至发动机ECU 24。来自各种传感器的信号的示例能够包括下列信号：来自检测发动机22的曲轴26的旋转位置的曲柄位置传感器的曲柄角θcr、来自检测节气门位置的节气门位置传感器的节气门开度TH。用于控制发动机22的运行的各种控制信号从发动机ECU 24经由输出端口输出。各种控制信号的示例能够包括下列信号：来自燃料喷射阀的驱动信号、传给调节节气门位置的节气门马达的驱动信号、传给与点火器集成的点火线圈的控制信号。发动机ECU 24经由通信端口连接到HVECU 70。这种发动机ECU 24通过来自HVECU 70的控制信号控制发动机22的运行。视需要，发动机ECU 24将涉及发动机22的运行状态的数据输出至HVECU 70。发动机ECU 24基于曲柄位置传感器检测的曲柄角θcr而计算曲轴26的转速，即发动机22的转速Ne。
马达MG被构造成例如同步电动发电机。这种马达MG的转子通过离合器K0连接到发动机22的曲轴26。逆变器41连接到高电压***电力线54。马达MG由受到马达电子控制单元(下面称为马达ECU)40的开关控制的逆变器41的开关元件(未示出)驱动从而旋转。
马达ECU 40被构造成具有CPU作为主要组件的微处理器(未示出)。除了CPU之外，马达ECU 40还具有存储处理程序的ROM、临时地存储数据的RAM、输入和输出端口以及通信端口。来自对于马达MG的驱动控制所需的各种传感器的信号被从输入端口输入至马达ECU 40。来自各种传感器的信号的示例能够包括下列信号：来自检测马达MG的转子的旋转位置的旋转位置检测传感器的旋转位置θm1、来自检测流经马达MG的每个相的电流的电流传感器的相电流。从马达ECU 40经由输出端口传给逆变器41的开关元件(未示出)等等的开关控制信号。马达ECU 40经由通信端口连接到HVECU 70。该马达ECU 40通过来自HVECU 70的控制信号控制对马达MG的驱动。视需要，马达ECU 40向HVECU 70输出涉及马达MG的驱动状态的数据。马达ECU 40基于旋转位置检测传感器43所检测的马达MG的转子的旋转位置θm而计算马达MG的转速Nm。
变速箱46被构造成具有扭矩变换器和多级变速机构的自动变速箱。变速箱46连接到马达MG的转子，并且经由驱动轴36和差速齿轮37连接到驱动轮38a、38b。变速箱46由自动变速箱电子控制单元(下面称为ATECU)48控制。
ATECU 48被构造成具有CPU作为主要组件的微处理器(未示出)。除了CPU之外，ATECU 48还具有存储处理程序的ROM、临时地存储数据的RAM、输入和输出端口以及通信端口。控制变速箱46所需的信号被输入至ATECU 48。从ATECU 48经由输出端口输出传给变速箱46等等的各种控制信号。各种控制信号的示例能够包括下列控制信号。传给扭矩变换器的锁止离合器的控制信号、传给多级变速箱的换挡控制信号、传给离合器K0的控制信号。ATECU 48经由通信端口连接到HVECU 70。该ATECU 48通过来自HVECU 70的换挡控制信号而控制变速箱46的换档。视需要，ATECU 48将涉及变速箱46的状态的数据输出至HVECU 70。
高电压电池50例如被构造成锂离子二次电池或者镍氢二次电池。高电压电池50经由***主继电器(SMR)51连接到高电压***电力线54，并且经由逆变器41与马达MG交换电力。高电压电池50由电池电子控制单元(下面称为电池ECU)52管理。
低电压电池60例如被构造成铅蓄电池，其额定电压低于高电压电池50的额定电压。低电压电池60通过车载电气设备66、交流发电机62和DC/DC变换器68连接到低电压***电力线64。低电压电池60由电池ECU 52管理。
车载电气设备66包括多个电器，诸如空调装置和音频***。如上所述，车载电气设备66连接到低电压***电力线64。
电池ECU 52被构造成具有CPU作为主要组件的微处理器(未示出)。除了CPU之外，电池ECU 52还具有存储处理程序的ROM、临时地存储数据的RAM、输入和输出端口以及通信端口。来自对于高电压电池50和低电压电池60的管理所需的各种传感器的信号经由输入端口输入至电池ECU 52。来自各种传感器的信号的示例能够包括下列信号：来自位于高电压电池50的端子之间的电压传感器的端子间电压Vbh、来自位于低电压电池60的端子之间的电压传感器60a的端子间电压Vbl。电池ECU 52经由通信端口连接到HVECU 70。视需要，电池ECU 52将涉及高电压电池50的状态的数据输出至HVECU 70。
交流发电机62经由皮带61连接到发动机22的曲轴26。交流发电机62通过发动机22的动力执行发电，并且将所发出的电力供应到低电压***电力线64。交流发电机62由HVECU 70控制。
DC/DC变换器68连接到高电压***电力线54和低电压***电力线64。DC/DC变换器68递降来自马达MG经由逆变器41的电力和来自高电压电池50的电力，并且将电力供应到低电压***电力线64。DC/DC变换器68由HVECU 70控制。
HVECU 70被构造成具有CPU作为主要组件的微处理器(未示出)。除了CPU之外，HVECU 70还具有存储处理程序的ROM、临时地存储数据的RAM、输入和输出端口以及通信端口。来自各种传感器的信号经由输入端口输入至HVECU 70。来自各种传感器的信号的示例能够包括下列信号：来自点火开关80的点火信号、来自检测变速杆81的操作位置的换档位置传感器82的换档位置SP、来自检测油门踏板83的压下量的油门踏板位置传感器84的油门开度Acc、来自检测制动踏板85的压下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、来自检测交流发电机62的输出电流的电流传感器62a的输出电流Ialt。如上所述，HVECU 70经由通信端口连接到发动机ECU 24、马达ECU 40、ATECU 48和电池ECU 52。HVECU70与发动机ECU 24、马达ECU 40、ATECU 48和电池ECU 52交换各种控制信号和数据。
根据具有上述构造的该实施例的混合动力汽车20通过在其中离合器K0 OFF(断开)时停止发动机22运行的状态下利用变速箱46转换来自马达MG的动力而行驶，或者在离合器K0 ON(连接)的情况下以来自发动机22的动力和来自马达MG的动力行驶。
下面将描述根据具有上述构造的该实施例的混合动力汽车20的运行，特别是当低电压电池60具有降低的端子间电压时的运行。图2是示出由HVECU 70执行的在端子间电压降低时控制例程的示例的流程图。当混合动力汽车20在其中在离合器K0 OFF(断开)情况下停止发动机22的运行并且停止对交流发电机62和DC/DC变换器68的驱动的状态下以来自马达MG的动力行驶时，执行该例程。
一旦执行该例程，则HVECU 70执行用于输入低电压电池60的端子间电压Vb1的处理(步骤S100)。在被电压传感器60a检测后，由来自电池ECU 52的通信输入端子间电压Vb1。
然后，将输入的端子间电压Vbl与确定阈值VA比较(步骤S110)。这里，确定阈值VA是用于确定是否开始对低电压电池60充电的阈值。确定阈值VA是稍微低于低电压电池60的额定电压的电压。
当端子间电压Vbl等于或者高于确定阈值VA时(步骤S110)，则确定不必开始对低电压电池60充电。然后，对DC/DC变换器68的驱动保持停止(步骤S200)，并且这种例程终止。
当端子间电压Vbl低于确定阈值VA时(步骤S110)，则确定需要对低电压电池60充电。然后，开始对DC/DC变换器68的驱动，并且DC/DC变换器68被控制成低电压电池60的端子间电压Vbl变为处于DC/DC变换器68的最大供应容量Pmax的范围内的额定电压(步骤S120)。下面将描述驱动DC/DC变换器68而不驱动交流发电机62的原因。
图3是解释图，其示出DC/DC变换器68的输出电流Idc(由DC/DC变换器68供应到低电压***电力线64的电流)和包括DC/DC变换器68、逆变器41和马达MG的电源***的效率之间的关系，以及交流发电机62的输出电流Ialt(由交流发电机62供应到低电压***电力线64的电流)和效率之间的关系。图中的实线示出输出电流Idc和包括DC/DC变换器68、逆变器41和马达MG的电源***的效率之间的关系。图中的单点划线示出输出电流Ialt和效率。如图所示，在其中输出电流低于电流I1的低电流区中，自DC/DC变换器68输出的电流导致比自交流发电机62输出的电流更高水平的效率。因而，当确定需要对低电压电池60充电时，为了提高能量效率而首先驱动DC/DC变换器68，不驱动交流发电机62。
在如上所述地驱动DC/DC变换器68之后，以类似于步骤S100的处理输入低电压电池60的端子间电压Vbl(步骤S130)，并且将端子间电压Vbl与确定阈值VB比较(步骤S140)。确定阈值VB是用于确定是否继续对低电压电池60充电的阈值。在该实施例中，确定阈值VB具有与确定阈值VA相同的值，或者具有稍微高于确定阈值VA的值。
当端子间电压Vbl等于或者高于确定阈值VB时(步骤S140)，则确定不必继续对低电压电池60充电。然后，停止驱动DC/DC变换器68(步骤S200)，并且该例程终止。
当端子间电压Vbl低于确定阈值VB时(步骤S140)，则确定由于车载电气设备66的大量电力消耗而不能对低电压电池60充电，并且将端子间电压Vbl与确定阈值VC比较(步骤S150)。确定阈值VC是用于确定其中仅通过驱动DC/DC变换器68就能恢复低电压电池60的端子间电压Vbl的情况存在或者不存在的阈值。确定阈值VC是低于确定阈值VB的值。
当端子间电压Vbl等于或者高于确定阈值VC时(步骤S150)，则确定存在能够仅通过驱动DC/DC变换器68而恢复低电压电池60的端子间电压Vbl的情况。然后，处理返回至步骤S120，重复步骤S120至S150的处理，并且允许继续对DC/DC变换器68的驱动。然后，当在步骤S140的处理中端子间电压Vbl等于或者高于确定阈值VB时，则停止驱动DC/DC变换器68(步骤S200)，并且该例程终止。
当端子间电压Vbl低于确定阈值VC时(步骤S150)，则确定由于车载电气设备66的大量电力消耗而不能仅通过驱动DC/DC变换器68来恢复低电压电池60的端子间电压Vbl。然后，发动机起动指令被发送至发动机ECU 24，并且交流发电机62和DC/DC变换器68被控制成来自交流发电机62的电力和来自DC/DC变换器68的电力被供应至低电压***电力线64(步骤S160)。一旦接收到发动机起动指令，则发动机ECU 24执行通过以起动器马达27起动发动机22而开始运行的控制。这里，交流发电机62被控制成在具有预定电压Va和预定电流Ia的预定驱动点驱动。DC/DC变换器68被控制成低电压电池60的端子间电压Vbl变为额定电压。这里，预定电压Va是稍微高于低电压电池60的额定电压的电压。如图3中所示，预定电流Ia是如下的电流值，其作为等于或者高于处于其中高效地驱动交流发电机62的范围内的电流Ia的电流(诸如能够从DC/DC变换器68供应的最大供应电流Imax)提前确定。以这种方式，能够在交流发电机62被高效地驱动、基于预定电流Ia和预定电压Va确定的电力被从交流发电机62供应到低电压***电力线64，并且确保了车载电气设备66的电力消耗时，从DC/DC变换器68供应用于对低电压电池60充电的不足的电力。因而，能够对低电压电池60充电。下面，将描述用于以预定驱动点驱动交流发电机62的原因。
图4是解释图，其用于示出根据该实施例的车载电气设备66的电流消耗、DC/DC变换器68的驱动区和交流发电机62的驱动区。图5是解释图，其用于示出在比较示例中当车载电气设备66的电流消耗升高时的DC/DC变换器68的驱动区和交流发电机62的驱动区。在比较示例中，当低电压电池60的端子间电压Vbl低于确定阈值VC时，DC/DC变换器68被控制成从DC/DC变换器68输出最大供应电流Imax的电流，并且交流发电机62被控制成在车载电气设备66的电力消耗由来自DC/DC变换器68的电力补偿时，从交流发电机62供应用于对低电压电池60充电的不足的电力。
在实施例和比较示例中，在由DC/DC变换器68供应的电力确保车载电气设备66的电力消耗时对低电压电池60充电，直到车载电气设备66的电流消耗达到图4和5中所示的DC/DC变换器68的最大供应电流Imax。
当车载电气设备66的电流消耗至少为最大供应电流Imax时，则不能仅由DC/DC变换器68确保车载电气设备66的电流消耗，并且由低电压电池60供应不足部分。因而，低电压电池60的端子间电压Vbl降低。在实施例和比较示例中，交流发电机62和DC/DC变换器68被驱动成在如图4和5中所示补偿电流不足时对低电压电池60充电。此时，在比较示例中，以最大供应电流Imax驱动DC/DC变换器68，并且如图5中所示，从交流发电机62供应不能通过DC/DC变换器68供应的电流确保的不足电流。因而，交流发电机62的低电流驱动的机会增大。在该实施例中，交流发电机62由被用作预定电流Ia的输出电流Ialt高效地驱动，并且从DC/DC变换器68供应电流(电力)的不足部分。因而，低电流驱动DC/DC变换器68的机会增大。如图3中所示，在低电流区中，驱动DC/DC变换器68导致比驱动交流发电机62更高水平的效率，并且因而与比较示例相比，能够提高整体的能量效率。如上所述，能够由以预定驱动点驱动交流发电机62而提高能量效率。
在如上所述地驱动交流发电机62和DC/DC变换器68之后，与步骤S100的处理一样输入端子间电压Vbl(步骤S170)，并且将所输入的端子间电压Vbl与确定阈值VD比较(步骤S180)。确定阈值VD具有与确定阈值VB相同的值。因而，步骤S180的处理是用于确定是否继续对低电压电池60充电的处理。
当端子间电压Vbl低于确定阈值VD时(步骤S170)，则处理返回至步骤S160，并且重复步骤S160至S180的处理。当端子间电压Vbl等于或者高于确定阈值VD时(步骤S170)，则确定不必继续对低电压电池60充电。然后将发动机停止指令发送至发动机ECU 24，停止驱动交流发电机62(步骤S190)，停止驱动DC/DC变换器68(步骤S200)，并且该例程终止。
在根据该实施例的混合动力汽车20中，DC/DC变换器68和交流发电机62被控制，使得在端子间电压Vbl低于确定阈值VC时，在以用于高效驱动的预定驱动点驱动交流发电机62的同时，将来自DC/DC变换器68的电力和来自交流发电机62的电力供应至低电压***电力线64。因而，能够提高对低电压电池60充电期间的能量效率。
交流发电机62被控制成被在具有等于或者高于用于高效驱动交流发电机62的电流I1的预定电流Ia和确定阈值VA的预定驱动点驱动。DC/DC变换器68被控制成低电压电池60的端子间电压Vbl变为额定电压。因而，在交流发电机62被高效驱动的同时，基于预定电流Ia和预定电压Va确定的电力从交流发电机62供应到低电压***电力线64，并且因而能够提高能量效率。
在根据该实施例的混合动力汽车20中，低电压电池60的端子间电压Vbl被与确定电压VA至VD相比较。然而，实际上可以从低电压电池60的电池电流的积分值计算低电压电池60的蓄电比例SOCl(低电压电池60的实际蓄电容量与全蓄电容量的比例)，并且所计算的蓄电比例SOCl可以被与确定阈值SA至SD比较。
在这种情况下，期望代替在图2中例证的在端子间电压降低时的控制例程，执行在图6中例证的在蓄电比例降低时的控制例程。下面将讨论用于在蓄电比例降低时的控制例程。在用于在蓄电比例降低时的控制例程中，执行与图2中的在端子间电压降低时的控制例程的相同处理，除了代替在图2中例证的用于在端子间电压降低时的控制例程的步骤S100、S110、S130至S150、S170和S180的处理，执行步骤S100B、S110B、S130B至S150B、S170B和S180B。因而，将使用相同的附图标记指示与图2中例证的用于在端子间电压降低时的控制例程的相同处理，并且这里省略其描述。
在用于在蓄电比例降低时的控制例程中，输入蓄电比例SOCl(步骤S100)，并且将该蓄电比例SOCl与确定阈值SA比较(步骤S110B)。当蓄电比例SOCl等于或者高于确定阈值SA时，则确定不必开始对低电压电池60充电。然后，处理继续至步骤S200。当蓄电比例SOCl低于确定阈值SA时，则确定需要对低电压电池60充电，并且执行步骤S120的处理。本文使用的确定阈值SA例如可以是被转换为蓄电比例的低电压电池60的额定容量。
在执行步骤S120的处理后，输入蓄电比例SOCl(步骤S130B)，并且将该蓄电比例SOCl与确定阈值SB比较(步骤S140B)。当蓄电比例SOCl等于或者高于确定阈值SB时，则确定不必继续对低电压电池60充电。然后，处理继续至步骤S200。当蓄电比例SOCl低于确定阈值SB时，处理继续至步骤S150B。确定阈值SB可以具有与确定阈值SA相同的值，或者可以具有稍微高于确定阈值SA的值。
在步骤S150B的处理中，将蓄电比例SOCl与确定阈值SC比较(步骤S150B)。当蓄电比例SOCl等于或者高于确定阈值SC时，则确定存在其中能够通过仅驱动DC/DC变换器68而恢复低电压电池60的端子间电压Vbl的情况。然后，处理返回至步骤S120。当蓄电比例SOCl低于确定阈值SC时，处理继续至步骤S160。确定阈值SC可以是低于确定阈值SB的值。
在执行步骤S160的处理后，输入蓄电比例SOCl(步骤S170B)，并且将蓄电比例SOCl与确定阈值SD比较(步骤S180B)。当蓄电比例SOCl低于确定阈值SD时，则处理返回至步骤S160。当蓄电比例SOCl等于或者高于确定阈值SD时，则处理继续至步骤S190。确定阈值SD可以具有与确定阈值SB相同的值。
在根据该实施例的混合动力汽车20中，在步骤S160的处理中控制DC/DC变换器68，使得低电压电池60的端子间电压Vbl变为额定电压。然而，DC/DC变换器68也可以被控制成低电压***电力线64的电压变为预定电压VL。在这种情况下，优选地，考虑到低电压***电力线64中的电压降，预定电压VL为允许低电压电池60的端子间电压Vbl变为额定电压的值，其示例包括稍微高于低电压电池60的额定电压的值。
在根据该实施例的混合动力汽车20中，具有多级变速机构的自动变速箱被用作变速箱46。然而，作为代替，可以使用手动变速箱，并且作为代替，可以使用无机变速箱，诸如CVT。
在根据该实施例的混合动力汽车20中，变速箱46被设置在马达MG和驱动轴36之间。然而，与根据图7中所示的变型示例的混合动力汽车20中一样，变速箱46可以被设置在离合器K0和马达MG之间。
下面将描述该实施例的主要元件和在发明内容中描述的本发明的主要元件之间的相应关系。根据该实施例的发动机22相应于“发动机”，根据该实施例的马达MG相应于“马达”，根据该实施例的高电压电池50相应于“第一电池”，根据该实施例的车载电气设备66相应于“车载电器”，根据该实施例的低电压电池60相应于“第二电池”，根据该实施例的DC/DC变换器68相应于“DC/DC变换器”，根据该实施例的交流发电机62相应于“交流发电机”，并且根据该实施例的HVECU 70相应于“控制装置”。
发明内容中所述的本发明的主要元件和该实施例的主要元件之间的相应关系是描述本发明的实施的特定示例，并且本发明的元件不限于此。换句话说，应基于发明内容中的说明解释本发明，而实施例仅为本发明的特定示例。
上文使用本发明的实施例描述了本发明，但是本发明不应被以任何方式限于该实施例，并且当然可以在不偏离本发明的精神的范围内以各种实施例实施本发明。
可以在混合动力车辆制造行业等中使用本发明。

Claims (3)

1.一种混合动力车辆，其特征在于包括：
发动机，所述发动机被构造成输出用于行驶的动力；
马达，所述马达被构造成输出用于行驶的动力；
第一电池，所述第一电池被连接到第一电力线，所述马达被连接到所述第一电力线；
车载电器；
第二电池，所述第二电池被连接到第二电力线，所述车载电器被连接到所述第二电力线；
DC/DC变换器，所述DC/DC变换器对所述第一电力线的电力进行变压，并且将变压过的所述第一电力线的电力供应到所述第二电力线；
交流发电机，所述交流发电机将通过由所述发动机进行驱动而产生的电力供应到所述第二电力线；和
电子控制单元，
i)所述电子控制单元被构造成执行第一控制，所述第一控制用于控制所述DC/DC变换器和所述交流发电机，使得当所述第二电池的蓄电比例或者所述第二电池的端子间电压低于预定阈值时，通过使所述交流发电机停止而将电力从所述DC/DC变换器供应到所述第二电力线，并且
ii)所述电子控制单元被构造成执行第二控制，所述第二控制用于控制所述DC/DC变换器和所述交流发电机，使得在执行所述第一控制期间当所述第二电池的蓄电比例或者所述第二电池的端子间电压从预定阈值降低时，来自所述DC/DC变换器的电力和来自所述交流发电机的电力被供应到所述第二电力线，
其中，所述电子控制单元被构造成在所述第二控制中控制所述DC/DC变换器和所述交流发电机，使得在以用于高效驱动的预定驱动点驱动所述交流发电机的同时，来自所述DC/DC变换器的电力和来自所述交流发电机的电力被供应到所述第二电力线。
2.根据权利要求1所述的混合动力车辆，其特征在于：
所述预定驱动点具有预定输出电压和预定输出电流，所述预定输出电流在高效地驱动所述交流发电机的电流范围内，并且
所述电子控制单元被构造成在所述第二控制中控制所述DC/DC变换器，使得所述第二电池的端子间电压变为预定电压。
3.根据权利要求2所述的混合动力车辆，其特征在于：
所述预定输出电压是所述第二电池的额定电压，并且
所述预定输出电流是允许由所述DC/DC变换器供应的最大电流。
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