CN108068799A - 混合动力车辆 - Google Patents

混合动力车辆 Download PDF

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Publication number
CN108068799A
CN108068799A CN201711113579.2A CN201711113579A CN108068799A CN 108068799 A CN108068799 A CN 108068799A CN 201711113579 A CN201711113579 A CN 201711113579A CN 108068799 A CN108068799 A CN 108068799A
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China
Prior art keywords
voltage
inverter
motor
electric vehicle
hybrid electric
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Granted
Application number
CN201711113579.2A
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CN108068799B (zh
Inventor
高仓志浩
峯岸进郎
峯岸进一郎
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Toyota Motor Corp
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Toyota Motor Corp
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    • 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
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • 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
    • B60K6/42—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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Abstract

本发明涉及混合动力车辆。混合动力车辆包括：发动机；发电机，该发电机产生反电动势；电动机；用于发电机的第一逆变器；用于电动机的第二逆变器；升压转换器，该升压转换器使第一电压***电力线的电力升压并且将该电力供应到第二电压***电力线；和第二电压***电力线的平滑电容器。在当在电压传感器中发生异常时通过升压转换器进行的升压以及第一逆变器的操作停止的状态下通过驱动发动机使混合动力车辆行驶的情形中，当电子控制单元判定存在电容器的电压将上升的征兆时，控制第一逆变器以使第一逆变器的三相处于接通状态。

Description

混合动力车辆
技术领域
本发明涉及混合动力车辆。
背景技术
在现有技术中，提出一种混合动力车辆，其中，发动机、发电机以及被连接到车轴的驱动轴被连接到行星齿轮，电动机被连接到驱动轴，并且设置升压转换器，该升压转换器对来自电池的电力进行升压并且将该电力供应到用于驱动发电机的第一逆变器以及用于驱动电动机的第二逆变器(例如，参考日本未经审查专利申请公开No.2014-184880(JP2014-184880A))。在该混合动力车辆中，当发动机不能被正常驱动时，由升压转换器进行的升压以及第一逆变器的操作停止，并且由于发动机的驱动在发动机中产生的反电动势被供应到电动机，使得混合动力车辆以跛行回家模式行驶。此时，估算发电机的反电动势，并且基于估算的反电动势来判定用于电动机的扭矩指令。
发明内容
在上述混合动力车辆中，平滑电容器被附接到设置用于第一逆变器和第二逆变器的电力线，并且检测电容器的端子之间的电压(电力线之间的电压)的电压传感器也被附接成使得基于由电压传感器检测到的电压来控制电动机的驱动。因此，当在电压传感器中发生异常并且在电容器的端子之间的电压(电力线之间的电压)波动时，电动机的驱动控制出现故障，并且混合动力车辆不能以跛行回家模式行驶。在该情形中，可以考虑停止发动机的驱动并且单独使用来自电池的电力使混合动力车辆以跛行回家模式行驶。然而，在该情形中，混合动力车辆的行驶距离变短，并且车辆速度变低。
本发明提供一种混合动力车辆，其中，当在电压传感器中发生异常，并且混合动力车辆通过在通过升压转换器进行的升压停止并且发电机的逆变器的操作停止的状态下驱动发动机而行驶时，抑制电动机的驱动控制的故障。
本发明的一个方面涉及一种混合动力车辆。该混合动力车辆包括：发动机；发电机，所述发电机被构造成由于所述发动机的旋转而产生反电动势；电动机，所述电动机被构造成输出所述混合动力车辆的行驶动力；第一逆变器，所述第一逆变器被构造成驱动所述发电机；第二逆变器，所述第二逆变器被构造成驱动所述电动机；蓄电装置；第一电压***电力线，所述第一电压电力线被连接到所述蓄电装置；第二电压***电力线，所述第二电压***电力线被连接到所述第一逆变器和所述第二逆变器；升压转换器，所述升压转换器被连接到所述第一电压***电力线和所述第二电压***电力线，所述升压转换器被构造成使所述第一电压***电力线的直流电力升压并且将所述直流电力供应到所述第二电压***电力线；平滑电容器，所述平滑电容器被附接到所述第二电压***电力线；电压传感器，所述电压传感器被构造成检测所述电容器的端子之间的电压；以及电子控制单元。所述电子控制单元被构造成控制所述发动机、所述第一逆变器、所述第二逆变器和所述升压转换器。所述电子控制单元被构造成当所述电子控制单元判定在所述电压传感器中发生异常时，控制所述升压转换器以停止通过所述升压转换器进行的升压。所述电子控制单元被构造成：当通过在所述第一逆变器的操作停止的状态下驱动所述发动机使所述混合动力车辆行驶并且所述电子控制单元判定存在所述电容器的电压将上升的征兆时，控制所述第一逆变器以使所述第一逆变器的三相处于接通状态。
利用根据该方面的混合动力车辆，在当在电压传感器中发生异常时停止通过升压转换器进行的升压的状态下，通过停止第一逆变器的操作并且驱动发动机在发电机中产生的反电动势经由第二逆变器被供应到电动机，使得混合动力车辆以跛行回家模式行驶。此时，当电动机的功率消耗等于或高于在发电机中的反电动势时，来自蓄电装置连接到的第一电压***电力线的电力经由停止升压的升压转换器被供应到将第一逆变器和第二逆变器连接的第二电压***电力线。因此，第二电压***电力线的电压与第一电压***电力线的电压相同，并且能够使用第一电压***电力线的电压来控制电动机的驱动。另一方面，当电动机的功率消耗低于在发电机中的反电动势时，由于通过升压转换器进行的升压停止，所以第二电压***电力线的电压上升。因此，当使用第一电压***电力线的电压来控制电动机的驱动时，控制出现故障。在混合动力车辆中，当电子控制单元判定存在附接到第二电压***电力线的平滑电容器的端子之间的电压(第二电压***电力线的电压)将上升的征兆时，使第一逆变器的三相接通。因此，在发电机的U相、V相和W相中形成闭合回路，并且不产生反电动势。因此，抑制第二电压***电力线的电压的上升，并且能够继续使用第一电压***电力线的电压的电动机的驱动控制。因此，能够抑制电动机的驱动控制的故障，并且混合动力车辆能够继续以跛行回家模式行驶。
在根据该方面的混合动力车辆中，电子控制单元可以被构造成：当由于混合动力车辆的驾驶员的操作电动机所需的功率变成预定功率或更低时，判定存在电容器的电压将上升的征兆。这里，“功率”可以通过将电动机所需的扭矩乘以电动机的旋转速度而获得，并且也可以是在混合动力车辆单独使用来自电动机的功率而行驶的情形中的行驶动力。
根据该方面的混合动力车辆可以进一步包括加速器操作量传感器，该加速器操作量传感器被构造成检测加速器踏板的操作量，该加速器踏板被构造成由所述混合动力车辆的驾驶员操作。电子控制单元可以被构造成当由所述加速器操作量传感器检测到的加速器操作量变成预定值或更低时，判定存在所述电容器的电压将上升的征兆。这基于如下事实，即，由于加速器操作量的大小与电动机所需的扭矩的大小密切相关，所以当加速器操作量等于或低于预定值时，电动机所需的功率减小，电动机的功率消耗变得低于在发电机中的反电动势。
在根据该方面的混合动力车辆中，电子控制单元可以被构造成：当电子控制单元判定不存在电容器的电压将上升的征兆时，控制第一逆变器以停止所述第一逆变器的操作。当电子控制单元判定不存在电容器的电压将上升的征兆时，认为电动机的功率消耗等于或高于在发电机中的反电动势。因此，通过停止使三相接通的逆变器的操作，反电动势产生于发电机中，并且能够被供应到电动机。
附图说明
以下将参考附图描述本发明的示例性实施例的特征、优点以及技术和工业意义，其中相同的附图标记表示相同的元件，并且其中：
图1是示意性地示出作为本发明的实例的混合动力车辆的构造的构造图；
图2是示意性地示出包括电动机的电气***的构造的构造图；
图3是示出由HVECU执行的跛行回家模式行驶控制程序的实例的流程图；
图4是示出当混合动力车辆在发动机停止并且逆变器的操作停止的状态下以跛行回家模式行驶时能量的流动的解释视图；
图5是示出表示当混合动力车辆在发动机停止并且逆变器的操作停止的状态下以跛行回家模式行驶时，行星齿轮的旋转元件的旋转速度和扭矩之间的机械关系的共线图的实例的解释视图；
图6是示出当通过允许发动机在通过升压转换器进行的升压和逆变器的操作停止的状态下自主运转使混合动力车辆以跛行回家模式行驶时，能量的流动的解释视图；
图7是示出表示当通过允许发动机在通过升压转换器进行的升压和逆变器的操作停止的状态下自主运转使混合动力车辆以跛行回家模式行驶时，行星齿轮的旋转元件的旋转速度和扭矩之间的机械关系的共线图的实例的解释视图；
图8是示出当通过允许发动机在通过升压转换器进行的升压停止并且逆变器使三相处于接通状态的状态下自主运转使混合动力车辆以跛行回家模式行驶时，能量的流动的解释视图；
图9是示出表示当通过允许发动机在通过升压转换器进行的升压停止并且逆变器使三相处于接通状态的状态下自主运转使混合动力车辆以跛行回家模式行驶时，行星齿轮的旋转元件的旋转速度和扭矩之间的机械关系的共线图的实例的解释视图；
图10是示出通过当在通过升压转换器进行的升压停止的状态下停止逆变器的操作或者使三相处于接通使混合动力车辆以跛行回家模式行驶时，逆变器的驱动扭矩和状态等的时间变化的实例的解释视图；并且
图11是示意性地示出变型实例的混合动力车辆的构造的构造图。
具体实施方式
将参考实例描述用于执行本发明的实施例。
图1是示意性地示出作为本发明的实例的混合动力车辆20的构造的构造图。如在图1中示出的，该实例的混合动力车辆20包括发动机22、发动机电子控制单元(此后，称作“发动机ECU”)24、行星齿轮30、电动机MG1、电动机MG2、逆变器41、42、电动机电子控制单元(此后，称作“电动机ECU”)40、电池50、电池电子控制单元(此后，称作“电池ECU”)52、升压转换器56以及混合动力车辆电子控制单元(此后，称作“HVECU”)70。
发动机22被构造成内燃机，该内燃机使用一般的汽油、柴油等作为燃料来输出功率，并且由发动机ECU24来控制发动机22的驱动。虽然在图中未示出，但是发动机ECU24被构造为微处理器，该微处理器主要包括CPU，并且除了CPU之外还包括存储处理程序的ROM、临时存储数据的RAM、输入/输出端口和通信端口。来自各种传感器的信号经由输入端口被输入到发动机ECU24，所述各种传感器监测发动机22的运转状态，例如，来自曲柄位置传感器的曲柄位置θcr，该曲柄位置传感器检测曲轴26的旋转位置；来自冷却剂温度传感器的冷却剂温度Twe，该冷却剂温度传感器测量发动机22的冷却剂的温度；来自空气流量计的吸入空气量Qa，该空气流量计被附接到吸气管；以及来自温度传感器的吸入空气温度Ta，该温度传感器被附接到吸气管。用于驱动发动机22的各种控制信号经由输出端口被从发动机ECU24输出，所述各种控制信号例如是用于燃料喷射阀的驱动信号，用于节气门电动机的驱动信号以及用于与点火器一体化的点火线圈的控制信号，该节气门电动机调节节气门的位置。此外，发动机ECU 24与HVECU 70通信，根据来自HVECU 70的控制信号控制发动机22的运转，并且需要时将与发动机22的运转状态有关的数据输出到HVECU70。发动机ECU 24还基于来自附接到曲轴26的曲柄位置传感器(未示出)的信号计算曲轴26的旋转速度，即，发动机22的旋转速度Ne。
行星齿轮30被构造成单小齿轮行星齿轮机构。电动机MG1的转子、经由差速齿轮37连接到驱动轮38a、38b的驱动轴36以及发动机22的曲轴26分别被连接到行星齿轮30的太阳齿轮、环形齿轮和载架。
电动机MG1被构造为已知的同步发电电动机，该同步发电电动机具有转子和定子，该转子具有嵌入其中的永磁体，并且三相线圈缠绕该定子，并且如上所述，电动机MG1的转子被连接到行星齿轮30的太阳齿轮。与电动机MG1相同，电动机MG2被构造为同步发电电动机，并且电动机MG2的转子被连接到驱动轴36。通过由电动机ECU40控制逆变器41、42来驱动电动机MG1、MG2。逆变器41、42经由电力线(此后，称作驱动电压***电力线)54a被连接到与电力线(此后，称作电池电压***电力线)54b连接的升压转换器56，电池50和***主继电器55被连接到该电力线54b。如在图2中示出的，逆变器41、42由六个晶体管T11至T16和六个晶体管T21至T26以及六个二极管D11至D16和六个二极管D21至D26构成，并且六个二极管D11至D16和六个二极管D21至D26分别与晶体管T11至T16和晶体管T21至T26反并联连接。晶体管T11至T16和晶体管T21至T26被布置成两个晶体管成对地分别布置在就驱动电压***电力线54a的正电极总线和负电极总线而言的源极侧和漏极侧上。形成对的晶体管之间的连接点被分别连接到电动机MG1、MG2的三相线圈(U相、V相和W相)。因此，通过在电压被施加到逆变器41、42使得电动机MG1、MG2能够被驱动以旋转的状态下调节形成对的晶体管T11至T16和晶体管T21至T26的接通时间的比例，能够在三相线圈中形成旋转磁场。由于逆变器41、42共享驱动电压***电力线54a的正电极总线和负电极总线，所以由电动机MG1、MG2中的一个电动机产生的电力能够被供应到另一个电动机。
如在图2中示出的，升压转换器56被构造为如下升压转换器，该升压转换器包括两个晶体管T51、T52、两个二极管D51、D52以及电抗器L，所述两个二极管D51、D52与晶体管T51、T52反并联连接。两个晶体管T51、T52被分别连接到驱动电压***电力线54a的正电极总线以及驱动电压***电力线54a的负电极总线和电池电压***电力线54b。电抗器L被连接到晶体管T51、T52和电池电压***电力线54b的正电极总线之间的连接点。因此，通过接通和关断晶体管T51、T52，电池电压***电力线54b的电力能够被升压并且被供应到驱动电压***电力线54a，或者驱动电压***电力线54a的电力能够被降压并且被供应到电池电压***电力线54b。
用于平滑的平滑电容器57和用于放电的放电电阻器58被并联地连接到驱动电压***电力线54a。此外，由正极侧继电器SB、负极侧继电器SG、预充电继电器SP和预充电电容器RP构成的***主继电器55被附接到电池电压***电力线54b的靠近电池50的输出端子的一侧。此外，平滑滤波电容器59被连接到电池电压***电力线54b的靠近升压转换器56的一侧。
虽然在图中未示出，但是电动机ECU 40被构造为微处理器，该微处理器主要包括CPU，并且除了CPU之外还包括存储处理程序的ROM、临时存储数据的RAM、输入/输出端口和通信端口。控制电动机MG1、MG2的驱动所需的信号经由输入端口被输入到电动机ECU 40，该信号例如是：来自旋转位置检测传感器43、44的旋转位置θm1、θm2，该旋转位置检测传感器43、44检测电动机MG1、MG2的转子的旋转位置；以及由电流传感器(未示出)测量到并且被施加到电动机MG1、MG2的相电流。此外，来自附接在平滑电容器57的端子之间的电压传感器57a的平滑电容器57的电压(驱动电压***电力线54a的电压，此后，将称为驱动电压***电压)VH、来自附接在滤波电容器59的端子之间的电压传感器59a的滤波电容器59的电压(电池电压***电力线54b的电压，此后，将称为电池电压***电压)VL等也将被输入到电动机ECU 40。用于驱动逆变器41、42或升压转换器56的控制信号，例如，用于逆变器41、42的晶体管T11至T16和晶体管T21至T26的开关控制信号、用于升压转换器56的晶体管T51、T52的开关控制信号等经由输出端口从电动机ECU 40输出。此外，电动机ECU 40与HVECU 70通信，根据来自HVECU 70的控制信号来控制电动机MG1、MG2的驱动，并且需要时将与电动机MG1、MG2的操作状态有关的数据输出到HVECU 70。电动机ECU 40还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来计算电动机MG1、MG2的旋转速度Nm1、Nm2。
例如，电池50被构造为锂离子二次电池，并且经由逆变器41、42与电动机MG1、MG2交换电力。虽然在图中未示出，但是管理电池50的电池ECU 52被构造为微处理器，该微处理器主要包括CPU，并且除了CPU之外还包括存储处理程序的ROM、临时存储数据的RAM、输入/输出端口和通信端口。管理电池50所需的信号经由输入端口被输入到电池ECU 52，该信号例如是：来自安装在电池50的端子之间的电压传感器51a的电池电压Vb；来自电流传感器51b的电池电流Ib，该电流传感器51b被附接到被连接到电池50的输出端子的电力线；以及来自被附接到电池50的温度传感器(未示出)的电池温度Tb。此外，电池ECU 52与HVECU 70通信，并且需要时将与电池50的状态有关的数据传递到HVECU 70。为了管理电池50，电池ECU 52基于由电流传感器测量到的充电/放电电流Ib的积分值来计算蓄电比SOC，该蓄电比SOC是电池50能够放电的电力的容量与电池50的总容量的比，或者基于计算出的蓄电比SOC和电池温度Tb来计算输入/输出极限Win、Wout，该输入/输出极限Win、Wout是电池50能够充电或放电的最大容许电力。
虽然在图中未示出，但是HVECU 70被构造为微处理器，该微处理器主要包括CPU，并且除了CPU之外还包括存储处理程序的ROM、临时存储数据的RAM、输入/输出端口和通信端口。驱动控制等所需的各种信号经由输入端口被输入到HVECU 70，该信号例如是来自点火开关80的点火信号以及来自车速传感器88的车辆速度V。此外，来自换档位置传感器82的换档位置SP、来自加速器踏板位置传感器84的加速器操作量Acc、来自制动器踏板位置传感器86的制动器踏板位置BP等也被输入到HVECU 70，该换档位置传感器82检测档杆81的操作位置，该加速器踏板位置传感器84测量加速器踏板83的下压量，该制动器踏板位置传感器86测量制动器踏板85的下压量。控制信号诸如用于***主继电器55的驱动信号经由输出端口从HVECU 70输出。如上所述，HVECU 70经由通信端口被连接到发动机ECU 24、电动机ECU40以及电池ECU 52，并且与发动机ECU 24、电动机ECU 40以及电池ECU 52交换各种控制信号和数据。
如上所述构造的实例的混合动力车辆20以混合动力行驶(HV行驶)模式或以电动行驶(EV行驶)模式行驶。这里，HV行驶模式是在发动机22运转的同时混合动力车辆20根据发动机22的运转行驶的模式，并且EV行驶模式是混合动力车辆20在发动机22没有运转的情况下行驶的模式。
接下来，将描述实例的混合动力车辆20的操作，并且具体地，当在升压转换器56中发生异常并且在检测驱动电压***电压VH的电压传感器57a中发生异常时执行的跛行回家模式中的操作。图3是示出当混合动力车辆20以跛行回家模式行驶时由HVECU 70执行的跛行回家模式行驶控制程序的实例的流程图。该程序每隔预定时间(例如，每隔若干毫秒)重复地执行。
当执行跛行回家模式行驶控制程序时，首先，HVECU 70判定具有异常的升压转换器56的晶体管T51、T52是否能够切断(门切断)(步骤S100)。基于是否已经由于固定到接通状态的晶体管T51而发生异常等来进行该判定。当HVECU 70判定升压转换器56的晶体管T51、T52不能关断(门关断)时，发动机22停止(步骤S110)，用于驱动电动机MG1的逆变器41的操作停止(门切断)(步骤S150)，并且程序结束。通过将用于停止发动机22的控制信号传递到发动机ECU 24并且通过已经接收到该控制信号的发动机ECU 24停止燃料喷射控制和点火控制来执行发动机22的停止。通过将用于停止逆变器41的操作的控制信号传递到电动机ECU 40并且通过已经接收到该控制信号的电动机ECU 40关断逆变器41的晶体管T11至T16来执行逆变器41的操作的停止(门切断)。在图4中示出当在发动机22停止并且逆变器41的操作停止的状态下混合动力车辆20以跛行回家模式行驶时的能量的流动，并且在图5中示出表示在该状态下行星齿轮30的旋转元件的旋转速度和扭矩之间的机械关系的共线图的实例。在图4中，白箭头指示能量的流动。在图5中，在左侧的S轴线表示太阳齿轮的旋转速度，该太阳齿轮的旋转速度是电动机MG1的旋转速度Nm1。C轴线表示载架的旋转速度，该载架的旋转速度是发动机22的旋转速度Ne。R轴线表示环形齿轮的旋转速度Nr，该环形齿轮的旋转速度是电动机MG2的旋转速度Nm2。在R轴线上的黑箭头表示从电动机MG2输出的并且施加在驱动轴36上的扭矩。在发动机22停止并且逆变器41的操作停止的状态下，电池50的电力经由升压转换器56被施加在驱动电压***电力线54a上。因此，通过基于电池电压***电力线54b的电压(电池电压***电压)VL的逆变器42的晶体管T21至T26的开关控制，电动机MG2能够输出扭矩使得混合动力车辆20能够行驶。
当在步骤S100中HVECU 70判定升压转换器56的晶体管T51、T52能够切断(门切断)时，升压转换器56的晶体管T51、T52切断(门切断)(步骤S120)，并且允许发动机22自主运转(步骤S130)。通过将用于切断升压转换器56的晶体管T51、T52的控制信号传递到电动机ECU40并且通过已经接收到该控制信号的电动机ECU 40关断升压转换器56的晶体管T51、T52来执行升压转换器56的晶体管T51、T52的切断(门切断)。通过将用于允许发动机22自主运转的控制信号传递到发动机ECU 24并且执行吸入空气量控制、喷射燃料量控制、点火控制等以允许发动机22以由已经接收到该控制信号的ECU 24预定的旋转速度自主运转来执行发动机22的自主运转。
此外，HVECU 70判定是否存在驱动电压***电压VH将上升的征兆(步骤S140)。通过当通过电动机MG2的扭矩指令Tm2*和电动机MG2的旋转速度Nm2的乘积计算出的电动机需要功率等于或低于预定功率Pref时，或者当由加速器踏板位置传感器84检测到的加速器操作量Acc等于或低于预定操作量Aref时判定“存在征兆”，能够获得驱动电压***电压VH将上升的征兆。此后将描述其原因。
当在步骤S140中HVECU 70判定不存在驱动电压***电压VH将上升的征兆时，判定驱动电压***电压VH保持在电池电压***电压VL，驱动电动机MG1的逆变器41的操作停止(门切断)(步骤S150)，并且程序结束。在该状态下，通过在由升压转换器56进行的升压以及逆变器41的操作停止的状态下允许发动机22自主运转，使混合动力车辆20以跛行回家模式行驶。在图6中示出当在该状态下混合动力车辆20以跛行回家模式行驶时能量的流动，并且在图7中示出表示当在该状态下混合动力车辆20以跛行回家模式行驶时行星齿轮30的旋转元件的旋转速度和扭矩之间的机械关系的共线图的实例。当发动机22自主运转时，电动机MG1利用发动机22的自主运转旋转，并且在电动机MG1中产生反电动势。当逆变器41的操作停止时，逆变器41的二极管D11至D16用作整流回路。因此，在电动机MG1中产生的反电动势被供应到逆变器42并且被电动机MG2消耗。由于驱动电压***电压VH保持在电池电压***电压VL，所以能够通过基于电池电压***电压VL对逆变器42的晶体管T21至T26的开关控制来执行电动机MG2的驱动控制。在跛行回家模式中，由于使用通过发动机22的自主运转在电动机MG1中产生的反电动势和利用发动机22的自主运转的电动机MG1的旋转，所以与混合动力车辆20单独地利用来自电池50的放电电力行驶的情形相比，混合动力车辆20能够使用较高的电力行驶，并且能够增加混合动力车辆20的行驶距离。在发动机22的自主运转期间的旋转速度是在电动机MG1中产生一定程度的反电动势的旋转速度。
当在步骤S140中HVECU 70判定存在驱动电压***电压VH将上升的征兆时，逆变器41使三相接通(步骤S160)，并且程序结束。能够通过将用于使逆变器41的三相接通的控制信号传递到电动机ECU40，并且通过已经接收到该控制信号的电动机ECU 40接通构成逆变器41的上臂的晶体管T11至T13或者构成逆变器41的下臂的晶体管T14至T16，来执行逆变器41的三相接通。在该状态下，在通过升压转换器56进行的升压停止并且逆变器41使三相接通的状态下，发动机22自主运转并且混合动力车辆20以跛行回家模式行驶。在图8中示出在该状态下混合动力车辆20以跛行回家模式行驶时的能量的流动，并且在图9中示出表示当在该状态下混合动力车辆20以跛行回家模式行驶时行星齿轮30的旋转元件的旋转速度和扭矩之间的机械关系的共线图的实例。当使逆变器41的三相接通时，在电动机MG1的U相、V相和W相中形成闭合回路，并且不在电动机MG1中产生反电动势。因此，单独使用来自电池50的电力来驱动MG2。
即使当HVECU 70判定存在驱动电压***电压VH将上升的征兆时，当在如同HVECU70判定不存在征兆时逆变器41的操作停止的状态下发动机22自主运转并且混合动力车辆20以跛行回家模式行驶时，驱动电压***电压VH由于在电动机MG1中的反电动势而上升。在该情形中，在检测驱动电压***电压VH的电压传感器57a中发生异常，并且假设驱动电压***电压VH等于电池电压***电压VL执行的电动机MG2的驱动控制出现故障。在该实例中，为了避免电动机MG2的驱动控制的故障，允许当HVECU 70判定存在驱动电压***电压VH将上升的征兆时使逆变器41三相接通。
接下来，将描述当通过电动机MG2的扭矩指令Tm2*和电动机MG2的旋转速度Nm2的乘积计算出的电动机需要功率等于或低于预定功率Pref，或者当由加速器踏板位置传感器84检测到的加速器操作量Acc等于或低于预定操作量Aref时，HVECU 70能够判定“存在驱动电压***电压VH将上升”的原因。在通过使用电动机MG1的反电动势和来自电池50的放电电力来控制电动机MG2的驱动以使混合动力车辆20行驶的情形中，电动机MG2的扭矩减小并且功率消耗减小。在该情形中，电动机MG1的反电动势变得过大，并且驱动电压***电压VH上升。因此，当电动机MG2的功率消耗减小时，即，当电动机需要功率降低到预定功率或更低时，HVECU 70能够判定存在驱动电压***电压VH将上升的征兆。在单独使用来自电动机MG2的扭矩使混合动力车辆20行驶的情形中，电动机需要功率降低与行驶所需的功率降低同义。该情形与由驾驶员下压的加速器踏板83返回对应。因此，当加速器操作量Acc减小到预定操作量或更低时，HVECU 70能够判定存在驱动电压***电压VH将上升的征兆。
图10是示出通过当在当在检测驱动电压***电压VH的电压传感器57a中发生异常时由升压转换器56进行的升压停止的状态下停止逆变器41的操作或允许逆变器41使三相接通而使混合动力车辆20以跛行回家模式行驶时，逆变器41的驱动扭矩Td和状态等的时间变化的实例的解释图。在图10中，驱动电压***电压VH的点划线表示逆变器41的操作停止。在由于当检测驱动电压***电压VH的电压传感器57a中发生异常时升压转换器56的异常而停止通过升压转换器56进行的升压的时间T1，逆变器41的操作停止并且发动机22自主运转。因此，在电动机MG1中产生反电动势，驱动电压***电压VH快速地变成电池电压***电压VL，并且假设驱动电压***电压VH等于电池电压***电压VL基于电池电压***电压VL来控制电动机MG2的驱动。在由驾驶员下压的加速器踏板83突然返回的时间T2，通过加速器操作使加速器操作量Acc变成预定操作量Aref或更低，并且HVECU 70判定存在驱动电压***电压VH将上升的征兆，从而允许逆变器41使三相连通。因此，在电动机MG1中不产生反电动势，并且驱动电压***电压VH保持在电池电压***电压VL，并且在没有故障的情况下继续基于电池电压***电压VL的电动机MG2的驱动控制。另一方面，如由虚线示出的，当在逆变器41不使三相接通的同时保持逆变器41的操作停止的状态时，驱动电压***电压VH上升，并且基于电池电压***电压VL的电动机MG2的驱动控制出现故障。在驾驶员轻微下压加速器踏板83的时间T3，加速器操作量Acc是预定预定操作量Aref或更低，并且继续逆变器41的三相接通。在驾驶员进一步下压加速器踏板83的时间T4，加速器操作量Acc变得大于预定操作量Aref，逆变器41的三相接通被释放，并且逆变器41的操作停止。因此，在电动机MG1中产生反电动势，并且电动机MG2能够消耗反电动势使得混合动力车辆20能够行驶。
在上述实例的混合动力车辆20中，当在升压转换器56中发生异常并且在检测驱动电压***电压VH的电压传感器57a中发生异常时，通过允许发动机22在通过升压转换器56进行的升压停止的状态下自主运转来使混合动力车辆20行驶。在该情形中，当HVECU 70判定不存在驱动电压***电压VH将上升的征兆时，驱动电动机MG1的逆变器41的操作停止，并且由电动机MG2消耗在电动机MG1中产生的反电动势使得混合动力车辆20行驶。因此，与混合动力车辆20单独利用来自电池50的放电电力行驶的情形相比，能够增加混合动力车辆20的行驶距离，并且混合动力车辆20能够以较高车辆速度行驶。当HVECU 70判定存在驱动电压***电压VH将上升的征兆时，通过在电动机MG1中没有产生反电动势的情况下允许驱动电动机MG1的逆变器41使三相接通使混合动力车辆20行驶。因此，抑制驱动电压***电压VH的上升，避免基于电池电压***电压VL的电动机MG2的驱动控制的故障，并且能够继续跛行回家模式。
该实例的混合动力车辆20被构造成使得行星齿轮30的环形齿轮以及电动机MG2被连接到与驱动轮38a、38b连接的驱动轴36，并且行星齿轮30的太阳齿轮和载架被分别连接到电动机MG1和发动机22。然而，能够应用任何构造，只要包括发动机、随着发动机的旋转而旋转并且产生反电动势的发电机、能够输出行驶动力的电动机、用于驱动发电机的第一逆变器、用于驱动电动机的第二逆变器、蓄电装置和升压转换器即可。例如，如在图11的变型实例的混合动力车辆120中示出的，可以应用所谓的串行式混合动力车辆的构造，其中，用于行驶的电动机MG2被连接到与驱动轮38a、38b连接的驱动轴36，并且用于发电的电动机MG1被连接到发动机22的输出轴。
在实例的混合动力车辆20中，电池50被连接到电池电压***电力线54b。然而，还可以使用电容器来代替电池50。
将描述实例的主要元件和在“发明内容”中描述的发明的主要元件之间的对应关系。在该实例中，发动机22与“发动机”对应，电动机MG1与“发电机”对应，电动机MG2与“电动机”对应，逆变器41与“第一逆变器”对应，逆变器42与“第二逆变器”对应，电池50与“蓄电装置”对应，升压转换器56与“升压转换器”对应，平滑电容器57与“电容器”对应，电压传感器57与“电压传感器”对应，并且HVECU 70、发动机ECU 24、电动机ECU 40和电池ECU 52与说明书中的“电子控制单元”对应。然而，对应关系是示例性的。
实例的主要元件和在“发明内容”中描述的发明的主要元件之间的对应关系是用于具体描述用于通过实例执行在“发明内容”中描述的发明的实施例的实例，并且不限制在“发明内容”中描述的发明的元件。即，应当基于在“发明内容”中的描述对在“发明内容”中描述的发明的解释，并且实例仅是在“发明内容”中描述的发明的具体实例。
虽然以上已经使用实例描述了用于执行本发明的实施例，但是本发明不限于该实例，并且可以在不脱离本发明的主旨的情况下作出各种变型。
本发明可应用于混合动力车辆的制造业等。

Claims (4)

1.一种混合动力车辆，其特征在于包括：
发动机；
发电机，所述发电机被构造成由于所述发动机的旋转而产生反电动势；
电动机，所述电动机被构造成输出所述混合动力车辆的行驶动力；
第一逆变器，所述第一逆变器被构造成驱动所述发电机；
第二逆变器，所述第二逆变器被构造成驱动所述电动机；
蓄电装置；
第一电压***电力线，所述第一电压***电力线被连接到所述蓄电装置；
第二电压***电力线，所述第二电压***电力线被连接到所述第一逆变器和所述第二逆变器；
升压转换器，所述升压转换器被连接到所述第一电压***电力线和所述第二电压***电力线，所述升压转换器被构造成使所述第一电压***电力线的直流电力升压并且将所述直流电力供应到所述第二电压***电力线；
平滑电容器，所述平滑电容器被附接到所述第二电压***电力线；
电压传感器，所述电压传感器被构造成检测所述电容器的端子之间的电压；以及
电子控制单元，所述电子控制单元被构造成：
控制所述发动机、所述第一逆变器、所述第二逆变器和所述升压转换器，
当所述电子控制单元判定在所述电压传感器中发生异常时，控制所述升压转换器以停止通过所述升压转换器进行的升压，并且
当通过在所述第一逆变器的操作停止的状态下驱动所述发动机使所述混合动力车辆行驶并且所述电子控制单元判定存在所述电容器的电压将上升的征兆时，控制所述第一逆变器以使所述第一逆变器的三相处于接通状态。
2.根据权利要求1所述的混合动力车辆，其特征在于，所述电子控制单元被构造成当由于所述混合动力车辆的驾驶员的操作所述电动机所需的功率变成预定功率或更低时，判定存在所述电容器的电压将上升的征兆。
3.根据权利要求1所述的混合动力车辆，其特征在于进一步包括加速器操作量传感器，所述加速器操作量传感器被构造成检测加速器踏板的操作量，所述加速器踏板被构造成由所述混合动力车辆的驾驶员操作，
其中，所述电子控制单元被构造成当由所述加速器操作量传感器检测到的加速器操作量变成预定值或更低时，判定存在所述电容器的电压将上升的征兆。
4.根据权利要求1至3中的任一项所述的混合动力车辆，其特征在于，所述电子控制单元被构造成当所述电子控制单元判定不存在所述电容器的电压将上升的征兆时，控制所述第一逆变器以停止所述第一逆变器的操作。
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