CN117302165A - 混合动力车辆的控制装置及混合动力车辆的控制方法 - Google Patents
混合动力车辆的控制装置及混合动力车辆的控制方法 Download PDFInfo
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- CN117302165A CN117302165A CN202310715017.4A CN202310715017A CN117302165A CN 117302165 A CN117302165 A CN 117302165A CN 202310715017 A CN202310715017 A CN 202310715017A CN 117302165 A CN117302165 A CN 117302165A
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Classifications
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- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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- B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
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- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Abstract
本发明提供一种混合动力车辆的控制装置及混合动力车辆的控制方法。控制装置进行:驱动力切换处理,在具备捕集排气中的PM的过滤器的发动机的燃料切断处理的实施被禁止时,与未被禁止时相比,减小在车辆减速过程中驱动***产生的制动转矩;电动机驱动处理,在车辆减速过程中,通过第一旋转电机驱动发动机旋转而对由过滤器捕集的PM进行燃烧净化;及设定处理,在燃料切断处理的实施被禁止时,与未被禁止时相比,将允许电动机驱动处理的实施的车速设定为高的速度。
Description
技术领域
本公开涉及混合动力车辆的控制装置及混合动力车辆的控制方法。
背景技术
作为混合动力车辆,存在搭载有具备捕集排气中的微粒物质的过滤器的发动机的结构。如果在过滤器堆积有大量的微粒物质的状态下实施发动机的燃料切断,则堆积的微粒物质一下子燃烧,过滤器可能会过热。因此,如日本特开2017-128152号公报记载那样,在过滤器堆积的微粒物质的量超过一定的量的情况下,有时禁止发动机的燃料切断。
另一方面,如果禁止燃料切断,则在减速时发动机产生的制动转矩、所谓发动机制动减少。其结果是,车辆的减速度下降而乘客可能会感觉到不适感。发动机制动的减少引起的车辆的减速度的下降通过再生制动量的增加能够补偿。然而,如果增加再生制动量,则充放电的收支平衡破坏,蓄电池可能会成为过充电。因此,上述专利文献记载的控制装置在燃料切断的实施被禁止的情况下,与未被禁止的情况相比进行使混合动力车辆的减速度减少的驱动力切换处理。
然而,在车辆减速过程中,有时实施通过电动机使发动机旋转的电动机驱动,进行过滤器的再生处理。如果通过驱动力切换处理使车辆的减速度下降,则再生产生的发电量减少。因此,如果在使减速度下降的状态下实施再生处理,则电动机驱动用的电力消耗较大地超过再生产生的发电量而蓄电池可能会成为过放电。
发明内容
根据本公开的一方式,提供一种混合动力车辆的控制装置,对具备驱动***的混合动力车辆进行控制,该驱动***具有发动机、第一旋转电机及第二旋转电机,该发动机具备过滤器,该过滤器构成为捕集排气中的微粒物质,所述第一旋转电机构成为根据来自蓄电池的供电而产生向所述发动机赋予的旋转力,所述第二旋转电机构成为接受从车轮传来的旋转力而进行发电,其中,所述混合动力车辆的控制装置具备处理电路,所述处理电路构成为进行如下处理:燃料切断处理,在所述混合动力车辆的减速过程中,实施所述发动机的燃料切断而产生发动机制动;驱动力切换处理,在禁止所述燃料切断处理的实施的情况下,与未禁止所述燃料切断处理的实施的情况下相比,减小在所述混合动力车辆的减速过程中所述驱动***产生的制动转矩;电动机驱动处理,在所述混合动力车辆的减速过程中,通过所述第一旋转电机驱动所述发动机旋转而对由所述过滤器捕集的所述微粒物质进行燃烧净化;及设定处理,在禁止所述燃料切断处理的实施的情况下,与未禁止所述燃料切断处理的实施的情况下相比,将允许所述电动机驱动处理的实施的车速设定为高的速度。
根据本公开的一方式,提供一种混合动力车辆的控制方法,所述混合动力车辆具备驱动***,该驱动***具有发动机、第一旋转电机及第二旋转电机,所述发动机具备过滤器,该过滤器构成为捕集排气中的微粒物质,所述第一旋转电机构成为根据来自蓄电池的供电而产生向所述发动机赋予的旋转力,所述第二旋转电机构成为接受从车轮传来的旋转力而进行发电,其中,所述混合动力车辆的控制方法包括如下步骤:基于禁止燃料切断处理的实施的情况而减小在所述混合动力车辆的减速过程中所述驱动***产生的制动转矩;将减小所述混合动力车辆的减速过程中所述驱动***产生的所述制动转矩的状态维持至所述燃料切断处理的实施的禁止被解除为止或者里程结束为止;在所述微粒物质的堆积量为既定的判定值以上、且处于所述混合动力车辆的减速过程中、且所述混合动力车辆的车速为电动机驱动允许车速以上的情况下,在停止了所述发动机的燃烧的状态下实施电动机驱动处理,该电动机驱动处理通过所述第一旋转电机来驱动所述发动机;及在所述混合动力车辆的所述车速小于所述电动机驱动允许车速的情况下,结束所述电动机驱动处理,基于禁止所述燃料切断处理的实施的情况而减小在所述混合动力车辆的减速过程中所述驱动***产生的制动转矩的步骤与增大所述电动机驱动允许车速的步骤一起执行。
附图说明
图1是示意性地表示适用一实施方式的控制装置的混合动力车辆的驱动***的结构的图。
图2是示意性地表示上述控制装置的结构的图。
图3是表示该控制装置的目标驱动转矩的设定形态的坐标图。
图4是该控制装置执行的再生要求判定例程的流程图。
图5是该控制装置执行的电动机驱动处理例程的流程图。
图6是表示该控制装置的电动机驱动允许车速的设定形态的坐标图。
具体实施方式
以下,参照图1~图6,详细说明混合动力车辆的控制装置的一实施方式。
<混合动力车辆的驱动***>
首先,参照图1,说明适用本实施方式的控制装置的混合动力车辆的驱动***的结构。在该混合动力车辆的驱动***设有发动机10、第一旋转电机71及第二旋转电机72。发动机10是通过燃料的燃烧而产生动力的内燃机。第一旋转电机71及第二旋转电机72兼具通过电力供给而产生动力的作为电动机的功能和从外部接受动力而发电的作为发电机的功能。
此外,在图1的混合动力车辆设有蓄电池77、第一逆变器75、第二逆变器76。第一逆变器75将蓄电池77放电的直流电流转换成交流电流向第一旋转电机71供给。而且,第一逆变器75将第一旋转电机71发电的交流电流转换成直流电流向蓄电池77充电。第二逆变器76将蓄电池77放电的直流电流转换成交流电流向第二旋转电机72供给。而且,第二逆变器76将第二旋转电机72发电的交流电流转换成直流电流向蓄电池77充电。
发动机10具有进行混合气的燃烧的多个气缸11。而且,在发动机10设有成为向各气缸11导入空气的导入路的进气通路15。在进气通路15设有用于调整进气的流量的作为气门的节气门16。进气通路15中的比节气门16靠下游侧的部分按照各气缸分支。在进气通路15中的按照各气缸分支的部分分别设置喷射器17。另一方面,在各气缸11分别设置通过火花放电对导入到气缸11内的混合气进行点火的点火装置18。而且,在发动机10设有成为通过各气缸11中的混合气的燃烧而产生的排气的排出路的排气通路21。在排气通路21设有对排气进行净化的三元催化剂装置22。此外,在排气通路21中的比三元催化剂装置22靠下游侧处设有捕集排气中的微粒物质(PM)的过滤器23。
包含喷射器17喷射的燃料的混合气通过进气通路15向这样的发动机10的各气缸11导入。当点火装置18对该混合气进行点火时,在气缸11内进行燃烧。此时的因燃烧而产生的废气从气缸11内向排气通路21排出。在该发动机10中,三元催化剂装置22进行废气中的HC及CO的氧化和NOx的还原,而且过滤器23捕集排气中的PM,由此对废气进行净化。
另一方面,在混合动力车辆设有第一行星齿轮机构40。第一行星齿轮机构40具有外齿齿轮的太阳齿轮41和与太阳齿轮41同轴配置的内齿齿轮的齿圈42。在太阳齿轮41与齿圈42之间配置与太阳齿轮41及齿圈42这双方啮合的多个行星齿轮43。各行星齿轮43以自转及公转自如的状态支承于行星架44。太阳齿轮41、齿圈42及行星架44成为第一行星齿轮机构40的3个旋转要素。在这样的第一行星齿轮机构40的行星架44连结作为发动机10的输出轴的曲轴14,在太阳齿轮41连结第一旋转电机71。而且,在齿圈42连接驱动轴45。在驱动轴45经由减速机构60、差动机构61及车轮轴63连结车轮62。即,驱动轴45成为向车轮62取出动力的取出轴。
另外,在驱动轴45经由第二行星齿轮机构50连结第二旋转电机72。第二行星齿轮机构50具有外齿齿轮的太阳齿轮51和与太阳齿轮51同轴配置的内齿齿轮的齿圈52。在太阳齿轮51与齿圈52之间配置与太阳齿轮51及齿圈52这双方啮合的多个行星齿轮53。各行星齿轮53虽然自转自如,但是不能公转。并且,在第二行星齿轮机构50的齿圈52连接驱动轴45,在太阳齿轮51连接第二旋转电机72。这样的第二行星齿轮机构50作为对第二旋转电机72的旋转进行减速而向驱动轴45传递的减速机构发挥功能。
<控制装置的结构>
接下来,参照图2,说明本实施方式的混合动力车辆的控制装置的结构。
在混合动力车辆搭载有作为控制装置的电子控制单元100。电子控制单元100具备执行车辆控制用的各种处理的运算处理装置101和存储有车辆控制用的程序、数据的存储装置102。需要说明的是,实际上,电子控制单元100由发动机控制用、电池控制用等的多个控制单元构成。
在混合动力车辆设置有气流计103、曲轴角传感器104、空燃比传感器105、加速踏板传感器106、挡位传感器107及车速传感器108等传感器。气流计103是检测发动机10的吸入空气量GA的传感器。曲轴角传感器104是检测曲轴14的旋转相位的传感器。空燃比传感器105是检测在气缸11中燃烧的混合气的空燃比的传感器。加速踏板传感器106是检测驾驶者的加速踏板操作量ACC的传感器。挡位传感器107是检测驾驶者的换挡杆的操作位置的传感器。车速传感器108是检测混合动力车辆的车速V的传感器。
这些传感器的检测信号向电子控制单元100输入。并且,电子控制单元100基于这些传感器的检测结果,执行混合动力车辆的各种控制。例如电子控制单元100通过节气门16、喷射器17、点火装置18等的控制,进行发动机10的运转控制。而且,电子控制单元100通过第一逆变器75及第二逆变器76的控制,进行第一旋转电机71及第二旋转电机72的转矩控制。
<混合动力车辆的行驶控制>
如以上所述构成的电子控制单元100基于输入的检测信号、信息,进行混合动力车辆的行驶控制。在行驶控制时,电子控制单元100基于加速踏板操作量ACC、车速V等,设定目标驱动转矩T*的值。目标驱动转矩T*表示驱动***产生的驱动轴45的转矩的目标值。并且,电子控制单元100以驱动***产生的驱动轴45的转矩成为与目标驱动转矩T*相等的值的方式进行发动机10、第一旋转电机71及第二旋转电机72的转矩控制。此时,电子控制单元100基于发动机10的效率、蓄电池77的充电状况,决定发动机10、第一旋转电机71及第二旋转电机72各自产生的转矩的分配。
<燃料切断处理>
电子控制单元100在混合动力车辆的减速时等,存在将负的值设定作为目标驱动转矩T*的值的情况。这里的混合动力车辆的减速时是指混合动力车辆以惯性行驶时。此时的电子控制单元100以驱动***使驱动轴45产生制动转矩的方式执行发动机10、第一旋转电机71及第二旋转电机72的转矩控制。如果此时的制动转矩仅通过第二旋转电机72的再生制动来产生,则存在蓄电池77成为过充电的情况。这样的情况的电子控制单元100实施使喷射器17的燃料喷射停止的燃料切断处理,使发动机制动产生。即,此时的发动机10通过从驱动轴45传递的旋转力而牵连旋转。并且,发动机10由于摩擦损失或泵吸损失而产生使驱动轴45的旋转减速的制动转矩。
然而,如上所述,在发动机10设置有捕集排气中的PM的过滤器23。当实施燃料切断时,排气通路21内的气体置换为新气,因此大量的氧向过滤器23流入。并且,通过该氧而由过滤器23捕集的PM燃烧。因此,如果在捕集了大量的PM的状态下实施燃料切断,则由于PM的燃烧引起的发热,过滤器23的温度可能会超过可许容的上限地上升。
另一方面,电子控制单元100基于发动机10的运转状况,推定过滤器23的PM堆积量。并且,电子控制单元100在PM堆积量为既定的阈值以上的情况下,禁止燃料切断处理的实施。需要说明的是,电子控制单元100通过设置FC禁止标志而表示燃料切断禁止的情况。
<驱动力切换处理>
如上所述,电子控制单元100在减速时等将负的值设定作为目标驱动转矩T*的值,使驱动***产生制动转矩。在燃料切断处理的实施被禁止的情况下,发动机制动的效力减弱,因此需要通过第二旋转电机72的再生制动来补偿该减弱量。另一方面,如果第二旋转电机72的再生发电量变得过大,则蓄电池77可能会成为过充电。因此,如果禁止燃料切断处理的实施,则电子控制单元100进行在混合动力车辆的减速过程中减小使驱动***产生的制动转矩的驱动力切换处理。需要说明的是,电子控制单元100在驱动力切换处理中如果暂时减少减速过程中的制动转矩,则将该状态维持至里程的结束为止。即,在驱动力切换处理中,如果禁止燃料切断处理的实施,则即使之后允许燃料切断处理的实施,也将减少了制动转矩的状态维持至里程结束。需要说明的是,在以下的说明中,将通过驱动力切换处理而减速过程中的制动转矩减少的状态记载为“驱动力切换时”,将未减少的状态记载为“通常时”。
图3示出基于电子控制单元100的目标制动转矩TD的设定形态。图3示出加速踏板操作量ACC为25%、50%、75%、100%时的各自的车速与目标制动转矩TD的关系。而且,图3示出加速踏板操作量ACC为0%的情况的F/C禁止时、F/C允许时的各自的车速与目标制动转矩TD的关系。如该图所示,在加速踏板操作量ACC为25%以上的情况下,对目标制动转矩TD的值始终设定正的值。另一方面,在加速踏板操作量ACC为0%的情况下,即在混合动力车辆的减速时,如果车速比一定程度升高,则将负的值设定作为目标制动转矩TD的值。此外,在加速踏板操作量ACC为0%的情况下,在驱动力切换时将比通常时大的值设定作为目标制动转矩TD的值。
<过滤器再生>
设置于发动机10的过滤器23存在由于捕集的PM而发生孔眼堵塞的情况。电子控制单元100当过滤器23的PM堆积量超过一定的量时,实施用于对堆积的PM进行净化的过滤器再生。在过滤器再生时,电子控制单元100在混合动力车辆的减速时等,在停止了发动机10的燃烧的状态下,实施通过第一旋转电机71使发动机10旋转的电动机驱动处理。当进行电动机驱动处理时,在排气通路21中流动的排气置换为新气而向过滤器23供给氧。并且,通过供给的氧,堆积于过滤器23的PM燃烧而被净化。
需要说明的是,即使在燃料切断处理的实施过程中,也向过滤器23供给氧而进行PM的燃烧。但是,燃料切断处理的实施期间或其处理过程中的过滤器23的氧供给量难以控制,为了即使在PM堆积量多的情况下也可靠地避免过滤器23的过热,优选禁止其实施。相对于此,在电动机驱动处理中,通过第一旋转电机71使发动机10旋转,实施期间或其实施过程中的过滤器23的氧供给量的控制与燃料切断处理相比容易。因此,在PM堆积量多而担心再生过程中的过滤器23的过热的情况下,优选禁止燃料切断处理的实施,通过电动机驱动处理而实现过滤器23的再生。
图4示出用于判定过滤器再生是否需要实施的再生要求判定例程的流程图。电子控制单元100在混合动力车辆的行驶过程中每既定的控制周期地反复执行该例程。
当开始本例程的处理时,电子控制单元100首先在步骤S100中,判定蓄电池77的放电量是否小于既定的判定值X2。更详细而言,在步骤S100中,电子控制单元100判定到目前为止的既定的期间中的蓄电池77的充放电的收支是否处于偏向放电侧的状态。并且,电子控制单元100在蓄电池77的放电量为判定值X2以上的情况下(NO),在步骤S110中将再生要求标志清零。进而,电子控制单元100结束本次的控制周期中的本例程的处理。需要说明的是,再生要求标志是凭借被设立的情况而表示要求过滤器再生的实施的情况的标志。
在蓄电池77的放电量小于判定值X2的情况下(S100:是),电子控制单元100使处理进入步骤S120。然后,在该步骤S120中,电子控制单元100判定再生要求标志是否被设立。在再生要求标志被设立的情况下(YES),电子控制单元100直接结束本次的控制周期中的本例程的处理。另一方面,在再生要求标志未被设立的情况下(NO),电子控制单元100使处理进入步骤S130。
在步骤S130中,电子控制单元100判定过滤器23的PM堆积量是否为既定的判定值X1以上。电子控制单元100基于发动机10的运转状况,推定PM堆积量。对判定值X1设定比过滤器23成为发生了孔眼堵塞的状态时的PM堆积量少的量作为值。并且,电子控制单元100在PM堆积量小于判定值X1的情况下(NO),直接结束本次的控制周期中的本例程的处理。另一方面,在PM堆积量为判定值X1以上的情况下(YES),电子控制单元100使处理进入步骤S140。然后,电子控制单元100在该步骤S140中设立了再生要求标志之后,结束本次的控制周期中的本例程的处理。
图5示出为了实施过滤器再生而电子控制单元100执行的过滤器再生例程的流程图。该例程也成为在混合动力车辆的行驶过程中电子控制单元100每既定的控制周期地反复执行的处理。
当开始本例程时,电子控制单元100首先在步骤S200中,判定再生要求标志是否被设立。然后,电子控制单元100在再生要求标志被设立的情况下(YES),使处理进入步骤S210,在未被设立的情况下(NO),直接结束本次的控制周期中的本例程的处理。
在步骤S210中,电子控制单元100判定混合动力车辆是否为减速过程中。例如电子控制单元100将加速踏板操作量ACC为“0”且车速为一定的速度以上的情况判定为混合动力车辆的减速过程中。然后,电子控制单元100在减速过程中的情况下(YES),使处理进入步骤S220,在不是减速过程中的情况下(NO),直接结束本次的控制周期中的本例程的处理。
在步骤S220中,电子控制单元100判定是否为驱动力切换时。即,在步骤S220中,电子控制单元100判定在减速过程中是否成为驱动***产生的制动转矩由于驱动力切换处理而减少的状态。并且,电子控制单元100在驱动力切换时使处理进入步骤S230,在通常时使处理进入步骤S240。
在步骤S230中,电子控制单元100使用预先存储于存储装置102的第一运算映射MAP1,基于蓄电池SOC,运算电动机驱动允许车速VM。蓄电池SOC表示蓄电池77的充电率(State Of Charge)。另一方面,电子控制单元100在步骤S240中,使用预先存储于存储装置102的第二运算映射MAP2,基于蓄电池SOC,运算电动机驱动允许车速VM。即,电子控制单元100在驱动力切换时与通常时使用不同的运算映射来运算电动机驱动允许车速VM。
图6示出第一运算映射MAP1及第二运算映射MAP2的各自的蓄电池SOC与电动机驱动允许车速VM的关系。无论在哪个运算映射中,都是在蓄电池SOC低时,与高时相比,将高的车速设定作为电动机驱动允许车速VM的值。但是,在蓄电池SOC为同值的情况下,与通常时使用的第二运算映射MAP2相比,驱动力切换时使用的第一运算映射MAP1将高的车速设定作为电动机驱动允许车速VM的值。
在这样的步骤S230或S240中的电动机驱动允许车速VM的运算后,电子控制单元100使处理进入步骤S250。在步骤S250中,电子控制单元100判定车速是否为电动机驱动允许车速VM以上。在车速小于电动机驱动允许车速VM的情况下(NO),电子控制单元100直接结束本次的控制周期中的本例程的处理。另一方面,在车速为电动机驱动允许车速VM以上的情况下(YES),电子控制单元100使处理进入步骤S260。
在步骤S260中,电子控制单元100开始电动机驱动处理。然后,电子控制单元100在成为了如下的第一~第三任一情况时结束电动机驱动处理。第一情况是过滤器23的再生完成的情况。第二情况是混合动力车辆停止或再加速而不再为减速过程中的情况。第三情况是过滤器23的温度成为了一定的温度以上的情况。电子控制单元100在第一情况下,即过滤器23的再生完成的情况下,将再生要求标志清零。
需要说明的是,电子控制单元100以例如下面的形态判定过滤器23的再生完成。在该判定时,电子控制单元100基于电动机驱动处理的开始时的PM堆积量,运算该堆积量的PM的燃烧所需的电动机驱动处理的实施时间。并且,电子控制单元100凭借从电动机驱动处理的开始起经过了该运算的时间的情况,判定为过滤器23的再生完成。
<实施方式的作用效果>
说明本实施方式的作用及效果。
电子控制单元100在蓄电池77的放电量小于判定值X2且PM堆积量为再生要求判定值X1以上的情况下,设立再生要求标志。并且,在再生要求标志被设立的情况下,电子控制单元100在混合动力车辆为减速过程中且车速为电动机驱动允许车速VM以上时,允许电动机驱动处理的实施。需要说明的是,蓄电池SOC越低,则电子控制单元100将越高的车速设定作为电动机驱动允许车速VM的值。
在电动机驱动处理中,通过第一旋转电机71驱动发动机10旋转。因此,在电动机驱动处理过程中,消耗第一旋转电机71的动力运转驾驶用的电力。另一方面,电动机驱动处理在混合动力车辆的减速过程中被实施。并且,混合动力车辆的减速过程中的第二旋转电机72通过再生发电而产生制动转矩。这样的电动机驱动处理过程中的第一旋转电机71的电力消耗量较大地超过第二旋转电机72的再生发电量时,在蓄电池77蓄积的电力被带出,蓄电池77可能会成为过放电。需要说明的是,在蓄电池SOC高时,与低时相比,在达到过放电之前蓄电池77能够放电的电力的量增多。
需要说明的是,电子控制单元100以车速为电动机驱动允许车速VM以上的情况为条件而允许电动机驱动处理的实施。并且,电子控制单元100在蓄电池SOC低时,与蓄电池SOC高时相比,将高的车速设定作为电动机驱动允许车速VM的值。即,电子控制单元100在蓄电池SOC低时,与蓄电池SOC高时相比,在高的车速域实施电动机驱动处理。另一方面,车速越高,则减速过程中的第二旋转电机72的再生发电量越多。因此,能够以避免蓄电池77成为过放电的方式实施电动机驱动处理。
另一方面,电子控制单元100在过滤器23的PM堆积量为既定的阈值以上的情况下,禁止燃料切断处理的实施。并且,电子控制单元100在驱动力切换处理中,在禁止了燃料切断处理的实施的情况下,在里程结束之前,减小在混合动力车辆的减速过程中驱动***产生的制动转矩。需要说明的是,电动机驱动处理过程中的发动机10无法产生制动转矩,因此驱动***的制动转矩通过第二旋转电机72的再生发电而产生。
当由于驱动力切换处理而在减速过程中驱动***产生的制动转矩减小时,电动机驱动处理过程中的第二旋转电机72的再生发电量减少。相对于此,电子控制单元100在驱动力切换时,与通常时相比,将高的车速设定作为电动机驱动允许车速VM的值。因此,在驱动力切换时,实施电动机驱动处理的车速域成为比通常时高的车速域。
根据以上说明的本实施方式的混合动力车辆的控制装置,能够发挥以下的效果。
(1)当实施燃料切断处理时,向过滤器23供给氧,堆积的PM燃烧。如果在PM堆积量多的状态下实施燃料切断处理,则在过滤器23中燃烧的PM的量增多,因此由于该燃烧引起的发热而过滤器23可能会变得过热。相对于此,本实施方式的电子控制单元100在过滤器23的PM堆积量为既定的阈值以上的情况下,禁止燃料切断处理的实施。因此,过滤器23难以变得过热。
(2)当禁止燃料切断时,在混合动力车辆的减速过程中,发动机制动的效力减弱。因此,如果在燃料切断的禁止时将混合动力车辆的驱动***产生的制动转矩也设为与未禁止时相同,则第二旋转电机72的再生发电量增加而蓄电池77可能成为过充电。相对于此,本实施方式的电子控制单元100在燃料切断禁止时,进行减小混合动力车辆的驱动***产生的制动转矩的驱动力切换处理。因此,蓄电池77难以由于混合动力车辆的减速时的第二旋转电机72的再生发电而成为过充电。
(3)在混合动力车辆的行驶过程中,燃料切断处理的实施的禁止与允许有时切换好多次。每当该切换时,如果通过驱动力切换处理而混合动力车辆的减速感变化,则驾驶性能可能会恶化。相对于此,电子控制单元100通过驱动力切换处理将制动转矩的减少维持至里程结束为止。由此,能抑制行驶过程中的减速感的变化的频度,因此驾驶性能难以恶化。
(4)电子控制单元100凭借在混合动力车辆的减速过程中车速为电动机驱动允许车速VM以上的情况,允许电动机驱动处理的实施。并且,电子控制单元100在驱动力切换时,与通常时相比,将高的车速设定作为电动机驱动允许车速VM的值。因此,即使在由于基于驱动力切换处理的制动转矩的下降而第二旋转电机72的再生发电量减少的状况下,蓄电池77也难以由于电动机驱动处理用的电力消耗而成为过放电。
(5)在蓄电池77蓄积的电力也向混合动力车辆的驱动***以外的部分供给。在这样的部分的电力消耗多的状态下,如果实施电动机驱动处理,则蓄电池77成为放电过多,可能会成为过放电。本实施方式的电子控制单元100在蓄电池77的放电量为判定值X2以上的情况下,将再生要求标志清零。即,电子控制单元100在蓄电池77的放电量为判定值X2以上的情况下,禁止电动机驱动处理的实施。因此,由此,蓄电池77也难以成为过放电。
(其他的实施方式)
本实施方式可以如以下那样变更实施。本实施方式及以下的变更例在技术上不矛盾的范围内可以相互组合实施。
·在上述实施方式中,在PM堆积量为既定的阈值以上的情况下禁止燃料切断处理的实施。也可以在除此以外的条件下,禁止燃料切断处理的实施。例如,如果在三元催化剂装置22的劣化进展的状态下实施燃料切断处理,则存在三元催化剂装置22的劣化被加速的情况。由此,可以在三元催化剂装置22的劣化程度超过阈值的情况下禁止燃料切断处理的实施。
·在上述实施方式中,在蓄电池77的放电量为判定值X2以上的情况下,禁止电动机驱动处理的实施,但也可以无论蓄电池77的放电量如何都允许电动机驱动处理的实施。
·在上述实施方式的驱动力切换处理中,如果燃料切断处理的实施暂时被禁止,则在里程结束之前,减少制动转矩。在制动转矩的减少后,在燃料切断处理的实施再次被允许的情况下,可以解除制动转矩的减少。即,可以在燃料切断的处理的实施被禁止的期间,以减少制动转矩的方式进行驱动力切换处理。
·可以将上述实施方式的车辆控制适用于具有与图1的结构不同的结构的驱动***的混合动力车辆。
·作为控制装置,并不局限于具备CPU和ROM而执行软件处理的结构。例如,可以具备对上述实施方式中被进行软件处理的结构的至少一部分进行硬件处理的例如ASIC等专用的硬件电路。即,控制装置只要是以下的(a)~(c)的任一结构即可。(a)具备遵照程序而执行上述的全部处理的处理装置和存储程序的ROM等程序保存装置。(b)具备遵照程序而执行上述处理的一部分的处理装置及程序保存装置、执行其余的处理的专用的硬件电路。(c)具备执行上述的全部处理的专用的硬件电路。在此,具备处理装置及程序保存装置的软件执行装置、专用的硬件电路可以为一个或任意的多个。即,上述处理可通过具备一个或多个软件执行装置及一个或多个专用的硬件电路中的至少一方的处理电路(processingcircuitry)执行。程序保存装置即计算机可读介质包括通用或专用的通过计算机能够访问的一切可利用的介质。
Claims (5)
1.一种混合动力车辆的控制装置,对具备驱动***的混合动力车辆进行控制,该驱动***具有发动机、第一旋转电机及第二旋转电机,所述发动机具备过滤器,该过滤器构成为捕集排气中的微粒物质,所述第一旋转电机构成为根据来自蓄电池的供电而产生向所述发动机赋予的旋转力,所述第二旋转电机构成为接受从车轮传来的旋转力而进行发电,其中,
所述混合动力车辆的控制装置具备处理电路,所述处理电路构成为进行如下处理:
燃料切断处理,在所述混合动力车辆的减速过程中,实施所述发动机的燃料切断而产生发动机制动;
驱动力切换处理,在禁止所述燃料切断处理的实施的情况下,与未禁止所述燃料切断处理的实施的情况下相比,减小在所述混合动力车辆的减速过程中所述驱动***产生的制动转矩;
电动机驱动处理,在所述混合动力车辆的减速过程中,通过所述第一旋转电机驱动所述发动机旋转而对由所述过滤器捕集的所述微粒物质进行燃烧净化;及
设定处理,在禁止所述燃料切断处理的实施的情况下,与未禁止所述燃料切断处理的实施的情况下相比,将允许所述电动机驱动处理的实施的车速设定为高的速度。
2.根据权利要求1所述的混合动力车辆的控制装置,其中,
所述处理电路构成为,在所述蓄电池的放电量为既定的判定值以上的情况下,禁止所述电动机驱动处理的实施。
3.根据权利要求1或2所述的混合动力车辆的控制装置,其中,
所述处理电路构成为,在所述过滤器的所述微粒物质的堆积量为既定的阈值以上的情况下,禁止所述燃料切断处理的实施。
4.一种混合动力车辆的控制方法,所述混合动力车辆具备驱动***,该驱动***具有发动机、第一旋转电机及第二旋转电机,所述发动机具备过滤器,该过滤器构成为捕集排气中的微粒物质,所述第一旋转电机构成为根据来自蓄电池的供电而产生向所述发动机赋予的旋转力,所述第二旋转电机构成为接受从车轮传来的旋转力而进行发电,其中,
所述混合动力车辆的控制方法包括如下步骤:
基于禁止燃料切断处理的实施的情况而减小在所述混合动力车辆的减速过程中所述驱动***产生的制动转矩;
将减小在所述混合动力车辆的减速过程中所述驱动***产生的所述制动转矩的状态维持至所述燃料切断处理的实施的禁止被解除为止或者里程结束为止;
在所述微粒物质的堆积量为既定的判定值以上、且处于所述混合动力车辆的减速过程中、且所述混合动力车辆的车速为电动机驱动允许车速以上的情况下,在停止了所述发动机的燃烧的状态下实施电动机驱动处理,该电动机驱动处理通过所述第一旋转电机来驱动所述发动机;及
在所述混合动力车辆的所述车速小于所述电动机驱动允许车速的情况下,结束所述电动机驱动处理,
基于禁止所述燃料切断处理的实施的情况而减小在所述混合动力车辆的减速过程中所述驱动***产生的所述制动转矩的步骤与增大所述电动机驱动允许车速的步骤一起执行。
5.根据权利要求4所述的混合动力车辆的控制方法,其中,
所述电动机驱动允许车速随着所述蓄电池的充电率降低而增大。
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