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CN105705367A - 混合动力车辆、用于混合动力车辆的控制方法及用于混合动力车辆的控制器 - Google Patents

混合动力车辆、用于混合动力车辆的控制方法及用于混合动力车辆的控制器 Download PDF

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Publication number
CN105705367A
CN105705367A CN201480060830.1A CN201480060830A CN105705367A CN 105705367 A CN105705367 A CN 105705367A CN 201480060830 A CN201480060830 A CN 201480060830A CN 105705367 A CN105705367 A CN 105705367A
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CN
China
Prior art keywords
power supply
power
electric
internal combustion
combustion engine
Prior art date
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Granted
Application number
CN201480060830.1A
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English (en)
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CN105705367B (zh
Inventor
井上敏夫
伏木俊介
本田友明
福井启太
绳田英和
丹羽悠太
大泽泰地
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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
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—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 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 combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 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 motors or the generators
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    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/36—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 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
    • 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 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
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—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 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 assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
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    • B60—VEHICLES IN GENERAL
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
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    • Y10S903/904—Component specially adapted for hev
    • Y10S903/907—Electricity storage, e.g. battery, capacitor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/909—Gearing
    • Y10S903/91—Orbital, e.g. planetary gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y10S903/93—Conjoint control of different elements
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
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Abstract

混合动力车辆包括内燃机、旋转电机、蓄电装置、供电装置和控制器。控制器执行切换控制，以从第一电力供给切换到通过启动内燃机进行的第二电力供给。第一电力供给是从蓄电装置到电气装置的电力供给。第二电力供给是从旋转电机到电气装置的电力供给。控制器在切换控制期间控制供电装置和内燃机使得在继续第一电力供给的情况下启动内燃机。

Description

混合动力车辆、用于混合动力车辆的控制方法及用于混合动力车辆的控制器
技术领域
本发明涉及一种混合动力车辆、一种用于混合动力车辆的控制方法以及一种用于混合动力车辆的控制器。更具体地，本发明涉及一种能将电力供给到车辆外部的电气装置的混合动力车辆、用于该混合动力车辆的控制方法以及用于该混合动力车辆的控制器。
背景技术
日本专利申请公报No.2007-236023(JP2007-236023A)公开了一种能将电力供给到车辆外部的电气装置的混合动力车辆。当供电连接器连接到混合动力车辆时，该混合动力车辆基于剩余电池电量水平来选择将存储在电池中的电力供给到车辆外部的电气装置还是将使用发动机的驱动力产生的电力供给到车辆外部的电气装置。
当使用发动机的驱动力产生的电力被供给到车辆外部的电气装置时，发动机必须被启动以获得产生的电力。然而，紧接在发动机启动之后，因为发动机扭矩的响应的延迟，可能不能向车辆外部的电气装置提供充足的电力供给。这时，因为能够供给到车辆外部的电气装置的电力的短缺，难以稳定地向车辆外部的电气装置供给电力。
发明内容
因此，本发明的目的在于提供一种能稳定地将电力供给到车辆外部的电气装置的混合动力车辆、用于该混合动力车辆的控制方法以及用于该混合动力车辆的控制器。
在本发明的第一方面，一种混合动力车辆包括内燃机、旋转电机、蓄电装置、供电装置和控制器。旋转电机被构造成使用内燃机的驱动力产生电力。蓄电装置被构造成被充电和放电。供电装置被构造成将从旋转电机产生的电力或存储在蓄电装置中的电力中的至少一个供给到混合动力车辆的外部的电气装置。控制器被构造成执行切换控制，以从第一电力供给切换到通过启动内燃机而进行的第二电力供给。第一电力供给是从蓄电装置到电气装置的电力供给。第二电力供给是从旋转电机到电气装置的电力供给。控制器在切换控制期间控制供电装置和内燃机使得在继续第一电力供给的情况下启动内燃机。术语“在切换控制期间”指从当内燃机被启动时直至当达到仅由源自内燃机的产生的电力应付必须供给到车辆外部的电气装置的电力的状态时的时段。
根据该构造，当执行切换控制时，启动内燃机并且源自内燃机的驱动力的产生的电力被供给到电气装置。这时，因为继续从蓄电装置到电气装置的电力供给，所以能通过存储的电力来补偿由于内燃机的驱动力的响应的延迟导致的产生的电力的短缺。因而，能稳定地向车辆外部的电气装置供给电力。
在该方面，在切换控制期间，控制器可以控制供电装置和内燃机，使得继续第一电力供给直至在内燃机启动之后经过预定的时间段。
根据该构造，电力能从蓄电装置供给到电气装置仅持续必要的时段，所述必要的时段已经鉴于在内燃机的启动时产生的电力的短缺而被初步确定。因而，能防止蓄电装置的过度放电。
在该方面，在切换控制期间，控制器可以预测产生的电力相对于必须供给到电气装置的电力的短缺量。另外，控制器可以控制供电装置和内燃机使得，与所预测的短缺量相等的量的电力被从蓄电装置供给到电气装置。
根据该构造，能防止从蓄电装置过度供给电力。结果，蓄电装置的电力输入和输出能被减少并且能提高电效率。
在该方面，控制器可以基于内燃机启动时内燃机的驱动力的响应的延迟来预测电力的短缺量。
根据该构造，能鉴于内燃机的驱动力的响应的延迟来精确地预测电力的短缺量。
在该方面，在切换控制期间并且当与内燃机的驱动力对应的产生的电力相对于必须供给到电气装置的电力不足时，控制器可以控制供电装置和内燃机使得第一电力供给被执行。
根据该构造，能检测内燃机的个体特性、发动机随时间流逝的改变或者取决于工作环境的来自内燃机的输出的改变。因而，能精确地检测产生的电力的短缺量。
在本发明的另一方面，一种混合动力车辆包括内燃机、旋转电机、蓄电装置、供电装置和控制器。旋转电机被构造成使用内燃机的驱动力产生电力。蓄电装置被构造成被充电和放电。供电装置将从旋转电机产生的电力或存储在蓄电装置中的电力中的至少一个供给到混合动力车辆的外部的电气装置。一种用于混合动力车辆的控制方法包括：由控制器执行切换控制以从第一电力供给切换到通过启动内燃机而进行的第二电力供给；以及在切换控制期间控制供电装置和内燃机使得在继续第一电力供给的情况下启动内燃机。第一电力供给是从蓄电装置到电气装置的电力供给。第二电力供给是从旋转电机到电气装置的电力供给。
根据该构造，当执行切换控制时，启动内燃机并且源自内燃机的驱动力的产生的电力被供给到电气装置。这时，因为继续从蓄电装置到电气装置的电力供给，所以能通过存储的电力来补偿由于内燃机的驱动力的响应的延迟导致的产生的电力的短缺。因而，能稳定地向车辆外部的电气装置供给电力。
在本发明的另一方面，一种混合动力车辆包括内燃机、旋转电机、蓄电装置、供电装置和控制器。旋转电机被构造成使用内燃机的驱动力产生电力。蓄电装置被构造成被充电和放电。供电装置被构造成通过第一供电路径或第二供电路径中的至少一条供电路径将电力供给到混合动力车辆的外部的电气装置。第一供电路径是将存储在蓄电装置中的电力供给到电气装置的供电路径。第二供电路径是将源自内燃机的驱动力的产生的电力供给到电气装置的供电路径。在其中供电装置被控成将供电路径从第一供电路径切换到第二供电路径的切换控制期间，控制器被构造成控制供电装置和内燃机使得在通过第一供电路径和第二供电路径将电力供给到电气装置的情况下启动内燃机。术语“在切换控制期间”指从当内燃机被启动时直至当达到仅由源自内燃机的产生的电力应付必须供给到车辆外部的电气装置的电力的状态时的时段。
在该方面，在切换控制期间，控制器可以控制供电装置和内燃机，使得通过第一供电路径和第二供电路径将电力供给到电气装置直至在内燃机启动之后已经经过预定时间段，并且当已经经过预定时间段时供电路径从第一供电路径切换到第二供电路径。
在本发明的另一方面，用于混合动力车辆的控制器包括ECU。该混合动力车辆包括内燃机、旋转电机、蓄电装置、供电装置和控制器。旋转电机被构造成使用内燃机的驱动力产生电力。蓄电装置被构造成被充电和放电。供电装置被构造成通过第一供电路径或第二供电路径中的至少一条供电路径将电力供给到混合动力车辆的外部的电气装置。第一供电路径是将存储在蓄电装置中的电力供给到电气装置的供电路径。第二供电路径是将源自内燃机的驱动力的产生的电力供给到电气装置的供电路径。在其中供电装置被控制成将供电路径从第一供电路径切换到第二供电路径的切换控制期间，ECU被构造成控制供电装置和内燃机使得在通过第一供电路径和第二供电路径将电力供给到电气装置的情况下启动内燃机。术语“在切换控制期间”指从当内燃机被启动时直至当达到仅由源自内燃机的产生的电力应付必须供给到车辆外部的电气装置的电力的状态时的时段。
在该方面，在切换控制期间，ECU可以控制供电装置和内燃机使得通过第一供电路径和第二供电路径将电力供给到电气装置直至在内燃机启动之后已经经过预定时间段，并且当已经经过预定时间段时供电路径从第一供电路径切换到第二供电路径。
根据本发明，能够提供一种能稳定地将电力供给到车辆外部的电气装置的混合动力车辆和用于该混合动力车辆的控制方法。
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，在附图中，相同的标记表示相同的元件，并且其中：
图1是图示根据本发明实施例的混合动力车辆的一般构造的框图；
图2是图示用于提供图1中所示的混合动力车辆中的外部电力供给的供电路径的图；
图3是示出由图1中所示的控制器所执行的切换控制的控制结构的流程图；并且
图4是示出由图1中所示的控制器所执行的切换控制的一个示例的时序图。
具体实施方式
下文中参考附图详述本发明的实施例。相同的或对应的部件在所有附图中由相同的参考标记表示，并且不重复它们的描述。
图1是图示根据本发明实施例的混合动力车辆的一般构造的框图。参考图1，混合动力车辆100包括发动机2、电动发电机MG1和MG2、动力分配装置4、减速齿轮5、驱动轮6、蓄电装置B、PCU(电力控制单元)20以及控制器(下文中也可以称为“ECU(电子控制单元)”)50。
发动机2是内燃机，其通过由燃烧吸入到其燃烧室中的空气和燃料的混合物产生的燃烧能产生用于使曲轴旋转的驱动力。电动发电机MG1和MG2是AC电动机，诸如三相AC同步电动机。
混合动力车辆100以从发动机2和电动发电机MG2中的至少一个输出的驱动力行驶。由发动机2产生的驱动力被动力分配装置4分配到两条路径中。其中一条路径是驱动力经由减速齿轮5传递到驱动轮6的路径，并且另一条路径是驱动力传递到电动发电机MG1的路径。
当车辆静止时，电动发电机MG1能使用发动机2的驱动力产生电力。以这种方式产生的电力可以被传递到蓄电装置B以对蓄电装置B进行充电，或者可以被传递到车辆外部的电气装置，如稍后详细描述的。
动力分配装置4包括由太阳齿轮、小齿轮、载架和环齿轮组成的行星齿轮。小齿轮与太阳齿轮和环齿轮啮合。载架可旋转地支撑小齿轮并且联接到发动机2的曲轴。太阳齿轮联接到电动发电机MG1的旋转轴。环齿轮联接到电动发电机MG2的旋转轴和减速齿轮5。
蓄电装置B是被构造成能够充电和放电的电力存储元件。蓄电装置B包括诸如锂离子电池、镍氢电池或者铅电池的二次电池或者诸如双电层电容的蓄电元件的单体。
蓄电装置B经由继电器RY连接到用于驱动电动发电机MG1和MG2的PCU20。蓄电装置B向PCU20供给用于产生用于驱动混合动力车辆的驱动力的电力。蓄电装置B也能将电力供给到车辆外部的电气装置，如稍后详细描述的。另外，蓄电装置B存储由电动发电机MG1和MG2产生的电力。蓄电装置B具有例如200V的输出。
PCU20包括转换器21、逆变器22和23以及电容器C1。转换器21基于来自ECU50的控制信号S1在电力线PL1与NL1之间和在电力线PL2和NL1执行电压转换。
逆变器22和23并联连接到电力线PL2和NL1。逆变器22和23分别基于来自ECU50的控制信号S2和S3将从转换器21供给的DC电力转换成AC电力并且分别驱动电动发电机MG1和MG2。电容器C1设置在电力线PL2和NL1之间，并且减少电力线PL2和NL1之间的电压波动。
在发动机2中，基于来自ECU50的控制信号S4控制节气门开度、点火正时、燃料喷射正时、燃料喷射量以及进气门的工作状态(打开关闭正时、升程、工作角度等)，以将发动机2带到所期望的运转状态。空气通过进气通路210引入到发动机2中。从发动机2排放的尾气通过排气通路220排出车辆。催化剂222设置在排气通路220中。催化剂222被提供来净化尾气。催化剂222例如是三元催化剂并且净化尾气中所包含的一氧化碳(CO)、碳氢化合物(HC)、NOX和PM。
温度传感器226设置在催化剂222上。温度传感器226用于检测指示催化剂222的温度的催化剂温度Tc。温度传感器226将催化剂温度Tc的检测值输出到ECU50。ECU50可以基于用于控制发动机2的参数而不是来自温度传感器226的输出来估算催化剂温度Tc。
空燃比传感器202被设置在排气通路220上。空燃比传感器202用于检测尾气的空燃比。空燃比传感器202将尾气的空燃比AF的检测值输出到ECU50。
催化剂222可以包括在排气通路220中彼此上下游布置的第一阶段催化剂和第二阶段催化剂。空燃比传感器202可以位于第一阶段催化剂的上游、第一阶段催化剂和第二阶段催化剂之间或者第二阶段催化剂的下游。
催化剂222的特征在于当预热到预定温度时具有高的转换效率。因而，为了改善混合动力车辆100的排放，当发动机2启动以被操作时，催化剂222必须被预热到预定的温度。
在一个例子中，为了对催化剂222进行预热，ECU50执行催化剂预热控制，以通过延迟发动机2的点火正时来升高尾气温度。当执行催化剂预热控制时，因为发动机2的运转效率降低，所以发动机2的扭矩降低。
ECU50也可以执行减压控制，以减少当发动机2启动时发动机2的振动。具体地，在减压控制中，VVT(可变气门正时)装置被用于延迟进气门的关闭的正时，以减少被吸入到发动机2中的空气的量。然后，因为压缩比减小，所以振动得到抑制，并且发动机2的扭矩减小。当发动机2的负荷低时，也可以执行减压控制。
另外，在启动发动机2时，ECU50执行启动点火延迟控制，以防止可能由发动机扭矩的突然增大导致的冲击。在启动点火延迟控制中，在启动发动机2之后延迟点火正时，并且然后逐渐使点火正时提前。这有利于缓和地增大发动机扭矩。
混合动力车辆100也包括供电装置300和电力供给端口310作为用于将电力供给到车辆外部的电气装置的设备。车辆外部的电气装置在下文中也称为“外部装置”，并且到外部装置的电力供给在下文中也称为“外部电力供给”。
电力供给端口310是用于将电力供给到外部装置400的电力接口。电力供给端口310被构造成可连接到与外部装置400连接的连接器410。
供电装置300位于电力供给端口310、蓄电装置B和PCU20之间。供电装置300基于来自ECU50的控制信号S5将电力(DC)转换成电力(AC)并将该电力(AC)输出到电力供给端口310。该电力(DC)供给自蓄电装置B和PCU20中的至少一个。该电力(AC)适合于外部装置400。
图2是图示用于提供图1中所示的混合动力车辆100中的外部电力供给的供电路径的图。参考图2，箭头SP1指示第一供电路径，所存储的电力通过该第一供电路径供给到外部装置400。所存储的电力是已经存储在蓄电装置B中的电力。箭头SP2指示第二供电路径，产生的电力通过该第二供电路径供给到外部装置400。产生的电力是使用发动机2的驱动力产生的电力。
在上述构造中，在一些情形中，在外部电力供给期间可以切换供电路径。例如，当蓄电装置B中已存储有充足的电力时，外部电力供给能通过第一供电路径来提供，但是，当蓄电装置B中的存储的电力的水平已经降低时，供电路径可能必须切换到第二供电路径以使外部电力供给得以继续。在这种情形下，期望一要求切换供电路径就停止来自蓄电装置B的电力的供给并开始产生的电力的供给，以防止蓄电装置B的过度放电。
例如，通过确保以下事项来获得供电路径的切换，所确保的事项为：当使用发动机2的驱动力的发电不在进行中时通过第一供电路径执行外部电力供给，并且当源自发动机2的驱动力的产生的电力的水平等于或者高于必须供给到外部装置400的电力的水平时，通过第二供电路径执行外部电力供给。
当供电路径在进行外部电力供给时从第一供电路径切换到第二供电路径时，发动机2必须被启动以获得产生的电力。然而，紧接在发动机2启动之后，因为发动机扭矩的响应的延迟，可能不能向外部装置400提供充足的电力供给。
具体地，当发动机2被启动时，因为通过减压控制、启动点火延迟控制和催化剂预热控制的效果使发动机扭矩减小，所以可能无法获得充足的产生的电力来提供外部电力供给。这时，因为能够供给到外部装置400的电力的短缺，所以难以稳定地向外部装置400供给电力。
在该实施例中，在正在执行切换控制以将供电路径从第一供电路径切换到第二供电路径的同时，供电装置300和发动机2被控制成使得发动机2在从蓄电装置B到外部装置400的电力供给继续的情况下被启动。结果，在切换控制期间电力继续从蓄电装置B供给到外部装置400。因此，能通过存储的电力补偿产生的电力的短缺。因而，能稳定地向外部装置400供给电力。以下更全面地描述切换控制的细节。
图3是示出由图1中所示的ECU50所执行的切换控制的控制结构的流程图。通过以预定的间隔执行已经初步存储在ECU50中的程序来实现图3中所示的流程图。替代地，可以通过构建专用硬件(电子电路)来实现一些步骤中的处理。
连同图3一起参考图1，ECU50在步骤(步骤在下文中简写成“S”)100中判定是否正在进行外部电力供给。当判定外部电力供给不在进行中(在S100中：否)时，后续处理被跳过并且控制返回到主例程。
当判定外部电力供给正在进行(在S100中：是)时，ECU50判定从发动机2的启动起所经过的时间是否在预定的时间段内(S110)。该预定的时间段是其间通过发动机启动的效果产生驱动力的响应延迟的时间段。具体地，其为从当发动机2被启动时直至当减压控制、启动点火延迟控制和催化剂预热控制被完成时的时间段。
当判定从发动机2的启动起经过的时间在预定的时间段内(在S110中：是)时，ECU50继续将从蓄电装置B到外部装置400的电力供给(S120)。这时，ECU50基于减压控制、启动点火延迟控制和催化剂预热控制的执行信息来计算发动机2的驱动力的响应的延迟。ECU50基于计算出的驱动力的响应的延迟来预测源自发动机2的驱动力的产生的电力相对于必须供给到外部装置400的电力的短缺量。并且ECU50控制供电装置300使得与所预测的短缺量相等的量的电力能从蓄电装置B供给到外部装置400。S110和S120中的处理在下文中也可以被称为“前馈控制”。
在另一方面，当判定从发动机2的启动起经过的时间不在预定的时间段内(在S110中：否)时，ECU500开启标志1(FLG1)，标志1示出从蓄电装置B的电力供给的终止(S125)。
然后，在S130，ECU50计算正从发动机2输出的扭矩。这里，当混合动力车辆100静止时，来自发动机2的输出经由动力分配装置4传递到电动发电机MG1，并且因此能基于电动发电机MG1的运转状态计算发动机2的扭矩。
在一个例子中，ECU50能基于电动发电机MG1的扭矩来计算发动机2的扭矩。替代地，ECU50可以从电动发电机MG1的扭矩和旋转速度的检测值来计算电动发电机MG1的功率，并且基于计算出的功率来计算发动机2的扭矩。例如能从来自电动发电机MG1的产生的电力来计算电动发电机MG1的扭矩。替代地，ECU50可以从例如发动机2的发动机速度、进气量和点火正时来计算发动机2的扭矩。
然后，在S140中，ECU50判定发动机扭矩与所要求的扭矩的比是否低于预定值X。如这里所用的术语“所要求的扭矩”指产生必须被供给到外部装置400的电力所必需的发动机扭矩。预定值X是用于判定发动机2是否能够输出所要求的扭矩的值。在S140中，发动机扭矩与所要求的扭矩之间的偏差可以被学习以进一步提高精确度。
当判定发动机扭矩与所要求的扭矩的比低于预定值X(在S140中：是)时，ECU50继续从蓄电装置B到外部装置400的电力供给(S150)。这里，ECU50基于所计算出的发动机扭矩来计算源自发动机2的驱动力的产生的电力相对于必须供给到外部装置400的电力的短缺量，并且控制供电装置300使得与所计算出的短缺量相等的量的电力能从蓄电装置B供给到外部装置400。S130和S150中的处理在下文中也可以被称为“反馈控制”。
在另一方面，如果判定发动机扭矩与所要求的扭矩的比等于或高于预定值X(在S140中：否)时，ECU500开启标志2(FLG2)，标志2示出从蓄电装置B的电力供给的终止(S155)。
然后，在S160中，ECU50判定是否FLG1是开启的和/或FLG2是开启的。换言之，ECU50判定是否FLG1和FLG2中的至少一个是开启的。
当判定FLG1是开启的和/或FLG2是开启的(在S160中：是)时，ECU50终止从蓄电装置B的电力供给(S170)。当判定FLG1是关闭的并且FLG2是关闭的(在S160中：否)时，后续处理被跳过并且控制返回到主例程。
可以考虑以下两个条件或者考虑其中任一个条件来终止从蓄电装置B的电力供给：一个条件涉及从发动机的启动起经过的时间，并且另一个条件涉及如上所述与所要求的扭矩相对而言的发动机扭矩。
虽然ECU50被描述成在前述的切换控制中执行前馈控制和反馈控制，但是ECU50可以在切换控制中仅执行前馈控制或者仅执行反馈控制。
图4是示出由图1中所示的ECU50所执行的切换控制的一个示例的时序图。在图4中，水平轴线代表时间，并且竖直轴线代表发动机速度、发动机扭矩、设置在进气侧上的VTT装置的提前量、点火正时、外部装置400所要求的电力和从蓄电装置B的电力供给。响应于来自外部装置400的要求而供给的总电力由实线指示，从源自发动机2的电力供给的电力由虚线指示，并且从蓄电装置B中存储的电力供给的电力由点划线指示。
参考图4，在时刻t1开始执行将从蓄电装置B到外部装置400的电力供给切换到从电动发电机MG1到外部装置400的电力供给的切换控制。当启动切换控制时，启动发动机2。这时，因为发动机2被电动发电机MG1的驱动力用曲柄转动，所以发动机扭矩为负值。然后，当在发动机2中开始燃烧并且开始产生驱动力时，发动机扭矩变成正值。
这时，因为执行减压控制并且进气侧上的VVT装置的提前量因此被延迟，所以进气门的关闭的正时被延迟。然后，因为压缩比减小，所以振动得到抑制，并且发动机2的扭矩减小。
而且，因为执行启动点火延迟控制，所以点火正时被立刻延迟并且然后逐渐被提前。这防止了可能由发动机扭矩的突然增大导致的冲击。
如上所述，紧接在发动机2被启动之后，因为不能获得足够的发动机扭矩，所以继续从蓄电装置B到外部装置400的电力供给。
在发动机扭矩在时刻t2增大到足够的水平之后，源自发动机2的产生的电力增大。与此同时，从蓄电装置B供给到外部装置400的电力的量逐渐减少。
当在时刻t3到达能仅由产生的电力应付必须供给到外部装置400的电力的状态时，停止从蓄电装置B的电力供给并且终止切换控制。
如上所述，在该实施例中，供电装置300和发动机2被控制成使得在切换控制期间(t1至t3)在继续从蓄电装置B到外部装置400的电力供给的情况下启动发动机2。当执行切换控制时，启动发动机2并且源自发动机2的驱动力的产生的电力被供给到外部装置400。这时，因为继续从蓄电装置B到外部装置400的电力供给，所以能通过存储的电力来补偿由于发动机2的驱动力的响应的延迟导致的产生的电力的短缺。因而，根据该实施例，能稳定地向车辆外部的电气装置供给电力。
另外，在该实施例中，在切换控制期间，供电装置300被控制成使得继续从蓄电装置B到外部装置400的电力供给，直至发动机2的启动之后已经过预定时间段。因而，电力能从蓄电装置B供给到外部装置400仅持续必要时段，该必要时段已经鉴于在发动机2启动时产生的电力的短缺而被初步确定。因而，能防止蓄电装置B的过度放电。
另外，在该实施例中，在切换控制期间，对产生的电力相对于必须供给到外部装置400的电力的短缺量进行预测，并且供电装置300和发动机2被控制成使得与所预测的短缺量相等的量的电力被从蓄电装置B供给到外部装置400。因而，能防止从蓄电装置B过度供给电力。结果，蓄电装置B的电力输入和输出能被减少并且能提高电效率。
另外，在该实施例中，基于发动机2的启动时发动机2的驱动力的响应的延迟来预测电力的短缺量。因而，能鉴于发动机2的驱动力的响应的延迟来精确地预测电力的短缺量。
另外，在该实施例中，在切换控制期间，当与发动机2的驱动力对应的产生的电力相对于必须供给到外部装置400的电力不足时，供电装置300和发动机2被控制成使得从蓄电装置B向外部装置400供给电力。因而，能检测发动机2的个体特性、发动机随时间流逝的改变或者取决于工作环境的来自发动机2的输出的改变。因而，能精确地检测产生的电力的短缺量。
虽然在以上实施例中描述了配备有催化剂222的混合动力车辆100，但是混合动力车辆100可以不配备有催化剂222。
虽然在以上实施例中描述了其中来自发动机2的动力能通过动力分配装置4被分配并传递到驱动轮6和电动发电机MG1和MG2的串联/并联型混合动力车辆，但是本发明也可应用于不同类型的混合动力车辆。例如，本发明也可应用于其中仅使用发动机2来驱动电动发电机MG1并且用于驱动车辆的驱动力仅由电动发电机MG2产生的所谓的串联型混合动力车辆、其中仅将由发动机2产生的所有动能中的再生能量回收为电能的混合动力车辆以及其中发动机被用作主动力源并且电动机在必要时辅助发动机的电动机辅助式混合动力车辆。另外，本发明也可应用于其中电动机能断开连接使得车辆能仅依靠来自发动机的动力来运行的混合动力车辆。
在前述中，发动机2与本发明的“内燃机”的一个示例对应，并且电动发电机MG1与本发明的“旋转电机”的一个示例对应。
应理解的是，本文所公开的实施例在所用方面不是限制性的而是说明性的。本发明的范围不由以上描述限定，而是由所附权利要求限定，并且旨在包含落入与权利要求等同的意义和范围之内的所有修改。

Claims (10)

1.一种混合动力车辆，包括：
内燃机；
旋转电机，所述旋转电机被构造成使用所述内燃机的驱动力产生电力；
蓄电装置，所述蓄电装置被构造成被充电和放电；
供电装置，所述供电装置被构造成将从所述旋转电机产生的电力或在所述蓄电装置中存储的电力中的至少一个供给到所述混合动力车辆的外部的电气装置；以及
控制器，所述控制器被构造成：
(a)执行切换控制以从第一电力供给切换到通过启动所述内燃机而进行的第二电力供给，所述第一电力供给是从所述蓄电装置到所述电气装置的电力供给，并且所述第二电力供给是从所述旋转电机到所述电气装置的电力供给，并且
(b)在所述切换控制期间，控制所述供电装置和所述内燃机，使得在继续所述第一电力供给的情况下启动所述内燃机。
2.根据权利要求1所述的混合动力车辆，其中：
在所述切换控制期间，所述控制器控制所述供电装置和所述内燃机，使得继续所述第一电力供给直至在所述内燃机启动之后经过预定时间段。
3.根据权利要求1或2所述的混合动力车辆，其中：
在所述切换控制期间，所述控制器预测产生的电力相对于必须被供给到所述电气装置的电力的短缺量，并且控制所述供电装置和所述内燃机，使得与预测的短缺量相等的量的电力从所述蓄电装置被供给到所述电气装置。
4.根据权利要求3所述的混合动力车辆，其中：
所述控制器基于在所述内燃机启动时的所述内燃机的驱动力的响应的延迟来预测电力的短缺量。
5.根据权利要求1至4中的任一项所述的混合动力车辆，其中：
在所述切换控制期间并且当与所述内燃机的驱动力对应的产生的电力相对于必须被供给到所述电气装置的电力不足时，所述控制器控制所述供电装置和所述内燃机，使得所述第一电力供给被执行。
6.一种用于混合动力车辆的控制方法，所述混合动力车辆包括内燃机、旋转电机、蓄电装置、供电装置和所述控制器，所述旋转电机被构造成使用所述内燃机的驱动力产生电力，所述蓄电装置被构造成被充电和放电，并且所述供电装置被构造成将从所述旋转电机产生的电力或在所述蓄电装置中存储的电力中的至少一个供给到所述混合动力车辆的外部的电气装置，所述控制方法包括：
通过所述控制器执行切换控制以从第一电力供给切换到通过启动所述内燃机而进行的第二电力供给，所述第一电力供给是从所述蓄电装置到所述电气装置的电力供给，并且所述第二电力供给是从所述旋转电机到所述电气装置的电力供给，并且
在所述切换控制期间，通过所述控制器控制所述供电装置和所述内燃机，使得在继续所述第一电力供给的情况下启动所述内燃机。
7.一种混合动力车辆，包括：
内燃机；
旋转电机，所述旋转电机被构造成使用所述内燃机的驱动力产生电力；
蓄电装置，所述蓄电装置被构造成被充电和放电；
供电装置，所述供电装置被构造成通过第一供电路径或第二供电路径中的至少一条供电路径将电力供给到所述混合动力车辆的外部的电气装置，所述第一供电路径是将在所述蓄电装置中存储的电力供给到所述电气装置的供电路径，并且所述第二供电路径是将源自所述内燃机的驱动力的产生的电力供给到所述电气装置的供电路径；以及
控制器，所述控制器被构造成在所述供电装置被控制成将供电路径从所述第一供电路径切换到所述第二供电路径的切换控制期间，控制所述供电装置和所述内燃机，使得在通过所述第一供电路径和所述第二供电路径将电力供给到所述电气装置的情况下启动所述内燃机。
8.根据权利要求7所述的混合动力车辆，其中：
在所述切换控制期间，所述控制器控制所述供电装置和所述内燃机，使得通过所述第一供电路径和所述第二供电路径将电力供给到所述电气装置直至在所述内燃机启动之后经过预定时间段，并且当经过所述预定时间段时将供电路径从所述第一供电路径切换到所述第二供电路径。
9.一种用于混合动力车辆的控制器，所述混合动力车辆包括内燃机、旋转电机、蓄电装置、供电装置和所述控制器，所述旋转电机被构造成使用所述内燃机的驱动力产生电力，所述蓄电装置被构造成被充电和放电，所述供电装置被构造成通过第一供电路径或第二供电路径中的至少一条供电路径将电力供给到所述混合动力车辆的外部的电气装置，所述第一供电路径是将在所述蓄电装置中存储的电力供给到所述电气装置的供电路径，并且所述第二供电路径是将源自所述内燃机的驱动力的产生的电力供给到所述电气装置的供电路径，所述控制器包括：
ECU，所述ECU被构造成在所述供电装置被控制成将供电路径从所述第一供电路径切换到所述第二供电路径的切换控制期间，控制所述供电装置和所述内燃机，使得在通过所述第一供电路径和所述第二供电路径将电力供给到所述电气装置的情况下启动所述内燃机。
10.根据权利要求9所述的控制器，其中：
在所述切换控制期间，所述ECU控制所述供电装置和所述内燃机，使得通过所述第一供电路径和所述第二供电路径将电力供给到所述电气装置直至在所述内燃机启动之后经过预定时间段，并且当经过所述预定时间段时将供电路径从所述第一供电路径切换到所述第二供电路径。
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