hybrid vehicle

专利摘要:
HYBRID VEHICLE. A vehicle includes a mechanical motor, an electric motor, the mechanical motor and the electric motor being driving sources, a first mode of displacement in which the vehicle is driven using an engine power, and a second mode of displacement in which the vehicle it is driven by a power from the electric motor of the electric motor with the mechanical motor stopped. The hybrid vehicle also includes an air density detection section configured to detect an air density of an environment under which the vehicle moves and, in a case where the detected air density is reduced with respect to an air density standard, the engine power in the second travel mode is reduced relative to the engine power in a standard air density such that a vehicle driving force in the second travel mode when the travel mode is switched approaches driving force of the vehicle in the first travel mode.
公开号:BR112012023878B1
申请号:R112012023878-7
申请日:2010-10-27
公开日:2021-03-09
发明作者:Hiroshi Abe；Akeshi Ohno；Toshio Honda；Takeshi Hira；Munetoshi Ueno
申请人:Nissan Motor Co., Ltd；
IPC主号:

专利说明:

Technical field
[001] The present invention relates to a hybrid vehicle equipped with a mechanical motor and an electric motor as driving sources. Fundamentals of technique
[002] A patent document 1 reveals a technique such that, in a hybrid vehicle including a mechanical motor and a first electric motor, both being connected to the drive wheels, and a second electric motor that is capable of generating an electrical energy using at least part of a force from the mechanical motor, the first electric motor and the second electric motor are controlled in a triggered way to modify the speed of a mechanical motor in order to cancel an influence when the air density is varied, as well a mechanical motor power being made substantially equal to a target value.
[003] In addition, a patent document 2 discloses another technique such that, in the hybrid vehicle including a plurality of drive sources consisting of the mechanical motor and the electric motors, the electric motors controlling the driving force of the vehicle, and a transmission consisting of sets of planetary gears, in a case where a power of the mechanical engine is reduced due to a variation in atmospheric pressure and so on and a torque of the vehicle that the driver of the vehicle intends is not obtained, the electric motors assist in an insufficient part of the vehicle's torque to obtain the vehicle torque that the driver intends. Pre-published document Patent document Patent document 1: JP2005-351259 Patent document 2: JP2000-104590 Revelation of the invention
[004] However, since in the hybrid vehicle disclosed in patent document 1, the power torques of these first and second engines are not affected by air density when the speed of the mechanical engine is changed via the first and second engines in order to cancel the influence when the air density is varied, a staggered difference in the driving force of the vehicle is developed when a driving state is transferred from a state in which the driving force of the vehicle is generated by the engine to a state in which the driving force of the vehicle is generated by the engine with the mechanical engine stopped and, consequently, there is a possibility that an unpleasant perception will be given to the driver of a vehicle.
[005] In addition, in the hybrid vehicle described in patent document 2, such a problem in which the electrical energy consumed by a vehicle battery is increased when all the insufficient part of the mechanical engine's power torque goes through the attempt to be compensated for by engine assistance torques is increased. In addition, in a case where the insufficient part of the mechanical motor's power torque is aided by the electric motors in a situation where each of the electric motors is generating electrical energy, a load of electrical energy generation from the electric motors is reduced so that there is a possibility that a sufficient amount of electricity generation cannot be more guaranteed.
[006] Therefore, according to the present invention, in the hybrid vehicle having a first displacement mode in which the vehicle is driven using the power of the mechanical engine and a second displacement module in which the vehicle is driven through a power of the electric motor with the mechanical motor stopped, in a case where the air density is reduced with respect to a standard air density, the power of the electric motor in the second travel mode is reduced with respect to the power of the electric motor in the air density standard. Brief description of the drawings
[007] Figure 1 is an explanatory view diagrammatically representing a system configuration of a hybrid vehicle to which the present invention is applicable.
[008] Figure 2 is an explanatory view diagrammatically representing a correlation between a maximum torque and a region of operation of the mechanical engine when the vehicle is traveling on an urban highway.
[009] Figure 3 is an explanatory view representing diagrammatically and approximately a correction of a mechanical motor torque in a case where the air density is high according to the present invention.
[010] Figure 4 is an explanatory view representing diagrammatically and approximately the correction of the mechanical motor torque in a case where the air density is reduced according to the present invention.
[011] Figure 5 is an explanatory view representing diagrammatically and approximately a behavior of a driving force when a displacement mode is switched in a case where the air density is high.
[012] Figure 6 is an explanatory view representing diagrammatically and approximately a behavior of the driving force when the displacement mode is switched in a case where the air density is reduced.
[013] Figure 7 is an explanatory view representing diagrammatically and approximately a flow of calculation of torque commands for the mechanical motor and for the electric motor.
[014] Figure 8 is a table for calculating a temperature correction coefficient for the TTEHOST intake air.
[015] Figure 9 is a table for calculating a TTEHOSA correction value.
[016] Figure 10 is a table for calculating an effective correction rate TTEHOSK.
[017] Figure 11 is an explanatory view diagrammatically representing a difference in effective torque according to the difference in air density in the vehicle equipped only with the mechanical motor as the driving source.
[018] Figure 12 is an explanatory view diagrammatically representing the difference in the torque of the effective mechanical motor due to the difference in air density in the hybrid vehicle equipped with the mechanical motor and the electric motor as the driving sources.
[019] Figure 13 is an explanatory view diagrammatically representing a flow of a calculation procedure within the HCM in a second preferred embodiment according to the present invention.
[020] Figure 14 is an explanatory view representing diagrammatically details of the procedure for calculating a torque reduction rate for a mechanical motor.
[021] Figure 15 is an explanatory view diagrammatically representing the details of the calculation procedure for a target input torque Tm and a target drive torque command.
[022] Figure 16 is an explanatory view diagrammatically representing the details of a calculation procedure for a target clutch torque command at a time of gear change.
[023] Figure 17 is an explanatory view diagrammatically representing the details of an estimated engine torque calculation procedure Tn.
[024] Figure 18 is a flow chart representing a control flow in the second embodiment according to the present invention.
[025] Figure 19 is a flowchart representing a control flow when calculating a mechanical motor torque reduction rate.
[026] Figure 20 is an explanatory view diagrammatically depicting the details of a procedure for calculating a target input torque Tm in a third preferred embodiment according to the present invention. Description of modalities
[027] In a case where, in a hybrid vehicle according to the present invention described below, a staggered difference in a vehicle's driving force when a travel mode is switched between a first travel mode in which a power of one a mechanical motor is used to drive the vehicle (a HEV travel mode as will be described hereinafter) and a second travel mode in which the vehicle is driven by the power of an engine when the mechanical engine has stopped (a travel mode EV as will be described later) can be eliminated or reduced. This is because in a case where the air density is reduced and is less than a standard air density, a mechanical motor power in the second travel mode is reduced in relation to the electric motor power when the air density is not reduced and it is not less than the standard air density in such a way that a driving force of the vehicle in the second travel mode approaches the driving force of the vehicle in the first travel mode when the travel mode is switched.
[028] So, in a case where in the hybrid vehicle according to the present invention, the air density is reduced and is lower than the standard air density, the power of the engine in the second travel mode is reduced in relation to the power of the electric motor when the air density is not reduced and is not less than the standard air density. Therefore, it is possible to eliminate or reduce the staggered difference in vehicle driving force when the travel mode is switched between the first travel mode and the second travel mode, for example, in a case where the first travel mode is in a displacement force generation state, without compensation in such a way that all deficiencies in the power of the mechanical motor caused by the reduction of the air density in relation to the standard air density are compensated by a torque control of the electric motor in order to reduce an electric motor's power generation torque (in order to reduce an amount of electric power generation).
[029] In addition, in a case where, for example, the first travel mode is in an engine-assisted travel state, it is possible to eliminate or reduce the staggered difference in the vehicle's driving force when the travel mode is switched between the first travel mode and the second travel mode without compensation in such a way that all deficiencies in the engine power caused by the reduction of air density in relation to the standard air density are compensated for by such torque control of the motor in order to be aided by the motor torque (in order to increase electrical energy consumption).
[030] In other words, in a case where, in the hybrid vehicle according to the present invention, the air density is reduced and is less than the amount of standard air, the engine power in the second travel mode is reduced with respect to engine power when the air density is not reduced and is not less than the standard air density. Thus, the staggered difference in vehicle driving force is eliminated or reduced when the travel mode is switched between the first travel mode and the second travel mode. At that time, in comparison with the case where all power deficiencies (an amount by which the power of the mechanical motor is reduced) of the mechanical motor caused by the reduction in the amount of air in relation to the amount of standard air are compensated for by the engine torque, insufficient power generation in the engine in a case where the first travel mode is in the travel power generation state can be suppressed and an increase in power consumption can be suppressed in a case where the first travel mode displacement is in the motor assist displacement state.
[031] Preferred embodiments according to the present invention will now be described in detail with reference to the drawings.
[032] Figure 1 diagrammatically shows an explanatory view of a hybrid vehicle system configuration to which the present invention is applicable.
[033] Hybrid vehicle includes, for example, a four-cylinder inline mechanical engine (an internal combustion mechanical engine) 1: an engine / generator 2 described below as an electric engine 2) which also functions as a generator, both mechanical motor 1 and electric motor 2 being the vehicle's driving sources; an automatic transmission 3 which transmits the forces of the mechanical motor 1 and the electric motor 2 to the driving wheels 5 by means of a differential gear 4; a first gear 6 (CL1) interposed between the mechanical motor 1 and the electric motor 2; and a second clutch 7 (CL2) interposed between the electric motor 2 and the driving wheels 5.
[034] An automatic transmission 3, for example, automatically changes (performs a gear change control) a gear ratio of a plurality of stages such as five forward speeds and one reverse speed or six forward speeds and one reverse speed according to the speed of a vehicle, an accelerator opening angle, and so on. This automatic transmission 3 is provided with a gear stage on an internal side of which a one-way clutch lies between a plurality of gear change stages. In addition, a second clutch 7 in this modality is not necessarily a clutch that is additionally added as a special clutch, but instead some friction element for selecting the forward gear changes the stages or instead some clutch element for the selection of the reverse shift stage among a plurality of friction elements is used for the second clutch 7 of the automatic transmission 3.
[035] It should be noted that automatic transmission 3 is not limited to the stepped type transmission described above, but it can consist of a continuously variable transmission.
[036] This hybrid vehicle includes: an HCM (hybrid control module) 10 which performs an integrated control for the vehicle; an ECM (Mechanical Engine Control Module) 11; an MC (Electric Motor Controller) 12; and ATCU (Automatic Transmission Control Unit) 13.
[037] HCM 10 is connected to ECM 11, MC 12, and ATCU 13 via a communication line 14 which can mutually exchange information.
[038] ECM 11 introduces power signals from a mechanical motor speed sensor 16 that detects a rotating speed of mechanical motor 1; a crank angle sensor 17 that detects a crank angle from a crankshaft; an A / F 18 sensor that detects a discharge air / fuel ratio; an accelerator opening angle sensor 19 that detects an accelerator opening angle from a degree of lowering of an accelerator pedal; a choke sensor 20 that detects an opening angle of a choke valve; a vehicle speed sensor 21 that detects a vehicle speed; a water coolant temperature sensor 22 that detects a coolant temperature of the engine 1; an atmospheric pressure sensor 23 that detects an atmospheric pressure; an inlet air temperature sensor 24 that detects an inlet air temperature; and an air flow meter 25 that detects a quantity of the intake air.
[039] ECM 11 controls mechanical motor 1 according to a target torque command of a mechanical motor (a target demand torque) from HCM 10. Specifically, ECM 11 calculates the choke opening angle to obtain a target mechanical motor torque determined by HCM 10 with a driving torque that the driver of a vehicle demands based on the throttle opening angle, an amount of battery charge as will be described later, or a driving condition of the vehicle (for example, example, a state of acceleration or deceleration) taken into account. The mechanical engine throttle valve is controlled for the calculated throttle opening angle and the amount of intake air obtained at that time is detected by the air flow meter 25 and fuel is supplied to engine 1 to obtain a ratio of predetermined air / fuel based on the detected intake air quantity. It should be noted that the information from each of the sensors described above is sent to HCM 10 via the communication line 14.
[040] MC 12 controls motor 2 according to a target motor torque command and so on from HCM 10. In addition, a power-operated drive during which an electrical power supplied from a battery (not shown) is applied to electric motor 2, a regenerative power drive during which electric motor 2 acts as a power generator and during which the battery described above is charged, and a change between an activation and a stop of electric motor 2 is controlled by means of MC 12. It should be noted that the power (a current value) of motor 2 is monitored by means of MC 12. In other words, MC 12 detects the power of electric motor 2.
[041] ATCU 13 introduces signals from the accelerator opening angle sensor 19 described above, vehicle speed sensor 21, and so on. ATCU 13 determines an optimal gear shift stage from the vehicle speed, the throttle opening angle, and so on and performs gear shift control according to a replacement of the friction elements within an interior. automatic transmission 3. Furthermore, since the second clutch 7 consists of a friction element of the automatic transmission 3, the second clutch 7 is also controlled via ATCU 13.
[042] It should be noted that the engagement and release of the first clutch 6 are controlled based on the first clutch control command from HCM 10. In addition, each type of command signals issued from HCM 10 as such such as a target mechanical motor torque command, a target electrical motor torque command, a gear shift control command (a second clutch control command), and a first clutch control command is calculated according to a trigger state. In addition, HCM 10 introduces information on the charge and discharge status of the battery, information on the charge status (SOC) of the battery, and an automatic transmission input turning speed 3 (a turning speed in a position between engine 2 and automatic transmission 3).
[043] This hybrid vehicle includes two travel modes according to the state of engagement and release state of the first clutch 6. A first travel mode is a travel mode for using the mechanical engine (HEV travel mode) when traveling with the first clutch 6 in the engaged state and the mechanical motor 1 included in one of the sources of dynamic force. A second travel mode is an electric vehicle travel mode (EV travel mode) with the first clutch 6 in the open state and traveling only with the dynamic force of the electric motor 2 as the dynamic energy source, as a driving mode. displacement of electric motor use.
[044] It should be noted here that the HEV displacement mode described above includes three displacement states of "a mechanical motor displacement state", "an electric motor assisted displacement state", and "a generation state displacement energy ". The mechanical motor travel state means that the drive wheels 5 are driven to travel with both mechanical motor 1 and mechanical motor 2 as the power sources. The displacement power generation state simultaneously drives the drive wheels 5 with the mechanical motor 1 as the dynamic power source and, simultaneously, the electric motor 2 acts as a power generator.
[045] In the displacement power generation state described above, during a constant speed drive of the vehicle and an acceleration drive, the motor 2 is operated as an electrical energy generator using the energy of the mechanical motor 1 and the electrical energy generated is used for a battery charge. In addition, during a deceleration drive, a braking energy is used with the electric motor 2 as a power generator to regenerate a braking energy.
[046] It should be noted that ECM 11 calculates the target choke opening angle from the target mechanical motor torque calculated according to the drive state, but the generation torque is increased or decreased when an air density intake pressure is varied according to variations in atmospheric pressure and temperature of the intake air.
[047] Figure 2 is an explanatory view showing diagrammatically a correlation between a maximum torque and a region of operation of the mechanical motor at a moment of displacement in an urban area.
[048] A characteristic line A in Figure 2 denotes a maximum torque (a WOT torque in flat terrain) that mechanical motor 1 can generate in a flat terrain, a characteristic line B in Figure 2 denotes a maximum torque (a WOT torque in elevated terrain) that the mechanical engine 1 can generate on an elevated terrain (for example, an elevation of 2,000 meters) and several graphs in Figure 2 denote points of operation of the motor when traveling on streets of urban area on the flat terrain.
[049] For example, in a case where the air density is lowered, the opening angle of the throttle valve is corrected towards an increase side in order to obtain the torque of the mechanical motor that is expected in a case where the air density is not lowered. Specifically, in the hybrid vehicle, it will be considered from Figure 2 that, as the points of operation of the mechanical engine that are in accordance with the torque of the mechanical engine in the sense that HCM 10 demands on an upper load side in which a fuel consumption is small, they are often used and the marginal torque is small, a width over which the correction for the mechanical engine torque can be made according to the correction of the choke valve opening angle becomes narrowed. In a case where the reduction in air density is large, the possibility arises that the engine torque that HCM 10 demands cannot be achieved even according to the correction of the choke valve opening angle.
[050] Therefore, in this mode, the target engine torque is corrected according to the air density of an environment under which the vehicle moves and the reduction in the actuation mode at the moment of the reduction in air density is suppressed and excessive generation of actuation force at a time when air density rises is prevented. In addition, mechanical motor 1 and electric motor 2 are coordinated so that a staggered difference in the vehicle's driving force is not developed when the travel mode is switched (switching from the HEV travel mode to the EV travel mode) and switching from EV mode to HEV travel mode) according to a variation in the density of the ambient air under which the vehicle travels.
[051] Figures 3 and 4 are explanatory views representing diagrammatically approximate views of the mechanical motor torque correction according to the air density, exemplifying a case where the vehicle is traveling in the displacement power generation state. displacement HEV and shows states in which the motor torque including a target power generation torque to provide power generation from the electric motor 2 when a quantity of battery charge is reduced. Figure 3 shows a case where the air density is high with respect to a standard air density (for example, the air density in the case of standard atmospheric pressure (101.3 KPa) and in a case of air temperature of 25 ° C) and Figure 4 shows a case where the air density is reduced in relation to the standard air density (for example, the standard atmospheric pressure (101.3 KPa) and in a case of 25 ° air temperature C), respectively.
[052] The target mechanical motor torque that mechanical motor 1 effectively demanded in relation to the driving torque demanded by the driver that the vehicle driver demanded is an addition of the corresponding target power generation torque required to be generated by the electric motor 2 and a corresponding friction torque of the target motor with a friction considered for a corresponding torque of the target driving force corresponding to the driving touch demanded by the driver.
[053] In a case where the air density is high relative to the standard air density (for example, in a case where the intake air temperature is reduced due to displacement in the cold area and the air density is high) , a corresponding torque of effective drive force of the effective mechanical motor torque with respect to the corresponding torque of the target power generation is increased, a corresponding effective mechanical motor friction torque of the effective mechanical motor torque is increased with respect to the corresponding frictional torque of the target mechanical motor, and a corresponding frictional torque of the effective motor torque to the corresponding frictional torque of the target motor are increased with respect to the corresponding frictional torque of the target mechanical motor, as shown in Figure 3.
[054] For example, in a case where the corresponding target drive force torque is 100 Nm, the corresponding target power generation torque is 100 Nm, the corresponding target mechanical motor friction torque is 50 Nm, and the air density is 120% of the standard air density, the effective mechanical motor torque is (100 + 100 + 50) x 1.2 = 300Nm. If the air density is high, the corresponding frictional torque of the actual mechanical motor corresponding to the corresponding frictional torque of the target motor is increased and the torque effectively used as the corresponding frictional torque is identical to the corresponding frictional torque of the target mechanical motor. . Therefore, the torque effectively used for power generation is the same as the corresponding frictional torque of the target mechanical motor. In addition, the corresponding effective driving force torque for the effective mechanical motor torque provides 300 - 100 - 50 = 150Nm, an excessive driving torque of 50Nm is the result with respect to 100Nm of the driving torque demanded by the driver (torque corresponding target drive force).
[055] As described above, when the air density is above the standard air density, power generation from the electric motor 2 becomes unnecessary since the amount of battery charge is increased so that the travel mode is switched to EV travel mode in which the power only from electric motor 2 is used as the energy source from the travel power generation state. In this case, the power torque of the electric motor 2 is basically coincident with the driving torque demanded by the driver. Therefore, an excess of the drive torque described above is suddenly decreased so that the staggered difference in the drive form is developed.
[056] Therefore, in a case where, in this mode, the air density is high in relation to the standard air density, the opening angle of the throttle valve (not shown) according to the increase in air density is adjusted (decrease correction) so that the target mechanical motor torque is corrected in the direction of the decrease side. The corresponding torque of the driving force and the driving torque demanded by the driver that are obtained after this correction are made mutually equal to each other.
[057] Specifically, the corresponding torque of the target driving force is corrected in a decreasing manner in such a way that the corresponding torque of the effective driving force becomes equal to the driving torque demanded by the driver, the corresponding torque of the target force generation in a case where air density is high, and corrected in a decreasing manner such that the corresponding effective power generation torque becomes equal to the corresponding target power generation torque when the air density is the standard air density, and the corresponding frictional torque of the target mechanical motor in a case where the air density is high, is corrected in a decreasing manner in such a way that the corresponding frictional torque of the effective mechanical motor becomes equal to the corresponding frictional torque of the target motor when the air density is the standard air density.
[058] Thus, as the effective mechanical motor torque is made equal to the target mechanical motor torque and the driving torque demanded by the driver is made coincident with the corresponding driving force torque after this correction (corresponding driving force torque) after correction), even if the air density is high in relation to the standard air density, the motor torque in the EV travel mode, that is, the corresponding effective driving force torque (the driving torque demanded by the driver ) is substantially coincident with the corresponding torque of the driving force (post-correction) after correction in the HEV travel mode and a development of the staggered difference between these torques can be prevented from occurring.
[059] On the other hand, in a case where the air density is reduced in relation to the standard air density (for example, in a case where the atmospheric pressure is reduced and the air density is reduced due to the displacement on the high ground ), as shown in Figure 4, the corresponding torque of the effective driving force of the effective mechanical motor torque with respect to the corresponding torque of the target driving force is decreased, the corresponding torque of the effective force generation of the effective motor torque with respect to the corresponding torque of the target driving force is decreased, and the corresponding effective friction torque of the effective mechanical motor of the effective mechanical motor torque with respect to the corresponding friction torque of the target mechanical motor is decreased.
[060] For example, in a case where the corresponding target drive force torque is 100Nm, the corresponding target force generation torque is 100Nm, the corresponding target motor friction torque is 50Nm, and the density of the air is 80% of the standard air density, the effective mechanical motor torque indicates (100 + 100 + 50) x 0.8 = 200Nm. If the air density is reduced, the corresponding frictional torque of the actual mechanical motor corresponding to the corresponding frictional torque of the target mechanical motor is decreased. However, the torque actually used for friction is the same as the corresponding friction torque of the target mechanical motor. In addition, the torque used for power generation is the same as the corresponding target power generation torque. Therefore, the corresponding effective torque of the driving force of the effective mechanical motor torque indicates 200 - 100 - 50 = 50Nm. Therefore, an insufficient drive torque of 50Nm with respect to 100Nm of the drive torque demanded by the driver (corresponding torque of target drive force) is obtained as a result.
[061] As described above, in a case where, when the air density is reduced and is less than the standard air density, the amount of battery charge is increased, power generation from the electric motor 2 is not required, and the displacement mode is switched from the displacement force generation state to the EV displacement mode in which the electric motor 2 only energy is used as the drive source, the electric motor power torque 2 is basically coincident with the activation torque demanded by the driver. Thus, the insufficient part of the driving torque described above is suddenly eliminated so that the staggered difference in the driving force occurs.
[062] Therefore, in this modality, in a case where the air density is reduced in relation to the standard air density, a correction such that part of the corresponding effective power generation torque is allocated to the corresponding effective power torque. actuation is done to suppress the reduction in the corresponding effective torque of the driving force.
[063] In detail, in a case where the air density is reduced relative to the standard air density when moving the vehicle in the displacement power generation state of the HEV displacement mode, the engine's power generation load electrical 2 is reduced and a corresponding effective torque rate of power generation occupied in the mechanical motor effective torque is relatively reduced so that the corresponding effective torque rate of the driving force occupied in the effective motor torque is relatively high to suppress the reduction in the corresponding torque of actuation force (post-correction) obtained after correction. In this modality, the power generation load of the electric motor 2 is reduced so that, for example, the corresponding torque of the driving force (post-correction) obtained after the correction indicates the torque corresponding to 80% of the required driving torque. by the driver.
[064] In addition, in a case where the air density is reduced relative to the standard air density, the electric motor torque of the electric motor 2 when the vehicle is traveling in EV travel mode is reduced in such a way that the motor torque becomes equal to the corresponding torque of the driving force (post-correction) in the HEV travel mode after correction in a case where the air density is reduced with respect to the standard air density. In other words, in a case where the air density is reduced in relation to the standard air density, the power of the electric motor 2 is reduced in relation to the power of the electric motor 2 corresponding to the driving torque demanded by the driver when the air density is the standard air density when the vehicle is traveling in EV travel mode.
[065] Thus, in a case where the air density is reduced in relation to the standard air density, the power generation load of the electric motor 2 is reduced in the HEV travel mode, the corresponding effective torque generation rate energy occupied in the mechanical motor torque is reduced, and the mechanical motor torque in the EV travel mode is corrected so as to be reduced in synchronization with the corresponding torque reduction of the driving force in the HEV travel mode. Consequently, in a timing in which the travel mode is changed, as shown in Figure 6, the staggered difference in the driving force between the motor torque in the EV travel mode, that is, the corresponding effective driving force torque ( driving torque demanded by the driver) and the corresponding torque of driving force (post-correction) after correction in the HEV displacement mode can be prevented from occurring.
[066] In more detail, a compatibility between a separation of the driving torque effectively used to drive the vehicle from the driving torque demanded by the driver, which must be as small as possible and an elimination of the staggered difference in the driving force when the travel mode is changed between the HEV travel mode and the EV travel mode can be set in respectively suitable modes between cases when the air density is relatively low and when the air density is relatively high.
[067] Especially, power generation becomes necessary when the amount of battery face is reduced, despite the fact that the motor torque cannot be increased when the air density is reduced and is less than the air density. standard air, and the displacement state must be forced into the displacement power generation state of the HEV displacement mode.
[068] At this point, it is necessary to change the displacement mode between the displacement power generation state of the HEV displacement mode and the EV displacement mode when the air density is reduced. However, in this mode, the motor torque in the EV travel mode is reduced in synchronization with the corresponding torque reduction of the driving force in the HEV travel mode so that an energy consumption stored in the battery in the EV travel mode can be reduced. deleted.
[069] Therefore, the motor torque in the EV travel mode combines with the reduction in the power generation load of the electric motor 2 in the displacement power generation state of the HEV travel mode without contradictions and the staggered difference in the driving force. drive can be suppressed while the frequency of changing the travel mode is reduced. In other words, in the displacement power generation state of the HEV displacement mode, the rate of the corresponding effective torque of power generation occupied in the effective motor torque is relatively reduced so that the corresponding effective torque rate of the driving force occupied in the effective motor torque is relatively high. Consequently, the power generation load on the electric motor 2 to suppress the reduction in the corresponding torque of the driving force obtained after the correction combines with the suppression of the consumption of energy stored in the battery due to the reduction in the motor torque in the EV travel mode. which combines with the corresponding torque reduction of the driving force in the HEV travel mode and the staggered difference in the driving force can be suppressed while the frequency of changing the travel mode is reduced. In other words, in a case where the air density is reduced, even if all the insufficient part of the motor power due to the reduction in air density is not adjusted in the torque control by the side of the electric motor, the staggered difference in the force vehicle drive when the travel mode is changed between the HEV travel mode and the EV travel mode can be suppressed.
[070] In detail, in a case where the air density is reduced and is less than the standard air density, the engine power in EV travel mode is reduced with respect to the engine power when the air density is not reduced and it is not less than the standard air density. Therefore, in a case where the HEV displacement mode is in the motor assist displacement state, without compensation for the torque control of the electric motor 2 in such a way that an insufficient part of the motor power (power reduction part) due to the reduction in air density to be lower than the standard air density, it is aided by the torque control of the electric motor 2 (the energy consumption of the electric motor 2 is increased), the staggered difference in the driving force of the vehicle when the travel mode is changed between the HEV travel mode and the EV travel mode can be eliminated or reduced. In addition, in a case where the HEV displacement mode is in the displacement power generation state, without compensation for the torque control of the electric motor 2 in such a way that all the insufficient part of the motor power (power reduction part ) due to the reduction in air density to be lower than the standard air density is compensated by the torque control of the electric motor 2 (the amount of power generation of the electric motor 2 is decreased), the staggered difference in the driving force of the vehicle when the travel mode is changed between the HEV travel mode and the EV travel mode it can be eliminated or reduced.
[071] In more detail, when the staggered difference in vehicle drive force when the travel mode is changed between the HEV travel mode and the EV travel mode is eliminated or reduced, the increase in the electric motor's energy consumption 2 in the HEV travel mode can be suppressed and the insufficient power generation of the electric motor 2 in the HEV travel mode can be suppressed, compared to the case where all the insufficient part of the power of the mechanical motor (power reduction part) Due to the reduction in air density to be lower than the standard air density, it is compensated by the torque control of the electric motor 2.
[072] Figure 7 is an explanatory view diagrammatically representing the flow of calculations in the torque command for mechanical motor 1 and torque command for electric motor 2.
[073] ECM 11 calculates a correction coefficient TTEHOSBU corresponding to the air density using atmospheric pressure and the intake air temperature. Then, the driving force developed in mechanical motor 1 is corrected using the correction coefficient TTEHOSBU in ECM 11. In addition, the driving force developed in motor 2 is corrected using the correction coefficient TTEHOSBU calculated in ECM 11 Steps S11 to S14 are processes performed at HCM 10 and steps S21 to S25 are processes performed at ECM 11.
[074] In S11, HCM 10 calculates a power generation torque (a power generation load) required for power generation in electric motor 2 in a case where power generation in electric motor 2 is performed according to with the battery charge quantity (SOC) described above.
[075] In step S12, HCM 10 calculates the target driving force of the vehicle according to the throttle opening angle. This means, in step S12, that the HCM 10 calculates the target driving force corresponding to the target mechanical motor torque developed in the mechanical motor 1 in the displacement state of the mechanical motor in the HEV displacement mode and in the power generation state of displacement of the HEV displacement mode, calculates the target driving force corresponding to a sum between the target mechanical motor torque developed in the mechanical motor 1 in the displacement state of the electric motor assistance of the HEV displacement mode and the electric motor torque ( drive aid purpose) developed on electric motor 2, or calculates the target drive force corresponding to the motor torque (drive purpose) developed on electric motor 2 in EV travel mode.
[076] In step S13, the target drive force calculated in S12 is shared by mechanical motor 1 and electric motor 2. This means that HCM 10 determines a portion for mechanical motor 1 and the portion for electric motor 2 among the target driving forces.
[077] In step S14, HCM 10 issues the mechanical motor torque command for ECM 11 and the motor torque command for MC 12 using the air density information (correction coefficient TTEHOSBU) starting from S23 as will be described later. It should be noted that the motor torque command is a torque command value corrected according to the need based on the air density information. On the other hand, the motor torque command is not the command value based on the air density information, but it is the torque command value corresponding to the target mechanical motor torque.
[078] In S21, ECM 11 calculates an atmospheric pressure for the purpose of PPAMBTTE torque correction based on the input signal from atmospheric pressure sensor 23. It should be noted that, instead of atmospheric pressure sensor 23, a purge line pressure in a purge line that extends from a fuel tank (not shown) to a purge control valve via a container (not shown) processing of vaporized fuel can be referred to as atmospheric pressure. However, in this case, the calculation of atmospheric pressure is only allowed when the purge control valve is closed continuously for a predetermined or longer time. It should be noted that the steam fuel adsorbed to the container is introduced into the intake air passage when the purge control valve is in an open state.
[079] In S22, ECM 11 calculates an intake air temperature for the purpose of TANTTE torque correction based on the input signal from the intake air temperature 24. This intake air temperature for the purpose of correction of torque TANTTE cut is calculated with an influence of an ambient temperature of the mechanical motor 1 being considered.
[080] In S23, ECM 10 calculates a TTEHOSBU torque correction coefficient which is a correction rate for atmospheric pressure and inlet air temperature using atmospheric pressure for the purpose of PPAMBTTE torque correction and inlet air temperature with purpose of TANTTE torque correction. This atmospheric pressure and the rate of correction of the intake air temperature is a correction value corresponding to the density of the ambient air under which the vehicle travels and S23 corresponds to an air density detection section.
[081] In this S23, ECM 11 calculates the basic correction coefficient TTEHOSB by multiplying a correction coefficient of atmospheric pressure TTEHOSP, which is a division of the standard atmospheric pressure (101.3 KPa) by means of an atmospheric pressure with the purpose of PPAMBTTE torque correction, through a TTEHOST inlet air temperature correction coefficient calculated using the inlet air temperature for the purpose of TANTTE torque correction and a TTEHOST calculation table shown in Figure 8.
[082] Then, a rate limit processing is performed for the correction value TTEHOSA which is a value obtained by the correction made for this basic correction coefficient TTEHOSB with a dispersion of the sensor values considered to obtain a correction coefficient of torque TTEHOSQBU. The TTEHOSA correction value is calculated using the TTEHOSA calculation table shown in Figure 9.
[083] In addition, rate limit processing is performed to suppress a staggered torque difference due to the variation in the TTEHOSBU torque correction coefficient at the time of updating the atmospheric pressure and the intake air temperature. It should be noted that the TTEHOSBU torque correction coefficient is a value that becomes smaller as the air density value becomes larger.
[084] In S24, the target motor torque calculated in S14 in HSM 10 is entered as the torque command of the mechanical motor. The target torque TTEP based on this command is issued to S25. This TTEP target torque corresponds to the sum of the target drive force torque of the mechanical motor 1, the corresponding friction torque of the target mechanical motor, and the target power generation torque.
[085] In S25, ESM 11 corrects the TTEP target torque using the TTEHOSBU torque correction coefficient to calculate a TTEPHOS post-correction target torque. In this modality, the correction of the mechanical motor torque is done only when the air density is higher than the standard air density. Therefore, using a TTEHOSK calculation table shown in Figure 10, an effective TTEHOSK correction rate is calculated from the TTEHOSBU torque correction coefficient and a TTEPHOS post-correction target torque is calculated by multiplying the TTEP target torque by effective correction rate TTEHOSK. The target choke opening angle is then established from that TTEPHOS post-correction target torque.
[086] It should be noted that in a case where the vehicle is in the state of mechanical engine displacement or in the state of engine assist displacement when the air density is reduced in relation to the standard air density during vehicle travel in HEV travel mode, the reduction in the effective driving torque of the mechanical motor 1 is compensated by the increase in the motor torque so that the reduction in the driving force of the vehicle in relation to the driving torque demanded by the driver can be suppressed. It should be noted here that it is not necessary to increase the motor torque in order to compensate for any reduction in the effective activation torque of the mechanical motor 1 due to the reduction in air density, however the motor torque can, for example, be increased -tata to compensate for part (a predetermined rate) of the reduction in the effective actuation torque caused by the reduction in air density. Then, in EV travel mode, the correction to reduce the power of the electric motor 2 is made so that no staggered difference in the driving force of the vehicle occurs when the travel mode is changed between the HEV travel mode and the EV shift mode.
[087] Then, in the mode described above, the adjustment of the power (torque) of the mechanical motor 1 is done through the choke opening angle. Simultaneous adjustments of the choke valve opening angle, a mechanical engine ignition timing 1, and an inlet valve (s) opening timing in a case where mechanical engine 1 is provided with a variably operated valve mechanism, they are made so that the power (torque) of the mechanical motor 1 can be adjusted.
[088] In addition, when in the mode described above, the travel mode is changed between the HEV travel mode and the EV travel mode, the scaled difference in the vehicle's driving force does not occur. However, the present invention is not limited to that example in which the staggered difference in the driving force of the vehicle does not occur when the travel mode is switched. This means that the staggered difference in the driving force of the vehicle when the travel mode is switched can be corrected so that it is small. Even in this case, it is possible not to provide the vehicle driver with an unpleasant perception when the travel mode is changed.
[089] Additionally, in the mode described above, the standard air density can be a single predetermined value or it can be all values within a predetermined range.
[090] In other words, in a case where the standard air density represents all values within a predetermined standard range, a determination that the detected air density is reduced with respect to the standard air density, can be made when the value of the detected air density is reduced by exceeding the predetermined standard range, a determination that the detected air density is high with respect to the standard air density can be made when the value of the detected air density is high exceeding the predetermined standard range , and a determination that the detected air density is made coincident with the standard air density can be made if the detected air density is within the predetermined standard range.
[091] In a case where the vehicle travels on high ground, the air density is lowered compared to low ground. Therefore, the power of engine 1 is reduced and the driving torque of the vehicle is relatively low. On the other hand, the power of motor 2 is not influenced by air density. Therefore, in the hybrid vehicle having the mechanical motor 1 and the electric motor 2 as the vehicle's driving sources, the staggered difference in the vehicle's driving force occurs when the air density is varied. Thus, when the travel mode is changed while the air density is varied, the staggered difference is developed in the driving force of the vehicle. Therefore, in this modality described above, as already described, the mechanical motor 1 is coordinated with the electric motor 2 in order not to generate the staggered difference in the vehicle's driving force.
[092] When the vehicle having only the mechanical motor as the driving force and the hybrid vehicle having the mechanical motor and the electric motor / generator as the driving sources are compared with each other, there are usually cases where the reduction of actuation force in the hybrid vehicle becomes greater on elevated terrain in which the air density is reduced although the actuation torque that each vehicle demands is mutually identical.
[093] Figure 11 is an explanatory view diagrammatically representing a difference in the effective torque of the mechanical motor (a torque that the mechanical motor actually produces) due to the difference in air density in the vehicle with only the mechanical motor as the source of drive. Figure 12 is an explanatory view diagrammatically representing the difference in the effective motor torque (the torque that the mechanical motor actually produces) due to the difference in air density in a case where the torque of the mechanical motor includes the driving torque of the transmitted vehicle. for the drive wheels and the power generation torque that provides the power generation by the electric motor in the hybrid vehicle equipped with the mechanical motor and the electric motor as the driving sources.
[094] In Figure 11, when traveling on low (common) terrain where the air density is high, the target mechanical motor torque Te * (friction torque of the mechanical motor Tfric is not included) accompanies the driving torque vehicular target Td *. At that moment, the torque that the mechanical motor effectively produces (effective mechanical motor torque Te1) is a value including friction of the mechanical motor Tfric. Then, when the driving condition except the air density is the same, the effective driving torque Td1 provides a value less than the target vehicle driving torque Td * by ΔT1 when the vehicle travels on the raised terrain where the air density is low. At this moment, the effective mechanical motor torque Te2 which is the torque effectively produced by the mechanical motor provides a lower value than the effective motor torque Te1 in low (common) terrain in which the air density is increased by ΔT1. It should be noted that the effective drive torque Td1 at that moment is an amount divided by the friction of the mechanical motor Tfric from the torque of the effective mechanical motor Te2.
[095] In Figure 12, when traveling on low (common) terrain where air density is high, the target mechanical motor torque Te * (which does not include friction of the mechanical Tfric motor) accompanies the target driving torque of vehicle Td *. The torque that the mechanical motor actually produces at that moment (effective mechanical motor torque Te3) provides a value including friction of the mechanical motor Tfric and torque of power generation Tp that provides the power generation in the motor. So, when the drive condition except air density is the same when traveling over high ground where air density is low, the torque (effective mechanical motor torque Te4) that the mechanical motor effectively produces provides a lower value than the effective motor torque Te3 in low (common) terrain where the air density is increased by ΔT2. The effective driving torque Td2 at that moment provides a quantity that is a subtraction of the friction of the Tfric motor and the torque of power generation Tp from the effective mechanical motor torque Te4.
[096] It should be noted that although a reduction rate of the effective mechanical motor torque Te due to the reduction in air density is constant, the power generation torque Tp is constant regardless of the air density. If the target drive torque Td * in Figure 11 is the same value as the target drive torque Td * in Figure 12, the effective mechanical motor torque Te3 is greater than the effective motor torque Te1 by an amount corresponding to a addition of the power generation torque Tp to the target mechanical motor torque Te *. Therefore, the amount of torque reduction when the air density is reduced becomes greater (ΔT2> ΔT1).
[097] Therefore, in a second preferred embodiment according to the present invention, in a case where the amount of reduction of the effective mechanical motor torque Te due to the reduction in air density cannot be suppressed in the hybrid vehicle, the torque of Tp power generation is suppressed to suppress the amount of effective torque reduction Td to ensure the drive capacity and the mechanical motor and electric motor are coordinated with each other to ensure a balance between an amount of energy use when the electric motor assists the driving force of the vehicle and an amount of energy supply of the electric energy according to the power generation of the motor. In other words, the electric motor assist torque and the power generation torque are corrected so that a balance between an electric motor acceleration and an electric motor regeneration in a certain drive pattern provides a constant regardless of whether the vehicle moves on high ground or on low ground.
[098] If the motor power correction coefficient in the high terrain with respect to the low terrain is a, the torque (effective motor torque) Te that the motor effectively produces provides Te = (Te * + Tfric) x α - Tfric if the target mechanical motor torque is Te * and the mechanical motor friction torque is Tfric. It should be noted that, according to the present invention, the driving torque sent to the driving wheels is supposed to be reduced at the same rate. In other words, the effective driving torque Td provides Td = (Td * + Tfric) x α - Tfric. The motor torque Tg, at this moment, provides Tg = Td - Te = ((Td * + Tfric) x α- Tfric) - ((Te * + Tfric) x α- Tfric) = (Td * - Te *) x α.
[099] In other words, the required motor torque Tg is reduced at the same rate with respect to a value of Td * - Te *) required on low ground. This means that, in a case where the torque of the mechanical motor is reduced, the driving force of the vehicle is also reduced and the driving torque is not compensated by the mechanical motor. In addition, in the second modality, the power is reduced at the same correction rate for the generation of energy through the electric motor and the aid of the driving force through the electric motor. However, it should be noted that it is not always necessary to reduce the generation of energy through the motor and the aid of the driving force through the electric motor at the same correction rate, if the balance between the amount of energy use when the motor assists the vehicle driving force and the amount of energy supply of the electric energy according to the generation of energy through the electric motor, can be guaranteed.
[0100] Figure 13 is an explanatory view diagrammatically representing flow calculations of torque commands within HCM 10 in the second mode according to the present invention and representing flow calculations of the mechanical motor torque command to be issued for the ECM 11, the mechanical motor torque command issued to the MC 12, and the target drive torque command and the target clutch torque command during the clutch shift to be issued to ATCU 13. It should be noted that in this second modality the series of mechanical motor torque control processes in ECM 11 is identical to that in the first modality described above (identical to S21 to S25 in Figure 7) so that the duplicate explanations of the calculation flows in ECM 11 will be here omitted.
[0101] In this second modality, in S110 (details will be described later), HCM 10 calculates a torque reduction rate of the mechanical motor with a variation rate limitation provided for the correction coefficient TTEHOSBU introduced from ECM 11 so as not to make a sudden change in the driving force. Then, HCM 10 corrects the target driving torque Td * in S170 (details will be described later), corrects the target driving torque Tc * after changing gear in S190 (details will be described later), and corrects a value estimation of mechanical motor torque based on the command value (a previous value Te * Z of the target mechanical motor torque Te *) to determine the power generation and the auxiliary torque through the electric motor 2 in S200 (the details will be described later).
[0102] In S110, HCM 10 calculates the torque reduction rate of the mechanical motor using correction coefficient TTEHOSBU which is the air density information calculated within ECM 11 and introduced as a CAN signal via the communication line 14 The flow for calculating the torque reduction rate of the mechanical motor within S110 will be described in detail below with reference to Figure 14.
[0103] In S111, HCM 10 determines whether a CAN signal equivalent to the correction coefficient entered TTEHOSBU has a normal value or not. If it determines to be the normal value, the correction coefficient entered TTEHOSBU is used. If it is determined to be not the normal value, the correction coefficient entered TTEHOSBU is not used, but replaced with 100% (ie "1"). In detail, when there is a communication abnormality between ECM 11 and HCM 10 using the communication line 14 or when there is a failure in the atmospheric pressure sensor 23 or in the intake air temperature 24, the value of the correction coefficient entered TTEHOSE is replaced with 100% so that a substantial correction is not made.
[0104] In S112, a limitation of the upper and lower values is established for the correction coefficient introduced TTEHOSBU. The limitation of the upper and lower values is, for example, established so that the upper limit value is 100% and the lower limit value is 60%. As, for the upper limit value, on the ECM 11 side the correction coefficient TTEHOSBU is corrected in such a way that in a case where the torque of the mechanical motor is increased, 100% can be established. For the lower limit and value, the lower limit value can be set to be lower since the maximum altitude at which the vehicle must travel is set to be higher.
[0105] In S113, HCM 10 imposes a limitation on the speed of variation of the correction coefficient introduced TTEHOSBU. In this S113, the variation rate limitation, for example, 0.03 (% / second) is established. It should be noted that the limitation of the rate of change of 0.03 (% / second) is established from the rate of change in a case where the vehicle continues to rise at a slope of 10% at a speed of 100 km / hour .
[0106] Thus, the limitation of the values, upper and lower, and the limitation of the speed of variation are established for the correction coefficient TTEHOSBU. Even if communication abnormalities and failure in atmospheric pressure 23 and inlet air temperature sensor 24 occur, handling can be guaranteed.
[0107] In S120, HCM 10 calculates the friction of the mechanical motor for the purpose of correcting the driving force by reference to a mechanical motor friction calculation table (not shown) from a rotating speed of the electric motor 2. The mechanical motor friction calculation table is established in such a way that, for example, as the rotating speed of the electric motor 2 becomes greater, the friction of the mechanical motor for the purpose of correcting the calculated driving force becomes bigger. It should be noted that, in this modality, in step S120, the friction of the mechanical motor for purposes of correcting the driving force is established so as to be a negative value. The value calculated in S120 is produced as the negative value.
[0108] In S130, HCM 10 calculates the target mechanical motor torque Te * by reference to a target mechanical motor torque calculation map (not shown) from the motor speed and the throttle opening angle. The target mechanical motor torque calculation map is established in such a way that, for example, as the throttle opening angle becomes larger, the calculated mechanical motor torque becomes larger. Then, in this second mode, the target motor torque Te * calculated in S130 is issued to ECM 11 as a mechanical motor torque command without correction through the correction coefficient TTEHOSBU. It should be noted that the target motor torque process Te * inside ECM 11 is the same as in the first modality described above.
[0109] In S140, HCM 10 calculates a target assist torque Ta * by reference to a target assist torque calculation map (not shown) from the engine speed and the throttle opening angle. The target aid torque calculation map is established in such a way that, for example, as the throttle opening angle becomes larger, the calculated mechanical motor torque becomes larger.
[0110] Then, in S150, HCM 10 adds target mechanical motor torque Te * and target assistance torque Ta * to derive the target drive torque Td *.
[0111] Then, in S160, HCM 10 adds target mechanical motor torque Te * and target assistance torque Ta * to derive a target clutch torque at a time of gear change Tc *.
[0112] It should be noted here that the target mechanic torque Te * and the target assist torque Ta * entered in S150 are values calculated based on a current motor speed and the target assist torque Te * and the torque of target aid Ta * entered in S160 are values calculated based on the motor speed after the gear change occurs.
[0113] In step S170, HCM 10 calculates a target input torque Tm to be introduced in S120 using the mechanical motor torque reduction rate calculated in S110, the mechanical motor friction for the purpose of correcting the driving force calculated in S120, and the target drive torque Td * calculated in S150. Additionally, in S170, HCM 10 calculates the target drive torque command which is the torque command value for second clutch 7 using the mechanical motor torque reduction rate calculated in S110, the mechanical motor friction for the purpose of correction of driving force calculated in S120, and the target driving torque Td * calculated in S150 and issues this command of target driving torque to ATCU 13.
[0114] Details will be described below with reference to Figure 15. The target input torque Tm is calculated as a result of the series of processes in S171 to S175 and the target drive torque command is calculated as the result of the series of processes in S176 to S180.
[0115] The target input torque Tm is a value derived by multiplying the value of adding the mechanical motor friction for the purpose of correcting the driving force to the target driving torque Td * (S171) by the torque reduction rate of mechanical motor (S172) and by adding the multiplication result to the friction of a mechanical motor for the purpose of correcting the driving force (subtraction) (S173). It should be noted that the motor friction for the purpose of correcting the driving force is set to be the negative value in S120. Therefore, in reality, the friction of the mechanical motor for the purpose of correcting the driving force in S171 as described above is added and in S173 the friction of the mechanical motor for the purpose of correcting the driving force is subtracted. So, in a case where the present gear shift stage of the automatic transmission 3 is a gear stage (eg first gear) in which the one-way clutch is interposed, the target input torque Tm does not provide negative torque in S175 and is output as target input torque Tm. In detail, in S174, the value obtained in S173 is compared with "0" and one of the values that is greater than the other is issued for S175. In a case where the present gear shift stage of the automatic transmission 3 is the gear shift stage (eg first gear) at which the one-way clutch is interposed), not the value obtained in S173, but the value emitted from S174 to S175 is considered as the target input torque Tm.
[0116] The target drive torque command is derived by multiplying the mechanical motor friction addition value for the purpose of correcting the driving force to the target driving torque Td * (S176) through the torque reduction rate mechanical motor (S177) and by adding (subtracting) the mechanical motor friction for the purpose of correcting the driving force to the multiplication result (in S178). So, in a case where the gear shift stage present in the automatic transmission 3 is the gear shift stage (eg first gear) in which the one-way clutch is interposed, the command value of the torque command of target drive is issued without providing the negative torque value in S180. In detail, in S179, HCM 10 compares the value obtained in S178 with "0" so that the largest of the values obtained is issued for S180. If the gearshift stage present in the automatic transmission 3 is the gearshift stage (for example, first gear) at which the one-way clutch is interposed, the value obtained in S178 is not issued, but the value issued at from S179 to S180 it is issued as the target drive torque command.
[0117] The target drive torque Td * used to calculate the target input torque Tm is subjected to the process to protect automatic transmission 3 such that, in a case where the value calculated in S150 becomes equal to or greater than a predetermined upper limit value, that upper limit value provides target drive torque Td *. In addition, correction using the mechanical motor torque reduction rate in S170 is always performed during travel in order to suppress the staggered difference in drive force between the EV travel mode and the HEV travel mode.
[0118] In S190, HCM 10 calculates the target clutch torque command at the time of gear change which is the torque command value at the time of gear change for automatic transmission 3 using the torque reduction rate of mechanical motor calculated in S110, the mechanical motor friction of driving force correction calculated in S120, and the target clutch torque Tc * at the time of gear change calculated in S160 and issues the currently calculated target clutch torque command gear change for ATCU 13.
[0119] The series described above of processes in S190 will be described in detail with reference to Figure 16. The target clutch torque command at the time of gear change is derived by multiplying the added value of the mechanical motor friction for the purpose of driving force correction for target clutch torque Tc * at the moment of clutch change (S191) by the torque reduction rate of the mechanical motor (S192) and by adding (subtracting) the motor friction for the purpose of correcting driving force to the multiplication result (in S193). So, in a case where the present gear shift stage of the automatic transmission 3 is the gear shift stage (eg first gear) in which the one-way gear is interposed, in S195, after the command value of the target clutch torque command at gear change does not provide negative torque, target clutch torque command at gear change is issued. In detail, in S194, HCM 10 compares the value obtained in S193 with "0" and emits one of the two compared values which is greater than the other for S195. In a case where the present gear shift stage of the automatic transmission 3 is the gear shift stage (eg first gear) in which the one-way clutch is interposed, not the value obtained in S193, but the value emitted from S194 to S195 it is issued as the target clutch torque command at the time of gear change.
[0120] In S200, HCM 10 calculates an estimated mechanical motor torque Tn to be emitted for S210 using the mechanical motor torque reduction rate calculated in S110, the mechanical motor friction for the purpose of correcting the driving force calculated in S120, and Te * Z which is the previous value of the target mechanical motor torque Te * calculated in S130.
[0121] The details in S200 will be described with reference to Figure 17. The estimated mechanical motor torque Tn is derived by multiplying the added value of the motor friction with the purpose of correcting the driving force to Te * Z which is the previous value of the target mechanical motor torque Te * (S201) by the mechanical motor torque reduction rate (S202) and by adding (subtracting) the mechanical motor friction with the purpose of correcting the driving force to the multiplication result ( in S203). It should be noted that when the estimated mechanical motor torque Tn is calculated, it is also possible to use the target mechanical motor torque Te * (the present value) instead of Te * Z which is the previous value of the target motor torque You*.
[0122] In S204, the value obtained in S203 is under a filtration calculation and emitted as an estimated mechanical motor torque Tn. It should be noted that the filtration performed in S204 is to simulate a delay in the torque of the effective mechanical motor in relation to the command value.
[0123] Then, in S210, a difference between the target input torque Tm calculated in S110 and the estimated mechanical motor torque Tn calculated in S200 is calculated as electric motor torque Tg which is an electric motor torque command and is issued to MC 12.
[0124] As described above, the corrections for the electric motor torque command, mechanical motor torque command, the target drive torque command which is the torque command value for the second clutch 7, and the control command target clutch torque which is the torque command value when changing gear for automatic transmission 3 are performed. Thus, the driveability of the vehicle can be guaranteed by guaranteeing the equivalent of driving force for the vehicle in which the internal combustion engine is mounted from the reduction in air density. In other words, in a case where the amount of torque reduction of the effective mechanical motor due to the reduction in air density in the mobile vehicle cannot be suppressed, the suppression of the power generation torque Tp suppresses the amount of reduction of the effective driving torque Td so that the vehicle's handling can be guaranteed.
[0125] In addition, the mechanical motor 1 can be coordinated with the electric motor 2 so that the balance between the amount of force use when the electric motor 2 assists the driving force of the vehicle and the amount of power supply caused by the power generation of the electric motor 2 is guaranteed.
[0126] In addition, as in a case where the gear shift stage is the gear stage in which the one-way clutch is interposed, the torque command for automatic transmission 3 is established in such a way that the gear commands post-correction torque according to the mechanical motor torque reduction rate does not provide the negative torque command (S175, S180, S195), the reduction in the input turning speed due to a one-way clutch disengagement, a reverse turning of the one-way clutch, and a contact shock of the one-way clutch can be prevented.
[0127] Figure 18 is a flow chart representing a control flow in the second mode described above. In a step of S300, HCM 10 calculates the torque reduction rate of a mechanical motor using the correction coefficient TTEHOSBU introduced from ECM 11.
[0128] In a step of S310, HCM 10 calculates the friction of a mechanical motor for the purpose of correcting the driving force from the rotating speed of motor 2.
[0129] In a step of S320, HCM 10 calculates the target mechanical motor torque Te * from the motor speed and the throttle opening angle.
[0130] In a step of S330, HCM 10 calculates the target assist torque Ta * from the engine speed and the throttle opening angle.
[0131] In a step of S340, HCM 10 calculates the estimated mechanical motor torque Tn by estimating the torque reduction rate of the mechanical motor, the friction of the mechanical motor for the purpose of correcting the driving force, and the previous value Te * Z of the target mechanical motor torque Te *.
[0132] In a step of S350, HCM 10 corrects the target drive torque Td * calculated using the target mechanical motor torque Te * and the target assistance torque Ta * to calculate the target input torque Tm and calculates the command target torque value which is the torque command value for the second clutch 7.
[0133] In a step of S360, HCM 10 corrects the target clutch torque at the time of gear change Tc * calculated using the target mechanical motor torque Te * and the target assistance torque Ta * to calculate the torque command target clutch at gear change which is the torque command value at gear change for automatic transmission 3.
[0134] In a step of S370, HCM 10 emits the target mechanical motor torque Te * as the mechanical motor torque command for ECM 11.
[0135] In a step of S380, HCM 10 issues the target drive torque command calculated in step of S350 to ATCU 13.
[0136] In a step of S390, HCM 10 emits the motor torque Tg which is the difference between the target input torque Tm and the estimated mechanical motor torque Tn for the MC 12 as the mechanical motor torque command.
[0137] In a step of S400, HCM 10 issues the target clutch torque command at the time of gear change calculated in S360 for ATCU 13.
[0138] Figure 19 is a flowchart representing the control flow when the mechanical motor torque reduction rate is calculated and corresponds to a subroutine in step S300 in Figure 18. In a step of S301, HCM 10 determines if the correction coefficient TTEHOSBU entered from ECM 11 is greater than a predetermined, pre-set lower limit value. If determined to be larger, the routine proceeds to a step of S330. If determined to be equal or less, the routine proceeds to a step in S302. In a step of S302, HCM 10 establishes the predetermined lower limit value for the correction coefficient TTEHOSBU and the routine proceeds to S303.
[0139] In a step of S303, ECM 11 determines whether the correction coefficient TTEHOSBU is less than the predetermined upper limit value, pre-established. If determined to be minor, the routine proceeds to step S305. If the routine is determined to be equal to or greater, it proceeds to a step of S304.
[0140] In step S304, HCM 10 establishes the predetermined upper limit value for correction coefficients TTEHOSBU. Then, the routine proceeds to step 305.
[0141] In step S305, HCM 10 determines whether the speed of variation of the correction coefficient TTEHOSBU is less than a pre-established threshold value. If determined to be less, HCM 10 emits the correction coefficient TTEHOSBU as the torque reduction rate of the mechanical motor. If determined to be equal to or greater, the routine proceeds to a step in S306.
[0142] In the step of S306, the variation speed limitation for the correction coefficient TTEHOSBU is performed and the correction coefficient TTEHOSBU in the step of S306 is emitted as the rate of reduction of motor torque.
[0143] In the following, a third preferred embodiment according to the present invention will be described. In the second mode, the effective activation torque of the vehicle Td is Td = (Td * + Tfric) x α - Tfric. It should be noted here that, in a case where (Td * + Tfric) <0, Td> Td * so that the effective driving torque Td becomes greater than the target driving torque Td *. Therefore, for example, during a downward movement of the vehicle, the vehicle deceleration becomes small.
[0144] So, in a case where (Td * + Tfric)> 0, Td <Td * so that the effective drive torque Td becomes less than the target drive torque Td *. Therefore, for example, during vehicular displacement on an incline, the slow-moving torque becomes small so that the vehicle reverses when it is on an incline. In addition, in a case where Td * = 0, Td <0 so that the actual drive torque Td does not provide 0. Therefore, in a case where, for example, the gear shift range of the automatic transmission 3 is at a P range, an N range or a slow-moving torque is eliminated, the actual drive torque does not provide 0.
[0145] Therefore, in the third mode, the following calculation procedures are added to the torque command calculation processes in the second mode, that is, the process of calculating the target input torque Tm, the process of calculating the torque command target, and the process of calculating the target clutch torque at the time of gear shifting.
[0146] Specifically, the value (post-correction) after correction using the mechanical motor torque reduction rate is limited so as not to be greater than the value before correction using the mechanical motor torque reduction rate be done (see S602 in Figure 20 as will be described later) and so as not to be less than the slow-moving torque and the driving torque at the time of downhill travel (see S601 in Figure 20 as will be described later) . Then, when the gear shift range of automatic transmission 3 is in range P or range N, the target torque provides 0 (see S603 in Figure 20 as will be described later).
[0147] In addition, in a case where automatic transmission 3 is equipped as an automatic mode in which the gear shift stage is set according to the drive state among various gear shift stages and a manual mode in which the gear shift stage is established according to a manual operation of the driver between various gear shift stages, the command value of the torque command does not provide the negative torque (see S75 in Figure 20 as will be described later) in a case where the present gear shift stage of the automatic transmission 3 is the gear shift stage (for example, first gear) in which the one-way clutch is interposed (see S175 in Figure 20 as will be described later). This is because in a scenario where the driver wants a mechanical engine brake with the establishment of automatic transmission 3 in manual mode, the engine brake becomes effective to meet the vehicle driver's intention.
[0148] The process of calculating the target input torque Tm will be exemplified using Figure 20. S171 to S173 in Figure 15 described above are the same processes as S171 to S173 in Figure 20. Three process series S601, S602, S603 ( as will be described later) are added on one side downstream of S173 in Figure 15. In addition, as for S175, a condition such that the gear shift mode of automatic transmission 3 is not the manual mode is recently added in mode 3 Otherwise, S175 in the third mode is the same as S175 in the second mode.
[0149] As will be described in detail, if in S601 a magnitude between the value obtained in S173 (the value obtained by multiplying the value which is a division of the motor friction for the purpose of correcting the driving force from the torque of target drive Td * by the torque reduction rate of the mechanical motor and by adding the mechanical motor friction with the purpose of correcting the driving force to the multiplication result) with a target slow motion torque (target creep torque) or a torque target descent (a target torque when the throttle is released) and one of the two values that is greater than the other is output to S602. It should be noted that a case where the first mentioned is compared with the target slow motion torque (target creep torque) corresponds to a case of a vehicle start and a case where the first mentioned is compared with the target descent torque corresponds to a case where the vehicle is on the move.
[0150] In S602, HCM 10 compares a magnitude between the value emitted from S601 and the target drive torque Td * and emits one of the two values which is less than the other for S603. In S603, in a case where the shift range is the P range or N range and the friction elements within the automatic transmission 3 are under control towards a position in the P range or N range, the target torque is set to 0 If not, the target torque entered from S602 is output.
[0151] In a case where the present automatic transmission shift stage 3 is the gear stage (eg first gear) in which the one-way clutch is interposed and the automatic transmission shift mode 3 is not in manual mode, the target input torque Tm in S175 is emitted without the value not being negative. In detail, in S174, HCM 10 compares the value obtained in S603 with "0" and one of the two values that is greater than the other is issued for S175 and in a case where the present gear shift stage of the automatic transmission 3 is not in manual mode, not the value emitted from S603, but the value emitted from S174 to S175 is assumed to be the target input torque Tm.
[0152] It should be noted that, in a case where the target drive torque command is calculated, three series of processes from S601 to S603 are added on the downstream side of S178 in Figure 15. In S180, such a condition in that the gear shift mode of automatic transmission 3 is not in manual mode is added again in S180. In a case where the target clutch torque command at the time of changing the gear is calculated, three series of processes from S601 to S603 are added on the downstream side of S193 in Figure 16. In S195, the condition in which the gear shift of the automatic transmission 3 is not the manual mode is added again.
[0153] Since in the third modality described above the target torque corrected using the mechanical motor torque reduction rate does not become less than the target torque before the correction is made using the mechanical motor torque reduction rate, driveability can be guaranteed.
[0154] Since the target torque corrected using the mechanical motor reduction rate is not less than the target slow motion torque, the vehicle's reverse movement due to the absence of slow moving torque during the start on the slope can be suppressed.
[0155] In addition, as the target torque corrected using the mechanical motor torque reduction rate does not become less than the target descent torque, handling when the throttle is released can be guaranteed.

权利要求:
Claims (10)
[0001]
1. Hybrid vehicle comprising: a mechanical engine (1); an electric motor (2), the mechanical motor (1) and the electric motor (2) being sources of driving the vehicle; a first travel mode (HEV travel mode) in which a mechanical engine power (1) is used to drive the vehicle; and a second travel mode (EV travel mode) in which the vehicle is driven by an electric motor power (2) with the mechanical motor (1) stopped; CHARACTERIZED by the fact that the hybrid vehicle still includes an air density detection section (23, 11, 10, S23) configured to detect the air density of an environment under which the vehicle moves, and in which, in a case where the detected air density is reduced with respect to a standard air density, the power of the electric motor (2) in the second travel mode (EV travel mode) is reduced with respect to the power of the electric motor (2) in the standard air density such that a vehicle driving force in the second travel mode (EV travel mode) when the travel mode is switched, approaches the vehicle driving force in the first travel mode (travel mode) HEV displacement).
[0002]
2. Hybrid vehicle, according to claim 1, CHARACTERIZED by the fact that, when the detected air density is reduced in relation to the standard air density, in the first travel mode (HEV travel mode), a correction of such so that a power generation load from the electric motor (2) is reduced in relation to the power of the mechanical motor (1) and, in the second travel mode (EV travel mode), another correction is made in such a way that the power of the electric motor (2) is reduced to approach the driving force of the vehicle in the second travel mode (EV travel mode) when the travel mode is switched to a post-correction driving force of the vehicle in the first mode travel (HEV travel mode).
[0003]
3. Hybrid vehicle, according to claim 1, CHARACTERIZED by the fact that, when the detected air density is reduced in relation to the standard air density, in the first travel mode (HEV travel mode), a correction is carried out such that the power of the electric motor (2) in relation to the mechanical motor (1) is reduced, and, in the second travel mode (EV travel mode), another correction is carried out in such a way that the power of the electric motor (2) is reduced to approximate the driving force of the vehicle in the second travel mode (EV travel mode) when the travel mode is changed to a post-correction driving force of the vehicle in the first travel mode (driving mode). HEV displacement).
[0004]
4. Hybrid vehicle according to any one of claims 1 to 3, CHARACTERIZED by the fact that, when the detected air density is high in relation to the standard air density, in the first travel mode (HEV travel mode), a correction is made in such a way that the power of the mechanical motor (1) is reduced to approximate the driving force of the vehicle in the first travel mode (HEV travel mode) when the travel mode is switched to the driving force vehicle in the second travel mode (EV travel mode).
[0005]
5. Hybrid vehicle according to any one of claims 1 to 4, CHARACTERIZED by the fact that the vehicle is equipped with a transmission (3) configured to perform a plurality of gear shift stages according to a gear shift replacement gear such that a first friction element that has been released is engaged and a second friction element that has been engaged is released, the first and second friction elements being placed inside the transmission (3) and located on a downstream side of the drive sources and a transmission torque capacity of the first friction element which is a target clutch torque (Tc *) at a time of the gear shift replacement within the transmission (3) is corrected according to air density.
[0006]
6. Hybrid vehicle according to any one of claims 1 to 5, CHARACTERIZED by the fact that a correction amount of a correction carried out according to the density of the air is based on a rate of reduction of the power of the mechanical engine (1 ) due to the reduction in air density.
[0007]
7. Hybrid vehicle according to any one of claims 1 to 6, CHARACTERIZED by the fact that limitations of an upper limit value for the input correction coefficient (TTEHOSBU) and a lower limit value for the correction coefficient input (TTEHOSBU) and other limitation of a variation speed are established (S112, S113) for the torque power correction coefficient of the mechanical input motor (TTEHOSBU) corresponding to the air density.
[0008]
8. Hybrid vehicle, according to claim 7, CHARACTERIZED by the fact that the driving force of the vehicle corrected according to the torque power correction coefficient of the mechanical motor (TTEHOSBU) is established in such a way that a value of post-correction actuation force of the vehicle after a correction becomes equal to or less than its value before correction.
[0009]
9. Hybrid vehicle, according to claim 7 or 8, CHARACTERIZED by the fact that the driving force of the vehicle corrected according to the torque correction coefficient of the mechanical motor (TTEHOSBU) is established in such a way that the value of the post-correction actuation force after correction is greater than a target slow-moving torque of the vehicle.
[0010]
Hybrid vehicle according to any one of claims 7 to 9, CHARACTERIZED by the fact that the transmission (3) is provided with an automatic mode in which a gear shift stage is established for one of a plurality of gear stages. gear shift that conforms to a vehicle drive state, with a manual mode in which the gear shift stage is set to one of the plurality of gear shift stages that is in accordance with a driver's manual operation of the vehicle, and with a gear shift stage within which a one-way clutch is interposed and the post-correction driving force of the vehicle after correction which is carried out according to the motor torque power correction coefficient mechanical is set to be equal to or greater than 0, in a case where the gear shift stage of the transmission (3) is the gear shift stage in which the clutch is turned single gear is brought in and a gear shift mode of the transmission is not in manual mode.

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法律状态:
2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2019-09-03| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2020-09-01| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application [chapter 6.1 patent gazette]|

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2021-01-26| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

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2021-03-09| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 10 (DEZ) ANOS CONTADOS A PARTIR DE 09/03/2021, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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申请号 | 申请日 | 专利标题

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JP2010058607|2010-03-16|

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JP2010-058607|2010-03-16|

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PCT/JP2010/069076|WO2011114566A1|2010-03-16|2010-10-27|Hybrid vehicle|

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