Patent Grant
10189345
Tile present application; claims priority under 35 U.S.C. § 119 to Japanese Patent Application No. 2016-101852, filed May 20, 2016, entitled “Vehicle.” The contents of this application are incorporated herein by reference in their entirety.
The present disclosure relates to a vehicle capable of traveling by an engine and multiple rotating electrical machines.
Japanese Unexamined Patent Application Publication No. 2015-123843 discloses providing a vehicle capable of effectively using both of an electric motor connected to the same wheels as an internal combustion engine, and an electric motor connected different wheels from an internal combustion engine ([0006], Summary).
To this end, Japanese Unexamined Patent Application Publication No. 2015-123849 (Summary) describes a power control device 28 of a vehicle 10 that controls target vehicle power to be fulfilled by at least one of first electric motors 16 and 18 and an internal combustion engine 12, in a case where the target vehicle power is forward power and clutch units 38a and 38b (FIG. 1) are engaged. The power control device 28 also controls target vehicle power to be fulfilled by at least one of a second electric motor 14 and the internal combustion engine 12, in a case where the target vehicle power is forward power and clutch units 38a and 38b are disengaged.
The first electric motors 16 and 18 (rear-side motors 16 and 13) are connected to clutches 38a and 38b (FIG. 1) that are different front clutches 102, 104 (FIG. 2) of the internal combustion engine 12. The second electric motor 14(forward-side motor 14) is connected to the same clutch 102 as the internal combustion engine 12 (FIG. 2, [0035] through [0057]).
Japanese Unexamined Patent Application Publication No. 2015-123849 illustrates a partial-assist mode (S6 in FIG. 3, and FIGS. 4, 7, and 8) and a full-assist mode (S7 in FIG. 3, and FIGS. 4 through 6) as cases of the internal combustion engine 12 and the second electric motor 14generating traveling drive force at the same time. In full-assist mode, first assist motor switching processing (S14) is performed where assistance is switched from assistance by the rear-side motors 16 and 18 to assistance by the second electric motor 14 in a case where a vehicular speed V does not exceed a first vehicular speed threshold value THv1 (No in S11 in FIG. 5). It is stated that the determination. In step S11 may fee made by another indicator instead, as long as the rotations Nmot of the rear-side motor's 16 and 18 can be estimated ([0070]). The same holds true for the partial-assist mode as well (No in S21 in FIG. 7→S24). The reason that the rotations Nmot of the rear-side motors 16and 18 are made to serve as a reference for determination is stated to be to prevent excessive rotation of the rear-side motors 16 and 18 and so forth ([0100], [0104], [0107]).
Thus, Japanese Unexamined Patent Application Publication No. 2015-123849 describes the forward-side motor 14 being driven instead of the rear-side motors 16 and 18, to prevent excessive rotation of the rear-side motors 16 and 18 connected to the clutches 38a and 38b that are different from the clutches 102 and 104 of the internal combustion engine.
However, according to study by the inventors, there is room to expand the range of usage of the front-side motor 14 and the rear-side motors 16 and 18. For example, general internal combustion engines exhibit a tendency where power (torque) decreases as the rotational speed increases, when operating in the high-rotation region. Even in a case where such a tendency is present in the configuration in Japanese Unexamined Patent Application Publication No. 2015-123849, the power transmission capacity of the clutches 102 and 104 or a value close thereto can be: generated by the power of the internal combustion engine 12 alone, if the power of the internal combustion engine 12 is equal to or above the power transmission capacity of the clutches 102 and 104. However, the power transmission capacity of the clutches 102 and 104 or a value close thereto cannot be generated by the power of the internal combustion engine 12 alone if the power of the internal combustion engine 12 is less than the power transmission capacity of the clutches 102 and 104 at the high-rotation region. In this case, there is room to increase transmittable power via the clutches 102 and 104.
Control of the forward-side motor 14 that focuses on the power transmission capacity of the clutches 102 and 104 can also be applied to the low-rotation region. Further, in a case where the second motors 16 and 18 connected to clutches 38a and 38b that differ from the clutches 102 and 104 of the internal combustion engine 12 do not readily exhibit excessive rotations, the rear-side motors 16 and 18 can be used with priority, taking into consideration the power transmission capacity of the clutches 102 and 104 as described above.
The present application describes, for example, providing a vehicle where an internal combustion engine can foe suitably assisted by multiple rotating electric machines,
A vehicle includes an internal combustion engine, a transmission, a clutch interposed between the internal combustion engine and the transmission, a first rotating electrical machine connected to a first wheel via the clutch, a second rotating electrical machine connected to a second wheel or the first wheel without going through the clutch, an electric power storage device that supplies electric power to the first rotating electrical machine and the second rotating electrical machine, and a power control device that controls power of the internal combustion engine, the first rotating electrical machine, and the second rotating electrical machine. The power control device allocates the electric power to the second rotating electrical machine with priority over the first rotating electrical machine when adding additional power to power of the internal combustion engine, thereby generating power of the second rotating electrical machine with priority over power of the first rotating electrical machine.
According to the present disclosure, for example, electric power is allocated to the second rotating electrical machine with priority over the first rotating electrical machine when adding additional power to power of the internal combustion engine, thereby generating power of the second rotating electrical machine with priority over power of the first rotating electrical machine. Accordingly, even in a case where there is a possibility that the sum of the power of the internal combustion engine and the additional power will exceed the maximum transmission power of the clutch for example, the power of the second rotating electric machine (rotating electric machine connected to the second wheels or the first wheels without going through the clutch) is generated with higher priority, so the total power can be increased in a stable manner (e.g., rapid acceleration).
In a case of allocating electric power to the first rotating electric machine in addition to the second rotating electric machine, generating additional power at both the first rotating electric machine and the second rotating electric machine enables a relatively great total power to be generated.
The power control device may calculate additional power of the second rotating electrical machine in accordance with a discharge limit (power rating) of the electrical power storage device, and an output limit (build) of the second rotating electrical machine. The power control device may also calculate additional power of the first rotating electrical machine in accordance with the discharge limit (power, rating) of the electric power storage device reflecting additional power of the second rotating electrical machine, and an output limit (build) of the first rotating electrical machine.
Accordingly, the additional power of the second rotating electrical machine can be maximized within a range permitted by the discharge limit (power rating) of the electrical power storage device and the output limit (build) of the second rotating electrical machine. Additionally, additional power of the first rotating electrical machine can be maximized within a range permitted by the discharge limit (power rating) of the electric power storage device reflecting additional power of the second rotating electrical machine and the output limit (build) of the first rotating electrical machine. Thus, the total power can be maximized.
In a case where an operation amount of an accelerator pedal exceeds an operation amount threshold value, and also the additional power is to be added to power of the internal combustion engine, the power control device may calculate the additional power of the second rotating electrical machine in accordance with the discharge limit (power rating) of the electric power storage device and the output limit (build) of the second rotating electrical machine, and calculate the additional power of the first rotating electrical machine in accordance with the discharge limit (power rating) of the electric power storage device reflecting additional power of the second rotating electrical machine and the output limit, (build) of the first, rotating electrical machine.
Accordingly, in a case where the driver has an intent of acceleration, or in a case wherein the intent of acceleration by the driver is strong, the additional power of the second rotating electrical machine can be maximized within a range permitted by the discharge limit (power rating) of the electrical power storage device and the output limit (build) of the second rotating electrical machine. Additionally, additional power of the first rotating electrical machine can be maximized within a range permitted by the discharge limit (power rating) of the electric power storage device reflecting additional power of the second rotating electrical machine and the output limit (build) of the first rotating electrical machine. Accordingly, even in a case where there is a possibility that the sum of the power of the internal combustion engine and the additional power will exceed the maximum transmission power of the clutch, the power of the second rotating electric machine is generated with higher priority, so the total power can be increased in a stable manner (e.g., rapid acceleration), and the total power can be maximized.
In a case; where an operation amount of an accelerator pedal exceeds an operation amount threshold value, and also the additional power is to be added to power of the internal combustion engine, the power control device: may generate power of the second rotating electrical machine with higher priority than the power of the first rotating electrical machine. Further, in a case where an operation amount of the accelerator pedal is below the operation amount threshold value, and also the additional power is to be added to power of the internal combustion engine, the power control device may generate power of the first rotating electrical machine with higher priority than the power of the second rotating electrical machine.
Accordingly, in a case where the operation amount of the accelerator pedal is below the operation amount threshold value, i.e., in a case where there is no intent to accelerate by the driver or the intent to accelerate by the driver is weak, power of the first rotating electrical machine connected to the first wheels via the clutch (i.e., at the side as the internal combustion engine) is used. Thus, acceleration with consistency can be realized at the same first wheels.
Also, in a case where the operation amount of the accelerator pedal exceeds the operation amount threshold value, i.e., in a case where there is intent to accelerate by the driver or the intent to accelerate by the driver is strong, power of the second rotating electrical machine connected to the wheels without going through the clutch (i.e., at a different side from the internal combustion engine) is used. Thus, even in a case where there is a possibility that the sum of the power of the internal combustion engine and the additional power will exceed the maximum transmission power of the clutch, the total power can be increased in a stable manner.
The vehicle may further include a kick-down switch that that performs kick-down, where the transmission is shifted down, in a case where a predetermined depressing operation has been performed at the accelerator pedal. The power control device may set the operation amount threshold value to a kick-down threshold value that is the operation amount where the kick-down switch turns on or a value reflecting a tolerance value in the kick-down threshold value.
Which of the first rotating electrical machine and the second rotating electrical machine to give priority to is thus switched in accordance with whether or not there is rapid acceleration accompanying a kick-down (i.e., in accordance with driver intent to accelerate). Accordingly, additional power can be generated in accordance with acceleration intent of the driver.
According to the present disclosure, for example, the internal combustion engine can be suitably assisted by multiple rotating electrical machines.
The advantages of the disclosure will become apparent in the following description taken in conjunction with the following drawings.
A. Embodiment
A-1. Configuration
A-1-1. Overall Configuration
The rear wheel drive device 20 drives a left rear wheel 301 and a right rear wheel 30r (hereinafter collectively referred to as “rear wheels 301 and 30r” or simply “rear wheels 30”. The rear wheel drive device 20 includes an engine 32, a first travelling motor 34, a clutch 36, and a transmission 38.
The front wheel drive device 22 drives a left front wheel 501 and a right front wheel 50r (hereinafter collectively referred to as “front wheels 501 and 50r” or simply “front wheels 50”. The front wheel drive device 22 includes a second travelling motor 52a and a third travelling motor 52b. The rear wheel drive device 20 and front wheel drive device 22 are mechanically not connected, and are provided separately and independently.
The electric system 24 supplies electric power to the first through third travelling motors 34, 52a, and 52b, and has a high-voltage battery 60 and first through third inverters 62, 64, and 66. The drive ECU 28 controls the power of the engine 32 and the first through third travelling motors 34, 52a, and 52b.
A-1-2. Rear Wheel Drive Device 20
The rear wheel drive device 20 performs driving by the engine 32 alone when under a medium load, for example, and performs driving by the engine 32 and the first motor 34 when under a heavy load. An arrangement may be made where driving is performed by the first motor 34 alone when the vehicle 10 is under a light load.
The engine 32 is a six-cylinder engine for example, but may be a two-cylinder, four-cylinder, eight-cylinder, or other engine. The engine 32 is not restricted to being a gasoline engine, and may be a diesel engine or another like engine.
Although the engine 32 and first, travelling motor 34 are illustrated in
The first, travelling motor 34 generates traveling power for the vehicle 10, and also generates electricity under power from the engine 32. The first travelling motor 34 performs cranking where a crankshaft, of the engine 32, omitted from illustration, is rotated when starting the engine 32.
The first motor 34 is a three-phase AC brushless motor for example, but may be a three-phase AC brushed motor, a single-phase AC motor, a DC motor, or other like motor. The specifications of the first motor 34 may be the same as, or different from, the second motor 52a and third motor 52b. The first motor 34 is capable of generating torque in both forward rotation (rotation that causes the vehicle 10 to travel forward) and reverse rotation (rotation that causes the vehicle 10 to travel backwards).
Hereinafter, the first travelling motor 34 may be referred to as a “cranking motor 34”, abbreviated to “CRK MOT 34”, or simply “motor 34”. Although a cranking motor (starter) is not provided separately from the first travelling motor 34 in the present embodiment, such a separate cranking motor may be provided. The power of the engine 32 and first travelling motor 34 is also referred to as “rear wheel power”.
The clutch 36 is interposed between the combination of the engine 32 and CRK MOT 34, and the transmission 38. When the clutch 36 is on (engaged state), the power from the engine 32 and the CRK MOT 34 can be transmitted to the rear wheels 30, and further, power from the rear wheels 30 can be transmitted to the CRK MOT 34 for regeneration. When the clutch 36 is off (disengaged state), the power from the engine 32 and the CRK MOT 34 is not transmitted to the rear wheels 30. In this case, the CRK MOT 34 can generate electricity by power from the engine 32.
The transmission 38 according to the present embodiment is an automatic transmission. However, the transmission 38 may be a manual transmission, or another like transmission.
A-1-3. Front Wheel Drive Device 22
The output shaft of the second motor 52a is connected to the rotation axle of the left front wheel 501 and transmits drive force to the left front wheel 501. The output shaft of the third travelling motor 52b is connected to the rotation shaft of the right front wheel 50r and transmits drive force to the right front wheel 50r. A clutch and/or reducer, omitted from illustration, may be interposed between the second travelling motor 52a and third travelling motor 52b, and the front wheels 50.
The second travelling motor 52a and third travelling motor 52b generate traveling power for the vehicle 10, and also generate electricity under power from the front wheels 50. Hereinafter, the second travelling motor 52a and third travelling motor 52b may be abbreviated to “TRC MOT 52a and 52b”, or simply “motors 52a and 52b”, or may be collectively referred to as “TRC MOT 52” or simply “motor(s) 52”. The power transmitted from the front wheel drive device 22 to the front wheels 50 is also referred to as “front wheel power”.
The second motor 52a and third motor 52b are three-phase AC brushless motors for example, but may foe. three-phase AC brushed motors, single-phase AC motors, DC motors, or other like motors. The specifications of the travelling motor 52a and third motor 52b may be the same as, or different from, the first travelling motor 34.
A-1-4. Electric System 24
The high-voltage battery 60 supplies electric power to the first through third motors 34, 52a, and 52b, via the first through third inverters 62, 64, and 66, and also is charged by a regenerative power Preq from the first through third motors 34, 52a, and 52b. The battery 60 is an electric power storage device (energy storage) including multiple battery cells. Examples of batteries that can be used include lithium-ion secondary batteries, nickel-metal hydride secondary batteries, and so forth. Electric power-storage devices such as capacitors or the like may be used instead of the battery 60. A DC/DC converter, omitted from illustration, may be interposed between the battery 60 and the first through third inverters 62, 64, and 66, and step up or step down output voltage of the high-voltage battery 60 or output voltage of the first through third motors 34, 52a, and 52b.
The first through third inverters 62, 64, and 66 are three-phase full-bridge configurations that convert DC/AC. That is to say, the first through third inverters 62, 64, and 66 convert DC into three-phase AC and supply to the first through third motors 34, 52a, and 52b. The first through third inverters 62, 64, and 66 also supply AC/DC-converted DC from regeneration operations of the first through third motors 34, 52a, and 52b to the battery 60.
A-1-5. Sensors 26
The accelerator pedal sensor 80 (hereinafter, also “AP sensor 80”) detects an operation amount θap of an accelerator pedal 102 (hereinafter also “AP operation amount θap”), in terms of %. The vehicular speed sensor 82 detects vehicular speed V of the vehicle 10 in terms of km/h.
The engine rotational speed sensor 84 (hereinafter also “Ne sensor 84”) detects engine rotational speed Ne as the engine revolutions per unit of time (rpm). The engine torque sensor 86 (hereinafter also “torque sensor 86”) detects torque Teng generated by the engine (hereinafter also “engine torque Teng” or “engine-generated torque Teng”).
The clutch temperature sensor 88 detects temperature Hcl of the clutch 36 (hereinafter also “clutch temperature Hcl”). The shift position sensor 90 detects a shift position Ps. The transmission gears of the transmission 38 are included in the shift position Ps. The shift position Ps is used to determine whether a gearshift change is being performed or not (particularly shifting up).
The kick-down switch 32 detects a kick-down signal Skd by detecting kick-down operations by the driver, based on the operation amount θap of the accelerator pedal 102. The kick-down switch 92 is used to perform kick-down, where the transmission 38 is shifted down when a predetermined depressing operation has been performed at the accelerator-pedal 102 (described later in detail with reference to
The battery temperature sensor 94 (hereinafter also “BAT temperature sensor 94) detects temperature Hbat of the battery 60 (hereinafter also “battery temperature Hbat”). The SOC sensor 96 detects the SOC of the battery 60. The battery voltage sensor 98 (hereinafter also “BAT voltage sensor 98”) detects input/output voltage Vbat of the battery 60 (hereinafter also “voltage Vbat” or battery voltage Vbat”). The battery current sensor 100 (hereinafter also “BAT current sensor 100”) detects input/output current Ibat of the battery 60 (hereinafter also “current Ibat” or battery current Ibat”). The temperature Hbat, voltage Vbat, and current Ibat of the battery 60 are used for calculation of discharge limit value Pbat_lim (output limit) of the battery 60.
A-1-6. Drive ECU 28
The drive ECU 28 controls the engine 32 and the first through third inverters 62, 64, and 66, thereby controlling the output of the engine 32 and the first through third motors 34, 52a, and 52b. The drive ECU 28 further controls the clutch 36 and the transmission 38 in addition to the engine 32 and first through third inverters 62, 64, and 66, thereby controlling the power Fv of the entire vehicle 10.
The drive ECU 28 includes an input/output unit 110, a computing unit 112, and a storage unit 114, as illustrated in
The computing unit 112 controls the power Fv of the vehicle 10 toy executing a program stored in the storage unit 114, and is configured from a central processing unit (CPU), for example. The computing unit 112 includes a central control unit 120, an engine control unit 122, a crank motor control unit 124, a traction motor control unit 126, a clutch control unit 128, and a transmission control unit 130, as illustrated in
The central control unit 120 controls the power Fv of the entire vehicle 10. The central control unit 120 includes a motor traveling mode control unit 150, an engine traveling mode control unit 152, and a mode switching unit 154.
The motor traveling mode control unit 150 (hereinafter also “MOT traveling mode control unit 150”) performs various types of control when the traveling mode of the vehicle 10 is in a motor traveling mode. The engine traveling mode control unit 152 (hereinafter also “ENG traveling mode control unit 152”) performs various types of control when the traveling mode of the vehicle 10 is in an engine traveling mode. The ENG traveling mode control unit 152 has an instant assistance control unit 160 and a consecutive assistance control unit 162. The instant assistance control unit 160 executes later-described instant assistance control. The consecutive assistance control unit 162 executes later-described consecutive assistance control. The mode switch unit 154 switches the traveling mode.
The engine control unit 122 (hereinafter also “ENG control unit 122”) controls the engine 32 through adjustment of fuel injection amount, ignition control of the engine 32, adjustment of the opening angle of a throttle valve (omitted from illustration), and so forth.
The crank motor control unit 124 (hereinafter also “CRK MOT control unit 124”) controls the CRK MOT 34 through control of the inverter 62 and so forth. The traction motor control unit 126 (hereinafter also “TRC MOT control unit 126”) controls the TRC MOT 52a and 52b through control of the inverters 64 and 66 and so forth. The clutch control unit 128 controls the engagement state of the clutch 36.
The transmission control unit 130 (hereinafter also “TM control unit 130”) controls the transmission gear of the transmission 38 using the AP operation amount θap, vehicular speed V, kick-down signal Skd, and so forth.
The storage unit 114 (
Note that the programs and data that the computing unit 112 uses are presumably stored in the storage unit 114 of the vehicle 10 in the present embodiment. However, part of the programs and data may be acquired from an external server (omitted from illustration) via a wireless device (omitted from illustration) included in the input/output unit 110, for example.
The drive ECU 28 may be a combination of multiple ECUs. For example, the drive ECU 28 may be configured as a combination of multiple ECUs provided corresponding to each of the engine 32 and first through third motors 34, 52a, and 52b, and ECUs managing the drive state of the engine 32 and the first through third motors 34, 52a, and 52b.
A-2. Vehicle Power Control
A-2-1. Overview
The present embodiment uses a motor traveling mode where the vehicle 10 is driven by the TRC MOT 52a and 52b, and an engine traveling mode where the vehicle 10 is driven primarily by the engine 32. The engine traveling mode includes a hybrid mode in which additional power from the motors 34, 52a, and 52b (additional torque in the control according to the present embodiment) is added as necessary.
The mode switching unit 154 of the ECU 28 switches the traveling mode primarily based on vehicular speed V and AP operation amount θap according to the present embodiment. For example, in a case where the vehicular speed of the vehicle 10 is slow and the AP operation amount θap does not exceed an operation amount threshold value THθap, the ECU 28 selects the motor traveling mode. In a case where the vehicular speed of the vehicle 10 is medium speed or fast and the AP operation amount θap does not exceed the operation amount threshold value THθap, the ECU 28 selects the engine traveling mode. Further, in a case where the AP operation amount θap exceeds the operation amount threshold value THθap in the engine travelling mode, the ECU 28 selects the hybrid mode.
When traveling at slow speeds, electricity can be generated by the CRK motor 34 by driving the CRK motor 34 by the engine 32 in a state where the engine 32 and the transmission 38 are disengaged (or engaged) by the clutch 36. The electric power that is thus generated can be supplied to the TRC MOT 52a and 52b or to accessories omitted from illustration, or can be used to charge the battery 60. In other words, the CRK motor 34 can be used as an electricity generator.
The ECU 28 further controls the power of the engine 32 and the first through third motors 34, 52a, and 52b, using the AP operation amount θap and so forth for each vehicular speed V. The power of the engine 32 and the first through third motors 34, 52a, and 52b is controlled in terms of torque (Nm) in the control according to the present embodiment. Note however, that, the power of the engine 32 and first through third motors 34, 52a, and 52b may be controlled in terms of drive force in increments of Newtons (N).
Hereinafter, the torque of the engine 32 will be referred to as “engine torque Teng” or simply “torque Teng”. The torque of the first motor 34 will be referred to as “CRK MOT torque Tcrk”, “motor torque Tcrk”, or simply “torque Tcrk”. The torque Tcrk in a case of assisting the engine 32 will be referred to in particular as “CRK MOT assistance torque Tcrk_asi” or “assistance torque Tcrk_asi”. The torque of the second motor 52a and third motor 52b will be referred to as “TRC MOT torque Ttrc”, “motor torque Ttrc”, or simply “torque Ttrc”. The torque Ttrc in a case of assisting the engine 32 will be referred to in particular as “TRC MOT assistance torque Ttrc_asi” or “assistance torque Ttrc_asi”. The torque of the first through third motors 34, 52a, and 52b will be collectively referred to as “motor torque Tmot” or simply “torque Tmot”. The torque Tmot in a case of assisting the engine 32 will be referred to in particular as “motor assistance torque Tmot_asi” or “assistance torque Tmot_asi”.
A-2-2. Motor Assistance Control
In the engine traveling mode (including the hybrid mode), the ECU 28 executes motor assistance control so that the motors 34, 52a, and 52b assist the engine 32. Motor assist control is used in a case of running the engine 32 to drive the vehicle 10 primarily by the engine 32, or in a case where the vehicle 10 is being driven primarily by the engine 32.
Motor assistance control includes instant assistance control and consecutive assistance control. Instant assistance control is control where, when running the engine 32, response delay in engine torque Teng is instantaneously supplemented by motor torque Tmot (particularly CRK MOT torque Tcrk in the present embodiment). Consecutive assistance control is control where motor torque Tmot (CRK MOT torque Tcrk and TRC MOT torque Ttrc in the present embodiment) is consecutively added as additional torque to the engine torque Teng.
In instant assistance control, response delay in engine torque Teng includes response delay when starting the engine 32, until the engine torque Teng reaches a target engine torque Teng_tar, for example. Response delay in engine torque Teng also includes delay when shifting up the transmission 38, until the engine torque Teng reaches the target engine torque Teng_tar.
A-2-3. Vehicle Power Control in Engine Traveling Mode
A-2-3-1. Overview
In step S12, the ECU 28 calculates the target total torque Ttotal_tar based on the AP operation amount θap, vehicular speed V, and the shift position Ps. The target total torque Ttotal_tar is the target torque for the entire vehicle 10.
In step S13, the ECU 28 calculates the maximum engine torque Teng_max using the engine rotational speed Ne (details will be described later with reference to
In step S14, the ECU 28 determines whether or not instant assistance control is necessary. Examples of cases where the ECU 28 determines that instant assistance control is necessary includes the following.
In a case of having determined that instant assistance control is necessary (YES in S14), in step S15 the ECU 28 executes instant assistance control (details will be described later). In a case of not having determined that instant assistance control is necessary (NO in S14), the flow advances to step S16.
In step S16, the ECU 28 determines whether or not the target total torque Ttotal_tar calculated in step S12 is equal to or smaller than the maximum engine torque Teng_max calculated in step S13. In a case where the target total torque Ttotal_tar is equal to or smaller than the maximum engine torque Teng_max (Yes in S16), the flow advances to step S17.
In step S17, the ECU 28 executes engine torque control. The engine 32 is controlled in engine torque control so that the target total torque Ttotal_tar is the target engine torque Teng_tar. Motor assistance is not performed in step S17.
Returning to step S16, in a case where the target total torque Ttotal_tar is not equal to or smaller than the maximum engine torque Teng_max (No in S16), in step S13 the ECU 28 determines whether or not consecutive assistance control is necessary. For example, the ECU 28 determines whether or not the AP operation amount θap is equal to or greater than the operation amount threshold value THθap. The operation, amount threshold value THθap is a threshold value used to determine whether or not the driver is demanding rapid acceleration. A method of setting the operation amount threshold value THθap will be described later with reference to
In a case where consecutive assistance control is not necessary (NO in S18), the flow advances to step S17. At this time, the target total torque Ttotal_tar is set for the target engine torque Teng_tar (Teng_tar←Ttotal_tar). In a case where consecutive assistance control is necessary, the flow advances to step S19.
In step S19, the ECU 28 executes engine torque control and consecutive assistance control. Unlike step S17, the engine torque control in step S.1S sets the maximum engine torque Teng_max for the target engine torque Teng_tar. Consecutive assistance control will be described later with reference to
A-2-3-2. Calculating Maximum Engine Torque Teng_max (S13 in
In a case where the engine rotational speed Ne is equal to or smaller than Ne1 or is equal to or greater than Ne2, the maximum engine torque Teng_max is equal to or smaller than the maximum transmission torque Tcl_max. On the other hand, in a case where the engine rotational speed Ne is greater than Ne1 and smaller than Ne2, the maximum engine torque Teng_max exceeds the maximum transmission torque Tcl_max. Hereinafter, a region of engine rotational speed Ne exceeding Ne1 and smaller than Ne2 will be referred to as “first Ne region R1”. A region of engine rotational speed Ne exceeding Ne2 will be referred to as “second Ne region R2”, and a region of engine rotational speed Ne smaller than Ne1 will be referred to as “third Ne region R3”.
In a case where the maximum engine torque Teng_max is equal to or greater than the maximum clutch transmission torque Tcl_max, even if CRK MOT torque Tcrk is generated, the sum of the maximum engine torque Teng_max and CRK MOT torque Tcrk will exceed the maximum clutch transmission torque Tcl_max. In this case, the clutch will slip due to the amount exceeding the maximum clutch transmission torque Tcl_max, so generating the CRK MOT torque Tcrk is not effective. Accordingly, the ECU 28 does not generate CRK MOT torque Tcrk in a case where the engine rotational speed Ne is equal to or greater than Ne1 and is equal to or smaller than Ne2 in the present embodiment.
In a case where the engine rotational speed Ne is smaller than Ne1 in the present embodiment, the target total torque Ttotal_tar for the vehicle 10 can be achieved by the maximum engine torque Teng_max alone. Accordingly, in a case where the engine rotational speed Ne is smaller than Ne1, the ECU 28 does not generate CRK MOT torque Tcrk. Note however, that even if the engine rotational speed Ne is smaller than Ne1, in a case where the maximum engine torque Teng_max alone cannot achieve the target total torque Ttotal_tar, or so forth, the ECU 28 may generate CRK MOT torque Tcrk.
In a case where the engine rotational speed Ne is greater than Ne2 in the present embodiment, the target total torque Ttotal_tar for the vehicle 10 cannot be achieved by the maximum engine torque Teng_max alone (due to the specifications of the engine 32 and clutch 36). In this case where the engine rotational speed Ne is greater than Ne2, the ECU 28 generates CRK MOT torque Tcrk.
A-2-3-3. Instant Assistance Control
As described above, instant assistance control is control where, when running the engine 32, response delay in engine torque Teng is instantaneously supplemented by motor torque Tmot (particularly CRK MOT torque Tcrk). Instant assistance control is used when switching from MOT traveling mode to ENG travelling mode (when starting the engine 32) or when shifting the transmission 38 up, for example.
In a case of starting the engine 32, the following procedures are carried out until the engine torque Teng reaches the target value (target total torque Ttotal_tar or the like). First, the CRK MOT 34 rotates the crankshaft (omitted from illustration) before ignition to increase the engine rotational speed Ne. Ignition is performed at the engine 32 when the ignition timing arrives. After ignition, the engine rotational speed Ne (engine torque Teng) is increased. The engine torque Teng reaches the target value (target total torque Ttotal_tar or the like).
Such procedures take more time as compared with a case where the CRK MOT 34 generates torque Tcrk. Accordingly, after starting the engine 32, the ECU 28 causes the CRK MOT 34 to generate assistance torque Tcrk_asi until the engine torque Teng reaches the target value, thereby instantaneously supplementing response delay in engine torque Teng.
When shifting the transmission 38 up, the engine torque Teng temporarily drops. Accordingly, after shifting up, the ECU 28 causes the CRK MOT 34 to generate assistance torque Tcrk_asi until the engine torque Teng reaches the target value, thereby instantaneously supplementing response delay in engine torque Teng.
Note that the maximum value of the assistance torque Tcrk_asi in instant assistance control may foe calculated based on the discharge limit value Pbat_lim of the battery 60 and TRC MOT output limit torque Ttrc_lim (details will be described along with description of consecutive assistance control).
A-2-3-4. Operation Amount Threshold Value THθap
The operation amount threshold value THθap is a threshold value for the AP operation amount θap used for motor assist (or hybrid mode) determination in the present embodiment, as described above. The operation amount threshold value THθap is set taking into consideration the AP operation amount θap when the kick-down switch 32 goes on (hereinafter referred to as “kick-down threshold value THθkd” or “KD threshold value THθk”), which will be described below in detail.
θap_max in
Rkd indicates a tolerance range for setting the kick-down threshold value THθkd. That is to say, vehicles 10 of the same type are designed so that the AP operation amount θap where the kick-down switch 92 goes on (KD threshold value THθkd) falls within the tolerance range Rkd. The tolerance range Rkd is stipulated by minimum tolerance value θkd_min and maximum tolerance value θkd_max. For example, the tolerance range Rkd is set to any value ±5 to 10% of the design target value θkd_tar for the KD threshold value THθkd. The design target value, θkd_tar is designed so that the output voltage Vkd of the kick-down switch 92 is in the range of Vkd1 to Vkd2 at any value 75 to 90% of the maximum value θap_max.
In the present embodiment, the minimum, tolerance value θkd_min or a nearby value (e.g., any value included in minimum tolerance value θkd_min ±1.00%) is set as the operation amount threshold value THθap. Accordingly, consecutive assistance control (S19 in
A-2-3-5. Consecutive Assistance Control
A-2-3-5-1. Overview
In step S32, the ECU 28 calculates CRK MOT assistance torque Tcrk_asi so that electric power remaining after allocating to TRC MOT assistance torque Ttrc_asi is allocated to the CRK MOT 34 (details will be described later with reference to
In step S33, the ECU 28 operates the TRC MOT 52a and 52b based on the TRC MOT assistance torque Ttrc_asi, and also operates the CRK MOT 34 based on the CRK MOT assistance torque Tcrk_asi.
A-2-3-5-2. Calculating MOT Assistance Torque Ttrc_asi
A-2-3-5-2-1. Overview
A-2-3-5-2-2. BAT Discharge Limit Value Calculating Unit 200
The BAT discharge limit value calculating unit 200 (hereinafter also referred to as “discharge limit value calculating unit 200”) calculates the discharge limit value Pbat_lim of the battery 60, based on the temperature Hbat, SOC, and current Ibat of the battery 60.
In the present embodiment, the discharge limit value Pbat_lim is stored in the storage unit 114 for each battery temperature Hbat, SOC, and discharge time Sd. Accordingly, the ECU 28 can calculate a discharge limit value Pbat_lim corresponding to the combination of the battery temperature Hbat, SOC, and discharge time Sd.
A-2-3-5-2-3. Electric Power-to-Torque Conversion Unit 202
The electric power-to-torque conversion unit 202 uses logical values or simulation values to calculate torque (discharge limit torque Tbat_lim) in terms of Nm, corresponding to the discharge limit value Pbat_lim (W).
A-2-3-5-2-4. TRC MOT Output Limit Torque Calculating Unit 204
The TRC MOT output limit torque calculating unit 204 (hereinafter also “first limit torque calculating unit 204”) calculates the TRC MOT output limit torque Ttrc_lim (hereinafter also “first limit torque Ttrc_lim”) based on the vehicular speed V.
When the vehicular speed V exceeds V11, the electric power consumption Ptrc and first limit torque Ttrc_lim decrease. Accordingly, a deviation occurs between the maximum discharge value Pbat_max and the electric power consumption Ptrc (i.e., an excess electric power value). This excess electric power is used to operate the CRK MOT 34 in the present embodiment (details will be described later). Accordingly, the., first limit torque calculating unit 204 can calculate the first limit torque Ttrc_lim based on the vehicular speed V.
Note that in the present embodiment, the revolutions (rotational speed) of the TRC MOT 52a and 52b per time unit (rad/sec) and the vehicular speed V are in a correlative relationship. Accordingly, the first limit torque Ttrc_lim may be calculated based on the rotational speed of the CRK MOT 34 detected by a TRC MOT rotational speed sensor that is omitted from illustration.
A-2-3-5-2-5. TRC MOT Assistance Torque Calculating Unit 206
The TRC MOT assistance torque calculating unit 206 (hereinafter also “first assistance torque calculating unit 206”) calculates the smaller of the discharge limit torque Tbat_lim from the electric power-to-torque conversion unit 202, and the first limit torque Ttrc_lim from the first limit torque calculating unit 204, as TRC MOT assistance torque Ttrc_asi. It can be seen from the above description that the TRC MOT assistance torque Ttrc_asi is calculated based on the BAT discharge limit value Pbat_lim and the TRC MOT output limit torque Ttrc_lim. It should thus be noted that in a state where the AP operation amount θap exceeds the operation amount threshold value THθap, the TRC MOT assistance torque Ttrc_asi is independent from the AP operation amount θap (in other words, even if the AP operation amount θap changes, the TRC MOT assistance torque Ttrc_asi is not directly changed).
A-2-3-5-3. Calculating TRC MOT Assistance Torque Tcrk_asi
A-2-3-5-3-1. Overview
In addition to the above-described BAT discharge limit value calculating unit 200 and TRC MOT assistance torque calculating unit 206, the ECU 28 further includes a torque-to-electric power conversion unit 210, a corrected discharge limit value calculating unit 212, an electric power-to-torque conversion unit 214, a maximum clutch transmission torque calculating unit 216, a clutch-transmissible remaining torque calculating unit 218, a CRK MOT output limit torque calculating unit 220, and a CRK MOT assistance torque calculating unit 222, as illustrated in
A-2-3-5-3-2. Torque-to-Electric Power Conversion Unit 210
The torque-to-electric power conversion unit 210 calculates electric power (TRC MOT assistance electric power Ptrc_asi) that corresponds to the TRC MOT assistance torque Ttrc_asi calculated by the TRC MOT assistance torque calculating unit 206. Logical values or simulation values are used for this calculation.
A-2-3-5-3-3. Corrected Discharge Limit Value Calculating Unit 212
The corrected discharge limit value calculating unit 212 calculates deviation between the discharge limit value Pbat_lim calculated by the BAT discharge limit value calculating unit 200 and the TRC MOT assistance electric power Ptrc_asi calculated by the torque-to-electric power conversion unit 210, as corrected discharge limit value Pbat_lim2 (Pbat_lim2=Pbat_lim−Ptrc_asi).
A-2-3-5-3-4. Electric Power-to-Torque Conversion Unit 214
The electric power-to-torque conversion unit 214 calculates torque (corrected discharge limit torque Tbat_lim2) corresponding to the corrected discharge limit value Pbat_lim2.
A-2-3-5-3-5. Maximum Clutch Transmission Torque Calculating Unit 216
The maximum clutch transmission torque calculating unit 216 calculates the maximum clutch transmission torque Tcl_max based on the clutch temperature Hcl. The maximum transmission torque Tcl_max is the maximum value of torque that the clutch 36 is capable of transmitting from the engine 32 and CRK MOT 34 side to the rear wheels 30 side, as described earlier with reference to
When the clutch temperature Hcl increases, the maximum clutch transmission torque Tcl_max decreases. Accordingly, the relationship between the clutch temperature Hcl and the maximum clutch transmission torque Tcl_max is stored in the storage unit 114 as a map. The ECU 28 calculates the maximum clutch transmission torque Tcl_max based on the clutch temperature Hcl. Note that the maximum clutch transmission torque Tcl_max may be set as a fixed value without using the clutch temperature Hcl.
A-2-3-5-3-6. Clutch-Transmissible Remaining Torque Calculating Unit 218
The clutch-transmissible remaining torque calculating unit 218 calculates the deviation between the maximum clutch transmission torque Tcl_max and the engine torque Teng as clutch-transmissible remaining torque Tcl_rem.
A-2-3-5-3-7. CRK MOT Output Limit Torque Calculating Unit 220
The CRK MOT output, limit torque calculating unit. 220 (hereinafter also referred to as “second limit torque calculating unit 220”) calculates CRK MOT output limit torque Tcrk_lim (hereinafter also “second limit torque Tcrk_lim”) based on the vehicular speed V and shift position Ps (transmission gear).
Specifically, the second limit torque Tcrk_lim is dependent on the vehicular speed V and shift position Ps (transmission gear). Accordingly, the ECU 28 calculates the second limit torque Tcrk_lim based on the vehicular speed V and the shift position Ps (transmission gear). Note however, that if the effect of the transmission gear is miniscule, the ECU 28 may calculate the second limit torque Tcrk_lim based on the vehicular speed V alone. Alternatively, the second limit torque Tcrk_lim may be calculated based on the revolutions (rotational speed) of the CRK MOT 34 per time unit (rad/sec), detected by a CRK MOT rotational speed sensor that is omitted from illustration.
A-2-3-5-3-8. CRK MOT Assistance Torque Calculating Unit 222
The CRK MOT assistance torque calculating unit 222 (hereinafter also “second assistance torque calculating unit 222”) calculates the smallest of the corrected discharge limit torque Tbat_lim2, the clutch-transmissible remaining torque Tcl_rem, and the second limit torque Tcrk_lim, as CRK MOT assistance torque Tcrk_asi.
As described above, the corrected discharge limit torque Tbat_lim2 corresponds to the corrected discharge limit, value Pbat_lim2 that is the deviation between the discharge limit value Pbat_lim and the TRC MOT assistance electric power Ptrc_asi. Accordingly, the electric power remaining after allocation to the TRC MOT assistance torque Ttrc_asi is allocated to the CRK MOT 34.
Accordingly, the second limit torque calculating unit 220 can calculate the second limit torque Tcrk_lim. Note that the second limit torque calculating unit 220 may restrict the amount of change of the second limit torque Tcrk_lim per time unit, to prevent the change of the second limit torque Tcrk_lim from becoming too great.
It can be seen from the above that the CRK MOT assistance torque Tcrk_asi is calculated from the BAT discharge limit value Pbat_lim, the TRC MOT output limit torque Ttrc_lim, and the CRK MOT output limit torque Tcrk_lim. Accordingly, in a state where the AP operation amount θap exceeds the operation amount threshold value THθap, the CRK MOT assistance torque Tcrk_asi is independent from the AP operation amount θap (in other words, even if the AP operation amount θap changes, the CRK MOT assistance torque Tcrk_asi is not directly changed).
A-2-3-5-4. Specific Timing Chart
A-2-3-5-4-1. First Specific Example: Consecutive Assistance Control of TRC MOT 52a and 52b
The AP operation amount θap is constant from time t21 to t22, so the target total torque Ttotal_tar and target engine torque Teng_tar are constant. As the AP operation amount θap increases from time t22, the target total torque Ttotal_tar and target engine torque Teng_tar also increase.
At time t23, the AP operation amount θap reaches the operation amount threshold value THθap (YES in S18 in
Although
The ECU 28 shifts up the transmission 38 from time t25 to t26. Third gear is shifted up to fourth gear here. The target engine torque Teng tar temporarily drops due to this upshifting. The assistance torque of the CRK MOT 34 basically does not change at this time. Upon the upshifting being completed at time t26, the target total torque Ttotal_tar and target engine torque Teng_tar gradually increase.
A-2-3-5-4-2. Specific Example 2: Consecutive Assistance Control of CRK MOT 34
The AP operation amount θap is constant from time t31 to t33, but the engine-generated torque Teng drops from time t32. This is because the engine rotational speed Ne has increased and is equal to or greater than Ne2 (see
Now, the difference (discrepancy) between the target engine torque Teng_tar and engine-generated torque Teng may be assisted (or supplemented) by the CRK MOT 34 or the TRC MOT 52a and 52b. However, assistance (or supplementation) by the CRK MOT 34 or TRC. MOT 52a and 52b is not performed in the present, embodiment, unless the AP operation amount θap exceeds the operation amount threshold value THθap (see S18 in
As the AP operation amount θap increases from time t33, the target engine torque Teng_tar also increases. On the other hand, the engine rotational speed Ne continues to increase, so the engine torque Teng continues to drop.
At time t34, the target engine torque Teng_tar reaches the maximum clutch transmission torque Tcl_max. Accordingly, after time t34, the target engine torque Teng_tar is constant even if the AP operation amount θap increases.
At time t35, the AP operation amount θap reaches the operation amount threshold value THθap (YES in S18 in
Although consecutive assistance control by the TRC MOT 52a and 52b is not illustrated in
The ECU 28 gradually increases the CRK MOT assistance torque Tcrk_asi from time t35 in order to perform assistance (or to supplement) regarding the difference (discrepancy) between the target engine torque Teng_tar (i.e., the maximum transmission torque Tcl_max) and engine-generated torque Teng. The reason is that changing the assistance torque Tcrk_asi as indicated by the dashed line in
At time t37, the sum of the engine-generated torque Teng and the CRK MOT assistance torque Tcrk_asi becomes equal to the target engine torque Teng_tar. Thereafter, when the engine-generated torque Teng further drops from time t38, the CRK MOT assistance torque Tcrk_asi increases in conjunction with this.
A-2-3-5-5. Application to Instant Assistance Control
The method of calculating the CRK MOT assistance torque Tcrk_asi described in consecutive assistance control can also be applied to instant assistance control as well. That is to say, the maximum value of the assistance torque Tcrk_asi can be calculated as the discharge limit value Pbat_lim of the battery 60 and TRC MOT output limit torque Ttrc_lim. The ECU 28 then restricts the CRK MOT assistance torque Tcrk_asi for instantaneous supplementation for response delay in engine torque Teng by CRK MOT torque Tcrk to be no greater than this maximum value.
Also, in the case of instant assistance control, the CRK MOT assistance torque Tcrk_asi is generated with higher priority over the TRC MOT output limit torque Ttrc_lim. Accordingly, the TRC MOT output limit torque Ttrc lira can be calculated after having first calculated the CRK MOT assistance torque Tcrk_asi. Note that the instant assistance control may be performed using only the CRK MOT assistance torque Tcrk_asi.
A-3. Advantages of Present Embodiment
According to the present embodiment as described above, when adding assistance torque Tmot_asi (additional power) to the engine torque Teng (power of the internal combustion engine) (NO in S16 in
In the present embodiment, the ECU 28 (power control device) calculates TRC MOT assistance torque Ttrc_asi in accordance with the discharge limit value Pbat_lim of the battery 60 and the output limit torque Ttrc_lim of the TRC MOT 52a and 52b (
Accordingly, the TRC MOT assistance torque Ttrc_asi can be maximized within a range permitted by the BAT discharge limit value Pbat_lim and the TRC MOT output limit, torque Ttrc_lim. Additionally, the CRK MOT assistance torque Tcrk_asi can be maximized within a range permitted by the corrected discharge limit value Pbat_lim2 reflecting the TRC MOT assistance torque Ttrc_asi, and the CRK MOT output limit torque Tcrk_lim. Thus, the total torque Ttotal can be maximized.
When the AP operation amount θap exceeds the operation amount threshold value THθap (YES in S18 in
Accordingly, in a case where the driver has an intent of acceleration, or in a case wherein the driver's intent of acceleration is strong, the TRC MOT assistance torque Ttrc_asi can be maximized within a range permitted by the BAT discharge limit value Pbat_lim (power rating) and the TRC MOT output limit torque Ttrc_lim. Additionally, the CRK MOT assistance torque Tcrk_asi can be maximized within a range permitted by the BAT discharge limit value Pbat_lim taking TRC MOT output limit torque Ttrc_lim into consideration, and the CRK MOT assistance torque Tcrk_asi. Thus, even in a case where there is a possibility that the sum of the engine torque Teng and the assistance torque Tmot_asi will exceed the maximum clutch transmission torque Tcl_max, TRC MOT torque Ttrc is generated with higher priority, so the total power can be maximized while increasing the total torque Ttotal in a stable manner (e.g., rapid acceleration).
When the AP operation amount θap exceeds the operation amount threshold value THθap (YES in S18 in
Accordingly, in a case where the AP operation amount θap is below the operation amount threshold value THθap (NO in S18 in
When the AP operation amount θap exceeds the operation amount threshold value THθap (YES in S18 in
The vehicle 10 according to the present embodiment has the kick-down switch 92 for performing kick-down, where the transmission 38 is shifted down when a predetermined depressing operation is performed at the accelerator pedal 102 (
Accordingly, which of the CRK MOT 34 and the TRC MOT 52a and 52b is to be given priority is determined in accordance with whether or not there is rapid, acceleration accompanying kick-down (i.e., in accordance with intent to accelerate by the driver). Thus, assistance torque Tmot_asi can be generated in accordance with the intent to accelerate by the driver.
B. Modifications
It is needless to say that the present disclosure is not restricted to the above-described embodiment, and that various configurations can be made based on the descriptions made in the present specification. For example, the following configurations may be employed.
B-1. Vehicle 10 (Object of Application)
The vehicle 10 has been described in the above embodiment as being a four-wheel automobile (
The vehicle 10 has been described in the above embodiment as having a single engine 32 and three motors 34, 52a, and 52b as drive sources, i.e., power sources (
The vehicle 10 has been described in the above embodiment as driving the rear wheels 30 by the rear wheel drive device 20 having the engine 32 and the first motor 34, and driving the front wheels 50 by the front wheel drive device 22 having the second and third motors 52a and 52b (
The combination of the engine 32 and the CRK MOT 34 is connected to the rear wheels 30 and the TRC MOT 52a and 52b are connected to the front wheels 50 in the embodiment described above (
However, this is not restrictive from the perspective of allocating electric power to the TRC MOT 52a and 52b with higher propriety than to the CRK MOT 34 at the engine 32 side when adding assistance torque Tmot_asi to the engine torque Teng, for example. For example, the engine 32, CRK MOT 34, and TRC MOT 52a and 52b may be connected to the front wheels 50. In this case, the engine 32 and CRK MOT 34 may be connected to the front wheels 50 via the clutch 36, while the TRC MOT 52a and 52b are connected to the front wheels 50 without going through the clutch 36.
B-2. First Through Third Travelling Motors 34, 52a, and 52b
The first through third travelling motors 34, 52a, and 52b have been, described in the above embodiment as being three-phase AC brushless motors, but this is not restrictive. For example, the first through, third travelling motors 34, 52a, and 52b may be three-phase AC brushed motors, single-phase AC motors, or a DC motors. Although description has been made in the above embodiment that, the first through third travelling motors 34, 52a, and 52b receive supply of electric power from the high-voltage battery 60, electric power may be additionally supplied from a fuel cell.
B-3. Vehicle Power Control
B-3-1. Method of Setting Target Total Torque Ttotal_tar
The embodiment has been described above assuming that the driver (steering entity) riding in the vehicle 10 controls the torque of the rear wheel drive device 20 and front wheel drive device 22 based on operations of the accelerator pedal 102. However, this is not restrictive from the perspective of controlling the torque (power) of the rear wheel drive device 20 and front wheel drive device 22, for example. The present disclosure is also applicable to a configuration where the torque of the rear wheel drive device 20 and front wheel drive device 22 of the vehicle 10 is automatically controlled (a so-called autonomously driving configuration), for example. The present disclosure also is applicable to a configuration where the driver externally and remotely operates the vehicle 10.
The drive ECU 23 has been described in the above embodiment as performing control where the torque itself of the rear wheel drive device 20 and front wheel drive device 22 is the object of computation (
B-3-2. Target Engine Torque Teng_tar
In a case where the target total torque Ttotal_tar is not equal to or less than the maximum engine torque Teng_max (NO S16), the maximum engine torque Teng_max corresponding to the engine rotational speed Ne was described as being the target engine torque Teng_tar in the above embodiment (S19 in
B-3-3. Instant Assistance Control
Description has been made in the above embodiment that instant assistance control is executed (S15) when switching from MOT travelling mode to ENG travelling mode (when starting the engine 32) or the like (YES in S14 in
B-3-4. Consecutive Assistance Control
B-3-4-1. Timing of Consecutive Assistance Control
The embodiment has been described above with consecutive assistance control (S19) being executed only in the second Ne region R2 (
The embodiment has been described above where the timing of consecutive assistance control is determined based on the AP operation amount θap (S13 in
B-3-4-2. Operation Amount Threshold Value THθap
The operation amount threshold value THθap has been described in the above embodiment as being set taking into consideration the relationship with the kick-down threshold value THθkd (
B-3-4-3. MOT Assistance Torque Tmot_asi
Description has been made in the above embodiment that, in a state where the AP operation amount θap exceeds the operation amount threshold value THθap (YES in S18 in
An arrangement has been described in the above embodiment where, in consecutive assistance control, all of the BAT discharge limit torque Tbat_lim is allowed to be allocated to the TRC MOT assistance torque Ttrc_asi, following which remaining electric power can be allocated to the CRK MOT assistance torque Tcrk_asi (
B-3-4-4. CRK MOT Assistance Torque Tcrk_asi
The embodiment has been described above that the difference between the maximum clutch transmission torque Tcl_max and engine torque Teng is all settable as the CRK MOT assistance torque Tcrk_asi (
The embodiment has been described above that the difference between the maximum clutch transmission torque Tcl_max and engine torque Teng is settable as the CRK MOT assistance torque Tcrk_asi (
B-3-5. Others
The description of the embodiment above has cases where comparison of numerical values includes the equal sign and cases where the equal sign is not included (S16 and S18 in
In light of this, the determination of whether or not the target total torque Ttotal_tar is equal to or smaller than the maximum engine torque Tenq_max in step S16 in
| Number | Date | Country | Kind |
|---|---|---|---|
| 2016-101852 | May 2016 | JP | national |
| Number | Name | Date | Kind |
|---|---|---|---|
| 20040134698 | Yamamoto | Jul 2004 | A1 |
| Number | Date | Country |
|---|---|---|
| 2093120 | Aug 2009 | EP |
| 2015-123849 | Jul 2015 | JP |
| Number | Date | Country | |
|---|---|---|---|
| 20170334281 A1 | Nov 2017 | US |
