CN101522493A - 制动/驱动力控制装置 - Google Patents

制动/驱动力控制装置 Download PDF

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Publication number
CN101522493A
CN101522493A CNA2007800384279A CN200780038427A CN101522493A CN 101522493 A CN101522493 A CN 101522493A CN A2007800384279 A CNA2007800384279 A CN A2007800384279A CN 200780038427 A CN200780038427 A CN 200780038427A CN 101522493 A CN101522493 A CN 101522493A
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revolution
torque
braking
motor
engine
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CN101522493B (zh
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伊藤良雄
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Toyota Motor Corp
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Toyota Motor Corp
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Abstract

一种制动/驱动力控制装置，通过控制动力源的扭矩或转数而改变输出扭矩，包括：根据包括输出转数在内的多个参数来设定多个区域的单元；根据行驶中的所述参数来判断属于所述多个区域中的哪个区域的区域判断单元(S004)；根据行驶环境和由所述区域判断单元得出的区域判断结果来控制所述动力源的扭矩或转数的控制单元(S007)。其用于在不具备变速器的车辆中，使进行如除驾驶者人为换档操作之外的，根据行驶环境而进行的行驶限制控制成为可能。

Description

制动/驱动力控制装置
技术领域
本发明涉及制动/驱动力控制装置，尤其涉及通过控制动力源(包括发动机或电动发电机)的扭矩或转数而改变输出扭矩的制动/驱动力控制装置。
背景技术
通过控制动力源(包括发动机或电动发电机)的扭矩或转数而改变输出扭矩的制动/驱动力控制装置已经为公众所知。
例如日本专利特开2006-20481号公报(专利文献1)中公开了如下的动力输出装置：在行星齿轮机构的行星齿轮架、太阳齿轮、内啮合齿轮上连接发动机、第一电机、传动轴，且在传动轴上连接第2电机的混合动力汽车中，当换档到制动档位时，根据车速设定发动机的下限转数，设定发动机的运行目标点(目标转数)，该运行目标点用于输出基于与加速器开度相对应的要求扭矩的发动机要求功率。当目标转数未达到下限转数时，控制成以下限转数运行发动机，并且使要求扭矩输出到传动轴。由此，能够抑制发动机以不同于驾驶者根据加速器开度而认为的转数进行运行，进而具有良好驾驶感。
专利文献1：日本专利特开2006-20481号公报
专利文献2：日本专利特开2005-48814号公报
专利文献3：日本专利特开2000-145937号公报
发明内容
发明所要解决的课题
在上述专利文献1中公开了一种混合动力汽车的技术，即，在进行顺序换档操作时，根据车速而设定发动机的下限转数，并将发动机的要求扭矩设定成不低于该下限转数。
在上述专利文献1的技术中，仅仅是通过驾驶者的换档操作(例如通过顺序换档操作进行5档指示、4档指示等)，而设定了对应其指示的下限转数。因此，并没有考虑到进行驾驶者人为的换档操作之外的控制，如行驶环境(道路坡度、车辆前方的拐角的弯曲程度、与前方车辆的相对位置关系等)所带来的行驶限制等。如上述，在上述专利文献1的技术中，无法进行驾驶者人为的换档操作之外的，根据行驶环境而进行的行驶限制控制。
例如，在如丰田混合系统(THS)等不具备变速器型车辆中，需要能够进行如驾驶者人为的换档操作之外的，根据行驶环境而进行的行驶限制控制。而且，此时还期待车辆的再加速响应性良好。
本发明的目的在为，提供一种制动/驱动力控制装置，用于在不具备变速器的车辆中，可进行如驾驶者人为的换档操作之外的，根据行驶环境而进行的行驶限制控制。
本发明的另一目的为，提供一种制动/驱动力控制装置，用于在具有无变速器型混合动力系统的车辆中，使进行如驾驶者人为换档操作之外的，根据行驶环境而进行的行驶限制控制成为可能，并且使车辆的再加速响应性良好。
解决课题的手段
本发明的制动/驱动力控制装置为一种通过控制动力源的扭矩或转数而改变输出扭矩的制动/驱动力控制装置，其特征为，包括：根据包括输出转数在内的多个参数来设定多个区域的单元；根据行驶中的所述参数来判断属于所述多个区域中的哪个区域的区域判断单元；根据行驶环境和由所述区域判断单元作出的区域判断结果来控制所述动力源的扭矩或转数的控制单元。
本发明的制动/驱动力控制装置中，优选为，所述制动/驱动力控制装置对具有内燃机以及电动机的混合动力汽车的制动/驱动力进行控制，通过控制所述内燃机扭矩、所述内燃机转数、所述电动机扭矩、所述电动机转数来改变所述输出扭矩。
本发明的制动/驱动力控制装置中，优选为，所述区域是变速区域，且在每个所述变速区域内设定有所述内燃机转数的下限安全值，当根据所述行驶环境改变所述变速区域时，基于所述下限安全值以上的所述内燃机转数，改变所述输出扭矩。
本发明的制动/驱动力控制装置中，优选为，根据输出转数和输入转数来设定所述多个区域。
本发明的制动/驱动力控制装置中，优选为，根据输出转数和输出扭矩来设定所述多个区域。
发明效果
本发明的制动/驱动力控制装置，在不具备变速器的车辆中，使例如驾驶者人为换档操作之外的，根据行驶环境而进行的行驶制控制得以实施。
附图说明
图1为表示本发明的制动/驱动力控制装置的第1实施方式的动作的流程图。
图2为在本发明的制动/驱动力控制装置的第1实施方式中，用于计算驾驶员所要求传动轴扭矩的视图。
图3为在本发明的制动/驱动力控制装置的第1实施方式中，用于计算驾驶员所要求发动机转数的视图。
图4为在本发明的制动/驱动力控制装置的第1实施方式中，用于计算驾驶员所要求变速段的视图。
图5为在本发明的制动/驱动力控制装置的第1实施方式中，用于计算驾驶员所要求变速段的另一视图。
图6为表示在本发明的制动/驱动力控制装置的第1实施方式中，限制变速段时的目标驱动扭矩一例的视图。
图7为用于说明本发明的制动/驱动力控制装置的第1实施方式的效果的视图。
图8为在本发明的制动/驱动力控制装置第1实施方式中，用于计算驾驶员所要求变速段的另一视图。
图9为表示本发明的制动/驱动力控制装置的第1实施方式的结构概要的框图。
图10为在本发明的制动/驱动力控制装置的第1实施方式中的，动力分配协调机构的共线图。
图11为表示本发明的制动/驱动力控制装置的第1实施方式中的，道路坡度和目标变速段关系的视图。
图12为表示本发明的制动/驱动力控制装置的第1实施方式中的，对应于弯道弯曲程度的目标变速段的视图。
图13为表示本发明的制动/驱动力控制装置的第1实施方式中的，对应于前方车辆的相对位置关系的变速段的视图。
符号说明
20 混合动力汽车
22 发动机
24 发动机ECU
26 曲柄轴
28 减震器
30 动力分配机构
31  太阳齿轮
32  内啮合齿轮
32a 内啮合齿轮轴
33  小齿轮
34  齿轮架
35  减速齿轮
40  电机ECU
41  变换器
42  变换器
43  旋转位置检测传感器
44  旋转位置检测传感器
50  蓄电池
51  温度传感器
52  蓄电池ECU
54  电力线
60  齿轮机构
62  差速齿轮
63a 驱动轮
63b 驱动轮
70  混合动力用电子控制单元
72  CPU
74  ROM
76  RAM
80  点火开关
81  换档杆
82  换档位置传感器
83  加速踏板
84  加速踏板位置传感器
85  制动踏板
88  车速传感器
401 1档区域
402 2档区域
403 3档区域
404 4档区域
405 5档区域
406 6档区域
420 下限发动机转数(发动机转数安全值)
421 D档位的点
422 4档的点
423 保护的点
Acc 加速开度
BP  制动踏板位置
MG1 电动发电机
MG2 电动发电机
PAP 加速开度
SP  换档位置
V   车速
具体实施方式
以下，参照附图对本发明的一个实施方式进行详细说明。
(第1实施方式)
参照图1至图13，对本发明的制动/驱动力控制装置的第1实施方式进行说明。
本实施方式为，在混合动力控制装置(驱动力调节器中的传动系控制装置)中，进行以下的动作(1)、(2)。所述混合动力控制装置将发动机转数、发动机扭矩、MG1转数、MG1扭矩、MG2扭矩等决定成，能够实现由加速开度和车速(传动轴转数)所决定的驾驶员所要求传动轴扭矩(传动轴扭矩)或驱动力。
(1)通过被驾驶员所要求传动轴扭矩确定的目标发动机转数，以及车速(传动轴转数)，决定驾驶员所要求目标变速段(目标变速比)。或者，由加速开度、车速(传动轴转数)、驾驶员所要求传动轴扭矩决定目标变速段。或者，从驾驶员所要求发动机转数和传动轴转数算出变速比，从而决定目标变速段。在该目标变速段(目标变速比)上反映变速段限制(变速比限制)，所述变速段限制为，如爬坡下坡控制、弯道控制、车间距离控制等，除驾驶者人为的换档操作之外的根据行驶环境而进行的行驶限制控制(变速点的控制)。
(2)在每个目标变速段(目标变速比)上设定传动轴扭矩(驱动轴扭矩)或驱动力以及发动机转数下限安全值，当根据行驶环境而进行的行驶限制控制的变速限制(变速比限制)被反映时，改变目标传动轴扭矩、目标发动机转数，计算出目标发动机扭矩、目标MG1转数、目标MG1扭矩、目标MG2扭矩。
图9为表示搭载了本发明第1实施方式的制动/驱动力控制装置的混合动力汽车20结构概要的结构图。如图所示，本实施方式中的混合动力汽车20包括：发动机22；3轴式动力分配协调机构30，其经由减震器28而连接在作为发动机22输出轴的曲柄轴26上；可发电的电机MG1，被连接在动力分配协调机构30上；减速齿轮35，被安装在内啮合齿轮轴32a上，该内啮合齿轮轴32a为与动力分配协调机构30连接的驱动轴；电机MG2，被连接在该减速齿轮35上；混合动力用电子控制单元70，用于控制整个制动/驱动力控制装置。
发动机22为利用汽油或轻油等烃类燃料而输出动力的内燃机，其通过从检测发动机22运行状态的各种传感器接收信号的发动机用电子控制单元(以下称为发动机ECU)24来进行燃料喷射控制、点火控制和进气空气量调节控制等的运行控制。发动机ECU24与混合动力用电子控制单元70进行通信，根据来自混合动力用电子控制单元70的控制信号而对发动机22进行运行控制，并且根据需要将有关发动机22运行状态的数据输出到混合动力用电子控制单元70。
动力分配协调机构30具备：太阳齿轮31，其为外啮合齿轮；内啮合齿轮32，其为与该太阳齿轮配置在同心圆上的内齿齿轮；多个小齿轮33，其与太阳齿轮31啮合的同时，与内啮合齿轮32啮合；齿轮架34，其用于将多个小齿轮33保持成为可自由自转和公转，并且，动力分配协调机构30为，以太阳齿轮31、内啮合齿轮32和齿轮架34为旋转单元，起到差动作用的行星齿轮机构。
动力分配协调机构30为，分别在齿轮架34上连接有发动机22的曲柄轴26，在太阳齿轮31上连接有电机MG1，在内啮合齿轮32上通过内啮合齿轮轴32a而连接有减速齿轮35，当电机MG1作为发电机而发挥功能时，将从齿轮架34输入的来自发动机22的动力按照其齿轮比而分配到太阳齿轮31一侧和内啮合齿轮32一侧，当电机MG1作为电动机而发挥功能时，将从齿轮架34输入的来自发动机22的动力和从太阳齿轮31输入的来自电机MG1的动力集中，并输出到内啮合齿轮32一侧。被输出到内啮合齿轮32的动力经由内啮合齿轮轴32a、齿轮机构60以及差速齿轮62而最终被输出到车辆驱动轮63a、63b。
电机MG1以及电机MG2均被构成为，既可以作为发电机进行驱动，也可作为电动机进行驱动的公知的同步发电电动机，通过变换器41、42而与蓄电池50进行电力交换。连接交换器41、42和蓄电池50的电力线54的构造为，其作为各交换器41、42共用的正极母线以及负极母线，且电机MG1、MG2中的某一个所发电的电力可被另一个电机使用。因此，蓄电池50根据电机MG1、MG2中的某一个所产生的电力和不足的电力而进行充放电。当由电机MG1、MG2而使电力收支得到平衡时，则蓄电池50将不被充放电。
电机MG1、MG2均由电机用电子控制单元(以下称为电机ECU)40而进行驱动控制。电机ECU40中被输入用于驱动控制电机MG1、MG2所需的信号，如来自用于检测电机MG1、MG2转子的旋转位置的旋转位置检测感应器43、44的信号，以及由未图示的电流传感器所检测的施加到电机MG1、MG2的相电流等，而从电机ECU40输出对变换器41、42的开关控制信号。电机ECU40与混合动力用电子控制单元70通信，根据来自混合动力用电子控制单元70的控制信号而对电机MG1、MG2进行驱动控制，并根据需要将有关电机MG1、MG2运行状态的数据输出到混合动力用电子控制单元70。
通过蓄电池用电子控制单元(以下称为蓄电池ECU)52来管理蓄电池50。蓄电池ECU52中被输入管理蓄电池50所需要的信号，例如来自被设置在蓄电池50端子之间的未图示的电压传感器的端子间电压、来自被安装在连接于蓄电池50输出端子的电力线54上的未图示的电流传感器的充放电电流、来自安装在蓄电池50上的温度传感器51的电池温度Tb等，并根据需要将有关蓄电池50状态的数据通过通信而输出到混合动力用电子控制单元70。此外，在蓄电池ECU中，为了管理蓄电池50，还根据由电流传感器检测出的放充电电流的累计值而计算剩余容量(SOC)。
混合动力用电子控制单元70构成为以CPU72为中心的微处理器，除CPU72以外，还具备：用于存储处理程序的ROM74；暂时存储数据的RAM76；未图示的输出输入端口以及通信端口。在混合动力用电子控制单元70中，通过输入端口被输入有：来自点火开关80的点火信号、来自检测换档杆81操作位置的换档位置传感器82的换档位置SP、来自检测加速踏板83的踏入量的加速踏板位置传感器84的加速开度Acc、来自检测制动踏板85的踏入量的制动踏板位置传感器86的制动踏板位置BP、来自车速传感器88的车速V等。如上所述，混合动力用电子控制单元70通过通信端口而与发动机ECU24、电机ECU40以及蓄电池ECU52相连接，从而与发动机ECU24、电机ECU40以及蓄电池ECU52进行各种控制信号和数据的交换。
在以这种方式构成的第1实施方式的混合动力汽车20中，发动机22、电机MG1和电机MG2被运行控制，从而根据对应于驾驶者的加速踏板83踏入量的加速开度Acc和车速V，计算需要向作为传动轴的内啮合齿轮轴32a输出的要求扭矩(后述图1的步骤S002)，并使对应于该要求扭矩的要求动力(步骤S003)被输出到内啮合齿轮轴32a处。
作为发动机22、电机MG1和电机MG2的运行控制，有扭矩变换模式、充放电运行模式、电机运行模式等。
扭矩变换模式为，对发动机22实施运行控制使从发动机22输出与要求动力相符的动力，并且对电机MG1和电机MG2实施驱动控制，使从发动机22输出的全部动力通过动力分配协调机构30、电机MG1和电机MG2而进行扭矩变换，再输出到内啮合齿轮轴32a的运行模式。
充放电运行模式为，对发动机22实施运行控制，使从发动机22输出与要求动力和蓄电池50的充放电所需电力之合计相符的动力，并且对电机MG1和电机MG2实施驱动控制，使伴随蓄电池50的充放电而从发动机22输出的动力的全部或一部分经过动力分配协调机构30、电机MG1和电机MG2的扭矩变换而将要求动力输出到内啮合齿轮轴32a的运行模式。
电机运行模式为，实施运行控制，使发动机22的运行停止，并使来自电机MG2的与要求动力相符的动力输出到内啮合齿轮轴32a的运行模式。
在本实施方式中，当换档杆81被操作到D(前进)档位和R(倒退)档位时，根据发动机22的功率以及蓄电池50的状态，以上述扭矩变换模式、充放电运行模式、电机运行模式中的某一模式运行发动机22、电机MG1和MG2，当换档杆81被操作到B(制动)档位时，禁止电机运行模式的运行，并以电机运行模式以外的扭矩变换模式、充放电运行模式中的某一模式运行发动机22、电机MG1和MG2，以进行由发动机制动器的制动。
即，在D档位和R档位上停止发动机22的运行，而在B档位上不停止发动机22的运行。并且，换档杆81被操作到D档位时所执行的发动机22的运行停止是在，当被车辆整体要求的动力，即作为传动轴的内啮合齿轮轴32a的要求动力与蓄电池50充放电所需要的动力之合计，小于能够使发动机22有效运行的范围内的规定动力时被实施。
接着，参照图1对本实施方式的动作进行说明。
“步骤S001”
首先，在步骤S001中，执行加速开度PAP以及车速(传动轴转数)的读取。
“步骤S002”
接着，在步骤S002中，计算出驾驶员要求的传动轴扭矩(驱动轴扭矩)，即驾驶员所要求传动轴扭矩(驱动轴扭矩)。例如，参照图2所示的图，根据在上述步骤S001中读取的加速开度PAP以及车速(传动轴转数)，计算出驾驶员所要求传动轴扭矩(驱动力(目标传动扭矩))。
“步骤S003”
接着，在步骤S003中计算出驾驶员所要求的功率(驾驶员所要求功率)和驾驶员所要求的发动机转数(驾驶员所要求发动机转数)。
驾驶员所要求功率是根据在上述步骤S002中计算出的驾驶员所要求传动轴扭矩和在上述步骤S001中读取的传动轴转数而计算的。在此，驾驶员所要求功率＝驾驶员所要求传动轴扭矩×传动轴转数。
驾驶员所要求发动机转数是例如参照图3所示的图，根据耗油率最佳曲线301而计算的。当驾驶员所要求功率为P1时，驾驶员所要求发动机转数为NE1。
“步骤S004”
接着，在步骤S004中，计算出驾驶员所要求目标变速段(驾驶员所要求目标变速段)。例如，参照图4所示的图，根据在上述步骤S001中读取的加速开度PAP以及车速(传动轴转数)，和在上述步骤S002中计算出的驾驶员所要求传动轴扭矩，来决定驾驶员所要求目标变速段。
在步骤S004中，驾驶员所要求目标变速段的计算方法并不局限于上述使用了图4的方法。也可以采用，例如，根据在上述步骤S003中计算出的驾驶员要求发动机转数，和在上述步骤S001中读取的传动轴转数来计算出变速比，再参照图8的图，根据变速比而决定驾驶员所要求目标变速段。
并且，在步骤S004中，除上述使用了图4或图8的方法之外，还可以选择使用图5的方法。在图5中图示了各变速段的下限发动机转数。参照图5，根据在上述步骤S003中计算出的驾驶员要求发动机转数和在上述步骤S001中读取的车速(传动轴转数)，能够决定驾驶员所要求目标变速段。在图5中，401表示驾驶员所要求目标变速段处于1档区域、402表示驾驶员所要求目标变速段处于2档区域、403表示驾驶员所要求目标变速段处于3档区域、404表示驾驶员所要求目标变速段处于4档区域、405表示驾驶员所要求目标变速段处于5档区域、406表示驾驶员所要求目标变速段处于6档区域。
“步骤S005”
接着，在步骤S005中读取爬坡下坡控制、弯道控制、车间距离控制等变速点控制的限制变速段。例如，在进行爬坡下坡控制时，参照如图11所示的图来决定限制变速段。图11中表述了相应于道路坡度θ的目标变速段，限制变速段为比目标变速段向高速段一侧高1段的变速段。同样，例如在进行弯道控制时，参照如图12所示的图来决定限制变速段。在进行车间距离控制时，参照如图13所示的图来决定限制变速段。图12以及图13分别图示了目标变速段，限制变速段为比目标变速段向高速段一侧高1段的变速段。
“步骤S006”
接着，在步骤S006中，判断驾驶员所要求目标变速段是否在上述步骤S005中所求得的变速点控制的限制变速段以上。当该判断结果为肯定时，则进入步骤S007，否则进入步骤S008。
“步骤S007”
在步骤S007中，向驾驶员所要求目标变速段反映变速点控制的限制变速段，并实施变速段的限制。在该步骤S007中，驾驶员所要求传动轴扭矩(驱动轴扭矩)Tp*和驾驶员所要求发动机转数Ne*被变更。
如图6所示，驾驶员所要求传动轴扭矩(驱动轴扭矩)Tp*被变更。即，参照图6，例如当在上述步骤S005中所求得的变速点控制的限制变速段为4档，车速(传动轴转数)为S1时，驾驶员所要求传动轴扭矩Tp*将变更为T1。
此外，如图5所示，驾驶员所要求发动机转数Ne*将被变更。例如当车速(传动轴转数)为S1时，下限发动机转数NeL*将变更为NE2。
“步骤S008”
在步骤S008中，将计算出发动机扭矩Te*、MG1转数Nm1*、目标MG1扭矩Tm1*、目标MG2扭矩Tm2*。下面将详细说明其计算方法。
在上述步骤S007中，设定发动机22的目标转数Ne*和目标传动轴扭矩Tp*，当Ne*≤NeL*时，如使Ne*＝NeL*，则Tp*×Np＝Te*×Ne*，从而Te*＝Tp*×Np/Ne*(Np为传动轴转数)。然后，用设定的目标转数Ne*与内啮合齿轮轴32a的转数Nr(＝换算系数k·车速V)以及动力分配协调机构30的齿轮比ρ，通过下式(1)计算电机MG1的目标转数Nm1*，并根据计算出的目标转数Nm1*和当前的电机MG1的转数Nm1，通过下式(2)计算电机MG1的扭矩指令Tm1*。
图10为表示动力分配协调机构30的各旋转单元的转数和扭矩力学关系的共线图。图中，左侧的S轴表示太阳齿轮31的转数，C轴表示齿轮架34的转数，R轴表示内啮合齿轮32(内啮合齿轮轴32a)的转数Nr。由于太阳齿轮31的转数为电机MG1的转数Nm1，齿轮架34的转数为发动机22的转数Ne，所以，可根据内啮合齿轮轴32a的转数Nr(＝k·V)和发动机22的目标转数Ne*与动力分配协调机构30的齿轮比ρ，通过式(1)而计算出电机MG1的转数Nm1*。
因此，通过设定扭矩指令Tm1*并对电机MG1进行驱动控制，以使电机MG1以目标转数Nm1*旋转，能够使发动机22以目标转数Ne*旋转。在此，式(2)是为了使电机MG1以目标转数Nm1*旋转而进行的反馈控制时的关系式，式(2)中，右边第2项的[KP]为比例项的增益，右边第3项的[KI]为积分项的增益。
图10中R轴上的两个粗线箭头表示，使发动机22以目标转数Ne*以及目标扭矩Te*的运行点进行稳定运行时，从发动机22输出的扭矩Te*中被传递到内啮合齿轮轴32a上的扭矩，以及从电机MG2输出的扭矩Tm2*中作用于内啮合齿轮轴32a上的扭矩。
Nm1*＝(Ne*·(1+ρ)-k·V)/ρ             (1)
Tm1*＝上回Tm1*+KP(Nm1*-Nm1)+KI∫(Nm1*-Nm1)dt      (2)
计算电机MG1目标转数Nm1*与扭矩指令Tm1*后，利用要求扭矩Tr*、扭矩指令Tm1*、动力分配协调机构30的齿轮比ρ以及减速齿轮35的齿轮比Gr，通过由图10的共线图的扭矩平衡关系所决定的式(3)来计算假设电机扭矩Tm2tmp，该假设电机扭矩Tm2tmp是，为使要求扭矩Tr*作用到内啮合齿轮轴32a而应从电机MG2输出的扭矩，并且，根据蓄电池50的输入输出限制Win、Wout和电机MG1的扭矩指令Tm1*和当前的电机MG1转数Nm1以及电机MG2转数Nm2，通过下式(4)以及下式(5)来计算可从电机MG2输出的扭矩下限、上限，即扭矩限制Tm2min、Tm2max，将假设电机扭矩Tm2tmp和计算出的扭矩限制Tm2max中较小的一方设定为变量T，将该变量T和扭矩限制Tm2min中较大的一方设定为电机MG2的扭矩指令Tm2*。由此，可将电机MG2的扭矩指令Tm2*设定为，限制在蓄电池50的输入输出限制Win、Wout范围内的扭矩。
Tm2tmp＝(Tr*+Tm1*/ρ)/Gr             (3)
Tm2min＝(Win-Tm1*·Nm1)/Nm2         (4)
Tm2max＝(Wout-Tm1*·Nm1)/Nm2        (5)
以这种方式设定发动机22的目标转数Ne*与目标扭矩Te*、电机MG1、MG2的扭矩指令Tm1*、Tm2*，则发动机22的目标转数Ne*与目标扭矩Te*将被发送到发动机ECU24，电机MG1、MG2的扭矩指令Tm1*、Tm2*将被发送到电机ECU40，并结束驱动控制程序。
收到目标转数Ne*与目标扭矩Te*的发动机ECU24，将进行发动机22中的燃料喷射控制、点火控制等控制，以使发动机22在由目标转数Ne*与目标扭矩Te*所表示的运行点运行。此外，收到扭矩指令Tm1*、Tm2*的电机ECU40，将对变换器41、42的开关构件进行开关控制，以扭矩指令Tm1*驱动电机MG1，且以扭矩指令Tm2*驱动电机MG2。
如上所述，根据本实施方式，驱动力控制系统(HV系统)以能够实现由加速开度PAP和车速(传动轴转数)确定的驾驶员所要求传动轴扭矩(驱动轴扭矩)或驱动力的方式，来决定发动机转数、发动机扭矩、MG1转数、MG1扭矩、MG2扭矩等，在该驱动力控制系统(HV系统)中，由驾驶员所要求传动轴扭矩(图2，步骤S002)所决定的目标发动机转数(步骤S003)、以及传动轴转数，来决定驾驶员所要求目标变速段(目标变速比，步骤S004)。
另外，根据加速开度、车速(传动轴转数)、驾驶员所要求传动轴扭矩来决定驾驶员所要求目标变速段(参照图4)。并且，从驾驶员所要求发动机转数和传动轴转数计算出变速比，并根据该变速比决定驾驶员所要求目标变速段(参照图8)。在该目标变速段中反映爬坡下坡控制、弯道控制、车间距离控制等的变速点控制(步骤S007)。
并且，在每个目标变速段(目标变速比)上设置传动轴扭矩(驱动轴扭矩)或驱动力和发动机转数下限安全值(图5、图6)，在该目标变速段(目标变速比)上反映爬坡下坡控制等变速点控制的变速段限制(变速比限制)，改变目标传动轴扭矩、目标发动机转数(步骤S007)，计算出目标发动机扭矩、目标MG1转数、目标MG1扭矩、目标MG2扭矩(步骤S008)。
根据本实施方式，可达到以下效果。
(1)能够将以现有通常的自动变速器为适用对象而开发的变速点控制，容易地应用到混合动力系统控制装置(驱动力要求下的传动系控制装置)中，从而提高驱动能力。
(2)在进行变速点控制之后为再加速而踩下加速器时，由于是从发动机转数高的状态下加速，所以提高了加速响应性。下面将参照图7对该(2)的效果进行说明。
最初，当自动变速器处于D档位时，则假设变速点控制的目标变速段被计算出为4档(图1的步骤S004)。其后，在步骤S007中，驾驶员所要求传动轴扭矩被变更为目标变速段(4档)。此时，当没有下限发动机转数(发动机转数安全值)420时，从D档位的点421变为4档的点422。在从4档的点422开始的再加速时，由于是从低的发动机转数加速，因而其加速响应性较差。由于点422的发动机转数与点421的发动机转数同样，约为1000rpm，所以再加速时加速响应性较差。
与此相对，在本实施方式中，因存在下限发动机转数(发动机转数安全值)420(步骤S007)，最初的点421通过变速控制而变为与点422在等功率线430上且被下限发动机转数420所保护的点423。当为了再加速而踩下加速器时，由于是从与上述点422相比发动机转数更高的点423开始加速，所以加速响应性变好。
产业上的利用可能性
如上所述，本发明的制动/驱动控制力装置，对于通过控制动力源(包括发动机或电动发电机)的扭矩或转数而改变输出扭矩的制动/驱动力控制装置非常有用，尤其是对于不具备变速器的车辆，非常适合使其能够进行如除驾驶者人为换档操作之外的，根据行驶环境而进行的行驶限制控制。

Claims (5)

1、一种制动/驱动力控制装置，通过控制动力源的扭矩或转数而改变输出扭矩，其特征为，包括：
根据包括输出转数在内的多个参数来设定多个区域的单元；
根据行驶中的所述参数，判断属于所述多个区域中的哪个区域的区域判断单元；
根据行驶环境和由所述区域判断单元得出的区域判断结果，来控制所述动力源的扭矩或转数的控制单元。
2、如权利要求1所述的制动/驱动力控制装置，其特征为，
所述制动/驱动力控制装置对具有内燃机以及电动机的混合动力车辆的制动/驱动力进行控制，
并通过控制所述内燃机扭矩、所述内燃机转数、所述电动机扭矩、所述电动机转数，来改变所述输出扭矩。
3、如权利要求2所述的制动/驱动力控制装置，其特征为，
所述区域是变速区域，
在每个所述变速区域内设定有所述内燃机转数的下限安全值，
当所述变速区域根据所述行驶环境而被改变时，基于所述下限安全值以上的所述内燃机转数，改变所述输出扭矩。
4、如权利要求1至3中任意一项所述的制动/驱动力控制装置，其特征为，
根据输出转数和输入转数来设定所述多个区域。
5、如权利要求1至3中任意一项所述的制动/驱动力控制装置，其特征为，
根据输出转数和输出扭矩来设定所述多个区域。
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