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CN101321643A - 混合动力车辆 - Google Patents

混合动力车辆 Download PDF

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Publication number
CN101321643A
CN101321643A CNA2005800318136A CN200580031813A CN101321643A CN 101321643 A CN101321643 A CN 101321643A CN A2005800318136 A CNA2005800318136 A CN A2005800318136A CN 200580031813 A CN200580031813 A CN 200580031813A CN 101321643 A CN101321643 A CN 101321643A
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Prior art keywords
engine
limit
fuel ratio
engine torque
air
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Granted
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CN101321643B (zh
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小谷武史
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

本发明提供一种混合动力车辆，其中在发动机运行过程中，当抑制在稀薄混合气极限附近的发动机扭矩的变化，或将空燃比控制到接近稀薄混合气极限时，在抑制电池电功率损耗的同时可获得发动机的稀薄混合气极限运行。在该混合动力车辆中，发动机、电动发电机和驱动轮通过差动连接装置相互连接，该混合动力车辆包括依照在稀薄混合气极限附近的发动机扭矩的减小/增加，通过增加/减小发动机旋转速度和减小/增加电动发电机的旋转速度将发动机的输出保持在恒定水平的控制装置。

Description

混合动力车辆
技术领域
[0001]本发明涉及混合动力车辆，在该车中发动机可在空燃比高于理论空燃比下获得稀薄运行(lean operation)。更特别地，本发明涉及当电池的电功率的消耗被有效抑制时，可实现发动机的稀薄混合气极限运行(lean limit operation)的混合动力车辆。
背景技术
[0002]发动机在空燃比高于理论空燃比下的稀薄运行能改进燃料效率是已知的。随着空燃比从理论空燃比增加时，燃料效率在初始阶段逐渐增加。然而，如果空燃比极端地增加，发动机扭矩的改变量增加，使发动机的转动不稳定，最终降低燃料效率。直到空燃比增加达到极限前，当发动机扭矩的改变量被抑制到等于或小于允许极限值时，燃料效率可增加。这个极限被称为“稀薄混合气极限”。各种与发动机运行在稀薄混合气极限附近相关的技术被提出。
[0003]日本专利第3289361号公开了一项技术，在该项技术中，当在电动车辆中用于产生电动力的发动机运行时，基于发电机的输出可检测发动机扭矩的改变量；并且当确定发动机扭矩的改变量是否等于或小于对应于发动机空燃比的预定稀薄混合气极限的值时，发动机的空燃比增加到稀薄混合气极限。同样，日本专利第3307015号公开了一项技术，在该项技术中，当对车辆的稀燃发动机进行运行控制时，检测到发动机的燃烧压力；并且当燃烧压力的改变量超过对应于预定稀薄混合气极限的预定值时，用电动机抑制发动机扭矩的变化。同样，日本实用新型申请公开号第7-41880号公开了一项技术，在该项技术中，发动机用气体作燃料，使发动机的转速接近目标转速；当发动机的转速与目标转速相匹配时，调整气体通道的横截面区域，从而空燃混合物的空燃比变得稀薄(lean)；通过调整节流阀的打开量，补偿由发动机运行在稀薄空燃比下所引起的发动机转速的降低。同样，日本专利第3286517号公开了一项技术，在该项技术中，车辆包括稀燃发动机和无级变速器，根据车辆的运行状态控制无级变速器，因而发动机转速等于目标发动机转速；并且将目标发动机转速设置到对应于稀薄混合气极限的值。
[0004]在本发明的申请人使用的混合动力车辆的传动系统中，发动机、第一电动发电机、驱动轮通过差动连接装置相互连接；并且第二电动发电机连接到驱动轮。在传动系统运行在稀薄混合气极限附近的情况下，简便的方法如下所述。用第一电动发电机检测发动机扭矩的改变量，将驱动轮作为稳定扭矩支持部件；当发动机扭矩的改变量超过预定极限值时，用第二电动发电机补偿发动机扭矩的变化，从而控制稀薄混合气极限。这种方法被实际应用。
[0005]然而，当发动机扭矩在稀薄混合气极限附近变化时，发动机扭矩变得间歇不足。因此，用第二电动发电机补偿发动机扭矩的变化。由于通过运行第二电动发电机作为电动机而补偿了发动机扭矩的变化，电池的电功率被消耗了。同样，即使发动机在稀薄运行的情况下，在发动机启动时的初始阶段，发动机不能运行在稀薄空燃比下。因此，发动机总是在浓(rich)空燃比状态启动，即空燃比等于或低于理论空燃比。然后，当发动机的暖机进行到一定程度后，并且发动机的旋转变得稳定，空燃比逐渐增加时，从而发动机开始在稀薄空燃比下运行。然而，由于发动机扭矩随着空燃比增加而减小，所以当在发动机运行期间，空燃比朝着稀薄混合气极限增加时，需要第二电动发电机运行。由于运行第二电动发电机，电池的电功率进一步消耗。
[0006]当车辆被发动机稳定地驱动在恒定运行状态，车辆接收来自发动机的恒定输出(动力)。发动机的输出是扭矩和转速的乘积。因此，当发动机扭矩减小时，如果发动机转速随着发动机扭矩的减小而增加，发动机输出可保持在恒定水平。因此，在车辆包括发动机、电动发电机和驱动轮通过差动连接装置相互连接的传动系统的情况下，当发动机扭矩在稀薄运行区域内间歇地减小时，或在发动机运行过程中，当发动机扭矩随着空燃比朝稀薄混合气极限增加而逐渐减小时，即使没有用如第二电动发电机等装置，应当可通过增加发动机转速而不改变驱动轮的转速来补偿发动机扭矩的减小。
发明内容
[0007]基于上述观念形成本发明。本发明的目的是提供一种混合动力车辆，该车可在有效地抑制电池的电功率消耗的同时获得发动机的稀薄运行。
[0008]本发明涉及一种混合动力车辆，该车中发动机、电动发电机和驱动轮通过差动连接装置相互连接。混合动力车辆包括控制装置，该控制装置执行发动机的稀薄混合气极限控制，并且依照发动机扭矩的减少/增加，通过增加/减少发动机转速和减少/增加电动发电机的转速将发动机的输出保持在恒定水平。同样，本发明的另一方面涉及一种混合动力车辆，该车包括差动连接部分，其将发动机、电动发电机和驱动轮相互连接；以及控制装置，该控制装置执行发动机的稀薄混合气极限控制，并且其依照发动机扭矩的减少/增加，通过增加/减少发动机转速和减少/增加电动发电机的转速将发动机的输出保持在恒定水平。短语“依照发动机扭矩的减少/增加，通过增加/减少发动机转速和减少/增加电动发电机的转速”表示如下。依照发动机扭矩的减少，发动机转速增加且电动发电机的转速减小。同样，依照发动机扭矩的增加，发动机转速减小且电动发电机的转速增加。
[0009]根据本发明的混合动力车辆，当发动机扭矩的改变量等于或小于预定第一极限值时，控制装置可逐渐增加稀薄区域内的空燃比并且同时逐渐增加发动机转速。在这种情况下，当发动机扭矩的改变量等于或大于比预定第一极限值大的预定第二极限值时，控制装置可逐渐减小稀薄区域内的空燃比并且同时逐渐减小发动机转速。
[0010]此外，当发动机扭矩的改变量等于或小于第一极限值时，在加速踏板操作量的变化率等于或小于预定极限值的情况下，控制装置可逐渐增加空燃比和发动机转速。
[0011]在累加值等于或小于预定极限值这一事实的基础上，控制装置可确定发动机扭矩的改变量等于或小于第一极限值，在预定的检测时期，上述累加值是在预定时间内通过累加获得的发动机扭矩改变量的绝对值。
[0012]发动机扭矩可随着稀薄区域的空燃比的增加而减小，并且发动机扭矩可随着稀薄区域的空燃比的减小而增加。
[0013]如上所述，在发动机扭矩减小的情况下，如果发动机转速依照发动机扭矩的减小而增加，发动机输出可保持在恒定水平。同时，在发动机、电动发电机和驱动轮通过差动连接装置相互连接的情况下，如果电动发电机的转速依照发动机转速的增加而减小，当驱动轮的转速被保持在恒定水平的同时可增加发动机的转速。因此，在发动机运行在稀薄混合气极限附近或使空燃比接近稀薄混合气极限的情况下，并且因此发动机的运行变得不稳定及发动机输出扭矩减小，即使没有用电池补偿发动机扭矩的减小，可通过根据发动机扭矩的减小而增加发动机的转速，将驱动轮保持在恒定状态。
[0014]在这种情况下，当发动机扭矩的改变量等于或小于预定第一极限值时，稀薄程度逐渐增加并且发动机转速同时逐渐增加。因此，可通过将第一极限值设置到发动机扭矩的最大允许改变量以获得稀薄混合气极限运行。此外，当发动机扭矩的改变量等于或大于比第一极限值大的第二极限值时，稀薄程度逐渐减小并且发动机转速同时逐渐减小。因此，如果由于外界干扰空燃比超过稀薄混合气极限，空燃比可减小到小于稀薄混合气极限。此时，当将第二极限值设置到大于第一极限值一定量时，采用适当的滞后作用可获得在稀薄混合气极限附近的稀薄运行。
[0015]如下文中对实施例的说明所述，可通过微机以几十毫秒到几百毫秒的周期反复计算来执行这种逐渐增加/减小控制。因此，由于通过上述逐渐增加/减小控制，稀薄程度逐渐增加并且发动机转速同时逐渐增加，或稀薄程度逐渐减小并且发动机转速同时逐渐减小，发动机运行过程中的空燃比可从理论空燃比区域内的值变化到在稀薄混合气极限附近的值，并且可在发动机在稀薄混合气极限区域的运行过程中抑制发动机扭矩的变化。
[0016]同样，在发动机扭矩的改变量等于或小于预定第一极限值的情况下，在加速踏板操作量的变化率等于或小于预定值情况下，稀薄程度逐渐增加并且发动机转速同时逐渐增加，只有当车辆的运行过程中发动机所需的输出稳定到一定程度时才可执行稀薄混合气极限运行。因而可以避免运行车辆的稳定性被发动机的稀薄混合气极限运行无意中降低的情况。因此，可以获得改进燃料效率的效果。
附图说明
[0017]通过阅读下文中关于本发明示意性实施例的详细说明并与附图结合起来考虑，本发明的上述实施例以及其他实施例的目的、特征、优点、技术和工业上的重要性将被更好地理解，在附图中：
图1为表示根据本发明的混合动力车辆的传动系统的示意图；
图2为表示根据本发明的发动机的稀薄混合气极限运行控制的实例的流程图；
图3为表示等效输出线的图表，其中每条等效输出线表示用发动机转速和发动机扭矩作为参数的发动机的输出。
具体实施方式
[0018]在下文的说明中，将根据示例性实施例对本发明进行详述。
[0019]图1为表示根据本发明的混合动力车辆的传动系统的示意图。本发明的主要部分被并入控制部分，该控制部分像软件一样控制传动系统。因此，图1示出的传动系统的外观结构是公知的。在图1中，这个实例中的发动机10是四缸发动机。发动机10的输出轴(曲柄轴)12连接到行星齿轮单元14的三个旋转部件中的一个。行星齿轮单元14的另外两个旋转部件分别连接到第一电动发电机(MG1)16和第二电动发电机(MG2)18上。齿轮20被提供到连接行星齿轮单元14与第二电动发电机(MG2)18的轴上。与齿轮20相啮合的齿轮22通过差动齿轮单元24和轮轴26、28驱动一对驱动轮30和32。因此，发动机10、第一电动发电机(MG1)16、和驱动轮30和32通过作为差动连接装置的行星齿轮单元14相互连接。第一电动发电机(MG1)16和第二电动发电机(MG2)18通过逆变器34电性连接到电池36。第一电动发电机(MG1)16和第二电动发电机(MG2)18的每一个被供给来自电池36的电流，或根据车辆的运行状态对电池36充电。
[0020]每个发动机10、第一电动发电机(MG1)16、第二电动发电机(MG2)18和逆变器34的运行被包括计算机的电子控制单元(ECU)38控制。电子控制单元38接收各种信号I。各种信号I包括与发动机10的运行状态有关的信号，该运行状态包括加速踏板的操作量；与发动机输出扭矩有关的信号，该发动机输出扭矩是基于当发动机10通过行星齿轮单元14驱动车轮时由第一电动发电机(MG1)16提供的驱动力而获取；与电池36的充电状态有关的信号；以及控制车辆运行必需的其他信号。电子控制单元38根据其中加入的控制程序执行基于各种信号I的计算，从而控制每个发动机10、第一电动发电机(MG1)16、第二电动发电机(MG2)18和逆变器34的运行。根据图2用流程图示出的过程执行根据本发明的发动机的稀薄混合气极限运行控制。
[0021]根据图2示出的流程图执行的控制从点火开关闭合和车辆运行开始后开始。当运行车辆时，通过微机以几十毫秒到几百毫秒的周期而反复地执行控制。
[0022]当控制开始时，在步骤S10中判断加速踏板的操作量的变化率的绝对值是否小于预定的极限值ΔAcc。如果在步骤S 10中判断为肯定(在步骤S10中为“是”)，执行步骤S20。在步骤S20中，计数值N从复位值0增加1。当在步骤S10中判断为否定(在步骤S10中为“否”)，执行步骤S30。在步骤S30中，计数值N复位到0。然后终止控制。
[0023]在步骤S40中，当前正在执行的第N次控制中的第一电动发电机(MG1)16的扭矩改变量ΔTmg1(N)，计算为当前第N次控制中的第一电动发电机(MG1)的扭矩Tmg1(N)与上次执行的在第(N-1)次控制中的第一电动发电机(MG1)的扭矩Tmg1(N-1)之间差的绝对值。可以认为在几十毫秒到几百毫秒的周期内车速是恒定的。因此，当第二电动发电机(MG2)18的扭矩保持在恒定水平时，计算出的第一电动发电机(MG1)16的扭矩改变量对应于发动机输出扭矩的改变量。
[0024]接下来，在步骤S50中，通过连续累加在步骤S40中获得的第一电动发电机(MG1)16的扭矩改变量ΔTmg1(N)计算累加值Qtf。
[0025]接下来，在步骤S60中，判断计数值N是否达到极限值Nc。当在步骤S60中判断是否定(在步骤S60中是“否”)时，控制回到步骤S10，然后重复执行上述步骤中的计算。在计数值N达到预定值且在步骤S60中做出了肯定判断(在步骤S60中为“是”)之后，执行步骤S70。
[0026]在步骤S70中，判断上述累加值Qtf是否等于或小于预定极限值Qtfc。预定极限值Qtfc被用作指导，它的设置使发动机运行达到的稀薄程度可以增加，即，直至累加值Qtf达到预定极限值Qtfc时，空燃比才可以在发动机运行过程中增加。当在步骤S70中做出了肯定判断(在步骤S70中为“是”)时，执行步骤S80。在步骤S80中，表示发动机运行的稀薄程度的稀薄程度Klean，被增加了预定的稀薄程度增量ΔK1。稀薄程度Klean是在由电子控制单元38执行的发动机的稀薄混合气极限控制过程中的目标值。用稀薄程度Klean作为目标值，根据在电子控制单元38内加入的发动机稀薄混合气极限运行的控制程序单独地控制发动机的空燃比。
[0027]然后，在步骤S90中，目标发动机转速Net增加了增量f(Klean，ΔK1)，该增量f被适当地设定为稀薄程度Klean和稀薄程度增量ΔK1的函数。根据在电子控制单元38内加入的发动机转速控制程序单独地控制发动机转速。然而，在这个实施例中，通过用目标发动机转速Net控制第一电动发电机(MG1)16的转速来控制发动机转速。
[0028]图3为表示等效输出线的图表，其中每条等效输出线表示用发动机转速和发动机扭矩作为参数的发动机输出。存在这种情况，当发动机在图3的图中表示发动机输出P1的等效输出线上的“a”点运行时，稀薄程度增加，即空燃比增加。在这种情况下，如果没有执行控制，发动机扭矩减小并且发动机的运行点从“a”点移动到“b”点，该“b”点在低于发动机输出P1的表示发动机输出P2的等效输出线上。然而，如果发动机转速同时随着稀薄程度的增加适当地增加，发动机的运行点沿表示发动机输出P1的等效输出线移动到“c”点，而不管稀薄程度的增加。因此，当发动机输出保持在恒定水平时，在恒定车速下的稀薄程度可增加。
[0029]再次参看图2，当在步骤S70中做出否定决定(在步骤S70中为“否”)时，执行步骤S100。在步骤100中，判断累加值Qtf是否大于上述极限值Qtf一个较小值ΔQtf。值ΔQtf是用于防止在这种极限控制中的游车(hunting)的滞后量。当在步骤S100中做出否定决定(在步骤S100中为“否”)时，不修正稀薄程度。当在步骤S100中做出肯定决定(在步骤S100中为“是”)时，执行步骤S110。在步骤S 110中，稀薄程度被减少了较小的稀薄程度减小量ΔK2。在这种情况下，在步骤S120中，目标发动机转速Net被减少了减小量f(Klean，ΔK2)，该减小量f被适当地设定为稀薄程度Klean和稀薄程度减小量ΔK2的函数。因此，如果由于外界干扰，空燃比超过稀薄混合气极限，空燃比降低到小于稀薄混合气极限。
[0030]尽管对本发明的示例性实施例进行了详述，对本领域技术人员来说，可在本发明的范围内对实施例进行多种修改是显而易见的。

Claims (7)

1、一种混合动力车辆，该车辆中发动机、电动发电机和驱动轮通过差动连接装置相互连接，其特征在于，包括：
控制装置，其执行发动机的稀薄混合气极限控制，并且其依照发动机扭矩的减少/增加，通过增加/减少发动机转速和减少/增加电动发电机的转速将发动机的输出保持在恒定水平。
2、如权利要求1所述的混合动力车辆，其特征在于，当发动机扭矩的改变量等于或小于预定第一极限值时，控制装置逐渐增加稀薄区域内的空燃比并且同时增加发动机转速。
3、如权利要求2所述的混合动力车辆，其特征在于，当发动机扭矩的改变量等于或大于比第一极限值大的预定第二极限值时，控制装置逐渐减小稀薄区域内的空燃比并且同时逐渐减小发动机转速。
4、如权利要求2或3所述的混合动力车辆，其特征在于，当发动机扭矩的改变量等于或小于第一极限值时，在加速踏板操作量的变化率等于或小于预定极限值的情况下，控制装置逐渐增加空燃比和发动机转速。
5、如权利要求2至4中任一项所述的混合动力车辆，其特征在于，基于累加值等于或小于预定极限值的事实，控制装置确定发动机扭矩的改变量等于或小于第一极限值，所述累加值是在预定的检测时期，通过累加在预定时间内发动机扭矩改变量的绝对值而获得。
6、如权利要求1至5中任一项所述的混合动力车辆，其特征在于，发动机扭矩随稀薄区域内空燃比增加而减小，并且发动机扭矩随稀薄区域内空燃比减小而增加。
7、一种混合动力车辆，其包括：
差动连接部分，其将发动机、电动发电机和驱动轮相互连接；及
控制装置，其执行发动机稀薄混合气极限控制，和依照发动机扭矩的减少/增加，通过增加/减少发动机转速和减少/增加电动发电机的转速将发动机的输出保持在恒定水平。
CN2005800318136A 2004-09-21 2005-09-20 混合动力车辆 Expired - Fee Related CN101321643B (zh)

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