JP2008074328A - Driving force control device of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force control device of a hybrid vehicle suitable to secure turning performance without being influenced by a charge condition of a battery. <P>SOLUTION: The driving force control device of the hybrid vehicle which can independently control driving force of right-and-left wheels 5 has; a vehicle speed detection means 18 which detects the vehicle speed; a driving force determination means B20 to determine requested driving force of a driver from the vehicle speed and opening of an accelerator pedal 16 detected by the vehicle speed detection means 18; a steering angle detection means which detects a steering angle of a steering wheel 17; a turning requested quantity decision means B22 to decide the turning requested quantity of the driver from the steering angle and the vehicle speed; and maximum driving force restriction means B23-B26 to restrict the maximum driving force according to the turning requested quantity. The requested driving force of the driver is decided from the vehicle speed and the opening of the accelerator pedal 17, the requested turning quantity of the driver is decided from the vehicle speed and steering angle of the steering wheel 17, and the maximum driving force is made to be restricted according to the turning requested quantity. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a driving force control device for a hybrid vehicle that improves the turning performance of the vehicle by a difference between left and right driving forces.

  Conventionally, a drive device for a hybrid vehicle that improves the turning performance of the vehicle by a difference in left and right driving force has been proposed (see Patent Document 1).

  This is a hybrid vehicle drive device that can transmit the drive force from the engine to each wheel. In the middle of the axle shaft of each wheel, a clutch that individually connects and disconnects the drive force from the engine is provided, and downstream of each clutch. By providing a motor connected to each axle shaft on the side, the driving force transmitted to each of the four wheels is finely controlled to improve running performance and turning ability.

In addition to the engine, a hybrid system that assists a steady driving force with a “motor + battery” and realizes a power performance equivalent to that of one class has been proposed (see Non-Patent Document 1).
JP, 2002-301939, A “Development of hybrid system fused with CVT” Preprints of the 1999 Autumn Meeting of the Japan Society for Automotive Engineers 9941124 (Eiji Inada, Yuya Matsuo, Norio Kubo, Hiroshi Okada (Nissan Motor))

  However, in the former conventional example, battery power is used for the driving force of each wheel that improves the vehicle's motion performance. Therefore, sufficient power for motion performance is supplied depending on the decrease in the state of charge of the battery. It may not be possible, and the running ability and turning ability of the vehicle may deteriorate.

  In the latter conventional example, the steady driving force is assisted by “motor + battery” in addition to the engine. Therefore, when the state of charge of the battery decreases, the assist by the motor + battery is limited, and the power performance May be reduced.

  Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to provide a driving force control device for a hybrid vehicle suitable for ensuring turning performance without being affected by the state of charge of a battery.

  The present invention provides a driving force control device for a hybrid vehicle capable of independently controlling the driving force of the left and right wheels, a vehicle speed detecting means for detecting a vehicle speed, a vehicle speed detected by the vehicle speed detecting means, and an opening degree of an accelerator pedal. The driving force determining means for determining the required driving force, the steering angle detecting means for detecting the steering angle of the steering wheel, the steering angle from the steering angle detecting means, the vehicle speed from the vehicle speed detecting means, and the required turning amount of the driver. A turning request amount determining means for determining, and a maximum driving force limiting means for limiting the maximum driving force according to the turning request amount are provided.

  Therefore, in the present invention, the required driving force of the driver is determined by the driving force determining means from the vehicle speed and the opening of the accelerator pedal, and the required turning amount of the driver is determined by the required turning amount determining means from the steering angle of the steering wheel and the vehicle speed. In addition, since the maximum driving force is limited according to the required turning amount by the maximum driving force limiting means, the maximum driving force change accompanying the change in the state of the system such as the power storage device is reduced as the required turning amount increases. Can do.

  Hereinafter, a drive control device for a hybrid vehicle of the present invention will be described based on an embodiment. FIG. 1 is a system configuration diagram of a drive control apparatus for a hybrid vehicle to which the present invention is applied, and FIG. 2 is a control block diagram of the drive control apparatus for the hybrid vehicle.

  In FIG. 1, the driving force control apparatus for a hybrid vehicle drives the front wheels 9 via the torque converter 7, the continuously variable transmission 8, and the final gear 21 by the output of the engine 1, and by the outputs of the drive motors 3 and 4. A rear-wheel left-right independent control type four-wheel drive system based on a parallel hybrid vehicle that drives the left and right rear wheels 5 is configured.

  A power generation motor 2 is directly connected to the engine 1, and a part of the output of the engine 1 is converted into electric power by the power generation motor 2 and supplied to the power storage device 6, and also supplied to the drive motors 3 and 4. And is used for driving the motors 3 and 4. The drive motors 3 and 4 can also be driven by the electric power of the power storage device 6.

  The engine 1 controls the torque by controlling the throttle opening and the fuel injection amount by the engine controller 11 based on the engine torque command value output from the integrated controller 10. The rotational speed of the engine 1 is detected by a rotational speed sensor (not shown), and is output to the engine controller 11 and used for engine control, and is also output to the integrated controller 10.

  The torques of the drive motors 3 and 4 and the generator motor 2 are vector-controlled by the drive motor controller 13 and the generator controller 12 based on torque command values output from the integrated controller 10, respectively.

  The voltage / current of the power storage device 6 is detected by a voltage sensor / current sensor (not shown), the SOC and chargeable / dischargeable power are calculated by the power storage device controller 14, and the calculated SOC calculation value and chargeable / dischargeable power value are integrated. It is output to the controller 10.

  In the continuously variable transmission 8, the gear ratio is controlled by the CVT controller 15 based on the gear ratio command value output from the integrated controller 10.

  The handle 17 is connected to the front wheel 9 by a mechanical mechanism (mechanical link), and the steering angle of the front wheel 9 is determined according to the steering angle of the handle 17.

  The integrated controller 10 includes an accelerator opening signal (APS) from an accelerator opening sensor that detects the depression position (APS) of the accelerator pedal 16, a vehicle speed signal from a vehicle speed sensor 18 that detects a vehicle speed, and a handle 17. A steering angle signal is input from a steering angle sensor that detects the steering angle.

  The control block diagram shown in FIG. 2 shows a calculation control flow executed by the integrated controller 10 every predetermined time (for example, 10 msec). Hereinafter, a calculation control flow executed by the integrated controller 10 will be described with reference to FIG.

  The driving force determination unit B20 calculates a target driving force Td [N] with reference to a predetermined map based on the accelerator operation amount APS detected by the accelerator pedal 16 indicating the traveling state of the vehicle and the vehicle speed from the vehicle speed sensor 18. To do. The target driving force Td is a target value of the force transmitted from the driving wheels of the vehicle to the road surface. The map used here is made on the assumption that a motor having a rated output larger than the rated output of the engine 1 is used up to the maximum output. The driving force determination unit B20 constitutes a driving force determination unit.

  The turn request amount determination unit B22 calculates a target lateral force tY with reference to a predetermined map based on the vehicle speed of the vehicle speed sensor 18 indicating the traveling state of the vehicle and the steering angle of the handle 17. The map used here stores changes in lateral force generated in the vehicle when the vehicle speed is changed using a plurality of steering angles in the left-right direction as parameters. In this case, the steering angle of the steering wheel 17 and the obtained lateral force are, for example, positive in the counterclockwise direction and negative in the clockwise direction.

  The limiting coefficient calculation unit B23 calculates and determines a driving force limiting coefficient with reference to a predetermined map according to the absolute value | tY | of the target lateral force tY. As shown in FIG. 3, the map used here is proportional to the increase in the lateral force tY from “0” which does not limit the driving force until the absolute value of the lateral force tY reaches the predetermined value a. The driving force limiting coefficient is set to “1” which is the maximum at the predetermined value “a”, and the maximum limiting coefficient “1” is maintained in the region exceeding the predetermined value “a”.

  The maximum driving force limiting unit B24 is a maximum driving force characteristic obtained by adding the assist force of “motor + battery” to the output of the engine 1 (driving force characteristic when the operation amount of the accelerator 16 is maximized in the driving force determining unit B20). ) As a reference, the driving force limit amount obtained by multiplying the driving force limiting coefficient obtained by the limiting coefficient calculation unit B23 by a predetermined driving force is subtracted from the characteristics, and the maximum driving of the vehicle corresponding to the lateral force tY is subtracted. The force Tdmax is calculated. The maximum driving force Tdmax is equal to the maximum driving force characteristic described above because the target lateral force tY and the limiting coefficient are both “0” and the driving force limit amount is “0” when the vehicle is in a straight traveling state. Is output based on. However, when the steering wheel 17 is steered, the target lateral force tY based on the steering angle and the vehicle speed at that time is calculated, and the limit coefficient also increases accordingly. Therefore, the driving force limit amount corresponding to the target lateral force tY Is only subtracted from the maximum driving force characteristic. When the limiting coefficient of the driving force from the limiting coefficient calculation unit B23 reaches the maximum “1”, the maximum driving force Tdmax is limited to the maximum driving force that can be generated by the engine 1 and output. The

  The left / right driving force difference calculation B25 calculates the driving force difference between the driving motors 3 and 4 of the left and right rear wheels 5 based on the target lateral force tY. Since this driving force difference is positive in the counterclockwise direction with respect to the vehicle traveling direction, when the target lateral force tY is positive, a positive command value proportional to the target lateral force tY is output and the target lateral force tY is output. When the force tY is negative, a negative command value proportional to the target lateral force tY is output.

  The command value is directly output to the drive motor controller 13 as a right drive motor torque command value, and is output to the drive motor controller 13 as a left drive motor torque command value via the sign conversion block 40. In the drive motor controller 13, the drive motor 3 or 4 on the turning outer wheel side of either the left or right rear wheel 5 is driven to accelerate in the vehicle traveling direction, and the drive motor 4 or 3 on the turning inner wheel side decelerates the vehicle. The torque of the drive motors 3 and 4 is controlled so as to drive. That is, the driving motors 3 and 4 are configured to output driving forces (sums) having the same absolute value and different directions so as to realize the target lateral force tY.

  The left drive motor torque command value and the right drive motor torque command value may be increased in proportion to the increase in the lateral force tY as shown by the solid line, but as shown by the broken line, Limiting the value to a value within the continuous rating of 4 is desirable because it does not limit the output of the drive motors 3 and 4 due to temperature rise and performance degradation of the drive motors 3 and 4 themselves.

  The driving force limiting unit B26 outputs a driving force having a lower value of the maximum driving force Tdmax from the maximum driving force limiting unit B24 and the target driving force Td from the driving force determining unit B20 as a target driving force. Therefore, when the vehicle is in a straight traveling state, the maximum driving force characteristic is output as the maximum driving force Tdmax from the maximum driving force limiting unit B24, and thus the target driving force Td set by the driving force determining unit B20 is output. Is done. However, when the steering wheel 17 is steered, the target lateral force tY based on the steering angle and the vehicle speed at that time is calculated, the limit coefficient increases accordingly, and the maximum driving force Tdmax from the maximum driving force limiting unit B24. Since the signal obtained by subtracting the driving force limit amount from the maximum driving force characteristic is output as follows, when the target driving force Td set by the driving force determining unit B20 exceeds the maximum driving force Tdmax, the maximum driving force Tdmax is Output as target driving force. When the target lateral force tY exceeds the predetermined value a in relation to the steering of the steering wheel 17, the maximum driving force Tdmax is reduced to the full power that can be output by the engine 1, so that the driving force determining unit B20 The set target driving force Td is limited within a range that can be output by the engine 1.

  The target driving force output from the driving force limiting unit B26 is multiplied by, for example, an axle rotational speed obtained from a vehicle speed signal in a multiplier 27 and converted into a target driving power Pd. The rate Pg is added to be converted into an engine work rate Pe, which is input to the target engine speed calculation unit B33 and the divider 32.

  The generator power Pg is calculated by the adder / subtractor 29 to which the state of charge SOC of the power storage device 6 input from the power storage device controller 14 and the target SOC are input. It is obtained by multiplying. The generator power Pg is divided by the generator rotation speed (engine rotation speed) in the divider 35 and output to the generator controller 12 as a generator torque command value Tg. The generator controller 12 controls the vector of the generator motor 2 based on the generator torque command value Tg.

  In the target engine rotational speed calculation unit B33, the target engine rotational speed Ne is determined by referring to a map storing the operating point (torque and rotational speed) with the lowest fuel consumption rate with respect to the input engine work rate Pe. The target engine rotational speed Ne is input to the divider 34, divided by the axle rotational speed, converted into a gear ratio command value Rcvt, and output to the continuously variable transmission controller 15. The continuously variable transmission controller 15 controls the transmission ratio of the continuously variable transmission 8 based on the transmission ratio command value Rcvt.

  The engine power Pe input to the divider 32 is divided by the engine speed Ne, converted to an engine torque command value Ts, and output to the engine controller 11. The engine controller 11 controls the torque of the engine 1 based on the input engine torque command Ts.

  The operation of the driving force distribution device for a hybrid vehicle configured as described above will be described below.

  When the vehicle is in a straight traveling state, as described above, the maximum driving force characteristic is output as the maximum driving force Tdmax from the maximum driving force limiting unit B24. For this reason, the target driving force Td set by the driving force determining unit B20 is selected by the driving force limiting unit B26, the target driving power Pd is calculated based on the target driving force Td, and the generator power Pg is added. The engine power Pe is calculated, and the engine torque command value Ts and the gear ratio command value Rcvt are set based on the engine power Pe.

  Therefore, within the range obtained by subtracting the driving force for driving the generator motor 2 from the driving force generated by the engine 1, the required driving force Td corresponding to the accelerator pedal opening and the vehicle speed set by the driving force determining unit B20 is supported. The front wheel 9 is driven by the driving force to drive the vehicle. The driving force for driving the generator motor 2 is generated based on the generator torque command value Tg corresponding to the difference between the charged state SOC and the target charged state SOC from the power storage device controller 14. The left and right rear wheels 5 are not driven by the drive motors 3 and 4 and are idle.

  When the steering wheel 17 is steered, the target lateral force tY based on the steering angle and the vehicle speed at that time is calculated by the turn request amount determining unit B22, and the limit coefficient of the limit coefficient calculating unit B23 is increased accordingly, and the maximum drive The force limiter B24 outputs the maximum driving force Tdmax obtained by subtracting the driving force limit amount from the maximum driving force characteristic. In the driving force limiting unit B26, when the target driving force Td set by the driving force determining unit B20 is within the range of the maximum driving force Tdmax output from the maximum driving force limiting unit B24, the target driving force Td is used as the target driving force. When the target driving force Td set by the driving force determining unit B20 exceeds the maximum driving force Tdmax output from the maximum driving force limiting unit B24, the maximum driving force Tdmax is output as the target driving force. The target driving force (“Td” or “Tdmax”) is converted into the target driving power Pd, added to the generator power Pg, and converted into the engine power Pe. Based on this engine power Pe, the engine torque Command value Ts and gear ratio command value Rcvt are set.

  On the other hand, the drive motor controller 13 based on the left drive motor command value and the right drive motor command value generated by the left / right drive force difference calculation unit B25 according to the target lateral force tY, as shown in FIG. 5 and the right rear wheel 5 are driven so as to accelerate the drive motor 3 or 4 on the turning outer wheel side rear wheel 5 in the vehicle traveling direction, and the driving motor 4 or 3 on the turning inner wheel side rear wheel 5 is driven. The torque of the drive motors 3 and 4 is controlled so as to drive the vehicle to decelerate. That is, in order to realize the target lateral force tY, the driving motors 3 and 4 output driving forces (sums) having the same absolute value and different directions. The electric power consumed to drive the drive motors 3 and 4 is supplied from the power storage device 6, and the generator power Pg changes according to the difference between the charge state SOC of the power storage device 6 and the target charge state SOC, and the generator torque The command value Tg and the engine work rate Pe are changed. For this reason, in the region where the turning required amount is less than the predetermined value a, the electric power consumed by the drive motors 3 and 4 can be supplied from the power storage device 6 and / or the power generation motor 2 and “motor + battery assist” is effective. It can be used for.

  When the target lateral force tY output from the turn request amount determining unit B22 is increased beyond the predetermined value a due to an increase in the steering angle by the steering wheel 17 and / or an increase in the vehicle speed, the limiting coefficient of the limiting coefficient calculating unit B23 Is set to a maximum value of “1”, the maximum driving force limit amount subtracted from the maximum driving force characteristic in the maximum driving force limiter B24 is the maximum, and as shown in FIG. 5, the maximum driving force Tdmax is set to the minimum. 1 is the maximum output that can be output. In the driving force limiting unit B26, when the target driving force Td set by the driving force determining unit B20 is within the range of the maximum driving force Tdmax output from the maximum driving force limiting unit B24, the target driving force Td is used as the target driving force. When the target driving force Td set by the driving force determining unit B20 exceeds the maximum driving force Tdmax output from the maximum driving force limiting unit B24, the maximum driving force Tdmax is output as the target driving force. The target driving force (“Td” or “Tdmax”) is converted into the target driving power Pd, added to the generator power Pg, and converted into the engine power Pe. Based on this engine power Pe, the engine torque Command value Ts and gear ratio command value Rcvt are set.

  On the other hand, an increase of the target lateral force tY exceeding the predetermined value a increases the left drive motor command value and the right drive motor command value output from the left / right drive force difference calculation unit B25, and the drive motor controller 13 The driving torque for accelerating the drive motor 3 or 4 of the rear wheel 5 on the turning outer wheel side in the vehicle traveling direction is increased with respect to the left rear wheel 5 and the right rear wheel 5, while the driving of the rear wheel 5 on either turning inner wheel side The torque of the drive motors 3 and 4 is controlled so as to increase the drive torque that causes the motor 4 or 3 to decelerate the vehicle and realize the target lateral force tY that increases. Therefore, the turning performance of the vehicle corresponding to the turning required amount by the steering of the handle 17 is ensured.

  When the left drive motor command value and the right drive motor command value are limited to values within the continuous rating of the left and right drive motors 3, 4, the drive motor controller 13 applies to the left rear wheel 5 and the right rear wheel 5. On the other hand, the driving torque for accelerating the driving motor 3 or 4 of the rear wheel 5 on the outer side of the turning wheel in the vehicle traveling direction, and the driving torque for decelerating the driving motor 4 or 3 of the rear wheel 5 on the inner side of the turning inner wheel. Increases the torque of the drive motors 3 and 4 so as to realize an increasing target lateral force tY within a range limited to the continuous rating or less.

  The electric power consumed to drive the drive motors 3 and 4 is supplied from the power storage device 6, and the generator power Pg changes according to the difference between the charge state SOC of the power storage device 6 and the target charge state SOC. The torque command value Tg and the engine power Pe are changed. For this reason, all of the electric power consumed by the drive motors 3 and 4 can be supplied by the electric power generated by the electric generator motor 2 by the driving force corresponding to the generator work rate Pg of the engine 1, and the electric power of the power storage device 6 is not used at all. And can. Therefore, even if the required turning amount based on the steering of the handle 17 increases, the influence of the state change such as the state of charge SOC of the power storage device 6 on the turning performance of the vehicle can be reduced.

  Due to the limitation based on the maximum driving force Tdmax, the driving force from the engine 1 used for driving the front wheels 9 via the continuously variable transmission 8 is derived from the engine torque command value Ts based on the engine power Pe. It is set within the range of the driving force obtained by subtracting the generator torque command value Tg based on the generator work rate Pg. That is, the sum of the driving forces of the front wheels 9 and the rear wheels 5 of the vehicle is limited by the maximum driving force Tdmax and is not affected by the state change of the state of charge SOC of the power storage device 6.

  In the above embodiment, the description has been given of using the target lateral force tY based on the vehicle speed and the steering angle as an index of the requested turning amount in the requested turning amount determining unit B22. However, although not shown, the yaw rate is used instead of the lateral force tY. Or you may obtain | require a slip angle in turning request | requirement amount determination part B22. When the yaw rate or slip angle is used as an indicator of the required turning amount instead of the lateral force tY, the maximum driving force can be limited by the same vehicle behavior parameter without being affected by the vehicle speed or the like.

  In the above embodiment, the drive mechanism for the front wheels 9 has been described as being driven by the engine 1 with the continuously variable transmission 8 interposed therebetween. However, although not shown, all four wheels are driven by independent drive motors. Further, it may be a series hybrid vehicle that supplies electric power necessary for it from a power generation device and a power storage device. In that case, in the range where the turning required amount such as lateral force, yaw rate, slip angle etc. exceeds the predetermined value, the maximum driving force is limited to the range that can cover all the power consumed by all the driving motors with only the power generation device, The power of the power storage device can be prevented from being used at all. In addition, it is desirable to set the torque command values of all the drive motors to be within the continuous rating in the range where the required turning amount such as lateral force, yaw rate, slip angle, etc. exceeds a predetermined value.

  In the present embodiment, the following effects can be achieved.

  (A) In the hybrid vehicle driving force control device capable of independently controlling the driving force of the left and right wheels 5, the vehicle speed detecting means 18 for detecting the vehicle speed, the vehicle speed detected by the vehicle speed detecting means 18, the opening of the accelerator pedal 16, and Driving force determining means B20 for determining the required driving force of the driver, steering angle detecting means for detecting the steering angle of the handle 17, steering angle from the steering angle detecting means, and vehicle speed from the vehicle speed detecting means 18 A turning request amount determining means B22 for determining a turning demand amount of the driver, and maximum driving force limiting means B23 to B26 for restricting the maximum driving force according to the turning request amount are provided. Therefore, the required driving force of the driver is determined from the vehicle speed and the opening degree of the accelerator pedal 17, the turning demand amount of the driver is determined from the steering angle of the steering wheel 17 and the vehicle speed, and the maximum driving is performed according to the turning demand amount. As the force is limited and the turning request amount increases, the maximum driving force change accompanying the change in the state of the system such as the power storage device 6 can be reduced.

  (A) The maximum driving force limiting means B23 to B26 limit the maximum driving force within a range that can be realized without consuming the energy of the power storage device 6 when the required turning amount exceeds a predetermined value. The maximum driving force change accompanying the state change 6 can be eliminated.

  (C) The maximum drive force limiting means B23 to B26 limit the maximum drive force within the continuous rating of the drive motors 3 and 4 when the required turning amount is equal to or greater than a predetermined value. Maximum driving force change due to output limitation can be eliminated.

  (D) When the required turning amount is less than a predetermined value, the maximum driving force limiting means B23 to B26 increase the maximum driving force limit amount as the required turning amount increases until the required turn amount exceeds the predetermined value. By gradually increasing the amount, the assist by “motor + battery” can be effectively utilized when the required turning amount is less than a predetermined value.

  (E) The required turning amount in the required turning amount determining means B22 is any of a lateral force, a yaw rate, and a slip angle generated in the vehicle. Can be limited.

1 is a system configuration diagram of a driving force control apparatus for a hybrid vehicle showing an embodiment of the present invention. The control block diagram by an integrated controller. Explanatory drawing explaining the limiting coefficient map in a limiting coefficient calculating part. Explanatory drawing explaining the drive state of each wheel at the time of steering. Explanatory drawing explaining the driving force distribution state in case a turning request | requirement amount exceeds predetermined value.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Electric power generation motor 3, 4 Drive motor 5 Left and right rear wheel 6 Power storage device 7 Torque converter 8 Continuously variable transmission 9 Front wheel 10 Integrated controller 11 Engine controller 12 Generator controller 13 Drive motor controller 14 Power storage device controller 15 Transmission controller 16 Accelerator pedal 17 Handle 18 Vehicle speed sensor

Claims (6)

In the driving force control device for a hybrid vehicle that can independently control the driving force of the left and right wheels,
Vehicle speed detection means for detecting the vehicle speed;
Driving force determining means for determining a driver's requested driving force from the vehicle speed detected by the vehicle speed detecting means and the opening of the accelerator pedal;
Steering angle detection means for detecting the steering angle of the steering wheel;
A turning request amount determining means for determining a turning request amount of the driver based on a steering angle from the steering angle detecting means and a vehicle speed from the vehicle speed detecting means;
A driving force control device for a hybrid vehicle, comprising: maximum driving force limiting means for limiting the maximum driving force according to the required turning amount. A power generation device that generates electric power by being driven by an engine, a power storage device that stores electric power from the power generation device, and at least one pair of left and right wheels before and after the vehicle are engine driving force or the power generation device and / or Alternatively, the left and right wheels, which are driven by the driving force of the drive motor driven by the electric power from the power storage device and are paired on at least the other side of the front and rear of the vehicle, In a driving force control device for a hybrid vehicle that can be independently driven on the left and right by a driving motor and can independently control the driving force,
Vehicle speed detection means for detecting the vehicle speed;
Driving force determining means for determining a driver's requested driving force from the vehicle speed detected by the vehicle speed detecting means and the opening of the accelerator pedal;
Steering angle detection means for detecting the steering angle of the steering wheel;
A turning request amount determining means for determining a driver's turning request amount based on a steering angle from the steering angle detecting means and a vehicle speed from the vehicle speed detecting means;
A driving force control device for a hybrid vehicle, comprising: maximum driving force limiting means for limiting the maximum driving force according to the required turning amount.   The maximum driving force limiting means limits the maximum driving force within a range that can be realized without consuming the energy of the power storage device when the required turning amount exceeds a predetermined value. 3. A driving force control apparatus for a hybrid vehicle according to 2.   The maximum driving force limiting means limits the maximum driving force within a continuous rating of the drive motor when the required turning amount exceeds a predetermined value. A driving force control device for a hybrid vehicle according to claim 1.   The maximum driving force limiting means gradually increases the limit amount of the maximum driving force to a limit amount that the turn request amount is equal to or greater than a predetermined value as the turn request amount increases when the turn request amount is less than a predetermined value. The driving force control apparatus for a hybrid vehicle according to claim 3 or 4, wherein the driving force control apparatus is a hybrid vehicle.   6. The hybrid vehicle according to claim 1, wherein the turn request amount in the turn request amount determination unit is any one of a lateral force, a yaw rate, and a slip angle generated in the vehicle. Driving force control device.