JP2001186603A - Control device for four-wheel drive vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a front/rear-wheel drive vehicle obtaining its running performance as high as possible, by reducing limiting of use of an electric motor driving a rear wheel under a prescribed running condition. SOLUTION: Since an RMG70 functioning as a second prime mover is operated to be based on one output torque region selected to be based on an operating condition of a vehicle, the RMG70 is operated in a necessary and sufficient output torque range in accordance with the operating condition of the vehicle, consequently use of the RMG70 under a prescribed running condition is hardly limited, and running performance of the vehicle is obtained as high as possible.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a four-wheel drive vehicle in which one of a front wheel and a rear wheel is driven by a first prime mover, and the other wheel is driven by a second prime mover. The present invention relates to a control technique for preventing overheating of the four-wheel drive as much as possible without impairing the performance of the four-wheel drive.

[0002]

2. Description of the Related Art In a four-wheel drive vehicle in which a front wheel is driven by an engine functioning as a first prime mover and a rear wheel is driven by an electric motor functioning as a second prime mover, the output torque of the engine depends on the accelerator opening. There is known a control device for increasing the output torque of an electric motor. For example, a four-wheel drive vehicle with an electric motor described in JP-A-63-188528 is the one.

[0003]

However, in the above-described conventional four-wheel drive vehicle, it is unknown how to set the use area of the output torque of the motor, and the use of the motor is limited by overheating of the motor. As a result, there is a problem that the running performance of the vehicle cannot be sufficiently obtained. That is, if the output torque is not limited by the temperature, the motor may overheat, and if the torque of the motor is output without limitation, the motor may be damaged.

The present invention has been made in view of the above circumstances, and an object of the present invention is to reduce the use of the second prime mover under predetermined driving conditions, thereby improving the running performance of the vehicle. It is an object of the present invention to provide a control device for a front and rear wheel drive vehicle that can be obtained as much as possible.

[0005]

SUMMARY OF THE INVENTION To achieve the above object, the gist of the present invention is that one of a front wheel and a rear wheel can be driven by a first prime mover and the other can be driven by a second prime mover. In the control device for a four-wheel drive vehicle, a plurality of output torque regions of the second prime mover are provided, and one of the plurality of output torque regions is selected based on an operating state, and the selected one output torque region is selected. In order to operate the second prime mover.

[0006]

According to this, the second output torque range selected based on the driving state of the vehicle can be used as the second output torque range.
Since the prime mover is operated, the second prime mover is operated in a necessary and sufficient output torque range according to the driving state of the vehicle, so that the use of the second prime mover under predetermined driving conditions is less restricted. Thus, the running performance of the vehicle can be obtained as much as possible.

[0007]

Another aspect of the present invention is preferably a control apparatus for a front and rear wheel drive vehicle in which one of a front wheel and a rear wheel is driven by a first prime mover and the other wheel is driven by a second prime mover. (A) output torque area selecting means for selecting one output torque area from a plurality of types of output torque areas preset for operating the second prime mover based on the driving state of the vehicle; b) second prime mover operation control means for operating the second prime mover based on one output torque region selected based on the operating state of the vehicle from a plurality of types of output torque regions stored in advance. Be composed. With this configuration, the second prime mover operation control means sets the second motor based on one output torque area selected based on the driving state of the vehicle by the output torque area selection means.
Since the prime mover is operated, the second prime mover is operated in a necessary and sufficient output torque range according to the driving state of the vehicle, so that the use of the second prime mover under predetermined driving conditions is less restricted. Thus, the running performance of the vehicle can be obtained as much as possible.

Preferably, the plurality of types of output torque regions include at least a high torque side region and a low torque side region. In this way, the second prime mover can be operated even in the low torque side region, so that the constant operation on the high torque side is avoided, the overheating of the second prime mover is prevented, and the operation of the second prime mover is ensured. Is done. For example, the plurality of types of output torque regions are a plurality of types of regions set in two-dimensional coordinates of a rotation speed axis representing the rotation speed of the second prime mover and an output torque axis representing the output torque of the second prime mover. And includes a first output torque area where the maximum torque value is relatively high and a second output torque area where the maximum torque value is relatively low. The required and sufficient output torque area can be selected from the first output torque area where the motor torque is relatively high and the second output torque area where the maximum torque value is relatively low according to the driving state or running state of the vehicle. Therefore, the constant operation in the first output torque region where the maximum torque value is high is prevented, and the operation of the second prime mover is ensured.

Preferably, when the output torque region used for operating the second prime mover is changed from the high torque side region to the low torque side region, the output torque region is shifted from the low torque side region to the high torque side region. Compared to changing to an area,
The output torque of the second prime mover is gradually reduced. In this way, a sudden decrease in the driving force of the other wheel is prevented, and the stability of the vehicle behavior is ensured. For example, the second prime mover operation control means may determine that the output torque area selected by the output torque area selection means is an output torque area having a maximum torque value lower than the maximum torque value of the previous one, that is, the output torque area. When the second output torque area is selected by the selection means, the output torque area selected by the output torque area selection means is an output torque area having a maximum torque value higher than the maximum torque value of the previous one. In this case, the output torque of the second prime mover is gradually reduced as compared with the case where the first output torque range is selected by the output torque range selecting means. A sudden decrease in the driving force of the wheels is prevented, and the stability of the vehicle behavior is enhanced.

[0010] Preferably, when one output torque region is selected from a plurality of types of output torque regions based on the driving state of the vehicle, at the time of vehicle start, at the time of driving wheel slip,
Alternatively, the region on the high torque side is selected during understeer, and the region on the low torque side is selected in other cases. By doing so, the output torque of the second prime mover is ensured at the time of vehicle start, at the time of driving wheel slip, or at the time of understeer. For example, the output torque region selecting means may set the maximum torque in the starting state of the vehicle, in the slip state of one of the wheels driven by the first prime mover, or in the understeer state as compared with the case where the vehicle is not in such a state. This is to select an output torque region having a high value. With this configuration, in the starting state of the vehicle, the slip state of one of the wheels driven by the first prime mover, or the understeer state, the driving force of the other wheel driven by the second prime mover can be sufficiently increased. Thus, starting acceleration, elimination of slip of one of the wheels driven by the first prime mover, and elimination of understeer can be suitably obtained.

Preferably, the region on the high torque side is used when the road gradient is large, and the region on the low torque side is used when the road gradient is small. In this way, the vehicle can be prevented from moving backward, and the frequency of use on the low torque side can be increased.
Efficiency is improved, and when the second prime mover is an electric motor (electric motor), overheating thereof is suitably prevented.

Preferably, when the road gradient is large, the four-wheel drive state is continued up to a higher vehicle speed than when the road gradient is small. In this case, the backward movement of the vehicle is suitably suppressed.

Preferably, the braking force of each wheel is controlled so that the wheel slip rate falls within a predetermined slip rate range during the braking operation of the vehicle by using the wheel speed from each wheel speed sensor. ABS control means for controlling, and VSC control means for controlling the braking force of the left and right wheels or the driving force of the wheels so as to prevent the body direction from deviating from the steering angle of the steering wheel during turning of the vehicle, thereby preventing understeer or oversteer. Wherein the second prime mover operation control means suspends the operation of the second prime mover when the wheel speed sensor is abnormal or when the ABS control means or the VSC control means operates the ABS control or the VSC control. It is. With this configuration, when the wheel speed sensor is abnormal, or when the ABS control means or the VSC
At the time of operation of the control means, it automatically becomes a two-wheel drive state by one of the wheels, and abnormalities of ABS control or VSC control,
Alternatively, control interference is prevented, and safety is enhanced.

Preferably, there is provided a low-temperature state determining means for determining a low-temperature state in which the outside air temperature falls below a predetermined temperature at which a change in the coefficient of friction of the traveling road surface is predicted. The control means operates the second prime mover preferentially when the low temperature state is determined by the low temperature state determination means. With this configuration, when the temperature becomes low, the second prime mover is automatically operated, so that the stability of the vehicle is ensured.

Preferably, the vehicle start determining means for determining whether or not the vehicle is running, a wheel slip determining means for determining the occurrence of wheel slip, and the vehicle slip based on the steering angle and the yaw rate. Understeer determination means for determining understeer in turning travel, turning travel determination means for determining that the steering angle is greater than a predetermined value, acceleration operation determination means for determining that the accelerator pedal operation speed is equal to or higher than a predetermined value, High load traveling determination means for determining that the accelerator pedal operation amount is equal to or greater than a predetermined value, and deceleration traveling determination means for determining deceleration traveling of the vehicle, wherein the second prime mover operation control means includes: If any of wheel slip, understeer, turning, acceleration, and high-load running is determined, it is determined that four-wheel drive is required. To operate the 2 prime mover. The second prime mover operation control means determines that four-wheel drive is unnecessary when none of the above-described vehicle starting travel, wheel slip, understeer, turning travel, acceleration operation, and high-load travel is determined. After a preset delay time, the operation of the second prime mover is stopped. With this configuration, the second prime mover is automatically operated when the four-wheel drive is required, so that the stability of the vehicle is ensured. In addition, since the operation of the second prime mover is stopped after a predetermined delay time from the determination that the four-wheel drive is unnecessary, the determination is prevented from fluttering.

Preferably, a steering angle sensor abnormality judging means for judging an abnormality of a steering angle sensor for detecting a steering angle of a steering wheel, or a yaw rate sensor abnormality judging means for judging an abnormality of a yaw rate sensor for detecting a yaw rate. Is provided, the second prime mover operation control means, when the steering angle sensor abnormality is determined by the steering angle sensor abnormality determination means, or when the yaw rate sensor abnormality is determined by the yaw rate sensor abnormality determination means, Even if the understeer is determined by the understeer determining means, the second prime mover is not operated. In this way, there is an advantage that the four-wheel drive is not performed when the understeer is erroneously determined due to the abnormality of the steering angle sensor or the abnormality of the yaw rate sensor.

Another subject of the present invention is that a first prime mover for driving one of the front wheels and the rear wheel, a second prime mover for driving the other wheel, and the slip ratio of one of the wheels are set to one of the two. A traction control means for reducing the driving force of one of the wheels in order to be within the target slip ratio region of the wheels, the control device for a front and rear wheel drive vehicle comprising: Torque distribution feedback control means for controlling the torque distribution of the front wheels and the rear wheels so as to achieve a target slip state between the wheels, and (b) the torque during execution and non-execution of traction control by the traction control means. Feedback control operation changing means for changing the feedback control operation by the distribution feedback control means. With this arrangement, the torque distribution feedback control means performs feedback control on the torque distribution of the front wheels and the rear wheels so that the actual slip state between the front and rear wheels becomes the target slip state between the front and rear wheels. Appropriate torque distribution is provided between the front and rear wheels. Further, the feedback control operation by the torque distribution feedback control unit is changed by the feedback control operation changing unit between the time when the traction control is being executed and the time when the traction control is not being executed.
Even if the driving force is suppressed to reduce the slip of the wheels driven by the first prime mover by executing the traction control, the control operation amount for the second prime mover is secured and the power performance of the vehicle is obtained.

Preferably, there is provided second motor operation control means for operating the second motor based on the torque distribution output from the torque distribution feedback control means. In this way, by operating the second prime mover, the torque distribution of the vehicle for achieving the actual slip ratio as the target slip ratio is achieved.

Preferably, the feedback control operation changing means includes a control deviation value of feedback control by the torque distribution feedback control means during the traction control, or a control for calculating the control deviation value. At least one of the target value and the actual value is changed so as to increase the torque sharing ratio of the other wheel driven by the second prime mover. With this configuration, the control deviation value of the torque distribution feedback control means, or at least one of the control target value and the actual value for calculating the control deviation value, is controlled by the torque sharing of the other wheel driven by the second prime mover. Since the ratio is changed so as to increase, the control operation amount for the second prime mover is secured even during the execution of the traction control by the traction control means, and the power performance of the vehicle can be obtained.

Preferably, the feedback control operation changing means sets a feedback control type feedback gain used by the torque distribution feedback control means to a second gain during execution of the traction control.
The change is to increase the torque sharing ratio of the other wheel driven by the prime mover. With this configuration, the feedback gain target of the torque distribution feedback control unit is changed so as to increase the torque sharing ratio of the other wheel driven by the second prime mover.
Even during the execution of the traction control by the traction control means, the control operation amount for the second prime mover is ensured, and the power performance of the vehicle can be obtained.

Preferably, the feedback control operation changing means, during execution of the traction control, outputs a control output value obtained from a feedback control formula used by the torque distribution feedback control means to a second control output value.
The change is to increase the torque sharing ratio of the other wheel driven by the prime mover. With this configuration, the control output value obtained from the feedback control equation is changed so as to increase the torque sharing ratio of the other wheel driven by the second prime mover. Also, the control operation amount for the second prime mover is ensured, and the power performance of the vehicle can be obtained.

Preferably, the traction control reduces the output of the first prime mover and / or the driving force of one of the vehicles when starting on a low μ road such as a snow-covered road or a frozen road. is there. By doing so, the first
During the traction control in which the output of the prime mover and / or the braking force of one of the wheels is controlled, the operation of the feedback control by the torque distribution feedback control means is changed.

Another aspect of the invention is a front-rear wheel drive vehicle including a first electric motor for driving front wheels and a second electric motor for driving rear wheels. The first motor and the second motor have a specific relationship between their thermal ratings. With this configuration, since the mutual relationship between the thermal ratings of the first motor and the second motor is set to a specific state, the front-rear wheel drive vehicle can be configured in consideration of its driving force balance.
Running stability can be maintained.

Preferably, the thermal rating of the first motor is higher than the thermal rating of the second motor. With this configuration, since the thermal rating of the second motor that drives the rear wheels is lower than the thermal rating of the first motor that drives the front wheels, the output of the second motor on the rear wheel side is limited first. Since the rear wheels are used, there is an advantage that the stability of the vehicle is relatively maintained.

Another subject of the present invention is a control device for a front-rear wheel drive vehicle including a first motor for driving front wheels and a second motor for driving rear wheels. And a first motor operation increasing means for increasing the operation of the first electric motor when the operation of the second electric motor is restricted. With this configuration, when the operation of the second electric motor for driving the rear wheels is restricted, the operation of the first electric motor for driving the front wheels is increased. Driving force or regenerative braking force is secured. For example, when the output of the second motor is limited, the output of the first motor is increased so as not to change the total driving force of the vehicle, and when the regeneration of the second motor is limited, the total regenerative braking force of the vehicle is not changed. As the regeneration of the first electric motor is increased, the stability of the vehicle is maintained, and the total driving force or the regenerative braking force of the vehicle is secured.

Preferably, the thermal rating of the first motor is higher than the thermal rating of the second motor. With this configuration, since the thermal rating of the second motor that drives the rear wheels is lower than the thermal rating of the first motor that drives the front wheels, the output of the second motor on the rear wheel side is limited first. Since the rear wheels are used, there is an advantage that the stability of the vehicle is relatively maintained.

Another subject of the present invention is a control device for a front-rear-wheel drive vehicle including a first motor for driving front wheels and a second motor for driving rear wheels. A second motor output reducing means for reducing the operation of the second motor so as to set the distribution ratio of the driving force or the braking force of the front and rear wheels to a predetermined target distribution ratio when the operation of the first motor is restricted. Is to have. With this configuration, when the operation of the first motor for driving the front wheels is restricted, the operation of the second motor for driving the rear wheels is reduced, so that the driving force distribution ratio or the braking force distribution ratio for the front and rear wheels is reduced. Is set to a predetermined target distribution ratio, so that the stability of the vehicle is ensured. For example, when the output of the first motor is limited, the output of the second motor is reduced so that the rear wheel torque sharing ratio is maintained or the front wheel drive side (FF side) is maintained. Similarly, even when the regeneration of the electric motor is limited, the regeneration of the second electric motor is reduced, so that the stability of the vehicle is maintained and the full driving force or the regenerative braking force of the vehicle is secured.

Preferably, the thermal rating of the first motor is higher than the thermal rating of the second motor. With this configuration, since the thermal rating of the second motor that drives the rear wheels is lower than the thermal rating of the first motor that drives the front wheels, the output of the second motor on the rear wheel side is limited first. Since the rear wheels are used, there is an advantage that the stability of the vehicle is relatively maintained.

[0029]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 is a skeleton view for explaining the configuration of a power transmission device of a four-wheel drive vehicle, that is, a front-rear wheel drive vehicle to which the drive control device according to one embodiment of the present invention is applied. In this front and rear wheel drive vehicle, a front wheel system is driven by a first drive device having a first prime mover, that is, a main drive device 10, and a rear wheel system is driven by a second drive device having a second prime mover, that is, a sub drive device 12. It is a type of vehicle that is driven.

The main drive unit 10 includes an engine 14 which is an internal combustion engine operated by burning a mixture of air and fuel, and a motor generator (hereinafter, MG) which selectively functions as an electric motor and a generator.
16) and a double pinion type planetary gear set 18
And a continuously variable transmission 20 whose gear ratio is continuously changed. The engine 14 functions as a first prime mover, that is, a main prime mover, and the MG 16 also functions as a prime mover that is a driving source of the vehicle. Engine 14
Is provided with a throttle actuator 21 that drives the throttle valve to change the opening degree θTH of the throttle valve that controls the amount of intake air in the intake pipe.

The planetary gear unit 18 is a composite distribution mechanism for mechanically synthesizing or distributing a force, and includes three rotating elements which are independently rotatable around a common axis, ie, the engine. And a sun gear 24 connected to the input shaft 26 of the continuously variable transmission 20 via a first clutch C1.
And a ring gear 32 connected to an input shaft 26 of the continuously variable transmission 20 via a second clutch C2 and connected to a non-rotating member such as a housing 30 via a brake B1. It has. The carrier 28 includes a sun gear 24 and a ring gear 32.
A pair of intermeshing and intermeshing pinions (planetary gears) 34 and 36 rotatably support them. Each of the first clutch C1, the second clutch C2, and the brake B1 is engaged by being pressed by a plurality of friction plates superimposed on each other by a hydraulic actuator, and is released by releasing the pressing. It is a type friction engagement device.

The planetary gear set 18 and its carrier 28
Is controlled in the operating state of the engine 14, that is, the rotating state of the sun gear 24, that is, generated on the carrier 28 so that the reaction force, which is the rotational driving torque of the MG 16, is gradually increased. As a result, an electric torque converter (ETC) device that enables the vehicle to smoothly start and accelerate by increasing the rotation speed of the ring gear 32 smoothly is configured. At this time, if the gear ratio ρ (the number of teeth of the sun gear 24 / the number of teeth of the ring gear 32) of the planetary gear device 18 is, for example, 0.5, which is a general value, the torque of the ring gear 32: the torque of the carrier 28: the sun gear 24 Torque = 1 / ρ: (1-ρ) / ρ:
From the relationship 1, the torque of the engine 14 is amplified to 1 / ρ times, for example, 2 times, and transmitted to the continuously variable transmission 20.
This is called a torque amplification mode.

The continuously variable transmission 20 has an input shaft 26.
The output shaft 38 includes a pair of variable pulleys 40 and 42 having variable effective diameters, and an endless annular transmission belt 44 wound around the pair of variable pulleys 40 and 42. These pair of variable pulleys 4
0 and 42 are fixed rotating bodies 46 and 48 fixed to the input shaft 26 and the output shaft 38, respectively, and the input shaft 26 and the output shaft 38 are formed so as to form a V groove between the fixed rotating bodies 46 and 48. Movable body 5 that is movable in the axial direction with respect to and is mounted so as not to rotate relative to the axial center.
0 and 52, and the movable rotators 50 and 52 are given thrust to change the engaging diameters, that is, the effective diameters of the variable pulleys 40 and 42, thereby changing the gear ratio γ (= input shaft rotation speed / output shaft rotation speed). It has a pair of hydraulic cylinders 54 and 56 to be changed.

The torque output from the output shaft 38 of the continuously variable transmission 20 is transmitted to a pair of front wheels 66, 6 via a reduction gear 58, a differential gear device 60, and a pair of axles 62, 64.
8. In this embodiment, a steering device for changing the steering angle of the front wheels 66 and 68 is omitted.

The sub drive unit 12 includes a rear motor generator (hereinafter, referred to as RMG) 70 functioning as a second prime mover, that is, a sub prime mover. ,
And a pair of rear wheels 80 via a pair of axles 76, 78,
82.

FIG. 2 is a diagram simply showing a configuration of a hydraulic control circuit for switching the planetary gear unit 18 of the main drive unit 10 to various operation modes. P, depending on the driver
A manual valve 92 mechanically connected to a shift lever 90 that is operated to each of the R, N, D, and B range positions uses a shuttle valve 93 and responds to the operation of the shift lever 90 in response to the operation of the shift lever 90. , B, and R ranges, the original pressure output from an oil pump (not shown) is supplied to a first pressure regulating valve 94 for regulating the engagement pressure of the first clutch C1, and the engagement pressure of the clutch C2 in the D range and the B range. The original pressure is supplied to the second pressure regulating valve 95 for regulating the pressure, and the N range, the P range,
Third for adjusting the engagement pressure of the brake B1 in the R range
The source pressure is supplied to the pressure regulating valve 96. The second pressure regulating valve 95 and the third pressure regulating valve 96 control the engagement pressure of the second clutch C2 and the brake B1 according to the output signal from the linear solenoid valve 97 driven by the hybrid control device 104, and the first pressure regulating valve 94 Controls the engagement pressure of the first clutch C1 according to the output signal from the electromagnetic on-off valve 98, which is a three-way valve that is duty-driven by the hybrid control device 104.

FIG. 3 is a diagram for explaining the configuration of a control device provided in the front and rear wheel drive vehicle of this embodiment. Engine control device 100, shift control device 102, hybrid control device 104, power storage control device 106, brake control device 1
Reference numeral 08 denotes a so-called microcomputer having a CPU, a RAM, a ROM, and an input / output interface.
U processes input signals according to a program stored in the ROM in advance while using the temporary storage function of the RAM, and executes various controls. Further, the above-mentioned control devices are communicably connected to each other, and when a required signal is requested from a predetermined control device, the signal is appropriately transmitted from another control device to the predetermined control device. ing.

The engine control unit 100 controls the engine 14
Execute engine control. For example, a fuel injection valve (not shown) is controlled for controlling the fuel injection amount, an igniter (not shown) is controlled for controlling the ignition timing, and the traction control controls the engine 14 so that the front wheels 66 and 68 during slipping grip the road surface. The throttle actuator 21 is controlled in order to temporarily reduce the output of the throttle actuator.

The transmission control unit 102 determines the actual transmission ratio γ and the transmission torque, ie, the engine 14 and MG1
6. The pressure regulating valve for regulating the belt tension pressure is controlled based on the output torque of No. 6 so that the tension of the power transmission belt 44 is set to an optimum value, and the engine 14 operates along the minimum fuel consumption rate curve or the optimum curve. Based on the relationship stored in advance, the target speed ratio γm is determined based on the actual vehicle speed V and the engine load, for example, the throttle valve opening θTH expressed as the throttle opening θ or the accelerator pedal operation amount ACC. Controls the speed ratio γ of the continuously variable transmission 20 so as to match the target speed ratio γm.

Further, the engine control device 100 and the shift control device 102 operate, for example, the throttle actuator 21 and the fuel control so that the operating point of the engine 14 moves, for example, along the best fuel consumption operation line shown in FIG. The injection amount is controlled and the speed ratio γ of the continuously variable transmission 20 is changed. In addition, the hybrid control device 10
4, the throttle actuator 21 and the gear ratio γ are changed in order to change the output torque TE or the rotational speed NE of the engine 14, and the engine 14
Move the operating point of.

The hybrid control device 104 controls the drive current supplied from the power storage device 112 including a battery or the like to the MG 16 or the MG control for controlling the inverter 114 for controlling the generated current output from the MG 16 to the power storage device 112. RM from the power storage device 112
An RMG control device 120 for controlling an inverter 118 for controlling a drive current supplied to the G70 or a generation current output from the RMG 70 to the power storage device 112, an operation position PSH of the shift lever 90, a throttle (accelerator) Opening degree θ (operation amount A of accelerator pedal 122)
Based on CC), vehicle speed V, and the state of charge SOC of power storage device 112, for example, one of a plurality of operation modes shown in FIG. 5 is selected, and throttle opening θ,
Based on the operation amount BF of the brake pedal 124, MG1
6 or a torque regenerative braking mode in which a braking force is generated by torque required for power generation by the RMG 70, or the engine 1
An engine brake mode for generating a braking force by the rotation resistance torque of No. 4 is selected.

When the shift lever 90 is operated to the B range or the D range, for example, when starting or running at a constant speed with a relatively low load, the motor drive mode is selected, the first clutch C1 is engaged and the second clutch C1 is engaged. When both C2 and brake B1 are released, only MG16 is released.
Drives the vehicle. In this motor running mode, when the state of charge SOC of the power storage device 112 becomes insufficient below a lower limit set in advance, or when the engine 14 is started to require more driving force, Is switched to an ETC mode or a direct connection mode, which will be described later, and the MG 16 or the RMG 70 is driven while maintaining the running state, and the MG 16 or the RMG 7 is driven.
0 causes the power storage device 112 to be charged.

When the vehicle is running at a relatively medium load or a high load, the direct connection mode is selected, the first clutch C1 and the second clutch C2 are both engaged, and the brake B1 is released. The vehicle is driven by the engine 14 or exclusively by the engine 14 and the MG 16, or at the same time when the vehicle is driven by the engine 14 and the MG 14
The storage device 112 is charged by 16. In this direct connection mode, the rotation speed of the sun gear 24, ie, the engine rotation speed NE (rpm), and the rotation speed of the carrier member 28, ie, MG
16, the rotation speed NMG (rpm) of the ring gear 32, that is, the rotation speed NIN (rpm) of the input shaft 26 of the continuously variable transmission 20.
Are the same value, the three rotation axes (vertical axis) in the two-dimensional plane, ie, the sun gear rotation axis S, the ring gear rotation axis R, the carrier rotation axis C, and the gear ratio axis (horizontal axis) In the alignment chart of FIG.
The result is shown by the dotted line. In FIG. 6, the distance between the sun gear rotation speed axis S and the carrier rotation speed axis C corresponds to 1, and the ring gear rotation speed R and the carrier rotation speed axis C
Corresponds to the gear ratio ρ of the double pinion type planetary gear set 18.

For example, in the case of starting acceleration traveling, ETC
Mode, that is, the torque amplification mode is selected, and in a state where the second clutch C2 is engaged and the first clutch C1 and the brake B1 are both released, the power generation amount (regeneration amount) of the MG16, that is, the reaction force (MG16 By gradually increasing the driving torque to rotate), the vehicle is smoothly started to zero while the engine 14 is maintained at the predetermined rotation speed. Thus, Engine 1
4 drives the vehicle and MG 16
Assuming that the torque of the engine 14 is 1 / ρ times, for example, ρ = 0.5, the torque is amplified twice and transmitted to the continuously variable transmission 20.
That is, when the rotation speed NMG of the MG 16 is at the point A (negative rotation speed, that is, the power generation state) in FIG. 6, the vehicle is stopped because the input shaft rotation speed NIN of the continuously variable transmission 20 is zero. However, as shown by the dashed line in FIG. 6, the power generation amount of the MG 16 is increased and the rotational speed NMG is changed to the positive side point B, so that the input shaft rotational speed of the continuously variable transmission 20 is changed. NIN is increased and the vehicle is started.

When the shift lever 90 is operated to the N range or the P range, basically, the neutral mode 1 is set.
Or 2 is selected, the first clutch C1, the second clutch C2, and the brake B1 are all released, and the power transmission path in the planetary gear set 18 is released. In this state, for example, when the state of charge SOC of the power storage device 112 becomes insufficient below the lower limit set in advance, for example, the charging / engine start mode is set, and the brake B1 is engaged. The engine 14 is started by the MG 16. When the shift lever 90 is operated to the R range, for example, in light load reverse traveling, the motor traveling mode is selected, the first clutch C1 is engaged, and the second clutch C2 and the brake B1 are both released. The vehicle is driven backward by the MG 16 exclusively. However, for example, in the middle load or high load reverse running, the friction running mode is selected, the first clutch C1 is engaged and the second clutch C2 is released, and the brake B1 is slip-engaged.
Thereby, the output torque of engine 14 is added to the output torque of MG 16 as the driving force for moving the vehicle backward.

The hybrid control device 104
When the vehicle starts or suddenly accelerates according to the driving force of the front wheels 66, 68, the RMG 70 is operated according to a predetermined driving force distribution ratio to temporarily increase the driving force of the vehicle, and the rear wheels 80, The RMG 70 is used by the RMG 70 in order to increase the starting capability of the vehicle during high-μ road assist control that generates driving force also from 82 and during start-up running on low-friction roads (low-μ roads) such as frozen roads and snow-covered roads. At the same time as driving the wheels 80 and 82, for example, the gear ratio γ of the continuously variable transmission 20
To lower the driving force of the front wheels 66 and 68
Execute the road assist control.

When the state of charge SOC of the power storage device 112 such as a battery or a capacitor falls below a preset lower limit value SOCD, the power storage control device 106
Power storage device 11 using electric energy generated by MG 70
2 is charged or stored, and when the stored amount of charge SOC exceeds a preset upper limit value SOCU, the MG
16 or charging with electric energy from the RMG 70 is prohibited. Also, at the time of the power storage, the power storage device 11
2, the range between the power or electric energy receiving limit value WIN and the taking-out limit value WOUT, which is a function of the temperature TB, is set to the actual expected power value Pb [= generated power PMG + power consumption PRMG.
(Negative)], the acceptance or removal is prohibited.

The brake control device 108 is, for example, TR
C control, ABS control, VSC control, etc., are performed via a hydraulic brake control circuit in order to increase the stability of the vehicle at the time of starting traveling, braking, turning at low μ roads or the like, or to increase traction. Wheel brakes 66WB, 68WB, 80WB, 8 provided on wheels 66, 68, 80, 82
Control 2WB. For example, in the TRC control, based on a signal from a wheel rotation (wheel speed) sensor provided for each wheel, a wheel speed (a vehicle speed converted based on the wheel rotation speed) such as a right front wheel speed VFR and a left front wheel speed Vehicle speed V
FL, right rear wheel speed VRR, left rear wheel speed VRL, front wheel speed [= (VFR + VFL) / 2], rear wheel speed [= (VRR + V
RL) / 2], and the vehicle speed (VFR, VFL, VRR, VRL)
Of the vehicle, the slip speed ΔV, which is the difference between the front wheel speed which is the main drive wheel and the rear wheel speed which is the non-drive wheel, is set to a preset control start determination reference value ΔV1. If it exceeds, the front wheel is determined to be slip, and the throttle actuator 21 and the wheel brakes 66WB, 6 are set so that the slip rate RS [= (ΔV / VF) × 100%] falls within a preset target slip rate RS1.
The driving force of the front wheels 66, 68 is reduced using 8WB or the like. In the ABS control, the wheel brakes 66WB, 68WB, 80WB, 82WB are controlled so that the slip ratio of each wheel is within a predetermined target slip range during the braking operation.
Is used to maintain the braking force of the front wheels 66, 68 and the rear wheels 80, 82 to enhance the directional stability of the vehicle. Further, in the VSC control, during turning of the vehicle, oversteer of the vehicle is performed based on a steering angle from a steering angle sensor (not shown), a yaw rate from a yaw rate sensor, longitudinal acceleration and lateral (lateral) acceleration from a two-axis G sensor, and the like. The wheel brakes 66WB and 68W are used to judge the tendency or understeer tendency and to suppress the oversteer or understeer.
B, 80WB, or 82WB, and the throttle actuator 21 is controlled.

FIG. 7 shows the hybrid controller 104
FIG. 2 is a functional block diagram for explaining a main part of a control function such as a control function. In FIG. 7, the output torque area storage means 130
For example, it is provided in the RAM of the hybrid control device 104, and stores a plurality of types of output torque regions indicating characteristics for limiting the output torque of the RMG 70. In this embodiment, as shown in FIG. 8, the rotational speed NRM of the RMG 70 is in the plurality of types of output torque regions.
The rotational speed axis 132 representing G and the output torque T of the RMG 70
A plurality of types of areas set in two-dimensional coordinates with the output torque axis 134 representing RMG, and a first output torque area (first output torque area) in which the maximum torque value indicated by the line A1 is relatively higher than the line A2. Output torque characteristic), that is, the area inside the A1 line and the second output torque area (second output torque characteristic), that is, the A2 line where the maximum torque value indicated by the A2 line having a lower torque value is relatively lower than the A1 line. And an inner area. The first output torque region is, for example, RM
G70 represents the maximum rating (short-time rating such as 5-minute rating), and the second output torque region is, for example, 30
It represents a long-time rating such as a minute rating.

The vehicle driving state determination means 136 includes a vehicle start determination means 138 for determining whether or not the vehicle is running based on the position of the shift lever 90, the accelerator opening θ, the vehicle speed V, and the like, and a right front wheel. Vehicle speed VFR, left front wheel speed V
The wheel slip determination means 140 which determines the occurrence of slipping of the wheels, especially the front wheels 66 and 68 which are the main drive wheels, based on the FL, the rear right wheel speed VRR, and the rear left wheel speed VRL, and the steering angle and the yaw rate. Understeer determining means 14 for determining understeer during turning of the vehicle
2, a turning travel determining means 144 for determining the turning travel of the vehicle based on the fact that the steering angle is greater than a predetermined value, etc., and an accelerator opening degree change rate dθ / dt, ie, the accelerator pedal 1
An acceleration operation determining unit 146 that determines the acceleration operation of the vehicle based on the operation speed of the engine 22 being equal to or higher than a predetermined value, and determines the high load traveling of the vehicle based on that the accelerator opening θ is equal to or higher than the predetermined value. The vehicle includes a high-load traveling determination unit 148 and a deceleration traveling determination unit 150 that determines the deceleration traveling (non-braking) of the vehicle based on the accelerator opening θ and the vehicle speed V. Starting travel, wheel slip, understeer, turning travel, acceleration operation,
Either high load traveling or decelerated traveling is determined.

The output torque area selection means 152 selects one of a plurality of types of output torque areas stored in the output torque area storage means 130 based on the driving state of the vehicle, for example, whether the vehicle has started, wheel slips or understeer. One output torque range is selected. The output torque area selecting means 152 has a higher maximum torque value in the starting state of the vehicle, in the slip state of the front wheels 66 and 68 driven by the engine 14, or in the understeer state, as compared with the case where the vehicle is not in such a state. Select the output torque area. That is, when any one of vehicle start, wheel slip, and understeer is determined by the vehicle driving state determination unit 136, the first output torque region of FIG. 8 is selected, and turning traveling, acceleration operation, high load traveling, If any one of the deceleration driving is determined, the second output torque region in FIG. 8 is selected. That is, the output torque region is selected in order to switch the degree of the output torque of the RMG 70 that performs the four-wheel drive according to the driving state.

The second prime mover operation control means 154 determines the R based on one output torque area selected by the output torque area selection means 152 based on the operating state of the vehicle.
The MG 70 is activated. Second motor operation control means 154
Is basically a driving force distribution ratio of a magnitude corresponding to the static load distribution ratio or the dynamic load distribution ratio of the front and rear wheels,
The RMG 70 is operated within the selected output torque range so as to generate the driving force from 82. That is, the RMG 70 is operated so as not to deviate from the selected output torque region, in other words, not to exceed the maximum torque value of the selected output torque region. The second prime mover operation control means 154 selects the first torque selected by the output torque area selection means 152 in order to obtain a high four-wheel drive effect when any one of the vehicle states of vehicle start, wheel slip, and understeer is present. RMG7 based on output torque range
0, and when the vehicle is in any one of the following states: turning, accelerating, high-load running, or decelerating, the fourth torque selected by the output torque range selecting means 152 to obtain a long four-wheel drive effect. RMG7 based on 2 output torque range
Activate 0.

The second motor operation control means 154
Determines that four-wheel drive is unnecessary if none of the vehicle start-up running, slip of the front wheels 66 and 68, understeer, turning running, acceleration operation, and high-load running is determined by the vehicle driving state determining means 136. After a predetermined delay time, the RMG 70
Pause the operation of.

The second prime mover operation control means 154
Indicates that the output torque area selected by the output torque area selecting means 152 is an output torque area having a maximum torque value lower than the maximum torque value of the previous output torque area, that is, a second output torque area instead of the first output torque area. Is selected, the output torque region having the maximum torque value higher than the maximum torque value of the output torque region up to that time is selected, that is, the first output torque region is selected instead of the second output torque region. Compared to the case where
The output torque of the MG 70 is reduced to prevent a sudden decrease in the driving force of the rear wheels 80, 82.

The ABS control judging means 158 sets the slip ratio of the wheel to a predetermined value during the execution of the ABS control by the brake control device 108, that is, at the time of the braking operation of the vehicle using the signal from the wheel speed sensor. It is determined whether or not control for controlling the braking force of each wheel is being performed so as to be within the rate range. VSC control determination means 1
Reference numeral 60 denotes understeer by controlling the braking force of the left and right wheels or the driving force of the wheels so that the vehicle direction does not deviate from the steering angle of the steering wheel during execution of VSC control by the brake control device 108, that is, during turning of the vehicle. Alternatively, it is determined whether or not control for preventing oversteer is being executed. The wheel speed sensor abnormality determination means 164
The abnormality of the wheel speed sensor is determined based on the relative values of the right front wheel speed VFR, the left front wheel speed VFL, the right rear wheel speed VRR, and the left rear wheel speed VRL. Low temperature state determination means 1
At 62, it is determined whether or not a low temperature state in which the outside air temperature detected by a temperature sensor (not shown) is lower than a predetermined reference value, for example, a temperature state where road surface freezing can occur. The steering angle sensor abnormality determining means 166 determines abnormality of a steering angle sensor for detecting a steering angle of a steering wheel used for VSC control. The yaw rate sensor abnormality determining means 168 determines an abnormality of the yaw rate sensor for detecting the yaw rate used for the VSC control.

When the wheel speed sensor abnormality determining means 164 determines that the wheel speed sensor is abnormal, the second prime mover operation control means 154 controls the ABS by the ABS control determining means 158.
At the time of the operation determination of the control or the operation determination of the VSC control by the VSC control determination means 160, even if the operation condition of the four-wheel drive is satisfied and the RMG 70 is being executed, the RMG 70
Pause the operation of. Second motor operation control means 1
When the low temperature state determination unit 162 determines that the vehicle is in the low temperature state, the 54 operates the RMG 70 preferentially and sets the RMG 70 to the four-wheel drive state. Further, the second prime mover operation control means 154 determines whether the steering angle sensor abnormality is determined by the steering angle sensor abnormality determination means 166 or the yaw rate sensor abnormality is determined by the yaw rate sensor abnormality determination means 168. However, even if the understeer is determined by the understeer determining means 142, the RMG 70 is not operated and the four-wheel drive is not started.

FIGS. 9 and 10 are flow charts for explaining a main part of the control operation of the hybrid control device 104 and the like. FIG. FIG. 10 shows a four-wheel drive stop routine for stopping or prohibiting four-wheel drive when an abnormality or control interference occurs.

In the output torque range switching and rear wheel switching control routine of FIG. 9, in SA1 corresponding to the low temperature state determining means 162, it is determined whether or not the outside air temperature is in a low temperature state where a road surface friction coefficient may change. Is determined. If the determination in SA1 is affirmative, 4
The WD unnecessary counter is reset, and in SA17 corresponding to the output torque area selection means 152, the first output torque area in which the maximum torque value is indicated by the A1 line is selected as the output torque area of the RMG 70. Next, at SA18 corresponding to the second prime mover operation control means 154, the RM
G70 is operated in the first output torque range.

If the determination at SA1 is negative, the determination at SA2 corresponding to the vehicle start determination means 138 is
Whether or not the vehicle is in the starting state is determined based on the position of the shift lever 90, the throttle opening θ, the vehicle speed V, and the like. If the determination of SA2 is affirmative, RMG 70 is operated in the first output torque region to execute four-wheel drive by executing SA16 and below. However, if the determination in SA2 is negative, in SA3 corresponding to the wheel slip determination means 140, the front wheels 66, 6 which are the main drive wheels driven by the engine 14 are determined.
It is determined whether the slip No. 8 has occurred. This SA
When the determination of 3 is affirmative, in SA14, it is determined whether or not the slip ratio of the front wheels 66, 68 is larger than a predetermined value. This predetermined value is for determining the degree of slip corresponding to switching of the output torque region. If the determination in SA14 is affirmative, SA16
The following is performed to perform the four-wheel drive RMG 70
Is operated in the first output torque region, but S
If the determination in A14 is denied, 4
The WD unnecessary counter is reset, and it is determined in SA20 whether the current use point of the RMG 70, that is, the operating point shown in the two-dimensional chart of FIG. If the determination in SA20 is denied, the second output torque region is selected in SA21. If the determination is affirmative, in SA22, the second output torque region is switched from the first output torque region to gradually reduce the output torque of the RMG 70. The output torque range is gradually changed from the A1 line to the A2 line. In the present embodiment, SA20 to SA22 also correspond to the output torque region selecting means 152.

If the determination at SA3 is negative, the control goes to SA4 corresponding to the understeer determination means 142 to determine
Whether or not understeer has occurred is determined based on the steering angle, front-rear, left-right biaxial acceleration, yaw rate, and the like. If the determination in SA4 is affirmative, in SA15, it is determined whether or not the understeer is greater than or equal to a predetermined value. This predetermined value is for determining the degree of understeer corresponding to the switching of the output torque region. If the determination at SA15 is affirmative, the SA1
6 and below, and RMG7 to execute four-wheel drive
0 is activated in the first output torque range. However, if the determination in SA15 is denied, the above SA1
9 or less, and RMG7 to perform four-wheel drive
0 is activated in the second output torque range.

If the determination in SA4 is negative, in SA5 corresponding to the turning traveling determination means 144, it is determined whether the steering angle of the steering wheel is larger than a predetermined value. This predetermined value is a value for determining a steering angle that requires four-wheel drive. If the determination at SA5 is negative, at SA6 corresponding to the acceleration operation determination means 146, it is determined whether the accelerator required driving force, that is, the rate of change dθ / dt of the throttle opening is greater than a predetermined value. . This predetermined value is also a value for judging the rate of change in the throttle opening degree that requires four-wheel drive. If the determination in SA6 is negative, it is determined in SA7 corresponding to the high load traveling determination means 148 whether or not the throttle opening θ is larger than a predetermined value. This predetermined value is also a value for judging the throttle opening degree θ such that four-wheel drive is required. If the determination in SA7 is negative, in SA8 corresponding to the deceleration traveling determination means 150, whether the vehicle is decelerating, that is, non-acceleration traveling without brake operation, is determined by the operating position of the shift lever 90 and the throttle opening. The determination is made based on the degree θ, the vehicle speed V, and the like.

If any one of the determinations at SA5 to SA8 is affirmed, the above-mentioned SA19 and subsequent steps are executed, so that the RMG 70 is operated in the second output torque region to execute the four-wheel drive. However, SA
If all of the determinations of 1 to SA8 are denied, that is, the vehicle is not in a low temperature state, the vehicle is not starting, and the front wheels 66,
When the slip and understeer of 68 do not occur, the vehicle is not turning, there is no acceleration request operation, the vehicle is not running under a high load, and the vehicle is not decelerating, after the 4WD counter is incremented in SA9,
It is determined whether or not the content of the 4WD counter has exceeded a predetermined value of about several seconds. This 4WD counter is for counting the time elapsed since the determination of SA8 was denied, and the predetermined value prevents fluttering when switching from the four-wheel drive state to the two-wheel (FF) drive state. Corresponding to the set delay time.

Initially, since the determination in SA10 is denied, SA20 and subsequent steps are executed. At this time, the first output torque region is selected and the operating point of the RMG 70 is set to A
If the position is on the second line or more, the first output torque region is gradually changed to the second output torque region. If the first output torque region is selected and the operating point of the RMG 70 is below the A2 line, The first output torque area is immediately switched to the second output torque area, and if the second output torque area is selected, it is maintained.

While the above steps are repeatedly executed, the contents of the 4WD counter become equal to or more than the predetermined value and the SA10
Is affirmative, it is determined in SA11 whether the current driving state of the vehicle is a two-wheel (FF) driving state. If the determination in SA11 is negative, in SA12 corresponding to the second prime mover operation control means 154, the driving force of the RMG 70 is gradually decreased toward zero, so that the two-wheel (FF) ) It is gradually changed to the driving state. However, if the determination in SA11 is affirmative, the two-wheel (FF) drive state is maintained.

In the four-wheel drive stop control routine of FIG.
SB1 corresponding to the wheel speed sensor abnormality determination means 164
In, it is determined whether any of the wheel speed sensors provided for each wheel is abnormal. If the determination in SB1 is negative, it is determined whether or not the ABS control is being performed in SB2 corresponding to the ABS control determination means 158. If the determination at SB2 is negative, the SB3 corresponding to the VSC control determination means 160
It is determined whether or not it is determined that the VSC control is being performed. If any of the determinations in SB1 to SB3 is affirmative, in SB4 corresponding to the second prime mover operation control means 154, the four-wheel drive operation, that is, the RMG 70
Operation is stopped or prohibited.

However, if all the determinations in SB1 to SB3 are negative, it is determined in SB5 corresponding to the steering angle sensor abnormality determination means 166 whether or not the steering angle sensor is abnormal. If the determination is negative, SB6 corresponding to the yaw rate sensor abnormality determination means 168 determines whether the yaw rate sensor is abnormal. If any of the determinations at SB5 and SB6 is affirmative, the four-wheel drive operation, that is, the operation of the RMG 70 is stopped or prohibited at SB7 corresponding to the second prime mover operation control means 154. But,
If both the determinations at SB5 and SB6 are negative, this routine is terminated.

As described above, according to the present embodiment, the RMG 70 functioning as the second prime mover is operated based on one output torque region selected based on the driving state of the vehicle. Since the RMG 70 is operated in a necessary and sufficient output torque range according to the state, the use of the RMG 70 under predetermined traveling conditions is less restricted, and the traveling performance of the vehicle can be obtained as much as possible. That is, the second motor operation control means 154 (S
A18), the output torque area selecting means 152 (S
A17, SA21, and SA22), the RMG 70 is operated based on one output torque region selected based on the driving state of the vehicle from a plurality of types of output torque regions stored in accordance with the driving state of the vehicle. Since the RMG 70 is operated in a necessary and sufficient output torque range, the use of the RMG 70 under predetermined driving conditions is less restricted, and the running performance of the vehicle as a four-wheel drive can be obtained as much as possible.

According to this embodiment, the plurality of types of output torque regions stored in advance include at least a high torque side region and a low torque side region.
Since the RMG 70 is operable even in the low torque side region, the constant operation on the high torque side is avoided, the overheating of the second prime mover is prevented, and the operation of the RMG 70 is ensured. For example, the plurality of types of output torque areas stored in the output torque area storage means 130 are the rotation speeds NRMG of the RMG 70.
And a plurality of types of areas set in two-dimensional coordinates of a rotation speed axis 132 representing the output torque TRMG representing an output torque TRMG of the RMG 70, as shown in FIG.
Since it includes the first output torque region where the maximum torque value is relatively high and the second output torque region where the maximum torque value is relatively low, the maximum torque value is relatively high depending on the necessity of four-wheel drive. Since a necessary and sufficient output torque region can be selected from the high first output torque region and the second output torque region having a relatively low maximum torque value according to the driving state or running state of the vehicle, the maximum torque The constant operation in the first output torque region where the value is high is prevented, and R
The operation of MG 70 is ensured.

Further, according to the present embodiment, when the output torque area used for operating the RMG 70 is changed from the high torque side area to the low torque side area, the output torque area is changed from the low torque side area to the high torque side area. Since the output torque of the RMG 70 is reduced more gently than in the case where the range is changed, the driving force of the rear wheels 80 and 82 is prevented from sharply decreasing, and the stability of the vehicle behavior is secured. For example, the second
The motor operation control means 154 (SA18) is provided with the output torque area selection means 152 (SA17, SA21, SA22).
If the output torque region selected by is the output torque region of the maximum torque value lower than the maximum torque value of the previous one, that is, if the second output torque region is selected instead of the first output torque region, When the output torque area selected by the output torque area selecting means 152 is the output torque area having the maximum torque value higher than the maximum torque value of the previous one, that is, the first output torque area is selected instead of the second output torque area Compared to when
Since the output torque of the RMG 70 is gradually reduced, the rear wheels 80 driven by the MG 70 when the second output torque area is selected instead of the first output torque area,
A sudden decrease in the driving force of the vehicle 82 is prevented, and the stability of the vehicle behavior is enhanced.

Further, according to the present embodiment, the second prime mover operation control means 154 (SA12) changes the RM from the four-wheel drive state to the RM mode.
In the case of switching to the two-wheel drive state in which the G70 is not operated, the output torque of the RMG 70 is gradually or gradually reduced toward zero. , 82 are prevented from suddenly decreasing, and the stability of the vehicle behavior is enhanced.

Further, according to the present embodiment, when one output torque region is selected from a plurality of types of output torque regions based on the driving state of the vehicle, the high level is set when the vehicle starts, when the drive wheel slips, or when understeer. Since the region on the torque side is selected, and the region on the low torque side is selected in other cases, the output torque of the RMG 70 is secured when the vehicle starts, when the drive wheels slip, or when understeer. For example, the output torque area selecting means 152 (SA1
7, SA21, SA22) are greater in the starting state of the vehicle, in the state where the front wheels 66 and 68 driven by the engine 14 have a large slip, or in the state where the understeer is large, as compared with the case where the vehicle is not in such a state. Since the first output torque region in which the torque value is high is selected, the vehicle is driven by the RMG 70 in the starting state of the vehicle, in the state in which the front wheels 66 and 68 driven by the engine 14 have a large slip, or in the state where the understeer is large. Since the driving force of the rear wheels 80 and 82 can be sufficiently increased, the RMG 70 is operated according to the degree of necessity of four-wheel drive, so that sufficient driving force can be obtained at the time of starting and the generated front wheel Eliminating the slips of 66 and 68 and the understeer of the vehicle can be suitably obtained, and at the same time, Overheating RMG70 is suppressed, there is the advantage that its use opportunity is enlarged.

According to the present embodiment, the wheel speed sensor abnormality determining means 164 (S
B1) and the ABS control for controlling the braking force of the wheel using the signal from each wheel speed sensor so that the slip rate of the wheel falls within a preset slip rate range during the braking operation of the vehicle is determined. ABS control determining means 158
(SB2) and VS for judging VSC control for controlling the braking force of the left and right wheels or the driving force of the wheels to prevent understeer or oversteer so that the vehicle body direction does not deviate from the steering angle of the steering wheel during turning of the vehicle.
C control determination means 162 (SB3), and the second prime mover operation control means 154 (SA12) controls ABS control by the ABS control determination means 158 or VSC control determination means 160 when the wheel speed sensor is abnormal. When the operation of the VSC control is determined, the operation of the RMG 70 is stopped. Therefore, when the wheel speed sensor is abnormal, or when the ABS control means or the VSC control means is operated, the front wheel driving state by the front wheels 66 and 68 is automatically performed. , The abnormality of the ABS control or the VSC control caused by the abnormality of any of the wheel vehicle speeds VFR, VFL, VRR, and VRL is avoided, or control interference is prevented, and safety is enhanced.

Further, according to the present embodiment, the low-temperature state determining means 162 for determining a low-temperature state in which the outside air temperature falls below a predetermined temperature at which a change in the friction coefficient of the traveling road surface is predicted.
(SA1), and the second motor operation control means 154 is provided.
(SA17) is to operate the RMG 70 preferentially based on the first output torque region when the low-temperature condition is determined by the low-temperature condition determining means 162. Since the RMG 70 is operated to be in the four-wheel drive state, the stability of the vehicle is ensured.

Further, according to the present embodiment, the vehicle start determining means 138 (SA) for determining whether or not the vehicle is running.
2) and wheel slip determination means 140 (SA3) for determining the occurrence of slip of the front wheels 66 and 68 as the main drive wheels.
An understeer determining means 142 (SA4) for determining understeer in turning the vehicle based on the steering angle and the yaw rate; a turning travel determining means 144 (SA5) for determining that the steering angle is larger than a predetermined value; An acceleration operation determining means 146 (SA6) for determining an acceleration operation based on a pedal operation speed, that is, dθ / dt being equal to or more than a predetermined value; and a high load in which an accelerator pedal operation amount, that is, a throttle opening θ is equal to or more than a predetermined value. High load traveling determination means 148 (SA7) for determining traveling, and deceleration traveling determination means 150 (SA) for determining decelerated traveling of the vehicle.
8), the second prime mover operation control means 154 performs the four-wheel drive when it is determined that any one of the starting running of the vehicle, the slip of the wheels, the understeering, the turning running, the accelerating operation, and the high load running is performed. Since the RMG 70 is actuated by determining that the vehicle is in the necessary state, the second prime mover is automatically activated in the case where the four-wheel drive is required, so that the stability of the vehicle is ensured.

Further, according to the present embodiment, the second prime mover operation control means 154 determines whether any of the above-mentioned vehicle start running, wheel slip, understeer, turning running, acceleration operation, and high load running is not determined. Since it is determined that the four-wheel drive is unnecessary, and after a preset delay time, the operation of the RMG 70 is suspended to be in the two-wheel drive state, the RM
The operation of the G70 is reduced to prevent its overheating, and at the same time, the operation of the second prime mover is stopped after a predetermined delay time since it is determined that the four-wheel drive is unnecessary, thereby preventing the determination from fluttering.

Further, according to this embodiment, the abnormality of the steering angle sensor abnormality determining means 166 (SB5) for determining the abnormality of the steering angle sensor for detecting the steering angle of the steering wheel or the abnormality of the yaw rate sensor for detecting the yaw rate is determined. The yaw rate sensor abnormality determining means 168 (SB6) for determination is provided, and the second prime mover operation control means 154 determines whether the steering angle sensor abnormality is determined by the steering angle sensor abnormality determining means 166 or the yaw rate sensor abnormality determining means. If the yaw rate sensor is determined to be abnormal by 168, the RMG 70 is not activated even if the understeer is determined by the understeer determining means 142. It has the advantage of not being wheel driven.

FIG. 11 shows the hybrid controller 10
FIG. 4 is a functional block diagram for explaining a main part of another control function provided in the apparatus 4 or the like. In FIG. 11, the 4WD start determining means 230 determines whether the start condition of the four-wheel drive state, that is, the switching condition from the two-wheel drive state to the four-wheel drive state is satisfied, based on the driving and running state of the vehicle. . For example, it is determined that the four-wheel drive start condition is satisfied based on any of the following: starting running of the vehicle, slipping of wheels, understeering, turning running, accelerating running, high load running, and decelerating running. The actual slip ratio calculating means 232 calculates the rotational speed NF of the front wheels 66 and 68 which are the main drive wheels by calculating the average value of the rotational speed NFL of the left front wheel 66 and the rotational speed NFR of the right front wheel 68. The rotational speed NR of the rear wheels 80, 82, which are auxiliary driving wheels, is calculated by calculating the average value of the rotational speed NRL of the left rear wheel 80 and the rotational speed NRR of the right rear wheel 82. The difference between the rotation speed NF of the rear wheels 80 and 82 (NF-N
R) is divided by the lower one of the front wheel rotation speed NF and the rear wheel rotation speed NR, and the actual slip ratio S [=
100% × (NF-NR) / min (NF, NR)]. In the target slip ratio setting means 234, a target slip ratio SO previously obtained to obtain a desired four-wheel drive is set and stored. The target slip ratio SO may be a constant value, but may be different from each other according to the traveling state of the four-wheel drive.

The torque distribution feedback control means 236
Calculates the slip ratio deviation δsr1 (= S1−SO1) between the actual slip ratio S and the target slip ratio SO, and calculates the slip ratio deviation δsr1 using a preset feedback control equation shown in Equation 1, for example. The rear wheel torque sharing ratio Rr, which is a control operation amount, is calculated so that the actual slip ratio S and the target slip ratio SO 1 coincide with each other. The rear wheel torque sharing ratio Rr is a ratio of the driving force (drive torque) of the vehicle corresponding to the driver's required torque at the time of four-wheel drive to be shared by the rear wheels 80 and 82.
It is a value smaller than 1. Therefore, the front wheel torque sharing ratio is (1-Rr).

(Equation 1) Rr = WRr + Kp1 ・ δsr1 + Kd1 ・ dδsr1 / dt +
Ki1∫Δδsr1 dt + C1 where WRr is a rear wheel load sharing ratio, Kp1 is a proportional constant or proportional term gain, Kd1 is a differential constant or differential term gain, Ki1 is an integral constant or integral gain, and C1 is a constant.

Then, the second prime mover operation control means 238
Activates the RMG 70 based on the torque distribution output from the torque distribution feedback control means 236, for example, the rear wheel torque sharing ratio Rr and the driver's required driving force Tdrv so that the torque distribution is achieved. That is, the rear wheel torque (Tdrv × Rr) is calculated from the driver request torque Tdrv and the rear wheel torque sharing ratio Rr, and the RMG 70 is driven so as to output the wheel torque thereafter. The driver request torque Tdrv is calculated based on the vehicle speed V and the throttle opening θ from, for example, a relationship stored in advance shown in FIG.

The traction control-in-progress determination means 240 determines whether the traction (TR
C) It is determined whether the control is being executed. When the traction control determination unit 240 determines that traction control is being performed, the feedback control operation changing unit 242 changes the feedback control operation of the torque distribution feedback control unit 236 to the rear wheel torque sharing ratio Rr, that is, the RMG 70. The driving force is changed so as to increase as compared with the case of Formula 1, preferably to prevent the driving force of the vehicle in the four-wheel drive state from decreasing, or to substantially maintain the driver's required torque Tdrv.

For example, during the traction control, the feedback control operation changing means 242 calculates the slip ratio deviation δsr1 (= S1−SO1), which is the control deviation value of the feedback control formula of Expression 1, or the slip ratio deviation δsr1. At least one of the target slip ratio SO 1 which is a control target value for calculation and the actual slip ratio S 1 which is an actual value is converted to rear wheels 80 and 82 which are output values of a control formula.
Is changed so as to increase the torque sharing ratio (rear wheel torque sharing ratio Rr) of Equation (1) as compared with the case of Equation 1. For example, the slip ratio deviation δsr1 or the actual slip ratio S1 is set to a value δsr2 or S2 that is increased by a predetermined value, or the target slip ratio SO1 is set to a value SO2 that is reduced by a predetermined value. Increase the rear wheel torque sharing ratio Rr.

Alternatively, in addition to or in combination with the above, the feedback control operation changing means 242 may provide feedback gains Kp1, Kd1, Ki1 of the feedback control formula used by the torque distribution feedback control means 236 during the execution of the traction control. Is changed to increase the torque sharing ratio (rear wheel torque sharing ratio Rr) of the rear wheels 80 and 82 driven by the RMG 70. For example, at least one of the feedback gains Kp1, Kd1, and Ki1 is set to a value Kp2, Kd larger than them by a predetermined value.
2. By updating to Ki2 and changing the constant C1 to C2, the rear wheel torque sharing ratio Rr calculated by the equation (1) is increased as compared with the case of the equation (1).

Alternatively, in addition to or in combination with the above, during execution of the traction control, the feedback control operation changing means 242 controls the feedback control obtained from the feedback control equation of the equation (1) used by the torque distribution feedback control means 236. Rear wheel torque sharing ratio Rr which is output value
Is sequentially changed by correcting the value to an increasing side by a predetermined value.

FIG. 12 shows the hybrid controller 10.
4 is a flowchart for explaining a main part of another control operation provided in the control unit 4 and the like. In FIG. 12, in SC1 corresponding to the 4WD start determining means 230, it is determined whether or not the four-wheel drive start condition is satisfied based on the driving state of the vehicle. If the determination at SC1 is negative, after the rear wheel torque sharing ratio Rr is set to zero, at SC6 corresponding to the second prime mover operation control means 238, the driver's required driving torque Tdrv and the rear wheel The driving torque of the rear wheels 80, 82 is calculated based on the torque sharing ratio Rr, and RM
The driving torque is output from G70. in this case,
Since the rear wheel torque sharing ratio Rr is set to zero in SC2, the output torque of the RMG 70 is set to zero, and two-wheel running is performed with the driving force of the front wheels 66 and 68 exclusively.

However, if the determination in SC1 is affirmative, in SC3 corresponding to the traction control determination means 240, it is determined whether the traction control is being performed by the brake control device. If the determination in SC3 is negative, the slip ratio deviation δsr1 (= S1−SO1) between the actual slip ratio S and the target slip ratio SO is calculated in SC4 corresponding to the torque distribution feedback control means 236, For example, a rear wheel torque sharing ratio Rr that eliminates the slip ratio deviation δsr1 is calculated from a preset feedback control expression shown in Expression 1 based on the actual slip ratio deviation δsr1. Next, in SC6 corresponding to the second prime mover operation control means 238, the drive torque (Tdrv × Rr) of the rear wheels 80 and 82 is calculated based on the driver's required drive torque Tdrv and the rear wheel torque sharing ratio Rr. , RMG 70 is driven such that the driving torque is output from rear wheels 80 and 82.

During the traction control, the determination at SC3 is affirmative, so that the rear wheel torque sharing ratio Rr at SC5 corresponding to the feedback control operation changing means 242 becomes larger than that at SC4. The feedback control operation is changed. For example, Equation 1
The rear wheel torque sharing ratio Rr is calculated by using a feedback control equation in which the feedback gains Kp1, Kd1, and Ki1 are changed to values Kp2, Kd2, and Ki2 that are larger than the feedback gains by a predetermined value. In SC6, the driving torque (Tdrv × Rr) of the rear wheels 80 and 82 is determined based on the driver's requested driving torque Tdrv and the rear wheel torque sharing ratio Rr.
Is calculated, and the RMG 70 is driven such that the driving torque is output from the rear wheels 80 and 82. Thereby, in order to secure the driving force of the vehicle during the traction control, a larger driving torque is output from the rear wheels 80 and 82 than in the case of using Expression 1.

Hereinafter, the operation of the present embodiment will be described with reference to FIG.
This will be described with reference to the time chart of FIG. For example, assuming that four-wheel drive running is started at time t1 due to a low μ road such as a frozen road or the like, if the traction control is not executed, the front wheels 66 and 68 slip due to the slip of the front wheels 66 and 68 as shown by the solid lines. Equation 1 is set so that the actual slip ratio S changes and the driver required torque Tdrv is maintained.
Rear wheel torque sharing ratio Rr according to the feedback control equation
Is increased as shown by the solid line. Then, while the traveling continues, the slip of the front wheels 66 and 68 converges and the front wheel rotation speed NF decreases, so that the rear wheel torque sharing ratio Rr is also reduced to the original value, for example, about 0.5. However, when the traction control is performed, the effect of the traction control suppresses the increase of the front wheel rotation speed NF and the actual slip ratio S. δsr1 (= S1−SO1) becomes small, the rear wheel torque share ratio Rr cannot be increased so much, the driving force of the whole vehicle becomes small, and falls below the driver required torque Tdrv, and the vehicle cannot obtain the power performance. It was. That is, when the torque distribution of the RMG 70 is adjusted by the feedback control operation by the torque distribution feedback control 236, the slip of the front wheels 66, 68 driven by the engine 14 is suppressed by executing the traction control, and the actual slip ratio of the front and rear wheels is reduced. Since the target value is approached, the control device 104 reduces the output of the RMG 70, that is, the torque distribution to the rear wheels 80, 82, as if the feedback control effect of the torque distribution was obtained. Is reduced.

However, according to the present embodiment, the feedback control operation changing means 242 (SC5)
For example, the feedback gains Kp1, Kd1,
Ki1 is set to a value Kp2, Kd2, Ki2 which is larger than it by a predetermined value.
Since the rear wheel torque sharing ratio Rr is calculated to be a larger value than that of the feedback control formula of Expression 1 by using the feedback control formula changed to, the feedback control formula is set so that the torque sharing ratio Rr becomes a large value. The control action is changed. For this reason, during the traction control, a larger driving torque than in the case of Expression 1 is applied to the rear wheels 80,
The power is output from the motor 82 and the power performance of the vehicle is secured. FIG. 14 shows the target slip ratio S0 by the feedback control operation changing means 242 for easy understanding.
The case where 2 has been changed to a small value is shown. Also in this case, since a large slip ratio deviation δsr2 (= S2−SO2) is obtained, the rear wheel torque distribution ratio Rr calculated by the feedback control equation also becomes large, so that a large driving torque is generated from the rear wheels 80 and 82. It is output and the power performance of the vehicle is obtained. Even if the actual slip ratio S1 is changed to a larger value S2 or the calculated slip ratio deviation δsr2 is corrected to be larger by a predetermined value, the same effect as described above can be obtained. Even if the rear wheel torque distribution ratio Rr, which is the control output value calculated by the control formula, is directly corrected to be increased by a predetermined value, the same effect as described above can be obtained.

FIG. 15 shows the hybrid controller 10.
FIG. 4 is a functional block diagram for explaining a main part of another control function provided in the apparatus 4 or the like. In FIG. 15, the first motor operation control means 330 calculates the front wheel drive torque corresponding to the front wheel torque sharing ratio (1-Ktr) which is the front wheel load sharing ratio of the driver required torque Tdrv in the four-wheel drive state. Then, MG 16 is controlled such that the front wheel drive torque is output from front wheels 66 and 68. For example, when the engine 14 and the MG 16 operate simultaneously in the direct connection mode, the MG 16 is controlled such that the front wheel torque is obtained in conjunction with the output of the engine 14. In addition, the first motor operation control means 330 controls the brake pedal 124 even during braking.
Of the required braking torque determined based on the amount of operation of the vehicle and the amount of change in vehicle speed during coasting (1−Kt
r), and the MG16 is controlled so that the front wheel regenerative torque is output from the front wheels 66 and 68.
Control.

In the four-wheel drive state, the second motor operation control means 332 calculates a rear wheel driving torque corresponding to the rear load torque sharing ratio Ktr which is the rear wheel load sharing ratio of the driver required torque Tdrv, After that, the driving torque of the rear wheels 80, 8
The RMG 70 is controlled so as to be output from the RMG 70. Also,
The second motor operation control means 332 also controls
The rear wheel regenerative torque corresponding to the rear wheel torque sharing ratio Ktr among the required braking torques determined based on the operation amount of the brake pedal 124, the vehicle speed change amount during coasting, and the like is calculated. , 82 are controlled by the RMG 70. The driver required torque Tdrv is determined based on the actual vehicle speed V and the throttle opening θ from the relationship stored in advance as shown in FIG. 13, for example. The front wheel load sharing ratio (1-Ktr) and the rear wheel torque sharing ratio Ktr are also target values, and take into account a static front / rear wheel load sharing ratio (constant value) or a vehicle longitudinal acceleration (front / rear G). It is determined based on the determined dynamic front and rear wheel load sharing ratio (a function of front and rear G).

The MG16 and the RMG 70 are limited in their use by the temperatures TMG and TRMG in order to ensure the insulation performance of the material that insulates the coil. Need to be operated on. When the temperature TMG of the MG 16 or the temperature TRMG of the RMG 70 is Ta degrees, FIG.
6 can be operated within the area inside the maximum torque line indicated by T = Ta, that is, within the range between the output limit value and the regenerative limit value, but if it is Tc degree, T = Tc in FIG.
Must be operated in a small area inside the maximum torque line shown in FIG. The power storage device 11
2 is to limit the output power or the reception power depending on the temperature TB in order to prevent deterioration of the electrolyte, internal damage, or shortening of the service life. For example, as shown in FIG. It must be used within the range between the export limit WOUT and the acceptance limit WIN.

For this reason, the first motor operation restricting means 334
For example, based on the output limit value or the regenerative limit value determined by the temperature TMG of the MG 16 from the relationship of FIG. 16, or based on the export limit value WOUT and the reception limit value WIN determined by the temperature TB of the power storage device 112 from the relationship of FIG. , MG16 drive operation or regeneration operation is limited. Similarly, the second motor operation restricting means 336 determines that the RM
The drive operation or the regenerative operation of the RMG 70 based on the output limit value or the regenerative limit value determined by the temperature TRMG of the G70 or the take-out limit value WOUT or the receive limit value WIN determined by the temperature TB of the power storage device 112 from the relationship of FIG. Restrict.

When the driving operation or the regenerative operation of the RMG 70 is restricted by the second motor operation restricting means 336, the first motor operation increasing means 338 is used to maintain the driving force or the regenerative braking force of the entire vehicle. In order not to change, the drive output or the regenerative output of MG 16 is increased by an amount corresponding to the limitation. Further, the second motor operation reducing means 340 is provided with the first motor operation restricting means 3.
When the drive operation or the regenerative operation of the MG 16 is restricted by the control unit 34, in order to maintain the torque distribution ratio of the front and rear wheels of the vehicle, that is, the drive power distribution ratio or the braking force distribution ratio of the front and rear wheels is set to a predetermined target distribution ratio. Therefore, the drive output or the regenerative output of the RMG 70 is reduced by an amount corresponding to the limitation.

FIG. 18 shows the hybrid controller 10.
4 is a flowchart for explaining a main part of another control operation, and shows a front and rear wheel torque distribution control routine in a direct drive mode using the engine 14 and the MG 16. 18, in the pre-processing of SD1, the reception limit value WIN and the take-out limit value WOUT are calculated based on the actual temperature TB of the power storage device 112 from the relationship in FIG. 17, and the temperature TMG of the MG 16 is calculated from the relationship in FIG. MG with temperature limit based on
16 maximum allowable torque TMGmax and minimum allowable torque T
MGmin is calculated, the maximum allowable torque TRMGmax and the minimum allowable torque TRMGmin of the temperature-limited RMG 70 are calculated based on the temperature TRMG of the RMG 70 from the relationship of FIG. 16, and based on a signal from a rotation sensor (not shown), the MG
16, the rotation speed NMG of the RMG 70, the rotation speed NRMG of the RMG 70, and the input shaft rotation speed NIN of the continuously variable transmission 20 are calculated.
For example, the driver required torque Tdrv is calculated from the relationship shown in FIG. 13 based on the actual vehicle speed V and the throttle opening θ, and the driver required torque Tdrv, the auxiliary device driving torque,
The required engine output PV is calculated based on the required charging torque and the like. Here, the driver required torque Tdrv and the output or output torque described below also include a negative value representing the regenerative braking force or torque, and the expression of increase or decrease thereof is based on their absolute values. I have.

Subsequently, in SD2, an engine command torque calculation routine of FIG. 19 is executed to calculate a command value of the torque to be output to the engine 14. That is,
In SD21, a basic engine output torque value TEbase (= PV / N) for output to the engine 14 based on the required engine output PV and the engine rotational speed NE.
E) is calculated. Next, in SD22, the upper limit value TEmax and the lower limit value “0” related to the specification of the engine 14 are added to the engine output torque base value TEbase (0 ≦ TEbase ≦ TEmax), and the restricted value is set to the engine value. The output torque command value TE is set. Engine 14
Control is performed so that the output torque becomes the engine output torque command value TE.

In the subsequent step SD3, a provisionally determined output torque TRMGtmp of the RMG 70 is calculated by executing, for example, a rear motor torque provisional determination routine shown in FIG. That is, in SD31 of FIG.
Based on OUT, upper limit value of output torque of RMG 70 TRMGm
axp is calculated. That is, PRMG is obtained from Expression 2 and Expression 3, and this is the maximum output PRMGm of the RMG 70.
axp. Next, from the PRMGmaxp and the rotational speed NRMG of the RMG 70, a TRMG that satisfies Equation 4 is obtained, and this is set as the maximum output torque TRMGmaxp of the RMG 70. In Equation 3, EFMG is the efficiency of MG16, EF
CVT is the efficiency of the continuously variable transmission 20, and EFRMG is the efficiency of the RMG 70. In Equation 4, PRMGloss (NRMG, T
RMG) is the power loss of RMG 70.

(Equation 2) PMG + PRMG = WOUT (Equation 3) [(PMG × EFMG + NE × TEbase) × EFCVT]:
(PRMG × EFRMG) = (1−Ktr): Ktr (Equation 4) NRMG × TRMG + PRMGloss (NRMG, TRMG) = PRM
Gmaxp

In SD32, the lower limit value TRMGminp of the output torque of the RMG 70 is calculated based on the reception limit value WIN. That is, PRMG is obtained from Expressions 5 and 6, and is set as the minimum output PRMGminp of the RMG 70.
Next, this PRMGminp and the rotation speed NRMG of the RMG 70 are
From equation (10), a TRMG that satisfies Equation 7 is obtained, and this is represented by RMG.
The minimum output torque TRMGminp is 70.

(Equation 5) PMG + PRMG = WIN (Equation 6) [(PMG × EFMG + NE × TEbase) × EFCVT]:
(PRMG × EFRMG) = (1−Ktr): Ktr (Equation 7) NRMG × TRMG + PRMGloss (NRMG, TRMG) = PRM
Gminp

Subsequently, the second motor operation control means 33
In SD33 corresponding to 2, the output torque basic value TRMGbase of the RMG 70 is calculated from Expression 8. This output torque basic value TRMGbase is a basic torque output from the RMG 70, and in principle, the output torque is set so that this value is output.
Although the MG 70 is driven, the RMG 70 is actually driven such that a value after the upper / lower limit guard processing described later is output. In Expression 8, GRR is a reduction ratio of the auxiliary drive device 12 (the reduction device 72).

(Equation 8) TRMGbase = Tdrv × Ktr / GRR

The second motor operation restricting means 33
In SD34 corresponding to No. 6, the output torque basic value TRM is used.
The above-mentioned T for performing the restriction derived from the power storage device 112 and the restriction derived from the temperature of the RMG 70 for Gbase.
RMGmaxp and TRMGminp, the above-mentioned TRMGmax and TRMGm
The upper and lower limit guard processing by in is performed according to Equations 9 and 10, and the value after the upper and lower limit guard processing is determined as the output torque provisionally determined value TRMGtmp of the RMG 70.

(Expression 9) TRMGminp ≦ TRMGbase ≦ TRMGmaxp (Expression 10) TRMGmin ≦ TRMGbase ≦ TRMGmax

Returning to FIG. 18, in SD4, for example, a front motor torque provisional determination routine shown in FIG.
tmp is calculated. That is, in SD41 of FIG.
Upper limit TMGmax of the output torque of MG 16 is calculated based on carry-out limit value WOUT. That is, the output PRMG of the RMG 70 is calculated from Equation 11 based on the output torque provisionally determined value TRMGtmp of the RMG 70, and the maximum output PMG of the MG 16 (= WOUT-P
RMG) is calculated, and the maximum output torque TMG of the MG 16 is obtained from the expression 12 based on the maximum output PMG (= WOUT-PRMG) of the MG 16, and this is set as TMGmaxp.
Further, the minimum output PMG (= WIN-PRMG) of the MG 16 is calculated from the output PRMG of the RMG 70, and the minimum output torque TMG of the MG 16 is calculated from Equation 12 based on the minimum output PMG (= WIN-PRMG) of the MG16, This is TMG
minp. In Equation 12, PMGloss (NMG, T
MG) is the loss of MG16.

(Formula 11) PRMG = NRMG × TRMGtmp + PRMGloss (NRMG, TRM
G) (Equation 12) NMG x TMG + PMGloss (NMG, TMG) = PMG

Next, the first motor operation control means 33
In SD42 corresponding to 0, the output torque basic value TMGbase of the MG 16 is calculated based on the driver request torque Tdrv, the output torque provisionally determined value TRMGtmp of the RMG 70, and the engine output torque basic value TEbase from Expression 13, and the output torque basic value TMGbase is calculated. Command that value TMGbase is output from MG16. In Equation 13, GRF is the reduction ratio of the main drive unit (the planetary gear unit 18 and the continuously variable transmission 20). In Expression 13, RM is calculated from the driver request torque Tdrv.
The output torque basic value T of the MG 16 is determined based on a value obtained by subtracting the reduction ratio GRR from the output torque provisionally determined value TRMGtmp of G70.
Since the MGbase is calculated, for example, when the output torque of the RMG 70 is limited in SD34, the output torque basic value TMGbase of the MG16 is increased by that amount, and the total driving force or the regenerative braking force of the vehicle becomes constant. Is to be retained. Therefore, in this embodiment,
This SD 42 also corresponds to the first motor operation increasing means 338.

(Equation 13) TMGbase = (Tdrv−TRMGtmp × GRR) / GRF−T
Ebase

Subsequently, the first motor operation restricting means 33
In SD43 corresponding to No. 4, the output torque basic value TMG
base and the limit derived from the power storage device 112 and M
The above-mentioned TMGma for performing the restriction derived from the temperature of G16.
Upper and lower limit guard processing based on xp and TMGminp, and the above-mentioned TMGmax and TMGmin are executed according to Equations 14 and 15, and the value after the upper and lower limit guard processing is determined as the output torque provisionally determined value TMGtmp of the MG 16.

(Equation 14) TMGminp ≦ TMGbase ≦ TMGmaxp (Equation 15) TMGmin ≦ TMGbase ≦ TMGmax

Returning to FIG. 18, in SD5, the provisional torque Tftmp for the front wheels (axle) is calculated from Expression 16, and the provisional torque Trtmp for the rear wheels (axle) is calculated from Expression 17.

(Equation 16) Tftmp = (TMG + TEbase) × (NIN / NOUT) × EF
CVT × GRF (Equation 17) Trtmp = TRMGtmp × GRR

Next, in SD6, the rear wheel temporary torque | Trtmp | is a value obtained by multiplying the total value | Tftmp + Trtmp | of the front wheel temporary torque Tftmp and the rear wheel temporary torque Trtmp by the rear wheel torque distribution ratio Ktr. Or not, ie, the provisional torque of the rear wheel | Trtmp relative to the total value | Tftmp + Trtmp |
It is determined whether the ratio of | (| Trtmp | / | Tftmp + Trtmp |) is equal to or less than the rear wheel torque distribution ratio Ktr. This S
If the determination in D6 is affirmative, in SD7, the provisional torque TRMGtmp of the rear wheel is set to the output torque TRM of the RMG 70.
G is determined.

However, if the determination at SD6 is negative, then at SD8, the output torque of the RMG 70 is recalculated, and then the aforementioned SD7 is executed. In SD8, for example, a rear motor output torque recalculation routine shown in FIG. 22 is executed. In SD81 of FIG.
8, the front wheel temporary torque Tftmp and the front wheel torque distribution ratio (1-K
tr) and the ratio of the rear wheel torque distribution ratio Ktr [Ktr / (1-
Ktr)] to calculate the rear wheel torque Trtmp,
In SD82, the RMG 70 based on the torque Trtmp of the rear wheel and the reduction ratio GRR of the auxiliary drive device 12 from Expression 19 is used.
Of the temporary output torque value TRMGtmp is calculated. Here, for example, since the output torque of MG 16 is limited by SD 43, the ratio of temporary torque | Trtmp | of the rear wheel to the total value | Tftmp + Trtmp | of temporary torque Tftmp of the front wheel and temporary torque Trtmp of the rear wheel (| Trtmp | / | Tftmp + Trt
mp |) exceeds the rear wheel torque distribution ratio Ktr,
According to Expression 18, the distribution ratio (Trtmp / Tftmp) of the front wheel temporary torque Tftmp and the rear wheel temporary torque Trtmp is a predetermined target distribution ratio, ie, the front wheel torque distribution ratio (1-Ktr).
And the distribution ratio of the rear wheel torque distribution ratio Ktr [Ktr / (1-K
tr)], that is, when the actual driving force distribution ratio or the regenerative braking force distribution ratio between the front and rear wheels is equal to the target distribution ratio [Ktr / (1
−Ktr)], so that the rear wheel provisional torque Trtmp
16 corresponding to the output torque limit amount,
SD8 corresponds to the second motor operation reducing means 340.

(Equation 18) Trtmp = Tftmp × [Ktr / (1−Ktr)] (Equation 19) TRMGtmp = Trtmp × GRR

As described above, according to the present embodiment, MG1
6 (the first motor) and the RMG 70 (the second motor) have a specific relationship between the thermal ratings, so that the front-rear wheel drive vehicle can be made to take into account its driving force balance, and travel. Stability can be maintained.

According to the present embodiment, the MG 16 (first
Since the heat rating of the motor is higher than that of the RMG 70 (second motor), the rear wheels 80, 82
Is lower than the heat rating of the MG 16 that drives the front wheels 66 and 68, and the RMG 70 on the rear wheel side
Is limited first, but the rear wheels 80, 82 have the advantage of relatively maintaining vehicle stability.

Further, according to this embodiment, when the operation of the RMG 70 is restricted by the second motor operation restricting means 336 (SD34) (when the driving operation is restricted or the regenerative operation is restricted), the first motor operation increasing means 338 (SD42) is restricted. ), The operation (drive operation or regenerative operation) of the MG 16 is increased, so that the total drive force or regenerative braking force of the vehicle is ensured while relatively maintaining the stability of the vehicle. For example, RM
When the output of G70 is limited, the driver request torque Tdrv
MG1 so that the total driving force of the vehicle corresponding to
6 during the regeneration limit of the RMG 70 so that the total regenerative braking torque of the vehicle is not changed.
By increasing the regeneration of G16, the total driving force or the regenerative braking force of the vehicle is secured while maintaining the stability of the vehicle.

Further, according to the present embodiment, when the operation of MG 16 is restricted by first motor operation restricting means 334 (SD43), second motor output reducing means 340 (SD8).
In order to set the distribution ratio of the front and rear wheels to the target distribution ratio, that is, to set the torque distribution ratio of the rear wheels 80 and 82 to Ktr.
Since the operation of the MG 70 is reduced, the stability of the vehicle is ensured. For example, when the output of the MG 16 is limited, the torque sharing ratio of the front and rear wheels, that is, the rear wheel torque sharing ratio Ktr
Is maintained, or the front wheel drive (F
F), the output of the RMG 70 is reduced.
By reducing the regeneration of the vehicle, the total driving force or the regenerative braking force of the vehicle is secured while maintaining the stability of the vehicle.

FIG. 23 is a flowchart illustrating another control operation of FIG. This flowchart differs from FIG. 9 in that SA1 is deleted and SA30 that is executed when the determination of SA2 is affirmed is provided, and the other is the same. Portions common to those in FIG. 9 are denoted by the same reference numerals, and description thereof is omitted.

In SA30, it is determined whether or not the vehicle is running on a slope having a low temperature below a predetermined temperature at which the outside air temperature may cause a change in the road surface friction coefficient, and a road surface gradient exceeding a predetermined angle. This uphill traveling is determined, for example, based on a signal from a front and rear G sensor (not shown). Alternatively, by utilizing that the acceleration difference between the longitudinal acceleration and the acceleration just before the start stored when the vehicle stops or the coasting operation in which the accelerator pedal 122 is not operated corresponds to the road surface gradient, the acceleration difference exceeds a predetermined value. In such a case, climbing traveling may be determined. In this case, there is an advantage that it is not erroneously determined that the vehicle is going uphill even when the vehicle is started at a high acceleration on a flat road.

If the determination at SA30 is affirmative,
A first output torque region in which a relatively large driving force can be obtained by performing SA16 and below is selected, and the RMG 70 is driven according to the first output torque region. As a result, four-wheel drive traveling in which a large driving force can be obtained is performed. However, if the determination in SA30 is denied, the second output torque area in which the maximum torque is set smaller than the first output torque area is selected by executing SA19 and subsequent steps. RMG 70 is driven according to the output torque region. Thus, four-wheel drive traveling with sufficient power consumption on a flat road or a high μ road is suppressed, and the driving load on the RMG 70 is reduced.

In SA30, it is determined whether the outside air temperature is in a low temperature state below a predetermined temperature at which a change in the road surface friction coefficient may occur, or whether the vehicle is traveling uphill with a road surface gradient of a predetermined angle or more. You may do so. In this case, when the outside air temperature is in a low temperature state equal to or lower than a predetermined temperature at which a road surface friction coefficient can be changed, and when the road surface gradient is traveling uphill with a predetermined angle or higher, SA16 or lower is executed to execute the relative operation. The first output torque region in which a larger driving force can be obtained is selected, and the RMG 70 is driven in accordance with the first output torque region. However, when the outside air temperature is not in a low temperature state below a predetermined temperature at which a road surface friction coefficient can be changed, and when the road surface gradient is not traveling uphill with a predetermined angle or more, the first output torque is obtained by executing SA19 and below. Since the second output torque region in which the maximum torque is set smaller than the region is selected, the RMG 70 is driven according to the second output torque region.

FIG. 24 shows the hybrid controller 10
FIG. 8 is a functional block diagram illustrating a main part of another control function provided in the control unit 4 and the like, and shows a modification of FIG. 7. Hereinafter, portions common to FIG. 7 are denoted by the same reference numerals, and description thereof is omitted. In the functional block diagram of FIG. 24, a vehicle speed determining unit 151 and a steep slope determining unit 153 are provided instead of the vehicle start determining unit 138 and the low temperature state determining unit 162 of the functional block diagram of FIG. The vehicle speed determination means 151 determines the vehicle speed V in a _first determination vehicle speed V ₁ , which is preset to, for example, about 5 km / h in order to determine the starting state.
In order to determine whether the vehicle is traveling on a steep hill or the like, the actual vehicle speed V ₂ is compared with a value higher than the first determination vehicle speed V ₁ , for example, about 10 km / h.
Each determined but its second determination vehicle speed V ₂ or lower or not than, and whether the first lower than determined vehicle speeds V ₁ to whether a. Rapid uphill determining means 153, the acceleration of the actual vehicle detected by the longitudinal acceleration sensor (not shown) than the acceleration of the vehicle calculated from the accelerator opening theta _A and the vehicle speed V is below a preset predetermined value or more, The vehicle is determined to travel on a steep hill based on the output value of the inclinometer, or the vehicle-stop longitudinal acceleration _Gxstp detected by the vehicle-stop longitudinal acceleration sensor.

The output torque region selecting means 152 determines that the vehicle speed V is equal to the second determined vehicle speed V ₂ by the vehicle speed determining means 151.
And the steep slope determination means 153
When the vehicle is determined to be on a steep hill, the vehicle is running on a steep hill. Therefore, in order to drive the RMG 70 in a four-wheel drive state in which the rear wheels 66 and 68 are driven, the maximum torque value is relatively high. The first output torque region of FIG. 8 which is a high high-level usage region is selected. That is, the first output torque region is selected in the case of a steep hill start running. In other words, the region on the high torque side is selected for a steep hill running with a large road gradient, and the region on the low torque side is selected for a flat running with a small road gradient. Further, the vehicle speed V from the start of the steep ascending slope is equal to the second determination vehicle speed V.
_The drive of the RMG 70 in the four-wheel drive state is continued until it becomes _two or more. The output torque area selecting means 152
Is not judged rapid climbing of the vehicle by the rapid uphill determining means 153, the vehicle speed V is determined to be higher than and the first determination vehicle speed V ₁ lower than the second determination vehicle speed V ₂ by the vehicle speed determining means 151 In this case, since the vehicle is traveling on a flat road at a low speed of about 5 to 10 km / h, the second output torque area in FIG. 8 which is a low-level usage area where the maximum torque value is relatively low is selected. Further, the output torque area selecting means 152, if the vehicle speed V is judged to be the second determination vehicle speed V ₂ or by the vehicle speed determining means 151, since a flat road start running, driven by the engine 14 Front wheels 66, 6
When the slip of 8 occurs, except for the understeer condition,
Select the second output torque region.

The second prime mover operation control means 154 operates the RMG 70 in accordance with one output torque region selected by the output torque region selection means 152 based on the driving state of the vehicle, for example, a vehicle speed state or a steep climbing state. For example, the second prime mover operation control means 154 determines that the vehicle speed V is the second
If and lower than determination vehicle speed V ₂ steep uphill is determined is essentially to generate a driving force from the rear wheel 80, 82 by the driving force distribution ratio corresponding to the weight ratio of the front and rear wheels, so as not to exceed the that first output torque region thereof in accordance with the first output torque region indicated by a ₁ in FIG. 8 RM
Controls the operation of the G70, to continue the operation control of RMG70 the vehicle speed V according to the first output torque range for the sudden uphill until the second determination vehicle speed V ₂ or more. The second motor operation control means 154, sudden uphill of the vehicle is not determined, if the vehicle speed V is determined to be higher than the first determination vehicle speed V ₁ and lower than the second determination vehicle speed V _2, the 5-10km / h
Since the vehicle is traveling on a flat road at a very low speed, the second output torque indicated by A ₂ in FIG. 8 is generated so that the driving force is generated from the rear wheels 80 and 82 at the driving force distribution ratio corresponding to the load distribution ratio between the front and rear wheels. The operation of the RMG 70 is controlled according to the region, that is, not to exceed the second output torque region. When the vehicle speed V is determined to be equal to or higher than the second determination vehicle speed V ₂ , the second prime mover operation control means 154 determines that the vehicle is traveling on a flat road, and thus the driving force corresponding to the load distribution ratio of the front and rear wheels. FIG. 8 shows that the driving force is generated from the rear wheels 80 and 82 at the distribution ratio.
The operation of the RMG 70 is controlled in accordance with the second output torque range of the above, that is, so as not to exceed the second output torque range.

FIG. 25 is a flowchart for explaining a main part of the control operation of the hybrid control device 104 according to this embodiment. The control operation in FIG. 25 is different from the flow chart shown in FIG. 9 in that SA1 for low temperature determination and SA2 for vehicle start determination are replaced with SA40 for vehicle speed determination, SA41 for sharp climbing slope determination, and vehicle speed determination. In that an SA 42 is provided.

In FIG. 25, the vehicle speed judging means 151
, The vehicle speed V is, for example, 10 km /
whether the second lower than the determined vehicle speed V ₂ which is previously set about h is determined. If the determination at SA40 is affirmative, it is determined at SA41 corresponding to the steep hill determination means 153 whether or not the vehicle is running on a steep hill. If the determination at SA41 is affirmative, SA16 and subsequent steps are executed to set the operating area of the RMG 70 as shown in FIG.
Is the first output torque region selection represented by A ₁ a, RMG70 is driven for four-wheel drive is controlled by the first output torque in the region of the high side. However, if the determination in SA41 is negative, in SA42 corresponding to the vehicle speed determining means 151, or lower or not than the first determination vehicle speed V ₁ to the vehicle speed V is set in advance about 5km / h for example, determined Is done. If the determination in SA42 is affirmative, S
By A19 or less is performed, the second output torque region indicated by A ₂ in FIG. 8 is selected as the operation range of the RMG70, second output torque RMG70 the low-level side which is driven for four-wheel drive Controlled within the area. Also, SA
If the determination at 42 is negative, SA4 and subsequent steps are executed. In this case, if SA3 and SA14 determine that the slip of the drive wheels (front wheels 66 and 68) is large, or SA4 and SA15 determine that the understeer during turning is large, SA16 and lower are executed and the RMG 70 becomes high. Control is performed within the first output torque range on the level side, but in other cases, in four-wheel drive traveling, S
Below A19, the RMG 70 is controlled within the second output torque range on the low level side.

As described above, according to the present embodiment, when the steep hill determining means 153 (SA41) determines that the slope of the hill is a steep hill, the high torque side is used to control the operation of the RMG 70. The first (higher level) area
When the output torque region is selected and the steep hill determination unit 153 determines that the vehicle is not on a steep hill, that is, when the road surface gradient is small, the second region is a low torque side (low level side) region.
Since the output torque region is selected, the retreat of the vehicle can be suppressed, and the frequency of use on the low torque side can be increased, so that the efficiency is improved and the RMG 70 functioning as the second prime mover Overheating is suitably prevented.

Further, according to the present embodiment, when the steep hill determination means 153 (SA41) determines that the hill has a steep hill, the first hill, which is the region on the high torque side (high level side). The output torque region is used, and the vehicle speed determination means 1
51 since the vehicle speed V is the second determination vehicle speed V ₂ or more and made up to the first output torque region four wheels are used drive is continued by (SA40), when the road surface gradient is large,
Since the four-wheel drive state is continued up to a high vehicle speed as compared with the case where the road gradient is small, the backward movement of the vehicle is suitably suppressed.

In short, according to the present embodiment, since the first output torque region, which is a region on the high torque side (high level side), is used on a steeply sloping road, the vehicle speed V increases to a relatively high vehicle speed V _2.
Since a large rear wheel drive torque is used by the MG 70, high starting performance can be obtained on a low friction coefficient (μ) road surface such as a frozen road surface or a snow-covered road. On an uphill road, the vehicle speed is extremely reduced due to a momentary slip, and if the four-wheel drive is shifted to the front wheel drive at a low speed, the drive wheels (front wheels 66 and 68) may slip and the vehicle may stop. is there. Also,
As a use condition, a relatively low rear wheel drive torque is used by the RMG 70 because the second output torque area which is a low torque side (low level side) area is used on a high frequency flat road or a gentle uphill road. since, RMG70 and with the amount of current of the inverter 118 is reduced to control it, an inverter 1 for controlling RMG70 and then four-wheel drive at a relatively low vehicle speeds V ₁ to by shifting the front wheel drive
Also, the time for flowing the current to 18 becomes shorter. Therefore, RMG
The temperature rise of the inverter 70 is suppressed, the life of the current control element of the inverter 118 is extended, the cooling structure of the inverter 118 is simplified, the power consumption of the RMG 70 is reduced, and the fuel efficiency is improved.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be applied to other embodiments.

For example, the vehicle of the above-described embodiment has the front wheel 6
The front and rear wheel drive (four-wheel drive) type in which the main drive unit 10 including the engine 14 and the MG 16 drives the 68 and 68 and the sub-drive unit 12 including the RMG 70 drives the rear wheels 80 and 82, The front and rear wheels may be reversed,
The auxiliary drive device 12 may be configured by an electric motor.

The vehicle according to the above-described embodiment has the engine 1
The output energy of the engine 14 is converted into electric energy by the MG 16 and the RMG 70 that drives the rear wheels 80 and 82 is operated by the electric energy. However, the output energy of the engine 14 is converted into hydraulic energy by the hydraulic pump, and The vehicle in which the hydraulic motor driving the wheels 80 and 82 is operated by the hydraulic energy may be used.

In the above-described embodiment, two types of output torque regions represented in two-dimensional coordinates as shown in FIG. 8 are used. However, three or more types of output torque regions are used. The shape may be various shapes as required, and may be a one-dimensional output torque region or a three-dimensional output torque region.

In the four-wheel drive vehicle in which the control shown in FIGS. 11 to 14 is performed, an engine 14 which is an internal combustion engine which is operated by burning a mixture of air and fuel, and an electric motor and a generator A motor generator (hereinafter, referred to as MG) 16 that functions selectively,
The front wheels 66 and 68, which are the main drive wheels, are driven by the main drive device 10 having a double pinion type planetary gear device 18 and a continuously variable transmission 20 whose gear ratio can be continuously changed. Alternatively, the vehicle may be a four-wheel drive vehicle in which the front wheels 66 and 68 are driven exclusively by the engine 14 or exclusively by the motor generator.

Further, in the above-described embodiment, a plurality of types of control examples have been described. However, these control examples can be implemented by being appropriately combined with each other in a predetermined vehicle.

The vehicle of the above-described embodiment has the continuously variable transmission 20 in the power transmission path, but has the planetary gear type or the always meshing parallel two-axis type stepped transmission. May be used.

Further, in the above-described embodiment, the driving force control of the vehicle shown in FIGS. 24 and 25 is performed by the hybrid control device 104, but may be executed by another control device.

In the above embodiment, the front wheels 66,
As the steering angle of 68, a steering angle zero point correction value at the time of an ignition key OFF operation is stored even during the off period, and a value calculated from the steering angle zero point correction value and the relative steering angle from the steering sensor, that is, the absolute steering angle May be used.

Further, in the above-described embodiment, the second prime mover operation control means 154 sets the 4th prime mover during the ABS control operation or the VSC control operation by the brake control device 108.
The wheel drive may be suspended to perform front wheel drive.

Further, in the above-described embodiment, the second prime mover operation control means 154 uniformly controls the RMG 7 when the temperature is low.
0 may be driven.

The embodiment of the present invention has been described in detail with reference to the drawings. However, this is merely an embodiment,
The present invention can be implemented in various modified and improved aspects based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of a power transmission device of a four-wheel drive vehicle including a control device according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating a main part of a hydraulic control circuit that controls the planetary gear device of FIG. 1;

FIG. 3 is a diagram illustrating a control device provided in the four-wheel drive vehicle of FIG.

FIG. 4 is a diagram showing a best fuel consumption rate curve which is a target of an operating point of an engine controlled by the engine control device of FIG. 3;

FIG. 5 is a chart showing a control mode selected by the hybrid control device of FIG. 3;

FIG. 6 is a nomographic chart for explaining the operation of the planetary gear device in the ETC mode controlled by the hybrid control device of FIG. 3;

7 is a functional block diagram illustrating a main part of a control function of the hybrid control device and the like in FIG. 3;

8 is a diagram showing a plurality of types of output torque areas stored in the output torque area storage means of FIG. 7;

9 is a flowchart illustrating a main part of a control operation of the hybrid control device and the like in FIG. 3, and is a diagram illustrating an output torque region switching and rear wheel switching control routine.

10 is a flowchart illustrating a main part of a control operation of the hybrid control device and the like in FIG. 3, and is a diagram illustrating a four-wheel drive stop control routine.

11 is a functional block diagram illustrating a main part of a control function of the hybrid control device and the like in FIG. 3;

12 is a flowchart illustrating a main part of a control operation of the hybrid control device and the like in FIG. 3, and is a diagram illustrating an output torque region switching and a rear wheel switching control routine.

FIG. 13 shows a second motor operation control means of FIG.
FIG. 9 is a diagram showing a relationship stored in advance for calculating a driver request torque.

FIG. 14 is a time chart illustrating the control operation of FIG.

15 is a functional block diagram illustrating a main part of a control function of the hybrid control device and the like in FIG. 3;

FIG. 16 is a diagram showing an output torque region in which the temperature of MG or RMG in FIG. 1 or 3 is used as a parameter.

17 is a diagram showing temperature characteristics of a reception limit value WIN and a take-out limit value WOUT in the power storage device of FIG.

18 is a flowchart illustrating a main part of a control operation of the hybrid control device and the like in FIG. 3;

19 is a diagram showing an engine command torque calculation routine of SD2 in FIG.

20 is a diagram illustrating a RMG output torque provisional determination routine of SD3 in FIG. 18;

21 is a diagram showing a MG output torque determination routine of SD4 in FIG.

FIG. 22 is a view showing an RMG output torque recalculation routine of SD8 in FIG. 18;

FIG. 23 is a diagram showing another example of the flowchart in FIG. 9;

FIG. 24 is a functional block diagram illustrating control functions of a hybrid control device according to a modification of the embodiment of FIG. 7;

FIG. 25 is a flowchart for explaining the operation of the embodiment in FIG. 24;

[Explanation of symbols]

 14: engine (first prime mover) 66, 68: front wheel 70: rear motor generator (second prime mover) 80, 82: rear wheel 152: output torque region selecting means 154: second prime mover operation control means

Claims (6)

[Claims] 1. One of a front wheel and a rear wheel can be driven by a first prime mover, and the other can be driven by a second prime mover.
In the control device for a wheel drive vehicle, a plurality of output torque regions of the second prime mover are provided, and one of the plurality of output torque regions is selected based on an operating state. A control device for a four-wheel drive vehicle, wherein the second prime mover is operated based on the control signal. 2. The four-wheel drive vehicle control device according to claim 1, wherein said plurality of output torque regions include at least a region on a high torque side and a region on a low torque side. 3. When the output torque region used to operate the second prime mover is changed from a high torque side region to a low torque side region, the output torque region is changed from a low torque side region to a high torque side region. The output torque of the second prime mover is gradually reduced as compared with the case.
Of the four-wheel drive vehicle. 4. The four-wheel drive according to claim 2, wherein the region on the high torque side is selected when the vehicle starts, when the drive wheels slip, or when the vehicle is understeer, and in the other cases, the region on the low torque side is selected. Car control device. 5. The control of the four-wheel drive vehicle according to claim 2, wherein the region on the high torque side is used when the road gradient is large, and the region on the low torque side is used when the road gradient is small. apparatus. 6. The control device for a four-wheel drive vehicle according to claim 5, wherein when starting the vehicle, the four-wheel drive state is continued up to a higher vehicle speed when the road gradient is high than when the road gradient is low.