JP2003200759A - Driving force controller of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve cooperativeness of control of a clutch and control of a predetermined driving force source in a hybrid vehicle having a plurality of driving force sources. <P>SOLUTION: A driving force controller of the hybrid vehicle determines a desired behavior of the vehicle and controls the plurality of driving force sources based on the determined result. The driving force controller comprises an output controlling means (step S1) for controlling an output of the predetermined driving force source of the plurality of driving force sources based on the determined result of the desired behavior, an actual behavior determining means (step S4) for determining an actual behavior based on the output control of the predetermined driving force source, a comparing means (step S4) for comparing the actual behavior with the desired behavior, and a clutch controlling means (step S9) for controlling a torque transmitting force of the clutch for transmitting the torque of a specified driving force source other than the predetermined driving force source to a wheel based on a comparison result by the comparing means. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving force control device for a hybrid vehicle having a plurality of driving force sources.

[0002]

2. Description of the Related Art In order to reduce the burden on the driver when the vehicle starts and runs at a very low speed, a drive control device has been proposed which controls the output of a motor when the vehicle is stopped according to the road gradient. Japanese Patent Application Laid-Open No. 7-3
22404. The vehicle described in this publication is an electric vehicle having a motor, and the torque of the motor is configured to be transmitted to the front wheels via a transaxle. Further, a vehicle controller is provided, and a signal of a rotation sensor that detects the rotation direction and the number of rotations of the motor, a signal of a shift switch, and a signal of an accelerator sensor that detects the depression amount of the accelerator pedal are input to the vehicle controller. It Further, a motor controller for controlling the output of the motor is provided, and the vehicle controller and the motor controller are connected so as to be capable of signal communication.

In the drive control device described in the above publication, the target rotation direction of the motor corresponding to the shift position,
The actual direction of rotation of the motor is compared. When it is determined that the target rotation direction and the actual rotation direction are opposite to each other, if the amount of depression of the accelerator pedal is equal to or less than the set value, the control that outputs the torque that stops the vehicle from the motor is performed. It is carried out.

[0004]

By the way, in addition to the electric vehicle described in the above publication, a hybrid vehicle using an engine and a motor as a driving force source is known.
In such a hybrid vehicle, a clutch is provided in the power transmission path between the engine and the wheels. However, since the driving force control device described in the above publication is intended for a so-called electric vehicle, the control in such a hybrid vehicle, specifically, the control of the clutch and the control of the motor is performed. There was no recognition of the correspondence, and there was room for improvement in this respect.

The present invention has been made in view of the above circumstances, and in a hybrid vehicle having a plurality of driving force sources, it is possible to improve the cooperation between the clutch control and the predetermined driving force source control. It is an object of the present invention to provide a driving force control device for a hybrid vehicle.

[0006]

In order to achieve the above object, the invention of claim 1 determines a target behavior of a vehicle and controls a plurality of driving force sources based on the determination result. In a driving force control device for a hybrid vehicle, output control means for controlling an output of a predetermined driving force source among a plurality of driving force sources, based on the determination result of the target behavior,
Based on the comparison result by this comparison means, the actual behavior determination means for determining the actual behavior based on the output control of the predetermined driving force source, the comparison means for comparing the actual behavior and the target behavior, And a clutch control means for controlling the torque transmission force of the clutch that transmits the torque of a specific driving force source other than the driving force source to the wheels.

According to a second aspect of the present invention, in addition to the structure of the first aspect, the comparison means is used when the specific driving force source is stopped or when the specific driving force source is driven. Both of these are characterized by further having a function of comparing the actual behavior with the target behavior.

According to the first or second aspect of the present invention, the torque transmission force of the clutch is increased or decreased according to the function of the predetermined driving force source, and the increase in the frequency of occurrence of the half-clutch state is suppressed.

According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, the output control means further has a function of determining a target behavior based on a road gradient. It is a thing.

According to the invention of claim 3, in addition to the same operation as the invention of claim 1 or 2, the output of a predetermined driving force source is adapted to the road gradient.

According to a fourth aspect of the present invention, in addition to the structure of any one of the first to third aspects, the specific driving force source is stopped based on a comparison result by the comparing means when the specific driving force source is stopped. It is characterized by further comprising starting means for starting the driving force source.

According to the invention of claim 4, in addition to the same operation as the invention of any one of claims 1 to 3, a specific driving force is obtained based on the result of comparison between the actual behavior and the target behavior. The source is turned on.

[0013]

DETAILED DESCRIPTION OF THE INVENTION A detailed description will be given below with reference to the drawings. FIG. 2 is a conceptual diagram showing an example of a vehicle. The vehicle A1 shown in FIG. 2 has an engine 3 as a driving force source. The engine 3 is a device of a type that outputs power by burning fuel, and the engine 3 includes an internal combustion engine,
More specifically, a gasoline engine, a diesel engine, an LPG engine, or the like can be used. In this embodiment, a case where a gasoline engine is used as the engine 3 will be described.

A clutch 7 is provided in the power transmission path between the crankshaft 4 of the engine 3 and the input shaft 6 of the transmission 5.
Is provided. Further, the transmission 5 has a friction engagement device (in other words, a transmission device) 8 that controls the ratio of the rotation speed of the input shaft 6 to the rotation speed of the output shaft (not shown), that is, the gear ratio. . The differential 34 is connected to the output shaft of the transmission 5, and the wheels 1 are connected to the output side of the differential 34 via the drive shaft 9.

Further, a motor / generator 70, which is a driving force source other than the engine 3, is provided. motor·
The generator 70 includes a clutch 7 and a differential 3
4 is arranged in the power transmission path between the two. The motor / generator 70 may be provided either between the transmission 5 and the clutch 7 or between the transmission 5 and the differential 34.

The motor / generator 70 has a function as a motor for converting electric energy into mechanical energy (power running function) and a function as a generator for converting mechanical energy into electric energy (regeneration function). In this embodiment, a three-phase AC type motor / generator 70 is used. Furthermore, a power storage device (high voltage power supply) 71 is provided, and the power of the power storage device 71 is supplied to the motor generator 70 via the inverter 72 so that the motor generator 70 is driven as an electric motor. Has been done. As the power storage device 71,
Batteries or capacitors can be used. The voltage / current of the electric power supplied from the motor / generator 70 is controlled by the inverter 72.

On the other hand, the motor generator 70
When an external force is input to and functions as a generator, the generated power is charged in the power storage device 71 via the inverter 72. Further, the power of the power storage device 71 is configured to be supplied to the auxiliary device 74 via the DCDC converter 73. The DCDC converter 73 lowers the DC voltage. Further, a braking device 31 having a braking request generation device (not shown), a brake master cylinder (not shown), a wheel cylinder (not shown), etc. is provided. Examples of the braking request generation device include a brake pedal operated by a foot and a lever operated by a hand.

As described above, the vehicle A1 shown in FIG. 2 is a so-called hybrid vehicle, which is a vehicle having the engine 3 and the motor / generator 70 as two types of driving force sources having different power generation principles. The power train of vehicle A1 shown in FIG. 2 is configured such that the engine torque and the torque of motor / generator 70 are transmitted to the same wheel 1. The wheels 1 may be front wheels or rear wheels. Further, by providing a transfer (not shown), the torque of the engine 3 and the motor / generator 70 may be transmitted to the front wheels and the rear wheels.

Further, as shown in FIG. 3, an electronic control unit (EC) as a controller for controlling the entire vehicle A1.
U) 16 are provided. The electronic control unit 16 is a CP
U (central processing unit), storage device (RAM, RO
M), a microcomputer mainly including an input / output interface. As shown in FIG. 3, for the electronic control unit 16, a signal from the acceleration request detection sensor 17, a signal from the braking request detection sensor 17A, a signal from the MG sensor 18 that detects the rotation state of the motor / generator 70, and the engine speed. The signal of the sensor 19, the signal of the sensor 20 that detects the state of the power storage device 71, and the signal of the vehicle speed sensor (rotational speed sensor of the output shaft of the transmission 5) 22 are input.

Further, to the electronic control unit 16, a signal from the shift position sensor 23, a signal from the input rotation speed sensor 68 for detecting the rotation speed of the input shaft 6 of the transmission 5, and a temperature for detecting the temperature of the inverter 72. Signal of the detection sensor 21,
A signal from the wheel detection sensor 32 that detects the rotation state of the wheel 1, a signal from the MG temperature detection sensor 75 that detects the temperature of the motor / generator 70, a signal from the hydraulic pressure detection sensor 76 that detects the hydraulic pressure of the brake master cylinder, and an ignition switch 77. Signal of the weight detection sensor 78 and the like.

The MG sensor 18 has a high resolution, and the MG sensor 18 detects the rotation speed (rotation speed) and rotation direction of the motor generator 11. The sensor 20 causes the power storage device 71 to be charged (SO
C), voltage, temperature, etc. are detected. The shift position that controls the transmission 5 is detected by the shift position sensor 23. For example, a P (parking) position, an R (reverse) position, an N (neutral) position, a D (drive) position, etc. can be selected. The P position and N position are non-driving positions, and the R position and D position are driving positions. The planned movement direction of the vehicle A1 when the D position is selected is "forward", and the planned movement direction of the vehicle A1 when the R position is selected is "reverse (reverse)".

The acceleration request detection sensor 17 detects the operation state of the acceleration request generation device. As the acceleration request generation device, an accelerator pedal (not shown) operated by a foot or a lever (not shown) operated by a hand
And so on. The braking request detection sensor 17A detects the operating state of the braking request generation device described above. The weight detection sensor 78 detects the total of the weight of the vehicle body, the weight of the loaded luggage, and the weight of the occupant.

On the other hand, from the electronic control unit 16,
A signal that controls the opening of the throttle valve 25, a signal that controls the fuel injection device 26, a signal that controls the ignition device 28, a signal that controls the actuator 29 that controls the torque transmission force of the clutch 7, and a relation of the engagement device 8. A signal for controlling the actuator 30 for controlling the combined pressure, a signal for controlling the inverter 72, a signal for controlling the DCDC converter 73, a signal for controlling the starter motor 27, etc. are output. As the actuators 29 and 30, either hydraulic actuators or electromagnetic actuators may be used. That is, the clutch 7 may be either a hydraulic clutch or an electromagnetic clutch. The gear ratio of the transmission 5 is controlled by controlling the engagement / release state of the friction engagement device 8 with the actuator 30.

In the vehicle A1 shown in FIGS. 2 and 3, based on the signal of the sensor input to the electronic control unit 16 and the data stored in the electronic control unit 16,
The output of the engine 3, the gear ratio of the transmission 5, the torque transmission force of the clutch 7, the output of the motor / generator 70, etc. are controlled. Here, the output of the motor / generator 70 means torque, rotation speed, and rotation direction. Also,
The correspondence between the engine output and the output of the motor / generator 70 is controlled. For example, the required torque for the required driving force is calculated, and the torque share ratio between the engine 3 and the motor / generator 70 for the required torque is controlled.

When the engine 3 is operated and the torque transmission force of the clutch 7 is increased to a predetermined value or more, the engine torque is transmitted to the wheels 1 via the transmission 5 and the driving force is increased. Occur. During coasting of the vehicle A1, the kinetic energy of the wheels 1 is transmitted to the engine 3 via the transmission 5 and engine braking force is generated. Further, based on the signal from the acceleration request detection sensor 17, the signal from the vehicle speed sensor 22, the signal from the shift position sensor 23, and the shift map stored in the electronic control unit 16,
The gear ratio of the transmission 5 can be controlled. That is, it is possible to perform the manual shift based on the manual operation of the occupant and the automatic shift based on the conditions other than the manual operation. When this shift control is performed, the torque transmission force of the engaged clutch 7 is reduced.

Further, in addition to being able to control the start (operation) / stop of the engine 3 based on the signal from the ignition switch 77, the engine 3 is started / stopped based on conditions other than the signal from the ignition switch 77. Control, that is, so-called idle stop control (in other words, eco-run control) can be performed. In this idle stop control, the engine 3 is stopped when a predetermined stop condition is satisfied during the operation of the engine 3. For example, the vehicle speed is below a predetermined vehicle speed, the acceleration request is small (low), the braking request is generated, the D position is selected,
When all of the above items are detected, the stop condition is satisfied.

On the other hand, at least one of the above items
When the two items are resolved, the stop condition is not satisfied. When the engine 3 is stopped and the stop condition is not satisfied, the engine 3 is started. In addition,
When the engine 3 is stopped / started by the idle stop control, at least one of the torque transmission force of the clutch 7 and the output of the motor / generator 70 is controlled according to various situations.

Next, a control example of the vehicle A1 will be described with reference to the flowchart of FIG. Here, a braking request is generated and a braking force is generated by the braking device 31, the vehicle speed of the vehicle A1 is reduced, and the D position is selected.
A case where the engine 3 is stopped by the idle stop control will be described. First, each item of the deceleration force and the road gradient of the vehicle A1, the required holding force (necessary braking force), and the driving force corresponding to the engine output is calculated (step S1).

Among the above matters, the deceleration force of the vehicle A1 is a change in vehicle speed within a predetermined time before the vehicle A1 stops. The deceleration force of the vehicle A1 is calculated, for example, based on the change in the rotation speed of the motor / generator 70. That is, when the vehicle A1 coasts, the kinetic energy of the wheels 1 is transmitted to the rotation shaft of the motor / generator 70, so that the deceleration of the vehicle A1 can be calculated based on the rotation speed of the motor / generator 70. In the power train of FIG. 2, a differential 34 is provided in the power transmission path between the wheel 1 and the motor / generator 70, and the rotational speed of the motor / generator 70 increases with respect to the rotational speed of the wheel 1. Be speeded up. Therefore, a subtle change in vehicle speed can be detected. Further, among the above matters, the road gradient is estimated based on the amount of change in vehicle speed and the change in hydraulic pressure of the brake master cylinder.

The above-mentioned required holding force means "driving force capable of stopping the vehicle A1 that is going to move backward due to the road gradient", and this required holding force is the road gradient and the vehicle. It is judged based on the weight. FIG. 4 is an example of a map showing the relationship between the road gradient and the required holding force. As shown in FIG. 4, the required holding force increases as the road gradient (slope) increases. Further, the above items are calculated based on the engine output and the power transmission efficiency between the engine 3 and the wheels 1. Here, the engine output is calculated with the clutch 7 released. The power transmission efficiency between the engine 3 and the wheels 1 is calculated based on the torque transmission force of the clutch 7, the gear ratio of the transmission 5, the reduction ratio of the differential 34, and the like. The control in step S1 may be performed either before the vehicle A1 stops (predictive control) or after the vehicle A1 stops (post control).

After the above step S1, it is determined whether or not the vehicle A1 has stopped (step S2). If the determination in step S2 is affirmative, it is determined whether there is a request to start the vehicle A1 (step S3).
The determination in step S3 is made based on the correspondence between the braking request and the acceleration request. Specifically, if the brake pedal is released but the accelerator pedal is not depressed, a negative determination is made in step S3.

When a negative determination is made in step S3, it is determined whether or not the planned movement direction of the vehicle A1 is different from the actual movement direction of the vehicle (step S4). Vehicle A
The planned movement direction of 1 is determined based on the signal from the shift position sensor 23. The actual moving direction of the vehicle A1 is determined based on the signal from the MG sensor 18, the signal from the wheel detection sensor 32, and the like.

For example, when the amount of depression of the brake pedal is reduced when the vehicle A1 is in the direction of climbing up a slope by forward movement, the braking force of the braking device 31 is reduced. When the gravitational acceleration (sin component) corresponding to the road gradient exceeds the braking force of the braking device 31, the vehicle A1 moves backward (downhill). In such a case, a positive determination is made in step S4.

As described above, if the determination in step S4 is affirmative, control is performed to increase the torque (assist torque) output from the motor / generator 70 (step S5). Following step S5, it is determined whether the actual torque of the motor / generator 70 matches the target torque (step S6). That is, even if the control based on step S5 is performed,
In some cases, the torque of the motor / generator 70 cannot be increased to the target torque. For example, when the gradient is very large, when the SOC of the power storage device 71 that supplies power to the motor generator 70 is insufficient, the motor
When the temperature of the generator 70 is high, or when the temperature of the inverter 72 is high, the torque of the motor / generator 70 cannot be increased to the target torque.

Therefore, if the affirmative determination is made in step S6, the initial backward movement of the vehicle A1 is suppressed by the torque of the motor / generator 70, and it is determined whether or not the engine 3 is stopped (step S7). ). If the determination in step S7 is affirmative, the engine 3 is started (step S8), and control is performed to increase the torque transmission force of the released clutch 7 (step S9). Here, the torque transmission force of the clutch 7 is
It means the capacity of the torque transmitted between the friction materials forming the clutch 7, the engagement hydraulic pressure or the electromagnetic force applied from the actuator 29 to the clutch 7, and the like. In addition,
If the determination in step S7 is negative, step S
Proceed to 9. In this case, the engine torque and the torque transmission force of the clutch 7 are controlled so that the vehicle A1 does not move forward. That is, in step S9, cooperative control of the driving force corresponding to the engine output and the driving force corresponding to the output of the motor / generator 70 is executed.

As described above, when the torque shortage of the motor / generator 70 occurs, the engine torque is set to the wheel 1
The driving force can be supplemented by transmitting to. As a result, the holding force of the vehicle position to which the engine torque is applied is higher than the holding force of the vehicle position corresponding to the driving force of only the torque of the motor / generator 70. As the state of the clutch 7, a state in which the friction materials forming the clutch 7 are relatively rotated while being in contact with each other, that is, a so-called slip state (in other words, a half-engaged state) is selected. Subsequent to step S9, the estimated road gradient value calculated in step S1 is corrected (step S10), and the control routine ends. In step S10, the estimated value of the road gradient is corrected by the balance between the braking force of the braking device 31 and the driving force generated by the control in step S5.

Next, step S5 and step S
A case will be described in which the process goes through step S9, step S9, and then step S1, step S2, step S3, and then step S4. If the determination in step S4 is negative, control is performed to reduce the torque of the motor / generator 70 (step S11). That is, the torque of the motor / generator 70 is adjusted to such an extent that the backward movement of the vehicle A1 can be prevented, and the minimum drive force is controlled. In other words, the torque of the motor / generator 70 is controlled so that the vehicle A1 does not move forward (uphill). As a result, the electric power supplied to the motor generator 70 can be suppressed to the minimum. Following step S11, the process proceeds to step S10.

On the other hand, if the affirmative determination is made in step S3, based on the depression amount of the accelerator pedal,
The required driving force and the required torque when the vehicle A1 starts are calculated (step S12). It should be noted that the required driving force has a lower limit that is the driving force immediately before the vehicle A1 is stopped and the gradient is corrected while the vehicle is stopped, that is, the driving force calculated in step S1. Following this step S12,
It is determined whether the required driving force is equal to or greater than a predetermined value (step S13). When a positive determination is made in step S13, it is determined whether the engine 3 is stopped (step S14).

If the determination in step S14 is affirmative, the engine 3 is started and (step S14).
15), the driving force corresponding to the engine torque, the motor
Control for coordinating the driving force corresponding to the torque of the generator 70 is performed (step S16). In addition, even when the negative determination is made in the step S13 or the negative determination in the step S14, the step S13 is performed.
Proceed to 16. Here, if the determination in step S14 is negative and the process proceeds to step S16, the engine torque is "zero".

Then, following step S16, the vehicle A
Estimate the road gradient during traveling of No. 1 (step S1
7) The control routine ends. This step S1
In 7, the road gradient is estimated based on the driving force based on the torque of the motor / generator 70 or the engine torque, the running resistance based on the signal of the weight detection sensor 78, and the braking force of the braking device 31. Incidentally, the above-mentioned step S2
If the answer is negative, the process proceeds to step S13.

Next, the D position is selected, and
When the vehicle A1 is stopped in the direction of descending the slope, the determination in step S4 is affirmative and step S4 is performed.
The case where the process proceeds to step 5 or the case where the determination in step S4 is negative and the process proceeds to step S11 will be described. In such a case, the torque increase / decrease of the motor / generator 70 is not performed in either step S5 or step S11, and the torque increase amount is controlled to "zero" or the torque decrease amount is controlled to "zero".

An example of a time chart corresponding to the control of FIG. 1 is shown in FIG. Note that FIG. 5 is an example in which the vehicle A1 is located on a gentle slope and the vehicle A1 is retreated by control of the motor generator. First, when the amount of depression of the brake pedal decreases and the brake oil pressure decreases, and when the brake oil pressure becomes “zero” at time t1, the motor generator (M / G) starts to rotate in the negative direction.
The negative rotation direction is a rotation direction opposite to the rotation direction (positive rotation direction) when the vehicle moves forward. Also, at time t1
After that, the torque of the motor generator is increased.

After time t2, the torque of the motor / generator is reduced and the rotational speed of the motor / generator in the negative direction is reduced. Next, at time t3, the motor / generator rotates in the forward direction, and at time t4, the accelerator pedal is depressed, the degree of increase in the torque of the motor / generator increases, and the vehicle starts.

Another example of the time chart corresponding to the control of FIG. 1 is shown in FIG. In FIG. 6, the backward force of the vehicle generated by the road gradient is shown to be substantially constant. First, before time t1, the braking force (braking force) of the braking device 31 is lower than the retreating force, and
The rotation speed of the motor / generator, that is, the vehicle speed is decreasing. The retreat force is a force that causes the vehicle to retreat due to the road gradient. After that, the braking force becomes higher than the reverse force, and the rotation speed of the motor / generator becomes “zero” at time t1 and the vehicle is stopped. Time t
From 1 onward, the braking force is controlled to be substantially constant, and at time t
The braking force starts to decrease from 2.

Then, the motor generator starts to rotate in the negative direction, and the driving force by the torque of the motor generator is increased. After that, the braking force becomes “zero” at time t3, and after time t4, the motor
The driving force generated by the generator is higher than the backward force of the vehicle. The rotation direction of the motor / generator is the positive direction. Next, at time t5, when the driving force of the motor generator starts to decrease, the stopped engine is started to increase the driving force by the engine torque. After time t6, the driving force due to the torque of the motor generator disappears, and the vehicle travels with the driving force due to the engine torque.

When the force to move the vehicle backward is large and it is predicted that the vehicle cannot be stopped only by the driving force of the motor generator, the reverse rotation of the motor generator is detected. At that point, the engine is immediately started and the torque transmission force of the clutch is increased. The time shown in FIG. 5 and the time shown in FIG. 6 do not correspond.

As described above, by combining the required driving force with the control of the driving force corresponding to the output of the motor / generator and the control of adjusting the driving force corresponding to the engine output with the clutch 7. Therefore, it is possible to realize proper start of the engine after idling stop and easy starting of the vehicle. In addition, this control method is used for vehicles that do not stop the engine (vehicles that do not have an eco-run system) unless the ignition switch is returned to the accessory position or the lock position, or even if the eco-run system is activated. Thus, even when the engine cannot be stopped, it can be utilized in the same manner as described above, and more efficient traveling of the vehicle can be achieved.

As described above, according to the control example of FIG. 1, the vehicle A1 is moved in the direction different from the planned movement direction before the brake pedal is returned and the accelerator pedal is depressed. It can be suppressed with a minimum amount of energy, and the occupant's discomfort can be eliminated. Further, depending on conditions such as a steep slope, the charge amount of the power storage device 71, the temperature of the motor generator 70, the temperature of the inverter 72, etc.
Only when it is difficult to bring the actual output of the generator 70 close to the target output, the output of the motor / generator 70 and the torque transmission force of the clutch 7 are coordinated to maintain the position of the vehicle A1. It suppresses the decrease in power.

That is, according to the control of the embodiment, since the frequency of controlling the clutch 7 to the half-clutch state is suppressed from increasing, the life of the clutch 7 can be improved. In addition, it is possible to suppress “a power loss caused by rotating the engine 3 with the clutch 7 in a half-clutch state”, and it is possible to suppress an increase in fuel supplied to the engine 3. Further, “engine stall which occurs when the clutch 7 is in the half-clutch state and the engine 3 is rotated” can be suppressed.

FIG. 7 shows a vehicle A to which the control example of FIG. 1 can be applied.
It is a conceptual diagram which shows the structure of the other 1 power train. In FIG. 7, the engine 3 and wheels, specifically, the front wheels 1 are connected so as to be able to transmit power. Further, the motor / generator 70 and the wheels, specifically, the rear wheels 79 are connected by a differential 80 and a drive shaft 81 so that power can be transmitted. That is, the vehicle A1 in FIG.
In the power train of, the wheel to which the torque of the engine 3 is transmitted and the wheel to which the torque of the motor / generator 70 is transmitted are different.

The vehicle A1 shown in FIG. 7 is also a so-called hybrid vehicle having the engine 3 and the motor / generator 70 as two kinds of driving force sources different in power generation principle. The vehicle A1 shown in FIG. 7 is a so-called four-wheel drive vehicle. The other configuration of FIG. 7 is the same as the configuration of FIG. 2, and therefore, the same reference numerals as those in FIG. Furthermore, the control system of FIG. 3 can be applied to the vehicle A1 of FIG. In this case, the wheel detection sensor 32 can detect the rotational states of the wheels 1 and 79. Also, FIG.
In the block diagram of FIG. 3, the engine 3, the transmission 5, the motor / generator 70, etc. are configured to be controlled by the common electronic control unit 16, but the engine 3,
It is also possible to provide electronic control devices for controlling the transmission 5 and the motor / generator 70 separately, and to connect these electronic control devices so that they can communicate with each other.

Here, the correspondence between the functional means shown in FIG. 1 and the configuration of the present invention will be described. Step S1
Corresponds to the output control means of the present invention, step S4 corresponds to the actual behavior judging means and comparison means of the present invention, step S9 corresponds to the clutch control means of the present invention, and step S8 corresponds to the starting means of the present invention. Equivalent to. Further, to explain the correspondence between the matters described in this embodiment and the configuration of the present invention, the engine 3 and the motor generator 70 correspond to the “plurality of driving force sources” of the present invention, and the motor generator 70 is a "predetermined driving force source" of the present invention
The clutch 7 and the friction engagement device 8 correspond to the clutch of the present invention, and the current and voltage of the electric power supplied to the motor / generator 7, the motor / generator 7
Torque, rotation speed (rotation speed), rotation direction, and the like of "corresponding to" output of predetermined driving force source "of the present invention,
The "scheduled movement direction of the vehicle" corresponds to the "target behavior of the vehicle" of the present invention, the actual movement direction of the vehicle A1 corresponds to the "actual behavior" of the present invention, and the engine 3 corresponds to the "target behavior" of the present invention. It corresponds to a "specific driving force source".

In the invention described in each claim,
It is also possible to read the output control means as the output controller, the comparison means as the comparator, the clutch control means as the clutch controller, and the starting means as the starter.
In the invention described in each claim, the output control means is replaced with the output control controller, the comparison means is replaced with the comparison controller, the clutch control means is replaced with the clutch control controller, and the starting means is replaced with the starting controller. You can also Moreover, in the invention described in each claim, the output control means is replaced with the output control step, the comparison means is replaced with the comparison step, the clutch control means is replaced with the clutch control step, the starting means is replaced with the starting step, and the hybrid is used. The driving force control device for a vehicle can be read as a driving force control method for a hybrid vehicle.

[0054]

As described above, claim 1 or 2
According to the invention, the torque transmission force of the clutch is increased or decreased according to the function of the predetermined driving force source, and the increase in the frequency of occurrence of the half-clutch state is suppressed. Therefore, the life of the clutch is improved, the power loss of the specific driving force source is suppressed, and the waste of energy for driving the specific driving force source can be suppressed.

According to the invention of claim 3, the same effect as that of the invention of claim 1 or 2 can be obtained, and the output of the predetermined driving force source is adapted to the road gradient. Therefore, it is possible to suppress the expansion of the difference between the actual behavior of the vehicle and the target behavior.

According to the invention of claim 4, in addition to obtaining the same effect as that of the invention of any one of claims 1 to 3, a specific drive is performed based on the result of comparison between the actual behavior and the target behavior. The power source is turned on. Therefore, excess and deficiency of the driving force can be suppressed.

[Brief description of drawings]

FIG. 1 is a flowchart showing an example of a control device of the present invention.

FIG. 2 is a conceptual diagram showing an example of a vehicle to which the flowchart of FIG. 1 can be applied.

3 is a block diagram showing a control system of the vehicle shown in FIG.

FIG. 4 is a diagram showing an example of a map corresponding to the flowchart of FIG.

5 is a diagram showing an example of a time chart corresponding to the flowchart of FIG.

6 is a diagram showing an example of a time chart corresponding to the flowchart of FIG.

7 is a conceptual diagram showing an example of a vehicle to which the flowchart of FIG. 1 can be applied.

[Explanation of symbols]

1 ... Wheels (front wheels), 3 ... Engine, 7 ... Clutch,
8 ... Friction engagement device, 16 ... Electronic control device, 70 ... Motor generator, 79 ... Wheel (rear wheel), A1 ...
vehicle.

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Claims (4)

[Claims] 1. A drive force control device for a hybrid vehicle, which determines a target behavior of a vehicle and controls a plurality of drive force sources based on the determination result, wherein a plurality of drive units are driven based on the determination result of the target behavior. Output control means for controlling the output of a predetermined driving force source of the power source, actual behavior determination means for determining the actual behavior based on the output control of the predetermined driving force source, and the actual behavior and the target behavior And a clutch control means for controlling the torque transmission force of the clutch for transmitting the torque of the specific driving force source other than the predetermined driving force source to the wheels based on the comparison result by the comparing means. A driving force control device for a hybrid vehicle, which is characterized by being provided. 2. The comparing means determines the actual behavior and the target behavior both when the specific driving force source is stopped and when the specific driving force source is driven. The driving force control device for a hybrid vehicle according to claim 1, further comprising a function of comparing. 3. The driving force control device for a hybrid vehicle according to claim 1, wherein the output control means further has a function of determining a target behavior based on a road gradient. 4. The apparatus further comprises starter means for starting the specific driving force source based on the comparison result by the comparing means when the specific driving force source is stopped. A driving force control device for a hybrid vehicle according to any one of claims 1 to 3.