JP2005325807A - Drive control device and drive control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive control device and a drive control method which can restrain delay in supercharging when returning from slipping control. <P>SOLUTION: The drive control device 10 is mounted on a vehicle so as to control the driving force of an internal combustion engine equipped with a supercharger at the time of transmitting the driving force to drive wheels of the vehicle. The drive control device 10 includes a slipping detecting section 11 which detects the slipping of the drive wheels of the vehicle; a charge condition judging section 12 which judges the charge condition of a storage means provided in the vehicle; a supercharge judging section 13 which judges whether or not the internal combustion engine is operated in a supercharging region; and a drive force control section 14 which reduces the driving force generated in the drive wheels by load of an auxiliary machinery mounted on the vehicle when the slipping of the drive wheels is detected by the slipping detecting section 11. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a drive device that transmits a driving force of an internal combustion engine having a supercharging means to drive wheels, and more specifically, a drive control device and a drive control that can suppress a supercharge delay when returning from slip control. Regarding the method.

  When a vehicle such as a passenger car or a truck is running on a slippery road surface such as rain or snow, the driving wheels are slippery due to fluctuations in driving force. If the drive wheel slips during lane changes or driving on a curve, the posture of the vehicle becomes unstable and control becomes difficult, so slip control technology that reduces the drive force and suppresses slippage of the drive wheel is put to practical use Has been. In recent years, so-called hybrid vehicles have been put into practical use in which driving wheels of a vehicle are driven using an internal combustion engine and an electric motor. Patent Document 1 discloses a slip control technique for such a hybrid vehicle. .

JP 2001-295676 A

  However, in the technique disclosed in Patent Document 1, in a hybrid vehicle including an internal combustion engine that uses supercharging, if the output torque of the internal combustion engine is reduced in slip control, the supercharging is performed when returning from the slip control. The acceleration response may deteriorate due to the delay. The same applies to a vehicle including an internal combustion engine that uses supercharging. Therefore, the present invention has been made in view of the above, and an object thereof is to provide a drive control device and a drive control method capable of suppressing a supercharging delay when returning from slip control.

  In order to solve the above-described problems and achieve the object, a drive control device according to the present invention is mounted on a vehicle and transmits the driving force of an internal combustion engine including a supercharger to the drive wheels of the vehicle. A slip detection unit for detecting the slip of the drive wheel, and when a slip of the drive wheel is detected by the slip detection unit, a load of an auxiliary device mounted on the vehicle And a driving force suppressing unit that reduces the driving force generated in the driving wheel.

  A drive control apparatus according to the present invention includes a charge state determination unit that determines a charge state of a power storage unit provided in the vehicle, wherein the slip detection unit detects a slip of the drive wheel. And when the charging state determination unit determines that the charging state of the power storage means is equal to or less than a limit value, the driving force suppression unit generates a driving force generated in the driving wheel by a load of the auxiliary machine. It is characterized by reducing.

  The drive control device according to the next aspect of the present invention further includes a supercharging determination unit that determines whether or not the internal combustion engine is operated in a supercharging region, wherein the driving is performed by the slip detection unit. When slippage of the wheel is detected and the supercharging determination unit determines that the internal combustion engine is operating in a supercharging region, the driving force suppression unit is applied to the driving wheel by the load of the auxiliary machine. The generated driving force is reduced.

  In the drive control device according to the next aspect of the present invention, in the drive control device, the drive force suppression unit reduces the output torque of the internal combustion engine within a supercharging region of the internal combustion engine and suppresses the drive force. The portion reduces a driving force generated in the driving wheel by a load of the auxiliary machine.

  In the drive control device according to the next aspect of the present invention, in the drive control device, when the supercharging determination unit determines that the internal combustion engine is not operated in a supercharging region, the driving force suppression unit Only the output torque of the engine is reduced.

  In the drive control device according to the next aspect of the present invention, in the drive control device, the auxiliary machine is an electric motor that drives the drive wheels together with the internal combustion engine, and when the drive force of the drive wheels is reduced, An electric motor converts the kinetic energy of the vehicle into electric power.

  In the drive control device according to the present invention, in the drive control device, the auxiliary machine is a generator that generates electric power by being driven by the internal combustion engine, and when the driving force of the drive wheels is reduced, The generator generates electricity.

  The following drive control method according to the present invention detects slippage of the drive wheel when controlling the drive force when the drive force of the internal combustion engine that is mounted on the vehicle and that includes the supercharger is transmitted to the drive wheel. And a step of reducing a driving force generated in the driving wheel by a load of a vehicle auxiliary device mounted on the vehicle when slipping of the driving wheel is detected.

  The following drive control method according to the present invention is such that, in the drive control method, when slipping of the drive wheel is detected and it is determined that the state of charge of power storage means provided in the vehicle is equal to or less than a limit value. The driving force generated in the driving wheel due to the load of the vehicle accessory is reduced.

  In the drive control method according to the present invention, when the slip of the drive wheel is detected and the internal combustion engine is operated in a supercharging region in the drive control method, the load of the vehicle auxiliary machine is used. The driving force generated in the driving wheel is reduced.

  The following drive control method according to the present invention is the drive control method, wherein the output torque of the internal combustion engine is reduced within a supercharging region of the internal combustion engine, and the drive wheel is driven by the load of the vehicle auxiliary machine. The generated driving force is reduced.

  The following drive control method according to the present invention is characterized in that, in the drive control method, when it is determined that the internal combustion engine is not operated in a supercharging region, only the output torque of the internal combustion engine is reduced.

  The drive control device and the drive control method according to the present invention have an effect of suppressing a supercharging delay when returning from slip control.

  Hereinafter, the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by the Example demonstrated below. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same. Further, the present invention can be suitably applied to drive control when using an internal combustion engine equipped with a supercharging device, and is particularly preferable for drive control for vehicles such as passenger cars, buses, and trucks. In particular, the present invention can be preferably applied to drive control when supercharging an internal combustion engine with a small displacement at a high pressure.

The drive control device and the drive control method according to this embodiment are characterized in that when a slip of the drive wheel is detected, the drive force generated in the drive wheel due to the load of the auxiliary device mounted on the vehicle is reduced. FIG. 1 is an explanatory view showing a vehicle according to this embodiment. The vehicle 100 includes an internal combustion engine 1, an auxiliary machine M / G (Motor / Generator) 72, a transmission 70, and a hybrid ECU (Electronic Control Unit) 30. A drive control apparatus according to this embodiment is incorporated in the hybrid ECU 30. The vehicle 100 is a so-called FF (Front engine Front drive), and the front portion is mounted with the internal combustion engine 1, the M / G 72, and the transmission 70 to drive the front wheels. The driving force of the internal combustion engine 1 or M / G 72 is transmitted to the drive wheels 75d ₁ and 75d _{2 of} the vehicle 100 via the transmission 70. Drive wheels 75d ₁ and 75d ₂ are front wheels of vehicle 100. The rear wheels 75f ₁ and 75f ₂ of the vehicle 100 are driven wheels and freely roll as the vehicle 100 travels.

FIG. 2 is an explanatory diagram showing an outline of a drive control system provided in the vehicle according to this embodiment. In this embodiment, the operation of the internal combustion engine 1 and the M / G 72, the shift of the transmission 70, and the like are controlled by the hybrid ECU 30. The internal combustion engine 1 and the transmission 70 are connected via a clutch 71. Further, an M / G 72 is attached to the transmission 70, and assists the internal combustion engine 1 as necessary when driving the drive wheels 75d ₁ and 75d ₂ of the vehicle 100. When the M / G 72 is used, the driving wheels 75d ₁ and 75d ₂ require a large driving torque, for example, when the vehicle 100 starts, accelerates, or climbs.

The outputs of the internal combustion engine 1 and the M / G 72 are transmitted to the drive wheels 75d ₁ and 75d ₂ via the differential gear 74fg in the differential gear box 74f after the rotational speed is changed by the transmission 70. The rotational speeds of the drive wheels 75d ₁ and 75d ₂ are detected by the first and second rotational speed sensors 45 ₁ and 45 ₂ and taken into the hybrid ECU 30 and used for slip control and brake control of the drive wheels.

  The M / G 72 is connected to a battery 78 that is a power storage unit via an inverter 77. As the M / G 72, for example, an AC synchronous motor (permanent magnet type synchronous motor) or the like can be used. The battery 78 is a direct current power source and is converted into a three-phase alternating current by an inverter 77. The M / G 72 is driven by this three-phase alternating current. When the vehicle 100 is in operation, the M / G 72 is driven by a three-phase alternating current in which an output current value, an output voltage, a frequency, and the like are changed by the inverter 77 according to a command from the hybrid ECU 30.

The M / G 72 also functions as a generator. For example, when the vehicle 100 is decelerated, the M / G 72 is driven by the drive wheels 75d ₁ and 75d ₂ . Thereby, the M / G 72 can convert the kinetic energy of the vehicle 100 into electric energy and store it in the battery 78. Moreover, the kinetic energy of the vehicle 100 is consumed by converting the kinetic energy of the vehicle 100 into electrical energy by the M / G 72 and storing it in the battery 78 (regeneration of electric power), so that the speed of the vehicle 100 can be reduced. it can. This is called regenerative braking. Since the electric energy generated in the M / G 72 by the regenerative brake is a three-phase alternating current, it is converted into a direct current by the inverter 77 and then stored in the battery 78. The battery 78 is a storage battery capable of repeating a discharge and charge cycle. For example, a nickel hydrogen battery, a lead storage battery, a lithium polymer battery, or the like can be used.

  FIG. 3A is an explanatory diagram illustrating details of the drive system according to this embodiment. In this drive system 200, a transmission 70 connected to the internal combustion engine 1 via a clutch 71 is based on a so-called manual transmission, and automatically performs a clutch operation and a shift operation of the manual transmission by an actuator. . As a result, it is possible to automatically shift up and down, and it is also possible to execute shift up and down by a driver's manual operation. In either case, the driver's clutch operation becomes unnecessary. The transmission 70 has six forward speeds and one reverse speed.

A clutch 71 that connects the internal combustion engine 1 and the transmission 70 is operated by a clutch control actuator 71a. The clutch control actuator 71a is connected to the hybrid ECU 30, and operates in accordance with a command from here to control the engagement and disengagement of the clutch 71 and the state of the half-clutch. The output of the internal combustion engine 1 input to the transmission 70 via the clutch 71 is decelerated by a reduction gear attached to the input shaft 70i and the output shaft 70o and transmitted to the differential gear 74fg. The differential gear 74fg transmits power to the drive wheels 75d ₁ and 75d ₂ . Further, an M / G 72 is connected to the output shaft 70o of the transmission 70 via a gear. Thus, M / G 72 can be used as an auxiliary for internal combustion engine 1, and power can be regenerated from M / G 72 when vehicle 100 is decelerated or the like.

Each gear arranged in the transmission 70 is selected via select levers 76 _{1 to} 76 ₃ . The select levers 76 _{1 to} 76 ₃ are operated by shift select actuators 73 _{1 to} 73 ₃ . Then, in response to a command from the hybrid ECU 30, the shift select actuators 73 _{1 to} 73 ₃ operate to select a gear based on a driver's selection or a shift program selection.

  FIG. 3-2 is an explanatory diagram illustrating details of another drive system according to this embodiment. The drive system 201 has substantially the same configuration as that of the drive system 200 shown in FIG. 3A except that an M / G 72a as an auxiliary machine is directly connected to the crankshaft 6 of the internal combustion engine 1. Thus, the internal combustion engine 1 may be directly assisted by the M / G 72a. In this configuration, even when the vehicle 100 is stopped, the clutch 71 is disengaged to disconnect the driving force of the internal combustion engine 1 from the transmission 70a, thereby driving the M / G 72a with the internal combustion engine 1 to generate electric power. Can do.

FIG. 3C is an explanatory diagram of details of another drive system according to this embodiment. The drive system 202 has substantially the same configuration as that of the drive system 200 shown in FIG. 3C, except that, in addition to the M / G 72, a generator 72g is directly connected to the crankshaft 6 of the internal combustion engine 1 as an auxiliary machine. Is different. In this configuration, for example, the clutch 71 is disengaged, the generator 72g is driven by the internal combustion engine 1 to generate electric power, and the generated electric power is supplied to the M / G 72 to drive wheels 75d ₁ and 75d. ₂ can also be driven. As described above, since the generator 72g is provided separately from the M / G 72, the degree of freedom of control regarding power regeneration and power assistance is improved.

  The transmissions 70 and 70a included in the drive system according to this embodiment are automatic transmissions based on a manual transmission, but may be of other types. For example, an automatic transmission that shifts the driving force of the internal combustion engine 1 in multiple stages via a torque converter, a belt-type continuously variable transmission called CVT (Continuous Variable Transmission), or a normal manual transmission may be used. Next, the internal combustion engine 1 according to this embodiment will be described.

  FIG. 4 is an explanatory view showing an example of an internal combustion engine according to this embodiment and an auxiliary machine of a vehicle on which the internal combustion engine is mounted. FIG. 5 is a cross-sectional view of one cylinder included in the internal combustion engine according to this embodiment. First, the configuration of the internal combustion engine according to this embodiment will be described with reference to FIGS. As shown in FIG. 4, the internal combustion engine 1 according to this embodiment includes four cylinders 1 s. The internal combustion engine 1 is mounted on a passenger car, truck, or other vehicle, and serves as a power source for the vehicle.

  As shown in FIG. 5, the piston 5 reciprocates in the cylinder 1 s, and the reciprocating motion of the piston 5 is converted into rotational motion by the crankshaft 6. The internal combustion engine 1 according to this embodiment is a reciprocating internal combustion engine having a plurality of cylinders. However, the internal combustion engine applicable to this embodiment may be provided with a supercharger, regardless of whether it is a single cylinder or multiple cylinders. Further, if a supercharger is provided, it can be applied to either a spark ignition type or a diesel type internal combustion engine, and further to a rotary type internal combustion engine. The internal combustion engine 1 described below is a reciprocating internal combustion engine and is a diesel internal combustion engine that is driven by diesel fuel such as light oil.

  As shown in FIG. 5, the internal combustion engine 1 includes a fuel injection valve 4 that injects diesel oil and other diesel fuel into the combustion chamber 1b of the cylinder 1s. The internal combustion engine 1 is a so-called direct injection diesel engine that directly injects the fuel F into the combustion chamber 1b without having a so-called preliminary combustion chamber. However, the application target of the present invention is not limited to this. The fuel injection valve 4 is attached to a common rail 4D. The common rail 4D is filled with diesel fuel pressurized by a high-pressure pump, and the fuel in the common rail 4D is supplied to each fuel injection valve 4.

  As shown in FIG. 4, the internal combustion engine 1 includes a turbocharger (hereinafter referred to as a turbo) 50 as a supercharger. The turbo 50 includes a compressor 51, a turbine 53, and a shaft 52 that couples both. The turbine 53 is driven by the exhaust gas Ex after combustion in the combustion chamber 1 b of the internal combustion engine 1. Since the turbine 53 and the compressor 51 are connected by the shaft 52, the compressor 51 is driven by the turbine 53. Exhaust gas Ex is introduced into the turbine 53 from the exhaust port 9 of the internal combustion engine 1. The turbine 53 is provided with a bypass passage that connects the exhaust port 9 side and the exhaust passage 24 side, and the rotational pressure of the turbine 53 is controlled by opening and closing the bypass passage by a supercharging pressure control actuator 54. Thereby, the supercharging pressure of the compressor 51 can be changed. The compressor 51 driven by the turbine 53 compresses the air A introduced from the intake passage 23 and sends it into each cylinder 1 s of the internal combustion engine 1.

  Fuel F is injected from the fuel injection valve 4 into the combustion chamber 1b of the cylinder 1s at a timing and a required amount according to the load KL of the internal combustion engine 1 and the engine speed NE. The fuel F injected from the fuel injection valve 4 forms a fuel spray Fm in the combustion chamber 1b. This fuel spray Fm is self-ignited by the compressed high-temperature air A in the combustion chamber 1b and burns. The fuel F is injected in a state in which the intake valve 2 is closed and in the compression stroke of the internal combustion engine 1. In FIG. 5, the introduction of air A into the combustion chamber 1b and the injection of the fuel F are performed. For convenience of explanation, a state different from the actual state is shown.

  The pressure generated when the fuel F burns is transmitted to the piston 5 to reciprocate the piston 5. The reciprocating motion of the piston 5 is transmitted to the crankshaft 6 via the connecting rod 6c, where it is converted into rotational motion and taken out as the output of the internal combustion engine 1. The fuel F after combustion becomes exhaust gas Ex and passes through the exhaust valve 3 and is discharged to the exhaust port 9. After the exhaust gas Ex drives the turbine 53, it is purified by the catalyst 22 and discharged into the air.

  The operation of the internal combustion engine 1 is controlled by the hybrid ECU 30. The hybrid ECU 30 calculates the required torque Tq of the internal combustion engine 1 from the accelerator opening information acquired from the accelerator opening sensor 41 and the engine rotational speed NE acquired from the internal combustion engine rotational speed sensor 44. The hybrid ECU 30 determines the injection amount of the fuel F injected from the fuel injection valve 4 of the internal combustion engine 1 based on the required torque Tq. At this time, the hybrid ECU 30 acquires the temperature of the intake air A from the intake air temperature sensor 43 and the like, and corrects the injection amount of the fuel F. Based on the crank angle information acquired from the crank angle sensor 40, the fuel injection timing of the fuel injection valve 4 is controlled.

The output of the crankshaft 6 is decelerated by the transmission 70 and the torque is increased. Then, power is transmitted to the drive wheels 75d ₁ and 75d ₂ (see FIGS. 2 and 3) by the rotational force of the crankshaft 6 to advance the vehicle 100 (see FIG. 1) on which the internal combustion engine 1 is mounted. The crankshaft 6 drives an auxiliary machine of a vehicle on which the internal combustion engine 1 is mounted. The term “auxiliary device for vehicle” as used herein is a concept that includes all the auxiliary devices necessary for driving the vehicle and also includes auxiliary devices necessary for driving the internal combustion engine 1. Auxiliary machinery necessary for driving the vehicle includes, for example, the one that directly assists the internal combustion engine 1 when driving the driving wheels of the vehicle, such as the above-described M / G 72 and 72a, and the battery shown in FIG. An alternator (alternator) 60 for charging 78 (FIG. 4), a generator 72g (FIG. 3-3) for charging the battery 78 and supplying power to the M / G 72, and a vehicle air conditioner 61AC There is a compressor 61 or the like to be configured.

  Next, the internal combustion engine 1 during operation will be described with reference to FIG. The air A from which dust has been removed by the air cleaner 20 is compressed by the compressor 51 of the turbo 50 and then cooled by the intercooler 21 through the intake passage 23. The air A cooled by the intercooler 21 is sent through the intake port 8 into the combustion chamber 1b of each cylinder 1s. The air sent into the combustion chamber 1b of each cylinder 1s is compressed to 4 MPa or more when the piston 5 moves toward the compression top dead center, and the temperature rises to 600 ° C. or more. Here, the fuel F of the fuel injection amount calculated based on the accelerator opening and the engine speed is injected from the fuel injection valve 4 and burned. The combustion pressure of the fuel F is converted into rotational motion by the piston 5, the connecting rod 6c and the crankshaft 6, and is taken out from the crankshaft 6 as an output. The fuel F after combustion becomes exhaust gas Ex, which is purified by the catalyst 22 and discharged into the air.

  Next, examples of other internal combustion engines to which the present invention can be applied will be described. In the following description, please refer to FIG. 4 as appropriate. FIG. 6 is an explanatory view showing an example of a spark ignition type direct injection internal combustion engine. The internal combustion engine 1a is a spark ignition type reciprocating internal combustion engine, and is a so-called direct injection internal combustion engine that directly injects fuel F into the combustion chamber 1b of the cylinder 1s. The internal combustion engine 1a includes a direct injection valve 4di that directly injects fuel F into the combustion chamber 1b of the cylinder 1s to form a fuel spray Fm. By injecting fuel from the direct injection valve 4di in the compression stroke or intake stroke of the internal combustion engine 1a, the fuel F is stratified or homogeneously burned to operate the internal combustion engine 1a.

  The flow rate of the air supplied to the internal combustion engine 1 a is controlled by a throttle valve 49 provided between the intake port 8 and the air flow sensor 42. The throttle valve 49 is an electronic throttle valve, and the hybrid ECU 30 adjusts the opening based on a signal from the accelerator opening sensor 41 acquired by the hybrid ECU 30. The air A compressed by the turbo 50 and guided to the intake port 8 through the intake passage 23 is introduced into the combustion chamber 1b through the intake valve 2. Then, the fuel F is injected from the direct injection valve 4di into the air A introduced into the combustion chamber 1b.

  The fuel F injected from the direct injection valve 4di becomes a fuel spray Fm and forms an air-fuel mixture while entraining the surrounding air A. The mixture is combusted by igniting the mixture with the spark plug SP. The combustion pressure of the air-fuel mixture is transmitted to the piston 5 to cause the piston 5 to reciprocate. The reciprocating motion of the piston 5 is transmitted to the crankshaft 6 via the connecting rod 6c, where it is converted into rotational motion and taken out as the output of the internal combustion engine 1a. The fuel F after combustion becomes exhaust gas Ex and passes through the exhaust valve 3 and is discharged to the exhaust port 9 constituting the exhaust gas passage. The exhaust gas Ex is purified by the catalyst 22 and discharged into the air.

  The operation of the internal combustion engine 1a is controlled by the hybrid ECU 30. The hybrid ECU 30 is based on the accelerator opening information acquired from the accelerator opening sensor 41, the intake air amount acquired from the air flow sensor 42, and the engine rotational speed NE acquired from the internal combustion engine rotational speed sensor 44. The injection amount of the fuel F injected from 4di is determined. At this time, the hybrid ECU 30 acquires the intake air temperature or the like from the intake air temperature sensor 43 or the like, and corrects the fuel F injection amount. Based on the crank angle information acquired from the crank angle sensor 40, the fuel injection timing of the direct injection valve 4di is controlled.

  The spark ignition type internal combustion engine to which the present invention can be applied is not limited to the internal combustion engine 1a. For example, the present invention can also be applied to a so-called dual fuel injection type spark ignition type internal combustion engine that further includes a port injection valve 4pi for injecting fuel into the intake port 8. The present invention can also be applied to a spark ignition type internal combustion engine having only a port injection valve 4pi for injecting fuel into the intake port 8. Next, the drive control apparatus according to this embodiment will be described.

  FIG. 7 is an explanatory diagram showing the configuration of the drive control apparatus according to this embodiment. Here, the drive control method according to this embodiment can be realized by the drive control device 10 according to this embodiment. The drive control device 10 is configured to be incorporated in the hybrid ECU 30. Note that the drive control device 10 according to this embodiment may be prepared separately from the hybrid ECU 30 and connected to the hybrid ECU 30. In realizing the drive control method according to this embodiment, the drive control device 10 may be configured to use control functions of the internal combustion engine 1 and the transmission 70 provided in the hybrid ECU 30.

  The drive control device 10 includes a slip detection unit 11, a charging state determination unit 12, a supercharging determination unit 13, and a driving force suppression unit 14. These are the parts that execute the drive control method according to this embodiment. The slip detection unit 11, the charging state determination unit 12, the supercharging determination unit 13, and the driving force suppression unit 14 are connected via an input / output port (I / O) 39 of the hybrid ECU 30. Thereby, the slip detection part 11, the charge condition determination part 12, the supercharging determination part 13, and the driving force suppression part 14 are each comprised so that data can be exchanged bidirectionally. In addition, you may comprise so that data may be transmitted / received in one direction as needed on an apparatus structure (the following is the same).

  The hybrid ECU 30 controls the operation of the internal combustion engine 1, the M / G 72, etc., and monitors and considers the state of charge of the battery 78 to control the drive system 200 of the vehicle 100 overall. The processing unit 30p determines the necessary output of the internal combustion engine 1 and the torque of the M / G 72 from the accelerator opening sensor 41 and the shift position, and controls the driving force. The internal combustion engine control unit 31 determines the fuel injection timing and the fuel injection amount of the internal combustion engine 1 according to the internal combustion engine output request value from the processing unit 30p, and causes the fuel injection valve 4 to inject fuel.

  Further, the internal combustion engine control unit 31 corrects the fuel injection amount and controls the supercharging pressure based on the intake air temperature, the cooling water temperature of the internal combustion engine 1 and the like. The shift control unit 32 controls the shift timing of the transmission 70 and the engagement state of the clutch 71. The M / G control unit 33 controls the M / G 72 through the inverter 77 in accordance with the drive request value from the processing unit 30p. The battery monitoring unit 34 monitors the charge state of the battery 78. In addition, the brake control unit 35 is a hydraulic brake mounted on the vehicle 100 so that when the M / G 72 regenerative brake is applied, the total braking force of the vehicle 100 is equivalent to that of a general hydraulic brake only vehicle. And regenerative braking are coordinated.

As shown in FIG. 7, the drive control device 10, the processing unit 30 p, the storage unit 30 m, the internal combustion engine control unit 31, and the like are connected via an input / output port (I / O) 39 provided in the hybrid ECU 30. Data can be exchanged between them. As a result, the drive control device 10 acquires the load of the internal combustion engine 1 and the like, the engine speed, the slip of the drive wheels 75d _{1 and} other drive control data of the hybrid ECU 30, and controls the drive control device 10 of the hybrid ECU 30. Or interrupt the control routine. Further, when a control program or a control map stored in the storage unit 30m is used, or when learning control is performed, a learning value can be stored in the storage unit 30m.

The input / output port (I / O) 39 includes a crank angle sensor 40, an accelerator opening sensor 41, a rotation speed sensor 44 for an internal combustion engine, first and second rotation speed sensors 45 ₁ and 45 _{2, and} other embodiments. Various sensors for acquiring information necessary for drive control according to the above are connected. Thereby, the hybrid ECU 30 and the drive control device 10 can acquire information necessary for executing the drive control according to this embodiment. The input / output port (I / O) 39 is connected to the fuel injection valve 4, the inverter 77, and other controlled objects, and realizes drive control according to this embodiment.

  The storage unit 30m stores a computer program including a processing procedure of the drive control method according to this embodiment, a fuel injection amount data map used for operation control of the internal combustion engine 1, and the like. Here, the storage unit 30m can be configured by a volatile memory such as a RAM (Random Access Memory), a nonvolatile memory such as a flash memory, or a combination thereof. The processing unit 30p of the drive control device 10 and the hybrid ECU 30 can be configured by a memory and a CPU.

  The computer program may be capable of realizing the processing procedure of the drive control method according to this embodiment in combination with a computer program already recorded in the slip detection unit 11, the charging state determination unit 12, or the like. Moreover, this drive control apparatus 10 may implement | achieve functions, such as a slip detection part 11 and the charge condition determination part 12, using a dedicated hardware instead of the said computer program. Next, a procedure for realizing the drive control method according to this embodiment using the drive control apparatus 10 will be described. In this description, please refer to FIGS. Note that the internal combustion engine is the diesel internal combustion engine 1 described above, but the present invention can be similarly applied to a spark ignition internal combustion engine 1a.

FIG. 8 is a flowchart showing the procedure of the drive control method according to this embodiment. In realizing the drive control method according to this embodiment, the slip detection unit 11 of the drive control device 10 determines whether or not slip has occurred in the drive wheels 75d ₁ and 75d ₂ of the vehicle (step S101). Here, an example of a method for determining the occurrence of slip will be described. FIG. 9A is an explanatory diagram illustrating determination of occurrence of slippage of drive wheels in a front wheel drive vehicle. First, the first and second rotational speed sensors 45 ₁ and 45 ₂ detect the rotational speeds of the drive wheels 75d ₁ and 75d ₂ , and the third and fourth rotational speed sensors 45 ₃ and 45 ₄ are driven wheels. The rotational speed of the rear wheels 75f ₁ and 75f ₂ is detected. The detected rotational speeds of the drive wheels 75d ₁ and 75d ₂ are Wd ₁ and Wd _2, and the rotational speeds of the rear wheels 75f ₁ and 75f ₂ are Wf ₁ and Wf ₂ .

Next, the slip detection unit 11, the drive wheel and 75d _1, 75d rpm Wd ₁ of _2, Wd ₂ of drive wheel rotation speed average value WDM, the rear wheels 75f _1, 75f ₂ rpm Wf _1, the Wf ₂ The driven wheel rotation speed average value Wfm is obtained. That is, Wdm = (Wd ₁ + Wd ₂ ) / 2, and Wfm = (Wf ₁ + Wf ₂ ) / 2. When the absolute value ΔW = | Wdm−Wfm | of the difference between the drive wheel rotation speed average value Wdm and the driven wheel rotation speed average value Wfm is equal to or greater than the limit rotation speed Wl, the drive wheels 75d ₁ and 75d ₂ It is determined that at least one of the slips has occurred.

FIG. 9-2 is an explanatory diagram illustrating determination of occurrence of slippage of drive wheels in a four-wheel drive vehicle. In the four-wheel drive vehicle 101, the output is taken out from the transmission 70 by the propeller shaft 70p, the power is transmitted to the rear differential 74r via the center differential 74c, and the power is distributed to the drive wheels 75d ₃ and 75d ₄ behind the vehicle 101. . In this case, first, the rotation speeds of all the driving wheels 75d _{1 to} 75d ₄ are detected by the first to fourth rotation speed sensors 45 _{1 to} 45 ₄ . The detected rotational speeds of all the drive wheels 75d _{1 to} 75d ₄ are Wd ₁ , Wd ₂ , Wd ₃ , and Wd ₄ , respectively.

Next, the slip detection unit 11 obtains the entire drive wheel 75d ₁ ~75d ₄ drive wheel rotation speed average value Wdm the respective rotational speed Wd ₁ ~Wd _4. That is, Wdm = (Wd ₁ + Wd ₂ + Wd ₃ + Wd ₄ ) / 4. Then, an absolute value ΔW = | Wm−Wd _min | of the difference between the drive wheel rotation speed average value Wdm and the rotation speed Wd _min of the drive wheel having the lowest rotation speed among all the drive wheels 75d _{1 to} 75d ₄ is obtained. If this ΔW is greater than or equal to the limit rotational speed Wl, it is determined that slip has occurred in any one drive wheel.

As a result of the above determination, when the drive wheels 75d ₁ and 75d ₂ are not slipped (step S101; No), the control for suppressing the slip of the drive wheels 75d ₁ and 75d ₂ is unnecessary. In this case, returning to START, slipping of the drive wheels 75d ₁ and 75d ₂ is monitored. When the driving wheels 75d ₁ and 75d ₂ are slipping (step S101; Yes), it is necessary to suppress the slipping of the driving wheels 75d ₁ and 75d _{2 in} order to make the vehicle 100 travel stably.

In this case, the charging state determination unit 12 compares the SOC (State Of Charge) of the battery 78 with a predetermined charging capacity limit value Cl (step S102). As a result, when SOC> Cl (step S102; No), there is a sufficient charge capacity of the battery 78 that is the energy source of the M / G 72. In this case, the output torque (T) of the internal combustion engine 1 is reduced to a region (Ts) where the slipping of the drive wheels 75d ₁ and 75d ₂ can be sufficiently suppressed (step S108). If the output torque (T) of the internal combustion engine 1 is reduced in this state, the supercharging pressure also decreases. Therefore, in the acceleration after the end of the slip control, an acceleration delay due to the supercharging delay occurs. Therefore, when acceleration is required after the end of the slip control, the internal combustion engine 1 is assisted by the M / G 72 (step S109) to obtain a necessary acceleration force.

As a result of comparing SOC and Cl, if SOC ≦ Cl (step S102; Yes), the supercharging determination unit 13 determines whether or not the internal combustion engine 1 is operated in the supercharging region (step S103). . This procedure will be described. FIG. 10A is an explanatory diagram illustrating an example of a map of the engine speed and the required torque value of the internal combustion engine when the accelerator opening is used as a parameter. As shown in FIG. 10A, the required torque T ^* of the internal combustion engine 1 changes according to the engine speed Ne, and the change curve differs depending on the accelerator opening. When determining whether or not the internal combustion engine 1 is operating in the supercharging region, the supercharging determination unit 13 acquires the accelerator opening Ao ₁ and the engine speed Ne ₁ at that time. Then, the engine speed Ne ₁ and the accelerator opening Ao ₁ are given to the map shown in FIG. 10A, and the initial required torque value T ^{* in} the case of the accelerator opening Ao ₁ and the engine speed Ne ₁ is given ^. i is determined.

FIG. 10-2 is an explanatory diagram showing an example of a map of the engine speed and output torque of the internal combustion engine at a certain accelerator opening. FIG. 10-3 is an explanatory diagram illustrating a relationship between the output torque of the internal combustion engine and the fuel injection amount. The solid line Tn in Figure 10-2, the accelerator opening Ao ₁ when determined the initial required torque value T ^* i, shows the relationship between the engine rotational speed when no boost the output torque. When a torque higher than the solid line Tn shown in FIG. 10-2 is generated from the internal combustion engine 1, it means that supercharging is required. The supercharging determination unit 13 gives the engine speed Ne ₁ and the initial required torque value T ^* i at that time to the map shown in FIG. 10-2.

As shown in FIG. 10-2, the initial required torque value T ^* i at the engine speed Ne ₁ is larger than the solid line Tn. Accordingly, the supercharging determination unit 13 determines the condition of the accelerator opening Ao ₁ and the engine speed Ne ₁ at the time of determining whether the supercharging region, the internal combustion engine 1 is operated in the supercharging region. Here, as shown in FIG. 10-3, since the torque T of the internal combustion engine 1 and the fuel consumption rate Q are in a proportional relationship, the torque T of the internal combustion engine 1 and the fuel consumption rate Q may be treated as equivalent.

When the internal combustion engine 1 is operated in the supercharging region (step S103; Yes), the driving force of the drive wheels 75d ₁ and 75d ₂ of the vehicle 100 is reduced by reducing the output torque (T) of the internal combustion engine 1. Execute slip control. For this reason, the driving force suppression unit 14 sets the required torque value T ^* of the internal combustion engine 1 to Tn ₁ + Ta (step S104). Here, Ta is a suppression torque value for reducing the output torque (T) of the internal combustion engine 1 from the required torque value in the case of the accelerator opening Ao ₁ and the engine speed Ne ₁ . As shown in FIG. 10-2, the required torque value T ^* = Tn ₁ + Ta for the internal combustion engine 1 obtained from the suppression torque value Ta is smaller than the initial required torque value T ^* i.

This suppression torque value Ta is determined so that the required torque value T ^* = Tn ₁ + Ta is within the range of the supercharging region of the internal combustion engine 1. That is, the required torque value T ^* = Tn ₁ + Ta is determined so as not to enter the non-supercharging region. At this time, it is preferable to determine the required torque value T ^* = Tn ₁ + Ta within a range where sufficient supercharging can be performed for the acceleration request. In this way, even when there is an acceleration request after the end of the slip control, it is possible to quickly increase the supercharging pressure and obtain the acceleration desired by the driver. Further, since the output torque (T) of the internal combustion engine 1 is limited within the range of the supercharging region of the internal combustion engine 1, the fuel injection amount is reduced by the amount that limits the output torque (T) of the internal combustion engine 1. Thereby, fuel consumption can be suppressed.

The internal combustion engine control unit 31 acquires the required torque value T ^* determined by the driving force suppression unit 14, obtains the fuel injection amount for the internal combustion engine 1 from the required torque value T ^*, and uses the calculated fuel injection amount to determine the internal combustion engine 1. To drive. As a result, the output torque (T) of the internal combustion engine 1 is reduced, and the driving force of the drive wheels 75d ₁ and 75d ₂ where the slip has occurred is reduced, so that the slip is suppressed. At the same time, the supercharging pressure can be maintained, so that the acceleration can be quickly shifted to after the slip control is completed. If slipping of the drive wheels 75d ₁ and 75d ₂ can be suppressed by such control (step S105; No), the process returns to START and monitoring is continued. When the internal combustion engine 1 is a port injection gasoline engine, the output torque (T) of the internal combustion engine 1 can be reduced by reducing the opening of the throttle valve. When the internal combustion engine 1 is a direct injection gasoline engine, the output torque (T) of the internal combustion engine 1 can be reduced by reducing the fuel injection amount as in the case of a diesel engine.

If slipping of the drive wheels 75d ₁ and 75d ₂ cannot be suppressed even if the output torque (T) of the internal combustion engine 1 is reduced so as to be within the range of the supercharging region of the internal combustion engine 1 (step S105; Yes), the drive wheels In order to suppress the slippage, the regeneration is performed using the auxiliary machine M / G72 (step S106). Since the SOC of the battery 78 is equal to or less than the charging capacity limit value Cl (step S102; Yes), power can be regenerated to the battery 78 by the M / G 72.

In the example illustrated in FIG. 10B, for example, it is assumed that the slip of the drive wheels 75d ₁ and 75d ₂ cannot be suppressed unless the output torque (T) is reduced to Ts in terms of the output torque of the internal combustion engine 1. In this case, if the fuel injection amount to the internal combustion engine 1 is reduced until the output torque (T) of the internal combustion engine 1 decreases to Ts, the internal combustion engine 1 is operated in the natural intake region, and the supercharging pressure is excessively decreased. . As a result, supercharging delay occurs, so that acceleration cannot be quickly shifted after the slip control is finished, and the driver feels a great sense of discomfort.

In order to suppress this, if the slip of the drive wheels 75d ₁ and 75d ₂ cannot be suppressed even if the output torque (T) of the internal combustion engine 1 is reduced to the above range, the kinetic energy of the vehicle 100 is converted into electric power by the M / G 72. Regenerate as. That is, the driving force of the driving wheels 75d ₁ and 75d ₂ is reduced by the auxiliary load. In the example shown in FIG. 10-2, T mg is regenerated by M / G72. The driving force suppression unit 14 determines the amount of regeneration of the M / G 72, and the brake control unit 35 of the hybrid ECU 30 regenerates electric power by the M / G 72 to charge the battery 78.

Accordingly, the driving force of the drive wheels 75d ₁ and 75d ₂ is reduced while the output torque (T) of the internal combustion engine 1 is kept in the supercharging region of the internal combustion engine 1. As a result, the slippage of the drive wheels 75d ₁ and 75d ₂ can be suppressed and the supercharging pressure can be maintained, so that acceleration can be quickly shifted to after the slip control is completed. In this example, the M / G 72 is used as an auxiliary machine. However, when the driving force of the drive wheels 75d ₁ and 75d ₂ is reduced, the generator 72g shown in FIG. The electric power may be regenerated by the above. Further, a decrease in the torque Tmg may be consumed using the alternator 60 driven by the internal combustion engine 1 or the compressor 61 as an auxiliary machine.

FIG. 11 is an explanatory diagram showing another example of regeneration by M / G in slip control. When the internal combustion engine 1 is operated in the supercharging region (step S103; Yes), the driving force of the drive wheels 75d ₁ and 75d ₂ of the vehicle 100 is reduced by reducing the output torque (T) of the internal combustion engine 1. And slip control is executed. In this example, the driving force suppression unit 14 maintains the required torque value T ^* of the internal combustion engine 1 as the initial required torque value T ^* i, and the driving force of the driving wheels 75d ₁ and 75d ₂ is determined by M / G72. Reduce with power regeneration. That is, the driving force suppression unit 14 determines the regeneration amount of the M / G 72 so as to reduce the output torque (T) to Ts in terms of the output torque of the internal combustion engine 1. Then, the brake control unit 35 of the hybrid ECU 30 regenerates electric power by the M / G 72 and charges the battery 78.

Thus, the driving force of the drive wheels 75d ₁ and 75d ₂ is reduced while maintaining the output torque (T) of the internal combustion engine 1 at the initial required torque value T ^* i. Then, compared with the case where the required output torque for the internal combustion engine 1 is set lower than the initial required torque value T ^* i, the drive wheels 75d ₁ and 75d ₂ slip while maintaining a higher supercharging pressure. Can be suppressed. As a result, after the slip control is completed, the acceleration can be shifted more quickly.

FIG. 12 is an explanatory diagram showing an example of a map of the engine speed and output torque of the internal combustion engine at a certain accelerator opening. When the supercharging determination unit 13 determines that the internal combustion engine 1 is not operating in the supercharging region (step S103; No), the initial required torque value T ^* i can be output even in natural intake. At this time, since supercharging is not required, the output torque (T) of the internal combustion engine 1 is reduced to Tn ₁ -Tb to reduce the driving force of the drive wheels 75d ₁ and 75d ₂ (step S107). Since the initial required torque value T ^* i is in a region where supercharging is not originally required, an acceleration delay due to a supercharging delay does not occur after the slip control is finished. Here, Tn ₁ is an output torque of the internal combustion engine 1 when the engine speed Ne ₁ is not supercharged. Further, the reduction amount Tb of the output torque of the internal combustion engine 1 is determined within a range in which the drive wheels 75d ₁ and 75d ₂ do not slip.

  As described above, in this embodiment, when slippage occurs in the drive wheels of the vehicle, the driving force generated in the drive wheels due to the load of auxiliary equipment such as M / G and generator is reduced. Thereby, since it is not necessary to reduce the output torque of the internal combustion engine to a region where the supercharging pressure cannot be secured, it is possible to maintain the exhaust gas temperature and the amount of exhaust gas that can ensure the supercharging pressure. As a result, since the supercharging delay can be suppressed, it is possible to quickly shift to acceleration after the slip control is completed, and to reduce the driver's uncomfortable feeling about the acceleration request.

  In particular, when supercharging at a high pressure using a large turbo to a small internal combustion engine with a displacement of about 1000 cc to 1500 cc, once the engine speed falls to a low speed, it takes time to increase the supercharging pressure again. Cost. In addition, the large turbo has a large inertial mass of the turbine. For these reasons, in the case of a small and highly supercharged internal combustion engine, the supercharging delay is very large. However, according to the drive control according to this embodiment, when slippage occurs in the drive wheel of the vehicle, by reducing the drive force generated in the drive wheel due to the load of auxiliary equipment such as M / G and generator, Since the output of the internal combustion engine is reduced within a range where the supercharging pressure can be maintained, the supercharging delay can be suppressed. Thus, the drive control according to the present embodiment is particularly preferable for a vehicle that uses a small, highly-supercharged internal combustion engine as a power source.

  In this embodiment, based on the SOC of the battery, the driving force generated in the drive wheels due to the load of auxiliary equipment such as M / G and generator is reduced. As a result, when the charge capacity of the battery is sufficiently secured, the output torque of the internal combustion engine is reduced, and after the slip control is completed, the internal combustion engine is assisted and accelerated by M / G. Then, when the battery charge capacity is not sufficiently ensured, the driving force generated in the drive wheels due to the load of auxiliary equipment such as M / G and generator is reduced. As a result, useless energy conversion becomes unnecessary, and the required acceleration after the end of the slip control can be achieved while reducing the loss caused at the time of energy conversion, thereby reducing the driver's uncomfortable feeling about the acceleration request.

  Further, in this embodiment, when the internal combustion engine is operated in the supercharging region, the driving force generated on the driving wheels due to the load of auxiliary equipment such as M / G and generator is reduced. When the internal combustion engine is not operated in the supercharging region, the output of the internal combustion engine is reduced to prevent the drive wheels from slipping. Thereby, in the region where supercharging is not performed, wasteful energy conversion is not performed in slip control, so that loss during energy conversion can be reduced.

  Further, in this embodiment, since the output torque of the internal combustion engine is reduced within a range where supercharging can be maintained, fuel consumption of the internal combustion engine can be reduced by the amount of decrease in the output torque. As a result, the required acceleration after the end of the slip control can be achieved, the driver's uncomfortable feeling about the acceleration request can be reduced, and fuel consumption can be further suppressed.

  As described above, the drive control device and the drive control method according to the present invention are useful for the control of the drive device that transmits the driving force of the internal combustion engine including the supercharging means, and are particularly effective when returning from the slip control. Suitable for suppressing supply delay.

It is explanatory drawing which shows the vehicle which concerns on this Example. It is explanatory drawing which shows the outline | summary of the drive control system with which the vehicle which concerns on this Example is provided. It is explanatory drawing which shows the detail of the drive system which concerns on this Example. It is explanatory drawing which shows the detail of the other drive system which concerns on this Example. It is explanatory drawing which shows the detail of the other drive system which concerns on this Example. It is explanatory drawing which shows the example of an auxiliary machine of the internal combustion engine which concerns on this Example, and the vehicle by which this internal combustion engine is mounted. It is sectional drawing regarding one cylinder with which the internal combustion engine which concerns on this Example is provided. It is explanatory drawing which shows an example of a spark ignition type direct injection internal combustion engine. It is explanatory drawing which shows the structure of the drive control apparatus which concerns on this Example. It is a flowchart which shows the procedure of the drive control method which concerns on this Example. It is explanatory drawing which shows the generation | occurrence | production generation | occurrence | production of the slip of the drive wheel in a front wheel drive vehicle. It is explanatory drawing which shows the sliding generation | occurrence | production determination of the driving wheel in a four-wheel drive vehicle. It is explanatory drawing which shows an example of the map of an engine speed when an accelerator opening is made into a parameter, and the request torque value of an internal combustion engine. It is explanatory drawing which shows an example of the map of the engine speed and output torque of an internal combustion engine in a certain accelerator opening. It is explanatory drawing which shows the relationship between the output torque of an internal combustion engine, and fuel injection quantity. It is explanatory drawing which shows the other example of regeneration by M / G in slip control. It is explanatory drawing which shows an example of the map of the engine speed and output torque of an internal combustion engine in a certain accelerator opening.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1, 1a Internal combustion engine 4 Fuel injection valve 10 Drive control apparatus 11 Slip detection part 12 Charging state determination part 13 Supercharging determination part 14 Driving force suppression part 30 Hybrid ECU
30p processing unit 30m storage unit 31 internal combustion engine control unit 32 shift control unit 33 M / G control unit 34 battery monitoring unit 35 brake control unit 49 throttle valve 50 turbo 70, 70a transmission 71 clutch 71a clutch control actuator 72, 72a M / G G
72g generator _{75d 1, 75d 2, 75d 3} , 75d 4 driving wheels 75f _1, 75f ₂ rear wheel 77 inverter 78 battery 100,101 vehicles 200, 201 and 202 drive system

Claims (12)

The vehicle is mounted on a vehicle and controls the driving force when transmitting the driving force of an internal combustion engine including a supercharger to the driving wheels of the vehicle,
A slip detection unit for detecting slippage of the drive wheel;
A driving force suppression unit that reduces a driving force generated in the driving wheel by a load of an auxiliary device mounted on the vehicle when slippage of the driving wheel is detected by the slip detection unit;
A drive control device comprising: A charge state determination unit for determining a charge state of a power storage means provided in the vehicle;
When the slip detection unit detects slipping of the driving wheel and the charging state determination unit determines that the charging state of the power storage means is equal to or less than a limit value, the driving force suppression unit includes the auxiliary device. The drive control device according to claim 1, wherein a drive force generated in the drive wheel is reduced by a load of the drive wheel. Furthermore, a supercharging determination unit that determines whether or not the internal combustion engine is operated in a supercharging region,
When slippage of the drive wheel is detected by the slip detection unit and when the supercharging determination unit determines that the internal combustion engine is operating in a supercharging region, the driving force suppression unit is connected to the auxiliary machine. The drive control device according to claim 1, wherein a drive force generated in the drive wheel is reduced by a load.   The driving force suppression unit reduces the output torque of the internal combustion engine within a range of a supercharging region of the internal combustion engine, and the driving force suppression unit generates driving force on the driving wheels due to a load of the auxiliary machine. The drive control device according to claim 3, wherein   The driving force suppression unit reduces only the output torque of the internal combustion engine when the supercharging determination unit determines that the internal combustion engine is not operating in a supercharging region. 5. The drive control device according to 4.   The auxiliary machine is an electric motor that drives the driving wheel together with the internal combustion engine, and the electric motor converts the kinetic energy of the vehicle into electric power when the driving force of the driving wheel is reduced. The drive control apparatus of any one of Claims 1-5.   6. The auxiliary machine is a generator that generates electric power by being driven by the internal combustion engine, and the generator generates electric power when the driving force of the drive wheels is reduced. The drive control apparatus according to any one of the above. In controlling the driving force when the driving force of the internal combustion engine provided with the supercharger is transmitted to the driving wheel while being mounted on the vehicle,
Detecting the slippage of the drive wheel;
A procedure for reducing a driving force generated in the driving wheel by a load of a vehicle auxiliary device mounted on the vehicle when slipping of the driving wheel is detected;
The drive control method characterized by including.   When slipping of the driving wheel is detected and it is determined that the state of charge of the power storage means provided in the vehicle is equal to or less than a limit value, the driving force generated in the driving wheel by the load of the vehicle accessory is generated. The drive control method according to claim 8, wherein the drive control method is reduced.   The driving force generated in the driving wheel by a load of the vehicle auxiliary machine is reduced when slippage of the driving wheel is detected and the internal combustion engine is operated in a supercharging region. Item 9. The drive control method according to Item 8.   11. The output torque of the internal combustion engine is reduced within a range of a supercharging region of the internal combustion engine, and the driving force generated in the drive wheel by a load of the vehicle auxiliary machine is reduced. Drive control method.   The drive control method according to claim 10 or 11, wherein when it is determined that the internal combustion engine is not operated in a supercharging region, only the output torque of the internal combustion engine is reduced.

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