JP2007216840A - Vehicle and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle equipped with a plurality of motors for outputting power to a plurality of axles, in which power balance is more properly performed, and unexpected charging/discharging of an electrical storage device is suppressed. <P>SOLUTION: Correction processing is applied to required front wheel torque Tfd and required rear wheel torque Trd to be calculated by required torque T* and front and rear wheel torque distribution ratios Df and Dr, so that front wheel command torque Tf* and a rear wheel command torque Tr* can be set (S110 to S160), and a motor use upper and lower limit powers or motor upper and lower limit torque are calculated based on the front wheel command torque Tf* and the rear wheel command torque Tr* and input and output limits Win and Wout of a battery (S180, S190), and torque commands Tm2* and Tm3* of motors MG2 and MG3 are set with restriction by the motor upper and lower limit torque, and the motors MG2 and MG3 are driven (S200 to S220). Thus, it is possible to more properly perform power balance, and to suppress the unexpected charging/discharging of the battery 50. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle and a control method thereof, and more particularly, to a vehicle including a plurality of electric motors and a control method thereof.

Conventionally, this type of vehicle has been proposed in which an engine and a motor are connected to a front wheel via a transmission, and a motor is connected to a rear wheel via a gear (for example, see Patent Document 1). . In this vehicle, it is determined whether or not four-wheel drive is necessary based on the state of the vehicle, the driving state of the vehicle, and the road condition, and when four-wheel drive is necessary, the target drive obtained from the accelerator opening and the vehicle speed is determined. The power is distributed to the front wheels and the rear wheels as front wheel driving force and rear wheel driving force.
JP 2001-171378 A

  In the vehicle described above, the target driving force is distributed to the front wheels and the rear wheels as the front wheel driving force and the rear wheel driving force, which are output to the front wheels and the rear wheels. Due to the difference in motor responsiveness to changes in wheel drive force and the need for different control due to the difference between the front wheel drive system and the rear wheel drive system, driving force distribution to the front and rear wheels There is a case where the driving force is not output and the battery is unexpectedly charged / discharged.

  One object of the vehicle and the control method thereof according to the present invention is to more appropriately balance the power in a vehicle including a plurality of electric motors that output power to a plurality of axles. Another object of the vehicle and the control method thereof according to the present invention is to suppress unexpected charge / discharge of the power storage device in a vehicle including a plurality of electric motors that output power to a plurality of axles.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The vehicle of the present invention
A first electric motor as one of driving sources for outputting a driving force to the first axle;
A second electric motor as one of driving sources for outputting driving force to the second axle;
Power storage means capable of exchanging electric power with the first motor and the second motor;
Input / output limit setting means for setting an input / output limit as the maximum power allowed to charge / discharge the power storage means;
Requested driving force setting means for setting a first requested driving force to be output to the first axle and a second requested driving force to be output to the second axle based on the requested driving force required for traveling; ,
Command driving force setting means for setting the first command driving force and the second command driving force by correcting the first required driving force and the second required driving force by a predetermined correction process;
Of the set first command driving force, the first driving force to be output from the first motor, and among the set second command driving force, the second driving force to be output from the second motor and the setting. Upper and lower limits for setting a first allowable upper / lower limit power that is allowed to be input / output from the first motor and a second allowable upper / lower limit power that is allowed to be input / output from the second motor based on the input / output restriction Power setting means;
A first motor driving force command is set by limiting the upper and lower limits of the first driving force with the set first allowable upper and lower limit power, and the second driving force is increased with the set second allowable upper and lower limit power. Electric motor driving force command setting means for limiting the lower limit and setting the second electric motor driving force command;
The first motor and the second motor are driven so that the first motor is driven based on the set first motor driving force command and the second motor is driven based on the set second motor driving force command. Control means for controlling the electric motor;
It is a summary to provide.

  In the vehicle of the present invention, the first required driving force to be output to the first axle and the second axle to be output to the second axle are set based on the required driving force required for traveling by a predetermined correction process. 2 The first command driving force and the second command driving force are set by correcting the required driving force, and the first driving force to be output from the first motor among the set first command driving force is set. Input / output is allowed from the first electric motor based on the second driving force to be output from the second electric motor of the command driving force and the input / output restriction as the maximum power allowed to charge / discharge the power storage means. An allowable upper / lower limit power and a second allowable upper / lower limit power allowed to be input / output from the second motor are set. Then, the first motor driving force command is set by limiting the upper and lower limits with the first allowable upper and lower limit power that sets the first driving force, and the upper and lower limits are limited with the second allowable upper and lower limit power that sets the second driving force. A second motor driving force command is set, the first motor is driven based on the set first motor driving force command, and the second motor is driven based on the set second motor driving force command; The second electric motor is controlled. That is, input / output from the first motor and the second motor is performed using the first command driving force and the second command driving force obtained by performing predetermined correction processing on the first request driving force and the second request driving force. The allowable first upper / lower limit power and the second allowable upper / lower limit power are set, and the first motor and the second motor are driven under the limitation. As a result, the electric power balance is more improved than that for setting the upper and lower limit power that is allowed to be input / output from the first electric motor and the second electric motor based on the first required driving force and the second required driving force before correction. In addition to being able to be performed properly, unexpected charging and discharging of the power storage means can be suppressed. Here, the command driving force setting means sets the first command driving force based on the responsiveness of the driving source that outputs the driving force to the first axle and applies the driving force to the second axle. The second command driving force may be set based on the responsiveness of the output driving source, and the command driving force setting unit may be configured such that the first command driving force and the second command driving force are set. The first command driving force and the second command driving force may be set so as to have the same sign as the force. In the former case, it can be controlled according to the responsiveness of the driving source that outputs the driving force to the first axle and the driving source that outputs the driving force to the second axle. In the latter case, the first command driving force can be controlled. And the second command driving force can be prevented from being different in sign.

  In such a vehicle according to the present invention, the upper and lower limit power setting means may calculate the maximum power and the minimum power calculated based on the set input / output limit by dividing the first and second driving forces by the first driving force and the second driving force. The first allowable upper / lower limit power and the second allowable upper / lower limit power may be set. In this way, the first allowable upper / lower limit power for the first motor and the second allowable upper / lower limit power for the second motor can be distributed according to the driving force to be output from the first motor or the second motor. Unexpected driving force imbalance on the first axle and the second axle due to the restriction of only one of the second electric motors can be suppressed.

  In the vehicle of the present invention, the output shaft is capable of exchanging electric power with the internal combustion engine and the power storage means, and is connected to the output shaft of the internal combustion engine and the first axle to input and output electric power and power. And power power input / output means capable of inputting / outputting power to / from the first axle, target operation point setting means for setting a target operation point of the internal combustion engine based on the required driving force, and the set target operation Target driving state setting means for setting a target driving state for driving the electric power drive input / output means for operating the internal combustion engine at a point, and the upper and lower limit power setting means include the first command driving force. The first driving force obtained as a value obtained by subtracting the driving force output to the first axle when the electric power driving input / output means is driven in the set target driving state, and the second command driving Power The second driving force used as it is, the set input / output limit, and the electric power input / output to / from the electric power driving input / output unit when the power driving input / output unit is driven in the set target driving state. The first allowable upper / lower limit power and the second allowable upper / lower limit power are set based on the sum of input / output possible power, and the control means includes the first motor and the second motor. In addition to the control, the internal combustion engine is operated at the set target operation point, and the electric power drive input / output unit is driven in the set target drive state, It can also be a means for controlling In this way, the first allowable upper / lower limit power and the second allowable upper / lower limit are considered in consideration of the driving force output to the first axle by the driving of the power power input / output means and the power input / output to the power power input / output means. It is possible to set electric power, and it is possible to more appropriately perform the electric power balance including the internal combustion engine and the electric power drive input / output means, and it is possible to suppress unexpected charge / discharge of the electric storage means.

  In the vehicle of the present invention having the internal combustion engine and the power power input / output means, the target operation point setting means efficiently uses the required power required for the vehicle based on the required driving force and the state of the power storage means. It may be a means for setting the target operation point as an operation point that can be output well. The electric power drive input / output means is connected to the three shafts of the output shaft of the internal combustion engine, the first axle, and the rotary shaft, and is based on the power input / output to / from any two of the three shafts. It is also possible to provide a means including three-axis power input / output means for inputting / outputting power to / from the remaining shaft and a generator capable of inputting / outputting power to / from the rotating shaft.

The first vehicle control method of the present invention comprises:
A first electric motor as one of driving sources for outputting driving force to a first axle; a second electric motor as one of driving sources for outputting driving force to a second axle; the first electric motor; A vehicle control method comprising a second electric motor and a power storage means capable of exchanging electric power,
Set the input / output limit as the maximum power allowed to charge and discharge the storage means,
Setting a first required driving force to be output to the first axle and a second required driving force to be output to the second axle based on the required driving force required for travel;
Correcting the first required driving force and the second required driving force by a predetermined correction process to set a first command driving force and a second command driving force;
Of the set first command driving force, the first driving force to be output from the first motor, and among the set second command driving force, the second driving force to be output from the second motor and the set input. Based on the output limit, a first allowable upper / lower limit power allowed to be input / output from the first motor and a second allowable upper / lower limit power allowed to be input / output from the second motor are set,
A first motor driving force command is set by limiting the upper and lower limits of the first driving force by the set first allowable upper and lower limit power, and the upper and lower limits of the second driving force by the set second allowable upper and lower limit power. And set the second motor driving force command,
The first motor and the second motor are driven so that the first motor is driven based on the set first motor driving force command and the second motor is driven based on the set second motor driving force command. To control the
This is the gist.

  In the first vehicle control method of the present invention, the first required driving force and the second axle to be output to the first axle set based on the required driving force required for traveling by a predetermined correction process. The first command driving force and the second command driving force are set by correcting the second required driving force to be output to the first driving force to be output from the first motor among the set first command driving force. Input / output from the first electric motor based on the second driving force to be output from the second electric motor among the set second command driving power and the input / output restriction as the maximum power allowed to charge / discharge the power storage means. A first allowable upper / lower limit power allowed and a second allowable upper / lower limit power allowed to be input / output from the second motor are set. Then, the first motor driving force command is set by limiting the upper and lower limits with the first allowable upper and lower limit power that sets the first driving force, and the upper and lower limits are limited with the second allowable upper and lower limit power that sets the second driving force. A second motor driving force command is set, the first motor is driven based on the set first motor driving force command, and the second motor is driven based on the set second motor driving force command; The second electric motor is controlled. That is, input / output from the first motor and the second motor is performed using the first command driving force and the second command driving force obtained by performing predetermined correction processing on the first request driving force and the second request driving force. The allowable first upper / lower limit power and the second allowable upper / lower limit power are set, and the first motor and the second motor are driven under the limitation. As a result, the electric power balance is more improved than that for setting the upper and lower limit power that is allowed to be input / output from the first electric motor and the second electric motor based on the first required driving force and the second required driving force before correction. In addition to being able to be performed properly, unexpected charging and discharging of the power storage means can be suppressed.

The second vehicle control method of the present invention comprises:
A first electric motor as one of driving sources for outputting driving force to a first axle; a second electric motor as one of driving sources for outputting driving force to a second axle; the first electric motor; Electric power storage means capable of exchanging electric power with the second electric motor, an internal combustion engine, electric power exchange with the electric storage means, and being connected to the output shaft of the internal combustion engine and the first axle, A power control input / output means capable of inputting / outputting power to / from the output shaft and the first axle with input / output, and a vehicle control method comprising:
Set the input / output limit as the maximum power allowed to charge and discharge the storage means,
Setting a first required driving force to be output to the first axle and a second required driving force to be output to the second axle based on the required driving force required for travel;
Correcting the first required driving force and the second required driving force by a predetermined correction process to set a first command driving force and a second command driving force;
Setting a target operating point of the internal combustion engine based on the required driving force;
Setting a target drive state in which the power input / output means should be driven to drive the internal combustion engine at the set target operation point;
The upper and lower limit power setting means is a value obtained by subtracting the driving force output to the first axle when the power driving input / output means is driven in the set target driving state from the set first command driving force. The first driving force to be output from the first electric motor, the second driving force to be output from the second electric motor as the set second command driving force, the set input / output limit, and the Input / output from the first electric motor based on the input / output possible power summed with the power input / output to / from the power power input / output means when the power power input / output means is driven in the set target drive state. A first allowable upper / lower limit power allowed and a second allowable upper / lower limit power allowed to be input / output from the second motor;
A first motor driving force command is set by limiting the upper and lower limits of the first driving force by the set first allowable upper and lower limit power, and the upper and lower limits of the second driving force by the set second allowable upper and lower limit power. And set the second motor driving force command,
The internal combustion engine is operated at the set target operation point, and the internal combustion engine and the power drive input / output unit are controlled so that the power drive input / output unit is driven in the set target drive state, and the setting is performed. The first motor is driven based on the first motor driving force command, and the first motor and the second motor are controlled so that the second motor is driven based on the set second motor driving force command. To
This is the gist.

  In the second vehicle control method of the present invention, the first required driving force and the second axle to be output to the first axle set based on the required driving force required for traveling by the predetermined correction processing. The first command driving force and the second command driving force are set by correcting the second required driving force to be output to the engine, and the target operating point of the internal combustion engine is set and set based on the required driving force. In order to drive the internal combustion engine at the point, a target drive state in which the power power input / output means is to be driven is set. The first drive to be output from the first electric motor obtained as a value obtained by subtracting the driving force output to the first axle when the electric power driving input / output means is driven in the target driving state from the first command driving force set in this way. Power, the second driving force to be output from the second motor as the set second command driving force, the input / output restriction as the maximum power allowed to charge / discharge the power storage means, and the power driving input / output in the target driving state The first allowable upper and lower limit power and second motor which are allowed to be input / output from the first motor based on the sum of the input / output possible power with the power input / output to / from the power power input / output means when the means is driven To the second allowable upper and lower limit power allowed to be input / output. Then, the internal combustion engine is operated at the set target operation point, and the internal combustion engine and the power drive input / output means are controlled so that the power drive input / output means is driven in the set target drive state. The first motor is driven based on the force command, and the first motor and the second motor are controlled so that the second motor is driven based on the set second motor driving force command. That is, input / output from the first motor and the second motor is performed using the first command driving force and the second command driving force obtained by performing predetermined correction processing on the first request driving force and the second request driving force. The allowable first upper / lower limit power and the second allowable upper / lower limit power are set, and the first motor and the second motor are driven under the limitation. As a result, the electric power balance is more improved than that for setting the upper and lower limit power that is allowed to be input / output from the first electric motor and the second electric motor based on the first required driving force and the second required driving force before correction. In addition to being able to be performed properly, unexpected charging and discharging of the power storage means can be suppressed.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A ring gear as a drive shaft connected to the front shaft 64 of the front wheels 63a and 63b through the gear mechanism 60 and the differential gear 62 while being connected to the power distribution and integration mechanism 30 and the motor MG1 capable of generating electricity connected to the mechanism 30. A motor MG2 connected to the shaft 32a via the reduction gear 35, and a motor MG3 connected to the rotary shaft 68 connected to the rear shaft 67a of the rear wheels 66a, 66b via the differential gear 65 via the reduction gear 48. And a hybrid electronic control unit 70 for controlling the entire vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the front wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  Each of the motors MG1, MG2, and MG3 is configured as a well-known synchronous generator motor that can be driven as a generator and driven as an electric motor, and exchanges electric power with the battery 50 via inverters 41, 42, and 43. Do. The electric power line 54 connecting the inverters 41, 42, 43 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41, 42, 43, and generates power with any of the motors MG1, MG2, MG3. The electric power generated can be consumed by other motors. Therefore, the battery 50 is charged / discharged by electric power generated from any of the motors MG1, MG2, and MG3 or insufficient electric power. Note that the battery 50 is not charged / discharged if the power balance is balanced by the motors MG1, MG2, and MG3. The motors MG1, MG2, and MG3 are all driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1, MG2, and MG3, such as signals from rotational position detection sensors 44, 45, and 46 that detect the rotational positions of the rotors of the motors MG1, MG2, and MG3. A phase current applied to the motors MG1, MG2, and MG3 detected by a current sensor (not shown) is input, and a switching control signal to the inverters 41, 42, and 43 is output from the motor ECU 40. The motor ECU 40 communicates with the hybrid electronic control unit 70, and controls the driving of the motors MG 1, MG 2, MG 3 by the control signal from the hybrid electronic control unit 70 and operates the motors MG 1, MG 2, MG 3 as necessary. Data on the state is output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the electronic control unit 70. The battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50, or charges the battery 50 according to the remaining capacity (SOC). The charge / discharge required power Pb * to be discharged is set.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates a required torque to be output from the vehicle based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal 83 by the driver, The engine 22, the motor MG1, the motor MG2, and the motor MG3 are controlled for operation so that the corresponding required power is output. As operation control of the engine 22, the motor MG1, the motor MG2, and the motor MG3, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is driven. Torque conversion operation mode for driving and controlling the motors MG1, MG2, and MG3 so that the torque is output by one of or both of the distribution integration mechanism 30, the motor MG1, the motor MG2, and the motor MG3. The engine 22 is operated and controlled so that the power corresponding to the sum of the power required for the engine is output from the engine 22, and all or a part of the power output from the engine 22 with charge / discharge of the battery 50 is distributed. One of integration mechanism 30, motor MG1, motor MG2, and motor MG3 Or charge / discharge operation mode in which the motors MG1, MG2 and MG3 are driven and controlled so that the required power is output with torque conversion by both, and the operation of the engine 22 is stopped and one or both of the motors MG2 and MG3 are stopped. There are motor operation modes in which operation control is performed so that power corresponding to required power is output.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed of the motors MG1, MG2, and MG3. Nm1, Nm2, Nm3, engine 22 rotational speed Ne, charge / discharge required power Pb *, battery 50 input / output limits Win, Wout, front and rear wheel torque distribution ratios Df, Dr, etc. are input. (Step S100). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 and is input from the engine ECU 24 by communication. The rotation speeds Nm1, Nm2, and Nm3 of the motors MG1, MG2, and MG3 are calculated based on the rotation positions of the rotors of the motors MG1, MG2, and MG3 detected by the rotation position detection sensors 44, 45, and 46. Is input from the motor ECU 40 by communication. The charge / discharge required power Pb * is set according to the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication. Input / output restrictions Win and Wout of the battery 50 are input from the battery ECU 52 by communication from the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50. It was. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout. The front and rear wheel torque distribution ratios Df and Dr are set by a torque distribution ratio setting routine (not shown) and written in the RAM 76. The front and rear wheel torque distribution ratios Df and Dr can be determined so that the vehicle is more stable based on the vehicle state and the running state such as the degree of acceleration and deceleration of the vehicle, the vehicle speed V, the steering angle, and the presence or absence of slip. Since the setting of the front and rear wheel torque distribution ratios Df and Dr does not form the core of the present invention, further detailed description is omitted.

  When the data is thus input, the required torque T * required for the vehicle and the required power P * required for the vehicle are set based on the input accelerator opening Acc and the vehicle speed V (step S110). In the embodiment, the required torque T * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque T * in the ROM 74 as a required torque setting map. , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. The required power P * can be calculated as the sum of the set required torque T * multiplied by the vehicle speed V and the charge / discharge required power Pb * required by the battery 50 and the loss Loss.

  Subsequently, a target rotational speed Ne * and a target torque Te * are set as target operating points at which the engine 22 should be operated based on the set required power P * (step S120). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power P *. FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve having a constant required power P * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Ga) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * And a torque command Tm1 * of the motor MG1 based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (2) based on the calculated target rotational speed Nm1 * (step S130). The motor power Pm1 as the power consumption or generated power by the motor MG1 is calculated by multiplying the rotation speed Nm1 of MG1 (step S140). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Ga of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Ga ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)
On the other hand, the set required torque T * is multiplied by the front and rear wheel torque distribution ratios Df and Dr to set the front wheel required torque Tfd to be applied to the front shaft 64 and the rear wheel required torque Trd to be applied to the rear shaft 67 ( In step S150, the front wheel command torque Tf * and the rear wheel command torque Tr * are set by subjecting the set front wheel request torque Tfd and the rear wheel request torque Trd to correction processing based on the state of the vehicle and the like (step S160). As the correction process, for example, a smoothing process or a rate process considering the responsiveness of the front wheel drive system including the engine 22, the power distribution and integration mechanism 30, the motor MG1, and the motor MG2 with respect to a change in the front wheel required torque Tfd, and the rotation of the motor MG1. A process for promptly performing when the rotation speed Nm1 of the motor MG1 crosses the value 0 so that the number Nm1 does not stay at the value 0, and a torque to be applied to the front wheels 63a and 63b and the rear wheels 66a and 66b by such a process. For example, a process of adjusting the signs so that the signs coincide with each other when the signs of the torque are different. By performing the correction process in this way and setting the front wheel command torque Tf * and the rear wheel command torque Tr *, the responsiveness of the front wheel drive system can be taken into consideration, or the rotational speed Nm1 of the motor MG1. Can avoid the inconvenience that an excessive current flows in one phase of the three-phase coil of the motor MG1 that can occur when the value exceeds 0, or reverse torque to the front wheels 63a, 63b and the rear wheels 66a, 66b. Can be avoided.

  Further, the torque (-Tm1 * / ρ) directly transmitted from the engine 22 to the ring gear shaft 32a is subtracted from the front wheel command torque Tf * divided by the conversion coefficient Gf, and this is further divided by the gear ratio Ga of the reduction gear 35. Thus (see the following equation (3)), the temporary motor torque Tm2tmp is calculated (step S170). Here, the conversion coefficient Gf is a coefficient for converting torque acting on the front shaft 64 into torque acting on the ring gear shaft 32a. Equation (3) can be easily derived from the collinear diagram of FIG. 7 described above.

Tm2tmp = (Tf * / Gf + Tm1 * / ρ) / Ga (3)
When the temporary motor torque Tm2tmp is calculated in this way, the difference between the input / output limits Win and Wout of the battery 50 and the motor power Pm1 is calculated as the temporary motor torque Tm2tmp and the rear wheel command torque as shown in the following equations (4) to (7). Motor use upper and lower limit powers P2out and P2in as power upper and lower limit values that can be used by motor MG2 by apportioning with Tr * and motor use upper and lower limit powers that can be used by motor MG3 P3out and P3in are calculated (step S180), and the motor use upper and lower limit powers P2out and P2in of the motor MG2 are divided by the rotation speed Nm2 of the motor MG2 and output from the motor MG2. Calculate the lower limit torques Tm2max and Tm2min and use the motor MG3 Limited power P3OUT, motor on minimum torque Tm3max of the lower limit on the dividing may be output from the motor MG3 and the torque at a rotation number Nm3 of the motor MG3 P3IN, calculates the Tm3min (step S190). In this way, by calculating the motor use upper and lower limit powers P2out, P2in, P3out, and P3in of the motor MG2 and the motor MG3 based on the apportionment of the temporary motor torque Tm2tmp and the rear wheel command torque Tr *, the usable power can be reduced to It is possible to prevent the motor MG3 from being used in a biased manner, and the power balance can be more appropriately performed.

P2out = (Wout-Pm1) ・ Tm2tmp / (Tm2tmp + Tr *) (4)
P2in = (Win-Pm1) ・ Tm2tmp / (Tm2tmp + Tr *) (5)
P3out = (Wout-Pm1) ・ Tr * / (Tm2tmp + Tr *) (6)
P3in = (Win-Pm1) ・ Tr * / (Tm2tmp + Tr *) (7)
Then, the temporary motor torque Tm2tmp is set to the upper and lower limits by the motor upper and lower limit torques Tm2max and Tm2min of the motor MG2, thereby setting the torque command Tm2 * of the motor MG2 (step S200) and converting the rear wheel command torque Tr * to the conversion coefficient Gr The torque command Tm3 * of the motor MG3 is set by limiting the upper and lower limits with the motor upper and lower limit torques Tm3max and Tm3min of the motor MG3 (step S210). Here, the conversion coefficient Gr is a coefficient for converting torque acting on the rear shaft 67 into torque acting on the rotation shaft of the motor MG3.

  When the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 *, Tm2 * and Tm3 * of the motors MG1, MG2 and MG3 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set. Transmits to the engine ECU 24 torque commands Tm1 *, Tm2 *, and Tm3 * of the motors MG1, MG2, and MG3, respectively, to the motor ECU 40 (step S220), and the drive control routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 *, and Tm3 * drives the motor MG1 with the torque command Tm1 *, drives the motor MG2 with the torque command Tm2 *, and sets the motor MG3 with the torque command Tm3 *. Switching control of the switching elements of the inverters 41, 42, and 43 is performed so as to be driven.

  According to the hybrid vehicle 20 of the embodiment described above, the front wheel required torque Tfd and the rear wheel required torque distributed by the required torque T * based on the accelerator opening Acc and the vehicle speed V, and the front and rear wheel torque distribution ratios Df and Dr. Using the front wheel command torque Tf *, rear wheel command torque Tr *, and input / output limits Win and Wout of the battery 50, which are set by performing correction processing based on the vehicle state and the like on Trd, the motor MG2 and the motor MG3 are used. The lower limit powers P2out, P2in, P3out, and P3in are calculated and the motor upper and lower limit torques Tm2max, Tm2min, Tm3max, and Tm3min are set. , MG3 torque command Tm2 *, Since m3 * is set and the motors MG2 and MG3 are driven, the motor upper / lower limit power and the motor upper / lower limit torque are set based on the front wheel required torque Tfd and the rear wheel required torque Trd before the correction process is performed. Compared to driving the motors MG2 and MG3 by setting the torque commands Tm2 * and Tm3 * of the motors MG2 and MG3 with the limitation by the upper / lower limit torque of the data, In addition to being biased to one side, the power balance can be more appropriately performed. As a result, unexpected charging / discharging of the battery 50 can be suppressed. Moreover, since the motor use upper and lower limit powers P2out, P2in, P3out, and P3in of the motor MG2 and the motor MG3 are calculated based on the apportionment of the temporary motor torque Tm2tmp of the motor MG2 and the rear wheel command torque Tr *, the performance of the battery 50 is sufficiently increased. The power balance can be performed more appropriately. Of course, the vehicle can be driven by outputting the required torque T * requested by the driver within the range of the input / output limits Win and Wout of the battery 50.

  In the hybrid vehicle 20 of the embodiment, after executing the process of setting the target rotational speed Ne * and target torque Te * of the engine 22 and the process of setting the torque command Tm1 * of the motor MG1, the front wheel required torque Tfd and the rear wheel The process for setting the required torque Trd and the process for setting the front wheel command torque Tf * and the rear wheel command torque Tr * by the correction process are executed. Conversely, the front wheel request torque Tfd and the rear wheel request torque are set. A process for setting the target rotational speed Ne * and the target torque Te * of the engine 22 after executing the process for setting Trd and the process for setting the front wheel command torque Tf * and the rear wheel command torque Tr * by the correction process. And processing for setting the torque command Tm1 * of the motor MG1 may be executed. Further, execution of processing for setting the target rotational speed Ne * and target torque Te * of the engine 22, processing for setting the torque command Tm1 * of the motor MG1, and processing for setting the front wheel required torque Tfd and the rear wheel required torque Trd. And the process of setting the front wheel command torque Tf * and the rear wheel command torque Tr * by the correction process may be performed in parallel.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a connected to the front shaft 64 of the front wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 120 includes an inner rotor 132 connected to the crankshaft 26 of the engine 22 and an outer rotor 134 connected to the drive shaft connected to the front shaft 64 of the front wheels 63a and 63b. A counter-rotor motor 130 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment, the description is applied to the hybrid vehicle 20 including the engine 22 and the motors MG1, MG2, and MG3 driven by the inverters 41, 42, and 43. However, the embodiment is not limited to the hybrid vehicle, and the modified vehicle of FIG. As illustrated in 220, the motor M1 that outputs power to the front shaft 64 of the front wheels 63a and 63b and the motor M2 that outputs power to the rear shaft 67 of the rear wheels 66a and 66b are provided, and the engine is not provided. Also good. In this case, the motor use upper and lower limit powers P2out, P2in, P3out, and P3in may be calculated based on a proportional distribution between the front wheel command torque Tf * and the rear wheel command torque Tr *.

  In the embodiments, the hybrid vehicle 20 as one embodiment of the present invention and the hybrid vehicles 120 and 220 as modified examples have been described. However, the present invention may be applied to a vehicle such as a train other than the vehicle. Moreover, it is good also as a form of the control method of vehicles, such as the hybrid vehicle 20 and the hybrid vehicles 120 and 220 of a modification.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. It is a block diagram which shows the outline of a structure of the motor vehicle 220 of a modification.

Explanation of symbols

20, 120 Hybrid car, 220 car, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 Carrier, 35 Reduction gear, 40 Motor electronic control unit (motor ECU), 41, 42, 43 Inverter, 44, 45, 46 Rotation position detection sensor, 48 Reduction gear, 50 Battery, 52 Battery electronic control unit (battery ECU) ), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b front wheel, 64 front axle, 65 differential gear, 66a, 66b rear wheel, 67 rear axle, 68 rotary shaft, 70 hybrid electronic control unit, 72 C U, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 130 pair rotor motor, 132 Inner rotor 134 Outer rotor, MG1, MG2, MG3, M1, M2 motor.

Claims (7)

A first electric motor as one of driving sources for outputting a driving force to the first axle;
A second electric motor as one of driving sources for outputting driving force to the second axle;
Power storage means capable of exchanging electric power with the first motor and the second motor;
Input / output limit setting means for setting an input / output limit as the maximum power allowed to charge / discharge the power storage means;
Requested driving force setting means for setting a first requested driving force to be output to the first axle and a second requested driving force to be output to the second axle based on the requested driving force required for traveling; ,
Command driving force setting means for setting the first command driving force and the second command driving force by correcting the first required driving force and the second required driving force by a predetermined correction process;
Of the set first command driving force, the first driving force to be output from the first motor, and among the set second command driving force, the second driving force to be output from the second motor and the setting. Upper and lower limits for setting a first allowable upper / lower limit power that is allowed to be input / output from the first motor and a second allowable upper / lower limit power that is allowed to be input / output from the second motor based on the input / output restriction Power setting means;
A first motor driving force command is set by limiting the upper and lower limits of the first driving force with the set first allowable upper and lower limit power, and the second driving force is increased with the set second allowable upper and lower limit power. Electric motor driving force command setting means for limiting the lower limit and setting the second electric motor driving force command;
The first motor and the second motor are driven so that the first motor is driven based on the set first motor driving force command and the second motor is driven based on the set second motor driving force command. Control means for controlling the electric motor;
A vehicle comprising:   The upper and lower limit power setting means calculates the first allowable upper and lower limit power and the maximum power and minimum power calculated based on the set input / output limit by dividing the first driving force and the second driving force. The vehicle according to claim 1, wherein the vehicle is means for setting a second allowable upper and lower limit power. The vehicle according to claim 1 or 2,
An internal combustion engine;
Power can be exchanged with the power storage means, and the power is connected to the output shaft of the internal combustion engine and the first axle, and power is supplied to the output shaft and the first axle with input and output of power and power. Power input / output means capable of input / output;
Target operating point setting means for setting a target operating point of the internal combustion engine based on the required driving force;
Target drive state setting means for setting a target drive state for driving the electric power drive input / output means for operating the internal combustion engine at the set target operation point;
With
The upper and lower limit power setting means is a value obtained by subtracting the driving force output to the first axle when the power driving input / output means is driven in the set target driving state from the first command driving force. Driving the power power input / output means with the obtained first driving force, the second driving force using the second command driving force as it is, the set input / output restriction and the set target driving state Means for setting the first allowable upper / lower limit power and the second allowable upper / lower limit power based on the sum of the input / output possible power with the power input / output to / from the power motive power input / output means. ,
In addition to controlling the first electric motor and the second electric motor, the control means operates the internal combustion engine at the set target operation point, and the power power input / output means operates in the set target drive state. Means for controlling the internal combustion engine and the power input / output means to be driven;
vehicle.   4. The target driving point setting means is means for setting the target driving point as an operating point capable of efficiently outputting the required power required for the vehicle based on the required driving force and the state of the power storage means. The vehicle described.   The electric power drive input / output means is connected to three shafts of the output shaft of the internal combustion engine, the first axle and the rotation shaft, and is based on the power input / output to / from any two of the three shafts. The vehicle according to claim 3 or 4, comprising: a three-axis power input / output means for inputting / outputting power to the shaft; and a generator capable of inputting / outputting power to / from the rotating shaft. A first electric motor as one of driving sources for outputting driving force to a first axle; a second electric motor as one of driving sources for outputting driving force to a second axle; the first electric motor; A vehicle control method comprising a second electric motor and a power storage means capable of exchanging electric power,
Set the input / output limit as the maximum power allowed to charge and discharge the storage means,
Setting a first required driving force to be output to the first axle and a second required driving force to be output to the second axle based on the required driving force required for travel;
Correcting the first required driving force and the second required driving force by a predetermined correction process to set a first command driving force and a second command driving force;
Of the set first command driving force, the first driving force to be output from the first motor, and among the set second command driving force, the second driving force to be output from the second motor and the set input. Based on the output limit, a first allowable upper / lower limit power allowed to be input / output from the first motor and a second allowable upper / lower limit power allowed to be input / output from the second motor are set,
A first motor driving force command is set by limiting the upper and lower limits of the first driving force by the set first allowable upper and lower limit power, and the upper and lower limits of the second driving force by the set second allowable upper and lower limit power. And set the second motor driving force command,
The first motor and the second motor are driven so that the first motor is driven based on the set first motor driving force command and the second motor is driven based on the set second motor driving force command. To control the
Vehicle control method. A first electric motor as one of driving sources for outputting driving force to a first axle; a second electric motor as one of driving sources for outputting driving force to a second axle; the first electric motor; Electric power storage means capable of exchanging electric power with the second electric motor, an internal combustion engine, electric power exchange with the electric storage means, and being connected to the output shaft of the internal combustion engine and the first axle, A power control input / output means capable of inputting / outputting power to / from the output shaft and the first axle with input / output, and a vehicle control method comprising:
Set the input / output limit as the maximum power allowed to charge and discharge the storage means,
Setting a first required driving force to be output to the first axle and a second required driving force to be output to the second axle based on the required driving force required for travel;
Correcting the first required driving force and the second required driving force by a predetermined correction process to set a first command driving force and a second command driving force;
Setting a target operating point of the internal combustion engine based on the required driving force;
Setting a target drive state in which the power input / output means should be driven to drive the internal combustion engine at the set target operation point;
The upper and lower limit power setting means is a value obtained by subtracting the driving force output to the first axle when the power driving input / output means is driven in the set target driving state from the set first command driving force. The first driving force to be output from the first electric motor, the second driving force to be output from the second electric motor as the set second command driving force, the set input / output limit, and the Input / output from the first electric motor based on the input / output possible power summed with the power input / output to / from the power power input / output means when the power power input / output means is driven in the set target drive state. A first allowable upper / lower limit power allowed and a second allowable upper / lower limit power allowed to be input / output from the second motor;
A first motor driving force command is set by limiting the upper and lower limits of the first driving force by the set first allowable upper and lower limit power, and the upper and lower limits of the second driving force by the set second allowable upper and lower limit power. And set the second motor driving force command,
The internal combustion engine is operated at the set target operation point, and the internal combustion engine and the power drive input / output unit are controlled so that the power drive input / output unit is driven in the set target drive state, and the setting is performed. The first motor is driven based on the first motor driving force command, and the first motor and the second motor are controlled so that the second motor is driven based on the set second motor driving force command. To
Vehicle control method.

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