JP2008254668A - Control apparatus of vehicle and driving apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control apparatus and driving apparatus of a vehicle, which maintains a constant vehicle driving force irrespective of aged deterioration of an engine, and is improved in vehicle cruising performance and acceleration performance. <P>SOLUTION: Vehicle speed determining means 130 determines that vehicle speed of a vehicle is within a certain range. A target torque distribution calculating means 120 distributes target torque of the vehicle into pieces of the target torque for the engine and pieces of the target torque for a motor, and switches a percentage of distribution when being determined as a constant vehicle speed by the vehicle speed determining means 130. Target motor torque correcting means 150 corrects the target torque of the motor in response to variation amount of vehicle cruising speed caused by switching of this percentage of distribution. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle control device and a drive device, and more particularly to a vehicle control device and a drive device suitable for use in a hybrid vehicle.

  Conventionally, various hybrid vehicles using an engine and a motor as driving force sources are known (see, for example, Patent Document 1). Here, with respect to the engine, it is common to store engine output torque data in a memory, calculate a target output torque of the engine, and use it for engine control.

Japanese Patent Laid-Open No. 2005-163587

  However, the engine's actual output torque characteristics are affected by aging such as changes in engine aging, such as changes in friction, reduction in compression ratio due to cylinder seal deterioration, and change in inflow resistance of cylinder intake air. Since it differs from torque, there existed a problem that vehicle runnability and acceleration performance deteriorated. Also in hybrid vehicles, distribution control that distributes driving force to the motor and engine based on the target driving force of the vehicle is also calculated based on memory data, so only the difference between the actual engine output torque and the target engine output torque is calculated. There was a problem that vehicle running performance and acceleration performance deteriorated.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an automobile control device and drive device that can maintain a constant vehicle driving force regardless of engine aging, and have improved vehicle running performance and acceleration performance.

(1) In order to achieve the above object, the present invention is mounted on a hybrid vehicle that uses an engine and a motor as driving force sources and drives wheels by these driving force sources, and controls the output torque of the engine and motor. A vehicle speed determining means for determining that the vehicle speed of the vehicle is within a certain range, and distributing the target torque of the vehicle to the target torque of the engine and the target torque of the motor, When the vehicle speed determination means determines that the vehicle speed is constant, the distribution motor that switches the distribution ratio, and a target motor that corrects the target torque of the motor in accordance with the amount of change in vehicle travel speed caused by the switching of the distribution ratio. A torque correction means is provided.
With such a configuration, a constant vehicle driving force can be maintained regardless of the deterioration of the engine over time, and the vehicle running performance and acceleration performance can be improved.

  (2) In the above (1), preferably, the target motor torque correction means is configured to set the target torque of the motor based on a correction coefficient calculated in accordance with a ratio of vehicle travel speeds before and after switching of the distribution ratio. Is to be corrected.

  (3) In the above (1), preferably, the target motor torque correcting means corrects the target torque of the motor so that the vehicle traveling speed before and after the switching of the distribution ratio is constant, and the target before switching. The target torque of the motor is corrected based on a correction coefficient calculated according to the ratio between the motor torque and the target motor torque when the vehicle traveling speed becomes constant after switching.

  (4) In the above (1), preferably, the distribution means changes the output torque of the motor in accordance with a delay in change of the engine output torque when the distribution ratio is switched.

(5) To achieve the above object, the present invention provides an engine as a first driving force source, a motor as a second driving force source, engine control means for controlling output torque of the engine, An automobile drive device having motor control means for controlling output torque of the motor and HEV control means for controlling output distribution by the engine and the motor, wherein the HEV control means has a constant vehicle speed. Vehicle speed determination means for determining that the vehicle is within a range; and the target torque of the vehicle is distributed to the target torque of the engine and the target torque of the motor, and the distribution is performed when the vehicle speed determination means determines that the vehicle speed is constant. And a target motor for correcting the target torque of the motor according to the amount of change in the vehicle running speed caused by the switching of the distribution ratio It is obtained so as to comprise a torque correcting means.
With such a configuration, a constant vehicle driving force can be maintained regardless of the deterioration of the engine over time, and the vehicle running performance and acceleration performance can be improved.

  According to the present invention, a constant vehicle driving force can be maintained regardless of the deterioration of the engine over time, and the vehicle running performance and acceleration performance can be improved.

Hereinafter, the configuration and operation of the vehicle control apparatus according to the first embodiment of the present invention will be described with reference to FIGS.
First, the configuration of a hybrid vehicle equipped with the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 1 is a system configuration diagram showing the configuration of a hybrid vehicle equipped with a vehicle control apparatus according to a first embodiment of the present invention.

  The hybrid vehicle includes an engine 1 and a motor 5 as driving force sources. The driving force of the engine 1 and the driving force of the motor 5 are shifted by the transmission 2 and drive the wheels WH via the output shaft 3 and a differential gear (not shown).

  The engine 1 is provided with an electronically controlled throttle valve 10. The engine control unit (ECU) 9 controls the throttle valve opening by the electronically controlled throttle valve 10, the fuel injection amount by the injector, the ignition timing of the ignition device, etc. based on the information such as the accelerator opening, The output torque of the engine 1 is controlled.

  The motor 5 uses a three-phase synchronous motor. The inverter 7 converts the DC voltage of the battery 6 into a three-phase AC voltage and supplies it to the motor 5. A motor control unit (MCU) 8 controls the inverter 7 to control the output torque of the motor 5.

  The transmission ratio of the transmission 2 is controlled by a transmission control unit (T / M-CU) 4.

  A hybrid control unit (HEV-CU) 100 integrally controls an engine control unit (ECU) 9, a motor control unit (MCU) 8, and a transmission control unit (T / M-CU) 4. For example, when running as a hybrid vehicle, whether to run only with an engine, run with only a motor, run with a combined engine and motor, and how much output torque of the engine / motor should be Are commanded to the engine control unit (ECU) 9 and the motor control unit (MCU) 8, respectively.

  The hybrid control unit (HEV-CU) 100 is configured integrally with an engine control unit (ECU) 9, a motor control unit (MCU) 8, a transmission control unit (T / M-CU) 4, and the like. Alternatively, two or three of them may be integrated.

Next, the configuration of the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 2 is a block diagram showing the configuration of the automobile control apparatus according to the first embodiment of the present invention.

  The hybrid control unit (HEV-CU) 100 includes vehicle target torque calculation means 110, target torque distribution calculation means 120, vehicle speed determination means 130, motor torque correction coefficient calculation means 140, and target motor torque correction means 150. I have.

  The vehicle target torque calculating means 110 calculates the target output torque To of the entire vehicle based on the accelerator opening signal detected by the accelerator opening sensor 12. The output signal of the accelerator opening sensor 12 may be directly taken into the HEV-CU 100, but is usually taken into the engine control unit (ECU) 9 in many cases. It may be captured via a communication line.

The target torque distribution calculation unit 120 distributes the output torque calculated by the vehicle target torque calculation unit 110 into a target engine torque that the engine 1 should output and a target motor torque that the motor 5 should output. That is, the target output torque To of the vehicle is distributed to the target engine output torque Toeng and the target motor output torque Tomot. The output shaft torque To of the transmission is expressed by the following equation (1):

To = Toeng + Tomot (1)

It can be expressed.
Here, if the distribution ratios of the target engine output torque Toeng and the target motor output torque Tomot are α (0 ≦ α ≦ 1) and 1-α, respectively, the target engine output torque Toeng and the target motor output torque Tomot are: With the target output torque To, as in the following formulas (2) and (3),

Toeng = αTo (2)

Tomot = (1-α) To (3)

It can be expressed.
The target engine output torque Toeng and the target motor output torque Tomot are output torques on the output shaft of the transmission. If the reduction ratio of the transmission to the output shaft of the transmission with respect to the engine shaft is ge, and the reduction ratio of the transmission to the output shaft of the transmission with respect to the motor shaft is gm, the target engine output torque Teng of the engine shaft and the target motor output torque Tmot of the motor shaft Are the following equations (4) and (5):

Toeng = ge × Teng (4)

Tomot = gm × Tmot (5)

It can be expressed.

  The engine 1 is affected by aging, such as changes in friction, changes in the compression ratio due to cylinder seal deterioration, changes in the inflow resistance of the cylinder intake air, and the actual output torque characteristics of the engine are stored in the memory. It differs from the target output torque stored in advance.

  In order to correct an error due to the difference between the actual output torque characteristic of the engine and the target output torque stored in advance in the memory, the vehicle speed determining means 130, the motor torque correction coefficient calculating means 140, and the target motor torque correcting means 150 are corrected. And are provided.

  The vehicle speed determination means 130 is for determining the timing for correction, and the vehicle speed determination means 130 is such that the vehicle speed detected by the vehicle speed sensor 14 is substantially constant (a constant range with respect to a preset vehicle speed). )).

Here, the operation of the vehicle speed determination means 130 used in the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 3 is a flowchart showing the operation of the vehicle speed determination means used in the automobile control apparatus according to the first embodiment of the present invention.

  The vehicle speed determination means 130 determines that the vehicle speed is constant when the vehicle speed falls within a certain range and a certain time has elapsed.

  Specifically, first, in step S10, the vehicle speed determination unit 130 determines whether or not the determination process needs to be interrupted. When the interruption is necessary, the process proceeds to step S80, the vehicle speed constant determination is “NG”, and the process is terminated. If no interruption is necessary, the process proceeds to step S20.

  As a criterion for determining interruption, for example, when the accelerator opening changes beyond a certain reference value with respect to the accelerator opening APO0 at the start of constant vehicle speed determination, when the transmission is shifting, If the target output torque changes in response to changes in the vehicle state such as forced power generation to supplement the remaining battery power, the vehicle speed constant determination is interrupted when at least one of these conditions is met.

  If it is not necessary to interrupt the constant vehicle speed determination, the vehicle speed determination means 130 calculates the change in the vehicle speed detected by the vehicle speed sensor 14 in step S20.

  Next, in step S30, the vehicle speed determination means 130 determines whether or not the absolute value of the change in vehicle speed calculated in step S20 is within a reference value. If it is within the reference value, the process proceeds to step S40, and if it is outside the reference value, the process proceeds to step S70.

  If it is within the reference value, in step S40, the vehicle speed determination means 130 starts counting up a timer for constant vehicle speed determination.

  In step S50, the vehicle speed determination means 130 determines whether or not the count value of the vehicle speed constant determination timer has become larger than the reference value. If the reference value is exceeded, the vehicle speed constant determination is “OK” in step S60, and the process ends. If the reference value is not exceeded, the process is repeated until the reference value is exceeded.

  On the other hand, if it is determined in step S30 that the reference value has been deviated, in step S70, the vehicle speed determination means 130 clears the vehicle speed constant determination timer, proceeds to step S80, and the vehicle speed constant determination is “NG”. Then, the process ends.

  If it is determined in step S60 that the vehicle speed constant determination is “OK”, the determination result is supplied to the target torque distribution calculation means 120 and the motor torque correction coefficient calculation means 140.

Next, the operation of the target torque distribution calculation means 120 used in the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 4 is an explanatory diagram of the operation of the target torque distribution calculating means used in the automobile control apparatus according to the first embodiment of the present invention.

  When it is determined in step S60 of FIG. 3 that the vehicle speed constant determination is “OK”, the distribution ratio α to the target engine output torque Toeng is set to α = a, and the vehicle speed at this time is set to Va.

  Next, as shown in FIG. 4, the target torque distribution calculation means 120 distributes the target output torque of the vehicle to the target engine output torque and the target motor output torque at different distribution ratios α = b. At this time, the target output torque To of the vehicle is calculated to be equal.

FIG. 4 shows a case where a = 0.2 and b = 0.8 as an example. When the target engine output torque Toeng_a and the target motor output torque Tomot_a when a = 0.2, the following equations (6), (7), (8),

To_a = Toeng_a + Tomot_a (6)

Toeng_a = aTo (7)

Tomot_a = (1-a) To (8)

Holds.

When the target engine output torque Toeng_b and the target motor output torque Tomot_b are set when b = 0.8, the following equations (9), (10), and (11) are

To_b = Toeng_b + Tomot_b (9)

Toeng_b = bTo (10)

Tomot_b = (1-b) To (11)

It holds.

  When the distribution ratio is switched from α = a to α = b, To = To_a = To_b is established if the engine and the motor can output the actual output torque that matches the target output torque. After switching to α = b, the vehicle speed Vb determined to be a constant vehicle speed becomes equal to the vehicle speed Va.

  On the other hand, when the engine is not the actual output torque that matches the target output torque, To_a is not equal to To_b, and the vehicle speed Va after determining the constant vehicle speed does not match the vehicle speed Vb. Therefore, the motor torque correction coefficient calculation means 140 calculates a correction coefficient so that the amount of decrease in the actual output torque of the engine is compensated by the motor torque.

When the difference between the vehicle speed Vb and the vehicle speed Va is greater than a certain threshold value K1 (the following equation (12)),

| Vb-Va |> K1 (12)

It is determined that the engine output torque is fluctuating.
Further, the motor torque correction coefficient calculating means 140 calculates the motor correction coefficient km0 by the following equation (13):

km0 = Vb / Va (13)

As follows.

The target motor torque correcting means 150 corrects the motor target output torque by the following equation (14) using this coefficient km0.

nTomot = Tomot × nkm0 (14)

However, it is assumed that nkm0 = bkm0 × km0, and bkm0 is a value previously stored in the arithmetic unit with the previous arithmetic value of nkm0. nkm0 is stored as bkm0 in the backup memory and held.

When the motor shaft target torque is obtained from the motor target output torque nTomot in consideration of the reduction ratio of the motor, the following equations (15) and (16) are obtained.

nTomot = gm × nTmot (15)

nTmot = (1 / gm) × nTomot
= (1 / gm) × Tomot × nkm0 (16)

Thereafter, the target motor torque correction means 150 outputs a value obtained by multiplying the correction amount as the target motor output torque.

  As described above, according to the present embodiment, by correcting the difference of the actual engine torque with respect to the target engine torque by the motor, even when the engine output decreases due to deterioration over time, the running performance and acceleration performance of the vehicle are impaired. I can not.

Here, the first configuration of the driving force system in the hybrid vehicle equipped with the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 5 is a system configuration diagram showing a first configuration of a driving force system in a hybrid vehicle equipped with the vehicle control apparatus according to the first embodiment of the present invention.

  The output shaft 11 of the engine 1 and the output shaft of the motor 5 are connected to the output shaft 3 via the transmission 2.

A second configuration of the driving force system in the hybrid vehicle equipped with the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 6 is a system configuration diagram showing a second configuration of the driving force system in the hybrid vehicle equipped with the vehicle control apparatus according to the first embodiment of the present invention. This configuration is described in detail in Japanese Patent Application Laid-Open No. 2003-113932.

  Here, the configuration shown in FIG. 6 will be briefly described. The input shaft 11 can transmit / block driving force to the first intermediate shaft 21 and the second intermediate shaft 22 by a dog clutch. When the first intermediate shaft 21 is selected, the input gear 101 is fastened to the input shaft, and when the second intermediate shaft 22 is selected, the input gear 102 is fastened to the input shaft. The first intermediate shaft and the second intermediate shaft are connected to the output shaft 3 by transmission gears 40, 41, 42, 43, 44, 45, and 46, respectively, via dog clutches.

  The dog clutch is connected to the shift actuators 51, 52, 53, 54, 58, 59 and can be engaged / released by the driving force of the actuator. The actuator is for general automation, and a drive system such as a motor or hydraulic pressure can be applied. Since the dog clutch and the actuator are both known techniques, a detailed description thereof will be omitted. The actuator is provided with a detection device for detecting the engagement / release state of the dog clutch. Since this detection apparatus can also use a commercially available position sensor, description thereof is omitted.

  Further, the input shaft 11 is connected to one shaft of the speed change power unit 12. The other shaft of the transmission power unit 12 is connected to the first intermediate shaft 21 and the second intermediate shaft 22 via the dog clutch 113 by the motor gear 111 and the motor gear 112.

  The transmission power unit 12 includes a motor and a planetary gear mechanism 31. The rotation shaft of the motor 5 is connected to the planetary gear of the planetary gear mechanism, the second intermediate shaft is connected to the sun gear, and the ring gear is connected to the first intermediate shaft. The planetary gear mechanism can be substituted by a differential device. Thereby, the power of the motor 5 acts on the first intermediate shaft and the second intermediate shaft. The power of the motor 5 is made to act in the opposite direction with respect to the first intermediate shaft side and the second intermediate shaft side. For example, when a positive torque is applied to the motor 5 and the connection is made to increase the rotation speed of the first intermediate shaft, the torque to the second intermediate shaft side works to reduce the rotation speed. Connect to.

  As described above, according to the present embodiment, a constant vehicle driving force can be maintained regardless of the deterioration of the engine over time, and the vehicle running performance and acceleration performance can be improved.

Next, the configuration and operation of the vehicle control apparatus according to the second embodiment of the present invention will be described with reference to FIGS. The configuration of the hybrid vehicle equipped with the vehicle control apparatus according to the present embodiment is the same as that shown in FIG. The configuration of the automobile control apparatus according to the present embodiment is the same as that shown in FIG. However, the content of the torque distribution process in the target torque distribution calculation means 120 is characteristic.
FIG. 7 is an explanatory diagram of the torque distribution process of the target torque distribution calculation means 120 in the vehicle control apparatus according to the second embodiment of the present invention. FIG. 8 is a comparative explanatory diagram of torque distribution processing. 7A shows a change in target motor torque, FIG. 7B shows a change in target engine torque, and FIG. 7C shows a change in output torque of the entire vehicle. ing. FIG. 8 is similar to FIG.

  In this embodiment, when switching the distribution ratio α, the motor torque is controlled in consideration of the response delay of the engine.

  When the target torques of the motor and the engine are changed, a response delay time is generated as shown in FIGS. The response delay time is larger in the engine as shown in FIG. 8B than in the motor shown in FIG. Therefore, when the distribution rate α is changed stepwise after the constant speed determination, the actual output torque varies greatly as shown in FIG.

  On the other hand, in this embodiment, when switching the distribution rate α, the motor output torque is controlled in consideration of the delay in the change in the engine output torque. A delay time equivalent to the response delay of the engine output torque is applied to the motor. As one of the methods, the rate of change is limited to the target motor output torque. Another method is to apply a filter to the target motor output torque.

  FIG. 7 shows how the output torque changes when the rate of change is limited to the target motor output torque.

  By taking into account the delay in the change in engine output torque shown in FIG. 7 (B), the actual output as shown in FIG. 7 (C) is obtained by controlling the motor output torque as shown in FIG. 7 (A). The torque fluctuation can be reduced, and the acceleration change felt by the driver can be reduced.

  Therefore, according to the present embodiment, the difference in the actual engine torque with respect to the target engine torque can be corrected with a motor with better drive feeling, and even when the engine output decreases due to aging deterioration, Acceleration can be prevented from being impaired.

Next, the configuration and operation of the vehicle control apparatus according to the third embodiment of the present invention will be described with reference to FIG. The configuration of the hybrid vehicle equipped with the vehicle control apparatus according to the present embodiment is the same as that shown in FIG.
FIG. 9 is a block diagram showing the configuration of the automobile control apparatus according to the third embodiment of the present invention. The same reference numerals as those in FIG. 2 indicate the same parts.

  The hybrid control unit (HEV-CU) 100A includes vehicle target torque calculation means 110, target torque distribution calculation means 120, vehicle speed determination means 130, motor torque correction coefficient calculation means 140A, and target motor torque correction means 150. In addition, second target motor torque correction means 160 is provided. Operations of the vehicle target torque calculation means 110, the target torque distribution calculation means 120, the vehicle speed determination means 130, and the target motor torque correction means 150 are the same as those described with reference to FIG.

  In the present embodiment, as described with reference to FIG. 3, when the torque distribution ratio is changed, the motor output torque is controlled so that the constant vehicle speed does not change, the actual engine output torque is estimated, and the motor torque is estimated. Is to correct.

  In step S60 of FIG. 3, when the vehicle speed determination means 130 determines that the vehicle speed constant determination is “OK”, the distribution ratio α = a to the target engine output torque Toeng is set, and the vehicle speed at this time is Va.

  Next, as shown in FIG. 4, the target torque distribution calculation means 120 distributes the target output torque of the vehicle to the target engine output torque and the target motor output torque at different distribution ratios α = b. At this time, the target output torque To of the vehicle is calculated to be equal.

  The second target motor torque correcting means 160 controls the motor output torque so that the vehicle speed is constant while observing the vehicle speed detected by the vehicle speed sensor 14. At this time, the initial motor output torque when switching to the distribution ratio α = b is assumed to be Tomot_b. After the distribution ratio is switched, the motor output torque when the constant vehicle speed determination is established with the vehicle speed V0 is assumed to be Tomot_b '. The difference between the initial motor output torque Tomot_b and the motor output torque Tomot_b ′ is the difference ΔToeng between the actual engine output torque and the target engine output torque.

The motor torque correction coefficient calculating means 140A calculates the motor correction coefficient by the following equation (17) using the initial motor output torque Tomot_b and the motor output torque Tomot_b ′.
km0 = Tomot_b / Tomot_b '(17)

The target motor torque correcting means 150 corrects the motor target output torque by the following equation (18) using this coefficient km0.

nTomot = Tomot × nkm0 (18)

However, it is assumed that nkm0 = bkm0 × km0, bkm0 is the previous calculation value of nkm0 and the value held in the calculation device. nkm0 is stored as bkm0 in the backup memory and held.

When the motor shaft target torque is obtained from the motor target output torque nTomot in consideration of the reduction ratio of the motor, the following equations (19) and (20) are obtained.

nTomot = gm × nTmot (19)
nTmot = (1 / gm) × nTomot
= (1 / gm) × Tomot × nkm0 (20)

Thereafter, the target motor torque correction means 150 outputs a value obtained by multiplying the correction amount as the target motor output torque.

  As described above, according to the present embodiment, the correction coefficient is calculated so that the vehicle speed before and after the switching of the distribution ratio is constant, and the difference between the actual engine torque and the target engine torque is corrected by the motor. Thus, even when the engine output is reduced due to deterioration over time, the running performance and acceleration performance of the vehicle can be maintained.

Each of the embodiments described above relates to a drive device for automobiles, but any hybrid drive device combining an internal combustion engine drive device and an electric motor can be used for other industrial equipment.

1 is a system configuration diagram showing the configuration of a hybrid vehicle equipped with a vehicle control device according to a first embodiment of the present invention. 1 is a block diagram showing a configuration of a vehicle control device according to a first embodiment of the present invention. FIG. It is a flowchart which shows operation | movement of the vehicle speed determination means used for the control apparatus of the motor vehicle by the 1st Embodiment of this invention. It is operation | movement explanatory drawing of the target torque distribution calculating means used for the control apparatus of the motor vehicle by the 1st Embodiment of this invention. 1 is a system configuration diagram showing a first configuration of a driving force system in a hybrid vehicle equipped with a vehicle control apparatus according to a first embodiment of the present invention. FIG. 3 is a system configuration diagram showing a second configuration of the driving force system in the hybrid vehicle equipped with the vehicle control apparatus according to the first embodiment of the present invention. It is explanatory drawing of the torque distribution process of the target torque distribution calculating means 120 in the control apparatus of the motor vehicle by the 2nd Embodiment of this invention. It is comparison explanatory drawing of a torque distribution process. It is a block diagram which shows the structure of the control apparatus of the motor vehicle by the 3rd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Transmission 3 ... Output shaft 4 ... Transmission control unit (T / M-CU)
5 ... motor 6 ... battery 7 ... inverter 8 ... motor control unit (MCU)
9 ... Engine control unit (ECU)
DESCRIPTION OF SYMBOLS 10 ... Electronically controlled throttle valve 11 ... Input shaft 12 ... Shifting power unit 100 ... Hybrid control unit (HEV-CU)

Claims (5)

An automotive control device mounted on a hybrid vehicle that uses an engine and a motor as a driving force source to drive wheels by these driving force sources and controls output torque of the engine and the motor,
Vehicle speed determination means for determining that the vehicle speed of the vehicle is within a certain range;
Distributing means for switching the distribution ratio when the target torque of the vehicle is distributed to the target torque of the engine and the target torque of the motor, and when the vehicle speed determining means determines that the vehicle speed is constant.
An automobile control apparatus comprising: a target motor torque correcting unit that corrects a target torque of the motor according to a change amount of a vehicle traveling speed caused by the switching of the distribution ratio. The vehicle control apparatus according to claim 1,
The target motor torque correction means corrects the target torque of the motor based on a correction coefficient calculated in accordance with a ratio of vehicle travel speeds before and after switching of the distribution ratio. . The vehicle control apparatus according to claim 1,
The target motor torque correction means corrects the target torque of the motor so that the vehicle traveling speed before and after the switching of the distribution ratio is constant, and the target motor torque before switching and the vehicle traveling speed after switching are constant. An automobile control device that corrects a target torque of the motor based on a correction coefficient calculated in accordance with a ratio to a target motor torque at the time. The vehicle control apparatus according to claim 1,
The distribution device changes the output torque of the motor according to a delay in the change of the engine output torque when switching the distribution ratio. An engine as a first driving force source;
A motor as a second driving force source;
Engine control means for controlling the output torque of the engine;
Motor control means for controlling the output torque of the motor;
A vehicle drive device having HEV control means for controlling output distribution by the engine and the motor,
The HEV control means includes
Vehicle speed determination means for determining that the vehicle speed of the vehicle is within a certain range;
Distributing means for switching the distribution ratio when the target torque of the vehicle is distributed to the target torque of the engine and the target torque of the motor, and when the vehicle speed determining means determines that the vehicle speed is constant.
A driving apparatus for an automobile, comprising: target motor torque correcting means for correcting the target torque of the motor in accordance with the amount of change in vehicle travel speed caused by the switching of the distribution ratio.

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