JP2009220792A - Vehicle and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To achieve smooth traveling as far as possible while making stability of the behavior of a vehicle and component protection compatible. <P>SOLUTION: In a hybrid automobile 20, when a torque restriction value Tlim for canceling a behavior unstable state is not set, target torque Tr* to be output to a ring gear shaft 32a is set to be smoothly changed on the basis of request torque Tr* based on the accelerating operation of a driver and an upper/lower limit rate value ΔT being a relatively small fixed value T0 (S120 to S150). Also, when the torque restriction value Tlim is set, the target torque Tr* is set so as to be smoothly changed on the basis of smaller one of the request torque T* and the torque restriction value Tlim and the upper/lower limit rate value ΔT set so that variation of torque to be output to a ring gear shaft 32a can be allowed according as the revolving speed Nm2 of the motor MG2 is low (S120, S230, S240, S150). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle and a control method therefor, and more particularly, to a vehicle having an electric motor capable of outputting power to an axle connected to drive wheels, and an electric storage means capable of exchanging electric power with the electric motor, and a control method therefor.

2. Description of the Related Art Conventionally, a vehicle including at least one motor provided in a power source that drives a driving wheel, and motor traction control means that detects driving slip of the driving wheel and recovers the grip of the driving wheel by motor torque down control. Is known (see, for example, Patent Document 1). The vehicle motor traction control means includes a component protection control unit that calculates a first torque down amount for component protection, and a stability control unit that calculates a second torque down amount for stabilizing vehicle behavior. Of the first torque down amount by the component protection control unit and the second torque down amount by the stability control unit, the larger torque down amount is selected as the control target torque down amount. As a result, in this vehicle, both protection of parts and stability are achieved during motor traction control.
JP 2006-115644 A

  However, as in the above-described conventional vehicle, when the larger one of the first torque down amount for protecting the component and the second torque down amount for stabilizing the behavior of the vehicle is set as the control target torque down amount, the control target torque Although the continuity of the down amount can be maintained to some extent, if the first and second torque down amounts change suddenly, the torque output to the drive wheels also changes suddenly, generating an excessive shock. There is a risk of letting you.

  Therefore, the main object of the vehicle and the control method thereof according to the present invention is to realize as smooth a traveling as possible while achieving both the stabilization of the behavior of the vehicle and the protection of parts.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the main object described above.

The vehicle according to the present invention is
A vehicle having an electric motor capable of outputting power to an axle connected to driving wheels, and an electric storage means capable of exchanging electric power with the electric motor,
Requested driving force setting means for setting a requested driving force required for traveling based on a driving force requested operation by the driver;
When the driving wheel is in a behaviorally unstable state including at least a state in which slip due to idling occurs, a limited driving force that is a driving force to be output to the axle is set in order to eliminate the behavioral unstable state Limiting driving force setting means to perform,
When the limited driving force is not set by the limiting driving force setting means, the target driving force to be output to the axle is slowly changed based on the set required driving force and the first gentle change constraint. When the limit driving force is set by the limit driving force setting means, the target driving force is set to the smaller one of the set required driving force and the limiting driving force and the first gentle change constraint. A target driving force setting means for setting so as to change more slowly based on a second gentle change constraint that tends to allow fluctuations in power output to the axle as the rotational speed of the electric motor is lower;
Control means for controlling the electric motor so that power based on the set target driving force is output to the axle;
Is provided.

  In this vehicle, when the limiting driving force for eliminating the unstable behavior state including at least the state in which the slip due to the idling of the driving wheel is generated by the limiting driving force setting means, the target to be output to the axle is not set. The driving force is set so as to change slowly based on the required driving force based on the driving force request operation by the driver and the first gentle change constraint, and the power based on the set target driving force is output to the axle. The motor is controlled. Further, when the limited driving force is set by the limiting driving force setting means, the smaller one of the requested driving force based on the driving force requesting operation by the driver and the limiting driving force by the limiting driving force setting means and the first slow driving force. The target driving force is set and set so that it gradually changes based on the second gradual change constraint that tends to allow fluctuations in the power output to the axle as the rotational speed of the motor is lower than the change constraint. The electric motor is controlled so that the power based on the target drive force is output to the axle. Thus, in this vehicle, the first gradual change restriction used when the limiting driving force is not set by the limiting driving force setting means is defined based on the state where the number of rotations of the motor in which the demand for component protection is increased is relatively high, By smoothly changing the target driving force to be output to the axle using the first gentle change constraint when the behavior of the vehicle is stable, it is possible to realize smooth running while protecting the parts. . Further, the second gentle change constraint used when the restrictive drive force is set by the restrictive drive force setting means is compared with the first gentle change constraint, and the fluctuation in the power output to the axle as the motor speed decreases. By limiting the driving force, the limiting driving force is set by the limiting driving force setting means, such as slippage due to idling of the driving wheel when the rotational speed of the motor (and the driving wheel) is relatively low. When this occurs, it is possible to eliminate the unstable behavior and protect the parts by allowing fluctuations in the target driving force based on the smaller of the required driving force and the limiting driving force to the extent that excessive shock does not occur. it can. As a result, in this vehicle, it is possible to achieve smooth running as much as possible while achieving both stabilization of the behavior of the vehicle and protection of components.

  The second gradual change constraint may be a constraint that tends to increase the allowable amount of the change amount on at least the decrease side of the target driving force as the rotational speed of the electric motor is lower. This eliminates unstable behavior without causing an excessive shock when the limit drive force setting means sets a limit drive force that is significantly smaller than the requested drive force based on the driver's requested drive force operation. Therefore, it is possible to output a driving force based on the limiting driving force to the axle.

  Further, the vehicle includes a power supply circuit including a voltage conversion unit capable of boosting a voltage from the power storage unit and supplying the voltage to the motor side, and the higher the rotation speed of the motor and the higher the torque from the motor, The voltage conversion means and the voltage conversion control means for controlling the voltage conversion means so as to boost the voltage from the power storage means may be further provided, and the first and second gradual change restrictions are set such that at least the rotation speed of the electric motor is predetermined. When the rotation speed is within the high rotation range, the restriction may be such that the allowable amount of the change amount on the increase side of the target driving force is set to a predetermined value. Thereby, it is possible to suppress a sudden increase in torque from the electric motor in a predetermined high rotation range, thereby suppressing deterioration of the power supply circuit due to excessive boosting by the voltage conversion means.

  The vehicle may further include an internal combustion engine capable of outputting power to an axle connected to the driving wheel, and the control means outputs power based on the set target driving force to the axle. As described above, the internal combustion engine and the electric motor may be controlled. In this case, the vehicle is connected to the axle and the engine shaft of the internal combustion engine, outputs at least part of the power of the internal combustion engine to the axle side with input and output of electric power and power, and stores the power. The apparatus may further comprise power power input / output means capable of exchanging power with the means, the electric motor may be capable of outputting power to the axle or another axle different from the axle, and the control means may include the The internal combustion engine, the power power input / output means, and the electric motor may be controlled such that power based on the set target driving force is output to the axle. Further, the electric power drive input / output means is connected to three shafts of a generator motor capable of inputting / outputting power, the axle, the engine shaft of the internal combustion engine, and a rotation shaft of the generator motor. 3 axis type power input / output means for inputting / outputting power based on the power input / output to / from any of the two axes to / from the remaining shafts.

A vehicle control method according to the present invention includes:
A motor that can output power to the axle connected to the drive wheels, a power storage means that can exchange power with the motor, and a request to set a required driving force required for traveling based on a driving force requesting operation by the driver This is the driving force that should be output to the axle in order to eliminate the unstable behavior state when the driving force setting means is in a behaviorally unstable state including at least a state where slippage due to idling of the driving wheel occurs. A control method for a vehicle having a limiting driving force setting means for setting a limiting driving force,
(A) When the limited driving force is not set by the limiting driving force setting means, the target driving force to be output to the axle is slowly changed based on the required driving force and the first gentle change constraint. And when the limited driving force is set by the limiting driving force setting means, the target driving force is compared with the smaller of the required driving force and the limiting driving force and the first gradual change constraint. Setting so as to change slowly based on a second gentle change constraint that tends to allow fluctuations in power output to the axle as the rotational speed of the electric motor is lower;
(B) controlling the electric motor so that power based on the target driving force set in step (a) is output to the axle;
Is provided.

  According to this method, it is possible to achieve smooth running as much as possible while achieving both stabilization of vehicle behavior and protection of parts.

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

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 as a vehicle according to an embodiment of the present invention. A hybrid vehicle 20 shown in FIG. 1 is connected to an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft (engine shaft) 26 of the engine 22 via a damper 28, and the power distribution / integration mechanism 30. Motor MG1 capable of generating power, reduction gear 35 attached to ring gear shaft 32a as an axle connected to power distribution and integration mechanism 30, and mechanically connected to ring gear shaft 32a via reduction gear 35 A motor MG2, an electronically controlled hydraulic brake unit (hereinafter simply referred to as “brake unit”) 69 which is a braking means capable of outputting friction braking force, and a hybrid electronic control unit (hereinafter referred to as “brake unit”) which controls the entire hybrid vehicle 20 70) and the like.

  The engine 22 is an internal combustion engine that outputs power by being supplied with hydrocarbon fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as “engine ECU”) 24 performs fuel injection amount, ignition timing, Control of intake air volume etc. The engine ECU 24 receives signals from various sensors that are provided for the engine 22 and detect the operating state of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70 to control the operation of the engine 22 based on a control signal from the hybrid ECU 70, a signal from the sensor, and the like, and to transmit data on the operation state of the engine 22 as necessary. It outputs to ECU70.

  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 rotating elements. The crankshaft 26 of the engine 22 is connected to the carrier 34 as the engine side rotation element, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 as the axle side rotation element via the ring gear shaft 32a. The power distribution and integration mechanism 30 distributes the power from the engine 22 input from the carrier 34 to the sun gear 31 side and the ring gear 32 side according to the gear ratio when the motor MG1 functions as a generator. When the motor functions as an electric motor, the power from the engine 22 input from the carrier 34 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 drive wheels 63a and 63b via the gear mechanism 60 and the differential gear 62.

  Each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor including a rotor having a permanent magnet attached to the outer surface and a stator around which a three-phase coil is wound. As shown in FIG. 2, the inverters 41 and 42 include six transistors T11 to T16 and T21 to 26, and six diodes D11 to D16 and D21 connected in parallel to the transistors T11 to T16 and T21 to T26 in the reverse direction. D26. Two transistors T11 to T16 and T21 to T26 are arranged in pairs so that each of the inverters 41 and 42 serves as a source side and a sink side with respect to the positive electrode bus 54a and the negative electrode bus 54b shared by the power line 54. Each of the three-phase coils (U-phase, V-phase, W-phase) of the motors MG1, MG2 is connected to each connection point between the paired transistors. Therefore, a rotating magnetic field is formed in the three-phase coil by controlling the on-time ratios of the transistors T11 to T16 and T21 to T26 that make a pair while a voltage is acting between the positive electrode bus 54a and the negative electrode bus 54b. The motors MG1, MG2 can be driven to rotate. Since the inverters 41 and 42 share the positive bus 54a and the negative bus 54b, the electric power generated by either the motor MG1 or MG2 can be supplied to another motor. A smoothing capacitor 57 for voltage smoothing is connected to the positive electrode bus 54a and the negative electrode bus 54b. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2, the inverter temperatures Tinv1, Tinv2 and the like from a temperature sensor (not shown) attached to the inverters 41 and 42 are input. The motor ECU 40 supplies the inverters 41 and 42 to the inverters 41 and 42. A switching control signal is output. The motor ECU 40 is in communication with the hybrid ECU 70, controls the driving of the motors MG1, MG2 by a control signal from the hybrid ECU 70, and outputs data related to the operating state of the motors MG1, MG2 to the hybrid ECU 70 as necessary. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  As shown in FIG. 2, the boost converter 55 includes two transistors T31 and T32, two diodes D31 and D32 connected in parallel to the transistors T31 and T32 in the reverse direction, and a reactor L. The two transistors T31 and T32 are connected to the positive bus 54a and the negative bus 54b of the inverters 41 and 42, respectively, and the reactor L is connected to the connection point. Further, a positive terminal and a negative terminal of battery 50 are connected to reactor L and negative bus 54 b via system main relay 56, respectively. Accordingly, by controlling the switching of the transistors T31 and T32, the voltage of the DC power of the battery 50 is boosted and supplied to the inverters 41 and 42, or the DC voltage acting on the positive bus 54a and the negative bus 54b is lowered. The battery 50 can be charged. Further, a smoothing capacitor 59 for smoothing the voltage is connected between the reactor L and the negative electrode bus 54b. A second voltage sensor 92 is installed between the terminals of the smoothing capacitor 59 and detects the pre-boosting voltage VL of the boosting converter 55. The boosted voltage VH of the boost converter 55 is detected by a third voltage sensor 93 (motor-side voltage detecting means for detecting the voltage on the motor side) installed between the terminals of the smoothing capacitor 57.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, a battery voltage from the voltage sensor 91 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 a current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. The battery ECU 52 outputs data related to the state of the battery 50 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Further, in order to manage the battery 50, the battery ECU 52 calculates the remaining capacity SOC based on the integrated value of the charging / discharging current detected by the current sensor, or requests charging / discharging of the battery 50 based on the remaining capacity SOC. The power Pb * is calculated, or the input limit Win as the charge allowable power that is the power allowed for charging the battery 50 based on the remaining capacity SOC and the battery temperature Tb, and the power allowed for discharging the battery 50. The output limit Wout as discharge allowable power is calculated. The input / output limits Win and Wout of the battery 50 set basic values of the input / output limits Win and Wout based on the battery temperature Tb, and output correction correction coefficients based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for input restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The brake unit 69 supplies adjusted hydraulic pressure to the brake master cylinder 68 that generates hydraulic pressure in response to depression of the brake pedal 85, the wheel cylinders 64a and 64b of the drive wheels 63a and 63b, and the wheel cylinders of other wheels (not shown). A brake actuator 67, a brake electronic control unit (hereinafter referred to as “brake ECU”) 66 for controlling the brake actuator 67, and the like are included. The brake actuator 67 is a pump or accumulator as a hydraulic pressure generation source (not shown), a master cylinder cut solenoid valve that controls the communication state between the brake master cylinder 68 and the wheel cylinder 64a, etc. It has a stroke simulator that creates reaction force. In addition, the brake ECU 66 receives a master cylinder pressure from a master cylinder pressure sensor (not shown) that detects a master cylinder pressure via a signal line (not shown), and a wheel cylinder pressure sensor (not shown) provided for each wheel cylinder 64a. Wheel cylinder pressure, driving wheel speeds Vfl and Vfr from wheel speed sensors 65a and 65b attached to the driving wheels 63a and 63b, driven wheel speeds Vrl and Vrr from wheel speed sensors attached to other wheels (not shown), vehicles The vehicle acceleration from the G sensor 94 that can detect longitudinal and lateral acceleration, the yaw rate from the yaw rate sensor 95 that detects the yaw rate that is the rotational angular velocity around the center of gravity of the vehicle, and the steering angle from the steering angle sensor (not shown) are input. In addition, the hybrid ECU 70 and a steer (not shown) And exchanges various signals with the communication between the steering ECU (not shown) for controlling the Guyunitto. The brake ECU 66 then applies a braking torque corresponding to a share of the braking force that should be applied to the hybrid vehicle 20 based on the brake pedal position BP indicating the depression amount of the brake pedal 85, the vehicle speed V, and the like. Controls the brake actuator 67 so as to act on the drive wheels 63a and 63b and other wheels (not shown). The brake ECU 66 can also control the brake actuator 67 so that braking torque acts on the drive wheels 63a and 63b and other wheels regardless of the driver's operation of depressing the brake pedal 85.

  Furthermore, the brake ECU 66 causes the anti-lock control (ABS) or one of the drive wheels 63a and 63b to slip due to idling based on various input signals in order to ensure stability when the drive wheel slips or the vehicle slips. It is also possible to execute traction control (TRC) that suppresses the vehicle, vehicle stabilization control (VSC) that stably maintains the posture of the vehicle during turning, and the like. The brake ECU 66 according to the embodiment, when executing these VSC and the like, instead of individually controlling the brake actuator 67 and the like, integrates the vehicle motion integrated control that integrates the control of the brake actuator 67, the driving force control, and the steering control. (VDIM: Vehicle Dynamics Integrated Management) is executed. For example, when executing the traction control (TRC), the brake ECU 66 has a predetermined slip speed, which is a deviation between the vehicle speed calculated from the wheel speeds Vfl and Vfr of the drive wheels 63a and 63b and the estimated vehicle speed Ve. It is determined that slip has occurred in the drive wheels having a speed Vsref or higher (for example, 1 km / h, 3 km / h, 5 km / h, etc.), and the slip speeds of the drive wheels 63a and 63b that have been determined to have slipped are determined. The ring gear shaft 32a is used to control the brake actuator 67 so that a larger braking torque is applied as it is larger, or mainly to limit the torque output from the motor MG2 to eliminate the unstable behavior state such as the slip state. The torque limit value Tlim as the limit drive force that is the drive force to be output to the hybrid And it outputs a control signal to CU70. Here, in the brake ECU 66 of the embodiment, it is possible to turn on / off the vehicle motion integrated control by the brake ECU 66 in consideration that some drivers who are skilled in driving do not like driving assistance from the vehicle side. A VDIM switch 90 is connected. When the VDIM switch 90 is turned off by the driver, the brake ECU 66 sets a predetermined VDIM switch flag Fvs to a value of 0. In this case, the brake ECU 66 further performs the vehicle motion integrated control without executing the vehicle motion integrated control. A predetermined VDIM flag Fv indicating whether or not is executed is set to 0. On the other hand, when the VDIM switch 90 is turned on by the driver, the brake ECU 66 sets the VDIM switch flag Fvs to a value of 1. The brake ECU 66 sets the VDIM flag Fv to a value of 1 when the vehicle motion integrated control is to be executed when the VDIM switch 90 is on, and uses signals from the G sensor 94, the yaw rate sensor 95, and the like. Based on the target vehicle behavior and the actual vehicle state quantity, the command value to the brake actuator 67 and the torque limit value Tlim as the driving force command to the hybrid ECU 70 are calculated based on the calculated target vehicle behavior and the vehicle state quantity. The steering correction amount to the steering ECU is set. In the embodiment, the brake ECU 66 sets the VDIM flag Fv to 0 without executing the vehicle motion integration control when the driver does not need to execute the vehicle motion integration control even when the VDIM switch 90 is turned on. Set.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 for storing a processing program, a RAM 76 for temporarily storing data, an input / output port and a communication port (not shown), and the like in addition to the CPU 72. The hybrid ECU 70 includes an accelerator signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The degree Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects 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. Further, the hybrid ECU 70 is further supplied with a pre-boosting voltage VL from the voltage sensor 92, a post-boosting voltage VH from the voltage sensor 93, and the like, and switching from the hybrid ECU 70 to the transistors T31 and T32 of the boosting converter 55 is performed. A control signal, a drive signal to the system main relay 56, and the like are output via the output port. As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the brake ECU 66 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. Is doing.

  In the hybrid vehicle 20 of the embodiment configured as described above, the required torque to be output to the ring gear shaft 32a as the axle based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is Torque conversion is performed by the motor MG1 and the motor MG2, and the torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the motor MG1 and the motor MG2 are output to the ring gear shaft 32a. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is performed by the power distribution / integration mechanism 30, the motor MG1, and the motor MG2. The required power is output to the ring gear shaft 32a with torque conversion caused by A charge / discharge operation mode for driving and controlling the motor MG1 and the motor MG2, a motor operation mode for controlling the operation so that the operation of the engine 22 is stopped and power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. is there.

  In the hybrid vehicle 20 of the embodiment, the rated voltage of the battery 50 is set to a predetermined voltage (for example, about 500 to 650 V) according to the target operating points (torque commands Tm1 *, Tm2 * and the rotational speeds Nm1, Nm2) of the motors MG1, MG2. ) Is raised by hybrid ECU 70. In other words, in the embodiment, the target value of the boosted voltage VH derived from the map for the motor MG1 corresponding to the torque command Tm1 * for the motor MG1 and the rotation speed Nm1 of the motor MG1, and the map for the motor MG2 The larger of the target value of the boosted voltage VH derived as corresponding to the torque command Tm2 * for the motor MG2 and the rotation speed Nm2 of the motor MG2 is set as the target boosted voltage VHtag, and the boosted voltage VH is the target. Boost converter 55 is controlled so as to obtain boosted voltage VHtag. The target boosted voltage VHtag is basically set to increase as the absolute values of the rotational speeds Nm1 and Nm2 of the motor MG1 or MG2 are large and the absolute values of the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are large. Is done.

  Next, the operation of the hybrid vehicle 20 of the embodiment will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the CPU 72 of the hybrid ECU 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine of FIG. 3 is started, the CPU 72 of the hybrid ECU 70 first starts with the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the battery. A process of inputting data required for control, such as the charge / discharge required power Pb * from 52, the input / output limits Win and Wout of the battery 50, the VDIM flag Fv from the brake ECU 66 and the torque limit value Tlim is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. After the data input process in step S100, based on the accelerator operation that is the driver's driving force request operation, the torque required for traveling is output to the ring gear shaft 32a (drive shaft) connected to the drive wheels 63a and 63b. The required torque T * is set (step S110). In this embodiment, the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque T * indicating the degree of the accelerator operation, which is the driver's driving force request operation, is determined in advance and stored in the ROM 74 as a required torque setting map. When the accelerator opening Acc and the vehicle speed V are given, the corresponding required torque T * is derived from the stored map and set. FIG. 4 shows an example of the required torque setting map.

  Next, it is determined whether or not the VDIM flag Fv from the brake ECU 66 is 0 (step S120). When the VDIM flag Fv is 0, it means that the VDIM switch 90 is turned off or the vehicle motion integrated control by the brake ECU 66 is not executed. In this case, the VDIM flag Fv is connected to the drive wheels 63a and 63b. The temporary target torque Trtmp, which is a temporary value of the target torque Tr * as the torque to be output to the ring gear shaft 32a as the axle, is set to the required torque T * (step S130), and a predetermined time of the target torque Tr * A predetermined value T0 that is a first gentle change constraint is set as the upper and lower limit rate value ΔT that is the upper and lower limit values (allowable amount) of the change amount (here, the execution interval of this routine) (step S140). Further, the target torque Tr * is set based on the set temporary target torque Trtmp, the upper / lower limit rate value ΔT, and the target torque Tr * at the previous execution of this routine (step S150). That is, in step S150, as shown in the following equation (1), the smaller of the temporary target torque Trtmp and the previous value of the target torque Tr * plus the upper and lower limit rate value ΔT, and the target torque Tr *. The larger of the previous value obtained by subtracting the upper and lower limit rate value ΔT is set as the target torque Tr *.

  Here, in the hybrid vehicle 20 of the embodiment, the boosted voltage VH is boosted to the target boosted voltage VHtag according to the target operating points of the motors MG1 and MG2, but basically the target boosted voltage VHtag is Since the higher the rotational speed Nm2 of the motor MG2 and the greater the torque command Tm2 * for the motor MG2, the larger the torque command Tm2 *, the larger the value of the torque command Tm2 * when the motor MG2 is in the predetermined high rotation range. The rear voltage VHtag is set to a larger value. Therefore, if the torque command Tm2 * is allowed to increase rapidly when the motor MG2 is in the high rotation range, the smoothing capacitor on the output side of the boost converter 55 is caused by setting the target boosted voltage VHtag to a larger value. A high voltage is applied to the capacitor 57, which is not preferable from the viewpoint of component protection, and makes it difficult to reduce the capacitance of the smoothing capacitor 57 from the viewpoint of reducing the mounting space. For this reason, the predetermined value T0 set as the upper and lower limit rate value ΔT in the embodiment is a relatively small constant value to suppress the torque fluctuation (rise) of the motor MG2 when the motor MG2 is in the high rotation range. It has been established. Thereby, when the required torque T * increases, the upper and lower limit rate values T0 and the temporary target required torque Trtmp (basically the required torque T *) that the target torque Tr * is the first gentle change constraint Therefore, when the rotational speed Nm2 of the motor MG2 is high, the application of a high voltage to the smoothing capacitor 57 caused by the sudden increase in the torque command Tm2 * (the target boosted voltage) It is possible to suppress the shock caused by the change in the torque output to the ring gear shaft 32a as the axle, while suppressing the VHtag) and suppressing the component.

  Tr * = max (min (Trtmp, previous T * + ΔT), previous T * -ΔT) (1)

  Subsequently, the required power Pe * required for the engine 22 is set assuming that the required power required for the entire vehicle based on the target torque Tr * is provided by the engine 22 (step S160). The required power Pe * can be calculated as the sum of a value obtained by multiplying the set target torque Tr * by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. Next, a target rotational speed Ne * and a target torque Te * are set as operating points at which the engine 22 should be operated based on the set required power Pe * (step S170). In step S170, the target rotational speed Ne * and the target torque Te * are set based on the required power Pe * and the operation line for operating the engine 22 efficiently. FIG. 5 illustrates an operation line of the engine 22 and a correlation curve between the rotational speed Ne and the torque Te. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained as an intersection of the operation line and a correlation curve indicating that the required power P * (Ne * × Te *) is constant. it can.

  If the target rotational speed Ne * and the target torque Te * of the engine 22 are set in step S170, the target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a and the power set in step S170. Using the gear ratio ρ (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32) of the distribution integration mechanism 30, the target rotational speed Nm1 * of the motor MG1 is calculated according to the following equation (2), and then the calculated target rotational speed is calculated. Calculation of the following equation (3) based on Nm1 * and the current rotation speed Nm1 is executed to set a torque command Tm1 * for motor MG1 (step S180). Here, Expression (2) is a dynamic relational expression regarding the rotating element of the power distribution and integration mechanism 30. Further, FIG. 6 illustrates a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31 that matches the rotational speed Nm1 of the motor MG1, the central C-axis indicates the rotational speed of the carrier 34 that matches the rotational speed Ne of the engine 22, and the right R-axis. The axis indicates the rotational speed Nr of the ring gear 32 obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. Further, two thick arrows on the R axis indicate that the torque acting on the ring gear shaft 32a by this torque output when the torque Tm1 is output from the motor MG1 and the torque Tm2 output from the motor MG2 via the reduction gear 35. The torque acting on the ring gear shaft 32a is shown. Expression (2) for obtaining the target rotational speed Nm1 * of the motor MG1 can be easily derived by using the rotational speed relationship in this alignment chart. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotation speed Nm1 *. In Expression (3), “k1” in the second term on the right side is the gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (2)
Tm1 * = -ρ / (1 + ρ) ・ Te * + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (3)

  Once the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * are calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. The torque limits Tmin and Tmax as the upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by the rotational speed Nm2 of the motor MG2 4) and the formula (5) (step S190), and the temporary motor torque as the torque to be output from the motor MG2 using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 Tm2tmp is calculated by equation (6) (step S200), and the calculated torque limits Tmin and Tmax are temporarily Tatoruku Tm2tmp to set a torque command Tm2 * of the motor MG2 as a value obtained by limiting the (step S210). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the axle is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. be able to. Equation (6) can be easily derived from the collinear diagram of FIG. 6 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (6)

  When the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the engine ECU 24 determines the target engine speed Ne * and the target torque Te * of the engine 22. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S220), and the processes after step S100 are executed again. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. Further, the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  On the other hand, when it is determined in step S120 that the VDIM flag Fv is a value 1, the VDIM switch 90 is turned on and the vehicle motion integrated control by the brake ECU 66 is executed, and the hybrid ECU 70 executes the brake in step S100. The torque limit value Tlim from the ECU 66 is received. Therefore, when a negative determination is made in step S120, a value obtained by limiting the required torque T * set in step S110 with the torque limit value Tlim input in step S100 as the temporary target torque Trtmp, that is, the required torque T The smaller value of * and the torque limit value Tlim is set (step S230). Further, the upper and lower limit rate value ΔT is set based on the current rotational speed Nm2 of the motor MG2 input in step S100 (step S240). Here, in the embodiment, the relationship between the rotational speed Nm2 of the motor MG2 and the upper / lower limit rate value ΔT is determined in advance and stored in the ROM 74 as an upper / lower limit rate value setting map for executing the vehicle motion integrated control. As the upper and lower limit rate value ΔT, a value corresponding to the given rotation speed Nm2 is derived and set from the map. FIG. 7 shows an example of the upper / lower limit rate value setting map. 7 is used only when the VDIM flag Fv is set to the value 1, that is, when the vehicle motion integrated control is being executed by the brake ECU 66. Basically, the lower the rotational speed Nm2 of the motor MG2, the more likely it is to allow variation in the torque output to the ring gear shaft 32a as the axle. More specifically, the upper / lower limit rate value setting map of the embodiment is such that the upper / lower limit rate value ΔT is larger than the predetermined value T0 in the region where the rotational speed Nm2 of the motor MG2 is between the value 0 and the first threshold value Nref1. In the region from the first threshold value Nref1 to the second threshold value Nref2 where the rotational speed Nm2 is larger than the threshold value Nref1, the upper and lower limit rate value ΔT is linearly set with respect to the rotational speed Nm2 up to a predetermined value T0. The lower limit rate value ΔT is set to the predetermined value T0 in the region where the rotational speed Nm2 is greater than or equal to the second threshold value Nref2. The value T1 is determined as a value that allows the fluctuation of the torque output to the ring gear 32a as the axle to the extent that excessive shock does not occur based on experiments and analysis. Thus, if the temporary target torque Trtmp and the upper / lower limit rate value ΔT are set, the temporary target torque Trtmp and the value obtained by adding the upper / lower limit rate value ΔT to the previous value of the target torque Tr * in step S150 described above. The smaller one is set as the target torque Tr * among the smaller ones obtained by subtracting the upper / lower limit rate value ΔT from the previous value of the target torque Tr *, and further, the above-described steps S160 to S220 are executed. Then, the processing after step S100 is executed again.

  Thereby, as shown in FIG. 8, when the VDIM flag Fv is set to the value 1 at time t0 and the vehicle motion integrated control is executed by the brake ECU 66, and the torque limit value Tlim is set to a relatively small value. Compared with the case where the VDIM flag Fv is set to the value 0 and the vehicle motion integrated control is not executed by the brake ECU 66 (t2-t0), the target torque Tr * is relatively short (t1-t0). Soon, it will converge to the torque limit value Tlim. Therefore, in the hybrid vehicle 20 of the embodiment, even if a behavior unstable state including a state in which slip due to idling of the drive wheels 63a and 63b occurs when the rotational speed Nm2 of the motor MG2 is relatively low, it is excessive. The unstable behavior state can be quickly resolved without generating a shock. Further, in the hybrid vehicle 20 of the embodiment, even when the VDIM flag Fv is set to the value 1 and the vehicle motion integrated control is executed by the brake ECU 66, the upper and lower limit rate value ΔT is increased as the rotation speed Nm2 of the motor MG2 increases. Since it is set to a smaller value, in the region where the rotational speed Nm2 of the motor MG2 is high, particularly when the rotational speed Nm2 of the motor MG2 is high, the application of a high voltage to the smoothing capacitor 57 due to the sudden increase in the torque command Tm2 * It is possible to suppress the shock caused by the change in the torque output to the ring gear shaft 32a as the axle while suppressing the (rapid increase of the target boosted voltage VHtag) and protecting the parts.

  As described above, in the hybrid vehicle 20 of the embodiment, the torque limit value Tlim for eliminating the unstable behavior state including at least the state in which the slip is generated by the idling of the drive wheels 63a and 63b is set by the brake ECU 66. If not, the target torque Tr * to be output to the ring gear shaft 32a is set to a required torque T * based on the accelerator operation by the driver and a relatively small constant value T0. The engine 22 and the motor MG1 are set so as to change slowly based on the value ΔT (steps S120, S130, S140, S150) and the torque based on the set target torque Tr * is output to the ring gear shaft 32a. MG2 is controlled (steps S160 to S220). Further, when the torque limit value Tlim is set by the brake ECU 66 to eliminate the unstable behavior state, the smaller one of the requested torque T * based on the accelerator operation by the driver and the torque limit value Tlim by the brake ECU 66, Using an upper / lower limit rate value setting map as a second gradual change constraint, an upper / lower limit rate value ΔT set so as to allow a variation in torque output to the ring gear shaft 32a as the rotational speed Nm2 of the motor MG2 is lower. The target torque Tr * is set so as to change slowly based on (steps S120, S230, S240, S150), and the engine 22 and the engine 22 are output so that torque based on the set target torque Tr * is output to the ring gear shaft 32a. Motors MG1 and MG2 are controlled (steps S160 to S220). As a result, in the hybrid vehicle 20 of the embodiment, when the torque limit value Tlim is not set by the brake ECU 66, the rotation speed Nm2 of the motor MG2 that increases the demand for parts protection is compared with the predetermined value T0 that is set as the upper and lower limit rate value ΔT. When the behavior of the hybrid vehicle 20 is stable, the target torque Tr * to be output to the ring gear shaft 32a is reduced using a predetermined value T0 set as the upper and lower limit rate value ΔT. By changing it, it is possible to realize smooth running while protecting the parts. Further, the upper / lower limit rate value setting map used when the torque limit value Tlim is set by the brake ECU 66 is compared with the predetermined value T0 as the first gentle change constraint, the lower the rotation speed Nm2 of the motor MG2, the lower the ring gear shaft. By having a tendency to allow fluctuations in the torque output to 32a, the rotational speed Nm2 (vehicle speed V) of the motor MG2 (and the drive wheels 63a, 63b) is relatively low so that the drive wheels 63a, 63b When the torque limit value Tlim is set by the brake ECU 66 due to slippage due to idling or the like, the target torque Tr * based on the smaller of the required torque T * and the torque limit value Tlim to the extent that excessive shock does not occur. The fluctuation can be allowed to eliminate the unstable behavior state and to protect the parts accordingly. As a result, in the hybrid vehicle 20 of the embodiment, it is possible to achieve as smooth running as possible while achieving both stable vehicle behavior and component protection.

  Further, the upper and lower limit rate value setting map (second gradual change constraint) in the above embodiment tends to allow variation in torque output to the ring gear shaft 32a as the axle as the rotational speed Nm2 of the motor MG2 is lower. That is, there is a tendency that the allowable amount of change (per predetermined time) at least on the decrease side of the target torque Tr * is increased as the rotational speed Nm2 of the motor MG2 is lower. Thus, when the brake ECU 66 sets a torque limit value Tlim that is significantly smaller than the required torque T * based on the driver's accelerator operation, the behavior unstable state is eliminated without causing an excessive shock. It becomes possible to output the driving force based on the torque limit value Tlim to the ring gear shaft 32a. Furthermore, the hybrid vehicle 20 has an electric drive system including a boost converter 55 and a smoothing capacitor 57 that can boost the voltage from the battery 50 and supply the boosted voltage to the motor MG2 side. The boost converter 55 is basically a motor. Control is performed so that the voltage from the battery 50 (voltage VL before boosting) is boosted as the rotational speed of the MG2 is higher and the torque from the motor MG2 (torque command Tm2 *) is higher. In the above-described embodiment, the target torque Tr * when the rotational speed Nm2 of the motor MG2 is at least in a predetermined high rotational speed range (value Nref2 or higher) regardless of whether or not the torque limit value Tlim is set by the brake ECU 66. The upper and lower limit rate value ΔT, which is an allowable amount of change, is set to a predetermined value T0, which is a relatively small value. As a result, a sudden increase in torque from the motor MG2 in the high rotation range can be suppressed, and thereby deterioration of the electric drive system (particularly, the smoothing capacitor 57) due to excessive boosting by the boosting converter 55 can be suppressed.

  In the hybrid vehicle 20 of the above embodiment, the upper and lower limit rate value ΔT (first slow change setting constraint) used when the torque limit value Tlim is not set by the brake ECU 66 is a predetermined value T0. However, the present invention is not limited to this, and may be a value that changes according to the rotational speed Nm2 of the motor MG2, for example. Further, in the above embodiment, the allowable amount of change amount of the target torque Tr * per predetermined time is the same on the upper limit side (increase side) and the lower limit side (decrease side) because the upper and lower limit rate value ΔT is used. However, the present invention is not limited to this. By using the upper limit rate value and the lower limit rate value, it is assumed that the allowable amount of change in the target torque Tr * per predetermined time differs between the upper limit side and the lower limit side. Also good. Furthermore, although the hybrid vehicle 20 of the above embodiment outputs the power of the motor MG2 to the axle connected to the ring gear shaft 32a, the application target of the present invention is not limited to this. That is, the present invention is different from the axle (the axle to which the wheels 63a and 63b are connected) that is connected to the ring gear shaft 32a as in the hybrid vehicle 120 as a modified example shown in FIG. The present invention may be applied to the one that outputs to the wheels 63c and 63d in FIG. Further, the hybrid vehicle 20 of the above embodiment outputs the power of the engine 22 to the ring gear shaft 32a as an axle connected to the wheels 63a and 63b via the power distribution and integration mechanism 30. The subject is not limited to this. That is, the present invention provides an inner rotor 232 connected to the crankshaft of the engine 22 and an outer rotor connected to an axle that outputs power to the wheels 63a and 63b, like a hybrid vehicle 220 as a modified example shown in FIG. 234, and may be applied to a motor including a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the axle and converts the remaining power into electric power.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In other words, in the embodiment, the motor MG2 that can output power to the ring gear shaft 32a corresponds to the “electric motor”, the battery 50 that exchanges electric power with the motor MG2 corresponds to the “power storage unit”, and the process of step S110 in FIG. 3 corresponds to the “required driving force setting means”, and the brake ECU 66 that sets the torque limit value Tlim when the vehicle motion integrated control should be executed corresponds to the “restricted driving force setting means”. The hybrid ECU 70 that executes the processes of steps S120 to S150, S230, and S240 corresponds to the “target driving force setting means”, and is a combination of the hybrid ECU 70, the engine ECU 24, and the motor ECU 40 that execute the processes of steps S160 to S220 of FIG. Corresponds to “control means”. Further, the boost converter 55 that can boost the voltage from the battery 50 and supply it to the inverters 41 and 42 corresponds to “voltage conversion means”, and the hybrid ECU 70 that controls the boost converter 55 corresponds to “voltage conversion control means”. The engine 22 corresponds to an “internal combustion engine”, the combination of the motor MG1 and the power distribution and integration mechanism 30 and the anti-rotor motor 230 correspond to “power power input / output means”, and the motor MG1 corresponds to “a motor for power generation”. The power distribution and integration mechanism 30 corresponds to “three-axis power input / output means”.

  Note that the “motor” and “electric generator motor” are not limited to synchronous generator motors such as the motors MG1 and MG2, and may be of any other type such as an induction motor. The “storage means” is not limited to the secondary battery such as the battery 50, and may be any other type such as a capacitor as long as it can exchange power with the power drive input / output means or the motor. Absent. The “required driving force setting means” is not limited to the one that sets the required torque T * based on the accelerator opening Acc and the vehicle speed V, but may be one that sets the required driving force according to the driving force request operation of the driver. Any other format may be used. The “restricted driving force setting means” is not limited to the brake ECU 66 capable of executing the vehicle motion integrated control, and sets the torque limit value Tlim in order to eliminate the unstable behavior state when the vehicle is in the unstable behavior state. Any other thing may be used. The “target driving force setting means” is not limited to the hybrid ECU 70 that sets the target torque Tr * based on the required torque T *, the torque limit value Tlim, and the upper / lower limit rate value ΔT, and when the limit driving force is not set The target driving force is set so as to change slowly based on the set required driving force and the first gradual change constraint. When the limiting driving force is set, the target driving force is set to the required driving force and the limiting driving force. The smaller one of them and the second gentle change constraint that tends to allow fluctuations in the power output to the axle as the rotational speed of the motor is smaller than the first slow change constraint. Any format can be used as long as it is set to the above. The “control means” is not limited to the combination of the hybrid ECU 70, the engine ECU 24, and the motor ECU 40 as long as it controls the electric motor or the like so that power based on the target driving force is output to the axle. Any other type of electronic control unit may be used. The “internal combustion engine” is not limited to the engine 22 that outputs power by receiving a hydrocarbon fuel such as gasoline or light oil, and may be of any other type such as a hydrogen engine. In any case, the correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. This is an example for specifically describing the best mode for carrying out the invention, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

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

1 is a schematic configuration diagram of a hybrid vehicle 20 as a vehicle according to an embodiment of the present invention. It is a schematic block diagram of the electric drive system containing motor MG1, MG2. It is a flowchart which shows an example of the drive control routine performed by hybrid ECU70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which illustrates the operation line of the engine 22, the correlation curve of target rotational speed Ne *, and target torque Te *. 4 is an explanatory diagram illustrating a collinear diagram illustrating a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. FIG. It is explanatory drawing which shows an example of the upper / lower limit rate value setting map. It is explanatory drawing which illustrates a mode that target torque Tr * changes with progress of time. It is a schematic block diagram of the hybrid vehicle 120 which concerns on a modification. FIG. 10 is a schematic configuration diagram of a hybrid vehicle 220 according to another modification.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 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 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line 54a Positive bus, 54b Negative bus, 55 Boost converter, 56 System main relay, 57, 59 Smoothing capacitor, 60 Gear mechanism, 62 Differential gear, 63a, 63b Wheel (drive wheel), 63c 63d wheel, 64a, 64b brake wheel cylinder, 65a, 65b wheel speed sensor, 66 electronic control unit for brake (brake ECU), 67 brake actuator, 68 brake master cylinder, 69 electronically controlled hydraulic brake unit (brake unit), 70 Hybrid electronic control unit (hybrid ECU), 72 CPU, 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, 90 VDIM switch, 91 first voltage sensor, 92 second voltage sensor, 93 third voltage sensor, 94 G sensor, 9 5 Yaw Rate Sensor, 230 Counter-rotor Motor, 232 Inner Rotor, 234 Outer Rotor, MG1, MG2 Motor, T11-T16, T21-26, T31, T32 Transistor, D11-D16, D21-D26, D31, D32 Diode, L Reactor .

Claims (7)

A vehicle having an electric motor capable of outputting power to an axle connected to driving wheels, and an electric storage means capable of exchanging electric power with the electric motor,
Requested driving force setting means for setting a requested driving force required for traveling based on a driving force requested operation by the driver;
When the driving wheel is in a behaviorally unstable state including at least a state in which slip due to idling occurs, a limited driving force that is a driving force to be output to the axle is set in order to eliminate the behavioral unstable state Limiting driving force setting means to perform,
When the limited driving force is not set by the limiting driving force setting means, the target driving force to be output to the axle is slowly changed based on the set required driving force and the first gentle change constraint. When the limit driving force is set by the limit driving force setting means, the target driving force is set to the smaller one of the set required driving force and the limiting driving force and the first gentle change constraint. A target driving force setting means for setting so as to change more slowly based on a second gentle change constraint that tends to allow fluctuations in power output to the axle as the rotational speed of the electric motor is lower;
Control means for controlling the electric motor so that power based on the set target driving force is output to the axle;
A vehicle comprising:   2. The vehicle according to claim 1, wherein the second gradual change constraint is a constraint having a tendency to increase an allowable amount of a change amount on at least a reduction side of the target driving force as a rotational speed of the electric motor is lower. The vehicle according to claim 1 or 2,
A power supply circuit including voltage conversion means capable of boosting the voltage from the power storage means and supplying the boosted voltage to the motor side;
Voltage conversion control means for controlling the voltage conversion means so that the voltage from the power storage means is boosted as the rotational speed of the electric motor is higher,
The first and second gradual change constraints are constraints that set an allowable amount of at least a change amount on the increase side of the target driving force to a predetermined value at least when the rotation speed of the electric motor is in a predetermined high rotation range. vehicle. In the vehicle according to any one of claims 1 to 3,
An internal combustion engine capable of outputting power to an axle connected to the drive wheel;
The control unit controls the internal combustion engine and the electric motor so that power based on the set target driving force is output to the axle.   Connected to the axle and the engine shaft of the internal combustion engine to output at least part of the power of the internal combustion engine to the axle side with input and output of electric power and power, and to exchange power with the power storage means It further comprises power power input / output means, the electric motor is capable of outputting power to the axle or another axle different from the axle, and the control means provides power based on the set target driving force to the axle. The vehicle according to claim 4, wherein the internal combustion engine, the electric power drive input / output unit, and the electric motor are controlled so as to be output.   The power drive input / output means is connected to three shafts of a generator motor capable of inputting / outputting power, the axle, the engine shaft of the internal combustion engine, and a rotation shaft of the generator motor, and among these three shafts The vehicle according to claim 5, further comprising: a three-axis power input / output unit that inputs / outputs power based on power input / output to / from any one of the two shafts. A motor that can output power to the axle connected to the drive wheels, a power storage means that can exchange power with the motor, and a request to set a required driving force required for traveling based on a driving force requesting operation by the driver This is the driving force that should be output to the axle in order to eliminate the unstable behavior state when the driving force setting means is in a behaviorally unstable state including at least a state where slippage due to idling of the driving wheel occurs. A control method for a vehicle having a limiting driving force setting means for setting a limiting driving force,
(A) When the limited driving force is not set by the limiting driving force setting means, the target driving force to be output to the axle is slowly changed based on the required driving force and the first gentle change constraint. And when the limited driving force is set by the limiting driving force setting means, the target driving force is compared with the smaller of the required driving force and the limiting driving force and the first gradual change constraint. Setting so as to change slowly based on a second gentle change constraint that tends to allow fluctuations in power output to the axle as the rotational speed of the electric motor is lower;
(B) controlling the electric motor so that power based on the target driving force set in step (a) is output to the axle;
A vehicle control method comprising:

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