JP2010158944A - Driving force distribution controller of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To achieve driving force distribution control of a hybrid vehicle capable of surely and sufficiently reducing a shock at engine start. <P>SOLUTION: An achievable vehicle behavior range is calculated by the distribution of the driving force (Step S1501) when the driving force of the hybrid vehicle is distributed, and an engine start is commanded (Step S1504) when a vehicle behavior deviation between the vehicle behavior range and an actual vehicle behavior is less than a set value (Step S1502), so that driving force variation accompanying the engine start can be reduced and the shock at the engine start can be surely and sufficiently reduced. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving force distribution control device for appropriately controlling driving force distribution that determines the behavior of a hybrid vehicle.

Various hybrid vehicles have been proposed in the past, but typically
A hybrid vehicle in which one of the front and rear wheels is driven by an internal combustion engine (usually an engine), and the other left and right wheels of the front and rear wheels are individually motor-driven, or
There is known a hybrid vehicle in which the left and right wheels of the front wheel and the rear wheel are individually motor-driven by electric power generated by an internal combustion engine (engine).

In such a hybrid vehicle, it is necessary to start the internal combustion engine (engine) during traveling. However, an unpleasant shock occurs due to a change in driving force when the engine is started.
Conventionally, as a countermeasure against shocks, as described in Patent Document 1, for example, a technique has been proposed in which a double clutch mechanism is used to reduce a shock at the time of engine start and a shock at the time of shifting of an automatic transmission.

Japanese Patent Laying-Open No. 2005-054983

  However, with conventional shock countermeasures, the torque of the engine and clutch cannot be accurately controlled, so the actual situation is that the shock at the start of the engine and the shock at the time of shifting cannot be sufficiently reduced.

  An object of the present invention is to propose a driving force distribution control device for a hybrid vehicle that can sufficiently reduce a shock at the time of engine start of the hybrid vehicle to a satisfactory level.

For this purpose, the driving force distribution control device for a hybrid vehicle according to the present invention, as described in claim 1,
Drive both left and right wheels of the front wheel or rear wheel by the internal combustion engine,
A hybrid vehicle that individually motor-drives the other left wheel and right wheel of the front wheels or rear wheels, or
In a driving force distribution control device for a hybrid vehicle that individually motor-drives the left and right wheels of the front and rear wheels with electric power generated by an internal combustion engine,
Behavior range estimation means for calculating a vehicle behavior range that can be realized by driving force distribution;
Engine starting command means for instructing start of the internal combustion engine when a vehicle behavior deviation between the vehicle behavior range calculated by the means and the actual vehicle behavior is less than a set value. To do.

According to the driving force distribution control device of the present invention,
Calculate the range of vehicle behavior that can be realized by the driving force distribution of the hybrid vehicle,
Since the vehicle behavior deviation between the vehicle behavior range and the actual vehicle behavior is less than the set value, the start of the internal combustion engine is commanded.
A change in driving force accompanying the start of the internal combustion engine can be reduced, and a shock at the start of the internal combustion engine can be surely and sufficiently reduced.

It is a schematic block diagram which shows the wheel drive system of the hybrid vehicle provided with the driving force distribution control apparatus which becomes one Example of this invention with the control system. FIG. 2 is a diagram showing characteristics of a viscous differential gear device in the wheel drive system shown in FIG. FIG. 2 is a functional block diagram showing a driving force distribution control unit of the wheel drive system control system shown in FIG. 4 is a flowchart showing a control program executed by a state quantity estimation unit in FIG. 4 is a flowchart showing a control program executed by a dynamic driving force distribution calculation unit in FIG. It is a characteristic diagram which shows the target drive force map of a hybrid vehicle. It is a characteristic diagram which shows the target braking force map of a hybrid vehicle. It is a characteristic diagram which shows the static driving force distribution map of a hybrid vehicle. It is a characteristic diagram which shows the relationship between the motor temperature of a hybrid vehicle, and the maximum output which can suppress motor overheating. It is a characteristic diagram which shows the map of the absolute value of the maximum electric power which can be discharged according to the battery electrical storage amount of a hybrid vehicle. FIG. 4 is a functional block diagram of an engine start command unit in FIG. 12 is a flowchart showing a control program executed by a vehicle behavior range calculation unit in FIG. It is a characteristic diagram which shows the electrical and mechanical loss of the motor in a hybrid vehicle. A tire characteristic diagram showing a change characteristic of a tire lateral force with respect to driving force, (a) is a tire characteristic diagram when a road surface friction coefficient or wheel load is small, and (b) is a road surface friction coefficient or wheel load. FIG. 3 is a characteristic diagram of a tire when is large. 12 is a flowchart of a control program executed by an engine start determination unit in FIG. FIG. 4 is a block diagram according to distress of the driving force distribution determination unit in FIG. FIG. 17 is a block diagram of a driving force distribution determination unit similar to FIG. 16, showing another embodiment of the present invention. (A) is a characteristic diagram showing the sensitivity characteristics of the vehicle longitudinal force with respect to the change in the driving force of the right rear wheel, (b) is the vehicle lateral force with respect to the change in the driving force of the right rear wheel. (C) is a characteristic diagram showing the sensitivity characteristic of the vehicle yaw moment with respect to the change in the driving force of the right rear wheel. FIG. 17 is a flowchart showing a control program of a driving force selection unit in FIG. FIG. 20 is an operation time chart of the driving force distribution control shown in FIGS.

Hereinafter, embodiments of the present invention will be described in detail based on the illustrated examples.
[Constitution]
FIG. 1 is a schematic block diagram showing a wheel drive system of a hybrid vehicle including a drive force distribution control device according to an embodiment of the present invention, and a control system thereof.

The vehicle in FIG. 1 includes left and right front wheels 1 and 2 and left and right rear wheels 3 and 4, and the steering wheel 5 can steer the left and right front wheels 1 and 2 via the steering gear 15 to steer the vehicle. .
The left and right front wheels 1 and 2 include a common engine 40 (internal combustion engine) and a motor 42 as power sources, and the motor 42 is driven by electric power from the battery 9.
Then, the clutch 41 is interposed between the engine 40 and the motor 42 so that the two can be directly connected as appropriate.
The front wheels 1 and 2 can be electrically driven only by the power from the motor 42 when the clutch 41 is released, or can be hybrid driven by the power from the engine 40 and the power from the motor 42 when the clutch 41 is engaged.

In order to enable such front wheel drive, the front wheels 1 and 2 and the motor 42 are coupled by a transmission 43 and a viscous differential gear device 44.
It is assumed that the viscous differential gear device 44 has operational characteristics as exemplified in FIG.
The left and right rear wheels 3 and 4 are directly connected to the individual motors 13 and 14, and the motors 13 and 14 are driven by electric power supplied from the battery 9.

Therefore, the vehicle in FIG. 1 cannot control the left / right braking / driving forces of the front wheels 1 and 2 independently, and can control only the left / right braking / driving forces of the rear wheels 3 and 4 independently.
In such a vehicle, the right / left driving force distribution of the rear wheels 3 and 4 is usually determined so that the total yaw moment of each wheel becomes zero.

The motors 13, 14, and 42 are AC motors that can perform power running operation and regenerative operation, such as a three-phase synchronous motor and a three-phase induction motor, respectively, and the battery 9 is a nickel metal hydride battery or a lithium ion battery.
The inverters 18, 19, and 45 for the motors 13, 14, and 42 convert the alternating current generated by the motors 13, 14, and 42 into direct current, charge the battery 9, or direct current from the battery 9 It is converted into an alternating current and used for driving the motors 13, 14, and 42.

The rotational speeds ω1 to ω4 of the wheels are detected by the wheel speed sensors 21 to 24, and the detected rotational speeds ω1 to ω4 of the wheels are transmitted to the controller 8 together with the gear ratio of the transmission 43.
The effective turning radii R of the wheels 1 to 4 are all equal, and the rear wheels 3 and 4 and the motors 13 and 14 are directly connected (reduction ratio = 1).

The longitudinal acceleration and lateral acceleration of the vehicle are detected by the acceleration sensor 100 attached to the position of the center of gravity of the vehicle,
The yaw rate around the vertical axis of the vehicle is detected by the yaw rate sensor 101,
The detected vehicle longitudinal acceleration, lateral acceleration, and yaw rate are transmitted to the controller 8.

The front wheels 1 and 2 are steered by mechanically transmitting the steering angle of the steering wheel 5 by the driver via the steering gear 15.
Note that the amount of change in the turning angle of the front wheels 1 and 2 is set to be, for example, 1/16 of the amount of change in the steering angle of the steering wheel 5.
In addition, the steering angle of each wheel 1 to 4 can be electronically controlled by a steer-by-wire system independently of the steering wheel steering angle change amount.

The turning angles δ1 to δ4 of the wheels 1 to 4 are detected by the turning angle sensors 31 to 34, and the detected turning angles δ1 to δ4 of the wheels are transmitted to the controller 8.
The steering wheel steering angle θ by the driver is detected by the steering angle sensor 25, the depression amount of the accelerator pedal 6 (accelerator opening AP) is detected by the accelerator opening sensor 26, and the depression amount BP of the brake pedal 7 is detected by the brake stroke sensor. Detected by 27 and
These detected values are transmitted to the controller 8.

The controller 8 consists of a CPU, ROM, RAM, interface circuit, inverter circuit, etc.
The present invention aims at motors 11-14 based on signals detected by wheel speed sensors 21-24, steering angle sensor 25, accelerator opening sensor 26, brake stroke sensor 27, acceleration sensor 100, yaw rate sensor 101, etc. Torque is controlled so that the target driving force distribution is realized.

[Driving force distribution control]
The driving force distribution control of the hybrid vehicle will be described below.
FIG. 3 is a functional block diagram showing the driving force distribution control unit of the controller 8 in the hybrid vehicle shown in FIG.
The driving force distribution control unit of the controller 8 includes a state quantity estimating unit B31, a dynamic driving force distribution calculating unit B32, a driving force limit calculating unit B33, a driving force distribution set calculating unit B34, and an engine start command unit B35. And a driving force distribution determining unit B36.

The state quantity estimation unit B31 estimates vehicle speed V, side slip angle, road reaction force, and wheel load from detection values of the various sensors mounted on the vehicle.
The dynamic driving force distribution calculating unit B32 calculates dynamic driving force distribution from the state quantity estimated value and various sensor detection values.
The driving force limit calculating unit B33 calculates a driving force limit value for each wheel from the motor temperature, the battery storage state SOC (carryable power), and the state quantity estimated value.

The driving force distribution set calculation unit B34 calculates a set of driving force distributions that do not disturb the current vehicle behavior from the dynamic driving force distribution and the driving force limit value.
The engine start command unit B35 determines whether or not the engine needs to be started from the current drive force command value and the above-described drive force limit value, and issues an engine start command as necessary.
The driving force distribution determination unit B36 determines the driving force distribution from the engine start determination, the driving force distribution set and the dynamic driving force distribution described above.

The state quantity estimation unit B31 in FIG. 3 executes the control program in FIG. 4 to estimate the vehicle speed V, the side slip angle, the road surface reaction force, and the wheel load.
In step S41, the rotational speeds ω1, ω2, ω3, and ω4 (unit: rad / s) of the wheels 1 to 4 detected by the wheel speed sensors 21 to 24 are multiplied by the effective radius R of each wheel. Speeds V1, V2, V3, and V4 (unit: m / s) are obtained, and based on these, vehicle speed V (unit: m / s) is calculated by the following formula.
V = (V1 + V2 + V3 + V4) ÷ 4 ・ ・ ・ Equation (1)

In step S42, the depression stroke amount AP (unit:%) of the accelerator pedal 6 and the depression stroke amount BP (unit:%) of the brake pedal 7 are obtained from the detection values of the stroke sensors 26 and 27, respectively.
From the detection value of the sensor 25, the steering angle θ (unit: rad) of the steering wheel 5 is obtained,
From the detection value of the acceleration sensor 100, the longitudinal acceleration αx (unit: m / s ² ) and lateral acceleration αy (unit: m / s ² ) of the vehicle are obtained,
From the detection value of sensor 101, the yaw rate γ (unit: rad / s) is obtained,
The steered angles δ1, δ2, δ3, and δ4 of the wheels 1 to 4 are obtained from the detection values of the sensors 41 to 44, respectively.

Further, in step S42, the left wheel driving force distribution ratio of the left and right front wheels 1, 2 connected to each other by the viscous differential gear device 44 is obtained by searching from the characteristic map of the viscous differential gear device 44 illustrated in FIG. Further, the speed ratio λ of the transmission 43 is read.
The vehicle speed V and the wheel speeds V1 to V4 are positive in the vehicle forward direction, the steering angle θ of the steering wheel 5 is positive in the counterclockwise direction, and the vehicle longitudinal acceleration αx is positive in the direction in which the vehicle accelerates forward. The lateral acceleration αy is positive in the direction from the center of gravity of the vehicle toward the turning center when the vehicle is turning left, and the yaw rate γ is positive in the counterclockwise direction when the vehicle is viewed from vertically above.

In a vehicle that does not have the turning angle sensors 31 and 32, the steering angle of each wheel is obtained from the rotation angle θ of the steering wheel 5 by calculation.
In this embodiment, the turning angles δ1 and δ2 of the front wheels 1 and 2 are set to δ1 = δ2 = θ / 16, and the turning angles δ3 and δ4 of the rear wheels 3 and 4 are set to δ3 = δ4 = 0.
In such a case, it is preferable to correct the steering angle of each wheel in consideration of the influence of the suspension such as compliance steer and roll steer.

In step S43, the side slip angles β1, β2, β3, β4 (unit: rad) of each wheel 1-4 are estimated.
For this estimation, for example, using the well-known method described in JP-A-10-329689, the lateral acceleration αy, yaw rate γ, vehicle speed V, each wheel turning angle δi (i = 1 to 4), The vehicle body side slip angle β and each wheel side slip angle βi (i = 1 to 4) are estimated from the steering angle θ.
The sign of each wheel side slip angle βi is positive when the angle from the front-rear direction of the wheel to the direction of the wheel speed is counterclockwise as viewed from vertically above.

ただし、Lfは車両重心位置から前輪車軸までの距離（単位：m）、Lrはヨー回転方向の車両重心位置から後輪車軸までの距離（単位：m）、Ltは前後輪のトレッド長さ（単位：m）、Llはホイールベース長さ（単位：m）でLl＝Lf＋Lt、ｍは車両の質量（単位：kg）、ｇは重力加速度（単位：m/s²）である。 In step S44, the wheel loads W1, W2, W3, and W4 (unit: N) of each of the wheels 1 to 4 are calculated by the following equations.

Where Lf is the distance from the center of gravity of the vehicle to the front wheel axle (unit: m), Lr is the distance from the center of gravity of the vehicle in the yaw direction to the rear axle (unit: m), and Lt is the tread length of the front and rear wheels (unit: m). Unit: m), Ll is the wheelbase length (unit: m), Ll = Lf + Lt, m is the mass of the vehicle (unit: kg), and g is the acceleration of gravity (unit: m / s ² ).

In step S45, the road surface friction coefficients μ1, μ2, μ3, and μ4 (units: none) of each wheel 1 to 4 are estimated.
For this estimation, for example, a known method described in JP-A-6-98418 is used to estimate the reaction force that each wheel receives from the road surface, and this road surface reaction force and wheel load Wi (i = 1 to 4). From the above, the road surface friction coefficient μi (i = 1 to 4) of each wheel 1 to 4 is estimated.

この式におけるFax*は、図6に例示する目標駆動力マップを基にアクセルペダル6の踏込量APおよび車速Vから検索により求めた目標駆動力であり、
またFbx*は、図7に例示する目標制動力マップを基にブレーキペダル7の踏込量BPから検索により求めた目標制動力である。
なお、Fx*,Fax*,Fbx*は何れも、車両を前方に加速させる向きを正とする。 The dynamic driving force distribution calculating unit B32 in FIG. 3 executes the control program in FIG. 5 and calculates dynamic driving force distribution as follows.
In step S51, a static target value Fx * of the longitudinal force of the vehicle is obtained by calculation of the following equation based on the depression amounts AP and BP of the accelerator pedal 6 and the brake pedal 7 and the vehicle speed V.

Fax * in this equation is a target driving force obtained by searching from the depression amount AP of the accelerator pedal 6 and the vehicle speed V based on the target driving force map illustrated in FIG.
Fbx * is a target braking force obtained by retrieval from the depression amount BP of the brake pedal 7 based on the target braking force map illustrated in FIG.
Note that Fx *, Fax *, and Fbx * are all positive in the direction in which the vehicle is accelerated forward.

In step S52, from the steering angle θ, the vehicle speed V, and the vehicle longitudinal force static target value Fx * based on the static driving force distribution map illustrated in FIG. 8, the front wheels 1, 2, the left rear wheel 3, the right rear wheel Four static driving force distribution target values Fxf *, Fx3 *, and Fx4 * are obtained by retrieval.
In the static driving force distribution map of FIG. 8, the longitudinal force generated by Fxf *, Fx3 *, Fx4 * under the steering wheel steering angle θ and the vehicle speed V is equal to Fx *.
The driving forces Fx3 * and Fx4 * for the left and right rear wheels are set so as to generate a lateral force and a yaw moment that are suitable for the driver.

In step S53, a time delay is added to the static target values Fxf *, Fx3 *, Fx4 * of the driving force distribution set in step S52, and the front wheels 1, 2, the left rear wheel 3, and the right rear wheel The dynamic target values Fxf **, Fx3 **, and Fx4 ** for driving force distribution are obtained.
This time delay is set so as to be suitable for the driver. In this embodiment, a first-order delay with a time constant of 0.2 [s] is used.

In the driving force limit value calculation unit B33 of FIG. 3, the driving force upper limit Fmaxi (unit: N, i = 1 to 4) that does not cause acceleration slip of each wheel 1-4 and the braking lock of each wheel 1 to 4 are set. The driving force lower limit Fmini (unit: N, i = 1 to 4) that does not occur is obtained as follows.
In determining each wheel driving force upper limit Fmaxi and each wheel driving force lower limit Fmini, for example, the method described in Japanese Patent Laid-Open No. 6-98418 is used, and the reaction force rFi (i = 1 to 4) are estimated, rFi is Fsmaxi, and -rFi is Fsmini.

Next, in each wheel 1 to 4, an upper limit Fdmaxi (unit: N, i = 1 to 4) of each wheel driving force and a lower limit Fdmini (unit: each wheel driving force) that prevent the motor from being overheated and damaged. N = 1 to find i = 1 to 4).
When determining each wheel driving force upper limit Fdmaxi and each wheel driving force lower limit Fdmini, for example, from the motor temperature Ti (i = 1 to 4) of each wheel, the current motor temperature and the maximum output that can suppress motor overheating. Based on the map illustrated in Fig. 9 showing the relationship with Ptmax (unit: W), the maximum output Ptmaxi (unit: W, i = 1 to 4) of each wheel motor is obtained, and based on these, the following equation is obtained: The wheel driving force upper limit Fdmaxi and the wheel driving force lower limit Fdmini are obtained for each wheel 1 to 4 by the above calculation.

Here, if the vehicle can coordinately control the braking force by the mechanical brake of each wheel and the driving force of the motor, the maximum braking force of the mechanical brake of each wheel is added to Fdmini.
Then, Fdmaxi and Fsmaxi are compared to set the smaller value to Fmaxi, and similarly Fdmini and Fsmini are compared to set the larger value to Fmini.
However, since Fmaxi is the maximum value of the driving force, it is always limited to 0 or more, and Fmini is the maximum value of the braking force, so it is always limited to 0 or less.

Further, the driving force limit value calculation unit B33 in FIG. 3 refers to the usable maximum power map illustrated in FIG. 10 from the storage amount Bsoc (unit: Wh) of the battery 9 and refers to the current usable maximum power P (unit: W).
The maximum usable power map in FIG. 10 defines the absolute value of the maximum power that can be discharged according to the amount of stored electricity so that the battery 9 does not deteriorate due to overdischarge.

The engine start command unit B34 in FIG. 3 is as shown by the block diagram in FIG. 11, and is composed of a vehicle behavior range calculation unit B1101 and an engine start determination unit B1102.
The former vehicle behavior range calculation unit B1101 uses a plurality of front-rear direction forces, lateral forces, and yaw moments that can be realized under the constraints of the current wheel drive force from the drive force distribution command value and the drive force limit value one cycle before. Is a set of combinations.
The latter engine start determination unit B1102 performs engine start determination from the current vehicle behavior and the vehicle behavior range.

The vehicle behavior range calculation unit B1101 in FIG. 11 executes the control program shown in FIG. 12, and obtains a set of a plurality of combinations of the above-described realizable longitudinal force, lateral force, and yaw moment.
In step S1201, the upper limit value Fmaxi and the lower limit value Fmini obtained by the driving force limit value calculation unit B33 of FIG.
The driving force obtained by dividing into 10 equal parts is defined as Fti (k) (k = 1 to 10). Note that Fti (k) is closer to Fmini when k is smaller, for example, Fti (1) = Fmin1, and Fti (10) = Fmax1.

In the next step S1202, the following processing is performed after obtaining Fti (k), and combinations of Ft1 (k), Ft2 (k), Ft3 (k), and Ft4 (k) are selected.
First, find the sum FX = Fx1 *** + Fx2 *** + Fx3 *** + Fx4 *** of each wheel driving force distribution command value for each motor, and add the threshold FXth (unit: N) to this FX or Find the subtracted (FX + FXth) and (FX-FXth).

And for all combinations of Ft1 (k), Ft2 (k), Ft3 (k), and Ft4 (k), the driving force sum of each wheel is in the range of (FX + FXth) and (FX−FXth). Only the combination of (k), Ft2 (k), Ft3 (k), and Ft4 (k) is extracted, and the process proceeds to the subsequent processing.
In this embodiment, 200 [N] is set as the threshold value FXth.
As described above, by selecting in advance combinations of Ft1 (k), Ft2 (k), Ft3 (k), and Ft4 (k), it is possible to greatly reduce the calculation load for the subsequent processing.
In order to respond to changes in the required driving force accompanying changes in the driver's accelerator operation, instead of the threshold FXth, for example, consider a coefficient FXp (0 <p <1, unit: none)
A process of extracting a combination of Ft1 (k), Ft2 (k), Ft3 (k), and Ft4 (k) in the range of (1 + p) FX and (1−p) FX may be performed.

上式中のPlossi（単位：W）は各輪のモータ駆動時におけるロスであり、各輪毎に、その車輪の駆動力配分Fxiと各輪の速度Viとから図13のマップを参照して求める。
図13のマップは各輪モータ駆動時の電気的および機械的なロスを駆動力と車輪速毎に予め求めておいたマップである。
なお、上記の消費電力を求める際には、電力を使用する他の車載機器（エアコン，カーオーディオ，ヘッドライト等）、エンジン駆動補機、モータ冷却装置等の消費電力を上乗せするのが良いのは言うまでもない。 In the next step S1203, for all combinations of Ft1 (k), Ft2 (k), Ft3 (k), and Ft4 (k) (10 4th power is 10,000 ways), the distribution of driving force of each wheel The power consumption when combined is calculated by the following formula.

Plossi (unit: W) in the above formula is the loss during motor driving of each wheel. For each wheel, refer to the map in Fig. 13 from the driving force distribution Fxi of each wheel and the speed Vi of each wheel. Ask.
The map of FIG. 13 is a map in which electrical and mechanical losses at the time of driving each wheel motor are obtained in advance for each driving force and wheel speed.
In addition, when calculating | requiring said power consumption, it is good to add power consumption of other vehicle equipment (an air conditioner, a car audio, a headlight etc.), an engine drive auxiliary machine, a motor cooling device, etc. which use electric power. Needless to say.

In the next step S1204, Ft1 (k), Ft2 (k), Ft3 (k), and Ft4 (k) that are equal to or less than the currently usable maximum power P obtained by the driving force limit value calculation unit B33 in FIG. Only the combination is extracted and set as Fsampi (l).
Note that l in Fsampi (l) is equal to the number of combinations of Ft1 (k), Ft2 (k), Ft3 (k), and Ft4 (k) that are less than or equal to the extracted maximum power P, and the number is Ft1 (k) , Ft2 (k), Ft3 (k), and Ft4 (k) are all combinations of 10000 or less.

なお、Fsamp_yi(l)は、Fsampi(l)が各輪に加わった時に発生するタイヤ横力で、1演算周期前に求めた各輪の横すべり角βiと輪荷重Wiとに基づいて駆動力とタイヤ横力との関係を表すタイヤ特性マップから設定する。 In the next step S1205, for all Fsampi (l), the longitudinal force Fx (l), lateral force Fy (l), and yaw moment M (l) when the driving force distribution is each Fsampi (l). Is calculated by the following equation.

Note that Fsamp_yi (l) is the tire lateral force generated when Fsampi (l) is applied to each wheel, and based on the side slip angle βi and wheel load Wi of each wheel obtained one calculation cycle ago It is set from a tire characteristic map that represents the relationship with the tire lateral force.

This tire characteristic map is common to each wheel, and is set as illustrated in FIG. 14, for example.
Then, the vehicle longitudinal force Fx and the vehicle lateral force Fy are respectively divided by the vehicle mass to obtain the vehicle longitudinal acceleration αx (unit: m / s ² ) and lateral acceleration αy (unit: m / s ² ). Ask for.
At this time, it is preferable to obtain αx and αy in consideration of air resistance and the like.
Thereafter, the yaw rate γ is obtained by integrating the value obtained by dividing the yaw moment M by the yaw inertia moment I of the vehicle.
The initial value of the yaw rate γ is 0.
Here, .alpha.x, respectively .beta.x, the maximum value of .gamma.x, and _{αx MAX, βx MAX, γx MAX} , αx, βx, respectively the minimum value of .gamma.x, and _{αx MIN, βx MIN, γx MIN} .

The engine start determination unit B1102 in FIG. 11 executes the control program shown in FIG. 15 and determines whether or not the engine needs to be started.
In step S1501, the current and the vehicle behavior detected by the acceleration sensor 100 and yaw rate sensor 101 of FIG. 1, .alpha.x _MAX calculated in the vehicle operating range calculation unit B1101 in FIG. _{11, βx MAX, γx MAX,} αx MIN, βx MIN , γx _MIN, and the vehicle behavior deviation, that is, the vehicle behavior margin is calculated by the following formula.

In the next step S1502, the vehicle behavior margins α _M , β _M , and γ _M are compared with the respective threshold values, and if the margins are larger than the threshold values, it is determined that it is not necessary to start the engine, and this is shown. In step S1503, the engine start flag is turned OFF.
After the processing in step S1503, the control is returned to step S1502, and the comparison of the vehicle behavior margins α _M , β _M , γ _M and the respective threshold values is continued.

Then, when it is determined in step S1502 that the vehicle behavior margins α _M , β _M , and γ _M are smaller than the respective threshold values, the engine needs to be started, so the control is advanced to step S1504. Set the engine start flag to ON.

According to the driving force distribution control of the present embodiment described above,
The vehicle behavior range that can be realized by the driving force distribution of the hybrid vehicle is calculated (step S1501),
When the vehicle behavior deviation between the vehicle behavior range and the actual vehicle behavior is less than the set value (step S1502), the start of the engine (internal combustion engine) is commanded (step S1504).
A change in driving force accompanying the start of the engine (internal combustion engine) can be reduced, and a shock at the start of the engine (internal combustion engine) can be reliably and sufficiently reduced.

  In the driving force distribution set calculation unit B35 of FIG. 3, the longitudinal force of the vehicle generated by the dynamic target values Fxf **, Fx3 **, Fx4 ** of the driving force distribution obtained by the dynamic driving force distribution calculation unit B32 Fx and a set of driving force distributions Fxyf (k), Fxy3 (k), Fxy4 (k) (where k = 1, 2,...) For realizing the yaw moment M are obtained.

A method of obtaining the above-described driving force distribution sets Fxyf (k), Fxy3 (k), and Fxy4 (k) will be described in detail below.
First, find the driving force variation ΔFxf ', ΔFx3', ΔFx4 'for each minute wheel that does not change the longitudinal force and yaw moment at the current operating point,
Fxyf (1), Fxy3 (1), and Fxy4 (1) are obtained by adding these ΔFxf ', ΔFx3', and ΔFx4 'to the dynamic target values Fxf **, Fx3 **, and Fx4 ** for driving force distribution, respectively. ,
By repeating this process, Fxyf (k), Fxy3 (k), and Fxy4 (k) are obtained.

However, for example, when calculating Fxyf (2), Fxy3 (2), Fxy4 (2), the current left wheel driving force distribution ratio e, the wheel load Wi of each wheel, the side slip angle βi of each wheel, and each wheel ΔFxf ′, ΔFx3 ′, ΔFx4 ′ are newly calculated based on the road surface friction coefficient μi and Fxyf (1), Fxy3 (1), Fxy4 (1),
Fxyf (2), Fxy3 (2), and Fxy4 (2) are obtained by adding ΔFxf ′, ΔFx3 ′, and ΔFx4 ′ newly obtained to Fxyf (1), Fxy3 (1), and Fxy4 (1).

ΔFxf ', ΔFx3', ΔFx4 'are combinations of ΔFxf', ΔFx3 ', ΔFx4' that increase ΔFxf 'and ΔFxf', ΔFx3 ', ΔFx4' that decrease ΔFxf 'at the current operating point, for example. If there is
It is preferable to obtain the driving force distribution for both combinations and obtain the sets Fxyf (k), Fxy3 (k), and Fxy4 (k).

The method for obtaining ΔFxf ′, ΔFx3 ′, ΔFx4 ′ at the current operating point is as follows.
From the sensitivities Kfy, K3y, K4y, Kfm, K3m, and K4m, ΔFxf ′, ΔFx3 ′, and ΔFx4 ′ satisfying the following expressions are obtained by substituting a small value (0.1N in this embodiment) for ΔFxf ′, for example.

The driving force distribution determining unit B36 in FIG. 3 is as shown in a block diagram in FIG.
Each of them is composed of a motor output calculation unit B1601, a minimum output driving force distribution selection unit B1602, and a driving force selection unit B1603 as will be sequentially described below.

The motor output calculation unit B1601 calculates a motor output set from the driving force distribution set obtained by the driving force distribution set calculation unit B35 in FIG.
The minimum output driving force distribution selection unit B1602 selects the minimum output driving force distribution from the motor output set and the driving force distribution set.
The driving force selection unit B1603 receives a driving force distribution command from the dynamic driving force distribution obtained by the dynamic driving force distribution calculation unit B32 in FIG. 3 and the engine start determination flag obtained by the engine start command unit B34 in FIG. Select a value.

The motor output calculation unit B1601 performs the same calculation as in steps S1203 and S1204 in FIG. 12 to calculate a motor output set.
The minimum output driving force distribution selection unit B1602 selects the minimum output driving force distribution from the motor output set calculated by the motor output calculation unit B1601.
In the driving force selection unit B1603, when the engine start determination is turned ON by the engine start determination, the driving force distribution with the minimum sensitivity is set as the driving force command value, and when the engine start determination is OFF, the dynamic driving force distribution is changed to the driving force. Use command value.

According to this embodiment described above,
Calculate the set of driving force distributions that maintain the current vehicle behavior,
After the engine start command, the driving force distribution is determined from this driving force distribution set,
When determining the driving force distribution, the motor output by the driving force distribution set is calculated, and the driving force distribution that minimizes the calculated motor output is selected.
The output when starting the engine can be minimized.

Note that the driving force distribution determination unit B36 in FIG. 3 can be configured as shown in FIG. 17 instead of the configuration described above with reference to FIG.
In this embodiment, as shown in the block diagram of FIG. 17, the driving force distribution determining unit B36 is a vehicle behavior sensitivity calculating unit B1701, a minimum sensitivity driving wheel selecting unit B1702, a minimum sensitivity driving force distribution selecting unit B1703, The motor output calculation unit B1704, the minimum output driving force distribution selection unit B1705, the driving force change estimation unit B1706, the vehicle behavior change estimation unit B1707, and the driving force selection unit B1708 are configured.

The vehicle behavior sensitivity calculation unit B1701 calculates a realizable vehicle behavior sensitivity set from the driving force distribution set obtained by the calculation unit B35 of FIG. 3 and the tire side slip angle.
The minimum sensitivity drive wheel selection unit B1702 selects the drive wheel that minimizes the sensitivity,
The minimum sensitivity driving force distribution selection unit B1703 selects the driving force distribution with the minimum sensitivity from the vehicle behavior sensitivity set and the driving wheel that minimizes the sensitivity.

Motor output calculation unit B1704 calculates a motor output set from the driving force distribution set,
The minimum output driving force distribution selection unit B1705 selects the minimum output driving force distribution from the driving force distribution set and the motor output set.
The driving force change estimation unit B1706 estimates the driving force change,
The vehicle behavior change estimation unit B1707 estimates a vehicle behavior change from the driving force change estimated value.
The driving force selection unit B1708 selects the driving force distribution command value from the minimum driving force distribution and the minimum output driving force distribution, the vehicle behavior change estimated value, the dynamic driving force distribution, and the engine start determination.

In the vehicle behavior sensitivity calculation unit B1701, the sensitivity set for the lateral force and yaw moment with respect to the driving force change of each wheel, Kfy (k), K3y (k), K4y (k) (unit: none), Kfm (k), K3m (k), K4m (k) (unit: rad · m) (for example, the sensitivity of the vehicle longitudinal force to the front wheel drive force change is Kfx, and the yaw moment sensitivity to the right rear wheel 4 drive force change is K4m),
This is obtained from the driving force of each wheel obtained from the driving force distribution set and the side slip angle with reference to the vehicle behavior sensitivity map.

This vehicle behavior sensitivity map is set as shown in FIG. 18, for example (FIG. 18 shows only the map of the right rear wheel 4 as an example).
This vehicle behavior sensitivity map extracts all combinations of the driving force and side slip angle that each vehicle can take, and changes the driving force of any one wheel by 1 [N] in each combination. The amount of change in the longitudinal force, lateral force, and yaw moment of the vehicle is obtained and mapped.
The vehicle behavior sensitivity map is preferably obtained for combinations of wheel loads, road surface friction coefficients, and left wheel driving force distribution ratios that can be taken by the vehicle.

The minimum sensitivity driving wheel selection unit B1702 selects a driving wheel that minimizes sensitivity.
When the engine driving force or the clutch is mechanically connected to the output shaft, the sensitivity of the drive wheel connected to the output shaft for transmitting the engine output may be minimized.

The minimum sensitivity driving force distribution selection unit B1703 selects a driving force distribution that minimizes the sensitivity of the driving wheel selected by the minimum sensitivity driving wheel selection unit B1702 from the driving force distribution set.
The motor output calculation unit B1704 calculates an output set in the same manner as the vehicle behavior sensitivity calculation unit B1701.
The minimum output driving force distribution selection unit B1705 selects the minimum output driving force distribution in the same manner as the minimum sensitivity driving wheel selection unit B1702,
In the driving force change estimation unit B1706, a driving force change is estimated using a sensor,
The vehicle behavior change estimation unit B1707 estimates a vehicle behavior change from the estimated driving force change.

The driving force selection unit B1708 executes the control program shown in FIG. 19 and determines the driving force distribution command value.
In step S1901, engine start is monitored. If no engine start command is issued, dynamic driving force distribution is selected in step S1906, and if an engine start command is issued, the process proceeds to step S1902.

In step S1902, ON / OFF of the engine starter is detected using a sensor. When the engine starter is ON, the minimum output driving force distribution is selected in step S1903. When the engine starter is OFF, the process proceeds to step S1904.
In step S1904, the vehicle behavior change is compared with a threshold value, and if the behavior change is smaller than the threshold value, the process returns to step S1903 to select the minimum output driving force distribution,
If the behavior change is larger than the threshold value, the driving force distribution with the minimum sensitivity is selected in step S1905.

  According to the embodiment described above, the operation shown by the time chart in FIG. 20 is obtained, and the following operational effects can be achieved.

First, calculate the set of driving force distributions that maintain the current vehicle behavior,
At a predetermined timing after starting the engine, the driving force distribution is determined from the above driving force distribution set,
In making this determination, the vehicle behavior sensitivity to the driving force change of each wheel is calculated based on the driving force distribution set.
In order to select a driving force distribution with a small sensitivity from a predetermined driving wheel among the estimated sensitivities,
It is possible to reduce the influence of the driving force change after the engine is started.

  Further, since the predetermined driving wheel is a driving wheel having a large driving force change, it is possible to further reduce the influence of the driving force change after the engine is started.

In determining the driving force distribution, a driving force control error is calculated from the target driving force and the actual driving force,
A change in vehicle behavior is estimated from this driving force control error and the vehicle behavior sensitivity,
The predetermined timing after starting the engine is a timing at which the vehicle behavior change becomes a predetermined value or more,
Since it is decided to switch from the minimum output driving force distribution to the minimum sensitivity driving force distribution at this predetermined timing,
Switching from the minimum output driving force distribution to the minimum sensitivity driving force distribution can be performed at an optimal timing, and an increase in output due to the minimum sensitivity driving force distribution can be reduced.

1,2 Front left and right wheels
3,4 Left and right rear wheels
5 Steering wheel
8 Controller
9 Battery
13,14,42 Motor
15 Steering gear
18,19,45 inverter
21-24 Wheel speed sensor
25 Steering angle sensor
26 Accelerator position sensor
27 Brake stroke sensor
31 ~ 34 Steering angle sensor
40 engine
41 clutch
43 Gearbox
44 Differential gear unit
100 acceleration sensor
101 Yaw rate sensor
B31 State quantity estimation unit
B32 Dynamic driving force distribution calculator
B33 Driving force limit calculator
B34 Driving force distribution set calculation unit
B35 Engine start command section
B36 Driving force distribution determination unit
B1101 Vehicle behavior range calculator
B1102 Engine start determination part
B1601 Motor output calculation part B1602 Minimum output driving force distribution selection part B1603 Driving force selection part
B1701 Vehicle Behavior Sensitivity Calculation Unit B1702 Minimum Sensitivity Drive Wheel Selection Unit B1703 Minimum Sensitivity Driving Power Distribution Selection Unit B1704 Motor Output Calculation Unit B1705 Output Minimum Driving Force Distribution Selection Unit B1706 Driving Force Change Estimation Unit B1707 Vehicle Behavior Change Estimation Unit B1708 Driving Force Selection Part

Claims (5)

Drive both left and right wheels of the front wheel or rear wheel by the internal combustion engine,
A hybrid vehicle that individually motor-drives the other left wheel and right wheel of the front wheels or rear wheels, or
In a driving force distribution control device for a hybrid vehicle that individually motor-drives the left and right wheels of the front and rear wheels with electric power generated by an internal combustion engine,
Behavior range estimation means for calculating a vehicle behavior range that can be realized by driving force distribution;
Engine starting command means for instructing start of the internal combustion engine when a vehicle behavior deviation between the vehicle behavior range calculated by the means and the actual vehicle behavior is less than a set value. A driving force distribution control device for a hybrid vehicle. In the driving force distribution control device for a hybrid vehicle according to claim 1,
Driving force distribution set calculating means for calculating a set of driving force distributions for maintaining the current vehicle behavior;
Driving force distribution determining means for determining a driving force distribution from the driving force distribution set after the start command of the internal combustion engine,
The driving force distribution determining means includes motor output calculating means for calculating a motor output by the driving force distribution set,
A driving force distribution control device for a hybrid vehicle, comprising: output minimum driving force distribution selecting means for selecting a driving force distribution that minimizes the motor output calculated by the means. In the driving force distribution control device for a hybrid vehicle according to claim 1,
Driving force distribution set calculating means for calculating a set of driving force distributions for maintaining the current vehicle behavior;
A driving force distribution determining means for determining a driving force distribution from the driving force distribution set at a predetermined timing after the start of the internal combustion engine;
The driving force distribution determining means includes vehicle behavior sensitivity calculating means for calculating the sensitivity of the vehicle behavior to the driving force change of each wheel under the driving force distribution set.
A hybrid vehicle drive comprising: a minimum sensitivity driving force distribution selecting means for selecting a driving force distribution having a low sensitivity from a predetermined driving wheel among the sensitivities estimated by the vehicle behavior sensitivity calculating means. Power distribution control device. In the hybrid vehicle driving force distribution control device according to claim 3,
The driving force distribution control device for a hybrid vehicle, wherein the predetermined driving wheel is a driving wheel having a large driving force change. In the driving force distribution control device for a hybrid vehicle according to claim 2 or 3,
The driving force distribution determining means is a driving force control error calculating means for calculating a driving force control error from the target driving force and the actual driving force;
Means for estimating a change in vehicle behavior from the driving force control error and the vehicle behavior sensitivity,
The predetermined timing after the engine start is a timing at which the vehicle behavior change becomes a predetermined value or more,
A driving force distribution control device for a hybrid vehicle, which switches from the driving force distribution with the minimum output to the driving force distribution with the minimum sensitivity at the predetermined timing.

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