JP2014000886A - Drive control device, and vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure a needed output amount of an electric motor by the electric power stored in a chargeable capacitor, while suppressing depletion of electric power of the chargeable capacitor.SOLUTION: A vehicle control device 100 drives a vehicle including an internal combustion engine 4, and electric motors (2A, 2B, 5) that generate motive power on the basis of electric power from a chargeable battery 9. A control unit 110 sets output amounts of the internal combustion engine 4 and the electric motors (2A, 2B, 5) according to a requested driving force, and controls the output amount of the electric motor according to a charging rate decrease amount ΔSOC of the battery 9 and the requested driving force.

Description

  The present invention relates to a drive control device and a vehicle in a hybrid vehicle.

In a vehicle equipped with an internal combustion engine and an electric motor as a drive source for driving an axle (so-called hybrid vehicle), a drive control device controls the drive force of the vehicle by controlling the output amount of the drive source. The drive control device can assist the driving force for driving the vehicle by supplementing the driving force by the internal combustion engine with the driving force by the electric motor. As a technique related to such a drive control device, a technique aimed at driving a hybrid vehicle with good fuel efficiency is disclosed (for example, see Patent Document 1).
According to the technique disclosed in Patent Document 1, the drive control device has a plurality of generator power generation torque candidates (engine output torque) for the gear ratio determined based on the gear ratio information from the transmission control unit. Candidates) and a plurality of assist torque candidates (assist torque candidates). The drive control device also drives the drive pattern of the plurality of engine output torque candidates and the plurality of power generation torque candidates and the drive of the plurality of engine output torque candidates and the plurality of assist torque candidates for the determined gear ratio. A combination candidate for the pattern is calculated, a fuel consumption equivalent amount is calculated for each of the drive pattern combination candidates, and a drive pattern that minimizes the fuel consumption equivalent amount is determined.

JP 2007-269255 A

However, according to Patent Literature 1, when a drive pattern that reduces the fuel consumption equivalent amount is selected, a drive pattern that increases the amount of power supplied from the charger / charger to the motor is selected. There is a risk of discharging until the amount of charge (SOC) reaches the lower limit, resulting in a depleted state of the electric power of the rechargeable battery.
In short, in the control method as in Patent Document 1, when the assist state in which the driving force (assist torque) is output from the electric motor is continued, the amount of discharge from the rechargeable battery is increased by powering the electric motor longer than the time in the regenerative state. Become more. From this, as shown in the graph of FIG. 12, the SOC of the rechargeable battery is reduced in a relatively short time to the SOC lower limit value at which the assist torque cannot be output. In addition, once the SOC of the rechargeable battery has decreased to the SOC lower limit value, energy (electric power) that generates sufficient assist torque (driving force) can be obtained from the rechargeable battery until the SOC is recovered by charging. Disappear. Furthermore, since the electric motor increases the load of the internal combustion engine during regeneration, there is a problem that the vehicle is driven with a driving force less than the driving force output from the internal combustion engine.
For example, when the above control method is applied to circuit travel, a state where the required driving force is high frequently occurs, and the assist state where the driving force (assist torque) from the electric motor is output continues. As a result, as shown in FIG. 12, the SOC of the rechargeable battery is rapidly reduced to the SOC lower limit value. Since the assist amount is limited after the SOC of the rechargeable battery has decreased to the SOC lower limit value, there is a problem that the power performance changes with the passage of time during circuit travel. On the other hand, as described above, if the assist amount is limited so that the SOC of the rechargeable battery does not decrease to the SOC lower limit value at once, there is a problem in that the power performance decreases even if the duration can be increased.

  The present invention has been made to solve the above-mentioned problems, and its purpose is to suppress the depletion of the electric power of the rechargeable battery while securing the required output amount of the electric motor by the electric power stored in the charged battery. An object is to provide a drive control device and a vehicle.

In order to solve the above problem, an invention described in claim 1 is directed to an internal combustion engine (for example, the internal combustion engine 4 in the present embodiment) and an electric motor that generates power based on electric power from a rechargeable battery (for example, A drive control device (for example, the control device 100 in the present embodiment) that drives a vehicle (for example, the vehicle 3 in the present embodiment) including the electric motors 5, 2A, and 2B in the present embodiment. The control unit (for example, the control unit 110 in the present embodiment) that controls the output amount of the internal combustion engine and the electric motor according to the required driving force (for example, the required driving force in the present embodiment). And the output amount of the electric motor is corrected in accordance with the charge rate decrease amount (for example, the charge rate decrease amount in the present embodiment) of the rechargeable battery and the required driving force. It is a drive control device according to claim.
As described above, according to the first aspect of the present invention, the control unit sets the output amounts of the internal combustion engine and the electric motor according to the required driving force, and the charging rate decrease amount and the required driving force of the rechargeable battery. The output amount of the motor is corrected according to the above. As a result, the control unit can assist (assist) the driving force of the internal combustion engine with the driving force of the electric motor that is necessary at the present time, and can suppress the depletion of the charge amount in the rechargeable battery. In short, the required output amount of the electric motor is secured by the electric power stored in the rechargeable battery, and depletion of the electric power is suppressed.

According to a second aspect of the present invention, in the drive control device, the control unit has an opening ratio corresponding to an accelerator opening (for example, an accelerator opening AP in the present embodiment) set as the required driving force. A correction coefficient (for example, an assist coefficient k in the present embodiment) of the motor output amount is derived from (for example, the accelerator opening ratio α in the present embodiment), and the output amount of the motor is determined by the derived correction coefficient. It is characterized by correcting.
According to the invention described in claim 2 as described above, the control unit derives a correction coefficient for the output amount of the electric motor from the opening ratio corresponding to the accelerator opening set as the required driving force, The output amount of the motor is corrected by the derived correction coefficient. As a result, the control unit can make the assistance by the electric motor necessary for the current situation variable depending on the accelerator opening, so that the optimal assist can be performed and the acceleration can be performed smoothly. Moreover, since it controls in the range which can be output with an electric motor, the output of an electric motor can be changed linearly.

  According to a third aspect of the present invention, in the drive control device, the vehicle is connected to the internal combustion engine via the plurality of electric motors and a first drive shaft (for example, the drive shaft 21 in the present embodiment). The other connected to at least one of the plurality of electric motors via a driving wheel (for example, front wheel Wf in the present embodiment) and a second driving shaft (for example, driving shaft 22 in the present embodiment). Drive wheels (for example, the rear wheel Wr in the present embodiment), at least one electric motor (for example, the electric motor 5 in the present embodiment) is disposed on the first drive shaft, and the control unit includes the internal combustion engine. According to the output amount of the engine, distribution of the output amount of the motor of the first drive shaft and the output amount of the motor of the second drive shaft (for example, the motors 2A and 2B in the present embodiment) is set. To.

  According to a fourth aspect of the present invention, in the drive control device, the electric motor includes a first electric motor (for example, the electric motor 5 in the present embodiment), a second electric motor (for example, the electric motor 2A in the present embodiment), and a third electric motor. (For example, the electric motor 2B in the present embodiment), and the second drive shaft is a second right drive shaft (for example, the drive shaft 22B in the present embodiment) and a second left drive shaft (for example, the present embodiment). The one drive wheel is a front wheel (for example, front wheel Wf in the present embodiment), and the other drive wheel is a rear wheel (for example, rear wheel Wr in the present embodiment). The first electric motor is disposed on the first drive shaft between the front wheel and the internal combustion engine, and the second electric motor is connected to the one rear wheel and the second right drive shaft. Connected, the third electric motor The other rear wheel is connected to the second left drive shaft through the second left drive shaft, and the control unit outputs the output of the first motor as the output of the second and third motors as the output amount of the internal combustion engine decreases. It is characterized by being set so as to be larger than the competence.

  According to a fifth aspect of the present invention, in the drive control device, the electric motor includes a first electric motor (for example, the electric motor 5 in the present embodiment), a second electric motor (for example, the electric motor 2A in the present embodiment), and a third electric motor. (For example, the electric motor 2B in the present embodiment), and the second drive shaft is a second right drive shaft (for example, the drive shaft 22B in the present embodiment) and a second left drive shaft (for example, the present embodiment). The one drive wheel is a front wheel (for example, front wheel Wf in the present embodiment), and the other drive wheel is a rear wheel (for example, rear wheel Wr in the present embodiment). The first electric motor is on the opposite side of the first drive shaft from the side where the front wheels are connected with respect to the internal combustion engine so that the internal combustion engine is sandwiched between the first motor and the front wheels. Placed The second electric motor is connected to the one rear wheel via the second right drive shaft, and the third electric motor is connected to the other rear wheel via the second left drive shaft, and the control The unit sets the output of the first electric motor to be larger than the output amounts of the second and third electric motors as the output amount of the internal combustion engine decreases.

As described above, according to the invention described in claims 3 to 5, the control unit determines the output amount of the motor of the first drive shaft and the output amount of the motor of the second drive shaft according to the output amount of the internal combustion engine. Set distribution. Further, the control unit sets the output of the first electric motor to be larger than the output amounts of the second and third electric motors as the output amount of the internal combustion engine decreases.
As a result, in a four-wheel drive vehicle, the control unit sets the output distribution of the front wheels and the rear wheels according to the possible output amount of the internal combustion engine, so the charger / accumulator also outputs the maximum output within the range of output possible voltage. Can be set. For example, since power cannot be generated when assisting on the front wheel side, the charging rate of the rechargeable battery decreases, and high output cannot be maintained. On the other hand, when assisting on the rear wheel side, the front wheel side can be used for power generation, so that high output can be maintained.

A sixth aspect of the present invention is a vehicle comprising the drive control device according to any one of the first to fifth aspects.
According to the invention described in claim 6 as described above, the vehicle includes the drive control device, so that the output amounts of the internal combustion engine and the electric motor are set according to the required driving force, and The output amount of the electric motor is corrected according to the charging rate decrease amount and the required driving force. As a result, the control unit can assist (assist) the driving force of the internal combustion engine with the driving force of the electric motor that is necessary at the present time, and can suppress the depletion of the charge amount in the rechargeable battery. In short, the required amount of electric motor output is secured by the electric power stored in the battery, while depletion of the battery is depleted.

  According to the invention described in any one of claims 1 to 6, it is possible to assist (assist) the driving force of the internal combustion engine with the driving force of the electric motor required at the present time, and the charge amount in the rechargeable battery Can be depleted. In short, it is possible to suppress the depletion of the electric power while securing the required output amount of the electric motor by the electric power stored in the charging / storage battery.

It is a schematic block diagram of the drive system shown as 1st Embodiment of this invention. It is a block diagram which shows the control apparatus of this embodiment. It is a figure which shows the change of the output amount of the electric motor in this embodiment. It is a flowchart which shows the flow of the process in this embodiment. It is a flowchart which shows the flow of the process in 2nd Embodiment. It is a schematic block diagram of the drive system shown as 3rd Embodiment. It is a block diagram which shows the control apparatus of this embodiment. It is a figure which shows the area | region where the vehicle of this embodiment is drive | worked. It is a flowchart which shows the flow of the process in this embodiment. It is a flowchart which shows the flow of the process in 4th Embodiment. It is a schematic block diagram of the drive system shown as 5th Embodiment. It is a figure which shows SOC of the battery charger in the assist state in the conventional control method.

(First embodiment)
With reference to FIG. 1, an embodiment of a drive system to which the control device of the present embodiment is applied will be described.
FIG. 1 is a schematic block diagram of a drive system shown as an embodiment of the present invention.
The drive control device according to the present invention controls a plurality of electric motors as drive sources for driving an axle, and is used, for example, in a vehicle 3 of a drive system as shown in FIG.

  The vehicle 3 shown in FIG. 1 is a hybrid vehicle having a drive unit 6 having an internal combustion engine 4 and an electric motor 5 connected in series at the front of the vehicle. In the vehicle 3, the power of the drive unit 6 is transmitted to the front wheels Wf via the transmission 7, while the power of the drive device 1 provided at the rear of the vehicle separately from the drive unit 6 is transmitted to the rear wheels Wr (left rear wheel). LWr, right rear wheel RWr). The drive device 1 includes an electric motor 2A that drives the left rear wheel LWr and an electric motor 2B that drives the right rear wheel RWr.

  The electric motor 5 (first electric motor) of the drive unit 6 and the electric motors 2A, 2B (second and third electric motors) of the driving device 1 are connected to the battery 9 (rechargeable battery) via the PDU 8 (power drive unit). Electric power is supplied to the electric motors 5, 2A, 2B from 9 (rechargeable battery). Further, energy regeneration from the motors 5, 2 </ b> A, 2 </ b> B to the battery 9 is performed via the PDU 8.

  In other words, the vehicle 3 according to the present embodiment has one drive wheel (for example, the front wheel Wf) to which power from the internal combustion engine 4 is supplied and the other drive wheel (rear wheel) to which power from the internal combustion engine 4 is not supplied. A ring Wr). For example, in the vehicle 3, the front wheel Wf is connected to at least one electric motor (for example, the electric motor 5) of the electric motors 2 </ b> A and 2 </ b> B of the driving device 1 and the electric motor 5 of the driving unit 6 and the drive shaft 21 (first shaft). 1 drive shaft). In addition, the rear wheel Wr is connected to at least one electric motor (for example, the electric motor 2A) of a plurality of electric motors (for example, the electric motors 2A and 2B) via the driving shaft 22 (second driving shaft). As described above, the drive shaft 21 is provided with at least one electric motor (the electric motor 5 according to the above).

Here, the number of electric motors of the vehicle 3 in the present embodiment is three, that is, the electric motor 5 and the electric motors 2A and 2B.
Further, as described above, one drive wheel is a front wheel Wf, and the other drive wheel is a rear wheel Wr. The rear wheel Wr includes at least a right rear wheel RWr and a left rear wheel LWr. The drive shaft 22 includes a drive shaft 22A (second left drive shaft) provided corresponding to the left rear wheel LWr and a drive shaft 22B (second right drive shaft) provided corresponding to the right rear wheel RWr. ).

In such a vehicle 3, the electric motor 2A of the drive device 1 is connected to the left rear wheel RWr via the drive shaft 22A, and the electric motor 2B is connected to the right rear wheel LWr via the drive shaft 22B. On the other hand, the electric motor 5 of the drive unit 6 is disposed on the drive shaft 21 between the front wheel Wf and the internal combustion engine 4.
The control device 100 controls the output amounts of the electric motors 5, 2 </ b> A, and 2 </ b> B, and drives the vehicle 3 with a driving force that is generated based on electric power supplied from the rechargeable battery 9.

Next, the control unit of the present embodiment will be described with reference to FIG.
FIG. 2 is a block diagram showing the control device of this embodiment. First, an overview of the control device 100 in the present embodiment will be described.
The control device 100 shown in FIG. 2 includes a control unit 110 and an accelerator opening degree detection unit 111.
The control unit 110 sets the output amounts of the internal combustion engine 4 and the electric motors 5, 2A, 2B according to the required driving force, and the electric motors 5, 2A according to the charging rate decrease amount ΔSOC of the battery 9 and the required driving force. 2B output amount is corrected. For example, the required driving force indicates a required amount for driving the internal combustion engine 4 and the electric motors 5, 2 </ b> A, 2 </ b> B, and is detected as an accelerator opening AP in the accelerator 30. For example, the amount of decrease in the charging rate of the battery 9 is a variable calculated based on the amount of change in the inter-terminal voltage per unit time, and indicates the state of charge of the battery 9. The amount of decrease in the charging rate shows a large value when the power supplied to the load is larger than the charged capacity.

  In addition, the control unit 110 in the present embodiment detects accelerator opening information ΔAP corresponding to the accelerator opening AP (required driving force) detected by the accelerator opening detecting unit 111. Further, the control unit 110 derives and derives a correction coefficient (assist coefficient k) of the output amount of the electric motors 5, 2A, 2B from the accelerator opening ratio α generated according to the detected accelerator opening information ΔAP. The output amount of the electric motor 5, 2A, 2B is corrected by the assist coefficient k. In short, the control unit 110 reduces the output amount from the battery 9 according to the derived correction coefficient. Note that the electric motor that is the target of correcting the output amount includes any one of the electric motors 5, 2A, and 2B.

  In addition, the control unit 110 according to the present embodiment obtains the limit value (battery output limit) of the output amount of the battery 9 as a variable determined according to the SOC (state of charge) of the battery 9 and the temperature. For example, the control unit 110 obtains the limit value of the output amount of the battery 9 by referring to the battery output Limit Map that stores the limit value of the output amount of the battery 9 determined according to the SOC and temperature of the battery 9. Also good. Further, the control unit 110 adjusts the limit value of the output amount of the electric motor based on the limit value (battery output limit) of the output amount of the battery 9.

  In addition, the control unit 110 according to the present embodiment uses the output amount TfM of the electric motor 5 of the drive unit 6 that drives the front wheels Wf via the drive shaft 21 and the drive shaft 22 according to the output amount TrENG of the internal combustion engine 4. The distribution of the output amounts of the motors 2A and 2B of the drive device 1 that drives the rear wheel Wr is set. For example, the output amount TfM of the electric motor 5 provided on the same drive shaft 21 as that of the internal combustion engine 4 is set according to the derived assist coefficient k among the output amounts output from all the electric motors (the electric motors 2A, 2B and 5). Set. Then, among the output amounts output from all the motors, the output amount excluding the output amount TfM of the electric motor 5 is distributed to the electric motors 2A and 2B. In addition, each output amount of electric motor 2A, 2B is shown as output amount TrA and output amount TrB.

  Further, the control unit 110 according to the present embodiment uses the output amount TfM of the electric motor 5 of the drive unit 6 as the output amount TrENG of the internal combustion engine 4 decreases as the output amount (output amount TrA) of the electric motors 2A and 2B of the drive device 1. It is set so as to be larger than the total output amount (TrB).

  First, an embodiment of the accelerator opening detection unit 111 in the present embodiment will be described. The accelerator opening detector 111 detects the accelerator opening AP set as the required driving force, and generates accelerator opening information ΔAP.

Next, the detail of one embodiment of the control part 110 in this embodiment is demonstrated.
The control unit 110 includes an accelerator opening ratio calculation unit 112, an SOC assist coefficient generation unit 113, an assist coefficient setting unit 114, a distribution unit 115, an SOC detection unit 121, an SOC change amount calculation unit 122, an output amount limit value calculation unit 123, And the assist permission output calculation part 125 is provided.
The accelerator opening ratio calculation unit 112 generates an accelerator opening ratio α based on the accelerator opening information ΔAP generated by the accelerator opening detector 111 and the SOC detected by the SOC detector 121.

The SOC assist coefficient generation unit 113 generates the SOC assist coefficient kSOC based on the accelerator opening ratio α generated by the accelerator opening ratio calculation unit 112. For example, the SOC assist coefficient generation unit 113 includes a storage unit that stores an SOC assist coefficient MAP that can refer to the SOC assist coefficient kSOC corresponding to the accelerator opening ratio α, and based on the accelerator opening ratio α The SOC assist coefficient kSOC may be generated with reference to the SOC assist coefficient MAP. For example, in the SOC assist coefficient MAP, the fluctuation range of the accelerator opening ratio α is divided into a plurality of ranges having a predetermined fluctuation range. As a more specific example, the fluctuation range of the accelerator opening ratio α is defined as “(1) 0-20%”, “(2) 21-40%”, “(3) 41-60%” “( 4) 61 to 80% "and" (5) 81 to 100% ". In each range, a value of the SOC assist coefficient kSOC for each range is determined, and the SOC assist coefficient generation unit 113 determines the range of the range to which the value of the accelerator opening ratio α belongs according to the value of the accelerator opening ratio α. The value of the SOC assist coefficient kSOC may be selected. According to such a method of selecting a value determined for each range of the SOC assist coefficient kSOC, it is possible to reduce the time for processing data. Moreover, since the amount of memory can be reduced, it is suitable for cost reduction.
Alternatively, the SOC assist coefficient kSOC may be determined for each value of the accelerator opening ratio α, and the SOC assist coefficient kSOC corresponding to the value of the accelerator opening ratio α may be selected. According to the method of selecting the SOC assist coefficient kSOC according to the value of the accelerator opening ratio α, it is possible to change linearly as compared with the method of dividing the fluctuation range described above. Optimum assistance is possible without depletion.
In this way, the SOC assist coefficient generator 113 can obtain the SOC assist coefficient k from the SOC assist coefficient MAP.

  The assist coefficient setting unit 114 generates and sets the assist coefficient k based on the SOC assist coefficient kSOC generated by the SOC assist coefficient generation unit 113 and the charging rate decrease amount ΔSOC calculated by the SOC change amount calculation unit 122. To do.

  Based on the accelerator opening degree information ΔAP generated by the accelerator opening degree detecting unit 111, the distributing unit 115 supplies the required driving force for driving the internal combustion engine 4 and the motors 5 and 2A, 2B to the internal combustion engine 4, respectively. The electric motor 5 and the electric motors 2A and 2B are respectively distributed. In addition, the distribution unit 115 distributes the required driving force for driving the electric motor 5 and the electric motors 2A and 2B to the electric motor 5 and the electric motors 2A and 2B via the PDU 8.

The SOC detector 121 detects the SOC based on the terminal voltage VBATT of the battery 9.
The SOC change amount calculation unit 122 calculates the charging rate decrease amount ΔSOC based on the SOC detected by the SOC detection unit 121.
The output amount limit value calculation unit 123 calculates the battery output limit based on the SOC detected by the SOC detection unit 121 and the temperature information TEMP of the battery 9.
The assist permission output calculation unit 125 allows the output from the battery 9 based on the assist coefficient k generated by the assist coefficient setting unit 114 and the battery output limit calculated by the output amount limit value calculation unit 123. The assist permission output, which is a value that limits the limit of, is calculated.

  The PDU 8 distributes the requested driving force to the electric motor 5 and the electric motors 2A and 2B. The PDU 8 drives each of the electric motor 5 and the electric motors 2A and 2B according to the required driving force to be driven.

  The control device 100 (control unit 110) described above sets the output amounts of the internal combustion engine 4, the electric motor 5, and the electric motors 2A and 2B in accordance with the required driving force distributed by the distribution unit 115. Further, the control unit 110 generates the required driving force for driving the internal combustion engine 4 and the electric motor 5 and the electric motors 2A and 2B based on the accelerator opening information ΔAP generated by the accelerator opening detection unit 111. 4 and the motor 5 and the motors 2A and 2B. In addition, the distribution unit 115 distributes the required driving force for driving the electric motor 5 and the electric motors 2A and 2B to the electric motor 5 and the electric motors 2A and 2B via the PDU 8. As a result, the distribution unit 115 sets the driving force for driving the front wheels Wf driven by the internal combustion engine 4 to an assist state in which the driving force of the electric motor 5 assists, and the rear wheels Wr by the driving force of the electric motors 2A and 2B. The assist state is set to assist the driving force to be driven. In the assist state, the control unit 110 sets the output amounts of the internal combustion engine 4, the electric motor 5, and the electric motors 2 </ b> A and 2 </ b> B according to the accelerator opening information ΔAP corresponding to the required driving force, and the charging rate of the battery 9. The output amounts of the electric motor 5 and the electric motors 2A and 2B are corrected according to the reduction amount ΔSOC and the accelerator opening information ΔAP corresponding to the required driving force.

With reference to FIG. 3, control of the output amount of the electric motor by the control unit of the present embodiment will be described.
FIG. 3 is a diagram showing a change in the output amount of the electric motor in the present embodiment.
The graph shown in FIG. 3A shows the output amount (assist output amount) of the electric motor 5 and the electric motors 2A and 2B (hereinafter simply referred to as “electric motor” when the electric motor 5 and the electric motors 2A and 2B are collectively shown). Shows the change over time. The start point of the horizontal axis indicates the time when the assist output is started in response to the assist request.
A waveform g11 shows a change with time in the output amount (assist output amount) of the electric motor in a state where the charge amount of the battery 9 is sufficient. The initial value of the waveform g11 is determined by a predetermined value depending on the SOC and temperature of the battery 9. The value at each time indicated by the waveform g11 indicates an upper limit value that can be output from the electric motor. In other words, the waveform g11 shows a change with time in the output amount (assist output amount) of the electric motor that can be output in an ideal state where the charge amount is sufficient. Hereinafter, the change in the output amount indicated by the waveform g11 is referred to as “base output”.

A waveform g12 shows a change when the output state is maintained without applying the control shown in the present embodiment. In other words, the waveform g12 shows a change over time in the output amount (assist output amount) of the electric motor in a state where the charge amount of the battery 9 is insufficient, for example, a state where the assist torque is used for a long time and the charge amount of the battery 9 cannot be recovered. Indicates. In the case of the waveform g12 that shows a change in a state where the change rate of the SOC of the battery 9 per unit time is large, compared to the waveform g11 that shows a change in the state of the battery 9 that shows a small change rate of the SOC. The output amount of the motor drops sharply. Thereafter, as indicated by the waveform g12, the SOC of the battery 9 decreases in a relatively short time, and a state in which a predetermined output amount cannot be obtained is reached.
The assist output has a waveform corresponding to the rate of change of the SOC of the battery 9 per unit time, and shows a change between the waveform g11 and the waveform g12 as a waveform g13.
In the present embodiment, in order to suppress the sudden decrease in the SOC of the battery 9 as in the waveform g12, the control is performed according to the following control method so that the period in which the output can be performed as in the waveform g13 becomes longer.

Therefore, in the present embodiment, a coefficient corresponding to the SOC change amount is defined, and control is performed so as to limit the output amount based on the coefficient corresponding to the SOC change amount.
FIG. 3B shows the same “base output” as the waveform g11 of FIG.

  FIG. 3C shows a change with time of the assist coefficient k according to the SOC change amount of the battery 9. The assist coefficient k depends on a variable α determined according to the SOC change amount of the battery 9 and is determined as a function of time t. A waveform g31 in FIG. 3C shows the assist coefficient k corresponding to the SOC change amount in a state where the SOC reduction rate of the battery 9 is low and the charging rate decrease amount ΔSOC is small (for example, α = 0). . In this case (when α = 0), the assist coefficient k is set to be maintained at the initial value of 1, and there is no change with time.

  A waveform g33 in FIG. 3C shows the assist coefficient k according to the SOC change amount when the SOC reduction rate (change amount) of the battery 9 is large (for example, α = 1). In this case (when α = 1), the assist coefficient k is set so that the initial value 1 takes the largest value and monotonously decreases with the passage of time. The assist coefficient k is set to be halved from an initial value of 1 to a predetermined time t331 and to be 0 after time t332.

  A waveform g32 in FIG. 3C is an SOC change amount in a state where the charge amount is not sufficient (for example, α = 0.5) as an assist coefficient k that takes a value between the waveform g31 and the waveform g33. The corresponding assist coefficient k is shown. In this case (when α = 0.5), the assist coefficient k is set so that the initial value 1 takes the largest value and monotonously decreases with the passage of time. The assist coefficient k is set to halve from an initial value of 1 to a predetermined time t321 and to 0 after time t322.

  Here, based on the base output indicated by the waveform g11 in FIG. 3B and the assist coefficient k indicated by the waveforms g31 to g33 in FIG. A corresponding assist output amount (t) is calculated. The assist output amount (t) is obtained from the product of the base output and the assist coefficient k, as shown in Expression (1).

Assist output amount (t) = (base output BL (t)) × (assist coefficient k (t))
... (1)

In equation (1), BL (t) represents the change with time of the base output, and k (t) represents the change with time of the assist coefficient.
The base output represented by the equation (1) indicates, for example, the output amount (assist output amount (t)) of the motor at the start of traveling. According to the above equation (1), an assist output amount that changes with time from the start of traveling can be obtained.

  According to the present embodiment, the control device 100 changes the assist amount in accordance with the SOC change amount, thereby ensuring the power performance without reducing the peak value of the assist torque, and the output possible duration. The two required performances of ensuring are compatible. For example, the control device 100 can limit the output of the motor when the charging rate decrease amount ΔSOC is relatively large, and can relax the restriction on the output of the motor when the charging rate decrease amount ΔSOC is relatively small. .

With reference to FIG. 4, the procedure of the process in this embodiment is shown.
FIG. 4 is a flowchart showing the flow of processing in this embodiment. The control device 100 adjusts the assist output amount in accordance with the processing procedure shown in the flowchart shown in FIG.

First, the control unit 110 detects the SOC of the battery 9 in the current control cycle. The detection of the SOC of the battery 9 can be regarded as a variable that varies depending on, for example, the terminal voltage of the battery 9 and the degree of deterioration. By storing the estimated SOC information associated with the terminal voltage of the battery 9 and the degree of deterioration as a Map in a storage unit included in the control unit 110, the control unit 110 refers to the Map and estimates the estimated SOC information. Is detected as the SOC of the battery 9 in the current control cycle (step Sa20).
Control unit 110 (SOC change amount calculation unit 122) calculates a charging rate decrease amount ΔSOC per unit time. For example, the charging rate decrease amount ΔSOC (SOC decrease amount) per unit time is calculated by calculating the difference between the estimated SOC estimated in the previous control cycle and the estimated SOC estimated in the current control cycle (step Sa25).

  Control unit 110 determines whether or not the charging rate decrease amount ΔSOC per unit time calculated in step Sa25 is equal to or greater than a predetermined value (step Sa30).

When it is determined in step Sa30 that the charging rate decrease amount ΔSOC (SOC decrease amount) is equal to or greater than a predetermined value (step Sa30: Yes), the accelerator opening degree detection unit 111 determines that the accelerator opening degree AP ( AP opening degree) is detected, and accelerator opening degree information ΔAP (AP opening degree information) is generated (step Sa40).
Control unit 110 (accelerator opening ratio calculation unit 112) calculates AP opening ratio α based on accelerator opening information ΔAP and SOC. In addition, the control part 110 may perform the smoothing process by a moving average etc. in calculation of AP opening degree ratio (alpha). The controller 110 calculates the AP opening ratio α according to the SOC (step Sa45).
Next, the control unit 110 (SOC assist coefficient generation unit 113) selects the assist coefficient Map according to the AP opening ratio α, and acquires and sets the assist coefficient k (step Sa50).

  On the other hand, when it is determined in step Sa30 that the charging rate decrease amount ΔSOC is less than a predetermined value (step Sa30: No), the control unit 110 (assist coefficient setting unit 114) determines the value of the assist coefficient. Is set to a predetermined constant (for example, “1”) (step Sa60).

  Control unit 110 (output amount limit value calculation unit 123) detects the temperature of the SOC and battery 9. The SOC is detected by the same method as in step Sa20 described above. For temperature detection, temperature information detected by a temperature sensor provided in the battery 9 is acquired (step Sa70).

  Further, the control unit 110 (assist permission output calculation unit 125) refers to the battery output limit map according to the detected SOC and temperature, acquires the battery output limit value according to the SOC and temperature, and acquires the acquired battery. The output limit value Limit is set (step Sa75).

Next, the control unit 110 (assist permission output calculation unit 125) sets the assist permission output by the product of the battery output limit value Limit and the assist coefficient according to the above-described equation (1) (step Sa80).
Finally, the control unit 110 (distribution unit 115) controls the electric motor to output an assist amount according to the calculated assist permission output from the electric motor (step Sa90).

In the present embodiment described above, the control device 100 (the control unit 110) sets the output amounts of the internal combustion engine 4 and the electric motor in accordance with the accelerator opening information ΔAP corresponding to the required driving force, and the battery 9 The output amount of the electric motor is corrected in accordance with the charging rate decrease amount ΔSOC and the accelerator opening information ΔAP corresponding to the required driving force.
Thus, the control device 100 calculates the assist coefficient k based on the charging rate decrease amount ΔSOC of the battery 9 and the accelerator opening information ΔAP corresponding to the required driving force. The control unit 110 corrects the output amount of the electric motor based on the assist coefficient k calculated in this manner, thereby securing the required output amount of the electric motor with the electric power stored in the battery 9, The depletion of the power of the battery 9 can be suppressed.

(Second Embodiment)
With reference to FIG. 5, the embodiment which performs different processing in this embodiment will be described.
FIG. 5 is a flowchart showing the flow of processing in the present embodiment. In accordance with the processing procedure shown in the flowchart shown in FIG. 5, control device 100 adjusts the assist output. In the processing shown in this figure, the same reference numerals are given to the processing procedures for performing the same processing as in the above-described drawing.
After finishing the process of step Sa40 similarly to FIG. 4, the control part 110 calculates AP opening degree ratio (alpha) based on AP opening degree information produced | generated in step Sa40.
The AP opening that is the basis for calculating the AP opening ratio α is limited to a predetermined value or more. By limiting the AP opening in this way, the case where the AP opening is relatively large is limited to be the target range of the arithmetic processing (step Sa45A).
The controller 110A performs the processing after step Sa50 in the same manner as in FIG.

In the present embodiment described above, the control device 100 sets the output amounts of the internal combustion engine 4 and the electric motor in accordance with the accelerator opening information ΔAP corresponding to the required driving force, and also reduces the charging rate of the battery 9. The output amount of the electric motor is corrected according to ΔSOC and accelerator opening information ΔAP corresponding to the required driving force.
Thus, the control device 100 calculates the assist coefficient k based on the charging rate decrease amount ΔSOC of the battery 9 and the accelerator opening information ΔAP corresponding to the required driving force. The control unit 110 corrects the output amount of the electric motor based on the assist coefficient k calculated in this manner, thereby securing the required output amount of the electric motor with the electric power stored in the battery 9, The depletion of the power of the battery 9 can be suppressed.

(Third embodiment)
With reference to FIG. 6, another embodiment of the drive system to which the control device of this embodiment is applied will be described.
FIG. 6 is a schematic block diagram of a drive system showing an embodiment of the present invention.
The control device 100A shown in FIG. 6 controls a plurality of electric motors as drive sources for driving the axle, and is used for the vehicle 3 of the drive system as shown in FIG. 6, for example. The vehicle 3 shown in FIG. 6 is different from the vehicle 3 shown in FIG. 1 in that a GPS device 200 is provided and a control device 100A is provided instead of the control device 100.
The GPS device (GPS) 200 receives radio waves from a GPS (Global Positioning System) satellite and generates position information of the position where the radio waves are received.

Next, the control unit of the present embodiment will be described with reference to FIG.
FIG. 7 is a block diagram showing the control device of the present embodiment.

  First, an outline of the control device 100A in the present embodiment will be described. The control device 100A shown in FIG. 7 includes a control unit 110A instead of the control unit 110 of the control device 100 shown in FIG. When compared with the configuration of the control unit 110, the control unit 110A further includes a position information acquisition unit 116 and a GPS assist coefficient generation unit 117. Instead of the assist coefficient setting unit 114 and the distribution unit 115 described above, an assist coefficient setting unit 114A and a distribution unit are provided. 115A is provided. That is, the control unit 110A includes an accelerator opening detection unit 111, an accelerator opening ratio calculation unit 112, an SOC assist coefficient generation unit 113, an assist coefficient setting unit 114A, a distribution unit 115A, a position information processing unit 116, a GPS assist coefficient 117, An SOC detection unit 121, an SOC change amount calculation unit 122, an output amount limit value calculation unit 123, and an assist permission output calculation unit 125 are provided.

The position information acquisition unit 116 acquires position information of a position where the vehicle travels based on position information detected based on radio waves from GPS satellites.
The GPS assist coefficient generation unit 117 generates a GPS assist coefficient kGPS corresponding to the current position based on the position information acquired by the position information acquisition unit 116.

The assist coefficient setting unit 114A includes the SOC assist coefficient kSOC generated by the SOC assist coefficient generation unit 113, the GPS assist coefficient kGPS generated by the GPS assist coefficient generation unit 117, and the charging calculated by the SOC change amount calculation unit 122. An assist coefficient k is generated and set based on the rate decrease amount ΔSOC.
115 A of distribution parts are the internal combustion engine 4, the electric motor 5, and electric motor based on the accelerator opening degree information (DELTA) AP produced | generated by the accelerator opening degree detection part 111, and the positional information which the positional information acquisition part 116 acquired. The required driving force for driving 2A and 2B is distributed. In addition, the distribution unit 115 distributes the required driving force for driving the electric motor 5 and the electric motors 2A and 2B to the electric motor 5 and the electric motors 2A and 2B via the PDU 8.
When it is determined that the distribution unit 115A is located within a predetermined region based on information generated by combining the accelerator opening information ΔAP and the position information acquired by the position information acquisition unit 116, the internal combustion engine 4 And the required driving force for driving the motor 5 and the motors 2A and 2B, respectively, may be distributed. Further, the distribution unit 115 may distribute the required driving force for driving the electric motor 5 and the electric motors 2A and 2B to the electric motor 5 and the electric motors 2A and 2B via the PDU 8.

With reference to FIG. 8 and FIG. 3 described above, control of the output amount of the motor by the control unit of the present embodiment will be described. The assist coefficient k in the present embodiment can be changed according to the position where the vehicle travels.
FIG. 8 is a diagram illustrating a region in which the vehicle according to the present embodiment travels.

  In order to simplify the description of the area shown in FIG. 8, a circuit course on which the vehicle travels will be described as an example. A region R1 shown in FIG. 8 shows the vicinity of the entrance of the curve in the circuit course. A region R2 indicates the vicinity of the exit of the curve on the circuit course. Thus, each position on the circuit course is divided into a plurality of areas, and the output amount (assist output amount) of the electric motor is adjusted according to the position information that defines each area.

  The region R1 is in the region where the vehicle decelerates because it is near the entrance of the curve, and is not a region that requires continuous acceleration. For this reason, it can be estimated that the region R1 is less affected by controlling the output amount (assist output amount) of the motor to be reduced with the passage of time. Here, the assist coefficient k (GPS assist coefficient kGPS) in the region R1 is set to α = 1 indicating the characteristic of the waveform g33 in FIG.

  The region R2 is a region where the vehicle decelerates because it is near the exit of the curve, and is a region that requires continuous acceleration. Therefore, it can be estimated that the region R2 is a region that needs to be controlled so as not to reduce the output amount (assist output amount) of the electric motor with the passage of time. Here, the assist coefficient k (GPS assist coefficient kGPS) in the region R2 is set to α = 0 indicating the characteristic of the waveform g31 in FIG.

  As described above, the value of the GPS assist coefficient kGPS for each area is defined in each area of the circuit course on the basis of the magnitude of the required driving amount for driving the vehicle.

  The control device 100 (the control unit 110) sets the output amounts of the internal combustion engine 4 and the electric motor according to the accelerator opening information ΔAP corresponding to the required driving force, the SOC assist coefficient kSOC, the GPS assist coefficient kGPS, Based on the charging rate decrease amount ΔSOC calculated by the SOC change amount calculation unit 122, the assist coefficient k is generated, and the output amount of the motor is corrected, thereby driving force corresponding to the driving scene for each area in which the circuit course is written. Get.

With reference to FIG. 9, the procedure of the process in this embodiment is shown.
FIG. 9 is a flowchart showing the flow of processing in the present embodiment. The control device 100A adjusts the assist output amount according to the processing procedure shown in the flowchart shown in FIG.

  First, the position information acquisition unit 116 acquires GPS data as position information from the GPS device (position information device) 200 (step Sb05). Based on the GPS data, control unit 110A sets a GPS assist coefficient kGPS corresponding to the position indicated by the position information from GPS device 200 (step Sb10).

Next, control unit 110A detects the SOC of battery 9 in the current control cycle. The detection of the SOC of the battery 9 can be regarded as a variable that varies depending on, for example, the terminal voltage of the battery 9 and the degree of deterioration. By storing the estimated SOC information associated with the terminal voltage of the battery 9 and the degree of deterioration as a Map in the storage unit included in the control unit 110, the control unit 110A refers to the Map and calculates the estimated SOC information. This is detected as the SOC of the battery 9 in the current control cycle (step Sb20).
Control unit 110A (SOC change amount calculation unit 122) calculates a charging rate decrease amount ΔSOC per unit time. For example, the charging rate decrease amount ΔSOC (SOC decrease amount) per unit time is calculated by calculating the difference between the estimated SOC estimated in the previous control cycle and the estimated SOC estimated in the current control cycle (step Sb25).

  Control unit 110A determines whether or not the charging rate decrease amount ΔSOC per unit time calculated in step Sb25 is equal to or greater than a predetermined value (step Sb30).

When it is determined in step Sb30 that the charging rate decrease amount ΔSOC (SOC decrease amount) is equal to or greater than a predetermined value (step Sb30: Yes), the accelerator opening degree detection unit 111 determines that the accelerator opening degree AP ( AP opening degree) is detected, and accelerator opening degree information ΔAP (AP opening degree information) is generated (step Sb40).
Control unit 110A (accelerator opening ratio calculating unit 112) calculates AP opening ratio α based on accelerator opening information ΔAP and SOC. The controller 110A may perform a smoothing process such as a moving average when calculating the AP opening ratio α. Control unit 110A calculates AP opening ratio α according to the SOC (step Sb45).
Next, the control unit 110A (SOC assist coefficient generation unit 113) selects the assist coefficient Map according to the AP opening ratio α, and acquires and sets the SOC assist coefficient kSOC (step Sb50).

  Next, control unit 110A (assist coefficient setting unit 114A) determines whether or not the SOC assist coefficient kSOC acquired from the assist coefficient Map in step Sb50 is smaller than the GPS assist coefficient kGPS set in step Sb10 (step Sb55). ).

  When it is determined in step Sb55 that the SOC assist coefficient kSOC is smaller than the GPS assist coefficient kGPS (step Sb55: Yes), the control unit 110A (assist coefficient setting unit 114A) sets the SOC assist coefficient kSOC as the assist coefficient k. (Step Sb60S), the process proceeds to Step Sb70.

  On the other hand, when it is determined in step Sb55 that the SOC assist coefficient kSOC is greater than or equal to the GPS assist coefficient kGPS (step Sb55: No), and in step Sb30, the charging rate decrease amount ΔSOC is determined in advance. When it determines with it being less than (step Sb30: No), 110 A of control parts (assist coefficient setting part 114A) make the value of the GPS assist coefficient kGPS into the value of the assist coefficient k (step Sb60G).

  Control unit 110A (output amount limit value calculation unit 123) detects the SOC and the temperature of battery 9. The SOC is detected by the same method as in step Sb20 described above. For temperature detection, temperature information detected by a temperature sensor provided in the battery 9 is acquired (step Sb70).

  Further, the control unit 110A (assist permission output calculating unit 125) refers to the battery output limit map according to the detected SOC and temperature, acquires the battery output limit value according to the SOC and temperature, and acquires the acquired battery. An output limit value Limit is set (step Sb75).

Next, the control unit 110A (assist permission output calculation unit 125) sets the assist permission output by the product of the battery output limit value Limit and the assist coefficient according to the above-described equation (1) (step Sb80).
Finally, control unit 110A (distribution unit 115A) controls the motor to output an assist amount corresponding to the calculated assist permission output from the motor (step Sb90).

The control device 100A in the present embodiment described above sets the output amounts of the internal combustion engine 4 and the electric motor in accordance with the accelerator opening information ΔAP corresponding to the required driving force, and the charging rate decrease amount ΔSOC of the battery 9 The output amount of the electric motor is corrected according to the position information from the GPS device 200.
Thus, control device 100A calculates SOC assist coefficient kSOC based on the SOC of battery 9 and GPS assist coefficient kGPS based on position information obtained from GPS data, and SOC assist coefficient kSOC and GPS assist coefficient kGPS. An assist coefficient k based on the above is set. The control device 100A corrects the output amount of the electric motor based on the assist coefficient k acquired in this manner, thereby securing the required output amount of the electric motor with the electric power stored in the battery 9, The depletion of the power of the battery 9 can be suppressed.
In other words, the control device 100A acquires the assist coefficient k corresponding to the position indicated by the position information, based on the position information obtained from the GPS data. The control device 100A adjusts the output amount of the electric motor based on the assist coefficient k acquired in this manner, thereby securing the required output amount of the electric motor with the electric power stored in the battery 9, The depletion of the power of the battery 9 can be suppressed.

(Fourth embodiment)
With reference to FIG. 10, the aspect which performs a different process in this embodiment is demonstrated.
FIG. 10 is a flowchart showing the flow of processing in this embodiment. In accordance with the processing procedure shown in the flowchart shown in FIG. 10, control device 100A (assist coefficient setting unit 114A) adjusts the assist output. In the processing shown in FIG. 10, the same reference numerals are given to the processing procedures for performing the same processing as in FIG.

After finishing the process of step Sb05 as in FIG. 9, the control unit 110A (assist coefficient setting unit 114A) stores the assist coefficient setting data based on the position information indicated by the GPS data acquired in step S05. , The assist coefficient k corresponding to the position indicated by the position information is acquired (step Sb60A).
The control unit 110A performs the processing after step Sb70 in the same manner as in FIG.

  In the present embodiment described above, the control device 100A acquires the assist coefficient k corresponding to the position indicated by the position information, based on the position information obtained from the GPS data. The control device 100A adjusts the output amount of the electric motor based on the assist coefficient k acquired in this manner, thereby securing the required output amount of the electric motor with the electric power stored in the battery 9, The depletion of the power of the battery 9 can be suppressed.

(Fifth embodiment)
With reference to FIG. 11, another embodiment of the drive system to which the control device of this embodiment is applied will be described.
FIG. 11 is a schematic block diagram of a drive system showing an embodiment of the present invention.
A vehicle 3A shown in FIG. 11 is a hybrid vehicle having a drive unit 6A in which an internal combustion engine 4A and an electric motor 5A are connected in series at the front of the vehicle. A vehicle 3A shown in FIG. 11 is different in that a drive unit 6A is provided instead of the drive unit 6 of the vehicle 3 shown in FIG.
In the drive unit 6A, the electric motor 5A is disposed on the drive shaft 21 on the side opposite to the side where the front wheels Wf are connected with respect to the internal combustion engine 4 so that the internal combustion engine 4 is sandwiched between the front wheels Wf. ing.
Thus, it can comprise, irrespective of the position where the internal combustion engine and electric motor in a drive unit are arrange | positioned.
In the drive system shown in FIG. 6, the drive unit 6A can be applied in the same manner as described above.

The present invention is not limited to the above embodiments, and can be modified without departing from the spirit of the present invention.
For example, in the above description of the third and fourth embodiments, the GPS data is obtained from the GPS device 200, but the GPS device 200 is a GPS system other than a terminal of a navigation system mounted on a vehicle. It may be another type of terminal such as a portable terminal or a personal computer that functions as the terminal device.

  The position information shown in the third and fourth embodiments is position information based on map information acquired as GPS data, but may be position information obtained by other means. . For example, it may be position information based on information obtained from a beacon provided along a traveling course or information obtained from another vehicle traveling on the same course.

  The position information may be generated based on map information generated based on the traveling history of the own vehicle, map information generated by capturing the position of a preceding vehicle traveling in front of the own vehicle, and the like. The preceding vehicle may be detected using a radar that detects the front of the traveling direction of the host vehicle, a camera, or the like.

  Further, according to the above-described embodiment, the required performance can be ensured by changing the assist amount per unit time in accordance with the SOC change amount in a traveling scene where the required drive force is high. Further, by changing the assist amount per unit time from the average assist energy amount per unit time and the average regenerative amount, it is possible to suppress the change over time without limiting the assist amount in advance.

1 drive unit,
2A, 2B, 5 motor,
3 vehicles,
4 Internal combustion engine,
6 Drive unit,
7 Transmission,
8 PDU (Power Drive Unit),
9 Battery (Charge / Accumulator),
100, 100A control device (drive control device),
110, 110A control unit,
111 accelerator opening detector (detector),
112 accelerator opening ratio calculation unit,
113 SOC assist coefficient generator,
114, 114A assist coefficient setting unit,
115, 115A distribution unit,
116 position information acquisition unit,
117 GPS assist coefficient generator,
121 SOC detection unit,
122 SOC change amount calculation unit,
123 output amount limit value calculation unit,
125 assist permission output calculation unit,
AP accelerator opening,
ΔAP accelerator opening information (opening information),
ΔSOC charge rate decrease,
k Assist coefficient (correction coefficient)

Claims (6)

An internal combustion engine;
An electric motor that generates power based on electric power from a rechargeable battery,
A drive control device for driving a vehicle comprising:
A control unit for controlling the output amount of the electric motor;
The controller is
The output amount of the internal combustion engine and the electric motor is set according to the required driving force, and the output amount of the electric motor is corrected according to the charge rate reduction amount of the charge / storage device and the required driving force. Drive control device. The controller is
A correction coefficient for the output amount of the motor is derived from an opening ratio corresponding to the accelerator opening that is set as the required driving force, and the output amount of the motor is corrected by the derived correction coefficient. The drive control device according to claim 1. The vehicle is
A plurality of motors, one drive wheel connected to the internal combustion engine via a first drive shaft, and the other connected to at least one of the plurality of motors via a second drive shaft. With drive wheels,
The first drive shaft includes
At least one electric motor is arranged,
The controller is
The distribution of the output amount of the motor of the first drive shaft and the output amount of the motor of the second drive shaft is set according to the output amount of the internal combustion engine. Drive control device. The electric motor includes three electric motors, a first electric motor, a second electric motor, and a third electric motor,
The second drive shaft is
A second right drive shaft;
A second left drive shaft,
The one driving wheel is a front wheel,
The other driving wheel is a rear wheel,
The first electric motor is
Disposed on the first drive shaft between the front wheel and the internal combustion engine;
The second electric motor is
Connected to the one rear wheel via the second right drive shaft;
The third electric motor is
Connected to the other rear wheel via the second left drive shaft,
The controller is
4. The drive control device according to claim 3, wherein the output of the first electric motor is set to be larger than the output amounts of the second and third electric motors as the output amount of the internal combustion engine decreases. 5. . The electric motor includes three electric motors, a first electric motor, a second electric motor, and a third electric motor,
The second drive shaft is
A second right drive shaft;
A second left drive shaft,
The one driving wheel is a front wheel,
The other driving wheel is a rear wheel,
The first electric motor is
On the first drive shaft, the internal combustion engine is sandwiched between the front wheels and disposed on the side opposite to the side where the front wheels are connected with respect to the internal combustion engine,
The second electric motor is
Connected to the one rear wheel via the second right drive shaft;
The third electric motor is
Connected to the other rear wheel via the second left drive shaft,
The controller is
4. The drive control device according to claim 3, wherein the output of the first electric motor is set to be larger than the output amounts of the second and third electric motors as the output amount of the internal combustion engine decreases. . A vehicle comprising the drive control device according to any one of claims 1 to 5.

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