JP2015110379A - Controller of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller of a hybrid vehicle capable of suppressing degradation of a capacitor, properly controlling first and second electric motors, and thus preventing change in torque of wheels.SOLUTION: The controller of a hybrid vehicle selectively executes first limit control for limiting output electric power to be outputted from a capacitor to magnitude equal to or under predetermined first power ELMT1, and second limit control for, within a predetermined time, limiting the output electric power to magnitude equal to or under predetermined second power ELMT2 larger than the first power ELMT1. While the first limit control is executed, first and second electric motors are controlled on the basis of the first power ELMT1. While the second limit control is executed, the first electric motor is controlled on the basis of the second power ELMT2, and the second electric motor is controlled on the basis of the first power ELMT1.

Description

  The present invention includes an internal combustion engine as a power source, a first electric motor mechanically coupled to the internal combustion engine, a second electric motor mechanically coupled to the wheels, and an electric connection to the first and second electric motors. The present invention relates to a control device for a hybrid vehicle equipped with a storage battery.

  Conventionally, as a control device of this type of hybrid vehicle, for example, one disclosed in Patent Document 1 is known. In this hybrid vehicle, the first electric motor is composed of a two-rotor type electric motor having an inner rotor and an outer rotor that can generate electric power. The inner rotor serves as a crankshaft of the internal combustion engine, and the outer rotor serves as a drive wheel of the vehicle. , Each mechanically connected. Moreover, the 2nd electric motor is comprised with the electric motor which can produce electric power of a common one rotor type, The rotor is mechanically connected with the driving wheel via the outer rotor of the 1st electric motor. Furthermore, the first and second electric motors are electrically connected to a chargeable / dischargeable battery via an electric circuit.

  In this conventional control device, a plurality of operation modes are set as the operation mode of the hybrid vehicle, and the command values of the output torques of the first and second motors are set based on the set operation mode, A battery output request is calculated based on the set command values of the output torque of the first and second motors. When the calculated battery output request is larger than the instantaneous output, the command values of the output torques of the first and second motors are corrected so that the output request becomes the instantaneous output.

  The instantaneous output is the maximum output that can be output instantaneously by the battery, and is calculated to be larger than the rated output according to the detected temperature of the battery. In addition, the correction of the command values of the output torques of the first and second motors is executed until the outputable time elapses from the start, and this outputable time is calculated according to the battery temperature and the like. Is done. As described above, in this conventional control device, the performance of the battery is sufficiently exhibited while preventing the battery from deteriorating.

JP 2002-058113 A

  As described above, in the conventional control device, the limit value of the output power of the battery is temporarily set to an instantaneous output larger than the rated output. For this reason, the electric power supplied to the first and second electric motors connected to the drive wheels may change temporarily with the change of the limit value. In this case, the torque of the drive wheels is thereby changed. May fluctuate.

  The present invention has been made in order to solve the above-described problems, and can appropriately control the first and second electric motors while suppressing deterioration of the capacitor, thereby reducing the torque of the wheel. An object of the present invention is to provide a control device for a hybrid vehicle that can prevent fluctuations.

  In order to achieve the above object, an invention according to claim 1 includes an internal combustion engine 3 as a power source, a first electric motor mechanically coupled to the internal combustion engine 3 (in the embodiment (hereinafter the same applies in this section)). Front motor 4), a second electric motor (first rear motor 41, second rear motor 61) mechanically coupled to the wheels to drive the wheels (left rear wheel WRL, right rear wheel WRR), and first and A control device 1 for a hybrid vehicle V including a battery (battery 92) electrically connected to a second electric motor, wherein electric motor control means (ECU2, PDU91, FIG. 9, FIG. 10) controls the first and second electric motors. ) And power control means (ECU 2, PDU 91, FIGS. 8 to 10) for controlling the power input / output from the battery, and the power control means outputs the output power output from the battery to a predetermined first A first limit control for limiting the power to the power (first upper limit power ELMT1) or less, and a second for limiting the output power to a predetermined second power (second upper limit power ELMT2) that is greater than the first power within a predetermined period. Limit control is selectively executed (FIGS. 8 to 10), and the motor control means controls the first and second motors based on the first power during the execution of the first limit control by the power control means. (Step 12 in FIG. 9 and Step 23 in FIG. 10), during the execution of the second restriction control, the first motor is controlled based on the second power, and the second motor is controlled based on the first power. (Step 13 in FIG. 9 and Step 23 in FIG. 10).

  According to this configuration, the first limit control that limits the output power output from the battery to a predetermined first power or less, and the predetermined second power that is greater than the predetermined first power within a predetermined period. The second restriction control restricted to the following is selectively executed by the power control means. As described above, the first power and the larger second power are set as the limit values for limiting the output power, and the second limit control using the second power as the limit value is limited within a predetermined period. Since it performs, degradation of a capacitor | condenser can be suppressed.

  The electric motor is controlled by the electric motor control unit based on the first electric power during execution of the first limiting control by the electric power control unit and based on the second electric power during execution of the second limiting control. Thereby, electric power can be sufficiently supplied from the capacitor to the first electric motor, and the first electric motor can be appropriately controlled. Furthermore, the second electric motor for driving the wheel is controlled based on the first electric power by the electric motor control means in any of the executions of the first and second limiting controls. Therefore, unlike the conventional case described above, the power supplied to the second motor does not change temporarily with the change of the limit value of the output power of the battery, so that the second motor is appropriately controlled. Thus, fluctuations in wheel torque can be prevented.

  According to a second aspect of the present invention, in the control device 1 for the hybrid vehicle V according to the first aspect, the motor control means is based on a target power that is a target value of power generated or consumed by the first motor. Power reference control (step 12 in FIG. 9) to be controlled and a rotation speed reference control (step 13) to control the first motor based on a target rotation speed that is a target value of the rotation speed of the first motor. The power control unit executes the first limit control during the execution of the power reference control by the motor control unit (steps 3 and 4 in FIG. 8, step 12 in FIG. 9, step 23 in FIG. 10). The second limit control is executed (steps 6 and 7 in FIG. 8, step 13 in FIG. 9 and step 23 in FIG. 10) by setting the period during which the motor control means is executing the rotation speed reference control as a predetermined period. Features.

  According to this configuration, the power reference control that controls the first motor based on the target power that is the target value of the power generated or consumed by the first motor, and the target value of the rotation speed of the first motor. Rotational speed reference control that is controlled based on a certain target rotational speed is selectively executed by the motor control means. Further, during the execution of the power reference control by the motor control means, the first limit control is executed, and the second limit control is executed with the period during which the motor control means is executing the rotation speed reference control as a predetermined period. The For this reason, when the execution period of the rotational speed reference control is relatively short, the effect of the invention according to claim 1 described above, that is, the effect that the deterioration of the battery can be suppressed can be effectively obtained. .

  In order to achieve the above object, an invention according to claim 3 includes an internal combustion engine 3 as a power source, a first electric motor mechanically coupled to the internal combustion engine 3 (in the embodiment (hereinafter the same applies in this section)). Front motor 4), a second electric motor (first rear motor 41, second rear motor 61) mechanically coupled to the wheels to drive the wheels (left rear wheel WRL, right rear wheel WRR), and first and A control device 1 for a hybrid vehicle V including a battery (battery 92) electrically connected to a second electric motor, wherein electric motor control means (ECU2, PDU91, FIG. 9, FIG. 10) controls the first and second electric motors. ), And first limiting means (ECU2, PDU91, step of FIG. 8) for executing the first limiting control that limits the output power output from the capacitor to a predetermined first power (first upper limit power ELMT1) or less. 4, step 12 in FIG. 9 and step 23 in FIG. 10) and a second restriction that limits the output power to a predetermined second power (second upper limit power ELMT2) that is greater than the first power within a predetermined period. Second limiting means for executing control (ECU2, PDU91, steps 6 and 7 in FIG. 8, step 13 in FIG. 9, step 23 in FIG. 10), and the motor control means has electric power consumed by the first motor. Is controlled based on one of the first and second electric power (FIG. 9), and the electric power consumed by the second electric motor is controlled based on the first electric power (FIG. 10).

  According to this configuration, the first limit control for limiting the output power output from the battery to a predetermined first power or less is executed by the first limiting means, and the output power is reduced to the first power within a predetermined period. The second restriction control is performed by the second restriction unit to restrict the power to a predetermined second power that is greater than or equal to the second power. Thus, as in the invention according to claim 1, the first power and the larger second power are set as the limit values for limiting the output power, and the second limit with the second power as the limit value. Since control is executed only within a predetermined period, deterioration of the battery can be suppressed.

  Further, since the electric power consumed by the first electric motor is controlled by the electric motor control means based on one of the first electric power and the second electric power, the electric power can be sufficiently supplied to the first electric motor, and the first electric motor is appropriately controlled. Can do. Furthermore, since the electric power consumed by the second electric motor is controlled by the electric motor control means based on the first electric power, the second electric motor is accompanied with the change of the limit value of the output power of the battery as in the invention according to claim 1. Therefore, the second electric motor can be appropriately controlled, and fluctuations in wheel torque can be prevented.

  According to a fourth aspect of the present invention, in the control device 1 for the hybrid vehicle V according to the third aspect, the electric motor control means is based on a target electric power that is a target value of electric power generated or consumed by the first electric motor. Power reference control (step 12 in FIG. 9) to be controlled and a rotation speed reference control (step 13) to control the first motor based on a target rotation speed that is a target value of the rotation speed of the first motor. The first limiting means executes the first limiting control during the execution of the power reference control by the motor control means (steps 3 and 4 in FIG. 8, step 12 in FIG. 9, step 23 in FIG. 10). ), The second limiting means executes the second limiting control with the period during which the motor control means is executing the rotational speed reference control as a predetermined period (steps 6 and 7 in FIG. 8, step 13 in FIG. 9, FIG. 10 steps 23) And butterflies.

  According to this configuration, the power reference control that controls the first motor based on the target power that is the target value of the power generated or consumed by the first motor, and the target value of the rotation speed of the first motor. Rotational speed reference control that is controlled based on a certain target rotational speed is selectively executed by the motor control means. Further, during the execution of the power reference control by the motor control means, the first limit control is executed, and the second limit control is executed with the period during which the motor control means is executing the rotation speed reference control as a predetermined period. The For this reason, when the execution period of the rotation speed reference control is relatively short, the effect of the invention according to claim 3 described above, that is, the effect that the deterioration of the battery can be suppressed can be effectively obtained. .

It is a figure showing roughly the hybrid vehicle to which the control device by this embodiment is applied. It is a skeleton figure which shows a front wheel drive device roughly. It is a skeleton figure which shows a rear-wheel drive device roughly. It is a block diagram which shows ECU etc. of a control apparatus. It is a collinear diagram which shows the relationship of the rotational speed between the various rotation elements of a rear-wheel drive device, and a right-and-left rear wheel, and the balance of torque about a drive mode. It is a collinear diagram which shows the relationship of the rotational speed between the various rotation elements of a rear-wheel drive device, and a right-and-left rear wheel, and the balance of torque about in regeneration mode. It is a collinear diagram which shows the relationship of the rotational speed between the various rotation elements of a rear-wheel drive device and a left-and-right rear wheel, and a torque balance relationship in the left-right wheel torque difference mode. It is a flowchart which shows the input / output electric power limitation process performed by ECU. It is a flowchart which shows the process for controlling the front motor performed by ECU. It is a flowchart which shows the process for controlling the 1st and 2nd rear motor performed by ECU. It is a figure which shows the relationship between the various parameters in this embodiment about the time from the time of completion | finish of electric power reference control to resumption. It is a figure which shows the relationship between the various parameters in a comparative example about the time from the time of completion | finish of electric power reference control to resumption.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. A hybrid vehicle V shown in FIG. 1 is a four-wheel vehicle having left and right front wheels WFL and WFR and left and right rear wheels WRL and WRR. The hybrid vehicle V includes a front wheel drive for driving the left and right front wheels WFL and WFR. A device DFS and a rear wheel drive device DRS for driving the left and right rear wheels WRL, WRR are mounted. Hereinafter, the left and right front wheels WFL, WFR and the left and right rear wheels WRL, WRR are collectively referred to as “front wheels WFL, WFR” and “rear wheels WRL, WRR”, respectively.

  The front wheel drive device DFS is the same as that disclosed in Japanese Patent No. 5362922 by the present applicant, and will be briefly described below. As shown in FIG. 2, the front wheel drive device DFS includes an internal combustion engine (hereinafter referred to as “engine”) 3 as a power source, a front motor 4 configured by an electric motor capable of generating power, and the power of the engine 3 and the front motor 4. Is transmitted to the front wheels WFL and WFR of the hybrid vehicle V. The engine 3 is a gasoline engine having a plurality of cylinders and has a crankshaft 3a. The intake air amount, fuel injection amount, fuel injection timing, ignition timing, and the like of the engine 3 are controlled by an ECU 2 described later of the control device 1 shown in FIG. As is well known, the intake air amount is supplied via a throttle valve (not shown), the fuel injection amount and fuel injection timing are supplied via a fuel injection valve (not shown), and the ignition timing is indicated by an ignition plug (not shown). Are controlled respectively.

  The front motor 4 is a brushless DC motor, and includes a stator 4a configured with a three-phase coil and a rotor 4b configured with a magnet or the like. The stator 4 a is attached to a casing CA fixed to the hybrid vehicle V, and is electrically connected to a chargeable / dischargeable battery 92 via a power drive unit (hereinafter referred to as “PDU”) 91. The PDU 91 is composed of an electric circuit such as an inverter, and is electrically connected to the ECU 2 (see FIG. 4). The rotor 4b is rotatable with respect to the stator 4a.

  In the front motor 4 having the above configuration, when electric power is supplied from the battery 92 to the stator 4a via the PDU 91 by the control of the PDU 91 by the ECU 2, the electric power is converted into motive power accordingly, and the rotor 4b rotates ( Power running). In this case, the power of the rotor 4b is controlled by controlling the power supplied to the stator 4a. In addition, when the rotor 4b is rotated by power input while the power supply to the stator 4a is stopped, the power input to the rotor 4b is converted into power by the control of the PDU 91 by the ECU 2 to generate power. At the same time, the generated electric power is charged in the battery 92 or supplied to first and second rear motors 41 and 61 described later.

  The dual clutch transmission has a first transmission mechanism 11 and a second transmission mechanism 31. The first speed change mechanism 11 changes the input power by one of the first speed, the third speed, the fifth speed, and the seventh speed and transmits it to the front wheels WFL, WFR. The speed ratio from the first gear to the seventh gear is set to a higher speed as the number of gears is larger. Specifically, the first speed change mechanism 11 includes a first clutch C1, a planetary gear device 12, a first input shaft 13, a third speed gear 14, and a fifth speed gear 15 arranged coaxially with the crankshaft 3a of the engine 3. , And a 7-speed gear 16.

  The first clutch C1 is a wet multi-plate clutch, and is engaged / released under the control of the ECU 2. In the engaged state, the first clutch C1 connects between the crankshaft 3a and one end of the first input shaft 13, while in the released state. , Between the both 3a, 13 is cut off. The planetary gear device 12 is of a single pinion type, and is a sun gear 12a, a ring gear 12b, three pinion gears 12c (only two are shown) meshing with both gears 12a and 12b, and a rotation that rotatably supports the pinion gear 12c. And a free carrier 12d. The sun gear 12 a is integrally attached to the other end portion of the first input shaft 13. Further, the rotor 4b of the front motor 4 described above is integrally attached to the other end portion of the first input shaft 13, and the first input shaft 13, the sun gear 12a, and the rotor 4b are rotatable together.

  The ring gear 12b is provided with a brake BR. This brake BR is an electromagnetic type, and is turned ON / OFF by the ECU 2, brakes the ring gear 12b when the brake is in the ON state, and allows the ring gear 12b to rotate when the brake is in the OFF state. The braking force of the brake BR is controlled by the ECU 2. The carrier 12d is integrally attached to the hollow rotary shaft 17. The third speed gear 14 is integrally attached to the rotary shaft 17 and is rotatable integrally with the rotary shaft 17 and the carrier 12d. The fifth speed gear 15 and the seventh speed gear 16 are rotatably provided on the first input shaft 13.

  The first input shaft 13 is provided with a first sync clutch SC1 and a second sync clutch SC2. The first sync clutch SC1 includes a sleeve S1a, a shift fork, and an actuator (all not shown). The first sync clutch SC1 selectively connects the third speed gear 14 or the seventh speed gear 16 to the first input shaft 13 by moving the sleeve S1a in the axial direction of the first input shaft 13 under the control of the ECU 2. To do. The second synchro clutch SC2 is configured in the same manner as the first synchro clutch SC1, and the fifth speed gear 15 is input to the first input by moving the sleeve S2a in the axial direction of the first input shaft 13 under the control of the ECU 2. Connected to the shaft 13.

  The third gear 14, the fifth gear 15, and the seventh gear 16 are engaged with a first passive gear 18, a second passive gear 19, and a third passive gear 20, respectively. The gears 18 to 20 are integrally attached to an output shaft 21 disposed in parallel with the first input shaft 13. The output shaft 21 is connected to the left and right front wheels WFL and WFR via a gear 21a, a final gear FG, and left and right front drive shafts SFL and SFR (FIG. 2 shows the right front drive shaft SFR and the right front wheel WFR for convenience. Only shown).

  In the first speed change mechanism 11 configured as described above, the first gear stage and the third gear stage are constituted by the planetary gear device 12, the third speed gear 14, and the first passive gear 18, and the fifth speed gear 15 and the second passive gear. 19 is a fifth gear, and the seventh gear 16 and the third passive gear 20 are a seventh gear. The power input to the first input shaft 13 is shifted by one of these first, third, fifth and seventh speeds, and the output shaft 21, gear 21a, final gear FG. , And the left and right front drive shafts SFL, SFR are transmitted to the front wheels WFL, WFR.

  The second speed change mechanism 31 described above shifts the input power by one of the second speed, the fourth speed and the sixth speed and transmits it to the front wheels WFL and WFR. The speed ratio of the first to sixth gears is set to a higher speed as the number of gears is larger. Specifically, the second speed change mechanism 31 includes a second clutch C2, a second input shaft 32, a second input intermediate shaft 33, a second speed gear 34, a fourth speed gear 35, and a sixth speed gear 36. The second clutch C2 and the second input shaft 32 are arranged coaxially with the crankshaft 3a.

  Similar to the first clutch C1, the second clutch C2 is a wet multi-plate clutch, and is engaged and released under the control of the ECU 2. In the engaged state, the second clutch C2 is provided between the crankshaft 3a and one end of the second input shaft 32. On the other hand, in the released state, the connection between the two 3a and 32 is interrupted. The second input shaft 32 is formed in a hollow shape, and a gear 32a is integrally attached to the other end. The second input intermediate shaft 33 is disposed in parallel with the second input shaft 32 and the output shaft 21 described above. A gear 33a is integrally attached to the second input intermediate shaft 33, and an idler gear 37 is engaged with the gear 33a. The idler gear 37 meshes with the gear 32a of the second input shaft 32. In FIG. 2, the idler gear 37 is depicted at a position away from the gear 32 a for convenience of illustration. The second input intermediate shaft 33 is connected to the second input shaft 32 through the gear 33a, the idler gear 37, and the gear 32a.

  The second speed gear 34, the fourth speed gear 35, and the sixth speed gear 36 are rotatably provided on the second input intermediate shaft 33. The first passive gear 18, the second passive gear 19, and the third passive gear 20 described above. Are engaged with each other. Further, the second input intermediate shaft 33 is provided with a third synchro clutch SC3 and a fourth synchro clutch SC4. Both synchro clutches SC3 and SC4 are configured in the same manner as the first synchro clutch SC1. The third sync clutch SC3 selects the second speed gear 34 or the sixth speed gear 36 as the second input intermediate shaft 33 by moving the sleeve S3a in the axial direction of the second input intermediate shaft 33 under the control of the ECU 2. Are connected. The fourth sync clutch SC4 connects the fourth speed gear 35 to the second input intermediate shaft 33 by moving the sleeve S4a in the axial direction of the second input intermediate shaft 33 under the control of the ECU 2.

  In the second speed change mechanism 31 configured as described above, the second speed gear 34 and the first passive gear 18 constitute a second speed gear stage, and the fourth speed gear 35 and the second passive gear 19 constitute the fourth speed gear stage. The sixth gear 36 and the third passive gear 20 constitute a sixth gear. The power input to the second input shaft 32 is transmitted to the second input intermediate shaft 33 via the gear 32a, the idler gear 37 and the gear 33a, and the power transmitted to the second input intermediate shaft 33 is The speed is changed by one of the second, fourth and sixth speed stages, and the left and right front wheels WFL, WFR are passed through the output shaft 21, the gear 21a, the final gear FG, and the left and right front drive shafts SFL, SFR. Is transmitted to.

  Further, the dual clutch transmission has a reverse mechanism RA for converting the rotational direction of the power of the engine 3 to the reverse direction and transmitting it to the front wheels WFL, WFR in order to move the hybrid vehicle V backward. The description of the reverse mechanism RA is omitted.

  As shown in FIG. 3, the rear wheel drive device DRS includes a first rear motor 41, a first planetary gear device 51, a second rear motor 61, and a second planetary gear device 71. The first rear motor 41, the first planetary gear device 51, the second planetary gear device 71, and the second rear motor 61 are arranged in this order from the left side between the left and right rear wheels WRL, WRR. The rear drive shafts SRL and SRR are provided coaxially. The left and right rear drive shafts SRL, SRR are rotatably supported by bearings (not shown), and one end portions thereof are coupled to the left and right rear wheels WRL, WRR, respectively.

  Similar to the front motor 4, the first rear motor 41 is a brushless DC motor configured as a so-called motor generator, and includes a stator 42 and a rotatable rotor 43. The stator 42 is attached to a casing ca fixed to the hybrid vehicle V, and is electrically connected to the stator 4a of the front motor 4 and the battery 92 via the PDU 91 described above. The rotor 43 is integrally attached to the hollow rotating shaft 44. The rotation shaft 44 is relatively rotatably disposed outside the left rear drive shaft SRL and is rotatably supported by a bearing (not shown).

  In the first rear motor 41, when the electric power from the battery 92 or the electric power generated by the front motor 4 is supplied to the stator 42 via the PDU 91 by the control of the PDU 91 by the ECU 2, the electric power is converted into power accordingly. Then, the rotor 43 rotates (power running). In this case, the power of the rotor 43 is controlled by controlling the power supplied to the stator 42. Further, when the rotor 43 is rotated by the input of power while the power supply to the stator 42 is stopped, the power input to the rotor 43 is converted into electric power by the control of the PDU 91 by the ECU 2 to generate power. At the same time, the battery 92 is charged with the generated power.

  The first planetary gear device 51 is for decelerating the power of the first rear motor 41 and transmitting it to the left rear wheel WRL. The first sun gear 52, the first ring gear 53, the double pinion gear 54, and the first carrier 55 are used. have. The first sun gear 52 is integrally attached to the rotary shaft 44 described above, and is rotatable integrally with the rotor 43 of the first rear motor 41. The first ring gear 53 has a larger number of teeth than the first sun gear 52 and is integrally attached to the hollow rotating shaft 81. The rotating shaft 81 is rotatably supported by a bearing (not shown). The double pinion gear 54 integrally includes a first pinion gear 54a and a second pinion gear 54b, and the number thereof is three (only two are shown). The double pinion gear 54 is rotatably supported by the first carrier 55, and the first pinion gear 54 a meshes with the first sun gear 52 and the second pinion gear 54 b meshes with the first ring gear 53. The first carrier 55 is integrally attached to the other end portion of the left rear drive shaft SRL, and is rotatable integrally with the left rear drive shaft SRL.

  Since the second rear motor 61 and the second planetary gear device 71 are configured in the same manner as the first rear motor 41 and the first planetary gear device 51, the configuration will be briefly described below. The second rear motor 61 and the second planetary gear device 71 are provided symmetrically with the first rear motor 41 and the first planetary gear device 51 with a one-way clutch 83 described later as a center. The stator 62 of the second rear motor 61 is attached to the casing ca and is electrically connected to the stator 4 a of the front motor 4, the battery 92, and the stator 42 of the first rear motor 41 via the PDU 91. Further, the rotor 63 of the second rear motor 61 is integrally attached to the hollow rotating shaft 64. The rotation shaft 64 is relatively rotatably disposed outside the right rear drive shaft SRR and is rotatably supported by a bearing (not shown).

  In the second rear motor 61, when the electric power of the battery 92 or the electric power generated by the front motor 4 is supplied to the stator 62 through the PDU 91 by the control of the PDU 91 by the ECU 2, the electric power is converted into power accordingly. The rotor 63 rotates (power running). In this case, the power of the rotor 63 is controlled by controlling the power supplied to the stator 62. Further, when the power supply to the stator 62 is stopped and the rotor 63 is rotated by power input, the power input to the rotor 63 is converted into power by the control of the PDU 91 by the ECU 2 to generate power. At the same time, the battery 92 is charged with the generated power.

  The second planetary gear device 71 is for decelerating the power of the second rear motor 61 and transmitting it to the right rear wheel WRR. The second sun gear 72, the second ring gear 73, the double pinion gear 74, and the second carrier 75 are used. have. The number of teeth of second sun gear 72, second ring gear 73, and double pinion gear 74 is set to be the same as the number of teeth of first sun gear 52, first ring gear 53, and double pinion gear 54, respectively.

  The second sun gear 72 is integrally attached to the rotary shaft 64 described above, and is rotatable integrally with the rotor 63 of the second rear motor 61. The second ring gear 73 has a larger number of teeth than the second sun gear 72 and is integrally attached to the hollow rotating shaft 82. The rotating shaft 82 is rotatably supported by a bearing (not shown), and opposes the rotating shaft 81 in the axial direction with a slight gap. The double pinion gear 74 is rotatably supported by the second carrier 75, and the first pinion gear 74 a meshes with the second sun gear 72 and the second pinion gear 74 b meshes with the second ring gear 73. The second carrier 75 is integrally attached to the other end portion of the right rear drive shaft SRR, and is rotatable integrally with the right rear drive shaft SRR.

  The rear wheel drive device DRS further includes a one-way clutch 83 and a hydraulic brake 84. The one-way clutch 83 has an inner race 83a and an outer race 83b, and is disposed between the first and second planetary gear devices 51 and 71. In FIG. 3, for convenience of illustration, the inner race 83a is drawn on the outside, and the outer race 83b is drawn on the inside. The inner race 83a is engaged with the rotary shafts 81 and 82 described above, whereby the inner race 83a, the rotary shafts 81 and 82, and the first and second ring gears 53 and 73 are rotatable together. The outer race 83b is attached to the casing ca. The one-way clutch 83 connects the rotating shafts 81 and 82 to the casing ca when the power to be reversed is transmitted to the rotating shafts 81 and 82, thereby connecting the rotating shafts 81 and 82, the first and second ring gears 53 and 73. When power for forward rotation is transmitted to the rotary shafts 81 and 82 while preventing reverse rotation, the rotary shafts 81 and 82, the first and second ring gears are blocked by blocking between the rotary shafts 81 and 82 and the casing ca. 53, 73 normal rotation is allowed.

  The hydraulic brake 84 is composed of a multi-plate clutch, is attached to the casing ca and the rotating shafts 81 and 82, and is disposed on the outer periphery of the first and second planetary gear devices 51 and 71. The hydraulic brake 84 is controlled by the ECU 2 to select a braking operation for braking the first and second ring gears 53 and 73 and a rotation allowing operation for allowing the first and second ring gears 53 and 73 to rotate. Run it. The braking force of the hydraulic brake 84 is controlled by the ECU 2.

  The hybrid vehicle V is equipped with an auxiliary machine 93 including a compressor of an air conditioner and the like, and a 12V battery (not shown). The auxiliary machine 93 is connected via a PDU 91, and the 12V battery is a DC / DC converter (see FIG. (Not shown) and electrically connected to the stator 4a of the front motor 4 and the battery 92. The auxiliary machine 93 is supplied with electric power generated by the front motor 4 and electric power of the battery 92, and electric power supplied to the auxiliary machine 93 is controlled by the ECU 2 via the PDU 91.

  Further, as shown in FIG. 4, the CRK signal is input to the ECU 2 from the crank angle sensor 101. This CRK signal is a pulse signal output at every predetermined crank angle as the crankshaft 3a of the engine 3 rotates. The ECU 2 calculates the engine speed (hereinafter referred to as “engine speed”) NE of the engine 3 based on the CRK signal. Further, the ECU 2 receives a detection signal indicating the rotation speed (hereinafter referred to as “front motor rotation speed”) NFM of the front motor 4 from the motor rotation speed sensor 102 and the current input / output from / to the battery 92 from the current / voltage sensor 103. A detection signal representing a voltage value is input. The ECU 2 calculates the state of charge SOC of the battery 92 based on this detection signal.

  Further, the ECU 2 receives from the wheel speed sensor 105 a detection signal indicating the accelerator opening AP, which is the depression amount of the accelerator pedal (not shown) of the hybrid vehicle V, from the accelerator opening sensor 104, and the rotation of the front wheels WFL, WFR. Detection signals representing the number (hereinafter referred to as “front wheel rotational speed”) NWF and the rotational speed of the rear wheels WRL and WRR (hereinafter referred to as “rear wheel rotational speed”) NWR are input. The ECU 2 calculates the vehicle speed VP of the hybrid vehicle V based on the detected front wheel speed NWF and rear wheel speed NWR. Further, the ECU 2 receives from the gradient sensor 106 a detection signal indicating the inclination angle of the road surface on which the hybrid vehicle V is traveling.

  The ECU 2 is configured by a microcomputer including an I / O interface, a CPU, a RAM, a ROM, and the like, and in accordance with a detection program from the various sensors 101 to 106 described above, the hybrid vehicle according to a control program stored in the ROM. Control the operation of V.

  The operation modes of the front wheel drive device DFS configured as described above include an ENG travel mode in which only the engine 3 is used as a power source of the hybrid vehicle V, an EV travel mode in which only the front motor 4 is used as a power source, and the engine 3 as a front motor. 4, an assist travel mode in which the vehicle 3 is assisted, a charge travel mode in which the battery 92 is charged by the front motor 4 using a part of the power of the engine 3, and a battery that is driven by the front motor 4 using travel energy during deceleration travel of the vehicle V. A deceleration regeneration mode for charging 92 is included. The operation of the front wheel drive device DFS in each operation mode is controlled by the ECU 2. Further, since the operation of the front wheel drive device DFS is disclosed in Japanese Patent No. 53629272, only the ENG travel mode will be briefly described below as a representative of these operations.

[ENG travel mode]
In the ENG travel mode, the power of the engine 3 (hereinafter referred to as “engine power”) is controlled by controlling the fuel injection amount, fuel injection timing, and ignition timing of the engine 3. Further, the engine power is shifted by the first or second transmission mechanism 11, 31 and transmitted to the left and right front wheels WFL, WFR. Note that, during the ENG traveling mode, the front motor 4 using a part of the engine power is not generated.

  First, the operation in the case where the first transmission mechanism 11 changes the engine power at one of the first gear, the third gear, the fifth gear, and the seventh gear will be described in order. In this case, by controlling the first clutch C1 to the engaged state at any of the above-described shift stages, the first input shaft 13 and the crankshaft 3a are connected and the second clutch C2 is controlled to the released state. By doing so, the gap between the crankshaft 3a and the second input shaft 32 is shut off.

  In the case of the first speed stage, the ring gear 12b is held unrotatable by controlling the brake BR to be in the ON state, and the third speed gear for the first input shaft 13 by the first and second sync clutches SC1 and SC2. 14. The connection of the fifth gear 15 and the seventh gear 16 is released.

  As described above, the engine power is transmitted to the output shaft 21 via the first clutch C1, the first input shaft 13, the sun gear 12a, the pinion gear 12c, the carrier 12d, the rotary shaft 17, the third speed gear 14, and the first passive gear 18. Further, it is transmitted to the left and right front wheels WFL and WFR via the gear 21a, the final gear FG and the left and right front drive shafts SFL and SFR. At this time, the engine power is decelerated at a gear ratio according to the gear ratio between the sun gear 12a and the ring gear 12b and the gear ratio between the third gear 14 and the first passive gear 18, and then is output to the output shaft 21. Communicated. As a result, the engine power is shifted at the first gear ratio determined according to the two gear ratios and transmitted to the left and right front wheels WFL and WFR.

  In the case of the third speed, the rotation of the ring gear 12b is allowed by controlling the brake BR to the OFF state, and only the third speed gear 14 is controlled by the control of the first and second sync clutches SC1 and SC2. Connected to the input shaft 13.

  As described above, the engine power is transmitted from the first input shaft 13 to the output shaft 21 via the third speed gear 14 and the first passive gear 18. In this case, since the third speed gear 14 is connected to the first input shaft 13 as described above, the sun gear 12a, the carrier 12d, and the ring gear 12b rotate integrally. Therefore, in the case of the third speed stage, unlike the case of the first speed stage, the engine power is not reduced by the planetary gear unit 12 and the gear ratio between the third speed gear 14 and the first passive gear 18 is increased. The speed is changed at a gear ratio of the third speed determined accordingly and transmitted to the left and right front wheels WFL, WFR. The operation in the case of the fifth speed and the seventh speed is basically the same as the operation in the case of the third speed, and therefore detailed description thereof is omitted.

  Next, the operation when the engine power is shifted by one of the second speed, the fourth speed, and the sixth speed by the second speed change mechanism 31 will be briefly described. In this case, by controlling the first clutch C1 to the disengaged state at any of these shift speeds, the crankshaft 3a and the first input shaft 13 are disconnected and the second clutch C2 is controlled to the engaged state. By doing so, the second input shaft 32 and the crankshaft 3a are connected.

  In the case of the second speed, only the second speed gear 34 is connected to the second input intermediate shaft 33 by the control of the third and fourth sync clutches SC3 and SC4. Thereby, the engine power is output to the output shaft via the second clutch C2, the second input shaft 32, the gear 32a, the idler gear 37, the gear 33a, the second input intermediate shaft 33, the second speed gear 34, and the first passive gear 18. 21 and further transmitted to the left and right front wheels WFL and WFR via the gear 21a, the final gear FG and the left and right front drive shafts SFL and SFR. At that time, the engine power is shifted at a gear ratio of the second speed determined according to the gear ratio between the second gear 34 and the first passive gear 18 and transmitted to the left and right front wheels WFL, WFR. The operation in the case of the 4th speed stage and the 6th speed stage is basically the same as the operation in the case of the 2nd speed stage, and therefore detailed description thereof is omitted.

  Further, the operation mode of the rear wheel drive device DRS includes a drive mode, a regeneration mode, a left and right wheel torque difference mode, and the like. The operation of the rear wheel drive device DRS in each operation mode is controlled by the ECU 2. Hereinafter, these operation modes will be described in order.

[Drive mode]
This drive mode is an operation mode in which the left and right rear wheels WRL, WRR are driven by the power of the first and second rear motors 41, 61. In the drive mode, the first and second rear motors 41 and 61 perform power running and control the electric power supplied to both 41 and 61. Further, when the left and right rear wheels WRL, WRR are rotated forward, the rotors 43, 63 of the first and second rear motors 41, 61 are rotated forward, and the first and second ring gears 53, 73 are driven by the hydraulic brake 84. Brake. FIG. 5 shows an example of the rotational speed relationship and the torque balance relationship between the various types of rotating elements when the left and right rear wheels WRL, WRR are rotated forward during the drive mode.

  As is apparent from the connection relationship between the various rotary elements described above, the rotation speed of the first sun gear 52 is equal to the rotation speed of the first rear motor 41 (rotor 43), and the rotation speed of the first carrier 55 is The rotational speed of the rear wheel WRL and the rotational speed of the first ring gear 53 are equal to the rotational speed of the second ring gear 73, respectively. The rotation speed of the second sun gear 72 is equal to the rotation speed of the second rear motor 61 (rotor 63), and the rotation speed of the second carrier 75 is equal to the rotation speed of the right rear wheel WRR. As is well known, the rotational speed of the first sun gear 52, the rotational speed of the first carrier 55, and the rotational speed of the first ring gear 53 are in a collinear relationship that is located on the same straight line in the collinear diagram. The first sun gear 52 and the first ring gear 53 are located on both outer sides of the first carrier 55. This also applies to the second sun gear 72, the second carrier 75, and the second ring gear 73.

  From the above, the relationship between the rotational speeds of the various rotating elements is expressed as shown in the alignment chart shown in FIG. In the same figure and other collinear charts described later, the distance from the horizontal line indicating value 0 to the white circle on the vertical line corresponds to the number of rotations of each rotating element. In FIG. 5, TM1 is an output torque of the first rear motor 41 generated in accordance with the power running (hereinafter referred to as “first rear motor power running torque”), and TM2 is an output torque of the second rear motor 61 generated in accordance with the power running. Output torque (hereinafter referred to as “second rear motor power running torque”). RRL is the reaction torque of the left rear wheel, RRR is the reaction torque of the right rear wheel WRR, and ROW is the reaction torque of the one-way clutch 83.

  As described above, the one-way clutch 83 is configured to prevent reverse rotation of the first and second ring gears 53 and 73. Further, as apparent from FIG. 5, the first rear motor power running torque TM1 acts to cause the first sun gear 52 to rotate in the forward direction and to actuate the first ring gear 53 in the reverse direction. As described above, the first rear motor power running torque TM1 uses the reaction torque ROW of the one-way clutch 83 acting on the first ring gear 53 as a reaction force, and is applied to the left rear wheel WRL via the first carrier 55 and the left rear drive shaft SRL. As a result, the left rear wheel WRL is driven. Similarly, the second rear motor power running torque TM2 uses the reaction force torque ROW of the one-way clutch 83 acting on the second ring gear 73 as a reaction force, and is applied to the right rear wheel WRR via the second carrier 75 and the right rear drive shaft SRR. Communicated. As a result, the right rear wheel WRR is driven.

[Regeneration mode]
In this regenerative mode, the first and second rear motors 41 and 61 generate electric power (regeneration) using the travel energy of the hybrid vehicle V while the hybrid vehicle V is traveling at a reduced speed, and the battery 92 is charged with the regenerated power. This is an operation mode. In the regeneration mode, the electric power regenerated by the first and second rear motors 41 and 61 is controlled, and the first and second ring gears 53 and 73 are braked by the hydraulic brake 84. FIG. 6 shows a rotational speed relationship and a torque balance relationship between various types of rotary elements in the regeneration mode. In the figure, BM1 is an output (braking) torque of the first rear motor 41 (hereinafter referred to as “first rear motor regeneration torque”) generated along with regeneration, and BM2 is a second rear motor 61 generated along with regeneration. Output (braking) torque (hereinafter referred to as “second rear motor regenerative torque”). TRL is the inertia torque of the left drive wheel WRL, TRR is the inertia torque of the right drive wheel WRR, and RBR is the reaction torque of the hydraulic brake 84 as described above.

  As is apparent from FIG. 6, the first and second rear motor regenerative torques BM1 and BM2 transmitted to the first and second sun gears 52 and 72, respectively, are obtained using the reaction force torque RBR of the hydraulic brake 84 as a reaction force. And the second carriers 55 and 75, respectively, and further transmitted to the left and right rear wheels WRL and WRR via the left and right rear drive shafts SRL and SRR. As a result, the left and right rear wheels WRL, WRR are braked.

[Right and left wheel torque difference mode]
This left and right wheel torque difference mode is an operation mode that causes a torque difference between the left and right rear wheels WRL and WRR when the hybrid vehicle V turns. In the left and right wheel torque difference mode, the first and second rear motors 41 and 61 perform power running on one side and regenerate on the other side, and control the electric power supplied to one side and the electric power regenerated on the other side. The first and second ring gears 53 and 73 are braked. FIG. 7 shows the rotational speed relationship and the torque balance relationship between the various types of rotating elements when the first rear motor 41 performs power running and the second rear motor 61 performs regeneration. The various parameters in the figure are as described with reference to FIGS.

  As is clear from FIG. 7 and the above description, the first rear motor power running torque TM1 is transmitted to the left rear wheel WRL via the first planetary gear unit 51, whereby the left rear wheel WRL is driven. At the same time, the second rear motor regeneration torque BM2 is transmitted to the right rear wheel WRR via the second planetary gear device 71, whereby the right rear wheel WRR is braked. As a result, reverse torque is generated between the left and right rear wheels WRL and WRR, and a clockwise yaw moment is generated in the hybrid vehicle V.

  Contrary to the above, when the first rear motor 41 performs regeneration and the second rear motor 61 performs power running, a counterclockwise yaw moment is generated in the hybrid vehicle V.

  Further, the all-wheel drive mode is set as the operation mode of the entire front wheel drive device DFS and rear wheel drive device DRS. This all-wheel drive mode is an operation mode for driving all the wheels WFL, WFR, WRL, and WRR of the hybrid vehicle V. The operation of the front wheel drive device DFS and the rear wheel drive device DRS in the all-wheel drive mode is controlled by the ECU 2.

  The operation in the all-wheel drive mode is executed when the hybrid vehicle V is slipping, accelerating, or traveling uphill. Whether or not the vehicle is slipping is determined based on the difference between the detected front wheel rotational speed NWF and the rear wheel rotational speed NWR. Further, whether or not the vehicle is accelerating is determined based on the detected accelerator opening AP. Further, whether or not the vehicle is traveling on an uphill is determined based on the detected inclination angle of the road surface. In the all-wheel drive mode, basically, a part of the engine power is used to generate power by the front motor 4, and the generated power is supplied to the auxiliary machine 93 and the first and second rear motors 41 and 61. Supplied.

  As a result, part of the engine power is temporarily converted into electric power by the front motor 4, supplied to the first and second rear motors 41 and 61 via the PDU 91, and converted into power by both the motors 41 and 61. In this state, it is transmitted to the rear wheels WRL and WRR. Thus, transmission of power from the engine 3 to the rear wheels WRL and WRR is performed by a so-called electric path in which the power is once converted into electric power and then transmitted back to the power. Further, the remainder of the engine power is transmitted to the front wheels WFL, WFR in a shifted state via the first or second transmission mechanism 11, 31 described above. Hereinafter, the first and second rear motors 41 and 61 are collectively referred to as “rear motors 41 and 61” as appropriate.

  During the all-wheel drive mode, the engine 3, the front motor 4 and the rear motors 41 and 61 are configured so that the driving force transmitted to the entire front wheels WFL and WFR and the rear wheels WRL and WRR becomes the all-wheel required driving force PAWREQ described later. , Coordinated control. More specifically, during all-wheel drive mode, engine power is controlled as follows. That is, first, it is required to drive the entire front wheels WFL, WFR and rear wheels WRL, WRR by searching a predetermined map (not shown) according to the calculated vehicle speed VP and accelerator opening AP. The all-wheel required driving force PAWREQ is calculated. Next, the calculated rear wheel required driving force for driving the rear wheels WRL and WRR is obtained by multiplying the calculated all-wheel required driving force PAWREQ by a predetermined rear wheel distribution ratio smaller than 1.0. PRWREQ is calculated. Next, a rear motor target power ERMOBJ, which is a target value of the power supplied to the rear motors 41 and 61, is calculated by searching a predetermined map (not shown) based on the calculated rear wheel required driving force PRWREQ. . Accordingly, the rear motor target power ERMOBJ is calculated so that the driving force transmitted from the rear motors 41 and 61 to the rear wheels WRL and WRR becomes the rear wheel required driving force PRWREQ.

  Next, as described later, the auxiliary machine required power EAC that is the power supplied to the auxiliary machine 93 is calculated, and the electric path loss power EEP is calculated. Next, the sum of the calculated rear motor target power ERMOBJ, auxiliary machine required power EAC, and electric path loss power EEP is calculated as front motor required power EFMREQ. Next, the front motor required driving force PFMREQ is calculated by searching a predetermined map (not shown) based on the calculated front motor required power EFMREQ. Thereby, the front motor required driving force PFMREQ is calculated to a value obtained by converting the front motor required power EFMREQ into power.

  Next, the front wheel required driving force PFWREQ required for driving the front wheels WFL and WFR is calculated by multiplying the all wheel required driving force PAWREQ by a predetermined front wheel distribution ratio. The front wheel distribution ratio is set to a value obtained by subtracting the rear wheel distribution ratio from the value 1.0. As described above, the sum of the front wheel required driving force PFWREQ and the rear wheel required driving force PRWREQ becomes equal to the all wheel required driving force PAWREQ. Next, a sum of the calculated front motor required driving force PFMREQ and front wheel required driving force PFWREQ is calculated as an engine required driving force PENREQ that is a driving force required for the engine 3. Next, the engine power is controlled to become the engine required driving force PENREQ by controlling the intake air amount and the fuel injection amount of the engine 3 based on the calculated engine required driving force PENREQ.

  The auxiliary machine required power EAC and the electric path loss power EEP are calculated as follows. That is, the electric power supplied to the auxiliary machine 93 during the all-wheel drive mode is electric power generated by the front motor 4 using a part of the engine power as described above. Auxiliary equipment required power EAC is power supplied to auxiliary equipment 93 and is calculated based on the ON / OFF state of auxiliary equipment 93 detected by a sensor (not shown). Further, in the electric path described above, power transmission is once converted into electric power and then returned to the power. Therefore, a loss (power generation efficiency) when the front motor 4 converts the power into electric power, A loss (power transmission efficiency) when the converted power is supplied to the rear motors 41 and 61 via the PDU 91 and a loss (power running efficiency) when the power supplied to the rear motors 41 and 61 is converted into power ,Occur. The electric path loss power EEP is a value obtained by converting these losses into electric power, and is calculated by searching a predetermined map (not shown) according to the rear motor target power ERMOBJ.

  In the all-wheel drive mode, when the calculated state of charge SOC of the battery 92 is smaller than a predetermined value, the battery 92 is charged with a part of the electric power generated by the front motor 4 using a part of the engine power. In addition, the power for this charge is further added to the front motor required power EFMREQ. Further, during the all-wheel drive mode, when the hybrid vehicle V is accelerating or traveling uphill, and the all-wheel required driving force PAWREQ is relatively large, in addition to the electric power generated by the front motor 4 to the rear motors 41 and 61, By supplying power from the battery 92, the engine 3 is assisted by the rear motors 41 and 61. In this case, the electric power supplied from the battery 92 to the rear motors 41 and 61 is subtracted from the front motor required power EFMREQ. Further, during the all-wheel drive mode, when the all-wheel required driving force PAWREQ is very large, the front motor 4 does not generate electricity, but all the engine power is transmitted to the front wheels WFL and WFR, and only the power of the battery 92 is supplied. By supplying to the rear motors 41 and 61, the engine 3 is assisted by the rear motors 41 and 61.

  Next, an input / output power limiting process for limiting input / output power input / output from the battery 92 (hereinafter referred to as “battery input / output power”) will be described with reference to FIG. 8. This process is repeatedly executed by the ECU 2 at a predetermined control cycle (for example, 10 msec). First, in step 1 of FIG. 8 (illustrated as “S1”, the same applies hereinafter), the first upper limit power ELMT1 is calculated by searching a predetermined map (not shown) according to the state of charge SOC. The first upper limit power ELMT1 is an upper limit value of the battery input / output power that can be input / output from the battery 92 while avoiding the deterioration of the battery 92. In the above map, the battery 92 is used as the first upper limit power ELMT1. A first upper limit power for input (charging) of power and a first upper limit power for output are set. Further, in this map, as the state of charge SOC is larger, the first upper limit power for power input is set to a smaller value, and the first upper limit power for power output is set to a larger value. Is set.

  Next, it is determined whether or not the rotation speed reference control flag F_NMFCO is “1” (step 2). This rotation speed reference control flag F_NMFCO indicates by “1” that the rotation speed reference control of the front motor 4 described later is being executed. As the control of the front motor 4, this rotation speed reference control and a power reference control described later are selectively executed. When the answer to step 2 is NO (F_NMFCO = 0) and the rotation speed reference control of the front motor 4 is not being executed, that is, when the power reference control of the front motor 4 is being executed, the front motor 4 is controlled. The FM control battery upper limit power FECOLMT, which is the upper limit value of the battery input / output power to be used, is set to the first upper limit power ELMT1 calculated in step 1 (step 3). Next, the RM control battery upper limit power RECOLMT, which is the upper limit value of the battery input / output power used for the control of the rear motors 41 and 61, is set to the first upper limit power ELMT1 (step 4), and this process ends.

  On the other hand, if the answer to step 2 is YES and the rotation speed reference control of the front motor 4 is being executed, the second upper limit power is searched by searching a predetermined map (not shown) according to the state of charge SOC. ELMT2 is calculated (step 5). The second upper limit power ELMT2 is an upper limit value of battery input / output power that can be input / output from the battery 92 while avoiding deterioration of the battery 92 within a relatively short predetermined time. In the above map, As the second upper limit power ELMT2, a second upper limit power for power input to the battery 92 and a second upper limit power for output are set. In this map, as the state of charge SOC is larger, the second upper limit power for power input is set to a larger value, and the second upper limit power for power output is set to a smaller value. The second upper limit power ELMT2 is set to a value larger than the first upper limit power ELMT1 as a whole.

  Next, the FM control battery upper limit power FECOLLMT is set to the second upper limit power ELMT2 calculated in step 5 (step 6), and the RM control battery upper limit power RECOLMT is set to the first upper limit power ELMT1 (step 6). Step 7), the process ends.

  As described above, according to this process, both the FM control battery upper limit power FECOLMT and the RM control battery upper limit power RECOLMT are set to the first upper limit power ELMT1 during execution of the power reference control of the front motor 4. (Steps 3 and 4). Further, during the execution of the rotational speed reference control, the FM control battery upper limit power FECOLMT is set to a larger second upper limit power ELMT2 (step 6), and the RM control battery upper limit power RECOLMT is set to the first upper limit power. Electric power ELMT1 is set (step 7).

  Next, a process for controlling the front motor 4 will be described with reference to FIG. This process is repeatedly executed by the ECU 2 in the control cycle. First, in step 11 of FIG. 9, it is determined whether or not the above-described rotation speed reference control flag F_NMFCO is “1”. When this answer is NO (F_NMFCO = 0), that is, when the power reference control is being executed, based on the FM control battery upper limit power FEColMT set to the first upper limit power ELMT1 in step 3 of FIG. The power reference control of the front motor 4 is executed (step 12), and this process is terminated. In this electric power reference control, the electric power generated (generated) or consumed (powered) by the front motor 4 becomes the target value of the front motor target electric power EFMOBJ, and the battery input / output electric power is the FM control battery upper limit. The PDU 91 is controlled so as to be equal to or lower than the power FECOLMT. Hereinafter, a method for calculating the front motor target power EFMOBJ in various operation modes will be described.

  During the EV traveling mode that is the operation mode of the front wheel drive device DFS described above, the front motor target power EFMOBJ is calculated so that the power transmitted from the front motor 4 to the front wheels WFL and WFR becomes the front wheel required drive force PFWREQ. Is done. The front wheel required driving force PFWREQ is calculated by searching a predetermined map (not shown) according to the vehicle speed VP and the accelerator pedal opening AP. During the assist travel mode, the front motor target power EFMOBJ is calculated so as to compensate for the shortage of the engine power that is controlled to obtain the best fuel consumption with respect to the front wheel required driving force PFWREQ (power running). Further, during the charge travel mode, the front motor target power EFMOBJ is calculated so that the surplus of the engine power that is controlled to obtain the best fuel consumption with respect to the front wheel required driving force PFWREQ is consumed (power generation).

  Further, during the all-wheel drive mode, as described above, power is generated by the front motor 4 using a part of the engine power, and the generated power is supplied to the auxiliary machine 93 and the rear motors 41 and 61. At the same time, the remainder of the engine power is transmitted to the front wheels WFL and WFR. From the above, during the all-wheel drive mode, the front motor target power EFMOBJ is calculated as follows. That is, first, the front wheel required driving force PFWREQ is calculated as described above, and the front motor target driving force PFMOBJ is calculated by subtracting the calculated front wheel required driving force PFWREQ from the engine required driving force PENREQ. To do. Next, the front motor target power EFMOBJ is calculated by searching a predetermined map (not shown) based on the front motor target driving force PFMOBJ. Thereby, the front motor target power EFMOBJ is calculated to a value obtained by converting the front motor target driving force PFMOBJ into electric power.

  Further, in various operation modes such as the all-wheel drive mode, the front motor target power EFMOBJ is corrected (restricted) so that the battery input / output power becomes equal to or less than the FM control battery upper limit power FECOLMT. For example, during the EV travel mode, the front motor target power EFMOBJ is corrected as follows. That is, during the EV traveling mode, power is supplied (consumed) from the battery 92 to the front motor 4 and the auxiliary machine 93, so that the FM control battery upper limit power FECOLMT, the power XS supplied to the front motor 4, and The front motor target power EFMOBJ is corrected so that FECOLMT ≧ XS + L is established between the power L supplied to the auxiliary machine 93.

  In this correction, the uncorrected front motor target power EFMOBJ is used as the power XS supplied to the front motor 4 compared with the FM control battery upper limit power FECOLMT, and the power L supplied to the auxiliary machine 93 Auxiliary power requirement calculated by searching a predetermined map (not shown) based on the above-described auxiliary machinery required driving force PAC is used. The same applies to the correction of the front motor target power EFMOBJ during the all-wheel drive mode described later. As described above, the power output (supplied) from the battery 92 is limited to be equal to or less than the FM control battery upper limit power FECOLMT (= ELMT1).

  Further, for example, during the all-wheel drive mode, the front motor target power EFMOBJ is corrected (restricted) as follows. That is, in the all-wheel drive mode, when the power generated by the front motor 4 is supplied to the battery 92, the auxiliary machine 93, and the rear motors 41 and 61 as described above, the FM control battery upper limit power FECOLLMT, The front motor is such that FECOLMT ≧ XJ−L−Y is established between the electric power XJ generated by the motor 4, the electric power L supplied to the auxiliary machine 93, and the electric power Y supplied to the rear motors 41 and 61. The target power EFMOBJ is corrected. In this correction, a rear motor target power ERMOBJ, which will be described later, is used as the power Y supplied to the rear motors 41 and 61, which is compared with the FM control battery upper limit power FECOLLMT. As described above, the input power input (charged) to the battery 92 is limited to be equal to or lower than the FM control battery upper limit power FECOLMT (= ELMT1). In this case, since the input power to the battery 92 is limited, the rear motor target power ERMOBJ used as the power Y supplied to the rear motors 41 and 61 is corrected in the control of the rear motors 41 and 61 described later. (Not restricted).

  On the other hand, when the answer to step 11 is YES (F_NMFCO = 1) and the rotation speed reference control is being executed, the FM control battery upper limit power FECOLLMT set to the second upper limit power ELMT2 in step 6 of FIG. Based on this, the rotational speed reference control is executed (step 13), and this process is terminated. This rotational speed reference control is performed by braking the ring gear 12b by the brake BR, the first synchro clutch SC1, etc. during the change of the gear stage of the first transmission mechanism 11 in the all-wheel drive mode using the engine 3 as a power source. This is executed in order to smoothly connect the various gears by the various sync clutches. Further, the rotational speed reference control is started when a shift request is generated according to the operating state of the engine 3, and is thereafter ended when the gear connection corresponding to the shift destination gear is completed.

  Further, in the rotation speed reference control, the detected front motor rotation speed NFM is set to the target rotation speed, and the battery input / output power is set to be equal to or less than the FM control battery upper limit power FECOLLMT (= ELMT2). Electric power generated (regenerated) or consumed (powered) by the front motor 4 is controlled via the PDU 91. This target rotational speed is calculated so that the rotational speed of the gear corresponding to the shift speed of the shift destination is equal to the rotational speed of the connection target to which the gear is connected. For example, when shifting down to the first gear, the ring gear 12b is connected to the casing CA, so that the gear ratio between the sun gear 12a and the ring gear 12b is set so that the rotation speed of the ring gear 12b is zero. The target rotational speed is calculated according to the front wheel rotational speed NWF, the gear ratio of the gear stage before the shift, and the like. When shifting up to the third speed, the third speed gear 14 is connected to the first input shaft 13, so that the rotation speed of the third speed gear 14 is equal to the rotation speed of the first input shaft 13. Thus, the target rotational speed is calculated according to the front wheel rotational speed NWF, the gear ratio between the third speed gear 14 and the first passive gear 18, and the like.

  As described above, in order to increase the front motor rotation speed NFM at the time of gear shift down, the front motor 4 performs power running as the rotation speed reference control, and at the time of shift up, to reduce the front motor rotation speed NFM. The front motor 4 performs regeneration as the rotational speed reference control. When power generation as power reference control is performed by the front motor 4, in the subsequent rotation speed reference control, when power running is performed by the front motor 4 along with the shift down of the gear position, immediately before the start of the rotation speed reference control. When the power generation power of the front motor 4 is controlled to the value 0 (at the end of the power reference control), and then the rotation speed reference control is started, and the power generation power of the front motor 4 has completely reached the value 0. In addition, power supply from the battery 92 to the front motor 4 is started. Further, at the end of the rotational speed reference control, the power supplied from the battery 92 to the front motor 4 becomes the value 0, and thereafter, the power reference control is started and the power supplied to the front motor 4 is completely set to the value. When it becomes 0, power generation by the front motor 4 is resumed.

  In addition, for example, when the rotation speed reference control is being executed and the all-wheel drive mode is being performed, the front motor 4 is powered and the power is supplied from the battery 92 to the front motor 4. 41 and 61 are also supplied with power from the battery 92. In this case, the FM control battery upper limit power FECOLMT, the power XS supplied to the front motor 4, the power L supplied to the auxiliary machine 93, and the power Y supplied to the rear motors 41 and 61, FECOLMT The electric power XS supplied (consumed) to the front motor 4 is controlled (limited) so that ≧ XS + L + Y is satisfied. In this restriction, the electric power set based on the target rotational speed is used as the electric power XS supplied to the front motor 4 to be compared with the FM control battery upper limit electric power FECOLLMT. The electric power L supplied to the auxiliary machine 93 is as described above, and the uncorrected rear motor target electric power ERMOBJ described later is used as the electric power Y supplied to the rear motors 41 and 61.

  Further, when regeneration is performed by the front motor 4 as described above during execution of the rotational speed reference control and in the all-wheel drive mode, the regenerated electric power is supplied to the auxiliary machine 93 and the rear motors 41 and 61. Is done. In this case, since the regenerative power of the front motor 4 is controlled so that the front motor rotation speed NMF becomes the target rotation speed, the regenerated power is relatively small, so the battery 92 is hardly charged. Even if it is charged, its power is very small. For this reason, in this case, correction (limitation) based on the FM control battery upper limit power FECOLMT is not performed.

  Next, a process for controlling the rear motors 41 and 61 will be described with reference to FIG. This process is repeatedly executed by the ECU 2 in the control cycle. First, in step 21 of FIG. 10, as described above, the rear wheel required driving force PRWREQ is calculated by multiplying the all wheel required driving force PAWREQ by the rear wheel distribution ratio. Next, as described above, the rear motor target power ERMOBJ is calculated by map search based on the calculated rear wheel required driving force PRWREQ (step 22).

  Next, the calculated rear motor target power ERMOBJ is subjected to limit processing based on the RM control battery upper limit power RECOLMT set in step 4 or 7 in FIG. 8 as the first upper limit power ELMT1 (step 23). The process ends. The contents of the limit processing differ between the execution of the power reference control of the front motor 4 and the execution of the rotation speed reference control. Specifically, when the front motor 4 is executing power generation as power reference control and the rear motor 41 and 61 assists the engine 3 to supply power from the battery 92 to the rear motor 41 and 61. Includes: RECOLMT ≧ between RM control battery upper limit power RECOLMT, power XJ generated by front motor 4, power L supplied to auxiliary machine 93, and power Y supplied to rear motors 41, 61. The rear motor target power ERMOBJ is corrected (restricted) so that | XJ−L−Y | is satisfied.

  In this case, since the output power from the battery 92 is limited, the front motor target power EFMOBJ is not corrected (restricted) during execution of power generation as the power reference control of the front motor 4. As the power XJ to be used, the front motor target power EFMOBJ is used as it is. In the above correction, the rear motor target power ERMOBJ before correction is used as the power Y supplied to the rear motors 41 and 61, which is compared with the RM control battery upper limit power RECOLMT. The electric power L supplied to the auxiliary machine 93 is as described above in the control of the front motor 4.

  Further, during the execution of the rotational speed reference control, the RM control battery upper limit power RECOLMT and the auxiliary machine 93 are supplied regardless of the power generated (regenerated) by the front motor 4 and the consumed (powered) power. The rear motor target power ERMOBJ is corrected (restricted) so that RECOLMT ≧ L + Y is established between the electric power L and the electric power Y supplied to the rear motors 41 and 61.

  When the rear motor target power ERMOBJ is calculated as described above, the power supplied to the entire rear motors 41 and 61 is controlled to become the rear motor target power ERMOBJ via the PDU 91. Further, during the execution of power generation as the power reference control of the front motor 4, the output power from the battery 92 is changed to the RM control battery by correcting (restricting) the rear motor target power ERMOBJ based on the above-described RM control battery upper limit power RECOLMT. It is limited to be equal to or lower than the upper limit power RECOLMT (= ELMT1). Further, during the execution of the rotation speed reference control, the battery is corrected by the correction (limitation) of the rear motor target power ERMOBJ described above and the correction (limitation) of the power supplied to the front motor 4 based on the FM control battery upper limit power FECOLMT described above. The output power from 92 is limited to be equal to or lower than the FM control battery upper limit power FECOLMT (= ELMT2).

  In the above-described processing, when the rear motor target power ERMOBJ is not corrected based on the RM control battery upper limit power RECOLMT, the power of the rear motors 41 and 61 is controlled by the control of the power supplied to the rear motors 41 and 61 described above. Control is performed so that the required driving force PRWREQ is achieved.

  The correspondence between various elements in the present embodiment and various elements in the present invention is as follows. That is, the front motor 4 in the present embodiment corresponds to the first electric motor in the present invention, the rear motors 41 and 61 in the present embodiment correspond to the second electric motor in the present invention, and the battery 92 in the present embodiment includes This corresponds to the battery in the present invention. Further, the rear wheels WRL and WRR in the present embodiment correspond to the wheels in the present invention, and the ECU 2 and the PDU 91 in the present embodiment include the motor control means, the power control means, the first restriction means, and the second restriction in the present invention. Corresponds to means.

  As described above, according to the present embodiment, both the FM control battery upper limit power FECOLLMT and the RM control battery upper limit power RECOLMT are set to the first upper limit power ELMT1 during the execution of the power reference control of the front motor 4. (Steps 3 and 4 in FIG. 8). Further, during the execution of the power reference control, the front motor 4 is controlled based on the front motor target power EFMOBJ and controlled based on the FM control battery upper limit power FECOLLMT set to the first upper limit power ELMT1 (FIG. 9), the rear motors 41 and 61 are controlled based on the RM control battery upper limit power RECOLMT set to the first upper limit power ELMT1 (step 23 in FIG. 10). As described above, the battery input / output power is limited to the first upper limit power ELMT1 or less during the execution of the power reference control.

  During the execution of the rotational speed reference control of the front motor 4, the FM control battery upper limit power FECOLMT is set to a larger second upper limit power ELMT2 (step 6 in FIG. 8), and the RM control battery upper limit power RECOLMT is The first upper limit power ELMT1 is set (step 7). Further, during the execution of the rotation speed reference control, the front motor 4 is controlled so that the front motor rotation speed NFM becomes the target rotation speed, and the FM control battery upper limit power FECOLLMT set to the second upper limit power ELMT2 is set. The rear motors 41 and 61 are controlled based on the RM control battery upper limit power RECOLMT set to the first upper limit power ELMT1 (step 23 in FIG. 10). As described above, during the execution of the rotation speed reference control, the output power from the battery 92 is limited to the second upper limit power ELMT2 or less.

  As described above, the rotation speed reference control is executed while the gear position of the first transmission mechanism 11 is being changed, and therefore the execution period is very short. According to this embodiment, the output power of the battery 92 is limited using the larger second upper limit power ELMT2 only within the execution period of the rotation speed reference control, so that the deterioration of the battery 92 is prevented. Can be suppressed.

  When the power reference control is being executed and the output power from the battery 92 is limited to the first upper limit power ELMT1 or less, the front motor 4 is controlled based on the first upper limit power ELMT1 (step of FIG. 8). 3. Step 12 in FIG. Further, when the rotation speed reference control is being executed and the output power from the battery 92 is limited to the second upper limit power ELMT2 or less, the front motor 4 is controlled based on the second upper limit power ELMT2 (FIG. 8). Step 6, step 13 in FIG. As described above, power can be sufficiently supplied to the front motor 4 and the front motor 4 can be appropriately controlled. In particular, during the execution of the rotational speed reference control and in the all-wheel drive mode, power is supplied from the battery 92 to the auxiliary machine 93 and the rear motors 41 and 61 in addition to the front motor 4. Since the output power tends to be relatively large, the above-described effects can be obtained effectively.

  Further, when the power reference control is being executed and the output power of the battery 92 is limited to the first upper limit power ELMT1 or less, the rotation speed reference control is being executed and the output power from the battery 92 is The rear motors 41 and 61 are controlled based on the first limited power ELMT1 even when the power is limited to 2 upper limit power ELMT2 or less (steps 4 and 7 in FIG. 8, step 23 in FIG. 10). In addition, during the execution of the rotational speed reference control, the correction (limitation) of the rear motor target power ERMOBJ based on the above-described RM control battery upper limit power RECOLMT is generated (regenerated) and consumed (powered). Regardless of what is done. As described above, according to the present embodiment, the following effects can be obtained.

  In FIG. 11, the RM control battery upper limit power RECOLMT, the power L supplied to the auxiliary machine 93, the power XS supplied (consumed) to the front motor 4, and the battery 92 to be supplied to the rear motors 41 and 61. The relationship with the upper limit of possible power (hereinafter referred to as “rear motor supply upper limit power”) RELMT is shown at the end of power reference control, during execution of rotation speed reference control, and at the start of power reference control.

  As described above, at the end of the power reference control, the generated power of the front motor 4 is controlled to a value of 0, so that it is supplied to the RM control battery upper limit power RECOLMT and the auxiliary machine 93 as shown in FIG. RECOLMT (= ELMT1) = L + RELMT is established between the electric power L and the rear motor supply upper limit electric power RELMT. Further, during the execution of the rotational speed reference control, the rear motor target power ERMOBJ described above is corrected (restricted) independently of the power XS supplied to the front motor 4, as is apparent from the three parties RECOLMT, L And RELMT, RECOLMT (= ELMT1) = L + RELMT is established.

  Furthermore, as described above, since the input / output power of the front motor 4 is controlled to the value 0 at the start of the power reference control, also in this case, between the three parties RECOLMT, L and RELMT, RECOLMT (= ELMT1 ) = L + RELMT. As described above, as shown in FIG. 11, the rear motor supply upper limit power RELMT is kept in a constant state after the power reference control is finished and before the rotation speed reference control is executed and the power reference control is restarted. Transition to.

  FIG. 12 shows the relationship among the RM control battery upper limit power RECOLMT, the power L supplied to the auxiliary machine 93, the power XS supplied to the front motor 4, and the rear motor supply upper limit power RELMT. Show. Unlike the present embodiment, this comparative example sets the RM control battery upper limit power RECOLMT to the second upper limit power ELMT2 instead of the first upper limit power ELMT1 and the rear motor target power ERMOBJ during the execution of the rotational speed reference control. Is corrected (restricted) so that RECOLMT ≧ XS + L + Y is satisfied.

  In this comparative example, during the execution of the rotational speed reference control, the setting of the RM control battery upper limit power RECOLMT and the correction of the rear motor target power ERMOBJ are performed as described above. Therefore, as shown in FIG. RECOLMT (= ELMT2) = XS + L + RELMT is established among the battery upper limit power RECOLMT, the power XS supplied to the front motor 4, the power L supplied to the auxiliary machine 93, and the rear motor supply upper limit power RELMT. On the other hand, regarding the end and resumption of the power reference control, the relationship among the three parties RECOLMT, L, and RELMT is the same as that in the present embodiment.

  As described above, in the comparative example, as shown in FIG. 12, the rear motor supply upper limit power RELMT increases from the end of the power reference control to the start of the rotation speed reference control, and then the power from the end of the rotation speed reference control. The rear motor supply upper limit power RELMT decreases during the start of the reference control. As described above, the rear motor supply upper limit power RELMT increases or decreases during the transition between the power reference control and the rotation speed reference control, whereby the power supplied to the rear motors 41 and 61 changes temporarily and the rear wheel WRL. There is a possibility that the driving force of WRR may temporarily fluctuate.

  On the other hand, according to the present embodiment, as described with reference to FIG. 11, the rear motor supply upper limit power RELMT is kept constant without increasing or decreasing during the transition between the power reference control and the rotation speed reference control. Become. Therefore, the power supplied to the rear motors 41 and 61 does not change temporarily as the first and second upper limit powers ELMT1 and ELMT2 that are the limit values of the output power of the battery 92 are switched. 41 and 61 can be appropriately controlled, thereby preventing fluctuations in the driving torque of the rear wheels WRL and WRR.

  In addition, this invention can be implemented in various aspects, without being limited to the described embodiment. For example, in the embodiment, the battery in the present invention is the battery 92, but may be a capacitor. In the embodiment, the first and second rear motors 41 and 61 are connected to the left and right rear wheels WRL and WRR via the first and second planetary gear devices 51 and 71, respectively. It may be connected directly to the left and right rear wheels WRL, WRR without going through 71. Further, in the embodiment, the engine 3 and the front motor 4 are connected to the front wheels WFL and WFR via the dual clutch transmission, but may be connected via other appropriate transmissions.

  In the embodiment, the engine 3 and the front motor 4 corresponding to the internal combustion engine and the first electric motor in the present invention are connected to the front wheels WFL and WFR, and the rear motors 41 and 61 corresponding to the second electric motor in the present invention are connected to the rear wheels. In contrast to this, the internal combustion engine and the first electric motor may be connected to the rear wheels WRL and WRR, and the second electric motor may be connected to the front wheels WFL and WFR. Further, in the embodiment, two motors including the first and second rear motors 41 and 61 are used as the second electric motor, but a single motor may be used.

  The embodiment is an example in which the present invention is applied to the hybrid vehicle V in which the auxiliary machine 93 is connected to the front motor 4, the rear motors 41 and 61, and the battery 92, but the present invention is connected to the auxiliary machine. It is also applicable to other types of hybrid vehicles. In this case, in the control operation in the all-wheel drive mode described above, the parameters related to the auxiliary machine are deleted. Furthermore, in the embodiment, the execution period of the rotational speed reference control is used as the predetermined period in the present invention, but another appropriate period may be used. For example, when only the rear motor is used as the power source of the hybrid vehicle and the engine is started using the front motor as a starter, the engine start execution period may be set as the predetermined period in the present invention. Since the engine is started in a very short period, the above-described effect according to the embodiment, that is, the effect that the deterioration of the battery can be suppressed can be obtained similarly.

  In the embodiment, the internal combustion engine is the engine 3 that is a gasoline engine, but may be a diesel engine, an LPG engine, or the like. Further, in the embodiment, the number of front wheels WFL, WFR and the number of rear wheels WRL, WRR of the hybrid vehicle V are two, but the number is not limited to this, and may be one each, or the front wheels and the rear wheels One of the numbers may be one and the other may be two, or three or more each.

  The embodiment is an example in which the present invention is applied to the hybrid vehicle V in which the engine 3 and the front motor 4 are connected to the left and right front wheels WFL, WFR. However, the present invention is not limited to this, and the engine and the front motor are not limited thereto. Is also applicable to so-called series-type hybrid vehicles that are not connected to wheels. In this case, the internal combustion engine is used as a power source for power generation of the first electric motor. In addition, as the predetermined period in this case, for example, when the wheels are driven by the second electric motor and the internal combustion engine is started using the first electric motor as a starter, the execution period for starting the internal combustion engine is set. Furthermore, it goes without saying that variations of the above embodiments may be combined as appropriate. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

V Hybrid vehicle WRL Left rear wheel (wheel)
WRR Right rear wheel (wheel)
DESCRIPTION OF SYMBOLS 1 Control apparatus 2 ECU (Electric motor control means, electric power control means, 1st restriction means, 2nd restriction means)
3 Engine 4 Front motor (first electric motor)
41 First rear motor (second electric motor)
61 Second rear motor (second electric motor)
91 PDU (motor control means, power control means, first limiting means, second limiting means)
92 Battery (capacitor)
ELMT1 first upper limit power (first power)
ELMT2 Second upper limit power (second power)

Claims (4)

An internal combustion engine as a power source, a first electric motor mechanically connected to the internal combustion engine, a second electric motor mechanically connected to the wheel to drive the wheels, and the first and second electric motors A control device for a hybrid vehicle including an electrically connected battery,
Motor control means for controlling the first and second motors;
Power control means for controlling power input and output from the capacitor, and
The power control means includes a first limit control for limiting the output power output from the battery to a predetermined first power or less, and a predetermined first power greater than the first power within a predetermined period. And selectively executing a second limit control for limiting the power to 2 or less,
The motor control means controls the first and second motors based on the first power during execution of the first limit control by the power control means, and during execution of the second limit control, A control apparatus for a hybrid vehicle, wherein the first electric motor is controlled based on the second electric power, and the second electric motor is controlled based on the first electric power. The motor control means includes a power reference control that controls the first motor based on a target power that is a target value of power generated or consumed by the first motor, and a rotational speed of the first motor. And selectively executing a rotation speed reference control that is controlled based on a target rotation speed that is a target value of
The power control means executes the first limit control during execution of the power reference control by the motor control means, and sets a period during which the motor control means is executing the rotation speed reference control as the predetermined period. The hybrid vehicle control device according to claim 1, wherein the second restriction control is executed. An internal combustion engine as a power source, a first electric motor mechanically connected to the internal combustion engine, a second electric motor mechanically connected to the wheel to drive the wheels, and the first and second electric motors A control device for a hybrid vehicle including an electrically connected battery,
Motor control means for controlling the first and second motors;
First limiting means for performing first limiting control for limiting output power output from the battery to a predetermined first power or less;
A second limiter configured to perform a second limit control for limiting the output power to a predetermined second power that is greater than the first power within a predetermined period;
The electric motor control means controls electric power consumed by the first electric motor based on one of the first electric power and second electric power, and controls electric power consumed by the second electric motor based on the first electric power. A hybrid vehicle control device. The motor control means includes a power reference control that controls the first motor based on a target power that is a target value of power generated or consumed by the first motor, and a rotational speed of the first motor. And selectively executing a rotation speed reference control that is controlled based on a target rotation speed that is a target value of
The first limiting means executes the first limiting control during the execution of the power reference control by the electric motor control means,
4. The hybrid according to claim 3, wherein the second limiting unit executes the second limiting control with the period during which the motor control unit is executing the rotation speed reference control as the predetermined period. 5. Vehicle control device.

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