JP2017197040A - Hybrid-vehicular control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid-vehicular control apparatus capable of preventing an engine stall after completing starting of an internal combustion engine during a transition from a second operation mode to a first operation mode, while preventing the deterioration of a battery.SOLUTION: During a transition from a first operation mode that uses a second motor as power source while stopping an internal combustion engine to a first operation mode that uses at least the engine as power source, and after completing starting of the engine, assisting-power EFMOT, ERMOT is limited, the power to be supplied to either of first and second motors from a battery in order for at least either of the first and second motors to assist the engine so that power equivalent to ENG-driving reserve power ERE2 can be supplied to the first motor, the power required for the first motor to drive a crank shaft for preventing an engine stall, while preventing deterioration of the battery.SELECTED DRAWING: Figure 12

Description

  The present invention relates to a control device for a hybrid vehicle including an internal combustion engine and an electric motor as power sources.

  Conventionally, as a control device of this type of hybrid vehicle, for example, one disclosed in Patent Document 1 is known. The hybrid vehicle includes an internal combustion engine and a first electric motor that are mechanically connected to front wheels, a second electric motor that is mechanically connected to rear wheels, and a battery that is electrically connected to the first and second electric motors. Is provided. In the hybrid vehicle, the first operation mode using at least the internal combustion engine as a power source and the second operation mode using the second electric motor as the power source while stopping the internal combustion engine are set as the operation mode. In the conventional control device, the first upper limit power and the second upper limit power for limiting the output power of the battery are calculated according to the detected state of charge of the battery. The first upper limit power is an upper limit value of power that can be output from the battery while avoiding deterioration of the battery, and the second upper limit power is while avoiding deterioration of the battery within a relatively short predetermined time. The upper limit value of power that can be output from the battery is larger than the first upper limit power.

  Further, during the transition of the operation mode from the second operation mode to the first operation mode, and during the start of the internal combustion engine using the first electric motor as a starter, the output power of the battery is limited to the second upper limit power or less. At the same time, the first motor is controlled based on the second upper limit power, and the second motor is controlled based on the first upper limit power. Further, during the transition of the operation mode, after the start of the internal combustion engine is completed, the output power of the battery is limited to the first upper limit power or less, and both the first and second motors have the first upper limit power. Controlled based on As described above, in the conventional control device, the control of the second motor connected to the rear wheel is always performed based on the first upper limit power without changing the first and second upper limit powers, thereby Torque fluctuation is prevented.

Japanese Patent Laying-Open No. 2015-110379 (paragraph [0112] and the like)

  As described above, in the conventional control device, after the start of the internal combustion engine is completed during the transition of the operation mode to the first operation mode, both the first and second motors are controlled based on the first upper limit power. At the same time, the first upper limit power is merely set to the upper limit value of the power that can be output while the battery avoids the deterioration according to the state of charge of the battery. For this reason, after the start of the internal combustion engine is completed during the transition of the operation mode to the first operation mode, for example, electric power having a magnitude close to the first upper limit electric power is supplied to the first electric motor in order to assist the internal combustion engine. In the case where the rotational speed of the internal combustion engine is reduced due to the load on the front wheels acting on the internal combustion engine in accordance with the transition of the operation mode, in order to increase the rotational speed of the internal combustion engine, Electric power cannot be supplied to the first electric motor, which may cause engine stall.

  The present invention has been made in order to solve the above-described problems. During the transition of the operation mode from the second operation mode to the first operation mode, the deterioration of the battery after the start of the internal combustion engine is completed. An object of the present invention is to provide a control device for a hybrid vehicle that can prevent engine stall while avoiding the above.

  In order to achieve the above object, an invention according to claim 1 is directed to an internal combustion engine 3 having a crankshaft, a first electric motor having a rotor mechanically connected to the crankshaft (in the embodiment (hereinafter referred to as this section)). Same) Front motor 4), second electric motor (first rear motor 41, second rear motor 61), and a capacitor (battery 7) electrically connected to the first and second electric motors are provided, A control device 1 for a hybrid vehicle V in which at least a first operation mode using the internal combustion engine 3 as a power source and a second operation mode using the second electric motor as a power source while stopping the internal combustion engine 3 are set. Supply power for assist (i.e., electric power supplied to at least one of the first electric motor and the second electric motor from the capacitor to assist the internal combustion engine 3) Control means (ECU2, steps 22 to 25 in FIG. 7, steps 32 to 35 in FIG. 10) for controlling the torque control component EFMOT of the front motor supply power and the torque control component ERMOT of the rear motor supply power; And a starter (ECU 2, step 12 in FIG. 6) for starting the internal combustion engine 3 using the first electric motor as a starter during the transition of the operation mode to the one operation mode. In order to prevent engine stall of the internal combustion engine 3 while avoiding deterioration of the capacitor after the start of the internal combustion engine 3 by the starting means is completed during the transition (step 11: YES, step 13: YES in FIG. 6). ENG drive reserve power (second reserve power ERE2), which is the power required to drive the crankshaft with the first motor The power to be supplied to the first electric motor, to limit the assist power supply (step 15 in FIG. 6, step 7 22-25, Figure 8) it can be characterized.

  According to this configuration, in the hybrid vehicle, the crankshaft of the internal combustion engine and the rotor of the first electric motor are mechanically coupled to each other, and the first and second electric motors are electrically connected to the capacitor. As the operation mode, a first operation mode using at least the internal combustion engine as a power source and a second operation mode using the second electric motor as a power source while stopping the internal combustion engine are set. According to the control device of the present invention, the supply power for assist, which is the power supplied from at least one of the capacitors to the internal combustion engine to assist at least one of the first and second electric motors, is controlled by the control means. Further, during the transition of the operation mode from the second operation mode to the first operation mode (hereinafter, simply referred to as “transition of the operation mode”), the internal combustion engine is started using the first electric motor as a starter by the starter. Is done.

  Further, during the transition of the operation mode, after the start of the internal combustion engine by the start means is completed, the crankshaft is driven by the first electric motor in order to prevent engine stall of the internal combustion engine while avoiding deterioration of the battery. The assist supply power is limited so that the ENG drive reserve power, which is the power necessary for the above, can be supplied to the first motor. Thereby, after the start of the internal combustion engine is completed during the transition of the operation mode, engine stall can be prevented while avoiding deterioration of the battery.

  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 control means provides the assist supply after the transition of the operation mode is completed (step 16: YES in FIG. 6). The limitation of power is terminated (step 18, step 5 in FIG. 4: YES, step 6, steps 32 to 35 in FIG. 10).

  According to this configuration, when the transition of the operation mode from the second operation mode to the first operation mode is completed, the limitation of the supply power for assist according to the reserve power for ENG drive described in the invention according to claim 1 Is terminated. Thereby, after completion of the transition of the operation mode to the first operation mode, larger electric power can be used as the assist supply power.

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 rear-wheel drive device roughly. It is a block diagram which shows ECU etc. of a control apparatus. FIG. 4 is a flowchart showing a process executed by the ECU of FIG. 3 during a rear EV travel mode, a transition mode, and an engine travel mode. FIG. 5 is a diagram showing a relationship such as a rear motor upper limit power and a first reserve power during the rear EV travel mode control executed in the process of FIG. 4. 5 is a flowchart showing a subroutine of processing for executing transition mode control executed in the processing of FIG. 4. It is a flowchart which shows the subroutine of the process for performing the driving force replacement | exchange control performed by the process of FIG. FIG. 8 is a diagram illustrating a relationship among a front motor upper limit power, a rear motor upper limit power, a second reserve power, and the like during the driving force replacement control of FIG. 7. It is a timing chart which shows an example of change of various parameters at the time of rear EV run mode control, engine starting control, and driving force exchange control being performed. FIG. 5 is a flowchart showing a subroutine of a process for executing engine running mode control executed in the process of FIG. 4. It is a figure which shows the relationship of front motor upper limit electric power, rear motor upper limit electric power, etc. during the engine driving mode control of FIG. It is a timing chart which shows the operation example of the control apparatus of FIG. It is a timing chart which shows the comparative example of FIG.

  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, WFR and left and right rear wheels WRL, WRR. The hybrid vehicle V includes a front wheel drive device DFS for driving the front wheels WFL, WFR. A rear wheel drive device DRS for driving the rear wheels WRL and WRR is mounted. The front wheel drive device DFS and the rear wheel drive device DRS are mechanically independent from each other and provided separately. 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.

  Since the front wheel drive device DFS is the same as that disclosed in Japanese Patent Application Laid-Open No. 2006-027269 by the present applicant, its configuration and operation will be briefly described below. The front wheel drive unit DFS includes an internal combustion engine (hereinafter referred to as “engine”) 3 as a power source, a front motor 4, and a transmission 5 that shifts the power of the engine 3 and the front motor 4 and transmits the power to the front wheels WFL and WFR. Have.

  The engine 3 is a gasoline engine that operates by combustion of fuel, and includes a plurality of cylinders and pistons, and a crankshaft (not shown) from which power is output. The intake air amount, fuel injection amount, The fuel injection timing, ignition timing, and the like 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 rotary electric machine, for example, a three-phase AC motor, and has a stator composed of a three-phase coil and a rotor composed of a magnet (none of which is shown). The rotor is integrally connected to the crankshaft of the engine 3. The stator is electrically connected to a chargeable / dischargeable battery 7 via a power drive unit (hereinafter referred to as “PDU”) 6. The PDU 6 is composed of an electric circuit such as an inverter, and is electrically connected to the ECU 2 (see FIG. 3).

  In the front motor 4, when electric power is supplied from the battery 7 to the stator via the PDU 6 by the control of the PDU 6 by the ECU 2, this electric power is converted into power by electromagnetic induction, and the rotor rotates (power running). . In this case, the power of the rotor is controlled by controlling the electric power supplied to the stator. In addition, when the rotor is rotated by the input of power while power supply to the stator is stopped, the power input to the rotor is converted into electric power by electromagnetic induction and power generation is performed. Electric power is charged in the battery 7 or supplied to first and second rear motors 41 and 61 (to be described later) of the rear wheel drive device DRS, under the control of the PDU 6 by the ECU 2.

  The hybrid vehicle V is equipped with an auxiliary machine 8 including a compressor of an air conditioner and a 12V battery (not shown). The auxiliary machine 8 is connected to the PDU 6 and the 12V battery is a DC / DC converter (see FIG. (Not shown) and electrically connected to the stator of the front motor 4 and the battery 7. The auxiliary machine 8 is supplied with the electric power generated by the front motor 4 and the electric power of the battery 7. The electric power supplied to the auxiliary machine 8 is controlled by the ECU 2 via the PDU 6.

  The transmission 5 is constituted by a so-called dual clutch transmission. Although not shown, the transmission device 5 is connected to the engine 3 and the front motor 4 via the first clutch 31 and the second clutch 32 (see FIG. 3) each formed of a wet multi-plate clutch, and the first clutch 31. A first input shaft, a second input shaft connected to the engine 3 and the front motor 4 via the second clutch 32, an output shaft parallel to the first and second input shafts, and a first and second input A plurality of input gears rotatably provided on the shaft, a plurality of output gears integrally provided on the output shaft and meshing with the plurality of input gears, and one of the plurality of input gears as the first or second input shaft It has a synchronizer or the like that selectively connects and sets the gear stage by the input gear and the output gear meshing therewith. The output shaft is connected to the left and right front wheels WFL, WFR via the final gear 9 and the left and right front drive shafts SFL, SFR. Further, as shown in FIG. 3, the first and second clutches 31 and 32 are connected to the ECU 2.

  With the above configuration, the ECU 3 controls the first and second clutches 31 and 32 and the synchronizer and the like, and the power of the engine 3 and / or the front motor according to the connection / disconnection state of the first and second clutches. 4 is selectively input to the first input shaft or the second input shaft. The input power is output to the output shaft in a state of being shifted at a predetermined gear ratio by the gear set by the synchronizer, and further, via the final gear 9 and the left and right front drive shafts SFL, SFR, It is transmitted to the left and right front wheels WFL, WFR.

  Since the rear wheel drive device DRS is the same as that disclosed in Japanese Patent No. 5824501 by the present applicant, its configuration and operation will be briefly described below. As shown in FIG. 2, the rear wheel drive device DRS includes a first rear motor 41, a first reduction gear device 51, a second rear motor 61, and a second reduction gear device 71. The first rear motor 41, the first reduction gear device 51, the second reduction 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 and SRR are rotatably supported by bearings (not shown) and are connected to the left and right rear wheels WRL and WRR.

  The first rear motor 41 is a three-phase AC motor similar to the front motor 4, 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 of the front motor 4 and the battery 7 via the PDU 6 described above. The rotor 43 is connected to the left rear drive shaft SRL via the first reduction gear device 51.

  In the first rear motor 41, when the electric power from the battery 7 or the electric power generated by the front motor 4 is supplied to the stator 42 through the PDU 6 by the control of the PDU 6 by the ECU 2, the electric power is electromagnetically induced accordingly. Is converted into power by the rotation of the rotor 43 (powering). 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 electromagnetic induction and power generation is performed. The generated power is charged into the battery 7 under the control of the PDU 6 by the ECU 2.

  The first reduction gear device 51 is constituted by a planetary gear device having a sun gear, a ring gear, and the like, and the ring gear is connected to the one-way clutch 83 and the hydraulic brake 84. In the first reduction gear device 51, when power to rotate in the forward direction is input from the first rear motor 41, the input power is decelerated by the reaction force of the one-way clutch 83 acting on the ring gear. In this state, it is output to the left rear drive shaft SRL and further transmitted to the left rear wheel WRL. Further, when the ring gear is being braked by the hydraulic brake 84, when the power to rotate in the forward direction or the reverse direction is input from the first rear motor 41, the reaction force of the hydraulic brake 84 acts on the ring gear. The input power is output to the left rear drive shaft SRL in a decelerated state, and further transmitted to the left rear wheel WRL.

  The second rear motor 61 and the second reduction gear device 71 are configured in the same manner as the first rear motor 41 and the first reduction gear device 51, respectively. The stator 62 of the second rear motor 61 is attached to the casing CA and is electrically connected to the stator of the front motor 4, the battery 7 and the stator 42 of the first rear motor 41 via the PDU 6. Further, the rotor 63 of the second rear motor 61 is connected to the right rear drive shaft SRR via the second reduction gear device 71.

  In the second rear motor 61, when the electric power of the battery 7 or the electric power generated by the front motor 4 is supplied to the stator 62 through the PDU 6 by the control of the PDU 6 by the ECU 2, this electric power is caused by electromagnetic induction action. It is converted into power and the rotor 63 rotates (powering). In this case, the power of the rotor 63 is controlled by controlling the power supplied to the stator 62. In addition, when the rotor 63 is rotated by the input of power while the power supply to the stator 62 is stopped, the power input to the rotor 63 is converted into electric power by electromagnetic induction and power generation is performed. The generated power is charged into the battery 7 under the control of the PDU 6 by the ECU 2.

  The second reduction gear device 71 is constituted by a planetary gear device having a sun gear or a ring gear, and the ring gear is connected to the one-way clutch 83 and the hydraulic brake 84. In the second reduction gear device 71, when power for rotation in the forward rotation direction is input from the second rear motor 61, the input power is decelerated by the reaction force of the one-way clutch 83 acting on the ring gear. In this state, it is output to the right rear drive shaft SRR and further transmitted to the right rear wheel WRR. Further, when the ring gear is being braked by the hydraulic brake 84, when the power to rotate in the forward direction or the reverse direction is input from the second rear motor 61, the reaction force of the hydraulic brake 84 acts on the ring gear. The input power is output to the right rear drive shaft SRR while being decelerated, and further transmitted to the right rear wheel WRR. The reduction ratios of the first and second reduction gear devices 51 and 71 are set to the same value.

  The hydraulic brake 84 is composed of a multi-plate clutch connected to the casing CA, and is controlled by the ECU 2 to brake the ring gears of the first and second reduction gear devices 51 and 71. A rotation permission operation for allowing the ring gear to rotate is selectively executed. The braking force of the hydraulic brake 84 is controlled by the ECU 2.

  Further, as shown in FIG. 3, the CRK signal is input to the ECU 2 from the crank angle sensor 21. The CRK signal is a pulse signal output at every predetermined crank angle as the crankshaft 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. The ECU 2 receives a CYL signal and a TDC signal from a cam angle sensor (not shown). This CYL signal is a pulse signal that is output when the piston of a specific cylinder of the engine 3 is positioned at a predetermined position as the cam shaft (not shown) of the engine 3 rotates. This is a pulse signal output when the piston is located near the top dead center at the start of the intake stroke. Further, the ECU 2 receives a detection signal representing a current / voltage value input / output to / from the battery 7 from the current / voltage sensor 22. The ECU 2 calculates the state of charge SOC of the battery 7 based on this detection signal.

  Further, the ECU 2 receives from the wheel speed sensor 24 a detection signal indicating the accelerator opening AP, which is the depression amount of an accelerator pedal (not shown) of the hybrid vehicle V, from the accelerator opening sensor 23, and the rotation of the front wheels WFL and 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.

  The ECU 2 is composed of a microcomputer including an I / O interface, a CPU, a RAM, a ROM, and the like, and drives the front wheels in accordance with a control program stored in the ROM according to the detection signals from the various sensors 21 to 24 described above. The operation of the hybrid vehicle V including the operations of the device DFS and the rear wheel drive device DRS is controlled.

In the hybrid vehicle V, the following plurality of operation modes are set in advance, and the operation mode is selectively set by the ECU 2 to any one of them according to the traveling state of the hybrid vehicle V.
-Engine travel mode: An operation mode using at least only the engine 3 as a power source for the hybrid vehicle V-Front EV travel mode: An operation mode using only the front motor 4 as a power source-Front deceleration regeneration mode: The hybrid vehicle V is traveling at a reduced speed Operation mode in which the battery 7 is charged by the front motor 4 using the travel energy of the vehicle. Rear EV travel mode: an operation mode in which only the first and second rear motors 41 and 61 are used as a power source. Rear regeneration mode: deceleration of the hybrid vehicle V Driving mode in which the battery 7 is charged by the first and second rear motors 41 and 61 using traveling energy during traveling. Left and right wheel torque difference mode: the left and right rear wheels are controlled by controlling the first and second rear motors 41 and 61. Operation mode that generates a torque difference between WRL and WRR De: operation mode from the rear EV drive mode to the engine drive mode the operation mode is set in the transition

  Hereinafter, the processing of the ECU 2 executed during the rear EV traveling mode, the transition mode, and the engine traveling mode will be described with reference to FIGS. The processing shown in FIG. 4 is repeatedly executed in synchronization with the generation of the TDC signal, for example.

First, in step 1 of FIG. 4 (illustrated as “S1”, the same applies hereinafter), it is determined whether or not the rear EV travel mode flag F_REEVMOD is “1”. The rear EV travel mode flag F_REEVMOD indicates that the operation mode is set to the rear EV travel mode by “1”, and when both of the following conditions (a) and (b) are satisfied: Is set to “1”.
(A) The required output OREQ requested by the driver of the hybrid vehicle V is smaller than a predetermined permission output OPER (both refer to FIG. 12 described later). (B) The calculated state of charge SOC is not less than a predetermined value. The requested output OREQ is calculated by searching a predetermined map (not shown) according to the detected accelerator opening AP.

  If the answer to step 1 is YES (F_REEVMOD = 1) and the operation mode is set to the rear EV travel mode, the rear EV travel mode control is executed (step 2), and this process ends. In the rear EV traveling mode control, the engine 3 is stopped, and the first and second clutches 31 and 32 keep the engine 3 and the front motor 4 and the transmission 5 and the front wheels WFL and WFR in a disconnected state. In addition, the first and second rear motors 41 and 61 are controlled as follows. Hereinafter, both 41 and 61 are collectively referred to as rear motors 41 and 61 as appropriate.

  First, the rear motor target power is calculated by searching a predetermined map (not shown) based on the request output OREQ. This rear motor target power is a target value of a torque control component ERMOT (see FIG. 12) of power (hereinafter referred to as “rear motor supply power”) supplied from the battery 7 to the rear motors 41 and 61. Next, the rear motor upper limit power ELMR is calculated by searching a predetermined map (not shown) according to the state of charge SOC.

  FIG. 5 shows the rear motor upper limit power ELMR, the maximum power that can be continuously output by the battery 7 (hereinafter referred to as “battery upper limit power”) EBNL, and the deterioration of the battery 7 while avoiding the deterioration of the battery 7. However, the maximum power (hereinafter referred to as “short-time battery upper limit power”) EBSL that can be output in a short time by the battery 7, the power consumed by the auxiliary machine 8 (hereinafter referred to as “auxiliary machine power consumption”) EACC, A relationship with a predetermined first reserve power ERE1 is shown. This first reserve power ERE1 corresponds to the power required to start the engine 3 using the front motor 4 as a starter in the engine start control described later during the transition mode, and is set to a predetermined value corresponding to the friction of the engine 3 Has been. Further, the auxiliary machine power consumption EACC is set to a predetermined value corresponding to the electric power consumed by the auxiliary machine 8 while the hybrid vehicle V is traveling.

As shown in FIG. 5, during the rear EV travel mode control, the rear motor upper limit power ELMR is set so that the following expression (1) is established by calculation using the map described above.
ELMR = EBSL-EACC-ERE1 (1)

  Next, when the calculated rear motor target power is less than or equal to the rear motor upper limit power ELMR, the torque control component ERMOT of the rear motor supply power is controlled to be the rear motor target power, and when it is greater than ELMR, ELMR is obtained. To control. This is because the output power of the battery 7 exceeds the battery motor upper limit power EBSL for a short time when the operation mode shifts from the rear EV travel mode to the transition mode by limiting the rear motor supply power to the rear motor upper limit power ELMR or less. It is for preventing.

  On the other hand, if the answer to step 1 is NO (F_REEVMOD = 0), it is determined whether or not the transition mode flag F_TRAMOD is “1” (step 3). This transition mode flag F_TRAMOD indicates that the operation mode is set to the transition mode by “1”. When the operation mode is set to the rear EV travel mode, the above-described conditions (a) and ( When one of b) is not established, it is set to “1”.

  When the answer to step 3 is YES (F_TRAMOD = 1) and the operation mode is set to the transition mode, the transition mode control is executed (step 4), and this process ends.

  FIG. 6 shows a process for executing this transition mode control. First, in step 11 of FIG. 6, it is determined whether or not the engine start completion flag F_STDONE is “1”. This engine start completion flag F_STDONE indicates that the start of the engine 3 by the engine start control described later is completed by “1”, and is reset to “0” during the above-described rear EV travel mode control. . When the answer to step 11 is NO (F_STDONE = 0), engine start control is executed (step 12). By this engine start control, the engine 3 is started using the front motor 4 as a starter.

  Specifically, the engine start control is executed as follows. That is, first, as in the case of the rear EV travel mode control, the first and second clutches 31 and 32 hold the engine 3 and the front motor 4 and the front wheels WFL and WFR in a disconnected state. Next, the rotational speed control target power is calculated so that the calculated engine rotational speed NE becomes a predetermined starting target rotational speed NEST (see FIG. 12), and the front motor upper limit power ELMF is set to the first reserve power. Set to ERE1.

  Next, the rotation speed control component EFMON (see FIG. 12) of the power (hereinafter referred to as “front motor supply power”) supplied from the battery 7 to the front motor 4 is set to the front where the calculated rotation speed control target power is set. When it is equal to or lower than the motor upper limit power ELMF, control is performed so as to be the rotational speed control target power, and when it is larger than ELMF, control is performed so as to be the front motor upper limit power ELMF. Thus, the engine 3 is cranked by the front motor 4. Next, in this state, the engine 3 is started by controlling the fuel injection valve and the spark plug of the engine 3. Further, during engine start control, the torque control component ERMOT (rear motor target power ERMOBJ) of the rear motor supply power is controlled in the same manner as in the rear EV travel mode control, and is limited to the rear motor upper limit power ELMR or less.

During engine start control, by setting the front motor upper limit power ELMF and the rear motor upper limit power ELMR as described above, the short-time battery motor upper limit power EBSL, auxiliary machine power consumption EACC, and front motor upper limit power ELMF (= first 1 reservoir power ERE1) and rear motor upper limit power ELMR, the following equation (2) is established. Further, the restriction using the front motor upper limit power ELMF and the rear motor upper limit power ELMR prevents the output power of the battery 7 from exceeding the battery motor upper limit power EBSL for a short time.
ELMF + ELMR = EBSL-EACC (2)

  In Step 13 following Step 12, it is determined (determined) whether or not the engine 3 has been started by the engine start control described above. In this case, when the rotational speed control component EFMON of the front motor supply power controlled by the engine start control is equal to or less than a predetermined threshold value EREF (see FIG. 12), it is determined that the start of the engine 3 is completed. . The rotational speed control component EFMON of the front motor supply power is estimated based on, for example, the rotational speed control target power.

  As described above, the completion of the start of the engine 3 is determined for the following reason. That is, when the start of the engine 3 is not completed, the output torque of the engine 3 is not generated, and the front motor 4 is controlled by the control of the front motor supply power based on the start target rotation speed NEST described above. This is because, as a result of generating a torque corresponding to 3 frictions from the front motor 4, the rotational speed control component EFMON of the front motor supply power exceeds the threshold value EREF.

  When the answer to step 13 is NO, the present process is terminated as it is. On the other hand, when the engine 3 is completely started, the engine start completion flag F_STDONE is set to “1” to indicate that ( Step 14), go to step 15. By executing step 14, the answer to step 11 becomes YES (F_STDONE = 1). In this case, steps 12 to 14 are skipped and step 15 is executed. In step 15, driving force replacement control is executed. As a result, the drive wheels in the hybrid vehicle V are switched from the rear wheels WRL and WRR to the front wheels WFL and WFR in the previous rear EV travel mode control.

  FIG. 7 shows a process for executing this driving force replacement control. First, in step 21 of FIG. 7, engine control is executed, and thereby the intake air amount of the engine 3 is controlled so that the power of the engine 3 becomes the required output OREQ in accordance with the required output OREQ. Next, the front motor upper limit power ELMF is calculated by searching a predetermined map (not shown) according to the state of charge SOC (step 22). The calculation of the front motor upper limit power ELMF will be described later.

  Next, front motor control is executed (step 23). More specifically, when the engine speed NE is equal to or higher than the starting target speed NEST, the above-mentioned target value for the rotational speed control component of the front motor 4 is subtracted from the previous value by a predetermined subtraction term. The calculated value is gradually reduced to 0, and the rotational speed control component EFMON of the front motor supply power is controlled so as to become the calculated rotational speed control component target value. On the other hand, when the engine rotational speed NE is lower than the starting target rotational speed NEST, the rotational speed control component target value of the front motor 4 is set to a predetermined value based on a predetermined second reserve power ERE2 described later, Control is performed so that the rotation speed control component EFMON of the motor supply power becomes the set rotation speed control component target value.

  Further, in the front motor control in step 23, when the required output OREQ is equal to or higher than the first predetermined value OREF1 (see FIG. 12), the assist of the engine 3 by the front motor 4 is executed. In this case, the torque control component target value is calculated according to, for example, the elapsed time from the start of the driving force replacement control so as to compensate for the delay in power of the engine 3 with respect to the required output OREQ. The torque control component EFMOT (see FIG. 12) of the front motor supply power is set to the torque control component target value when the calculated torque control component target value is less than or equal to the front motor upper limit power ELMF calculated in step 22 above. When it is larger than ELMF, the front motor upper limit power ELMF is controlled. The torque control component EFMOT of the front motor supply power is power supplied from the battery 7 to the front motor 4 for assisting the engine 3 by the front motor 4.

  In the front motor control in step 23 described above, the rotation speed control component EFMON of the front motor supply power is not limited by the front motor upper limit power ELMF, and is set to the rotation speed control component target value set as described above. It is controlled to become.

  Next, the rear motor upper limit power ELMR is calculated by searching a predetermined map (not shown) according to the state of charge SOC (step 24). The calculation of the rear motor upper limit power ELMR will be described later.

  Next, rear motor control is executed (step 25). Specifically, first, when the required output OREQ is smaller than the second predetermined value OREF2, the rear motor target power of the rear motors 41 and 61 is calculated by subtracting a predetermined subtraction term from the previous value. , Gradually decrease to 0. On the other hand, when the request output OREQ is equal to or greater than the second predetermined value OREF2, the assist of the engine 3 by the rear motors 41 and 61 is executed. In this case, the rear motor target power is calculated in accordance with, for example, the elapsed time from the start of the driving force replacement control, so as to compensate for the delay in power of the engine 3 with respect to the required output OREQ. In any of the above cases, the torque control component ERMOT of the rear motor supply power is set to be the rear motor target power when the calculated rear motor target power is less than or equal to the rear motor upper limit power ELMR calculated in step 24 above. If it is greater than ELMR, the rear motor upper limit power ELMR is controlled. The torque control component ERMOT of the electric power supplied to the rear motor is electric power supplied from the battery 7 to the rear motors 41 and 61 for assisting the engine 3 by the rear motors 41 and 61.

  Next, clutch control is executed (step 26), and this process is terminated. Specifically, when the calculated vehicle speed VP is higher than a relatively low predetermined vehicle speed, one of the first and second clutches 31 and 32 selected according to the gear position of the transmission 5 is gradually increased in its connection degree. And the other of the first and second clutches 31 and 32 is held in the disconnected state. On the other hand, when the vehicle speed VP is equal to or lower than the predetermined vehicle speed, the first and second clutches 31 and 32 selected according to the gear position of the transmission 5 are used to reduce the power of the engine 3 transmitted to the front wheels WFL and WFR. One is controlled to a half-clutch state without being completely connected. In this case as well, the degree of connection is gradually increased, and the other of the first and second clutches 31 and 32 is held in a disconnected state.

  FIG. 8 shows the relationship among the battery motor upper limit power EBNL, auxiliary machine power consumption EACC, front motor upper limit power ELMF calculated in step 22, and rear motor upper limit power ELMR calculated in step 24. . In the figure, ERE2 is the second reserve power, which is the power required to drive the crankshaft of the engine 3 by the front motor 4 in order to prevent engine stall during the driving force replacement control. It is set to a value smaller than the first reserve power ERE1. This is because the first reserve power ERE1 is necessary for rotating the crankshaft of the engine 3 in the stopped state as described above, whereas the second reserve power ERE2 is the rotation of the crankshaft in the rotating state. This is because the electric power is necessary so as not to decrease the number.

As shown in FIG. 8, the front motor upper limit power ELMF and the rear motor upper limit power ELMR are set such that the following equation (3) is established by calculation using the map described above. More specifically, the front motor upper limit power ELMF is set so that ELMF = (EBNL-EACC-ERE2) α, and the rear motor upper limit power ELMR is set to ELMR = (EBNL-EACC-ERE2) (1-α ) Is established. Here, the coefficient α is set to a positive value (for example, 0.5) smaller than the value 1.0.
ELMF + ELMR = EBNL-EACC-ERE2 (3)

  The setting of the front motor upper limit power ELMF and the rear motor upper limit power ELMR may be performed as follows instead of the above. That is, when only the engine 3 is assisted by the front motor 4, ELMF is set so that ELMF = (EBNL-EACC-ERE2) is satisfied, and only the engine 3 is assisted by the rear motors 41 and 61. The ELMR may be set so that ELMR = (EBNL-EACC-ERE2).

  As described above, when the engine 3 is assisted by the front motor 4 and / or the rear motors 41 and 61 during the driving force replacement control, the power corresponding to the second reserve power ERE2 is reduced while avoiding deterioration of the battery 7. The torque control component EFMOT of the front motor supply power and the torque control component ERMOT of the rear motor supply power are limited so that the motor 4 can be supplied.

  Returning to FIG. 6, in step 16 following step 15, whether or not the driving force replacement is completed by the driving force replacement control described above, that is, replacement of the driving wheels from the rear wheels WRL and WRR to the front wheels WFL and WFR. Is determined (determined). This determination is performed as follows.

That is, first, it is determined whether or not the vehicle speed VP is equal to or higher than the predetermined vehicle speed. When the vehicle speed VP is lower than the predetermined vehicle speed, the driving force replacement control is performed when the hydraulic pressure supplied to the first or second clutch 31, 32 is equal to or higher than the first predetermined value indicating that the clutch is in a half-clutch state. Is determined to be complete. On the other hand, when the vehicle speed VP is equal to or higher than the predetermined vehicle speed, it is determined that the replacement of the driving force is completed when both of the following conditions (c) and (d) are satisfied.
(C) The first or second clutch 31, 32 is completely connected. (D) The rotational speed control component EFMON of the front motor supply power is not more than a predetermined value EREF (see FIG. 12). This condition (c ) When the hydraulic pressure supplied to the first or second clutch 31, 32 is equal to or greater than a second predetermined value greater than the first predetermined value, the first or second clutch 31, 32 is completely connected. It is considered to be established. The oil pressure supplied to the first and second clutches 31 and 32 is detected by a sensor (not shown).

  When the answer to step 16 is NO, the present process is terminated as it is. On the other hand, when the replacement of the driving force is completed when the answer is YES, in order to terminate the transition mode control, in order to cancel the transition mode setting, The transition mode flag F_TRAMOD is set to “0” (step 17). Next, in order to set the operation mode to the engine travel mode, the engine travel mode flag F_ENGMOD is set to “1” (step 18), and this process is terminated.

  FIG. 9 shows the case where rear EV travel mode control (time t0 to immediately before time t1), engine start control (time t1 to immediately before time t2), and driving force replacement control (time t2 to immediately before time t3) are executed. Shows an example of the transition of various parameters. In the figure, TREQ is a required torque required for the drive wheels of the hybrid vehicle V, and corresponds to a torque converted value of the required output OREQ. TINS is the engine 3 and the front motor 4 (not being assisted) by the control described above. Is the command torque commanded to the engine 3 only). TWHF is torque transmitted from the front wheel drive unit DFS including the engine 3 and the front motor 4 to the front wheels WFL and WFR (hereinafter referred to as “front wheel transmission torque”), and TWHR is transmitted from the rear motors 41 and 61 to the rear wheel WRL. , Torque transmitted to WRR (hereinafter referred to as “rear wheel transmission torque”).

  As shown in FIG. 9, during the rear EV travel mode control and the engine start control, the rear wheel transmission torque TWHR is controlled to be the required torque TREQ by the control of the rear motors 41 and 61 described above. In addition, during the engine start control and the driving force replacement control, the command torque TINS becomes a value obtained by converting the required output OREQ into torque, similarly to the required torque TREQ, by the control of the engine 3 and the like described above. Further, during the driving force replacement control, as described above, the front wheel transmission torque is obtained by gradually connecting the first or second clutch 31 or 32 while the torque is being output from the engine 3 or the front motor 4. TWHF increases toward the required torque TREQ. In response to this, the rear wheel transmission torque TWHR decreases. As described above, during the driving force replacement control, the sum of the front wheel transmission torque TWHF and the rear wheel transmission torque TWHR becomes a magnitude corresponding to the required torque TREQ.

  As shown in FIG. 9, the command torque TINS is smaller than the required torque TREQ because the power of the engine 3 and the power of the front motor 4 are transmitted to the front wheels WFL and WFR while being decelerated by the transmission 5. It is.

  Returning to FIG. 4, when the answer to step 3 is NO (F_TRAMOD = 0) and the operation mode of the hybrid vehicle V is not set to the transition mode, it is determined whether or not the engine travel mode flag F_ENGMOD is “1”. Discriminate (step 5). When the answer to step 5 is NO, the present process is terminated as it is, while when YES (F_ENGMOD = 1), that is, when the operation mode is set to the engine travel mode, engine travel mode control is executed ( Step 6), the process ends.

  FIG. 10 shows a process for executing this engine running mode control. First, in step 31 of FIG. 10, engine control is executed. In the engine running mode control, only the engine 3 as a power source is used according to the required output OREQ and the state of charge SOC, and the power generated by the front motor 4 using a part of the power of the engine 3 is charged to the battery 7. Etc. are executed. When only the engine 3 is used as a power source, the intake air amount of the engine 3 is controlled by engine control so that the power of the engine 3 becomes the required output OREQ. Further, when the battery 7 is charged with the electric power generated by the front motor 4 using a part of the motive power of the engine 3, the motive power of the engine 3 becomes a good fuel consumption output that can obtain the good fuel consumption. The intake air amount of the engine 3 is controlled.

  Next, the front motor upper limit power ELMF is calculated by searching a predetermined map (not shown) according to the state of charge SOC (step 32). The calculation of the front motor upper limit power ELMF will be described later.

  Next, front motor control is executed (step 33). Specifically, when only the engine 3 as the power source is used as described in step 31, the zero torque control is executed so that the output torque of the front motor 4 becomes zero. Further, when the battery 7 is charged with the electric power generated by the front motor 4 using a part of the power of the engine 3, the battery 7 is charged with the surplus of the above-mentioned good fuel consumption output with respect to the required output OREQ. The power generated by the front motor 4 is controlled.

  Further, in the front motor control in step 33, immediately after the start of the engine running mode, when the required output OREQ is equal to or more than the first predetermined value OREF1, the engine 3 is assisted by the front motor 4 as in the case of the driving force replacement control. Run. In this case, the torque control component target value is calculated according to, for example, the elapsed time from the start of the engine travel mode control so as to compensate for the power delay of the engine 3 with respect to the required output OREQ. When the calculated torque control component target value of the front motor supply power EMFOT (power supplied for assisting the engine 3) is equal to or less than the front motor upper limit power ELMF calculated in step 32 above. The torque control component target value is controlled, and when it is larger than ELMF, the front motor upper limit power ELMF is controlled.

  Next, the rear motor upper limit power ELMF is calculated by searching a predetermined map (not shown) according to the state of charge SOC (step 34). The calculation of the rear motor upper limit power ELMR will be described later.

  Next, rear motor control is executed (step 35). Specifically, as described in step 31, when only the engine 3 as a power source is used, and when the battery 7 is charged with the power generated by the front motor 4 using a part of the power of the engine 3. The zero torque control is executed so that the output torques of the rear motors 41 and 61 become zero. Further, immediately after the start of the engine travel mode, when the request output OREQ is equal to or greater than the second predetermined value OREF2, the engine 3 is assisted by the rear motors 41 and 61 as in the case of the driving force replacement control. In this case, the rear motor target power is calculated according to, for example, the elapsed time from the start of the engine travel mode control so as to compensate for the power delay of the engine 3 with respect to the required output OREQ. When the calculated rear motor target power is equal to or less than the rear motor upper limit power ELMR calculated in step 34, the torque control component ERMOT (power supplied for assisting the engine 3) of the rear motor supply power is determined. When it is larger than ELMR, the rear motor upper limit power ELMR is controlled.

  Next, clutch control is executed (step 36), and this process ends. Specifically, when the vehicle speed VP is higher than the predetermined vehicle speed, one of the first and second clutches 31 and 32 selected according to the gear position of the transmission 5 is held in a completely connected state, and the other is Hold in shut-off state. On the other hand, when the vehicle speed VP is equal to or lower than the predetermined vehicle speed, the first and second clutches 31 and 32 selected according to the gear position of the transmission 5 are used to reduce the power of the engine 3 transmitted to the front wheels WFL and WFR. One is controlled to a half-clutch state, and the other is held in a disconnected state.

FIG. 11 shows the relationship among the battery motor upper limit power EBNL, auxiliary machine power consumption EACC, the front motor upper limit power ELMF calculated in step 32, and the rear motor upper limit power ELMR calculated in step 34. Yes. As shown in the figure, the front motor upper limit power ELMF and the rear motor upper limit power ELMR are set such that the following equation (4) is established by calculation using the map described above. More specifically, the front motor upper limit power ELMF is set so that ELMF = (EBNL-EACC) α is established, and the rear motor upper limit power ELMR is established such that ELMR = (EBNL-EACC) (1-α). Is set as follows. The coefficient α is described above (0 <α <1).
ELMF + ELMR = EBNL-EACC (4)

  FIG. 12 shows an operation example by the control device 1. In FIG. 12, TENG is the output torque of the engine 3, TFMO is the output torque of the front motor 4, and TLMF is the front motor upper limit power ELMF. Is a front upper limit torque converted into a torque value.

  As shown in FIG. 12, during the rear EV travel mode control (time t4 to step 2 in FIG. 4), when the accelerator pedal opening AP increases and the required output OREQ reaches the permission output OPER (time t5), As described above, the rear EV travel mode control is terminated, and the engine start control of the transition mode control is started (step 4 in FIG. 4 and step 12 in FIG. 6).

  During the engine start control, the engine 3 is started using the front motor 4 as a starter, whereby the rotation speed control component EFMON of the front motor supply power is controlled so that the engine rotation speed NE becomes the target rotation speed for startup NEST. The As a result, the engine speed NE that has been 0 until then increases toward the target engine speed NEST for starting, and the output torque of the engine 3 temporarily increases or decreases as the engine 3 starts. In addition, after the rotational speed control component EFMON of the front motor supply power increases rapidly and the front motor output torque TFMO increases stepwise, the torque control component ERMOT of the rear motor supply power changes to a required output. Increases with OREQ. Further, during engine start control, the rotational speed control component EFMON of the front motor supply power and the torque control component ERMOT of the rear motor supply power are limited to the front motor upper limit power ELMF and the rear motor upper limit power ELMR, respectively, and between the ELMF and ELMR. (2) (ELMF (= ERE1) + ELMR = EBSL−EACC) is established.

  During engine start control, when the engine speed NE approaches the target start speed NEST, the speed control component EFMON of the front motor supply power and the front motor output torque TFMO are suddenly reduced accordingly, and EFMON is reduced. When the threshold value EREF or less is reached (time t6), it is assumed that the engine 3 has been started (step 13: YES in FIG. 6), the engine start control is terminated (step 14, step 11: YES), and the driving force is replaced. Control is started (step 15, FIG. 7).

  During the driving force replacement control, the output torque TENG of the engine 3 increases rapidly. Further, in this operation example, during the driving force changeover control, the engine 3 is assisted by the front motor 4 because the request output is not less than the first predetermined value OREF1 and smaller than the second predetermined value OREF2 (FIG. 7). Step 23) On the other hand, the engine 3 is not assisted by the rear motors 41 and 61 (Step 25). As a result, the torque control component EFMOT and the front motor output torque TFMO of the front motor supply power increase, and the torque control component ERMOT of the rear motor supply power decreases.

  Further, during the driving force replacement control, the torque control component EFMOT of the front motor supply power and the torque control component ERMOT of the rear motor supply power are limited to the front motor upper limit power ELMF and the rear motor upper limit power ELMR, respectively (step 23 in FIG. 7). 25). ELMF and ELMR are set so that the above-described formula (3) (ELMF + ELMR = EBNL-EACC-ERE2) is established during the driving force replacement control (steps 22 and 24), and the above formula ( 4) It is set so that (ELMF + ELMR = EBNL-EACC) is established (steps 32 and 34 in FIG. 10). As is clear from this, during the driving force changeover control, the torque control component EFMOT of the front motor supply power and the torque control component ERMOT of the rear motor supply power are all in the case of engine running mode control with respect to the same required output OREQ. Rather, it is limited to a smaller value by the amount of the second reserve power ERE2. Thereby, during the driving force replacement control, the entire EFMOT and ERMOT are limited so that the power of the second reserve power ERE2 can be supplied to the front motor 4 while avoiding the deterioration of the battery 7.

  When it is determined that the driving force replacement by the driving force replacement control is completed (time t7, step 16 in FIG. 6: YES), the engine travel mode control is started (step 18, step 5 in FIG. 4: YES, step 6). As described above, immediately after the start of the engine travel mode, as in the case of the driving force changeover control, the front motor 4 and the first motor 4 or The rear motors 41 and 61 are assisted (steps 33 and 35 in FIG. 10). On the other hand, in the engine running mode, the second reserve power ERE2 is not added to the setting of the above-described front motor upper limit power ELMF and rear motor upper limit power ELMR (Equation (4)), whereby the torque control component of the front motor supply power is The restriction on the torque control component ERMOT of the EFMOT and the rear motor supply power is relaxed by the amount of the second reserve power ERE2.

  FIG. 13 shows a comparative example of FIG. 12. This comparative example shows the front force during the driving force replacement control (immediately from time t8 to time t9) and immediately after the start of engine travel mode control (immediately after time t9). This is an operation example when the engine 3 is not assisted by the motor 4 and the setting of the front motor upper limit power ELMF and the rear motor upper limit power ELMR using the second reserve power ERE2 is not performed. As is clear from the comparison between FIG. 13 and FIG. 12, in this comparative example, during the driving force replacement control, the torque control component EFMOT of the front motor supply power and the torque control component ERMOT of the rear motor supply power are set to the second reserve power ERE2. It is not limited so that it can be supplied to the front motor 4.

  For this reason, during driving force replacement control, for example, when EFMOT or ERMOT is set to a relatively large value, the load on the front wheels WFL, WFR is increased due to the connection of the first or second clutch 31, 32. When the engine speed NE is reduced by acting on the crankshaft 3, the power of the battery 7 cannot be increased by supplying the electric power of the battery 7 to the front motor 4. Stalls may occur.

  On the other hand, according to the present embodiment, during the driving force replacement control, the torque control component EFMOT of the front motor supply power and the torque control component ERMOT of the rear motor supply power are set to the second reserve while avoiding deterioration of the battery 7. Since the electric power corresponding to the electric power ERE2 is limited to be supplied to the front motor 4, when the engine speed NE decreases, the front motor 4 increases the engine speed NE using the electric power corresponding to the second reserve electric power ERE2. , Engine stall can be prevented.

  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, and the first and second rear motors 41 and 61 in the present embodiment correspond to the second electric motor in the present invention. In addition, the battery 7 in the present embodiment corresponds to a battery in the present invention, and the ECU 2 in the present embodiment corresponds to a control unit and a starting unit in the present invention.

  As described above, according to the present embodiment, in the hybrid vehicle V, the crankshaft of the engine 3 and the rotor of the front motor 4 are mechanically connected to each other, and the front motor 4 and the rear motors 41 and 61 are connected to the battery 7. Electrically connected. Further, as an operation mode, an engine travel mode using at least the engine 3 as a power source, and a rear EV travel mode using the rear motors 41 and 61 as a power source while stopping the engine 3 are set.

  Further, in control device 1, engine 3 is started using front motor 4 as a starter during the transition mode when transitioning from rear EV traveling mode to engine traveling mode (step 12 in FIG. 6). Further, during the driving force replacement control executed during the transition mode (step 15 in FIG. 6), that is, after the start of the engine 3 is completed in the transition mode (step 11: YES in FIG. 6, step 13: YES), the torque control component EFMOT of the front motor supply power and the torque control component ERMOT of the rear motor supply power are set so that the power of the second reserve power ERE2 can be supplied to the front motor 4 while avoiding the deterioration of the battery 7. Limited (step 15 in FIG. 6, steps 22 to 25 in FIG. 7, FIG. 8). The second reserve power ERE2 is power required to drive the crankshaft by the front motor 4 in order to prevent engine stall of the engine 3. Further, the torque control component EFMOT of the front motor supply power and the torque control component ERMOT of the rear motor supply power are power supplied to the front motor 4 and the rear motors 41 and 61 for assisting the engine 3, respectively.

  As described above, the engine stall can be prevented while avoiding the deterioration of the battery 7 after the start of the engine 3 is completed during the transition of the operation mode to the engine travel mode.

  Further, after the transition of the operation mode to the engine travel mode is completed (step 16: YES in FIG. 6), the torque control component EFMOT of the front motor supply power and the torque control of the rear motor supply power according to the second reserve power ERE2. The restriction of the component ERMOT is terminated (step 18, step 5 in FIG. 4: YES, step 6, steps 32 to 35 in FIG. 10). Therefore, a larger amount of electric power can be supplied from the battery 7 to the front motor 4 and the rear motors 41 and 61 after the transition of the operation mode to the engine travel mode is completed.

  In addition, this invention can be implemented in various aspects, without being limited to the described embodiment. For example, in the embodiment, during the driving force replacement control, both the torque control component EFMOT of the front motor supply power and the torque control component ERMOT of the rear motor supply power are limited according to the second reserve power ERE2. Only one of ERMOT may be limited.

  In the embodiment, the front motor upper limit power ELMF corresponding to the second reserve power ERE2 is calculated in real time, and the torque control component target value that is the target value of the torque control component EFMOT of the front motor supply power is calculated. Although EFMOT is limited by setting to ELMF or less, a map for calculating the target value of torque control component is created taking ELMF into account and stored in ROM, and this ELMF is not calculated in real time. EFMOT may be limited by calculating the torque control component target value to a value equal to or lower than ELMF using a map. The same applies to the torque control component ERMOT of the rear motor supply power.

  Furthermore, in the embodiment, the battery in the present invention is the battery 7, but may be a capacitor. In the embodiment, the first and second rear motors 41 and 61 are respectively connected to the left and right rear wheels WRL and WRR via first and second reduction gear devices 51 and 71 configured by planetary gear devices. However, they may be directly connected without using both 51 and 71, or may be connected through another appropriate transmission device. Further, in the embodiment, the engine 3 and the front motor 4 are connected to the front wheels WFL and WFR via the transmission 5 which is a dual clutch transmission, but may be connected via another appropriate transmission. .

  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, respectively, and the rear motors 41 and 61 corresponding to the second electric motor in the present invention are connected to the rear. The wheels WRL and WRR are connected to each other, but conversely, the internal combustion engine and the first motor may be connected to the rear wheels, and the second motor may be connected to the front wheels. 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. In the embodiment, the rear motors 41 and 61 corresponding to the second electric motor, and the engine 3 and the front motor 4 corresponding to the internal combustion engine and the first electric motor are connected to different wheels, but are connected to the same wheel. May be.

  Furthermore, although the embodiment is an example in which the present invention is applied to the hybrid vehicle V in which the auxiliary machine 8 is connected to the front motor 4, the rear motors 41 and 61, and the battery 7, the present invention is connected to the auxiliary machine. It is also applicable to other types of hybrid vehicles. In this case, in the various control operations described above, parameters related to the auxiliary machine are deleted. 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. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

V hybrid vehicle 1 control device 2 ECU (control means, starting means)
3 Engine 4 Front motor (first electric motor)
7 Battery (capacitor)
41 First rear motor (second electric motor)
61 Second rear motor (second electric motor)
ERE2 Second reserve power (ENG drive reserve power)
EFMOT Front motor supply power torque control component (Supply power for assist)
ERMOT Torque control component of rear motor supply power (Supply power for assist)

Claims (2)

An internal combustion engine having a crankshaft, a first electric motor having a rotor mechanically coupled to the crankshaft, a second electric motor, and a capacitor electrically connected to the first and second electric motors are provided and operated. A hybrid vehicle control apparatus in which at least a first operation mode using the internal combustion engine as a power source and a second operation mode using the second electric motor as a power source while stopping the internal combustion engine are set as modes. ,
Control means for controlling supply power for assist, which is power supplied from the capacitor to the at least one of the first and second electric motors to assist the internal combustion engine;
Starting means for starting the internal combustion engine using the first electric motor as a starter during the transition of the operation mode from the second operation mode to the first operation mode;
The control means prevents the engine stall of the internal combustion engine while avoiding deterioration of the capacitor after the start of the internal combustion engine by the start means is completed during the transition of the operation mode. A hybrid vehicle, wherein the assist supply power is limited so that power corresponding to reserve power for ENG driving, which is electric power necessary for driving the crankshaft with one electric motor, can be supplied to the first electric motor. Control device.   2. The hybrid vehicle control device according to claim 1, wherein the control unit ends the restriction of the assist supply power after the transition of the operation mode is completed. 3.

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