JP2020019386A - Method for controlling vehicle and vehicle system - Google Patents

Abstract

To perform appropriate vehicle attitude control regardless of states of a rotary electric machine and the like, in a method for controlling a vehicle that includes an engine and a rotary electric machine and performs vehicle attitude control, and a vehicle system.SOLUTION: A method for controlling a vehicle which is applied to a vehicle 1 having a battery 24 of which front wheel 2 is driven by an engine 4 and a motor generator 20 includes: a basic torque setting step of setting a basic torque on the basis of an operational state of the vehicle 1; a deceleration torque setting step of setting a deceleration torque on the basis of an increase in steering angle; and a torque generation step of controlling the motor generator 20 so as to generate torque on the basis of the basic torque and the deceleration torque when the motor generator 20 generates the torque, and controlling the engine 4 so as to generate torque on the basis of the basic torque and the deceleration torque when the motor generator 20 does not generate the torque.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle control method and a vehicle system that control the attitude of a vehicle according to steering.

  2. Description of the Related Art Conventionally, there has been known a device that controls the behavior of a vehicle in a safe direction when the behavior of the vehicle becomes unstable due to a slip or the like (such as a side slip prevention device). Specifically, a technique is known that detects understeer or oversteer behavior in a vehicle, for example, at the time of cornering of the vehicle, and applies an appropriate deceleration to wheels so as to suppress them. ing.

  On the other hand, apart from the control for improving safety in a driving state where the behavior of the vehicle becomes unstable, the torque is reduced at the time of the turning operation of the steering to cause the vehicle to decelerate, so that the driver at the time of cornering is reduced. There is known a technique for controlling the vehicle behavior so that the operation of the vehicle becomes natural and stable (for example, see Patent Document 1). Hereinafter, controlling the attitude of the vehicle by changing the torque in accordance with the steering operation by the driver is appropriately referred to as “vehicle attitude control”.

Japanese Patent No. 5999360

  Patent Literature 1 discloses that vehicle attitude control may be applied to a hybrid vehicle having an engine and a motor generator. However, Patent Document 1 does not disclose specific control contents when the vehicle attitude control is applied to a hybrid vehicle. Here, when performing vehicle attitude control in a hybrid vehicle, it is assumed that control is performed using a motor generator instead of an engine in order to appropriately change the torque of the vehicle according to the steering operation by the driver. Is done. This is because the motor generator has better controllability (such as responsiveness) of the vehicle driving torque and regenerative torque than the engine.

  However, for example, the driving and regeneration by the motor generator may be limited depending on the state of the battery electrically connected to the motor generator (such as the temperature and remaining capacity of the battery). Therefore, when the vehicle attitude control is performed using the motor generator in the hybrid vehicle as described above, if the operation of the motor generator is limited by the state of the battery or the like, the vehicle torque is reduced according to the steering operation by the driver. May not be able to change properly. As a result, the effect of the vehicle attitude control, that is, the effect of improving the turning performance (vehicle responsiveness and linear feeling) with respect to the steering operation may not be properly secured.

  SUMMARY An advantage of some aspects of the invention is to provide a vehicle control method and a vehicle system that include an engine and a rotating electric machine, and that performs vehicle attitude control. An object of the present invention is to enable vehicle posture control to be appropriately performed without using the vehicle.

  In order to achieve the above object, the present invention is a method for controlling a vehicle having a battery and a front wheel driven by a rotating electric machine electrically connected to the engine and the battery, comprising: A basic torque setting step for setting a basic torque to be generated by at least one of the engine and the rotating electric machine, and a deceleration torque setting for setting a deceleration torque based on an increase in a steering angle of a steering device mounted on the vehicle. In the process, when the rotating electric machine is generating torque, the rotating electric machine is controlled to generate a torque based on the basic torque and the deceleration torque, and when the rotating electric machine is not generating torque, And a torque generating step of controlling the engine such that a torque based on the basic torque and the deceleration torque is generated.

  According to the present invention thus configured, the vehicle (hybrid vehicle) in which the front wheels are driven by the engine and the rotating electric machine decelerates the vehicle in response to the increase in the steering angle (corresponding to the steering turning operation). The vehicle attitude is controlled by applying a deceleration torque for the vehicle. In the present invention, when the rotating electric machine is generating torque, while controlling the rotating electric machine to generate a torque corresponding to the deceleration torque by the vehicle attitude control, the rotating electric machine generates the torque. If not, the engine is controlled so that a torque corresponding to the deceleration torque by the vehicle attitude control is generated. That is, in the present invention, when the rotating electric machine does not generate torque, for example, in a situation where the rotating electric machine cannot generate torque, the vehicle attitude control is realized not by the rotating electric machine but by the torque from the engine. To Thereby, the vehicle attitude control can be appropriately executed regardless of the state of the rotating electric machine, the battery, and the like. Therefore, it is possible to appropriately secure the effect of improving the turning performance (vehicle responsiveness and linear feeling) with respect to the steering turning operation.

  The “rotating electric machine” means at least one of a motor (electric motor), a generator (generator), and a motor generator having both functions of the motor and the generator.

In the present invention, preferably, in the torque generating step, when the rotating electric machine is generating torque when the increase of the steering angle is started, the rotating electric machine generates torque based on the basic torque and the deceleration torque. When the rotating electric machine is not generating torque when the steering angle starts to increase, the engine is controlled so as to generate torque based on the basic torque and the deceleration torque.
According to the present invention thus configured, it is determined whether or not the rotating electric machine is generating torque at the timing when the increase of the steering angle starts, and control of the engine and control of the engine are performed in accordance with the determination result. It is determined which of the control of the rotating electric machine is to realize the vehicle attitude control. This makes it possible to more reliably execute appropriate vehicle attitude control regardless of the state of the rotating electric machine or the battery.

In the present invention, preferably, the region where the rotating electric machine generates torque and the region where the engine generates torque are changed according to the state of the battery.
According to the present invention configured as described above, the region where the rotating electric machine generates torque and the region where the engine generates torque (the region corresponds to the region where the rotating electric machine does not generate torque) are provided with the battery. It can be set appropriately according to the state. Therefore, the region in which the rotating electric machine generates torque can be appropriately limited according to the state of the battery.

In the present invention, preferably, when the battery is not in the predetermined temperature range, generation of torque by the rotating electric machine is more restricted than when the battery is in the predetermined temperature range, and in the torque generation step, the battery is in the predetermined temperature range. At times, the rotating electric machine is controlled to generate a torque based on the basic torque and the deceleration torque, and when the battery is not in a predetermined temperature range, the engine is controlled so as to generate a torque based on the basic torque and the deceleration torque.
According to the present invention having the above-described configuration, when the battery is in the predetermined temperature range using the predetermined temperature range of the battery for restricting the operation (driving and regeneration) of the rotary electric machine, the rotation from the rotary electric machine is prevented. While the vehicle attitude control is realized by the torque, when the battery is not in the predetermined temperature range, the vehicle attitude control is realized by the torque from the engine. Thereby, the vehicle attitude control can be appropriately executed regardless of the battery temperature.

In the present invention, preferably, when the remaining capacity of the battery is equal to or more than a predetermined amount, generation of torque by the rotating electric machine is more restricted than when the remaining capacity of the battery is less than the predetermined amount. When the remaining capacity of the battery is less than a predetermined amount, the rotating electric machine is controlled to generate a torque based on the basic torque and the deceleration torque. Control the engine to generate torque.
According to the present invention configured as described above, when the remaining battery charge is less than the predetermined amount using the determination value (predetermined amount) of the remaining battery charge for limiting the operation (regeneration) of the rotating electric machine, While the vehicle attitude control is realized by the torque from the rotating electric machine, when the remaining battery charge is equal to or more than a predetermined amount, the vehicle attitude control is realized by the torque from the engine. Thereby, the vehicle attitude control can be appropriately executed regardless of the remaining battery capacity.

In the present invention, preferably, the method further includes an acceleration torque setting step of setting an acceleration torque based on a decrease in the steering angle of the steering device.In the torque generation step, when the rotating electric machine is generating torque, Controlling the rotating electric machine so that the torque based on the basic torque and the acceleration torque is generated, and when the rotating electric machine is not generating the torque, the engine is controlled such that the torque based on the basic torque and the acceleration torque is generated. Control.
According to the present invention thus configured, the vehicle attitude is controlled by applying an acceleration torque for accelerating the vehicle in response to a decrease in the steering angle (corresponding to a steering return operation). In the present invention, when the rotating electric machine is generating torque, the rotating electric machine controls the rotating electric machine so that a torque corresponding to the acceleration torque by the vehicle attitude control is generated, while the rotating electric machine generates the torque. If not, the engine is controlled so that a torque corresponding to the acceleration torque by the vehicle attitude control is generated. This also makes it possible to appropriately execute the vehicle attitude control irrespective of the state of the rotating electric machine or the battery. Therefore, it is possible to appropriately secure the effect of improving the turning performance (vehicle responsiveness and linear feeling) with respect to the steering return operation.

In another aspect, to achieve the above object, the present invention relates to a control system for a vehicle, comprising: an engine and a rotating electric machine for driving a front wheel of the vehicle; and a battery electrically connected to the rotating electric machine. A steering device for steering the vehicle, a steering angle sensor that detects a steering angle of the steering device, a driving state sensor that detects a driving state of the vehicle, and a controller that controls the engine and the rotating electric machine. The controller sets a basic torque to be generated by at least one of the engine and the rotating electric machine based on the driving state detected by the driving state sensor, and based on an increase in the steering angle detected by the steering angle sensor. Setting the deceleration torque, and when the rotating electric machine is generating torque, controlling the rotating electric machine to generate a torque based on the basic torque and the deceleration torque, and If the vapor machine is generating no torque is configured to control the engine so that the torque based on the basic torque and deceleration torque is generated, characterized in that.
According to the present invention configured as described above, the vehicle posture control can be appropriately performed regardless of the state of the rotating electric machine, the battery, and the like.

  ADVANTAGE OF THE INVENTION According to this invention, in the control method and vehicle system of the vehicle which has an engine and a rotary electric machine and performs a vehicle attitude control, a vehicle attitude control can be appropriately performed regardless of the state of a rotary electric machine or the like.

FIG. 1 is a block diagram schematically showing an overall configuration of a vehicle according to an embodiment of the present invention. FIG. 1 is a block diagram showing an electric configuration of a vehicle according to an embodiment of the present invention. 4 is a map showing a driving area of the vehicle according to the embodiment of the present invention. 5 is a flowchart of a vehicle attitude control process according to the embodiment of the present invention. 4 is a flowchart of an operation area setting process according to the embodiment of the present invention. It is an explanatory view about restriction of an operation area according to a battery state by an embodiment of the present invention. 5 is a flowchart of a deceleration torque setting process according to the embodiment of the present invention. 4 is a map showing a relationship between an additional deceleration and a steering speed according to the embodiment of the present invention. 5 is a flowchart of an acceleration torque setting process according to the embodiment of the present invention. 4 is a map showing a relationship between an additional acceleration and a steering speed according to the embodiment of the present invention. 6 is a time chart illustrating a time change of each parameter when the vehicle attitude control according to the embodiment of the present invention is performed in an engine traveling area. 6 is a time chart showing a time change of each parameter when the vehicle attitude control according to the embodiment of the present invention is performed in an EV traveling area. 6 is a time chart illustrating a time change of each parameter when the vehicle attitude control according to the embodiment of the present invention is performed in a regeneration area in which the engine is separated.

  Hereinafter, a vehicle control method and a vehicle system according to an embodiment of the present invention will be described with reference to the accompanying drawings.

<Vehicle configuration>
First, a vehicle to which a vehicle control method and a vehicle system according to an embodiment of the present invention are applied will be described with reference to FIGS. 1 and 2. FIG. 1 is a block diagram schematically illustrating an overall configuration of a vehicle according to an embodiment of the present invention, and FIG. 2 is a block diagram illustrating an electrical configuration of the vehicle according to the embodiment of the present invention.

  As shown in FIG. 1, an engine 4 is mounted on a front part of the vehicle body of the vehicle 1 as a prime mover for driving the left and right front wheels 2. The vehicle 1 is configured as a so-called FF vehicle. Each wheel 2 of the vehicle 1 is suspended from a vehicle body via a suspension 70 including an elastic member (typically, a spring) and a suspension arm.

  The engine 4 is an internal combustion engine such as a gasoline engine or a diesel engine. In the present embodiment, the engine 4 is a gasoline engine having a spark plug 14 (see FIG. 2). The power of the engine 4 is transmitted between the engine 4 and the front wheels 2 via a transmission 6 and is controlled by a controller 8. The engine 4 includes a throttle valve 10 for adjusting an intake air amount, an injector 12 for injecting fuel, an ignition plug 14, a variable valve mechanism 16 for changing the opening / closing timing of an intake / exhaust valve, and a rotational speed of the engine 4. And an engine speed sensor 18 for detection (see FIG. 2). The engine speed sensor 18 outputs the detected value to the controller 8.

  As shown in FIG. 1, the vehicle 1 has a function of driving the front wheels 2 (i.e., a function as a prime mover), a function of being driven by the front wheels 2 to perform regenerative power generation (i.e., a function as a generator), Is mounted. The power is transmitted between the motor generator 20 and the front wheels 2 via the transmission 6, and is controlled by the controller 8 via the inverter 22. Further, motor generator 20 is connected to battery 24, and receives power from battery 24 when generating driving force, and supplies power to battery 24 to charge battery 24 when regenerating. As described above, the vehicle 1 is configured as a hybrid vehicle that uses the engine 4 and the motor generator 20 as power sources.

  In the vehicle 1, the engine 4, the motor generator 20, and the front wheels 2 are connected in series. In particular, the output shaft of the engine 4 and the rotating shaft of the motor generator 20 are connected via a first clutch 61 that can be connected and disconnected, and the rotating shaft of the motor generator 20 and the rotating shaft of the transmission 6 are connected to each other by the first They are connected via two clutches 62. In addition, generally, a torque converter is provided between the engine 4 and the transmission 6, but in the present embodiment, such a torque converter is not provided. First and second clutches 61 and 62 are provided. For example, the first clutch 61 uses the hydraulic pressure of the transmission 6 to control switching between engagement and disengagement.

  The vehicle 1 includes a steering device 26 including a steering wheel 28 (hereinafter, also simply referred to as “steering”), a steering column 30 and the like, and a steering device 26 based on the rotation angle of the steering column 30 and the position of a steering rack (not shown). A steering angle sensor 34 for detecting a steering angle, an accelerator opening sensor 36 for detecting an accelerator pedal depression amount corresponding to an accelerator pedal opening, a brake depression amount sensor 38 for detecting a depression amount of a brake pedal, and a vehicle speed. , A yaw rate sensor 42 for detecting a yaw rate, and an acceleration sensor 44 for detecting an acceleration. Further, the vehicle 1 includes a battery temperature sensor 31 that detects the temperature of the battery 24 (battery temperature) and a battery remaining capacity sensor 32 that detects the remaining capacity of the battery 24 (remaining battery capacity). Each of these sensors outputs a detected value to the controller 8. The controller 8 includes, for example, a PCM (Power-train Control Module). The accelerator opening sensor 36, the vehicle speed sensor 40, and the like correspond to a driving state sensor that detects the driving state of the vehicle 1.

Further, the vehicle 1 includes a brake control system 48 that supplies a brake fluid pressure to a wheel cylinder and a brake caliper of a brake device (braking device) 46 provided on each wheel. The brake control system 48 includes a hydraulic pump 50 that generates a brake hydraulic pressure required to generate a braking force in a brake device 46 provided on each wheel. The hydraulic pump 50 is driven by, for example, electric power supplied from the battery 24 and generates the brake hydraulic pressure required to generate a braking force in each brake device 46 even when the brake pedal is not depressed. It is possible to do. Further, the brake control system 48 includes a valve unit 52 provided in a hydraulic pressure supply line to the brake device 46 of each wheel for controlling the hydraulic pressure supplied from the hydraulic pump 50 to the brake device 46 of each wheel. (Specifically, a solenoid valve). For example, the opening of the valve unit 52 is changed by adjusting the amount of power supplied from the battery 24 to the valve unit 52. Further, the brake control system 48 includes a hydraulic pressure sensor 54 for detecting a hydraulic pressure supplied from the hydraulic pump 50 to the brake device 46 of each wheel. The hydraulic pressure sensor 54 is disposed, for example, at a connection portion between each valve unit 52 and a hydraulic pressure supply line downstream thereof, detects a hydraulic pressure downstream of each valve unit 52, and outputs a detected value to the controller 8. .
The brake control system 48 calculates the hydraulic pressure to be supplied independently to each of the wheel cylinders and the brake caliper of each wheel based on the braking force command value input from the controller 8 and the detection value of the hydraulic pressure sensor 54. The rotation speed of the hydraulic pump 50 and the opening degree of the valve unit 52 are controlled in accordance with the hydraulic pressure of the hydraulic pump 50.

  As shown in FIG. 2, the controller 8 according to the present embodiment detects the driving state of the vehicle 1 in addition to the detection signals of the sensors 18, 31, 32, 34, 36, 38, 40, 42, 44, and 54 described above. Based on the detection signals output by the various operating state sensors, various parts of the engine 4 (for example, a turbocharger, an EGR device, etc., in addition to the throttle valve 10, the injector 12, the spark plug 14, the variable valve mechanism 16, etc.) A control signal is output to control the motor generator 20, the first and second clutches 61 and 62, and the hydraulic pump 50 and the valve unit 52 of the brake control system 48.

  The controller 8 (which may also include the brake control system 48) includes one or more processors, various programs interpreted and executed on the processors (basic control programs such as an OS, and specific functions activated and executed on the OS). And a computer having an internal memory such as a ROM or a RAM for storing programs and various data.

  Note that the controller 8 corresponds to a controller in the present invention. Further, a system including the engine 4, the motor generator 20, the battery 24, the steering angle sensor 34, the accelerator opening sensor 36, the vehicle speed sensor 40, and the controller 8 corresponds to a vehicle system in the present invention.

<Operation area>
Next, an operation region of the vehicle 1 (hybrid vehicle) according to the embodiment of the present invention will be described with reference to FIG. FIG. 3 shows a map of an operation area defined based on the vehicle speed (horizontal axis) and the acceleration / deceleration (vertical axis).

  3, region R1 is an engine traveling region in which vehicle 1 travels using only torque generated by engine 4, and region R2 is an EV in which vehicle 1 travels using only torque generated by motor generator 20. It is a running area. In the engine traveling region R1, the first clutch 61 is engaged to connect the engine 4, and in the EV traveling region R2, the first clutch 61 is released and the engine 4 is disconnected. Region R3 is a region where vehicle 1 is braked only by regeneration of motor generator 20, and region R4 is a region where vehicle 1 is braked by regeneration of motor generator 20 and brake device 46. In both regions R3 and R4, the first clutch 61 is released and the engine 4 is disconnected. If the engine 4 is connected when the motor generator 20 regenerates, useless energy consumption occurs due to the following operation of the engine 4. Therefore, the first clutch 61 is released to disconnect the engine 4.

  Hereinafter, the region R3 is referred to as a “first engine separation regeneration region”, and the region R4 is referred to as a “second engine separation regeneration region”. When the first and second engine separation regeneration regions R3 and R4 are not distinguished, they are simply referred to as “engine separation regeneration regions”. Further, the regions R2 to R4 are collectively referred to as a “motor generator use region”.

  As shown in FIG. 3, in the map of the driving region according to the present embodiment, the EV driving region R2 is provided over a relatively wide range, and more specifically, has the same size as the engine driving region R1. I have. In addition, the first engine separation regeneration region R3 is also provided over a relatively wide range, specifically, has the same size as the second engine separation regeneration region R4.

<Vehicle attitude control>
Next, specific control contents executed by the vehicle system will be described. First, the overall flow of the vehicle attitude control process performed by the vehicle system in the embodiment of the present invention will be described with reference to FIG. FIG. 4 is a flowchart of the vehicle attitude control process according to the embodiment of the present invention.

The vehicle attitude control process in FIG. 4 is started when the ignition of the vehicle 1 is turned on and the power is turned on to the vehicle system, and is repeatedly executed at a predetermined cycle (for example, 50 ms).
When the vehicle attitude control process is started, as shown in FIG. 4, in step S101, the controller 8 acquires various sensor information on the driving state of the vehicle 1. Specifically, the controller 8 detects the steering angle detected by the steering angle sensor 34, the accelerator opening detected by the accelerator opening sensor 36, the brake pedal depression amount detected by the brake depression sensor 38, and the vehicle speed sensor 40 detects. The vehicle speed, the yaw rate detected by the yaw rate sensor 42, the acceleration detected by the acceleration sensor 44, the engine speed detected by the engine speed sensor 18, the hydraulic pressure detected by the hydraulic pressure sensor 54, and the current setting for the transmission 6 of the vehicle 1. The detection signals output from the various sensors described above, including the current gear position, the battery temperature detected by the battery temperature sensor 31, the remaining battery capacity detected by the remaining battery capacity sensor 32, and the like, are acquired as information on the operating state.

  Next, in step S102, the controller 8 includes a target acceleration (not only a positive acceleration but also a negative acceleration (deceleration)) based on the driving state of the vehicle 1 acquired in step S101. )). Typically, the controller 8 sets a positive target acceleration when the accelerator pedal is operated. In this case, the controller 8 determines the acceleration characteristic corresponding to the current vehicle speed and gear position from an acceleration characteristic map (prepared and stored in a memory or the like) defined for various vehicle speeds and various gear positions. A map is selected, and a positive target acceleration corresponding to the current accelerator opening is set with reference to the selected acceleration characteristic map. On the other hand, the controller 8 sets a negative target acceleration, typically when the brake pedal is operated. For example, the controller 8 sets a negative target acceleration based on the brake pedal depression amount. In this case, as the brake pedal depression amount increases, the target acceleration (absolute value) increases.

  Next, in step S103, the controller 8 determines a basic torque to be generated by the prime mover (ie, the engine 4 and the motor generator 20) to achieve the target acceleration set in step S102. In this case, the controller 8 determines the basic torque within the range of the torque that can be output by the engine 4 and the motor generator 20, based on the current vehicle speed, gear position, road surface gradient, road surface μ, and the like. The basic torque includes a driving torque (positive torque) of engine 4 or motor generator 20 for driving vehicle 1 and a regenerative torque (negative torque) of motor generator 20 for braking vehicle 1. . When the positive target acceleration is set in step S102, the driving torque of engine 4 or motor generator 20 is set as the basic torque. On the other hand, when a negative target acceleration (deceleration) is set in step S102, the regenerative torque of motor generator 20 is set as the basic torque.

  Next, in step S104, the controller 8 sets the driving area (see FIG. 3) of the vehicle 1 based on the current vehicle speed and the target acceleration (including the positive acceleration and the negative acceleration (deceleration)). Execute the operation area setting process. Specifically, the controller 8 determines any one of the engine travel region R1, the EV travel region R2, the first engine separation regeneration region R3, and the second engine separation regeneration region R4. More specifically, the controller 8 appropriately changes the EV travel region R2 and the first engine separation regeneration region R3 based on the state of the battery 24 (battery temperature and remaining battery charge), and then selects the current one from the regions R1 to R4. The area according to the vehicle speed and the target acceleration is determined. The operation area setting process will be described later with reference to FIG.

  In parallel with the processing in steps S102 to S104, in step S105, the controller 8 executes a deceleration torque setting processing for setting a torque (deceleration torque) for adding deceleration to the vehicle 1 based on the steering operation. . In step S105, the controller 8 sets a deceleration torque for reducing the basic torque in accordance with the increase in the steering angle of the steering device 26, that is, in response to the steering turning operation. In the present embodiment, the controller 8 controls the vehicle attitude by temporarily reducing the torque and adding a deceleration to the vehicle 1 when the steering operation is performed. Hereinafter, the vehicle attitude control performed at the time of turning the steering wheel is appropriately referred to as “first vehicle attitude control”. The deceleration torque setting process will be described later with reference to FIGS.

  Next, in step S106, the controller 8 executes an acceleration torque setting process for setting a torque (acceleration torque) for adding acceleration to the vehicle 1 based on the steering operation. In step S106, the controller 8 sets the acceleration torque for increasing the basic torque in accordance with the decrease in the steering angle of the steering device 26, that is, in response to the turning back of the steering. In the present embodiment, the controller 8 controls the vehicle attitude by temporarily increasing the torque and adding acceleration to the vehicle 1 when the steering wheel is turned back. Hereinafter, the vehicle attitude control performed at the time of turning back the steering will be appropriately referred to as “second vehicle attitude control”. Typically, the second vehicle attitude control tends to be performed after the above-described first vehicle attitude control. The acceleration torque setting process will be described later with reference to FIGS.

  After executing steps S102 to S106, in step S107, the controller 8 sets a final target torque based on the basic torque set in step S103, the deceleration torque set in step S105, and the acceleration torque set in step S106. I do. Basically, the controller 8 calculates the final target torque by adding the acceleration torque to the basic torque or subtracting the deceleration torque from the basic torque.

  Next, in step S108, the controller 8 determines whether or not the operation region set in step S104 is a motor generator use region. Determining whether or not the operation region is the motor generator use region is equivalent to determining whether or not motor generator 20 is generating torque. That is, when the operation region is the motor-generator use region, motor generator 20 generates torque. On the other hand, when the operation region is not the motor-generator use region, that is, when it is engine running region R1, Motor generator 20 does not generate torque. As a result of the determination in step S108, when it is determined that the operation region is the motor generator use region (step S108: Yes), the controller 8 proceeds to step S109.

  In step S109, the controller 8 releases the first clutch 61 to disconnect the engine 4 because the operating region is not the engine running region R1 (of course, when the first clutch 61 is already in the released state, The disengaged state of the first clutch 61 is maintained). Then, the controller 8 proceeds to step S110, determines various state quantities necessary for realizing the final target torque based on the final target torque set in step S107, and based on the state quantities, determines the motor generator 20 The control amount of the actuator that drives the constituent elements is set. In this case, the controller 8 sets a limit value or a limit range according to the state amount, and sets a control amount of the actuator such that the state value complies with the limit by the limit value or the limit range. Next, the controller 8 proceeds to step S113, and outputs a control command to the actuator based on the control amount set in step S110.

  Specifically, in step S113, the controller 8 controls the motor generator 20 to achieve the final target torque set in step S107. Specifically, when the final target torque is set by adding the acceleration torque to the basic torque in step S107, controller 8 changes the inverter command value (control signal) so as to increase the torque generated by motor generator 20. And outputs it to the inverter 22. On the other hand, if the final target torque set by subtracting the deceleration torque from the basic torque in step S107 is a negative value, the controller 8 causes the motor generator 20 to perform regenerative power generation to generate regenerative torque. , An inverter command value (control signal) is set and output to the inverter 22.

  On the other hand, as a result of the determination in step S108, when it is determined that the operation region is not the motor generator use region (step S108: No), that is, when the operation region is the engine traveling region R1, the controller 8 proceeds to step S111. . In step S111, the controller 8 engages the first clutch 61 to connect the engine 4 because the operating region is the engine traveling region R1 (of course, if the first clutch 61 is already in the engaged state, , Maintaining the engaged state of the first clutch 61). Then, the controller 8 proceeds to step S112, determines various state quantities necessary for realizing the final target torque based on the final target torque set in step S107, and based on those state quantities, determines the state of the engine 4 based on those state quantities. The control amount of each actuator that drives each component is set. In this case, the controller 8 sets a limit value or a limit range according to the state amount, and sets a control amount of each actuator such that the state value complies with the limit by the limit value or the limit range. Next, the controller 8 proceeds to step S113, and outputs a control command to each actuator of the engine 4 based on the control amount set in step S112.

  Specifically, in step S113, when the final target torque is set by adding the acceleration torque to the basic torque in step S107, the controller 8 sets the ignition timing of the ignition plug 14 to generate the basic torque. Advance the ignition timing. Further, instead of or in conjunction with the advance of the ignition timing, the controller 8 increases the throttle opening degree or advances the closing timing of the intake valve set after the bottom dead center to advance the intake timing. Increase air volume. In this case, the controller 8 increases the fuel injection amount by the injector 12 in response to the increase in the intake air amount so that the predetermined air-fuel ratio is maintained.

  On the other hand, when the final target torque is set by subtracting the deceleration torque from the basic torque in step S107, the controller 8 sets the ignition timing of the spark plug 14 to be more retarded than the ignition timing for generating the basic torque. (Retard). Further, instead of or in addition to the retardation of the ignition timing, the controller 8 reduces the throttle opening or retards the closing timing of the intake valve set after the bottom dead center, thereby reducing the intake timing. Reduce air volume. In this case, the controller 8 reduces the fuel injection amount by the injector 12 in response to the increase in the intake air amount so that the predetermined air-fuel ratio is maintained.

  Although the case where the engine 4 is a gasoline engine has been described above, when the engine 4 is a diesel engine, the controller 8 sets the final target torque by adding the acceleration torque to the basic torque in step S107. In this case, the fuel injection amount by the injector 12 is made larger than the fuel injection amount for generating the basic torque. On the other hand, when the final target torque is set by subtracting the deceleration torque from the basic torque in step S107, the controller 8 reduces the fuel injection amount by the injector 12 to be smaller than the fuel injection amount for generating the basic torque. Let it.

  After such step S113, the controller 8 ends the vehicle attitude control processing.

  Next, an operation region setting process according to the embodiment of the present invention will be described with reference to FIGS. FIG. 5 is a flowchart of the operation area setting process according to the embodiment of the present invention. FIG. 6 is an explanatory diagram of the limitation of the operation area according to the battery state according to the embodiment of the present invention (in FIG. 6, a solid line indicates a map indicating the vehicle operation area similar to FIG. 3). .

  When the operation region setting process is started, in step S41, the controller 8 determines whether or not the battery temperature detected by the battery temperature sensor 31 is outside a predetermined temperature range. A temperature range (for example, about 0 to 70 ° C.) in which the battery 24 can appropriately charge and discharge is applied to the predetermined temperature range. Therefore, in step S41, it is determined whether or not the battery 24 is in a temperature state in which charging and discharging can be appropriately performed.

  As a result of the determination in step S41, when it is determined that the battery temperature is out of the predetermined temperature range (step S41: Yes), the controller 8 proceeds to step S42 to limit the EV traveling region R2, and to proceed to step S43. Then, the first engine separation regeneration region R3 is limited. Specifically, as shown in FIG. 6, the controller 8 reduces the EV traveling region R2 (see the broken line and the arrow A1) and reduces the first engine separation regeneration region R3 (see the broken line and the arrow A2). By doing so, the controller 8 restricts the use (drive or regeneration) of the motor generator 20 to limit charging and discharging of the battery 24 outside the predetermined temperature range.

  After the above-described step S43, or when it is not determined in step S41 that the battery temperature is outside the predetermined temperature range (step S41: No), that is, when the battery temperature is within the predetermined temperature range, The controller 8 proceeds to step S44. In step S44, the controller 8 determines whether the remaining battery charge detected by the remaining battery charge sensor 32 is equal to or greater than a first predetermined amount. Here, it is determined whether or not the battery 24 is in a state where charging should be restricted, that is, whether or not the battery 24 is in a fully charged state or in a state close to being fully charged.

  As a result of the determination in step S44, when it is determined that the remaining battery charge is equal to or more than the first predetermined amount (step S44: Yes), the controller 8 proceeds to step S45 to limit the first engine separation regeneration region R3. . Specifically, as shown in FIG. 6, the controller 8 reduces the first engine separation regeneration region R3 (see the broken line and the arrow A2). By doing so, the controller 8 restricts charging of the battery 24 by suppressing regeneration by the motor generator 20. If the first engine separation regeneration region R3 has already been limited in step S43, the first engine separation regeneration region R3 is further limited in step S45, that is, the first engine separation regeneration region R3 is further reduced. It will be greatly reduced.

  On the other hand, if it is not determined in step S44 that the remaining battery charge is equal to or greater than the first predetermined amount (step S44: No), that is, if the remaining battery charge is less than the first predetermined amount, the controller 8 performs step S44. Proceed to S46. In step S46, the controller 8 determines whether or not the remaining battery charge is less than the second predetermined amount. Here, it is determined whether or not the battery 24 is in a state in which discharge should be limited, that is, whether or not the battery 24 is in a completely discharged state or in a state close to complete discharging.

  As a result of the determination in step S46, when it is determined that the remaining battery charge is less than the second predetermined amount (step S46: Yes), the controller 8 proceeds to step S47 to limit the EV traveling region R2. Specifically, as shown in FIG. 6, the controller 8 reduces the EV traveling region R2 (see a broken line and an arrow A1). By doing so, the controller 8 limits the discharge of the battery 24 by suppressing the driving of the motor generator 20. If the EV traveling region R2 has already been restricted in step S42, the EV traveling region R2 is further restricted in step S47, that is, the EV traveling region R2 is further reduced.

  Then, after step S45, after step S47, or when it is not determined in step S46 that the remaining battery charge is smaller than the second predetermined amount (step S46: No), that is, the remaining battery charge is equal to the second remaining charge. If it is not less than the predetermined amount, the controller 8 proceeds to step S48. In step S48, the controller 8 runs the engine based on the current vehicle speed and the target acceleration (including the positive acceleration and the negative acceleration (deceleration)) using each of the driving regions R1 to R4 set as described above. One operating region to be applied is determined from the region R1, the EV running region R2, the first engine separation regeneration region R3, and the second engine separation regeneration region R4. Thereafter, the controller 8 ends the operation area setting process and returns to the main routine.

Next, a deceleration torque setting process according to the embodiment of the present invention will be described with reference to FIGS.
FIG. 7 is a flowchart of the deceleration torque setting process according to the embodiment of the present invention, and FIG. 8 is a map showing a relationship between the additional deceleration and the steering speed according to the embodiment of the present invention.

When the deceleration torque setting process is started, in step S11, the controller 8 determines whether or not the steering angle (absolute value) of the steering device 26 is increasing (ie, during the turning operation of the steering wheel 28). As a result, when the steering angle is increased (step S11: Yes), the process proceeds to step S12, the controller 8, the steering speed is determined whether a predetermined threshold value S ₁ or more. That is, the controller 8 based on the steering angle obtained from the steering angle sensor 34 and calculates the steering speed in step S101 in FIG. 4, it is determined whether the value is the threshold value S ₁ or more.

As a result, when the steering speed is the threshold value S ₁ or more (step S12: Yes), the process proceeds to step S13, the controller 8 sets the deceleration with based on the steering speed. This additional deceleration is a deceleration to be added to the vehicle 1 in accordance with the steering operation in order to control the vehicle attitude according to the driver's intention.

Specifically, the controller 8 sets the additional deceleration corresponding to the steering speed calculated in step S12 based on the relationship between the additional deceleration and the steering speed shown in the map of FIG. The horizontal axis in FIG. 8 indicates the steering speed, and the vertical axis indicates the additional deceleration. As shown in FIG. 8, when the steering speed is the threshold value S ₁ or less, additional deceleration corresponding zero. That is, when the steering speed is the threshold value S ₁ or less, the controller 8 does not execute the control for adding the deceleration of the vehicle 1 based on the steering operation.

On the other hand, if the steering speed exceeds the threshold value S ₁ in accordance with the steering speed increases, additional deceleration corresponding to the steering speed is asymptotic to a predetermined upper limit value D _max. That is, the additional deceleration increases as the steering speed increases, and the rate of increase in the increase decreases. This upper limit value _Dmax is set to a deceleration that does not cause the driver to feel that control intervention has been performed even if deceleration is added to the vehicle 1 in accordance with the steering operation (for example, 0.5 m / s ² ≒ 0). .05G). Further, when the steering speed is high threshold S ₂ or more than the threshold S _1, the additional deceleration is maintained at the upper limit value D _max.

  Next, in step S14, the controller 8 sets a deceleration torque based on the additional deceleration set in step S13. Specifically, the controller 8 calculates the deceleration torque required for realizing the additional deceleration by reducing the basic torque based on the current vehicle speed, gear position, road surface gradient, and the like acquired in step S101 in FIG. decide. After step S14, the controller 8 ends the deceleration torque setting process and returns to the main routine.

Also, when the steering angle is not increased in step S11 (step S11: No), or when the steering speed is less than the threshold value S ₁ in step S12 (step S12: No), the controller 8 is set deceleration torque The deceleration torque setting process is terminated without performing, and the process returns to the main routine of FIG. In this case, the deceleration torque becomes zero.

Next, an acceleration torque setting process according to the embodiment of the present invention will be described with reference to FIGS.
FIG. 9 is a flowchart of the acceleration torque setting process according to the embodiment of the present invention, and FIG. 10 is a map showing the relationship between the additional acceleration and the steering speed according to the embodiment of the present invention.

When the acceleration torque setting process is started, in step S21, the controller 8 determines whether or not the steering angle (absolute value) of the steering device 26 is decreasing (that is, the steering wheel 28 is being turned back). . As a result, when the steering angle is being decreased (step S21: Yes), the process proceeds to step S22, the controller 8, the steering speed is determined whether a predetermined threshold value S ₁ or more. That is, the controller 8 based on the steering angle obtained from the steering angle sensor 34 and calculates the steering speed in step S101 in FIG. 4, it is determined whether the value is the threshold value S ₁ or more.

As a result, when the steering speed is the threshold value S ₁ or more (step S22: Yes), the process proceeds to step S23, the controller 8 sets the additional acceleration based on the steering speed. This additional acceleration is acceleration to be applied to the vehicle 1 in accordance with a steering operation in order to control the vehicle attitude according to the driver's intention.

Specifically, the controller 8 sets the additional acceleration corresponding to the steering speed calculated in step S22 based on the relationship between the additional acceleration and the steering speed shown in the map of FIG. The horizontal axis in FIG. 10 indicates the steering speed, and the vertical axis indicates the additional acceleration. As shown in FIG. 10, when the steering speed is the threshold value S ₁ or less, the corresponding additional acceleration is zero. That is, when the steering speed is the threshold value S ₁ or less, the controller 8 does not execute the control for adding the acceleration to the vehicle 1 based on the steering operation.

On the other hand, if the steering speed exceeds the threshold value S ₁ in accordance with the steering speed increases, the additional acceleration corresponding to the steering speed is asymptotic to a predetermined upper limit value A _max. That is, the additional acceleration increases as the steering speed increases, and the rate of increase of the additional amount decreases. The upper limit value _Amax is set to an acceleration level at which the driver does not feel that control intervention has occurred even if acceleration is applied to the vehicle 1 in accordance with a steering operation (for example, 0.5 m / s ² ≒ 0.05 G). ). Further, when the steering speed is high threshold S ₂ or more than the threshold S ₁ is added acceleration is maintained at the upper limit value A _max.

  Next, in step S24, the controller 8 sets an acceleration torque based on the additional acceleration set in step S23. Specifically, the controller 8 determines an acceleration torque necessary for realizing the additional acceleration by increasing the basic torque based on the current vehicle speed, gear, road surface gradient, and the like acquired in step S101. After step S24, the controller 8 ends the acceleration torque setting process, and returns to the main routine of FIG.

Also, when the steering angle is not decreased in the step S21 (step S21: No), or when the steering speed is less than the threshold value S ₁ in step S22 (step S22: No), the controller 8, the setting of the acceleration torque The acceleration torque setting process is terminated without performing, and the process returns to the main routine of FIG. In this case, the acceleration torque becomes zero.

<Action and effect>
Next, the operation of the vehicle control method and the vehicle system according to the embodiment of the present invention will be described with reference to the time charts of FIGS. FIG. 11 is a time chart showing a time change of each parameter when the vehicle attitude control is performed in the engine travel area R1, and FIG. 12 is a time chart of each parameter when the vehicle attitude control is performed in the EV travel area R2. FIG. 13 is a time chart showing a time change of each parameter when the vehicle attitude control is performed in the engine separation regeneration regions R3 and R4.

  The time charts of FIGS. 11 to 13 show, in order from the top, the state (engagement / disengagement) of the first clutch 61, the steering angle of the steering device 26, the steering speed, the additional acceleration / deceleration, the final target torque, the ignition plug 14 of the engine 4. , And the torque generated by the motor generator 20 (drive torque / regenerative torque).

  First, in the example shown in FIG. 11, since the driving region of the vehicle 1 is the engine traveling region R1, the first clutch 61 is engaged to connect the engine 4 (step S109 in FIG. 4). Further, as shown in FIG. 11, the driver of the vehicle 1 is not performing steering until time t11, the steering angle is 0 (neutral position), and the steering speed is also 0. In this state, the deceleration torque and the acceleration torque are not set in the deceleration torque setting process of FIG. 5 and the acceleration torque setting process of FIG. 7 (additional deceleration = 0, deceleration torque = 0, additional acceleration = 0, acceleration torque = 0). Therefore, until time t11, the basic torque is determined as the final target torque.

Next, at time t11, when the driver starts the turning operation of the steering wheel 28, the steering angle and the steering speed (the absolute value thereof) increase. When the steering speed becomes S ₁ or more, the deceleration torque setting processing of FIG. 5, the processing from step S11 S14 is repeated, setting the additional deceleration and the deceleration torque is performed. That is, in step S13 of FIG. 5, the additional deceleration is set based on the steering speed using the map shown in FIG. 6, and in step S14, the deceleration torque required to realize the set additional deceleration is set. In step S107 in FIG. 4, a value obtained by subtracting the deceleration torque from the basic torque is set as the final target torque.

In the example shown in FIG. 11, at the timing when the increase of the steering angle starts, the driving region of the vehicle 1 is the engine traveling region R1. For more information, determines the timing of the start conditions of the first vehicle posture control is satisfied, i.e. at the timing and the steering speed steering angle is increased it becomes the threshold S ₁ or more, and the operating area of the vehicle 1 is an engine running region R1 Is done. As a result, after time t11 (time t11 to t12), only the engine 4 is controlled so that a torque in which the basic torque is reduced by the deceleration torque is generated. In this case, motor generator 20 is not controlled. In one example, in steps S110 and S113 in FIG. 4, as shown in FIG. 11, the ignition timing of the ignition plug 14 is retarded from the ignition timing for generating the basic torque. Instead of or together with the retardation of the ignition timing, in order to reduce the intake air amount, the throttle opening may be made smaller than when the basic torque is generated, or may be set after the bottom dead center. The closing timing of the intake valve that has been set may be retarded. In these cases, the fuel injection amount by the injector 12 is also reduced in response to the reduction in the intake air amount so that the predetermined air-fuel ratio is maintained.

  As described above, when a torque in which the basic torque is reduced by the deceleration torque is generated between the times t11 and t12, the front portion of the vehicle body sinks and the front wheel load increases. As a result, it is possible to improve the responsiveness and linear feeling of the vehicle 1 to the steering operation.

  Next, when the operation shifts to the maintenance of the steering at time t12, the steering angle becomes a constant value. In this state, the deceleration torque and the acceleration torque are not set in the deceleration torque setting process of FIG. 5 and the acceleration torque setting process of FIG. 7 (additional deceleration = 0, deceleration torque = 0, additional acceleration = 0, acceleration torque = 0). Therefore, from time t12 to t13, the basic torque is determined as the final target torque.

Further, when the driver starts the turning operation of the steering wheel 28 at the time t13, the steering angle decreases and the steering speed (absolute value) increases. When the steering speed (absolute value of) becomes S ₁ or more, the acceleration torque setting processing of FIG. 7, the process from step S21 S24 are repeated, setting the additional acceleration and acceleration torque are carried out. That is, in step S23 of FIG. 7, the additional acceleration is set based on the steering speed using the map shown in FIG. 8, and in step S24, the acceleration torque required to realize the set additional acceleration is set. In step S107 of 4, the value obtained by adding the acceleration torque to the basic torque is set as the final target torque.

In the example shown in FIG. 11, at the timing when the decrease in the steering angle starts, the driving region of the vehicle 1 is the engine traveling region R1. Specifically, the timing of the start conditions for the second vehicle posture control is satisfied, i.e. at the timing of decreasing the steering angle to and steering speed (absolute value) becomes the threshold value S ₁ or more, the operating area of the vehicle 1, the engine drive region R1 Is determined. As a result, only the engine 4 is controlled so that a torque in which the basic torque is increased by the acceleration torque is generated after the time t13 (time t13 to t14). In this case, motor generator 20 is not controlled. In one example, in steps S110 and S113 in FIG. 4, as shown in FIG. 11, the ignition timing of the ignition plug 14 is advanced more than the ignition timing for generating the basic torque. In addition, instead of or together with the advance of the ignition timing, in order to increase the intake air amount, the throttle opening may be made larger than that in the case of generating the basic torque, or the closing timing of the intake valve may be increased. May be advanced. In these cases, the fuel injection amount by the injector 12 is also increased in accordance with the increase in the intake air amount so that the predetermined air-fuel ratio is maintained.

  As described above, when the torque in which the basic torque is increased by the acceleration torque is generated between the times t13 and t14, the front portion of the vehicle body is lifted, and the front wheel load is reduced. As a result, it is possible to improve the responsiveness and linear feeling of the vehicle to the steering return operation.

  Next, at time t14, when the steering angle returns to 0 and the steering is maintained (steering speed = 0), the steering speed becomes 0, so that the values of the additional acceleration and the additional deceleration also become 0, and the value of the basic torque becomes final. It is determined as the target torque.

  Next, a case where the vehicle attitude control is performed in the EV travel region R2 will be described with reference to FIG. Here, only the portions different from FIG. 11 will be mainly described. In the example shown in FIG. 12, since the driving region of the vehicle 1 is the EV driving region R2, the first clutch 61 is released to disconnect the engine 4 in step S111 in FIG. At times t21 to t22 (at the time of turning the steering wheel), only motor generator 20 is controlled (engine 4 is not controlled) such that a torque in which the basic torque is reduced by the deceleration torque is generated. Specifically, in steps S112 and S113 in FIG. 4, an inverter command value is set so as to reduce the torque generated by motor generator 20. Next, from time t23 to t24 (when the steering wheel is turned back), only the motor generator 20 is controlled (the engine 4 is not controlled) so that a torque in which the basic torque is increased by the acceleration torque is generated. Specifically, in steps S112 and S113 in FIG. 4, the inverter command value is set so as to increase the torque generated by motor generator 20.

  Next, a case where the vehicle attitude control is performed in the engine separation regeneration region (R3 or R4) will be described with reference to FIG. Here, only the portions different from FIG. 11 will be mainly described. In the example shown in FIG. 13, since the operation area of the vehicle 1 is the engine disconnection regeneration area, the first clutch 61 is released to disconnect the engine 4 in step S111 of FIG. 4. At times t31 to t32 (at the time of turning the steering wheel), only motor generator 20 is controlled (engine 4 is not controlled) so that a torque in which the basic torque is reduced by the deceleration torque is generated. Specifically, in steps S112 and S113 in FIG. 4, the inverter command value is set so as to increase the regenerative torque (absolute value) generated by motor generator 20. Next, from time t33 to time t34 (when the steering wheel is turned back), only the motor generator 20 is controlled (the engine 4 is not controlled) so that a torque whose basic torque is increased by the acceleration torque is generated. Specifically, in steps S112 and S113 in FIG. 4, the inverter command value is set so as to reduce the regenerative torque (absolute value) generated by motor generator 20.

  In the examples shown in FIGS. 11 to 13, the value of the basic torque is a fixed value. However, when the basic torque is changed by the operation of the accelerator pedal or the like by the driver, the acceleration torque is changed with respect to the basic torque. Is added, or the deceleration torque is subtracted. However, since the time from turning of the steering wheel 28 by the driver to holding and turning back is generally a relatively short time (usually less than 1 to 2 seconds), the basic torque during this period is considered to be constant. You can also.

  Next, the operation and effect of the above-described embodiment of the present invention will be described.

  According to the present embodiment, the controller 8 performs the vehicle attitude control (specifically, the first vehicle attitude control) at the time of turning the steering of the hybrid vehicle in which the front wheels 2 are driven by the engine 4 and the motor generator 20. When motor generator 20 is generating torque, motor generator 20 is controlled such that a torque corresponding to the deceleration torque by the first vehicle attitude control is generated, but motor generator 20 is not generating torque. In this case, the engine 4 is controlled such that a torque corresponding to the deceleration torque generated by the first vehicle attitude control is generated.

  The reason for this is as follows. Generally, when performing vehicle attitude control in a hybrid vehicle, it is assumed that torque control for vehicle attitude control is performed using only motor generator 20 having excellent controllability (such as responsiveness). However, for example, the driving or regeneration by the motor generator 20 may be limited depending on the state of the battery 24 (battery temperature or remaining battery capacity). Therefore, when the vehicle attitude control is performed using the motor generator 20 in the hybrid vehicle as described above, if the operation of the motor generator 20 is limited by the state of the battery 24 or the like, the vehicle is controlled according to the steering operation by the driver. May not be able to change the torque properly.

  Therefore, in the present embodiment, when the motor generator 20 is generating torque, the controller 8 implements the first vehicle attitude control with the torque from the motor generator 20. When no torque is generated, that is, when the engine 4 is generating torque, the first vehicle attitude control is realized by the torque from the engine 4. That is, the controller 8 performs the first vehicle attitude control using the motor generator 20 only when the motor generator 20 is generating torque. In other words, in the present embodiment, when the set deceleration torque can be realized by the motor generator 20, the controller 8 performs the first vehicle attitude control by the motor generator 20, while the set deceleration is performed. If the torque cannot be realized by the motor generator 20, the first vehicle attitude control is performed by the engine 4.

  According to the present embodiment described above, the first vehicle attitude control can be appropriately executed at the time of turning of the steering wheel regardless of the state of the motor generator 20 and the battery 24. Therefore, it is possible to appropriately secure the effect of improving the turning performance (vehicle responsiveness and linear feeling) with respect to the steering turning operation.

  Further, according to the present embodiment, when the increase in the steering angle is started, more specifically, at the timing when the start condition of the first vehicle attitude control is satisfied, motor controller 20 generates torque. It is determined whether or not the first vehicle attitude control is realized by control of the engine 4 or control of the motor generator 20 according to the determination result. Accordingly, appropriate first vehicle attitude control can be more reliably executed regardless of the states of motor generator 20 and battery 24.

  Further, according to the present embodiment, the controller 8 also performs the second vehicle attitude control performed at the time of turning back the steering to the acceleration torque by the second vehicle attitude control when the motor generator 20 is generating torque. While motor generator 20 is controlled so as to generate a corresponding torque, when engine generator 20 is not generating a torque, engine 4 is controlled to generate a torque corresponding to the acceleration torque by the second vehicle attitude control. Control. Thus, the second vehicle attitude control can be appropriately performed regardless of the state of motor generator 20 or battery 24. Therefore, the effect of improving the turning performance (vehicle responsiveness and linear feeling) with respect to the steering return operation can be appropriately secured.

<Modification>
In the above-described embodiment, the controller 8 limits the motor generator use area according to the battery temperature and the remaining battery capacity. Specifically, as shown in FIGS. 5 and 6, when the battery temperature is out of the predetermined temperature range, the controller 8 reduces the EV running region R2 and the first engine separation regeneration region R3, and the remaining battery capacity is reduced. When it is equal to or more than the first predetermined amount, the first engine separation regeneration region R3 is reduced, and when the remaining battery charge is less than the second predetermined amount, the EV traveling region R2 is reduced. In another example, instead of reducing the EV travel region R2 and / or the first engine disconnection regeneration region R3, the controller 8 prohibits the use of the motor generator 20 according to the battery temperature and the remaining battery charge. You may. Specifically, controller 8 prohibits driving and regeneration of motor generator 20 when the battery temperature is outside the predetermined temperature range, and prohibits regeneration of motor generator 20 when the remaining battery charge is equal to or greater than the first predetermined amount. Alternatively, when the remaining battery charge is less than the second predetermined amount, driving of motor generator 20 may be prohibited. In this modification, the controller 8 does not determine whether to control the vehicle attitude by controlling the engine 4 or the motor generator 20 based on the operating range of the vehicle 1, but to determine the battery temperature and the remaining battery capacity. Is determined based on the control of the engine 4 or the control of the motor generator 20.

  That is, when the battery temperature is in the predetermined temperature range, controller 8 controls motor generator 20 to generate a torque corresponding to the deceleration torque due to the first vehicle attitude control, while the battery temperature is not in the predetermined temperature range. At times, the engine 4 is controlled such that a torque corresponding to the deceleration torque generated by the first vehicle attitude control is generated. Thus, the first vehicle attitude control can be appropriately performed regardless of the battery temperature. Further, when the remaining battery charge is less than the first predetermined amount, the controller 8 controls the motor generator 20 so that a torque corresponding to the deceleration torque by the first vehicle attitude control is generated, while the remaining battery charge is less than the first predetermined amount. When it is equal to or more than one predetermined amount, the engine 4 is controlled such that a torque corresponding to the deceleration torque by the first vehicle attitude control is generated. Thus, the first vehicle attitude control can be appropriately performed regardless of the remaining battery charge.

  In the above-described embodiment, the vehicle attitude control is performed based on the steering angle and the steering speed. However, in another example, instead of the steering angle and the steering speed, the yaw rate, the lateral acceleration, the yaw acceleration, and the lateral jerk are used. The vehicle attitude control may be executed based on this.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Wheel 4 Engine 6 Transmission 8 Controller 12 Injector 14 Spark plug 20 Motor generator 22 Inverter 24 Battery 26 Steering device 28 Steering wheel 34 Steering angle sensor 36 Accelerator opening sensor 40 Vehicle speed sensor 46 Brake device 61 First clutch

Claims (7)

A method for controlling a vehicle having a battery, wherein front wheels are driven by an engine and a rotating electric machine electrically connected to the battery,
A basic torque setting step of setting a basic torque to be generated by at least one of the engine and the rotating electric machine based on an operation state of the vehicle;
A deceleration torque setting step of setting a deceleration torque based on an increase in a steering angle of a steering device mounted on the vehicle;
When the rotating electric machine is generating torque, the rotating electric machine is controlled such that a torque based on the basic torque and the deceleration torque is generated, and when the rotating electric machine is not generating torque. A torque generating step of controlling the engine such that a torque based on the basic torque and the deceleration torque is generated;
A control method for a vehicle, comprising: In the torque generating step,
If the rotating electric machine is generating torque when the increase in the steering angle starts, controlling the rotating electric machine to generate a torque based on the basic torque and the deceleration torque,
If the rotating electric machine is not generating torque when the increase in the steering angle is started, the engine is controlled such that a torque based on the basic torque and the deceleration torque is generated,
The vehicle control method according to claim 1.   The vehicle control method according to claim 1, wherein a region in which the rotating electric machine generates torque and a region in which the engine generates torque are changed according to a state of the battery. When the battery is not in the predetermined temperature range, generation of torque by the rotating electric machine is more restricted than when the battery is in the predetermined temperature range,
In the torque generating step, when the battery is in the predetermined temperature range, the rotating electric machine is controlled to generate a torque based on the basic torque and the deceleration torque, and when the battery is not in the predetermined temperature range, Controlling the engine to generate a torque based on the basic torque and the deceleration torque,
The method for controlling a vehicle according to claim 1. When the remaining capacity of the battery is equal to or more than a predetermined amount, the generation of torque by the rotating electric machine is more limited than when the remaining capacity of the battery is less than the predetermined amount,
In the torque generating step, when the remaining capacity of the battery is less than the predetermined amount, the rotating electric machine is controlled so as to generate a torque based on the basic torque and the deceleration torque, and the remaining capacity of the battery is set to When the predetermined amount or more, the engine is controlled such that a torque based on the basic torque and the deceleration torque is generated,
The vehicle control method according to claim 1. An acceleration torque setting step of setting an acceleration torque based on a decrease in the steering angle of the steering device,
In the torque generating step, when the rotating electric machine is generating torque, the rotating electric machine is controlled to generate a torque based on the basic torque and the acceleration torque, and the rotating electric machine If not, controlling the engine to generate a torque based on the basic torque and the acceleration torque,
A vehicle control method according to any one of claims 1 to 5. A vehicle control system,
An engine and a rotating electric machine that drive front wheels of the vehicle;
A battery electrically connected to the rotating electric machine;
A steering device for steering the vehicle,
A steering angle sensor that detects a steering angle of the steering device;
A driving state sensor for detecting a driving state of the vehicle,
A controller for controlling the engine and the rotating electric machine,
The controller is
Based on the operating state detected by the operating state sensor, set a basic torque to be generated by at least one of the engine and the rotating electric machine,
Based on the increase in the steering angle detected by the steering angle sensor, set a deceleration torque,
When the rotating electric machine is generating torque, the rotating electric machine is controlled such that a torque based on the basic torque and the deceleration torque is generated, and when the rotating electric machine is not generating torque. Is configured to control the engine such that a torque based on the basic torque and the deceleration torque is generated,
A vehicle system characterized by the above-mentioned.

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