JP4196962B2 - Car - Google Patents

Description

The present invention relates to an automatic car.

Conventionally, as this type of automobile, an automobile including an engine and a first electric motor that can output power to the front wheel side and a second electric motor that can output power to the rear wheel side has been proposed (for example, Patent Documents). 1). In this automobile, a four-wheel drive state (4WD) that travels by outputting power to the front wheel side and the rear wheel side based on a vehicle state and a road state, and a two-wheel drive state that travels by outputting power only to the front wheel side. By switching between (FF), traveling according to the state of the vehicle and the road state is enabled.
JP 2001-171378 A

  By the way, when changing the distribution ratio of the power output to the front wheel side and the power output to the rear wheel side, if the change is made suddenly, a shock may occur in the vehicle. It is desirable to do so. On the other hand, if the distribution ratio is always changed gradually, a shock may occur on the vehicle. For example, in the above-described automobile, negative power is output to both the front wheel side and the rear wheel side by performing regenerative control of the first electric motor and the second electric motor as the sign of the required power changes from negative to positive. If the power distribution ratio is changed slowly when switching from a normal state to a state where positive power is output only to the front wheel side, the distribution ratio for the rear wheel side will change even after the sign of the required power changes from negative to positive. Since the motor does not become zero for a while, the second electric motor has a state in which positive power is temporarily output from a state in which negative power is output, and then the operation stops. Such an operation of the second electric motor causes a shock of the vehicle, and measures for this need to be taken.

Vehicles of the present invention is intended to prevent a shock occurs in the vehicle when changing the distribution ratio of the power output from the first and second power output apparatus.

Vehicles of the present invention employs the following means in order to achieve at least part of the above objects.

The automobile of the present invention
A first power output device for outputting power to the first axle;
A second power output device for outputting power to the second axle;
Requested power setting means for setting the requested power based on the operation of the driver;
When changing the distribution ratio of the power output from the first and second power output devices during normal operation, the distribution ratio is changed slowly and the vehicle is driven by the power based on the set required power. The first power output device is controlled from a state in which the first and second power output devices are controlled to output power from the first and second power output devices with a change in the sign of the set required power. When the distribution ratio is changed so that power is output only from the power supply, the distribution ratio is changed so that the sign of the power output from the second power output device is not changed and the setting is made. And a control means for controlling the first and second power output devices so as to travel with power based on the required power.

  In the automobile according to the present invention, when changing the distribution ratio of the power output from the first and second power output devices during normal operation, the distribution ratio is gradually changed and the required power by the operation of the driver is obtained. The first power output device is controlled from the state where the first and second power output devices are controlled so as to travel with the power based on the power and the power is output from the first and second power output devices with a change in the sign of the required power. When the distribution ratio is changed so that the power is output from only the power, the distribution ratio is changed so that the sign of the power output from the second power output device is not changed, and the power based on the required power Since the first and second power output devices are controlled so as to travel according to the vehicle, it is possible to prevent the vehicle from being shocked when the distribution ratio of the power output from the first and second power output devices is changed. It can be. Of course, the vehicle can travel with power based on the required power.

  In such an automobile of the present invention, the control means outputs the first power from a state in which the first and second power output devices output negative power with a change from negative to positive of the set required power. When the distribution ratio is changed so that positive power is output only from the power output device, the distribution ratio is changed so that positive power is not output from the second power output device. In addition, the first and second power output devices may be controlled so as to run with power based on the set required power. By so doing, it is possible to suppress the occurrence of a shock in the vehicle when the distribution ratio is changed with a change in the required power from negative to positive.

  Further, in the automobile of the present invention, the control unit is configured to output the first power output device from a state in which power is output from the first and second power output devices with a change in the sign of the set required power. When the distribution ratio is changed so that power is output only from the second power output device, the second power output is prevented from being output from the second power output device without gradual change of the distribution ratio. The first power output device may be controlled to control the device and to run with power based on the set required power. In this case, the control means controls the second power output device so that power is not output from the second power output device without gradual change of the distribution ratio, and the first power output device. The first power output device can be controlled so that the power output from the power gradually changes toward the set required power. In this way, it is possible to further suppress the occurrence of shock in the vehicle.

  Further, in the automobile of the present invention, the first power output device is a device including a first electric motor capable of inputting / outputting power to / from the first axle, and the second power output device is the first power output device. It can also be an apparatus provided with the 2nd electric motor which can input and output motive power to 2 axles. In this case, the first power output device is further connected to an internal combustion engine, an output shaft of the internal combustion engine, and a drive shaft connected to the first axle to input and output electric power and power. It is also possible to use a power motive power input / output means capable of outputting at least part of the motive power from the drive shaft to the drive shaft. Further, in this case, the power driving input / output means is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and is used for power input / output to any two of the three shafts. Based on this, it is possible to provide a means comprising three-axis power input / output means for inputting / outputting power to the remaining one shaft and a generator capable of inputting / outputting power to / from the third shaft, The electric power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the second rotor. It is also possible to use a counter-rotor motor that rotates relative to the other rotor by electromagnetic action.

  In the automobile of the present invention, the first axle may be connected to a front wheel, and the second axle may be connected to a rear wheel.

The method for controlling an automobile of the present invention includes:
A method for controlling an automobile comprising: a first power output device that outputs power to a first axle; and a second power output device that outputs power to a second axle,
(A) The required power is set based on the driver's operation,
(B) When changing the distribution ratio of the power output from the first and second power output devices during normal operation, the distribution ratio is gradually changed and traveled by the power based on the set required power. The first and second power output devices are controlled so that the first power output device outputs power from the first and second power output devices with a change in the sign of the set required power. When changing the distribution ratio so that power is output only from the power output device, the change of the distribution ratio is performed so that the sign of the power output from the second power output device is not changed. The gist is to control the first and second power output devices so that the vehicle travels with power based on the set required power.

  According to the vehicle control method of the present invention, when changing the distribution ratio of the power output from the first and second power output devices in the normal state, the change of the distribution ratio is performed slowly and the driver's The first and second power output devices are controlled to run with power based on the requested power by operation, and the first and second power output devices output power from the first and second power output devices with a change in the sign of the required power. When the distribution ratio is changed so that power is output from only one power output device, the distribution ratio is changed so that the sign of the power output from the second power output device is not changed. Since the first and second power output devices are controlled to run with power based on the requested power, the vehicle is shocked when the distribution ratio of the power output from the first and second power output devices is changed. It can be suppressed from occurring. Of course, the vehicle can travel with power based on the required power.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30; a reduction gear 35 connected to the front wheels 62a and 62b via the gear mechanism 60 and the differential gear 61, and the reduction gear 35 connected to the power distribution and integration mechanism 30; The motor MG2 connected, the motor MG3 connected to the rear wheels 64a and 64b via the differential gear 63, and the hybrid electronic control unit 70 for controlling the entire drive system of the vehicle are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, a crankshaft 26 of the engine 22 is connected to the carrier 34, a motor MG1 is connected to the sun gear 31, and a reduction gear 35 is connected to the ring gear 32 via a ring gear shaft 32a as a drive shaft. When the motor MG1 functions as a generator, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and from the carrier 34 when the motor MG1 functions as an electric motor. The input power from the engine 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the front wheels 62a and 62b via the gear mechanism 60 and the differential gear 62.

  Motors MG1, MG2, and MG3 are all configured as well-known synchronous generator motors that can be driven as generators and as motors, and exchange power with battery 50 via inverters 41, 42, and 43. The electric power line 54 connecting the inverters 41, 42, 43 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41, 42, 43, and generates power with any of the motors MG1, MG2, MG3. The electric power generated can be consumed by other motors. Therefore, the battery 50 is charged / discharged by electric power generated from any of the motors MG1, MG2, and MG3 or insufficient electric power. Note that the battery 50 is not charged / discharged if the power balance is balanced by the motors MG1, MG2, and MG3. The motors MG1, MG2, and MG3 are all driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1, MG2, and MG2, such as signals from rotational position detection sensors 44, 45, and 46 that detect the rotational positions of the rotors of the motors MG1, MG2, and MG3. A phase current applied to the motors MG1, MG2, and MG3 detected by a current sensor (not shown) is input, and a switching control signal to the inverters 41, 42, and 43 is output from the motor ECU 40. The motor ECU 40 communicates with the hybrid electronic control unit 70, and controls the driving of the motors MG 1, MG 2, MG 3 by the control signal from the hybrid electronic control unit 70 and operates the motors MG 1, MG 2, MG 3 as necessary. Data on the state is output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  A hydraulic brake that is actuated by hydraulic pressure from the brake actuator 68 is attached to each of the front wheels 62a and 62b and the rear wheels 64a and 64b. Adjustment of hydraulic pressure from the brake actuator 68 is performed by drive control by the brake ECU 69. The brake ECU 69 receives the wheel speed Vf of the front wheels 62a and 62b and the wheel speed Vr of the rear wheels 64a and 64b detected by the wheel speed sensor 69a via an input port (not shown). A drive signal or the like to the actuator 68 is output via the output port. Note that the brake ECU 69 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 68 by a control signal from the hybrid electronic control unit 70, as well as the state of the brake actuator 68 and the front wheels 62a, Data relating to the state of 62b and rear wheels 64a, 64b is output to hybrid electronic control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the brake ECU 69 via the communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake ECU 69, and various control signals. And exchanging data.

  The hybrid vehicle 20 of the embodiment configured in this manner calculates a required torque to be output to the vehicle based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver, The engine 22 and the motors MG1, MG2, and MG3 are operated and controlled so as to travel with the corresponding required power. As the operation control of the engine 22 and the motors MG1, MG2, and MG3, the engine 22 is operated and controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is a power distribution integration mechanism. 30, a torque conversion operation mode for controlling the motor MG 1, the motor MG 2, and the motor MG 3 so that the torque is converted and output by one or both of the motor MG 1, the motor MG 2, and the motor MG 3. The engine 22 is operated and controlled so that the power corresponding to the sum of the power necessary for charging and discharging is output from the engine 22, and all or part of the power output from the engine 22 with charging and discharging of the battery 50 is performed. Power distribution integration mechanism 30, motor MG1, motor MG2 and motor MG3 Charge / discharge operation mode in which the motor MG1, the motor MG2, and the motor MG3 are driven and controlled so that the required power is output with torque conversion due to either or both of them, and the operation of the engine 22 is stopped and the motor MG2 and the motor MG3 are operated. There is a motor operation mode in which operation control is performed so that power corresponding to the required power is output from either or both.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly opens the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the wheel speeds Vf and Vr from the brake ECU 69. , Motors MG1, MG2, and MG3, such as rotation speeds Nm1, Nm2, and Nm3, remaining capacity SOC of battery 50, and rear wheel required distribution ratio Dr are input (step S100). Here, as the rotational speeds Nm1, Nm2, and Nm3 of the motors MG1, MG2, and MG3, those calculated based on the rotational positions detected by the rotational position detection sensors 44, 45, and 46 are input from the motor ECU 40 by communication. To do. As the remaining capacity SOC, a value calculated based on the charge / discharge current of the battery 50 detected by the current sensor is input from the battery ECU 52 by communication. The rear wheel required distribution ratio Dr is assumed to require a ratio of the torque output to the rear wheels 64a and 64b to the sum of the torque output to the front wheels 62a and 62b and the torque output to the rear wheels 64a and 64b. The value set by the rear wheel required distribution ratio setting processing routine illustrated in FIG. 3 is input from the brake ECU 69 by communication. In the rear wheel distribution ratio setting process routine of FIG. 3, the brake ECU 69 first inputs the vehicle speed V and the required torque T * set in step S110 of FIG. 2 described later from the hybrid electronic control unit 70 through communication. The wheel speeds Vf and Vr from the wheel speed sensor 69a are input (step S300). Based on the input data, it is determined whether slip has occurred, whether the vehicle is starting or suddenly accelerating, and whether the vehicle is decelerating. Is determined (steps S310 to S330). Here, whether or not slip has occurred can be determined by, for example, calculating a deviation between the wheel speed Vf and the wheel speed Vr and determining whether or not the calculated deviation is equal to or greater than a predetermined deviation. . Whether the vehicle is starting or suddenly accelerating is determined by, for example, determining whether the vehicle speed V is less than a predetermined vehicle speed (for example, 5 km / h or 10 km / h) and the required torque T * is greater than or equal to the predetermined torque. For sudden acceleration, it can be performed by determining whether or not the deviation between the current value and the previous value of the required torque T * is greater than or equal to a predetermined deviation. Further, the determination as to whether or not the vehicle is decelerating can be made by determining whether or not the required torque T * is less than 0, for example. When all of steps S310 to S330 are negative, the rear wheel required distribution ratio Dr is required to request that torque is output only to the front wheels 62a and 62b and not to the rear wheels 64a and 64b. Is set to 0 (step S340), the process is terminated, and if it is determined affirmative in any of steps S310 to S330, that is, if it is determined that a slip has occurred, a rear wheel request for slipping is requested. A distribution ratio Dr is set (step S350), and when it is determined that the vehicle is starting or suddenly accelerated, a rear wheel required distribution ratio Dr for starting and sudden acceleration is set (step S360), and it is determined that the vehicle is decelerating. Sometimes, the rear wheel required distribution ratio Dr for deceleration traveling is set (step S370), and the process is terminated. Here, the rear wheel required distribution ratio Dr at the time of slip is set so that the torque output to the slip wheel where the slip has occurred becomes small and the torque output to the non-slip wheel where the slip does not occur becomes large. The rear wheel required distribution ratio Dr for starting / rapid acceleration is set to, for example, 0.2 or 0.3 so that the starting performance and acceleration performance are good, and the rear wheel for deceleration traveling is used. The required distribution ratio Dr is set to 0.5 or 0.4, for example, so that more electric energy can be extracted when traveling at a reduced speed by regenerative control by the motors MG2 and MG3.

  Subsequently, a process of setting a required torque T * and a required power P * required for the entire vehicle based on the input accelerator opening Acc and the vehicle speed V is performed (step S110). In the embodiment, the required torque T * is obtained in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque T * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, Is set by deriving the corresponding required torque T * from the required torque setting map. An example of the required torque setting map is shown in FIG. Further, the required power P * is set by multiplying the required torque T * by the vehicle speed V.

  Then, the rear wheel requested distribution ratio Dr input in step S100 is subjected to the smoothing process according to the following equation (1) to set the rear wheel effective distribution ratio Dr * (step S120), and from the value 1 to the rear The front wheel effective distribution obtained by subjecting the front wheel required distribution ratio (= 1−Dr) obtained by subtracting the wheel required distribution ratio Dr to the smoothing process according to the following equation (2) in which the same time constant as that in equation (1) is determined. The ratio Df * is set (step S130). In this way, the rear wheel required distribution ratio Dr is suddenly changed by performing the smoothing process on the change in the rear wheel required distribution ratio Dr and setting the rear wheel effective distribution ratio Dr * (front wheel effective distribution ratio Df *). Even so, it is possible to prevent the rear wheel effective distribution ratio Dr * (front wheel effective distribution ratio Df *) from changing suddenly. If the output response of torque to the front wheels 62a and 62b and the output response of torque to the rear wheels 64a and 64b are completely the same, the rear wheel execution distribution ratio Dr * (front wheel execution distribution ratio Df * ) Can be output to the vehicle even if it suddenly changes, but if the output responsiveness of the engine 22 and the motors MG1, MG2, and MG3 is taken into consideration, the vehicle actually moves toward the front wheels 62a and 62b. Since there is a difference between the output response of the torque of the vehicle and the output response to the rear wheels 64a and 64b, if the rear wheel execution distribution ratio Dr * (front wheel execution distribution ratio Df *) is changed suddenly, the vehicle Shock may occur. In consideration of this, the rear wheel effective distribution ratio Dr * (front wheel effective distribution ratio Df *) is set by performing a smoothing process on the change in the rear wheel required distribution ratio Dr. Here, “k” in the expressions (1) and (2) is a time constant, and is determined in a range of 0 to 1. As described above, since the same value is set for the time constant k in the equations (1) and (2), the sum of the front wheel execution distribution ratio Df * and the rear wheel execution distribution ratio Dr * is usually the value. 1. That is, it is sufficient to calculate the front wheel effective distribution ratio Df * by subtracting the rear wheel effective distribution ratio Dr * from the value 1, but the rear wheel effective distribution ratio Dr * is set to the value 0 by step S150 described later. When initialized, the sum of both does not become the value 1 until the time corresponding to the time constant k elapses. The reason for this will be described later.

Dr * ＝ k ・ Previous Dr * + (1-k) ・ Dr (1)
Df * = k, previous Df * + (1-k), (1-Dr) (2)

  When the rear wheel effective distribution ratio Dr * and the front wheel effective distribution ratio Df * are set in this way, whether the required torque T * set in step S110 is larger than 0 or not, the required torque T * previously set in this routine is It is determined whether the value is less than 0, whether the rear wheel required distribution ratio Dr input in step S100 is a value 0, and whether the rear wheel required distribution ratio Dr previously input in this routine is a value other than 0. (Step S140). In this determination, as the sign of the required torque T * changes from negative to positive, the rear wheel required distribution ratio Dr is set to a value other than the value 0 for deceleration traveling in step S370 of FIG. This is for determining that the state has changed from the state to the state in which the value 0 is set in step S340.

  If any of the determinations in step S140 is negative, the front wheels 62a and 62b should share the required torque T * using the front wheel effective distribution ratio Df * and the required torque T * set in step S130. The front wheel torque Tf * is calculated by the following equation (3), and the rear wheel 64a, 64b side shares the required torque T * with the rear wheel effective distribution ratio Dr * and the required torque T * set in step S120. The rear wheel torque Tr * to be calculated is calculated by the following equation (4) (step S160).

Tf * = Df * × T * (3)
Tr * = Dr * × T * (4)

  Then, the engine required power Pe * to be output from the engine 22 is set by the sum of the required power P * set in step S110, the charge / discharge required power Pb * of the battery 50, and the loss Loss (step S170). Here, the charge / discharge required power Pb * can be set based on the remaining capacity SOC and the accelerator opening Acc. When the engine required power Pe * is set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set engine required power Pe * and an operation line for efficiently operating the engine 22 (step S180). ). FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant engine required power Pe * (= Ne * × Te *).

  When the target rotational speed Ne * and the target torque Te * are set, the set target rotational speed Ne *, the rotational speed Nr of the ring gear shaft 32a (Nm2 / Ga; “Ga” is the gear ratio of the reduction gear 35), and power distribution integration The target speed Nm1 * of the motor MG1 is calculated by the following formula (5) using the gear ratio ρ of the mechanism 30 and the formula (6) based on the calculated target speed Nm1 * and the current speed Nm1. Torque command Tm1 * of motor MG1 is calculated (step S190). Here, Expression (5) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. In FIG. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Ga of the reduction gear 35 is shown. Expression (5) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (6) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (6), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Ga ・ ρ) (5)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (6)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the front wheel torque Tf *, the conversion coefficient Gf (the rotational speed of the ring gear shaft 32a / the rotational speed of the front wheels 62a and 62b), the torque command Tm1 * and the power A torque command Tm2 * as a torque to be output from the motor MG2 is calculated by the equation (7) using the gear ratio ρ of the distribution integration mechanism 30 (step S200), and the rear wheel torque Tr * and the conversion coefficient Gr (motor MG3 ) / Rotational speed of the rear wheels 64a and 64b), a torque command Tm3 * as a torque to be output from the motor MG3 is calculated by the following equation (8) (step S210). Equation (7) can be easily derived from the collinear diagram of FIG. 6 described above.

Tm2 * = (Tf * / Gf + Tm1 * / ρ) / Ga (7)
Tm3 * = Tr * / Gr (8)

  When the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 *, Tm2 * and Tm3 * of the motors MG1, MG2 and MG3 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set. Transmits to the engine ECU 24 torque commands Tm1 *, Tm2 *, and Tm3 * of the motors MG1, MG2, and MG3, respectively, to the motor ECU 40 (step S220), and the drive control routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 *, Tm3 * drives the motor MG1 with the torque command Tm1 *, drives the motor MG2 with the torque command Tm2 *, and drives the motor MG3 with the torque command Tm3 *. Thus, switching control of the switching elements of the inverters 41, 42, and 43 is performed. When the sign of the required torque T * is negative, basically, the front wheel torque Tf * and the rear wheel torque Tr * are both set as negative torque. Therefore, the front wheels 62a and 62b are negatively controlled by regenerative control of the motor MG2. Torque is output to the rear wheels 64a and 64b, and negative torque is output to the rear wheels 64a and 64b by regenerative control of the motor MG3.

  When all the determinations in step S140 are positive, the rear wheel execution distribution ratio Dr * is initialized to 0 regardless of the rear wheel execution distribution ratio Dr * set in step S120 (step S150). Using the front wheel effective distribution ratio Df * and the required torque T * set in S130, the front wheel torque Tf * is calculated by the above-described equation (3), and the rear wheel effective distribution ratio Dr * and the required torque are initialized to 0. The rear wheel torque Tr * is calculated by the above-described equation (4) using T * (step S160), the processing after step S170 is performed, and the drive control routine is terminated. As a result, the rear wheel torque Tr * is set to a value of 0, so that the vehicle travels only by the torque output to the front wheels 62a and 62b. When the rear wheel required distribution ratio Dr changes from a value other than 0 to a value 0 as the sign of the required torque T * changes from negative to positive, that is, at the front wheels 62a and 62b, the motor MG2 is regenerated. When changing from a state in which a negative torque is output by the control and a negative torque is being output to the rear wheels 64a and 64b due to the regenerative control of the motor MG3 to a state in which a positive torque is output only to the front wheels 62a and 62b When the rear wheel execution distribution ratio Dr * subjected to the smoothing process for the change in the rear wheel required distribution ratio Dr is used, the rear wheel execution is performed even if the rear wheel required distribution ratio Dr changes from another value to 0. Since the distribution ratio Dr * does not immediately have a value of 0, the rear wheel torque Tr * for which negative torque has been set is set as positive torque because the sign of the required torque T * has changed from negative to positive, After that, the time constant k of the annealing process So that the rear wheel torque Tr * to the value 0 when the rear wheel executed distribution ratio time equivalent to the elapsed Dr * reaches the value 0 is set. For this reason, when the torque command Tm3 * is set based on the rear wheel torque Tr * and the motor MG3 is controlled, a shock occurs in the vehicle due to a change in the sign of the torque output from the motor MG3. In consideration of this, the rear wheel effective distribution ratio Dr * is initialized to 0 in step S150. On the other hand, since the front wheel effective distribution ratio Df * is smoothed separately from the rear wheel effective distribution ratio Dr * in step S130, the front wheel effective distribution ratio Drf * gradually decreases toward the value 1 regardless of the initialization of the rear wheel effective distribution ratio Dr *. Therefore, the front wheel torque Tf * gradually increases toward the required torque T *. Therefore, since the front wheel torque Tf * does not increase rapidly, it is possible to suppress the occurrence of a shock in the vehicle due to the rapid increase of the front wheel torque Tf *. The reason why the front wheel effective distribution ratio Df * is set by performing the smoothing process separately from the smoothing process performed to set the rear wheel effective distribution ratio Dr * in step S130 is based on such a reason.

  According to the hybrid vehicle 20 of the above-described embodiment, the rear wheel required distribution ratio Dr required as a ratio of the torque to be shared on the rear wheels 64a and 64b side with respect to the required torque T * required for the entire vehicle is normal. The rear wheel effective distribution ratio Dr * and the front wheel effective distribution ratio Df * are set using a smoothing process to the change in the front wheel torque Tf * based on the front wheel effective distribution ratio Df * is output to the front wheels 62a and 62b. In addition, the engine 22 and the motors MG1, MG2, and MG3 are controlled so that the rear wheel torque Tr * based on the rear wheel effective distribution ratio Dr * is output to the rear wheels 64a and 64b, and the sign of the required torque T * is negative. Along with the change to positive, negative torque is output to the front wheels 62a and 62b by regenerative control of the motor MG2, and negative torque is output to the rear wheels 64a and 64b by regenerative control of the motor MG3. When changing from a state in which the torque is output to a state in which positive torque is output only to the front wheels 62a and 62b, the rear wheel execution distribution ratio Dr * is initialized to 0 and the rear wheel torque Tr * is set to a value. Since the engine 22 and the motors MG1, MG2, MG3 are controlled so that the front wheel torque Tf * based on the front wheel effective distribution ratio Df * is output to the front wheels 62a, 62b, the front wheels 62a, 62b and the rear wheels 64a are controlled. , 64b, it is possible to suppress the occurrence of shock in the vehicle when changing the distribution ratio of the torque output to the 64b side. Of course, the required torque T * can be accommodated. In addition, when the rear wheel effective distribution ratio Dr * is initialized to a value of 0 and the rear wheel torque Tr * is set to a value of 0, the front wheel torque Tf * is gradually increased toward the required torque T *. Further suppression can be achieved.

  In the hybrid vehicle 20 of the embodiment, the rear wheel effective distribution ratio Dr * changes from a value other than the value 0 to the value 0 as the sign of the required torque T * changes from negative to positive in step S140 of FIG. In this case, the rear wheel effective distribution ratio Dr * is initialized to a value of 0. However, as the sign of the required torque T * changes from positive to negative, the rear wheel effective distribution ratio Dr * is not a value of 0. Even when the value changes from 0 to 0, the rear wheel effective distribution ratio Dr * may be initialized to 0.

  In the hybrid vehicle 20 of the embodiment, the rear wheel effective distribution ratio Dr * (front wheel effective distribution ratio Df *) is set using the smoothing process, but the rear wheel effective distribution ratio Df * is set using other gentle change processes such as rate processing. The wheel execution distribution ratio Dr * (front wheel execution distribution ratio Df *) may be set.

  In the hybrid vehicle 20 of the embodiment, the front wheel execution distribution ratio Df * is performed by performing the annealing process with the same time constant separately from the annealing process when setting the rear wheel execution distribution ratio Dr * in step S130 of FIG. However, it is possible to set the front wheel effective distribution ratio Df * by subtracting the rear wheel effective distribution ratio Dr * set in step S120 from the value 1.

  In the hybrid vehicle 20 of the embodiment, the engine 22, the power distribution and integration mechanism 30, and the motors MG1 and MG2 are connected to the front wheels 62a and 62b, and the motor MG3 is connected to the rear wheels 64a and 64b. The distribution integration mechanism 30 and the motors MG1 and MG2 may be connected to the rear wheels 64a and 64b, and the motor MG3 may be connected to the front wheels 62a and 62b.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the front wheels 62a and 62b via the power distribution and integration mechanism 30, but as shown in the hybrid vehicle 120 of the modified example of FIG. 22 has an inner rotor 132 connected to the crankshaft 26 and an outer rotor 134 connected to a drive shaft connected to the front wheels 62a and 62b, and is accompanied by input and output of electric power and power by electromagnetic action. It is good also as what is provided with the counter-rotor electric motor 130 which outputs a part of motive power of 22 to the front wheel 62a, 62b side.

  In addition, the present invention can be applied to any other type of vehicle including a front wheel power output device that can output power to the front wheel side and a rear wheel power output device that can output power to the rear wheel side. For example, the present invention may be applied to a hybrid vehicle including an engine that outputs power to the front wheels and a motor that outputs power to the rear wheels, and is connected to the front wheels 62a and 62b as illustrated in FIG. Further, the present invention may be applied to an electric vehicle 220 including a motor 230 capable of generating power and a motor 240 capable of generating power connected to the rear wheels 64a and 64b.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

  The present invention is applicable to the automobile industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. 7 is a flowchart showing an example of a rear wheel required distribution ratio setting process routine executed by a brake ECU 69. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing explaining a mode that the target rotation speed Ne * and the target torque Te * are set from engine request | requirement power Pe *. 3 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. It is a block diagram which shows the outline of a structure of the electric vehicle 220 of a modification.

Explanation of symbols

20, 120 Hybrid vehicle, 220 Electric vehicle, 22 Engine, 24 Engine electronic control unit (Engine ECU), 26 Crankshaft, 28 Damper, 30 Power distribution and integration mechanism, 31 Sun gear, 32 Ring gear, 32a Ring gear shaft, 33 Pinion gear, 34 Carrier, 35 Reduction gear, 40 Motor electronic control unit (motor ECU), 41, 42, 43 Inverter, 44, 45, 46 Rotation position detection sensor, 50 battery, 52 Battery electronic control unit (battery ECU), 54 Electric power line, 60 gear mechanism, 61, 63 differential gear, 62a, 62b front wheel, 64a, 64b rear wheel, 68 brake actuator, 69 brake ECU, 69a wheel speed sensor, 70 electronic control unit for hybrid, 7 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 130 pair rotor motor, 132 Inner rotor 134 Outer rotor, 230, 240 motor, MG1, MG2, MG3 motor.

Claims (9)

A first power output device for outputting power to the first axle;
A second power output device for outputting power to the second axle;
Requested power setting means for setting the requested power based on the operation of the driver;
When changing the distribution ratio of the power output from the first and second power output devices during normal operation, the distribution ratio is changed slowly and the vehicle is driven by the power based on the set required power. The first power output device is controlled from a state in which the first and second power output devices are controlled to output power from the first and second power output devices with a change in the sign of the set required power. When the distribution ratio is changed so that power is output only from the power supply, the distribution ratio is changed so that the sign of the power output from the second power output device is not changed and the setting is made. And a control means for controlling the first and second power output devices so as to travel with power based on the required power.   The control means starts from a state in which negative power is output from the first and second power output devices with a change of the set required power from negative to positive, only from the first power output device. When changing the distribution ratio so as to be in a state of outputting the power of the engine, the distribution ratio is changed so that positive power is not output from the second power output device, and the set required power is 2. The automobile according to claim 1, which is means for controlling the first and second power output devices so as to travel with power based on the power.   The control means outputs a power from only the first power output device from a state in which power is output from the first and second power output devices with a change in the sign of the set required power. When changing the distribution ratio, the second power output device is controlled and set so that power is not output from the second power output device without gradual change of the distribution ratio. 3. The automobile according to claim 1, wherein the first power output device is a means for controlling the first power output device so as to travel with power based on the required power.   The control means controls the second power output device and outputs the power from the first power output device so that power is not output from the second power output device without gradual change of the distribution ratio. 4. The automobile according to claim 3, which is means for controlling the first power output device so that power gradually changes toward the set required power. The automobile according to any one of claims 1 to 4,
The first power output device is a device including a first electric motor capable of inputting / outputting power to / from the first axle,
The second power output device is a device including a second electric motor capable of inputting / outputting power to / from the second axle.   The first power output device is further connected to an internal combustion engine, an output shaft of the internal combustion engine, and a drive shaft connected to the first axle, and outputs power from the internal combustion engine by input and output of electric power and power. The vehicle according to claim 5, further comprising: an electric power drive input / output unit capable of outputting at least a part of the drive shaft to the drive shaft.   The power power input / output means is connected to three shafts of the output shaft, the drive shaft and the third shaft of the internal combustion engine and based on the power input / output to / from any two of the three shafts. 7. The vehicle according to claim 6, further comprising: a three-axis power input / output means for inputting / outputting power to / from one shaft; and a generator capable of inputting / outputting power to / from the third shaft.   The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor The automobile according to claim 6, wherein the motor is a counter-rotor motor that rotates relatively by electromagnetic action with the two rotors. The automobile according to any one of claims 1 to 8,
The first axle is connected to a front wheel;
The second axle is an automobile connected to a rear wheel.

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