JP6071954B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle including a heat engine and an electric motor.

  Conventionally, as a control device of this type of hybrid vehicle, for example, one disclosed in Patent Document 1 is known. The hybrid vehicle includes an internal combustion engine mechanically coupled to a wheel via a planetary gear unit, a generator mechanically coupled to the planetary gear unit, a motor mechanically coupled to the wheel, and a generator. And a battery electrically connected to the electric motor. During the traveling of the hybrid vehicle, the planetary gear device functions as a power distribution mechanism that distributes the power of the internal combustion engine to the generator and the wheels, and the generator and the motor are controlled by the control device. The power is generated by the generator using the unit, and the generated electric power is supplied to the electric motor and converted into power. As described above, a part of the power of the internal combustion engine is transmitted to the wheels via the planetary gear device, the generator, and the electric motor, and the remaining power of the internal combustion engine is transmitted to the wheels via the planetary gear device.

  In this case, in the control device, the estimated value of the output torque of the internal combustion engine, the actual rotational speed of the generator, and the target rotational speed of the generator are calculated, and the calculated estimated value of the output torque of the internal combustion engine, The torque command value of the generator is calculated using the actual rotational speed and target rotational speed of the generator and the gear ratio of the planetary gear device. Then, the generator is controlled based on the calculated torque command value.

JP 2009-137350 A

  In this conventional control device, as described above, the torque command value of the generator is calculated by estimating the output torque of the internal combustion engine, the actual rotational speed of the generator, the target rotational speed of the generator, and the planetary gear unit. Only gear ratios are used. For this reason, the torque of the generator cannot be properly controlled, and as a result, the wheel torque fluctuates, which may deteriorate the drivability of the hybrid vehicle.

  The present invention has been made to solve the above-described problems, and can control the power of the first rotating electric machine appropriately, thereby improving the drivability of the hybrid vehicle. An object is to provide an apparatus.

  In order to achieve the above object, the invention according to claim 1 is mechanically connected to the first wheel (the left and right front wheels WFL, WFR in the embodiment (hereinafter the same in this section)), and by combustion of fuel. An operating heat engine (engine 3), a first rotating electrical machine (front motor 4) mechanically coupled to the heat engine, and a second wheel (left and right rear wheels WRL) separate from the first wheel and the first wheel. , WRR) is mechanically coupled to one of the first rotating electric machine and electrically connected to the second rotating electric machine (first rear motor 41, second rear motor 61) separate from the first rotating electric machine, and the first and second rotating electric machines. A control device 1 for a hybrid vehicle V including a connected battery (battery 7), and a heat engine that calculates a heat engine actual power estimated value (engine estimated torque TENEST) that is an estimated value of actual power of the heat engine Actual power calculation means ECU 2, steps 55 to 58 in FIG. 11, steps 75 and 77 in FIG. 12, and a wheel actual value for calculating a first wheel actual power estimated value (front wheel estimated torque TFWEST) that is an estimated value of actual power of the first wheel. According to the power calculation means (ECU 2, steps 56 and 59 in FIG. 11, steps 75 and 76 in FIG. 12), and the calculated heat engine actual power estimated value and first wheel actual power estimated value, First rotating electrical machine control means for controlling (ECU2, PDU6, steps 60 and 61 in FIG. 11, steps 78 and 79 in FIG. 12, step 53 in FIG. 11).

  According to this configuration, the first rotating electrical machine is mechanically connected to the heat engine mechanically connected to the first wheel of the hybrid vehicle, and the first and second wheels of the hybrid vehicle are connected to the first wheel. Two rotating electrical machines are mechanically coupled, and a capacitor is electrically connected to the first and second rotating electrical machines. In addition, a heat engine actual power estimated value, which is an estimated value of the actual power of the heat engine, is calculated by the heat engine actual power calculating means, and the first wheel actual power, which is an estimated value of the actual power of the first wheel. The estimated value is calculated by the wheel actual power calculating means.

  As is clear from the configuration of the hybrid vehicle described above, the power of the heat engine and the power of the first rotating electrical machine are transmitted to the first wheels. Here, the power of the first rotating electrical machine includes positive power due to power running and negative power due to regeneration (power generation). Furthermore, according to the configuration of the present invention described above, the first rotating electrical machine is controlled by the first rotating electrical machine control means in accordance with the calculated heat engine actual power estimated value and wheel actual power estimated value. Thus, unlike the above-described conventional control device, in addition to the estimated value of the actual power of the heat engine (the estimated value of the actual power of the heat engine), the estimated value of the actual power of the first wheel (the estimated value of the first wheel actual power) ), It is possible to appropriately control the power of the first rotating electrical machine, thereby improving the drivability of the hybrid vehicle.

  According to a second aspect of the present invention, in the control device 1 for the hybrid vehicle V according to the first aspect, the first rotating electrical machine control means uses electric power generated by the first rotating electrical machine using a part of the power of the heat engine. In order to supply to the second rotating electrical machine, the power generation of the first rotating electrical machine is controlled (steps 28, 31, 32, 34, 35, 37 in FIG. 9, steps 55 to 61, 53 in FIG. 11), and from the heat engine A wheel power request value calculation means (ECU 2, step 36 in FIG. 9) for calculating a first wheel power request value (front wheel request torque TFWREQ) that is a request value of power transmitted to the first wheel, and a first rotating electric machine Electric power requirement value calculating means (ECU 2, steps 28 and 34 in FIG. 9) for calculating the second electric rotating machinery electric power requirement value (electrical path requirement electric power EEPASS), which is the electric power requirement value supplied to the second electric rotating machinery, and calculation First wheel movement A heat engine power target value (engine target torque TENOBJ), which is a target value of the power of the heat engine, is calculated in accordance with the required value and the second rotating electrical machine power required value (steps 31, 32, 35, and 37 in FIG. 9). And a heat engine control means (ECU 2, step 25 in FIG. 9) for controlling the heat engine based on the calculated heat engine power target value, and the heat engine actual power calculation means includes the first wheel power A predetermined first calculation using the required value (step 37 in FIG. 9 and steps 55 to 57 in FIG. 11), a predetermined second calculation using the second rotating electrical machine power required value (step 54 in FIG. 11), The heat engine actual power estimated value is calculated by performing a predetermined calculation including step 37 (step 37 in FIG. 9 and steps 55 to 57, 54, and 58 in FIG. 11), and the first and second calculations are different from each other. Arithmetic method is used And wherein the door.

  According to this configuration, the power generation of the first rotating electrical machine is controlled in order to supply the electric power generated by the first rotating electrical machine using a part of the power of the heat engine to the second rotating electrical machine. Also, a first wheel power request value, which is a required value of power transmitted from the heat engine to the first wheel, is calculated by the wheel power request value calculation means and supplied from the first rotating electric machine to the second rotating electric machine. The required power value for the second rotating electrical machine, which is the required power value, is calculated by the required power value calculation means.

  Further, the heat engine control means calculates a heat engine power target value, which is a target value of the power of the heat engine, according to the calculated first wheel power request value and the second electric power requirement value, and calculates The heat engine is controlled based on the target heat engine power target value. Thereby, the power of the heat engine can be appropriately controlled according to the first wheel power request value and the second rotating electrical machine power request value.

  Further, according to the above-described configuration, by performing a predetermined calculation including a predetermined first calculation using the first wheel power request value and a predetermined second calculation using the second rotating electrical machine power request value. A heat engine actual power estimated value is calculated. As described above, the heat engine actual power estimated value is calculated using the same parameters as those used for calculating the heat engine power target value described above, so that the heat engine actual power estimated value can be appropriately calculated. .

  In this case, since the heat engine is operated by the combustion of the fuel, its responsiveness is relatively low. Therefore, the heat engine actual power estimated value is accurately obtained using the first wheel power request value and the second rotating electrical machine power request value. In the calculation, the calculation is preferably performed according to the response delay of the actual power of the heat engine with respect to the heat engine power target value.

  On the other hand, the heat engine actual power estimated value is used for controlling the first rotating electrical machine as described in the description of the invention according to claim 1. Moreover, since the 1st and 2nd rotary electric machine operate | moves by electromagnetic induction effect | action, the responsiveness is high. Furthermore, since the second rotating electrical machine is connected to one of the first and second wheels, the second rotating electrical machine power requirement value, which is a required value of power supplied from the first rotating electrical machine to the second rotating electrical machine, is It may change suddenly while the hybrid vehicle is running. On the other hand, when the heat engine actual power estimated value is calculated according to the response delay of the power of the heat engine as described above, the second rotating electrical machine power demand value having the above tendency is There is a possibility that the control of the single rotating electric machine is delayed, and accordingly, the transfer of electric power between the first and second rotating electric machines cannot be appropriately controlled.

  According to the above-described configuration, the predetermined first calculation using the first wheel power request value, which is the calculation for calculating the heat engine actual power estimated value, and the predetermined second calculation using the second rotating electrical machine power request value. Different calculation methods are used for the calculation. Accordingly, it is possible to appropriately control the first rotating electrical machine according to the second rotating electrical machine power requirement value while maintaining the calculation accuracy of the heat engine actual power estimated value, and between the first and second rotating electrical machines. It is possible to appropriately control power transfer at the terminal.

  According to a third aspect of the present invention, in the control device 1 for the hybrid vehicle V according to the second aspect, the first calculation is a response delay compensation calculation for compensating for a response delay of the power of the heat engine with respect to the heat engine power target value. (Steps 55 to 57 in FIG. 11), and the second calculation uses a calculation method that does not include a response delay compensation calculation (step 54 in FIG. 11).

  As described in the description of the invention according to claim 2, the responsiveness of the heat engine is relatively low. On the other hand, according to the configuration described above, the first calculation for calculating the estimated heat engine actual power value is a response delay compensation calculation (hereinafter referred to as a response delay compensation calculation) for compensating for the response delay of the heat engine power with respect to the heat engine power target value. Therefore, the estimated heat engine actual power value can be accurately calculated while compensating for the response delay of the power of the heat engine.

  In addition, as described above, the first and second rotating electrical machines are electrically connected to the capacitors, and the second rotating electrical machine power requirement value (the electric power supplied from the first rotating electrical machine to the second rotating electrical machine). When the electric power generated by the first rotating electrical machine becomes larger than the required value), the surplus is charged in the capacitor. Further, the estimated actual heat engine power is used for controlling the first rotating electrical machine. As described in the description of the invention according to claim 2, the responsiveness of the first and second rotating electrical machines is relatively high. The required value of the rotating electrical machine power may change suddenly while the hybrid vehicle is traveling. According to the above-described configuration, a calculation method that does not include the above-described heat engine response delay compensation calculation is used for the second calculation for calculating the estimated actual heat engine power value using the second rotating electrical machine power requirement value. As a result, the first rotating electrical machine can be appropriately controlled so as not to be delayed by the change in the second rotating electrical machine power requirement value, so that power transfer between the first and second rotating electrical machines can be appropriately controlled, and consequently It is possible to prevent the battery from being charged more than necessary.

  According to a fourth aspect of the present invention, in the control device 1 for the hybrid vehicle V according to the second or third aspect, the wheel actual power calculation means determines the first wheel actual power estimated value according to the first wheel power request value. It is characterized by calculating (step 59 in FIG. 11 and step 76 in FIG. 12).

  As described in the description of the invention according to claim 2, the heat engine power target value, which is the target value of the power of the heat engine, is calculated according to the first wheel power request value. For this reason, according to the configuration described above, the first wheel actual power estimated value, which is the estimated value of the power transmitted from the heat engine to the first wheel, can be appropriately calculated according to the first wheel power request value. it can.

It is a figure showing roughly the hybrid vehicle to which the control device by this embodiment is applied. It is a skeleton figure which shows the rear-wheel drive device of a hybrid vehicle roughly. It is a block diagram which shows ECU etc. of a control apparatus. It is a collinear diagram which shows the relationship of the rotational speed between the various rotation elements of a rear-wheel drive device, and a right-and-left rear wheel, and the balance of torque about a drive mode. It is a collinear diagram which shows the relationship of the rotational speed between the various rotation elements of a rear-wheel drive device, and a right-and-left rear wheel, and the balance of torque about in regeneration mode. It is a collinear diagram which shows the relationship of the rotational speed between the various rotation elements of a rear-wheel drive device and a left-and-right rear wheel, and a torque balance relationship in the left-right wheel torque difference mode. It is a flowchart which shows the process performed by ECU. It is a flowchart which shows the rear-motor control process performed by step 1 of FIG. It is a flowchart which shows the engine control process performed by step 2 of FIG. 10 is a flowchart showing a process for calculating an engine target torque for a front wheel drive mode, which is executed in step 24 of FIG. 9. It is a flowchart which shows the front motor control process performed by step 3 of FIG. 12 is a flowchart showing a process for calculating a front motor target power for a front wheel drive mode, which is executed in step 52 of FIG. 11. It is a figure for demonstrating the magnitude relationship between the various parameters calculated by ECU. It is a timing chart which shows the operation example of the control apparatus by this embodiment. It is a timing chart which shows the comparative example from which control operation differs from this embodiment.

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

  Since the front wheel drive device DFS is the same as that disclosed in Japanese Patent No. 5362922 by the present applicant, its configuration and operation will be briefly described below. The front wheel drive unit DFS includes an internal combustion engine (hereinafter referred to as “engine”) 3 as a power source, a front motor 4, and a transmission 5 that shifts the power of the engine 3 and the front motor 4 and transmits the power to the front wheels WFL and WFR. Have.

  The engine 3 is a gasoline engine that operates by fuel combustion, and its intake air amount, fuel injection amount, fuel injection timing, ignition timing, and the like are controlled by an ECU 2 described later of the control device 1 shown in FIG. As is well known, the intake air amount is supplied via a throttle valve (not shown), the fuel injection amount and fuel injection timing are supplied via a fuel injection valve (not shown), and the ignition timing is indicated by an ignition plug (not shown). Are controlled respectively.

  The front motor 4 is a rotary electric machine, for example, a three-phase AC motor, and has a stator composed of a three-phase coil and a rotor composed of a magnet (none of which is shown). The stator is electrically connected to a chargeable / dischargeable battery 7 via a power drive unit (hereinafter referred to as “PDU”) 6. The PDU 6 is composed of an electric circuit such as an inverter, and is electrically connected to the ECU 2 (see FIG. 3).

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

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

  The transmission 5 is constituted by a so-called dual clutch transmission. Although not shown, the transmission 5 includes a first input shaft connected to the engine 3 via the first clutch, a planetary gear device disposed between the front motor 4 and the first input shaft, and a second clutch. A second input shaft connected to the engine 3 via the output shaft, an output shaft parallel to the first and second input shafts, a plurality of input gears rotatably provided on the first and second input shafts, and an output shaft And a plurality of output gears meshed with the plurality of input gears, one of the plurality of input gears is selectively connected to the first or second input shaft, and the input gear and the gear by the output gear meshing with the input gear It has a synchronizer that sets the stage.

  With the above configuration, the ECU 2 controls the first and second clutches and the synchronizer, etc., so that the power of the engine 3 (hereinafter referred to as “engine power”) according to the connection / disconnection state of the first and second clutches. And / or the power of the front motor 4 is selectively input to the first input shaft or the engine power is input to the second input shaft. The input power is output to the output shaft in a state of being shifted at a predetermined gear ratio by the gear set by the synchronizer, and further, via the final gear 9 and the left and right front drive shafts SFL, SFR, It is transmitted to the left and right front wheels WFL, WFR.

  As shown in FIG. 2, the rear wheel drive device DRS includes a first rear motor 41, a first planetary gear device 51, a second rear motor 61, and a second planetary gear device 71. The first rear motor 41, the first planetary gear device 51, the second planetary gear device 71, and the second rear motor 61 are arranged in this order from the left side between the left and right rear wheels WRL, WRR. The rear drive shafts SRL and SRR are provided coaxially. The left and right rear drive shafts SRL, SRR are rotatably supported by bearings (not shown), and one end portions thereof are coupled to the left and right rear wheels WRL, WRR, respectively.

  The first rear motor 41 is a three-phase AC motor similar to the front motor 4, and includes a stator 42 and a rotatable rotor 43. The stator 42 is attached to a casing CA fixed to the hybrid vehicle V, and is electrically connected to the stator of the front motor 4 and the battery 7 via the PDU 6 described above. The rotor 43 is integrally attached to the hollow rotating shaft 44. The rotation shaft 44 is relatively rotatably disposed outside the left rear drive shaft SRL and is rotatably supported by a bearing (not shown).

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

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

  Since the second rear motor 61 and the second planetary gear device 71 are configured in the same manner as the first rear motor 41 and the first planetary gear device 51, the configuration will be briefly described below. The second rear motor 61 and the second planetary gear device 71 are provided symmetrically with the first rear motor 41 and the first planetary gear device 51 with a one-way clutch 83 described later as a center. The stator 62 of the second rear motor 61 is attached to the casing CA and is electrically connected to the stator of the front motor 4, the battery 7 and the stator 42 of the first rear motor 41 via the PDU 6. Further, the rotor 63 of the second rear motor 61 is integrally attached to the hollow rotating shaft 64. The rotation shaft 64 is relatively rotatably disposed outside the right rear drive shaft SRR and is rotatably supported by a bearing (not shown).

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

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

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

  The rear wheel drive device DRS further includes a one-way clutch 83 and a hydraulic brake 84. The one-way clutch 83 has an inner race 83a and an outer race 83b, and is disposed between the first and second planetary gear devices 51 and 71. In FIG. 2, for convenience of illustration, the inner race 83a is drawn on the outer side, and the outer race 83b is drawn on the inner side. The inner race 83a is engaged with the rotary shafts 81 and 82 described above, whereby the inner race 83a, the rotary shafts 81 and 82, and the first and second ring gears 53 and 73 are integrally rotatable. The outer race 83b is attached to the casing CA. The one-way clutch 83 connects the rotary shafts 81 and 82 to the casing CA when the reverse power is transmitted to the rotary shafts 81 and 82, thereby connecting the rotary shafts 81 and 82, the first and second ring gears 53 and 73. When power for forward rotation is transmitted to the rotary shafts 81 and 82 while preventing reverse rotation, the rotary shafts 81 and 82, the first and second ring gears are blocked by blocking between the rotary shafts 81 and 82 and the casing CA. 53, 73 normal rotation is allowed.

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

  Further, as shown in FIG. 3, the CRK signal is input to the ECU 2 from the crank angle sensor 21. This CRK signal is a pulse signal output at every predetermined crank angle as the crankshaft (not shown) of the engine 3 rotates. The ECU 2 calculates the engine speed (hereinafter referred to as “engine speed”) NE of the engine 3 based on the CRK signal. Further, the ECU 2 receives a detection signal indicating the rotation speed (hereinafter referred to as “front motor rotation speed”) NFM of the front motor 4 from the motor rotation speed sensor 22 from the current / voltage sensor 23 to the current input / output to / from the battery 7. A detection signal representing a voltage value is input. The ECU 2 calculates the state of charge SOC of the battery 7 based on this detection signal.

  Further, the ECU 2 receives from the wheel speed sensor 25 a detection signal indicating the accelerator opening AP, which is the depression amount of an accelerator pedal (not shown) of the hybrid vehicle V, from the accelerator opening sensor 24, and the rotation of the front wheels WFL, WFR. Detection signals representing the number (hereinafter referred to as “front wheel rotational speed”) NWF and the rotational speed of the rear wheels WRL and WRR (hereinafter referred to as “rear wheel rotational speed”) NWR are input. The ECU 2 calculates the vehicle speed VP of the hybrid vehicle V based on the detected front wheel speed NWF and rear wheel speed NWR. Further, the ECU 2 receives from the gradient sensor 26 a detection signal indicating the inclination angle of the road surface on which the hybrid vehicle V is traveling.

  The ECU 2 is composed of a microcomputer including an I / O interface, a CPU, a RAM, a ROM, and the like, and drives the front wheels in accordance with a control program stored in the ROM according to the detection signals from the various sensors 21 to 26 described above. The operation of the hybrid vehicle V including the operations of the device DFS and the rear wheel drive device DRS is controlled.

  The operation mode of the front-wheel drive device DFS includes an ENG traveling mode in which only the engine 3 is used as a power source for the hybrid vehicle V, an EV traveling mode in which only the front motor 4 is used as a power source, and the engine 3 is assisted by the front motor 4. Assist travel mode, charging travel mode in which battery 7 is charged by front motor 4 using part of engine power, and deceleration in which battery 7 is charged by front motor 4 using travel energy during deceleration travel of hybrid vehicle V Includes regeneration mode. The operation of the front wheel drive device DFS in each operation mode is controlled by the ECU 2. Hereinafter, the ENG travel mode, the EV travel mode, the assist travel mode, and the charge travel mode are collectively referred to as “front wheel drive mode” as appropriate.

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

[Drive mode]
This drive mode is an operation mode in which the left and right rear wheels WRL, WRR are driven by the power of the first and second rear motors 41, 61. In the drive mode, the first and second rear motors 41 and 61 perform power running and control the electric power supplied to both 41 and 61. Further, when the left and right rear wheels WRL, WRR are rotated forward, the rotors 43, 63 of the first and second rear motors 41, 61 are rotated forward, and the first and second ring gears 53, 73 are driven by the hydraulic brake 84. Brake. FIG. 4 shows an example of the rotational speed relationship and the torque balance relationship between the various rotating elements when the left and right rear wheels WRL, WRR are rotated forward during the drive mode.

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

  From the above, the relationship between the rotational speeds of the various rotating elements is expressed as shown in the alignment chart shown in FIG. In the same figure and other collinear charts described later, the distance from the horizontal line indicating value 0 to the white circle on the vertical line corresponds to the number of rotations of each rotating element. In FIG. 4, TM1 is an output torque of the first rear motor 41 generated in accordance with power running (hereinafter referred to as “first rear motor power running torque”), and TM2 of the second rear motor 61 generated in accordance with power running. Output torque (hereinafter referred to as “second rear motor power running torque”). RRL is the reaction torque of the left rear wheel WRL, RRR is the reaction torque of the right rear wheel WRR, and ROW is the reaction torque of the one-way clutch 83.

  As described above, the one-way clutch 83 is configured to prevent reverse rotation of the first and second ring gears 53 and 73. As is clear from FIG. 4, the first rear motor power running torque TM1 acts to cause the first sun gear 52 to rotate in the forward direction and to actuate the first ring gear 53 in the reverse direction. As described above, the first rear motor power running torque TM1 uses the reaction torque ROW of the one-way clutch 83 acting on the first ring gear 53 as a reaction force, and is applied to the left rear wheel WRL via the first carrier 55 and the left rear drive shaft SRL. As a result, the left rear wheel WRL is driven. Similarly, the second rear motor power running torque TM2 uses the reaction force torque ROW of the one-way clutch 83 acting on the second ring gear 73 as a reaction force, and is applied to the right rear wheel WRR via the second carrier 75 and the right rear drive shaft SRR. Communicated. As a result, the right rear wheel WRR is driven.

[Regeneration mode]
In this regeneration mode, while the hybrid vehicle V is traveling at a reduced speed, the first and second rear motors 41 and 61 generate electric power (regeneration) using the travel energy of the hybrid vehicle V, and the battery 7 is charged with the regenerated power. This is an operation mode. In the regeneration mode, the electric power regenerated by the first and second rear motors 41 and 61 is controlled, and the first and second ring gears 53 and 73 are braked by the hydraulic brake 84. FIG. 5 shows the rotational speed relationship and the torque balance relationship between the various rotary elements in the regeneration mode. In the figure, BM1 is an output (braking) torque of the first rear motor 41 (hereinafter referred to as “first rear motor regeneration torque”) generated along with regeneration, and BM2 is a second rear motor 61 generated along with regeneration. Output (braking) torque (hereinafter referred to as “second rear motor regenerative torque”). TRL is the inertia torque of the left drive wheel WRL, TRR is the inertia torque of the right drive wheel WRR, and RBR is the reaction force torque of the hydraulic brake 84.

  As is apparent from FIG. 5, the first and second rear motor regenerative torques BM1 and BM2 transmitted to the first and second sun gears 52 and 72, respectively, are obtained by using the reaction force torque RBR of the hydraulic brake 84 as a reaction force. And the second carriers 55 and 75, respectively, and further transmitted to the left and right rear wheels WRL and WRR via the left and right rear drive shafts SRL and SRR. As a result, the left and right rear wheels WRL, WRR are braked.

[Right and left wheel torque difference mode]
This left and right wheel torque difference mode is an operation mode that causes a torque difference between the left and right rear wheels WRL and WRR when the hybrid vehicle V turns. In the left and right wheel torque difference mode, the first and second rear motors 41 and 61 perform power running on one side and regenerate on the other side, and control the electric power supplied to one side and the electric power regenerated on the other side. The first and second ring gears 53 and 73 are braked. FIG. 6 shows the rotational speed relationship and the torque balance relationship between the various types of rotating elements when the first rear motor 41 performs power running and the second rear motor 61 performs regeneration. Various parameters in the figure are as described with reference to FIGS. 4 and 5.

  As is clear from FIG. 6 and the above description, the first rear motor power running torque TM1 is transmitted to the left rear wheel WRL via the first planetary gear unit 51, whereby the left rear wheel WRL is driven. At the same time, the second rear motor regeneration torque BM2 is transmitted to the right rear wheel WRR via the second planetary gear device 71, whereby the right rear wheel WRR is braked. As a result, reverse torque is generated between the left and right rear wheels WRL and WRR, and a clockwise yaw moment is generated in the hybrid vehicle V.

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

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

  The operation in the all-wheel drive mode is executed when the hybrid vehicle V is slipping, accelerating, or traveling uphill. Whether or not the vehicle is slipping is determined based on the difference between the detected front wheel rotational speed NWF and the rear wheel rotational speed NWR. Further, whether or not the vehicle is accelerating is determined based on the detected accelerator opening AP. Further, whether or not the vehicle is traveling on an uphill is determined based on the detected inclination angle of the road surface.

  During the all-wheel drive mode, basically, a part of the engine power is used to generate power with the front motor 4, and the power generated by the front motor 4 is supplied to the first and second rear motors 41 and 61. As a result, part of the engine power is transmitted to the rear wheels WRL and WRR via the front motor 4, the PDU 6 and the first and second rear motors 41 and 61, and the rest of the engine power is transmitted to the front wheels WFL and WFR. Is transmitted to. Further, during the all-wheel drive mode, the electric power generated by the front motor 4 is supplied to the auxiliary machine 8 in addition to the first and second rear motors 41 and 61, and the battery 7 is connected to the front motor 4 and the auxiliary machine 8, It functions as a buffer for adjusting the transmission and reception of electric power between the first and second rear motors 41 and 61. For example, when the power generated by the front motor 4 is insufficient with respect to the power to be supplied to the auxiliary machine 8, the first and second rear motors 41, 61, the shortage is supplemented by the power of the battery 7. Hereinafter, the first and second rear motors 41 and 61 are collectively referred to as “rear motors 41 and 61” as appropriate.

  Next, a process for controlling the engine 3, the front motor 4, and the rear motors 41 and 61, which is executed by the ECU 2, will be described with reference to FIG. This process is repeatedly executed at a predetermined control cycle (for example, 10 msec). First, in step 1 of FIG. 7 (illustrated as “S1”, the same applies hereinafter), a rear motor control process for controlling the rear motors 41 and 61 is executed, and then an engine control process for controlling the engine 3 is executed. Along with (Step 2), a front motor control process for controlling the front motor 4 is executed (Step 3), and this process ends.

  FIG. 8 shows the rear motor control process executed in step 1 of FIG. First, in step 11 of FIG. 8, it is determined whether or not the all-wheel drive mode flag F_AWDR is “1”. This all-wheel drive mode flag F_AWDR indicates that the above-described all-wheel drive mode is in progress by “1”. When the answer to step 11 is NO (F_AWDR = 0), the present process is terminated as it is. When YES (F_AWDR = 1), that is, when the all-wheel drive mode is in effect, the calculated vehicle speed VP and accelerator By searching a predetermined map (not shown) according to the opening AP, the all-wheel required torque TAWREQ is calculated (step 12). This all-wheel required torque TAWREQ is a torque required for the front wheel drive device DFS and the rear wheel drive device DRS to drive the entire front wheels WFL, WFR and the rear wheels WRL, WRR.

  Next, the rear wheel required torque TRWREQ is calculated based on the calculated all wheel required torque TAWREQ (step 13). This rear wheel required torque TRWREQ is a torque required for the rear wheel drive device DRS (rear motors 41 and 61) to drive the rear wheels WRL and WRR, and the all wheel required torque TAWREQ is greater than 1.0. Calculated by multiplying by a small predetermined rear wheel distribution ratio.

  Next, the rear motor target power ERMOBJ is calculated by searching a predetermined map (not shown) based on the calculated rear wheel required torque TRWREQ (step 14). The rear motor target power ERMOBJ is a target value of the power supplied to the rear motors 41 and 61, and the torque transmitted from the rear motors 41 and 61 to the rear wheels WRL and WRR by the execution of step 14 is the rear wheel required torque TRWREQ. It is calculated so that.

  In Step 15 following Step 14, a control signal based on the calculated rear motor target power ERMOBJ is output to the PDU 6, and this process ends. By executing step 15, a control signal is calculated by searching a predetermined map (not shown) based on the rear motor target power ERMOBJ, and the calculated control signal is output to the PDU 6. The PDU 6 is controlled so that the power supplied from the front motor 4 and the battery 7 to the rear motors 41 and 61 becomes the rear motor target power ERMOBJ.

  Next, the engine control process executed in step 2 of FIG. 7 will be described with reference to FIG. First, in step 21 of FIG. 9, auxiliary load electric power EAC is calculated. This auxiliary load electric power EAC is a required value of the electric power supplied to the auxiliary machine 8, and is calculated based on the ON / OFF state of the auxiliary machine 8 detected by a sensor (not shown). Next, it is determined whether or not the above-described all-wheel drive mode flag F_AWDR is “1” (step 22). If the answer is NO (F_AWDR = 0) and the vehicle is not in the all-wheel drive mode, step 23 and the subsequent steps are executed in order to control the engine 3 in the above-described front wheel drive mode, and this process is terminated.

  In step 23, the front wheel required torque TFWREQ is calculated by searching a predetermined map (not shown) according to the vehicle speed VP and the accelerator pedal opening AP. The front wheel required torque TFWREQ is a torque required for the front wheel drive device DFS (engine 3 or the like) to drive the front wheels WFL and WFR. Next, a process for calculating the engine target torque TENOBJ for the front wheel drive mode is executed (step 24). The engine target torque TENOBJ is a target value of the torque of the engine 3 (hereinafter referred to as “engine torque”), and details of the processing executed in step 24 will be described later.

  Next, a control signal based on the calculated engine target torque TENOBJ is output to the throttle valve and the fuel injection valve of the engine 3 (step 25), and this process ends. By executing step 25, a control signal is calculated by searching a predetermined map (not shown) based on the engine target torque TENOBJ, and the calculated control signal is output to a throttle valve or the like. Thus, the intake air amount of the engine 3 is controlled. As a result, the engine torque is controlled to become the engine target torque TENOBJ.

  FIG. 10 shows a process for calculating the engine target torque TENOBJ for the front wheel drive mode, which is executed in step 24 of FIG. First, in step 41 of FIG. 10, it is determined whether or not the ENG travel mode flag F_ENGMOD is “1”. The ENG travel mode flag F_ENGMOD indicates that the front wheel drive mode is in the above-described ENG travel mode by “1”.

  When the answer to step 41 is YES (F_ENGMOD = 1), that is, when the engine is in the ENG travel mode, the engine target torque TENOBJ is set to the front wheel required torque TFWREQ calculated in step 23 of FIG. 9 (step 42). ), This process is terminated. Thus, during the ENG traveling mode, the torque transmitted from the engine 3 to the front wheels WFL and WFR is controlled to become the front wheel required torque TFWREQ.

  On the other hand, if the answer to step 41 is NO (F_ENGMOD = 0) and the engine is not in the ENG travel mode, it is determined whether or not the EV travel mode flag F_EVMOD is “1” (step 43). This EV travel mode flag F_EVMOD indicates that the front wheel drive mode is in the above-described EV travel mode by “1”. When the answer to step 43 is YES (F_EVMOD = 1), that is, when the vehicle is in the EV travel mode, the engine target torque TENOBJ is set to a value 0 (step 44), and this process is terminated. Thereby, the engine 3 is stopped during the EV traveling mode.

  On the other hand, when the answer to step 43 is NO (F_EVMOD = 0), that is, when the vehicle is not in the ENG traveling mode, is not in the EV traveling mode, and is in the aforementioned assist traveling mode or charging traveling mode in the front wheel drive mode. By searching a predetermined map (not shown) according to the vehicle speed VP, the engine target torque TENOBJ is calculated (step 45), and this process is terminated. In this map, the engine target torque TENOBJ is set to a value such that better fuel consumption of the engine 3 can be obtained with respect to the vehicle speed VP. The engine torque that is controlled to become the engine target torque TENOBJ is insufficient during the assist travel mode and remains during the charge travel mode with respect to the front wheel request torque TFWREQ due to the setting of the map described above. Under the control of the front motor 4 for the front wheel drive mode, which will be described later, the shortage of engine power during the assist travel mode is assisted by the front motor 4, and the surplus engine power during the charge travel mode is generated by the front motor 4. Is converted into electric power and the battery 7 is charged.

  Returning to FIG. 9, when the answer to step 22 is YES (F_AWDR = 1) and the vehicle is in the all-wheel drive mode, the following steps 26 to 37 are executed to control the engine 3 in the all-wheel drive mode. . First, in step 26, electric path loss power EEP is calculated. As described above, during the all-wheel drive mode, part of the engine power is transmitted to the rear wheels WRL and WRR via the front motor 4 and the rear motors 41 and 61, and the transmission of the power is temporarily converted into electric power. Then, it is performed by a so-called electric path that transmits power back to the power. In this electric path, a loss (power generation efficiency) when power is converted into electric power by the front motor 4 and a loss (power transmission efficiency) when the converted electric power is supplied to the rear motors 41 and 61 via the PDU 6. A loss (power running efficiency) occurs when electric power supplied to the rear motors 41 and 61 is converted into power. The electric path loss power EEP is a value obtained by converting these losses into electric power, and is calculated by searching a predetermined map (not shown) according to the above-described rear motor target power ERMOBJ.

  In step 27 following step 26, it is determined whether or not the assist control flag F_ASSI is “1”. This assist control flag F_ASSI indicates that the rear motor assist control is being executed by “1”. This rear motor assist control is a control for assisting the engine 3 with the rear motors 41 and 61, and when the hybrid vehicle V is accelerated or traveling uphill, for example, when the all-wheel required torque TAWREQ is relatively large. Executed. In the rear motor assist control, in addition to the power generated by the front motor 4, the power of the battery 7 is supplied to the rear motors 41 and 61.

When the answer to step 27 is NO (F_ASSI = 0) and the rear motor assist control is not being executed, the rear motor target power ERMOBJ calculated in step 14 of FIG. 8 and the electric path calculated in step 26 of FIG. Using the loss power EEP, the electric path required power EEPASS is calculated by the following equation (1) (step 28).
EEPROM = ERMOBJ + EEP (1)
The electric path required power EEPASS is a required value of power supplied from the front motor 4 to the rear motors 41 and 61.

  Next, it is determined whether or not the battery charge control flag F_CHAR is “1” (step 29). The battery charge control flag F_CHAR is set to “1” during the execution of the battery charge control. This battery charging control is a control for charging a part of the electric power generated by the front motor 4 using a part of the engine power to the battery 7, and the calculated charging state SOC of the battery 7 is relatively small. And, it is executed when the all-wheel required torque TAWREQ is relatively small.

  If the answer to step 29 is YES (F_CHAR = 1) and the battery charge control is being executed, the battery charge power ECH is calculated (step 30). This battery charging power ECH is a required value of power charged in the battery 7 during execution of the battery charging control, and is based on the all-wheel required torque TAWREQ calculated in step 12 of FIG. Z)). In this map, the battery charging power ECH is set to a larger value as the all-wheel required torque TAWREQ is smaller.

In step 31 following step 30, the electric path required power EEPASS, auxiliary load power EAC and battery charging power ECH calculated in steps 28, 21 and 30 are used, and the front side is calculated by the following equation (2). The motor required power EFMREQ is calculated. The front motor required power EFMREQ is generated power required for the front motor 4.
EFMREQ ← EEPASS + EAC + ECH (2)

On the other hand, when the answer to step 29 is NO (F_CHAR = 0), that is, when the rear motor assist control is not being executed and when the battery charge control is not being executed, the electric path requests calculated in steps 28 and 21 respectively. The front motor required power EFMREQ is calculated by the following equation (3) using the power EEPROM and the auxiliary load power EAC (step 32).
EFMREQ ← EEPASS + EAC (3)

  On the other hand, if the answer to step 27 is YES (F_ASSI = 1) and the rear motor assist control is being executed, the rear motor assist power EAS is calculated (step 33). The rear motor assist power EAS represents a required value of the power supplied from the battery 7 to the rear motors 41 and 61 during the execution of the rear motor assist control, and the all-wheel required torque calculated in step 12 of FIG. Based on TAWREQ, it is calculated by searching a predetermined map (not shown). In this map, the rear motor assist power EAS is set to a larger value as the all-wheel required torque TAWREQ is larger.

In step 34 following step 33, the rear motor target power ERMOBJ calculated in step 14 of FIG. 8, the electric path loss power EEP and rear motor assist power EAS calculated in steps 26 and 33, respectively, are used. According to 4), the electric path required power EEPROM is calculated.
EEPROMS ← ERMOBJ + EEP-EAS …… (4)

  Next, by executing the step 32, the front motor required power EFMREQ is calculated by the equation (3) using the electric path required power EEPROM and the auxiliary load power EAC calculated in the steps 34 and 21, respectively. .

  In step 35 following step 31 or 32, a front motor required torque TFMREQ is calculated by searching a predetermined map (not shown) based on the front motor required power EFMREQ calculated in step 31 or 32. Thereby, the front motor required torque TFMREQ is calculated to a value obtained by converting the front motor required power EFMREQ into torque.

  Next, the front wheel required torque TFWREQ is calculated based on the all wheel required torque TAWREQ calculated in step 12 of FIG. 8 (step 36). By executing this step 36, the front wheel required torque TFWREQ is calculated by multiplying the all wheel required torque TAWREQ by a predetermined front wheel distribution ratio, unlike the case of the front wheel drive mode (step 23). The front wheel distribution ratio is set to a value obtained by subtracting the rear wheel distribution ratio from the value 1.0. Thus, the sum of the front wheel required torque TFWREQ calculated in step 36 and the rear wheel required torque TRWREQ calculated in step 13 of FIG. 8 is equal to the all wheel required torque TAWREQ.

  Next, the sum of the front motor required torque TFMREQ and the front wheel required torque TFWREQ calculated in steps 35 and 36 is calculated as the engine target torque TENOBJ (step 37). Next, by executing step 25, a control signal based on the engine target torque TENOBJ is output to the throttle valve or the like, and this process is terminated.

  Next, the front motor control process executed in step 3 of FIG. 7 will be described with reference to FIG. First, in step 51 of FIG. 11, it is determined whether or not the all-wheel drive mode flag F_AWDR is “1”. If the answer is NO (F_AWDR = 0) and the vehicle is not in the all-wheel drive mode, a process for calculating the front motor target power EFMOBJ for the front wheel drive mode is executed to control the front motor 4 in the front wheel drive mode. (Step 52). The front motor target power EFMOBJ is a target value of power that the front motor 4 generates or consumes (powering).

  Next, a control signal based on the calculated front motor target power EFMOBJ is output to the PDU 6 (step 53), and this process ends. By executing step 53, a control signal is calculated by searching a predetermined map (not shown) based on the front motor target power EFMOBJ, and the calculated control signal is output to the PDU 6. The PDU 6 is controlled so that the power generated or consumed by the front motor 4 becomes the front motor target power EFMOBJ.

  FIG. 12 shows a process for calculating the front motor target power EFMOBJ for the front wheel drive mode, which is executed in step 52 of FIG. First, in step 71 of FIG. 12, it is determined whether or not the ENG travel mode flag F_ENGMOD is “1”. If the answer is YES (F_ENGMOD = 1) and the engine is in the ENG travel mode, the front motor target power EFMOBJ is set to a value 0 (step 72), and this process is terminated. Thereby, the front motor 4 is stopped during the ENG traveling mode.

  On the other hand, if the answer to step 71 is NO (F_ENGMOD = 0) and the engine is not in the ENG travel mode, it is determined whether or not the EV travel mode flag F_EVMOD is “1” (step 73). When the answer is YES (F_EVMOD = 1) and the vehicle is in the EV travel mode, the front wheel is searched by searching a predetermined map (not shown) based on the front wheel required torque TFWREQ calculated in step 23 of FIG. Motor target power EFMOBJ is calculated (step 74), and this process is terminated. Thus, during the EV travel mode, the torque transmitted from the front motor 4 to the front wheels WFL and WFR is controlled to be the front wheel required torque TFWREQ.

  On the other hand, when the answer to step 73 is NO (F_EVMOD = 0), that is, when the engine is not in the ENG travel mode, not in the EV travel mode, and in the assist travel mode or the charge travel mode, the calculated engine A filter coefficient k is calculated by searching a predetermined map (not shown) according to the rotational speed NE (step 75). Details thereof will be described later.

Next, the front wheel estimated torque TFWEST is calculated by subjecting the front wheel required torque TFWREQ calculated in step 23 of FIG. 9 to a predetermined first-order lag filtering process (step 76). The estimated front wheel torque TFWEST is an estimated value of the actual torque of the front wheels WFL and WFR (hereinafter referred to as “front wheel actual torque”). Specifically, the filter coefficient k calculated in step 75 is used to express Calculated by (5).
TFWEST = k (TFWREQ−TFWESTZ) + TFWESTZ (5)
Here, TFWESTZ is the previous value of the front wheel estimated torque TFWEST. Note that, for example, immediately after the engine 3 is started, when the previous value TFWETZ of the front wheel estimated torque is not calculated in the loop immediately before the current loop, the front wheel estimated torque TFWEST is set to the front wheel required torque TFWREQ.

In step 77 following step 76, the engine estimated torque TENEST is calculated by subjecting the engine target torque TENOBJ calculated in step 45 of FIG. 10 to a predetermined first-order lag filtering process. This engine estimated torque TENEST is an estimated value of actual engine torque, and specifically, is calculated by the following equation (6) using the filter coefficient k calculated in step 75.
TENEST = k (TENOBJ-TENESTZ) + TENESTZ (6)
Here, TENESTZ is the previous value of the estimated engine torque TENEST. If the previous value TENESTZ of the engine estimated torque is not calculated in the loop immediately before the current loop, such as immediately after the engine 3 is started, the engine estimated torque TENEST is set to the engine target torque TENOBJ.

  Here, the filter coefficient k will be described. The filter coefficient k accurately calculates the front wheel estimated torque TFWEST and the engine estimated torque TENEST while compensating for the response delay of the front wheel actual torque with respect to the front wheel required torque TFWREQ and the response delay of the actual engine torque with respect to the engine target torque TENOBJ. Further, it is set in advance by experiments or the like. In the map, the filter coefficient k is set to a larger value as the engine speed NE is higher. From the above, the filtering process executed in step 76 corresponds to a response delay compensation calculation (hereinafter referred to as “front wheel response delay compensation calculation”) for compensating the response delay of the front wheel actual torque with respect to the front wheel required torque TFWREQ. Further, the filtering process executed in step 77 corresponds to a response delay compensation calculation (hereinafter referred to as “engine response delay compensation calculation”) for compensating for the response delay of the actual engine torque with respect to the engine target torque TENOBJ.

  In step 78 following step 77, the front motor target torque TFMOBJ is calculated by subtracting the engine estimated torque TENEST calculated in step 77 from the front wheel estimated torque TFWEST calculated in step 76 (step 78). Next, by searching a predetermined map (not shown) based on the calculated front motor target torque TFMOBJ, the front motor target power EFMOBJ is calculated (step 79), and this process is terminated.

  By executing this step 79, the front motor target power EFMOBJ is calculated so that the torque (positive torque or negative torque) of the front motor 4 becomes the front motor target torque TFMOBJ. As a result, during the assist travel mode, the front motor target power EFMOBJ is calculated as a target value of the power supplied from the battery 7 to the front motor 4, and accordingly, the engine torque relative to the torque transmitted to the front wheels WFL, WFR. The shortage is assisted by the front motor 4. Further, during the charge travel mode, the front motor target power EFMOBJ is calculated as a target value of the power generated by the front motor 4, whereby the surplus of the engine torque with respect to the torque transmitted to the front wheels WFL, WFR is While being converted into electric power by the front motor 4, the converted electric power is charged in the battery 7.

  The front wheel estimated torque TFWEST and the engine estimated torque TENEST are used for calculating the front motor target power EFMOBJ during the assist traveling mode and the charging traveling mode for the following reason. That is, since the engine 3 is operated by the combustion of fuel and its response is low, the engine torque does not immediately converge to the engine target torque TENOBJ. On the other hand, since the front motor 4 is operated by electromagnetic induction and has high responsiveness, the torque of the front motor 4 immediately converges to the front motor target torque TFMOBJ. For this reason, since the front wheel estimated power TFMEST and the engine estimated torque TENEST are used for the calculation of the front motor target power EFMOBJ, the shortage and surplus of the engine torque at that time can be offset by the control of the front motor 4. It is.

  Returning to FIG. 11, when the answer to step 51 is YES (F_AWDR = 1) and the vehicle is in the all-wheel drive mode, the following steps 54 to 61 are executed in order to control the front motor 4 in the all-wheel drive mode. To do.

  First, in step 54, the electric path torque TEPASS is calculated by searching a predetermined map (not shown) based on the electric path required power EEPASS calculated in step 28 or 34 of FIG. Thereby, the electric path torque TEPASS is calculated to a value obtained by converting the electric path required power EEPASS into torque. That is, the electric path torque TEPASS corresponds to a required value of torque transmitted from the engine 3 to the rear wheels WRL and WRR through the electric path via the front motor 4 and the rear motors 41 and 61.

  In step 55 following step 54, the calculation intermediate value TINTER is calculated by subtracting the electric path torque TEPASS calculated in step 54 from the engine target torque TENOBJ calculated in step 37 of FIG. Next, as in step 75 of FIG. 12, the filter coefficient k is calculated by searching the map according to the engine speed NE (step 56).

Next, the filtered intermediate value TINFIL is calculated by performing the same filtering process as in step 77 of FIG. 12 on the calculation intermediate value TINTER calculated in step 55 (step 57). Specifically, the filtered intermediate value TINFIL is calculated by the following equation (7) using the filter coefficient k calculated in step 56.
TINFIL = k (TINTER-TINFILZ) + TINFILZ (7)
Here, TINFILZ is the previous value of the post-filter intermediate value TINFIL. If the previous value TINFILZ of the post-filter intermediate value is not calculated in the loop immediately before the current loop, such as immediately after the engine 3 is started, the post-filter intermediate value TINFIL is set to the calculation intermediate value TINTER. .

  Next, the engine estimated torque TENEST is calculated by adding the electric path torque TEPASS calculated in step 54 to the filtered intermediate value TINFIL calculated in step 57 (step 58).

  As described above, the calculation method (steps 55 to 58) of the estimated engine torque TENEST in the all-wheel drive mode is different from that in the front wheel drive mode described above (steps 75 and 77 in FIG. 12). During the all-wheel drive mode, as is apparent from the calculation method described above, a component other than the electric path torque TEPASS in the engine target torque TENOBJ is subjected to filtering processing, that is, an engine response delay compensation calculation is performed. Thus, the engine estimated torque TENEST is calculated.

  In step 59 subsequent to step 58, the front wheel estimated torque TFWEST is calculated by performing the same filtering process as in step 76 of FIG. 12 on the front wheel required torque TFWREQ calculated in step 36 of FIG. The calculation of the estimated front wheel torque TFWEST in step 59 is performed according to the above equation (5) using the filter coefficient k calculated in step 56. Thus, the front wheel estimated torque TFWEST is calculated by performing the front wheel response delay compensation calculation on the front wheel required torque TFWREQ.

  Next, the front motor target torque TFMOBJ is calculated by subtracting the engine estimated torque TENEST calculated in step 58 from the front wheel estimated torque TFWEST calculated in step 59 (step 60). Next, as in step 79 of FIG. 12, the front motor target power EFMOBJ is calculated by searching the map based on the calculated front motor target torque TFMOBJ (step 61). Next, step 53 is executed, a control signal based on the calculated front motor target power EFMOBJ is output to the PDU 6, and this process is terminated.

  FIG. 13 schematically shows the magnitude relationship of various parameters during the all-wheel drive mode and during the execution of battery charging control. As shown in FIG. 13, the all-wheel required torque TAWREQ is equal to the sum of the front wheel required torque TFWREQ and the rear wheel required torque TRWREQ (step 13 in FIG. 8, step 36 in FIG. 9).

  The front motor required power EFMREQ is equal to the sum of the rear motor target power ERMOBJ, auxiliary load power EAC, electric path loss power EEP, and battery charging power ECH (steps 28 and 31 in FIG. 9). The front motor required torque TFMREQ is a torque converted value of the front motor required power EFMREQ (step 35). Further, the engine target torque TENOBJ is equal to the sum of the front motor required torque TFMREQ and the front wheel required torque TFWREQ (step 37).

  FIG. 14 shows an operation example according to the present embodiment. In this operation example, the operation mode is the charge travel mode in the front wheel drive mode, the all-wheel drive mode, and the charge travel mode in the front wheel drive mode (time point t3). It is an operation example when it is switched in this order. In FIG. 14, TADD is an additional torque, which corresponds to the difference between the engine target torque TENOBJ and the front wheel required torque TFWREQ during the front wheel drive mode, and corresponds to the front motor required torque TFMREQ during the all wheel drive mode. To do. TENACT is the actual engine torque, TFWACT is the actual torque of the front wheels (actual torque of the front wheels WFL and WFR), TAWACT is the sum of the actual torque of the front wheels and the actual torque of the rear wheels WRL and WRR (hereinafter referred to as “all wheels”). Actual torque ”). Further, ECHBAT is power charged in the battery 7 (hereinafter referred to as “battery charge power”), and ELMT is an upper limit value of the battery charge power ECHBAT.

  During the charge traveling mode of the front wheel drive mode, the front wheel estimated torque TFWEST and the engine estimated torque TENEST are calculated (steps 76 and 77 in FIG. 12). As shown in FIG. 14, the estimated engine torque TENEST changes slightly behind the engine target torque TENOBJ and changes in a state substantially equal to the actual engine torque TENACT. Further, the estimated front wheel torque TFWEST changes slightly behind the required front wheel torque TFWREQ and changes in a state substantially equal to the actual front wheel torque TFWACT. As described above, it can be seen that the calculation accuracy of the engine estimated torque TENEST and the front wheel estimated torque TFWEST is high.

  Further, since torque is not transmitted from the rear motors 41 and 61 to the rear wheels WRL and WRR during the front wheel drive mode, the all-wheel actual torque TAWACT is equal to the front wheel actual torque TFWACT. In FIG. 14, for the sake of convenience, the all-wheel actual torque TAWACT is depicted as being shifted from the front-wheel actual torque TFWACT.

  Further, the front motor target torque TFMOBJ is calculated by subtracting the engine estimated torque TENEST from the front wheel estimated torque TFWEST (step 78 in FIG. 12). The same applies to the all-wheel drive mode (step 60 in FIG. 11). For this reason, the area of the hatched portion surrounded by the engine estimated torque TENEST and the front wheel estimated torque TFWEST in FIG. In this case, the front motor target torque TFMOBJ is calculated as a negative value, and the front motor 4 generates a braking torque (negative torque) by generating power.

  Further, as described above, the front motor target power EFMOBJ is calculated so that the torque of the front motor 4 becomes the front motor target torque TFMOBJ (step 79 in FIG. 12), so that it is the same as the front motor target torque TFMOBJ. Transition to. This applies similarly during the all-wheel drive mode (step 61 in FIG. 11). In this case, since the front motor 4 generates electric power, the front motor target power EFMOBJ is calculated to be a negative value in the same manner as the front motor target torque TFMOBJ. Further, during the charging driving mode of the front wheel drive mode, since the electric power generated by the front motor 4 is charged to the battery 7, the battery charging electric power ECHBAT changes similarly to the front motor target electric power EFMOBJ, and the upper limit ELMT It is slightly smaller than. In FIG. 14, in order to facilitate understanding of the relationship between the battery charging power ECHBAT and the front motor target power EFMOBJ, the vertical axis representing the battery charging power ECHBAT is represented with the lower side being positive.

  When the all-wheel drive mode is started (time t1 to time t1), in this operation example, battery charging control is executed, the all-wheel actual torque TAWACT changes in a substantially constant state, and the front-wheel request torque TFWREQ is The rear wheel required torque TRWREQ is reduced by a certain amount, and thereafter, the torque is kept constant. Further, the front wheel estimated torque TFWEST decreases with a delay as the front wheel required torque TFWREQ decreases.

  Further, the rear motor target power ERMOBJ increases from a value of 0 and then changes in a constant state. The additional torque TADD is equal to the front motor required torque TFMREQ, and the front motor required torque TFMREQ is calculated according to the rear motor target power ERMOBJ (steps 28, 31, and 35 in FIG. 9). For this reason, the additional torque TADD increases in accordance with the rear motor target power ERMOBJ and thereafter changes in a constant state.

  As described above, although the front wheel required torque TFWREQ decreases, the front motor required torque TFMREQ (addition torque TADD) increases accordingly, so that the engine target torque TENOBJ changes in a constant state, and the engine estimated torque TENEST also It is in a certain state. Further, the absolute value (= | TFWEST-TENEST |) of the front motor target torque TFMOBJ increases as the front wheel estimated torque TFWEST decreases.

  Further, during the all-wheel drive mode, the engine estimated torque TENEST and the front wheel estimated torque TFWEST are in a state substantially equal to the actual engine torque TENACT and the actual front wheel torque TFWACT, respectively.

  Further, although the front motor target power EFMOBJ increases in accordance with the front motor target torque TFMOBJ, the corresponding power is supplied to the rear motors 41 and 61, so the battery charging power ECHBAT does not increase and the upper limit value is reached. It is lower than ELMT and is in a constant state.

  Immediately before the end of the all-wheel drive mode (time t2), the rear motor target power ERMOBJ decreases in a stepwise manner toward the value 0, and accordingly, the additional torque TADD (= front wheel required torque TFMREQ) decreases. In this example of operation, the accelerator pedal opening AP has become very small immediately before the end of the all-wheel drive mode (not shown), and accordingly, the engine target torque TENOBJ and the front wheel required torque TFWREQ are suddenly reduced stepwise. Yes. Further, as both parameters TENOBJ and TFWREQ decrease, the estimated engine torque TENEST and estimated front wheel torque TFWEST also decrease.

  In this case, as is apparent from the above-described method for calculating the estimated engine torque TENEST, a filtering process is performed on components other than the electric path torque TPASS in the engine target torque TENOBJ. The electric path torque TPASS is calculated based on the rear motor target power ERMOBJ. As described above, the estimated engine torque TENEST decreases in a step-like manner by the electric path torque TEPASS as the rear motor target power ERMOBJ decreases. Accordingly, the absolute values of the front motor target torque TFMOBJ and the front motor target power EFMOBJ also decrease stepwise.

  As described above, since the absolute value of the front motor target power EFMOBJ decreases as the rear motor target power ERMOBJ decreases immediately before the end of the all-wheel drive mode, the battery charging power ECHBAT does not increase, but the upper limit value. It is in a state smaller than ELMT. That is, according to the present embodiment, the front motor 4 can be appropriately controlled so as not to be delayed by the change in the rear motor target power ERMOBJ, and as a result, the battery 7 can be prevented from being charged more than necessary.

  Further, as described above, the responsiveness of the engine 3 is lower than the responsiveness of the front motor 4 and the rear motors 41 and 61. For this reason, as shown in FIG. 14, the actual engine torque TENACT decreases with a delay from the engine target torque TENOBJ, whereas the braking torque of the front motor 4 generated with power generation is not shown, It decreases immediately according to the front motor target torque TFMOBJ. As a result, the front wheel actual torque TFWACT increases stepwise as shown in FIG. On the other hand, although not shown, the output torques of the rear motors 41 and 61 (first and second rear motor power running torques TM1 and TM2) immediately decrease according to the rear motor target power ERMOBJ. As described above, as shown in FIG. 14, the all-wheel actual torque TAWACT (the sum of the front wheel actual torque TFWACT and the actual torque of the rear wheels WRL and WRR) does not fluctuate on the increase side.

  In addition, after the all-wheel drive mode is terminated and the charge travel mode of the front wheel drive mode is restarted (time t3), the engine estimated torque TENEST and the front wheel estimated torque TWFEST are the engine target torque TENOBJ and the front wheel required torque, respectively. It decreases with a delay with respect to TFWREQ. Further, the additional torque TADD, the front motor target torque TFMOBJ, the front motor target power EFMOBJ, and the battery charging power ECHBAT are in a constant state.

  Further, the comparative example shown in FIG. 15 calculates the engine estimated torque TENEST by filtering the engine target torque TENOBJ during the all-wheel drive mode, similarly to the front wheel drive mode, and calculates the calculated engine estimate. This is an example in which the front motor target torque TFMOBJ is calculated according to the torque TENEST.

  As shown in FIG. 15, in this comparative example, the engine estimation is performed until the all-wheel drive mode ends (time t5) from the charge travel mode in the front-wheel drive mode to the all-wheel drive mode (time t4). Various parameters such as torque TENEST change in the same manner as in the operation example of the above-described embodiment.

  However, unlike the present embodiment, in the comparative example, the engine estimated torque TENEST is calculated by directly performing the filtering process (engine response delay compensation calculation) on the engine target torque TENOBJ. Thus, immediately before the end of the all-wheel drive mode, the estimated engine torque TENEST does not decrease stepwise as the rear motor target power ERMOBJ decreases, but decreases with a delay. Accordingly, the absolute values of the front motor target torque TFMOBJ and the front motor target power EFMOBJ gradually decrease and do not decrease stepwise like the rear motor target power ERMOBJ. As a result, battery charging power ECHBAT temporarily increases in a stepped manner, and gradually decreases after greatly exceeding upper limit value ELMT.

  In addition, after the all-wheel drive mode is ended and the charging travel mode of the front-wheel drive mode is resumed (from time t6), the absolute values of the front motor target torque TFMOBJ and the front motor target power EFMOBJ are the estimated engine torque TENEST. Further, the battery charging power ECHBAT gradually decreases according to the front wheel estimated torque TFWEST. When a certain amount of time elapses after the front wheel drive mode is resumed, the battery charging power ECHBAT slightly falls below the upper limit value ELMT, and then changes below the upper limit value ELMT.

  As described above, in this comparative example, the battery charging power ECHBAT exceeds the upper limit value ELMT until a certain amount of time elapses immediately before the end of the all-wheel drive mode, and the battery 7 is charged more than necessary. The life may be shortened.

  On the other hand, according to the present embodiment, as described with reference to FIG. 14, the battery charging power ECHBAT does not exceed the upper limit value ELMT, and the battery 7 is not charged more than necessary.

  The correspondence between various elements in the present embodiment and various elements in the present invention is as follows. That is, the left and right front wheels WFL and WFR in the present embodiment correspond to the first wheels in the present invention, and the left and right rear wheels WRL and WRR in the present embodiment correspond to the second wheels in the present invention. The engine 3 and the front motor 4 in the present embodiment correspond to the heat engine and the first rotating electric machine in the present invention, respectively, and the first and second rear motors 41 and 61 in the present embodiment correspond to the second rotation in the present invention. The battery 7 according to the present embodiment corresponds to an electric machine and the battery according to the present invention.

  Further, the ECU 2 in the present embodiment includes a heat engine actual power calculation unit, a wheel actual power calculation unit, a first rotating electrical machine control unit, a wheel power request value calculation unit, a power request value calculation unit, and a heat engine control unit in the present invention. And the PDU 6 in the present embodiment corresponds to the first rotating electrical machine control means in the present invention.

  As described above, according to the present embodiment, the front motor 4 is mechanically coupled to the engine 3 mechanically coupled to the front wheels WFL and WFR, and the rear motors 41 and 61 are coupled to the rear wheels WRL and WRR. Are connected mechanically, and the battery 7 is electrically connected to the front motor 4 and the rear motors 41 and 61. Further, an estimated engine torque TENEST that is an estimated value of the actual engine torque is calculated (step 58 in FIG. 11 and step 77 in FIG. 12), and an estimated front wheel torque TFWEST that is an estimated value of actual front wheel torque is calculated. (Step 59 in FIG. 11, step 76 in FIG. 12).

  Further, the front motor 4 is controlled in accordance with the calculated engine estimated torque TENEST and front wheel estimated torque TFWEST (steps 60 and 61 in FIG. 11, steps 78 and 79 in FIG. 12, and step 53 in FIG. 11). As a result, unlike the above-described conventional control device, the power of the front motor 4 is increased according to the estimated value of the front wheel actual torque (the estimated front wheel torque TFEST) in addition to the estimated value of the actual engine torque (engine estimated torque TENEST). Appropriate control can be performed, whereby the drivability of the hybrid vehicle V can be improved.

  Further, during the all-wheel drive mode, the power generation of the front motor 4 is controlled in order to supply the power generated by the front motor 4 using a part of the engine power to the rear motors 41 and 61 (step 28 in FIG. 9). 31, 32, 34, 35, 37, steps 55-61, 53 of FIG. Further, a required front wheel torque TFWREQ, which is a required value of torque transmitted from the engine 3 to the front wheels WFL and WFR, is calculated (step 36 in FIG. 9), and the electric power supplied from the front motor 4 to the rear motors 41 and 61 is calculated. The required electric path power EEPASS, which is a required value, is calculated (steps 28 and 34 in FIG. 9).

  Further, the engine target torque TENOBJ is calculated according to the calculated front wheel required torque TFWREQ and the electric path required power EEPASS (steps 31, 32, 35, and 37 in FIG. 9), and the calculated engine target torque TENOBJ is calculated. Based on this, the engine 3 is controlled (step 25). As a result, the engine torque can be appropriately controlled according to the front wheel required torque TFWREQ and the electric path required power EEPASS.

  Further, the engine estimated torque TENEST is calculated by filtering the components other than the electric path torque TEPASS in the engine target torque TENOBJ (steps 55 to 58 in FIG. 11). As described above, since the engine estimated torque TENEST is calculated using the engine target torque TENOBJ, the engine estimated torque TENEST can be appropriately calculated. Further, the electric path torque TEPASS is calculated based on the electric path required power EEPASS (step 54), and the filtering process performs an engine response delay compensation calculation (response for compensating the response delay of the actual engine torque with respect to the engine target torque TENOBJ). This corresponds to a delay compensation calculation.

  As is clear from the above, the engine estimated torque TENEST is calculated according to the front wheel required torque TFWREQ and the electric path required power EEPROM, and in the calculation according to the front wheel required torque TFWREQ, engine response delay compensation calculation is performed. The calculation method including the engine response delay compensation calculation is not used for the calculation according to the electric path required power EEPROM. That is, in the present embodiment, the calculation for calculating the filtered intermediate value TINFIL in step 37 in FIG. 9 and steps 55 to 57 in FIG. 11 corresponds to the predetermined first calculation in the present invention. The calculation for calculating the path torque TEPASS corresponds to the predetermined second calculation in the present invention. As described above, according to the present embodiment, the engine estimated torque TENEST can be accurately calculated while compensating for the response delay of the engine torque. In addition, as described with reference to FIG. 14, the front motor 4 can be appropriately controlled so as not to be delayed by the change in the rear motor target power ERMOBJ, that is, the electric path required power EEPROM, so that the front motor 4 and the rear motors 41, 61 are controlled. Therefore, it is possible to appropriately control the transfer of power between the battery 7 and to prevent the battery 7 from being charged more than necessary.

  Further, the estimated front wheel torque TFWEST can be appropriately calculated according to the front wheel required torque TFWREQ, which is a parameter for calculating the engine target torque TENOBJ (step 59 in FIG. 11).

  In addition, this invention can be implemented in various aspects, without being limited to the described embodiment. For example, in the embodiment, the battery in the present invention is the battery 7, but may be a capacitor. In the embodiment, the first and second rear motors 41 and 61 are connected to the left and right rear wheels WRL and WRR via the first and second planetary gear devices 51 and 71, respectively. It may be connected directly to the left and right rear wheels WRL, WRR without going through 71. Furthermore, in the embodiment, the engine 3 and the front motor 4 are connected to the front wheels WFL and WFR via a transmission 5 configured by a dual clutch transmission. However, the engine 3 and the front motor 4 are connected via another appropriate transmission. Also good.

  In the embodiment, the engine 3 and the front motor 4 corresponding to the heat engine and the first rotating electrical machine in the present invention are connected to the front wheels WFL and WFR, and the rear motors 41 and 61 corresponding to the second rotating electrical machine in the present invention are connected. Although connected to the rear wheels WRL, WRR, conversely, the heat engine and the first rotating electric machine may be connected to the rear wheels, and the second rotating electric machine may be connected to the front wheels. Further, in the embodiment, the rear wheel WRL and WRR separate from the front wheels WFL and WFR to which the engine 3 corresponding to the heat engine and the first rotating electrical machine and the front motor 4 in the present invention are connected are provided in the second rotation in the present invention. Although the rear motors 41 and 61 corresponding to the electric machine are connected, the heat engine, the first and second rotating electric machines may be connected to the same wheel of the hybrid vehicle. In this case, the connecting destination of the second rotating electric machine is Any of the front wheels and rear wheels of the hybrid vehicle may be used. In the embodiment, two rotary electric machines including the first and second rear motors 41 and 61 are used as the second rotary electric machine in the present invention, but a single rotary electric machine may be used.

  Furthermore, although the embodiment is an example in which the present invention is applied to the hybrid vehicle V in which the auxiliary machine 8 is connected to the front motor 4, the rear motors 41 and 61, and the battery 7, the present invention is connected to the auxiliary machine. This is applicable to other types of hybrid vehicles. In this case, in the process shown in FIG. 9 described above, the parameter (EAC) related to the auxiliary machine is deleted.

  Further, in the embodiment, during the all-wheel drive mode, the engine target torque TENOBJ is once calculated according to the front wheel required torque TFWREQ and the electric path required power EEPASS, and engine estimation is performed using the calculated engine target torque TENOBJ. Although the torque TENEST is calculated, the engine estimated torque TENEST may be calculated according to the front wheel required torque TFWREQ and the electric path required power EEPASS without using the engine target torque TENOBJ.

  In this case, the engine estimated torque TENEST is calculated as follows, for example. That is, a filtering process (engine response delay compensation calculation) is performed on the value obtained by subtracting the electric path torque TEPASS from the sum of the front motor required torque TFMREQ and the front wheel required torque TFWREQ (TFMREQ + TFWREQ-TEPASS), By adding the path torque TEPASS, the engine estimated torque TENEST is calculated. Alternatively, a filtering process is performed on the sum of the value obtained by converting the auxiliary load electric power EAC into torque and the front wheel required torque TFWREQ, and the electric path torque TEPASS is added to the obtained value, thereby obtaining the estimated engine torque TENEST. Is calculated. In calculating the electric path required power EEPASS, the electric path loss power EEP may be omitted.

  Furthermore, in the embodiment, the engine estimated torque TENEST is calculated without performing the filtering process on the electric path torque TEPASS. However, the degree of compensation for the response delay of the heat engine is lower than the filtering process according to the embodiment (the first-order lag A filtering process (low degree) may be applied to the electric path torque. Thereby, the calculation accuracy of the engine estimated torque can be increased without greatly delaying the control of the first rotating electrical machine. In the embodiment, various parameters such as the front wheel required torque TFWREQ are calculated as torque, but may be calculated as power correlated with the torque.

  Furthermore, in the embodiment, the heat engine in the present invention is the engine 3 that is a gasoline engine, but may be another suitable heat engine that operates by combustion of fuel, such as a diesel engine or an LPG engine. In the embodiment, the front motor 4 and the rear motors 41 and 61 corresponding to the first and second rotating electric machines in the present invention are three-phase AC motors, but may be brushless DC motors. Furthermore, in the embodiment, the number of front wheels WFL and WFR and the number of rear wheels WRL and WRR of the hybrid vehicle V are two, but are arbitrary. Of course, variations of the above embodiments may be combined as appropriate. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

V Hybrid vehicle WFL Left front wheel (first wheel)
WFR Right front wheel (first wheel)
WRL Left rear wheel (second wheel)
WRR Right rear wheel (second wheel)
1 Control device
2 ECU (heat engine actual power calculation means, wheel actual power calculation means, first rotating electrical machine control means, wheel power request value calculation means, power request value calculation means, heat engine control means)
3 Engine (heat engine)
4 Front motor (first rotating electrical machine)
6 PDU (first rotating electrical machine control means)
7 Battery (capacitor)
41 First rear motor (second rotating electrical machine)
61 Second rear motor (second rotating electrical machine)
TENEST engine estimated torque (heat engine actual power estimated value)
TFWEST front wheel estimated torque (1st wheel actual power estimated value)
TFWREQ Front wheel required torque (1st wheel power requirement)
EEPASS Electric path required electric power (second electric rotating machine electric power required value)
TENOBJ engine target torque (heat engine power target value)

Claims (4)

A heat engine that is mechanically connected to the first wheel and operated by combustion of fuel, a first rotating electrical machine that is mechanically connected to the heat engine, and the first wheel and the first wheel are separate from each other. A hybrid vehicle that is mechanically coupled to one of the two wheels and includes a second rotating electrical machine that is separate from the first rotating electrical machine and a capacitor that is electrically connected to the first and second rotating electrical machines. A control device,
A heat engine actual power calculating means for calculating a heat engine actual power estimated value that is an estimated value of the actual power of the heat engine;
Wheel actual power calculating means for calculating a first wheel actual power estimated value that is an estimated value of actual power of the first wheel;
First rotating electrical machine control means for controlling the first rotating electrical machine according to the calculated heat engine actual power estimated value and first wheel actual power estimated value;
A control apparatus for a hybrid vehicle, comprising: The first rotating electrical machine control means controls power generation of the first rotating electrical machine in order to supply the second rotating electrical machine with electric power generated by the first rotating electrical machine using a part of the power of the heat engine. And
A wheel power request value calculation means for calculating a first wheel power request value which is a request value of power transmitted from the heat engine to the first wheel;
A power requirement value calculating means for calculating a second rotating electrical machine power requirement value that is a requirement value of power supplied from the first rotating electrical machine to the second rotating electrical machine;
A heat engine power target value, which is a target value of the power of the heat engine, is calculated according to the calculated first wheel power request value and the second rotating electrical machine power request value, and the calculated heat engine power target is calculated. Heat engine control means for controlling the heat engine based on the value, and
The heat engine actual power calculation means performs a predetermined calculation including a predetermined first calculation using the first wheel power request value and a predetermined second calculation using the second rotating electrical machine power request value. To calculate the estimated actual power of the heat engine,
The hybrid vehicle control device according to claim 1, wherein different calculation methods are used for the first and second calculations.   The first calculation uses a calculation method including a response delay compensation calculation for compensating a response delay of the actual power of the heat engine with respect to the heat engine power target value, and the second calculation is the response delay compensation calculation. The control method for a hybrid vehicle according to claim 2, wherein a calculation method that does not include the control method is used.   4. The hybrid vehicle control device according to claim 2, wherein the wheel actual power calculation unit calculates the first wheel actual power estimated value in accordance with the first wheel power request value. 5.

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