JP6334182B2 - vehicle - Google Patents

Description

  In the present invention, one of a front wheel (a left front wheel and a right rear wheel) and a rear wheel (a left rear wheel and a right rear wheel) is driven by an electric motor, and the other of the front wheel and the rear wheel is an internal combustion engine and / or an electric motor. The present invention relates to a vehicle driven by a power source such as.

  FIG. 1 of Patent Document 1 shows a generator that is mechanically connected to left and right motors that drive rear wheels (left rear wheel and right rear wheel) and an internal combustion engine that drives front wheels (left front wheel and right front wheel). All-wheel drive (AWD) equipped with a motor that also functions, a capacitor that is electrically connected to the left and right motors and the motor that also functions as the generator, and a motor controller that controls the three motors A vehicle is disclosed.

  In the vehicle described in Patent Document 1, when the vehicle is turned by the left and right electric motors, for example, a left turn will be described as an example. A regenerative torque is applied to the left electric motor that drives the left rear wheel that is an inner wheel during turning. On the other hand, a power running torque is generated in the right motor that drives the right rear wheel, which is the outer wheel during turning, {FIGS. 19 (a) and 19 (b) in Patent Document 1}.

  At this time, in Patent Document 1, power priority control (referred to as zero power control during turning) in which power consumption on the right motor side (power running power + loss power) is equal to regenerative power (generated power) on the left motor side. By performing the above, a technique is disclosed in which discharge power (outflow power) related to driving of the left and right motors from the capacitor is set to zero, and the capacitor is protected {[0124] of Patent Document 1, FIG. 19 (b). }.

  Furthermore, Patent Document 1 describes that, during power priority control, the sum of the power of the right motor and the power of the left motor may be a predetermined target power that is not zero (see Patent Document 1). [0141]).

  Patent Document 2 also discloses an all-wheel-drive vehicle having a configuration similar to that of Patent Document 1 (FIG. 1 of Patent Document 2).

  In Patent Document 2, for example, when an excess slip occurs in the left rear wheel during traveling by the rear left and right motors in a power running state without a rear wheel torque difference, an electric motor that drives the left rear wheel in which the slip has occurred (left While reducing the power running torque of the motor), the power running torque of the motor (right motor) that drives the right rear wheel is increased by the reduced amount. Immediately thereafter, the power running torque of the right motor is changed to the power running torque of the left motor. Control is performed so that the total torque of the vehicle before and after the slip is maintained by decreasing the rear wheel left-right sum torque to the left and right front wheels via the internal combustion engine that is the front wheel drive device. A vehicle drive device is disclosed {FIG. 20 (a), FIG. 20 (b), FIG. 20 (c), [0083]-[0089]} of Patent Document 2.

  Patent Document 3 discloses a drive device for a hybrid vehicle that includes a transmission that is switched between an internal combustion engine and an electric motor by a double clutch, and in which the internal combustion engine is connected in series to the electric motor (FIG. 1, FIG. 14).

International Publication 2013/005783 Pamphlet JP 2013-2105017 A JP 2011-79379 A

  As described above, in Patent Document 2, when excessive slip occurs in one of the rear wheels during driving driving of the rear wheels by the left and right electric motors, the driving torque of the rear wheel in which excessive slip has occurred is reduced. The drive torque of the other rear wheel is also reduced so that no yaw moment is generated, and the reduced drive torque is distributed to the front wheels (the left front wheel and the right front wheel) so that the drive force of the vehicle is not reduced. A configured vehicle drive device is disclosed.

  Patent Document 2 discloses that by controlling in this way, sufficient torque according to the driver's request can be transmitted to the road surface even on a split μ road and the like, so that the running performance can be maintained. ([wrap up]).

  However, when all the vehicles are driven, the power of one of the front wheels (the left front wheel and the right front wheel) and the rear wheels (the left rear wheel and the right rear wheel) is limited under the condition that the power that can be generated is limited. When a part of the power scheduled to be distributed to the power source is adjusted to be distributed to the other power source, the front / rear power distribution of the vehicle may not be appropriate and the behavior of the vehicle may be disturbed. The knowledge that there is.

  The present invention has been made in view of such problems, and when driving all wheels of a vehicle, one of the front wheels (left front wheel and right front wheel) and the rear wheels (left rear wheel and right rear wheel) is driven by an electric motor. If the power that can be generated by the electric motor is limited under the condition that the electric power that is scheduled to be distributed to the electric motor is to be distributed to the other power source, An object of the present invention is to provide a vehicle capable of suppressing disturbance of behavior in the vehicle.

  A vehicle according to the present invention includes an electric motor mechanically connected to a first drive wheel that is one of a front wheel and a rear wheel, the first drive device that drives the first drive wheel, the front wheel, Generation of the vehicle based on a second drive device that drives a second drive wheel that is the other of the rear wheels, a battery that is electrically connected to the electric motor, and an operation and / or running state by a passenger Target power setting means for setting target vehicle power that is target power to be generated, target first power that is target power generated by the first drive device based on the set target vehicle power, and second drive device And a target power adjusting means for setting a target second power that is a target power to be generated, wherein the target power adjusting means is a power that can be generated by the first drive device. The possible behavior that is If the temperature of the battery, the power that can be output from the battery, or the power consumption of the motor is equal to or greater than a predetermined threshold, the power that exceeds the power that can be generated among the target first power The excess driving power is adjusted to be supplemented by the second driving device, and the excess driving power is reduced when the temperature of the battery, the output power of the battery, or the power consumption of the motor is less than the predetermined threshold. It is configured to prohibit adjustment to be supplemented by the driving device.

  According to the present invention, when the temperature of the battery is low or when the electric power that can be used in the first driving device is small, the front-rear driving force distribution is already closer to the wheel driven by the second driving device, If adjustment is made to increase the driving force of the wheels driven by the second driving device, there is a risk that the front / rear driving force distribution becomes inappropriate and disturbs the behavior of the vehicle. Can be avoided in advance.

  The target power adjustment means obtains a generateable power that is a power that can be generated by the first drive unit based on the temperature of the battery, the output power of the battery, or the power consumption of the electric motor, When acquiring or predicting that the first power exceeds the generateable power, the excess power that is the power exceeding the generateable power among the target first power when the generateable power is equal to or greater than a predetermined threshold value. It may be configured to adjust so as to be supplemented by the second driving device, and prohibit adjustment to supplement the excess power by the second driving device when the possible power is less than the predetermined threshold.

  When the power that can be generated by the electric motor constituting the first driving device is low, the front / rear driving force distribution is already closer to the wheel driven by the second driving device, and from that state, the second driving device further drives the distribution. If the adjustment is made to increase the driving force of the wheels, the distribution of the driving force in the front-rear direction may be inappropriate and the behavior of the vehicle may be disturbed. It can be avoided.

  In the case where the second drive device includes an internal combustion engine and a generator that is mechanically connected to the internal combustion engine and electrically connected to the capacitor, the target power adjustment means is configured to drive the vehicle. In the meantime, when the occurrence of a period during which the power generator cannot generate power is predicted or detected, the adjustment for supplementing the excess power with the second drive device may be prohibited during the period during which the power generation cannot be performed.

  According to this configuration, the second drive device is transiently changed from the situation in which the second drive device can be used steadily by prohibiting the adjustment that the excess power is supplemented by the second drive device during a period in which the generator cannot generate power. Is limited, the power of the limited second driving device is not supplemented by the power of the first driving device, so that the influence on the running behavior of the vehicle can be reliably prevented.

  In each of the above inventions, the electric motor mechanically connected to the first drive wheel that is one of the front wheel and the rear wheel may be one electric motor that uses a power distribution mechanism such as a differential device. Two electric motors for driving the wheels may be used.

  According to the present invention, when one of the front wheels (the left front wheel and the right rear wheel) and the rear wheels (the left rear wheel and the right rear wheel) is driven by the electric motor when all the wheels of the vehicle are driven, the low temperature state of the battery For example, under the condition that the power that can be generated by the electric motor is limited due to, for example, the driving force that has not been achieved by the wheel driven by the electric motor is not supplemented by the other wheel, Disturbance can be suppressed.

1 is a block diagram showing a schematic configuration of a vehicle according to an embodiment of the present invention. It is a schematic block diagram of the front-wheel drive device in the vehicle of FIG. It is a typical block diagram explaining the example of the electric power distribution of a vehicle. It is a characteristic view which shows the correspondence of SOC and battery inflow / outflow electric power. It is a flowchart provided for operation | movement description of 1st Example. It is a characteristic view which shows the correspondence of the battery temperature and the rear right and left total generation | occurrence | production power which can be used for operation | movement description of 1st Example. It is power distribution explanatory drawing provided for operation | movement description of 1st Example. It is a flowchart provided for operation | movement description of 2nd Example. It is a characteristic view which shows the correspondence of the battery temperature and the rear right and left total generation | occurrence | production power which can be used for operation | movement description of 2nd Example. It is power distribution explanatory drawing provided for operation | movement description of 2nd Example. It is a block diagram which shows schematic structure of the vehicle which concerns on the modification of this invention. FIG. 12A is a time chart provided for explaining power distribution processing, and FIG. 12B is a time chart provided for explaining that a period during which power generation cannot be performed occurs during traveling. It is a schematic block diagram of the front-wheel drive device which shows the state which drives a wheel by the 4th speed gear stage with an internal combustion engine, and is generating electric power with the drive gear for 5th speed. FIG. 14 is a schematic configuration diagram of the front wheel drive device showing a state after the fifth-speed drive gear is replaced with the third-speed drive gear in a state where the wheels are driven at the fourth speed gear stage of FIG. 13. FIG. 15 is a schematic configuration diagram of a front wheel drive device showing a state in which a wheel is driven by shifting from a fourth speed gear stage shown in FIG. 14 to a third speed gear stage and power is generated by a third speed drive gear.

  FIG. 1 is a block diagram showing a schematic configuration of a vehicle 10 according to an embodiment of the present invention.

  In the vehicle 10, a driving device 16 (second driving device, hereinafter referred to as a front wheel driving device) in which an electric motor (M) 14 is connected in series to an internal combustion engine 12 via a transmission (T / M) 18. While the power of the internal combustion engine 12 and the electric motor 14 is transmitted to the front wheels Wf via the transmission 18, the left and right electric motors (provided separately from the front wheel drive device 16) M) The power of the drive device 20 (first drive device, hereinafter referred to as rear wheel drive device) composed of 22A and 22B (left and right motors 22A and 22B, left motor 22A and right motor 22B) is the rear wheel Wr (RWr, LWr). ).

  The electric motor 14 of the front wheel drive device 16 and the left and right electric motors 22A and 22B (first and second motors) of the rear wheel drive device 20 are inverters as DC / AC converters in which switching elements are connected in a three-phase full bridge type ( INV) 15, 23 </ b> A, and 23 </ b> B are electrically connected to the battery (BAT) 24, respectively, so that power supply from the battery 24 and energy regeneration to the battery 24 are possible. The battery 24 is a capacitor (energy storage), and can be replaced with a capacitor in addition to a secondary battery such as a nickel metal hydride battery or a lithium ion battery. In this embodiment, a lithium ion secondary battery is employed.

  The vehicle 10 includes an accelerator operation amount sensor 46 for detecting an accelerator pedal operation amount (accelerator opening, accelerator operation amount) AP and an accelerator operation amount (accelerator opening, accelerator operation amount) AP of a cruise control unit (not shown), A brake operation amount sensor 47 that detects an operation amount BP of a brake pedal (not shown), a vehicle speed sensor 48 that detects a vehicle speed V, and the like are provided.

  Each component of the vehicle 10 is controlled by an ECU (electronic control unit) 26 that is a control device. As is well known, the ECU 26 includes a microcomputer {CPU, storage device (memory such as ROM and RAM, storage unit, storage unit) 26M, timing device (timer, timing unit, timing unit) and input / output interface}. Based on information from various sensors (various detectors), the CPU operates as various functional means (various functional units) for executing various operations by executing programs. One or a plurality of ECUs 26 may be used, and in this embodiment, a single ECU 26 will be described for the sake of avoidance of complexity and convenience of understanding.

  The vehicle 10 is controlled by the ECU 26 under the control of the ECU 26 such that the rear wheel drive device 20 only drives the rear wheels Wr, the front wheel drive device 16 only drives the front wheels Wf, and the rear wheel drive device 20 operates. All-wheel drive {AWD, four-wheel drive (4WD)} traveling using both the driving of the rear wheel Wr and the driving of the front wheel Wf by the front wheel driving device 16 is possible.

  In the rear wheel drive travel, the left and / or right electric motors 22A and 22B drive the rear wheels Wr, and in the front wheel drive travel, the internal combustion engine 12 and / or the electric motor 14 drive the front wheels Wf.

[Description of Rear Wheel Drive Device 20]
The rear wheel drive device 20 includes axles 28A and 28B. The axles 28A and 28B are left and right axles on the rear wheel Wr side of the vehicle 10, and are arranged coaxially in the vehicle width direction. Note that the detailed configuration of the rear wheel drive device 20 having the left and right motors 22A and 22B is disclosed in, for example, Patent Document 1, so that the present invention will be described here for the sake of avoidance of complexity and convenience of understanding. Explain to an extent that can be understood.

  The rear wheel drive device 20 includes left and right motors 22A and 22B for driving axles, and left and right speed reducers 30A and 30B that decelerate driving rotations of the left and right motors 22A and 22B, and are coaxial with axles 28A and 28B. Has been placed. The reduction gears 30A and 30B incorporate a hydraulic brake driven by the electric oil pump 40 and a one-way clutch that transmits the forward power (forward driving force) of the left and right electric motors 22A and 22B to the axles 28A and 28B. ing.

  The left motor 22A drives the left rear wheel LWr, and the right motor 22B drives the right rear wheel RWr.

  The rear wheel Wr is provided with wheel speed sensors 32A and 32B for detecting the number of rotations of the left rear wheel LWr and the right rear wheel RWr, and the left rear wheel LWr and the right rear wheel RWr have an acceleration slip greater than a predetermined value or A slip acquisition device 34 capable of acquiring the occurrence of a deceleration slip (hereinafter sometimes simply referred to as “slip”) is provided.

  The left and right motors 22A and 22B are provided with resolvers 36A and 36B, which are rotation speed detectors for detecting the rotation speed and the like of the left and right motors 22A and 22B.

  The above-described ECU 26 acquires the rotational speeds of the left and right rear wheels LWr and RWr acquired from the wheel speed sensors 32A and 32B, the rotational speeds of the left and right electric motors 22A and 22B acquired from the resolvers 36A and 36B, and the vehicle speed sensor 48. In addition to the vehicle speed V, the accelerator operation amount (accelerator opening) AP obtained from the accelerator operation amount sensor 46, the brake operation amount (brake depression amount) BP obtained from the brake operation amount sensor 47, the steering angle, shift position, battery 24 While the SOC is in the charged state (also referred to as the amount of charge or the remaining capacity, usually expressed as a percentage in which the full charge capacity is 100%), various oil temperatures, etc., are input from the ECU 26. And a signal for controlling the front wheel drive device 16 including the electric motor 14 and a signal for controlling the rear wheel drive device 20 including the left and right electric motors 22A and 22B. There is output.

[Description of Front Wheel Drive Device 16]
FIG. 2 shows a schematic configuration diagram of the front wheel drive device 16. The detailed configuration of the front wheel drive device 16 is disclosed in, for example, FIG. 1 and FIG. 14 of Patent Document 3, so that the present invention can be understood to avoid complexity and for convenience of understanding. Explained.

  The front wheel drive device 16 includes an internal combustion engine 12 as a drive source, an electric motor 14 that functions as a drive source, a drive assist source, or a generator, and a transmission 18 for transmitting the power of the drive source and the drive assist source to the front wheels Wf. And a planetary gear mechanism 52 as a differential reduction gear constituting a part of the transmission 18.

  The electric motor 14 is a three-phase brushless synchronous motor, and includes a stator 56 in which a coil is wound around a stator core, and a rotor 58 in which a permanent magnet arranged to face the stator 56 is incorporated.

  The planetary gear mechanism 52 includes a ring gear 52 a, a planetary gear 52 c, a planetary carrier 52 d, and a sun gear 52 b connected to the rotor 58.

  The transmission 18 includes a plurality of shifts including a first clutch 61 (first connecting / disconnecting means) and a second clutch 62 (second connecting / disconnecting means) provided on the crankshaft 54 of the internal combustion engine 12, and a planetary gear mechanism 52. A gear group, a first gear shift actuator (first gear shifter, first gear shifter / synchronizer) 41 and a second gear shift actuator (second gear shifter, second gear shifter This is a so-called double-clutch transmission including a synchronizer 42.

  The transmission 18 is disposed coaxially with the crankshaft 54 of the internal combustion engine 12, and is a first main shaft (also referred to as a first first main shaft) to which power from the internal combustion engine 12 is directly transmitted via the first clutch 61. .) 101 and a hollow connecting shaft 103 (also referred to as a second first main shaft 103) to which power from the internal combustion engine 12 is transmitted through the first main shaft 101, the sun gear 52b, the planetary gear 52c, and the planetary carrier 52d. ) And a hollow second main shaft (also referred to as a first second main shaft) 102 to which power from the internal combustion engine 12 is transmitted via the second clutch 62, and the second main shaft 102. Idle gear train 84 (consisting of an idle drive gear 81, a first idle driven gear 82, and a second idle driven gear 83) and a rotation shaft of the second idle driven gear 83. Two main shafts (also referred to as a second second main shaft and an intermediate shaft) 105, and arranged in parallel to the first main shafts 101 and 103 and the second main shafts 102 and 105, and a differential gear mechanism 95. And a counter shaft (also referred to as an output shaft) 104 that drives the front wheels Wf through the axle 50A (50B).

  Further, the transmission 18 has a fifth speed drive on the first and second first main shafts 101 and 103 (first input shaft), which is one of the two transmission shafts (odd speed transmission shaft). An odd-numbered gear group (first gear group) composed of a gear 75, a seventh-speed drive gear 77, and a third-speed drive gear 73 is provided, and the other transmission shaft (even-numbered transmission shaft) is the first and On the second second main shafts 102 and 105 (second input shaft), an even-numbered gear group (second gear) composed of the second speed drive gear 72, the fourth speed drive gear 74, and the sixth speed drive gear 76 is provided. Group) is provided.

  Here, the first speed change actuator 41 is not fixed to the first main shafts 101 and 103 (shown as being fixed for convenience in FIG. 2) and the fifth speed drive gear 75 and the seventh. The speed driving gear 77 and the third speed driving gear 73 are selectively connected to or released from the first main shafts 101 and 103.

  The second speed change actuator 42 is not fixed to the second main shaft 105 (shown as being fixed for convenience in FIG. 2). The fourth speed drive gear 74 and the sixth speed drive gear 76 are shown. The second speed drive gear 72 is selectively connected to or released from the second main shaft 105.

  The first shared driven gear 91 provided on the countershaft 104 meshes with the third speed drive gear 73 and constitutes a third speed gear pair 73p together with the third speed drive gear 73, while the second speed drive. The gear 72 is meshed with the second speed drive gear 72 to form a second speed gear pair 72p.

  The second shared driven gear 92 provided on the counter shaft 104 meshes with the fifth speed drive gear 75 to form a fifth speed gear pair 75p together with the fifth speed drive gear 75, while the fourth speed drive. The gear 74 is engaged with the fourth speed drive gear 74 to form a fourth speed gear pair 74p.

  The third common driven gear 93 provided on the counter shaft 104 meshes with the seventh speed drive gear 77 to form the seventh speed gear pair 77p together with the seventh speed drive gear 77, while the sixth speed drive gear 77 A sixth speed gear pair 76p is configured together with the sixth speed drive gear 76 by meshing with the gear 76.

  The internal combustion engine 12 is connected to the first main shaft 101 that is an odd-speed transmission shaft of the transmission 18 when the ECU 26 engages the first clutch 61, and is connected to the rotor 58 of the electric motor 14 through the first main shaft 101, The electric motor 14 can be driven as a generator.

  The internal combustion engine 12 is also driven by the third, fifth, and seventh speed gears (the third speed drive gear 73, the fifth speed drive gear 75, and the seventh speed drive gear when the motor 14 is driven as a generator. 77), torque transmission to the front wheel Wf is performed through the counter shaft 104.

  The internal combustion engine 12 is further connected to the first and second second main shafts 102 and 105 which are even-stage transmission shafts of the transmission 18 when the ECU 26 engages the second clutch 62, and is connected to the second, fourth and sixth speeds. Torque is transmitted to the front wheels Wf through the counter shaft 104 using any of the gears (second speed drive gear 72, fourth speed drive gear 74, and sixth speed drive gear 76).

  On the other hand, when the electric motor 14 is operated as an electric motor when the ECU 26 releases the first and second clutches 61, 62, the rotational driving force of the rotor 58 passes through the planetary gear mechanism 52 on the odd-numbered speed change shaft of the transmission 18. It is connected to a certain first first main shaft 101 and uses any of 3, 5, and 7 speed gears (a 3rd speed drive gear 73, a 5th speed drive gear 75, and a 7th speed drive gear 77). The torque can be transmitted to the front wheel Wf through the counter shaft 104. When the motor 14 transmits torque to the front wheels Wf and regenerates power from the front wheels Wf, both the first and second clutches 61 and 62 are released to establish mechanical connection with the internal combustion engine 12. It is efficient when shut off.

  The final gear 94 provided on the countershaft 104 is for odd-numbered third speed, fifth-speed, seventh-speed drive gears 73, 75, 77 and even-numbered second speed, fourth speed, It is shared by the sixth-speed drive gears 72, 74, and 76.

  In this embodiment, in order to avoid complexity, odd-numbered gear shifts are controlled by the first gear-shift actuator 41 including the first gear shift control for operating the planetary gear mechanism 52.

  The rotor 58 of the electric motor 14 is directly connected to the first-speed sun gear 52b, and assist for the power of the internal combustion engine 12 is performed from the odd-numbered stage side. That is, when the even-numbered gear is used (when the second clutch 62 is engaged), the first-speed drive gear (the planetary gear mechanism 52 and the third-speed drive gear 73 is released) because the odd-numbered first clutch 61 is released. ), Assist (power transmission) using the fifth speed drive gear 75 and the seventh speed drive gear 77 becomes possible.

  During regenerative power generation or electric motor travel (EV travel), the first and second clutches 61 and 62 are disconnected and the internal combustion engine 12 is completely disconnected. However, the power transmission of the motor 14 can be performed only from odd-numbered gears. Therefore, regenerative power generation and motor running are performed only at odd speeds. In principle, the vehicle can be started only at an odd speed (normally, the vehicle is started at the first speed drive gear).

  In the double-clutch transmission 18 configured in this way, the first and second speed change actuators 41 and 42 wait in advance (set) the next low speed stage side or high speed stage side shift gear, so-called. In the pre-shift state, the first and second clutches 61 and 62 are alternately connected (connected / disengaged, engaged / released) to achieve a high speed shift.

[Motor traction control]
The ECU 26 controls the front wheel drive device 16 and the rear wheel drive device 20 in accordance with each vehicle state. Particularly for the rear wheel drive device 20, a motor traction control system that performs motor traction control that suppresses slipping of the rear wheel Wr based on the wheel rotation speed of the rear wheel Wr or the motor rotation speeds of the left and right motors 22A and 22B. M-TCS) also functions as an electric motor control device, and controls the torque generated by the left and right electric motors 22A and 22B when executing motor traction control, and controls the rotation state of the left and right rear wheels LWr and RWr. .

[Description of torque priority control and power priority control]
Since the torque priority control and the power priority control for the left and right motors 22A and 22B are described in detail in Patent Document 1, the contents thereof will be described to the extent that the present invention can be understood.

  When the vehicle 10 is turning, the left electric motor (first electric motor) 22A and the right electric motor (second electric motor) 22B have a rotational difference, and the left rear wheel LWr connected to the left electric motor 22A is the inner wheel during turning. The right rear wheel RWr connected to the right motor 22B is the outer wheel during turning. In any control, a counterclockwise yaw moment is generated.

The target torque of the left rear wheel LWr is TT1 (the target torque of the left motor 22A connected to the left rear wheel LWr is referred to as TM1), and the target torque of the right rear wheel RWr is TT2 (the right motor connected to the right rear wheel RWr). When the target torque of 22B is referred to as TM2, the total target torque (also referred to as target sum torque or simply sum torque) is TRT, and the target differential torque (also simply referred to as difference torque) is ΔTT, the following (1) It is represented by the formula and formula (2).
TT1 + TT2 = TRT (1)
TT1-TT2 = ΔTT (2)

As is well known, the target differential torque ΔTT has the following (3), where Ym is the target yaw moment (clockwise positive), r is the wheel radius, and Dt is the tread width (distance between the left and right rear wheels LWr and RWr). Guided by the formula.
ΔTT = 2 · r · Ym / Dt (3)

  Here, the total target torque TRT is a set value based on the accelerator operation amount AP, the brake operation amount BP, the vehicle speed V, and the like. From the expressions (2) and (1) in which ΔTT of the expression (3) is substituted, The target torque TT1 of the left rear wheel LWr and the target torque TT2 of the right rear wheel RWr can be determined (calculated).

The target torques TM1 and TM2 of the left and right motors 22A and 22B are derived from the following equations (4) and (5). Ratio is a gear ratio (not shown).
TM1 = (1 / Ratio) · TT1 (4)
TM2 = (1 / Ratio) · TT2 (5)

  In the torque priority control, the torque requirement in the front-rear direction and the torque requirement in the turning direction can be satisfied from the sum torque TRT and the difference torque ΔTT, and the traveling performance of the vehicle 10 is emphasized.

  On the other hand, the power priority control gives priority to the sum of the power generated by the left motor 22A and the power consumed by the right motor 22B, and controls the left and right motors 22A and 22B based on this sum power.

  This power priority control is performed, for example, when the temperature of the battery 24 is lower than a predetermined temperature, for example, a so-called low temperature that is lower than the freezing point temperature, or when the SOC of the battery 24 is low, the power generation amount (generated power) of the front wheel drive device 16. ) Is insufficient, or in a power running state, or when a failure in the battery 24 or the electric motor 14 is detected, or when there is an obstacle to normal power transfer.

  In the power priority control, the following equation (6) is referred to in addition to the above equations (1) and (2).

P1 is the electric power (driving force) of the left electric motor 22A, and P2 is the electric power (driving force) of the right electric motor 22B.
P1 + P2 = 0 (6)

  Note that the electric power (power consumption) P1 and P2 of the left and right motors 22A and 22B has a positive correlation between the electric power and the motive power. Are referred to as powers F1, F2 (left power F1, right power F2). The unit is [kW] for both power and power.

Since there is a loss in the exchange of power, regenerative power and power running power can be expressed by the following equations (7) and (8), respectively.
Regenerative power = Machine input (1-Regeneration loss rate) (7)
Power running power = Machine input (1 + Power running loss rate) (8)

If the angular velocity of the rotor of the left motor 22A is ω1, the angular velocity of the rotor of the right motor 22B is ω2, the regeneration loss rate is Lr1, the powering loss rate is Lr2, the left motor 22A is regeneratively driven, and the right motor 22B is poweringly driven. The electric powers (driving forces) P1 and P2 of the left and right motors 22A and 22B are expressed by the following equations (9) and (10) based on the above equations (7) and (8).
P1 = ω1 · TM1 (1-Lr1) (9)
P2 = ω2 · TM2 (1 + Lr2) (10)
ω = 2 · π · n / 60 (n is the number of rotations of each electric motor).

When the target torques TM1 and TM2 are deleted from the equations (4) to (6), (9), and (10), the following equation (11) is derived.
TT2 = − (ω1 / ω2) · {(1−Lr1) / (1 + Lr2)} · TT1
... (11)

  Examining the equation (11), the angular velocity ω1 of the left motor 22A on the inner ring side is smaller than the angular velocity ω2 of the right motor 22B on the outer ring side (ω1 <ω2), and (1−Lr1) <(1 + Lr2). Therefore, | TT2 | <| TT1 | is always satisfied, and TT1 + TT2 <0.

  Therefore, in the power priority control, the total target torque (the sum of the left rear wheel torque and the right rear wheel torque) TRT of the left and right rear wheels LWr and RWr is always negative, that is, the regenerative torque is larger than the power running torque.

In general, the relationship between the wheel torque T [Nm] and the wheel driving force F [N] is a proportional relationship derived from the following equation (12), where r is the radius of the wheel, as is well known.
F = T / r (12)

In the power priority control, as shown in the following equation (6) ′, the sum power (sum driving force) P1 + P2 may be set to a predetermined target power α (α ≠ 0) that is not a zero value. However, since the power priority control is control for suppressing generation of power, the predetermined target power α is set to a value less than the predetermined limit target power αLmt (α <αLmt).
P1 + P2 = α (6) ′

  In the torque priority control, the priority order {ΔTT →> in the order of the differential torque ΔTT in equation (2), the sum torque TRT in equation (1), and the sum power (sum driving force) P1 + P2 in equation (6) or (6) ′. TRT → (P1 + P2)} is assigned, and in the power priority control, the sum power (sum driving force) P1 + P2 in equation (6) or (6) ′, the difference torque ΔTT in equation (2), the sum of equation (1) The priority order {(P1 + P2) → ΔTT → TRT} is assigned in the order of torque TRT, and control is executed.

[Description of power distribution]
Next, the rear wheel Wr of the vehicle 10 in which the motor traction control system is in an operating state is driven by the left and right electric motors 22A and 22B, and the front wheel Wf is driven through the transmission 18 by the power of the internal combustion engine 12. The power distribution of the vehicle 10 in the state will be described with reference to a schematic block diagram of power distribution in FIG.

  In FIG. 3, the double clutch described above with respect to the internal combustion engine 12 (denoted as ENG) of the vehicle 10 is the electric motor 14 {the front wheel Wf side electric motor, and therefore, Fr-MOT (front wheel drive motor) in FIG. It is assumed that the generated power Pgen of the motor 14 connected through the transmission 18 and operating as a generator is Pgen = X [kW].

  In the steady state, it is assumed that the battery power Pbat [kW] of the battery 24 is operating at Pbat = 0 [kW] as shown in the characteristics of the battery power Pbat with respect to the SOC in FIG. In FIG. 4, the operating point 210 of the battery 24 is assumed to be at a point of SOCn where the SOC is, for example, 50 [%].

  Power consumption Pmot1 [kW] of the left electric motor 22A that drives the left rear wheel LWr {represented as Rr-MOT (rear wheel drive motor) in FIG. 3 because it is a motor on the rear wheel Wr side} and the right rear wheel RWr The right and left total power consumption Pmota with the power consumption Pmot2 of the right motor 22B (Rr-MOT) that drives the motor is Pmota = Y [kW] (also referred to as Rr-MOT power consumption).

  Auxiliary load power Pl [kW] of an auxiliary machine 209 including a high-voltage auxiliary machine 202 such as an air conditioner connected to the battery 24 and a 12V battery 206 and a low-voltage auxiliary machine 208 connected through a step-down converter 204 Is auxiliary load power Pl = L [kW] (power consumption of the electric auxiliary machine).

  The battery 24 has a limit of inflow / outflow power according to the SOC [%], and particularly at a low temperature, the battery discharge power maximum value Pdmax [kW] on the discharge power Pd side on the vertical axis as shown in FIG. ] Decreases to the battery discharge power maximum value Pdmax ′, and the battery charge power maximum value Pcmax [kW] on the charge power Pc side decreases to the battery charge power maximum value Pcmax ′. Has a rated limit.

In the steady state (steady running state), it is assumed that the following equation (13) is established with the battery discharge power as Pd.
Y + L = X + Pd (Pd = 0) (13)

[When the front wheel Wf is driven by the power of the internal combustion engine 12 and the rear wheel Wr is driven by the power of the left and right motors 22A and 22B, the power that can be generated by the left and right motors 22A and 22B Description of operation for suppressing disturbance of behavior of vehicle 10 when restricted]
As described above, there is a positive correlation between electric power and power, and torque can be converted into power. In practice, if conversion is possible between a plurality of physical quantities or if there is a positive correlation, a solution can be obtained by calculating in any unit. Therefore, here, in the description of the operation for suppressing the disturbance of the behavior of the vehicle 10, a case where calculation is performed in accordance with the power is shown.

[First embodiment]
The first embodiment will be described with reference to the flowchart of FIG. Note that the execution subject of the program according to the flowchart is a CPU constituting the ECU 26.

  In step S <b> 1, the ECU 26 detects the driver's acceleration / deceleration operation, speed maintenance operation, and the like, the traveling state of the vehicle 10, and the like. In this case, the accelerator operation amount AP, the brake operation amount BP, the steering angle operation amount, etc. are detected as the driver's acceleration / deceleration operation, speed maintaining operation, etc., and the vehicle speed V, wheel speed, slip amount, and yaw rate are detected as the running state. And the like, and at the time of starting, a turning state, a low μ road running state, a straight traveling state, a power running constant speed state, a power running acceleration state, a regenerative state (regenerative braking state), and the like are detected.

  Next, in step S2, referring to a preset characteristic (map) according to the detected operation amount and the travel state (basically, the accelerator operation amount AP and the vehicle speed V), the vehicle 10 A target vehicle power Pvtar [kW] to be generated by the front wheel drive device 16 and the rear wheel drive device 20 is determined.

  Next, in step S3, based on the determined target vehicle power Pvtar [kW], the target power (rear target power, rear left and right total target power) Prtar [kW] of the rear wheel drive device 20 (left and right motors 22A and 22B) and The distribution of the target power (front target power) Pftar [kW] of the front wheel drive device 16 (internal combustion engine 12) is provisionally determined (temporary distribution determination).

  In this case, the provisional allocation is determined by referring to, for example, the efficiency (fuel consumption, power consumption) of the front wheel drive device 16 and the rear wheel drive device 20, and setting one power (for example, the front wheel drive device 16) to a constant value. This is executed by determining the power of the other (in this case, the rear wheel drive device 20) or distributing the power at a predetermined ratio.

With respect to the target vehicle power Pvtar [kW], the rear left and right total target power Prtar [kW] and the front target power Pftar [kW] satisfy the following expression (14). That is, the target vehicle power Pvtar [kW] is the total power (sum power) of the front target power Pftar [kW] and the rear left and right total target power Prtar [kW].
Pvtar = Pftar + Prtar (14)

  Next, in step S4, the accuracy of the temporarily distributed rear left and right total target power Prtar and front target power Pftar is verified, and if it is determined that correction is necessary according to the verification result, adjustment (redistribution) is performed. To do.

  In this case, first, in step S4a, the battery temperature Tbat is detected.

  Next, in step S4b, it is determined whether or not the rear left and right total target power Prtar [kW] exceeds the rear left and right total generated power (rear left and right total generated power, rear left and right total limited power) Prlmt [kW].

  FIG. 6 shows a characteristic 212 indicating a correspondence relationship between the battery temperature Tbat and the rear left / right total possible power Prlmt [kW]. Note that FIG. 6 is sometimes referred to as a rear left-right total possible generation power map.

  Here, the rear left and right total generated power Prlmt [kW] is the dischargeable power Pda (see FIG. 4) from the battery 24 when the SOC that is the charged state (remaining capacity) of the battery 24 is, for example, SOC = SOCn. Corresponding to the battery discharge power maximum values Pdmax and Pdmax ′ shown).

  In the determination of step S4b, when the rear left and right total target power Prtar [kW] is equal to or less than the rear left and right total generated power (rear left and right total limit power) Prlmt [kW] (Prtar ≦ Prlmt, step S4b: NO). The rear wheel drive device 20 and the front wheel drive device 16 are driven assuming that the rear left and right total target power Prtar [kW] and the front target power Pftar [kW] temporarily allocated in step S3 are the main distribution.

  On the other hand, in the determination of step S4b, if the battery temperature Tbat is Tbat = −15 [° C.], the rear left and right total target power Prtar temporarily allocated in step S3 is Prtar = Pra (see FIG. 6). If there is, the coordinate point 213 (-15, Pra) is referred to. In this case, it can be seen that the rear left / right total target power Pra exceeds the rear left / right total generated power Prlmt (−15 ° C.) by the excess power (predetermined power) Prs, so that the determination in step S4b is affirmative (step S4b : YES). A coordinate point 213 (-15, Pra) and a coordinate point 214 (-25, Pra) to be referred to next are obtained by plotting the rear left-right total target power Prtar corresponding to the battery temperature Tbat on the rear left-right total generated power map. It is.

  In the determination in step S4b, if the battery temperature Tbat is Tbat = −25 [° C.], the coordinate point 214 (−25, Pra) is referred to. Also in this case, it can be seen that the rear left / right total target power Pra exceeds the rear left / right total generated power Prlmt by the excess power (predetermined power) Prs ′, so the determination in step S4b is affirmative (step S4b: YES). ).

  Next, in step S4c, it is determined whether or not the battery temperature Tbat is equal to or higher than the threshold temperature Tth (Tbat ≧ Tth: Tth = −20 [° C. is set as an example in FIG. 6) (first). judge.

  The determination in step S4c can be replaced with a determination (second determination) as to whether or not the rear left and right total power consumption Pmotor [kW] of the left and right motors 22A and 22B is equal to or greater than the rear left and right total threshold power consumption Pmotorth. In this case, the horizontal axis of the characteristic 212 shown in FIG. 6 indicates the battery temperature Tbat. However, since the battery temperature Tbat and the rear left and right total power consumption Pmotor using the battery power Pbat have a positive correlation, the horizontal axis The rear left and right total power consumption Pmota is replaced, and the threshold temperature Tth on the horizontal axis is replaced with the rear left and right total threshold power consumption Pmotath (the threshold is determined based on −20 [° C.] described above). The characteristic 212 in FIG. 6 may be used.

  Furthermore, the determination in step S4c can be replaced with a determination (third determination) as to whether or not the dischargeable power Pda of the battery 24 is equal to or higher than the threshold dischargeable power Pdath [kW]. Also in this case, the horizontal axis of the characteristic 212 shown in FIG. 6 indicates the battery temperature Tbat. However, since the battery temperature Tbat and the battery dischargeable power Pda [kW] are positively correlated, the horizontal axis represents the battery temperature Tbat. The characteristic 212 of FIG. 6 may be used by substituting the dischargeable power Pda for the threshold temperature Tth on the horizontal axis with the threshold dischargeable power Pdath.

  Here, when any one of the above-described first to third determinations in step S4c is affirmative (step S4c: YES), here, the first determination is made regarding the coordinate point 213. It is assumed that Tbat (= −15 ° C.) ≧ Tth (= −20 ° C.) is positive.

  Next, in step S4d, the rear left and right total target power Prtar and the front target power Pftar are adjusted (redistributed) as shown in the following equations (15) to (17) (see also FIG. 6).

In the following formula, Prtar and Pftar on the left side of “←” are Prtar and Pftar after adjustment (redistribution).
Prtar ← Prlmt (−15 ° C.) (15)
Pftar ← Pftar (Pftar in step S3) + Prs
... (16)
Pvtar ← Prtar (Ptar after adjustment) + Pftar (Pftar after adjustment) (17)

However, Prs in the equation (16) is excess power, and is derived by the following equation (18).
Prs = Pra−Prlmt (−15 ° C.) (18)

  Thus, in step S5, the rear wheel drive device 20 and the front wheel drive device 16 are driven by the rear left and right total target power Prtar and the front target power Pftar after adjustment (after redistribution and main distribution), respectively. The excess power Prs is adjusted (redistributed) to be supplemented by the front target power Pftar of the front wheel drive device 16.

  On the other hand, when any one of the determinations in step S4c is negative (step S4c: NO), here, for example, regarding the coordinate point 214 (see FIG. 6), Tbat (= −25 ° C.). It is assumed that <Tth (= −20 ° C.).

  At this time, in step S4e, the rear left and right total target power Prtar and the front target power Pftar are adjusted (redistribution, main distribution) as in the following equations (19) to (21).

In the following expression, Prtar and Pftar on the left side of “←” are Prtar and Pftar after adjustment (after redistribution).
Prtar ← Prlmt (−25 ° C.) (19)
Pftar ← Pftar (Pftar in step S3) (20)
Pvtar ← Prtar (Ptar after adjustment) + Pftar (Pftar in step S3) (21)

  Thus, in step S5, the rear wheel drive device 20 and the front wheel drive device 16 are driven by the rear left and right total target power Prtar and the front target power Pftar after adjustment (after redistribution and main distribution), respectively. However, in the process of step S5 after the process of step S4e when the determination of step S4c is negative, it is prohibited to adjust the excess power Prs ′ to be supplemented with the front target power Pftar. To do.

[Summary of the first embodiment]
This will be described with reference to the power distribution explanatory diagram shown in FIG.

  The vehicle 10 to which the first example of the embodiment described above is applied has left and right electric motors 22A and 22B mechanically connected to the rear wheel Wr as the first drive wheel, and the first drive wheel as the first drive wheel. The rear wheel drive device 20 as the first drive device for driving the rear wheel Wr, the front wheel drive device 16 as the second drive device for driving the front wheel Wf as the second drive wheel, and the left and right motors 22A and 22B are electrically Based on the battery 24 and the operation (for example, acceleration / deceleration operation, speed maintenance operation, etc.) and / or the running state (for example, vehicle speed V, wheel speed, slip amount, yaw rate, etc.) The ECU 26 as target power setting means for setting the target vehicle power Pvtar, which is the target power generated by the vehicle 10, and the rear wheel drive device 20 are generated based on the set target vehicle power Pvtar. ECU 26 as target power adjustment means for setting the rear left and right total target power Prtar as target first power that is target power and front target power Pftar as target second power that is generated by the front wheel drive device 16. And comprising.

  The ECU 26 as the target power adjusting means has a rear left / right total target power Prtar that exceeds the rear left / right total generateable power Prlmt that is the power that can be generated by the rear wheel drive device 20 {Prtar> Prlmt (−15 ° C.), Prtar> Prlmt. (−25 ° C.)} is acquired or predicted (step S4b: YES), the battery temperature Tbat of the battery 24, the rear left and right total power consumption Pmotor of the left and right motors 22A and 22B, or the battery dischargeable power Pda of the battery 24 Is a rear left / right total target power Prtar of the rear left / right total target power Prtar as the target first power when the value is equal to or greater than a predetermined threshold (Tbatth, Pmotorth, Pdath) (step S4c: YES, Tbat ≧ Tth in the above example) Overpower Prs, which is the power exceeding Prlmt While adjusting the front wheel drive device 16 to compensate, the battery temperature Tbat of the battery 24, the rear left and right total power consumption Pmotor of the left and right electric motors 22A and 22B, or the battery dischargeable power Pda of the battery 24 is a predetermined threshold (Tth, Pmotorth, Pdath) (step S4c: NO, in the above example, Tbat <Tth), it is prohibited to adjust the front wheel drive device 16 to compensate for the excess power Prs.

  According to the first embodiment, when the battery temperature Tbat of the battery 24 is low or when the rear left and right total power consumption Pmotor that can be used by the left and right motors 22A and 22B is small, the front and rear driving force distribution is already close to the front wheel Wf. If the adjustment is made so that the driving force of the front wheel Wf is further increased from that state, the front / rear driving force distribution becomes inappropriate and the behavior of the vehicle 10 may be disturbed. Therefore, when the value is less than the above threshold (Tbatth, Pmotorth, Pdath) By prohibiting the adjustment, disturbance of behavior can be suppressed.

  In the first embodiment, for example, if the minimum rear left and right total possible generation power Prlmt is secured, understeer occurs when the driving force of the front wheels Wf is increased during low-μ road turning traveling with all-wheel drive. The present invention is applied to an avoidance scene or a scene of avoiding idling of the front wheel Wf when the driving force of the front wheel Wf is increased at the time of starting on a slope with all-wheel drive. In this scene, the rear driving force is distributed to the front wheel Wf. On the other hand, when the minimum rear left / right total possible power Prlmt cannot be secured, the vehicle 10 exhibits a behavior of substantially front wheel drive. In this case, if the rear drive force is distributed to the front wheels Wf, the vehicle behavior becomes “sudden”. Understeer ”or“ suddenly running of the front wheels Wf ”when starting off a hill, which reduces the vehicle performance. Adjust (redistribute) the rear driving force to the front wheels Wf. Ban.

[Second Embodiment]
Next, a second embodiment will be described with reference to the flowchart of FIG.

  Since the processing from step S1 to S3 and the processing of step S5 are the same as those of the first embodiment described with reference to the flowchart of FIG. 5, the description thereof is omitted, but the coordinate points to be referred to are as shown in FIG. As shown in FIG. 4, coordinate points 213 (-15, Pra) and coordinate points 215 (-25, Prd) are assumed.

  In the adjustment (redistribution) process in step S4 ′, first, the battery temperature Tbat is detected in step S4g.

  Next, in step S4h, with reference to characteristic 212 shown in FIG. 9, rear left and right total generateable power Prlmt corresponding to detected battery temperature Tbat is determined.

  The characteristic 212 indicates the correspondence between the battery temperature Tbat and the rear left and right total generateable power Prlmt. As described above, the battery temperature Tbat and the battery dischargeable power Pda [kW] have a positive correlation. Therefore, the battery temperature Tbat may be replaced with the battery dischargeable power Pda, and may be replaced with the correspondence relationship between the battery dischargeable power Pda and the rear left and right total generated power Prlmt.

  Similarly, since there is a positive correlation between the battery dischargeable power Pda and the left and right total power consumption Pmotor [kW] of the left and right motors 22A and 22B, the rear left and right total of the left and right motors 22A and 22B is substituted for the battery dischargeable power Pda. It may be replaced with a correspondence relationship between the power consumption Pmotor and the rear left and right total generateable power Prlmt.

  Next, in step S4i, it is determined whether or not the rear left and right total target power Prtar [kW] exceeds the rear left and right total generated power Prlmt [kW].

  Note that, in the determination of step S4i, when the rear left and right total target power Prtar [kW] is equal to or less than the rear left and right total generated power (rear left and right total limit power) Prlmt [kW] (Prtar ≦ Prlmt, step S4i: NO). The rear wheel drive device 20 and the front wheel drive device 16 are driven using the rear left and right total target power Prtar [kW] and the front target power Pftar [kW] temporarily allocated in step S3 as the main distribution (step S5). .

  On the other hand, if it is determined in step S4i that the battery temperature Tbat is Tbat = −15 [° C.], the rear left and right total target power Prtar = Pra with reference to the coordinate point 213 (−15, Pra) in FIG. Therefore, the determination in step S4i is affirmative (YES in step S4i).

  Further, in the determination of step S4i, if Tbat is Tbat = −25 [° C.], the rear left / right total target power Prtar = Prd is generated with reference to the coordinate point 215 (−25, Prd). Since it can be seen that the possible power Prlmt exceeds the excess power (predetermined power) Prs ″, the determination in step S4i is affirmative (step S4i: YES).

  Next, in step S4j, it is determined whether or not the rear left and right total generateable electric power Prlmt is equal to or greater than the threshold power Pth.

  The threshold power Pth is, for example, from the viewpoint of avoiding understeer when the driving force of the front wheel Wf is increased during low-μ road turning on all-wheel drive, or at the start of a hill with all-wheel drive, Is determined in advance from the viewpoint of avoiding the idling of the front wheel Wf when the vehicle is increased.In low μ road turning, the μ value of the road surface, the turning radius, the vehicle speed, and the like are determined as parameters. The μ value of the road surface, the gradient and the like are determined as parameters.

As shown in FIG. 9, when the threshold power Pth is determined to be the threshold power Pth passing through the coordinate point (Tth, Pth) = (− 20, Pth), for example, at the coordinate point 213 (−15, Pra), Since the determination in step S4j is affirmative (Prlmt ≧ Pth), in step S4k, the rear left and right total target power Prtar and the front target power Pftar are adjusted (redistributed) as shown in the following equations (22) to (24). (See also FIG. 8).
Prtar and Pftar on the left side of “←” are Prtar and Pftar after adjustment (redistribution).
Prtar ← Prlmt (−15 ° C.) (22)
Pftar ← Pftar (Pftar in step S3) + Prs (23)
Pvtar ← Prtar (Prtar after adjustment) + Pftar (Pftar after adjustment) (24)
However, Prs is excess power and is derived by the following equation (25).
Prs = Pra−Prlmt (−15 ° C.) (25)

On the other hand, at the coordinate point 215 (−25, Prd), the determination in step S4j is negative (Prlmt <Pth). Therefore, in step S41, the rear left and right total target power Prtar and the front target power Pftar are set to the following (26 ) To (28) for adjustment (redistribution) (see also FIG. 9).
Prtar and Pftar on the left side of “←” are the adjusted (after redistribution) Prtar and Pftar. However, in this case, adjustment (redistribution) is prohibited.
Prtar ← Prlmt (−25 ° C.) (26)
Pftar ← Pftar (Pftar in step S3) (27)
Pvtar ← Prtar + Pftar (28)

  Thus, in step S5, the rear wheel drive device 20 and the front wheel drive device 16 are driven by the rear left and right total target power Prtar and the front target power Pftar after adjustment (after redistribution and main distribution), respectively. However, it should be noted that in the processing after step S41 when the determination in step S4j is negative, it is prohibited to adjust the excess power Prs to be supplemented with the front target power Pftar.

[Summary of the second embodiment]
This will be described with reference to the power distribution explanatory diagram shown in FIG.

  The ECU 26 serving as the target power adjusting means of the vehicle 10 to which the second example of the embodiment described above is applied includes the battery temperature Tbat of the battery 24, the battery dischargeable power Pda that is the output power of the battery 24, or the left and right Based on the rear left and right total power consumption Pmotor of the electric motors 22A and 22B, the rear left and right total possible power Prlmt that is the power that can be generated by the rear wheel drive device 20 is obtained, and the rear left and right total target power Prtar as the target first power is the rear. When it is obtained or predicted that the left and right total generateable power Prlmt is exceeded (step S4i: YES), the rear left and right total target power is calculated when the rear left and right total generateable power Prlmt is equal to or greater than a predetermined threshold power Pth (step S4j: YES). The power that exceeds the total power Prlmt that can be generated in the rear left and right of the Prtar The excess power Prs is adjusted (redistribution, main distribution) to be supplemented by the front wheel drive device 16 (step S4k), and the rear left / right total possible power Prlmt is less than the threshold power Pth (step S4j: NO). Is adjusted to be compensated by the front wheel drive device 16 (step S4l).

  According to the second embodiment, when the rear left and right total possible power Prlmt of the left and right electric motors 22A and 22B is low, the front / rear driving force distribution is already close to the front wheel Wf, and from that state, the driving force of the front wheel Wf is further increased. If the adjustment is made to increase the front / rear driving force distribution, the behavior of the vehicle 10 may be disturbed. Therefore, the adjustment is prohibited when the power is less than the threshold power Pth, and the disturbance of the behavior can be suppressed. Also in the second embodiment, understeering can be avoided when the driving force of the front wheel Wf is increased during low-μ road turning traveling with all-wheel drive, or the driving force of the front wheel Wf when starting a hill with all-wheel driving. It is possible to avoid the idling of the front wheel Wf when the wheel speed is increased.

  According to the first and second embodiments described above, when all the wheels of the vehicle 10 are driven, one of the front wheel Wf (left front wheel and right front wheel) and the rear wheel Wr (left rear wheel and right rear wheel) (the above example). Then, when the rear wheels Wr) are driven by the left and right electric motors 22A and 22B, the left and right electric motors 22A and 22B are driven under the condition that the power that can be generated by the left and right electric motors 22A and 22B is limited due to the low temperature state of the battery 24, etc. Since the unreached driving force is not supplemented by the rear wheel Wr, which is the wheel driven by the electric motors 22A, 22B, by the front wheel Wf, which is the other wheel, the behavioral disturbance in the vehicle 10 is suppressed.

[Modification]
FIG. 11 is a block diagram showing a schematic configuration of a vehicle 10A according to a modification of the present invention. In the vehicle 10A shown in FIG. 11, the configurations of the front wheel drive device 16 and the rear wheel drive device 20 of the vehicle 10 according to the above embodiment are reversed. That is, the front wheel drive device 16a of the vehicle 10A includes left and right motors 22A and 22B that drive the left and right front wheels Wf (LWf and RWr) disposed on the front side of the vehicle 10A. Further, the rear wheel drive device 20a of the vehicle 10A includes an electric motor 14 that is arranged in series via a transmission 18 to the internal combustion engine 12 that is disposed on the rear side of the vehicle 10A and drives the rear wheel Wr.

  The processes of the first and second embodiments described above can be similarly applied to this vehicle 10A.

[Other variations]
This will be described with reference to the time charts of FIGS. 12A and 12B.

(Description of prerequisites)
As shown in FIG. 13, in the front wheel drive device 16 shown in FIG. 2, for example, in the running state at the fourth speed gear stage before time t <b> 1 (hereinafter also referred to as the fourth speed running state), the second. The clutch 62 is engaged, and the front wheels Wf are driven from the internal combustion engine 12 through the first second main shaft 102 through the fourth speed drive gear 74, while the first first through the fifth speed drive gear 75. The rotor 58 formed integrally with the main shaft 101 is rotated, and the electric motor 14 generates generated power Pgen = X (see FIG. 12B).

  In FIG. 13, hatched arrows indicate engine drive paths (drive paths for the front wheels Wf by the internal combustion engine 12), and white arrows indicate motor power generation paths (rotors 58 are rotated by the internal combustion engine 12 to rotate the motor 14. Is a route for generating power.

  At time t1, for example, the driver starts to step on the accelerator pedal and starts to step on the uphill during cruise control (constant speed running control), or the throttle opening by the ECU 26 (agrees with the accelerator opening AP). When the ECU 26 predicts a change from driving at the fourth gear to driving at the third gear instead of driving at the fourth gear, the ECU 26 currently contributes to power generation. An odd-numbered gear replacement process for replacing the fifth-speed drive gear 75 with the third-speed drive gear 73 occurs.

  At this time, in order to smoothly switch the gear from the fourth shift speed to the third shift speed, the ECU 26 changes from the state in which the fifth speed sync (not shown) is fastened to the fifth speed drive gear 75 to the third speed sync ( (Not shown) is operated to switch the pre-shift to a state in which the third-speed drive gear 73 is fastened.

  When performing the operation for switching the pre-shift, at time t1, the ECU 26 operates the first speed change actuator 41 to change the speed change drive gear (here, the fifth speed drive gear 75) with the first first main shaft 101. The connection is released by releasing a 5-speed sync (not shown). By this operation, the driving force from the second shared driven gear 92 provided on the counter shaft 104 is not transmitted to the first first main shaft 101 via the fifth speed driving gear 75.

  Next, in a period during which power generation cannot be performed between time points t1 and t2, the motor 14 that has been operating as a power generator until the time point t1 is rotated as a motor to increase the rotation speed of the first first spindle 101.

  In this way, the rotation speed matching control is performed to increase the rotation speed of the first first main shaft 101 until it reaches the vicinity of the predetermined rotation speed of the third-speed drive gear 73 that is an odd-stage gear to be replaced.

  At the time t2 when the rotational speed of the first first main shaft 101 increases to the rotational speed of the third speed drive gear 73, the inverter 15 is switched to the regeneration direction, and the third speed drive gear 73 is switched to the first first speed. The two main shafts 101 are fastened together with a three-speed sync (not shown) so as to be integrally rotated.

  As a result of this operation, as shown in FIG. 14, the third speed drive gear 73 and the first first main shaft 101 are rotated by the rotational driving force of the counter shaft 104 through the first common driven gear 91 and the preshift is completed. On the other hand, the electric motor 14 resumes power generation as a generator.

  At time t2, the third-speed drive gear 73 is rotated by the rotational driving force of the counter shaft 104 through the first shared driven gear 91, and the electric motor 14 resumes power generation as a generator, and is shown in FIG. A fourth speed running state (power generation by the third speed drive gear 73) is set.

  In the fourth speed traveling state (the power generation state of the electric motor 14 by the third speed driving gear 73) shown in FIG. 14, for example, when the ECU 26 detects that the accelerator pedal is depressed while traveling uphill, The ECU 26 performs the operation of releasing (disconnecting) the second clutch 62 and fastening the first clutch 61 (operation for changing the connection between the first and second clutches 61 and 62) and the fourth speed through the second speed change actuator 42. The drive gear 74 is released from the second second main shaft 105.

  As a result, as shown in FIG. 15, the transmission 18 can be instantaneously switched from the fourth speed traveling state to the third speed traveling state, and for the third speed from the internal combustion engine 12 via the first first main shaft 101. The power generation state of the motor 14 by the driving of the front wheel Wf through the driving gear 73 (see the hatched arrow) and the rotation of the first first main shaft 101 (the third speed driving gear 73 also rotates) (Arrow).

  In the other modifications described above, as shown in FIGS. 12A and 12B, the decrease in the rear left and right total target power Prtar during the period in which power generation cannot be performed between time t1 and time t2 is not turned to the front target power Pftar. By controlling in this way, the influence on the behavior of the vehicles 10 and 10A can be avoided.

  In the present invention, the motor 14 is operated as a generator through the transmission 18 by the internal combustion engine 12 while the rear wheels Wr (or the front wheels Wf) are driven by the left and right motors 22A and 22B as in the embodiment described above. At the same time, the present invention is not limited to the vehicles 10 and 10A (all-wheel drive vehicles) that can drive the front wheels Wf (or the rear wheels Wr) through the transmission 18 by the internal combustion engine 12 at the same time.

  For example, based on the description in this specification, the generator is generated by the internal combustion engine 12 while the rear wheels Wr (or front wheels Wf) are driven by the left and right electric motors 22A and 22B (the front wheels are transmitted by the internal combustion engine 12 through the transmission 18). Wf and rear wheel Wr are not driven.) Various configurations such as application to a so-called (pure) series hybrid vehicle or range extender vehicle of rear wheel driving traveling (or front wheel driving traveling) or all wheel driving traveling can be adopted. Of course.

  In the above embodiment, the left and right motors 22A and 22B may be a single motor using a power distribution mechanism such as a differential device.

10, 10A ... Vehicle 12 ... Internal combustion engine (engine)
DESCRIPTION OF SYMBOLS 14 ... Electric motor (electric motor / generator) 16, 16a ... Front wheel drive device 20, 20a ... Rear wheel drive device 15, 23A, 23B ... Inverter 22A, 22B ... Left and right motor 24 ... Battery (capacitor)
26 ... ECU (control device)

Claims (2)

A first drive device that has an electric motor mechanically connected to a first drive wheel that is one of a front wheel and a rear wheel, and that drives the first drive wheel;
A second drive device for driving a second drive wheel which is the other of the front wheel and the rear wheel;
A battery that is electrically connected to the motor;
Target power setting means for setting a target vehicle power that is a target power generated by the vehicle based on an operation by the occupant and / or a running state;
Target power adjustment for setting a target first power that is a target power generated by the first drive device and a target second power that is a target power generated by the second drive device based on the set target vehicle power. A vehicle comprising: means,
The target power adjusting means is
When it is obtained or predicted that the target first power exceeds the power that can be generated by the first drive device ,
Before SL output power of the storage battery, or the electric motor the target the second excess power which is a power greater than the generative power of the first power when any of the power of the power consumption is greater than a predetermined threshold Adjust to make up with the drive,
Adjusting the second drive device to compensate for the excess power when the electric power is less than the predetermined threshold value is prohibited. A first drive device that has an electric motor mechanically connected to a first drive wheel that is one of a front wheel and a rear wheel, and that drives the first drive wheel;
A second drive device for driving a second drive wheel which is the other of the front wheel and the rear wheel;
A battery that is electrically connected to the motor;
Target power setting means for setting a target vehicle power that is a target power generated by the vehicle based on an operation by the occupant and / or a running state;
Target power adjustment for setting a target first power that is a target power generated by the first drive device and a target second power that is a target power generated by the second drive device based on the set target vehicle power. A vehicle comprising: means,
The target power adjustment means,
Before SL output power, or obtain the generative power is capable of generating power of the first driving unit based on the power consumption of the motor capacitor, obtaining said target first power exceeds the generative power Or, when predicted, the second driving device adjusts the second driving device to compensate for excess power, which is higher than the target power, among the target first power when the power that can be generated is equal to or greater than a predetermined threshold, and can be generated. Adjusting the second drive device to compensate for the excess power when the power is less than the predetermined threshold value is prohibited.

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