JP7158652B2 - Vehicle control method and vehicle system - Google Patents

Description

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

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

On the other hand, apart from the control for improving safety in driving conditions where the behavior of the vehicle becomes unstable, by reducing the torque when turning the steering wheel to cause the vehicle to decelerate, it is possible to reduce the driver during cornering. There is known a technique for controlling vehicle behavior so that the operation of the is natural and stable (see, for example, Patent Document 1). Hereinafter, controlling the attitude of the vehicle by changing the torque according to the driver's steering operation will be referred to as "vehicle attitude control" as appropriate.

Japanese Patent No. 5999360

Patent Literature 1 mentioned above describes that vehicle attitude control may be applied to a hybrid vehicle having an engine and a motor generator. However, Patent Literature 1 does not disclose specific control contents when vehicle attitude control is applied to a hybrid vehicle. Here, when considering vehicle attitude control in a hybrid vehicle, it is assumed that control is performed using a motor generator instead of the engine in order to appropriately change the torque of the vehicle according to the steering operation by the driver. be done. This is because the motor generator is superior to the engine in controllability (response, etc.) of the drive torque and regenerative torque of the vehicle.

However, driving and regeneration by the motor generator may be restricted depending on, for example, the state of the battery electrically connected to the motor generator (battery temperature, remaining capacity, etc.). Therefore, when attempting to perform vehicle attitude control using a motor generator in a hybrid vehicle as described above, if the operation of the motor generator is restricted due to the state of the battery, etc., the torque of the vehicle is reduced according to the driver's steering operation. It may not be able to change properly. As a result, the effect of vehicle attitude control, that is, the effect of improving turning performance (vehicle responsiveness and linear feeling) with respect to steering operation may not be properly ensured.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems, and provides a control method and a vehicle system for a vehicle having an engine and a rotating electrical machine, and performing vehicle attitude control. It is an object of the present invention to appropriately perform vehicle attitude control without

To achieve the above objects, the present invention provides a method for controlling a vehicle having a battery, the front wheels of which are driven by an engine and a rotating electric machine electrically connected to the battery, the method comprising: Based on the basic torque setting step of setting the basic torque to be generated by at least one of the engine and the rotary electric machine, and setting the deceleration torque based on the increase in the steering angle of the steering device mounted on the vehicle, and steering A deceleration torque setting process for increasing the deceleration torque to be set as the steering speed, which is the rate of change of the angle, increases, and when the rotary electric machine is generating torque, a torque based on the basic torque and the deceleration torque is generated. and a torque generating step of controlling the engine so as to generate torque based on the basic torque and the deceleration torque when the rotating electric machine is not generating torque , and steering An acceleration torque setting step of setting an acceleration torque based on a decrease in the steering angle of the device and increasing the set acceleration torque as the steering speed, which is the speed at which the steering angle changes, is increased; , when the rotating electrical machine is generating torque, the rotating electrical machine is controlled to generate torque based on the basic torque and the acceleration torque, and when the rotating electrical machine is not generating torque, the basic The engine is controlled to generate torque based on torque and acceleration torque .

In the present invention configured as described above, in a vehicle (hybrid vehicle) in which the front wheels are driven by an engine and a rotary electric machine, the vehicle is decelerated in response to an increase in the steering angle (corresponding to a turning operation of the steering wheel). The vehicle posture is controlled by applying deceleration torque for Further, in the present invention, when the rotating electrical machine is generating torque, the rotating electrical machine is controlled so as to generate torque corresponding to deceleration torque due to vehicle attitude control, while the rotating electrical machine generates torque. If not generated, the engine is controlled so as to generate a torque corresponding to the deceleration torque by the vehicle attitude control. That is, in the present invention, when the rotating electrical machine does not generate torque, for example, in a situation where the rotating electrical machine cannot generate torque, the torque from the engine is used instead of the rotating electrical machine to achieve vehicle attitude control. to As a result, the vehicle attitude control can be properly executed regardless of the state of the rotating electric machine, the battery, or the like. Therefore, it is possible to appropriately secure the effect of improving turning performance (vehicle responsiveness and linear feeling) with respect to the turning operation of the steering wheel.
Further, according to the present invention, the vehicle posture is controlled by applying an acceleration torque for accelerating the vehicle in response to a decrease in the steering angle (corresponding to steering return operation). Further, in the present invention, when the rotating electrical machine is generating torque, the rotating electrical machine is controlled so as to generate torque corresponding to acceleration torque due to vehicle attitude control, while the rotating electrical machine generates torque. If not, the engine is controlled so as to generate torque corresponding to the acceleration torque generated by the vehicle attitude control. This also allows appropriate vehicle attitude control to be executed regardless of the state of the rotating electric machine, the battery, or the like. Therefore, it is possible to appropriately secure the effect of improving turning performance (vehicle responsiveness and linear feeling) with respect to the steering return operation.

The term "rotary electric machine" means at least one of a motor (electric motor), a generator (generator), and a motor-generator having the functions of both of these motors and generators.

In the present invention, preferably, in the torque generating step, if the rotating electric machine is generating torque when the steering angle starts to increase, the rotating electric machine generates torque based on the basic torque and the deceleration torque. The engine is controlled to produce a torque based on the base torque and the deceleration torque when the machine is controlled and the rotating electrical machine is not producing torque when the steering angle increase is initiated.
According to the present invention configured as described above, it is determined whether or not the rotary electric machine is generating torque at the timing when the steering angle starts to increase. It determines which of the rotary electric machine controls is used to achieve vehicle attitude control. This makes it possible to more reliably perform appropriate vehicle attitude control regardless of the state of the rotating electric machine, the battery, or the like.

In the present invention, preferably, the region in which the rotary electric machine generates torque and the region in which the engine generates torque are changed according to the state of the battery.
According to the present invention configured in this way, the area in which the rotating electric machine generates torque and the area in which the engine generates torque (the area corresponds to the area in which the rotating electric machine does not generate torque) are separated from each other by the battery. It can be set appropriately according to the state. Therefore, it is possible to appropriately limit the region in which the rotary electric machine generates torque according to the state of the battery.

In the present invention, preferably, when the battery is not within the predetermined temperature range, torque generation by the rotary electric machine is restricted more than when the battery is within the predetermined temperature range, and in the torque generating step, the battery is within the predetermined temperature range. Sometimes, the rotating electrical machine is controlled to produce a torque based on the base torque and the deceleration torque, and when the battery is not within the predetermined temperature range, the engine is controlled to produce a torque based on the base torque and the deceleration torque.
According to the present invention configured in this manner, the predetermined temperature range of the battery for limiting the operation (driving and regeneration) of the rotating electrical machine is used, and when the battery is within the predetermined temperature range, While vehicle attitude control is achieved by torque, vehicle attitude control is achieved by torque from the engine when the battery is not within a predetermined temperature range. As a result, the vehicle attitude control can be properly executed regardless of the battery temperature.

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

In another aspect, to achieve the above objectives, the present invention is a vehicle system comprising: an engine and a rotating electric machine for driving the front wheels of the vehicle; a battery electrically connected to the rotating electric machine; A steering device for steering a vehicle, a steering angle sensor for detecting the steering angle of the steering device, an operating state sensor for detecting the operating state of the vehicle, and a controller for controlling the engine and the rotary electric machine. , the controller sets a basic torque to be generated by at least one of the engine and the rotary electric machine based on the operating state detected by the operating state sensor, and based on an increase in the steering angle detected by the steering angle sensor, A deceleration torque is set, and the greater the steering speed, which is the speed at which the steering angle changes, the greater the deceleration torque to be set. and control the engine to generate a torque based on the base torque and the deceleration torque when the rotating electric machine is not generating torque, the controller comprising: Furthermore, the acceleration torque is set based on the decrease in the steering angle of the steering device, and the greater the steering speed, which is the speed at which the steering angle changes, the greater the acceleration torque to be set, and the rotary electric machine generates torque. In this case, the rotating electrical machine is controlled to generate torque based on the basic torque and acceleration torque, and when the rotating electrical machine does not generate torque, torque based on the basic torque and acceleration torque is generated. characterized in that it is configured to control the engine immediately .
According to the present invention configured in this manner, the vehicle attitude control can be appropriately executed regardless of the state of the rotary electric machine, the battery, or the like.

Advantageous Effects of Invention According to the present invention, in a control method and a vehicle system for a vehicle having an engine and a rotating electric machine and performing vehicle attitude control, it is possible to appropriately perform vehicle attitude control regardless of the state of the rotating electric machine or the like.

1 is a block diagram schematically showing the overall configuration of a vehicle according to an embodiment of the invention; FIG. 1 is a block diagram showing the electrical configuration of a vehicle according to an embodiment of the invention; FIG. 4 is a map showing the driving range of a vehicle according to an embodiment of the invention; 4 is a flowchart of vehicle attitude control processing according to the embodiment of the present invention; 4 is a flowchart of operating range setting processing according to the embodiment of the present invention; FIG. 4 is an explanatory diagram of limitation of the operating range according to the battery state according to the embodiment of the present invention; 4 is a flowchart of deceleration torque setting processing according to the embodiment of the present invention; 4 is a map showing the relationship between additional deceleration and steering speed according to an embodiment of the present invention; 4 is a flowchart of acceleration torque setting processing according to the embodiment of the present invention; 4 is a map showing the relationship between additional acceleration and steering speed according to an embodiment of the present invention; 4 is a time chart showing changes over time in each parameter when vehicle attitude control is performed in an engine running region according to the embodiment of the present invention; 4 is a time chart showing changes over time of parameters when vehicle attitude control is performed in an EV driving range according to the embodiment of the present invention; 4 is a time chart showing changes over time of parameters when vehicle attitude control is performed in an engine disconnection regeneration region according to the embodiment of the present invention;

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

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

As shown in FIG. 1 , an engine 4 is mounted on the front portion of the vehicle body 1 as a prime mover for driving left and right front wheels 2 . This vehicle 1 is configured as a so-called FF vehicle. Each wheel 2 of the vehicle 1 is suspended from the vehicle body via suspensions 70 including elastic members (typically springs), suspension arms, and the like.

The engine 4 is an internal combustion engine such as a gasoline engine or a diesel engine, and is a gasoline engine having a spark plug 14 (see FIG. 2) in this embodiment. The engine 4 transmits power to the front wheels 2 via a transmission 6 and is controlled by a controller 8 . The engine 4 includes a throttle valve 10 that adjusts the amount of intake air, an injector 12 that injects fuel, a spark plug 14, a variable valve mechanism 16 that changes the opening and closing timing of the intake and exhaust valves, and the number of revolutions of the engine 4. and an engine speed sensor 18 for detection (see FIG. 2). The engine speed sensor 18 outputs its detected value to the controller 8 .

Further, as shown in FIG. 1, the vehicle 1 has a function of driving the front wheels 2 (that is, a function as a prime mover), a function of being driven by the front wheels 2 to regenerate power (that is, a function as a generator), A motor generator 20 (rotary electric machine) having a is mounted. The motor generator 20 transmits power to the front wheels 2 via the transmission 6 and is controlled by the controller 8 via the inverter 22 . Further, the motor generator 20 is connected to a battery 24, and is supplied with electric power from the battery 24 when generating driving force, and is supplied with electric power to the battery 24 to charge the battery 24 when regenerating. Thus, the vehicle 1 is configured as a hybrid vehicle that uses the engine 4 and the motor generator 20 as power sources.

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

The vehicle 1 includes a steering device 26 including a steering wheel 28 (hereinafter also simply referred to as "steering"), a steering column 30, and the like. A steering angle sensor 34 that detects the steering angle in, an accelerator opening sensor 36 that detects the amount of depression of the accelerator pedal corresponding to the opening of the accelerator pedal, a brake depression amount sensor 38 that detects the amount of depression of the brake pedal, and a vehicle speed , a yaw rate sensor 42 for detecting a yaw rate, and an acceleration sensor 44 for detecting acceleration. The vehicle 1 also has a battery temperature sensor 31 that detects the temperature of the battery 24 (battery temperature) and a battery remaining capacity sensor 32 that detects the remaining capacity of the battery 24 (battery remaining capacity). Each of these sensors outputs each detected value to the controller 8 . The controller 8 includes, for example, a PCM (Power-train Control Module). Note that the accelerator opening sensor 36, the vehicle speed sensor 40, and the like correspond to driving state sensors that detect the driving state of the vehicle 1. FIG.

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

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

The controller 8 (which may also include the brake control system 48) includes one or more processors, various programs interpreted and executed on the processor (basic control program such as an OS, and a specific function activated on the OS). (including application programs to be implemented), and a computer equipped with internal memory such as ROM and RAM for storing programs and various data.

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

<Operating area>
Next, with reference to FIG. 3, the operating range of the vehicle 1 (hybrid vehicle) according to the embodiment of the invention will be described. FIG. 3 shows a map of driving regions defined based on vehicle speed (horizontal axis) and acceleration/deceleration (vertical axis).

In FIG. 3, a region R1 is an engine running region in which the vehicle 1 runs using only the torque generated by the engine 4, and a region R2 is an EV running region in which the vehicle 1 runs using only the torque generated by the motor generator 20. This is the running area. In the engine running region R1, the first clutch 61 is engaged and the engine 4 is engaged, and in the EV running region R2, the first clutch 61 is released and the engine 4 is disconnected. Region R3 is a region in which vehicle 1 is braked only by regeneration of motor generator 20, and region R4 is a region in which vehicle 1 is braked by regeneration of motor generator 20 and brake device 46. FIG. In both regions R3 and R4, the first clutch 61 is disengaged and the engine 4 is disengaged. If the engine 4 is connected while the motor generator 20 is regenerating, energy is wasted due to the driven operation of the engine 4. Therefore, the first clutch 61 is released to disconnect the engine 4. - 特許庁

Note that, hereinafter, the region R3 will be referred to as the "first engine disconnection regeneration region", and the region R4 will be referred to as the "second engine disconnection regeneration region". These first and second engine-disconnected regeneration regions R3 and R4 are simply referred to as "engine-disconnected regeneration regions" when not distinguished from each other. Also, the regions R2 to R4 are collectively referred to as a "motor generator use region".

As shown in FIG. 3, in the operating region map according to the present embodiment, the EV driving region R2 is provided over a relatively wide range. there is Further, the first engine-disconnected regeneration region R3 is also provided over a relatively wide range.

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

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

Next, in step S102, the controller 8 controls the target acceleration (including not only positive acceleration but also negative acceleration (deceleration) based on the driving state of the vehicle 1 acquired in step S101. The same applies hereinafter. ). Typically, the controller 8 sets a positive target acceleration when the accelerator pedal is operated. In this case, the controller 8 selects an acceleration characteristic map (created in advance and stored in a memory or the like) defined for various vehicle speeds and various gear stages from acceleration characteristic maps corresponding to the current vehicle speed and gear stage. A map is selected, and a positive target acceleration corresponding to the current accelerator opening is set by referring to the selected acceleration characteristic map. On the other hand, the controller 8 typically sets a negative target acceleration when the brake pedal is operated. For example, the controller 8 sets a negative target acceleration based on the amount of depression of the brake pedal. In this case, the larger the amount of depression of the brake pedal, the larger the target acceleration (absolute value).

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

Next, in step S104, the controller 8 sets the driving range (see FIG. 3) of the vehicle 1 based on the current vehicle speed and target acceleration (including positive acceleration and negative acceleration (deceleration)). Execute the operating area setting process. Specifically, the controller 8 determines one of the engine running region R1, the EV running region R2, the first engine disconnected regeneration region R3, and the second engine disconnected regeneration region R4. More specifically, the controller 8 appropriately changes the EV travel region R2 and the first engine disconnection regeneration region R3 based on the state of the battery 24 (battery temperature and remaining battery capacity), and selects the current state from among the regions R1 to R4. A region corresponding to the vehicle speed and target acceleration is determined. Note that the operating range setting process will be described later with reference to FIG.

Further, in parallel with the processing of steps S102 to S104, in step S105, the controller 8 executes deceleration torque setting processing for setting torque (deceleration torque) for applying deceleration to the vehicle 1 based on the steering operation. . In this step S105, the controller 8 sets the deceleration torque for reducing the basic torque according to the increase of the steering angle of the steering device 26, that is, according to the turning operation of the steering wheel. In this embodiment, the controller 8 controls the vehicle posture by temporarily reducing the torque and adding deceleration to the vehicle 1 when the steering is turned. Hereinafter, such vehicle attitude control that is performed when the steering wheel is turned is referred to as "first vehicle attitude control". The deceleration torque setting process will be described later with reference to FIGS. 7 and 8. FIG.

Next, in step S106, the controller 8 executes acceleration torque setting processing for setting torque (acceleration torque) for applying acceleration to the vehicle 1 based on the steering operation. In this step S106, the controller 8 sets the acceleration torque for increasing the basic torque according to the decrease of the steering angle of the steering device 26, that is, according to the steering return. In the present embodiment, the controller 8 temporarily increases the torque to add acceleration to the vehicle 1 when the steering is turned back, thereby controlling the vehicle posture. Hereinafter, the vehicle attitude control that is performed when the steering is turned back is appropriately referred to as "second vehicle attitude control". Typically, this second vehicle attitude control tends to be implemented after the first vehicle attitude control described above. The acceleration torque setting process will be described later with reference to FIGS. 9 and 10. FIG.

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

Next, in step S108, the controller 8 determines whether or not the operating region set in step S104 is the motor generator use region. Determining whether the operating region is in the motor-generator usage region is synonymous with determining whether motor-generator 20 is generating torque. That is, when the operating region is the motor generator use region, the motor generator 20 generates torque. Motor generator 20 does not generate torque. As a result of the determination in step S108, when it is determined that the operating region is the motor generator use region (step S108: Yes), the controller 8 proceeds to step S109.

In step S109, the controller 8 disengages the first clutch 61 in order to disengage the engine 4 because the operating region is not the engine running region R1. maintain the released state of the first clutch 61). Then, the controller 8 proceeds to step S110, determines various state quantities required to achieve the final target torque based on the final target torque set in step S107, and determines the motor generator 20 based on these state quantities. Set the control amount of the actuator that drives the component of In this case, the controller 8 sets a limit value and a limit range according to the state quantity, and sets the control amount of the actuator so that the state value complies with the limit set by the limit value and the limit range. Next, the controller 8 proceeds to step S113 and outputs a control command to the actuator based on the control amount set in step S110.

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

On the other hand, as a result of the determination in step S108, if it is determined that the operating region is not the motor generator use region (step S108: No), that is, if the operating region is the engine running region R1, the controller 8 proceeds to step S111. . In step S111, the controller 8 engages the first clutch 61 in order to engage the engine 4 because the operating area is the engine running area R1 (of course, if the first clutch 61 is already engaged, , to maintain the engaged state of the first clutch 61). Then, the controller 8 proceeds to step S112, determines various state quantities required to achieve the final target torque based on the final target torque set in step S107, and determines the engine 4 based on these state quantities. Set the control amount of each actuator that drives each component. In this case, the controller 8 sets a limit value and a limit range according to the state quantity, and sets the control amount of each actuator so that the state value complies with the limit set by the limit value and the limit range. Next, the controller 8 proceeds to step S113 and outputs a control command to each actuator of the engine 4 based on the control amount set in step S112.

Specifically, in step S113, when the final target torque is set by adding the acceleration torque to the basic torque in step S107, the controller 8 sets the ignition timing of the spark plug 14 to the value for generating the basic torque. Advance the ignition timing. Further, instead of advancing the ignition timing, or in conjunction therewith, the controller 8 increases the throttle opening or advances the closing timing of the intake valve that is set after the bottom dead center. Increase air volume. In this case, the controller 8 increases the amount of fuel injected by the injector 12 in accordance with the increase in intake air amount so as to maintain a predetermined air-fuel ratio.

On the other hand, when the final target torque is set by subtracting the deceleration torque from the basic torque in step S107, the controller 8 retards the ignition timing of the spark plug 14 from the ignition timing for generating the basic torque. let (retard). Further, instead of retarding the ignition timing or together with it, the controller 8 reduces the throttle opening or retards the closing timing of the intake valve that is set after the bottom dead center. Reduce air volume. In this case, the controller 8 reduces the amount of fuel injected by the injector 12 in response to the increase in intake air amount so that a predetermined air-fuel ratio is maintained.

In the above description, the case where the engine 4 is a gasoline engine was described, but when the engine 4 is a diesel engine, the controller 8 adds the acceleration torque to the basic torque in step S107 to set the final target torque. If so, the amount of fuel injected by the injector 12 is increased above the amount of fuel injected to generate the basic torque. On the other hand, when the final target torque is set by subtracting the deceleration torque from the basic torque in step S107, the controller 8 reduces the fuel injection amount by the injector 12 below the fuel injection amount for generating the basic torque. Let

After such step S113, the controller 8 terminates the vehicle attitude control process.

Next, referring to FIGS. 5 and 6, the operating range setting process according to the embodiment of the present invention will be described. FIG. 5 is a flow chart of operating range setting processing according to the embodiment of the present invention. FIG. 6 is an explanatory diagram of limitation of the operating range according to the battery state according to the embodiment of the present invention (in FIG. 6, the solid line indicates a map showing the operating range of the vehicle similar to that of FIG. 3). .

When the operating range setting process is started, in step S41, the controller 8 determines whether or not the battery temperature detected by the battery temperature sensor 31 is outside the predetermined temperature range. A temperature range (for example, about 0 to 70° C.) in which the battery 24 can be appropriately charged and discharged is applied to the predetermined temperature range. Therefore, in step S41, it is determined whether or not the temperature of the battery 24 is such that it can be appropriately charged and discharged.

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

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

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

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

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

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

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

When the deceleration torque setting process is started, in step S11, the controller 8 determines whether or not the steering angle (absolute value) of the steering device 26 is increasing (that is, the steering wheel 28 is being turned). As a result, if the steering angle is increasing (step S11: Yes), the process proceeds to step S12, and the controller 8 determines whether or not the steering speed is equal to or greater than _a predetermined threshold value S1. That is, the controller 8 calculates the steering speed based on the steering angle acquired from the steering angle sensor 34 in step S101 of FIG. 4, and determines whether or not the calculated value is equal to or greater _than the threshold value S1.

As a result, if the steering speed is equal to or greater _than the threshold S1 (step S12: Yes), the process proceeds to step S13, and the controller 8 sets additional deceleration based on the steering speed. This additional deceleration is deceleration that should be applied to the vehicle 1 in accordance with the steering operation in order to control the vehicle posture as intended by the driver.

Specifically, the controller 8 sets the additional deceleration corresponding to the steering speed calculated in step S12 based on the relationship between the additional deceleration and the steering speed shown in the map of FIG. The horizontal axis in FIG. 8 indicates the steering speed, and the vertical axis indicates the additional deceleration. As shown in FIG. 8, when the steering speed is _less than or equal to threshold S1, the corresponding additional deceleration is zero. That is, when the steering speed is equal to or _less than the threshold S1, the controller 8 does not perform control for adding deceleration to the vehicle 1 based on the steering operation.

On the _other hand, when the steering speed exceeds the threshold value S1, the additional deceleration corresponding to the steering speed gradually approaches the predetermined upper limit value _Dmax as the steering speed increases. That is, as the steering speed increases, the additional deceleration increases, and the rate of increase in the amount of increase decreases. This upper limit value D _max is set to a deceleration level at which the driver does not feel that there has been control intervention even if deceleration is added to the vehicle 1 according to the steering operation (for example, 0.5 m/s ² ≈0 .05G). Furthermore, when the steering speed is equal to or greater _than the threshold S2, which is greater _than the threshold S1, the additional deceleration is maintained at the upper limit value _Dmax .

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

If the steering angle has not increased in step S11 (step S11: No), or if the steering speed is _less than the threshold S1 in step S12 (step S12: No), the controller 8 sets the deceleration torque. , the deceleration torque setting process is terminated, and the process returns to the main routine of FIG. In this case, the deceleration torque is 0.

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

When the acceleration torque setting process is started, in step S21, the controller 8 determines whether or not the steering angle (absolute value) of the steering device 26 is decreasing (that is, the steering wheel 28 is being turned back). . As a result, if the steering angle is decreasing (step S21: Yes), the process proceeds to step S22, and the controller ₈ determines whether or not the steering speed is equal to or greater than a predetermined threshold value S1. That is, the controller 8 calculates the steering speed based on the steering angle acquired from the steering angle sensor 34 in step S101 of FIG. 4, and determines whether or not the calculated value is equal to or greater _than the threshold value S1.

As a result, if the steering speed is equal to or greater _than the threshold S1 (step S22: Yes), the process proceeds to step S23, and the controller 8 sets additional acceleration based on the steering speed. This additional acceleration is an acceleration that should be applied to the vehicle 1 according to the steering operation in order to control the vehicle posture in accordance with the driver's intention.

Specifically, the controller 8 sets the additional acceleration corresponding to the steering speed calculated in step S22 based on the relationship between the additional acceleration and the steering speed shown in the map of FIG. The horizontal axis in FIG. 10 indicates the steering speed, and the vertical axis indicates the additional acceleration. As shown in FIG. 10, when the steering speed is _less than or equal to threshold S1, the corresponding additional acceleration is zero. That is, when the steering speed is equal to or _less than the threshold S1, the controller 8 does not perform control for adding acceleration to the vehicle 1 based on the steering operation.

On the other hand, when the steering speed exceeds the threshold value S1, the additional acceleration corresponding to the steering speed gradually approaches the predetermined _upper limit value _Amax as the steering speed increases. That is, as the steering speed increases, the additional acceleration increases, and the rate of increase in the amount of increase decreases. This upper limit value A _max is set to an acceleration that does not make the driver feel that there has been control intervention even if acceleration is added to the vehicle 1 in response to the steering operation (for example, 0.5 m/s ² ≈0.05 G). ). Furthermore, when the steering speed is equal to or greater _than the threshold S2, which is greater _than the threshold S1, the additional acceleration is maintained at the upper limit value _Amax .

Next, in step S24, the controller 8 sets acceleration torque based on the additional acceleration set in step S23. Specifically, the controller 8 determines the acceleration torque required to realize additional acceleration by increasing the basic torque, based on the current vehicle speed, gear stage, road gradient, etc. obtained in step S101. After step S24, the controller 8 ends the acceleration torque setting process and returns to the main routine of FIG.

If the steering angle has not decreased in step S21 (step S21: No), or if the steering speed is _less than the threshold value S1 in step S22 (step S22: No), the controller 8 sets the acceleration torque. , the acceleration torque setting process is terminated, and the process returns to the main routine of FIG. In this case, the acceleration torque becomes 0.

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

11 to 13 show, from top to bottom, the state of the first clutch 61 (engagement/disengagement), the steering angle of the steering device 26, the steering speed, the additional acceleration/deceleration, the final target torque, and the spark plug 14 of the engine 4. , and the torque (driving torque/regenerative torque) generated by the motor generator 20 .

First, in the example shown in FIG. 11, since the operating region of the vehicle 1 is the engine running region R1, the first clutch 61 is engaged to engage the engine 4 (step S109 in FIG. 4). Further, as shown in FIG. 11, the driver of the vehicle 1 does not steer until time t11, the steering angle is 0 (neutral position), and the steering speed is 0 as well. In this state, no deceleration torque or acceleration torque is set in the deceleration torque setting process of FIG. 5 or the acceleration torque setting process of FIG. = 0). Therefore, the basic torque is determined as the final target torque until time t11.

Next, at time t11, when the driver starts turning the steering wheel 28, the steering angle and the steering speed (absolute values thereof) increase. When the steering speed becomes S1 or higher, in the deceleration torque setting process of FIG. ₅ , the processes of steps S11 to S14 are repeated to set the additional deceleration and the deceleration torque. That is, in step S13 of FIG. 5, the map shown in FIG. 6 is used to set the additional deceleration based on the steering speed, and in step S14, the deceleration torque necessary to realize the set additional deceleration is set. , the value obtained by subtracting the deceleration torque from the basic torque in step S107 of FIG. 4 is set as the final target torque.

In the example shown in FIG. 11, the operating region of the vehicle 1 is the engine running region R1 at the timing when the steering angle starts to increase. Specifically, at the timing when the condition for starting the first vehicle attitude control is satisfied, that is, at the timing when the steering angle increases and the steering speed becomes equal to or greater than the threshold value S1, it is determined that the driving region of the vehicle ₁ is the engine running region R1. be done. As a result, after time t11 (time t11 to t12), only the engine 4 is controlled such that torque reduced from the basic torque is generated by the deceleration torque. In this case, motor generator 20 is not controlled. In one example, in steps S110 and S113 of FIG. 4, as shown in FIG. 11, the ignition timing of the spark plug 14 is retarded from the ignition timing for generating the basic torque. Instead of retarding the ignition timing, or together with it, in order to reduce the amount of intake air, the throttle opening may be made smaller than in the case of generating the basic torque, or may be set after the bottom dead center. The closed timing of the intake valve that is being controlled may be retarded. In these cases, the amount of fuel injected by the injector 12 is also reduced in accordance with the reduction in intake air amount so that a predetermined air-fuel ratio is maintained.

In this way, when the torque reduced from the basic torque is generated by the deceleration torque between times t11 and t12, the front portion of the vehicle body sinks and the load on the front wheels increases. As a result, it is possible to improve the responsiveness and linear feeling of the vehicle 1 to the turning operation of the steering wheel.

Next, when the steering shifts to holding at time t12, the steering angle becomes a constant value. In this state, no deceleration torque or acceleration torque is set in the deceleration torque setting process of FIG. 5 or the acceleration torque setting process of FIG. = 0). Therefore, from time t12 to t13, the basic torque is determined as the final target torque.

Further, at time t13, when the driver starts steering the steering wheel 28 back, the steering angle decreases and the steering speed (the absolute value thereof) increases. When the steering speed (absolute value thereof) exceeds S1, in the acceleration torque setting process of FIG. ₇ , the processes of steps S21 to S24 are repeated to set the additional acceleration and the acceleration torque. That is, in step S23 of FIG. 7, the additional acceleration is set based on the steering speed using the map shown in FIG. 4, the value obtained by adding the acceleration torque to the basic torque is set as the final target torque.

In the example shown in FIG. 11, the operating region of the vehicle 1 is the engine running region R1 at the timing when the steering angle starts to decrease. Specifically, at the timing when the condition for starting the second vehicle attitude control is established, that is, at the timing when the steering angle decreases and the steering speed (absolute value) becomes equal to or greater than the threshold value S1, the driving range of the vehicle ₁ is changed to the engine running range R1. is determined to be As a result, after time t13 (time t13 to time t14), only the engine 4 is controlled so that a torque obtained by increasing the basic torque by the acceleration torque is generated. In this case, motor generator 20 is not controlled. In one example, in steps S110 and S113 of FIG. 4, as shown in FIG. 11, the ignition timing of the spark plug 14 is advanced from the ignition timing for generating the basic torque. Instead of advancing the ignition timing or together with it, in order to increase the amount of intake air, the throttle opening may be made larger than in the case of generating the basic torque, or the closing timing of the intake valve may be increased. may be advanced. In these cases, the amount of fuel injected by the injector 12 is also increased in accordance with the increase in intake air amount so that a predetermined air-fuel ratio is maintained.

Thus, when the acceleration torque increases the basic torque during time t13 to t14, the front portion of the vehicle body lifts up and the load on the front wheels is reduced. As a result, it is possible to improve the vehicle responsiveness and the linear feeling with respect to the steering return operation.

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

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

Next, with reference to FIG. 13, the case where vehicle attitude control is performed in the engine disconnection regeneration region (R3 or R4) will be described. Only the parts different from FIG. 11 will be mainly described here. In the example shown in FIG. 13, the operating region of the vehicle 1 is the engine disconnection regeneration region, so the first clutch 61 is released to disconnect the engine 4 in step S111 of FIG. Also, during times t31 to t32 (when the steering wheel is turned), only the motor generator 20 is controlled (the engine 4 is not controlled) so that torque reduced from the basic torque is generated by the deceleration torque. Specifically, in steps S112 and S113 of FIG. 4, the inverter command value is set so as to increase the regenerative torque (absolute value) generated by motor generator 20 . Next, at times t33 to t34 (when the steering is returned), only the motor generator 20 is controlled (the engine 4 is not controlled) so that a torque obtained by increasing the basic torque is generated by the acceleration torque. Specifically, in steps S112 and S113 of FIG. 4, the inverter command value is set so as to reduce the regenerative torque (absolute value) generated by motor generator 20 .

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

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

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

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

Therefore, in the present embodiment, when the motor generator 20 is generating torque, the controller 8 implements the first vehicle attitude control using the torque from the motor generator 20. When torque is not being generated, that is, when the engine 4 is generating torque, the torque from the engine 4 is used to implement the first vehicle attitude control. That is, the controller 8 allows the motor generator 20 to implement the first vehicle attitude control only when the motor generator 20 is generating torque. In other words, in the present embodiment, when the set deceleration torque can be realized by the motor generator 20, the controller 8 causes the motor generator 20 to perform the first vehicle attitude control, while reducing the set deceleration torque. When the torque cannot be realized by the motor generator 20, the first vehicle attitude control is performed by the engine 4. FIG.

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

Further, according to the present embodiment, the controller 8 causes the motor generator 20 to generate torque when the steering angle starts to increase, more specifically, when the condition for starting the first vehicle attitude control is met. It is determined whether or not the first vehicle attitude control is to be performed by either the control of the engine 4 or the control of the motor generator 20 according to the result of this determination. As a result, appropriate first vehicle attitude control can be more reliably executed regardless of the states of the motor generator 20 and the battery 24 .

Further, according to the present embodiment, the controller 8 also controls the second vehicle attitude control that is performed when the steering is returned to the acceleration torque generated by the second vehicle attitude control when the motor generator 20 is generating torque. While the motor generator 20 is controlled so as to generate torque corresponding to the second vehicle attitude control, when the motor generator 20 does not generate torque, the engine 4 is controlled so as to generate torque corresponding to the acceleration torque by the second vehicle attitude control. to control. As a result, the second vehicle attitude control can be appropriately executed regardless of the states of the motor generator 20 and the battery 24 . Therefore, it is possible to appropriately secure the effect of improving turning performance (vehicle responsiveness and linear feeling) with respect to the steering return operation.

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

That is, when the battery temperature is within the predetermined temperature range, the controller 8 controls the motor generator 20 to generate torque corresponding to the deceleration torque by the first vehicle attitude control, while the battery temperature is not within the predetermined temperature range. Sometimes, the engine 4 is controlled so as to generate a torque corresponding to the deceleration torque by the first vehicle attitude control. As a result, the first vehicle attitude control can be appropriately executed regardless of the battery temperature. Further, when the remaining battery charge is less than the first predetermined amount, the controller 8 controls the motor generator 20 so as to generate a torque corresponding to the deceleration torque by the first vehicle attitude control, while the remaining battery charge is the first predetermined amount. When it is equal to or greater than one predetermined amount, the engine 4 is controlled so as to generate a torque corresponding to the deceleration torque by the first vehicle attitude control. As a result, the first vehicle attitude control can be appropriately executed regardless of the remaining battery capacity.

Further, in the above-described embodiment, the vehicle attitude control is executed based on the steering angle and steering speed. Vehicle attitude control may be executed based on the

1 vehicle 2 wheel 4 engine 6 transmission 8 controller 12 injector 14 spark plug 20 motor generator 22 inverter 24 battery 26 steering device 28 steering wheel 34 steering angle sensor 36 accelerator opening sensor 40 vehicle speed sensor 46 brake device 61 first clutch

Claims (6)

A method of controlling a vehicle having a battery, the front wheels of which are driven by an engine and a rotating electrical machine electrically connected to the battery, the method comprising the steps of:
a basic torque setting step of setting a basic torque to be generated by at least one of the engine and the rotary electric machine based on the operating state of the vehicle;
A deceleration torque is set based on an increase in a steering angle of a steering device mounted on the vehicle.In addition, the larger the steering speed, which is the speed at which the steering angle changes, the larger the deceleration torque to be set.a deceleration torque setting step;
controlling the rotating electrical machine so as to generate torque based on the basic torque and the deceleration torque when the rotating electrical machine is generating torque, and when the rotating electrical machine is not generating torque a torque generation step of controlling the engine to generate a torque based on the basic torque and the deceleration torque;
havedeath,
An acceleration torque setting step of setting an acceleration torque based on a decrease in the steering angle of the steering device, and increasing the acceleration torque to be set as the steering speed, which is the rate of change of the steering angle, increases,
In the torque generating step, when the rotating electrical machine is generating torque, the rotating electrical machine is controlled so as to generate torque based on the basic torque and the acceleration torque, and the rotating electrical machine generates torque. is not generated, controlling the engine to generate a torque based on the basic torque and the acceleration torque;
A vehicle control method characterized by: In the torque generating step,
if the rotating electrical machine is generating torque when the steering angle starts to increase, controlling the rotating electrical machine to generate torque based on the basic torque and the deceleration torque;
controlling the engine to generate torque based on the base torque and the deceleration torque when the rotating electric machine is not generating torque when the steering angle starts to increase;
The vehicle control method according to claim 1 . 3. The vehicle control method according to claim 1, wherein a region in which said rotary electric machine generates torque and a region in which said engine generates torque are changed according to the state of said battery. when the battery is not within the predetermined temperature range, torque production by the rotating electrical machine is restricted to a lesser extent than when the battery is within the predetermined temperature range;
In the torque generating step, when the battery is within the predetermined temperature range, the rotary electric machine is controlled to generate torque based on the basic torque and the deceleration torque, and when the battery is not within the predetermined temperature range, , controlling the engine to generate a torque based on the base torque and the deceleration torque;
The vehicle control method according to any one of claims 1 to 3. When the remaining capacity of the battery is equal to or greater than a predetermined amount, generation of torque by the rotary electric machine is restricted more than when the remaining capacity of the battery is less than the predetermined amount, and
In the torque generation step, when the remaining capacity of the battery is less than the predetermined amount, the rotary electric machine is controlled so as to generate torque based on the basic torque and the deceleration torque, and the remaining capacity of the battery is reduced to the predetermined amount. controlling the engine to generate a torque based on the basic torque and the deceleration torque when the amount is equal to or greater than a predetermined amount;
The vehicle control method according to any one of claims 1 to 4. A vehicle system,
an engine and rotating electric machine for driving the front wheels of the vehicle;
a battery electrically connected to the rotating electrical machine;
a steering device for steering the vehicle;
a steering angle sensor that detects a steering angle of the steering device;
a driving state sensor that detects the driving state of the vehicle;
a controller for controlling the engine and the rotating electrical machine;
The controller is
setting a basic torque to be generated by at least one of the engine and the rotating electric machine based on the operating state detected by the operating state sensor;
setting a deceleration torque based on an increase in the steering angle detected by the steering angle sensor;
increasing the deceleration torque to be set as the steering speed, which is the speed at which the steering angle changes, increases;
controlling the rotating electrical machine so as to generate torque based on the basic torque and the deceleration torque when the rotating electrical machine is generating torque, and when the rotating electrical machine is not generating torque is configured to control the engine so as to generate a torque based on the basic torque and the deceleration torque;
The controller further comprises:
setting an acceleration torque based on a decrease in the steering angle of the steering device;
increasing the acceleration torque to be set as the steering speed, which is the speed at which the steering angle changes, increases;
controlling the rotating electrical machine to generate torque based on the basic torque and the acceleration torque when the rotating electrical machine is generating torque; and controlling the rotating electrical machine to generate torque based on the basic torque and the acceleration torque, and is configured to control the engine so as to generate a torque based on the basic torque and the acceleration torque,
A vehicle system characterized by:

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