JPH11332021A - Hybrid vehicle and power output unit thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance operational efficiency, while selecting a connecting state of low power circulation by controlling first and second connecting units depending on a specified running state and switching the connecting state of the rotary shaft of a second motor and a first drive shaft. SOLUTION: An engine 150 is connected with a crankshaft 156 via the first clutch 111 of a rotor motor, i.e., a clutch motor 130, and coupled with a front axle 116 via a second clutch 112 and a differential gear 114. The first and second clutches 111, 112 are connected or disconnected hydraulically and controlled through a control unit 190. A rear wheel 118 is connected with the rotor 162 of a rear wheel assist motor 160. The control unit 190 is also connected with a microcomputer 170 for controlling the engine 150 indirectly. Consequently, operational efficiency can be enhanced causing power circulation.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle capable of driving four wheels by outputting power from a first drive shaft and a second drive shaft and a hybrid vehicle capable of outputting power from the two drive shafts. It relates to a power output device.

[0002]

2. Description of the Related Art In recent years, a hybrid vehicle using an engine and an electric motor as power sources has been proposed (for example, Japanese Unexamined Patent Publication No.
-47094). As one type of hybrid vehicle, there is a so-called parallel hybrid vehicle. In a parallel hybrid vehicle, power output from an engine is distributed by a power adjustment device. Part of the distributed power is transmitted to the output shaft, and the rest is converted to electric power by the generator. This power is stored in a battery or used to drive a motor coupled to the output shaft. With this configuration, the parallel hybrid vehicle can output the power output from the engine to the output shaft at an arbitrary rotation speed and torque. Since the engine can be operated by selecting a driving point with high driving efficiency, the hybrid vehicle is more excellent in resource saving and exhaust purification than the conventional vehicle using only the engine as a driving source.

[0003] A hybrid vehicle capable of four-wheel drive has also been proposed using the above-mentioned parallel hybrid vehicle technology (for example, the technology described in Japanese Patent Application Laid-Open No. 9-175203). FIG. 4 shows a configuration example of a hybrid vehicle capable of driving four wheels.
It is shown in FIG. In such a hybrid vehicle, the inner rotor 34 of the clutch motor 30 is connected to the output shaft of the prime mover 50 and the outer rotor 32 is connected to the drive shaft 22. The drive shaft 22 is connected to front wheels 26 and 28 via a speed change gear 23 and a differential gear 24.
An electric motor 40 is connected to the rear wheels 27 and 29, and the electric motor 40 is connected to a battery 94 via an inverter 92. The clutch motor 30 also has an inverter 91
And is electrically connected to the battery 94 via the. Therefore, the electric motor 40 and the clutch motor 30 are electrically connected via the battery 94.

The clutch motor 30 transmits power by electromagnetic coupling between the inner rotor 34 and the outer rotor 32, and also regenerates power in accordance with relative slip between the two, and converts the power into power. It plays a role as a device. A part of the power output from the prime mover 50 is transmitted to the drive shaft 22 by the action of the clutch motor 30 to drive the front wheels 26 and 28, and the remaining power is converted into electric power. This electric power is used to drive the rear wheels 27 and 29 by driving the electric motor 40. By such an operation, in the above-described hybrid vehicle, the front wheels 2
Power can be output from both of the rear wheels 6, 28 and the rear wheels 27, 29, and so-called four-wheel drive is possible.

As a hybrid vehicle capable of four-wheel drive, there has been proposed a hybrid vehicle in which a second electric motor is coupled to a drive shaft 22 in the above-described configuration. Such a configuration is shown in FIG. In the hybrid vehicle shown in FIG. 50, a second electric motor 45 is connected to the drive shaft 22. In other respects, the configuration is the same as that of the hybrid vehicle shown in FIG. In the hybrid vehicle having the configuration shown in FIG. 50, similarly to the hybrid vehicle shown in FIG. The power is transmitted to the outer rotor 34 side. Here, the first electric motor 40 and the second electric motor 45 are powered using the regenerated electric power. The torque output from both motors can be set arbitrarily. Therefore, in the hybrid vehicle shown in FIG.
The distribution of the torque output from the front wheels and the rear wheels can be set to an appropriate value.

In order to realize four-wheel drive in a conventional vehicle using only an engine as a power source, a propeller shaft has been used to transmit the power of the engine to both front and rear wheels. This has many disadvantages in terms of weight and the effect on the interior space of the vehicle. The above-described hybrid vehicle has a great advantage in that four-wheel drive can be realized without using a propeller shaft. A four-wheel drive hybrid vehicle is also excellent in that the characteristics of the hybrid vehicle, which are excellent in resource saving and exhaust purification, can be utilized in a four-wheel drive vehicle. In the following description, a hybrid vehicle capable of four-wheel drive includes a type of hybrid vehicle including two electric motors, an electric motor functioning as a power adjusting device and an electric motor coupled to rear wheels, as shown in FIG. 49. A hybrid vehicle in which an electric motor is further coupled to the front wheels as shown in FIG. 50 is referred to as a three-motor hybrid vehicle.

[0007]

However, in a conventional hybrid vehicle capable of four-wheel drive, a phenomenon of power circulation may occur depending on the driving condition, and the driving efficiency may decrease. The circulation of the power will be described with reference to FIGS.

FIG. 51 is an explanatory diagram showing the state of power output in the two-motor hybrid vehicle shown in FIG. The prime mover outputs power P1 of the required magnitude. The power P1 output from the prime mover 50 is partially converted into electric power E1 by the clutch motor 30, and the remaining power P1
F is transmitted to the front wheels. On the other hand, the electric power E1 is supplied to the electric motor 40 connected to the rear wheels, and the electric power PR is output from the rear wheels by powering the electric motor 40. However, in order for the clutch motor 30 to regenerate electric power, the direction in which torque is applied to the outer rotor
Need to be opposite to the direction of rotation relative to the inner rotor 32. That is, the outer rotor 43
Needs to rotate at a lower rotation speed than the inner rotor 32. In other words, it is necessary that “the rotation speed of the drive shaft 22 <the rotation speed of the prime mover 50” (hereinafter, referred to as underdrive).

FIG. 1 shows the state of power output when the rotation speed of the outer rotor 34 is higher than that of the inner rotor 32, that is, when "the rotation speed of the drive shaft 22> the rotation speed of the prime mover 50" (hereinafter referred to as overdrive). 52. The prime mover 50 outputs a power P1 of the required magnitude.
Since the rotation speed of the drive shaft 22 is higher than the rotation speed of the prime mover 50, considering that the power is equal to the product of the rotation speed and the torque, the torque of the front wheels and the rear wheels is lower than the torque output from the prime mover 50. Power will be output.
In this operation state, power is supplied to the clutch motor 30 to perform power running, and the number of revolutions is increased and output from the front wheels.
In FIG. 52, the arrow PF indicating the power to the front wheels is thicker than the arrow P1 indicating the output power of the prime mover 50, which means that the power due to the power running of the clutch motor 30 increases. However, due to the principle of action and reaction, the torque applied to the inner rotor 32 of the clutch motor 30 is equal to the torque applied to the outer rotor 34. Therefore, extra torque is output from the front wheels with respect to the required torque. In the above operating state, the required torque is output as a whole by applying a load torque corresponding to the surplus torque at the rear wheels. Since the rear wheel is rotating at the same speed as the front wheel, the rotational power PR of the rear wheel is regenerated by the electric motor 40 as electric power E2. This electric power is supplied to the clutch motor 30. This is also considered as a state in which a part PT of the power output from the front wheels is transmitted to the rear wheels via the ground and is regenerated as electric power by the electric motor 40, as shown in FIG.

At the time of overdrive, as shown in FIG. 52, a part PT of the power PF output from the clutch motor 30 is transmitted to the rear wheels via the ground, regenerated by the electric motor 40, and regenerated as electric power E2 by the clutch motor again. 30. As a result, the power generates a circulation # 1 shown in FIG. In general, power transmission and conversion between electric power and mechanical power involve some loss. Therefore, when the circulation of the power as shown in FIG. 52 occurs, the driving efficiency of the hybrid vehicle is reduced accordingly.

A similar problem has occurred in the three-motor hybrid vehicle shown in FIG. FIG. 53 is an explanatory diagram showing the state of power output during underdrive in a three-motor hybrid vehicle. In the case of a two-motor type hybrid vehicle (FIG. 51), this corresponds to a state in which the electric motor 40 connected to the rear wheels is replaced by an electric motor 45 connected to the front wheels. The power P1 output from the prime mover 50 is partially converted into electric power E1 by the clutch motor 30, and the remaining power PF1 is transmitted to the front wheels. On the other hand, the electric power E <b> 1 is supplied to the electric motor 45 to power the electric motor 45.
Power PF2 output from electric motor 45 is also output from the front wheels. Although not shown in FIG. 53, the power E1
Can be supplied to the electric motor 40 coupled to the rear wheels to output power from the rear wheels. In this case, as is apparent from FIG. 53, no power circulation occurs.

FIG. 54 is an explanatory diagram showing the state of power output during overdrive in a three-motor hybrid vehicle. In the case of a two-motor hybrid vehicle (FIG. 52), the electric motor 40 coupled to the rear wheels is
This corresponds to a state where the motor 45 is replaced with a motor 45 connected to the front wheels. By powering the clutch motor 30, the rotational speed of the power P1 output from the prime mover 50 is increased. As a result, the power PF1 output from the front wheels becomes larger than the required power. Therefore, the surplus power PF2 is regenerated as electric power by the electric motor 45. The electric power E2 thus regenerated is used for powering the clutch motor 30. At this time,
As in the case of the two-motor hybrid vehicle, a power circulation (# 2 in FIG. 54) occurs in which a part of the power output from the clutch motor 30 is supplied to the clutch motor 30 again as electric power. Such power circulation reduces the operating efficiency of the hybrid vehicle.

On the other hand, as a hybrid vehicle capable of driving four wheels, a two-motor type hybrid vehicle (the configuration shown in FIG. 49)
As described above, there are a three-motor type hybrid vehicle and a three-motor type hybrid vehicle. However, in a conventional three-motor hybrid vehicle, no proposal has been made on setting of torque distribution taking advantage of such advantages.

SUMMARY OF THE INVENTION It is a first object of the present invention to solve at least a part of the above problems, and it is a first object of the present invention to provide a four-wheel drive hybrid vehicle having a configuration capable of reducing power circulation. It is a second object of the present invention to provide a hybrid vehicle capable of traveling by appropriately using such a configuration according to various traveling states by a control device. Further, a third object is to provide a technique for appropriately controlling the torque distribution between the front and rear wheels in such a hybrid vehicle. Similarly, in a power output device that outputs power from two output shafts, it is an object to provide a technique capable of reducing power circulation.

[0015]

Means for Solving the Problems and Their Functions / Effects In order to solve at least a part of the above problems, the present invention has the following constitution. A hybrid vehicle according to the present invention is a hybrid vehicle capable of running by outputting power to first and second drive shafts, comprising a motor having an output shaft, the output shaft and the first drive shaft. A power adjusting device that is capable of increasing or decreasing mechanical power input from one of the output shaft and the first drive shaft through the exchange of electric power and transmitting the mechanical power to the other, and the second drive A first motor coupled to the shaft, the output shaft, the first drive shaft and the second
A second electric motor having a rotating shaft different from any one of the drive shafts, a first connecting device for connecting and disconnecting the rotating shaft and the output shaft, and a second connecting device for connecting the rotating shaft to the first drive shaft. A second connecting device for performing connection and disconnection, specifying means for specifying a running state of the hybrid vehicle, and controlling the first connecting device and the second connecting device in accordance with the specified running state The gist of the present invention is to include a connection control unit that switches a connection state between the rotation shaft of the second electric motor, the output shaft, and the first drive shaft.

According to such a hybrid vehicle, the first connection device and the second connection device are controlled in accordance with the running state of the vehicle, whereby the rotary shaft of the second electric motor is connected to the output shaft side of the prime mover. There can be four coupled states: a state, a state coupled to the first drive shaft side, a state coupled to both, and a state disconnected from both. As a result, depending on the traveling state of the hybrid vehicle, these four
It is possible to drive the hybrid vehicle while selecting a coupling state in which the above-described power circulation does not occur or a coupling state in which the degree of power circulation is low from among the three coupling states. Therefore, according to the hybrid vehicle of the present invention,
Operation efficiency can be improved.

In the above-mentioned hybrid vehicle, various configurations are possible as the power adjusting device. For example, the power adjustment device may include a first rotor coupled to the output shaft, and a second rotor coupled to the first drive shaft and rotatable coaxially with the first rotor. And a paired rotor motor having the following.

According to the power adjusting device having such a configuration, the degree of magnetic coupling between the first rotor and the second rotor is adjusted by exchanging electric power, so that one of the rotors is shifted from the other. The power can be transmitted to the rotor with the magnitude of the power increased or decreased.

The power adjusting device may further include a first shaft connected to the output shaft, a second shaft connected to the first drive shaft, the first shaft and the second shaft. Third different from
When the power state of two of these three axes is determined, the power state of the remaining one axis is determined.
A shaft type power transmission device, wherein the first electric motor and the second
And a third motor different from the third motor may be coupled to the third shaft.

According to the power adjusting device having such a configuration, the power state of the third shaft is adjusted by exchanging electric power with the third electric motor, so that the first shaft and the second shaft are adjusted.
Power can be transmitted while increasing or decreasing the magnitude of the power transmitted from one of the shafts to the other. In this specification, the rotation state of the shaft represented by the combination of the rotation speed and the torque is referred to as a power state. In general, “power” means a scalar amount represented by a product of a shaft rotation speed and a torque. Therefore, even if the magnitude of the power is specified to a certain value, the rotational state of the rotating shaft is not uniquely determined, and there are countless combinations of the rotational speed and the torque. In contrast to the term "power", which means a countless number of combinations of rotation speed and torque, the term "power state" is used to mean a rotation state uniquely specified by a certain combination of rotation speed and torque. Used.

In the hybrid vehicle according to the present invention, furthermore, power setting means for setting, as required power, a sum of powers to be output from the first drive shaft and the second drive shaft; It is desirable to include a drive control unit that controls the operation of the first motor and the second motor to output the required power from the first drive shaft and the second drive shaft.

According to this configuration, the sum of the powers to be output from the first drive shaft and the second drive shaft can be made equal to the required power, and the hybrid vehicle can be driven according to the driver's intention. . Note that the sum of the power to be output from the first drive shaft and the second drive shaft only needs to match the required power, and the distribution of the power output from both shafts can be set to various values. The distribution may be a predetermined constant value, or may change according to the running state of the vehicle. Further, the required power may be output only from one of the drive shafts. Further, a power larger than the required power may be output from one of the drive shafts, and a load may be applied to the other drive shaft so that the sum of the two becomes equal to the required power.

In the hybrid vehicle according to the present invention, various modes are possible for controlling the first connection device and the second connection device according to the running state of the vehicle. As a first aspect, the specifying unit is a unit that specifies a magnitude relationship between a rotation speed of the first drive shaft and a rotation speed of the output shaft as a running state of the vehicle, and the connection control unit includes 1
When it is determined that the rotation speed of the drive shaft is significantly smaller than the rotation speed of the output shaft, the rotation shaft of the second electric motor is connected to the first drive shaft. Can be.

In such a coupled state, the power output from the prime mover is directly input to the power adjusting device, the power of which is adjusted by the power adjusting device, and then transmitted to the first drive shaft. If the power state output from the power adjusting device does not match the required torque to be output from the first drive shaft, the power state can be controlled through exchange of power with the second electric motor. . The second electric motor can take both the running state and the regenerative operation state. When power is output by such an operation, the rotation speed of the drive shaft is lower than the rotation speed of the output shaft of the prime mover, so that it is not necessary to supply power to at least the power adjusting device to increase the rotation speed. Therefore, there is no circulating power that the power once transmitted to the first drive shaft is regenerated by the second electric motor and supplied to the power adjusting device. As a result, according to the coupling state, the driving efficiency of the hybrid vehicle can be improved.

Further, according to the above-mentioned coupling state, the operating state of the second electric motor and the operating state of the third electric motor coupled to the second drive shaft can be arbitrarily controlled without causing power circulation. is there. Therefore, it is possible to arbitrarily control the power distribution between the first drive shaft and the second drive shaft without reducing the driving efficiency of the hybrid vehicle.

As a second aspect of the control of the first connection device and the second connection device, the specifying means may include a rotation speed of the first drive shaft and a rotation speed of the output shaft as a running state of the vehicle. The connection control means, when it is determined that the rotation speed of the first drive shaft is significantly greater than the rotation speed of the output shaft, the connection control means of the second motor The output shaft may be connected to a rotating shaft.

In such a coupled state, by controlling the operating state of the second electric motor, the magnitude of the torque of the power output from the prime mover can be adjusted and input to the power adjusting device. The second electric motor can take both the running state and the regenerative operation state. The power adjusting device adjusts the magnitude of the input power and transmits the power to the first drive shaft. When the power is output by such an operation, the rotation speed of the first drive shaft is higher than the rotation speed of the output shaft of the prime mover, so it is necessary to increase the rotation speed by supplying power to at least the power adjusting device. Therefore, a part of the power input to the power adjustment device is regenerated as electric power by the power adjustment device,
Does not occur. As a result, according to the coupling state, the driving efficiency of the hybrid vehicle can be improved. Further, according to the above-described coupling state, it is possible to arbitrarily control the power distribution between the first drive shaft and the second drive shaft without causing power circulation.

According to a third aspect, the specifying means is means for specifying a magnitude relationship between a rotation speed of the first drive shaft and a rotation speed of the output shaft as a running state of the vehicle, and the connection control means includes: The second motor may be connected to both the output shaft and the first drive shaft when the rotation speeds of the output shaft and the drive shaft substantially coincide with each other.

According to this coupling state, the power output from the prime mover is output to the first drive shaft after its magnitude is adjusted by the exchange of power to the second electric motor. That is, the power adjustment device does not function in the coupled state. By controlling the operation of the second electric motor, the torque output from the first drive shaft can be arbitrarily controlled. Further, by controlling the first electric motor coupled to the second drive shaft, the torque output from the second drive shaft can be arbitrarily controlled. Therefore, in the coupled state, the hybrid vehicle travels without generating power circulation in a mode in which surplus power is output from one of the first drive shaft and the second drive shaft and regenerated by the other drive shaft. can do. As a result, the driving efficiency of the hybrid vehicle can be improved. Further, it is also possible to arbitrarily control the distribution of the power output from the first drive shaft and the second drive shaft without causing power circulation.

As a fourth aspect, the power setting means includes:
Power distribution means for distributing the required power to a power to be output from the first drive shaft and a power to be output from the second drive shaft in a predetermined torque distribution; Means for specifying the relationship between the torque to be output from the first drive shaft and the torque of the output shaft as the traveling state of the vehicle, and the connection control means includes: When the ratio with the torque to be performed approximately matches the torque conversion ratio in the power adjustment device,
The second motor may be a means for disconnecting the second motor from both the output shaft and the first drive shaft.

According to such a coupled state, the power output from the prime mover is output from the first drive shaft via the power adjusting device. The second motor has no effect on this power. Further, since the torque output from the prime mover and the torque to be output from the first drive shaft substantially coincide with the torque conversion ratio in the power adjusting device, the power adjusting device determines the rotational speed of the power output from the prime mover. Only increase or decrease As a result, in the above-described coupled state, it is possible to control the power adjusting device so that the surplus power is not output from the first drive shaft. As a result, the driving efficiency of the hybrid vehicle can be improved. It should be noted that the torque conversion ratio has a value of 1 when the power adjusting device is constituted by the anti-rotor motor described above. In the case of using the three-axis power transmission device described above, the torque conversion ratio matches the torque conversion ratio of the transmission device.

As a fifth aspect, the power setting means includes:
Power distribution means for distributing the required power to the power to be output from the first drive shaft and the power to be output from the second drive shaft in a predetermined torque distribution; Means for specifying a torque to be output from the first drive shaft as a state, wherein the connection control means is such that the torque to be output from the first drive shaft is larger than the torque that can be output from the power adjustment device In this case, the means may be a means for connecting the rotation shaft of the second electric motor to the first drive shaft.

According to the hybrid vehicle having such a configuration, it is possible to output, from the first drive shaft, power equal to or higher than the rating of the power adjusting device, that is, torque that can be output from the power adjusting device. As a result, the degree of freedom of power distribution of the first drive shaft and the second drive shaft of the hybrid vehicle increases, and power can be output with more appropriate distribution.

[0034] In the hybrid vehicle of the present invention, the drive control means for controlling the operating state of the prime mover, the power adjusting device, the first electric motor and the second electric motor, and the connection control means are applied in various combinations. Hybrid vehicles are possible. As a first aspect, the connection control means controls the first connection device and the second connection device in accordance with a traveling state of a vehicle, and controls a rotation shaft of the second electric motor to the first position. Means to be coupled to the drive shaft, wherein the drive control means stops the operation of the prime mover,
At least the second electric motor may be powered to output a power whose sum is the required power from the first drive shaft and the second drive shaft.

As a second aspect, the connection control means includes:
A means for controlling the first connection device and the second connection device in accordance with a traveling state of the vehicle to couple a rotating shaft of the second electric motor to the output shaft; Stopping the operation of the prime mover and supplying power to at least the power adjusting device to output power, so that the total power from the first drive shaft and the second drive shaft becomes the required power. It may be a means for outputting.

The hybrid vehicle having these configurations can run without requiring the power from the prime mover, similarly to the conventional hybrid vehicle. In the former, since the second electric motor is connected to the first drive shaft, power can be directly output from the second electric motor to the first drive shaft. In the latter, the power adjustment device is coupled to the first drive shaft, so that power can be output from the power adjustment device to the first drive shaft. In the latter case,
A second electric motor is connected to an output shaft side of the prime mover. Therefore, as the power is output from the power adjusting device, the second motor may output a holding torque for holding the output shaft of the prime mover from rotating due to the reaction. Based on such an effect, the hybrid vehicle of the present invention can realize the above-described improvement in the driving efficiency without impairing the functions of the conventional hybrid vehicle. As a matter of course, the first motor connected to the second drive shaft can be powered and the power can be output from the second drive shaft as the vehicle travels.

In a third aspect, the connection control means includes:
Means for controlling the first connection device and the second connection device in accordance with a running state of the vehicle to couple a rotation shaft of the second electric motor to the first drive shaft, The control means is a means for supplying power to the power adjusting device and motoring the prime mover, and outputting power whose sum is the required power from the first drive shaft and the second drive shaft. It can be.

As a fourth aspect, the connection control means includes:
According to the running state of the vehicle, is a means for coupling the rotation shaft of the second electric motor to the output shaft, the drive control means, while powering the second electric motor to motor the prime mover, The first drive shaft and the second drive shaft may output a power whose sum is the required power.

The hybrid vehicle having these configurations can run while motoring the prime mover, similarly to a conventional hybrid vehicle. Of course, it is also possible to motor the prime mover while the vehicle is running. In the former, since the power adjusting device is connected to the output shaft of the motor, the motor can be motored by the power adjusting device. Further, power can be output from the first drive shaft by the second electric motor. At this time, it is also possible to control the torque output from the second electric motor so that the torque as a reaction for motoring the prime mover is not output from the first drive shaft by the power adjusting device. In the latter, since the second motor is coupled to the output shaft of the motor, the motor can be motored by the second motor. In addition, since the power adjustment device is coupled to the first drive shaft, power can be output from the power adjustment device to the first drive shaft. Based on such an effect, the hybrid vehicle of the present invention can realize the above-described improvement in the driving efficiency without impairing the functions of the conventional hybrid vehicle. Naturally, the first electric motor coupled to the second drive shaft is driven by the power running to the second
Power can also be output from the drive shaft of.

According to a fifth aspect, the connection control means is means for coupling a rotation shaft of the second electric motor to the first drive shaft in accordance with a running state of a vehicle. A part of the power output from the prime mover is regenerated as power by the power adjusting device, and the regenerated power is supplied to at least one of the first electric motor and the second electric motor. And a means for outputting the power whose sum is the required power from the drive shaft and the second drive shaft.

According to a sixth aspect, the connection control means comprises:
A means for coupling a rotating shaft of the second electric motor to the output shaft according to a traveling state of the vehicle, wherein the drive control means controls a part of the power output from the prime mover by the second electric motor. By regenerating as electric power and supplying the regenerated electric power to at least one of the first electric motor and the power adjusting device, the first drive shaft and the second
Means for outputting a power whose sum is the required power from the drive shaft.

The hybrid vehicle having these configurations can run by converting the power state output from the prime mover to the required power state and outputting the same, similarly to the conventional hybrid vehicle. In the former, the power output from the prime mover is regenerated as power by the power adjusting device, and the first and second electric motors can be powered using the power. In the latter, since the second electric motor is coupled to the output shaft of the prime mover, the power output from the prime mover is regenerated as electric power by the second electric motor, so that the power adjusting device and the first electric motor can be powered. . In any case, the power output from the prime mover can be regenerated as electric power on the upstream side in the path transmitted to the first and second drive shafts, so that power does not circulate. Based on these effects, the hybrid vehicle of the present invention does not impair the function of the conventional hybrid vehicle,
The improvement in the operation efficiency described above can be realized.

As a seventh aspect, the connection control means comprises:
A means for coupling a rotating shaft of the second electric motor to the first drive shaft in accordance with a traveling state of the vehicle; and a power setting means for setting power having a negative torque as required power. Wherein the drive control means is means for outputting power, the sum of which is the required power, from the first drive shaft and the second drive shaft by regenerating power by at least the second electric motor. It can be.

In an eighth aspect, the connection control means includes:
A means for coupling a rotation shaft of the second electric motor to the output shaft in accordance with a traveling state of the vehicle, wherein the power setting means is means for setting power having a negative torque as required power; The drive control means may be means for outputting power whose sum is the required power from the first drive shaft and the second drive shaft by regenerating power at least in the power adjusting device. it can.

The hybrid vehicle having these configurations can brake the vehicle by outputting a negative torque to the drive shaft, similarly to the conventional hybrid vehicle. In the former, since the second motor is connected to the first drive shaft, a braking load can be applied by the second motor. In the latter, since the power adjusting device is connected to the first drive shaft, a braking load can be applied by the power adjusting device. In the latter case, since the second electric motor is connected to the output shaft of the prime mover, the holding torque for preventing the output shaft of the prime mover from rotating due to the reaction caused by applying the braking by the power adjusting device. It can also be output by a second motor. Based on such an effect, the hybrid vehicle of the present invention can realize the above-described improvement in the driving efficiency without impairing the functions of the conventional hybrid vehicle. As a matter of course, the first electric motor coupled to the second drive shaft can be regenerated to apply a braking load to the second drive shaft along with the traveling.

Further, in the hybrid vehicle of the present invention, it is possible to appropriately control the distribution of the power output from the first drive shaft and the second drive shaft as described below. In the hybrid vehicle according to the present invention, the power setting means may distribute the required power to a power to be output from the first drive shaft and a power to be output from the second drive shaft with a predetermined torque distribution. Means for detecting a slip amount of a first drive wheel connected to the first drive shaft and a second drive wheel connected to the second drive shaft with respect to a road surface. Detecting means;
When the slip amount of at least one of the first drive wheel and the second drive wheel is equal to or more than a predetermined value, at least the slip amount is equal to the predetermined value regardless of the result distributed by the power distribution means. Power correction means for correcting the required power by changing the torque to be output from a drive shaft to which more than the drive wheels are coupled.

According to the hybrid vehicle having such a configuration, the slip amount of the first drive wheel connected to the first drive shaft and the second drive wheel connected to the second drive shaft with respect to the road surface is determined. The torque to be detected and output from both drive shafts can be changed according to the slip amount. In general, when the drive wheels are slipping, sufficient power cannot be transmitted to the road surface. According to the hybrid vehicle of the present invention, in such a case, the torque output from each drive shaft can be appropriately controlled, and the power can be efficiently transmitted to the road surface. As a result, the hybrid vehicle can travel efficiently. The change of the torque may be performed for both the first and second drive shafts, or may be performed for only one of the drive shafts. Further, the case where the power output from the first and second drive shafts is less than the required power set by the power setting means is also included.

In such a case, the detection means may be means for detecting the slip amount based on a difference between the rotation speed of the first drive shaft and the rotation speed of the second drive shaft. it can.

When no slip occurs on any of the drive wheels connected to the first and second drive shafts, the rotation speeds of the first and second drive shafts are substantially the same. When slippage occurs in one of the two, there is a difference between the rotation speeds of the two, so that the slip amount can be detected based on the rotation speed difference. In this case, it is possible to determine which axle is slipping by considering the required power. For example, if the required power is a positive value,
It is determined that slippage has occurred on the drive shaft on the side with the higher rotation speed. Conversely, when the required power is a negative value, it is determined that slippage has occurred on the drive shaft on the lower rotation speed side.

The slip amount can be detected by various methods other than the above method. For example, if the vehicle speed can be detected by a method other than the rotation speed of the drive wheels, the slip amount is calculated according to the difference between the rotation speed of the drive shaft calculated from the detected vehicle speed and the actual rotation speed. May be detected. In addition, it detects time-dependent changes in the number of rotations of the drive shaft,
When a sudden change occurs or when an irregular change of a predetermined degree or more appears, it may be determined that slippage has occurred. Note that such slippage of the drive wheels occurs not only when the vehicle is in a so-called muddy state, but also when the vehicle turns a curve during normal traveling.

In the above-described hybrid vehicle,
The power correction means may be means for reducing an absolute value of a torque to be output from a drive shaft to which a drive wheel having the slip amount exceeding the predetermined value is connected.

Generally, slippage occurs in the drive wheels because the torque output from the drive wheels is greater than the frictional force on the road surface. Therefore, according to the hybrid vehicle having the above configuration, the slip can be reduced by reducing the absolute value of the torque on the side where the slip occurs. Since the absolute value is reduced, the same effect can be obtained even during braking in which a negative torque is output from the drive shaft.

Further, the power correcting means may be configured to control the torque to be output from the first drive shaft and the torque to be output from the first drive shaft while keeping the sum of the torques output from the first drive shaft and the second drive shaft constant. It may be a means for changing the torque to be output from the second drive shaft.

In this way, by keeping the sum of the required torques constant, it is possible to reduce slippage while outputting the power required for running the vehicle.

There are, for example, the following two means for changing the torque to be output from the first drive shaft. One is that the power correction means is means for controlling the power adjustment device to change the torque to be output from the first drive shaft, and the other is the power correction means. The correcting means controls the second electric motor to change the torque to be output from the first drive shaft.

With any of these means, the torque output from the first drive shaft can be changed. These means can be respectively applied when the second electric motor is connected to the first drive shaft side and when it is connected to the output shaft side of the prime mover. If the output torque is changed by controlling the power adjusting device when the second electric motor is connected to the first drive shaft side, the load applied to the prime mover changes, and as a result, the prime mover Changes in the operating state of the vehicle. The same applies to the case where the second electric motor is coupled to the output shaft side of the prime mover to change the output torque by controlling the second electric motor.

On the other hand, the drive control means controls the operation of the prime mover, and controls the power output from the prime mover before and after the power to be output from the first drive shaft is changed by the power correction means. It may be a means for maintaining a constant.

In this way, even when the operating point of the prime mover is changed, the power output from the prime mover can be kept constant. Required power can be output. The magnitude of the power is represented by the product of the rotational speed and the torque. Therefore, to keep the power output from the prime mover constant means to change the rotational speed of the prime mover so that the product of the rotational speed and the torque is kept constant with the change of the torque.

Further, the power correction means stores the amount of change in torque to be output from the drive shaft to which the drive wheel having the slip amount exceeding the predetermined value is coupled as a relationship according to the slip amount. Means, and changing means for changing the torque to be output with reference to the relationship stored in the storage means based on the slip amount.

According to such a configuration, by referring to the relationship stored in the storage means, it is possible to appropriately change the torque in accordance with the amount of slippage of the drive shaft and suppress slippage. Further, according to such a configuration, there is an advantage that the torque for suppressing the slip can be set in a short time. The relationship between the amount of slip and the amount of change in torque is:
It can be determined in advance by experiment or other means.

Further, the power correction means outputs a torque to be output from a drive shaft to which drive wheels having the slip amount exceeding the predetermined value are coupled until the slip amount falls within a predetermined range.
It may be a means for changing stepwise.

According to such a configuration, the slip can be suppressed by gradually decreasing the torque output from the drive shaft on the side where the slip occurs. In addition, such a configuration also has an advantage that control for suppressing slippage can be realized very easily.

The power output device mounted on the hybrid vehicle according to the present invention is constituted solely as the following invention. A power output device according to the present invention is a power output device capable of outputting power to first and second drive shafts, and includes a prime mover having an output shaft, and an output shaft and the first drive shaft. A power adjusting device that is coupled to increase or decrease mechanical power input from one of the output shaft and the first drive shaft through the exchange of electric power and transmit the mechanical power to the other, and the second drive shaft; A first motor coupled to the output shaft;
A second electric motor having a rotating shaft different from any of the first driving shaft and the second driving shaft, a first connecting device for connecting and disconnecting the rotating shaft and the output shaft; A second connection device for coupling and disconnection with the first drive shaft; a specification unit for specifying an operation state of the power output device;
And a connection control unit that controls the connection device and the second connection device to switch a connection state between the rotation shaft of the second electric motor, the output shaft, and the first drive shaft. I do.

According to such a power output device, the power circulation can be suppressed as in the case of the invention of the hybrid vehicle described above, so that the operation efficiency of the power output device can be improved.

The present invention is also realized as a control method described below. A control method according to the present invention includes a first drive system capable of increasing or decreasing the power of the prime mover by a power adjusting device coupled to the output shaft and the first drive shaft of the prime mover and outputting the power from the first drive shaft; A second drive system capable of outputting the power of the first motor from a second drive shaft coupled to the first motor, and at least one of the first drive shaft and the output shaft selected by a connection device. A control method for controlling a hybrid vehicle capable of traveling by outputting power from a first drive shaft and a second drive shaft, the control method comprising: Setting the sum of the power to be output from the first drive shaft and the second drive shaft as the required power; and (b) determining the magnitude relationship between the rotation speed of the first drive shaft and the rotation speed of the output shaft. Identifying step;
(C) a step of controlling the connection device to switch a coupling state between the second electric motor, the output shaft, and the first drive shaft according to the specified magnitude relationship; and (d).
A motor, a power adjusting device, a first electric motor, and a second motor;
Controlling the operation of the electric motor described above, and outputting a power whose sum is the required power from the first drive shaft and the second drive shaft.

In this case, the step (a) is a step of distributing the required power to the power to be output from the first drive shaft and the power to be output from the second drive shaft with a predetermined torque distribution. And (e)
(G) detecting a slip amount of a first drive wheel coupled to the first drive shaft and a second drive wheel coupled to the second drive shaft with respect to a road surface; When the slip amount of at least one of the first drive wheel and the second drive wheel is equal to or more than a predetermined value, at least the slip amount does not exceed the predetermined value regardless of the result distributed by the power distribution unit. Correcting the required power by changing the torque to be output from the drive shaft to which the number of drive wheels exceeds.

According to these control methods, the same operation as that described above in the invention of the hybrid vehicle can be performed.
The driving efficiency of the hybrid vehicle can be improved, and the slip can be reduced by changing the torque when the first and second drive shafts slip.

[0068]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples. (1) Configuration of Embodiment: First, the configuration of the embodiment will be described with reference to FIG. FIG. 1 is an explanatory diagram showing a schematic configuration of a four-wheel drive hybrid vehicle equipped with the power output device of the present embodiment.

A power output device mounted on the hybrid vehicle converts a power output from an engine 150 as a prime mover into a clutch motor 130 as a power adjustment device.
And a front wheel power system that transmits to a front axle 116 corresponding to a first drive shaft via a differential gear 114 and outputs from front wheels 116R and 116L coupled to the front axle 116, and power output from the engine 150. And a rear wheel power system that transmits power to the rear axle 118 corresponding to the second drive shaft and outputs from the rear wheels 118R and 118L.

First, the configuration of the front wheel power system will be described. Engine 150 as a power source provided in the front wheel power system is a normal gasoline engine, and rotates crankshaft 156. Operation of engine 150 is EF
It is controlled by the IECU 170. EFIECU1
Reference numeral 70 denotes a one-chip microcomputer having a CPU, a ROM, a RAM, and the like therein. The CPU executes a fuel injection charge and other controls of the engine 150 in accordance with a program recorded in the ROM. In order to enable these controls, various sensors indicating the operating state of the engine 150 are connected to the EFIECU 170. One of them is a rotation speed sensor 152 that detects the rotation speed of the crankshaft 156. Illustration of other sensors and switches is omitted.

The crankshaft 156 of the engine 150
Is connected to the clutch motor 130. The clutch motor 130 includes an inner rotor 132 and an outer rotor shaft 135 which are connected to an inner rotor shaft 133 as described later.
And an outer rotor 134 coupled to the motor, both of which are relatively rotatable electric motors. Clutch motor 1
The 30 inner rotor shafts 133 are connected to the crankshaft 156 via the first clutch 111. The outer rotor shaft 135 is connected to the front wheels 116R, 116L via the second clutch 112 and the differential gear 114.
Is connected to a front axle 116 having

In the front wheel power system, the first clutch 11
The rotor 142 of the front wheel assist motor 140 is connected to the first and second clutches 112, respectively. In the front wheel assist motor 140, the stator 144 is fixed to the case. First clutch 111 and second clutch 1
12 can be hydraulically connected or disconnected, the operation of which is controlled by a control unit 190.
The front wheel power system of the hybrid vehicle according to the present embodiment can selectively adopt four configurations according to the coupling state of the first clutch 111 and the second clutch 112. These configurations will be described.

FIG. 2 is an explanatory diagram showing the configuration of the front wheel power system when the first clutch 111 is disengaged and the second clutch 112 is engaged (hereinafter, referred to as "under drive engagement"). As shown in FIG. 2, in such a coupled state, rotor 142 of front wheel assist motor 140 is in a state of being coupled to outer rotor shaft 135. As a result, the power output from the engine 150 is output to the front axle 116 via the clutch motor 130 and the front wheel assist motor 140 in this order.

FIG. 3 is an explanatory diagram showing the configuration of the front wheel power system when the first clutch 111 is engaged and the second clutch 112 is disengaged (hereinafter referred to as "overdrive engagement"). As shown in FIG. 3, in such a coupled state, rotor 142 of front wheel assist motor 140 is in a state of being coupled to crankshaft 156. As a result, the power output from the engine 150 is output to the front axle 116 via the front wheel assist motor 140 and the clutch motor 130 in this order.

FIG. 4 is an explanatory diagram showing the configuration of the front wheel power system when both the first clutch 111 and the second clutch 112 are in the disengaged state. As shown in FIG. 4, in such a coupled state, the rotor 14 of the front wheel assist motor 140
2 is an outer rotor shaft 135 and a crankshaft 15
6 is released. As a result, the power output from engine 150 is
, And is output to the front axle 116.

FIG. 5 is an explanatory diagram showing the configuration of the front wheel power system when both the first clutch 111 and the second clutch 112 are engaged. As shown in FIG. 5, in this coupled state, the rotor 14 of the front wheel assist motor 140
2 is an outer rotor shaft 135 and a crankshaft 15
6 and the clutch motor 13
0 indicates a non-functional state. As a result, the engine 150
Is output to the front axle 116 via the front wheel assist motor 140.

Next, the rear wheel power system will be described. In the rear wheel power system, a rotor 162 of a rear wheel assist motor 160 is connected to a rear axle 118 as shown in FIG. The stator 164 of the rear wheel assist motor 160 is fixed to the case so as not to rotate. The rear axle 118 has a rear wheel 118
R and 118L are connected.

Next, the configurations of the clutch motor 130, the front wheel assist motor 140, and the rear wheel assist motor 160 will be described. The clutch motor 130 is configured as a pair rotor synchronous motor generator, and includes an inner rotor 132 having a plurality of permanent magnets on an outer peripheral surface, and an outer rotor 134 around which a three-phase coil for forming a rotating magnetic field is wound. The outer rotor 134 and the inner rotor 132 are rotatably supported on both sides. The clutch motor 130 operates as an electric motor in which the two are relatively driven to rotate by the interaction between the magnetic field generated by the permanent magnet provided on the inner rotor 132 and the magnetic field formed by the three-phase coil provided on the outer rotor 134. The interaction also acts as a generator that generates an electromotive force at both ends of the three-phase coil wound around the outer rotor 134 by these interactions.

The clutch motor 130 is connected to the inner rotor 13
2 and the outer rotor 134 are both rotatable,
Power input from one of the inner rotor shaft 133 and the outer rotor shaft 135 can be transmitted to the other.
If the clutch motor 130 is driven as a motor to perform power running operation, torque-added power is transmitted to the other shaft. Power can be transmitted. If neither the power running operation nor the regenerative operation is performed, power is not transmitted. This state corresponds to a state where the mechanical clutch is released.

Outer rotor 13 of clutch motor 130
4 is electrically connected to a battery 194 via a slip ring and an inverter 191. Inverter 1
Reference numeral 91 includes a plurality of transistors serving as switching elements inside, and is electrically connected to the control unit 190. When the control unit 190 PWM-controls the on / off time of the transistor of the inverter 191, the three-phase alternating current using the battery 194 as a power supply is a slip ring 138.
To the outer rotor 134 of the clutch motor 130 via the A rotating magnetic field is formed in the outer rotor 134 by the three-phase alternating current, and the clutch motor 130 rotates.

The front wheel assist motor 140 and the rear wheel assist motor 160 are also configured as synchronous motor generators similarly to the clutch motor 130, and form a rotating magnetic field with the rotors 142 and 162 having a plurality of permanent magnets on the outer peripheral surface. And stators 144 and 164 around which three-phase coils are wound. This is different from the clutch motor 130 in that the stators 144 and 164 are fixed to the case. The front wheel assist motor 140 is connected to the battery 194 via the inverter 192,
60 is connected to a battery 194 via an inverter 193. These inverters 192 and 193 are also configured by transistor inverters, and are electrically connected to the control unit 190. Control unit 19
When the transistors of the inverters 192 and 193 are switched by the control signal of 0, the stators 144 and 164 are switched.
, A rotating magnetic field is generated, and the front wheel assist motor 140 and the rear wheel assist motor 160 rotate.

The operating state of the hybrid vehicle of this embodiment is controlled by the control unit 190. The control unit 190 also has a CPU,
This is a one-chip microcomputer having a ROM, a RAM, and the like, and is configured so that a CPU performs various control processes described later according to a program recorded in the ROM. To enable these controls, various sensors and switches are electrically connected to the control unit 190. The sensors and switches connected to the control unit 190 include an accelerator pedal position sensor 165 for detecting an operation amount of an accelerator pedal and a brake pedal, a brake pedal position sensor 166, and a rotation speed for detecting a rotation speed of the front axle 116. A rotation number sensor 119 for detecting the rotation number of the sensor 117 and the rear axle 118 is exemplified. Control unit 190
Is also electrically connected to the EFIECU 170,
Various kinds of information are exchanged with the EFIECU 170 by communication. By outputting information necessary for control of engine 150 from control unit 190 to EFIECU 170, engine 150 can be indirectly controlled. Conversely, information such as the number of revolutions of the engine 150 can be input from the EFIECU 170. The control unit 190 functions as connection control means, drive control means, power setting means, power correction means, and the like in the present invention.

(2) Operation Control Processing: Next, the operation control processing of the hybrid vehicle of this embodiment will be described. The hybrid vehicle having the above-described configuration can run in various operation modes. When the operation of the hybrid vehicle of this embodiment is started, C in the control unit 190 is controlled.
A PU (hereinafter, simply referred to as a “CPU”) determines an operation mode according to a traveling state of a vehicle, and determines an engine 150, a clutch motor 130, a front wheel assist motor 140, a rear wheel assist motor 160, and The control of the second clutches 111 and 112 is executed. These controls are performed by periodically executing various control processing routines. Hereinafter, the contents of each control processing routine will be described.

First, the overall flow of the operation control processing routine will be described with reference to the flowchart shown in FIG. When the operation control routine is started, the CPU detects the operation amounts of the accelerator pedal and the brake pedal (step S10).
0). These operation amounts are detected by an accelerator pedal position sensor 165 and a brake pedal position sensor 166. The CPU also detects the vehicle speed at the same time (step S102). The vehicle speed is calculated based on rotation speeds of rotation speed sensors 117 and 119 provided on front axle 116 and rear axle 118. Although not shown in FIG. 1,
A sensor for detecting the vehicle speed may be provided separately from the rotation speed sensors 117 and 119.

Next, the CPU executes an operation mode determination process (step S104). This process is a process for determining the operation mode of the hybrid vehicle based on the operation amounts and the vehicle speed of the accelerator pedal and the brake pedal detected earlier. Information such as the remaining capacity of the battery 194 may be determined in addition to these various amounts. In this embodiment, the operation mode of the hybrid vehicle is shown in FIG.
As shown in FIG. 7, there are four states of “EV running”, “engine start”, “normal running”, and “regenerative braking”.

The contents of the determination in the operation mode determination processing will be described with reference to FIG. FIG. 7 is an explanatory diagram illustrating a relationship between a traveling state (vehicle speed and torque) and an operation mode of the hybrid vehicle of the present embodiment. The area indicated by the curve LIM in FIG. 7 indicates an area where the hybrid vehicle of the present embodiment can travel. The region OD in FIG. 7 indicates a region where “the rotation speed of the engine 150 <the rotation speed of the front axle 116”, and the region UD indicates the region where “the rotation speed of the engine 150> the rotation speed of the front axle 116”. doing. In the “EV traveling” of the operation modes of the hybrid vehicle, the clutch motor 13 is stopped while the operation of the engine 150 is stopped.
0, an operation mode in which the vehicle runs by powering any one of the front wheel assist motor 140 and the rear wheel assist motor 160. This is done when the hybrid vehicle is at a relatively low speed. The area in which the EV traveling is performed is indicated by area E in FIG.
V. As described above, in the initial state where the hybrid vehicle starts running from the stopped state, the “EV running”
Is performed (step S200).

When the vehicle speed becomes equal to or higher than the area EV or when a torque higher than the area EV is required, the CPU
Switches the operation mode of the hybrid vehicle to an operation mode for starting the engine 150 (step S3).
00). The area in which this mode is performed is indicated by area ES in FIG.
As shown. When engine 150 is started and engine 150 is driven in such a region, the hybrid vehicle is driven in the normal driving mode (step S4).
00). All parts other than the areas EV and ES in FIG. 7 indicate areas where the operation in the normal traveling mode is performed.

On the other hand, when the brake pedal is operated, the CPU operates the hybrid vehicle in the regenerative braking mode (step S500). This mode can be performed in any area in FIG. In addition, the operation is performed not only when the brake pedal is operated but also when the driver performs any operation for decelerating, such as when the operation amount of the accelerator pedal is reduced.

The reference amounts (vehicle speed, torque, etc.) for determining each of the above-mentioned operation modes are determined by the engine 150, clutch motor 130,
Front wheel assist motor 140, rear wheel assist motor 160
Is set in consideration of the characteristics and the like. Also, in FIG. 7, the EV driving mode, the engine starting mode, and the like are illustrated as distinct areas EV and ES, respectively. However, these areas are not fixed, and for example, the battery 194 and the engine 150 may be used.
May be changed according to the warm-up state of the vehicle, or hysteresis may be given to changes in vehicle speed or torque. Hereinafter, the control contents in each operation mode will be individually described.

(3) EV traveling control processing: FIG. 8 shows a flowchart of the control processing in the EV traveling mode. This flowchart is a process periodically executed by the CPU in the control unit 190. When this process is started, the CPU sets the required power Pd * (step S2).
02). The required power Pd * is set as the power required to run the vehicle based on the depression amount of the accelerator pedal and the vehicle speed. The required power Pd * is set by a combination of the required torque Td * and the rotation speed Nd *.

The required power Pd * thus set is set separately for the required torque Tdf * to be output from the front axle 116 and the required torque Tdr * to be output from the rear axle 118. The distribution of the required torque is performed at a predetermined constant rate. In this embodiment, the required torque to be output from the front axle 116 and the required torque T to be output from the rear axle 118
dr * is set equal. Of course, the respective torques can be set in consideration of the distribution of the weight applied to both axles, and there are cases where power is output only from one of the front axle 116 and the rear axle 118. May be set as follows. Also, the torque distribution may be changed according to the running state of the vehicle, instead of a predetermined constant value.

Next, the CPU determines the rotational speed Nf of the front axle 116.
Further, the rotation speed Nr of the rear axle 118 is detected (step S206). Each rotation speed is indicated by a rotation speed sensor 11
7, 119. It is determined whether or not the absolute value (| Nf-Nr |) of the difference between the rotational speeds of the two axles detected in this way is larger than a predetermined value α (step S20).
8). If it is larger than the predetermined value α, that is, if there is a difference between the rotation speeds of both axles, one of the front wheels 116R, 11R
Since it is determined that either the 6L or the rear wheels 118R, 118L are slipping, a required torque correction process is performed (step S210). If there is no difference between the rotation speeds of both axles, this process is skipped. Predetermined value α
Is a reference value for determining whether or not a slip has occurred as described above, and is a value determined in advance by an experiment or the like. This value may be a constant value at all vehicle speeds, or may change according to the vehicle speed.

Here, the required torque correction processing (step S
210) will be described. FIG. 9 is a flowchart of the required torque correction processing routine. In this process, first, a magnitude relationship between the rotation speed Nf of the front axle 116 and the rotation speed Nr of the rear axle 118 is determined (step S21).
2). This is for determining which of the front axle 116 and the rear axle 118 is slipping.

If the rotation speed Nf of the front axle 116 is larger, the required torque Tdf * of the front axle 116 is corrected. Specifically, the required torque Tdf * of the front axle 116 is reduced by the torque correction amount ΔT (step S21).
4). That is, “Tdf * −ΔT” is set as the corrected required torque Tdf *. The torque correction amount ΔT is set in advance as a map corresponding to the absolute value of the difference between the rotation speed Nf of the front axle 116 and the rotation speed Nr of the rear axle 118. An example of this map is shown in FIG. The map is such that the larger the absolute value of the difference between the two rotation axes is, the larger the torque correction amount ΔT is (see the curve CT in FIG. 10). This map is stored in the ROM in the control unit 190 in advance, and the map is read out, so that step S21 in FIG.
4 is performed.

In FIG. 10, the horizontal axis represents the absolute value of the rotational speed of both axles, so that the front axle 116 and the rear axle 1
The same torque correction amount ΔT is used regardless of which of the shafts 18 is slipping. In contrast,
When the front axle 116 is slipping, the rear axle 11
The map used may be different depending on when the 8 side is slipping. In some cases, such as when the loads applied to both axles are different, it is possible to correct the torque more appropriately by preparing maps corresponding to each.

After changing the required torque Tdf * of the front axle 116 according to the map described above, the CPU sets the required torque Tdr * of the rear axle 118 (step S21).
6). The required torque Tdr * is the required torque T of the entire vehicle.
It is set by subtracting the corrected required torque Tdf * of the front axle 116 from d *. The same applies to the case where the required torque Tdr * of the rear axle 118 is increased by the torque correction amount ΔT. With this setting, the torque distribution between the front axle 116 and the rear axle 118 can be changed while maintaining the output torque of the entire vehicle.

On the other hand, when the rotation speed Nr of the rear axle 118 is larger, the required torque Tdr * of the rear axle 118 is corrected. More specifically, the rear axle 11 has a torque correction amount ΔT.
8 is reduced (step S21).
8). That is, “Tdr * −ΔT” is set as the corrected required torque Tdr *. The torque correction amount ΔT is set according to the above-described map (FIG. 10).

After changing the required torque Tdr * of the rear axle 118, the CPU sets the required torque Tdf * of the front axle 116 (step S220). Required torque Tdf *
Is the rear axle 1 after correction from the required torque Td * of the entire vehicle.
18 by subtracting the required torque Tdr *. The same applies to a case where the required torque Tdf * of the front axle 116 is increased by the torque correction amount ΔT. With this setting, the torque distribution between the front axle 116 and the rear axle 118 can be changed while maintaining the output torque of the entire vehicle.

In the above-described required torque correction processing, the torque correction amount ΔT is set by using a map. However, the correction amount ΔT may be a predetermined constant amount. In this case, the slip is not necessarily eliminated only by executing the required torque correction processing once, but as steps S208 and S210 of the EV traveling control processing routine (FIG. 8) are periodically performed, the slippage is gradually increased. The required torque decreases, and the slip is gradually eliminated. This way,
It takes some time for the slip to disappear,
The processing itself can be easily realized.

In the required torque correction processing described above,
The required torques Tdf * and Tdr * are changed so that the sum of the torques output from the front axle 116 and the rear axle 118 matches the required torque Td *. On the other hand, only the process of reducing the required torque on the side determined to be slipping may be performed. In such a case, the torque output as the whole vehicle may not be less than the required torque Td *, but it is possible to suppress at least the slip of the wheels.

After the required torque is corrected by the above processing, the CPU detects the engagement state of the clutches 111 and 112 (step S230). Clutches 111, 112
Is controlled by the CPU itself of the control unit 190, and here, the connection state is determined by checking the flag indicating the connection state of the clutches 111 and 112. The detection of the connection state of the clutches 111 and 112 is performed in the subsequent processing, that is, the clutch motor 130, the front wheel assist motor 140, and the rear wheel assist motor 16
Process of setting target torque and rotation speed of 0 (step S2
This is because 40) changes according to the coupling state of the clutches 111 and 112.

The contents of the processing for setting the target torque and the number of revolutions of the motor (step S240)
The cases will be described separately according to the connection states of the elements 1 and 112.
FIG. 11 is a flowchart of the motor target torque and rotation speed setting process when the clutches 111 and 112 are in the underdrive connection (the state shown in FIG. 2).

In the case of the underdrive connection, the front wheel assist motor 140 is connected to the front axle 116, so that the required power can be output from the front axle 116 by powering the front wheel assist motor 140. Therefore, in the process of setting the motor target torque and the number of revolutions, the CPU determines the required torque Tc * of the clutch motor 130.
Is set to the value 0 (step S242). Further, the front axle 1 is set as the target rotation speed N1 * of the front wheel assist motor 140.
Sixteen required rotation speeds Nd * are set. Further, the required torque Tdf * of the front axle 116 is set as the target torque T1 * (step S244). Rear wheel assist motor 160
As for the target rotation speed, the rotation speed Nd * of the drive shaft is set as the target rotation speed, and the required torque Tdr * of the rear axle 118 is set as the target torque T2 * (step S246).

FIG. 1 is a flowchart of the process for setting the motor target torque and the number of revolutions in the case of overdrive coupling.
It is shown in FIG. In the case of overdrive coupling, the required power can be output from the front axle 116 by powering the clutch motor 130. Therefore, in the process of setting the motor target torque and the rotation speed, the CPU sets the required rotation speed Nd * of the front axle 116 as the target rotation speed Nc * of the clutch motor 130, and sets the required torque Tdf of the front axle 116 as the target torque Tc *. Set * (Step S2
52). When torque is output from the clutch motor 130, the inner rotor 133 and the crankshaft 156 rotate due to the reaction. Therefore, it is necessary for the front wheel assist motor 140 to output a holding torque for suppressing this rotation. For this purpose, the CPU sets a value 0 as the target rotation speed N1 * of the front wheel assist motor 140,
The target torque Tc * of the clutch motor 130 is set as the target torque T1 * (step S254). Thus, the reaction of the clutch motor 130 can be canceled by the front wheel assist motor 140. of course,
The target torque T1 * of the front wheel assist motor 140 is Tc *
With the above values, the front wheel assist motor 140 may be locked up. For the rear wheel assist motor 160, the rotation speed N of the drive shaft is set as the target rotation speed.
d * is set, and the required torque Tdr * of the rear axle 118 is set as the target torque T2 * (step S256).

When the target torque and rotation speed of each motor are set in this way, the CPU controls the operation of each motor (step S260). The clutch motor 130 and the front wheel assist motor 14 used in this embodiment
Since both the rear wheel assist motor 160 and the rear wheel assist motor 160 are configured as synchronous motors, the contents of the control processing are common. In the present embodiment, the d-axis,
The current to be passed to each motor is set by the two components of the q-axis, and the voltage value to be applied in the d-axis direction and the q-axis direction is set by proportional integral control based on the difference from the current already flowing. The voltage set in this manner is converted into a so-called two-phase / three-phase and replaced with a voltage value to be applied to each phase of the coil, and the voltage is applied by PWM control. Various well-known control methods can be applied as control processing for operating the synchronous motor at the required rotation speed and torque, and therefore, a further detailed description is omitted here. Note that, in the EV traveling control processing routine, the vehicle travels without using the power output from the engine 150, and thus the operation of the engine 150 is stopped. Of course, the engine 150 may be operated in an idle state.

In the above-described EV running control processing routine, the connection state of the first clutch 111 and the second clutch 112 is not switched. In the EV traveling control processing routine, as shown below, both clutches 11
1, 112 switching processes may be included. In the hybrid vehicle of the present embodiment, the ratings of the clutch motor 130 and the front wheel assist motor 140 are different. Since the front wheel assist motor 140 has a higher rating than the clutch motor 130, a large torque can be output. When the vehicle is in overdrive coupling (the state shown in FIG. 3), as is clear from the configuration shown in FIG. 3, a torque higher than the output torque of clutch motor 130 cannot be output to front axle 116. For example, even if the torque is output by the front wheel assist motor 140, a torque equal to or more than the torque that can be transmitted by the clutch motor 130 is applied to the front axle 116 according to the principle of action / reaction.
It cannot be transmitted to. On the other hand, if the under-drive coupling (the state of FIG. 2) is performed, the clutch motor 1 is driven by powering the front wheel assist motor 140.
A torque equal to or greater than 30 can be output to the front axle 116. In view of this point, in the EV traveling control processing routine, when the required torque Tdf * of the front axle 116 is smaller than the maximum torque of the clutch motor 130, the overdrive coupling (the state of FIG. 3) is performed, and the excess torque is applied. If required, it may be accompanied by clutch switching control processing for underdrive coupling (the state of FIG. 2). Other, clutch motor 130
Switching between the overdrive coupling and the underdrive coupling in consideration of the operating efficiency of the front wheel assist motor 140 and the underdrive coupling may be performed, such as switching the clutches 111 and 112 according to various conditions.

(4) Engine start control processing: Next, an engine start control processing routine will be described with reference to the flowchart of FIG. This process is performed during the transition period between the EV running control and the normal running, as described above with reference to FIG. Under certain conditions, such as when the engine 150 needs to be warmed up or when the battery 194 needs to be charged, the operation may be performed while the vehicle is stopped.

The contents of this process are almost the same as those in the case of the EV traveling control process (FIG. 8). First, the required power Pd * is set (step S302), and the required torque Tdf * of the front axle 116 and the required torque Tdr * of the rear axle 118 are set (step S304). Next, the rotation speed Nf of the front axle 116 and the rotation speed Nr of the rear axle 118 are detected (step S306). A required torque correction process is performed (step S310). The content of the required torque correction process is the same as the content (FIG. 9) described in the EV traveling control process. Next, the clutches 111 and 112
Is detected (step S330), and the motor target torque and the number of revolutions are set according to the connection state (step S340).

The contents of the processing for setting the motor target torque and the number of revolutions are different from those of the EV running control processing routine. This content will be described separately for the case of underdrive coupling and the case of overdrive coupling.

FIG. 14 is a flowchart of a process for setting the motor target torque and the number of revolutions in the case of underdrive coupling. In the underdrive connection (the state of FIG. 2), torque can be applied to the engine 150 by the clutch motor 130. Therefore, the CPU operates the clutch motor 13
A starting torque Tst for motoring the engine 150 is set as the target torque Tc * of 0. The starting torque Tst is a value set in advance by an experiment or the like.
It may be a constant value or a value that changes according to the temperature state of engine 150.

[0111] Target rotation speed N of front wheel assist motor 140
As 1 *, the rotational speed Nd * set as the required power is set as in the case of the EV traveling control. The target torque T1 * is set such that the required torque Tdf * can be output from the front axle 116. At this time, the counter torque generated by motoring the engine 150 by the clutch motor 130 is output to the front axle 116.
The sum of the required torque Tdf * and the starting torque Tst, that is, “Tdf * + Tst” is set as d * (step S344).

On the other hand, as the target rotation speed N2 * of the rear wheel assist motor 160, the rotation speed Nd * set as the required power is set as in the case of the EV traveling control. Also,
The target torque is the required torque Tdr of the rear axle 118.
* Is set (step S346).

FIG. 15 is a flowchart of a process for setting the motor target torque and the number of revolutions in the case of overdrive coupling. In the overdrive connection (the state shown in FIG. 3), torque can be applied to the engine 150 by the front wheel assist motor 140 while outputting power to the front axle 116 by the clutch motor 130. Therefore, the CPU sets the rotation speed “Nd * −Ne *” set as the required power as the target rotation speed Nc * of the clutch motor 130.
Further, the required torque Tdf * of the front axle 116 is set as the target torque Tc *. Ne * is the rotation speed of the engine 150. Immediately after the start of the engine start control process, the rotation speed Ne * of the engine 150 is 0,
Ne * increases as the motor is driven.

Target rotation speed N of front wheel assist motor 140
As 1 *, the rotation speed Ne * of the engine 150 is set. As target torque T1 *, the sum of starting torque Tst for motoring engine 150 and target torque Tc * of clutch motor 130 is set (step S354). Target torque Tc * of clutch motor 130
Is added from the clutch motor 130 to the front axle 116.
This is because it is necessary to cancel the anti-torque that outputs the power.

On the other hand, as the target rotation speed N2 * of the rear wheel assist motor 160, the rotation speed Nd * set as the required power is set as in the case of the EV traveling control. Also,
The target torque is the required torque Tdr of the rear axle 118.
* Is set (step S356).

The CPU controls the operation of each motor based on the required torque and rotation speed set as described above (step S360). Further, control processing for starting the engine 150 is also executed (step S370). Engine 15
The control process for starting 0 is control for starting fuel injection and ignition when the rotation speed of engine 150 reaches a predetermined rotation speed.

In the engine start control processing routine described above, the switching processing of the clutches 111 and 112 is not executed. On the other hand, as described in the EV traveling control, for example, a process for switching the clutches 111 and 112 according to the rating of the clutch motor 130 may be included.

(5) Normal running control processing: Next, the contents of the normal running control processing will be described. FIG. 16 is a flowchart showing the contents of the normal traveling control process. When this process is started, the CPU sets the required power Pd * (step S402). The setting content of the required power Pd * is EV
This is the same as the case of the traveling control process (FIG. 8). Further, the required torque Tdf * of the front axle 116 and the required torque Tdr * of the rear axle 118 are set (step S404).

Next, the operating point of engine 150 is set based on required power Pd * (step S).
406). The operating point of the engine 150 is basically set with priority given to the operating efficiency of the engine 150 according to a predetermined map.

FIG. 17 shows an example of such a map. FIG.
Indicates the operating state of the engine 150 with the engine speed Ne on the horizontal axis and the torque Te on the vertical axis. Curve B in FIG. 17 indicates a limit range in which engine 150 can be operated. Curves α1 to α6 indicate operation points at which the operation efficiency of the engine 150 is constant. The operation efficiency decreases in the order of α1 to α6. Also, the curve C
Reference numerals 1 to C3 denote lines on which the power (rotation speed × torque) output from the engine 150 is constant.

As shown in FIG. 17, the operating efficiency of the engine 150 greatly differs depending on the rotational speed and the torque.
FIG. 1 shows the relationship between the rotational speed Ne of the engine 150 and the efficiency α when outputting power corresponding to the curves C1 to C3 in FIG.
FIG. When the power corresponding to the curve C1 is output from the engine 150, the operation efficiency is highest when the engine 150 is operated at the operation point (the rotation speed and the torque) corresponding to the point A1 in FIGS. . Similarly, when the power corresponding to the curves C2 and C3 is output, the efficiency is highest when the operation is performed at the points A2 and A3 in FIGS. When the operating point with the highest operating efficiency is selected for each power to be output, FIG.
The curve A in 7 is obtained. This is called an operation curve.

In setting the operating point in step S406 in FIG. 16, the operating curve experimentally obtained in advance is stored as a map in the ROM in the control unit 190, and the operating curve corresponding to the required power Pe * is obtained from the map. The points are read, and the rotation speed Ne * and the torque Te * of the engine 150 are set. By doing so, it is possible to set the operation point with the highest operation efficiency.

The required power Pe * of the engine 150 can be set to a value equal to the required power Pd * set in step S402, or can be set to a value in consideration of the following factors. For example, step S4
02 in addition to the required power Pd * set at 02
The power required for charging / discharging 94 can also be considered. That is, when the remaining capacity of the battery 194 is small, the engine 150 outputs power equal to or higher than the required power Pd *, and charges the battery 194 using the surplus power. Conversely, if the battery 194 is overcharged, the engine 150 outputs a power smaller than the required power Pd *, and the power from the battery 194 is used to supplement the insufficient power. In addition to the power required for charging and discharging the battery 194, power for operating auxiliary equipment such as an air conditioner can be considered.

In accordance with the operating point of engine 150 set in this way, the CPU performs a clutch switching process (step S408). The content of the clutch switching process will be described based on the flowchart of FIG. When this process is started, the CPU determines the torque Te * and the rotation speed Ne * set as the operating points of the engine 150.
Is read (step S410). Next, the front axle 116
The required torque Tdf * and rotation speed Nd * are read (step S412). The rotational speed of the engine 150 is determined by the value detected by the rotational speed sensor
70 to be detected. The rotation speed of the front axle 116 is detected by a rotation speed sensor 117.

The CPU compares the rotation speed Ne * of the engine 150 with the rotation speed Nd * of the front axle 116 (step S4).
14) If the rotation speed Ne * of the engine 150 is higher, the overdrive coupling is performed (step S42).
6). That is, the first clutch 111 is engaged, and the second clutch 112 is in the released state.

The rotation speed Ne * of the engine 150 and the front axle 1
When the rotation speeds Nd * of the sixteen are approximately the same, both the first clutch 111 and the second clutch 112 are brought into the connected state (step S424). Both clutches 111, 1
When the vehicle 12 is in the coupled state, the power system of the front axle 116 has the configuration shown in FIG. At this time, the engine 15
The rotation speed Ne * of 0 and the rotation speed Nd * of the front axle 116 cannot be different values. When the condition in step S414 is satisfied, both clutches 111 and 112 can be engaged while engine 150 is operating efficiently.

If the rotation speed Ne * of the engine 150 is smaller than the rotation speed Nd * of the front axle 116, the torques Te * and Tdf * of the two are then compared (step S).
416). When both torques are substantially the same, CP
U puts both the first clutch 111 and the second clutch 112 in the disengaged state (step S422). By disengaging both clutches 111 and 112, the front axle 1
The 16 power systems have the configuration shown in FIG. At this time, as is clear from the principle of the action / reaction, the torque Te * of the engine 150 and the torque Tdf * of the front axle 116 cannot be different values. When the condition in step S416 is satisfied, both clutches 111 and 112 can be released while engine 150 is operating efficiently.

When none of the above conditions is satisfied, the CPU releases the first clutch 111,
The second clutch 112 is brought into the engaged state to establish the underdrive engagement (the state shown in FIG. 2) (step S420). In practice, the determinations in steps S414, S416, and S418 are provided with hysteresis, respectively, to avoid switching the clutches 111 and 112 more frequently than necessary.

After executing the clutch switching process, the CPU determines the rotational speed Nf of the front axle 116 and the rear axle 118
Is detected (step S430), and the absolute value of the difference between the two is compared with a predetermined value α (step S43).
2). If the absolute value of the difference between the rotation speeds is larger than the predetermined value α, a required torque correction process is executed (step S4).
34). The contents of this processing are the same as those described in the EV traveling control processing (see FIG. 9).

The clutch 1 set by the above processing
11 and 112, front axle 116, rear axle 1
Based on the required power No. 18, the CPU executes a motor target torque and rotation speed setting process (step S450).
The details of this processing will be described later in different cases according to the coupling state of the clutches 111 and 112. When the target torque and the number of revolutions of each motor are set in this way, the CPU executes the operation control of each motor and the operation control of the engine 150 (step S490). The motor handling control processing is as described above. Engine 15
The operation of 0 is actually processing performed by the EFIECU 170. Therefore, the CPU of the control unit 190
By outputting information on the operating points of the engine 150 to the ECU 170, the operation of the engine 150 is indirectly controlled.

Hereinafter, the process of setting the target torque and the number of revolutions of each motor will be described in different cases according to the coupling state of the clutches 111 and 112. FIG. 20 is a flowchart of the motor target torque and rotation speed setting process in the underdrive coupling (the state of FIG. 2). As is clear from the configuration of FIG. 2, the outer rotor 1 of the clutch motor 130
34 rotates at the same rotation speed Nd * as the rotation speed of the front axle 116. On the other hand, the inner rotor 132 of the clutch motor 130 rotates at the same rotation speed Ne * as the rotation speed of the crankshaft 156. Accordingly, the CPU sets “Nd * −Ne *”, which is the difference between the two, as the target rotation speed Nd * of the clutch motor 130. 2, the torque of the clutch motor 130 is equal to the load torque applied to the engine 150. Therefore, the CPU uses the clutch motor 130
The target torque Te * of the engine 150 is set as the target torque Tc * of (step S452).

In the underdrive connection, the front wheel assist motor 140 is connected to the front axle 116.
Therefore, the target rotation speed N1 * of the front wheel assist motor 140
Is set as Nd *. The target torque T1 * is
A value at which the required torque Tdf * can be output from the front axle 116 is set. A torque as a reaction of the target torque Tc * of the clutch motor 130 is output to the front axle 116. Therefore, as the target torque of the front wheel assist motor 140, the required torque Tdf *
"Tdf * -Tc *" is set so as to output (step S454). As explained earlier,
The target torque Tc * of the clutch motor 130 is a positive value. Therefore, the front wheel assist motor 140 has the front axle 11
A torque smaller than the required torque Tdf * of No. 6 is set as the target torque T1 *.

Target rotation speed N of rear wheel assist motor 160
2 * is set to the rotation speed Nd * set as the required power, and the target torque T2 * is set to the required torque Tdr * of the rear axle 118 (step S456).

The power flow when the target torque and the rotation speed are set by the above processing will be described. The target rotation speed Nc * of the clutch motor 130 is set as "Nd * -Ne *" (step S452). In the underdrive coupling, “the rotational speed Nd * of the front axle 116 <the engine 1
50 Ne * ", the clutch motor 13
0, the outer rotor 134 rotates at a lower speed than the inner rotor 132, and the outer rotor 134
2. Rotation in a relatively negative direction relative to 2. Target torque T
Since c * is a positive value, the clutch motor 130 is regenerated. The regenerated power is equal to the product of the slip amount | Nd * -Ne * | and the torque Te *.

Since the front wheel assist motor 140 and the rear wheel assist motor 160 output a positive torque and rotate in the positive direction, they are powered and supplied with power. The power supplied to the front wheel assist motor 140 is
It is equal to the product of the torque T1 * and the rotation speed Nd *. The electric power supplied to the rear wheel assist motor 160 is the torque T
It is equal to the product of 2 * and the rotational speed Nd *. When a power equal to the required power Pd * is output from the engine 150,
If power is transmitted at 100% efficiency, the power regenerated by the clutch motor 130 and the power supplied to the front wheel assist motor 140 and the rear wheel assist motor 160 are equal. As a result, the clutch motor 13 is driven at the target torque and the rotation speed set in the processing of FIG.
0, front wheel assist motor 140, rear wheel assist motor 1
By performing the operation at 60, the power state output from engine 150 can be converted to a power state consisting of the required number of revolutions and torque and output from front axle 116 and rear axle 118.

Further, in this conversion, no power circulation occurs. The power output from the engine 150 is output from the front axle 116 through the clutch motor 130 and the front wheel assist motor 140 in this order. In the above conversion, power is regenerated by the clutch motor 130 located on the upstream side in the flow of power transmission, and the power is supplied to the front wheel assist motor 140 located on the downstream side, so that power does not circulate. It is.

FIG. 21 is a flowchart of the motor target torque and rotation speed setting process in the overdrive coupling (the state of FIG. 3). 3, the outer rotor 134 of the clutch motor 130 is connected to the front axle 116.
Will rotate at the same rotation speed Nd * as the rotation speed of. On the other hand, the inner rotor 132 of the clutch motor 130 rotates at the same rotation speed Ne * as the rotation speed of the crankshaft 156. Accordingly, the CPU sets the target rotation speed Nd * of the clutch motor 130 as the difference between the two, "Nd * -Ne *".
Set. 3, the torque of the clutch motor 130 is equal to the required torque Tdf * of the front axle 116. Therefore, the CPU operates the clutch motor 1
The required torque Tdf * of the front axle 116 is set as the target torque Tc * of No. 30 (step S458).

[0138] In the overdrive connection, the front wheel assist motor 140 is connected to the crankshaft 156. Therefore, the CPU determines that the front wheel assist motor 140
Of the engine 150 as the target rotation speed N1 * of the engine 150
Set *. Also, the target torque T1 * is
50 is set to give the load Te *. At this time, a torque as a reaction of the target torque Tc * of the clutch motor 130 is output to the crankshaft 156. Therefore, the target torque of the front wheel assist motor 140 is set to “Tdf *” so that the load torque Te * can be applied to the engine 150 after canceling out this reaction.
−Te * ”is set (step S460).

Target rotation speed N of rear wheel assist motor 160
The rotation speed Nd * set as the required power is set in 2 *, and the required torque Tdr * of the rear axle 118 is set in the target torque T2 * (step S462).

The power flow when the target torque and the rotation speed are set by the above processing will be described. The target rotation speed Nc * of the clutch motor 130 is set as "Nd * -Ne *" (step S458). In the overdrive coupling, “the rotation speed Nd * of the front axle 116> engine 1
50 Ne * ", the clutch motor 13
The 0 outer rotor 134 rotates at a higher speed than the inner rotor 132. This speed increase is realized by powering the clutch motor 130. The electric power supplied to the clutch motor 130 during the powering is supplied to the outer rotor 134.
And the slip amount | Nd * -Ne * | of the inner rotor 132 and the torque Tdf *.

The target torque of the front wheel assist motor 140 is set to "Tdf * -Te *" (step S46).
0). At the time of overdrive, the power state output from engine 150 is converted to a power state in which the rotation speed is high and the torque is low. Therefore, “the required torque Tdf * of the front axle 116 <the output torque Te * of the engine 150” is satisfied. As a result, the target torque T1 * of the front wheel assist motor 140 becomes a negative value. That is, the front wheel assist motor 1
Reference numeral 40 regenerates part of the power output from the engine 150 as electric power. This electric power is equal to the torque | T1
* | And the number of rotations N1 *. On the other hand, the rear wheel assist motor 160 receives power supply and outputs a positive torque. The power supplied to the rear wheel assist motor 160 is:
It is equal to the product of the torque T2 * and the rotation speed Nd *. When power equal to required power Pd * is output from engine 150, if power is transmitted at 100% efficiency, electric power regenerated by front wheel assist motor 140, clutch motor 130 and rear wheel assist The electric power supplied to the motor 160 is equal. As a result, if the clutch motor 130, the front wheel assist motor 140, and the rear wheel assist motor 160 are operated with the target torque and the number of revolutions set in the processing of FIG. 21, the power state output from the engine 150 is changed to the required rotation. It can be converted into a power state consisting of a number and a torque and output from the front axle 116 and the rear axle 118.

Further, in this conversion, power does not circulate. The power output from the engine 150 is output from the front axle 116 via the front wheel assist motor 140 and the clutch motor 130 in this order. In the above conversion, power is regenerated by the front wheel assist motor 140 located on the upstream side in the flow of power transmission, and the power is supplied to the clutch motor 130 located on the downstream side, so that power does not circulate. It is.

FIG. 22 is a flowchart of the motor target torque and rotation speed setting process when both clutches 111 and 112 are released (the state of FIG. 4). 4, the outer rotor 134 of the clutch motor 130 has the same rotation speed Nd * as the rotation speed of the front axle 116.
Will rotate. On the other hand, the inner rotor 132 of the clutch motor 130 rotates at the same rotation speed Ne * as the rotation speed of the crankshaft 156. Accordingly, the CPU sets “Nd * −Ne *”, which is the difference between the two, as the target rotation speed Nd * of the clutch motor 130. Further, as is clear from the configuration of FIG. 4, the torque of the clutch motor 130 is equal to the load torque Te * to the engine 150. Therefore, the CPU determines the target torque Tc * of the clutch motor 130.
Is set as the target torque Te * of the engine 150 (step S464).

In the state where both clutches 111 and 112 are released, the front wheel assist motor 140 does not affect the transmission of power, as is apparent from the configuration shown in FIG. Therefore,
The CPU calculates the target rotation speed N1 * of the front wheel assist motor 140.
Then, a default value is set as the target torque T1 * (step S466). In this embodiment, the value 0 is set as a default value.

The target rotation speed N of the rear wheel assist motor 160
The rotation speed Nd * set as the required power is set in 2 *, and the required torque Tdr * of the rear axle 118 is set in the target torque T2 * (step S468).

The power flow when the target torque and the number of revolutions are set by the above processing will be described. The operating state of the clutch motor 130 is the same as that during the underdrive coupling, and the clutch motor 130 regenerates electric power. On the other hand, the rear wheel assist motor 160 receives power supply and outputs a positive torque. When power equal to required power Pd * is output from engine 150, 100%
Assuming that power is transmitted at the same efficiency, the power regenerated by the clutch motor 130 and the rear wheel assist motor 160
Will be equal to the power supplied to As a result, if the clutch motor 130, the front wheel assist motor 140, and the rear wheel assist motor 160 are operated at the target torque and the number of revolutions set in the processing of FIG. 22, the power state output from the engine 150 is changed to the required rotation. The power state is converted into a power state consisting of a number
Can be output from

Further, in this conversion, power does not circulate. The power output from engine 150 is output from front axle 116 via clutch motor 130. In the above-described conversion, power is merely regenerated from such a power transmission path, and there is no portion for separately supplying power, so that power cannot circulate.

FIG. 23 is a flowchart of the motor target torque and rotational speed setting process when both the clutches 111 and 112 are engaged (the state of FIG. 5). As is clear from the configuration of FIG. 5, the clutch motor 130 does not affect the transmission of power. Therefore, the CPU sets default values as the target rotation speed Nc * and the target torque Tc * of the clutch motor 130 (step S470). In this embodiment, the value 0 is set as a default value.

In the state where both clutches 111 and 112 are connected, the rotation speed of front wheel assist motor 140 is equal to the rotation speed of engine 150, as is apparent from the configuration shown in FIG. Therefore, the CPU determines that the front wheel assist motor 140
The target rotation speed N1 * of the engine 150 as the rotation speed N
Set e *. The target torque T1 * is
50 so that the required torque Tdf * can be output from the front axle 116 while giving the load torque Te * to the
Te * ”is set (step S472).

Target rotation speed N of rear wheel assist motor 160
The rotation speed Nd * set as the required power is set in 2 *, and the required torque Tdr * of the rear axle 118 is set in the target torque T2 * (step S474).

When the target torque and the rotation speed are set by the above processing, the rotation speed Ne * of the engine 150 is equal to the rotation speed Nd * set as the required power. When the magnitude of the power output from engine 150 is equal to required power Pd *, output torque Te * is also required torque Td.
equal to d *. The sum of the required torque Tdf * of the front axle 116 and the required torque Tdr * of the rear axle 118 is the required torque Td.
*, The respective “required torques Tdf *, Td
r * <output torque of engine 150 ”. In the coupled state described above, the target torque T of the front wheel assist motor 140
1 * is set as "Tdf * -Te *" (step S472). That is, the target torque T1 * is a negative value. Therefore, in the coupled state, a part of the power output from the engine 150 is regenerated as power by the front wheel assist motor 140, and the power is supplied to the rear wheel assist motor 160 to output power.

In this conversion, power does not circulate. The power output from engine 150 is output from front axle 116 via front wheel assist motor 140. In the above-described conversion, power is merely regenerated from such a power transmission path, and there is no portion for separately supplying power, so that power cannot circulate.

The required torque correction processing (step S434) executed in the processing described above is the same as that shown in FIG.
Has been described. When this processing is executed, the operating point of the engine 150 is maintained at the point set in step S406. On the other hand, as a second aspect of the required torque correction processing, processing involving a change in the operating point itself of the engine 150 can be adopted. The content of the required torque correction processing according to the second mode will be described with reference to the flowchart of FIG.

When the required torque correction processing of the second embodiment is started, the CPU determines the rotation speed Nf of the front axle 116 and the rear axle 1
The magnitude relationship between the rotation speeds Nr of No. 18 is compared (step S43)
6). If the rotation speed Nf of the front axle 116 is larger, the required torque Tdf * of the front axle 116 is reduced by the torque correction amount ΔT (step S438). Further, the required torque Tdr * of the rear axle 118 is set (step S440). Up to this point, the processing is the same as the processing shown in FIG. Next, the CPU executes a process of correcting the operating point of engine 150 (step S442). Specifically, target torque Te * of engine 150 is reduced by torque correction amount ΔT. The output power is Pe *
The target rotation speed Ne * is increased so as to be kept constant. The magnitude of the power is given by the product of the torque and the rotation speed.
Accordingly, the corrected rotational speed Ne * is obtained by dividing the power Pe * output from the engine 150 by the corrected torque Te *.

On the other hand, if the rotation speed Nr of the rear axle 118 is larger, the required torque Tdr * of the rear axle 118 is reduced by the torque correction amount ΔT (step S444).
Further, the required torque Tdf * of the front axle 116 is set (step S446). Up to this point, the processing is the same as the processing shown in FIG. Next, the CPU executes a process of correcting the operating point of engine 150 (step S44).
8). Specifically, target torque Te * of engine 150
Is increased by the torque correction amount ΔT. Also, the target rotation speed Ne is set so that the output power is kept constant at Pe *.
* Increase. The magnitude of the power is given by the product of the torque and the rotation speed. Therefore, the corrected rotational speed Ne * is the torque T obtained by correcting the power Pe * output from the engine 150.
It is determined by dividing by e *.

FIG. 25 shows how the operating point of engine 150 is changed in the above-described required torque correction processing. Curve Pe * in FIG. 25 indicates an operation point at which the power output from engine 150 is constant at value Pe *. The operating point of the engine 150 before the required torque correction processing is the point P0 (the rotational speed Ne *,
It is assumed that the torque is Te *). If the front axle 116 is slipping, the target torque Te * of the engine 150
Is reduced (step S442). At this time, engine 1
The 50 operation points shift to the point P1 in FIG. As described above, the rotation speed is changed from Ne * to Ne1.
To increase.

When the rear axle 118 is slipping, the target torque Te * of the engine 150 is increased (step S448). At this time, the operating point of engine 150 shifts to point P2 in FIG. As described above, the rotation speed decreases from Ne * to Ne2.

Curve A in FIG. 25 is the operation curve described above with reference to FIG. The operating point P0 of the engine 150 before the required torque change processing is set on the operation curve A as shown in FIG. On the other hand, the operating point of engine 150 is changed by the required torque change processing in FIG.
If the process shifts to the middle point P1 or P2, it will deviate from the operation curve A. Therefore, the operating efficiency of engine 150 is reduced accordingly. Despite having such disadvantages, by changing the operating point of the engine 150,
There is an advantage that the torque output from the front axle 116 and the rear axle 118 can be changed in a wide range. It should be noted that the required torque correction processing according to the first embodiment (FIG. 9) and the required torque correction processing according to the second embodiment (FIG. 24) can be selectively used according to, for example, the torque correction amount ΔT.

In the required torque correction processing of the second embodiment described above, the torque and the number of revolutions are changed so that the power output from engine 150 is constant. On the other hand, only the torque of the engine 150 may be changed. For example, in FIG. 25, the operation may be performed at a point P3 in which the torque is decreased by the torque correction amount ΔT from the operation point P0, or conversely, the operation may be performed at a point P4 in which the torque is increased by the torque correction amount ΔT. . In such a case, the power output from engine 150 may be insufficient or excessive with respect to required power Pd *. However, if it is considered that the occurrence of slip on the wheels is a transient phenomenon, there is no great problem in performing such control.

(6) Regenerative braking control processing: Next, the contents of the regenerative braking control processing will be described. FIG. 26 is a flowchart illustrating the content of the regenerative braking control process. When this process is started, the CPU sets the braking power Pb * (step S502). The braking power Pb * is equal to the braking torque Tb.
It is set as a combination of * and the rotation speed Nb *. The setting of the braking power Pb * is set according to the operation amounts of the accelerator pedal and the brake pedal. In this embodiment, at each vehicle speed, the braking torque Tb * is stored in advance in the ROM in the control unit 190 as a map in accordance with the operation amounts of these pedals, and the corresponding value is read from this map to obtain the braking torque Tb *. Is set. Also,
Based on the braking torque Tb * thus set, a braking torque Tbf * of the front axle 116 and a braking torque Tbr * of the rear axle 118 are set (step S504). The torque distribution between the two can be set to various values similarly to the distribution of the required torque in other operation modes.

Note that the braking torque Tb * is a negative required power. In the description below, to avoid confusion,
The term "braking torque" means an absolute value of the torque. For example, when the braking torque Pb * is set as the target torque of the motor, the control unit sets "-Pb *" as the required torque.

After setting the braking torque, the CPU sets the operating point of engine 150 to the idle state (step S506). This is because it is not necessary to output power during braking. Although the operation of the engine 150 may be stopped, generally, if the engine 150 is started again after the braking is completed, the responsiveness of the vehicle to the driving operation deteriorates. Is set to the idle state.

Next, the CPU determines the rotational speed Nf of the front axle 116.
And the rotation speed Nr of the rear axle 118 are detected (step S50).
8) The absolute value of the difference between the two is compared with a predetermined value α (step S510). If the absolute value of the difference between the rotation speeds is larger than the predetermined value α, a braking torque correction process is performed (step S532). This processing will be described with reference to the flowchart in FIG.

In this process, first, a magnitude relationship between the rotation speed Nf of the front axle 116 and the rotation speed Nr of the rear axle 118 is determined (step S522). This is to determine which of the front axle 116 and the rear axle 118 is slipping.

When the rotation speed Nf of the front axle 116 is smaller, the braking torque Tbf * of the front axle 116 is corrected. Specifically, the braking torque Tdf * of the front axle 116 is reduced by the torque correction amount ΔT. That is, “Tbf *
−ΔT ”is taken as the corrected braking torque Tbf *. The torque correction amount ΔT is set in advance as a map corresponding to the absolute value of the difference between the rotation speed Nf of the front axle 116 and the rotation speed Nr of the rear axle 118. This map is the same as the map (FIG. 10) used in the required torque correction processing routine.

After changing the braking torque Tbf * of the front axle 116 according to the above-described map, the CPU sets the braking torque Tbr * of the rear axle 118 (step S52).
6). The braking torque Tbr * is the braking torque T of the entire vehicle.
It is set by subtracting the corrected braking torque Tbf * of the front axle 116 from b *. The same applies to the case where the braking torque Tbr * of the rear axle 118 is increased by the torque correction amount ΔT. With this setting, the torque distribution between the front axle 116 and the rear axle 118 can be changed while maintaining the output torque of the entire vehicle.

On the other hand, when the rotation speed Nr of the rear axle 118 is smaller, the braking torque Tbr * of the rear axle 118 is corrected. More specifically, the rear axle 11 has a torque correction amount ΔT.
8, the braking torque Tbr * is decreased. That is, “Tb
r * −ΔT ”is taken as the corrected braking torque Tbr *. The torque correction amount ΔT is calculated based on the map described above (FIG. 1).
0).

After changing the braking torque Tbr * of the rear axle 118, the CPU sets the braking torque Tbf * of the front axle 116 (step S530). Braking torque Tbf *
Is the rear axle 1 after correction from the braking torque Tb * of the entire vehicle.
18 is set by subtracting the braking torque Tbr *. The same applies to the case where the braking torque Tbf * of the front axle 116 is increased by the torque correction amount ΔT. With this setting, the torque distribution between the front axle 116 and the rear axle 118 can be changed while maintaining the output torque of the entire vehicle. In the above-described braking torque correction processing, the braking torque may be reduced in a stepwise manner, similarly to the required torque correction processing described with reference to FIG. Also, of the front axle 116 or the rear axle 118,
Only the braking torque on the axle on which the slip has occurred may be corrected.

After setting the braking torque by the above processing, the CPU detects the engagement state of the clutches 111 and 112 (step S548). The detection of the connection state of the clutches 111 and 112 is performed in the same manner as in the various operation modes described above, and the subsequent processing, that is, the clutch motor 1 is detected.
This is because the process of setting the target torque and the number of revolutions of the front wheel assist motor 140 and the rear wheel assist motor 160 (step S550) changes according to the coupling state of the clutches 111 and 112. Subsequently, the CPU executes a motor target torque and rotation speed setting process (step S55).
0). Regarding the contents of this processing, the clutches 111 and 11
The cases will be described separately according to the connection state of No. 2. When the target torque and rotation speed of each motor are set in this way, C
The PU executes operation control of each motor and operation control of the engine 150 (step S590). These processes are as described above.

Hereinafter, the process of setting the target torque and the number of revolutions of each motor will be described in different cases according to the coupling state of the clutches 111 and 112. FIG. 28 is a flowchart of the motor target torque and rotation speed setting process in the underdrive connection (the state of FIG. 2). As is clear from the configuration in FIG.
6 rotates at the same rotation speed Nd * as the rotation speed.
Therefore, the CPU sets Nd * as the target rotation speed N1 * of the front wheel assist motor 140. Also, the target torque T
The braking torque Tb * of the front axle 116 is set as 1 * (step S552).

With the above setting, the set braking torque Tb * is output to the front axle 116. Therefore, the CPU determines the target torque Tc * of the clutch motor 130.
Is set to 0, and a default is set as the target rotation speed Nc * (step S554). The rotation speed Nd * set as the braking power is set as the target rotation speed N2 * of the rear wheel assist motor 160, and the target torque T2 *
Is set to the braking torque Tbr * of the rear axle 118 (step S556).

FIG. 29 is a flowchart of the process for setting the motor target torque and the number of revolutions in the overdrive coupling (the state shown in FIG. 3). 3, the outer rotor 134 of the clutch motor 130 is connected to the front axle 116.
Will rotate at the same rotation speed Nd * as the rotation speed of. On the other hand, the inner rotor 132 of the clutch motor 130 rotates at the same rotation speed Ne * as the rotation speed of the crankshaft 156. Accordingly, the CPU sets the target rotation speed Nd * of the clutch motor 130 as the difference between the two, "Nd * -Ne *".
Set. Further, as is apparent from the configuration of FIG. 3, the torque of the clutch motor 130 is equal to the braking torque Tbf * of the front axle 116. Therefore, the CPU operates the clutch motor 1
The braking torque Tbf * of the front axle 116 is set as the target torque Tc * of No. 30 (step S558).

In the overdrive connection, the front wheel assist motor 140 is connected to the crankshaft 156. Therefore, the CPU determines that the front wheel assist motor 140
Of the engine 150 as the target rotation speed N1 * of the engine 150
Set *. Since the engine 150 is operated in the idle state, the target torque T1 * is set so as not to apply a load to the engine 150. At this time, the target torque T of the clutch motor 130 is applied to the crankshaft 156.
A torque as a reaction of c * (equal to Tbf *) is output. Therefore, Tbf * is set as the target torque of front wheel assist motor 140 to output a torque that offsets this reaction (step S560).

Target rotation speed N of rear wheel assist motor 160
The rotation speed Nd * set as the braking power is set in 2 *, and the braking torque Tbr * of the rear axle 118 is set in the target torque T2 * (step S562).

FIG. 30 is a flowchart of the motor target torque and rotation speed setting process when both clutches 111 and 112 are released (the state of FIG. 4). 4, the outer rotor 134 of the clutch motor 130 has the same rotation speed Nd * as the rotation speed of the front axle 116.
Will rotate. On the other hand, the inner rotor 132 of the clutch motor 130 rotates at the same rotation speed Ne * as the rotation speed of the crankshaft 156. Accordingly, the CPU sets “Nd * −Ne *”, which is the difference between the two, as the target rotation speed Nd * of the clutch motor 130. Further, as is apparent from the configuration of FIG. 4, the torque of the clutch motor 130 is equal to the braking torque Tbf *. Therefore, the CPU sets the braking torque Tc as the target torque Tc * of the clutch motor 130.
bf * is set (step S564).

In the state where both clutches 111 and 112 are disengaged, front wheel assist motor 140 does not affect the transmission of power, as is apparent from the configuration shown in FIG. Therefore,
The CPU calculates the target rotation speed N1 * of the front wheel assist motor 140.
Then, a default value is set as the target torque T1 * (step S566). In this embodiment, the value 0 is set as a default value.

The front axle 116 is driven by the clutch motor 130.
When the braking torque Tbf * is output to the crankshaft 156 of the engine 150,
Is output to In a state where both clutches 111 and 112 are released, this reaction is offset by a frictional force in the engine 150 and a pumping loss. That is, when both clutches 111 and 112 are released, the vehicle is braked while so-called engine braking is applied.

Target rotation speed N of rear wheel assist motor 160
The rotation speed Nd * set as the braking power is set in 2 *, and the braking torque Tbr * of the rear axle 118 is set in the target torque T2 * (step S568).

FIG. 31 is a flowchart of the motor target torque and rotation speed setting process when both clutches 111 and 112 are engaged (the state of FIG. 5). As is clear from the configuration of FIG. 5, the clutch motor 130 does not affect the transmission of power. Therefore, the CPU sets default values as the target rotation speed Nc * and the target torque Tc * of the clutch motor 130 (step S570). In this embodiment, the value 0 is set as a default value.

In the state where both clutches 111 and 112 are engaged, as is apparent from the configuration shown in FIG. 5, the rotation speed of front wheel assist motor 140 is equal to rotation speed Nd * set as the braking power. Therefore, the CPU sets this rotation speed Nd * as the target rotation speed N1 * of the front wheel assist motor 140. Further, a braking torque Tbf * to be output from the front axle 116 is set as the target torque T1 * (step S572).

At this time, the engine 150 is
It rotates at the same rotation speed Nd *. Therefore, the engine 15
The operation point of 0 is controlled as an idle state,
It does not necessarily rotate at the rotational speed determined as the idle state. At this time, there is a possibility that a so-called engine brake is applied and a braking torque larger than that output from the front wheel assist motor 140 is output to the front axle 116. When it is necessary to accurately control the magnitude of the braking torque output to the front axle 116, the control may be performed in consideration of the braking torque by the engine brake. For example, the relationship between the rotational speed of the engine 150 and the braking torque by the so-called engine brake is stored in advance in the ROM in the control unit 190 as a map.
By referring to this relationship, the magnitude of the braking torque Tbe * by the engine brake can be known. Therefore, if the target torque T1 * of the front wheel assist motor 140 is reduced by an amount corresponding to the braking torque Tbe * by the engine brake, the front axle 116
The braking torque Tbf * is output as the sum of the braking torque by 0 and the braking torque by the engine brake. In step S572 of FIG. 31, such control may be performed.

Target rotation speed N of rear wheel assist motor 160
The rotation speed Nd * set as the braking power is set in 2 *, and the braking torque Tbr * of the rear axle 118 is set in the target torque T2 * (step S574).

By setting the target torque and rotation speed of each motor by the target torque and rotation speed setting processing described with reference to FIGS. 28 to 31, the front axle 116 and the rear axle 1
18 can output the braking torques Tbf * and Tbr *, respectively, and can brake the vehicle. In the above-described regenerative braking control, the vehicle is braked by regenerating the kinetic energy of the running vehicle as electric power by each motor. The electric power thus regenerated can be stored in the battery 194.

In the regenerative braking control process described above (FIG. 26), the process of switching the engagement state of the clutches 111 and 112 is not executed. On the other hand, a clutch switching process as described below may be involved. For example,
In braking (FIG. 30) when both clutches 111 and 112 are in the disengaged state, when the braking torque is increased, the vehicle is braked while so-called engine braking is applied.
Although the engine brake is an effective braking method, it converts kinetic energy accompanying the running of the vehicle into heat, and thus is inferior to other braking methods in that the energy is effectively used. Therefore, when the vehicle is braked when both clutches are released, the clutches 111 and 112 are switched, and the regenerative braking can be performed in a connection state such as an underdrive connection. Conversely, engine 15
When it is necessary to perform warm-up of 0, the clutches 111 and 112 are disengaged during regenerative braking, braking is performed by engine braking, and the engine 150
May be warmed up.

In the regenerative braking at the time of overdrive coupling (FIG. 29), the braking torque T
It is necessary for the front wheel assist motor 140 to cancel the anti-torque while outputting bf *. On the other hand, in the regenerative braking at the time of the underdrive coupling (FIG. 28), if the braking torque Tbf * is output by the front wheel assist motor 140, it is not necessary to control the clutch motor 130. Therefore,
In the case of performing regenerative braking, the underdrive connection is easier to control than the overdrive connection. In view of this point, when performing regenerative braking, the clutch 11
1, 112 may be switched to the underdrive state. In addition, taking advantage of the characteristics of the clutches 111 and 112 in the respective coupled states, the clutch 1
Processing for switching variously between 11 and 112 can be performed.

According to the hybrid vehicle of the present embodiment described above, in each of the EV running mode, the engine start mode, the normal running mode, and the regenerative braking mode, the required power or the braking power is supplied from the front axle 116 and the rear axle 118, respectively. The vehicle can be driven by four-wheel drive while outputting power. At this time, by switching the first clutch 111 and the second clutch 112 to various states, it is possible to travel without causing the circulation of power. As a result, in the hybrid vehicle according to the present embodiment, the driving efficiency can be improved while realizing four-wheel drive.

Further, in the hybrid vehicle of this embodiment,
Front wheels 116R, 116L or rear wheels 118R, 118L
If any of the slips, the torque distribution of the front and rear wheels can be changed appropriately. As a result, the required torque can always be transmitted to the road surface.
Therefore, according to the hybrid vehicle of the present embodiment, for example, when the coefficient of friction of the road surface is low, it is possible to drive stably while utilizing the characteristics of the four-wheel drive. Further, changing the torque distribution so as not to cause a slip means that a loss when transmitting the power output from the vehicle to the road surface can be suppressed. Therefore, according to the hybrid vehicle of the present embodiment, the driving efficiency during four-wheel drive can be improved.

(7) Configuration of Second Embodiment: Next, a hybrid vehicle according to a second embodiment of the present invention will be described. FIG. 32 is an explanatory diagram illustrating a schematic configuration of a hybrid vehicle as the second embodiment. In the hybrid vehicle of the second embodiment, the clutch motor 13
0, the planetary gear 200 and the motor generator 210
Is used. Other configurations are the same as those of the hybrid vehicle of the first embodiment (see FIG. 1).

The planetary gear 200 comprises a sun gear 201 rotating at the center, a planetary carrier 203 having a planetary pinion gear revolving around the outer periphery of the sun gear 201 while rotating, and a ring gear 2 rotating further around the outer periphery.
02. The sun gear 201, the planetary carrier 203, and the ring gear 202 have separate rotating shafts. The sun gear shaft 204, which is the rotation shaft of the sun gear 201, is hollow and connected to the rotor 212 of the motor generator 210. Planetary carrier shaft 20 that is the rotation axis of planetary carrier 203
6 is connected to the crankshaft 156 of the engine 150. A ring gear shaft 205, which is a rotation shaft of the ring gear 202, is connected to the front axle 116 via a differential gear 114.

The planetary gear 200 has a sun gear shaft 20.
4, planetary carrier shaft 206 and ring gear shaft 2
It is well known mechanically that the following relationship is established between the rotation speed and the torque of the three axes 05. That is, when the power states of two of the three rotating shafts are determined,
The power state of the remaining one rotating shaft is determined based on the following relational expression. Ns = (1 + ρ) / ρ × Nc−Nr / ρ; Nc = ρ / (1 + ρ) × Ns + Nr / (1 + ρ); Nr = (1 + ρ) Nc−ρNs; Ts = Tc × ρ / (1 + ρ) = ρTr; Tr = Tc / (1 + ρ); ρ = number of teeth of sun gear 121 / number of teeth of ring gear 122 (1);

Here, Ns is the rotation speed of the sun gear shaft 204; Ts is the torque of the sun gear shaft 204; Nc is the rotation speed of the planetary carrier shaft 206; Tc is the torque of the planetary carrier shaft 206; Nr is the rotation speed of the ring gear shaft 205. Tr is the torque of the ring gear shaft 205;

Motor generator 210 has the same configuration as front wheel assist motor 140 and rear wheel assist motor 160. That is, the motor generator 210 is connected to the stator 214
, And a three-phase synchronous motor in which a permanent magnet is attached to a rotor 212. Stator 2
14 is fixed to the case. When a three-phase alternating current is applied to the coil wound around the stator 214, a rotating magnetic field is generated, and the rotor 212 rotates by interaction with the permanent magnet attached to the rotor 212. The motor generator 210 includes the rotor 2
When the 12 is rotated by an external force, it also has a function as a generator that regenerates its power as electric power. The coil wound around stator 214 of motor generator 210 is electrically connected to inverter 191. The control unit 190 can control the operation of the motor generator 210 by turning on / off the transistor of the inverter 191.

Clutch motor 130 in the first embodiment
Has a function of transmitting the remaining power to the outer rotor 134 while regenerating part of the power input to the inner rotor 132 as electric power due to relative sliding between the inner rotor 132 and the outer rotor 134.
Also, by powering the clutch motor 130, the power input from the inner rotor 132 could be increased and transmitted to the outer rotor 134. Thus the first
In the embodiment, the clutch motor 130 functions as a power adjusting device that increases or decreases the power input from one shaft through the exchange of electric power and transmits the power to the other shaft.

In the second embodiment, the same function as the clutch motor 130 in the first embodiment can be achieved by the combination of the planetary gear 200 and the motor generator 210. The planetary carrier shaft 206 corresponds to the inner rotor shaft 133 of the clutch motor 130, and the ring gear shaft 205 corresponds to the outer rotor shaft 135. In the second embodiment, a function as a power adjusting device is achieved by combining these.

When power is input from the engine 150 to the planetary carrier shaft 206, the ring gear 202 and the sun gear 201 rotate according to the above equation (1). It is also possible to stop the rotation of either the ring gear 202 or the sun gear 201. As the ring gear 202 rotates, a part of the power output from the engine 150 can be transmitted to the front axle 116 in a mechanical form. Further, as the sun gear 201 rotates, a part of the power output from the engine 150 is
Regeneration as electric power can be performed by setting to 0. On the other hand, when the motor generator 210 is powered, the torque output from the motor generator 210 can be mechanically transmitted to the front axle 116 via the sun gear 201, the planetary carrier 203, and the ring gear 202. Therefore, the motor generator 2
By powering 10, the torque output from engine 150 can be increased and output to front axle 116. Thus, in the second embodiment, the same function as the clutch motor 130 can be achieved by the combination of the planetary gear 200 and the motor generator 210.

Also in the second embodiment, the first clutch 11
The front wheel power system can have various configurations depending on the connection state of the first and second clutches 112. Hereinafter, the power output from the engine 150 in the front wheel power system is transmitted along with the flow transmitted to the front axle 116 by the engine 15.
The side closer to 0 is called the upstream side, and the side closer to the front axle 116 is called the downstream side.

FIG. 33 shows a configuration in which the first clutch 111 is released and the second clutch 112 is engaged. In this configuration, the front wheel assist motor 140 is connected to the planetary gear 2
It is located downstream from 00. This connection state is called underdrive connection. This is a configuration corresponding to FIG. 2 in the first embodiment.

FIG. 34 shows a configuration in which the first clutch 111 is connected and the second clutch 112 is released. In this configuration, the front wheel assist motor 140 is connected to the planetary gear 2
It is located upstream from 00. This connection state is called overdrive connection. This is a configuration corresponding to FIG. 3 in the first embodiment.

First clutch 111, second clutch 112
FIG. 35 shows a configuration in which both are released. With this configuration, the front wheel assist motor 140 has no effect on the transmission of power. This is a configuration corresponding to FIG. 4 in the first embodiment.

First clutch 111, second clutch 112
FIG. 36A shows a configuration in which both are combined. In this configuration, the crankshaft 156 of the engine 150 and the ring gear shaft 205
Are directly connected. At this time, all three gears provided in the planetary gear 200 rotate integrally at the same rotation speed. As a result, the motor generator 210 stops functioning. Accordingly, the configuration when both clutches 111 and 112 are connected has the same meaning as the configuration shown in FIG.
This is a configuration corresponding to FIG. 5 in the first embodiment.

(8) Operation control processing in the second embodiment:
An operation control process according to the second embodiment will be described. The hybrid vehicle of the second embodiment can also run in the same operation mode as the hybrid vehicle of the first embodiment. The CPU in the control unit 190 (hereinafter simply referred to as “CP
U "), as in the first embodiment, controls the hybrid vehicle by periodically executing various control processing routines.

When the operation of the hybrid vehicle is started,
The CPU executes the operation control processing routine to determine the operation mode. This processing is the same as the processing in the first embodiment (see FIG. 6). Also in the present embodiment, as the operation modes of the hybrid vehicle, “EV traveling”, “engine start”
There are four states of “normal running” and “regenerative braking”. Less than,
Each operation mode will be described.

First, the EV traveling mode will be described.
The contents of the control processing in the EV running mode are the same as the processing contents in the first embodiment (see FIG. 8). However, the motor target torque and the rotation speed setting process (step S2 in FIG. 8)
40) is different from the first embodiment.

FIG. 37 is a flowchart showing the contents of the process for setting the motor target torque and the number of revolutions in the second embodiment when the underdrive is coupled. In this process, the CPU executes the front wheel assist motor 140, the motor generator,
The target rotation speed and the torque of the rear wheel assist motor 160 are set as follows.

In the underdrive connection, the required torque Tdf from the front axle 116 by the front wheel assist motor 140
It is necessary to output power consisting of * and the rotation speed Nd *. Therefore, the target rotational speed N of the front wheel assist motor 140
The rotation speed Nd * is set as 1 *. The required torque Tdf * of the front axle 116 is set as the target torque (step S600).

During the EV running, the operation of the engine 150 is stopped. Engine 150 crankshaft 156
When the torque is not transmitted to the
As is clear from FIG. 7, the torque of the motor generator 210 also takes the value 0. Therefore, the CPU substitutes the value 0 as the target torque Tg * of the motor generator 210 (step S602). If the torque is a value of 0, the target rotation speed has no meaning in control, and thus the CPU sets the target rotation speed Ng * of the motor generator 210 to a default value. As a result, the motor generator 210 uses the ring gear shaft 205
Substitute the rotational speed Nd * of the front axle 116 into the rotational speed Nr of
The planetary carrier shaft 206 rotates at a rotation speed “−Nd * / ρ” obtained by substituting a value 0 into the rotation speed Ng. The setting of the target rotation speed N2 * and the target torque T2 * of the rear wheel assist motor 160 is the same as that of the first embodiment (step S246 in FIG. 11). That is, the target rotation speed N2
The rotation speed Nd * of the rear axle 118 is set as *, and the required torque Tdr * of the rear axle 118 is set as the target torque T2 *.
Is set (step S604).

FIG. 38 is a flowchart showing the contents of the process for setting the motor target torque and the number of revolutions in the second embodiment when the overdrive is coupled. In this process, the CPU executes the front wheel assist motor 140, the motor generator,
The target rotation speed and the torque of the rear wheel assist motor 160 are set as follows.

In the case of overdrive coupling, the required power is generated by powering the
16 can be output. Therefore, in the process of setting the motor target torque and the number of revolutions, the CPU
“−Nd * / ρ” is set as the target rotation speed Ng * of 0 (step S610). This rotation speed is obtained by substituting the rotation speed Nd * set as the required power into the rotation speed Nr of the ring gear shaft 205 in the above equation (1),
This is the rotation speed calculated by substituting the value 0 into the rotation speed Ng of No. 6. “Ρ × Tdf *” is set as the target torque Tg * (step S610). This torque is obtained by adding the torque Tr of the ring gear shaft 205 to the front axle 11 in the above equation (1).
6 is set by substituting the required torque Tdf * of FIG.

When the torque is output from the motor generator 210, it is necessary to output the torque to the planetary carrier shaft 206 so that the relationship of the above equation (1) is satisfied. For this purpose, the CPU sets the value 0 as the target rotation speed N1 * of the front wheel assist motor 140, and sets “(1 + ρ) Tdf *” as the target torque T1 * (step S61).
2). This torque is a value calculated as the torque of the planetary carrier shaft 206 by the above equation (1). For the rear wheel assist motor 160, the rotation speed Nd * of the drive shaft is set as the target rotation speed, and the required torque Tdr * of the rear axle 118 is set as the target torque T2 * (step S614).

Next, the engine start mode will be described. The content of the control process in the engine start traveling mode is the same as the content of the process in the first embodiment (see FIG. 13). However, the processing contents of the motor target torque and rotation speed setting processing (step S340 in FIG. 13) are different from those of the first embodiment.

FIG. 39 is a flowchart showing the contents of the process for setting the target motor torque and the number of revolutions in the second embodiment when the underdrive is coupled. In this process, the CPU executes the front wheel assist motor 140, the motor generator,
The target rotation speed and the torque of the rear wheel assist motor 160 are set as follows.

In the underdrive connection (the state shown in FIG. 2), torque can be applied to engine 150 by motor generator 210. Therefore, the CPU operates the motor generator 21.
"Ρ / (1 + ρ) Tst" as the target torque Tg * of 0
Set. This torque is the value of the torque Ts of the sun gear shaft when the starting torque Tst for motoring the engine 150 is substituted for the torque Tg of the planetary carrier shaft 206 by the above equation (1). The starting torque Tst is a value set in advance by an experiment or the like. It may be a constant value or a value that changes according to the temperature state of engine 150.

[0213] Target rotation speed N of front wheel assist motor 140
As 1 *, the rotational speed Nd * set as the required power is set as in the case of the EV traveling control. Target torque T
1 * is set so that the required torque Tdf * can be output from the front axle 116. At this time, in order to output the starting torque Tst to the crankshaft 156 of the engine 150, the front axle 116 is required to have a torque determined by the above equation (1) according to the output torque of the motor generator 210. This value is “Tst / (1 + ρ)”. Accordingly, the CPU calculates the required torque Tdf * as the required torque Td * of the front wheel assist motor 140 and the torque “Tst / (1 + ρ)”.
, That is, “Tdf * + Tst / (1 + ρ)” is set (step S622).

On the other hand, as the target rotation speed N2 * of the rear wheel assist motor 160, the rotation speed Nd * set as the required power is set as in the case of the EV traveling control. Also,
The target torque is the required torque Tdr of the rear axle 118.
* Is set (step S624).

FIG. 40 is a flowchart showing the contents of the process for setting the motor target torque and the number of revolutions in the second embodiment when the overdrive is coupled. In this process, the CPU determines that the front wheel assist motor 140 and the motor generator 2
10 and the target rotation speed and torque of the rear wheel assist motor 160 are set as follows.

In the overdrive connection (the state shown in FIG. 3), the motor generator 210 outputs power to the front axle 116 while the front wheel assist motor 140
Zero torque can be applied. Therefore, the CPU sets “(1 + ρ)” as the target rotation speed Ng * of the motor generator 210.
/ ΡNe * -Nd * / ρ ”. In the above equation (1), the rotational speed Nd * set as the required power is substituted for the rotational speed of the ring gear shaft 205 and the rotational speed Ne * of the engine 150 is substituted for the rotational speed Ng of the planetary carrier shaft 206 in the above equation (1). Is the rotation speed calculated as follows. Also,
“ΡTdf *” is substituted for the target torque Tg *. This is a value obtained by substituting the required torque Tdf * of the front axle 116 into the torque of the ring gear shaft 205 in the above equation (1).

The target rotation speed N of the front wheel assist motor 140
As 1 *, the rotation speed Ne * of the engine 150 is set. The value is 0 immediately after the start of the engine start control process. As the target torque T1 *, the starting torque Tst for motoring the engine 150 and the torque “(1+
ρ) Tdf * ”is set (step S63).
2). The torque “(1 + ρ) Tdf *” corresponds to the motor generator 2
In order to output the required power Tdf * from the front axle 116 with the output torque from 10, the torque is required for the planetary gear shaft 206 based on the above equation (1).

On the other hand, as the target rotation speed N2 * of the rear wheel assist motor 160, the rotation speed Nd * set as the required power is set as in the case of the EV traveling control. Also,
The target torque is the required torque Tdr of the rear axle 118.
* Is set (step S634).

Next, the normal driving mode will be described. The contents of the control processing in the normal traveling mode are the same as the contents of the processing in the first embodiment (see FIG. 16). However, the process for setting the motor target torque and the number of revolutions (step S in FIG. 16)
450) is different from that of the first embodiment. Also,
Step S416 in the clutch switching process (FIG. 19) is different from that of the first embodiment because of the relationship of transmitting the torque via the planetary gear 200. In the first embodiment, in step S416, the torque Te * of the engine 150 and the torque Tdf * of the front axle 116 are compared. On the other hand, in the second embodiment, the torque Te * of the engine 150 is compared with “(1 + ρ) Tdf *”.
“(1 + ρ) Tdf *” is the planetary carrier shaft 206 when the required torque Tdf * of the front axle 116 is substituted for the torque Tr of the ring gear shaft 205 in the above equation (1).
Is the torque Tc.

FIG. 41 is a flowchart showing the contents of the process for setting the motor target torque and the number of revolutions in the second embodiment when the underdrive is coupled. In this process, the CPU executes the front wheel assist motor 140, the motor generator,
The target rotation speed and the torque of the rear wheel assist motor 160 are set as follows.

The CPU sets “(1 + ρ) / ρNe * −Nd * / ρ” as the target rotation speed Ng * of the motor generator 210 (step S640). This rotation speed is obtained by substituting the rotation speed Nd * of the front axle 116 into the rotation speed Nr of the ring gear shaft 205 and the rotation speed Ng of the engine 150 into the rotation speed Ng of the planetary carrier shaft 206 in the above equation (1).
The rotation speed obtained by substituting *. Further, the CPU sets the target torque Tg * of the motor generator 210 to “−ρ / (1
+ Ρ) Te * ”is set (step S640). In the above equation (1), if the target torque Te * of the engine 150 is substituted for the torque Tr of the planetary carrier shaft 206, the torque output from the engine 150 to the sun gear shaft 204 can be obtained. The torque is a value set as a torque that cancels this torque. At this time, the motor generator 210 regenerates power corresponding to the product of the target rotation speed Ng * and the target torque Tg * as electric power.

In the underdrive connection, the front wheel assist motor 140 is connected to the front axle 116.
Therefore, the target rotation speed N1 * of the front wheel assist motor 140
Is set as Nd *. The target torque T1 * is set to a value at which the required torque Tdf * can be output from the front axle 116. A part of the torque output from the engine 150 is output to the front axle 116 based on the above equation (1). Therefore, the target torque of the front wheel assist motor 140 is set to the required torque Tdf in consideration of this torque.
* So that "Tdf * -Te * /
(1 + ρ) ”is set (step S642). The target rotational speed N2 * of the rear wheel assist motor 160 is set to the rotational speed Nd * set as the required power, and the target torque T2 * is set to the required torque Tdr * of the rear axle 118 (step S644). Front wheel assist motor 140
The electric power for powering the rear wheel assist motor 160 is electric power regenerated by the motor generator 210.

FIG. 42 is a flowchart showing the contents of the process for setting the motor target torque and the number of revolutions in the second embodiment when the overdrive is coupled. In this process, the CPU executes the front wheel assist motor 140, the motor generator,
The target rotation speed and the torque of the rear wheel assist motor 160 are set as follows.

The CPU calculates the target rotation speed N of the motor generator 210.
“(1 + ρ) / ρNe * −Nd * / ρ” is set as g *. In the above equation (1), the rotation speed is obtained by adding the rotation speed Nr of the front axle 116 to the rotation speed Nr of the ring gear shaft 205.
And the rotational speed Ne * of the engine 150 is substituted for the rotational speed Ng of the planetary carrier shaft 206. Further, the CPU calculates the target torque T of the motor generator 210.
“ρTdf *” is set as g * (step S65)
0). In the above equation (1), the torque is the required torque Td of the front axle 116 as the torque of the ring gear shaft 205.
It is a value obtained by substituting f *.

In the overdrive connection, the front wheel assist motor 140 is connected to the crankshaft 15 of the engine 150.
It is directly connected to 6. Accordingly, the CPU sets the rotation speed Ne * of the engine 150 as the target rotation speed N1 * of the front wheel assist motor 140 (step S652). Also,
The target torque T1 * is set so as to apply a load Te * to the engine 150. In the above equation (1), the required torque T of the front axle 116 is used as the torque of the ring gear shaft 205.
By substituting df *, the torque Tg of the planetary carrier shaft 206 is calculated as “(1 + ρ) Tdf *”. The target torque Te * of the engine 150 is T
g does not always match. Therefore, the CPU sets “(1 + ρ) Tdf * −Te *” corresponding to the difference between the two as the target torque T1 * of the front wheel assist motor 140 (step S652). At the time of overdrive, the target torque T1 * of the front wheel assist motor 140 has a negative value. Therefore, in the front wheel assist motor 140,
The power corresponding to the product of the target torque T1 * and the target rotation speed N1 * is regenerated as electric power. The electric power thus regenerated is supplied to the motor generator 210 and the rear wheel assist motor 160
Used for powering.

The target rotation speed N of the rear wheel assist motor 160
The rotation speed Nd * set as the required power is set in 2 *, and the required torque Tdr * of the rear axle 118 is set in the target torque T2 * (step S654).

In the processing for setting the motor target torque and the rotation speed in the second embodiment, the first clutch 111 and the second
FIG. 4 shows the processing contents when both clutches 112 are released.
3 is shown in the flowchart. In this process, the CPU sets the target rotation speed and torque of the front wheel assist motor 140, the motor generator, and the rear wheel assist motor 160 as follows.

The CPU calculates the target rotation speed N of the motor generator 210.
“(1 + ρ) / ρNe * −Nd * / ρ” is set as g * (step S662). This rotation speed is obtained by substituting the rotation speed Nd * of the front axle 116 for the rotation speed Nr of the ring gear shaft 205 in the above equation (1), and the rotation speed Ne * of the engine 150 for the rotation speed Ng of the planetary carrier shaft 206.
Is obtained by substituting. Further, the CPU sets “ρTe *” as the target torque Tg * of the motor generator 210 (step S662). This torque is a value obtained by substituting the target torque Te * of the engine 150 into the torque Tr of the planetary carrier shaft 206 in the above equation (1).

When both clutches 111 and 112 are released, front wheel assist motor 140 does not affect power transmission, as is apparent from the configuration shown in FIG. Therefore,
The CPU calculates the target rotation speed N1 * of the front wheel assist motor 140.
And a default value is set as the target torque T1 * (step S662). In this embodiment, the value 0 is set as a default value.

[0230] Target rotation speed N of rear wheel assist motor 160
The rotation speed Nd * set as the required power is set in 2 *, and the required torque Tdr * of the rear axle 118 is set in the target torque T2 * (step S664).

In the motor target torque and rotation speed setting processing in the second embodiment, the first clutch 111 and the second clutch
FIG. 4 shows the processing contents when both clutches 112 are connected.
4 is shown in the flowchart. In this process, the CPU sets the target rotation speed and the torque of the front wheel assist motor 140, the motor generator, and the rear wheel assist motor 160 as follows.

As is apparent from the configuration shown in FIG. 36, motor generator 210 does not affect power transmission. Therefore, CP
U sets default values as the target rotation speed Ng * and the target torque Tg * of the motor generator 210 (step S).
670). In this embodiment, the value 0 is set as a default value.

In the state where both clutches 111 and 112 are engaged, the rotation speed of front wheel assist motor 140 is equal to the rotation speed of engine 150 and the rotation speed of front axle 116, as is apparent from the configuration shown in FIG. Therefore, CPU
Sets the rotation speed Ne * of the engine 150 as the target rotation speed N1 * of the front wheel assist motor 140. Also,
The target torque T1 * is applied to the engine 150 by the load torque Te *.
Is set, "Tdf * -Te *" is set so that the required torque Tdf * can be output from the front axle 116 (step S672).

The target rotation speed N of the rear wheel assist motor 160
The rotation speed Nd * set as the required power is set in 2 *, and the required torque Tdr * of the rear axle 118 is set in the target torque T2 * (step S674).

Finally, the regenerative braking traveling mode will be described. The content of the control process in the regenerative braking traveling mode is the same as the content of the process in the first embodiment (see FIG. 26). However, the motor target torque and the rotation speed setting processing (FIG. 26)
The processing content of step S550) is different from that of the first embodiment.

FIG. 45 is a flowchart showing the contents of the process for setting the motor target torque and the number of revolutions in the second embodiment when the underdrive is coupled. In this process, the CPU executes the front wheel assist motor 140, the motor generator,
The target rotation speed and the torque of the rear wheel assist motor 160 are set as follows.

The CPU sets the rotation speed Nd * of the front axle 116 as the target rotation speed N1 * of the front wheel assist motor 140 (step S680). Further, a braking torque Tbf * of the front axle 116 is set as the target torque T1 * (step s680). With this setting, the set braking torque Tb * is output from the front wheel assist motor 140 to the front axle 116. Therefore, C
PU is 0 as the target torque Tg * of the motor generator 210.
Set. When the target torque Tg * is 0, the setting of the target rotation speed Ng * is meaningless for control, and the CPU sets the default as the target rotation speed Ng * (step S682). Rear wheel assist motor 160
The target rotational speed N2 * is set to the rotational speed Nd * set as the braking power, and the target torque T2 * is set to the rear axle 11
8 is set (step S68).
4).

FIG. 46 is a flowchart showing the contents of the process for setting the motor target torque and the number of revolutions in the second embodiment when the overdrive is coupled. In this process, the CPU executes the front wheel assist motor 140, the motor generator,
The target rotation speed and the torque of the rear wheel assist motor 160 are set as follows.

The CPU calculates the target rotation speed N of the motor generator 210.
“(1 + ρ) / ρNe * −Nd * / ρ” is set as d * (step S690). This rotation speed is obtained by substituting the rotation speed of the front axle 116 into the rotation speed Nr of the ring gear shaft 205 in the above equation (1),
It is a value obtained by substituting the rotation speed Ne * of the engine 150 as the rotation speed of 06. The CPU is a motor generator 2
“ΡTbf *” is set as the ten target torques Tg *. This torque is equal to the ring gear shaft 20 in the above equation (1).
5 is obtained by substituting the braking torque Tbf * of the front axle 116 into the torque Tr of No. 5 (step S6).
90).

In the overdrive connection, the front wheel assist motor 140 is connected to the crankshaft 156. Therefore, the CPU determines that the front wheel assist motor 140
Of the engine 150 as the target rotation speed N1 * of the engine 150
* Is set (step S692). Engine 150
Is operated in the idle state, so that the target torque T1 *
Is set so as not to apply a load to the engine 150. At this time, the torque "(1 + ρ) /
ρTbf * ”is output. Therefore, “(1 + ρ) / ρTbf *” is set as the target torque T1 * of the front wheel assist motor 140 so as to offset this torque (step S692).

[0241] Target rotation speed N of rear wheel assist motor 160
The rotation speed Nd * set as the braking power is set in 2 *, and the braking torque Tbr * of the rear axle 118 is set in the target torque T2 * (step S694).

The processing for setting the motor target torque and the number of revolutions in the second embodiment will be described with reference to the first clutch 111 and the second
FIG. 4 shows the processing contents when both clutches 112 are released.
7 is shown in the flowchart. In this process, the CPU sets the target rotation speed and the torque of the front wheel assist motor 140, the motor generator, and the rear wheel assist motor 160 as follows.

The CPU calculates the target rotation speed N of the motor generator 210.
“(1 + ρ) / ρNe * −Nd * / ρ” is set as d * (step S700). This rotation speed is obtained by substituting the rotation speed Nd * of the front axle 116 for the rotation speed Nr of the ring gear shaft 205 in the above equation (1), and the rotation speed Ne * of the engine 150 for the rotation speed Ng of the planetary carrier shaft 206.
Is obtained by substituting. Further, the CPU sets “ρTbf *” as the target torque Tg * of the motor generator 210 (step S700). This torque is calculated by the above equation (1)
Is a value obtained by substituting the braking torque Tbf * into the torque Tr of the ring gear shaft 205.

In the state where both clutches 111 and 112 are released, front wheel assist motor 140 does not affect the transmission of power, as is apparent from the configuration shown in FIG. Therefore,
The CPU calculates the target rotation speed N1 * of the front wheel assist motor 140.
A default value is set as the target torque T1 * (step S702). In this embodiment, the value 0 is set as a default value.

The target rotation speed N of the rear wheel assist motor 160
The rotation speed Nd * set as the braking power is set in 2 *, and the braking torque Tbr * of the rear axle 118 is set in the target torque T2 * (step S704).

The processing for setting the target motor torque and the number of revolutions in the second embodiment will be described with reference to the first clutch 111 and the second clutch.
FIG. 4 shows the processing contents when both clutches 112 are connected.
8 is shown in the flowchart. In this process, the CPU sets the target rotation speed and the torque of the front wheel assist motor 140, the motor generator, and the rear wheel assist motor 160 as follows.

As is apparent from the configuration shown in FIG. 36, motor generator 210 does not affect power transmission. Therefore, CP
U sets default values as the target rotation speed Ng * and the target torque Tg * of the motor generator 210 (step S).
710). In this embodiment, the value 0 is set as a default value.

In the state where both clutches 111 and 112 are engaged, as is apparent from the configuration shown in FIG. 36, the rotation speed of front wheel assist motor 140 is equal to rotation speed Nd * set as the braking power. Therefore, the CPU sets this rotation speed Nd * as the target rotation speed N1 * of the front wheel assist motor 140 (step S710). Further, a braking torque Tbf * to be output from the front axle 116 is set as the target torque T1 * (step S712).

[0249] Target rotation speed N of rear wheel assist motor 160
The rotation speed Nd * set as the braking power is set in 2 *, and the braking torque Tbr * of the rear axle 118 is set in the target torque T2 * (step S714).

According to the hybrid vehicle of the present embodiment described above, power is circulated by switching the first clutch 111 and the second clutch 112 to various states, similarly to the hybrid vehicle of the first embodiment. It is possible to travel in various modes without the need. As a result, in the hybrid vehicle according to the present embodiment, the driving efficiency can be improved while realizing four-wheel drive.

Further, in the hybrid vehicle of this embodiment,
As with the hybrid vehicle of the first embodiment, the front wheels 116R,
When either the wheel 116L or the rear wheels 118R, 118L slips, the torque distribution of the front and rear wheels can be changed appropriately. Therefore, according to the hybrid vehicle of the present embodiment, for example, when the coefficient of friction of the road surface is low, it is possible to drive stably while utilizing the characteristics of the four-wheel drive. Further, according to the hybrid vehicle of the present embodiment, the driving efficiency at the time of four-wheel drive can be improved.

In both the embodiments described above,
No reduction gear is provided in the front wheel power system and the rear wheel power system. On the other hand, a reduction gear may be provided. In this case, the rotation speed and the torque of the outer rotor shaft 135 of the clutch motor 130 in the first embodiment, and the rotation speed and the torque of the ring gear shaft 205 of the planetary gear 200 in the second embodiment are regarded as the rotation speed and the torque of the front axle 116, respectively. What is necessary is just to perform each control mentioned above.

The embodiment of the hybrid vehicle has been described above. The hybrid vehicle described above has a front axle 11
6, a vehicle that travels by outputting power from two drive shafts of a rear axle 118. Therefore, in the hybrid vehicle of the present embodiment, the front wheels 116R and 116L and the rear wheels 118
Except for R and 118L, the power output device outputs power from the two drive shafts. The above-described embodiment may be regarded as such a power output device, and may be applied to various devices using the power output from two drive shafts.

Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course. For example, in the hybrid vehicle of the present embodiment, the gasoline engine 150 is used as a prime mover, but a diesel engine or another device serving as a power source can be used. Further, in the present embodiment, all three-phase synchronous motors are applied as motors, but an induction motor or another AC motor and DC motor may be used. Further, in the present embodiment, various control processes are realized by the CPU executing software, but such control processes may be realized by hardware.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing an overall configuration of a hybrid vehicle as a first embodiment of the present invention.

FIG. 2 is an explanatory diagram showing a schematic configuration of a front wheel power system at the time of overdrive coupling in the hybrid vehicle of the first embodiment.

FIG. 3 is an explanatory diagram showing a schematic configuration of a front wheel power system at the time of overdrive coupling in the hybrid vehicle of the first embodiment.

FIG. 4 shows a first example of the hybrid vehicle according to the first embodiment.
FIG. 4 is an explanatory diagram showing a schematic configuration of a front wheel power system when both a clutch and a second clutch are released.

FIG. 5 shows a first example of the hybrid vehicle according to the first embodiment.
FIG. 4 is an explanatory diagram showing a schematic configuration of a front wheel power system when a clutch and a second clutch are connected together.

FIG. 6 is a flowchart illustrating a flow of an operation control routine for the hybrid vehicle of the first embodiment.

FIG. 7 is an explanatory diagram illustrating a relationship between an operation mode and a traveling state of the vehicle in the hybrid vehicle according to the first embodiment.

FIG. 8 shows an EV of the hybrid vehicle according to the first embodiment.
It is a flowchart which shows the flow of a drive control processing routine.

FIG. 9 is a flowchart illustrating a flow of a braking torque correction processing routine for the hybrid vehicle of the first embodiment.

FIG. 10 is a graph showing a relationship between a rotational speed difference and a torque correction amount for the hybrid vehicle of the first embodiment.

FIG. 11 shows a hybrid vehicle according to the first embodiment;
It is a flowchart which shows the flow of a motor target torque and a rotation speed setting process at the time of overdrive coupling in the V running mode.

FIG. 12 shows a hybrid vehicle according to the first embodiment;
It is a flowchart which shows the flow of a motor target torque and a rotation speed setting process at the time of overdrive coupling in the V running mode.

FIG. 13 is a flowchart showing a flow of an engine start control processing routine for the hybrid vehicle of the first embodiment.

FIG. 14 is a flowchart illustrating a flow of a process of setting a motor target torque and a rotation speed when the overdrive is coupled in the engine start traveling mode in the hybrid vehicle of the first embodiment.

FIG. 15 is a flowchart illustrating a flow of a process of setting a motor target torque and a number of revolutions in the hybrid vehicle of the first embodiment at the time of overdrive coupling in the engine start traveling mode.

FIG. 16 is a flowchart showing a flow of a normal traveling control processing routine for the hybrid vehicle of the first embodiment.

FIG. 17 is an explanatory diagram showing a relationship between an engine operating point and operating efficiency.

FIG. 18 is an explanatory diagram showing the relationship between the engine speed and the operating efficiency when the output power is constant.

FIG. 19 is a flowchart illustrating a flow of a clutch switching process for the hybrid vehicle of the first embodiment.

FIG. 20 is a flowchart illustrating a flow of a process of setting a motor target torque and a rotation speed in the hybrid vehicle of the first embodiment at the time of overdrive coupling in the normal driving mode.

FIG. 21 is a flowchart illustrating a flow of a process of setting a motor target torque and a number of revolutions in the hybrid vehicle of the first embodiment at the time of overdrive coupling in the normal traveling mode.

FIG. 22 is a flowchart illustrating a flow of a process of setting a motor target torque and a rotation speed when the two clutches are disengaged in the normal running mode in the hybrid vehicle according to the first embodiment.

FIG. 23 is a flowchart illustrating a flow of a motor target torque and rotation speed setting process when the two clutches are engaged in the normal running mode in the hybrid vehicle according to the first embodiment.

FIG. 24 is a flowchart illustrating a flow of a braking torque correction processing routine according to a second aspect in the normal driving mode for the hybrid vehicle of the first embodiment.

FIG. 25 is an explanatory diagram showing how an engine operating point is converted.

FIG. 26 is a flowchart showing the flow of a regenerative braking control processing routine for the hybrid vehicle of the first embodiment.

FIG. 27 is a flowchart illustrating a flow of a braking torque correction processing routine for the hybrid vehicle of the first embodiment.

FIG. 28 is a flowchart illustrating a flow of a process of setting a motor target torque and a rotation speed when overdrive coupling in a regenerative braking mode is performed on the hybrid vehicle of the first embodiment.

FIG. 29 is a flowchart illustrating a flow of a process of setting a motor target torque and a rotation speed when the overdrive is coupled in the regenerative braking mode in the hybrid vehicle according to the first embodiment.

FIG. 30 is a flowchart illustrating a flow of a motor target torque and rotation speed setting process when the two clutches are disengaged in the regenerative braking mode in the hybrid vehicle according to the first embodiment.

FIG. 31 is a flowchart illustrating a flow of a process of setting a motor target torque and a number of revolutions of the hybrid vehicle according to the first embodiment when both clutches are engaged in a regenerative braking mode.

FIG. 32 is an explanatory diagram showing an overall configuration of a hybrid vehicle as a second embodiment of the present invention.

FIG. 33 is an explanatory diagram showing a schematic configuration of a front wheel power system at the time of overdrive coupling in the hybrid vehicle of the second embodiment.

FIG. 34 is an explanatory diagram showing a schematic configuration of a front wheel power system at the time of overdrive coupling in the hybrid vehicle of the second embodiment.

FIG. 35 is an explanatory diagram showing a schematic configuration of a front wheel power system when a first clutch and a second clutch are both disengaged in the hybrid vehicle of the second embodiment.

FIG. 36 is an explanatory diagram showing a schematic configuration of a front wheel power system when a first clutch and a second clutch are both engaged in the hybrid vehicle of the second embodiment.

FIG. 37 shows a hybrid vehicle according to a second embodiment;
It is a flowchart which shows the flow of a motor target torque and a rotation speed setting process at the time of overdrive coupling in the V running mode.

FIG. 38 shows the hybrid vehicle of the second embodiment,
It is a flowchart which shows the flow of a motor target torque and a rotation speed setting process at the time of overdrive coupling in the V running mode.

FIG. 39 is a flowchart illustrating a flow of a motor target torque and rotation speed setting process when the overdrive is coupled in the engine start traveling mode in the hybrid vehicle according to the second embodiment.

FIG. 40 is a flowchart showing a flow of a motor target torque and rotation speed setting process when the overdrive is coupled in the engine start traveling mode in the hybrid vehicle of the second embodiment.

FIG. 41 is a flowchart showing a flow of a process of setting a motor target torque and a rotation speed in the hybrid vehicle of the second embodiment at the time of overdrive coupling in the normal traveling mode.

FIG. 42 is a flowchart illustrating a flow of a process of setting a motor target torque and a number of revolutions in the hybrid vehicle according to the second embodiment at the time of overdrive coupling in the normal traveling mode.

FIG. 43 is a flowchart showing a flow of a process of setting a motor target torque and a rotation speed when the two clutches are disengaged in the normal running mode for the hybrid vehicle of the second embodiment.

FIG. 44 is a flowchart showing a flow of a motor target torque and rotation speed setting process when the two clutches are engaged in the normal running mode in the hybrid vehicle of the second embodiment.

FIG. 45 is a flowchart illustrating a flow of a process of setting a motor target torque and a rotation speed when the overdrive is coupled in the regenerative braking mode in the hybrid vehicle according to the second embodiment.

FIG. 46 is a flowchart showing a flow of a process of setting a motor target torque and a rotation speed when overdrive coupling in a regenerative braking mode is performed on the hybrid vehicle of the second embodiment.

FIG. 47 is a flowchart illustrating a flow of a process of setting a motor target torque and a rotation speed when the two clutches are released in the regenerative braking mode in the hybrid vehicle according to the second embodiment.

FIG. 48 is a flowchart showing a flow of a process of setting a motor target torque and a rotation speed when the two clutches are connected in the regenerative braking mode in the hybrid vehicle according to the second embodiment.

FIG. 49 is an explanatory diagram showing a schematic configuration of a conventional two-motor type four-wheel drive hybrid vehicle.

FIG. 50 is an explanatory diagram showing a schematic configuration of a conventional three-motor type four-wheel drive hybrid vehicle.

FIG. 51 is an explanatory diagram showing a state of power output during overdrive in a two-motor hybrid vehicle.

FIG. 52 is an explanatory diagram showing a state of power output during overdrive in a two-motor hybrid vehicle.

FIG. 53 is an explanatory diagram showing a state of power output during overdrive in a three-motor hybrid vehicle.

FIG. 54 is an explanatory diagram showing a state of power output during overdrive in a three-motor hybrid vehicle.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 22 ... Drive shaft 23 ... Transmission gear 24 ... Differential gear 26, 27, 28, 29 ... Drive wheel 30 ... Clutch motor 32 ... Outer rotor 34 ... Inner rotor 40 ... Electric motor 45 ... Second electric motor 50 ... Prime mover 80 ... Control devices 91, 92 ... Drive circuit 94 ... Battery 111 ... First clutch 112 ... Second clutch 114 ... Differential gear 116 ... Front axle 116R, 116L ... Front wheel 117 ... Rotation speed sensor 118 ... Rear axle 118R, 118L ... Rear wheel 119 ... Rotation speed sensor 130 ... clutch motor 132 ... inner rotor 133 ... inner rotor shaft 134 ... outer rotor 135 ... outer rotor shaft 140 ... front wheel assist motor 142 ... rotor 144 ... stator 150 ... engine 152 ... rotation speed sensor 156 ... crankshaft 160 ... Wheel assist motor 162 Rotor 164 Stator 165 Accelerator pedal position sensor 166 Brake pedal position sensor 170 EFIECU 190 Control unit 191, 192, 193 Inverter 194 Battery 200 Planetary gear 201 Sun gear 202 Ring gear 203 Planetary Carrier 204: sun gear shaft 205: ring gear shaft 206: planetary carrier shaft 210: motor generator 212: rotor 214: stator

Claims (29)

[Claims] 1. A hybrid vehicle capable of running by outputting power to first and second drive shafts, wherein the motor has an output shaft, and is coupled to the output shaft and the first drive shaft. A power adjusting device capable of increasing or decreasing mechanical power input from one of the output shaft and the first drive shaft through the exchange of electric power and transmitting the mechanical power to the other; and A coupled first motor, a second motor having a rotation axis different from any of the output shaft, the first drive shaft, and the second drive shaft; coupling and disconnection of the rotation shaft and the output shaft A connecting device for connecting and disconnecting the rotating shaft and the first drive shaft; a specifying device for specifying a running state of the hybrid vehicle; The first connection device and the first connection device The second controls the connection device, a hybrid vehicle and a connection controlling means for switching the coupling state between said output shaft and said the rotational axis of the second electric motor the first drive shaft. 2. The hybrid vehicle according to claim 1, wherein the power adjustment device includes: a first rotor coupled to the output shaft; and a first rotor coupled to the first drive shaft. A hybrid vehicle that is a paired rotor motor having a second rotor that is relatively rotatable coaxially. 3. The hybrid vehicle according to claim 1, wherein the power adjustment device includes: a first shaft connected to the output shaft; and a second shaft connected to the first drive shaft. Has a third axis different from the first axis and the second axis, and when the power state of two of these three axes is determined, the power state of the remaining one axis is determined. A hybrid vehicle having a three-axis power transmission device, wherein a third electric motor different from the first electric motor and the second electric motor is connected to the third shaft. 4. The hybrid vehicle according to claim 1, further comprising: a power setting unit configured to set a sum of powers to be output from the first drive shaft and the second drive shaft as a required power; Controlling the operations of the power adjusting device, the first electric motor and the second electric motor,
And a drive control means for outputting the required power from a drive shaft of the hybrid vehicle. 5. The hybrid vehicle according to claim 4, wherein said specifying means specifies a magnitude relationship between a rotation speed of said first drive shaft and a rotation speed of said output shaft as a running state of the vehicle. And the connection control means, when it is determined that the rotation speed of the first drive shaft is significantly smaller than the rotation speed of the output shaft, drives the rotation shaft of the second electric motor to the first drive. A hybrid vehicle that is means for coupling to a shaft. 6. The hybrid vehicle according to claim 4, wherein the specifying unit specifies a magnitude relationship between a rotation speed of the first drive shaft and a rotation speed of the output shaft as a running state of the vehicle. And the connection control means couples the rotation shaft of the second electric motor to the output shaft when it is determined that the rotation speed of the first drive shaft is significantly greater than the rotation speed of the output shaft. A hybrid vehicle that is a means to do. 7. The hybrid vehicle according to claim 4, wherein the specifying means specifies a magnitude relationship between a rotation speed of the first drive shaft and a rotation speed of the output shaft as a running state of the vehicle. The connection control means is means for coupling the second electric motor to both the output shaft and the first drive shaft when the rotation speeds of the output shaft and the drive shaft are substantially the same; vehicle. 8. The hybrid vehicle according to claim 4, wherein the power setting means is configured to output the required power from the first drive shaft with a predetermined torque distribution from the second drive shaft. A power distribution unit that distributes the power to be output, wherein the specifying unit specifies a relationship between a torque to be output from the first drive shaft and a torque of the output shaft as a running state of the vehicle. The connection control means, when the ratio between the torque of the output shaft and the torque to be output from the first drive shaft substantially matches the torque conversion ratio in the power adjusting device, A hybrid vehicle that is means for disconnecting from both the output shaft and the first drive shaft. 9. The hybrid vehicle according to claim 4, wherein the power setting means is configured to output the required power from the first drive shaft with a predetermined torque distribution from the second drive shaft. A power distribution unit that distributes the power to be output, wherein the specifying unit is a unit that specifies a torque to be output from the first drive shaft as a traveling state, and the connection control unit includes: A hybrid vehicle which is means for coupling a rotation shaft of the second electric motor to the first drive shaft when a torque to be output from the first drive shaft is larger than a torque that can be output from the power adjusting device. 10. The hybrid vehicle according to claim 4, wherein said connection control means controls said first connection device and said second connection device according to a running state of the vehicle, and A drive shaft coupled to the first drive shaft, wherein the drive control unit stops the operation of the prime mover and powers at least the second motor to perform the first drive shaft operation. A hybrid vehicle, which is means for outputting power whose sum is the required power from a drive shaft and a second drive shaft. 11. The hybrid vehicle according to claim 4, wherein the connection control unit controls the first connection device and the second connection device according to a traveling state of the vehicle, and 2 is a means for coupling the rotating shaft of the electric motor to the output shaft, wherein the drive control means stops the operation of the prime mover and supplies power to at least the power adjusting device to output power, A hybrid vehicle, which is means for outputting power whose sum is the required power from the first drive shaft and the second drive shaft. 12. The hybrid vehicle according to claim 4, wherein said connection control means controls said first connection device and said second connection device in accordance with a running state of the vehicle, and A drive shaft coupled to the first drive shaft, wherein the drive control unit supplies electric power to the power adjusting device to motorize the prime mover while the first drive shaft is being driven. And a hybrid vehicle that outputs, from a second drive shaft, a power whose sum is the required power. 13. The hybrid vehicle according to claim 4, wherein said connection control means is means for coupling a rotating shaft of said second electric motor to said output shaft in accordance with a running state of the vehicle. The drive control means is a means for outputting the power whose sum is the required power from the first drive shaft and the second drive shaft, while powering the second electric motor to motor the prime mover. vehicle. 14. The hybrid vehicle according to claim 4, wherein said connection control means is means for coupling a rotation shaft of said second electric motor to said first drive shaft in accordance with a running state of the vehicle. And the drive control unit regenerates a part of the power output from the prime mover as power by the power adjustment device, and supplies the regenerated power to at least one of the first motor and the second motor. A hybrid vehicle which is a means for outputting a power whose sum is the required power from the first drive shaft and the second drive shaft by supplying the power. 15. The hybrid vehicle according to claim 4, wherein said connection control means is means for coupling a rotating shaft of said second electric motor to said output shaft in accordance with a running state of the vehicle. The drive control means regenerates a part of the power output from the prime mover as electric power by the second electric motor, and supplies the regenerated electric power to at least one of the first electric motor and the power adjusting device. A hybrid vehicle that outputs power from the first drive shaft and the second drive shaft, the sum of which is the required power. 16. The hybrid vehicle according to claim 4, wherein said connection control means is means for coupling a rotation shaft of said second electric motor to said first drive shaft in accordance with a running state of the vehicle. The power setting means is means for setting a power at which torque becomes negative as the required power, and the drive control means regenerates power with at least the second electric motor to thereby generate the first drive shaft. And the second
A hybrid vehicle that outputs a power whose sum is the required power from the drive shaft of the hybrid vehicle. 17. The hybrid vehicle according to claim 4, wherein the connection control unit is a unit that couples a rotation shaft of the second electric motor to the output shaft in accordance with a traveling state of the vehicle. The power setting means is means for setting the power at which the torque becomes negative as the required power, and the drive control means regenerates the power with at least the power adjustment device to thereby control the first drive shaft and the second drive shaft.
A hybrid vehicle that outputs a power whose sum is the required power from the drive shaft of the hybrid vehicle. 18. The hybrid vehicle according to claim 4, wherein the power setting means is configured to output the required power from the first drive shaft with a predetermined torque distribution from the second drive shaft. Power distributing means for distributing power to be output, further comprising: a first drive wheel connected to the first drive shaft and a second drive wheel connected to the second drive shaft. Detecting means for detecting a slip amount with respect to a road surface; and if the slip amount of at least one of the first drive wheel and the second drive wheel is equal to or more than a predetermined value, the power is distributed by the power distribution means. Irrespective of the result, at least a power correcting means for correcting the required power by changing a torque to be output from a drive shaft coupled with a drive wheel having a slip amount exceeding the predetermined value. 19. The hybrid vehicle according to claim 18, wherein the detecting unit detects the slip amount based on a difference between a rotation speed of the first drive shaft and a rotation speed of the second drive shaft. A hybrid vehicle that is a means to do. 20. The hybrid vehicle according to claim 18, wherein said power correcting means reduces an absolute value of a torque to be output from a drive shaft to which a drive wheel whose slippage exceeds said predetermined value is connected. A hybrid vehicle that is means for causing the vehicle to run. 21. The hybrid vehicle according to claim 18, wherein said power correcting means keeps a total sum of torques outputted from said first drive shaft and said second drive shaft constant, and said first power shaft and said second power shaft keep a constant sum of torques. Torque to be output from the drive shaft of the
A hybrid vehicle which is means for changing a torque to be output from a drive shaft of the hybrid vehicle. 22. The hybrid vehicle according to claim 18, wherein the power correction means controls the power adjustment device to change a torque to be output from the first drive shaft. . 23. The hybrid vehicle according to claim 18, wherein the power correction means controls the second electric motor to change a torque to be output from the first drive shaft. vehicle. 24. The hybrid vehicle according to claim 18, wherein the drive control means controls the operation of the prime mover, and the power to be output from the first drive shaft is changed by the power correction means. And a means for maintaining the power output from the prime mover constant before and after the driving. 25. The hybrid vehicle according to claim 18, wherein the power correction unit is configured to determine a change amount of a torque to be output from a drive shaft to which a drive wheel having the slip amount exceeding the predetermined value is coupled. A hybrid vehicle comprising: a storage unit that stores a relationship according to the slip amount; and a changing unit that changes the torque to be output by referring to the relationship stored in the storage unit based on the slip amount. 26. The hybrid vehicle according to claim 18, wherein the power correction unit is configured to drive a drive wheel coupled with a drive wheel whose slip amount exceeds the predetermined value until the slip amount falls within a predetermined range. A hybrid vehicle that is a means for changing the torque to be output from a shaft in a stepwise manner. 27. A power output device capable of outputting power to first and second drive shafts, comprising: a motor having an output shaft; being coupled to the output shaft and the first drive shaft; A power adjusting device capable of increasing or decreasing mechanical power input from one of the output shaft and the first drive shaft through exchange of electric power and transmitting the mechanical power to the other, and coupled to the second drive shaft; A first electric motor, a second electric motor having a rotation shaft different from any of the output shaft, the first drive shaft and the second drive shaft, and coupling and disconnection between the rotation shaft and the output shaft. A first connecting device, a second connecting device for connecting and disconnecting the rotation shaft and the first drive shaft, a specifying means for specifying an operation state of the power output device, and the specified operation Depending on the state, the first connection device and the second connection device Controlling the apparatus, the power output apparatus and a connection controlling means for switching the coupling state between said output shaft and said the rotational axis of the second electric motor the first drive shaft. 28. A first drive system capable of increasing or decreasing the power of the prime mover by a power adjusting device coupled to the output shaft of the prime mover and the first drive shaft and outputting the power from the first drive shaft;
The power of the first motor is coupled to a second motor coupled to the first motor.
A second drive system that can output from the drive shaft of the first drive shaft, and a second electric motor that can be selectively coupled to at least one of the first drive shaft and the output shaft by a connection device, A control method for controlling a hybrid vehicle capable of traveling by outputting power from a drive shaft and a second drive shaft, comprising: (a) a total sum of powers to be output from the first drive shaft and the second drive shaft (B) a step of determining the magnitude relationship between the rotation speed of the first drive shaft and the rotation speed of the output shaft; and (c) according to the determined magnitude relationship. A step of controlling the connection device to switch a coupling state between the second electric motor, the output shaft, and the first drive shaft; and (d) a driving motor, a power adjustment device, a first electric motor, and a second electric motor. By controlling the operation of the motor, the first drive Outputting a power whose sum is the required power from a driving shaft and a second drive shaft. 29. The control method for a hybrid vehicle according to claim 28, wherein, in the step (a), the power to be output from the first drive shaft and the second power from the first drive shaft in a predetermined torque distribution. And (e) a first drive wheel coupled to the first drive shaft and a second drive wheel coupled to the second drive shaft. And (f) when at least one of the first drive wheel and the second drive wheel has a slip amount equal to or more than a predetermined value. Irrespective of the result distributed by the power distribution means, correcting the required power by changing the torque to be output from the drive shaft to which the drive wheel having at least the slip amount exceeding the predetermined value is coupled. Hybrid vehicle control Method.