JP2001112113A - Front and rear wheel drive vehicles and vehicle control devices - Google Patents

Abstract

[PROBLEMS] To provide a control device for a front and rear wheel drive vehicle, in which power generation energy generated by regeneration of a motor generator driven by an engine in a torque amplified state is effectively used to improve fuel efficiency. SOLUTION: When the torque amplification state determination means 130 determines that the planetary gear device 18 is in the torque amplification state of the engine 14 (first prime mover), the energy supply control means 132 generates the torque from the engine 10. And the electric energy converted by the MG 16 is RMG
Since the RMG 70 is supplied to the second prime mover 70 to operate the RMG 70, the energy generated from the engine 14 is effectively used as the driving force, and the fuel efficiency of the vehicle is improved.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a front and rear wheel drive vehicle having a first prime mover and a second prime mover capable of amplifying and transmitting an output torque by a planetary gear device for driving a front wheel and a rear wheel, respectively, or an internal combustion engine. A hybrid vehicle including a planetary gear unit that combines the output of the engine and the motor generator and transmits the combined output to the transmission.
The present invention relates to a control device for controlling a prime mover or a second prime mover.

[0002]

2. Description of the Related Art An engine (motor) is a first rotating element among three rotating elements of a sun gear and a ring gear of a planetary gear device and a carrier which rotatably and revolvably supports a pinion always meshing with the sun gear and the ring gear. , A motor generator is connected to the second rotating element, a transmission is connected to the third rotating element, and the motor generator is brought into a regenerative state, that is, a reaction force generating state while the engine is driven. 2. Description of the Related Art There is known a vehicle provided with a power combining / distributing device of a type in which an output torque of an engine is amplified and transmitted to a transmission in a torque amplification mode, that is, a so-called electric torque converter device. For example, this is the vehicle described in Japanese Patent Application Laid-Open No. 9-193676.

[0003]

By the way, in the publication which describes the above-mentioned conventional vehicle, a drive unit having the above-mentioned planetary gear type power combining / distributing device drives one of a front wheel system and a rear wheel system. And a hybrid vehicle having the planetary gear type power combining / distributing device, which has room for various improvements. For example, when the planetary gear type power combining / distributing device is operated in the torque amplification mode, it is conceivable that the generated energy generated by the regeneration of the motor generator is stored in the power storage device. When the power generation is restricted, there is a possibility that the generated energy is not used effectively and is wasted by heat dissipation or the like. Further, when the mode is switched from the torque amplification mode to another mode, there is a possibility that a switching shock or a temporary torque shortage may occur.

The present invention has been made in view of the above circumstances, and has as its object the use of a drive unit having a planetary gear type power combining / distributing device for driving one of the front and rear wheels. An object of the present invention is to eliminate the disadvantages of a wheel drive vehicle or a hybrid vehicle having a power combining / distributing device. For example, when a planetary gear type power combining and distributing device is operated in a torque amplification mode, a control device for a front and rear wheel drive vehicle is provided in which power generation energy generated by regeneration of a motor generator is effectively used to improve fuel efficiency. It is in. Alternatively, in the case where the planetary gear type power combining / distributing device is switched from the torque amplification mode to another mode, a control device for a front-rear wheel drive vehicle or a hybrid vehicle that suppresses occurrence of switching shock and temporary shortage of torque. Is to provide.

[0005]

According to a first aspect of the present invention, an output torque of one of a front wheel and a rear wheel is amplified and transmitted by a planetary gear unit. The first prime mover is the driving source and the other is the second prime mover.
A control device for a front and rear wheel drive vehicle of a type using a prime mover as a drive source, comprising: (a) torque amplification state determination means for determining whether or not the first prime mover is in a torque amplification state; When the determining means determines that the first prime mover is in the torque amplified state, energy supply control means for supplying energy generated from the first prime mover to the second prime mover to operate the second prime mover And to include.

[0006]

In this way, when the torque amplification state determination means determines that the first prime mover is in the torque amplification state, the energy supply control means sets
Since the energy generated from the first prime mover is supplied to the second prime mover to operate the second prime mover,
The energy generated from the first prime mover is effectively used as a driving force, and the fuel efficiency of the vehicle is improved.

[0007]

In another preferred embodiment of the present invention, preferably, the first prime mover is an internal combustion engine operated by ignition of an air-fuel mixture, and the second prime mover is an electric motor operated by supply of electric energy. The energy generated by the first prime mover is electric energy output from a generator driven to rotate by the first prime mover, and the front and rear wheel drive vehicle is provided with a power storage device for storing the electric energy. The energy supply control means supplies the electric energy output from the generator to the power storage device when the power storage device can store power, and generates power when the power storage device cannot store power. And supplying the electric energy output from the engine to the second prime mover. With this configuration, even if the power storage of the power storage device is limited, the electric energy generated from the first prime mover is supplied to the second prime mover and is effectively used as the driving force of the vehicle. Fuel efficiency is improved.

[0008] Preferably, a power estimation value calculating means for calculating a power estimation value which is an actual power estimation value which can be used for charging or discharging the power storage device, and based on the temperature of the power storage device. An accepting amount limit value calculating means for calculating an accepting amount limit value, which is an electric energy that can be accepted by the power storage device; and an electric energy output from a generator rotationally driven by the first prime mover determines the accepting amount limit value. Means for judging whether or not the amount has exceeded the acceptable amount.If the excess amount of accepting judgment means determines that the amount exceeds the acceptable amount limit value, the energy supply control means outputs an output from the generator. The supplied electric energy is supplied to the second prime mover. With this configuration, when the amount of power received by the power storage device exceeds the limit value of the amount of power received, the electric energy generated from the first prime mover is supplied to the second prime mover and is effectively used as the driving force of the vehicle. Therefore, the driving force of the vehicle can be secured, and the fuel efficiency of the vehicle is improved.

Preferably, the driving force deficiency determining means determines the driving force deficiency of the vehicle based on, for example, the fact that the vehicle speed cannot be obtained in relation to the running state of the vehicle or the road surface on which the vehicle runs. And a first motor output torque increasing means for increasing the rotation speed of the first motor when the insufficient driving force is determined by the insufficient driving force determination means. For example, the engine output is increased by moving the low-rotation operating point near the best fuel efficiency curve to the high-rotation side while substantially maintaining the torque. Normally, in the torque amplification mode, that is, the ETC mode in high vehicle speed running, acceleration running, and uphill running, the power generation amount of the generator (motor generator) driven by the first prime mover decreases as the vehicle speed increases. Then, the first
The energy generated by the prime mover is
Since the driving force of the prime mover can also be obtained, traveling performance with sufficient driving force can be obtained.

Preferably, when the energy supply control means supplies the second prime mover with electric energy output from a generator which is rotationally driven by the first prime mover, the total drive force, ie, the driver required torque In order to maintain the above, the first motor further includes a first motor output torque reducing means for reducing the output torque of the first motor according to an increase in the driving force of the second motor. In this case, even if the depression amount of the accelerator pedal is not reduced, that is, the return operation is not performed, the increase in the driving force of the vehicle associated with the supply of the electric energy to the second prime mover is suitably suppressed.

Preferably, the first motor output torque reducing means includes a driver request torque determined based on an accelerator pedal operation amount and a vehicle speed and a load distribution ratio between a front wheel and a rear wheel of the vehicle. The first motor output torque is calculated, and the output torque is reduced such that the output torque of the first motor becomes the calculated first motor output torque.
By doing so, the total driving force is maintained at the driver required torque.

[0012]

A second aspect of the present invention to achieve the above object is a first aspect in which an output torque is amplified and transmitted by a planetary gear device.
A control device for a vehicle that uses a prime mover and a second prime mover as drive sources, the first control device increasing a rotation speed of the first prime mover in relation to a traveling state of the vehicle or a road surface state on which the vehicle travels. In other words, it includes a motor output torque increasing means.

[0013]

With this configuration, the rotation speed of the first prime mover can be increased by the first prime mover output torque increasing means in relation to the traveling state of the vehicle or the road surface on which the vehicle travels. As a result, the energy generated by the first prime mover is secured and the driving force of the second prime mover is also obtained, so that sufficient driving force can be obtained in relation to the running state of the vehicle or the road surface on which the vehicle runs. Can be

[0014]

In another aspect of the present invention, it is preferable that the driving force of the vehicle be determined based on, for example, the inability to obtain the vehicle speed in relation to the running state of the vehicle or the road surface on which the vehicle runs. The drive power insufficiency determination means for determining is further included, and the first prime mover output torque increasing means includes a drive power insufficiency determination means that determines a drive power insufficiency.
It is for increasing the rotation speed of the first prime mover. For example, the engine output is increased by moving the low-rotation operating point near the best fuel efficiency curve to the high-rotation side while substantially maintaining the torque. Normally, in the torque amplification mode, that is, the ETC mode in high vehicle speed running, acceleration running, and uphill running, the power generation amount of the generator (motor generator) driven by the first prime mover decreases as the vehicle speed increases. Then, the energy generated by the first prime mover is secured and the driving force of the second prime mover is also obtained, so that the traveling performance with sufficient driving force is obtained.

[0015]

A third aspect of the present invention to achieve the above object is a first aspect in which an output torque is amplified and transmitted by a planetary gear device.
A control device for a vehicle in which a prime mover and a second prime mover are used as driving sources, wherein when switching between a state in which the output torque of the first prime mover is amplified and transmitted and another state,
Another object of the present invention is to include second motor operation control means for operating the second motor.

[0016]

In this way, when switching between the state in which the output torque of the first prime mover is amplified and transmitted and the other state, the second prime mover is operated to switch the state. The switching shock and the temporary torque shortage that occur in connection with it are suppressed.

[0017]

In another preferred embodiment of the present invention, one of the front wheels and the rear wheels preferably uses a first prime mover, whose output torque can be amplified and transmitted by a planetary gear unit, as a driving source, and Is a front-rear wheel drive vehicle of a type using the second prime mover as a drive source. With this configuration, in the front-rear wheel drive vehicle, when switching between the state in which the output torque of the first prime mover that drives one of the front wheels and the rear wheels is amplified and transmitted, and the other state, the other wheel is driven. By operating the second prime mover to be driven, a switching shock and a temporary shortage of torque generated in connection with the switching are suppressed.

Preferably, the first prime mover is connected to the first rotary element of the three rotary elements constituting the planetary gear device, the motor generator is connected to the second rotary element, and the third rotary element is connected to the third rotary element. A transmission is connected to the element, and the motor generator generates a reaction force to amplify the output torque of the first prime mover and transmit the torque to the subsequent stage. When the output torque of the first prime mover is switched to the direct coupled mode in which the output torque of the first prime mover is transmitted to the transmission via the directly connected planetary gear device, the second prime mover operation control means may cause a switching shock or a temporary torque shortage. So that the second
It operates the prime mover. In this manner, a switching shock and a temporary shortage of torque when switching from the torque amplification mode to the direct connection mode are suitably prevented.

Preferably, the vehicle includes an internal combustion engine and a motor generator, and a planetary gear unit that combines the outputs of the internal combustion engine and the motor generator and transmits the combined output to a transmission. A hybrid vehicle in which torque is amplified and transmitted by a planetary gear device, and when switching between a state in which the output torque is amplified and transmitted and another state, the rotational change of the motor generator accompanying the switching is moderated. And a motor generator operation control means for temporarily operating the motor generator. With this configuration, when the state is switched between the state in which the output torque is amplified and transmitted and the other state, a shock or the like generated due to a rapid change in rotation of the motor generator is suitably prevented.

[0020]

A fourth aspect of the present invention for solving the above-mentioned problems is to combine an output of the internal-combustion engine and the motor-generator with the output of the internal-combustion engine and the motor-generator. A planetary gear device for transmitting to a transmission, wherein the output torque of the internal combustion engine can be amplified and transmitted by the planetary gear device, wherein the output torque is amplified and transmitted. And a motor generator operation control means for temporarily operating the motor generator so as to gradually change the rotation of the motor generator accompanying the switching when the state is switched to the other state.

[0021]

In this way, when the output torque of the internal combustion engine is switched between the state where it is amplified and transmitted and the other state, the rotation change of the motor generator is controlled by the motor generator operation control means. Since the motor generator is temporarily operated so as to be gently performed, a shock or the like generated due to a rapid change in rotation of the motor generator is suitably prevented.

[0022]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 is a skeleton diagram for explaining the configuration of a power transmission device for a four-wheel drive vehicle, that is, a front-rear wheel drive vehicle to which the present invention is applied. In this front-rear wheel drive vehicle, the front wheel system is
This is a vehicle of a type driven by a first drive unit having a prime mover, that is, a main drive unit 10, and driven by a second drive unit having a second prime mover, that is, a sub drive unit 12, with a rear wheel system.

The main drive unit 10 includes an engine 14, which is an internal combustion engine operated by burning a mixture of air and fuel, and a motor generator (hereinafter, MG) which selectively functions as an electric motor and a generator.
16) and a double pinion type planetary gear set 18
And a continuously variable transmission 20 whose gear ratio is continuously changed. The engine 14 functions as a first prime mover, that is, a main prime mover. Engine 14
Is provided with a throttle actuator 21 that drives the throttle valve to change the opening degree θ _TH of the throttle valve that controls the amount of intake air in the intake pipe.

The planetary gear unit 18 is a composite distributing mechanism for mechanically synthesizing or distributing a force. The planetary gear unit 18 is composed of three rotating elements independently rotatable around a common axis, ie, the engine. And a sun gear 24 connected to the input shaft 26 of the continuously variable transmission 20 via a first clutch C1.
And a ring gear 32 connected to an input shaft 26 of the continuously variable transmission 20 via a second clutch C2 and connected to a non-rotating member such as a housing 30 via a brake B1. It has. The carrier 28 includes a sun gear 24 and a ring gear 32.
A pair of intermeshing and intermeshing pinions (planetary gears) 34 and 36 rotatably support them. Each of the first clutch C1, the second clutch C2, and the brake B1 is engaged by being pressed by a plurality of friction plates superimposed on each other by a hydraulic actuator, and is released by releasing the pressing. It is a type friction engagement device.

The planetary gear set 18 and its carrier 28
Is controlled in the operating state of the engine 14, that is, the rotating state of the sun gear 24, that is, generated on the carrier 28 so that the reaction force, which is the rotational driving torque of the MG 16, is gradually increased. As a result, an electric torque converter (ETC) device that enables the vehicle to smoothly start and accelerate by increasing the rotation speed of the ring gear 32 smoothly is configured. At this time, if the gear ratio ρ (the number of teeth of the sun gear 24 / the number of teeth of the ring gear 32) of the planetary gear device 18 is, for example, 0.5, which is a general value, the torque of the ring gear 32: the torque of the carrier 28: the sun gear 24 Torque = 1 / ρ: (1-ρ) / ρ:
From the relationship 1, the torque of the engine 14 is amplified to 1 / ρ times, for example, 2 times, and transmitted to the continuously variable transmission 20.
This is called a torque amplification mode.

The continuously variable transmission 20 has an input shaft 26.
The output shaft 38 includes a pair of variable pulleys 40 and 42 having variable effective diameters, and an endless annular transmission belt 44 wound around the pair of variable pulleys 40 and 42. These pair of variable pulleys 4
0 and 42 are fixed rotating bodies 46 and 48 fixed to the input shaft 26 and the output shaft 38, respectively, and the input shaft 26 and the output shaft 38 are formed so as to form a V groove between the fixed rotating bodies 46 and 48. Movable body 5 that is movable in the axial direction with respect to and is mounted so as not to rotate relative to the axial center.
0 and 52, and the movable rotators 50 and 52 are given thrust to change the engaging diameters, that is, the effective diameters of the variable pulleys 40 and 42, thereby changing the gear ratio γ (= input shaft rotation speed / output shaft rotation speed). It has a pair of hydraulic cylinders 54 and 56 to be changed.

The torque output from the output shaft 38 of the continuously variable transmission 20 is transmitted to a pair of front wheels 66, 6 via a reduction gear 58, a differential gear 60, and a pair of axles 62, 64.
8. In this embodiment, a steering device for changing the steering angle of the front wheels 66 and 68 is omitted.

The auxiliary drive device 12 includes a rear motor generator (hereinafter, referred to as RMG) 70 functioning as a second prime mover, that is, an auxiliary prime mover. ,
And a pair of rear wheels 80 via a pair of axles 76, 78,
82.

FIG. 2 is a diagram simply showing the configuration of a hydraulic control circuit for switching the planetary gear unit 18 of the main drive unit 10 to various operation modes. P, depending on the driver
A manual valve 92 mechanically connected to a shift lever 90 that is operated to each of the R, N, D, and B range positions uses a shuttle valve 93 and responds to the operation of the shift lever 90 in response to the operation of the shift lever 90. , B, and R ranges, the original pressure output from an oil pump (not shown) is supplied to a first pressure regulating valve 94 for regulating the engagement pressure of the first clutch C1, and the engagement pressure of the clutch C2 in the D range and the B range. The original pressure is supplied to the second pressure regulating valve 95 for regulating the pressure, and the N range, the P range,
Third for adjusting the engagement pressure of the brake B1 in the R range
The source pressure is supplied to the pressure regulating valve 96. The second pressure regulating valve 95 and the third pressure regulating valve 96 control the engagement pressure of the second clutch C2 and the brake B1 according to the output signal from the linear solenoid valve 97 driven by the hybrid control device 104, and the first pressure regulating valve 94 Controls the engagement pressure of the first clutch C1 according to the output signal from the electromagnetic on-off valve 98, which is a three-way valve that is duty-driven by the hybrid control device 104.

FIG. 3 is a diagram for explaining the configuration of a control device provided in the front and rear wheel drive vehicle of the present embodiment. Engine control device 100, shift control device 102, hybrid control device 104, power storage control device 106, brake control device 1
Reference numeral 08 denotes a so-called microcomputer having a CPU, a RAM, a ROM, and an input / output interface.
U processes input signals according to a program stored in the ROM in advance while using the temporary storage function of the RAM, and executes various controls. Further, the above-mentioned control devices are communicably connected to each other, and when a required signal is requested from a predetermined control device, the signal is appropriately transmitted from another control device to the predetermined control device. ing.

The engine control device 100 includes the engine 14
Execute engine control. For example, a fuel injection valve (not shown) is controlled for controlling the fuel injection amount, an igniter (not shown) is controlled for controlling the ignition timing, and the traction control controls the engine 14 so that the front wheels 66 and 68 during slipping grip the road surface. The throttle actuator 21 is controlled in order to temporarily reduce the output of the throttle actuator.

The transmission control unit 102 determines the actual transmission ratio γ and the transmission torque, ie, the engine 14 and MG1
6. The pressure regulating valve for regulating the belt tension pressure is controlled based on the output torque of No. 6 so that the tension of the power transmission belt 44 is set to an optimum value, and the engine 14 operates along the minimum fuel consumption rate curve or the optimum curve. From the relationship stored in advance, the target speed ratio γ _m is determined based on the actual vehicle speed V and the engine load, for example, the throttle valve opening θ _TH expressed as the throttle opening θ or the accelerator pedal operation amount _ACC , and the gear ratio gamma is controlling the gear ratio of the continuously variable transmission 20 gamma to match that target speed ratio gamma _m.

The engine control device 100 and the shift control device 102 operate, for example, the throttle actuator 21 and the fuel control so that the operating point of the engine 14 moves, for example, along the best fuel consumption operation line shown in FIG. The injection amount is controlled and the speed ratio γ of the continuously variable transmission 20 is changed. In addition, the hybrid control device 10
In response to a command from 4 to change the throttle actuator 21 and the speed ratio γ in order to change the output torque T _E or the rotational speed N _E of the engine 14, the engine 14
Move the operating point of.

The hybrid control device 104 controls a first MG for controlling a drive current supplied from the power storage device 112 including a battery or the like to the MG 16 or a power generation current output from the MG 16 to the power storage device 112. The control device 116 and the driving current supplied from the power storage device 112 to the RMG 70 or the RMG 70
MG control device 12 for controlling inverter 118 that controls the generated current output from power storage device 112 to power storage device 112
5 based on the operating position P _SH of the shift lever 90, the throttle (accelerator) opening degree θ (the operating amount A _CC of the accelerator pedal 122), the vehicle speed V, and the charged amount SOC of the power storage device 112, for example, as shown in FIG. One of the plurality of operation modes is selected, and M is determined based on the throttle opening θ and the operation amount _BF of the brake pedal 124.
A torque regenerative braking mode in which a braking force is generated by a torque required for power generation by the G16 or the RMG 70, or an engine brake mode in which a braking force is generated by a rotational resistance torque of the engine 14 is selected.

When the shift lever 90 is operated to the B range or the D range, for example, when starting with relatively low load or running at a constant speed, the motor drive mode is selected, the first clutch C1 is engaged, and the second clutch is engaged. When both C2 and brake B1 are released, only MG16 is released.
Drives the vehicle. In this motor running mode, when the state of charge SOC of the power storage device 112 becomes insufficient below a lower limit set in advance, or when the engine 14 is started to require more driving force, Is switched to the ETC mode or the direct connection mode, and the MG 16 or the RMG 70 is driven while maintaining the running state, and the MG 16 or the RMG 70 is driven.
Power storage device 112 is charged.

In addition, traveling under relatively medium or high load
In the direct connection mode, the first clutch C1 and the
The two clutches C2 are engaged together and the brake B1 is
When released, the planetary gear set 18 rotates integrally
Allowed, exclusively by the engine 14 or its engine
14 and MG 16 drive the vehicle, or
When the vehicle is driven exclusively by the engine 14, the MG
The storage device 112 is charged by 16. This direct connection
In the mode, the rotation speed of the sun gear 24, that is, the engine rotation speed
N_E(Rpm) and the rotation speed of the carrier member 28, ie, MG
16 rotation speed N _MG(Rpm) and the rotation speed of the ring gear 32
The rotation speed N of the input shaft 26 of the continuously variable transmission 20_IN(Rpm)
Is the same value, so three rounds in the two-dimensional plane
The rotation axis (vertical axis), ie, sun gear rotation number axis S, ring gear
Gear rotation speed R, carrier rotation speed axis C and gear ratio axis (lateral
In the alignment chart of FIG. 6 drawn from the
It will be as shown in the line. Note that in FIG.
The distance between the gear rotation axis S and the carrier rotation axis C is 1
Corresponding, the ring gear rotation speed R and the carrier rotation speed axis C
The interval depends on the gear ratio ρ of the double pinion type planetary gear set 18.
Yes, it is.

For example, in the case of starting acceleration traveling, ETC
Mode, that is, the torque amplification mode is selected, and in a state where the second clutch C2 is engaged and the first clutch C1 and the brake B1 are both released, the power generation amount (regeneration amount) of the MG16, that is, the reaction force (MG16 By gradually increasing the driving torque to rotate), the vehicle is smoothly started to zero while the engine 14 is maintained at the predetermined rotation speed. Thus, Engine 1
4 drives the vehicle and MG 16
Assuming that the torque of the engine 14 is 1 / ρ times, for example, ρ = 0.5, the torque is amplified twice and transmitted to the continuously variable transmission 20.
That is, when the rotation speed N _{MG of the MG} 16 is at the point A in FIG. 6 (a negative rotation speed, that is, a power generation state), the input shaft rotation speed N _IN of the continuously variable transmission 20 is zero, and the vehicle stops. However, as shown by the broken line in FIG. 6, the power generation amount of the _MG 16 is increased and the rotation speed N _MG is changed to the point B on the positive side, so that the input of the continuously variable transmission 20 is changed. The shaft rotation speed N _IN is increased, and the vehicle is started.

When the shift lever 90 is operated to the N range or the P range, basically, the neutral mode 1 is set.
Or 2 is selected, the first clutch C1, the second clutch C2, and the brake B1 are all released, and the power transmission path in the planetary gear set 18 is released. In this state, for example, when the state of charge SOC of the power storage device 112 becomes insufficient below the lower limit set in advance, for example, the charging / engine start mode is set, and the brake B1 is engaged. The engine 14 is started by the MG 16. When the shift lever 90 is operated to the R range, for example, in light load reverse traveling, the motor traveling mode is selected, the first clutch C1 is engaged, and the second clutch C2 and the brake B1 are both released. The vehicle is driven backward by the MG 16 exclusively. However, for example, in the middle load or high load reverse running, the friction running mode is selected, the first clutch C1 is engaged and the second clutch C2 is released, and the brake B1 is slip-engaged.
Thereby, the output torque of engine 14 is added to the output torque of MG 16 as the driving force for moving the vehicle backward.

The hybrid control device 104
When the vehicle starts or suddenly accelerates according to the driving force of the front wheels 66, 68, the RMG 70 is operated according to a predetermined driving force distribution ratio to temporarily increase the driving force of the vehicle, and the rear wheels 80, The RMG 70 is used by the RMG 70 in order to increase the starting capability of the vehicle during high-μ road assist control that generates driving force also from 82 and during start-up running on low-friction roads (low-μ roads) such as frozen roads and snow-covered roads. At the same time as driving the wheels 80 and 82, for example, the gear ratio γ of the continuously variable transmission 20
To lower the driving force of the front wheels 66 and 68
Execute the road assist control.

When the state of charge SOC of the power storage device 112 such as a battery or a capacitor falls below a preset lower limit value SOC _D , the power storage control device 106
Power storage device 11 using electric energy generated by MG 70
2 is charged or stored, and if the stored amount SOC exceeds a preset upper limit value SOC _U , the MG
16 or charging with electric energy from the RMG 70 is prohibited. Also, at the time of the power storage, the power storage device 11
The range between the power or electric energy reception limit value W _IN and the take-out limit value W _OUT , which is a function of the temperature T _B , is defined as the actual battery power estimated value P _b [= generated power P _MG + power consumption. If P _RMG (negative)] is _exceeded , acceptance or removal is prohibited.

The brake control device 108 is, for example, TR
C control, ABS control, VSC control, etc., are performed via a hydraulic brake control circuit in order to increase the stability of the vehicle at the time of starting running, braking, turning at low μ road or the like, or to increase traction. Wheel brakes 66 _WB , 68 _WB , 80 _WB , 8 provided on wheels 66, 68, 80, 82
2 Control _WB . For example, in the TRC control, based on a signal from a rotation sensor provided for each wheel, a wheel speed (a vehicle speed converted based on the wheel rotation speed) such as a right front wheel speed V _FR and a left front wheel speed V _FL. , Right rear wheel speed V _RR , left rear wheel speed V _RL , front wheel speed [= (V _FR
+ V _FL ) / 2], rear wheel speed [= (V _RR + V _RL ) / 2],
And the vehicle speed (the slowest speed among V _FR , V _FL , V _RR , and V _RL ), for example, the difference between the front wheel speed which is the main drive wheel and the rear wheel speed which is the non-drive wheel. The control start determination reference value ΔV ₁ in which the slip speed ΔV is set in advance
Is exceeded, a slip is determined for the front wheels, and the output torque of the MG 16 is reduced such that the slip ratio R _S [= (ΔV / V _F ) × 100%] falls within a preset target slip ratio R _S1 . At the same time, throttle actuator 2
1. The driving force of the front wheels 66 and 68 is reduced by using the wheel brakes 66 _WB and 68 _WB . In the ABS control, during the braking operation, the wheel brake 66 is controlled so that the slip ratio of each wheel falls within a predetermined target slip range.
_{Using the WB} , 68 _WB , 80 _WB , 82 _WB , the front wheels 66, 68,
The braking force of the rear wheels 80, 82 is maintained, and the directional stability of the vehicle is increased. In the VSC control, when the vehicle is turning, the oversteer tendency or the understeer tendency of the vehicle is determined based on the steering angle from a steering angle sensor (not shown), the yaw rate from a yaw rate sensor, and the longitudinal acceleration and deceleration from a two-axis G sensor. The wheel brake 6 so as to suppress the oversteer or understeer.
6, 68, 80, 82 and the throttle actuator 21 are controlled.

FIG. 7 shows the hybrid controller 104
FIG. 2 is a functional block diagram for explaining a main part of a control function such as a control function. In FIG. 7, the torque amplification state determination means 130
A signal from the hybrid control device 104 determines whether the output torque of the engine 14 corresponding to the first prime mover is amplified and transmitted to the continuously variable transmission 20, that is, whether the vehicle is driven in the ETC mode. Is determined based on If the torque amplification state determination means 130 determines that the output torque of the engine 14 is amplified and transmitted to the continuously variable transmission 20, the energy supply control means 132 determines that the engine 14 RM corresponding to the second prime mover
G70 to operate the RMG 70. That is, a part of the output energy of the engine 14 is converted into electric energy by the MG 16 driven thereby, and the electric energy is supplied to the RMG 70 so that the rear wheels 80, 82
Is driven.

When the power storage device 112 is in a state where power can be stored, the energy supply control means 132
The electric energy output from the (generator) is supplied to the power storage device 112. When the power storage device 112 cannot store power, the electric energy output from the MG 16 is supplied to the RMG 70. I have. That is, the power consumption P _RMG of RMG70 from the power P _MG output from MG16 rotationally driven by a battery power estimated value P _b for example, the engine 14 is the actual power estimated value that can be used to charge the power storage device 112 (When _{P RMG <0, P MG +} P RMG) subtracted value and power estimated value calculating means 134 for sequentially calculating the its power storage device 112 is an acceptable electrical energy based on the temperature T _B of the power storage device 112 a receiving-amount limiting value calculating unit 135 sequentially calculates the acceptance amount limiting value W _IN, and the battery power estimated value P _b is accepted quantity exceeds determining means 136 determines whether or not exceeded the said acceptance amount limit value W _IN is provided, the battery power estimated value P _b is determined to have exceeded the accepted amount limiting value W _iN by the receiving amount exceeds the determination unit 136 In case, the energy supply control unit 132, the electrical energy output from the MG 16 R
It is supplied to the MG 70.

That is, the energy supply control means 13
When the electric energy output from the MG 16 that is rotationally driven by the engine 14 is supplied to the RMG 70, the rear wheels of the RMG 70 maintain the total driving force at that time, that is, the driver required torque T _drv. The output torque of the engine 14 is reduced in accordance with an increase in the driving force of the motors 80 and 82, and includes a first motor output torque reduction means 138 for that purpose. The first prime mover output torque reducing means 138 includes, for example, a driver required torque T _drv determined based on the throttle opening θ (the operation amount A _CC of the accelerator pedal 122) and the vehicle speed V, and the load between the front and rear wheels of the vehicle. Distribution ratio, for example, rear load distribution ratio K
calculating the engine output torque T _E on the basis of the _tr, it causes the output torque of the actual engine 14 decreases the output torque than before so that the calculated output torque T _E. That is, for example, in the two-wheel drive state, the engine 1
The output torque of No. 4 was exclusively a value (T _drv × ρ) corresponding to the driver required torque T _drv , but when the four-wheel drive state is started, the output torque is set to (1−K _tr ) ρ × T _drv, and the RMG 70
, Ie, by the load distribution ratio.

Further, the driving force shortage determining means 140 is provided for the vehicle.
Road conditions or road conditions on which the vehicle is traveling.
For example, that the vehicle speed V or acceleration α cannot be obtained,
For example, a base corresponding to a predetermined throttle opening θ
Vehicular speed V₁Or reference acceleration α ₁If the actual value is lower than
Determines that the driving force of the vehicle is insufficient. 1st prime mover speed increase
The large means 142 is provided by the driving force shortage determination means 140
If it is determined that the driving force is insufficient, the engine 14
Speed N_E, For example, the best fuel shown by the solid line in FIG.
The low-speed operating point near the cost rate curve is
Move to the high rotation side while maintaining the torque almost
Increase your strength. Usually, the torque amplification mode, ie, E
In the TC mode, the engine 14
Although the amount of power generation of the MG 16 driven by the
The engine speed N _ECan be increased
More electric energy output from MG16 is secured
The driving force by the RMG 70 is also maintained.

The running mode switching determining means 144 determines that the running mode of the vehicle is switched, for example, switching from the direct connection mode to the ETC mode (torque amplification mode) or switching from the ETC mode to the direct connection mode is performed, for example, in the hybrid mode. The determination is made based on a signal from the control device 104. Second
When the driving mode switching determining means 144 determines that the driving mode has been switched,
When the driving mode is switched, the RMG is controlled so as to suppress the rotation or torque fluctuation of the rotating element of the planetary gear device 18 and the driving force change of the vehicle due to the switching of the driving mode.
Activate 70. For example, since the engine rotational speed N _E is lowered together with the torque amplifying function by switching from the ETC mode to direct mode disappears, the E
During the switching period from the TC mode to the direct connection mode, the well-known automatic transmission (A / A
In the same manner as the torque phase and the inertia phase of the downshift in T), the driving force is transiently reduced at the beginning of the switching period and then increased, and is sharply reduced at the end of the switching period. . For this reason, as shown in the upper part of FIG. 8, the second prime mover operation control means 146 determines the start point of the switching period, that is, the first clutch C1.
The torque correction control is executed in a section from the engagement start time t ₀ to the end time t ₁ , and the assist control is executed in a section from a time t ₂ immediately before the end to a time t ₃ after a lapse of a predetermined time. In this torque correction control, the RMG 70 is powered (drives the vehicle) so as to compensate for the transient driving force decrease in the section corresponding to the initial torque phase, and in the subsequent section corresponding to the inertia phase. The RMG 70 is regenerated so as to cancel the increase in the driving force, and the driving force of the vehicle is made flat as shown by the solid line in the lower part of FIG. In addition, in the above assist control, the driving force of the vehicle is added from the RMG 70 when the driving force sharply decreases at the end of the switching period, and the driving force is gently reduced, so that the driving force of the vehicle changes to the lower solid line in FIG. As shown, it is lowered smoothly.

Motor generator operation control means 148
If the traveling mode switching determination means 144 determines that the traveling mode has been switched, MG1
The MG 16 is temporarily operated so that the rotation change of the motor 6 is performed slowly. For example, from direct connection mode to ETC
When the mode is switched to the MG16, the MG 16 previously rotated at the same rotational speed as the engine rotational speed N _E
Was rapidly reversed, and a torque fluctuation, that is, a driving force fluctuation due to a sudden change in the rotation speed NMG of the _MG 16 occurred. Further, when it is switched from the ETC mode to the direct mode, since the MG16 which has been reversed until then are rapidly engine rotational speed N _E, the torque fluctuation that is, the driving due to the sudden change in the rotational speed N _MG of the MG16 Force fluctuations had occurred. However, the motor generator operation control means 148 changes the direct connection mode to the ET mode, for example.
When switched to the C mode, the MG 16 is initially being gradually reduced its speed after being driven to rotate at the same rotational speed and the engine rotational speed N _E,
Further, when it is switched from the ETC mode to direct mode, by being gradually increased towards the engine rotational speed N _E from being driven to rotate around the reverse rotation speed of the far, the above torque variation Is suitably prevented.

9 to 12, FIGS. 15 to 16, and FIG.
FIGS. 7 to 19 are flowcharts for explaining a main part of the control operation of the hybrid control device 104 and the like.
FIG. 9 to FIG. 12 show that the electric energy generated by regeneration from the MG 16 during running in the torque amplification mode is represented by RMG.
FIGS. 15 and 16 show an RMG 70 assist control routine, and FIGS. 17 to 19 show an RMG 70 assist control routine at the time of mode switching. ing.

In the rear wheel control routine in the torque amplifying mode shown in FIG. 9, in a step SA1 corresponding to the torque amplifying state determining means 130 (hereinafter, the step is omitted), the output torque of the engine 10 is set to the running mode of the vehicle. It is determined whether the torque amplification mode, that is, the ETC mode, which is amplified and transmitted to the input shaft 26 of the continuously variable transmission 20, is selected. If the determination at SA1 is denied, this routine is terminated. If the determination is affirmative, the rear wheels 80,
SA2 for driving the motor 82 is executed.

First, at SA2, the driver request torque T
_drv actual vehicle speed from, for example, preset association shown in FIG. 13 V (km / h) and the operation amount A of the accelerator pedal 122
It is calculated based on _CC (%), that is, the accelerator opening. In subsequent SA3, it is determined whether or not the vehicle is in the FF driving state, that is, a state in which the vehicle is running by driving the front wheels 66, 68, that is, whether or not the RMG 70 is in the running state. Initially, since the determination of SA3 is affirmed, the output torque T _E of the engine 14 for generating the driver required torque T _drv , the output torque T _{MG of the MG} 16,
Output torque TRMG of _RMG 70 is calculated, and a command value (drive signal) for actually generating the calculated torque is output. FIG. 10 shows an example thereof. In SA41, the output torque T _E (= T _drv × ρ) of the engine 14 is calculated based on the driver request torque T _drv and the gear ratio ρ of the planetary gear device 18, and in SA42, the driver Required torque T _drv and planetary gear set 18
The output torque T _MG [= T of _MG 16 based on the gear ratio ρ of
_{dr v} × (1−ρ)], and in SA43, RMG
The output torque _{TRMG of} 70 is set to a zero value.

Next, at SA5 corresponding to the power estimation value calculating means 134, a battery power estimation value which is an actual power estimation value which can be used for charging or discharging the power storage device 112 in accordance with a routine shown in FIG. P _b
Is calculated. That is, in SA51 of FIG.
Based on the output torque T _MG and the rotation speed N _MG corresponding to the 16 actual drive currents, the motor power of _MG 16, that is, the output P _MG (= N _MG × T _MG + loss of _MG 16, unit: watt) is calculated. , The motor power of the _RMG 70, that is, the output P _RMG , based on the output torque T _RMG and the rotation speed N _RMG corresponding to the actual drive current of the _RMG 70.
(= N _RMG × T _RMG + loss of _RMG 70, unit: watt) is calculated, and in SA53, a value obtained by subtracting the power consumption P _RMG of the _RMG 70 from the generated power PMG output from the _MG 16 rotationally driven by the engine 14 ( P _RMG <
If 0, P _MG + P _RMG ) is the expected battery power value P _b
Is determined as

In SA6 corresponding to the acceptance limit value calculating means 135, the actual power storage is determined based on a relationship set in advance to prevent the battery constituting the power storage device 112 from being damaged or to secure its life. Device 112
As power storage device 112 is an acceptable electrical energy acceptance amount limiting value W _IN is calculated based like the temperature T _B. Then, the SA7 corresponding to the receiving amount exceeds the determination unit 136, whether it is possible to charge the power storage device 112, that is, whether the remaining charge SOC exceeds the upper limit SOC _U, if not exceed the above calculated battery power estimated value P _b is the accepted amount limit value W _iN
Whether exceeds the greater whether i.e. acceptance amount limiting value W _IN than is determined. If the determination in SA7 is denied, the power storage device 112 can be charged.
This routine is ended in order to give priority to charging the power storage device 112. However, if the determination in SA7 is affirmative, in SA8, a part of or all of the generated power PMG output from the _MG 16 is supplied to the RMG 70, and the four-wheel (front and rear wheel) driving state in which the RMG 70 is operated. It is said.

Then, the first motor output torque reducing means 1
In SA9 corresponding to 38, the output torque T _E of the engine 14, the output torque T _{MG of the MG} 16, and the output torque T _{RMG of the RMG} 70 for generating the driver required torque T _drv are calculated in the four-wheel drive running, A command value (drive signal) for actually generating the calculated torque is output. For example, FIG. 12 shows an example thereof.
_{Based on drv} , the gear ratio ρ of the planetary gear set 18, and the rear load distribution ratio K _tr , the output torque T _E [=
_{T drv × ρ × (1-} K tr) ] is calculated, in SA92, the driver request torque T _drv, the gear ratio of the planetary gear device 18 [rho, and on the basis of the rear weight distribution ratio K _tr the MG 16
Output torque T _MG [= T _drv × (1-ρ) × (1-
K _tr )] is calculated, and in SA93, the RMG7 is calculated based on the driver request torque T _drv and the rear load distribution ratio K _tr.
An output torque T _RMG [= T _drv × K _tr ] of 0 is calculated. The alignment chart of FIG. 14 shows this state. In other words, when the four-wheel drive state is set, the vehicle driving force, that is, the driver's required torque T _drv is maintained, so that 2
The output of the engine 14 is reduced from the wheel state,
Power consumption of RMG70 while reducing the amount of power generated by the G16 is increased, and can be used power storage device 112 in receiving amount within the limit value W _IN as a result, so that the acceptance limit value W _IN of the power storage device 112 is protected It has become. In this embodiment, when the above-described SA6, SA7, and SA8 are in a state where the power storage device 112 cannot store power, the MG16
Corresponds to the energy supply control unit 132 that supplies the electric energy output from the RMG 70 to the RMG 70.

In the assist control routine by the RMG 70 shown in FIGS. 15 and 16, it is determined in SB1 whether the vehicle speed V is equal to or less than a predetermined reference value V _X1 . Although control for the determination in SB1 is running at normal direct mode if a negative is executed, if an affirmative been, accelerator opening degree this time theta _{tx + 1} is the previous accelerator opening theta _tx at SB2 It is determined whether it is greater than or equal to. That is, it is determined whether or not accelerator pedal 122 is depressed. If the determination at SB2 is negative, the present routine is executed again from the beginning.
The mode is set.

At SB4, the storage amount SO of the power storage device 112
It is determined whether or not C falls below a predetermined lower limit value SOC _D. If the determination in SB4 is affirmative, that is, if it is determined that charging is necessary, the process proceeds to SB5 where MG
When the direct supply of the electric energy to the RMG 70 from the fuel cell 16 is started, the normal assist control is started, and the driving torque corresponding to the load distribution is generated in the front and rear wheels as in SA9 described above. Next, in SB6, whether whether i.e. wheel slip vehicle speed change [Delta] V has exceeded a predetermined determination value [Delta] V ₂ has occurred is determined. This S
If the determination in B6 is affirmative, the vehicle speed V is determined in SB7.
Whether the vehicle speed V _{tx + 1} is the same as the previous vehicle speed V
It is determined based on being greater than _tx .

If the determination at SB7 is affirmative, the vehicle
Start running, no need for low μ road assist control
This routine is terminated because
If the determination at SB7 is negative, a low level is determined at SB8.
The μ road assist control is started. This low μ road assist
Control has slippage exceeding a predetermined value and there is no increase in vehicle speed
Is started in the case of this low μ road assist system.
The control of the output of the engine 14 and the change of the continuously variable transmission 20
The driving force of the front wheels 66 and 68 is suppressed by the reduction of the speed ratio γ.
Slip is prevented at the same time as RMG70
The driving force of the wheels 80, 82 is increased to the slip limit.
Next, SB corresponding to the driving force shortage determination means 140
In 9, the vehicle speed V is determined whether the driving force of the vehicle is insufficient.
Predetermined judgment value V₁Not greater than (V> V₁Is
And). No at SB9
If it is determined that the vehicle speed V does not increase and the driving force is insufficient.
The first prime mover rotation speed increasing means 142
In the corresponding SB10, the engine speed correction control is opened.
Begun. This engine speed correction control can be used to increase vehicle speed.
As a result, the output to the front wheels increases, and the output allocated to the rear wheels decreases.
The vehicle speed V is a predetermined value V ₁What is started if it does not exceed
In this engine speed correction control, the broken line in FIG.
The operating point of the engine 14 can be moved as shown in
As a result, the front wheel driving force, that is, the engine output torque is maintained.
Engine speed N while being held_EIs increased.

If the determination in SB9 is affirmative because the shortage of the driving force is eliminated by the execution of SB10, the process proceeds to S.
In B11, it is determined whether or not the throttle opening θ is in a fully closed (approximately 0%) state. If the determination in SB11 is negative, the slip ΔV is set to the predetermined value Δ in SB12.
It is determined whether becomes lower than V _1. This SB1
If the judgment of No. 2 is negative, this routine is repeatedly executed from the initial step. In this repetition, when the vehicle speed V reaches the predetermined vehicle speed and the throttle opening θ is fully closed, or when the slip ΔV becomes lower than the predetermined value ΔV _{1, one} of the above SB11 and SB12 is determined. Is affirmed, the engine 14
After the operating point is returned to the normal position, that is, the position on the best fuel consumption rate line, the above SB4 and the subsequent steps are executed.

In execution of the above SB4 and subsequent steps, SB6
Is negative, that is, if the slip ΔV is lower than the predetermined value ΔV ₂ , that is, if the wheel slip is reduced, it is determined in SB ₁₄ whether the throttle opening θ is larger than the predetermined value θ _1. If the determination at SB14 is affirmative, the throttle opening change rate dθ / dt is set to a predetermined value dθ ₁ / d at SB15.
It is determined whether it is greater than t. If one of the determinations at SB14 and SB15 is denied,
B13 and the subsequent steps are executed, but if both the judgments of SB14 and SB15 are affirmative, the high μ road assist control of SB16 is executed. In this high μ road assist control, as shown by the dashed line in FIG. 4, the engine speed _NE is increased by the torque value at each accelerator opening θ.
As the ETC mode period is extended and the vehicle speed V is increased, the generated power to the RMG 70 is secured and the rear wheel driving force is increased in response to the increase in the front wheel driving force. This increases the acceleration of the vehicle during the acceleration operation.

When the determination at SB4 is negative, that is, when the state of charge SOC of power storage device 112 is equal to predetermined value SOC _D
In the case where the above is the case, in SB17, after the electric energy is supplied from the power storage device 112 to the RMG 70 so as to have a driving force distribution ratio corresponding to the weight distribution ratio, the four-wheel drive state is established. SC5 and subsequent steps are executed. In this SC5, as in SB17, power storage device 1
From 12, electrical energy is supplied to the RMG 70. Next, in SC6, the vehicle speed change amount ΔV is set to the predetermined determination value ΔV ₂
Is determined, that is, whether wheel slip has occurred. If the determination in SC6 is affirmative, it is determined whether the vehicle speed V has increased in SC7 based on the fact that the current vehicle speed _{Vtx + 1} is greater than the previous vehicle speed _Vtx . If the judgment of SC7 is denied,
After the low-μ road assist control is started in SC8 in the same manner as in SB8, the steps from SC4 onward are repeatedly executed.

If the vehicle speed V increases and the determination at SC7 is affirmative during the repetition of the above-described SC4 and subsequent steps, the process proceeds to S7.
In C9, it is determined whether or not the throttle opening θ is in a fully closed (approximately 0%) state. If the determination in SC9 is negative, the slip ΔV is set to the predetermined value ΔV _{1 in} SC10.
It is determined whether it has become lower than the above. If the determination at SC10 is negative, this routine is repeatedly executed from the initial step. Initial steps SC1 to SC
4 is the same as SB1 to B4. In this repetition, when the vehicle speed V reaches the predetermined vehicle speed and the throttle opening θ is fully closed, or when the slip ΔV becomes lower than the predetermined value ΔV ₁ , either of the determinations in SC9 and SC10 is performed. Since affirmative, SC4 and subsequent steps are executed.

[0062] If the determination in SC6 is negative, that is, when the slip is small, if the throttle opening theta at SC11 whether greater than a predetermined value theta ₁ is determined, the determination of the SC11 is positive Is SC12
The throttle opening change rate dθ / dt is a predetermined value dθ
_It is determined whether it is greater than ₁ / dt. SC1
If any one of the judgments of SC1 and SC12 is denied, the above-mentioned SC4 and subsequent steps are executed, but SC11 and SC1 are executed.
If both determinations are affirmative, the high-μ road assist control similar to that of the SB16 is performed in SC13, and then the SC4 and subsequent steps are repeatedly performed. The SC
If the determination in Step 4 is affirmative, MG1 is determined in SC14.
The four-wheel drive is performed by supplying the electric energy generated by the power generator 6 to the RMG 70, and the basic assist control routine of FIG. 15 is executed.

FIG. 17 shows an assist control routine of the RMG 70 when switching from the direct connection mode to the ETC mode. In SD1 of FIG. 17, it is determined whether the mode is the direct connection mode. If the judgment of SD1 is denied, ETC
Mode control is executed, but if affirmative, SD2
Whether the vehicle speed V is equal to or less than a preset predetermined vehicle speed V _a is determined that the. Normally direct mode control when the determination in SD2 is denied is executed, if it is yes, SD3, whether the throttle opening theta is greater than a predetermined value theta _a previously set is determined Is done. When the determination in SD3 is denied, the normal direct connection mode control is executed.
The TC mode is set. That is, the vehicle speed V during the running in direct mode throttle opening theta equal to or less than a predetermined vehicle speed V _a is determined to be accelerated ETC mode is set if it is larger than the predetermined opening degree theta _a. For this reason, the above-mentioned SD1 to SD4 are used as the driving mode switching determining means 144.
It corresponds to.

At SD5, control for releasing the first clutch C1 is started. By starting the switching from the direct connection mode to the ETC mode, as shown in FIG. 20, the rotation speed NMG of the _MG 16 is changed from the point C to the point D.
Next, in SD6 corresponding to the motor generator operation control means 148, the MG16 outputs the shared torque of the first clutch C1 while watching the release torque characteristic of the first clutch C1 while maintaining the vehicle speed V at that time. That is, the MG1 is initially rotated such that the three rotating elements of the planetary gear set 18 are integrally rotated as if they were directly connected.
6 is driven to rotate, and then gradually or gradually M
MG direct-connection operation powering control in which the MG 16 is driven and controlled so that the rotation of the G 14 is reduced. Then
In SD7, the MG is used until the regenerative
MG reverse rotation regenerative control for reversing the rotation of No. 14 toward point D is executed.

Next, in SD8, it is determined whether or not the rotation speed N _{MG of the MG} 16 is higher than a first target rotation speed N ₁ (a negative value corresponding to the point D in FIG. 20).
The first target rotation speed N ₁ is determined by the vehicle speed V at that time.
This is the rotation speed for establishing the C mode (torque amplification mode). Initially, the determination at SD8 is affirmative, so that at R9 corresponding to the second prime mover operation control means 146, the RMG 70 is driven such that the driving force of the MG16 is not transiently generated and the driving force of the entire vehicle is not reduced. Power control of the RMG 70 is performed. However, S
If the determination in D8 is negative, the ETC mode is substantially established, so that the RM
Normal four-wheel drive control using G70 is performed, and the rear wheels 8
The RMG 70 is powered so that 0 and 82 generate a driving force corresponding to the load distribution ratio.

FIG. 18 shows an assist control routine of the RMG 70 when switching from the ETC mode to the direct connection mode. In SE1 of FIG. 18, it is determined whether the mode is the ETC mode. If the determination in SE1 is denied, the direct connection mode control is continued.
Whether the vehicle speed V is equal to or less than a preset predetermined vehicle speed V _a is determined that the 2. Although ETC mode control is executed when the determination in SE2 is YES, if it is no, SE3, whether the throttle opening theta is greater than a predetermined value theta _a previously set is determined You. If the determination in SE3 is affirmative, the ETC mode control is executed. If the determination is negative, the direct connection mode is set in SE4. That is, the direct mode is set is determined as a steady-state running when around the upper vehicle speed V during running in ETC mode a predetermined vehicle speed V _a, the throttle opening theta is equal to or less than a predetermined opening theta _a . For this reason,
The above-mentioned SE1 to SE4 are the driving mode switching determining means 1
44.

Subsequently, in SE5 corresponding to the motor generator operation control means 148, the MG 16 is switched from the regenerative operation to the power running operation so that the planetary gear device 18 is operated.
The powering operation control for powering the MG 16 is executed until the three rotating elements are rotated integrally as if they were directly connected. In SE6, it is determined whether or not the rotation speed N _{MG of the MG} 16 is lower than a preset second target rotation speed N ₂ (a positive value corresponding to the point C in FIG. 20) during the transition period. This second target rotation speed N
Reference numeral ₂ denotes a rotation speed for establishing the direct connection mode at the vehicle speed V at that time. Initially, the determination in SE6 is affirmative, and in SE7, the RM is set so that the driving force of the entire vehicle does not decrease during the transition period during the rotation change of MG16.
The powering control of the RMG 70 that drives the G70 is performed. However, if the rotation of the three rotation elements of the planetary gear set 18 is in a directly connected state and the determination in SE6 is affirmed, the control goes to SE8.
, C1 engagement control for engaging the first clutch C1 is started. As a result, when the switching from the ETC mode to the direct connection mode is started, as shown in FIG.
The 16 rotation speeds N _MG are changed from the point D to the point C.

Next, at SE9, the first clutch C
1 of the elapsed time from the start engagement T _EL is preset shift time (change gear ratio time) that is, the rotational transition period t ₁ is smaller than whether i.e. the elapsed time T _EL is rotated transient time t ₁
Is determined. Initially the SE
Since the determination of No. 9 is affirmative, in SE10, the correction assist control for generating the correction assist force for correcting the torque fluctuation by operating the RMG 70 to flatten the rotation fluctuation is performed. The section from t _{0 to} t _{1 in} FIG. 8 shows this state. In this correction assist control, the driving force is generated from the RMG 70 in the torque phase generated during the engagement process of the first clutch C1, and the rotational resistance is generated by the RMG 70 in the subsequent inertia phase, thereby realizing the actual vehicle. The driving force is flattened.

[0069] Then, whether the SE11, is between the assist control end time t ₃ when the elapsed time T _EL is set in advance with the assist control start time t ₂ which is set in advance from the start of the first clutch C1 It is determined whether or not. The assist control start time t ₂ is set shorter than the rotational transition time t _1, a relationship of _{t 2 <t 1 <t 3} . Since the determination of the SE11 is negative initially, the elapsed time T _EL in SE13 whether exceeds the assist control end time t ₃ is determined. Initially, the judgment of SE13 is also denied, so that SE9 and subsequent steps are repeatedly executed.

When the elapsed time T _EL reaches the assist control start time t ₂ and the judgment in SB11 is affirmative, the control proceeds to S
At B12, assist control for driving the RMG 70 is performed to alleviate a sudden decrease in the driving force due to a change in the gear ratio caused by switching from the ETC mode to the direct connection mode. T ₂ to t ₃ section of Figure 8 shows this state.
In this embodiment, SE9 to SE13 correspond to the second prime mover operation control means 146.

[0071] Then, among which the assist control is executed, the elapsed time T _EL exceeds the assist control end time t _3, the SE14, the rear wheel 80, 82 with the driving force corresponding to the load distribution using RMG70 Normal four-wheel drive control to drive or MG to assist front wheels by MG16
Power running control is performed.

FIG. 19 shows the RMG 70 when the slope is stopped.
Is an assist control routine. In SF1 of FIG.
Whether or not the vehicle is on a slope is determined based on, for example, whether or not the acceleration force of the vehicle is lower than the reference acceleration force. This S
If the determination in F1 is denied, the control in FIG. 17 is executed. If the determination is affirmative, it is determined in SF2 whether the mode is the direct connection mode. If the determination in SF2 is denied, the ETC mode control is executed. If the determination is affirmative, it is determined in SF3 whether the vehicle is stopped or not, based on the vehicle speed V, for example. If the determination in SF3 is denied, the control of FIG. 17 is executed. RMG powering control for generating from wheels 80 and 82 is executed. Then, the SF5, whether the throttle opening theta is greater than the predetermined opening degree theta _a is determined. When the determination of SF5 is denied, the control of FIG. 17 is executed.
At 6, the ETC mode is set. That is, when the vehicle is stopped during running in direct mode throttle opening theta is determined to be accelerated when it is large is ETC mode is set than the predetermined opening degree theta _a. For this reason, SF1 to SF6 correspond to the traveling mode switching determination means 144.

At SF7, the release control of the first clutch C1 is started. Next, in SF8 corresponding to the motor generator operation control means 148, the MG 16 is initially rotationally driven so that the three rotating elements of the planetary gear set 18 are integrally rotated as if they were directly connected, and thereafter gradually. Alternatively, MG direct-coupled operation powering control in which the MG 16 is driven and controlled such that the rotation of the MG 16 is gradually reduced is executed. In SF9, MG reverse rotation regenerative control is performed to reverse the rotation of MG 16 until a regenerative state occurs in which a reaction force is generated.

Next, at SF10, the rotation speed N _{MG of the MG} 14 is set to a first target rotation speed N ₁ (FIG. 20).
(A negative value corresponding to the point D). The first target rotation speed N ₁ is a rotation speed for establishing the ETC mode (torque amplification mode) at the vehicle speed V at that time. Initially, the determination of SF10 is affirmative, so that SF11 corresponding to second prime mover operation control means 146
In order to prevent the driving force of the entire vehicle from being reduced due to the reaction force of the MG 14 not being transiently output, the RMG
Powering control of the RMG 70 for driving the RMG 70 is performed. However, if the determination of SF10 is denied, the ETC mode is substantially established, so that the normal four-wheel drive control using the RMG 70 is performed in SF12,
The RMG 70 is powered so that the rear wheels 80 and 82 generate a driving force corresponding to the load distribution ratio.

As described above, according to the present embodiment, when the torque amplification state determination means 130 (SA1) determines that the planetary gear unit 18 is in the torque amplification state of the engine 14 (first prime mover), The engine 1 is controlled by the energy supply control means 132 (SA6, SA7, SA8).
Since the electric energy generated from 0 and converted by the MG 16 is supplied to the RMG 70 (second prime mover) to operate the RMG 70, the energy generated from the engine 14 is effectively used as a driving force,
The driving force of the vehicle can be ensured, and the fuel efficiency of the vehicle is improved.

In the present embodiment, the energy supply control means 132 (SA6, SA7, SA8)
When the power storage device 2 is capable of storing power, the electrical energy output from the MG 16 (generator) is supplied to the power storage device 112,
If the power storage device 112 cannot store power, MG16
Is supplied to the RMG 70, the electric energy generated from the engine 14 is supplied to the RMG 70 as the driving force of the vehicle even when the power storage of the power storage device 112 is limited. Since it is effectively used, the driving force of the vehicle can be secured, and the fuel efficiency of the vehicle is improved. That is, when the planetary gear set 18 is operated in the torque amplification mode, M
The energy generated by the regeneration of G16 is stored in the power storage device 1
It is conceivable that power is stored in the power storage device 12.
When the power storage of the power storage device 12 is restricted, the generated energy is not used effectively and is not only wastefully consumed by heat dissipation or the like, but also in some cases, the power storage device (battery) 11.
No. 2 may be deteriorated. In order to prevent this, it is necessary to suppress the power generation energy of MG16,
In the torque amplification mode, the power generation energy is proportional to the driving force of the front wheels 66 and 68 driven via the planetary gear unit 18 (in the torque amplification mode, the output torque of the engine 14 and the continuously variable transmission 20 are fixed at a fixed ratio. M for power generation
G16, for example, if the generated torque is reduced by half, the torque input to the continuously variable transmission 20 is also reduced by half). Therefore, if the power storage device 112 is prevented from being deteriorated, the driving force is reduced as a result. It will be done. According to the present embodiment, it is possible to suppress such useless consumption of the generated energy, deterioration of the power storage device 112, and reduction of the driving force, and improve the fuel efficiency of the vehicle.

In the present embodiment, a battery power estimation value P _b (P _RMG <0, which is an actual estimated power value that can be used for charging or discharging the power storage device 112,
P _MG + P _RMG ) is the generated power P _MG and RMG of MG16.
Power estimation value calculating means 134 (SA5) for sequentially calculating based on power consumption P _RMG (negative value) of No. 70;
12 based on the temperature T _B of the receiving-amount limiting value calculating unit 135 to which the power storage device 112 sequentially calculates the acceptance amount limiting value W _IN is an electric energy that can be accepted (SA6), the battery power estimated value P _b is the acceptance amount limit value W determines acceptance amount exceeds whether exceeded the _IN determining means 13
6 (SA7) and is provided, in the case where the by receiving amount exceeds the determination unit 136 the battery power estimated value P _b is determined to have exceeded the accepted amount limiting value W _IN, the energy supply control unit 132 , MG 16 is supplied to RMG 70, so that power storage device 112 is not damaged, and electric energy generated from engine 14 is supplied to RMG 70 to drive the vehicle. Therefore, the driving force of the vehicle can be secured, and the fuel efficiency of the vehicle is improved.

Further, in the present embodiment, the driving force shortage which determines the driving force shortage of the vehicle based on the fact that the vehicle speed V cannot be obtained, for example, in relation to the running state of the vehicle or the road surface state on which the vehicle runs. It further includes a determination unit 140 (SB9) and a first prime mover rotation speed increasing unit 142 (SB10) that increases the rotation speed of the engine 14 when the driving force shortage determination unit 140 determines that the driving force is insufficient. It is a thing. Normally, in a torque amplification mode, that is, an ETC mode in a high vehicle speed traveling, an acceleration traveling, and an uphill traveling, M is driven by the engine 14 with an increase in the vehicle speed.
Although the power generation amount of G16 decreases, according to the present embodiment, the energy generated by the engine 14, ie, MG1
6 and the driving force by the RMG 70 can be obtained, so that sufficient driving performance can be obtained. The first prime mover rotation speed increasing means 142 moves the operating point of the engine 14 at a low rotation speed near the best fuel consumption rate curve in FIG. Let it up.

In this embodiment, the energy supply control means 132 is driven by the engine 14 to rotate the MR 16.
Is supplied to the RMG 70, the output torque of the engine 14 is changed according to the increase in the driving force by the RMG 70 in order to maintain the total driving force at that time, that is, the driver required torque T _drv. Prime mover output torque reducing means 13 for reducing as compared to
8 (SA9), an increase in the driving force of the vehicle related to the supply of the electric energy to the RMG 70 can be suitably suppressed without reducing the depression amount of the accelerator pedal 122, that is, without performing the return operation.

In the present embodiment, the first motor output torque reducing means 138 determines the driver required torque T _drv determined based on the throttle opening θ (accelerator pedal operation amount) and the vehicle speed V, and the front wheel of the vehicle. and calculating the engine output torque T _E based load distribution ratio i.e. the front wheel load distribution ratio of the rear wheel and (1-K _tr), a becomes the output torque of the actual engine 14 is the calculated engine output torque T _E Thus, the total driving force is maintained at the driver required torque.

According to this embodiment, the output torque of engine 14 is amplified and transmitted, that is, ETC.
When the mode is switched between the mode and another state, for example, the direct connection mode, the RMG 7 is controlled so that a switching shock and a temporary lack of torque generated in connection with the switching are suppressed.
0 is operated to drive the rear wheels 80 and 82,
Drivability of the vehicle is further enhanced.

The vehicle of this embodiment has front wheels 66, 68
Is a front and rear wheel drive vehicle of a type in which the engine 14 whose output torque is amplified and transmitted by the planetary gear unit 18 and the rear wheels 80 and 82 are driven by the RMG 70 as a drive source. When switching between the ETC mode state in which the output torque of the engine 14 for driving the front wheels 66 and 68 is amplified and transmitted and the other direct connection mode states, the RMG 70 for driving the rear wheels 80 and 82
Is operated, switching shock and temporary torque shortage generated in connection with the switching are suppressed.

Further, in this embodiment, the engine 14 is directly connected to the sun gear 24 of the three rotating elements constituting the planetary gear device 18, the MG 16 is directly connected to the carrier 28, and the second gear is connected to the ring gear 32. The input shaft 26 of the continuously variable transmission 20 is connected via a clutch C2, and the MG 16 generates a reaction force, so that the engine 14
From the ETC mode (torque amplification mode) in which the output torque of the engine 14 is amplified and transmitted to the subsequent stage, the output torque of the engine 14 is continuously variable through the directly connected planetary gear device 18 in which the three rotating elements are integrally rotated. When the mode is switched to the direct connection mode transmitted to the engine 20, the second prime mover operation control means 146 (SD9, SE9 to SE13, SF1
Since 1) operates the RMG 70 so as not to cause the switching shock or the temporary torque shortage, the switching shock and the temporary torque shortage when switching from the torque amplification mode to the direct connection mode are suitably prevented.

Further, the vehicle of the present embodiment includes a planetary gear unit 18 that combines the outputs of the engine 14 and the MG 16 and transmits the combined output to the continuously variable transmission 20. The output torque of the engine 14 is amplified by the planetary gear unit 18. A hybrid vehicle that can be transmitted after being switched between a state in which its output torque is amplified and transmitted (ETC mode) and another state (direct connection mode).
Generator operation control means 14 for temporarily operating MG 16 so that the rotation change of motor 16 is performed slowly.
8 (SD6, SE5, SF8), it is preferable that a shock or the like generated due to a rapid change in rotation of the MG 16 when switching between the state in which the output torque is amplified and transmitted and the other state are switched. Is prevented.

As described above, one embodiment of the present invention has been described with reference to the drawings. However, the present invention can be applied to other embodiments.

For example, in the front and rear wheel drive vehicle of the above-described embodiment, the front wheels 66 and 68 are driven by the main drive unit 10 having the engine 14 and the MG 16 and the rear wheels 80 and 82 are driven by the RMG.
70, the main drive unit 10 drives the rear wheels 80 and 82, and the front wheel 6
6, 68 may be driven by the sub-drive unit 12. A vehicle having a second motor generator corresponding to the sub-drive 12 on the output shaft 38 of the continuously variable transmission 20 in the main drive 10, that is, two motor generators driving the front wheels 66 and 68, The vehicle may be a FF vehicle equipped with the vehicle or a vehicle provided with a second motor generator somewhere in the power transmission path to the front wheels 66 and 68.

The vehicle of the above-described embodiment has the engine 1
The output energy of the engine 14 is converted into electric energy by the MG 16 and the RMG 70 that drives the rear wheels 80 and 82 is operated by the electric energy. However, the output energy of the engine 14 is converted into hydraulic energy by the hydraulic pump, and The vehicle in which the hydraulic motor driving the wheels 80 and 82 is operated by the hydraulic energy may be used.

Further, in the above-described embodiment, the planetary gear unit 18 is used to amplify the output torque of the engine 14, but another type of torque amplifying mechanism may be used.

In the description of the running mode switching of the above-described embodiment, the switching between the ETC mode and the direct connection mode has been described. However, the switching between the ETC mode and the motor running mode may be performed. .

Although the embodiment of the present invention has been described in detail with reference to the drawings, this is merely an embodiment, and
The present invention can be implemented in various modified and improved aspects based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of a power transmission device of a four-wheel drive vehicle including a control device according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating a main part of a hydraulic control circuit that controls the planetary gear device of FIG. 1;

FIG. 3 is a diagram illustrating a control device provided in the four-wheel drive vehicle of FIG.

FIG. 4 is a diagram showing a best fuel consumption rate curve which is a target of an operating point of an engine controlled by the engine control device of FIG. 3;

FIG. 5 is a chart showing a control mode selected by the hybrid control device of FIG. 3;

FIG. 6 is a nomographic chart for explaining the operation of the planetary gear device in the ETC mode controlled by the hybrid control device of FIG. 3;

7 is a functional block diagram illustrating a main part of a control function of the hybrid control device and the like in FIG. 3;

8 is a time chart for explaining the operation of assist control by the second prime mover operation control means of FIG. 7;

FIG. 9 is a flowchart illustrating a main part of a control operation of the hybrid control device and the like in FIG. 3;

FIG. 10 is a diagram showing the engine torque T _E , the torque T _{MG of the MG} 16 and the RMG 70 during the front wheel drive running in SA4 of FIG. 9;
FIG. 8 is a diagram showing a routine for describing in detail a step for calculating a torque T _RMG of FIG.

11 is a view showing the estimated battery power value P in SA5 of FIG. 9;
FIG. 7 is a diagram illustrating a routine for describing in detail a step for calculating _b .

[12] In SA9 of FIG. 9, when the four-wheel drive cars the engine torque T _E, the MG 16 of the torque T _MG, RMG70
FIG. 8 is a diagram showing a routine for describing in detail a step for calculating a torque T _RMG of FIG.

FIG. 13 is a diagram showing a driver request torque T in SA2 of FIG. 9;
FIG. 4 is a diagram illustrating a relationship stored in advance used for calculating _drv .

FIG. 14 is an alignment chart illustrating the operation of the planetary gear set operated with the torque calculated by the routine of FIG. 12;

FIG. 15 is a flowchart showing an assist control routine by the RMG 70 for driving the rear wheels, showing switching control between the low μ road assist control and the high μ road assist control in a state where the power storage amount of the power storage device is insufficient.

FIG. 16 is a flowchart showing an assist control routine by the RMG 70 for driving the rear wheels, showing switching control between the low μ road assist control and the high μ road assist control in a state where the amount of power stored in the power storage device is sufficient.

FIG. 17 is a flowchart illustrating assist control of the RMG 70 when switching from the direct connection mode to the ETC mode.

FIG. 18 is a flowchart illustrating assist control of RMG 70 when switching from the ETC mode to the direct connection mode.

FIG. 19 is a flowchart illustrating assist control of the RMG 70 when stopping on a slope.

FIG. 20 is an alignment chart for explaining the operation of the planetary gear device when switching between the direct connection mode and the ETC mode.

[Explanation of symbols]

 14: Engine (first prime mover) 16: Motor generator (generator) 70: Rear motor generator (second prime mover) 130: Torque amplification state determining means 132: Energy supply control means 138: First prime mover output torque reducing means 144: Traveling mode switching determining means 146: Second prime mover operation control means 148: Motor generator operation control means

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 41/04 301 F02D 41/04 330G 330 B60K 9/00 E (72) Inventor Kazumi Hoshiya Aichi 1 Toyota Town, Toyota City Toyota Motor Corporation (72) Inventor Kojun Endo 1 Toyota Town Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Kunio Morisawa 1 Toyota Town Toyota City, Aichi Prefecture Toyota F-term (Reference) in Automobile Co., Ltd. DB05 DB11 DB12 DB15 DB19 DB21 EA02 EA03 EB01 EB09 EC02 FA07 3G301 HA01 JA04 KA06 KA12 KB01 LA01 LB01 MA11 ND01 PA12Z PB03A PE01A PE01Z PF01Z PF08Z PF12Z PG01Z 5H115 PA01 PA12 PG04 PI16 PI22 PI29 PU01 PU22 PU24 PU25 QE01 QE08 QE15 QE16 QI04 QI09 QN03 QN06 QN12 RB08 RB15 RE01 RE05 RE13 SE03 SE05 TO13 TE03 SE05 SE08 SE01

Claims (6)

[Claims] 1. A front and rear wheel drive vehicle in which one of a front wheel and a rear wheel uses a first prime mover as a drive source, whose output torque can be amplified and transmitted by a planetary gear device, and the other uses a second prime mover as a drive source. A torque amplifying state determining means for determining whether or not the first prime mover is in a torque amplifying state; and a case in which the torque amplifying state determining means determines that the first prime mover is in a torque amplifying state. And an energy supply control unit that supplies energy generated from the first prime mover to the second prime mover to operate the second prime mover. 2. The second prime mover is an electric motor, and the energy generated by the first prime mover is electric energy output from a generator that is rotationally driven by the first prime mover. Is provided with a power storage device for storing the electric energy, and the energy supply control means supplies the electric energy output from the generator to the power storage device when the power storage device can store the power. 2. The control device for a front-rear wheel drive vehicle according to claim 1, wherein when the power storage device cannot store power, the electric energy output from the generator is supplied to the second prime mover. 3. A control device for a vehicle in which a first prime mover and a second prime mover, whose output torque can be amplified and transmitted by a planetary gear device, are used as driving sources. A control device for a vehicle, comprising: first motor output torque increasing means for increasing a rotation speed of the first motor in relation to a traveling road surface condition. 4. A control device for a vehicle in which a first prime mover and a second prime mover whose output torque can be amplified and transmitted by a planetary gear device are used as drive sources, wherein the output torque is amplified and transmitted. A vehicle control device, comprising: a second prime mover operation control unit that activates the second prime mover when switching between a state to be performed and another state. 5. The first prime mover is connected to a first rotary element of the three rotary elements constituting the planetary gear device, a motor generator is connected to a second rotary element, and a transmission is connected to a third rotary element. Are connected, and when the motor generator receives a reaction force, the first
From the torque amplifying mode in which the output torque of the prime mover is amplified and transmitted to the subsequent stage, the output torque of the first prime mover is transmitted to the transmission via the planetary gear device in a directly connected state in which the three rotating elements are integrally rotated. 5. The vehicle control device according to claim 4, wherein the second prime mover operation control means activates the second prime mover when the mode is switched to the transmitted direct connection mode. 6. An internal combustion engine and a motor generator,
A planetary gear device that combines the outputs of the internal combustion engine and the motor generator and transmits the combined output to a transmission, wherein the output torque of the internal combustion engine is amplified and transmitted by the planetary gear device, A motor generator for temporarily operating the motor generator such that when the output torque is switched between a state in which the output torque is amplified and transmitted and another state, the rotation change of the motor generator accompanying the switching is performed slowly. A control device for a vehicle, comprising an operation control means.