JP7362025B2 - Vehicle control method and vehicle system - Google Patents

Description

The present invention relates to a vehicle control method and vehicle system for controlling the attitude of a vehicle in response to steering.

2. Description of the Related Art Conventionally, devices (such as a skid prevention device) that control the behavior of a vehicle in a safe direction when the behavior of the vehicle becomes unstable due to a slip or the like are known. Specifically, there is a known technology that detects the occurrence of understeer or oversteer behavior in a vehicle when cornering, etc., and applies appropriate deceleration to the wheels to suppress these behaviors. ing.

On the other hand, in addition to control to improve safety in driving conditions where the vehicle's behavior becomes unstable, it also reduces torque when steering the steering wheel and causes vehicle deceleration, which helps the driver when cornering. A technique for controlling vehicle behavior so that the operation of the vehicle becomes natural and stable is known (for example, see Patent Document 1). Hereinafter, controlling the attitude of the vehicle by changing the torque in response to the driver's steering operation will be appropriately referred to as "vehicle attitude control."

Patent No. 5999360

Patent Document 1 mentioned above describes that vehicle attitude control may be applied to a hybrid vehicle having an engine and a motor generator. However, Patent Document 1 does not disclose specific control contents when applying vehicle attitude control to a hybrid vehicle. When considering vehicle attitude control in a hybrid vehicle, it is assumed that control is performed using a motor generator instead of an engine in order to appropriately change the vehicle torque in response to steering operations by the driver. be done. This is because the motor generator has better controllability (responsiveness, etc.) of the driving torque and regenerative torque of the vehicle than the engine.

Incidentally, in recent years, attempts have been made to construct hybrid vehicles simply and at low cost by applying relatively small (low output) motor generators and relatively low voltage batteries to hybrid vehicles. This eliminates the need for countermeasures against high voltage, making it possible to simplify the configuration of the hybrid vehicle and reduce costs. However, in a hybrid vehicle equipped with such a relatively small motor generator, when attempting to control the vehicle attitude using the motor generator, the vehicle's torque increases in response to the driver's steering operation due to insufficient output of the motor generator. may not be able to change appropriately. Therefore, the effect of vehicle attitude control, that is, the effect of improving turning performance (vehicle responsiveness and linearity) with respect to steering operation may not be properly ensured.

The present invention has been made to solve the above-mentioned problems, and provides a vehicle control method and vehicle that can appropriately realize vehicle attitude control even in a hybrid vehicle equipped with a relatively small rotating electric machine. The purpose is to provide a system.

To achieve the above object, the present invention provides a method for controlling a vehicle whose front wheels are driven by an engine and a rotary electric machine, the method being based on the driving state of the vehicle, including at least the amount of accelerator opening or the amount of brake pedal depression. , a basic torque setting step of setting a basic torque to be applied to the vehicle from at least one of the engine and the rotating electric machine, and increasing the absolute value of the basic torque to be set as the accelerator opening degree or the brake pedal depression amount is large; A deceleration torque setting step in which a deceleration torque is set when the steering angle of the mounted steering device is increasing, and the deceleration torque to be set increases as the steering speed, which is the rate of change in the steering angle, increases; and a torque generation step of controlling the engine or the rotating electrical machine so that, when the deceleration torque is set in the torque setting step, a torque obtained by subtracting the deceleration torque from the basic torque is generated, and the vehicle has the engine and the front wheels. The clutch is engaged when the engine generates torque, and released when the engine does not generate torque, and the clutch is engaged during the torque generation process. Sometimes, the engine is controlled to generate a torque that is the basic torque minus the deceleration torque, and when the clutch is released, the rotating electrical machine is controlled to generate a torque that is the basic torque minus the deceleration torque. It is characterized by

In the present invention configured in this way, in a vehicle (hybrid vehicle) whose front wheels are driven by an engine and a rotating electric machine, the vehicle is decelerated in response to an increase in the steering angle (corresponding to a steering operation). The vehicle attitude is controlled by applying deceleration torque. In the present invention, when the engine is generating torque, the engine is controlled so as to generate a torque corresponding to the deceleration torque by vehicle attitude control, while when the engine is not generating torque, The rotating electric machine is controlled so that a torque corresponding to the deceleration torque due to vehicle attitude control is generated. That is, in the present invention, when the engine is generating torque, vehicle attitude control is realized by the torque from the engine rather than the rotating electric machine, whereas when the engine is not generating torque, Typically, when a rotating electrical machine is generating torque, vehicle attitude control is achieved using the torque from the rotating electrical machine. As a result, vehicle attitude control can be appropriately executed even in a hybrid vehicle equipped with a relatively small (low output) rotating electric machine. Therefore, it is possible to appropriately ensure the effect of improving the turning performance (vehicle responsiveness and linearity) with respect to the steering operation.
Further, according to the present invention, it is determined whether to implement vehicle attitude control by controlling the engine or controlling the rotating electric machine, based on the state of the clutch that can switch between connecting and disconnecting the engine and the front wheels. This also makes it possible to appropriately perform vehicle attitude control in a hybrid vehicle equipped with a relatively small rotating electrical machine.

Note that the term "rotating electric machine" refers to at least one of a motor (electric motor), a generator (generator), and a motor generator that has the functions of both a motor and a generator.

In the present invention, preferably, in the torque generation step, if the engine is generating torque when the steering angle starts to increase, the engine is controlled so as to generate a torque obtained by subtracting the deceleration torque from the basic torque. However, if the engine is not generating torque when the steering angle starts to increase, the rotating electric machine is controlled so as to generate a torque obtained by subtracting the deceleration torque from the basic torque.
According to the present invention configured in this way, it is determined whether or not the engine is generating torque at the timing when the steering angle starts to increase, and the engine control and rotating electric power are controlled according to the result of this determination. Decide which of the machine controls will implement vehicle attitude control. This makes it possible to more reliably perform appropriate vehicle attitude control even in a hybrid vehicle equipped with a relatively small rotating electric machine.

In the present invention, preferably, in the torque generation step, when the clutch is engaged, a torque obtained by subtracting the deceleration torque from the basic torque is generated only from the engine.

In the present invention, preferably, the engine, the rotating electrical machine, and the front wheels of the vehicle are connected in series, and the clutch is preferably provided between the engine and the rotating electrical machine.

The present invention preferably further includes an acceleration torque setting step of setting an acceleration torque when the steering angle of the steering device is decreasing , and in the torque generation step, the acceleration torque is set by the acceleration torque setting step. In this case, if the engine is generating torque, the engine is controlled to generate a torque that is the sum of the basic torque and the acceleration torque, and if the engine is not generating torque, the basic torque is The rotating electrical machine is controlled to generate a torque that is the sum of the acceleration torque and the acceleration torque.
According to the present invention configured in this manner, the vehicle attitude is controlled by applying acceleration torque for accelerating the vehicle in response to a decrease in the steering angle (corresponding to a steering return operation). In the present invention, when the engine is generating torque, the engine is controlled so as to generate torque corresponding to the acceleration torque by vehicle attitude control, while when the engine is not generating torque, The rotating electric machine is controlled so that a torque corresponding to the acceleration torque generated by vehicle attitude control is generated. This also makes it possible to appropriately perform vehicle attitude control in a hybrid vehicle equipped with a relatively small rotating electrical machine. Therefore, it is possible to appropriately ensure the effect of improving the turning performance (vehicle responsiveness and linearity) with respect to the steering return operation.

In another aspect, to achieve the above object, the present invention provides a vehicle system comprising an engine and a rotating electric machine for driving front wheels of a vehicle, a steering device for steering the vehicle, and a steering device for steering the vehicle. A steering angle sensor that detects a steering angle, a driving state sensor that detects a driving state of the vehicle including at least an accelerator opening amount or a brake pedal depression amount, and a controller that controls an engine and a rotating electrical machine. The device sets the basic torque to be applied to the vehicle from at least one of the engine and the rotating electrical machine based on the driving state, which includes at least the accelerator opening or the amount of brake pedal depression detected by the driving state sensor, and sets the basic torque to be applied to the vehicle from at least one of the engine and the rotating electric machine, and The larger the amount of brake pedal depression, the larger the absolute value of the basic torque to set, and when the steering angle detected by the steering angle sensor is increasing, the deceleration torque is set, and the steering angle is the rate of change of the steering angle. The vehicle is configured to control the engine or rotating electrical machine so that the larger the speed, the larger the set deceleration torque is, and when the deceleration torque is set, a torque obtained by subtracting the deceleration torque from the basic torque is generated. , has a clutch installed between the engine and the front wheels, the clutch is engaged when the engine generates torque, and released when the engine does not generate torque, and the controller controls whether the clutch is engaged or not. When the clutch is released, the engine is controlled so that it generates a torque that is the basic torque minus the deceleration torque, and when the clutch is released, the rotating electrical machine is controlled so that the torque that is the basic torque minus the deceleration torque is generated. It is characterized by controlling.
According to the present invention configured in this way, vehicle attitude control can be appropriately executed even in a hybrid vehicle equipped with a relatively small (low output) rotating electric machine.

According to the vehicle control method and vehicle system of the present invention, it is possible to appropriately realize vehicle attitude control even in a hybrid vehicle equipped with a relatively small rotating electric machine.

1 is a block diagram schematically showing the overall configuration of a vehicle according to an embodiment of the present invention. FIG. 1 is a block diagram showing the electrical configuration of a vehicle according to an embodiment of the present invention. 1 is a map showing a driving area of a vehicle according to an embodiment of the present invention. 5 is a flowchart of vehicle attitude control processing according to an embodiment of the present invention. 5 is a flowchart of a deceleration torque setting process according to an embodiment of the present invention. It is a map showing the relationship between additional deceleration and steering speed according to an embodiment of the present invention. 5 is a flowchart of acceleration torque setting processing according to an embodiment of the present invention. It is a map showing the relationship between additional acceleration and steering speed according to an embodiment of the present invention. 5 is a time chart showing changes in each parameter over time when vehicle attitude control according to an embodiment of the present invention is performed in an engine running region. 5 is a time chart showing changes over time in each parameter when vehicle attitude control is performed in an EV driving region according to an embodiment of the present invention. 5 is a time chart showing temporal changes in each parameter when vehicle attitude control according to an embodiment of the present invention is performed in an engine disconnection regeneration region.

DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle control method and vehicle system according to embodiments of the present invention will be described below with reference to the accompanying drawings.

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

As shown in FIG. 1, an engine 4 is mounted at the front of the vehicle 1 as a prime mover for driving left and right front wheels 2. As shown in FIG. This vehicle 1 is configured as a so-called FF vehicle. Each wheel 2 of the vehicle 1 is suspended on the vehicle body via a suspension 70 that includes an elastic member (typically a spring), a suspension arm, and the like.

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

Further, as shown in FIG. 1, the vehicle 1 has a function of driving the front wheels 2 (that is, a function as a prime mover), a function of generating regenerative power by being driven by the front wheels 2 (that is, a function as a generator), A motor generator 20 (rotating electric machine) having the following functions is mounted. Power is transmitted between the motor generator 20 and the front wheels 2 via the transmission 6 , and is controlled by the controller 8 via the inverter 22 . Further, the motor generator 20 is connected to a battery 24, and is supplied with electric power from the battery 24 when generating driving force, and supplies electric power to the battery 24 to charge the battery 24 when regenerating.

In this way, the vehicle 1 is configured as a hybrid vehicle using the engine 4 and the motor generator 20 as power sources. In this embodiment, the motor generator 20 is relatively small (in other words, has a low output), and the battery 24 is a low voltage (for example, about 48 V). Thereby, a hybrid vehicle can be constructed simply and at low cost.

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

The vehicle 1 includes a steering device 26 including a steering wheel 28 (hereinafter simply referred to as "steering"), a steering column 30, etc., and a steering device 26 that includes a steering wheel 28 (hereinafter simply referred to as "steering"), a steering column 30, etc. a steering angle sensor 34 that detects the steering angle at the vehicle speed; an accelerator opening sensor 36 that detects the amount of accelerator pedal depression corresponding to the opening of the accelerator pedal; a brake depression amount sensor 38 that detects the amount of depression of the brake pedal; The vehicle includes a vehicle speed sensor 40 that detects yaw rate, a yaw rate sensor 42 that detects yaw rate, and an acceleration sensor 44 that detects acceleration. Each of these sensors outputs each detected value to the controller 8. This controller 8 is configured to include, for example, a PCM (Power-train Control Module). Note that the accelerator opening sensor 36, the vehicle speed sensor 40, and the like correspond to a driving state sensor that detects the driving state of the vehicle 1.

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

As shown in FIG. 2, the controller 8 according to the present embodiment provides detection signals from the sensors 18, 34, 36, 38, 40, 42, 44, and 54 as well as various driving signals for detecting the driving state of the vehicle 1. Based on the detection signal output by the condition sensor, each part of the engine 4 (e.g., throttle valve 10, injector 12, spark plug 14, variable valve mechanism 16, turbo supercharger, EGR device, etc.), motor generator 20 , the first and second clutches 61 and 62, and the hydraulic pump 50 and valve unit 52 of the brake control system 48.

Each of the controllers 8 (which may also include the brake control system 48) includes one or more processors and various programs that are interpreted and executed on the processors (basic control programs such as an OS, and programs that are started on the OS and execute specific functions). (including application programs to implement) and an internal memory such as ROM or RAM for storing programs and various data.

Note that the controller 8 corresponds to a controller in the present invention. Furthermore, a system including the engine 4, motor generator 20, steering angle sensor 34, accelerator opening sensor 36, vehicle speed sensor 40, and controller 8 corresponds to the vehicle system in the present invention.

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

In FIG. 3, region R1 is an engine driving region in which the vehicle 1 is driven using only the torque generated by the engine 4, and region R2 is an EV driving region in which the vehicle 1 is driven using only the torque generated by the motor generator 20. This is the driving area. In the engine driving range R1, the first clutch 61 is engaged and the engine 4 is connected, and in the EV driving range R2, the first clutch 61 is released and the engine 4 is disconnected. Further, region R3 is a region where the vehicle 1 is braked only by regeneration of the motor generator 20, and region R4 is a region where the vehicle 1 is braked by the regeneration of the motor generator 20 and the brake device 46. In both regions R3 and R4, the first clutch 61 is released and the engine 4 is disconnected. If the engine 4 is connected when the motor generator 20 is regenerating, wasteful energy consumption will occur due to the engine 4 being driven, so the first clutch 61 is released to disconnect the engine 4.

Note that, below, the region R3 will be referred to as a "first engine disconnection regeneration region" and the region R4 will be referred to as a "second engine disconnection regeneration region." When these first and second engine disconnection regeneration regions R3 and R4 are not distinguished, they are simply referred to as "engine disconnection regeneration regions." Further, regions R2 to R4 are collectively referred to as a "motor generator use region."

As shown in FIG. 3, in the driving range map according to the present embodiment, the EV driving range R2 is narrower than the engine driving range R1. This is because, as described above, a relatively small (low output) motor generator 20 is used in this embodiment. For the same reason, the first engine disconnection regeneration area R3 is also narrower than the second engine disconnection regeneration area R4. Generally, when attempting to perform EV driving using a motor generator in almost the entire driving range, a motor generator with an output of about 50 kW is applied, but in this embodiment, the output of such a motor generator is For example, a motor generator 20 with a low output of about 1/5, specifically about 10 to 15 kW, is used.

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

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

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

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

Next, in step S104, the controller 8 refers to the map in FIG. 3 and determines the driving range of the vehicle 1 based on the current vehicle speed and target acceleration (including positive acceleration and negative acceleration (deceleration)). Set. Specifically, the controller 8 determines one of the engine driving range R1, the EV driving range R2, the first engine disconnection regeneration area R3, and the second engine disconnection regeneration area R4.

Further, in parallel with the processing in steps S102 to S104, in step S105, the controller 8 executes a deceleration torque setting process to set a torque (deceleration torque) for adding deceleration to the vehicle 1 based on the steering operation. . In step S105, the controller 8 sets a deceleration torque for reducing the basic torque in response to an increase in the steering angle of the steering device 26, that is, in response to a steering operation. In this embodiment, the controller 8 controls the vehicle attitude by temporarily reducing the torque and applying deceleration to the vehicle 1 when the steering wheel is turned. Hereinafter, the vehicle attitude control performed when the steering wheel is turned in this manner will be appropriately referred to as "first vehicle attitude control." Note that the deceleration torque setting process will be described later with reference to FIGS. 5 and 6.

Next, in step S106, the controller 8 executes an acceleration torque setting process for setting a torque (acceleration torque) for adding acceleration to the vehicle 1 based on the steering operation. In step S106, the controller 8 sets an acceleration torque for increasing the basic torque in response to a decrease in the steering angle of the steering device 26, that is, in response to the steering being turned back. In this embodiment, the controller 8 controls the vehicle attitude by temporarily increasing the torque and adding acceleration to the vehicle 1 when the steering is turned back. Hereinafter, the vehicle attitude control performed when the steering is turned back is appropriately referred to as "second vehicle attitude control." Typically, this second vehicle attitude control tends to be performed after the above-described first vehicle attitude control. Note that the acceleration torque setting process will be described later with reference to FIGS. 7 and 8.

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

Next, in step S108, the controller 8 determines whether the operating range set in step S104 is the engine running range R1. Determining whether the operating region is in the engine running region R1 in this manner is equivalent to determining whether the engine 4 is generating torque. That is, when the operating range is the engine running range R1, the engine 4 is generating torque, and on the other hand, when the operating range is not the engine running range R1, that is, when the motor generator is used, the engine 4 is generating torque. 4 does not generate torque. As a result of the determination in step S108, if it is determined that the operating region is the engine running region R1 (step S108: Yes), the controller 8 proceeds to step S109.

In step S109, the controller 8 engages the first clutch 61 in order to connect the engine 4 since the operating region is the engine running region R1 (of course, if the first clutch 61 is already in the engaged state, , maintaining the engaged state of the first clutch 61). Then, the controller 8 proceeds to step S110, and determines various state quantities necessary to achieve the final target torque based on the final target torque set in step S107, and based on these state quantities, the controller 8 determines the various state quantities necessary to achieve the final target torque. Set the control amount for each actuator that drives each component. In this case, the controller 8 sets a limit value and a limit range according to the state quantity, and sets a control amount for each actuator such that the state value complies with the limit value and the limit range. Next, the controller 8 proceeds to step S113 and outputs a control command to each actuator of the engine 4 based on the control amount set in step S110.

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

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

Although the case where the engine 4 is a gasoline engine has been described above, when the engine 4 is a diesel engine, the controller 8 sets the final target torque by adding the acceleration torque to the basic torque in step S107. If so, the amount of fuel injected by the injector 12 is increased more than the amount of fuel injected for generating the basic torque. On the other hand, if the final target torque is set by subtracting the deceleration torque from the basic torque in step S107, the controller 8 reduces the fuel injection amount by the injector 12 to be less than the fuel injection amount for generating the basic torque. let

On the other hand, as a result of the determination in step S108, if it is determined that the operating region is not the engine running region R1 (step S108: No), that is, if the operating region is the motor generator use region, the controller 8 proceeds to step S111. . In step S111, the controller 8 releases the first clutch 61 in order to disconnect the engine 4 since the operating range is not the engine running range R1 (of course, if the first clutch 61 is already in the released state, (maintaining the released state of the first clutch 61). Then, the controller 8 proceeds to step S112, determines various state quantities necessary to achieve the final target torque based on the final target torque set in step S107, and based on these state quantities, the motor generator 20 Set the control amount of the actuator that drives the component. In this case, the controller 8 sets a limit value and a limit range according to the state quantity, and sets a control amount of the actuator such that the state value complies with the limit value and the limit range. Next, the controller 8 proceeds to step S113 and outputs a control command to the actuator based on the control amount set in step S112.

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

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

Next, the deceleration torque setting process in the embodiment of the present invention will be described with reference to FIGS. 5 and 6.
FIG. 5 is a flowchart of the deceleration torque setting process according to the embodiment of the present invention, and FIG. 6 is a map showing the relationship between additional deceleration and steering speed according to the embodiment of the present invention.

When the deceleration torque setting process is started, in step S11, the controller 8 determines whether the steering angle (absolute value) of the steering device 26 is increasing (that is, the steering wheel 28 is being operated). As a result, if the steering angle is increasing (step S11: Yes), the process proceeds to step S12, and the controller 8 determines whether the steering speed is equal to or greater than a predetermined threshold value _S1 . That is, the controller 8 calculates the steering speed based on the steering angle acquired from the steering angle sensor 34 in step S101 of FIG. 4, and determines whether the value is equal to or greater than the threshold value _S1 .

As a result, if the steering speed is equal to or _greater than the threshold value S1 (step S12: Yes), the process proceeds to step S13, where the controller 8 sets additional deceleration based on the steering speed. This additional deceleration is a deceleration that should be added to the vehicle 1 in response to the steering operation in order to control the vehicle attitude according to the driver's intention.

Specifically, the controller 8 sets the additional deceleration corresponding to the steering speed calculated in step S12 based on the relationship between the additional deceleration and the steering speed shown in the map of FIG. The horizontal axis in FIG. 6 shows the steering speed, and the vertical axis shows the additional deceleration. As shown in FIG. 6, when the steering speed is less than or equal to the threshold value _S1 , the corresponding additional deceleration is zero. That is, when the steering speed is less than or equal to the threshold value _S1 , the controller 8 does not perform control to apply deceleration to the vehicle 1 based on the steering operation.

On the other hand, when the steering speed exceeds the threshold value _S1 , as the steering speed increases, the additional deceleration corresponding to this steering speed asymptotically approaches the predetermined upper limit value _Dmax . That is, as the steering speed increases, the additional deceleration increases, and the rate of increase of the amount of increase becomes smaller. This upper limit value D _max is set to a deceleration that does not make the driver feel that there has been a control intervention even if deceleration is applied to the vehicle 1 in response to steering operation (for example, 0.5 m/s ² ≒0 .05G). Further, when the steering speed is equal to or higher than the threshold value S ₂ which is larger than the threshold value S ₁ , the additional deceleration is maintained at the upper limit value D _max .

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

Further, if the steering angle is not increased in step S11 (step S11: No), or if the steering speed is less than the threshold value _S1 in step S12 (step S12: No), the controller 8 sets the deceleration torque. The deceleration torque setting process is ended without performing the above steps, and the process returns to the main routine shown in FIG. In this case, the deceleration torque becomes zero.

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

When the acceleration torque setting process is started, in step S21, the controller 8 determines whether the steering angle (absolute value) of the steering device 26 is decreasing (that is, the steering wheel 28 is being turned back). . As a result, if the steering angle is decreasing (step S21: Yes), the process proceeds to step S22, and the controller 8 determines whether the steering speed is equal to or greater than a predetermined threshold value _S1 . That is, the controller 8 calculates the steering speed based on the steering angle acquired from the steering angle sensor 34 in step S101 of FIG. 4, and determines whether the value is equal to or greater than the threshold value _S1 .

As a result, if the steering speed is equal to or higher than the threshold value S ₁ (step S22: Yes), the process proceeds to step S23, where the controller 8 sets additional acceleration based on the steering speed. This additional acceleration is the acceleration that should be added to the vehicle 1 in response to the steering operation in order to control the vehicle attitude according to the driver's intention.

Specifically, the controller 8 sets the additional acceleration corresponding to the steering speed calculated in step S22 based on the relationship between the additional acceleration and the steering speed shown in the map of FIG. The horizontal axis in FIG. 8 shows the steering speed, and the vertical axis shows the additional acceleration. As shown in FIG. 8, when the steering speed is less than or equal to the threshold value _S1 , the corresponding additional acceleration is zero. That is, when the steering speed is less than or equal to the threshold value _S1 , the controller 8 does not perform control to apply acceleration to the vehicle 1 based on the steering operation.

On the other hand, when the steering speed exceeds the threshold value _S1 , as the steering speed increases, the additional acceleration corresponding to this steering speed asymptotically approaches the predetermined upper limit value _Amax . That is, as the steering speed increases, the additional acceleration increases, and the rate of increase of the amount of increase becomes smaller. This upper limit value A _max is set to an acceleration that does not make the driver feel that there has been a control intervention even if acceleration is applied to the vehicle 1 in response to steering operation (for example, 0.5 m/s ² ≒ 0.05 G ). Further, when the steering speed is equal to or higher than the threshold value S ₂ which is larger than the threshold value S ₁ , the additional acceleration is maintained at the upper limit value A _max .

Next, in step S24, the controller 8 sets acceleration torque based on the additional acceleration set in step S23. Specifically, the controller 8 determines the acceleration torque required to realize the additional acceleration by increasing the basic torque based on the current vehicle speed, gear, road slope, etc. acquired in step S101. After step S24, the controller 8 ends the acceleration torque setting process and returns to the main routine of FIG. 4.

Further, if the steering angle is not decreased in step S21 (step S21: No), or if the steering speed is less than the threshold value _S1 in step S22 (step S22: No), the controller 8 sets the acceleration torque. The acceleration torque setting process is ended without performing the above steps, and the process returns to the main routine shown in FIG. In this case, the acceleration torque becomes zero.

<Action and effect>
Next, the vehicle control method and the operation of the vehicle system according to the embodiment of the present invention will be described with reference to the time charts of FIGS. 9 to 11. FIG. 9 is a time chart showing changes over time in each parameter when vehicle attitude control is performed in the engine driving region R1, and FIG. 10 is a time chart showing changes in each parameter over time when vehicle attitude control is performed in the EV driving region R2. FIG. 11 is a time chart showing changes over time, and FIG. 11 is a time chart showing changes over time in each parameter when vehicle attitude control is performed in the engine disconnection regeneration regions R3 and R4.

The time charts in FIGS. 9 to 11 show, from top to bottom, the state of the first clutch 61 (engaged/disengaged), the steering angle of the steering device 26, the steering speed, the additional acceleration/deceleration, the final target torque, and the spark plug 14 of the engine 4. The ignition timing of the motor generator 20 and the torque (driving torque/regenerative torque) generated by the motor generator 20 are shown.

First, in the example shown in FIG. 9, since the operating region of the vehicle 1 is the engine driving region R1, the first clutch 61 is engaged to connect the engine 4 (step S109 in FIG. 4). Further, as shown in FIG. 9, until time t11, the driver of the vehicle 1 is not steering, the steering angle is 0 (neutral position), and the steering speed is also 0. In this state, deceleration torque and acceleration torque are not set in the deceleration torque setting process of FIG. 5 and the acceleration torque setting process of FIG. 7 (additional deceleration = 0, deceleration torque = 0, additional acceleration = 0, acceleration torque =0). Therefore, the basic torque is determined as the final target torque until time t11.

Next, at time t11, when the driver starts turning the steering wheel 28, the steering angle and the steering speed (absolute values thereof) increase. When the steering speed becomes equal to or higher than _S1 , in the deceleration torque setting process of FIG. 5, steps S11 to S14 are repeated, and additional deceleration and deceleration torque are set. That is, in step S13 of FIG. 5, additional deceleration is set based on the steering speed using the map shown in FIG. 6, and in step S14, the deceleration torque necessary to realize the set additional deceleration is set. In step S107 of FIG. 4, the value obtained by subtracting the deceleration torque from the basic torque is set as the final target torque.

In the example shown in FIG. 9, the operating range of the vehicle 1 is the engine running range R1 at the timing when the steering angle starts to increase. Specifically, it is determined that the driving region of the vehicle 1 is the engine driving region R1 at the timing when the start condition for the first vehicle attitude control is satisfied, that is, at the timing when the steering angle increases and the steering speed becomes equal to or higher than the threshold value _S1 . be done. As a result, only the engine 4 is controlled so that after time t11 (times t11 to t12), a torque that is a reduced basic torque due to deceleration torque is generated. In this case, motor generator 20 is not controlled. In one example, in steps S110 and S113 of FIG. 4, as shown in FIG. 9, the ignition timing of the spark plug 14 is retarded relative to the ignition timing for generating the basic torque. In addition, instead of retarding the ignition timing, or in addition to this, in order to reduce the amount of intake air, the throttle opening may be made smaller than when generating basic torque, or the throttle opening may be set after bottom dead center. The closing timing of the intake valve may be delayed. In these cases, the amount of fuel injected by the injector 12 is also reduced in response to the reduction in the amount of intake air so that a predetermined air-fuel ratio is maintained.

As described above, when a torque that is reduced from the basic torque is generated due to deceleration torque between times t11 and t12, the front of the vehicle body sinks and the front wheel load increases. This makes it possible to improve the responsiveness and linearity of the vehicle 1 to the steering operation.

Next, at time t12, when the steering is shifted to the holding state, the steering angle becomes a constant value. In this state, deceleration torque and acceleration torque are not set in the deceleration torque setting process of FIG. 5 and the acceleration torque setting process of FIG. 7 (additional deceleration = 0, deceleration torque = 0, additional acceleration = 0, acceleration torque =0). Therefore, from time t12 to time t13, the basic torque is determined as the final target torque.

Furthermore, when the driver starts turning the steering wheel 28 back at time t13, the steering angle decreases and (the absolute value of) the steering speed increases. When (the absolute value of) the steering speed becomes equal to or higher than _S1 , in the acceleration torque setting process of FIG. 7, the processes of steps S21 to S24 are repeated, and the additional acceleration and acceleration torque are set. That is, in step S23 of FIG. 7, additional acceleration is set based on the steering speed using the map shown in FIG. 8, and in step S24, the acceleration torque required to realize the set additional acceleration is set, In Step S107 of Step 4, the value obtained by adding the acceleration torque to the basic torque is set as the final target torque.

In the example shown in FIG. 9, the operating range of the vehicle 1 is the engine running range R1 at the timing when the steering angle starts to decrease. Specifically, at the timing when the start condition for the second vehicle attitude control is satisfied, that is, at the timing when the steering angle decreases and the steering speed (absolute value) becomes equal to or higher than the threshold value _S1 , the driving range of the vehicle 1 changes to the engine driving range R1. It is determined that As a result, only the engine 4 is controlled so that after time t13 (times t13 to t14), a torque increased by the basic torque due to acceleration torque is generated. In this case, motor generator 20 is not controlled. In one example, in steps S110 and S113 of FIG. 4, as shown in FIG. 9, the ignition timing of the spark plug 14 is advanced relative to the ignition timing for generating the basic torque. Note that in place of or in conjunction with advancing the ignition timing, the throttle opening may be made larger than when generating basic torque in order to increase the amount of intake air, or the closing timing of the intake valve may be increased. may be advanced. In these cases, the amount of fuel injected by the injector 12 is also increased in response to the increase in the amount of intake air so that a predetermined air-fuel ratio is maintained.

As described above, when a torque that is an increase in the basic torque is generated due to acceleration torque between times t13 and t14, the front part of the vehicle body rises and the front wheel load decreases. Thereby, it is possible to improve the vehicle responsiveness and linearity to the steering operation.

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

Next, with reference to FIG. 10, a case will be described in which vehicle attitude control is performed in the EV driving region R2. Here, only the parts that are different from FIG. 9 will be mainly explained. In the example shown in FIG. 10, since the driving region of the vehicle 1 is the EV driving region R2, the first clutch 61 is released in order to disconnect the engine 4 in step S111 of FIG. Further, from time t21 to t22 (when the steering wheel is turned), only the motor generator 20 is controlled (the engine 4 is not controlled) so that a torque that is reduced from the basic torque is generated by the deceleration torque. Specifically, in steps S112 and S113 in FIG. 4, the inverter command value is set to reduce the torque generated by motor generator 20. Next, from time t23 to t24 (when the steering is turned back), only the motor generator 20 is controlled (the engine 4 is not controlled) so that the acceleration torque generates a torque that is an increase in the basic torque. Specifically, in steps S112 and S113 in FIG. 4, an inverter command value is set to increase the torque generated by motor generator 20.

Next, with reference to FIG. 11, a case where vehicle attitude control is performed in the engine disconnection regeneration region (R3 or R4) will be described. Here, only the parts that are different from FIG. 9 will be mainly explained. In the example shown in FIG. 11, since the operating region of the vehicle 1 is the engine disconnection regeneration region, the first clutch 61 is released in order to disconnect the engine 4 in step S111 of FIG. Further, from time t31 to time t32 (when the steering wheel is turned), only the motor generator 20 is controlled (the engine 4 is not controlled) so that a torque that is reduced from the basic torque by deceleration torque is generated. Specifically, in steps S112 and S113 in FIG. 4, the inverter command value is set to increase the regenerative torque (absolute value) generated by the motor generator 20. Next, from time t33 to time t34 (when the steering is turned back), only the motor generator 20 is controlled (the engine 4 is not controlled) so that the acceleration torque generates a torque that is an increase in the basic torque. Specifically, in steps S112 and S113 in FIG. 4, the inverter command value is set so as to reduce the regenerative torque (absolute value) generated by the motor generator 20.

In the examples shown in FIGS. 9 to 11, the value of the basic torque is a constant value, but if the basic torque changes due to the driver's operation of the accelerator pedal, etc., the acceleration torque will change with respect to the basic torque. is added or the deceleration torque is subtracted. However, since the time from turning the steering wheel 28 by the driver to holding the steering and turning the steering wheel back is generally relatively short (usually less than 1 to 2 seconds), the basic torque is assumed to be constant during this time. You can also do that.

Next, the functions and effects of the above-described embodiments of the present invention will be explained.

According to the present embodiment, the controller 8 performs vehicle attitude control (specifically, first vehicle attitude control) when the steering wheel is turned with respect to a hybrid vehicle in which the front wheels 2 are driven by the engine 4 and the motor generator 20. When the engine 4 is generating torque, the engine 4 is controlled so as to generate a torque corresponding to the deceleration torque by the first vehicle attitude control, while when the engine 4 is not generating torque, , controls the motor generator 20 so as to generate a torque corresponding to the deceleration torque by the first vehicle attitude control.

The reason for doing this is as follows. Normally, when considering performing vehicle attitude control in a hybrid vehicle, it is assumed that torque control for vehicle attitude control is performed using only the motor generator 20 that has excellent controllability (responsivity, etc.). However, when the motor generator 20 is configured to be relatively small (low output) as in this embodiment, when attempting to control the vehicle attitude using only the motor generator 20, the output of the motor generator 20 is insufficient. etc., it may not be possible to realize a sufficient torque change for vehicle attitude control.

Therefore, in this embodiment, when the engine 4 is generating torque, the controller 8 realizes the first vehicle attitude control using the torque from the engine 4 instead of the motor generator 20. On the other hand, when the engine 4 is not generating torque, that is, when the motor generator 20 is generating torque, the controller 8 is configured to realize the first vehicle attitude control using the torque from the motor generator 20. do. That is, the controller 8 causes the motor generator 20 to realize the first vehicle attitude control only when the motor generator 20 is generating torque. In other words, in the present embodiment, the controller 8 performs the first vehicle attitude control when the set deceleration torque can be achieved by the engine 4 (this corresponds to the case where the deceleration torque cannot be achieved by the motor generator 20). However, if the set deceleration torque cannot be achieved by the engine 4 (this corresponds to the case where the deceleration torque can be achieved by the motor generator 20), the first vehicle attitude control is performed by the motor. This is performed by the generator 20.

According to the present embodiment described above, even in a hybrid vehicle equipped with a relatively small motor generator 20, the first vehicle attitude control can be appropriately executed when the steering wheel is turned. Therefore, it is possible to appropriately ensure the effect of improving the turning performance (vehicle responsiveness and linearity) with respect to the steering operation.

Further, according to the present embodiment, the controller 8 causes the engine 4 to generate torque when the steering angle starts to increase, more specifically, at the timing when the first vehicle attitude control start condition is satisfied. Based on the result of this determination, it is determined whether the first vehicle attitude control is to be achieved by controlling the engine 4 or by controlling the motor generator 20. Thereby, even in a hybrid vehicle equipped with a relatively small motor generator 20, appropriate first vehicle attitude control can be executed more reliably.

Further, according to the present embodiment, the controller 8 also performs the second vehicle attitude control when the steering is turned back, in accordance with the acceleration torque caused by the second vehicle attitude control when the engine 4 is generating torque. control the engine 4 so as to generate torque, while controlling the motor generator 20 so as to generate torque corresponding to the acceleration torque by the second vehicle attitude control when the engine 4 is not generating torque. do. Thereby, even in a hybrid vehicle equipped with a relatively small motor generator 20, the second vehicle attitude control can be appropriately executed. Therefore, it is possible to appropriately ensure the effect of improving the turning performance (vehicle responsiveness and linearity) with respect to the steering return operation.

<Modified example>
In the embodiment described above, which of the control of the engine 4 and the control of the motor generator 20 is used to realize vehicle attitude control is determined based on the driving range of the vehicle 1. That is, in the engine running region R1, vehicle attitude control is achieved by controlling the engine 4, and in the motor generator use region (regions R2 to R4), vehicle attitude control is achieved by controlling the motor generator 20. . In another example, it may be determined based on the state of the first clutch 61 whether the control of the engine 4 or the control of the motor generator 20 is used to realize vehicle attitude control. That is, when the first clutch 61 is engaged, vehicle attitude control is achieved by controlling the engine 4, and when the first clutch 61 is disengaged, vehicle attitude control is achieved by controlling the motor generator 20. You can do it like this. Even in such other examples, vehicle attitude control can be appropriately executed in a hybrid vehicle equipped with a relatively small motor generator 20.

Furthermore, in the embodiments described above, vehicle attitude control is executed based on the steering angle and steering speed, but in other examples, the yaw rate, lateral acceleration, yaw acceleration, and lateral jerk are used instead of the steering angle and steering speed. Based on this, vehicle attitude control may be executed.

1 Vehicle 2 Wheels 4 Engine 6 Transmission 8 Controller 12 Injector 14 Spark plug 20 Motor generator 22 Inverter 24 Battery 26 Steering device 28 Steering wheel 34 Steering angle sensor 36 Accelerator opening sensor 40 Vehicle speed sensor 46 Brake device 61 First clutch

Claims (6)

A method for controlling a vehicle whose front wheels are driven by an engine and a rotating electric machine, the method comprising:
A basic torque to be applied to the vehicle from at least one of the engine and the rotating electric machine is set based on the driving state of the vehicle including at least the accelerator opening degree or the brake pedal pressing amount, and a basic torque setting step of increasing the absolute value of the basic torque to be set as the value increases;
A deceleration torque that sets a deceleration torque when a steering angle of a steering device mounted on the vehicle is increasing, and increases the deceleration torque to be set as the steering speed that is the rate of change of the steering angle increases. Setting process and
a torque generation step of controlling the engine or the rotating electrical machine so that when the deceleration torque is set in the deceleration torque setting step, a torque obtained by subtracting the deceleration torque from the basic torque is generated;
has
The vehicle includes a clutch provided between the engine and the front wheels,
The clutch is engaged when the engine generates torque, and disengaged when the engine does not generate torque,
In the torque generation step,
When the clutch is engaged, controlling the engine to generate a torque obtained by subtracting the deceleration torque from the basic torque,
controlling the rotating electric machine to generate a torque obtained by subtracting the deceleration torque from the basic torque when the clutch is released;
A vehicle control method characterized by: In the torque generation step,
If the engine is generating torque when the steering angle starts to increase, controlling the engine so as to generate a torque obtained by subtracting the deceleration torque from the basic torque,
If the engine is not generating torque when the steering angle starts to increase, controlling the rotating electric machine to generate a torque obtained by subtracting the deceleration torque from the basic torque.
A method for controlling a vehicle according to claim 1. 3. The vehicle control method according to claim 1, wherein in the torque generation step, when the clutch is engaged, a torque obtained by subtracting the deceleration torque from the basic torque is generated only from the engine. In the vehicle, the engine, the rotating electric machine, and the front wheels are connected in series,
the clutch is provided between the engine and the rotating electrical machine;
A method for controlling a vehicle according to any one of claims 1 to 3. further comprising an acceleration torque setting step of setting an acceleration torque when the steering angle of the steering device is decreasing;
In the torque generation step, when the acceleration torque is set in the acceleration torque setting step and the engine is generating torque, a torque obtained by adding the acceleration torque to the basic torque is generated. controlling the engine so as to generate a torque, and controlling the rotating electric machine so as to generate a torque obtained by adding the acceleration torque to the basic torque when the engine is not generating torque;
A method for controlling a vehicle according to any one of claims 1 to 4. A vehicle system,
an engine and a rotating electric machine that drive the front wheels of a vehicle;
a steering device for steering the vehicle;
a steering angle sensor that detects a steering angle of the steering device;
a driving state sensor that detects the driving state of the vehicle, including at least an accelerator opening amount or a brake pedal depression amount;
a controller that controls the engine and the rotating electric machine,
The controller is
setting a basic torque to be applied to the vehicle from at least one of the engine and the rotating electric machine, based on the driving state detected by the driving state sensor and including at least the accelerator opening degree or the brake pedal depression amount; The greater the accelerator opening degree or the brake pedal depression amount, the greater the absolute value of the basic torque to be set;
setting a deceleration torque when the steering angle detected by the steering angle sensor is increasing;
The larger the steering speed, which is the rate of change of the steering angle, the larger the deceleration torque to be set;
When the deceleration torque is set, the engine or the rotating electrical machine is configured to generate a torque obtained by subtracting the deceleration torque from the basic torque,
The vehicle includes a clutch provided between the engine and the front wheels,
The clutch is engaged when the engine generates torque, and disengaged when the engine does not generate torque,
The controller is
When the clutch is engaged, controlling the engine to generate a torque obtained by subtracting the deceleration torque from the basic torque,
controlling the rotating electric machine to generate a torque obtained by subtracting the deceleration torque from the basic torque when the clutch is released;
A vehicle system characterized by:

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