JPH11332020A - Hybrid vehicle and power output device - Google Patents

Abstract

(57) [Summary] [Problem] In a hybrid vehicle capable of four-wheel drive, torque is biased between front and rear wheels. Further, the control of the torque distribution of the front and rear wheels during reverse travel has not been sufficiently studied. SOLUTION: An output shaft of an engine and a front axle are connected by a paired rotor motor. A first motor is connected to the rear axle. Further, the second motor can be selectively coupled to an output shaft and a drive shaft of the engine by a clutch. In reverse, the second motor is connected to the output shaft or the drive shaft. If the paired rotor motor and the first and second motors are reversed, the vehicle can move backward. The torque of the front and rear wheels can be freely controlled. If one of the front and rear wheels is slipping, the torque distribution is changed. With these controls, the torque distribution of the front and rear wheels can be appropriately controlled during reverse travel.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

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

[0002]

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

[0003] A hybrid vehicle capable of four-wheel drive has also been proposed using the above-mentioned parallel hybrid vehicle technology (for example, the technology described in Japanese Patent Application Laid-Open No. 9-175203). FIG. 2 shows a configuration example of a hybrid vehicle capable of driving four wheels.
It is shown in FIG. In such a hybrid vehicle, the inner rotor 34 of the clutch motor 30 is connected to the output shaft of the prime mover 50 and the outer rotor 32 is connected to the drive shaft 22. The drive shaft 22 is connected to front wheels 26 and 28 via a speed change gear 23 and a differential gear 24.
An electric motor 40 is connected to the rear wheels 27 and 29, and the electric motor 40 is connected to a battery 94 via an inverter 92. The clutch motor 30 also has an inverter 91
And is electrically connected to the battery 94 via the. Therefore, the electric motor 40 and the clutch motor 30 are electrically connected via the battery 94.

The clutch motor 30 transmits power by electromagnetic coupling between the inner rotor 34 and the outer rotor 32, and also regenerates power in accordance with relative slip between the two, and converts the power into power. It plays a role as a device. A part of the power output from the prime mover 50 is transmitted to the drive shaft 22 by the action of the clutch motor 30 to drive the front wheels 26 and 28, and the remaining power is converted into electric power. This electric power is used to drive the rear wheels 27 and 29 by driving the electric motor 40. By such an operation, in the above-described hybrid vehicle, the front wheels 2
Power can be output from both of the rear wheels 6, 28 and the rear wheels 27, 29, and so-called four-wheel drive is possible. In the hybrid vehicle having such a configuration, not only traveling in the forward direction, but also the clutch motor 30 and the assist motor 4
It is also possible to reverse by powering 0 in the reverse direction.

As a hybrid vehicle capable of four-wheel drive, there has been proposed a hybrid vehicle in which a second electric motor is coupled to a drive shaft 22 in the above-described configuration. Such a configuration is shown in FIG. In the hybrid vehicle shown in FIG. 26, a second electric motor 45 is connected to the drive shaft 22. In other respects, the configuration is the same as that of the hybrid vehicle shown in FIG. In the hybrid vehicle having the configuration shown in FIG. 26, similarly to the hybrid vehicle shown in FIG. The power is transmitted to the outer rotor 34 side. Here, the first electric motor 40 and the second electric motor 45 are powered using the regenerated electric power. The torque output from both motors can be set arbitrarily. Therefore, in the hybrid vehicle shown in FIG.
The distribution of the torque output from the front wheels and the rear wheels can be set to an appropriate value. Also in the hybrid vehicle having such a configuration, the vehicle can move backward by powering the clutch motor 30, the assist motor 40, and the second electric motor 45 in the reverse direction.

In order to realize four-wheel drive in a conventional vehicle using only an engine as a power source, a propeller shaft has been used to transmit the power of the engine to both front and rear wheels. This has many disadvantages in terms of weight and the effect on the interior space of the vehicle. The above-described hybrid vehicle has a great advantage in that four-wheel drive can be realized without using a propeller shaft. A four-wheel drive hybrid vehicle is also excellent in that the characteristics of the hybrid vehicle, which are excellent in resource saving and exhaust purification, can be utilized in a four-wheel drive vehicle. In the following description, a hybrid vehicle capable of four-wheel drive includes a type of hybrid vehicle including two motors, an electric motor functioning as a power adjustment device and an electric motor coupled to rear wheels, as shown in FIG. A hybrid vehicle in which an electric motor is further coupled to the front wheels as shown in FIG. 26 is referred to as a three-motor hybrid vehicle.

[0007]

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

FIG. 27 is an explanatory diagram showing the state of power output in the two-motor hybrid vehicle shown in FIG. The prime mover outputs power P1 of the required magnitude. The power P1 output from the prime mover 50 is partially converted into electric power E1 by the clutch motor 30, and the remaining power P1
F is transmitted to the front wheels. On the other hand, the electric power E1 is supplied to the electric motor 40 connected to the rear wheels, and the electric power PR is output from the rear wheels by powering the electric motor 40. However, in order for the clutch motor 30 to regenerate electric power, the direction in which torque is applied to the outer rotor
Need to be opposite to the direction of rotation relative to the inner rotor 32. That is, the outer rotor 43
Needs to rotate at a lower rotation speed than the inner rotor 32. In other words, it is necessary that “the rotation speed of the drive shaft 22 <the rotation speed of the prime mover 50” (hereinafter, referred to as underdrive).

FIG. 1 shows the state of power output when the rotation speed of the outer rotor 34 is higher than that of the inner rotor 32, that is, when "the rotation speed of the drive shaft 22> the rotation speed of the prime mover 50" (hereinafter referred to as overdrive). 28. The prime mover 50 outputs a power P1 of the required magnitude.
Since the rotation speed of the drive shaft 22 is higher than the rotation speed of the prime mover 50, considering that the power is equal to the product of the rotation speed and the torque, the torque of the front wheels and the rear wheels is lower than the torque output from the prime mover 50. Power will be output.
In this operation state, power is supplied to the clutch motor 30 to perform power running, and the number of revolutions is increased and output from the front wheels.
In FIG. 28, the arrow PF indicating the power to the front wheels is thicker than the arrow P1 indicating the output power of the prime mover 50, which means that the power generated by powering the clutch motor 30 increases. However, due to the principle of action and reaction, the torque applied to the inner rotor 32 of the clutch motor 30 is equal to the torque applied to the outer rotor 34. Therefore, extra torque is output from the front wheels with respect to the required torque. In the above operating state, the required torque is output as a whole by applying a load torque corresponding to the surplus torque at the rear wheels. Since the rear wheel is rotating at the same speed as the front wheel, the rotational power PR of the rear wheel is regenerated by the electric motor 40 as electric power E2. This electric power is supplied to the clutch motor 30. This can also be understood as a state in which a part of the power PT output from the front wheels is transmitted to the rear wheels via the ground and is regenerated as electric power by the electric motor 40, as shown in FIG.

At the time of overdrive, as shown in FIG. 28, a part PT of the power PF output from the clutch motor 30 is transmitted to the rear wheels through the ground, regenerated by the electric motor 40, and regenerated as electric power E2 by the clutch motor 30. As a result, the power generates a circulation # 1 shown in FIG. In general, power transmission and conversion between electric power and mechanical power involve some loss. Therefore, when the circulation of power as shown in FIG. 28 occurs, the driving efficiency of the hybrid vehicle is reduced accordingly.

A similar problem has occurred in the three-motor hybrid vehicle shown in FIG. FIG. 29 is an explanatory diagram showing a state of power output during underdrive in a three-motor hybrid vehicle. In the case of a two-motor hybrid vehicle (FIG. 27), this corresponds to a state in which the electric motor 40 connected to the rear wheels is replaced by an electric motor 45 connected to the front wheels. The power P1 output from the prime mover 50 is partially converted into electric power E1 by the clutch motor 30, and the remaining power PF1 is transmitted to the front wheels. On the other hand, the electric power E <b> 1 is supplied to the electric motor 45 to power the electric motor 45.
Power PF2 output from electric motor 45 is also output from the front wheels. Although not shown in FIG. 29, the power E1
Can be supplied to the electric motor 40 coupled to the rear wheels to output power from the rear wheels. In this case, as is clear from FIG. 29, no power circulation occurs.

FIG. 30 is an explanatory diagram showing the state of power output during overdrive in a three-motor hybrid vehicle. In the case of a two-motor hybrid vehicle (FIG. 28), the electric motor 40 coupled to the rear wheels is
This corresponds to a state where the motor 45 is replaced with a motor 45 connected to the front wheels. By powering the clutch motor 30, the rotational speed of the power P1 output from the prime mover 50 is increased. As a result, the power PF1 output from the front wheels becomes larger than the required power. Therefore, the surplus power PF2 is regenerated as electric power by the electric motor 45. The electric power E2 thus regenerated is used for powering the clutch motor 30. At this time,
As in the case of the two-motor hybrid vehicle, power circulation (# 2 in FIG. 30) occurs in which a part of the power output from the clutch motor 30 is supplied to the clutch motor 30 again as electric power. Such power circulation reduces the operating efficiency of the hybrid vehicle.

The ability to move backward is one of the important factors for a vehicle. Even if the above-described power circulation can be reduced and the driving efficiency can be improved, the usefulness of a vehicle that cannot reverse is greatly reduced. Heretofore, a hybrid vehicle that can drive backward while improving driving efficiency has not been sufficiently studied.

Further, in the conventional two-motor type hybrid vehicle, there is another problem that the characteristics of four-wheel drive cannot be fully utilized during reverse travel. Consider the case where the hybrid vehicle shown in FIG. 25 moves backward. Rear wheels 27, 29
With respect to the above, reverse torque can be output by powering the assist motor 40 in the reverse direction. Front wheel 2
For the motors 6 and 28, the reverse torque can be output by powering the clutch motor 30 in the reverse rotation direction. However, when the clutch motor 30 is driven in the reverse direction, torque acting as a reaction is applied to the prime mover 50. When the torque due to the reaction becomes larger than the static torque generated by the frictional force of the prime mover 50, the prime mover 50
Rotates. Therefore, the reverse torque that can be output from the clutch motor 30 is limited to a torque in a range where the prime mover 50 can be stopped by the frictional force. This is a range smaller than the torque required to move backward.

In a conventional two-motor type hybrid vehicle, the torque that can be output from the clutch motor 30 when the vehicle is moving backward is limited, and thus the output is mainly output from the assist motor 40 connected to the rear wheels when the vehicle is moving backward. It runs only with torque. As a result, the torque that can be output as a whole vehicle when traveling backward must be smaller than when traveling forward. In addition, since the torque is mainly output from the rear wheels 27 and 29, the features as a four-wheel drive vehicle cannot be utilized. For example, when the rear wheels 27 and 29 slip,
The vehicle cannot transmit enough torque to the road surface.

In the three-motor type hybrid vehicle, the above-mentioned problem can be solved to some extent because the degree of freedom for the torque distribution between the front and rear wheels is high. However, in the conventional three-motor hybrid vehicle, no control has been proposed for controlling the torque distribution between the front and rear wheels when the vehicle is traveling backward.

SUMMARY OF THE INVENTION The present invention has been made to solve at least a part of the problems described above, and in a hybrid vehicle capable of running by outputting power from two axles, it is possible to reduce the circulation of power and to move backward. It is a first object to provide a simple hybrid vehicle. It is a second object of the present invention to provide a technique for appropriately controlling the torque distribution between the front and rear wheels in such a hybrid vehicle. Similarly, 2
Power output device that outputs power from two output shafts,
A third object is to provide a power device capable of reversing an output shaft while having a configuration capable of reducing power circulation.

[0018]

Means for Solving the Problems and Their Functions / Effects In order to solve at least a part of the above problems, the present invention has the following constitution. A hybrid vehicle according to the present invention is a hybrid vehicle capable of outputting power to first and second drive shafts to perform four-wheel drive, comprising a prime mover having an output shaft, the output shaft and the first drive shaft. Connected to the axis,
A power adjusting device capable of increasing or decreasing mechanical power input from one of the output shaft and the first drive shaft by exchanging electric power and transmitting the mechanical power to the other, and a second power drive coupled to the second drive shaft. 1 motor, a second motor having a rotation shaft different from any of the output shaft, the first drive shaft and the second drive shaft, and a first motor for connecting and disconnecting the rotation shaft and the output shaft. A connecting device for connecting and disconnecting the rotating shaft and the first drive shaft, and a second connecting device for moving the hybrid vehicle backward from the first drive shaft and the second drive shaft. Power setting means for setting the sum of the power to be output as the required power; and controlling the operation of the prime mover, the power adjusting device, the first electric motor and the second electric motor, and controlling the first drive shaft and the second electric motor. Output the required power from the drive shaft A drive control unit, a specifying unit that specifies a traveling state of the hybrid vehicle including a traveling direction, and, when the specified hybrid vehicle traveling state is reverse, the first connection device and the second connection unit. And a connection control means for selectively connecting the rotation shaft of the second electric motor to one of the output shaft and the first drive shaft.

In such a hybrid vehicle, the first
By controlling the connecting device and the second connecting device, a state in which the rotating shaft of the second motor is connected to the output shaft side of the prime mover, a state in which the rotating shaft is connected to the first drive shaft side, a state in which both are connected, And four connected states separated from both. As a result, according to the traveling state of the hybrid vehicle during normal traveling, a coupling state in which the above-described power circulation does not occur or a coupling state in which the degree of power circulation is low is selected from these four coupling states. In addition, it is possible to drive the hybrid vehicle.
Therefore, the hybrid vehicle of the present invention has a configuration capable of realizing a hybrid vehicle with high driving efficiency.

According to the hybrid vehicle of the present invention, it is possible to move backward while having a configuration for improving the driving efficiency. By controlling the first connection means and the second connection means during reverse travel, the second electric motor can be connected to either the output shaft of the prime mover or the first drive shaft. Since the second electric motor is fixed, it is possible to output torque for reverse movement without giving unnecessary torque to the output shaft of the prime mover. Therefore, according to the hybrid vehicle of the present invention, it is possible to control the torque output from the first drive shaft while preventing the output shaft of the prime mover from rotating unnecessarily. As a result, according to the hybrid vehicle of the present invention, it is possible to output the torque required for reverse traveling from both the first drive shaft and the second drive shaft.

Further, in the hybrid vehicle according to the present invention, the sum of the powers to be output from the first drive shaft and the second drive shaft can be made equal to the required power for moving the vehicle backward, and the driver's intention , The hybrid vehicle can be driven. Note that the sum of the power to be output from the first drive shaft and the second drive shaft only needs to match the required power, and the distribution of the power output from both shafts can be set to various values. The distribution may be a predetermined constant value, or may change according to the running state of the vehicle. Further, the required power may be output only from one of the drive shafts. Further, a power larger than the required power may be output from one of the drive shafts, and a load may be applied to the other drive shaft so that the sum of the two becomes equal to the required power. According to the above hybrid vehicle, since the torque that can be output from the first drive shaft can be controlled widely when the vehicle is moving backward, the degree of freedom in torque distribution between the first drive shaft and the second drive shaft during the reverse movement is improved. be able to.

In the hybrid vehicle of the present invention, the second electric motor is selectively connected to one of the output shaft and the first drive shaft when the vehicle is moving backward. By doing so, the various effects described above can be obtained. However, this does not exclude a hybrid vehicle in which both the first connection device and the second connection device can be in the released state or both can be in the connected state. Such a state does not contribute to obtain the above-mentioned effect,
Depending on other conditions, both can be in the coupled state or both can be in the released state.

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

According to the power adjusting device having the above-described configuration, the degree of magnetic coupling between the first rotor and the second rotor is adjusted by exchanging electric power, so that one of the rotors is shifted from the other rotor to the other. Power can be transmitted to the other rotor while increasing or decreasing the magnitude of the power.

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

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

In the hybrid vehicle according to the present invention, the power setting means distributes the required power to a power to be output from the first drive shaft and a power to be output from the second drive shaft in a predetermined torque distribution. Power determining means for determining the relationship between the torque to be output from the first drive shaft and the torque of the output shaft as the running state of the vehicle, and the connection control means When it is determined that the required torque of the first drive shaft is significantly larger than the maximum torque that can be output from the power adjusting device, the rotation shaft of the second electric motor is connected to the first drive shaft. It may be a means for coupling to

When the second motor is connected to the output shaft of the prime mover, the torque output from the second motor is transmitted to the first drive shaft via the power adjusting device. Therefore, the torque that can be transmitted to the first drive shaft is limited by the maximum torque that can be output from the power adjustment device to the first drive shaft. On the other hand, according to the hybrid vehicle having the above configuration, the second electric motor can be coupled to the first drive shaft under the control of the connection device. The power of the device, that is, the power higher than the torque that can be output from the power adjusting device, can be output from the first drive shaft. As a result, the degree of freedom of power distribution of the first drive shaft and the second drive shaft of the hybrid vehicle increases, and power can be output with more appropriate distribution.

In the hybrid vehicle according to the present invention, the drive control means for controlling the driving state of the prime mover, the power adjusting device, the first motor and the second motor, and the connection control means are applied in various combinations. Hybrid vehicles are possible. As a first aspect, the connection control means controls the first connection device and the second connection device according to a traveling state of a vehicle, and controls a rotation shaft of the second electric motor to the first connection position. The drive control means is a means for powering at least the second electric motor and outputting the required power from the first drive shaft and the second drive shaft. It can be.

In a second aspect, the connection control means comprises:
A means for controlling the first connection device and the second connection device in accordance with a traveling state of the vehicle to couple a rotating shaft of the second electric motor to the output shaft; And a means for outputting the required power from the first drive shaft and the second drive shaft by supplying power and outputting power at least from the power adjusting device.

In a second aspect, the drive control means further controls the second electric motor to control a torque for suppressing rotation of the output shaft due to output of power from the power adjusting device. Output means.

According to the hybrid vehicle having these configurations, the vehicle can travel without requiring the power from the prime mover. In the former, since the second electric motor is connected to the first drive shaft, power can be directly output from the second electric motor to the first drive shaft. In the latter, the power adjustment device is coupled to the first drive shaft, so that power can be output from the power adjustment device to the first drive shaft. In the latter case, the second electric motor is connected to the output shaft side of the prime mover. Therefore, as the power is output from the power adjusting device, the second motor can output torque for maintaining the output shaft of the prime mover from rotating due to the reaction. This makes it possible to output a larger torque from the power adjusting device. Based on these actions, the hybrid vehicle of the present invention can move backward while having a configuration for improving driving efficiency. As a matter of course, the first motor connected to the second drive shaft can be powered and the power can be output from the second drive shaft as the vehicle travels.
Therefore, the advantage of a vehicle capable of outputting power from the two drive shafts can be fully utilized even when the vehicle is moving backward.

As a third aspect, the connection control means includes:
Means for controlling the first connection device and the second connection device in accordance with a running state of the vehicle to couple a rotation shaft of the second electric motor to the first drive shaft, The control means regenerates a part of the power output from the prime mover as power by the power adjusting device, and supplies the regenerated power to at least one of the first electric motor and the second electric motor. And means for outputting the required power from the first drive shaft and the second drive shaft.

According to a fourth aspect, the connection control means comprises:
A means for controlling the first connection device and the second connection device in accordance with a traveling state of the vehicle to couple a rotating shaft of the second electric motor to the output shaft; A part of the power output from the prime mover
The electric power is regenerated as electric power by the electric motor, and the regenerated electric power is supplied to at least one of the first electric motor and the power adjusting device, so that the required power is supplied from the first drive shaft and the second drive shaft. It may be a means for outputting.

[0035] The hybrid vehicle having these structures can move backward using the power output from the prime mover while having a structure for improving the driving efficiency.
In the former, the power output from the prime mover is regenerated as power by the power adjusting device, and the first and second electric motors can be powered using the power. In the latter, since the second electric motor is coupled to the output shaft of the prime mover, the power output from the prime mover is regenerated as electric power by the second electric motor, so that the power adjusting device and the first electric motor can be powered. . Regardless of the direction in which the output shaft of the prime mover rotates, there is no problem in regenerating the power of the output shaft as electric power. Therefore, even if the rotation direction of the output shaft of the prime mover is the same direction as when the hybrid vehicle moves forward, the hybrid vehicle of the present invention can exhibit the above-described effects.

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

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

In the above-mentioned hybrid vehicle, the detecting means is means for detecting the slip amount based on a difference between the number of rotations of the first drive shaft and the number of rotations of the second drive shaft. Can be.

If no slip occurs on any of the drive wheels connected to the first and second drive shafts, the rotation speeds of the first and second drive shafts are substantially the same. When slippage occurs in one of the two, there is a difference between the rotation speeds of the two, so that the slip amount can be detected based on the rotation speed difference.

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

In the above-mentioned hybrid vehicle, the power correction means is means for reducing an absolute value of a torque to be output from a drive shaft to which drive wheels having the slippage exceeding the predetermined value are connected. Is desirable.

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

In the above-mentioned hybrid vehicle, the power correction means may be configured to maintain the total sum of the torques output from the first drive shaft and the second drive shaft constant.
And a means for changing the torque to be output from the second drive shaft and the torque to be output from the second drive shaft.

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

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

With any of these means, the torque output from the first drive shaft can be changed. These means can be respectively applied when the second electric motor is connected to the first drive shaft side and when it is connected to the output shaft side of the prime mover. Further, the present invention can be applied regardless of whether the prime mover is operating.

In the hybrid vehicle capable of changing the torque to be output from the drive shaft, the power correction means includes a torque to be output from the drive shaft to which the drive wheels having the slip amount exceeding the predetermined value are connected. Storage means for storing the change amount of the as a relationship according to the slip amount, and a change means for changing the torque to be output with reference to the relationship stored in the storage means based on the slip amount. It can also be provided.

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

Further, as another means for changing the torque, the power correction means includes a drive unit having a drive wheel coupled with a drive wheel whose slip amount exceeds the predetermined value until the slip amount falls within a predetermined range. The torque to be output from the shaft may be changed in a stepwise manner.

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

The power output device mounted on the hybrid vehicle according to the present invention is constituted solely as the following invention. A power output device of the present invention is a power output device capable of outputting power to first and second drive shafts, and includes a prime mover having an output shaft, and an output shaft and the first drive shaft. A power adjusting device that is coupled to increase or decrease mechanical power input from one of the output shaft and the first drive shaft by exchanging electric power, and that can transmit the mechanical power to the other, and is coupled to the second drive shaft. The first motor and the output shaft,
A second electric motor having a rotating shaft different from any of the first driving shaft and the second driving shaft, a first connection device for coupling and disconnecting the rotating shaft and the output shaft; A second connecting device for connecting and disconnecting from the first drive shaft, and power to be output from the first drive shaft and the second drive shaft in a state of rotating in a direction opposite to a rotation direction of the prime mover Power setting means for setting the sum of the above as the required power, and controlling the operation of the prime mover, the power adjusting device, the first electric motor and the second electric motor, and Drive control means for outputting the required power; specifying means for the power output device for specifying an operation state including the rotation directions of a first drive shaft and a second drive shaft; Field that is rotating in the direction Controlling the first connection device and the second connection device to selectively couple the rotating shaft of the second electric motor to one of the output shaft and the first drive shaft. The gist of the present invention is to include connection control means.

This power output device can suppress the circulation of power, similarly to the description of the invention of the hybrid vehicle, and has a structure capable of improving the operation efficiency of the power output device. I have. Then, similarly to the description of the invention of the hybrid vehicle, the power can be output from the two drive shafts in the reverse rotation direction. Note that the reverse rotation direction means a direction opposite to the rotation direction of the prime mover. Strictly speaking, the first and second connecting devices are connected to each other, the second electric motor is connected to both the output shaft of the prime mover and the first drive shaft, and then the prime mover is moved in one direction. This refers to a state in which the first drive shaft rotates in a direction opposite to the direction of rotation when rotated.

The present invention is also realized as a control method described below. The hybrid vehicle control method of the present invention includes:
A first drive system capable of outputting power from the first drive shaft by increasing or decreasing the power of the prime mover by a power adjusting device coupled to the output shaft of the prime mover and the first drive shaft, and the power of the first electric motor. A second drive system capable of outputting from a second drive shaft coupled to the first electric motor and a connection device can be selectively coupled to at least one of the first drive shaft and the output shaft. A control method for controlling a hybrid vehicle that is capable of traveling by outputting power from a first drive shaft and a second drive shaft, comprising: a second motor; Setting a total sum of powers to be output to reverse the hybrid vehicle from the two drive shafts as a required power; and (b) specifying a traveling state of the hybrid vehicle including a traveling direction.
(C) when the running state of the specified hybrid vehicle is reverse, controlling the first connection device and the second connection device to change the rotation shaft of the second electric motor to the output shaft; And selectively coupling to one of the first drive shafts; and (d) controlling the operation of the prime mover, the power adjusting device, the first electric motor and the second electric motor, and Outputting a power whose sum is the required power from the drive shaft and the second drive shaft.

In this control method, the step (a)
Allocating the required power to the power to be output from the first drive shaft and the power to be output from the second drive shaft in a predetermined torque distribution, further comprising:
(E) detecting the amount of slippage of the first drive wheel coupled to the first drive shaft and the second drive wheel coupled to the second drive shaft with respect to a road surface;
(F) When the slip amount of at least one of the first drive wheel and the second drive wheel is equal to or more than a predetermined value, at least the slip amount does not depend on the result distributed by the power distribution means. Correcting the required power by changing a torque to be output from a drive shaft to which drive wheels exceeding a predetermined value are connected.

According to these control methods, the same operation as described above in the invention of the hybrid vehicle can be performed.
The hybrid vehicle can be moved backward,
By changing the torque when slippage occurs in the second drive shaft, the slippage can be reduced.

[0056]

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

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

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

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

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

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

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

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

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

In the hybrid vehicle of this embodiment, the above four connection states are used when the vehicle is moving forward, and the underdrive connection (FIG. 2) of the four connection states described above is used when the vehicle is moving backward.
And overdrive coupling (FIG. 3). Of course, other coupling states (FIG. 4 or FIG. 5) may be used together depending on the traveling state. However, when using the underdrive coupling (FIG. 2) or the overdrive coupling (FIG. 3), It is desirable in that it can reverse while taking advantage of the features of a four-wheel drive hybrid vehicle.

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

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

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

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

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

For the sake of convenience, the direction in which the rotating shaft normally rotates when the hybrid vehicle moves forward is referred to as the forward direction. The direction of rotation opposite to the forward direction is called the reverse direction. As is well known, the direction in which the crankshaft 156 of the engine 150 can rotate is only the forward direction. On the other hand, the rotating shaft of each motor and the front axle 11
6, the rear axle 118 can rotate in forward and reverse directions, respectively.

The operating state of the hybrid vehicle of this embodiment is controlled by the control unit 190. The control unit 190 also has a CPU,
This is a one-chip microcomputer having a ROM, a RAM, and the like, and is configured so that a CPU performs various control processes described later according to a program recorded in the ROM. To enable these controls, various sensors and switches are electrically connected to the control unit 190. The sensors and switches connected to the control unit 190 include an accelerator pedal position sensor 165 for detecting the operation amounts of the accelerator pedal and the brake pedal, a brake pedal position sensor 166, and a shift position for detecting the position of the shift lever. A sensor 167, a rotation speed sensor 117 for detecting the rotation speed of the front axle 116, a rotation speed sensor 119 for detecting the rotation speed of the rear axle 118, and the like are included. The control unit 190 is also electrically connected to the EFIECU 170, and exchanges various information with the EFIECU 170 by communication. Control unit 19
EFIEC from 0 to information required for control of engine 150
By outputting to U170, engine 150 can be indirectly controlled. Conversely, information such as the number of revolutions of the engine 150 can be input from the EFIECU 170. The control unit 190 functions as connection control means, drive control means, power setting means, power correction means, and the like in the present invention.

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

The operation mode is determined first by the shift position. By the shift position sensor 167,
When it is detected that the shift position is at the forward position, the CPU determines that the mode is the forward mode. The accelerator pedal position detected by the accelerator pedal position sensor 165 and the brake position sensor 16
6, based on the brake position and the like detected by
Various operation modes that can be adopted when the vehicle is moving forward are determined. Then, the first clutch 111 and the second clutch 112 are controlled to output the required power while changing the coupling state of the front wheel assist motor 140. In the hybrid vehicle of the present embodiment, the four configurations shown in FIGS. 2 to 5 can be adopted depending on the coupling state of the first clutch 111 and the second clutch 112. Therefore, the configuration having the highest power transmission efficiency can be selected and used from these four configurations according to the running state of the hybrid vehicle. As a result, the driving efficiency of the hybrid vehicle of the present embodiment can be improved during forward traveling.

When the shift position sensor 167 detects that the shift position is at the reverse position, the CPU determines that the vehicle is in the reverse mode. Then, the following reverse driving control process is executed. The operation control process during reverse travel includes an “EV traveling mode” in which the engine 150 is driven backward without driving, and a “normal reverse mode” in which the engine 150 is driven backward while driving. The two types can be used properly depending on the vehicle speed, torque, duration of reverse travel, and the like when the hybrid vehicle travels backward. In the present embodiment, when the remaining capacity of the battery 194 is equal to or greater than a predetermined value, the vehicle travels backward in the “EV traveling mode”,
In other cases, the reverse is performed in the “normal reverse mode”. Hereinafter, control contents will be described for each case.

(3) EV running control process: FIG. 6 shows a flowchart of the control process in the EV running mode. This flowchart is a process periodically executed by the CPU in the control unit 190. When this process is started, the CPU sets the required power Pd * (step S2).
02). The required power Pd * is set as the power required to run the vehicle based on the depression amount of the accelerator pedal and the vehicle speed. The required power Pd * is set by a combination of the required torque Td * and the rotation speed Nd *. When the vehicle is moving backward, the required torque Td * and the rotational speed Nd * both have negative values. The required power is a positive value because it is represented by the product of the two. The depression amount of the accelerator pedal is detected by an accelerator pedal position sensor 165. The vehicle speed is measured by the rotation speed sensor 11 of the front axle 116.
7 or the rotation speed detected by the rotation speed sensor 119 of the rear axle 118.

The required power Pd * thus set is set separately for the required torque Tdf * to be output from the front axle 116 and the required torque Tdr * to be output from the rear axle 118 (step S204). The distribution of the required torque is performed at a predetermined constant rate. In the present embodiment, the required torque Tdf * to be output from the front axle 116 and the rear axle 11
8 is set equal to the required torque Tdr * to be output. Of course, the respective torques can be set in consideration of the distribution of the weight applied to both axles, and there are cases where power is output only from one of the front axle 116 and the rear axle 118. May be set as follows. Also, the torque distribution may be changed according to the running state of the vehicle, instead of a predetermined constant value.

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

Here, the required torque correction processing (step S
210) will be described. FIG. 7 is a flowchart of the required torque correction processing routine. In this process, first, the magnitude relationship between the rotation speed Nf of the front axle 116 and the rotation speed Nr of the rear axle 118 is determined by their absolute values (step S212). This is for determining which of the front axle 116 and the rear axle 118 is slipping.

When the absolute value of the rotation speed Nf of the front axle 116 is large, the required torque Tdf * of the front axle 116 is corrected. Specifically, the front axle 116 has a torque correction amount ΔT.
The absolute value of the required torque Tdf * is decreased (step S214). That is, “− (| Tdf * | −ΔT)” is set as the corrected required torque Tdf *. The reason why the minus sign is given is that the required torque Tdf * takes a negative value during reverse travel. The torque correction amount ΔT is set in advance as a map corresponding to the absolute value of the difference between the rotation speed Nf of the front axle 116 and the rotation speed Nr of the rear axle 118. An example of this map is shown in FIG. The map is such that the larger the absolute value of the difference between the two rotation axes is, the larger the torque correction amount ΔT is (see the curve CT in FIG. 8). This map is stored in the ROM in the control unit 190 in advance, and the map is read to perform the correction in step S214 in FIG.

In FIG. 8, the horizontal axis represents the absolute value of the rotation speed of both axles, so that the front axle 116 and the rear axle 11
8, the same torque correction amount ΔT is used regardless of whether any of the shaft sides is slipping. On the other hand, when the front axle 116 is slipping,
A different map may be used depending on whether the side is slipping. In some cases, such as when the loads applied to both axles are different, it is possible to correct the torque more appropriately by preparing maps corresponding to each.

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

On the other hand, when the absolute value of the rotation speed Nr of the rear axle 118 is large, the required torque Tdr * of the rear axle 118
Is corrected. Specifically, the absolute value of the required torque Tdr * of the rear axle 118 is reduced by the torque correction amount ΔT (step S218). That is, "-(| Tdr * |-△
T) ”is taken as the corrected required torque Tdr *.
The torque correction amount ΔT is set according to the map described above (FIG. 8).

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

In the above-described required torque correction processing, the torque correction amount ΔT is set by using a map. However, the correction amount ΔT may be a predetermined constant amount. In this case, the slip is not necessarily eliminated only by executing the required torque correction processing once, but as steps S208 and S210 of the EV traveling control processing routine (FIG. 6) are periodically executed, the slippage is gradually increased. The required torque decreases, and the slip is gradually eliminated. This way,
It takes some time for the slip to disappear,
The processing itself can be easily realized.

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

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

In this embodiment, when the vehicle is traveling in reverse, either the underdrive connection or the overdrive connection is employed. Therefore, step S in FIG.
At 230, as a result of detecting the engagement state of the clutch,
When both the first clutch 111 and the second clutch 112 are in the connected state or both are in the released state, control is performed to connect either one of the clutches.

The processing for setting the target torque and the number of revolutions of the motor (step S240)
The cases will be described separately according to the connection states of the elements 1 and 112.
FIG. 9 is a flowchart of the motor target torque and rotation speed setting process when the clutches 111 and 112 are under drive coupling (the state shown in FIG. 2).

In the case of the underdrive connection, since the front wheel assist motor 140 is connected to the front axle 116, the required power is output from the front axle 116 by powering the front wheel assist motor 140 in the reverse rotation direction. Can be output. Therefore, in the process of setting the motor target torque and the number of revolutions, the CPU sets the required torque Tc * of the clutch motor 130 to the value 0 (step S24).
2). Also, the target rotation speed N of the front wheel assist motor 140
The required rotation speed Nd * of the front axle 116 is set as 1 *. The target rotation speed N1 * has a negative value. Further, the required torque Tdf * of the front axle 116 is set as the target torque T1 * (step S244). The target torque T1 * is also a negative value. Therefore, the front wheel assist motor 140 is driven in the reverse direction.

For the rear wheel assist motor 160, the rotation speed Nd * of the drive shaft is set as the target rotation speed N2 *,
Required torque Td of rear axle 118 as target torque T2 *
r * is set (step S246). Target torque N2
* And the target torque T2 * are also negative values. Therefore, the rear wheel assist motor 160 is also driven in the reverse direction.

FIG. 1 is a flowchart of a process for setting the motor target torque and the number of revolutions in the case of overdrive coupling.
0 is shown. In the case of overdrive coupling, the required power can be output from the front axle 116 by powering the clutch motor 130 in the reverse rotation direction. Accordingly, in the process of setting the motor target torque and the rotation speed, the CPU determines the target rotation speed Nc * of the clutch motor 130.
Is set as the required rotation speed Nd * of the front axle 116, and the required torque Tdf * of the front axle 116 is set as the target torque Tc *.
Is set (step S252). These values are both negative values.

When torque is output from the clutch motor 130, the inner rotor 133 and the crankshaft 156 rotate due to the reaction. Therefore, it is necessary for the front wheel assist motor 140 to output a holding torque for suppressing this rotation. For this purpose, the CPU sets a value 0 as the target rotation speed N1 * of the front wheel assist motor 140, and sets a target torque Tc * of the clutch motor 130 as the target torque T1 * (step S254). Thus, the reaction of the clutch motor 130 can be canceled by the front wheel assist motor 140. Of course, the absolute value of the target torque T1 * of the front wheel assist motor 140 is set to a value equal to or greater than | Tc * |
40 may be so-called lock-up. For the rear wheel assist motor 160, the target rotation speed N2 *
Is set as the rotation speed Nd * of the drive shaft, and the target torque T2
The required torque Tdr * of the rear axle 118 is set as * (step S256). These values are also negative values.

When the target torque and the rotation speed of each motor are set in this way, the CPU controls the operation of each motor (step S260). The clutch motor 130 and the front wheel assist motor 14 used in this embodiment
Since both the rear wheel assist motor 160 and the rear wheel assist motor 160 are configured as synchronous motors, the contents of the control processing are common. In the present embodiment, the d-axis,
The current to be passed to each motor is set by the two components of the q-axis, and the voltage value to be applied in the d-axis direction and the q-axis direction is set by proportional integral control based on the difference from the current already flowing. The voltage set in this manner is converted into a so-called two-phase / three-phase and replaced with a voltage value to be applied to each phase of the coil, and the voltage is applied by PWM control. Various well-known control methods can be applied as control processing for operating the synchronous motor at the required rotation speed and torque, and therefore, a further detailed description is omitted here. For each motor, the target rotation speed and target torque are both set to negative values,
Power will be run in the reverse direction. Power for powering is supplied from a battery 194.

In the EV traveling control routine, the vehicle travels without using the power output from the engine 150, and thus the operation of the engine 150 is stopped. Of course, the engine 150 may be operated in an idle state.

In the above-described EV traveling control processing routine, the connection state of the first clutch 111 and the second clutch 112 is not switched. In the EV traveling control processing routine, as shown below, both clutches 11
1, 112 switching processes may be included. In the hybrid vehicle of the present embodiment, the ratings of the clutch motor 130 and the front wheel assist motor 140 are different. Since the front wheel assist motor 140 has a higher rating than the clutch motor 130, a large torque can be output.

When the vehicle is in overdrive coupling (the state shown in FIG. 3), as is apparent from the configuration shown in FIG. 3, a torque higher than the output torque of clutch motor 130 cannot be output to front axle 116. For example, even if torque is output by the front wheel assist motor 140, the clutch motor 130
Therefore, it is impossible that torque greater than the torque that can be transmitted to the front axle 116 is transmitted to the front axle 116. On the other hand, if the underdrive coupling is performed (the state of FIG. 2), the torque of the clutch motor 130 or more can be output to the front axle 116 by powering the front wheel assist motor 140. In view of this point, in the EV traveling control processing routine, when the absolute value of the required torque Tdf * of the front axle 116 is smaller than the maximum torque of the clutch motor 130,
When the overdrive coupling (state in FIG. 3) is required and a torque larger than the absolute value is required, a clutch switching control process with the underdrive coupling (state in FIG. 2) may be involved. . In addition, the clutches 111, 111 according to various conditions such as switching between overdrive coupling and underdrive coupling in consideration of the operating efficiency of the clutch motor 130 and the front wheel assist motor 140 are provided.
112 may be involved.

(5) Normal running control process: Next, the contents of the normal running control process will be described. FIG. 11 is a flowchart showing the contents of the normal traveling control process. When this process is started, the CPU sets the required power Pd * (step S402). The setting content of the required power Pd * is EV
This is the same as the case of the traveling control process (FIG. 6). Further, the required torque Tdf * of the front axle 116 and the required torque Tdr * of the rear axle 118 are set (step S404). These torques Tdf * and Tdr * are both negative values.

Next, the required power Pd * thus set
The operating point of the engine 150 is set based on (step S406). The operating point of the engine 150 is basically determined by the engine 1 according to a predetermined map.
The operation efficiency of 50 is set with priority.

FIG. 12 is an example of such a map. FIG.
Indicates the operating state of the engine 150 with the engine speed Ne on the horizontal axis and the torque Te on the vertical axis. A curve B in FIG. 12 indicates a limit range in which the operation of the engine 150 is possible. Curves α1 to α6 indicate operation points at which the operation efficiency of the engine 150 is constant. The operation efficiency decreases in the order of α1 to α6. Also, the curve C
Reference numerals 1 to C3 denote lines on which the power (rotation speed × torque) output from the engine 150 is constant.

As shown in FIG. 12, the operation efficiency of the engine 150 greatly differs depending on the rotational speed and the torque.
FIG. 1 shows the relationship between the rotation speed Ne of the engine 150 and the efficiency α when outputting power corresponding to the curves C1 to C3 in FIG.
3 is shown. When the power corresponding to the curve C1 is output from the engine 150, the operation efficiency is highest when the engine 150 is operated at the operation point (the number of revolutions and the torque) corresponding to the point A1 in FIGS. . Similarly, when the power corresponding to the curves C2 and C3 is output, the efficiency is highest when the operation is performed at points A2 and A3 in FIGS. When the operating point with the highest operating efficiency is selected for each power to be output, FIG.
The curve A in 2 is obtained. This is called an operation curve.

In setting the operating point in step S406 in FIG. 11, the operating curve experimentally obtained in advance is stored as a map in the ROM in the control unit 190, and the operating curve corresponding to the required power Pe * is obtained from the map. The points are read, and the rotation speed Ne * and the torque Te * of the engine 150 are set. By doing so, it is possible to set the operation point with the highest operation efficiency.

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

Next, the CPU determines the rotational speed Nf of the front axle 116.
And the rotation speed Nr of the rear axle 118 are detected (step S43).
0), the absolute value of the difference between the two is compared with a predetermined value α (step S432). If the absolute value of the difference between the rotation speeds is larger than the predetermined value α, a required torque correction process is performed (step S434). The details of this process are the same as those described in the EV traveling control process (see FIG. 7). Thereafter, the CPU detects the connection state of the clutches 111 and 112 (step S449). When both of the clutches 111 and 112 are engaged or both are in the released state, one of the clutches is engaged.

Based on the set required power of the front axle 116 and the rear axle 118 and the connection state of the clutches 111 and 112, the CPU executes a motor target torque and rotation speed setting process (step S450). The details of this processing will be described later in different cases according to the coupling state of the clutches 111 and 112. When the target torque and the number of revolutions of each motor are set in this way, the CPU executes the operation control of each motor and the operation control of the engine 150 (step S490). The motor operation control processing is as described above. The operation of the engine 150 is actually E
This is a process performed by the FIECU 170. Therefore, the CPU of the control unit 190 indirectly controls the operation of the engine 150 by outputting information on the operating points of the engine 150 to the EFIECU 170.

Hereinafter, the process of setting the target torque and the number of revolutions of each motor will be described in different cases according to the coupling state of the clutches 111 and 112. FIG. 14 is a flowchart of the motor target torque and rotation speed setting process in the underdrive connection (the state of FIG. 2). As is clear from the configuration of FIG. 2, the outer rotor 1 of the clutch motor 130
34 rotates in the reverse direction at the same rotation speed Nd * as the rotation speed of the front axle 116. On the other hand, the clutch motor 13
The 0 inner rotor 132 rotates in the forward direction at the same rotation speed Ne * as the rotation speed of the crankshaft 156. Therefore,
The CPU sets “Nd * −Ne *”, which is the difference between the two, as the target rotation speed Nd * of the clutch motor 130. This value is a negative value. 2, the torque of the clutch motor 130 is equal to the load torque applied to the engine 150. Therefore, the CPU sets the target torque Te * of the engine 150 as the target torque Tc * of the clutch motor 130 (Step S452). This value is a positive value.
The clutch motor 130 is operated in a regenerative state as a result of the target rotation speed being a negative value and the target torque being set as a positive value.

In the underdrive connection, the front wheel assist motor 140 is connected to the front axle 116.
Therefore, the target rotation speed N1 * of the front wheel assist motor 140
Is set as Nd *. The target torque T1 * is
A value at which the required torque Tdf * can be output from the front axle 116 is set. This torque is a negative value. Front axle 116
Is output as a reaction to the target torque Tc * of the clutch motor 130. Therefore, “Tdf * −Tc *” is set as the target torque of the front wheel assist motor 140 so that the required torque Tdf * can be output after canceling out this reaction (step S45).
4). As described above, the target torque Tc * of the clutch motor 130 is a positive value. Therefore, the target torque T1 * of the front wheel assist motor 140 is set to a torque whose absolute value is larger than the required torque Tdf * of the front axle 116.

Target rotation speed N of rear wheel assist motor 160
2 * is set to the rotation speed Nd * set as the required power, and the target torque T2 * is set to the required torque Tdr * of the rear axle 118 (step S456). These are both negative values. Therefore, the rear wheel assist motor 160
Is driven in the reverse direction.

The power flow when the target torque and the number of revolutions are set by the above processing will be described. As described above, the clutch motor 130 is operated in a regenerative state.
The regenerated power is equal to the product of the slip amount | Nd * -Ne * | and the torque Te *.

The front wheel assist motor 140 and the rear wheel assist motor 160 receive power and run in the reverse direction. Electric power supplied to front wheel assist motor 140 is equal to the product of torque T1 * and rotation speed Nd *.
The power supplied to the rear wheel assist motor 160 is:
It is equal to the product of the torque T2 * and the rotation speed Nd *. When power equal to required power Pd * is output from engine 150, if power is transmitted at 100% efficiency, power regenerated by clutch motor 130, front wheel assist motor 140 and rear wheel assist The electric power supplied to the motor 160 is equal. As a result, if the clutch motor 130, the front wheel assist motor 140, and the rear wheel assist motor 160 are operated with the target torque and the number of revolutions set in the process of FIG. It can be converted into a power state consisting of a number and a torque and output from the front axle 116 and the rear axle 118.

FIG. 15 is a flowchart of the process for setting the motor target torque and the number of revolutions in the overdrive coupling (the state shown in FIG. 3). 3, the outer rotor 134 of the clutch motor 130 is connected to the front axle 116.
Rotate in the reverse direction at the same rotation speed Nd * as the rotation speed of. On the other hand, the inner rotor 132 of the clutch motor 130 rotates in the forward direction at the same rotation speed Ne * as the rotation speed of the crankshaft 156. Therefore, the CPU uses the clutch motor 130
"Nd *-"
Ne * "is set. This value is a negative value. 3, the torque of the clutch motor 130 is equal to the required torque Tdf * of the front axle 116. Accordingly, the CPU determines the target torque Tc of the clutch motor 130.
The required torque Tdf * of the front axle 116 is set as * (step S458). This torque is also a negative value. Therefore, the clutch motor 130 is driven in the reverse direction.

[0112] In the overdrive connection, the front wheel assist motor 140 is connected to the crankshaft 156. Therefore, the CPU determines that the front wheel assist motor 140
Of the engine 150 as the target rotation speed N1 * of the engine 150
Set *. This rotation speed is a positive value. Further, target torque T1 * is set so as to apply load Te * to engine 150. At this time, a torque as a reaction of the target torque Tc * of the clutch motor 130 is output to the crankshaft 156. Therefore, “Tdf * −Te *” is set as the target torque of the front wheel assist motor 140 so that the load torque Te * can be applied to the engine 150 after canceling out this reaction (step S460). This torque is a negative value. Since the front wheel assist motor 140 outputs a negative torque while rotating in the forward direction, the regenerative operation is performed.

Target rotation speed N of rear wheel assist motor 160
The rotation speed Nd * set as the required power is set in 2 *, and the required torque Tdr * of the rear axle 118 is set in the target torque T2 * (step S462). Both the target rotation speed N2 * and the target torque T2 * are negative values. Therefore, the rear wheel assist motor 160 is also driven in the reverse direction.

The power flow when the target torque and the number of revolutions are set by the above processing will be described. As described above, the clutch motor 130 is operated in a power running state.
The electric power supplied to the clutch motor 130 during power running is equal to the product of the slip amount | Nd * -Ne * | of the outer rotor 134 and the inner rotor 132 and the torque | Tdf * |. The front wheel assist motor 140 is operated in a regenerative state. The electric power regenerated by the front wheel assist motor 140 is equal to the product of the target torque “Tdf * −Te *” and the rotation speed Ne *. The rear wheel assist motor 160 is driven in the reverse direction. Electric power supplied to rear wheel assist motor 160 is equal to the product of torque | T2 * | and rotational speed | Nd * |. When power equal to required power Pd * is output from engine 150, if power is transmitted at 100% efficiency, electric power regenerated by front wheel assist motor 140, clutch motor 130 and rear wheel assist The electric power supplied to the motor 160 is equal. As a result, the clutch motor 130, the front wheel assist motor 140, and the target torque and the rotation speed set in the process of FIG.
If the rear wheel assist motor 160 is operated, the engine 1
The power state output from 50 can be converted to a power state consisting of the number of revolutions and torque for reversing and output from front axle 116 and rear axle 118.

According to the hybrid vehicle of this embodiment described above, in each of the EV driving mode and the normal driving mode, the vehicle travels backward by four-wheel drive while outputting the required power from the front axle 116 and the rear axle 118, respectively. be able to.
At this time, by connecting the front wheel assist motor 140 to either the front axle 116 or the crankshaft 156, a sufficient reverse torque can be output from the front axle 116. Therefore, in the hybrid vehicle of the present embodiment, while utilizing the characteristics of a vehicle that can be driven by four wheels,
You can go backwards.

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

(7) Configuration of Second Embodiment: Next, a hybrid vehicle according to a second embodiment of the present invention will be described. FIG. 16 is an explanatory diagram illustrating a schematic configuration of a hybrid vehicle as the second embodiment. In the hybrid vehicle of the second embodiment, the clutch motor 13
0, the planetary gear 200 and the motor generator 210
Is used. Other configurations are the same as those of the hybrid vehicle of the first embodiment (see FIG. 1).

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

[0119] The planetary gear 200 is
4, planetary carrier shaft 206 and ring gear shaft 2
It is well known mechanically that the following relationship is established between the rotation speed and the torque of the three axes 05. That is, when the power states of two of the three rotating shafts are determined,
The power state of the remaining one rotating shaft is determined based on the following relational expression. Ns = (1 + ρ) / ρ × Nc−Nr / ρ; Nc = ρ / (1 + ρ) × Ns + Nr / (1 + ρ); Nr = (1 + ρ) Nc−ρNs; Ts = Tc × ρ / (1 + ρ) = ρTr; Tr = Tc / (1 + ρ); ρ = number of teeth of sun gear 121 / number of teeth of ring gear 122 (1);

Here, Ns is the rotation speed of the sun gear shaft 204; Ts is the torque of the sun gear shaft 204; Nc is the rotation speed of the planetary carrier shaft 206; Tc is the torque of the planetary carrier shaft 206; Tr is the torque of the ring gear shaft 205; Note that the torque is positive when the torque is in the same direction as the rotation of each rotating shaft. Therefore, when each rotating shaft is rotating in the reverse direction, the torque acting in the reverse direction is a positive torque.

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

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

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

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

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

FIG. 17 shows a configuration in which the first clutch 111 is released and the second clutch 112 is engaged. In this configuration, the front wheel assist motor 140 is connected to the planetary gear 2
It is located downstream from 00. This connection state is called underdrive connection. This is a configuration corresponding to FIG. 2 in the first embodiment.

FIG. 18 shows a configuration in which the first clutch 111 is engaged and the second clutch 112 is released. In this configuration, the front wheel assist motor 140 is connected to the planetary gear 2
It is located upstream from 00. This connection state is called overdrive connection. This is a configuration corresponding to FIG. 3 in the first embodiment.

First clutch 111, second clutch 112
FIG. 19 shows a configuration in which both are released. With this configuration, the front wheel assist motor 140 has no effect on the transmission of power. This is a configuration corresponding to FIG. 4 in the first embodiment.

First clutch 111, second clutch 112
FIG. 20A shows a configuration in which both are combined. In this configuration, the crankshaft 156 of the engine 150 and the ring gear shaft 205
Are directly connected. At this time, all three gears provided in the planetary gear 200 rotate integrally at the same rotation speed. As a result, the motor generator 210 stops functioning. Therefore, the configuration when both clutches 111 and 112 are connected has the same meaning as the configuration shown in FIG.
This is a configuration corresponding to FIG. 5 in the first embodiment.

As in the case of the first embodiment, the hybrid vehicle of the present embodiment can travel while selecting a configuration having a high power transmission efficiency from the above-described four configurations when moving forward, so that the vehicle is driven with high efficiency. be able to. At the time of reverse travel, of these four coupling states, the underdrive coupling (FIG. 17) and the overdrive coupling (FIG. 18) are used.

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

The operation mode is determined first by the shift position. By the shift position sensor 167,
If it is detected that the shift position is at the reverse position, the CPU determines that the vehicle is in the reverse mode. Then, the following reverse driving control process is executed. The operation control process during reverse travel includes an “EV traveling mode” in which the engine 150 is driven backward without driving, and a “normal reverse mode” in which the engine 150 is driven backward while driving. The two types can be used properly depending on the vehicle speed, torque, duration of reverse travel, and the like when the hybrid vehicle travels backward. In the present embodiment, when the remaining capacity of the battery 194 is equal to or greater than a predetermined value, the vehicle travels backward in the “EV traveling mode”,
In other cases, the reverse is performed in the “normal reverse mode”. Hereinafter, control contents will be described for each case.

First, the EV traveling mode will be described.
The content of the control process in the EV traveling mode is the same as the content of the process in the first embodiment (see FIG. 6). However, the motor target torque and the rotation speed setting process (step S2 in FIG. 6)
40) is different from the first embodiment.

FIG. 21 is a flowchart showing the contents of the process for setting the target motor torque and the number of revolutions in the second embodiment when the underdrive is coupled. In this process, the CPU executes the front wheel assist motor 140, the motor generator,
The target rotation speed and the torque of the rear wheel assist motor 160 are set as follows.

In the underdrive connection, the required torque Tdf from the front axle 116 by the front wheel assist motor 140
It is necessary to output power consisting of * and the rotation speed Nd *. Therefore, the target rotational speed N of the front wheel assist motor 140
The rotation speed Nd * is set as 1 *. The target torque T1 * is the required torque Td of the front axle 116.
f * is set (step S600). Target rotation speed N
1 * and the target torque T1 * are both negative values.

During EV running, the operation of the engine 150 is stopped. Engine 150 crankshaft 156
When the torque is not transmitted to the
As is clear from FIG. 7, the torque of the motor generator 210 also takes the value 0. Therefore, the CPU substitutes the value 0 as the target torque Tg * of the motor generator 210 (step S602). If the torque is a value of 0, the target rotation speed has no meaning in control, and thus the CPU sets the target rotation speed Ng * of the motor generator 210 to a default value. As a result, the motor generator 210 uses the ring gear shaft 205
Substitute the rotational speed Nd * of the front axle 116 into the rotational speed Nr of
The planetary carrier shaft 206 rotates at a rotation speed “−Nd * / ρ” obtained by substituting a value 0 into the rotation speed Ng. The setting of the target rotation speed N2 * and the target torque T2 * of the rear wheel assist motor 160 is the same as in the case of the first embodiment (step S246 in FIG. 9). That is, the target rotation speed N2 *
Is set as the rotation speed Nd * of the rear axle 118, and the required torque Tdr * of the rear axle 118 is set as the target torque T2 * (step S604). These values are both negative values.

FIG. 22 is a flowchart showing the contents of the process for setting the motor target torque and the number of revolutions in the second embodiment when the overdrive is coupled. In this process, the CPU executes the front wheel assist motor 140, the motor generator,
The target rotation speed and the torque of the rear wheel assist motor 160 are set as follows.

In the case of the overdrive coupling, the required power is generated by powering the motor generator 210 so that the front axle 1
16 can be output. Therefore, in the process of setting the motor target torque and the number of revolutions, the CPU
“−Nd * / ρ” is set as the target rotation speed Ng * of 0 (step S610). This rotation speed is obtained by substituting the rotation speed Nd * set as the required power into the rotation speed Nr of the ring gear shaft 205 in the above equation (1),
This is the rotation speed calculated by substituting the value 0 into the rotation speed Ng of No. 6. Since target rotation speed Nd * is a negative value, target rotation speed Ng * of motor generator 210 has a positive value. “Ρ × | Tdf * |” is set as the target torque Tg * (step S610). This torque is a value set by substituting the required torque | Tdf * | of the front axle 116 into the torque Tr of the ring gear shaft 205 in the above equation (1). The absolute value of the required torque Tdf * is assigned to the front axle 116
Is a torque in the reverse direction (negative torque) for the vehicle, but the front axle 116
This is because the torque is in the same direction as the rotation direction.

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

Next, the normal driving mode will be described. The content of the control process in the normal traveling mode is the same as the content of the process in the first embodiment (see FIG. 11). However, the process for setting the motor target torque and the number of revolutions (Step S in FIG. 11)
450) is different from that of the first embodiment.

FIG. 23 is a flowchart showing the contents of the process for setting the motor target torque and the number of revolutions in the second embodiment when the underdrive is coupled. In this process, the CPU executes the front wheel assist motor 140, the motor generator,
The target rotation speed and the torque of the rear wheel assist motor 160 are set as follows.

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

In the underdrive connection, the front wheel assist motor 140 is connected to the front axle 116.
Therefore, the target rotation speed N1 * of the front wheel assist motor 140
Is set as Nd *. The target rotation speed N1 * is a negative value. The target torque T1 * is set to a value at which the required torque Tdf * can be output from the front axle 116. A part of the torque output from the engine 150 is output to the front axle 116 based on the above equation (1). Therefore, as the target torque T1 * of the front wheel assist motor 140, “Tdf * + Te * / (1 + ρ)” is set so that the required torque Tdf * can be output in consideration of this torque (step S642). ). The target torque T1 * has a negative value. Therefore, the front wheel assist motor 140 is driven in the reverse direction.

Target rotation speed N of rear wheel assist motor 160
The rotation speed Nd * set as the required power is set in 2 *, and the required torque Tdr * of the rear axle 118 is set in the target torque T2 * (step S644). These values are both negative values. Therefore, the rear wheel assist motor 1
60 is driven in the reverse direction. Front wheel assist motor 14
As the power for powering the zero and rear wheel assist motor 160, the power regenerated by the motor generator 210 is used.

FIG. 24 is a flowchart showing the contents of the process for setting the motor target torque and the number of revolutions in the second embodiment when the overdrive is coupled. In this process, the CPU executes the front wheel assist motor 140, the motor generator,
The target rotation speed and the torque of the rear wheel assist motor 160 are set as follows.

The CPU calculates the target rotation speed N of the motor generator 210.
“(1 + ρ) / ρNe * −Nd * / ρ” is set as g *. In the above equation (1), the rotation speed is obtained by adding the rotation speed Nr of the front axle 116 to the rotation speed Nr of the ring gear shaft 205.
Is substituted, and the rotational speed Ne * of the engine 150 is substituted for the rotational speed Ng of the planetary carrier shaft 206, and is a positive value. The CPU is a motor generator 210
“Ρ | Tdf * |” is set as the target torque Tg * of (step S650). In the above equation (1), this torque is used as the torque of the ring gear shaft 205 as the torque of the front axle 11.
6 is a value obtained by substituting the required torque | Tdf * |.

In the overdrive connection, the front wheel assist motor 140 is connected to the crankshaft 15 of the engine 150.
It is directly connected to 6. Accordingly, the CPU sets the rotation speed Ne * of the engine 150 as the target rotation speed N1 * of the front wheel assist motor 140 (step S652). The target rotation speed N1 * is a positive value. Also, the target torque T1 *
Is set to give a load Te * to the engine 150. In the above equation (1), when the required torque | Tdf * | of the front axle 116 is substituted for the torque of the ring gear shaft 205, the torque Tc of the planetary carrier shaft 206 is calculated as "(1 + ρ) | Tdf * |". Engine 1
The target torque Te * of 50 does not always coincide with Tg thus obtained. Therefore, the CPU sets “(1 + ρ) | Tdf * | −Te *” corresponding to the difference between the two as the target torque T1 * of the front wheel assist motor 140 (step S652). Front wheel assist motor 140
Has a negative value. Therefore, in the front wheel assist motor 140, power corresponding to the product of the target torque | T1 * | and the target rotation speed | N1 * | is regenerated as electric power. The electric power thus regenerated is supplied to the motor generator 210
And it is used for powering the rear wheel assist motor 160.

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

According to the hybrid vehicle of the present embodiment described above, similarly to the hybrid vehicle of the first embodiment, E
In each of the V driving and normal driving modes, the front axle 11
The vehicle can be driven backward by four-wheel drive while outputting required power from the rear axle 118 and the rear axle 118, respectively. At this time, by connecting the front wheel assist motor 140 to either the front axle 116 or the crankshaft 156, a sufficient reverse torque can be output from the front axle 116. Therefore, in the hybrid vehicle of the present embodiment, the vehicle can move backward while utilizing the characteristics of a vehicle that can be driven by four wheels.

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

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

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

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

[Brief description of the drawings]

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

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

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

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

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

FIG. 6 shows an EV of the hybrid vehicle according to the first embodiment.
It is a flowchart which shows the flow of a drive control processing routine.

FIG. 7 is a flowchart illustrating a flow of a braking torque correction processing routine for the hybrid vehicle of the first embodiment.

FIG. 8 is a graph showing a relationship between a rotational speed difference and a torque correction amount for the hybrid vehicle of the first embodiment.

FIG. 9 shows an EV of the hybrid vehicle according to the first embodiment.
9 is a flowchart illustrating a flow of a process of setting a motor target torque and a number of revolutions at the time of overdrive coupling in a traveling mode.

FIG. 10 shows a hybrid vehicle according to the first embodiment;
It is a flowchart which shows the flow of a motor target torque and a rotation speed setting process at the time of overdrive coupling in the V running mode.

FIG. 11 is a flowchart showing a flow of a normal traveling control processing routine for the hybrid vehicle of the first embodiment.

FIG. 12 is an explanatory diagram showing a relationship between an engine operation point and an operation efficiency.

FIG. 13 is an explanatory diagram showing the relationship between the engine speed and the operating efficiency when the output power is constant.

FIG. 14 is a flowchart illustrating a flow of a process of setting a motor target torque and a number of revolutions in the hybrid vehicle of the first embodiment when the overdrive is coupled in the normal driving mode.

FIG. 15 is a flowchart illustrating a flow of a process of setting a motor target torque and a number of revolutions in the hybrid vehicle of the first embodiment when overdrive is coupled in the normal driving mode.

FIG. 16 is an explanatory diagram showing an overall configuration of a hybrid vehicle as a second embodiment of the present invention.

FIG. 17 is an explanatory diagram showing a schematic configuration of a front wheel power system at the time of overdrive coupling in the hybrid vehicle of the second embodiment.

FIG. 18 is an explanatory diagram showing a schematic configuration of a front wheel power system at the time of overdrive coupling in the hybrid vehicle of the second embodiment.

FIG. 19 is an explanatory diagram showing a schematic configuration of a front wheel power system when a first clutch and a second clutch are both disengaged in the hybrid vehicle of the second embodiment.

FIG. 20 is an explanatory diagram showing a schematic configuration of a front wheel power system when a first clutch and a second clutch are both engaged in the hybrid vehicle of the second embodiment.

FIG. 21 shows a hybrid vehicle according to a second embodiment;
It is a flowchart which shows the flow of a motor target torque and a rotation speed setting process at the time of overdrive coupling in the V running mode.

FIG. 22 shows a hybrid vehicle according to a second embodiment;
It is a flowchart which shows the flow of a motor target torque and a rotation speed setting process at the time of overdrive coupling in the V running mode.

FIG. 23 is a flowchart illustrating a flow of a process of setting a motor target torque and a rotation speed in the hybrid vehicle according to the second embodiment at the time of overdrive coupling in the normal driving mode.

FIG. 24 is a flowchart showing a flow of processing for setting a motor target torque and a rotation speed when the overdrive is coupled in the normal driving mode for the hybrid vehicle of the second embodiment.

FIG. 25 is an explanatory diagram showing a schematic configuration of a conventional two-motor type four-wheel drive hybrid vehicle.

FIG. 26 is an explanatory diagram showing a schematic configuration of a conventional three-motor type four-wheel drive hybrid vehicle.

FIG. 27 is an explanatory diagram showing a state of power output during overdrive in a two-motor hybrid vehicle.

FIG. 28 is an explanatory diagram showing a state of power output during overdrive in a two-motor hybrid vehicle.

FIG. 29 is an explanatory diagram showing a state of power output during overdrive in a three-motor hybrid vehicle.

FIG. 30 is an explanatory diagram showing a state of power output during overdrive in a three-motor hybrid vehicle.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 22 ... Drive shaft 23 ... Transmission gear 24 ... Differential gear 26, 27, 28, 29 ... Drive wheel 30 ... Clutch motor 32 ... Outer rotor 34 ... Inner rotor 40 ... Electric motor 45 ... Second electric motor 50 ... Prime mover 80 ... Control devices 91, 92 ... Drive circuit 94 ... Battery 111 ... First clutch 112 ... Second clutch 114 ... Differential gear 116 ... Front axle 116R, 116L ... Front wheel 117 ... Rotation speed sensor 118 ... Rear axle 118R, 118L ... Rear wheel 119 ... Rotation speed sensor 130 ... clutch motor 132 ... inner rotor 133 ... inner rotor shaft 134 ... outer rotor 135 ... outer rotor shaft 140 ... front wheel assist motor 142 ... rotor 144 ... stator 150 ... engine 152 ... rotation speed sensor 156 ... crankshaft 160 ... Wheel assist motor 162 Rotor 164 Stator 165 Accelerator pedal position sensor 166 Brake pedal position sensor 167 Shift position sensor 170 EFI ECU 190 Control unit 191, 192, 193 Inverter 194 Battery 200 Planetary gear 201 Sun gear 202 ... Ring gear 203 ... Planetary carrier 204 ... Sun gear shaft 205 ... Ring gear shaft 206 ... Planetary carrier shaft 210 ... Motor generator 212 ... Rotor 214 ... Stator

Claims (20)

[Claims] 1. A hybrid vehicle capable of driving four wheels by outputting power to first and second drive shafts, comprising: a motor having an output shaft; and an output shaft and the first drive shaft. A power adjusting device capable of increasing or decreasing mechanical power input from one of the output shaft and the first drive shaft by exchanging electric power and transmitting the mechanical power to the other drive shaft; A coupled first motor, a second motor having a rotation axis different from any of the output shaft, the first drive shaft, and the second drive shaft; coupling and disconnection of the rotation shaft and the output shaft A first connection device for performing connection and disconnection between the rotation shaft and the first drive shaft; and a second connection device for connecting and disconnecting the hybrid vehicle from the first drive shaft and the second drive shaft. The sum of the power to be output to move backward A power setting means for setting a determined power, the prime mover, power regulation unit, and controls the operation of the first motor and the second motor, said first drive shaft and a second
A drive control unit that outputs the required power from the drive shaft of the vehicle; a specifying unit that specifies a traveling state including a traveling direction of the hybrid vehicle; and a case where the specified hybrid vehicle traveling state is reverse. Connection control means for controlling the first connection device and the second connection device to selectively couple a rotation shaft of the second electric motor to one of the output shaft and the first drive shaft. A hybrid vehicle comprising: 2. The hybrid vehicle according to claim 1, wherein the power adjustment device includes: a first rotor coupled to the output shaft; and a first rotor coupled to the first drive shaft. A hybrid vehicle that is a paired rotor motor having a second rotor that is relatively rotatable coaxially. 3. The hybrid vehicle according to claim 1, wherein the power adjustment device includes: a first shaft connected to the output shaft; and a second shaft connected to the first drive shaft. Has a third axis different from the first axis and the second axis, and when the power state of two of these three axes is determined, the power state of the remaining one axis is determined. A hybrid vehicle having a three-axis power transmission device, wherein a third electric motor different from the first electric motor and the second electric motor is connected to the third shaft. 4. The hybrid vehicle according to claim 1, wherein the power setting means is configured to output the required power from the first drive shaft with a predetermined torque distribution from the second drive shaft. A power distribution unit that distributes the power to be output, wherein the specifying unit specifies a relationship between a torque to be output from the first drive shaft and a torque of the output shaft as a running state of the vehicle. And the connection control means, when it is determined that the required torque of the first drive shaft is significantly larger than the maximum torque that can be output from the power adjustment device, changes the rotation shaft of the second electric motor. A hybrid vehicle that is means for coupling to the first drive shaft. 5. The hybrid vehicle according to claim 1, wherein the connection control unit controls the first connection device and the second connection device according to a traveling state of the vehicle, and A drive shaft coupled to the first drive shaft, wherein the drive control unit powers at least the second motor so that the first drive shaft and the second drive shaft A hybrid vehicle that outputs the required power. 6. The hybrid vehicle according to claim 1, wherein the connection control means controls the first connection device and the second connection device according to a traveling state of the vehicle, and 2 is a means for coupling a rotating shaft of the second motor to the output shaft, wherein the drive control means supplies electric power to output power from at least the power adjusting device, so that the first drive shaft and the second A hybrid vehicle that is means for outputting the required power from a drive shaft of the hybrid vehicle. 7. The hybrid vehicle according to claim 6, wherein the drive control unit further controls the second electric motor to rotate the output shaft according to output of power from the power adjustment device. Hybrid vehicle, which is a means for outputting torque for suppressing the occurrence of a vehicle. 8. The hybrid vehicle according to claim 1, wherein the connection control means controls the first connection device and the second connection device according to a traveling state of the vehicle, and A drive shaft coupled to the first drive shaft, wherein the drive control unit regenerates part of the power output from the prime mover as power by the power adjustment device, and A hybrid vehicle that outputs the required power from the first drive shaft and the second drive shaft by supplying the generated power to at least one of the first electric motor and the second electric motor. 9. The hybrid vehicle according to claim 1, wherein the connection control unit controls the first connection device and the second connection device according to a traveling state of the vehicle, and A drive shaft coupled to the output shaft, wherein the drive control unit regenerates a part of the power output from the prime mover as power by the second motor, and the regenerated power Is supplied to at least one of the first electric motor and the power adjusting device to output the required power from the first drive shaft and the second drive shaft. 10. The hybrid vehicle according to claim 1, wherein the power setting means is configured to output the required power from the first drive shaft with a predetermined torque distribution from the second drive shaft. Power distributing means for distributing power to be output, further comprising: a first drive wheel connected to the first drive shaft and a second drive wheel connected to the second drive shaft. Detecting means for detecting a slip amount with respect to a road surface; and if the slip amount of at least one of the first drive wheel and the second drive wheel is equal to or more than a predetermined value, the power is distributed by the power distribution means. Irrespective of the result, at least a power correcting means for correcting the required power by changing a torque to be output from a drive shaft coupled with a drive wheel having a slip amount exceeding the predetermined value. 11. The hybrid vehicle according to claim 10, wherein the detecting unit detects the slip amount based on a difference between a rotation speed of the first drive shaft and a rotation speed of the second drive shaft. A hybrid vehicle that is a means to do. 12. The hybrid vehicle according to claim 10, wherein said power correcting means reduces an absolute value of a torque to be output from a drive shaft to which a drive wheel whose slippage exceeds said predetermined value is coupled. A hybrid vehicle that is means for causing the vehicle to run. 13. The hybrid vehicle according to claim 10, wherein said power correcting means keeps a sum of torques outputted from said first drive shaft and said second drive shaft constant, and said power correction means keeps a constant sum of torques outputted from said first drive shaft and said second drive shaft. Torque to be output from the drive shaft of the
A hybrid vehicle which is means for changing a torque to be output from a drive shaft of the hybrid vehicle. 14. The hybrid vehicle according to claim 10, wherein said power correcting means controls said power adjusting device to change a torque to be output from said first drive shaft. . 15. The hybrid vehicle according to claim 10, wherein said power correction means controls said second electric motor to change a torque to be output from said first drive shaft. vehicle. 16. The hybrid vehicle according to claim 10, wherein the power correction unit is configured to determine a change amount of a torque to be output from a drive shaft to which a drive wheel whose slip amount exceeds the predetermined value is coupled. A hybrid vehicle comprising: a storage unit that stores a relationship according to the slip amount; and a changing unit that changes the torque to be output by referring to the relationship stored in the storage unit based on the slip amount. 17. The hybrid vehicle according to claim 10, wherein the power correction unit is configured to drive the drive wheels to which drive wheels whose slip amount exceeds the predetermined value are connected until the slip amount is within a predetermined range. A hybrid vehicle that is a means for changing the torque to be output from a shaft in a stepwise manner. 18. A power output device capable of outputting power to first and second drive shafts, comprising: a prime mover having an output shaft; being coupled to the output shaft and the first drive shaft; A power adjusting device capable of increasing or decreasing mechanical power input from one of the output shaft and the first drive shaft by exchanging electric power and transmitting the mechanical power to the other, and a second power shaft coupled to the second drive shaft. A second motor having a rotation shaft different from any of the output shaft, the first drive shaft and the second drive shaft; and a first motor for connecting and disconnecting the rotation shaft and the output shaft. A connection device for connecting and disconnecting the rotation shaft and the first drive shaft; and a rotation direction and a reverse rotation direction of the prime mover from the first drive shaft and the second drive shaft. Demand the sum of power to be output while rotating A power setting means for setting as the prime mover, power regulation unit, and controls the operation of the first motor and the second motor, said first drive shaft and a second
Drive control means for outputting the required power from the drive shaft of the power output device; specifying means for specifying an operating state of the power output device including the rotation direction of the first drive shaft and the second drive shaft; When the operation state is the state of rotating in the reverse direction, the first connection device and the second connection device are controlled to rotate the rotation shaft of the second electric motor to the output shaft and the first connection device. And a connection control means selectively coupled to one of the drive shafts. 19. A first drive system capable of increasing / decreasing the power of the prime mover by a power adjusting device coupled to an output shaft of the prime mover and a first drive shaft and outputting the power from the first drive shaft;
The power of the first motor is coupled to a second motor coupled to the first motor.
A second drive system that can output from the drive shaft of the first drive shaft, and a second electric motor that can be selectively coupled to at least one of the first drive shaft and the output shaft by a connection device, A control method for controlling a hybrid vehicle capable of traveling by outputting power from a drive shaft and a second drive shaft, comprising: (a) moving the hybrid vehicle backward from the first drive shaft and the second drive shaft Setting the sum of the powers to be output for this purpose as the required power; (b) specifying the running state of the hybrid vehicle including the traveling direction; and (c) determining the running state of the specified hybrid vehicle. When the vehicle is in reverse, the first connection device and the second connection device are controlled to select the rotation shaft of the second electric motor as one of the output shaft and the first drive shaft. Target (D) controlling the operation of the prime mover, the power adjusting device, the first electric motor and the second electric motor so that the sum from the first drive shaft and the second drive shaft is equal to the required power. And a step of outputting a different power. 20. The control method for a hybrid vehicle according to claim 19, wherein in the step (a), the power to be output from the first drive shaft and the second power from the first drive shaft in a predetermined torque distribution. And (e) a first drive wheel coupled to the first drive shaft and a second drive wheel coupled to the second drive shaft. And (f) when at least one of the first drive wheel and the second drive wheel has a slip amount equal to or more than a predetermined value. Irrespective of the result distributed by the power distribution means, correcting the required power by changing the torque to be output from the drive shaft to which the drive wheel having at least the slip amount exceeding the predetermined value is coupled. Hybrid vehicle control Method.