JP4001102B2 - Vehicle drive torque control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive torque controller of a vehicle which can assure stably running while holding a battery result power in an allowance range without a problem of an incorrect battery power calculated value due to the error of rotational inertia. <P>SOLUTION: In the drive torque controller of the vehicle, an electric automobile or a hybrid vehicle (series parallel hybrid on the whole) using a motor driven by a driver, such as a battery and an inverter, etc. in a part or the entirety of a power source for driving the vehicle includes a drive torque instruction value correcting means for reducing a drive torque instruction value To ref in response to an exceeding part when a battery result power discharges exceeding a battery charging/discharging power allowance range and increasing the drive torque instruction value To ref in response to the exceeding part when the battery result power charges exceeding the battery charging/discharging power allowance range, and a motor torque instruction value deciding means for deciding motor torque instruction values T1 ref. T2 ref to the motor generators MG1, MG2 based on the drive torque correcting instruction value To ref1 by the drive torque instruction value correcting means. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a drive torque control device for an electric vehicle or a hybrid vehicle using a motor driven by a drive device such as a battery and an inverter for a part or all of a power source for driving a vehicle.

  Conventionally, protection against a failure due to overpower of the power storage means includes an overcurrent breaker and a fuse installed in series with the battery circuit. This is an irreversible disconnection when a predetermined current is exceeded, and the operation of the battery is stopped. This causes inconveniences such as insufficient driving torque of the vehicle, and it takes time to restart the operation.

As a similar overload protection application example, a motor drive inverter control device using a motor overload protection method based on drooping characteristics (drooping) is known (see Patent Document 1).
JP-A-6-38586

However, in accordance with the battery protection technology former fuse breaker, battery protection is you function, there is a problem that the operation of the battery as a result of protection is temporarily stopped.

  Further, the latter conventional device is a motor protection and a protection by torque current detection, and therefore cannot be directly applied to the purpose of battery protection of a hybrid vehicle. Furthermore, although the conventional apparatus is applied to speed control, in a hybrid vehicle, since it is generally not speed control but torque control, the speed command cannot have a drooping characteristic as well.

  The present invention has been made paying attention to the above-mentioned problem, and there is no problem such as an error in the battery power calculation value due to an error in the rotational inertia, and a stable running is ensured while keeping the actual battery power within an allowable range. An object of the present invention is to provide a vehicle drive torque control device that can perform the above operation.

In order to achieve the above object, the present invention comprises at least one or more motors connected to a battery via a driving device and a speed change mechanism that connects the motor shaft and the output shaft to the tire. In electric vehicles,
Battery actual power detection means for detecting actual power that is actual charge / discharge power of the battery;
When the actual battery power is charged / discharged exceeding the allowable battery charge / discharge power range determined from the battery state, a corrected torque value calculating means for calculating a corrected torque value based on the excess power When,
Driving torque command value correcting means for correcting a driving torque command value of the motor based on the corrected torque value and calculating a driving torque correction command value;
Motor torque command value determining means for determining a motor torque command value to the motor based on the drive torque correction command value;
Equipped with a,
The corrected torque value calculating means integrates the power exceeding the battery charge / discharge power allowable range by an integral time constant, and further divides this integrated value by the vehicle speed detection value or the vehicle speed estimated value as the corrected torque value. ,
The drive torque command value correcting means corrects the drive torque command value by adding the corrected torque value to the drive torque command value when the actual battery power exceeds the maximum value of the battery charge / discharge power allowable range. When the battery actual power is below the minimum value of the battery charge / discharge power allowable range, the drive torque command value is corrected by subtracting the correction torque value from the drive torque command value.

Therefore, in the vehicle drive torque control device of the present invention, when the actual battery power is charged and discharged beyond the allowable battery charge / discharge power range determined from the battery state in the corrected torque value calculation means. In this case, a corrected torque value is calculated based on the excess power, and the driving torque command value correcting means corrects the driving torque command value of the motor based on the corrected torque value. As a result, the battery actual power is closed-loop controlled within the allowable range, so that stable traveling can be ensured while the actual battery power is maintained within the allowable range. Since the actual battery power is an actual value including an increase or decrease in the kinetic energy of the rotating element, there is no problem of an error in the actual battery power calculation value due to an error in rotational inertia.
In addition, when driving at low speeds, the return response to the allowable range can be ensured regardless of the magnitude of the difference beyond the allowable range, and during high-speed driving, the increase / decrease width of the drive torque is kept small, ensuring vehicle behavior stability. can do.

  DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The best mode for realizing a vehicle drive torque control apparatus according to the present invention will be described below based on Embodiment 1 and Embodiment 2 shown in the drawings.

First, the configuration will be described.
[Hybrid power engine]
FIG. 1 is an overall drive system diagram of a hybrid vehicle to which the drive torque control apparatus according to the first embodiment is applied. As shown in FIG. 1, the hybrid power engine has an engine E, a first motor generator MG1, and a second motor generator MG2 as power sources, and these power sources E, MG1, MG2 and an output shaft. The planetary gear transmission (two-degree-of-freedom differential gear transmission mechanism) connected to OUT includes a first planetary gear PG1, a second planetary gear PG2, a third planetary gear PG3, an engine clutch EC, It has a brake LB, a high clutch HC, and a high / low brake HLB.

  A multilayer motor in which a stator S, an inner rotor IR, and an outer rotor OR are arranged on the same axis is applied to the first motor generator MG1 and the second motor generator MG2. This multi-layer motor controls the inner rotor IR and the outer rotor OR independently by applying a composite current (for example, a combined current of three-phase alternating current and six-phase alternating current) to the stator coil of the stator S. The stator S and the outer rotor OR constitute a first motor generator MG1, and the stator S and the inner rotor IR constitute a second motor generator MG2.

  The first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 that constitute the planetary gear transmission are all single pinion type planetary gears. The first planetary gear PG1 includes a first sun gear S1, a first pinion carrier PC1 that supports the first pinion P1, and a first ring gear R1 that meshes with the first pinion P1. The second planetary gear PG2 includes a second sun gear S2, a second pinion carrier PC2 that supports the second pinion P2, and a second ring gear R2 that meshes with the second pinion P2. The third planetary gear PG3 includes a third sun gear S3, a third pinion carrier PC3 that supports the third pinion P3, and a third ring gear R3 that meshes with the third pinion P3.

  The first sun gear S1 and the second sun gear S2 are directly connected by a first rotating member M1, and the first ring gear R1 and the third sun gear S3 are directly connected by a second rotating member M2, and the second pinion carrier PC2 And the third ring gear R3 are directly connected by a third rotating member M3. Accordingly, the three planetary gears PG1, PG2, and PG3 include the first rotating member M1, the second rotating member M2, the third rotating member M3, the first pinion carrier PC1, the second ring gear R2, and the third pinion carrier PC3. 6 rotation elements.

  A connection relationship among the power sources E, MG1, MG2, the output shaft OUT, the engine clutch EC, and the engagement elements LB, HC, HLB for the six rotating elements of the planetary gear transmission will be described. The second rotating member M2 is in a free state that is not connected to any of these, and the remaining five rotating elements are connected as follows.

  The engine output shaft of the engine E is connected to the third rotating member M3 via the engine clutch EC. That is, when the engine clutch EC is engaged, the second pinion carrier PC2 and the third ring gear R3 are set to the engine speed via the third rotation member M3.

  The first motor generator output shaft of the first motor generator MG1 is directly connected to the second ring gear R2. Further, a high / low brake HLB is interposed between the first motor generator output shaft and the transmission case TC. That is, when releasing the high / low brake HLB, the second ring gear R2 is set to the rotation speed of the first motor generator MG1. When the high / low brake HLB is engaged, the rotation of the second ring gear R2 and the first motor generator MG1 is stopped.

  The second motor generator output shaft of the second motor generator MG2 is directly connected to the first rotating member M1. Further, a high clutch HC is interposed between the second motor generator output shaft and the first pinion carrier PC1, and a low brake LB is interposed between the first pinion carrier PC1 and the transmission case TC. Is done. That is, when only the low brake LB is engaged, the first pinion carrier PC1 is stopped, and when only the high clutch HC is engaged, the first sun gear S1, the second sun gear S2, and the first pinion carrier PC1 are connected to the second motor generator MG2. Set to rotation speed. Further, when the low brake LB and the high clutch HC are engaged, the first sun gear S1, the second sun gear S2, and the first pinion carrier PC1 are stopped.

  The output shaft OUT is directly connected to the third pinion carrier PC3. A driving force is transmitted from the output shaft OUT to the left and right driving wheels via a propeller shaft, a differential, and a drive shaft (not shown).

  As a result, as shown in FIGS. 4 and 5, the first motor generator MG1 (R2), the engine E (PC2, R3), the output shaft OUT (PC3), the second motor generator MG2 (S1) , S2), and a rigid lever model that can simply represent the dynamic behavior of the planetary gear train can be introduced.

  Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear. Take the number of rotations (rotational speed) of the rotating elements, take each rotating element such as ring gear, carrier, sun gear, etc. on the horizontal axis, and align the intervals of each rotating element based on the gear ratio of sun gear and ring gear The lever ratios (α, β, δ) are arranged. Incidentally, (1) shown in FIGS. 4 (a) and 5 (a) is a collinear diagram of the first planetary gear PG1, (2) is a collinear diagram of the second planetary gear PG2, (3) Is a collinear diagram of the third planetary gear PG3.

  The engine clutch EC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the engine E on the alignment charts of FIGS. 4 and 5. The rotation and torque are input to a third rotating member M3 that is an engine input rotating element of the planetary gear transmission.

  The low brake LB is a multi-plate friction brake that is fastened by hydraulic pressure, and is disposed at a position outside the rotational speed axis of the second motor generator MG2 on the alignment chart of FIGS. As shown in (a), (b) of FIG. 5 and (a), (b) of FIG. 5, a low-side gear ratio mode for sharing the low-side gear ratio is realized, and the gear ratio is fixed to the low gear ratio.

  The high clutch HC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the second motor generator MG2 on the alignment charts of FIGS. 4 (d), (e) and (d), (e) of FIG. 5 realize the high side gear ratio mode for sharing the high side gear ratio.

  The high-low brake HLB is a multi-plate friction brake that is fastened by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the first motor generator MG1 on the alignment charts of FIGS. The gear ratio is fixed to the low gear ratio on the underdrive side by fastening together, and the gear ratio is fixed to the high gear ratio on the overdrive side by fastening together with the high clutch HC.

[Control system for hybrid power engine]
As shown in FIG. 1, the control system of the hybrid power engine includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a hydraulic control device 5, an integrated controller 6, an accelerator opening sensor 7, and the like. The vehicle speed sensor 8, the engine speed sensor 9, the first motor generator speed sensor 10, the second motor generator speed sensor 11, and the third ring gear speed sensor 12 are configured. Yes.

  The engine controller 1 responds to a target engine torque command from the integrated controller 6 that inputs the accelerator opening AP from the accelerator opening sensor 7 and the engine speed Ne from the engine speed sensor 9, in accordance with the engine operating point (Ne, A command for controlling Te) is output to, for example, a throttle valve actuator (not shown).

  The motor controller 2 responds to a target motor generator torque command from the integrated controller 6 that inputs motor generator rotation speeds N1 and N2 from both motor generator rotation speed sensors 10 and 11 by a resolver, and the motor of the first motor generator MG1. A command for independently controlling the operating point (N1, T1) and the motor operating point (N2, T2) of the second motor generator MG2 is output to the inverter 3. The motor controller 2 outputs information on the battery S.O.C representing the state of charge of the battery 4 to the integrated controller 6.

  The inverter 3 is connected to a stator coil of the stator S common to the first motor generator MG1 and the second motor generator MG2, and generates a composite current according to a command from the motor controller 2. The inverter 3 is connected to a battery 4 that is discharged during power running and charged during regeneration.

  The hydraulic control device 5 receives a hydraulic command from the integrated controller 6 and performs engagement hydraulic pressure control and release hydraulic pressure control of the engine clutch EC, the low brake LB, the high clutch HC, and the high / low brake HLB. The engagement hydraulic pressure control and the release hydraulic pressure control include a half-clutch control based on a slip engagement control and a slip release control.

  The integrated controller 6 includes an accelerator opening AP from the accelerator opening sensor 7, a vehicle speed VSP from the vehicle speed sensor 8, an engine speed Ne from the engine speed sensor 9, and a first motor generator speed sensor 10. Information such as the first motor generator rotational speed N1, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, and the engine input rotational speed ωin from the third ring gear rotational speed sensor 12. Then, a predetermined calculation process is performed. Then, a control command is output to the engine controller 1, the motor controller 2, and the hydraulic control device 5 according to the calculation processing result.

  The integrated controller 6 and the engine controller 1 and the integrated controller 6 and the motor controller 2 are connected by bidirectional communication lines 14 and 15 for information exchange, respectively.

[Driving mode]
Since the hybrid power engine of the first embodiment can coaxially match the output shaft OUT of the transmission with the engine output shaft, the hybrid power engine is not limited to the FF vehicle (front engine / front drive vehicle) but also the FR vehicle (front engine It can be mounted on a rear drive vehicle) and is not divided into the low-side continuously variable gear ratio mode and the high-side continuously variable gear ratio mode, rather than covering the regular gear ratio range in one driving mode as the continuously variable gear ratio mode. Since the common gear ratio range is covered, the output sharing ratio by the two motor generators MG1 and MG2 can be suppressed to about 20% or less of the output generated by the engine E.

  As shown in FIG. 2, the traveling mode includes a low fixed speed ratio mode (hereinafter referred to as “Low mode”), a low-side continuously variable speed ratio mode (hereinafter referred to as “Low-iVT mode”), and 2-speed fixed mode (hereinafter referred to as “2nd mode”), high-side continuously variable gear ratio mode (hereinafter referred to as “High-iVT mode”), and high fixed gear ratio mode (hereinafter referred to as “High mode”). And 5) driving modes.

  As shown in FIG. 2, the Low mode is obtained by engaging the low brake LB, releasing the high clutch HC, and engaging the high / low brake HLB. The Low-iVT mode is obtained by engaging the low brake LB, releasing the high clutch HC, and releasing the high / low brake HLB. The 2nd mode is obtained by engaging the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB. The High-iVT mode is obtained by releasing the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB. The High mode is obtained by releasing the low brake LB, engaging the high clutch HC, and engaging the high / low brake HLB.

  For these five driving modes, the electric vehicle mode (hereinafter referred to as “EV mode”) in which only the motor generators MG1 and MG2 are driven without using the engine E, and the engine E and both motor generators MG1 and MG2 are used. And a hybrid vehicle mode (hereinafter referred to as “HEV mode”). Therefore, as shown in FIG. 3, when the EV mode and the HEV mode are combined, “10 driving modes” are realized. Figure 4 shows the EV-Low mode collinear diagram, EV-Low-iVT mode collinear diagram, EV-2nd mode collinear diagram, EV-High-iVT mode collinear diagram, EV-High A collinear chart of each mode is shown. Fig. 5 shows HEV-related HEV-Low mode alignment chart, HEV-Low-iVT mode alignment chart, HEV-2nd mode alignment chart, HEV-High-iVT mode alignment chart, HEV-High A collinear chart of each mode is shown.

  Here, the integrated controller 6 is set in advance with a travel mode map in which the “10 travel modes” are allocated in a three-dimensional space by the accelerator opening AP, the vehicle speed VSP, and the battery SOC. When traveling, the travel mode map is searched based on the detected values of the accelerator opening AP, the vehicle speed VSP, and the battery SOC, and the optimal travel mode is selected according to the vehicle operating point and battery charge determined by the accelerator opening AP and the vehicle speed VSP. The

  When the mode is changed between the “EV mode” and the “HEV mode” by selecting the travel mode map, the engine clutch EC engagement control and the engine clutch EC Release control, or in addition, engagement / release control of engagement elements such as clutches and brakes is executed. In addition, when performing mode transition between the five modes of “EV mode” and mode transition between the five modes of “HEV mode”, the engagement / release control of the engagement elements such as clutches and brakes is executed. Is done. These mode transition controls are performed by sequence control according to a predetermined procedure so that the engine operating point and the motor operating point are smoothly transferred.

[Transmission ratio stabilization control / drive torque control configuration of hybrid power engine]
6 is an overall block diagram showing a transmission ratio stabilization control / drive torque control system of a hybrid power engine to which the vehicle drive torque control device of the first embodiment is applied, and FIG. 7 is a vehicle drive torque control device of the first embodiment. FIG. 3 is a block diagram of a main part showing a gear ratio stabilization control / drive torque control system of a hybrid power engine to which is applied.

  The transmission ratio stabilization control / drive torque control configuration of the hybrid power engine includes a hybrid power engine 20, an operating point command unit 21, a battery actual power comparison / difference unit 22, a first integrator 23, and a first division. 24, first subtractor 25 (drive torque command value correcting means), second subtractor 26, third subtractor 27, gear ratio control / drive force control / torque distributor 28 (motor torque command value). Determination means), a fourth subtractor 29, and a second integrator 30. The operating point command unit 21 to the transmission ratio control / driving force control / torque distributor 28 simulate the processing performed by the integrated controller 6, and the fourth subtractor 29 and the second integrator. Reference numeral 30 represents a process performed by a vehicle on which the hybrid power engine 20 is mounted.

  The hybrid power engine 20 includes a first motor generator MG1 driven by a first motor torque command value T1 ref from the transmission ratio control / driving force control / torque distributor 28, and the transmission ratio control / driving force control / The second motor generator MG2 driven by the second motor torque command value T2 ref from the torque distributor 28 and the engine torque command value Te ref from the speed ratio control / driving force control / torque distributor 28 are driven. And an engine E. Then, the first motor torque T1 act, the second motor torque T2 act, and the engine torque Te act are input, and the actual driving torque value To act (or the estimated driving torque value To estim), the engine speed Ne act, and the battery power Pb act And a planetary gear transmission.

  The operating point command unit 21 outputs a drive torque command value To ref, an engine speed command value Ne ref, and an engine torque command value Te ref based on various types of input information.

  The battery actual power comparison / difference unit 22 inputs the battery power Pb act and compares the battery power Pb act with the minimum allowable range by comparing with a preset battery charge / discharge power allowable range characteristic diagram (FIG. 8). If the value is greater than the value PbL and less than or equal to the allowable range maximum value PbH, 0 is output. If the battery power Pb act exceeds the allowable range minimum value PbL, the excess difference (PbL-Pb act) is output and the battery is output. When the power Pb act exceeds the allowable range maximum value PbH, the excess difference (Pb act−PbH) is output.

  The first integrator 23 integrates the difference exceeding the battery actual power comparison / difference unit 22 with an integration time constant Tio, and outputs an integration value A.

The first divider 24 divides the integrated value A from the first integrator 23 by the output rotational speed actual value No act (= vehicle speed VSP) and outputs a corrected value To Pb. The correction value To Pb has a lower limit when the engine speed is low.
The battery actual power comparison / difference unit 22, the first integrator 23, and the first divider 24 constitute a corrected torque value calculation means.

  The first subtracter 25 calculates a drive torque correction command value To ref1 by subtracting the correction value To Pb from the first divider 24 from the drive torque command value To ref from the operating point command unit 21. To do.

  The second subtractor 26 calculates a drive torque deviation command value ΔTo ref by subtracting the actual drive torque value To act from the drive torque correction command value To ref1 from the first subtractor 25.

  The third subtracter 27 calculates an engine speed deviation command value ΔNe ref by subtracting the engine speed Ne act from the engine speed command value Ne ref from the operating point command unit 21.

As shown in FIG. 7, the speed ratio control / driving force control / torque distributor 28 includes an engine rotation acceleration calculation means 28a and a torque distribution means 28b, and includes a first motor torque command value T1 ref and a first 2 Outputs the motor torque command value T2 ref and the engine torque command value Te ref. The engine rotational acceleration calculating means 28a calculates an engine rotational acceleration command value dNe ref based on the engine rotational speed deviation command value ΔNe ref from the third subtractor 27.
The torque distribution means 28b is configured to generate a first motor torque command value T1 ref and a second motor torque based on the running resistance torque, the engine torque, the drive torque deviation command value ΔTo ref, and the engine rotation acceleration command value dNe ref. Calculate command value T2 ref. Here, the running resistance torque is estimated using a disturbance observer.
In the transmission ratio control / driving force control / torque distributor 28, when the first motor torque command value T1 ref and the second motor torque command value T2 ref are calculated using the equation of motion for each rotating element of the planetary gear transmission, Since a motor torque command value that satisfies the drive torque correction command value To ref1 and the engine speed command value Ne ref is calculated, a change in the drive torque does not delay the realization of the engine speed command value. As a result, the target drive torque and the target engine rotation speed (= transmission ratio) can be realized with high accuracy, and a driving feeling close to the driver's desire can be obtained.

  The fourth subtractor 29 subtracts the disturbance Td (running resistance, friction in the power transmission engine, etc.) from the actual driving torque value To act from the planetary gear transmission, and outputs a vehicle driving torque command value Tv act.

  The second integrator 30 receives the vehicle drive torque command value Tv act from the fourth subtractor 29, integrates it with the vehicle inertia integration time constant Jv, and outputs the output rotational speed measured value No act (= vehicle speed VSP). To do.

Next, the operation will be described.
[Drive torque control processing]
FIG. 9 is a flowchart showing the flow of the drive torque control process executed by the integrated controller 6 of the first embodiment, and each step will be described below.

  In step S1, it is determined whether the vehicle speed VSP is VSP> 0, that is, whether or not the vehicle is traveling. If YES, the process proceeds to step S2, and if NO, the determination in step S1 is repeated.

In step S2, the actual power Pb (t) of the battery 4 is detected by calculation using the following equation, and the process proceeds to step S3 (battery actual power detection means).
Pb (t) = V (t) × I (t)
However, V (t) is a battery voltage measurement value, and I (t) is a battery current measurement value.

  In step S3, it is determined whether or not the actual battery power Pb (t) (= battery power Pb act) calculated in step S2 exceeds the allowable range maximum value PbH. If YES, the process proceeds to step S4. If NO, the process proceeds to step S5.

In step S4, based on the determination that Pb (t)> PbH in step S3, a correction value To Pb (negative value) is calculated according to the difference (Pb (t) −PbH) that has exceeded, and the process proceeds to step S7. To do.
Here, for example, as shown in FIG. 8, the correction value To Pb is obtained by integrating an excess difference (Pb (t) −PbH) with an integration time constant Tio to obtain an integration value A. Calculated by dividing by vehicle speed VSP.

  In step S5, it is determined whether or not the actual battery power Pb (t) (= battery power Pb act) calculated in step S2 exceeds the allowable minimum value PbL. If YES, the process proceeds to step S6. If NO, the process proceeds to step S7.

In step S6, based on the determination that Pb (t) <PbL in step S5, a correction value To Pb (positive value) is calculated according to the difference (PbL−Pb (t)), and the process proceeds to step S7. To do.
Here, for example, as shown in FIG. 8, the correction value To Pb is obtained by integrating an excess difference (PbL−Pb (t)) with an integration time constant Tio to obtain an integration value B. Calculated by dividing by vehicle speed VSP.

In step S7, the drive torque correction command value To ref1 is calculated by subtracting the correction value To Pb from the drive torque command value To ref, and the process proceeds to step S8.
Here, when the process proceeds from step S4 to step S7 (Pb (t)> PbH),
To ref1 ＝ To ref ＋ To Pb
The drive torque correction command value To ref1 is calculated by the following formula, and is increased and corrected to add the correction value To Pb to the drive torque command value To ref.
When the process proceeds from step S6 to step S7 (Pb (t) <PbL),
To ref1 ＝ To ref−To Pb
The drive torque correction command value To ref1 is calculated by the following formula, and the drive torque command value To ref is decreased and corrected to reduce the correction value To Pb.
Further, when the process proceeds from step S5 to step S7 (PbL ≦ Pb (t) ≦ PbH),
To ref1 = To ref + 0
The drive torque correction command value To ref1 (= To ref) is calculated by the following formula.

  In step S8, the first motor torque command value T1 ref and the second motor torque command value T2 ref are calculated based on the drive torque correction command value To ref1 calculated in step S7, and the process proceeds to return.

  [Background Technology of Drive Torque Control Device]

  Conventionally, there is a motor overload protection method based on drooping characteristics (drooping) as a protection against failure due to overpower of the power storage means (for example, Japanese Patent Laid-Open No. 6-38586, name: control device for inverter for driving motor) .

When driving a common load mechanically coupled by a plurality of motors, if the speed of each of the plurality of motors is controlled, the speed error of each speed control may vary due to speed detection errors and variations in each motor. Since the torque cannot be zero at the same time, and the torque is corrected through the speed control of each motor due to the speed error that is different for each motor, the torque sharing of each motor and thus the load sharing is not equalized, and the specific motor is overloaded. It will cause a load and trip, which will hinder the overall operation.
In order to prevent this, an excessive load is applied to each motor by applying so-called drooping characteristics (drooping), which reduces the speed command of the motor according to the driving torque. Since the speed command is reduced according to the torque, the load on the motor is reduced and tripping is prevented. A similar problem occurs even when a load having constant speed characteristics is driven by a speed control motor, and is a function added to the speed control drive device as a motor protection function.
However, since the above-mentioned conventional device is a protection of the motor and a protection by detecting the torque current, it cannot be directly applied to the purpose of protecting the battery of the hybrid vehicle. Although the conventional apparatus is applied to speed control, in a hybrid vehicle, since it is generally torque control rather than speed control, the speed command cannot have a drooping characteristic as well. In particular, in a hybrid vehicle in which a plurality of generators / motors are connected to a common battery via each or a common drive unit, any generator / motor can be used in a method in which the drooping characteristic is kept as it is in the torque command for torque control. It is unclear whether the motor command should be corrected.

  There is also a method of calculating the battery power using the power transmission system parameters and the speed detection value / torque estimation value, and correcting the torque command of each motor so that it is within the allowable range. When the rotational speed of the motor changes, the increase / decrease in the kinetic energy must be calculated accurately, and the exact value of the rotational inertia needs to be known. Since this is generally difficult, the calculated battery power is not accurate and may deviate from the tolerance by an error. Further, in a hybrid power engine having a continuously variable transmission ratio mode, even if accurate battery power is calculated, the correction amount of the torque command of each motor depends on the parameters of the power transmission system. If there is an error, the correction amount cannot be obtained accurately, and the battery power does not fall within the allowable range even after correction.

[Drive torque control action]
On the other hand, the driving torque control device of the first embodiment solves these problems of the related art by the closed loop control of “integrating the amount deviated from the battery allowable power and correcting the driving torque command value by this”. To do.

  That is, when the actual battery power Pb (t) exceeds the allowable range maximum value PbH, in the flowchart shown in FIG. 9, the process proceeds from step S1, step S2, step S3, step S4, step S7, and step S8. In step S4, the difference (Pb (t) −PbH) that has been exceeded is integrated with the integration time constant Tio to obtain an integral value A. The integral value A is divided by the vehicle speed VSP to obtain a corrected value To Pb. In step S7, the drive torque correction command value To ref1 is calculated by the formula of To ref1 = To ref + To Pb, that is, an increase correction that adds the correction value To Pb to the drive torque command value To ref. In step S8, the drive is corrected. Based on the torque correction command value To ref1, the first motor torque command value T1 ref and the second motor torque command value T2 ref are calculated.

  Therefore, the battery power consumption by the first motor generator MG1 and the second motor generator MG2 is increased by the increase correction of the drive torque command value To ref, and the battery actual power Pb (t) gradually approaches the allowable range maximum value PbH. . In addition, since the difference (Pb (t) -PbH) exceeding the correction value To Pb is obtained by integrating the integral time constant Tio, the battery actual power Pb (t) is the maximum allowable range. Regardless of the difference (Pb (t) -PbH) exceeding the maximum allowable range PbH, the battery power consumption by the first motor generator MG1 and the second motor generator MG2 increases as the value exceeds PbH. The battery actual power Pb (t) can be brought close to the allowable range maximum value PbH with good response. Further, since the correction value To Pb is obtained by dividing the integral value A by the vehicle speed VSP, the correction value To Pb decreases as the vehicle speed increases, and the vehicle behavior deteriorates due to an increase in driving torque during high-speed driving. The influence (such as front-rear G fluctuation) can be kept small.

  Thereafter, when the actual battery power Pb (t) falls within the allowable range of the allowable range minimum value PbL and the allowable range maximum value PbH or less, in the flowchart shown in FIG. 9, step S1, step S2, step S3, step S5, step The flow proceeds from S7 to step S8. In step S7, the drive torque command value To ref is directly used as the drive torque correction command value To ref1, and in step S8, the first motor is based on the drive torque correction command value To ref1. A torque command value T1 ref and a second motor torque command value T2 ref are calculated. That is, traveling that obtains the drive torque command value To ref while ensuring the battery actual power Pb (t) within the allowable range is ensured.

  Thereafter, when the actual battery power Pb (t) exceeds the allowable range minimum value PbL, in the flowchart shown in FIG. 9, step S1, step S2, step S3, step S5, step S6, step S7, step S8. In step S6, the difference (Pb (t) −PbH) exceeding is integrated with the integration time constant Tio to obtain an integral value B, and the integral value B is divided by the vehicle speed VSP to be a corrected value. To Pb is calculated, and in step S7, the drive torque correction command value To ref1 is calculated by the formula of To ref1 = To ref−To Pb, that is, the reduction correction by subtracting the correction value To Pb from the drive torque command value To ref. In step S8, the first motor torque command value T1 ref and the second motor torque command value T2 ref are calculated based on the drive torque correction command value To ref1.

  Therefore, the battery power consumption by the first motor generator MG1 and the second motor generator MG2 is reduced by the increase correction of the drive torque command value To ref, and the actual battery power Pb (t) gradually approaches the allowable range minimum value PbL. . In addition, since the difference (PbL−Pb (t)) exceeding the correction value To Pb is obtained by integrating the integral time constant Tio, the battery actual power Pb (t) is the maximum allowable range. Regardless of the difference (PbL-Pb (t)) exceeding the minimum allowable range PbL, the battery power consumption by the first motor generator MG1 and the second motor generator MG2 decreases as PbL is greatly exceeded. The battery actual power Pb (t) can be brought close to the allowable range minimum value PbL with good response. Furthermore, since the correction value To Pb is obtained by dividing the integral value B by the vehicle speed VSP, the correction value To Pb becomes smaller as the vehicle speed becomes higher, and the deterioration of the vehicle behavior due to the decrease in the drive torque during high-speed driving. The influence (such as front-rear G fluctuation) can be kept small.

  Therefore, based on the battery actual power Pb (t), not the calculated battery power, the drive torque command value To ref is adjusted according to the amount outside the allowable range. As a result, the battery actual power Pb (t) is closed-loop controlled within the allowable range, and stable vehicle travel is maintained in which the battery actual power Pb (t) is maintained within the allowable range. Moreover, since the battery actual power Pb (t) is an actual value including the increase and decrease of the kinetic energy of the rotating element, there is no problem of an error in the battery power calculation value caused by an error in the rotational inertia.

  Furthermore, in a hybrid power engine having a continuously variable transmission ratio, a speed change occurs in the power transmission system (the ratio of the rotational speed of the rotating elements changes), so that the kinetic energy of the power transmission system can be calculated more accurately. Although difficult, actual battery power Pb (t) including this is possible.

  In addition, the correction value To Pb is obtained by integrating the difference exceeding the allowable range (Pb (t) – PbH) with the integration time constant Tio and dividing this integration value by the vehicle speed VSP. Regardless of the magnitude of the difference that exceeds the allowable range when driving, it is possible to ensure responsiveness to return to the allowable range, and during high speed driving, the drive torque increase / decrease width can be kept small to ensure vehicle behavior stability. it can.

Next, the effect will be described.
In the vehicle drive torque control apparatus according to the first embodiment, the following effects can be obtained.

  (1) An electric vehicle mode comprising at least one motor generator MG1, MG2 connected to the battery 4 via the inverter 3 and a speed change mechanism for connecting the motor shaft and the output shaft to the tire. When the battery actual power detection means for detecting the actual power of the battery 4 and the battery actual power are discharged exceeding the battery charge / discharge power allowable range determined from the battery state Drive torque that decreases the drive torque command value To ref according to the excess, and increases the drive torque command value To ref according to the excess when the battery charge / discharge power exceeds the allowable range Based on the command value correction means and the drive torque correction command value To ref1 by the drive torque command value correction means, the motor torque command value T1 ref to the motor generators MG1 and MG2 , Motor torque command value determination means for determining T2 ref, so that there is no problem of battery power calculation value error due to rotational inertia error when driving with electric vehicle mode selected, and actual battery power It is possible to ensure stable running while keeping the value within the allowable range.

  (2) A gear transmission mechanism that connects the engine E, one or more motor generators MG1 and MG2 connected to the battery 4 via the inverter 3, and the output shaft of the engine E, the motor shaft, and the output shaft to the tire. In a vehicle having a hybrid vehicle mode configured by: battery actual power detection means for detecting actual power of the battery 4; and battery charge / discharge power allowable range in which the battery actual power is determined from a battery state. If the battery is discharged in excess, the drive torque command value To ref will be reduced according to the excess, and if the battery charge / discharge power is charged beyond the allowable range, the drive torque will be increased accordingly. Drive torque command value correcting means for increasing the command value To ref, and the motor generator M based on the drive torque correction command value To ref1 by the drive torque command value correcting means Motor torque command value determination means for determining motor torque command values T1 ref, T2ref to G1 and MG2, so that the calculated battery power value due to rotational inertia error when driving with the hybrid vehicle mode selected Therefore, it is possible to ensure stable running while keeping the battery actual power within the allowable range.

  (3) Engine E, one or more motor generators MG1 and MG2 connected to battery 4 via inverter 3, and output shaft OUT of engine E, motor shaft, and output shaft OUT to the tire differ by two degrees of freedom. In a vehicle connected to the rotating element of the dynamic gear speed change mechanism, the battery actual power detecting means for detecting the actual power of the battery 4 and the battery charge / discharge power allowable range in which the battery actual power is determined from the battery state. If the battery exceeds the battery charge / discharge power, the drive torque command value To ref is reduced. A drive torque command value correcting means for increasing the torque command value To ref, and a motor torque to the motor generators MG1 and MG2 based on the drive torque correction command value To ref1 by the drive torque command value correcting means. Motor torque command value determining means for determining the torque command values T1 ref and T2ref, so that when the electric vehicle mode or the hybrid vehicle mode is selected, the battery power calculation value error caused by the rotation inertia error Thus, it is possible to ensure stable running while keeping the battery actual power within the allowable range. In addition, in a hybrid vehicle having a continuously variable transmission ratio mode, a shift occurs in the power transmission system (the ratio of the rotational speed of the rotating elements changes), so an accurate calculation of the kinetic energy of the power transmission system is not possible. Although more difficult, actual battery power including this is possible.

  (4) The drive torque command value correcting means integrates the amount exceeding the battery charge / discharge power allowable range with an integral time constant Tio, and further divides the integral value by the vehicle speed detection value VSP to obtain a drive torque command Because it is corrected by adding or subtracting to the value To ref, the return responsiveness to the allowable range can be secured regardless of the magnitude of the difference exceeding the allowable range during low-speed driving, and the drive torque increase / decrease range is increased during high-speed driving. Vehicle behavior stability can be ensured by being kept small.

  The second embodiment is an example in which the engine torque command value is corrected in addition to the correction of the drive torque command value in the first embodiment.

  First, the configuration will be described. As shown in FIG. 10, the transmission ratio stabilization control / drive torque control configuration of the hybrid power engine according to the second embodiment includes a hybrid power engine 20, an operating point command unit 21, and battery actual power. A comparator / differor 22, a first integrator 23, a first divider 24, a first subtractor 25 (driving torque command value correcting means), a second subtractor 26, a third subtractor 27, In addition to the configuration of the first embodiment, which includes a gear ratio control / driving force control / torque distributor 28 (motor torque command value determining means), a fourth subtractor 29, and a second integrator 30, a fourth subtractor 31 is provided. And a third integrator 32, a second divider 33, a multiplier 34, and a fifth subtractor 35 (engine torque command value correcting means).

  The fourth subtractor 31 compares the drive torque command value To ref with the actual drive torque value To act and outputs a drive torque deviation ΔTo that is an error between the two.

  The third integrator 32 receives the driving torque deviation ΔTo from the fourth subtractor 31 and outputs an integrated value integrated with an integration time constant Tie.

  The second divider 33 outputs a value obtained by dividing the integral value from the third integrator 32 by the engine speed Ne.

  The multiplier 34 outputs a value obtained by multiplying the output value from the second divider 33 by the output shaft rotational speed No. That is, since gear ratio = (output shaft speed No / engine speed Ne), the multiplier 34 obtains a corrected value Te obtained by dividing the integral value from the third integrator 32 by the gear ratio. Pb is output.

  The fifth subtracter 35 calculates the engine torque correction command value Te ref1 by subtracting the correction value Te Pb from the multiplier 34 from the engine torque command value Te ref from the operating point command unit 21. . Other configurations are the same as those of the first embodiment shown in FIG.

  Next, the operation will be described. In the second embodiment, in addition to the closed loop control of “integrating the amount deviated from the battery allowable power and correcting the drive torque command with this,” the drive torque command value To ref and the drive An error with the actual torque value To act is integrated, and a gear ratio gain correction is added thereto to correct the engine torque command value Te ref to obtain an engine torque correction command value Te ref1. Note that when the engine speed at which the correction value Te Pb is excessive is small, the correction value Te Pb is limited to the lower limit, but there is no problem because the engine speed does not become lower than the idle speed during normal operation.

  Therefore, according to the second embodiment, based on the actual battery power Pb (t), the drive torque command value To ref is adjusted according to the amount outside the allowable range, and accordingly, or due to other error causes, By correcting the engine torque command value Te ref in accordance with the actual measured drive torque value To act that causes an error from the original drive torque command value To ref, it is possible to prevent a steady error in the drive torque.

  Further, in the hybrid vehicle having the continuously variable transmission ratio mode, since the drive torque control is performed simultaneously with the transmission ratio stabilization control, even if the direct drive torque is directly adjusted, the transmission ratio changes from a predetermined value, Control is required to correct this. Furthermore, since the driving torque is corrected by the driving torque control, the original driving torque is obtained. Therefore, the method of directly correcting the driving torque is not effective.

  On the other hand, in the second embodiment, it is possible to effectively protect the battery even in a state where the drive torque control / speed ratio stabilization control is performed. Furthermore, in the hybrid vehicle, the same battery protection function can be used regardless of the hybrid vehicle mode (engine / motor combined mode), the electric vehicle mode (motor running mode), and the fixed gear ratio mode.

Next, the effect will be described.
In the vehicle drive torque control apparatus according to the second embodiment, the following effects can be obtained in addition to the effects (1), (2), (3), and (4) of the first embodiment.

  (5) A gear transmission mechanism that connects the engine E, one or more motor generators MG1 and MG2 connected to the battery 4 via the inverter 3, and the output shaft of the engine E, the motor shaft, and the output shaft to the tire. In the vehicle having the hybrid vehicle mode configured by the above, the measured value To act of the driving torque To is compared with the command value To ref, and the driving torque measured value To act is smaller than the driving torque command value To ref If the engine torque command value Te ref is increased according to the drive torque deviation ΔTo between the actual torque measurement value To act and the drive torque command value To ref, and the actual drive torque value To act is greater than the drive torque command value To ref, Since the engine torque command value correcting means for reducing the engine torque command value Te ref according to the drive torque deviation ΔTo between the actual drive torque value To act and the drive torque command value To ref is provided, When traveling by selecting the word, a steady error generation of the drive torque can be prevented.

  (6) Engine E, one or more motor generators MG1 and MG2 connected to battery 4 via inverter 3, and output shaft OUT of engine E, motor shaft, and output shaft OUT to the tire differ by two degrees of freedom. In the vehicle connected to the rotating element of the dynamic gear transmission mechanism, the measured value To act of the driving torque To is compared with the command value To ref, and if the measured driving torque value To act is smaller than the driving torque command value To ref, If the engine torque command value Te ref is increased according to the drive torque deviation ΔTo between the actual drive torque value To act and the drive torque command value To ref, and the actual drive torque value To act is greater than the drive torque command value To ref Since the engine torque command value correcting means for reducing the engine torque command value Te ref according to the drive torque deviation ΔTo between the measured drive torque value To act and the drive torque command value To ref is provided, the electric vehicle mode and the hybrid vehicle When traveling by selecting over de, a steady error generation of the drive torque can be prevented. In addition, in a hybrid vehicle including a two-degree-of-freedom differential gear transmission mechanism, battery protection can be effectively performed even in a state where drive torque control and transmission ratio stabilization control are performed. Furthermore, the same battery protection function can be used regardless of the hybrid vehicle mode, the electric vehicle mode, or the fixed gear ratio mode.

  (7) The engine torque command value correcting means integrates the drive torque deviation ΔTo between the actual drive torque value To act and the drive torque command value To ref with an integration time constant Tie, and further calculates the integration value as a gear ratio. The corrected value is corrected by adding or subtracting it to the engine torque command value To ref. Therefore, when the gear ratio is small, the measured drive torque value To act is driven with good response regardless of the magnitude of the drive torque deviation ΔTo. It is possible to match the command value To ref, and when the gear ratio is large, the vehicle behavior stability can be ensured by suppressing the increase / decrease width of the drive torque to be small.

  As mentioned above, although the drive torque control apparatus of the vehicle of this invention has been demonstrated based on Example 1 and Example 2, it is not restricted to these Examples about a concrete structure, Each of Claims Design changes and additions are permitted without departing from the scope of the claimed invention.

  For example, in the first embodiment, as the drive torque command value correcting means, a value exceeding the battery charge / discharge power allowable range is integrated with an integral time constant, and a value obtained by dividing the integral value by the vehicle speed detection value is obtained as a drive torque. Although an example of correction by adding or subtracting to the command value has been shown, as a specific method for correcting the drive torque command value, other methods can be used as long as the correction is in accordance with the amount exceeding the battery charge / discharge power allowable range It may be adopted.

  In the second embodiment, as the engine torque command value correcting means, the drive torque deviation between the actual drive torque value and the drive torque command value is integrated with an integral time constant, and a value obtained by dividing the integral value by the gear ratio is obtained. In this example, the engine torque command value is corrected by adding or subtracting it. However, as a specific engine torque command value correction method, other methods may be adopted as long as the correction is based on the drive torque deviation. good.

  The vehicle drive torque control apparatus of the present invention is not limited to application to a hybrid vehicle as shown in the first embodiment, but can be applied to an electric vehicle or to a series / parallel hybrid vehicle in general. Further, the motor is not limited to a multilayer motor having a stator common to a plurality of rotors as shown in the first embodiment, but also to a vehicle having one or more general one-rotor / one-stator motors mounted thereon. Can be applied.

1 is an overall drive system diagram of a hybrid vehicle to which a drive torque control device according to a first embodiment is applied. It is a figure which shows the fastening / release state of three engagement elements in each driving mode in a hybrid power engine. It is a figure which shows each operation | movement table | surface of the engine * engine clutch * motor generator * low brake * high clutch * high low brake in five driving modes in an electric vehicle mode and five driving modes in a hybrid vehicle mode in a hybrid power engine. . It is a collinear diagram which shows five driving modes in the electric vehicle mode in a hybrid power engine. It is a collinear diagram which shows five driving modes in a hybrid vehicle mode in a hybrid power engine. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall block diagram illustrating a transmission ratio stabilization control / drive torque control system of a hybrid power engine to which a vehicle drive torque control device according to a first embodiment is applied. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a main part block diagram illustrating a transmission ratio stabilization control / drive torque control system of a hybrid power engine to which a vehicle drive torque control device according to a first embodiment is applied; It is a battery charge / discharge power permissible range characteristic diagram preset in the battery actual power comparison / difference device of the first embodiment. 3 is a flowchart illustrating a flow of a drive torque control process executed by an integrated controller 6 according to the first embodiment. It is a whole block diagram which shows the gear ratio stabilization control and drive torque control system of the hybrid power engine to which the vehicle drive torque control device of Embodiment 2 is applied.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator
OUT output shaft
PG1 1st planetary gear
PG2 2nd planetary gear
PG3 3rd planetary gear
EC engine clutch
LB Low brake
HC high clutch
HLB High / Low Brake 1 Engine Controller 2 Motor Controller 3 Inverter (Driver)
4 Battery 5 Hydraulic Control Device 6 Integrated Controller 20 Hybrid Power Engine 21 Operating Point Command Unit 22 Battery Actual Power Comparison / Differential Unit 23 First Integrator 24 First Divider 25 First Subtractor (Drive Torque Command Value Correction Means)
26 Second subtractor 27 Third subtractor 28 Gear ratio control / driving force control / torque distributor (motor torque command value determining means)
29 4th subtractor 30 2nd integrator 31 4th subtractor 32 3rd integrator 33 2nd divider 34 Multiplier 35 5th subtractor (engine torque command value correction means)

Claims (6)

In an electric vehicle constituted by at least one motor connected to a battery via a driving device and a speed change mechanism that connects the motor shaft and the output shaft to the tire,
Battery actual power detection means for detecting actual power that is actual charge / discharge power of the battery;
When the actual battery power is charged / discharged exceeding the allowable battery charge / discharge power range determined from the battery state, a corrected torque value calculating means for calculating a corrected torque value based on the excess power When,
Driving torque command value correcting means for correcting a driving torque command value of the motor based on the corrected torque value and calculating a driving torque correction command value;
Motor torque command value determining means for determining a motor torque command value to the motor based on the drive torque correction command value;
Equipped with a,
The corrected torque value calculating means integrates the power exceeding the battery charge / discharge power allowable range by an integral time constant, and further divides this integrated value by the vehicle speed detection value or the vehicle speed estimated value as the corrected torque value. ,
The drive torque command value correcting means corrects the drive torque command value by adding the corrected torque value to the drive torque command value when the actual battery power exceeds the maximum value of the battery charge / discharge power allowable range. When the actual battery power is below the minimum battery charge / discharge power allowable range, the drive torque command value is corrected by subtracting the correction torque value from the drive torque command value . Drive torque control device. The main power means, one or more motors connected to the battery via a driving device, and a gear transmission mechanism that connects the output shaft of the main power means, the motor shaft, and the output shaft to the tire. In hybrid vehicles,
Battery actual power detection means for detecting actual power that is actual charge / discharge power of the battery;
When the actual battery power is charged / discharged exceeding the allowable battery charge / discharge power range determined from the battery state, a corrected torque value calculating means for calculating a corrected torque value based on the excess power When,
Driving torque command value correcting means for correcting a driving torque command value of the motor based on the corrected torque value and calculating a driving torque correction command value;
Motor torque command value determining means for determining a motor torque command value to the motor based on the drive torque correction command value;
Equipped with a,
The corrected torque value calculating means integrates the power exceeding the battery charge / discharge power allowable range by an integral time constant, and further divides this integrated value by the vehicle speed detection value or the vehicle speed estimated value as the corrected torque value. ,
The drive torque command value correcting means corrects the drive torque command value by adding the corrected torque value to the drive torque command value when the actual battery power exceeds the maximum value of the battery charge / discharge power allowable range. When the actual battery power is below the minimum battery charge / discharge power allowable range, the drive torque command value is corrected by subtracting the correction torque value from the drive torque command value . Drive torque control device. The main power means, one or more motors connected to the battery via a drive unit, and the output shaft of the main power means, the motor shaft, and the output shaft to the tire are the rotational elements of the differential gear transmission mechanism with two degrees of freedom. In connected vehicles,
Battery actual power detection means for detecting actual power that is actual charge / discharge power of the battery;
When the actual battery power is charged / discharged exceeding the allowable battery charge / discharge power range determined from the battery state, a corrected torque value calculating means for calculating a corrected torque value based on the excess power When,
Driving torque command value correcting means for correcting a driving torque command value of the motor based on the corrected torque value and calculating a driving torque correction command value;
Motor torque command value determining means for determining a motor torque command value to the motor based on the drive torque correction command value;
Equipped with a,
The corrected torque value calculating means integrates the power exceeding the battery charge / discharge power allowable range by an integral time constant, and further divides this integrated value by the vehicle speed detection value or the vehicle speed estimated value as the corrected torque value. ,
The drive torque command value correcting means corrects the drive torque command value by adding the corrected torque value to the drive torque command value when the actual battery power exceeds the maximum value of the battery charge / discharge power allowable range. When the actual battery power is below the minimum battery charge / discharge power allowable range, the drive torque command value is corrected by subtracting the correction torque value from the drive torque command value . Drive torque control device. In the vehicle drive torque control device according to claim 2,
If the actual value of the drive torque is compared with the command value, and the actual value of the drive torque is smaller than the command value, the engine torque command value is increased according to the error between the actual value of the drive torque and the command value. A vehicle drive torque control device comprising engine torque command value correction means for reducing the engine torque command value in accordance with an error between the actual value of the drive torque and the command value when the value is larger than the command value. In the vehicle drive torque control device according to claim 3,
If the actual value of the drive torque is compared with the command value, and the actual value of the drive torque is smaller than the command value, the engine torque command value is increased according to the error between the actual value of the drive torque and the command value. A vehicle drive torque control device comprising engine torque command value correction means for reducing the engine torque command value in accordance with an error between the actual value of the drive torque and the command value when the value is larger than the command value. In the vehicle drive torque control device according to claim 4 or 5,
The engine torque command value correcting means integrates an error between the actual value of the drive torque and the command value with an integral time constant, and further adds or subtracts the value obtained by dividing the integral value by the speed ratio to or from the engine torque command value. And correcting the driving torque of the vehicle.

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