DE102017102457B4 - Hybrid vehicle control device - Google Patents

Abstract

Hybrid vehicle control device (50) for use in a hybrid vehicle (90) with a four-shaft power transmission mechanism (100) for transmitting power to an output shaft (130) of a machine (13), an output shaft (110) of a first MG (11), an output shaft (120) of a second MG (12) and a drive shaft (14) coupled to a drive wheel (94), wherein the four-shaft power transmission mechanism (100) is designed with a first planetary gear mechanism (20) and a second planetary gear mechanism (30) coupled to each other, which a force from the engine (13), a force from the first MG (11) and a force from the second MG (12) combines and outputs the combined force to the drive shaft (14), wherein the first planetary gear mechanism (20) is a first Sun gear (21), a first planet carrier (22) and a first ring gear (23), the first sun gear (21), the first planet carrier (22) and the first ring gear (23) each being connected to the output shaft (110) of the first MG (11), the output shaft (130) of the machine (13) and the drive shaft (14) are coupled, and wherein the second planetary gear mechanism (30) has a second sun gear (31), a second planet carrier (32) and a second ring gear ( 33), the second sun gear (31), the second planet carrier (32) and the second ring gear (33) each being connected to the output shaft (130) of the machine (13), the drive shaft (14) and the output shaft (120) of the second MG (12), wherein the hybrid vehicle control device (50) defines a regenerative torque that generates regenerative electric power to be supplied to a battery (41) as a negative value, and the hybrid vehicle control device (50) defines a torque balance formula in one nomographic diagram of the four-shaft power transmission mechanism (100) and a power balance formula including a battery input power limit (Pbatt_LIM) are used to calculate a maximum regenerative driveshaft torque (Tout_rg_MAX), wherein the maximum regenerative driveshaft torque (Tout_rg_MAX) is a maximum torque of the driveshaft (14) that is regenerated and can be supplied to the battery (41) during deceleration of the vehicle, wherein the hybrid vehicle control device (50) is designed to: the battery input power limit (Pbatt_LIM), an engine minimum torque (Te_MIN), where the engine minimum torque (Te_MIN) is a minimum torque , which can be output by the machine (13) according to a current operating state of the hybrid vehicle (90), and a first MG minimum torque (Tmg1_MIN) and a second MG minimum torque (Tmg2_MIN), wherein the first MG minimum torque (Tmg1_MIN) and the second MG minimum torque (Tmg2_MIN) are minimum torques that can each be output by the first MG (11) and the second MG (12) according to existing operating states of the hybrid vehicle (90), to obtain or calculate a first MG base torque (Tmg1_bas) from the battery input power limit (Pbatt_LIM) and the engine minimum torque (Te_MIN), and if the calculated first MG base torque (Tmg1_bas) is less than the first MG minimum torque (Tmg1_MIN), the first MG base torque (Tmg1_bas). to correct the first MG minimum torque (Tmg1_MIN), and, if the calculated first MG base torque (Tmg1_bas) is greater than or equal to the first MG minimum torque (Tmg1_MIN), to maintain the calculated first MG base torque (Tmg1_bas); a to calculate the second MG transition torque (Tmg2_temp) from the first MG base torque (Tmg1_bas) and the machine minimum torque (Te_MIN); if the calculated second MG transition torque (Tmg2_temp) is smaller than the second MG minimum torque (Tmg2_MIN), the second MG -set minimum torque (Tmg2_MIN) as a second MG determination torque (Tmg2_det) and calculate a first MG determination torque (Tmg1_det) from the second MG determination torque (Tmg2_det) and the machine minimum torque (Te_MIN); if the second MG transition torque (Tmg2_temp ) is greater than or equal to the second MG minimum torque (Tmg2_MIN), set the second MG transition torque (Tmg2_temp) as the second MG determination torque (Tmg2_det), and set the first MG base torque (Tmg1_bas) as the first MG determination torque ( Tmg1_det); and to calculate the maximum regenerative drive shaft torque (Tout_rg_MAX) from the first MG determination torque (Tmg1_det) and the second MG determination torque (Tmg2_det), wherein the calculated maximum regenerative drive shaft torque (Tout_rg_MAX) is sent to a brake control device (60) which brakes the Hybrid vehicle controls, and wherein the engine minimum torque (Te_MIN) is determined based on the number of revolutions made by the engine (13) and an engine temperature.

Description

BACKGROUND

Technical area

The present invention relates to a hybrid vehicle control device used in a hybrid vehicle in which power from an engine is combined with power from a motor generator through a power transmission mechanism and transmitted to a drive shaft, and controls the torques of rotating elements in the hybrid vehicle.

State of the art

In a hybrid vehicle in which a power from an engine is combined with a power from a motor generator through a power transmission mechanism and transmitted to a drive shaft, a technique of limiting a power running torque and a Regenerative torque is used, for example, to prevent the motor generator (hereinafter referred to as “MG”) from overheating. JP 2008 - 260 428 A discloses a technique of limiting regenerative torques of an MG1 and an MG2 in a hybrid vehicle including a three-shaft power transmission mechanism during deceleration of the hybrid vehicle.

In this specification, different terms, "first MG" and "second MG", are used to denote two different motor generators mounted on a hybrid vehicle. The term "first MG" refers to a motor generator that serves primarily as an electric generator, and the term "second MG" refers to a motor generator that serves primarily as an electric motor.

In a hybrid vehicle having an output shaft of an engine, an output shaft of the first MG, an output shaft of the second MG, and a drive shaft coupled to a drive wheel, a four-shaft power transmission mechanism may be used that receives a power from the engine, a power from the first MG and combines a force from the second MG and outputs the combined force to the drive shaft. Such a four-shaft power transmission mechanism is in JP 3 852 562 B2 disclosed. On nomographic diagrams of the four-shaft power transmission mechanism, the output shaft of the machine and the drive shaft are shown as internal rotating elements. In addition, the first MG and the second MG are represented as an external torque of the engine side and an external torque of the drive shaft side, respectively. With this configuration, the four-shaft power transmission mechanism achieves improved power transmission efficiency as a driving device.

With the three-shaft power transmission mechanism, torques on a nomographic chart are evened out even more easily than with the four-shaft power transmission mechanism, because the four-shaft power transmission mechanism needs to adjust output characteristics of the three other rotating elements with respect to an output characteristic of the drive shaft. Correspondingly, as with conventional technology JP 2008 - 260 428 A If the regenerative torque is simply limited to only a torque limit of each of the MGs during deceleration of the hybrid vehicle, the torque balance may be lost, which may cause the MGs to overspeed, for example.

The DE 11 2011 104 811 T5 discloses a hybrid vehicle control apparatus for use in a hybrid vehicle having a four-shaft power transmission mechanism for transmitting power to an output shaft of an engine, an output shaft of a first MG, an output shaft of a second MG, and a drive shaft coupled to a drive wheel, the four-shaft power transmission mechanism having a first planetary gear mechanism and a second Planetary gear mechanism is designed, which are coupled to each other, which combines a power from the engine, a power from the first MG and a force from the second MG and outputs the combined power to the drive shaft, the first planetary gear mechanism having a first sun gear, a first planet carrier and a first ring gear, wherein the first sun gear, the first planet carrier and the first ring gear are respectively coupled to the output shaft of the first MG, the output shaft of the engine and the drive shaft, and wherein the second planetary gear mechanism includes a second sun gear, a second planet carrier and a second ring gear, wherein the second sun gear, the second planet carrier and the second ring gear are respectively coupled to the output shaft of the machine, the drive shaft and the output shaft of the second MG. The hybrid vehicle control device defines a regenerative torque that generates regenerative electric power to be supplied to a battery as a negative value. The maximum regenerative drive shaft torque is a maximum torque of the drive shaft that is regenerative can be rated and supplied to the battery during deceleration of the vehicle.

The DE 10 2013 200 175 A1 discloses a machine control that prevents overloading of motor generators due to overspeeding or overheating.

The DE 11 2011 104 926 T5 discloses another hybrid vehicle control device.

It is the object of the present invention to provide a hybrid vehicle control device used in a hybrid vehicle having a four-shaft power transmission mechanism and which appropriately limits a regenerative drive shaft torque while maintaining a torque balance.

The object of the invention is achieved with a hybrid vehicle control device according to claim 1 and a hybrid vehicle control device according to claim 2.

Summary

In accordance with a first exemplary embodiment of the present invention, there is provided a hybrid vehicle control apparatus of the present invention used in a hybrid vehicle having a four-shaft power transmission mechanism for transmitting power to an output shaft of an engine, an output shaft of a first MG, an output shaft of a second MG, and a drive shaft. which is coupled to a drive wheel.

The four-shaft power transmission mechanism includes a first planetary gear mechanism and a second planetary gear mechanism coupled to each other. The four-shaft power transmission mechanism combines a power from the engine, a power from the first MG, and a power from the second MG, and outputs the combined power to the drive shaft. The first planetary gear mechanism has a first sun gear, a first planet carrier and a first ring gear coupled to the output shaft of the first MG, the engine output shaft and the input shaft, respectively. The second planetary gear mechanism has a second sun gear, a second planet carrier and a second ring gear coupled to the engine output shaft, the input shaft and the second MG output shaft, respectively.

A regenerative torque that generates regenerative electric power to be supplied to a battery is defined as a negative value. The hybrid vehicle control device uses a torque balance formula for the four rotating elements in a nomographic diagram of the power transmission mechanism and an electric power balance formula having a battery input power limit (Pbatt_LIM) to calculate a maximum drive shaft regenerative torque (Tout_rg_MAX), which is a maximum torque of the drive shaft to be regenerated and can be supplied to the battery during deceleration of the vehicle.

A method of calculating the maximum regenerative input shaft torque is described in detail below. In the calculation steps below, first MG torques and second MG torques can be exchanged.

First, the hybrid vehicle control device obtains the “battery input power limit,” a “minimum engine torque (Te_MIN),” which is a minimum torque that can be output by the engine according to a present operating state of the hybrid vehicle, and a “first MG minimum torque (Tmg1_MIN),” and a “second MG minimum torque (Tmg2_MIN)” or calculates these, which are minimum torques that can be output by the first and second MG in accordance with an existing operating state of the hybrid vehicle.

Next, a first MG base torque (Tmg1_bas) is calculated from the battery input power limit and the engine minimum torque. If the calculated first MG base torque is less than the first MG minimum torque, the first MG base torque is corrected to the first MG minimum torque.

A second MG transition torque or a second temporary MG torque (Tmg2_temp) is then calculated from the first MG base torque and the machine minimum torque.

Next, if the calculated second MG transition torque is less than the second MG minimum torque, the second MG minimum torque is set as a second MG determination torque (Tmg2_det), and a first MG determination torque (Tmg1_det) is determined from the second MG Determination torque and the machine minimum torque are calculated.

If the second MG transition torque is greater than or equal to the second MG minimum torque, the second MG transition torque is set as the second MG determination torque and the first MG base torque is set as the first MG determination torque.

Finally, the hybrid vehicle control device calculates the maximum regenerative drive shaft torque from the first MG determination torque and the second MG determination torque.

According to the invention, the hybrid vehicle control device sends the maximum regenerative drive shaft torque calculated by the above-described processing to a brake control device that controls braking of the hybrid vehicle. The brake control device can thereby effectively use the regenerative energy generated by the first and second MGs and appropriately control braking of the vehicle.

In the present invention, the maximum drive shaft regenerative torque is calculated based on the torque balance formula in the nomographic diagram of the power transmission mechanism and the power balance formula having the battery input power limit. This configuration allows the torques of the first and second MG and the engine to be balanced while properly preventing the battery from being overcharged. Furthermore, a lower limit value of each of the MG torques is repeatedly limited in the process of calculating the maximum regenerative drive shaft torque. This configuration prevents excessive generation of regenerative power due to overspeeding of the first and second MGs.

BRIEF DESCRIPTION OF THE DRAWINGS

• 1 is a diagram illustrating a general configuration of a hybrid vehicle in which a hybrid vehicle control device of each embodiment can be used;
• 2 is a diagram schematically showing a configuration of a four-shaft power transmission mechanism of 1 represents;
• 3A and 3B are nomographic diagrams of the four-shaft power transmission mechanism during deceleration of the hybrid vehicle;
• 4 is a flowchart of a process for calculating a maximum regenerative drive shaft torque according to a first embodiment;
• 5 is a calculation scheme representing a relationship between each torque value and a power value processed in the process for calculating the maximum regenerative drive shaft torque;
• 6 is a characteristic map representing a relationship between the number of revolutions made by an engine, an engine temperature and a minimum engine torque;
• 7 is a characteristic map representing a relationship between the number of revolutions made by an MG and MG minimum/maximum torques;
• 8th is a map representing a relationship between an MG temperature and the MG minimum/maximum torques;
• 9A and 9B are diagrams showing the processing at steps S3 and S4 and the processing at steps S6, S7 and S9 in the flowchart of 4 represent each; and
• 10 is a flowchart of a process for calculating the maximum regenerative drive shaft torque according to a second embodiment.

DESCRIPTION OF SPECIFIC EMBODIMENTS

First embodiment

An embodiment of a hybrid vehicle control apparatus will now be described with reference to the accompanying drawings. The hybrid vehicle control device of the present embodiment is used in a hybrid vehicle that includes an engine and two motor generators (hereinafter "MGs") serving as power sources, and a power transmission mechanism that combines power and the combined power or outputs power to a drive shaft.

Regarding 1 A description will now be given of the general configuration of the hybrid vehicle in which the hybrid vehicle control apparatus of the present embodiment is used.

As in 1 As shown, a hybrid vehicle 90 has, as power sources, an engine 13, a first MG 11 (“MG1” in the drawings) and a second MG 12 (“MG2” in the drawings).

In the hybrid vehicle 90, a power from the engine 13 and a power from the first and second MGs 11 and 12 are combined by a four-shaft power transmission mechanism 100 and output to a drive shaft 14. A power from the drive shaft 14 is transmitted to an axle 93 via a differential system 92 and rotatably turns a drive wheel 94. A brake device 95 prevents rotation of the drive wheel 94 in response to a control command from a brake control device 60 to brake the hybrid vehicle 90.

Each of the first and second MGs 11 and 12 is, for example, a permanent magnet three-phase AC synchronous electric motor. The first and second MGs 11 and 12 are electrically coupled to a rechargeable battery 41 via a first inverter 42 and a second inverter 43, respectively. The first and second inverters 42 and 43 both perform conversion between DC power and three-phase AC power.

For example, when the vehicle is running, the first MG 11 and the second MG 12 are normally driven to serve as an electric generator that generates electric power mainly by a regenerative operation and an electric motor that generates electric power mainly by a regenerative operation, respectively Motor vehicle operation generated. In the present embodiment, attention is focused on the deceleration of the vehicle. During deceleration of the vehicle, both the first and second MGs 11 and 12 generate electric power mainly through regenerative operation. The electric power generated by the first and second MGs 11 and 12 charges the battery 41 via the first and second inverters 42 and 43, respectively.

A regenerative torque that generates regenerative power to be supplied to the battery 41 is hereinafter defined as a negative value.

A hybrid vehicle control device 50 includes a battery control device 51, an MG control device 52, an engine control device 53, a hybrid control device 54. In 1 Input/output signals and the like from these control devices relate to a characteristic operation of the present embodiment.

The battery control device 51 obtains information of the battery 41 including a temperature, a voltage, a state of charge (so-called SOC), and calculates an input/output power limit for preventing overcharging and over-discharging of the battery 41 based on the information. The battery control device 51 of the present embodiment calculates one Battery input power limit Pbatt_LIM for preventing overcharging of the battery 41 during deceleration of the vehicle and notifies the hybrid control device 54 of the calculated battery input power limit. The term “calculation” is hereafter interpreted as a comprehensive reference to a map.

The hybrid control device 54 calculates a target engine torque from, for example, a vehicle speed or an accelerator position and the SOC of the battery, and supplies the calculated target engine torque to the engine control device 53 by a control command. The engine control device 53 controls an operation of the engine 13 based on the target engine torque provided by the control command. The engine control device 53 of the present embodiment obtains the number of revolutions made by the engine (engine speed or engine revolution) and an engine temperature reflected in an engine coolant temperature, for example. Based on these pieces of information, the engine control device 53 then calculates an engine minimum torque Te_MIN, which will be described below, and notifies the hybrid control device 54 of the calculated minimum engine torque.

The MG control device 52 controls driving of the first and second MGs 11 and 12.

A phase current flowing between the first inverter 42 and the first MG 11 and a phase current flowing between the second inverter 43 and the second MG 12 are detected by a current sensor. 1 does not illustrate the current sensor and a current signal. However, an electrical angle of each of the first and second MGs 11 and 12 is detected by a rotation angle sensor (not shown) such as a resolver.

Further, based on the time derivatives of the electrical angles, the revolution numbers made by the first and second MGs 11 and 12 (Nmg1 and Nmg2, which will be described later) are calculated.

The MG control device 52 acquires these pieces of information and calculates drive signals through control and outputs the calculated drive signals to the inverters 42 and 43. The techniques related to general MG control, such as closed-loop control and PWM control, are well known and therefore will not be described in detail.

Furthermore, the MG control device 52 of the present embodiment obtains temperatures of the first and second MGs 11 and 12. The MG temperatures can be obtained by detecting a temperature of a coil wound around a stator by a temperature sensor.

Alternatively, heat due to high currents on substrates of the inverters 42 and 43 may be detected, and the winding temperatures of the first and second MGs 11 and 12 may be estimated accordingly based on the detected heat.

Based on the rotation numbers made by the MGs and the MG temperatures, the MG control device 52 calculates a first MG minimum torque Tmg1_MIN and a second MG minimum torque Tmg2_MIN, which are mentioned below, and notifies the hybrid control device 54 of the calculated ones first and second MG minimum torques.

Further, when both the MGs are driven while the vehicle is traveling normally and when the vehicle is decelerating, the hybrid control device 54 of the present embodiment calculates a maximum drive shaft regenerative torque Tout_rg_MAX, which is a “maximum torque of the drive shaft 14 that can be regenerated and to which battery 41 can be supplied”. In other words, the maximum drive shaft regenerative torque Tout_rg_MAX, which is a negative value, is a torque with a minimum absolute value.

The maximum drive shaft regenerative torque Tout_rg_MAX calculated by the hybrid control device 54 is sent to the brake control device 60, which controls braking of the vehicle. The brake control device 60 can thereby appropriately control, for example, a brake hydraulic pressure of a master cylinder while efficiently using regenerative energy generated by the first and second MGs 11 and 12 during braking of the hybrid vehicle 90.

Regarding 1 and 2 A configuration of the four-shaft power transmission mechanism 100 will now be described.

The four-shaft power transmission mechanism 100 is a so-called “four-shaft” power input/output device (see for example JP 3 852 562 B2 and JP 5 765 596 B2 ). The four-shaft power transmission mechanism 100 is designed such that a first planetary gear mechanism 20 and a second planetary gear mechanism 30 are arranged side by side with two rotating members of the first planetary gear mechanism 30 and two rotating members of the second planetary gear mechanism 30 coupled to each other.

In 1 A sun gear, a planet carrier and a ring gear of the planetary gear mechanisms are each shown schematically with symbols “S”, “C” and “R”. 2 is a diagram that 1 from JP 3 852 562 B2 corresponds, and shows how the rotating elements are mechanically coupled.

The first planetary gear mechanism 20 has a first sun gear 21, a first planet carrier 22 and a first ring gear 23. The first planet carrier 22 is coupled to a pinion gear or pinion (not shown) that is arranged between the first sun gear 21 and the first ring gear 23 and is in engagement with them.

The second planetary gear mechanism 30 has a second sun gear 31, a second planet carrier 32 and a second ring gear 33. The second planet carrier 32 is coupled to a pinion gear (not shown) disposed between and in engagement with the second sun gear 31 and the second ring gear 33.

In the four-shaft power transmission mechanism 100, the first sun gear 21 has an output shaft 110 of the first MG 11 coupled thereto. The first planet carrier 22 and the second sun gear 31 coupled to each other have an output shaft 130 of the engine 13 coupled thereto. The first ring gear 23 and the second planet carrier 32 coupled to each other via a coupling shaft 15 have the drive shaft 14 coupled thereto. The second ring gear 33 has an output shaft 120 of the second MG 12 coupled thereto. As in 2 As shown, the output shaft 130 of the engine 13 is inserted into the output shaft 110 of the first MG 11 and the coupling shaft 15, which are made hollow.

As described above, the four-shaft power transmission mechanism 100 is designed such that the two rotating elements of one of the two planetary gear mechanisms 20 and 30 and the two rotating elements of the other of the two planetary gear mechanisms 20 and 30 are coupled to each other, and power is transmitted between the engine 13, the first MG 11, the second MG 12 and the drive shaft 14.

The four-shaft power transmission mechanism 100 achieves improved power transmission efficiency as a driving device when compared with the three-shaft power transmission mechanism. However, with the three-shaft power transmission mechanism, torques on a nomographic chart are even more easily balanced than with the four-shaft power transmission mechanism 100, because the four-shaft power transmission mechanism 100 needs to adjust output characteristics from the other three rotating elements with respect to an output characteristic of the drive shaft 14. Accordingly, as with the conventional technology, if the regenerative torque is simply limited to only a torque limit of each of the MGs during deceleration of the hybrid vehicle 90, the torque balance may be lost, which may cause the MGs to, for example overturn.

The hybrid vehicle control device 50 of the present embodiment is used in the hybrid vehicle 90 with the four-shaft power transmission mechanism 100, and appropriately restricts a regenerative drive shaft torque while maintaining a torque balance during deceleration of the hybrid vehicle 90. Specifically, the hybrid vehicle control device 50 shows a method for calculating the maximum regenerative drive shaft torque Tout_rg_MAX.

Regarding 3A , 3B An operation of each of the rotating elements of the four-shaft power transmission mechanism 100 during deceleration of the vehicle will now be described. 3A , 3B are nomographic diagrams that show how the rotational speeds of the rotating elements relate to each other.

In the nomographic diagram, “MG1” means the output shaft 110 of the first MG 11, “MG 2” means the output shaft 110 of the second MG 12, “ENG” means the output shaft 130 of the engine 13, and “OUT” means the drive shaft 14. In In the following description, these characters are used with the section “the output wave of ...” omitted.

In the nomographic diagram of the four-shaft power transmission mechanism 100, the engine 13 and the drive shaft 14 are shown as inner two rotating elements. Furthermore, the first MG 11 and the second MG 12 are shown as an external rotating member on the engine 13 side and an external rotating member on the drive shaft 14 side, respectively.

$$\text{k2}=\text{ZS2/ZR2}$$

wobei ZS1, ZR1, ZS2 und ZR2 die Anzahl von Zähnen des ersten Sonnenrads 21 bzw. des ersten Hohlrads 23 repräsentieren.Gear ratios k1 and k2 are defined by the following formulas (1.1) and (1.2). $$\text{k1}=\text{ZR1/ZS1}$$

$$\text{k2}=\text{ZS2/ZR2}$$

where ZS1, ZR1, ZS2 and ZR2 represent the number of teeth of the first sun gear 21 and the first ring gear 23, respectively.

The number of revolutions in the nomographic graph is defined such that the direction of rotation of the output shaft 130 of the machine 13 is a positive direction.

The rotation numbers of the first MG 11 and the second MG 12, the engine 13 and the drive shaft 14 are designated as Nmg1, Nmg2, Ne and Nout, respectively. In addition, the torques of the first MG 11, the second MG 12 and the engine 13 are designated as Tmg1, Tmg2 and Te, respectively.

As in 3A and 3B is shown, when the vehicle moves forward, the number of revolutions Nout of the drive shaft 14 is positive. In this state, if a negative torque is applied to both sides of the drive shaft 14 in the nomographic diagram, the rotation number Nout of the drive shaft 14 decreases, causing deceleration of the vehicle. Accordingly, when the vehicle decelerates, the second MG torque Tmg2 must be negative. In addition, the sum of the first MG torque Tmg1 multiplied by (1 + k1) and the engine torque Te must be negative.

As in 3A As shown, this condition is satisfied when both the first MG torque Tmg1 and the engine torque Te are negative. Furthermore, as in 3B As shown, even if the first MG torque Tmg1 is zero or positive, this condition is satisfied when the engine torque Te has a relatively large absolute value.

With reference to a flowchart in 4 and 5 to 9 , which supplement this flowchart, the process according to the present embodiment for calculating the maximum regenerative drive shaft torque will be described. In the following description of the flowchart, the symbol “S” means a step.

5 is a calculation scheme that represents a relationship between each torque value and a power value processed in the process of calculating the maximum regenerative drive shaft torque. Each arrow indicating a calculation is represented with a step number from the flowchart. The arrow indicated by a double dashed line means a comparison between the values, and the arrow indicated by a dashed line means a process in the case where the result of a determination step at step S6 is YES. 5 is intended to be referenced as a diagram that 4 supplemented, and therefore it will not be described.

This process for calculating the maximum regenerative drive shaft torque will be described assuming that it is mainly executed by the hybrid control device 54. At step S1, the hybrid control device 54 acquires the battery input power limit value Pbatt_LIM from the battery control device 51 and acquires the engine minimum torque Te_MIN from the engine control device 53.

The battery input power limit Pbatt_LIM is a limit for preventing overcharging of the battery 41 due to regenerative electric power, and is calculated by the battery control device 51 according to, for example, a battery temperature, a battery voltage, and a state of charge (a so-called SOC). Their characteristic maps or property maps are, for example, in 9 , 10 and 11 from JP-B-5765596 disclosed.

The engine minimum torque Te_MIN is a negative minimum torque that can be output by the engine 13 according to the current operating state of the hybrid vehicle 90. The engine minimum torque Te_MIN is calculated by the engine control device 53 according to, for example, the number of revolutions made by the engine and the engine temperature. The lower the machine minimum torque Te_MIN, which is a negative value, i.e. i.e., the larger the absolute value it has, the stronger the regenerative brake is applied.

As in 6 is shown, the engine temperature is reflected on, for example, the engine coolant temperature. Under the condition that the engine temperature is constant, the engine minimum torque Te_MIN decreases as the number of revolutions made by the engine increases. Under the condition that the number of revolutions made by the engine is constant, the engine minimum torque Te_MIN increases as the engine temperature increases.

Furthermore, at step S1, the hybrid control device 54 obtains the first MG minimum torque Tmg1_MIN and the second MG minimum torque Tmg2_MIN, which are calculated by the battery control device 51 according to the revolution number and temperature of each of the MGs.

7 and 8th represent the MG minimum torque during regenerative operation, and additionally the MG maximum torque during power driving operation for reference purposes. In the following description, the MG minimum torque during regenerative operation is described.

As in 7 As shown, the MG minimum torque assumes a constant lower limit value in a low speed range in which the number of revolutions is less than or equal to the number of revolutions Na made by the MGs, and becomes larger in a range of the number of revolutions Na (ie has a smaller absolute value) made by the MGs to a threshold number of revolutions Nb made by MG as the number of revolutions made by the MGs increases due to their approximately inversely proportional characteristics.

Furthermore, as in 8th As shown, the MG minimum torque takes a constant lower limit value in a low temperature range in which the temperature is lower than or equal to a MG temperature Ha, and becomes larger (ie, has a smaller absolute value) in a range of the MG -Temperature Ha to a MG temperature Hb as the MG temperature increases due to their approximate linear characteristics. As in JP-A-2008-260428 is disclosed, the limit temperature Ha on the regeneration side can be lower than that on the power driving side or motor driving side.

Step S2 and subsequent steps are carried out using the information acquired or calculated at step S1 by the hybrid control device 54.

In the following steps, using the torque balance formula in the nomographic graph of the four-shaft power transmission mechanism 100 and the power balance formula including the battery input power limit Pbatt_LIM calculates the maximum regenerative drive shaft torque Tout_rg_MAX. Initially, basic concepts of the torque balance formula and the power balance formula are described.

In the four-shaft power transmission mechanism 100, the balance between the torque input to the first planetary gear mechanism 20 and the torque input to the second planetary gear mechanism 30 is represented by the following formula (2). $$\left(1+k_1\right)\cdot {\text{T}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1}+{\text{T}}_e=k_2\cdot {\text{T}}_{mG2}$$

$$C=\frac{2\pi }{60}\left[1/s\right]$$

Furthermore, a power balance formula (3) shows that an input/output power to the battery 41 is equal to the sum of power generated or consumed in the first and second MGs 11 and 12. When each of the number of revolutions Nmg1 and Nmg2 is expressed in the unit [RPM], each of the torques Tmg1 and Tmg2 is expressed in the unit [N m], and the input/output power Pbatt is expressed in the unit [W(= N m/s)], a scaling factor C in the formula (3) is represented by the following formula (4). $${\text{N}}_{mG1}{\text{<figure-callout id="1" label="T m G" filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png" state="{{state}}">T</figure-callout>}}_{mG}\cdot C+{\text{N}}_{mG2}\cdot {\text{T}}_{mG2}\cdot C=\text{P}{b}_{att}$$

$$C=\frac{2\pi }{60}\left[1/s\right]$$

$${\text{T}}_{mg1}=\frac{k_2\cdot {\text{P}}_{batt}-{\text{N}}_{mg2}\cdot {\text{T}}_e\cdot C}{k_2\cdot {\text{N}}_{mg1}\cdot \left(1+k_1\right)\cdot {\text{N}}_{mg2}\cdot C}$$

Combining formulas (2) and (3) leads to the following formula (5). Further, reforming the formula (5) with respect to the first MG torque Tmg1 leads to the following formula (6). $$\begin{array}{c}{k}_2\cdot {\text{P}}_{batt}=k_2\cdot {\text{N}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1}\cdot {\text{T}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1}\cdot C+k_2\cdot {\text{N}}_{mG2}\cdot {\text{T}}_{mG2}\cdot C\\ =k_2\cdot {\text{N}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1}\cdot {\text{T}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1}\cdot C+\left\{\left(1+k_1\right)\cdot {\text{T}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1}+T_e\right\}\cdot {\text{N}}_{mG2}\\ =\left\{k_2\cdot {\text{N}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1}+\left(1+k_1\right)\cdot {\text{N}}_{mG2}\right\}\cdot {\text{T}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1}\cdot C+{\text{N}}_{mG2}\cdot T_e\cdot C\end{array}$$

$${\text{T}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1}=\frac{k_2\cdot {\text{P}}_{batt}-{\text{N}}_{mG2}\cdot {\text{T}}_e\cdot C}{k_2\cdot {\text{N}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1}\cdot \left(1+k_1\right)\cdot {\text{N}}_{mG2}\cdot C}$$

At step S2, the following formula (7) is used based on the formula (6) to calculate a first MG base torque Tmg1_bas from the battery input power limit Pbatt_LIM and the engine minimum torque Te_MIN. $${\text{T}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1\_bas}=\frac{k_2\cdot {\text{P}}_{batt\_LIM}-{\text{N}}_{mG2}\cdot {\text{T}}_{e\_MIN}\cdot C}{k_2\cdot {\text{N}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1}\cdot C+\left(1+k_1\right)\cdot {\text{N}}_{mG2}\cdot C}$$

In the formula (7), if the second term is larger than the first term in the numerator on the right, the first MG base torque Tmg1_bas becomes a negative value, and the nomographic graph during deceleration of the hybrid vehicle (90) becomes in brought to the state that in 3A is shown.

In the formula (7), if the second term is smaller than the first term in the numerator on the right, the first MG base torque Tmg1_bas becomes a positive value, and the nomographic graph during deceleration of the hybrid vehicle (90) becomes in brought to the state that in 3B is shown.

In step S3, the first MG base torque Tmg1_bas is compared with the first MG minimum torque Tmg1_MIN.

If the first MG base torque Tmg1_bas is smaller than the first MG minimum torque Tmg1_MIN, the result of step S3 is YES. In this case, at step S4, the first MG base torque Tmg1_bas is corrected to the first MG minimum torque Tmg1_MIN and then the flow or process continues to step S5. Therefore, the corrected first MG base torque Tmg1_bas equals the first MG minimum torque Tmg1_MIN.

If the first MG base torque Tmg1_bas is greater than or equal to the first MG minimum torque Tmg1_MIN, the result of step S3 is NO. In this case, the first MG base torque Tmg1_bas calculated at step S2 is maintained and the process proceeds to step S5.

The processing at steps S3 and S4 is as in 9A shown. The torque value shown in a thick line in 9A is set as the first MG base torque Tmg1_bas used in step S5.

At step S5, the following torque balance formula (8) is used to calculate a second MG transition torque Tmg2_temp from the first MG base torque Tmg1_bas and the engine minimum torque Te_MIN. $${\text{T}}_{mG2\_temp}=\frac{\left(1+k_1\right)\cdot {\text{T}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1\_bas}+{\text{T}}_{e\_MIN}}{k_2}$$

In step S6, the second MG transition torque Tmg2_temp is compared with the second MG minimum torque Tmg2_MIN.

If the second MG transition torque Tmg2_temp is smaller than the second MG minimum torque Tmg2_MIN, the result of step S6 is YES. In this case, at step S7, the second MG minimum torque Tmg2_MIN is set as the second MG determination torque Tmg2_det. Subsequently, at step S8, the following torque balance formula (9) is used to calculate the first MG determination torque Tmg1_det from the second MG determination torque Tmg2_det and the engine minimum torque Te_MIN. $${\text{T}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1\_\text{det}}=\frac{k_2\cdot {\text{T}}_{mG2\_\text{det}}-{\text{T}}_{e\_\mathrm{<figure-callout\; id="1"\; label="M\; I\; N"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">M</figure-callout>}IN}}{1+{\mathrm{<figure-callout\; id="1"\; label="k"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">k</figure-callout>}}_1}$$

If the second MG transition torque Tmg2_temp is greater than or equal to the second MG minimum torque Tmg2_MIN, the result of step S6 is NO. In this case, at step S9, the second MG transition torque Tmg2_temp is set as the second MG determination torque Tmg2_det. Furthermore, at step S10, the first MG base torque Tmg1_bas is set as the first MG determination torque Tmg1_det.

Processing at steps S6, S7 and S9 is in progress 9B shown. The torque value shown in a thick line in 9B is pulled is set as the second MG determination torque Tmg2_det.

At step S11, the following torque balance formula (10) is used to calculate the maximum regenerative input shaft torque Tout_rg_MAX from the first MG determination torque Tmg1_det and the second MG determination torque Tmg2_det. Upon completion of this processing, the routine ends in the process of calculating the maximum regenerative drive shaft torque. $${\text{T}}_{Out\_rG\_MAX}=\left(1+k_1\right)\cdot {\text{T}}_{mG2\_\text{det}}-{\mathrm{<figure-callout\; id="1"\; label="k"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">k</figure-callout>}}_1\cdot {\text{T}}_{m\mathrm{<figure-callout\; id="1"\; label="G"\; filenames="DE102017102457B4\_0012.png,DE102017102457B4\_0014.png"\; state="\{\{state\}\}">G</figure-callout>}1\_\text{det}}$$

As described above, the process according to the present embodiment for calculating the maximum drive shaft regenerative torque is specified based on the torque balance formula in the nomographic diagram of the four-shaft power transmission mechanism 100 and the power balance formula including the battery input power limit Pbatt_LIM. Accordingly, the regenerative drive shaft torque can be calculated such that the torques of the first MG 11, the second MG 12 and the engine 13 are balanced while preventing overcharging of the battery 41.

In addition, in step S4, the lower limit of the first MG base torque Tmg1_bas is limited to the first MG minimum torque Tmg1_MIN. At step S7, the lower limit value of the second MG determination torque Tmg2_det is limited to the second MG minimum torque Tmg2_MIN.

Accordingly, the lower limit value of each of the MG torques is repeatedly limited in the process of calculating the maximum regenerative drive shaft torque Tout_rg_MAX. This configuration prevents excessive generation of regenerative electric power due to overspeeding of the first and second MGs 11 and 12.

Therefore, sending back the maximum drive shaft regenerative torque Tout_rg_MAX calculated by the hybrid control device 54 in the above-described process to the brake control device allows the brake control device 60 to effectively use the regenerative energy and appropriately control braking of the vehicle.

Second embodiment

Reference is now made to a flowchart from 10 regarding a process according to a second embodiment for calculating the maximum regenerative drive shaft torque. In the steps in 10 Steps S1 and S11 are identical to those in 4 . Furthermore, steps S2A to S10A are those obtained by exchanging first MG torques and second MG torques in steps S2 to S10 in FIG.

The overviews of steps S2A to S10A are briefly described below. The description of mathematical formulas and the like used in each of the steps can be found in the description of the first embodiment and is therefore omitted.

At step S2A, the second MG base torque Tmg2_bas is calculated from the battery input power limit Pbatt_LIM and the engine minimum torque Te_MIN.

In step S3A, the second MG base torque Tmg2_bas is compared with the second MG minimum torque Tmg2_MIN.

If the second MG base torque Tmg2_bas is smaller than the second MG minimum torque Tmg2_MIN, the result of step S3A is YES. In this case, at step S4A, the second MG base torque Tmg2_bas is corrected to the second MG minimum torque Tmg2_MIN, and then the flow proceeds to step S5A.

If the second MG base torque Tmg2_bas is greater than or equal to the second MG minimum torque Tmg2_MIN, the result of step S3A is NO. In this case, the second MG base torque Tmg2_bas calculated at step S2A is maintained and the flow advances to step S5A.

At step S5A, the first MG transition torque Tmg1_temp is calculated from the second MG base torque Tmg2_bas and the engine minimum torque Te_MIN.

In step S6A, the first MG transition torque Tmg1_temp is compared with the first MG minimum torque Tmg1_MIN.

If the first MG transition torque Tmg1_temp is smaller than the first MG minimum torque Tmg1_MIN, the result of step S6A is YES. In this case, at step S7A, the first MG minimum torque Tmg1_MIN is set as the first MG determination torque Tmg1_det. Subsequently, at step S8A, the second MG determination torque Tmg2_det is calculated from the first MG determination torque Tmg1_det and the engine minimum torque Te_MIN.

If the first MG transition torque Tmg1_temp is greater than or equal to the first MG minimum torque Tmg1_MIN, the result of step S6A is NO. In this case, at step S9A, the first MG transition torque Tmg1_temp is set as the first MG determination torque Tmg1_det. Furthermore, at step S10A, the second MG base torque Tmg2_bas is set as the second MG determination torque Tmg2_det.

The second embodiment achieves operational effects similar to those of the first embodiment.

Other embodiments

In the embodiments described above, the configuration of the hybrid vehicle control device 50 is interpreted as including: the hybrid control device 54 and in addition, the battery control device 51 that calculates the battery input power limit Pbatt_LIM, the engine control device 53 that calculates the engine minimum torque Te_MIN, and the MG control device 52 , which calculates the first and second MG minimum torques Tmg1_MIN and Tmg2_MIN. In this interpretation, the battery input power limit Pbatt_LIM, the engine minimum torque Te_MIN, and the first and second MG minimum torques Tmg1_MIN and Tmg2_MIN are “calculated within the hybrid vehicle control device 50”.

The hybrid vehicle control device of the present invention can be interpreted as being designed with only the hybrid control device 54. In this case, the battery input power limit value Pbatt_LIM, the engine minimum torque Te_MIN, and the first and second MG minimum torques Tmg1_MIN and Tmg2_MIN are acquired from outside the hybrid vehicle control device.

Furthermore, regarding the hybrid vehicle control device 50 in the above-described embodiments, designs of the specifications are not limited to those shown in the above-described embodiments, except for the designs based on fundamental technical ideas of enabling the hybrid control device 54 to achieve the maximum regenerative drive shaft torque Tout_rg_MAX to be calculated are reflected. For example, as the characteristic map for calculating the battery input power limit Pbatt_LIM, the engine minimum torque Te_MIN, the first MG minimum torque Tmg1_MIN, and the second MG minimum torque Tmg2_MIN, a characteristic map based on parameters different from the examples described above may be used.

Claims (2)

Hybrid vehicle control device (50) for use in a hybrid vehicle (90) with a four-shaft power transmission mechanism (100) for transmitting power to an output shaft (130) of a machine (13), an output shaft (110) of a first MG (11), an output shaft (120) of a second MG (12) and a drive shaft (14) coupled to a drive wheel (94), the four-shaft power transmission mechanism (100) being designed with a first planetary gear mechanism (20) and a second planetary gear mechanism (30) coupled to each other, which combines a power from the engine (13), a power from the first MG (11) and a power from the second MG (12) and outputs the combined power to the drive shaft (14), wherein the first planetary gear mechanism (20). first sun gear (21), a first planet carrier (22) and a first ring gear (23), the first sun gear (21), the first planet carrier (22) and the first ring gear (23) each being connected to the output shaft (110) of the first MG (11), the output shaft (130) of the machine (13) and the drive shaft (14) are coupled, and wherein the second planetary gear mechanism (30) has a second sun gear (31), a second planet carrier (32) and a second ring gear (33), the second sun gear (31), the second planet carrier (32) and the second ring gear (33) each being connected to the output shaft (130) of the machine (13), the drive shaft (14) and the output shaft (120). of the second MG (12), wherein the hybrid vehicle control device (50) defines a regenerative torque that generates regenerative electric power to be supplied to a battery (41) as a negative value, and the hybrid vehicle control device (50) defines a torque balance formula in a nomographic diagram of the four-shaft power transmission mechanism (100) and a power balance formula including a battery input power limit (Pbatt_LIM) is used to calculate a maximum regenerative driveshaft torque (Tout_rg_MAX), wherein the maximum regenerative driveshaft torque (Tout_rg_MAX) is a maximum torque of the driveshaft (14), which can be regenerated and supplied to the battery (41) during deceleration of the vehicle, wherein the hybrid vehicle control device (50) is designed to: the battery input power limit (Pbatt_LIM), an engine minimum torque (Te_MIN), wherein the engine minimum torque (Te_MIN) is a minimum Torque that can be output by the engine (13) according to a current operating state of the hybrid vehicle (90), and a first MG minimum torque (Tmg1_MIN) and a second MG minimum torque (Tmg2_MIN), wherein the first MG minimum torque (Tmg1_MIN ) and the second MG minimum torque (Tmg2_MIN) are minimum torques that can each be output by the first MG (11) and the second MG (12) according to existing operating states of the hybrid vehicle (90), to obtain or calculate a first MG -Base torque (Tmg1_bas) from the battery input power limit (Pbatt_LIM) and the machine minimum torque (Te_MIN), and if the calculated first MG base torque (Tmg1_bas) is less than the first MG minimum torque (Tmg1_MIN), the first MG base torque (Tmg1_bas ) to correct to the first MG minimum torque (Tmg1_MIN), and, if the calculated first MG base torque (Tmg1_bas) is greater than or equal to the first MG minimum torque (Tmg1_MIN), to maintain the calculated first MG base torque (Tmg1_bas). ; calculate a second MG transition torque (Tmg2_temp) from the first MG base torque (Tmg1_bas) and the engine minimum torque (Te_MIN); if the calculated second MG transition torque (Tmg2_temp) is smaller than the second MG minimum torque (Tmg2_MIN), set the second MG minimum torque (Tmg2_MIN) as a second MG determination torque (Tmg2_det) and a first MG determination torque (Tmg1_det). to calculate the second MG determination torque (Tmg2_det) and the engine minimum torque (Te_MIN); if the second MG transition torque (Tmg2_temp) is greater than or equal to the second MG minimum torque (Tmg2_MIN), set the second MG transition torque (Tmg2_temp) as the second MG determination torque (Tmg2_det) and the first MG base torque (Tmg1_bas ) as the first MG determination torque (Tmg1_det); and to calculate the maximum regenerative drive shaft torque (Tout_rg_MAX) from the first MG determination torque (Tmg1_det) and the second MG determination torque (Tmg2_det), wherein the calculated maximum regenerative drive shaft torque (Tout_rg_MAX) is sent to a brake control device (60) that performs braking of the hybrid vehicle, and wherein the engine minimum torque (Te_MIN) is determined based on the number of revolutions made by the engine (13) and an engine temperature. Hybrid vehicle control device (50) for use in a hybrid vehicle (90) with a four-shaft power transmission mechanism (100) for transmitting power to an output shaft (130) of a machine (13), an output shaft (110) of a first MG (11), an output shaft (120) of a second MG (12) and a drive shaft (14) coupled to a drive wheel (94), wherein the four-shaft power transmission mechanism (100) is designed with a first planetary gear mechanism (20) and a second planetary gear mechanism (30) coupled to each other, the a force from the machine (13), a force from the first MG (11) and a force from the second MG (12) combines and outputs the combined force to the drive shaft (14), the first planetary gear mechanism (20) having a first sun gear (21), a first planet carrier (22) and a first ring gear (23), the first Sun gear (21), the first planet carrier (22) and the first ring gear (23) are each coupled to the output shaft (110) of the first MG (11), the output shaft (130) of the machine (13) and the drive shaft (14). , and wherein the second planetary gear mechanism (30) has a second sun gear (31), a second planet carrier (32) and a second ring gear (33), the second sun gear (31), the second planet carrier (32) and the second ring gear ( 33) are each coupled to the output shaft (130) of the engine (13), the drive shaft (14) and the output shaft (120) of the second MG (12), wherein the hybrid vehicle control device (50) generates a regenerative torque that generates regenerative electrical power to be supplied to a battery (41) is defined as a negative value, and the hybrid vehicle control device (50) uses a torque balance formula in a nomographic diagram of the four-shaft power transmission mechanism (100) and a power balance formula including a battery input power limit (Pbatt_LIM) to obtain a maximum regenerative to calculate drive shaft torque (Tout_rg_MAX), wherein the maximum regenerative drive shaft torque (Tout_rg_MAX) is a maximum torque of the drive shaft (14) that can be regenerated and supplied to the battery (41) during deceleration of the vehicle, wherein the hybrid vehicle control device (50 ) is designed to: the battery input power limit (Pbatt_LIM), an engine minimum torque (Te_MIN), where the engine minimum torque (Te_MIN) is a minimum torque that can be output by the engine (13) according to a current operating state of the hybrid vehicle (90), and a first MG minimum torque (Tmg1_MIN) and a second MG minimum torque (Tmg2_MIN), where the first MG minimum torque (Tmg1_MIN) and the second MG minimum torque (Tmg2_MIN) are minimum torques determined by the first MG (11) and the second MG (12) can be output, obtained or calculated in accordance with existing operating states of the hybrid vehicle (90); to calculate a second MG base torque (Tmg2_bas) from the battery input power limit (Pbatt_LIM) and the engine minimum torque (Te_MIN), and, if the calculated second MG base torque (Tmg2_bas) is less than the second MG minimum torque (Tmg2_MIN), the second MG -Base torque (Tmg2_bas) to the second MG minimum torque (Tmg2_MIN), and, if the calculated second MG base torque (Tmg2_bas) is greater than or equal to the second MG minimum torque (Tmg2_MIN), the calculated second MG base torque (Tmg2_bas) maintain; calculate a first MG transition torque (Tmg1_temp) from the second MG base torque (Tmg2_bas) and the engine minimum torque (Te_MIN); if the calculated first MG transition torque (Tmg1_temp) is smaller than the first MG minimum torque (Tmg1_MIN), set the first MG minimum torque (Tmg1_MIN) as a first MG determination torque (Tmg1_det) and a second MG determination torque (Tmg2_det). to calculate the first MG determination torque (Tmg1_det) and the machine minimum torque (Te_MIN); if the first MG transition torque (Tmg1_temp) is greater than or equal to the first MG minimum torque (Tmg1_MIN), set the first MG transition torque (Tmg1_temp) as the first MG determination torque (Tmg1_det) and the second MG base torque (Tmg2_bas ) as the second MG determination torque (Tmg2_det); and to calculate the maximum regenerative drive shaft torque (Tout_rg_MAX) from the first MG determination torque (Tmg1_det) and the second MG determination torque (Tmg2_det), wherein the calculated maximum regenerative drive shaft torque (Tout_rg_MAX) is sent to a brake control device (60) that performs braking of the hybrid vehicle, and wherein the engine minimum torque (Te_MIN) is determined based on the number of revolutions made by the engine (13) and an engine temperature.

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