JP2000083304A - Control device for hybrid car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the load on a power string means and further more reduce mechanical shock, immediately after engine start, by compressing deviation or gain for a specified period of transition after engine start. SOLUTION: A hybrid control device 16 receives an engine revolutions command value, calculates the required torque value of a first electric rotating machine 1010 and a required torque value of a second electric rotating machine 1020, and outputs these required torque values to a running gear 14. Based on input signals associated with engine revolutions, it is checked whether it is currently a period of transition, which is performed for a certain period of time after engine start. If it is, it is the checked whether a counter determining the time of day in the period of transition reads zero, that is, whether it is currently the starting point of the period of transition. If so, an actual engine revolutions value which was read immediately before is set as an engine revolutions command value. If not, a functional value calculated by substitution for a specified function is substiluted as an engine revolutions command value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a control device for a hybrid vehicle.

[0002]

2. Description of the Related Art A hybrid vehicle comprising an engine, power storage means, power transmission means having a rotating electric machine for transmitting energy between the engine and the power storage means and a vehicle drive shaft, and control means for controlling the power transmission means. JP-A-9-
JP-A-170533 and JP-A-9-117012 are known.

The hybrid vehicle disclosed in the former publication includes a distribution mechanism for mechanically distributing engine output to an output shaft and a first rotating electric machine, and a second rotating electric machine for torque assisting the output shaft. The engine is started by the rotating electric machine, and the output shaft is mechanically fixed to prevent the reaction force at the time of starting the engine from acting on the output shaft, or the reaction force is applied to the output shaft by the second rotating electric machine. It is proposed to output a torque that cancels out.

The hybrid vehicle described in the latter publication proposes suppressing rattle immediately after the engine is started by increasing the engine speed to an idling speed by a rotating electric machine and then starting the engine. . Also, a first rotating electric machine (rotating electric machine for controlling the engine speed) for determining the engine speed and a second rotating electric machine (rotating electric machine for torque assist) for generating a torque for assisting the vehicle driving torque. And a hybrid vehicle with a rotation speed control motor / torque assist motor that performs feedback control (rotation speed control) of the torque of the first rotating electrical machine so as to converge the deviation between the actual engine rotation value and the engine rotation speed command value. Are known.

[0005]

In the above-mentioned hybrid vehicle of the rotation speed control motor / torque assist motor type, like the hybrid vehicles of the other systems, the tendency to repeatedly start and stop the engine is higher than that of the ordinary pure internal combustion engine type vehicle. However, there is a problem that a large shock occurs immediately after the engine is started.

Hereinafter, this problem will be described with reference to FIG. When the required engine power Pe 'is small, such as when the charge / discharge power required value Pb' is small when the vehicle is stopped when starting the engine, the engine speed command value Ne 'is used.
Is small, the engine speed rises to a certain peak value Np after the engine is started, and then gradually converges to the engine speed command value Ne '.

More specifically, the engine is started under constant torque control in order to avoid vibration due to torque fluctuations during engine start. After that, the control is switched to the rotation speed control. If the deviation between the engine rotation speed command value and the actual engine rotation speed is large at the time of the switching, a large torque is generated at the start of the rotation speed control, and the operation is performed so as to converge this deviation. In this case, however, a mechanical shock is generated due to the presence of the backlash or the elastic member in the engine rotation mechanism system, and the mechanical shock is transmitted to the vehicle body.

[0008] The above-mentioned mechanical shock generation problem due to the overshoot of the engine speed and the response delay of the rotating electric machine in the above-mentioned conventional rotation speed control motor / torque assist motor hybrid vehicle is described in the above-mentioned hybrid vehicle. As described above, even when the second rotating electric machine that assists torque on the output shaft attempts to compensate for the torque absorption delay of the first rotating electric machine, the operation of the second rotating electric machine is started by the engine similarly to the first rotating electric machine. It is difficult because it must be delayed to some extent from the start. In the case of a hybrid vehicle with a rotation speed control motor / torque assist motor,
The function of the rotating electric machine is to compensate for the difference between the vehicle driving torque request value commanded by the accelerator pedal depression amount and the like and the torque of the first rotating electric machine. It is difficult to operate independently of the first rotating electric machine in order to reduce the chute.

Further, in the hybrid vehicle described in the latter publication, the engine is started after the engine speed is increased to an idling speed (in some cases, the engine speed command value Ne 'can be used) by a rotating electric machine. By doing so, rattling immediately after the start of the engine is suppressed. However, in this case, there is a problem that the power burden on the first power storage means is large, and it is difficult to start the engine when the vehicle is running. Even if the engine is started after the engine speed is increased to the engine speed command value Ne 'by the first rotating electric machine in advance, the engine is thereafter transiently driven by the engine torque generated by the engine start. It becomes higher than the command value Ne ', and a similar problem may occur.

The present invention has been made in view of the above problems, and has as its object to provide a control apparatus for a hybrid vehicle that can reduce the mechanical shock immediately after the engine is started while reducing the load on the power storage means. .

[0011]

According to a first aspect of the present invention, there is provided a hybrid vehicle control device comprising: a first rotating electric machine for determining an engine speed; and a second rotating electric machine for generating a vehicle driving torque. The engine speed command value and the engine torque command value are determined based on the driving operation information and the vehicle speed, and the measured actual engine speed value and the parameter relating to the function value of the deviation and gain of the engine speed command value are determined. A torque command value of the first rotating electrical machine is determined in a direction in which the deviation converges based on the deviation, and in particular, the deviation or the gain is compressed during a predetermined transient period after the engine is started.

[0012] With this configuration, it is possible to realize a hybrid vehicle control device capable of reducing the mechanical shock immediately after the engine is started while reducing the load on the power storage means. More specifically, in the hybrid vehicle of the present configuration, even if an overshoot of the engine speed occurs immediately after the start of the engine due to the operation start delay or the control operation delay of the first rotating electric machine, The torque generation for absorbing the overshoot can be reduced as compared with the conventional one because the deviation or gain in the feedback control is forcibly compressed, and therefore, the engine speed does not change suddenly and the mechanical shock accompanying it is reduced. be able to.

According to a second aspect of the present invention, in the control apparatus for a hybrid vehicle according to the first aspect of the present invention, further, when the torque command value of the first rotating electric machine is first determined during a transient period immediately after the engine is started, the number of rotations is determined. Since the command value is set near the actual engine speed value and gradually approaches the calculated speed command value, the torque command value of the first rotating electric machine determined based on the above-mentioned deviation is determined by such an operation (for example, It is possible to gradually change from a predetermined value that is smaller than the value when no operation is performed (compression operation) at a smaller change rate than the case when such an operation (for example, compression operation) is not performed, and as a result, In addition, it is possible to easily reduce the shock that occurs at the beginning of the control of the engine speed by the first rotating electric machine.

According to a third aspect of the present invention, in the control apparatus for a hybrid vehicle according to the second aspect, when the torque command value of the first rotating electric machine is first determined during the transition period, the first value is determined from the deviation. The coefficient at the time of calculating the torque command value of the rotating electric machine is set close to 0, and then the coefficient is gradually approached to the originally set value, so that the torque of the first rotating electric machine determined on the basis of the deviation is set. The command value can be gradually changed from a predetermined value smaller than when the coefficient is not changed to a smaller change rate than when the coefficient is not changed. As a result, the engine speed control by the first rotating electric machine can be performed. Can be easily reduced.

According to the configuration of the fourth aspect, in the control apparatus for a hybrid vehicle according to any one of the first to third aspects, the compression period is changed with a positive correlation with the deviation before compression. Regardless of the magnitude of the deviation, the rate of change of the torque generated by the first rotating electric machine can be suppressed to a certain value or less, and when the deviation before compression is small, the transient period is shortened to improve the operation response. Can be planned.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the control device for a hybrid vehicle according to the present invention will be described with reference to the following embodiments.

[0017]

Embodiment 1 An embodiment of a control device for a hybrid vehicle according to the present invention will be described below with reference to FIG. FIG. 1 shows a system diagram of the hybrid vehicle of this embodiment. (Configuration) 1 is an internal combustion engine (engine), 2 is an output shaft of the internal combustion engine 1, 3 is an intake pipe, 4 is a fuel injection valve, 5 is a throttle valve, 6 is intake air amount adjusting means, 7 is an accelerator sensor, 8
Is a brake sensor, 9 is a shift switch, 10 is power transmission means, and the power transmission means 10 is a first rotating electric machine 10.
10 and a second rotating electric machine 1020. 11
Is a differential device, 12 is an IG switch, 13 is an internal combustion engine control device, 14 is a drive device of the first rotary electric machine 1010 and the second rotary electric machine 1020, 15 is a power storage device including a battery, and 16 is a hybrid control device. is there.

FIG. 2 is a sectional view of the power transmission means 10. As shown in FIG.
The power transmission means 10 includes two rotating electric machines 1010, 102
It has 0. The first rotating electric machine 1010 includes an input shaft 1011 rotatably held by the housing 1000 and mechanically connected to the output shaft 2 of the internal combustion engine 1;
11 is fixed to the inner rotor (the first rotor referred to in the present invention).
Rotor) 2010, and an outer rotor (second rotor in the present invention) 2310 facing the outer peripheral surface of the inner rotor 2010 and rotatably held by the housing. The inner rotor 2010 includes a three-phase armature coil. DC in which a permanent magnet is provided on the inner peripheral surface side of the outer rotor 2310 facing it.
The three-phase armature coil is supplied with a three-phase AC voltage from the driving device 14 through a slip ring device 2610.

The second rotating electric machine 1020 includes a stator 3010 fixed to the inner peripheral surface of the housing and provided to face the outer peripheral surface of the outer rotor 2310, and an outer rotor 2310
And a DC brushless motor provided with permanent magnets on the outer peripheral surface side of the outer rotor 2310. The three-phase armature coil wound around the stator is supplied with a three-phase AC voltage from the driving device 14. The outer rotor 2310 is fixedly fastened to the output shaft 2311 and is connected to the differential device 11 through the output shaft 2311 via the reduction gear mechanism 4000.

Reference numeral 2911 denotes a rotation position sensor for detecting the rotation angle position of the inner rotor 2010, and reference numeral 2912 denotes a rotation position sensor for detecting the rotation angle position of the outer rotor 2310. The internal combustion engine control device 13 stores a fuel consumption rate map of the internal combustion engine 1 and determines an engine operating point at which the internal combustion engine 1 has the highest efficiency based on the received engine power request value and the received fuel consumption rate map. An intake air amount (engine torque required value) and an engine speed command value Ne ′ corresponding to the engine operating point are determined. Further, the internal combustion engine controller 13 controls the throttle valve opening based on the determined intake air amount, and controls the engine speed command value N
e ′ is transmitted to the hybrid controller 16. Note that the internal combustion engine control device 13 drives the electronic control fuel injection device mounted on the internal combustion engine 1 to execute fuel injection control, and also executes known ignition control.

The drive device 14 is a hybrid control device 1
6 to control the first rotating electric machine 1010 and the second rotating electric machine 1020 based on the required torque values of the first and second rotating electric machines to generate torque according to the two required torque values. More specifically, the driving device 14 is configured to control the inner rotor 201 input from the rotation position sensor 2911.
0 based on the inner rotor rotation angle position signal, the outer rotor rotation angle position signal of the outer rotor 2310 input from the rotation position sensor 2912, and the torque required value of the first rotating electric machine. By controlling the three-phase AC voltage applied to the phase armature coil, the first rotating electric machine 1010 generates a torque corresponding to the required torque value. Further, the drive device 14 applies a voltage to the three-phase armature coil of the stator 3010 based on the outer rotor rotation angle position signal of the outer rotor 2310 input from the rotation position sensor 2912 and the torque request value of the second rotating electric machine. By controlling the phase alternating voltage, the second
Of the rotating electric machine 1020 generates a torque corresponding to the required torque value.

The hybrid controller 16 calculates the required engine power power based on the vehicle operation information input from the accelerator sensor 7, the brake sensor 8, and the shift switch 9 and the vehicle speed from a vehicle speed sensor (not shown). Is transmitted to the internal combustion engine control device 13. The hybrid control device 16 receives the received engine speed command value N
In order to control the rotational speed of the first rotating electric machine 1010 so as to satisfy e ′, the first rotating electric machine is controlled based on the rotational angular velocity difference between the two rotors of the first rotating electric machine 1010 transmitted from the driving device 14. The torque request value of 1010 is calculated and instructed to the drive device 14. In addition, the hybrid control device 16
Is the required driving torque of the vehicle and the first rotating electric machine 1010
The required torque value of the second rotary electric machine 1020 is calculated from the difference from the required torque value of the second rotating electric machine 1020, and is output to the drive device 14. (Control operation) Next, the control operation of this device will be described with reference to FIG.
This will be described with reference to the flowchart shown in FIG.

In this flowchart, after calculating the vehicle drive torque request value Td ', the respective torque request values T1, T of the first rotary electric machine 1010 and the second rotary electric machine 1020 are calculated.
2 shows the control operation up to calculating 2. First, a vehicle drive torque request value Td 'is calculated based on the accelerator opening input from the accelerator sensor 7 (S100), and the vehicle speed (or the output shaft rotation speed of the power transmission means 10) V from a vehicle speed sensor (not shown) is calculated. Vehicle drive power demand value Pd '
Is calculated (S102). Note that the required vehicle drive power value Pd 'is calculated by kTd'V. k is a proportionality constant.

Next, the remaining capacity of the battery is read from the SOC meter 17, and the charge / discharge power required value Pb ', that is, the charge / discharge power value required by the battery is determined based on the remaining capacity (S103). The calculation of the required charge / discharge power value Pb ′ based on the remaining capacity will be described in further detail. The power storage device 15 can always perform a predetermined amount of charge / discharge (so that the remaining capacity is in an appropriate range). If the remaining capacity is excessively large, the charge / discharge power demand value Pb ′ is set on the discharge side,
If the remaining capacity is excessively small, the required charge / discharge power value P
b 'is set on the charging side, and even when the remaining capacity is within the above-mentioned appropriate range, the battery is slightly discharged when the remaining capacity is relatively large, and is slightly charged when the remaining capacity is relatively small. I do. The required charge / discharge power value Pb ′ is, for example, the remaining capacity stored in advance and the required charge / discharge power value Pb ′.
And can be obtained from the map.

Next, the required engine power value Pe ′ is
It is calculated from the equation e '= Pd' + Pb '(S104), and the determined required engine power value Pe' is transmitted to the internal combustion engine controller 13 (S106). Internal combustion engine control device 13
Determines an engine operating point for outputting the received engine power demand value Pe 'at the best engine efficiency based on a map that stores in advance, determines an intake air amount corresponding to the engine operating point, and determines The throttle valve opening is controlled based on the determined intake air amount, and an engine speed command value Ne ′, which is the value of the engine speed at the determined engine operating point, is transmitted to the hybrid controller 16.

The hybrid controller 16 receives the engine speed command value Ne '(S108), and requests the torque request value T1' of the first rotating electric machine 1010 and the second rotating electric machine 10 '.
20 (S110), and outputs the required torque values T1 'and T2' to the drive device 14 (S112). Next, the torque request value T performed in S110
The calculation of 1 ′ and T2 ′ will be described in more detail with reference to the flowchart shown in FIG.

First, it is checked whether or not the required engine speed Ne 'is 0 (S1100). If it is 0, the torque request value T1' is set to 0 and the process proceeds to S1110.
2 ′ is calculated. If the engine speed command value Ne 'is not 0, the actual engine speed value Ne is read (S1).
104), a deviation Δω (= Ne−Ne ′) between the engine rotation speed command value Ne ′ and the actual engine rotation value Ne is determined (S1106), and the first rotating electric machine 1 is determined based on the deviation Δω.
010 is a torque request value T1 'which is a torque to be generated.
Is calculated (S1108). This torque request value T1 'is calculated as follows.

T1 ′ = T1′o + ΔT1 = T1′o + f (G · Δω) where T1′o is the previous value of the torque request value T1 ′, f
(G · Δω) is a function value of the product of the gain G and the rotational speed deviation Δω. In this embodiment, for simplicity, T1 ′ = T1′o + G · Δω = T1′o + G · (Ne−
Ne ′), for example, T1 ′ = T1′o + G · (Δω +
K). K is a constant.

Thus, if the actual engine speed value Ne is larger than the engine speed command value Ne ', the required torque value T1' is increased, and the torque T1 of the first rotating electric machine is increased.
(The torque transmitted from the first rotor to the second rotor) increases, the engine is decelerated and approaches the engine speed command value Ne ', and conversely, the actual engine speed value Ne becomes the engine speed command value Ne. If it is smaller than “1”, the torque request value T1 becomes smaller, and the torque T1 of the first rotating electric machine is reduced.
(Torque transmitted from the first rotor to the second rotor) decreases, and the engine is accelerated to approach the engine speed command value Ne '. That is, the first rotating electric machine 1010
Engine speed Ne by the torque feedback control of
Will converge to the engine speed command value Ne '.

In S1108, after determining the required torque value T1 'for the first rotating electric machine 1010, the required torque value T1' is subtracted from the required vehicle driving torque value Td 'to obtain the second required torque value Td'.
(S1110), and returns to step S112 of the routine shown in FIG. 3 to determine the required torque values T1 'and T2.
2 ′ is output to the driving device 14.

Next, the "engine speed control routine immediately after engine start", which is a feature of this embodiment and is executed only during the transient period immediately after engine start, will be described below with reference to the flowchart shown in FIG. In this embodiment, this routine is executed by the hybrid controller 16 every time a predetermined period elapses by interruption. First,
It is checked whether or not the engine is in a transitional period in which the engine is started for a predetermined period from the start based on the input signal about the engine speed (S200). It is obtained by normal arithmetic processing (S202). The transition period here is after the complete combustion of the engine, and includes the above-mentioned overshoot period of the engine speed thereafter.

If the above-mentioned normal arithmetic processing is described again, the internal combustion engine control device 13
The engine operating point at which the internal combustion engine 1 has the highest efficiency is determined based on the required engine power value Pe ′ received from the engine 6 and the fuel efficiency map stored by itself, and the intake air amount and the engine speed corresponding to the engine operating point are determined. And the engine control command value Ne 'is transmitted to the hybrid controller 16 based on the determined intake air amount and the engine speed command value Ne'. The control fuel injection device is driven to execute fuel injection control.

On the other hand, if it is during the transition period, it is checked whether or not the count value N of the counter for determining the time during the transition period is 0, that is, the start time of the transition period (S204). The actual engine speed value Ne0 is set as the engine speed command value Ne '(S20).
6) Otherwise, the engine speed command value Ne 'is set to a function value calculated by substituting N for a predetermined function f (N) (S208). Note that the function f (N) is a curve (shown by a broken line in FIG. 6) in which the initial value is Ne0, the value at the Nmth time is Ne ', and the rate of change monotonically decreases. Of course, a similar function value may be obtained from the map in S208. Nm is the number of routine repetitions indicating the last point in the transition period.

Next, 1 is added to the count value N (S21).
0), the count value N is the above number Nm (for example, 20 times)
Is checked (S212). If it has not reached, the flag of the end of the transient period is set directly if it has reached, the counter is reset, and the process returns to the main routine. According to this control, as shown in FIG. 6, at the beginning of the transition period, the torque request value T1 ′ of the first rotating electrical machine 1010 gradually increases and then gradually decreases, so that a shock absorbing mechanism such as a mechanical damper is used. Shock to the engine can be reduced without using it.

(Modification) In the above embodiment, the first rotating electric machine 1010 is changed by changing the engine speed command value Ne '.
The same effect can be realized by changing the deviation between the measured actual engine speed value and the engine speed command value.

[0036]

Embodiment 2 Another embodiment will be described with reference to the flowchart shown in FIG. This embodiment differs from the flowchart shown in FIG. 5 in that a step S211 for changing the final count value Nm for determining the length of the transition period is added, and will be described in detail below.

At S211, the rotational speed deviation (N) between the engine rotational speed command value Ne 'and the actual engine rotational speed Ne0 is determined.
e0-Ne ') is multiplied by a predetermined constant, and the integer part thereof is set as the final count value Nm. In this way, when the rotational speed deviation is small, the transient control is immediately terminated and the normal control is terminated. Control can be returned.

[0038]

Embodiment 3 Another embodiment will be described with reference to the flowchart shown in FIG. This embodiment shows another example of the "engine speed control routine immediately after engine start (see FIG. 5)" which is executed only during the transition period immediately after engine start in the first embodiment. Ne '
Instead of changing the engine speed command value Ne ′ and the actual engine speed value Ne0 (Ne0−N).
By changing the gain constant (coefficient) to be multiplied by e ′), the same effect as in the first embodiment can be obtained. In this embodiment, this routine is executed by the internal combustion engine control unit 13 every time a predetermined period of time elapses due to interruption. However, the routine may be executed by the hybrid control unit 16.

First, it is determined whether or not the engine is in a transient period for a predetermined period from the start of the engine based on the input signal relating to the engine speed (S200). 'Is obtained by the above-described normal arithmetic processing (S202). The transition period here is after the complete combustion of the engine, and includes the above-mentioned overshoot period of the engine speed thereafter.

If the above-mentioned normal arithmetic processing is described again, the internal combustion engine control device 13
The engine operating point at which the internal combustion engine 1 has the highest efficiency is determined based on the required engine power value Pe ′ received from the engine 6 and the fuel efficiency map stored by itself, and the intake air amount and the engine speed corresponding to the engine operating point are determined. And the engine control command value Ne 'is transmitted to the hybrid controller 16 based on the determined intake air amount and the engine speed command value Ne'. The control fuel injection device is driven to execute fuel injection control.

On the other hand, during the transition period, the engine speed command value Ne 'is obtained as in s202 (S203).
Next, it is checked whether or not the count value N of the counter for determining the time during the transition period is 0, that is, the start point of the transition period (S204). The gain constant (coefficient in the present invention) k for feedback control is set to 0 for the deviation from the command value Ne ′ (S306), otherwise, the gain constant k is substituted for N into a predetermined function f (N). The calculated function value is used (S308). Note that this function f
(N) is a curve in which the initial value is 0, the value at the Nm-th time is a constant value ke ', and the rate of change monotonically decreases. Of course, in S308, a similar function value may be obtained from the map and used as the gain constant k. Nm is the number of routine repetitions indicating the last point in the transition period.

Next, 1 is added to the count value N (S21).
0), the count value N is the above number Nm (for example, 20 times)
Is checked (S212). If it has not reached, the flag of the end of the transient period is set directly if it has reached, the counter is reset, and the process returns to the main routine. According to this control, at the beginning of the transition period, the first
Since the required torque value T1 ′ of the rotating electric machine 1010 gradually increases and then gradually decreases, the shock to the engine can be reduced without using a shock absorbing mechanism such as a mechanical damper.

FIG. 10 shows changes in the engine speed and the torque of the first rotating electric machine when the gain constant k is changed from 0 so as to saturate it.

[Brief description of the drawings]

FIG. 1 is a system diagram of a control device for a hybrid vehicle according to a first embodiment.

FIG. 2 is a sectional view of the power transmission means 10 of FIG.

FIG. 3 is a flowchart illustrating a control operation of the control device of FIG. 1;

FIG. 4 is a flowchart showing an operation of controlling the engine speed of the first rotating electric machine 1010 of the control device of FIG. 1;

FIG. 5 is a flowchart showing an operation of controlling the engine speed of first rotating electrical machine 1010 in a transition period after the engine is started by the control device of FIG. 1;

6 is a timing chart showing changes in the engine speed and the torque of the first rotating electric machine according to the flowchart shown in FIG. 5;

FIG. 7 is a flowchart showing an operation of controlling the engine speed of the first rotating electric machine 1010 in a transition period after the engine is started by the control device of the second embodiment.

FIG. 8 is a timing chart showing changes in the engine speed and the torque of the first rotating electric machine by the conventional hybrid vehicle control device.

9 is a flowchart illustrating another example of the operation of controlling the engine speed of the first rotating electric machine 1010 in the transition period after the engine is started in the control device of FIG. 1;

10 is a timing chart showing changes in the engine speed and the torque of the first rotating electrical machine according to the flowchart shown in FIG. 9;

[Description of Signs] 1 is an internal combustion engine (engine), 10 is power transmission means, 15
Is a power storage means, 2010 is a first rotor, 2310 is a second rotor of the first rotating electric machine and a rotor of the second rotating electric machine, 3
010 is a stator, 1010 is a first rotating electric machine, 102
0 is a second rotating electric machine, 13 is an internal combustion engine control device (control means), 14 is a drive device (control means), and 16 is a hybrid control device (control means).

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[Procedure amendment]

[Submission date] November 15, 1999 (1999.11.
15)

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] Claims

[Correction method] Change

[Correction contents]

[Claims]

[Procedure amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0011

[Correction method] Change

[Correction contents]

[0011]

According to a first aspect of the present invention, there is provided a hybrid vehicle control device comprising: a first rotating electric machine for determining an engine speed; and a second rotating electric machine for generating a vehicle driving torque. The engine speed command value and the engine torque command value are determined based on the driving operation information and the vehicle speed, and the measured actual engine speed value and a deviation between the engine speed command value and a gain multiplied by the deviation. Torque command value of the first rotating electric machine, which is a function value of
Is determined in a direction in which the deviation converges, and the deviation or the gain is preferably compressed during a predetermined transient period after the engine is started.

[Procedure amendment 3]

[Document name to be amended] Statement

[Correction target item name] 0014

[Correction method] Change

[Correction contents]

Furthermore the control device for a hybrid vehicle according to claim 1, wherein according to the configuration of claim 3, wherein, when the first determination of the torque command value of said first rotating electric machine in the transition period, the first from the deviation By setting the gain at the time of calculating the torque command value of the rotating electric machine to near 0, and then gradually approaching this gain to the originally set value, the torque of the first rotating electric machine determined based on the above deviation is set. a command value, the predetermined value smaller than without changing the gain, the gain can be gradually changed at a small rate of change than when the do not change, as a result the engine speed control by the first rotating electric machine Can be easily reduced.

[Procedure amendment 4]

[Document name to be amended] Statement

[Correction target item name] 0037

[Correction method] Change

[Correction contents]

[0037]

Embodiment 3 Another embodiment will be described with reference to the flowchart shown in FIG. This embodiment shows another example of the "engine speed control routine immediately after engine start (see FIG. 5)" which is executed only during the transient period immediately after engine start in the first embodiment. Ne '
Is not changed, the rotation speed deviation (Ne0-N) between the engine rotation speed command value Ne 'and the actual engine rotation value Ne0 is not changed.
by changing the gain (coefficient) to be applied to e '),
An effect similar to that of the first embodiment is obtained. In this embodiment, this routine is executed by the internal combustion engine control unit 13 every time a predetermined period of time elapses due to interruption. However, the routine may be executed by the hybrid control unit 16.

[Procedure amendment 5]

[Document name to be amended] Statement

[Correction target item name] 0041

[Correction method] Change

[Correction contents]

On the other hand, during the transition period, the engine speed command value Ne 'is obtained as in s202 (S203).
Next, it is checked whether or not the count value N of the counter for determining the time during the transition period is 0, that is, the start point of the transition period (S204). If so, the actual engine speed Ne0 and the engine speed read immediately before are checked. gain for feedback control to be applied to the deviation between the command value Ne '(the coefficient) k as 0 (S306), otherwise, calculated by substituting N the gain constant k on a predetermined function f (N) The function value is set (S308). Note that the function f (N) has an initial value of 0 here, and the Nm-th value is a constant value ke ′
Where the rate of change monotonically decreases. of course,
In S308, a similar function value may be obtained from the map and used as the gain constant k. Nm is the number of routine repetitions indicating the last point in the transition period.

[Procedure amendment 6]

[Document name to be amended] Statement

[Correction target item name] 0042

[Correction method] Change

[Correction contents]

[0042] Incidentally, shows changes in engine speed and torque of the first rotating electric machine when changing from 0 to saturate the gain k in FIG. 10.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 29/06 B60K 9/00 Z F02N 11/04 F term (Reference) 3G093 AA07 AA16 BA02 CA01 DA01 DA06 DB00 DB05 DB23 EA05 EA09 EB00 EC02 FA05 FA10 FB03 5H115 PG04 PI13 PI29 PU11 PU24 PU25 PV09 QN06 QN12 RB08 SE02 SE03 SE05 TB01 TD20 TI02 TO21 TO23

Claims (4)

[Claims] An engine, power storage means, power transmission means for transmitting energy between the engine and the power storage means and a vehicle drive shaft, and control means for controlling the power transmission means; Comprises a first rotating electric machine for determining an engine speed and a second rotating electric machine for generating a vehicle driving torque, wherein the control means is determined based on driving operation information and vehicle speed. In a hybrid vehicle control device for determining a torque command value of the first rotating electrical machine in a direction to converge a deviation between an engine speed command value and a measured actual engine speed value, the control means includes: Wherein the deviation or the gain is changed during a predetermined transient period. 2. The control device for a hybrid vehicle according to claim 1, wherein said control means, when determining a torque command value of said first rotating electrical machine during a transition period for the first time, sets said actual rotation speed command value to said actual rotation speed command value. A control device for a hybrid vehicle, wherein the control device is set near an engine speed value and gradually approaches a calculated speed command value. 3. The control device for a hybrid vehicle according to claim 2, wherein the control unit determines the first rotation speed of the first rotating electric machine from the deviation during the first determination of the torque command value of the first rotating electrical machine during a transition period. A control device for a hybrid vehicle, wherein a coefficient for calculating a torque command value of an electric machine is set near 0, and thereafter gradually approaches a value originally set. 4. The control device for a hybrid vehicle according to claim 1, wherein said control means changes said compression period with a positive correlation with said deviation before said compression. A control device for a hybrid vehicle, characterized in that: