JP2003018706A - Device, method and program for hybrid vehicle drive control - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the swing of a hybrid vehicle drive unit from being continued and amplified without lowering a travel feeling when the swing occurs in a drive system. SOLUTION: There are provided: an engine; a generator 16; a drive motor 25; a generator target torque calculation process means 91 for calculating generator target torque; a drive shaft torque estimate process means 93 for estimating drive shaft torque based on a torque equivalent component that corresponds to the generator target torque and the inertia of the generator 16; and a drive motor control process means 92 for controlling the drive motor torque based on the estimated drive shaft torque. The drive shaft torque estimate process means 93 comprises a torque equivalent component conversion process means 94 for forming a non-linear region in a prescribed region of the torque equivalent component. Thus, if the swing occurs in the hybrid vehicle drive unit, the swing can be prevented from being continued and amplified.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle drive control device, a hybrid vehicle drive control method, and a program thereof.

[0002]

2. Description of the Related Art Conventionally, a hybrid type vehicle drive device mounted on a hybrid type vehicle is provided with respective drive parts of a generator and a drive motor, and a drive system connecting the respective drive parts with drive wheels, and a torque of an engine. That is, part of the engine torque is transmitted to the generator (generator motor) and the rest is transmitted to the drive wheels. Therefore, a planetary gear unit including a sun gear, a ring gear and a carrier is arranged in the drive system, the carrier and the engine are connected, and the ring gear and the drive wheels are mechanically connected,
The sun gear and the generator are connected to each other, and the rotation output from the ring gear and the drive motor is transmitted to the drive wheels to generate a driving force.

In this type of hybrid vehicle drive device, the efficiency of the engine is extremely low and the torque of the drive motor, that is, the drive motor torque is larger than the engine torque in the region where the rotation speed is low. The engine is stopped, and the hybrid vehicle is driven in the motor drive mode. At this time, the engine has sliding resistance, and since the inertia is larger than that of the generator, the engine does not rotate and the generator is swung. When the vehicle speed reaches the engine starting vehicle speed suitable for starting the engine after starting, the engine rotation speed, that is, the engine rotation speed, is adjusted by driving the generator, which is suitable for igniting the engine. The engine is started by increasing the rotation speed, and then the drive motor and the engine are driven to drive the hybrid vehicle in the motor / engine drive mode. Also,
Generator torque, that is, generator torque is controlled,
The reaction force necessary to support the engine torque is generated.

By the way, since the engine torque, the torque output from the ring gear, that is, the ring gear torque and the generator torque receive a reaction force, the ring gear torque fluctuates as the generator torque is controlled. However, if the changed ring gear torque is transmitted to the drive wheels as it is, the traveling feeling of the hybrid vehicle is deteriorated.

Therefore, a hybrid vehicle drive control device is arranged to control the hybrid vehicle drive device, and a generator target torque representing a target value of the generator torque, inertia of the generator, and an angle of the generator. The ring gear torque is calculated based on the acceleration, etc., the drive shaft torque at the output shaft of the drive motor is estimated based on the ring gear torque, and the torque required to drive the hybrid vehicle, that is, the vehicle required torque By subtracting only the drive shaft torque, the drive motor target torque representing the target value of the drive motor torque is determined.

[0006]

However, in the above-mentioned conventional hybrid vehicle drive control device, when the driving force generated on the drive wheels is small, it is added to the drive system by the mount supporting the hybrid vehicle drive device. Since the reaction force is small, the drive system is held in a substantially neutral position. Therefore, if the generator is not running,
Alternatively, when the generator torque is small even when driven, for example, when the hybrid vehicle passes through a step, a depression or the like on the road surface and the hybrid vehicle drive device has a stepwise disturbance. The sway occurs in the hybrid vehicle drive device.

In this case, the rotational speeds of the rotary elements constituting the drive system fluctuate, causing a pseudo change in the vehicle speed. Therefore, the engine target torque representing the target value of the engine torque, the generator target torque, etc. change. Resulting in.

Further, not only the generator target torque changes but also the angular acceleration of the generator and the like change, so that the estimated drive shaft torque changes and the drive motor target torque changes. The motor torque changes, the swing is amplified, and the driving feeling deteriorates.

Further, if a resonance state is formed between the resonance frequency of the hybrid vehicle drive unit and the mount and the vibration frequency, the vibration may not be converged and may be continued or amplified. Will be further reduced.

Changes in the engine target torque, the generator target torque, etc. can be reduced by passing the engine target torque, the generator target torque, etc. through a low-pass filter. However, when the low-pass filter is used, the responsiveness of the hybrid vehicle drive control device is reduced accordingly, and when it is necessary to generate the generator target torque in an extremely short time such as when starting the engine, the drive motor The torque cannot be generated properly.

Therefore, in order to avoid the occurrence of a resonance state, it is conceivable to harden the mount and increase the resonance frequency. However, if the mount is hardened, idle vibration due to the engine can be sufficiently removed. It's gone.

The present invention solves the above-mentioned problems of the conventional hybrid type vehicle drive control device, and when the drive system shakes, the driving feeling is not deteriorated and the drive motor torque is appropriately generated. It is an object of the present invention to provide a hybrid-type vehicle drive control device, a hybrid-type vehicle drive control method, and a program therefor capable of sufficiently eliminating idle vibration caused by an engine.

[0013]

Therefore, in the hybrid vehicle drive controller of the present invention, a generator mechanically connected to the engine and the drive wheels, and a drive mechanically connected to the drive wheels. A motor, a generator target torque calculation processing unit that calculates a generator target torque that represents a target value of the generator torque, and the drive motor based on a torque equivalent component corresponding to the generator target torque and the inertia of the generator. And a drive motor control processing means for controlling the drive motor torque based on the estimated drive shaft torque.

The drive shaft torque estimation processing means includes torque equivalent component conversion processing means for forming a non-linear region in a predetermined region of the torque equivalent component.

In another hybrid type vehicle drive control device of the present invention, the non-linear region is a dead zone.

In still another hybrid type vehicle drive control device of the present invention, the non-linear region is formed near the zero point of the torque equivalent component.

In the hybrid vehicle drive control method of the present invention, the generator target torque representing the target value of the generator torque is calculated, and based on the generator target torque and the torque equivalent component corresponding to the inertia of the generator. A drive shaft torque at the output shaft of the drive motor is estimated, and the drive motor torque is controlled based on the estimated drive shaft torque. Then, a non-linear region is formed in a predetermined region of the torque equivalent component.

In the program of the hybrid vehicle drive control method according to the present invention, the computer uses a generator target torque calculation processing means for calculating a generator target torque representing a target value of the generator torque, the generator target torque and the power generation. Based on the torque equivalent component corresponding to the inertia of the machine,
A drive shaft torque estimation processing means for estimating the drive shaft torque at the output shaft of the drive motor and a drive motor control processing means for controlling the drive motor torque based on the estimated drive shaft torque. The drive shaft torque estimation processing means includes torque equivalent component conversion processing means for forming a non-linear region in a predetermined region of the torque equivalent component.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a functional block diagram of a hybrid type vehicle drive control device according to an embodiment of the present invention.

In the figure, 16 is a generator mechanically connected to an engine (not shown) and drive wheels (not shown),
Reference numeral 25 is a drive motor mechanically connected to the drive wheel, and 9
Reference numeral 1 is a generator target torque calculation processing means for calculating a generator target torque representing a target value of the generator torque, and 93 is driven based on the torque equivalent component corresponding to the generator target torque and the inertia of the generator 16. Drive shaft torque estimation processing means for estimating the drive shaft torque at an output shaft (not shown) of the motor 25, and 92 is drive motor control processing means for controlling the drive motor torque based on the estimated drive shaft torque.

Then, the drive shaft torque estimation processing means 9
3 includes a torque equivalent component conversion processing unit 94 that forms a non-linear region in a predetermined region of the torque equivalent component.

FIG. 2 is a conceptual diagram of a hybrid type vehicle in the embodiment of the present invention.

In the figure, 11 is an engine (E / G) arranged on the first axis, 12 is arranged on the first axis, and is generated by driving the engine 11. An output shaft for outputting rotation, 13 is arranged on the first axis, and a planetary gear unit as a differential gear device for changing the speed of rotation input through the output shaft 12, and 14 for the planetary gear unit. 1 is an output shaft which is arranged on the axis line of the planetary gear unit 13 and outputs the rotation after shifting in the planetary gear unit 13, 15 is a first counter drive gear as an output gear fixed to the output shaft 14, and 16 is the first counter drive gear. 1 and is connected to the planetary gear unit 13 via a transmission shaft 17, and further the engine 1
1 is a generator (G) as a first electric motor, which is differentially rotatable and mechanically connected to the motor 1.

The output shaft 14 has a sleeve-like shape and is arranged so as to surround the output shaft 12. The first counter drive gear 15 is arranged closer to the engine 11 than the planetary gear unit 13.

Then, the planetary gear unit 13
Is at least the sun gear S as the first gear element,
A pinion P meshing with the sun gear S, a ring gear R as a second gear element meshing with the pinion P, and a carrier CR as a third gear element rotatably supporting the pinion P are provided. , The sun gear S is arranged on the generator 16 via the transmission shaft 17, and the ring gear R is arranged on the second axis parallel to the first axis via the output shaft 14 and a predetermined gear train. A drive motor (M) 25 and a drive wheel 3 as a second electric motor that is mechanically connected to the engine 11 and the generator 16 so as to be differentially rotatable.
7 and the carrier CR through the output shaft 12 to the engine 11
Connected with. Further, a one-way clutch F is disposed between the carrier CR and the case 10 of the hybrid vehicle drive device, and the one-way clutch F is free when the forward rotation is transmitted from the engine 11 to the carrier CR. When the reverse rotation is transmitted from the generator 16 or the drive motor 25 to the carrier CR, it is locked and the reverse rotation is prevented from being transmitted to the engine 11.

Further, the generator 16 includes the transmission shaft 1
7, a rotor 21 rotatably arranged, a stator 22 arranged around the rotor 21, and a coil 23 wound around the stator 22. The generator 16 generates electric power by the rotation transmitted through the transmission shaft 17. The coil 23 is connected to a battery (not shown) and supplies a direct current to the battery.
A generator brake B is disposed between the rotor 21 and the case 10. By engaging the generator brake B, the rotor 21 is fixed and the rotation of the generator 16 is mechanically stopped. it can.

Further, 26 is an output shaft which is disposed on the second axis and outputs the rotation of the drive motor 25.
A second counter drive gear 7 is an output gear fixed to the output shaft 26. The drive motor 25 is
A rotor 40 fixed to the output shaft 26 and rotatably arranged, and a stator 4 arranged around the rotor 40.
1 and a coil 42 wound around the stator 41.

The drive motor 25 generates a drive motor torque TM by the current supplied to the coil 42. Therefore, the coil 42 is connected to the battery, and a direct current from the battery is converted into an alternating current and supplied.

In order to rotate the drive wheels 37 in the same direction as the rotation of the engine 11, a counter shaft 30 is arranged on a third axis parallel to the first and second axes, and the counter shaft 30 is provided. The shaft 30 is provided with a first counter driven gear 31 and the first counter driven gear 3
The second counter driven gear 32 having more teeth than 1 is fixed. The first counter driven gear 31 and the first counter drive gear 15 are connected to the second counter driven gear 31.
Counter driven gear 32 and the second counter drive gear 27 are meshed with each other, the rotation of the first counter drive gear 15 is reversed, and the first counter driven gear 31 is connected to the second counter drive gear 27.
Is inverted and transmitted to the second counter driven gear 32.

Further, a diff pinion gear 33 having a smaller number of teeth than the first counter driven gear 31 is fixed to the counter shaft 30.

A differential device 36 is arranged on a fourth axis parallel to the first to third axes.
The differential ring gear 35 of the differential device 36 and the differential pinion gear 33 are meshed with each other. Therefore, the rotation transmitted to the differential ring gear 35 is distributed by the differential device 36, and the drive wheel 37 is rotated.
Be transmitted to. In this way, the rotation generated by the engine 11 can be transmitted to the first counter driven gear 31, and the rotation generated by the drive motor 25 can be transmitted to the second counter driven gear 3 as well.
2 can be transmitted to the hybrid type vehicle by driving the engine 11 and the drive motor 25.

Reference numeral 38 is a generator rotor position sensor such as a resolver for detecting the position of the rotor 21, that is, the generator rotor position θG, and 39 is a resolver for detecting the position of the rotor 40, that is, the drive motor rotor position θM. A drive motor rotor position sensor.

Change rate ΔθG of the generator rotor position θG
To calculate the rotation speed of the generator 16, that is, the generator rotation speed NG, and the change rate ΔθM of the drive motor rotor position θM to calculate the rotation speed of the drive motor 25, that is, the drive motor rotation speed. NM can be calculated. In addition, the change rate Δθ
The vehicle speed V can be calculated based on M and the gear ratio γV in the torque transmission system from the output shaft 26 to the drive wheels 37. The generator rotor position θG corresponds to the generator rotation speed NG, and the drive motor rotor position θM corresponds to the drive motor rotation speed NM. Therefore, the generator rotor position sensor 38 detects the generator rotation speed NG. The drive motor rotor position sensor 39 is used as the rotation speed detecting means.
Can also function as drive motor rotation speed detection means for detecting the drive motor rotation speed NM and vehicle speed detection means for detecting the vehicle speed V.

Next, the operation of the planetary gear unit 13 will be described.

FIG. 3 is a diagram for explaining the operation of the planetary gear unit according to the embodiment of the present invention, FIG. 4 is a vehicle speed diagram during normal traveling in the embodiment of the present invention, and FIG. 5 is a normal traveling according to the embodiment of the present invention. It is a torque diagram at the time.

As shown in FIGS. 2 and 3, in the planetary gear unit 13 (FIG. 2), the carrier CR is the engine 11, the sun gear S is the generator 16, and the ring gear R is the drive motor via the output shaft 14. 25 and the drive wheel 37, the rotational speed of the ring gear R, that is, the ring gear rotational speed NR and the output shaft 1
4 is equal to the output shaft rotational speed, the carrier CR is equal to the engine rotational speed NE, and the sun gear S is equal to the generator rotational speed NG. The number of teeth of the ring gear R is ρ times the number of teeth of the sun gear S (2 in the present embodiment).
If it is doubled, the relationship of (ρ + 1) · NE = 1 · NG + ρ · NR holds. Therefore, the ring gear rotation speed N
Based on R and the generator rotation speed NG, the engine rotation speed NE NE = (1NG + ρNR) / (ρ + 1) (1) can be calculated. The equation (1) forms a rotational speed relational expression of the planetary gear unit 13.

Further, engine torque TE and ring gear R
, The ring gear torque TR and the generator torque TG have a relationship of TE: TR: TG = (ρ + 1): ρ: 1 (2) and receive reaction forces from each other. The equation (2) constitutes a torque relational expression of the planetary gear unit 13.

Then, during normal running of the hybrid type vehicle, the ring gear R, the carrier CR and the sun gear S
Are all rotated in the positive direction, and as shown in FIG. 4, the ring gear rotation speed NR, the engine rotation speed NE, and the generator rotation speed NG all take positive values. Further, the ring gear torque TR and the generator torque TG
Can be obtained by proportionally dividing the engine torque TE by the torque ratio determined by the number of teeth of the planetary gear unit 13, and therefore, the ring gear torque TR and the generator torque TG are shown on the torque diagram shown in FIG.
The engine torque TE is obtained by adding and.

Next, the hybrid type vehicle drive control device having the above structure will be described.

FIG. 6 is a conceptual diagram showing a hybrid type vehicle drive control device in the embodiment of the present invention.

In the figure, 10 is a case, 11 is an engine (E / G), 13 is a planetary gear unit, 16 is a generator (G), B is a generator brake for fixing the rotor 21 of the generator 16, 25 is a drive motor (M), 2
8 is an inverter for driving the generator 16, 29
Is an inverter for driving the drive motor 25,
7 is a drive wheel, 38 is a generator rotor position sensor, 39 is a drive motor rotor position sensor, and 43 is a battery. The inverters 28 and 29 are connected to a battery 43 via a power switch SW, and the battery 43 supplies a direct current when the power switch SW is on.
Send to 8 and 29. A smoothing capacitor C is connected between the battery 43 and the inverter 29.

Further, 51 is a vehicle control device as a computer which comprises a CPU, a recording device and the like (not shown), and which controls the entire hybrid vehicle. The vehicle control device 51 includes an engine control device 46 and a generator control. Device 4
7 and a drive motor controller 49. The engine control device 46 is composed of a CPU, a recording device, and the like (not shown), and sends instruction signals such as throttle opening θ and valve timing to the engine 11 in order to control the engine 11. Further, the generator control device 47 includes a CPU, a recording device, and the like (not shown), and the generator 16
Drive signal SG1 to the inverter 28 in order to control
To send. The drive motor control device 49 includes a CPU, a recording device, and the like (not shown), and the drive motor 25
Drive signal SG2 to the inverter 29 in order to control
To send.

The inverter 28 is driven based on the drive signal SG1 and receives a DC current from the battery 43 during power running (driving) to generate a U-phase, V-phase and W-phase current IG.
U, IGV, IGW are generated, and each current IGU, IG
V, IGW are sent to the generator 16, and currents IGU, IGV of the U phase, V phase, and W phase from the generator 16 during regeneration (power generation)
In response to the IGW, a direct current is generated and the battery 43
Send to.

Further, the inverter 29 outputs the drive signal S
It is driven based on G2, receives a DC current from the battery 43 during powering, and supplies the U-phase, V-phase, and W-phase currents IMU,
IMV, IMW are generated to generate respective currents IMU, IMV, I
Send the MW to the drive motor 25, and drive motor 25 during regeneration.
To U-phase, V-phase and W-phase currents IMU, IMV, IMW
In response to this, a direct current is generated and sent to the battery 43.

44 is the state of the battery 43,
That is, a battery remaining amount detecting device that detects the battery remaining amount SOC as a battery state, 52 is an engine rotation speed sensor that detects the engine rotation speed NE, and 53 is the position of a shift lever (not shown) as speed selecting operation means, that is, A shift position sensor for detecting the shift position SP, 54 is an accelerator pedal, 55 is a position (depression amount) of the accelerator pedal 54, that is, an accelerator switch as an accelerator operation detecting means for detecting the accelerator pedal position AP, and 61 is a brake pedal. , 62 are brake switches as a brake operation detecting means for detecting the position (depression amount) of the brake pedal 61, that is, the brake pedal position BP, and 63 is the temperature tmE of the engine 11.
Engine temperature sensor as first drive unit temperature detecting means for detecting the temperature, 64 is power generation as second drive unit temperature detecting means for detecting the temperature of the generator 16, for example, temperature tmG of the coil 23 (FIG. 2). A machine temperature sensor 65 is a third unit that detects the temperature of the drive motor 25, for example, the temperature of the coil 42.
Is a drive motor temperature sensor as a drive unit temperature detection means of the.

66 to 69 are currents IG, respectively.
Current sensor for detecting U, IGV, IMU, IMV, 7
A battery voltage sensor 2 detects the battery voltage VB in the battery state. Further, as the battery state, battery current, battery temperature, etc. can be detected. It should be noted that the battery remaining amount detecting device 44, the battery voltage sensor 72, a battery current sensor (not shown), a battery temperature sensor (not shown), and the like constitute a battery state detecting means.

The vehicle control device 51 uses the engine control system.
Of the engine 11 by sending an engine control signal to the control device 46.
Set drive / stop, read generator rotor position θG
To calculate the generator rotation speed NG,
Read the motor position θM and calculate the drive motor rotation speed NM
Engine rotation speed according to the above rotational speed relational expression
Degree NE is calculated, and the engine is controlled by the engine control device 46.
Engine target rotation speed NE representing the target value of the rotation speed NE
^*To the generator control device 47.
Generator target rotation speed NG representing the target value of rotation speed NG^*,
And a generator target torque representing a target value of the generator torque TG
TG^*Or to the drive motor control device 49,
A drive motor target torque indicating the target value of the drive motor torque TM
Luk TM ^*, And the correction value of the drive motor torque TM
The drive motor torque correction value δTM is set.

Therefore, the generator rotation speed calculation processing means (not shown) of the vehicle control device 51 reads the generator rotor position θG to calculate the generator rotation speed NG, and drives the vehicle control device 51 (not shown). The motor rotation speed calculation processing means is for the drive motor rotor position θM.
Is read to calculate the drive motor rotation speed NM, and the engine rotation speed calculation processing means (not shown) of the vehicle control device 51 calculates the engine rotation speed NE by the rotation speed relational expression. The generator rotation speed calculation processing means, the drive motor rotation speed calculation processing means, and the engine rotation speed calculation processing means respectively detect the generator rotation speed NG, the drive motor rotation speed NM, and the engine rotation speed NE. It functions as a generator rotation speed detection means, a drive motor rotation speed detection means, and an engine rotation speed detection means.

In the present embodiment, the engine speed NE is calculated by the vehicle control device 51, but the engine speed NE can be read from the engine speed sensor 52. In the present embodiment, the vehicle speed V is the drive motor rotor position θ.
Although it is calculated based on M, the ring gear rotation speed NR is detected, the vehicle speed V is calculated based on the ring gear rotation speed NR, the rotation speed of the drive wheels 37,
That is, the vehicle speed V can be calculated based on the drive wheel rotation speed. In that case, as vehicle speed detection means,
A ring gear rotation speed sensor, a drive wheel rotation speed sensor, and the like are provided.

Next, the operation of the hybrid type vehicle drive control device having the above construction will be described.

FIG. 7 is a first main flow chart showing the operation of the hybrid type vehicle drive control device according to the embodiment of the present invention, and FIG. 8 shows the operation of the hybrid type vehicle drive control device according to the embodiment of the present invention. 2 is a main flowchart of FIG. 2, FIG. 9 is a diagram showing a first vehicle demand torque map in the embodiment of the present invention, FIG. 10 is a diagram showing a second vehicle demand torque map in the embodiment of the present invention, and FIG. FIG. 12 is a diagram showing an engine target operating state map in the embodiment of the present invention, and FIG. 12 is a diagram showing an engine drive region map in the embodiment of the present invention. 9, 10 and 12, the horizontal axis represents the vehicle speed V, the vertical axis represents the vehicle required torque TO ^* , the horizontal axis represents the engine rotation speed NE, and the vertical axis represents the engine torque TE. .

First, a vehicle request torque determination processing means (not shown) of the vehicle control device 51 (FIG. 6) performs vehicle request torque determination processing, and the accelerator switch 55 determines the accelerator pedal position AP and the brake switch 62 determines the brake pedal position BP. And the drive motor rotor position θM is read from the drive motor rotor position sensor 39 to calculate the vehicle speed V, and when the accelerator pedal 54 is depressed, the first record of FIG. 9 recorded in the recording device of the vehicle control device 51 is performed. When the brake pedal 61 is stepped on with reference to the vehicle required torque map of No. 2, referring to the second vehicle required torque map of FIG. 10 recorded in the recording device,
A vehicle required torque TO ^* required to drive the hybrid vehicle, which is preset corresponding to the accelerator pedal position AP, the brake pedal position BP, and the vehicle speed V.
To decide.

Subsequently, the vehicle control device 51 determines whether the vehicle required torque TO ^* is larger than the drive motor maximum torque TMmax preset as the rating of the drive motor 25. When the vehicle required torque TO ^* is larger than the drive motor maximum torque TMmax, the vehicle control device 51 determines whether the engine 11 is stopped, and when the engine 11 is stopped, the vehicle control device 51 is not shown. The sudden acceleration control processing means performs the sudden acceleration control processing to drive the drive motor 25 and the generator 16 to drive the hybrid vehicle.

When the vehicle required torque TO ^* is less than or equal to the drive motor maximum torque TMmax, or when the vehicle required torque TO ^* is greater than the drive motor maximum torque TMmax and the engine 11 is being driven, the vehicle control is performed. The driver request output calculation processing means (not shown) of the device 51 performs driver request output calculation processing and multiplies the vehicle request torque TO ^* and the vehicle speed V to obtain the driver request output PD PD = TO ^* V. To calculate.

Next, the battery charging / discharging request output calculation processing means (not shown) of the vehicle control device 51 performs a battery charging / discharging request output calculation process, reads the battery remaining amount SOC from the battery remaining amount detecting device 44, and The battery charge / discharge required output PB is calculated based on the battery remaining amount SOC.

Subsequently, the vehicle request output calculation processing means (not shown) of the vehicle control device 51 performs the vehicle request output calculation processing and adds the driver request output PD and the battery charge / discharge request output PB, Vehicle required output P
Calculate O PO = PD + PB.

Next, the engine target operating condition setting processing means (not shown) of the vehicle control device 51 performs the engine target operating condition setting process, and refers to the engine target operating condition map of FIG. 11 recorded in the recording device. , A point A1 at which the lines PO1 to PO3 representing the vehicle required output PO intersect with the optimum fuel consumption curve L at which the efficiency of the engine 11 is highest at the accelerator pedal positions AP1 to AP6.
~ A3, Am are determined as operating points of the engine 11 in the engine target operating state, engine torques TE1 to TE3, TEm at the operating points are determined as engine target torque TE ^* representing a target value of the engine torque TE, The engine rotational speeds NE1 to NE3 and NEm at the operating points are set to the engine target rotational speed NE.
Determined as ^* .

Then, the vehicle control device 51 refers to the engine drive area map of FIG. 12 recorded in the recording device to judge whether the engine 11 is placed in the drive area AR1. In FIG. 12, AR1 is a drive region in which the engine 11 is driven, and AR2 is the engine 11
Is a stop region where the drive is stopped, and AR3 is a hysteresis region. LE1 is a line on which the stopped engine 11 is driven, and LE2 is a line on which the driven engine 11 is stopped. The line LE1 is moved to the right in FIG. 12 as the battery remaining amount SOC is larger, and the drive area AR1 is narrowed, and is moved to the left in FIG. 12 as the battery remaining amount SOC is smaller, and the drive region is AR1 is widened.

When the engine 11 is not driven even though the engine 11 is placed in the drive area AR1, the engine start control processing means (not shown) of the vehicle control device 51 performs the engine start control processing. ,
The engine 11 is started. Even though the engine 11 is not placed in the drive area AR1, the engine 1
1 is being driven, the engine stop control processing means (not shown) of the vehicle control device 51 performs engine stop control processing to stop the drive of the engine 11. And
When the engine 11 is not placed in the drive area AR1 and the engine 11 is stopped, the drive motor target torque determination processing means (not shown) of the vehicle control device 51 performs drive motor target torque determination processing, The vehicle required torque TO ^* is determined as the drive motor target torque TM ^* , and the drive motor control processing means 92 of the vehicle control device 51 is determined.
(FIG. 1) performs the drive motor control process, and the drive motor 2
5 torque control is performed. As a result, the hybrid vehicle can be driven in the motor drive mode.

Further, when the engine 11 is placed in the drive area AR1 and the engine 11 is driven, the engine control processing means (not shown) of the engine control device 46 performs the engine control processing, and the well-known method is used. The engine 11 is controlled by. As a result, the hybrid vehicle can be driven in the motor / engine drive mode.

Next, the generator rotation speed calculation processing means (not shown) of the vehicle control device 51 performs the generator rotation speed calculation processing to read the drive motor rotor position θM, the drive motor rotor position θM, and the output shaft 26 (see FIG. 2) to the ring gear R, the ring gear rotation speed NR is calculated based on the gear ratio γR, and the engine target rotation speed NE ^* determined in the engine target operating state setting process is calculated ^.
Is read, and the generator target rotation speed NG ^* is calculated and determined by the rotation speed relational expression based on the ring gear rotation speed NR and the engine target rotation speed NE ^* .

Subsequently, the generator / generator brake on / off control processing means (not shown) of the vehicle control device 51 performs generator / generator brake on / off control processing to control the generator 16 and the generator brake. B on / off (engagement / release) control is performed. It should be noted that, as the ON / OFF control of the generator brake B is performed, the rotation speed control of the generator 16 by the generator rotation speed control process described later, or the generator 16 by the generator torque control process described later. Torque control is performed.

Next, the flowchart will be described. Step S1 The accelerator pedal position AP and the brake padal position BP are read. In step S2, the vehicle speed V is calculated. In step S3, the vehicle request torque TO ^* is determined. Step S4 ^{: It} is judged whether the vehicle required torque TO ^* is larger than the drive motor maximum torque TMmax. When the vehicle required torque TO ^* is larger than the drive motor maximum torque TMmax, the vehicle required torque TO ^* is entered in step S5 ^.
Is less than the drive motor maximum torque TMmax, the process proceeds to step S7. In step S5, it is determined whether the engine 11 is stopped. If the engine 11 is stopped, the process proceeds to step S6, and if not stopped (driving), the process proceeds to step S7. In step S6, the rapid acceleration control process is performed, and the process ends. In step S7, the driver request output PD is calculated. In step S8, the battery charge / discharge request output PB is calculated. In step S9, the vehicle request output PO is calculated. Step S10 The operating point of the engine 11 is determined. In step S11, it is determined whether the engine 11 is placed in the drive area AR1. If the engine 11 is placed in the drive area AR1, the process proceeds to step S12, and if not, the process proceeds to step S13. In step S12, it is determined whether the engine 11 is driven. If the engine 11 is being driven, step S16 is performed. If the engine 11 is not being driven, step S1 is performed.
Go to 4. In step S13, it is determined whether the engine 11 is driven. If the engine 11 is being driven, step S15 is performed. If not, step S1 is performed.
Proceed to 9. In step S14, the engine start control process is performed and the process ends. In step S15, the engine stop control process is performed, and the process ends. In step S16, engine control processing is performed. In step S17, the generator target rotation speed NG ^* is determined. In step S18, the generator / generator brake on / off control process is performed, and the process ends. In step S19, the drive motor target torque TM ^* is determined. In step S20, the drive motor control process is performed, and the process ends.

Next, the subroutine of the rapid acceleration control process in step S6 of FIG. 7 will be described.

FIG. 13 is a diagram showing a subroutine of the rapid acceleration control process in the embodiment of the present invention.

First, the generator target torque calculation processing means 91 (FIG. 1) of the sudden acceleration control processing means performs the generator target torque calculation processing to read the vehicle required torque TO ^* ,
The vehicle required torque TO ^* and the drive motor maximum torque TMm
The difference torque ΔT with respect to ax is calculated, and the shortage of the drive motor maximum torque TMmax is calculated and determined as the generator target torque TG ^* .

Then, the drive motor control processing means 92 of the sudden acceleration control processing means performs drive motor control processing,
Set the drive motor target torque TM ^* to the drive motor maximum torque T
The torque of the drive motor 25 (FIG. 6) is controlled to Mmax. Further, the generator torque control processing means of the sudden acceleration control processing means performs generator torque control processing, and performs torque control of the generator 16 based on the generator target torque TG ^* .

Next, the flow chart will be described. Step S6-1: Read the vehicle required torque TO ^* . In step S6-2, the drive motor maximum torque TMmax is set to the drive motor target torque TM ^* . In step S6-3, the difference torque ΔT between the vehicle required torque TO ^* and the drive motor target torque TM ^* is set in the generator target torque TG ^* . In step S6-4, drive motor control processing is performed. Step S6-5 Performs generator torque control processing and returns.

Next, step S20 of FIG. 8 and FIG.
The subroutine of the drive motor control processing in step S6-4 of step S6-4 will be described.

FIG. 14 is a diagram showing a subroutine of drive motor control processing in the embodiment of the present invention.

First, the drive motor control processing means 92 (see FIG.
1) is the drive motor target torque TM^*And drive mortar
Data of the drive motor rotor position θM
The drive motor rotation speed NM is calculated based on
Then, the battery voltage VB is read. Next, the drive mode
The motor control processing means 92 uses the drive motor target torque T.
M ^*, Drive motor rotation speed NM and battery voltage VB
For controlling the drive motor recorded in the recording device based on
Refer to the current command value map (not shown) for the d-axis current
IMd value^*And q-axis current command value IMq^*To decide.

Further, the drive motor control processing means 92
From the current sensors 68 (FIG. 6), 69 to the currents IMU, I
While reading the MV, the current IMW IMW = IMU-IMV is calculated based on the currents IMU and IMV. The current IMW can be detected by a current sensor as well as the currents IMU and IMV.

Subsequently, the drive motor control processing means 92
Performs 3-phase / 2-phase conversion and currents IMU, IMV, IM
W is converted into a d-axis current IMd and a q-axis current IMq, and a voltage command value is calculated based on the d-axis current IMd and the q-axis current IMq, and the d-axis current command value IMd ^* and the q-axis current command value IMq ^*. VMd ^* and VMq ^* are calculated. Then, the drive motor control processing means 92 performs 2-phase / 3-phase conversion to convert the voltage command values VMd ^* , VMq ^* into voltage command values VMU ^* , VMV ^* , VMW ^* , and the voltage command value VMU ^*. , VMV ^* , VMW ^* , pulse width modulation signals SU, SV, SW are calculated, and the pulse width modulation signals SU, SV, SW are output to drive processing means (not shown) of the drive motor control processing means 92. The drive processing means performs drive processing to obtain a pulse width modulation signal SU,
The drive signal S is sent to the inverter 29 based on SV and SW.
Send G2.

Next, the flow chart will be described. Step S6-4-1: The drive motor target torque TM ^* is read. Step S6-4-2: The drive motor rotor position θM is read. Step S6-4-3: The drive motor rotation speed NM is calculated. Step S6-4-4 The battery voltage VB is read. Step S6-4-5 d-axis current command value IMd ^* and q
Determine the axis current command value IMq ^* . Step S6-4-6 The currents IMU and IMV are read. Step S6-4-7 Three-phase / two-phase conversion is performed. Step S6-4-8 Voltage command values VMd ^* , VMq ^*
To calculate. Step S6-4-9 Two-phase / 3-phase conversion is performed. Step S6-4-10 Pulse width modulation signals SU, S
Outputs V and SW and returns.

Next, the subroutine of the generator torque control process in step S6-5 of FIG. 13 will be described.

FIG. 15 is a diagram showing a subroutine of the generator torque control process in the embodiment of the present invention.

First, the generator torque control processing means
The generator target torque TG ^* and the generator rotor position θG are read, the generator rotation speed NG is calculated based on the generator rotor position θG, and the battery voltage VB is read. Subsequently, the generator torque control processing means, based on the generator target torque TG ^* , the generator rotation speed NG, and the battery voltage VB, a current command value map (not shown) for controlling the generator recorded in the recording device. See
The d-axis current command value IGd ^* and the q-axis current command value IGq ^* are determined.

Further, the generator torque control processing means is
Current sensors 66 (FIG. 6), 67 to current IGU, IGV
And the current IGW IGW = IGU-IGV is calculated based on the currents IGU and IGV. The current IGW can be detected by a current sensor as well as the currents IGU and IGV.

Subsequently, the generator torque control processing means performs three-phase / two-phase conversion to generate currents IGU, IGV, IG.
W is converted into a d-axis current IGd and a q-axis current IGq, and the d
Voltage command values VGd ^* , VGq ^* are calculated based on the axis current IGd, the q-axis current IGq, and the d-axis current command value IGd ^* and the q-axis current command value IGq ^* . Then, the generator torque control processing means performs two-phase / three-phase conversion, and sets the voltage command values VGd ^* and VGq ^* to the voltage command value V.
GU ^* , VGV ^* , VGW ^* converted to the voltage command value V
The pulse width modulation signals SU, SV, SW are calculated based on GU ^* , VGV ^* , VGW ^* , and the pulse width modulation signal S is calculated.
U, SV and SW are output to the drive processing means of the generator torque control processing means. The drive processing means performs drive processing and sends a drive signal SG1 to the inverter 28 based on the pulse width modulation signals SU, SV, SW.

Next, the flowchart will be described. Step S6-5-1: Read the generator target torque TG ^* . Step S6-5-2: The generator rotor position θG is read. Step S6-5-3 The generator rotation speed NG is calculated. Step S6-5-4 Read the battery voltage VB. Step S6-5-5 d-axis current command value IGd ^* and q
Determine the axis current command value IGq ^* . Step S6-5-6 The currents IGU and IGV are read. Step S6-5-7 Three-phase / two-phase conversion is performed. Step S6-5-8 Voltage command values VGd ^* , VGq ^*
To calculate. Step S6-5-9 Two-phase / 3-phase conversion is performed. Step S6-5-10 Pulse width modulation signal SU, S
Outputs V and SW and returns.

Next, the subroutine of the engine start control process in step S14 of FIG. 8 will be described.

FIG. 16 is a diagram showing a subroutine of engine start control processing in the embodiment of the present invention, FIG. 17 is a diagram showing a torque equivalent component conversion map in the embodiment of the present invention, and FIG. 18 is an embodiment of the present invention. FIG. 19 is a diagram showing another example of the torque equivalent component conversion map in the embodiment, and FIG. 19 is a diagram showing yet another example of the torque equivalent component conversion map in the embodiment of the present invention. 17 to 19, the horizontal axis represents the torque equivalent component TGI and the vertical axis represents the converted torque equivalent component TGIC.

First, the engine start control processing means reads the throttle opening θ, and the throttle opening θ is 0 [%].
If it is, the vehicle speed V is read, and the operating point of the engine 11 (FIG. 2) determined in the engine target operating state setting process is read. The vehicle speed V is
As described above, it is calculated based on the drive motor rotor position θM.

Subsequently, the engine start control processing means reads the drive motor rotor position θM, calculates the ring gear rotation speed NR based on the drive motor rotor position θM and the gear ratio γR, and at the same time the engine target rotation at the operating point. The speed NE ^* is read, and the generator target rotation speed NG ^* is calculated and determined by the rotation speed relational expression based on the ring gear rotation speed NR and the engine target rotation speed NE ^* .

Then, the engine start control processing means compares the engine rotation speed NE with the preset start rotation speed NEth1 to determine the engine rotation speed NE.
Is higher than the starting rotation speed NEth1. When the engine rotation speed NE is higher than the starting rotation speed NEth1, the engine start control processing means determines that the engine 1
At 1, fuel injection and ignition are performed.

Subsequently, the generator rotation speed control processing means of the engine start control processing means is operated by the generator target rotation speed N.
The generator rotation speed control process is performed based on G ^* to increase the generator rotation speed NG and accordingly the engine rotation speed NE.

By the way, in the generator rotation speed control process, the generator target torque TG ^* is determined, the generator torque control process is performed based on the generator target torque TG ^* , and a predetermined generator torque TG is obtained. When it is generated, as described above, the engine torque TE, the ring gear torque TR, and the generator torque TG receive reaction forces from each other, so that the generator torque TG is converted into the ring gear torque TR and output from the ring gear R. .

Then, as the ring gear torque TR is output from the ring gear R, the generator rotation speed NG fluctuates, and when the ring gear torque TR fluctuates, the fluctuated ring gear torque TR is transmitted to the drive wheels 37, The driving feeling of the hybrid type vehicle is deteriorated. Therefore, the generator 1 accompanying the fluctuation of the generator rotation speed NG
The ring gear torque TR is calculated in consideration of the torque corresponding to 6 inertias (inertia of the rotor 21 and the rotor shaft).

Therefore, the ring gear torque calculation processing means of the engine start control processing means performs the ring gear torque calculation processing, reads the generator target torque TG ^* determined in the generator rotation speed control processing, and Based on the target torque TG ^* and the ratio of the number of teeth of the ring gear R to the number of teeth of the sun gear S, the ring gear torque T
Calculate R.

That is, the inertia of the generator 16 is set to In
When G and the angular acceleration (rotational change rate) of the generator 16 are αG, the sun gear torque TS applied to the sun gear S is
It is obtained by adding a torque equivalent component (inertia torque) TGI TGI = InG · αG to the generator target torque TG ^* , and TS = TG ^* + TGI = TG ^* + InG · αG (3) . The torque equivalent component TGI usually takes a negative value in the acceleration direction during acceleration of the hybrid vehicle and a positive value during deceleration of the hybrid vehicle. Further, the angular acceleration αG is calculated by differentiating the generator rotation speed NG.

The number of teeth of the ring gear R is the sun gear S.
If ρ times the number of teeth of the ring gear torque TR
Is ρ times the sun gear torque TS, so TR = ρ · TS = ρ · (TG ^* + TGI) = ρ · (TG ^* + InG · αG) (4) In this way, the ring gear torque TR can be calculated from the generator target torque TG ^* and the torque equivalent component TGI.

Therefore, the drive shaft torque estimation processing means 93 (FIG. 1) of the engine start control processing means performs the drive shaft torque estimation processing, and corresponds to the generator target torque TG ^* and the inertia of the generator 16 by InG. The torque at the output shaft 26 of the drive motor 25, that is, the drive shaft torque TR / OUT is estimated based on the torque equivalent component TGI. Therefore, the drive shaft torque estimation processing means 93
Calculates the drive shaft torque TR / OUT based on the ring gear torque TR and the ratio of the number of teeth of the second counter drive gear 27 to the number of teeth of the ring gear R.

Since the generator target torque TG ^* is set to zero (0) when the generator brake B is engaged, the ring gear torque TR has a proportional relationship with the engine torque TE. Therefore, the drive shaft torque estimation processing means 9
A second counter drive 3 reads the engine torque TE from the engine control device 46, calculates the ring gear torque TR based on the engine torque TE by the torque relational expression, and calculates the ring gear torque TR and the number of teeth of the ring gear R. The drive shaft torque TR / OUT is estimated based on the ratio of the number of teeth of the gear 27.

Subsequently, the drive motor target torque determination processing means of the engine start control processing means performs drive motor target torque determination processing, and subtracts the drive shaft torque TR / OUT from the vehicle required torque TO ^*. Thus, an excess or deficiency in the drive shaft torque TR / OUT is determined as the drive motor target torque TM ^* .

The drive motor control processing means 92 of the engine start control processing means performs the drive motor control processing, controls the torque of the drive motor 25 based on the estimated drive shaft torque TR / OUT, and drives the drive motor. Control the torque TM.

By the way, when the driving force generated on the driving wheels 37 is small, the reaction force applied to the driving system by the mount supporting the hybrid vehicle driving device is small, so that the driving system is held at the substantially neutral position. Therefore, when the generator 16 is not driven, or when the generator torque TG is small even if it is driven, for example, the hybrid vehicle passes through a step, a dent, or the like on the road surface, and the hybrid vehicle drive device. If there is a stepwise disturbance, the hybrid type vehicle drive device will shake.

In this case, the rotational speeds of the rotary elements constituting the drive system fluctuate, causing a pseudo change in the vehicle speed, resulting in engine target torque TE ^* and generator target torque TG.
^* Etc. will change. Also, the generator target torque T
Not only G ^* changes, but also the angular acceleration αG of the generator 16.
And so on.

Therefore, when the estimated drive shaft torque TR / OUT changes due to these factors, the drive motor target torque TM ^* changes, and as a result, the drive motor torque TM generated by the drive motor 25 changes. As a result, the shaking is amplified and the driving feeling is reduced.

Therefore, in order to prevent the drive motor target torque TM ^* from changing even when the hybrid type vehicle drive device shakes and the rotational speeds of the rotary elements constituting the drive system fluctuate. When calculating the ring gear torque TR from the generator target torque TG ^* and the torque equivalent component TGI by the equation (4), the torque equivalent component TGI is converted to prevent the vibration from being amplified.

Therefore, the torque equivalent component conversion processing means 94 of the drive shaft torque estimation processing means 93 performs the torque equivalent component conversion processing to form a non-linear area in a predetermined area of the torque equivalent component TGI. That is, the torque equivalent component conversion processing means 94 refers to the torque equivalent component conversion map of FIG. 17 recorded in the recording device of the engine control device 46 (FIG. 6) and converts the converted torque corresponding to the calculated torque equivalent component TGI. The equivalent component TGIC is calculated, and the ring gear torque T is calculated based on the converted torque equivalent component TGIC.
R is calculated. The torque equivalent component TGI can be converted by a predetermined logic without using the torque equivalent component conversion map.

In this case, in the torque equivalent component conversion map, the zero point (0 [N
m]), a predetermined region near it is nonlinearized. Therefore, a dead zone is formed as a non-linear region in a predetermined region near the zero point of the torque equivalent component TGI.

That is, when the torque equivalent component TGI is | TGI | <a, the converted torque equivalent component TGI is set to TGIC = 0, and when the torque equivalent component TGI is a≤ | TGI | ≤b, the converted torque equivalent component is Set TGIC to TGIC = 2 · TGI + d. In addition, d is a constant value. However, when the torque equivalent component TGI is TGI ≧ 0, the constant value d is d = −a · c / (b−a), and when the torque equivalent component TGI is TGI <0, the constant value d is , D = a · c / (b−a). When the torque equivalent component TGI is | TGI |> b 2, the converted torque equivalent component TGIC is set to TGIC = TGI.

When referring to the torque equivalent component conversion map of FIG. 18, as shown in the figure, the drive shaft torque T
A predetermined region near the zero point of R / OUT is made non-linear.
Therefore, when a dead zone is formed as a non-linear region in a predetermined region near the zero point of the torque equivalent component TGI and the torque equivalent component TGI is | TGI | <d, the gradient of the converted torque equivalent component TGI is reduced and the torque equivalent When the component TGI is | TGI | ≧ d 2, the gradient of the converted torque equivalent component TGIC is increased.

Further, when referring to the torque equivalent component conversion map of FIG. 19, as shown in the figure, the drive shaft torque T
A predetermined region near the zero point of R / OUT is made non-linear.
Therefore, when a dead zone is formed as a non-linear region in a predetermined region near the zero point of the torque equivalent component TGI and the torque equivalent component TGI is | TGI | <e, the gradient of the converted torque equivalent component TGI is reduced and the torque equivalent When the component TGI is | TGI | ≧ e, the conversion torque equivalent component TGIC is set to TGIC = TGI.

In this way, the dead zone is formed in the predetermined region near the zero point of the torque equivalent component TGI, and the drive shaft torque T
Since the predetermined region of R / OUT is made non-linear, the drive motor target torque TM ^* is maintained even if the hybrid type vehicle drive device fluctuates and the rotational speeds of the rotary elements constituting the drive system vary. It never changes. Therefore, since the swing is not amplified, the driving feeling does not deteriorate.

Further, since it is not necessary to use a low-pass filter, the responsiveness of the hybrid type vehicle drive control device can be increased accordingly, and the drive motor torque TM can be appropriately generated.

Further, in order to avoid the occurrence of the resonance state, it is not necessary to harden the mount to increase the resonance frequency, so that the idle vibration by the engine 11 can be sufficiently removed.

Further, the non-linear region is the torque equivalent component T.
Since it is formed near the zero point of GI, a non-linear region is formed at the center of vibration due to shaking. Therefore,
Drive motor target torque T based on torque equivalent component TGI
It does not significantly affect the determination of M ^* .

Subsequently, the engine start control processing means determines that the engine speed NE is the engine target speed NE.
Adjust the throttle opening θ so that ^* . Next, the engine start control processing means determines whether or not the generator torque TG is smaller than the motoring torque TEth involved in starting the engine 11 in order to determine whether or not the engine 11 is normally driven. , And waits for a predetermined time to elapse while the generator torque TG is smaller than the motoring torque TEth.

When the engine rotation speed NE is equal to or lower than the starting rotation speed NEth1, the engine start control processing means estimates the drive shaft torque TR / OUT as in steps S4-13 to S4-15. Then, the drive motor target torque TM ^* is determined, and drive motor control processing is performed.

Next, the flowchart will be described. Step S14-1: It is determined whether the throttle opening θ is 0%. If the throttle opening θ is 0%, the process proceeds to step S14-3, and if it is not 0%, the process proceeds to step S14-2. Step S14-2 The throttle opening θ is set to 0%, and the process returns to step S14-1. Step S14-3 The vehicle speed V is read. Step S14-4 The operating point of the engine 11 is read. In step S14-5, the generator target rotation speed NG ^* is determined. Step S14-6: It is determined whether the engine rotation speed NE is higher than the starting rotation speed NEth1. If the engine rotational speed NE is higher than the starting rotational speed NEth1, step S14-11 is performed. If the engine rotational speed NE is lower than or equal to the starting rotational speed NEth1, step S14-.
Proceed to 7. Step S14-7 A generator rotation speed control process is performed. In step S14-8, the drive shaft torque TR / OUT is estimated. Step S14-9: The drive motor target torque TM ^* is determined. Step S14-10 Perform drive motor control processing. Step S14-11 Fuel injection and ignition are performed. Step S14-12 A generator rotation speed control process is performed. Step S14-13: Estimate the drive shaft torque TR / OUT. Step S14-14: The drive motor target torque TM ^* is determined. Step S14-15 A drive motor control process is performed. Step S14-16: Adjust the throttle opening θ. Step S14-17: It is judged whether the generator torque TG is smaller than the motoring torque TEth. When the generator torque TG is smaller than the motoring torque TEth, the process proceeds to step S14-18, and the generator torque TG
Is greater than or equal to the motoring torque TEth, the process returns to step S14-11. Step S14-18 Waits for a predetermined time to elapse, and returns.

Next, steps S14-7 and S1 in FIG.
The subroutine of the generator rotation speed control processing in 4-12 will be described.

FIG. 20 is a diagram showing a subroutine of the generator rotation speed control processing in the embodiment of the present invention.

First, the generator rotation speed control processing means determines the generator target rotation speed NG ^* and the generator rotation speed NG.
Is read, PI control is performed based on the differential rotation speed ΔNG between the generator target rotation speed NG ^* and the generator rotation speed NG, and the generator target torque TG ^* is calculated and determined. In this case, the larger the differential rotation speed ΔNG, the larger the generator target torque TG ^* , and the positive / negative is also taken into consideration.

Subsequently, the generator torque control processing means of the generator rotation speed control processing means performs the generator torque control processing of FIG.

Next, the flowchart will be described. Step S14-7-1 Read the generator target rotation speed NG ^* . Step S14-7-2 The generator rotation speed NG is read. Step S14-7-3 Determine the generator target torque TG ^* . Step S14-7-4 Performs generator torque control processing and returns.

Next, the subroutine of the engine stop control processing in step S15 of FIG. 8 will be described.

FIG. 21 is a diagram showing a subroutine of engine stop control processing in the embodiment of the present invention.

First, the engine stop control processing means
Determine if generator brake B (FIG. 6) is released. When the generator brake B is not released and is engaged, the generator brake release control processing means of the engine stop control processing means performs the generator brake release control processing to release the generator brake. .

When the generator brake B is released, the engine stop control processing means stops fuel injection and ignition in the engine 11 and sets the throttle opening θ to 0%.

Subsequently, the engine stop control processing means reads the ring gear rotation speed NR, and the ring gear rotation speed NR and the engine target rotation speed NE ^* (0
[Rpm]), the target generator rotational speed NG ^* is determined by the rotational speed relational expression. Then, the engine stop control processing means performs the generator rotation speed control processing of FIG. 19, and then performs steps S4-13 to S4-1.
Drive shaft torque TR / OUT, as was done in 5.
Is estimated, the drive motor target torque TM ^* is determined, and drive motor control processing is performed.

Next, the engine stop control processing means is
It is determined whether the engine rotation speed NE is less than or equal to the stop rotation speed NEth2, and when the engine rotation speed NE is less than or equal to the stop rotation speed NEth2, switching to the generator 16 is stopped and the generator 16 is shut down.

Next, the flowchart will be described. In step S15-1, it is determined whether the generator brake B is released. If the generator brake B is released, the process proceeds to step S15-3, and if not, the process proceeds to step S15-2. In step S15-2, the generator brake release control process is performed. Step S15-3 Stop fuel injection and ignition. Step S15-4 The throttle opening θ is set to 0 [%]. In step S15-5, the generator target rotation speed NG ^* is determined. Step S15-6 A generator rotation speed control process is performed. In step S15-7, the drive shaft torque TR / OUT is estimated. Step S15-8: The drive motor target torque TM ^* is determined. Step S15-9 A drive motor control process is performed. Step S15-10: It is determined whether the engine rotation speed NE is equal to or lower than the stop rotation speed NEth2. If the engine rotation speed NE is less than or equal to the stop rotation speed NEth2, the process proceeds to step S15-11. If the engine rotation speed NE is greater than the stop rotation speed NEth2, the process returns to step S15-5. Step S15-11 Stop switching for the generator 16 and return.

Next, the subroutine of the generator / generator brake on / off control process in step S18 of FIG. 8 will be described.

FIG. 22 is a diagram showing a subroutine of the generator / generator brake on / off control processing in the embodiment of the present invention.

The hybrid type vehicle having the above structure is
When the generator rotation speed NG is low while the vehicle is running in the engine drive mode, the power consumption increases, the power generation efficiency of the generator 16 (FIG. 6) decreases, and the fuel consumption of the hybrid vehicle is deteriorated accordingly. turn into. Therefore,
When the absolute value of the generator rotation speed NG is smaller than the predetermined rotation speed, the generator brake B is engaged and the generator 16 is mechanically stopped to improve the fuel consumption.

Therefore, the generator / generator brake on / off control processing means is set to the generator target rotational speed NG ^*.
Is read, and the absolute value of the generator target rotation speed NG ^* is a predetermined first rotation speed Nth1 (for example, 500 [rp
m]). When the absolute value of the generator target rotation speed NG ^* becomes smaller than the first rotation speed Nth1, the generator / generator brake on / off control processing means determines whether or not the generator brake B is released. Then, when the generator brake B is released, the generator brake engagement control processing means of the generator / generator brake on / off control processing means performs the generator brake engagement control processing.

When the absolute value of the generator target rotational speed NG ^* is equal to or higher than the first rotational speed Nth1, the generator
The generator brake on / off control processing means determines whether or not the generator brake B is engaged. When the generator brake B is engaged, the generator brake release control processing means of the generator / generator brake on / off control processing means performs the generator brake release control processing to generate the generator When the brake B is not engaged, the generator rotation speed control processing means of the generator / generator brake on / off control processing means performs the generator rotation speed control processing of FIG. Subsequently, the generator / generator brake on / off control processing means performs step S4.
-13 to S4-15, the drive shaft torque TR / OUT is estimated, and the drive motor target torque TM is estimated.
^* Determine and perform drive motor control processing.

Next, the flowchart will be described. Step S18-1 The generator target rotation speed NG ^* is read. Step S18-2: It is judged whether the absolute value of the generator target rotation speed NG ^* is smaller than a predetermined first rotation speed Nth1. The absolute value of the generator target rotation speed NG ^* is the first
If it is lower than the rotation speed Nth1 of step S18-
If the absolute value of the generator target rotation speed NG ^* is equal to or higher than the first rotation speed Nth1, the process proceeds to step S18-5. Step S18-3: It is judged whether the generator brake B is released. If the generator brake B is released, the process proceeds to step S18-4, and if not released, the process returns. Step S18-4 Performs generator brake engagement control processing, and returns. Step S18-5: It is judged whether or not the generator brake B is engaged. If the generator brake B is engaged, the process proceeds to step S18-6, and if not, the process proceeds to step S18-7. Step S18-6 Perform a generator brake release control process, and return. Step S18-7 A generator rotation speed control process is performed. Step S18-8: Estimate the drive shaft torque TR / OUT. In step S18-9, the drive motor target torque TM ^* is determined. Step S18-10 Performs drive motor control processing and returns.

Next, the subroutine of the generator brake engagement control processing in step S18-4 in FIG. 22 will be described.

FIG. 23 is a diagram showing a subroutine of the generator brake engagement control processing in the embodiment of the present invention.

First, the generator brake engagement control processing means changes the generator brake request for requesting engagement of the generator brake B (FIG. 6) from OFF to ON, and the generator target rotation speed NG ^*. Is set to 0 [rpm] and the generator rotation speed control process of FIG. 19 is performed, and then step S4-1.
As in steps 3 to S4-15, the drive shaft torque TR / OUT is estimated, the drive motor target torque TM ^* is determined, and the drive motor control process is performed.

Next, the generator brake engagement control processing means judges whether or not the absolute value of the generator rotation speed NG is smaller than a predetermined second rotation speed Nth2 (for example, 100 [rpm]), The absolute value of the generator speed NG is the second
If the rotation speed is less than Nth2, the generator brake B
Engage from off to on. Then, the generator brake engagement control processing means performs steps S4-13 to S4.
Drive shaft torque TR /
OUT is estimated, the drive motor target torque TM ^* is determined, and drive motor control processing is performed.

When a predetermined time elapses while the generator brake B is engaged, the generator brake engagement control processing means stops switching for the generator 16 and shuts down the generator 16. .

Next, the flowchart will be described. Step S18-4-1: 0 [rpm] is set to the generator target rotation speed NG ^* . Step S18-4-2 Performs a generator rotation speed control process. Step S18-4-3: Estimate the drive shaft torque TR / OUT. Step S18-4-4 Drive motor target torque TM ^*
To decide. Step S18-4-5 A drive motor control process is performed.
Step S18-4-6: It is judged whether or not the absolute value of the generator rotation speed NG is smaller than a predetermined second rotation speed Nth2. If the absolute value of the generator rotation speed NG is smaller than the second rotation speed Nth2, the process proceeds to step S18-4-7, and the absolute value of the generator rotation speed NG is the second rotation speed N.
If th2 or more, the process returns to step S18-4-2. Step S18-4-7 The generator brake B is engaged. Step S18-4-8 The drive shaft torque TR / OUT is estimated. Step S18-4-9 Drive motor target torque TM ^*
To decide. Step S18-4-10 A drive motor control process is performed. Step S18-4-11: It is judged whether or not a predetermined time has passed, and if the predetermined time has passed, step S18
-4-12, if not elapsed, step S1
Return to 8-4-7. Step S18-4-12 Stop switching for the generator 16 and return.

Next, the subroutine of the generator brake release control processing in step S18-6 in FIG. 22 will be described.

FIG. 24 is a diagram showing a subroutine of the generator brake release control process in the embodiment of the present invention.

By the way, in the generator brake engagement control processing, while the generator brake B (FIG. 2) is engaged, the predetermined engine torque TE acts as a reaction force and the generator 16
Since the engine torque TE is transmitted to the rotor 21, the generator torque TG and the engine torque TE greatly change when the generator brake B is simply released, and a shock occurs. Will end up.

Therefore, in the engine control device 46,
The engine torque TE transmitted to the rotor 21 is
Estimated or calculated, the generator brake release control processing hand
The step corresponds to the estimated or calculated engine torque TE.
Torque that is equivalent to engine torque
The engine torque equivalent to the generator target torque TG^*
Set as. Next, the generator brake release system
The processing means performed the generator torque control processing of FIG.
After that, it was performed in steps S4-13 to S4-15.
Drive shaft torque TR / OUT,
Target torque TM ^*Drive motor control processing
U

Subsequently, when a predetermined time elapses after the generator torque control processing is started, the generator brake release control processing means releases the generator brake B from ON to OFF to release the generator target rotation. After setting 0 [rpm] to the speed NG ^* , the generator rotation speed control process of FIG. 19 is performed. Then, the generator brake engagement control processing means,
As in steps S4-13 to S4-15, drive shaft torque TR / OUT is estimated, drive motor target torque TM ^* is determined, and drive motor control processing is performed.
The engine torque equivalent is the engine torque T
It is estimated or calculated by learning the torque ratio of the generator torque TG with respect to E.

Next, the flowchart will be described. Step S18-6-1: Sets the engine torque equivalent to the generator target torque TG ^* . Step S18-6-2 Generator torque control processing is performed. In step S18-6-3, the drive shaft torque TR / OUT is estimated. Step S18-6-4 Drive motor target torque TM ^*
To decide. Step S18-6-5 A drive motor control process is performed. Step S18-6-6: It is judged whether or not a predetermined time has elapsed. If the predetermined time has elapsed, step S18
-6-7, if not elapsed, step S18
Return to -6-2. Step S18-6-7 The generator brake B is released. Step S18-6-8 Set 0 [rpm] to the generator target rotation speed NG ^* . Step S18-6-9 A generator rotation speed control process is performed. Step S18-6-10 Drive shaft torque TR / OUT
To estimate. Step S18-6-11 Drive motor target torque TM
^* Decide. Step S18-6-12 The drive motor control process is performed, and the process returns.

The present invention is not limited to the above-mentioned embodiments, but can be variously modified within the scope of the present invention, and they are not excluded from the scope of the present invention.

[0144]

As described in detail above, according to the present invention, in the hybrid vehicle drive control device, the generator mechanically connected to the engine and the drive wheels, and the drive wheels mechanically. Based on a connected drive motor, a generator target torque calculation processing means for calculating a generator target torque representing a target value of the generator torque, and a torque equivalent component corresponding to the generator target torque and the inertia of the generator. A drive shaft torque estimation processing means for estimating a drive shaft torque at the output shaft of the drive motor, and a drive motor control processing means for controlling the drive motor torque based on the estimated drive shaft torque.

The drive shaft torque estimation processing means comprises a torque equivalent component conversion processing means for forming a non-linear region in a predetermined region of the torque equivalent component.

In this case, since a non-linear region is formed in a predetermined region of the torque equivalent component, even if the hybrid type vehicle drive device fluctuates and the rotational speed of the rotary elements constituting the drive system fluctuates. The drive motor target torque does not change. Therefore, since the swing is not amplified, the driving feeling does not deteriorate.

Further, since it is not necessary to use a low-pass filter, the responsiveness of the hybrid type vehicle drive control device can be increased accordingly, and the drive motor torque can be appropriately generated.

Further, since it is not necessary to harden the mount to raise the resonance frequency in order to avoid the occurrence of the resonance state, idle vibration due to the engine can be sufficiently removed.

In still another hybrid vehicle drive control device of the present invention, the non-linear region is formed near the zero point of the torque equivalent component.

In this case, since the non-linear region is formed near the zero point of the torque equivalent component, the non-linear region is formed at the center of vibration due to the shaking. Therefore, the determination of the drive motor target torque based on the torque equivalent component is not significantly affected.

[Brief description of drawings]

FIG. 1 is a functional block diagram of a hybrid vehicle drive control device according to an embodiment of the present invention.

FIG. 2 is a conceptual diagram of a hybrid vehicle according to an embodiment of the present invention.

FIG. 3 is an operation explanatory diagram of the planetary gear unit according to the embodiment of the present invention.

FIG. 4 is a vehicle speed diagram during normal traveling in the embodiment of the present invention.

FIG. 5 is a torque diagram during normal traveling in the embodiment of the present invention.

FIG. 6 is a conceptual diagram showing a hybrid vehicle drive control device in an embodiment of the present invention.

FIG. 7 is a first main flowchart showing an operation of the hybrid vehicle drive control device in the embodiment of the present invention.

FIG. 8 is a second main flowchart showing an operation of the hybrid vehicle drive control device in the embodiment of the present invention.

FIG. 9 is a diagram showing a first vehicle request torque map in the embodiment of the present invention.

FIG. 10 is a diagram showing a second vehicle request torque map in the embodiment of the present invention.

FIG. 11 is a diagram showing an engine target operating state map in the embodiment of the present invention.

FIG. 12 is a diagram showing an engine drive region map in the embodiment of the present invention.

FIG. 13 is a diagram showing a subroutine of sudden acceleration control processing in the embodiment of the present invention.

FIG. 14 is a diagram showing a subroutine of drive motor control processing in the embodiment of the present invention.

FIG. 15 is a diagram showing a subroutine of generator torque control processing in the embodiment of the present invention.

FIG. 16 is a diagram showing a subroutine of engine start control processing in the embodiment of the present invention.

FIG. 17 is a diagram showing a torque equivalent component conversion map in the embodiment of the present invention.

FIG. 18 is a diagram showing another example of a torque equivalent component conversion map in the embodiment of the present invention.

FIG. 19 is a diagram showing still another example of the torque equivalent component conversion map in the embodiment of the present invention.

FIG. 20 is a diagram showing a subroutine of generator rotation speed control processing in the embodiment of the present invention.

FIG. 21 is a diagram showing a subroutine of engine stop control processing in the embodiment of the present invention.

FIG. 22 is a diagram showing a subroutine of a generator / generator brake on / off control process in the embodiment of the present invention.

FIG. 23 is a diagram showing a subroutine of generator brake engagement control processing in the embodiment of the present invention.

FIG. 24 is a diagram showing a subroutine of generator brake release control processing in the embodiment of the present invention.

[Explanation of symbols]

11 engine 16 generator 25 drive motor 26 Output shaft 37 drive wheels 51 Vehicle control device 91 Generator Target Torque Calculation Processing Means 92 Drive motor control processing means 93 Drive shaft torque estimation processing means 94 Torque equivalent component conversion processing means

   ─────────────────────────────────────────────────── ─── Continued front page    F term (reference) 3G093 AA07 AA16 DA05 DA06 DB09                       DB11 DB15 DB19 DB20 EB00                       EC02 FA10 FB07                 5H115 PA01 PC06 PG04 PI16 PU25                       PV07 PV09 QE02 QE03 QN04                       QN11 QN26 RB26 RE03 RE12                       SE03 SE05 TE02 TE05 TI05                       TO21

Claims (5)

[Claims] 1. A generator mechanically connected to an engine and drive wheels, a drive motor mechanically connected to the drive wheels, and a generator for calculating a generator target torque representing a target value of the generator torque. Machine target torque calculation processing means, and drive shaft torque estimation processing means for estimating the drive shaft torque at the output shaft of the drive motor based on the generator target torque and a torque equivalent component corresponding to the inertia of the generator. And a drive motor control processing means for controlling the drive motor torque based on the drive shaft torque thus generated, and the drive shaft torque estimation processing means forms a non-linear region in a predetermined region of the torque equivalent component. A hybrid vehicle drive control device comprising conversion processing means. 2. The non-linear region is a dead zone.
The hybrid type vehicle drive control device described in 1. 3. The hybrid vehicle drive control device according to claim 1, wherein the non-linear region is formed near a zero point of the torque equivalent component. 4. A generator target torque representing a target value of the generator torque is calculated, and a drive shaft torque at the output shaft of the drive motor is calculated based on the torque equivalent component corresponding to the generator target torque and the inertia of the generator. And controlling the drive motor torque based on the estimated drive shaft torque, and forming a non-linear region in a predetermined region of the torque equivalent component. 5. A computer based on a generator target torque calculation processing unit for calculating a generator target torque representing a target value of the generator torque, a torque equivalent component corresponding to the generator target torque and the inertia of the generator. A drive shaft torque estimation processing means for estimating the drive shaft torque at the output shaft of the drive motor, and a drive motor control processing means for controlling the drive motor torque based on the estimated drive shaft torque, and the drive shaft torque. The program of the hybrid vehicle drive control method, wherein the estimation processing means includes a torque equivalent component conversion processing means for forming a non-linear region in a predetermined region of the torque equivalent component.