JP2008013026A - Motor rotation control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To change motor rotation control constants for a hybrid vehicle according to whether to prioritize a command follow-up response or prioritize a disturbance suppression response. <P>SOLUTION: If it is determined in S1 that a shift is in progress, because a motor must be speed-controlled to change a transmission input speed quickly to the shift speed, a command follow-up response time constant τm is decreased for a faster response and a disturbance suppression response time constant τh is increased for a slower response in S2 while a gain margin is kept intact. If it is determined in S3 that there is an engine start request and it is determined in S4 that a first clutch is disengaged, because the motor must be increased up to an engine start enabling speed, S2 is executed. If it is determined in S4 that the first clutch is engaged, because the motor speed must be controlled to suppress speed fluctuations after the engine start, the disturbance suppression response time constant τh is decreased for a faster response and the command follow-up response time constant τm is increased for a slower response in S5 while the gain margin is kept at a predetermined value in S5. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

The present invention can be driven not only by the engine but also by the power from the motor / generator, in the electric travel (EV) mode in which the vehicle travels only by the power from the motor / generator, and by the power from both the engine and the motor / generator. Regarding hybrid vehicles having a hybrid running (HEV) mode capable of running,
The present invention relates to a motor rotation control device for controlling the rotation speed of a motor / generator with a suitable response.

Conventionally, various types of hybrid drive apparatuses used in the hybrid vehicle as described above have been proposed. As one of them, the one described in Patent Document 1 is known.
The hybrid drive device includes a first clutch that is coupled to a shaft that directs engine rotation to a transmission, includes a motor / generator between the engine and the transmission, and that removably couples the engine and the motor / generator. In addition, instead of the torque converter, the motor / generator and the transmission output shaft are detachably coupled to each other.

  When a hybrid vehicle having such a hybrid drive device stops the engine, disengages the first clutch and engages the second clutch, the hybrid vehicle enters an electric travel (EV) mode in which the vehicle travels only by the power from the motor / generator, When both the first clutch and the second clutch are engaged, a hybrid running (HEV) mode capable of running with power from both the engine and the motor / generator can be set.

In such a hybrid vehicle, when controlling the rotational speed of the motor / generator, generally, feedback control is performed using a disturbance observer so that the motor rotational speed matches the command value.
In such feedback control of the motor speed, a follow-up response to the command value of the motor speed (referred to as a command value follow-up response in this specification) and a suppression response to a disturbance in the motor speed (in this specification, a disturbance suppression response). However, a fast response is preferable.

However, if both the command value follow-up response and disturbance suppression response are made to be fast responses in this way, it is necessary to increase the gain of each control loop, and the margin for loop divergence will be reduced. Causes problems with divergence.
Therefore, usually, the command value tracking response speed (time constant) and the disturbance suppression response speed (time constant) are determined in consideration of the required performance within the range of the loop gain that can secure a gain margin for loop divergence. Generally, it is fixed under the balance.
Japanese Patent Laid-Open No. 11-082260

  By the way, when controlling the rotational speed of the motor / generator in a hybrid vehicle, the speed of the command value following response (time constant) and the speed of the disturbance suppression response (time constant) are each fixed under a predetermined balance as described above. This causes the problem described below.

In other words, in the motor speed control of a hybrid vehicle, the speed of the disturbance suppression response should be given priority over the speed of the command value follow-up response for each situation where the motor speed control is necessary. The speed of the command value follow-up response should be given priority over the speed of the suppression response.
Nevertheless, as described above, the speed of the command value following response and the speed of the disturbance suppression response are each fixed within a predetermined balance. The problem is that the control response determined by these cannot be as required.

  The present invention proposes a motor rotation control device for a hybrid vehicle in which the speed of the command value follow-up response and the speed of the disturbance suppression response can be changed so as to be appropriate according to the situation, and the above problem is solved. With the goal.

For this purpose, the motor rotation control device for a hybrid vehicle according to the present invention has the following configuration described in claim 1.
First, to explain the premise hybrid vehicle,
With engine and motor / generator as power source,
It has an electric travel mode based only on the power from the motor / generator and a hybrid travel mode based on the power from both the engine and the motor / generator,
When controlling the rotational speed of the motor / generator, the rotational speed of the motor / generator matches the rotational speed command value with a predetermined control response determined by the time constant related to the command value tracking response and the time constant related to the disturbance suppression response. It is.

The present invention relates to such a hybrid vehicle,
It is characterized in that the time constant related to the command value following response and the time constant related to the disturbance suppression response are changed according to the target performance while maintaining the gain margin related to the rotational speed control of the motor / generator at a predetermined value.

According to the above-described motor rotation control device for a hybrid vehicle according to the present invention,
Since the time constant related to the command value follow-up response and the time constant related to the disturbance suppression response are changed according to the target performance while keeping the gain margin related to the rotational speed control of the motor / generator at a predetermined value, the following effects can be obtained.

First, since the gain margin is maintained at a predetermined value, the margin for the divergence of the loop is not reduced, and the problem relating to the divergence of the control does not occur.
In addition, in order to change the time constant related to the command value tracking response and the time constant related to the disturbance suppression response according to the target performance,
The command value follow-up response speed and the disturbance suppression response speed can be changed to appropriate values according to the target performance for each situation, and the control response determined by these can always be as required.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 shows a power train of a front engine / rear wheel drive hybrid vehicle equipped with a hybrid drive device to which the motor rotation control device of the present invention can be applied, where 1 is an engine and 2 is a drive wheel (rear wheel). .
In the power train of the hybrid vehicle shown in FIG. 1, the automatic transmission 3 is arranged in tandem at the rear of the engine 1 in the longitudinal direction of the vehicle in the same manner as a normal rear wheel drive vehicle, and the engine 1 (crankshaft 1a) is rotated. A motor / generator 5 is provided in combination with the shaft 4 that transmits to the input shaft 3a of the automatic transmission 3.

The motor / generator 5 functions as a motor or a generator (generator), and is disposed between the engine 1 and the automatic transmission 3.
More specifically, a first clutch 6 is inserted between the motor / generator 5 and the engine 1 and, more specifically, between the shaft 4 and the engine crankshaft 1a, and the engine 1 and the motor / generator 5 are disconnected by the first clutch 6. Join as possible.
Here, the first clutch 6 is assumed to be capable of continuously changing the transmission torque capacity. For example, the first clutch 6 is a wet type engine that can change the transmission torque capacity by continuously controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid. It consists of a plate clutch.

More specifically, a second clutch 7 is inserted between the motor / generator 5 and the automatic transmission 3 and more specifically between the shaft 4 and the transmission input shaft 3a. The second clutch 7 causes the motor / generator 5 and the automatic transmission to be inserted. 3 are separably connected.
Similarly to the first clutch 6, the second clutch 7 can be continuously changed in transmission torque capacity. For example, the proportional torque solenoid can continuously control the clutch hydraulic oil flow rate and clutch hydraulic pressure to change the transmission torque capacity. It consists of possible wet multi-plate clutch.

The automatic transmission 3 is the same as that described in pages C-9 to C-22 on the "Skyline New Car (CV35) Manual" issued by Nissan Motor Co., Ltd. in January 2003. By selectively engaging and releasing friction elements (such as clutches and brakes), the transmission system path (shift stage) is determined by the combination of engagement and release of these friction elements.
Therefore, the automatic transmission 3 shifts the rotation from the input shaft 3a at a gear ratio corresponding to the selected shift speed and outputs it to the output shaft 3b.
This output rotation is distributed and transmitted to the left and right rear wheels 2 by the differential gear device 8 and used for traveling of the vehicle.
However, it goes without saying that the automatic transmission 3 is not limited to the stepped type as described above, and may be a continuously variable transmission.

  In the power train of FIG. 1 described above, the first clutch 6 is released and the second clutch is released when the electric travel (EV) mode used at the time of low load and low vehicle speed including when starting from a stopped state is required. 7 is engaged, and the automatic transmission 3 is brought into a power transmission state.

When the motor / generator 5 is driven in this state, only the output rotation from the motor / generator 5 reaches the transmission input shaft 3a, and the automatic transmission 3 changes the rotation to the input shaft 3a to the selected shift speed. The speed is changed according to the speed and output from the transmission output shaft 3b.
Then, the rotation from the transmission output shaft 3b reaches the rear wheel 2 via the differential gear device 8, and the vehicle can be electrically driven (EV traveling) only by the motor / generator 5.

When a hybrid travel (HEV travel) mode used for high speed travel or heavy load travel is required, both the first clutch 6 and the second clutch 7 are engaged, and the automatic transmission 3 is set in a power transmission state.
In this state, the output rotation from the engine 1 started by the engagement of the first clutch 6, or both the output rotation from the engine 1 and the output rotation from the motor / generator 5 reach the transmission input shaft 3a. The automatic transmission 3 shifts the rotation to the input shaft 3a according to the currently selected shift speed and outputs it from the transmission output shaft 3b.
The rotation from the transmission output shaft 3b then reaches the rear wheel 2 via the differential gear device 8, and the vehicle can be hybrid-driven (HEV-driven) by both the engine 1 and the motor / generator 5.

  In such HEV traveling, when the engine 1 is operated with the optimal fuel efficiency, if the energy becomes surplus, the surplus energy is converted into electric power by operating the motor / generator 5 as a generator by this surplus energy, and this generated power is converted into electric power. By accumulating power to be used for driving the motor of the motor / generator 5, the fuel consumption of the engine 1 can be improved.

In FIG. 1, the first clutch 7 for releasably coupling the motor / generator 5 and the drive wheel 2 is interposed between the motor / generator 5 and the automatic transmission 3,
As shown in FIG. 2, even if the second clutch 7 is interposed between the automatic transmission 3 and the differential gear device 8, the same function can be achieved.

In addition, in FIG. 1 and FIG. 2, a dedicated second clutch 7 is added before or after the automatic transmission 3,
Instead, as the second clutch 7, as shown in FIG. 3, a friction element for selecting a forward shift stage or a friction element for selecting a reverse shift stage existing in the automatic transmission 3 may be used.
In this case, in addition to the second clutch 7 fulfilling the mode selection function described above, the automatic transmission is put into a power transmission state when engaged to fulfill this function, and a dedicated second clutch is not required and the cost is reduced. The top is very advantageous.

  The engine 1, the motor / generator 5, the first clutch 6, and the second clutch 7 constituting the power train of the hybrid vehicle shown in FIGS. 1 to 3 are controlled by a system as shown in FIG.

  The control system shown in FIG. 4 includes an integrated controller 20 that performs integrated control of the operating point of the power train. The operating point of the power train is set to the target engine torque tTe and the target motor / generator torque tTm (the target motor / Generator rotational speed tNm), target transmission torque capacity tTc1 of the first clutch 6, and target transmission torque capacity tTc2 of the second clutch 7.

In order to determine the operating point of the power train, the integrated controller 20
A signal from the engine rotation sensor 11 for detecting the engine speed Ne;
A signal from the motor / generator rotation sensor 12 for detecting the motor / generator rotation speed Nm;
A signal from the input rotation sensor 13 for detecting the transmission input rotation speed Ni,
A signal from the output rotation sensor 14 that detects the transmission output rotation speed No,
A signal from an accelerator opening sensor 15 for detecting an accelerator pedal depression amount (accelerator opening APO) representing a required load state of the engine 1;
A signal from a storage state sensor 16 that detects a storage state SOC (carryable power) of the battery 9 that stores power for the motor / generator 5 is input.

  Among the sensors described above, the engine rotation sensor 11, the motor / generator rotation sensor 12, the input rotation sensor 13, and the output rotation sensor 14 can be arranged as shown in FIGS.

The integrated controller 20 is a driving mode in which the driving force of the vehicle desired by the driver can be realized from the accelerator opening APO, the battery storage state SOC, and the transmission output rotational speed No (vehicle speed VSP) among the above input information. (EV mode, HEV mode), target engine torque tTe, target motor / generator torque tTm (target motor / generator rotation speed tNm during rotation speed control), target first clutch transmission torque capacity tTc1, and target 2 Calculate the clutch transmission torque capacity tTc2.
The target engine torque tTe is supplied to the engine controller 21, and the target motor / generator torque tTm (target motor / generator rotation speed tNm) is supplied to the motor / generator controller 22.

The engine controller 21 controls the engine 1 so that the engine torque Te becomes the target engine torque tTe.
The motor / generator controller 22 controls the motor / generator 5 so that the torque Tm becomes the target motor / generator torque tTm. When the motor / generator 5 controls the rotational speed, the rotational speed Nm is the target. The motor / generator 5 is controlled via the battery 9 and the inverter 10 so that the motor / generator rotational speed tNm is obtained.

  The integrated controller 20 supplies a solenoid current corresponding to the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2 to an engagement control solenoid (not shown) of the first clutch 6 and the second clutch 7, The first clutch 6 and the first clutch 6 so that the transmission torque capacity Tc1 of the first clutch 6 matches the target transmission torque capacity tTc1, and the transmission torque capacity Tc2 of the second clutch 7 matches the target second clutch transmission torque capacity tTc2. The second clutch 7 is individually controlled for engaging force.

  FIG. 5 shows a functional block diagram when the motor / generator controller 22 controls the rotational speed so that the rotational speed Nm of the motor / generator 5 matches the target motor / generator rotational speed tNm (command value) as described above.

The model Gp (s) of the motor / generator 5 that is the control target is J, where the control target inertia term is J and the control target viscosity term is C.
Gp (s) = 1 / (J ・ s + C)
In contrast, the motor / generator speed control block in FIG.
A low-pass filter LPF with a transfer function H (s) = 1 / (1 + τh · s) using a disturbance suppression response time constant τh;
A phase compensator INV that is a combination of the low-pass filter and the inverse system {1 / Gp (s)} of the controlled object model;
Model matching term MM1 of transfer function K1 = (J ・ τm ・ C) / τm using command value tracking response time constant τm,
A transfer function K1 of the model matching term MM1 and a transfer function K2 = (C + K1) / K1 using the controlled object viscosity term C are included.

In FIG. 5, first, the target motor / generator rotation speed tNm is passed through the model matching term MM2, and after the model matching, the motor / generator rotation speed Nm is subtracted from the target motor / generator rotation speed tNm. Find the generator speed deviation.
Then, the motor / generator rotational speed deviation is passed through the model matching term MM1 to obtain the motor / generator rotational speed deviation after the model matching.
This motor / generator rotation speed deviation is a generator rotation speed deviation between the target motor / generator rotation speed tNm and the motor / generator rotation speed Nm.

The phase compensator INV performs phase compensation on the motor / generator rotational speed Nm, and the low-pass filter LPF performs filtering on the final target motor / generator rotational speed to be controlled,
A motor / generator rotational speed deviation between the phase compensated motor / generator rotational speed Nm from the phase compensator INV and the final target motor / generator rotational speed after the filter processing from the low pass filter LPF is obtained.
This motor / generator rotation speed deviation is a generator rotation speed deviation between the final target motor / generator rotation speed and the motor / generator rotation speed Nm.

In the motor / generator rotation speed control block of FIG. 5, the actual motor / generator with respect to the target motor / generator rotation speed tNm where the command value follow-up response time constant τm for determining the transfer function K1 of the model matching term MM1 is the command value. This is a control constant that determines the command value follow-up response speed of the rotational speed Nm. The command value follow-up response speed increases as the command value follow-up response time constant τm decreases.
In the motor / generator rotation speed control block of FIG. 5, the disturbance suppression response time constant τh for determining the transfer function H (s) in the low-pass filter LPF and the phase compensator INV is also under control of the rotation speed of the motor / generator 5. Is a control constant that determines a disturbance suppression response speed that suppresses a change in the rotation control amount due to the disturbance input at, and the disturbance suppression response speed increases as the disturbance suppression response time constant τh decreases.

  The integrated controller 20 in FIG. 4 executes the control program in FIG. 6 when controlling the rotational speed of the motor / generator 5, and changes the command value follow-up response time constant τm and the disturbance suppression response time constant τh according to the present invention. The target rotation control of the motor / generator 5 is performed as follows.

Incidentally, in the power train of the hybrid vehicle shown in FIGS. 1 to 3, there are the following four cases that require the above-described rotation speed control of the motor / generator 5.
(1) When the rotational speed of the motor / generator 5 is increased to the engine startable rotational speed when the first clutch 6 is engaged and the engine 1 is started by the motor / generator 5.
(2) A case where the transmission input rotational speed Ni is changed to the post-shifting rotational speed by the rotational speed control of the motor / generator 5 during the shift of the automatic transmission 3 for the shift shock countermeasure or the shift response control.
(3) When driving the hybrid vehicle under the driving force control while slipping the second clutch 7.
(4) The case where the rotational speed of the motor / generator 5 is controlled so as to suppress the engine rotational fluctuation immediately after the engine start by the motor / generator 5 is completed and the first clutch 6 is completely engaged.

In the present embodiment, for these four cases, the command value follow-up response time constant τm and the disturbance suppression response time constant τh are changed so as to match each request.
First, in step S1, it is checked whether or not the automatic transmission 3 is shifting, that is, whether or not it corresponds to the above-mentioned case (2).

While the automatic transmission 3 is shifting, it is necessary to quickly change the transmission input rotational speed Ni to the post-shifting rotational speed by controlling the rotational speed of the motor / generator 5 for gear shift shock countermeasures or gear shift response control. From step S2, the command value tracking response time constant τm is reduced to speed up the command value tracking response so that the command value tracking response is prioritized over the disturbance suppression response. At the same time, the disturbance suppression response time constant τh Increase the value to slow down the disturbance suppression response.
However, the command value follow-up response time constant τm and disturbance suppression response time constant τh are changed in a manner that does not cause a change in gain margin related to the rotational speed control of the motor / generator 5, and this gain margin is used to diverge the control. Keep the value as large as possible without causing it.

If it is determined in step S1 that the automatic transmission 3 is not shifting, it is determined in step S3 whether or not there is an engine start request associated with mode switching from the EV mode to the HEV mode. In step S4, it is checked whether or not the first clutch 6 that should be engaged when the engine is started is engaged.
If it is determined in step S3 that there is an engine start request and it is determined in step S4 that the first clutch 6 has not been engaged yet, that is, if the above case (1) is satisfied,
Before the first clutch 6 is engaged, the motor / generator 5 needs to be quickly raised to the engine startable rotation speed. Therefore, the control proceeds to step S2 and the disturbance is suppressed while the gain margin is maintained at a predetermined value. The command value tracking response time constant τm is decreased to speed up the command value tracking response so that the command value tracking response is given priority over the response, and at the same time, the disturbance suppression response time constant τh is increased to delay the disturbance suppression response.

However, when it is determined in step S4 that the first clutch 6 is engaged, that is, in the case of (4) described above, the engine start by the motor / generator 5 is finished and the first clutch 6 is disengaged. Since it is necessary to control the rotational speed of the motor / generator 5 so as to suppress the engine rotational fluctuation immediately after complete fastening, the control proceeds to step S5,
In order to give priority to the disturbance suppression response over the command value tracking response, the disturbance suppression response time constant τh is decreased to speed up the disturbance suppression response, and at the same time, the command value tracking response time constant τm is increased to slow down the command value tracking response. To do.
However, the command value follow-up response time constant τm and disturbance suppression response time constant τh are changed in a manner that does not cause a change in gain margin related to the rotational speed control of the motor / generator 5, and this gain margin is used to diverge the control. Keep the value as large as possible without causing it.

If it is determined in step S3 that there is no engine start request (mode switching request from the EV mode to the HEV mode), in step S6, is the hybrid vehicle running under the driving force control while slipping the second clutch 7? Check whether or not.
If it is determined in step S6 that the hybrid vehicle is running while slipping the second clutch 7, that is, if the case of (3) is satisfied, the driving force control by slipping the second clutch 7 is disturbed. The control proceeds to step S5 in order to be performed stably without being affected,
The disturbance suppression response time constant τh is decreased to speed up the disturbance suppression response so that the disturbance suppression response is given priority over the command value tracking response while maintaining the gain margin at a predetermined value. Increase to slow down the command value tracking response.

  If it is determined in step S6 that the hybrid vehicle is not running while slipping the second clutch 7, it is determined in step S1 that the vehicle is not shifting, and in response to the determination that there is no engine start request in step S3. Then, the control proceeds to step S7 for the steady state, and the command value tracking response time constant τm and the disturbance suppression response time constant τh without changing the command value tracking response time constant τm and the disturbance suppression response time constant τh as described above. To the normal value.

  In the above embodiment, the time constant τm and disturbance suppression for the command value tracking response are maintained while keeping the gain margin related to the rotational speed control of the motor / generator 5 as large as possible within the range where the rotational speed control does not diverge. The time constant τh related to the response is used for target performance (whether the command value tracking response should be prioritized or the disturbance suppression response prioritized) during gear shifting, when starting the engine, or during driving force control by slipping of the second clutch. Since it changes according to this, the following effects can be obtained.

First, the gain margin is kept as large as possible within a range that does not cause the divergence of the rotational speed control, and the time constant τm related to the command value tracking response and the time constant τh related to the disturbance suppression response are changed as described above.
It does not reduce the margin for loop divergence and does not cause problems with control divergence.
In order to change the time constant τm related to the command value tracking response and the time constant τh related to the disturbance suppression response according to the target performance,
The command value follow-up response speed and the disturbance suppression response speed can be changed to appropriate values according to the target performance for each situation, and the control response determined by these can always be as required.

FIG. 6 shows an operation time chart when Step S3 and Step S4 in FIG. 6 advance the control to Step S2 after the first clutch 6 is engaged and advance the control to Step S5 after the first clutch 6 is engaged when starting the engine. The above-described effects are added with reference to FIG. 7 and FIG.
In response to the engine start request at the instant t1, the target motor / generator speed tNm is increased to the engine startable speed at the instant t2, and the motor / generator 5 is set so that the actual motor / generator speed Nm follows this tNm. The number of revolutions is controlled.
When the first clutch 6 is engaged at the instant t3 in accordance with the increase in rotation of the motor / generator 5 due to this, the engine start operation is started as apparent from the rise of the engine speed Ne, and the start of the engine start operation is started. Accordingly, the motor / generator rotational speed Nm is lowered as shown in the figure by the engine starting torque.

By the way, in this embodiment, from the engine start request instant t1 to the time t3 when the first clutch 6 is engaged, the command value follow-up response is prioritized over the disturbance suppression response while maintaining the gain margin at a predetermined value. The value follow-up response time constant τm is decreased to speed up the command value follow-up response, and at the same time, the disturbance suppression response time constant τh is increased to slow down the disturbance suppression response (step S2).
As can be seen from the sudden increase in the motor / generator speed Nm shown by the solid line after the instant t2 in FIG. 8, the motor / generator 5 can be quickly increased to the engine startable speed, improving the engine start response. Can do.

On the other hand, after t3 when the first clutch 6 is engaged, the disturbance suppression response time constant τh is reduced so that the disturbance suppression response has priority over the command value tracking response while maintaining the gain margin at a predetermined value. At the same time, the command value tracking response time constant τm is increased to slow down the command value tracking response (step S5).
The speed control of the motor / generator 5 that suppresses the engine rotation fluctuation immediately after the first clutch 6 is engaged after the engine start by the motor / generator 5 can be appropriately performed. As is apparent from the smooth change in the motor / generator rotation speed Nm shown, it is possible to reliably suppress a sudden change in the motor / generator rotation speed Nm due to a disturbance.
Incidentally, in the prior art in which the above-described change of the disturbance suppression response time constant τh and the command value tracking response time constant τm is not made, it is apparent from the large change in the motor / generator rotation speed Nm shown by the broken line after the instant t3 in FIG. Thus, the sudden change of the motor / generator rotational speed Nm due to disturbance occurs.

Although not described in the above embodiment, the amount of change of the time constant τm related to the command value following response and the time constant τh related to the disturbance suppression response is changed according to the change rate of the rotational speed command value tNm of the motor / generator 5. You can also.
The reason for this is that the greater the amount of change in the motor / generator rotational speed command value tNm at the instant t2 in FIGS. 7 and 8, the greater the command value follow-up delay of the motor / generator rotational speed Nm up to the instant t3. This is because, after t3, the change in the motor / generator rotational speed Nm caused by disturbance at the time of engine start increases.
In this sense, when the time constant τm related to the command value tracking response and the time constant τh related to the disturbance suppression response are changed, the change amount is the change amount of the motor / generator rotation speed command value tNm at the instant t2 in FIGS. The larger the is, the better.

In the above embodiment, the description has been made on the assumption that the power train of the hybrid vehicle shown in FIGS. 1 to 3 is used. However, the present invention is not limited to this, and both the hybrid running and the engine starting are performed by one motor / generator. If it is a type of hybrid vehicle, the idea of the present invention can be applied to all types of hybrid vehicles.
In addition, in the embodiment, only the cases (1) to (4) are listed as cases where the rotational speed control of the motor / generator 5 is necessary. However, there are other cases where the rotational speed control of the motor / generator 5 is necessary. In this case, it is needless to say that the idea of the present invention can be applied in the same manner to achieve the same effect.

It is a schematic plan view which shows the power train of the hybrid vehicle which can apply the idea of this invention. It is a schematic plan view which shows the power train of the other hybrid vehicle which can apply the idea of this invention. It is a schematic plan view which shows the power train of the further another hybrid vehicle which can apply the idea of this invention. FIG. 4 is a block diagram showing a control system for the power train shown in FIGS. It is a functional block diagram of motor rotation speed control which the motor / generator controller in the control system performs. It is a flowchart which shows the motor rotation speed control constant change program which the integrated controller in the control system performs. 7 is an operation time chart showing the rotation control of the motor / generator when the motor speed control constant is changed by the control program of FIG. 6 at the time of engine start. FIG. 7 is an operation time chart showing motor / generator rotation control at the time of engine start when the motor rotation speed control constant is changed by the control program of FIG. 6 as compared with the conventional case where the motor rotation speed control constant is not changed.

Explanation of symbols

1 Engine 2 Drive wheel (rear wheel)
3 Automatic transmission 4 Transmission shaft 5 Motor / generator 6 First clutch 7 Second clutch 8 Differential gear device 9 Battery
10 Inverter
11 Engine rotation sensor
12 Motor / generator rotation sensor
13 Transmission input rotation sensor
14 Transmission output rotation sensor
15 Accelerator position sensor
16 Battery charge sensor
20 Integrated controller
21 Engine controller
22 Motor / generator controller

Claims (7)

With engine and motor / generator as power source,
It has an electric travel mode based only on the power from the motor / generator and a hybrid travel mode based on the power from both the engine and the motor / generator,
When controlling the rotational speed of the motor / generator, a hybrid in which the rotational speed of the motor / generator matches the rotational speed command value with a predetermined control response determined by a time constant related to the command value tracking response and a time constant related to the disturbance suppression response. In the vehicle,
The time constant related to the command value following response and the time constant related to the disturbance suppression response are changed according to the target performance while maintaining a gain margin related to the rotation speed control of the motor / generator at a predetermined value. A motor rotation control device for a hybrid vehicle. In the motor rotation control device according to claim 1,
A motor rotation control device for a hybrid vehicle, wherein the time constant related to the command value tracking response and the time constant related to the disturbance suppression response are changed in accordance with a change rate of the rotation speed command value of the motor / generator. . In the motor rotation control device according to claim 1 or 2,
A motor rotation control device for a hybrid vehicle, wherein the time constant related to the command value following response and the time constant related to the disturbance suppression response are changed according to the type of transmission state switching operation of the hybrid vehicle. The hybrid vehicle has a first clutch capable of continuously changing the transmission torque capacity between the engine and the motor / generator, and a second clutch capable of continuously changing the transmission torque capacity between the motor / generator and the driving wheel. Have
By stopping the engine, releasing the first clutch and engaging the second clutch, it is possible to select the electric travel mode using only the power from the motor / generator, and by engaging both the first and second clutches, the engine In the motor rotation control device according to claim 3, wherein the hybrid travel mode by power from both the motor and the generator can be selected.
When the first clutch is engaged to start the engine for switching from the electric travel mode to the hybrid travel mode, the time constant related to the command value tracking response and the time constant related to the disturbance suppression response are set before the first clutch is engaged. A motor rotation control device for a hybrid vehicle, characterized in that the change is made in such a manner that the command value follow-up response is prioritized over the disturbance suppression response. In the motor rotation control device according to claim 4,
When the first clutch is engaged and the engine is started for switching from the electric travel mode to the hybrid travel mode, the time constant related to the command value tracking response and the time constant related to the disturbance suppression response are determined after the first clutch is engaged. A motor rotation control device for a hybrid vehicle, characterized in that the change is made in such a manner that the disturbance suppression response is prioritized over the command following response. In the motor rotation control device according to any one of claims 3 to 5, wherein the hybrid vehicle has a transmission between the motor / generator and a drive wheel.
During the shifting of the transmission, the time constant related to the command value tracking response and the time constant related to the disturbance suppression response are changed in such a manner that the command value tracking response is prioritized over the disturbance suppression response. A motor rotation control device for a hybrid vehicle. In the motor rotation control device according to any one of claims 3 to 6,
During traveling while slipping the second clutch, the time constant related to the command value tracking response and the time constant related to the disturbance suppression response are changed in such a manner that the disturbance suppression response is prioritized over the command value tracking response. A motor rotation control device for a hybrid vehicle, characterized in that:

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