JP2009255876A - Method for controlling power generation for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method for controlling power generation for a hybrid vehicle, improving accuracy in energy balance by matching actual torque of a motor generator and target power generation torque of the motor generator. <P>SOLUTION: In the method for controlling power generation for a hybrid vehicle, an engine, a motor generator, and a transmission driven and connected by a transmission side clutch for detachably coupling the motor generator and the transmission, target power generation amount is obtained by correcting torque of the engine and a second clutch based on a deviation between the actual torque of the motor generator under rotation speed control and the target power generation amount (target power generation torque) of the motor generator. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a power generation control method for a hybrid vehicle in which an engine, a motor generator, and a transmission are drive-coupled by a transmission-side clutch that detachably couples the motor generator and the transmission.

  2. Description of the Related Art Conventionally, there are known various hybrid vehicles in which an engine, a motor generator, and a transmission are drive-coupled by a transmission-side clutch that detachably couples the motor generator and the transmission. In such a conventional hybrid vehicle, when the vehicle is stopped (during operation) and when the vehicle is stopped and at a low speed, the motor generator is controlled in rotational speed (speed control) and the transmission side clutch (starting clutch) is slip controlled. And at the same time as realizing the driving amount, it is generating electricity. When performing the above control, it is necessary to accurately realize the input torque (engine + motor generator) and the output torque (starting clutch transmission torque) of the starting clutch, so the engine torque correction amount is learned. (For example, refer to Patent Document 1).

JP 2002-159105 A

  In the conventional hybrid vehicle described above, since the transmission torque of the start clutch (CL2) is not taken into consideration, the actual start clutch torque becomes larger than the target start clutch torque by the transfer torque of the start clutch, and the speed control of the motor generator is performed. However, there is a problem that the target power generation amount is not realized, that is, the actual MG torque is smaller than the target power generation torque, and the accuracy of the energy balance is deteriorated.

  An object of the present invention is to solve the above-mentioned problems and to provide a power generation control method for a hybrid vehicle in which the actual motor generator torque matches the target power generation torque of the motor generator, and the energy balance accuracy is good. Is.

  The power generation control method for a hybrid vehicle according to the present invention is a power generation control for a hybrid vehicle in which an engine, a motor generator, and a transmission are drive-coupled by a transmission-side clutch that detachably couples the motor generator and the transmission. In the method, the torque of the engine and the transmission side clutch is corrected from the deviation between the actual torque of the motor generator during the rotational speed control and the target power generation amount (target power generation torque) of the motor generator, and the target power generation amount is realized. It is characterized by.

  In the present invention, the torque of the engine and the transmission side clutch is corrected from the deviation between the actual torque of the motor generator during the rotational speed control and the target power generation amount (target power generation torque) of the motor generator, thereby realizing the target power generation amount. Thus, it is possible to obtain a power generation control method for a hybrid vehicle in which the actual motor generator torque matches the target power generation torque of the motor generator, and the energy balance accuracy is good.

  Hereinafter, embodiments of a power generation control method for a hybrid vehicle of the present invention will be described with reference to the drawings.

<About a hybrid vehicle that is a target of the power generation control method of the present invention>
FIG. 1 is a diagram for explaining the configuration of a powertrain system of a hybrid vehicle that is an object of the power generation control method of the present invention. In the example shown in FIG. 1, an output shaft of the engine 1 and an input shaft of a motor generator 2 (hereinafter also referred to as MG) are a first clutch 4 having variable torque capacity (engine-side clutch, hereinafter also referred to as CL1). It is connected through. Further, an output shaft of the MG and an input shaft of an automatic transmission 3 (hereinafter also referred to as AT) are connected, and a tire 7 is connected to the output shaft of the AT via a differential gear 6. Furthermore, one of the variable torque capacity clutches that is responsible for power transmission within the AT depending on the shift state is used as the second clutch 5 (transmission side clutch, hereinafter also referred to as CL2). As a result, the AT synthesizes the power of the engine 1 input via CL1 and the power input from the MG and outputs the resultant to the tire 7. In the configuration of the powertrain system of the hybrid vehicle shown in FIG. 1, the first clutch 4 is provided between the engine 1 and the MG 2. A configuration in which the MG is directly connected can also be adopted.

  For example, a wet multi-plate clutch that can intermittently control the oil flow rate and hydraulic pressure with a proportional solenoid may be used for CL1 and CL2. This powertrain system has two operation modes depending on the connection state of CL1, and in the CL1 disconnected state, it is an EV mode that runs only with the power of MG. In the CL1 connection state, the power of the engine 1 and MG This is the HEV mode for traveling. The engine speed sensor 10 detects the engine speed, the MG speed sensor 11 detects the MG speed, the AT input speed sensor 12 detects the AT input shaft speed, and the AT output speed. And an AT output rotation sensor 13 for detecting. However, the configuration of the hybrid vehicle is not limited to the above configuration, and a new clutch may be provided as CL2 on either the input shaft or the output shaft of the transmission.

  FIG. 2 is a diagram for explaining an example of the configuration of a hybrid system including a control device. In the example shown in FIG. 2, the hybrid system includes an integrated controller 20 that integrally controls the operating point of the powertrain system, an engine controller 21 that controls the engine 1, a motor controller 22 that controls MG, and an inverter that drives MG. 8, a battery 9 that stores electrical energy, a solenoid valve 14 that controls the hydraulic pressure of CL 1, a solenoid valve 15 that controls the hydraulic pressure of CL 2, an APO sensor 17 that detects the accelerator opening, and a state of charge of the battery 9 The SOC sensor 16 is a power train system shown in FIG. The integrated controller 20 selects an operation mode capable of realizing the driving force desired by the driver according to the accelerator opening APO, the battery charge state SOC, and the vehicle speed VSP (proportional to the AT output shaft rotation speed), and the motor controller 22 The target MG torque torque or the target MG rotation speed is commanded to the engine controller 21, the target engine torque is commanded to the solenoid valves 14, 15.

<Description of Power Generation Control Method for Hybrid Vehicle of the Present Invention>
FIG. 3 is a diagram for explaining an example of a control configuration for carrying out a power generation control method for a hybrid vehicle of the present invention, and FIG. 4 is a flowchart for explaining an example of a power generation control method for a hybrid vehicle of the present invention. . 5 to 8 and 9 to 12 are time charts showing states under various conditions in the power generation control method for a hybrid vehicle of the present invention. As can be seen from these figures, the hybrid vehicle power generation control method according to the present invention corrects the engine 1 and the second clutch 5 (CL2) in accordance with the power generation state, and realizes a target power generation amount. is there. Hereinafter, the concrete implementation method is demonstrated.

  In the example shown in FIG. 3, an accelerator opening degree detecting means 51, a vehicle speed detecting means 52, an SOC detecting means 53, an engine speed detecting means 54, a motor speed detecting means 55, as sensors for performing various types of input data, Estimated motor torque detection means 56 is provided. The target power generation torque is calculated by the target drive torque calculation means 61, the target power generation amount calculation means 62, and the torque distribution calculation means 63. The power generation correction torque calculating means 64 determines the power generation correction torque from the calculated target power generation torque, the estimated motor torque obtained by the estimated motor torque detection means 56, the target motor rotation speed, and the actual motor rotation speed. The generated power generation correction torque is distributed by the power generation correction torque distribution means 65 to the correction amount of the engine torque and the correction amount of the second clutch torque. The distributed correction amount of the engine torque is supplied to the engine torque control means 72 via the target engine torque calculation means 71 to correct the engine torque. The distributed correction amount of the second clutch torque is supplied to the clutch torque control unit 83 via the correction torque phase compensation calculation unit 81 and the target clutch torque capacity calculation unit 82 to correct the second clutch torque. In addition, 91 is a target motor speed calculating means, 92 is a target speed correction torque calculating means, and 93 is a motor speed control means.

  An example of the power generation control method for the hybrid vehicle of the present invention will be described according to the flowchart shown in FIG. In the example shown in FIG. 4, first, data is received from each ECU (S01), and sensor values are read (S02). Next, based on the APO information obtained by the accelerator opening degree detection means 51 and the vehicle speed information obtained by the vehicle speed detection means 52, the target drive torque calculation means 61 performs target drive torque calculation (S03). Next, the target drive torque obtained by the target drive torque calculation means 61, the APO information, the SOC information obtained by the SOC detection means 53, the engine speed obtained by the engine speed detection means 54, and the motor speed detection means 54 are obtained. The target power generation amount calculating means 62 calculates the target power generation amount based on the engine speed and the motor rotation number obtained by the motor rotation number detecting means 55 (S04). Next, based on the target power generation amount obtained by the target power generation amount calculation means 62 and the target drive torque obtained by the target drive torque calculation means 61, the torque distribution calculation means 63 calculates the torque to the target engine torque and the target power generation torque. The distribution is calculated (S05). Next, based on the APO information and the vehicle speed information, the target motor rotation number calculation means 91 calculates the target motor rotation number (S06). Next, based on the calculated target motor rotation speed, the target rotation correction torque calculation means 92 calculates the target rotation correction torque (S07).

  The following steps after that are characteristic features of the power generation control method for the hybrid vehicle of the present invention. First, the power generation correction torque calculating means 64 calculates the power generation correction torque based on the target motor rotation speed, APO information, motor rotation speed, target power generation torque and actual MG torque (S08). Next, the power generation correction torque obtained by calculation is distributed to the engine torque correction amount and the second clutch torque correction amount in the power generation correction torque distribution means 65 (S09). Next, based on the distributed second clutch torque correction amount, the correction torque phase compensation calculating means 81 calculates a correction command for the second clutch in phase with the correction command for the engine (S10). Then, based on the distributed engine torque correction amount, the target rotation correction torque, and the rotation engine torque, the target engine torque calculation means 71 calculates the target engine torque (S11). Next, the target clutch torque capacity calculation means 82 calculates the target clutch torque based on the phase-corrected second clutch torque correction amount and the target drive torque (S12). Finally, data is transmitted to each ECU (S13).

  Next, the power generation control method for a hybrid vehicle of the present invention will be described with reference to the conventional power generation control method for a hybrid vehicle in FIG. In any example, the relationship between the accelerator pedal operation amount (APO) and the brake, the relationship between the actual torque of the second clutch (CL2), the target drive torque, and the actual engine torque, and further, the actual motor generator (MG) The relationship between the torque and the MG target power generation amount (target power generation torque) and the relationship between the actual engine speed and the actual automatic transmission (AT) are shown as time charts, respectively.

  FIG. 20 is a diagram for explaining a problem in a conventional hybrid vehicle. In the example shown in FIG. 20, the relationship between the accelerator pedal operation amount (APO) and the brake, the relationship between the actual torque of the second clutch (hereinafter also referred to as CL2), the target drive torque, and the actual engine torque, Relationship between actual motor generator (hereinafter also referred to as MG) torque and MG target power generation amount (target power generation torque), relationship between actual engine speed and actual automatic transmission (hereinafter also referred to as AT), Are shown as time charts. In the conventional example shown in FIG. 20, the problem that the actual MG torque becomes smaller than the target power generation torque and the energy balance becomes worse is solved by the example shown in the following time chart.

  The time charts shown in FIGS. 5 to 8 show a state in which pedal force is applied to the brake when the APO is small, that is, when the vehicle is stopped or at a low speed. The example shown in FIG. 5 shows an example in which the APO is small and the power generation is excessive, and the engine torque is excessive. In the example shown in FIG. 5, it is detected that the actual MG torque is larger than the target power generation torque due to the brake pedal force and the power generation amount is large, and the engine torque is corrected based on the vehicle information, and specifically, matched with the target engine torque. As described above, the target power generation amount is realized by reducing the actual engine torque. Examples of the reason why the actual engine torque becomes larger than the target engine torque include environmental factors such as individual variation, display deterioration, temperature, and atmospheric pressure. The example shown in FIG. 6 shows an example in which the APO is small and power generation is insufficient, and the second clutch torque is excessive. In the example shown in FIG. 6, it is detected that the actual MG torque becomes smaller than the target power generation torque due to the brake depression force, and the power generation amount is small, and the second clutch torque capacity is corrected based on the vehicle information. By reducing the actual CL2 torque so as to match the torque, the target power generation amount is realized. The example shown in FIG. 7 shows an example in which the APO is small and power generation is insufficient and the engine torque is insufficient. In the example shown in FIG. 7, it is detected that the actual MG torque becomes smaller than the target power generation torque due to the brake depression force and the power generation amount is small, and the second clutch torque is corrected based on the vehicle information. On the other hand, the target power generation amount is realized by reducing the actual CL2 torque. Since the driving torque is corrected, a larger amount of driving torque is required as the increase in the vehicle speed is delayed, and as a result, the engine torque increases. Further, the balance between the engine torque and the clutch torque can be achieved by the effect of the correction torque. The example shown in FIG. 8 shows an example in which the APO is small and the power generation is excessive and the second clutch torque is insufficient. In the example shown in FIG. 8, it is detected that the actual MG torque is larger than the target power generation torque due to the brake pedal force and the power generation amount is large, and the engine torque is corrected based on the vehicle information. Target power generation is achieved by reducing the actual engine torque.

  The time charts shown in FIGS. 9 to 12 show a state where the APO is large, that is, the accelerator is stepped on due to the driver's acceleration intention. The example shown in FIG. 9 shows an example in which the APO is large and the power generation is excessive, and the engine torque is excessive. In the example shown in FIG. 9, it is detected that the actual MG torque becomes larger than the target power generation torque as the APO increases and the power generation amount is large, and the second clutch torque is corrected based on the vehicle information. The target power generation amount is realized by raising the clutch torque from the target drive torque. The example shown in FIG. 10 shows an example where the APO is large and the power generation is excessive and the second clutch torque is insufficient. In the example shown in FIG. 10, it is detected that the actual MG torque becomes larger than the target power generation torque as the APO increases and the power generation amount is large, and the second clutch torque is corrected based on the vehicle information. The target power generation amount is achieved by increasing the torque to match the target drive torque. In the example shown in FIG. 11, the actual MG torque becomes smaller than the target power generation torque as the APO increases, and the power generation amount is insufficient. In the example shown in FIG. 11, it is detected that the actual MG torque becomes smaller than the target power generation torque as the APO increases and the power generation amount is insufficient, and the actual engine torque is increased based on the vehicle information to match the target engine torque. The target power generation is achieved. The example shown in FIG. 12 shows an example where the APO is large and power generation is insufficient, and the second clutch torque is excessive. In the example shown in FIG. 12, the target power generation amount is realized by detecting that the actual MG torque is smaller than the target power generation torque as the APO increases and the power generation amount is insufficient, and increasing the actual engine torque based on the vehicle information. is doing.

  Next, the contents of important constituent means in the control configuration shown in FIG. 3 will be further described.

<Regarding the target driving torque calculating means 62>
In the control configuration shown in FIG. 3, the target drive torque calculation means 61 calculates the target drive torque according to the vehicle speed and the accelerator opening. The torque distribution calculation means 63 calculates a target engine torque that is a basic engine torque command and a target power generation torque (target power generation amount) that is a basic motor generator command in accordance with the target drive torque, SOC, vehicle speed, and the like. The target motor speed calculation means 91 calculates a target motor generator speed according to the accelerator opening and the vehicle speed. The target rotational speed correction correction torque calculation means 92 calculates a torque command in consideration of the engine (ENG) + motor generator (MG) inertia. For example, it is calculated by calculating with the following equation (1). Also, a map with the target rotation speed and target drive torque as arguments may be used.
Target rotational speed correction torque = J · s / (τ · s + 1) (1)
Here, J: ENG + MG moment of inertia, τ: time constant for obtaining predetermined characteristics. In this way, by considering the target rotational speed fluctuation in the engine torque command, the energy used for the rotational fluctuation can be considered separately from the driving quantity, and the target power generation amount can be realized with high accuracy.

<About the power generation correction torque calculation means 64>
FIG. 13 is a diagram showing an example of the configuration of the power generation correction torque calculation means 64. As shown in FIG. In the example shown in FIG. 13, the actual torque of the motor generator during the rotation speed control is calculated as the estimated motor torque and the torque used in accordance with the target rotation change in the motor rotation speed control system including the motor target rotation speed and the actual motor rotation speed. , Seeking by taking the difference. Then, the power generation correction torque is obtained from the difference between the target power generation torque and the obtained actual MG torque (actual torque of the motor generator). The target power generation torque is defined as a negative value according to the polarity of the motor. When the estimated motor torque is negative, it is defined as regeneration. As another example, the actual power generation amount (actual MG torque) may be estimated from the battery current and the voltage. Further, in this example, when the actual power generation amount (actual MG torque) is obtained, the torque (electric power) used for correcting the transient response is removed in order to take advantage of the disturbance correction by the quick response of the motor. Specifically, the torque (electric power) used to eliminate the deviation from the target rotation of the motor and the torque (electric power) used to suppress high-frequency disturbances. In FIG. 13, G is the gain of the PI term.

<About power generation correction torque distribution means 65>
FIGS. 14 to 16 are diagrams for explaining an example of the configuration of the power generation correction torque distribution means 65, FIG. 14 shows the concept of power generation correction torque distribution, and FIG. 15 calculates the power generation correction torque distribution coefficient K. FIG. 16 is a block diagram for calculating the power generation correction torque distribution.

  As shown in FIG. 14, the distribution of the power generation correction torque is performed based on the relationship of the actual MG torque with respect to the target power generation torque (target power generation amount). In the example shown in FIG. 14, when the APO is small, a large driving force is not required, so control is performed so as to cope with a direction in which acceleration does not occur. On the other hand, when APO is large, since a large driving force is required, control is performed so as to cope with a direction not to decelerate.

  As shown in FIG. 15, in the calculation of the power generation correction torque distribution coefficient K, first, it is determined whether the shift range is P or N (S21). If the result of determination in S21 is that the shift range is P or N, K = 1. On the other hand, if the result of determination in S21 is that the shift range is other than P or N, it is further determined whether or not APO is small (S22). If the APO is small as a result of the determination in S22, it is further determined whether the power generation correction torque is greater than or equal to a threshold value (S23). If the power generation correction torque is greater than or equal to the threshold value as a result of the determination in S23, K is determined according to the vehicle speed according to the pattern (I) obtained in advance. On the other hand, if the power generation correction torque is less than the threshold value as a result of the determination in S23, K is determined according to the vehicle speed in accordance with the previously obtained pattern (II). If the result of determination in S22 is that APO is not small, it is further determined whether or not the desired power generation torque is greater than or equal to a threshold value (S24). If the power generation correction torque is greater than or equal to the threshold value as a result of the determination in S24, K is determined according to the vehicle speed according to the pattern (III) obtained in advance. On the other hand, if the power generation correction torque is less than the threshold value as a result of the determination in S24, K is determined according to the vehicle speed according to the pattern (IV) obtained in advance. The determinations at S22, S23, and S24 are for providing hysteresis to the power generation correction torque to prevent hunting.

  Then, as shown in FIG. 16, based on the obtained power generation correction torque distribution coefficient K, the power generation correction torque is distributed to the correction engine torque (engine torque correction amount) and the correction clutch torque capacity (second clutch torque correction amount). To do. In FIG. 16, a rate of change restriction is applied to the power generation correction torque distribution coefficient K so that the driver does not feel uncomfortable.

  As shown in FIGS. 14 to 16, in the power generation correction torque distribution means 65, the actual power generation amount (actual MG torque) with respect to the target power generation amount (target power generation torque), driver intention such as accelerator opening, vehicle speed, shift range, vehicle The power generation correction torque is distributed to the engine and the second clutch in consideration of the state. With this configuration, it is possible to achieve the target power generation amount without giving the driver a sense of incongruity, and without depending on a low rotation region such as idle rotation or an environmental change such as atmospheric pressure. Further, the same control system can cope with any state of the non-running state (P, N range) / running state (D, R range).

<Regarding Correction Torque Phase Compensation Calculation Unit 81>
FIG. 17 is a diagram showing a configuration of an example of the correction torque phase compensation calculation means 81. As shown in FIG. In FIG. 17, the distributed correction torque, here, the correction engine torque and the correction clutch torque capacity are subjected to phase compensation in consideration of the fact that the characteristics of the actuator to be realized are different. For example, in the example shown in FIG. 17, the corrected clutch torque capacity is phase-compensated by the corrected torque phase compensation calculation means 81 based on the characteristics of the engine and the second clutch, and the corrected torque of both is adjusted by matching the engine with a slow response. Are in phase. With this configuration, the phases of the two actuators (engine and second clutch) for correcting the deviation can be matched so as not to give the driver a sense of incongruity, and the target power generation amount can be suitably realized. .

<Regarding the target power generation amount calculating means 62>
18 and 19 are diagrams for explaining an example of the target power generation amount calculation means 62. FIG. 18 shows the concept of target power generation amount calculation, and FIG. 19 shows the calculation of the target power generation amount (when the SOC is appropriate). An example is shown. In the example shown in FIGS. 18 and 19, the target power generation amount is basically calculated based on the accelerator opening (APO: driver requested driving force) and the state of charge (SOC) of the battery.

  In the example shown in FIG. 18, in a state defined as SOC: high, basically, power generation is not performed, and only the engine travels. In the state defined as SOC: low, the target power generation amount is basically calculated according to the power that can be input by the battery. However, when the accelerator opening is small, the restrictions required from the sound and vibration of the engine torque are taken into account. The demand from sound and vibration is determined in consideration of engine rotation, vehicle speed, etc. SOC: In a state defined as appropriate, the efficiency (ENG, MG) to be emphasized is switched depending on the accelerator opening. SOC: In an appropriate state, the target power generation amount is calculated in consideration of the efficiency of the ENG torque and the MG torque. As a specific example, calculation is performed according to the example of FIG. Further, the target power generation amount is positive (assist travel) according to the requested driving force. SOC: When the state is defined as appropriate and the accelerator opening is small, the restriction required from the sound / vibration of the ENG torque is taken into consideration.

An example of the target power generation amount calculation when the SOC is appropriate will be described with reference to FIG.
(1) A map in which the engine rotation and the target drive torque are offset is cut out from the engine efficiency map.
(2) A map at the same rotation is cut out from the MG efficiency map.
(3) Based on the integration result of (1) and (2), the target power generation torque with the highest efficiency is calculated.
(4) When the APO is small, the power generation amount calculated in (3) is set to be equal to or less than engine torque limit-target drive torque.

  In the example of the target power generation amount calculation shown in FIGS. 18 and 19, the target power generation amount is set to be positive (assist travel is performed) according to the requested driving force, and the same control system is used during assist travel. Can be dealt with. Further, since the target power generation amount is determined in consideration of the efficiency of the engine and the motor, efficient power generation can be performed and fuel efficiency is improved.

  According to the power generation control method for a hybrid vehicle of the present invention, the torque of the engine and the second clutch is calculated from the deviation between the actual torque of the motor generator during the rotational speed control and the target power generation amount (target power generation torque) of the motor generator. Since the target power generation amount is corrected, the actual motor generator torque matches the target power generation torque of the motor generator, and it should be used suitably as a power generation control method for hybrid vehicles and the like with good energy balance accuracy. Can do.

It is a figure for demonstrating the structure of the powertrain type | system | group of the hybrid vehicle used as the object of the electric power generation control method of this invention. It is a figure for demonstrating an example of a structure of the hybrid system containing a control apparatus. It is a figure for demonstrating an example of the control structure which implements the electric power generation control method of the hybrid vehicle of this invention. It is a flowchart for demonstrating an example of the power generation control method of the hybrid vehicle of this invention. 4 is a time chart for explaining an example of an APO state, an MG and CL2 torque state, and a rotation state in the power generation control method for a hybrid vehicle of the present invention. It is a time chart for demonstrating the other example of the state of APO, the state of MG and CL2 torque, and the state of rotation in the electric power generation control method of the hybrid vehicle of this invention. It is a time chart for demonstrating the further another example of the state of APO, the state of MG and CL2 torque, and the state of rotation in the electric power generation control method of the hybrid vehicle of this invention. It is a time chart for demonstrating the further another example of the state of APO, the state of MG and CL2 torque, and the state of rotation in the electric power generation control method of the hybrid vehicle of this invention. It is a time chart for demonstrating the further another example of the state of APO, the state of MG and CL2 torque, and the state of rotation in the electric power generation control method of the hybrid vehicle of this invention. It is a time chart for demonstrating the further another example of the state of APO, the state of MG and CL2 torque, and the state of rotation in the electric power generation control method of the hybrid vehicle of this invention. It is a time chart for demonstrating the further another example of the state of APO, the state of MG and CL2 torque, and the state of rotation in the electric power generation control method of the hybrid vehicle of this invention. It is a time chart for demonstrating the further another example of the state of APO, the state of MG and CL2 torque, and the state of rotation in the electric power generation control method of the hybrid vehicle of this invention. FIG. 4 is a diagram showing an example of the configuration of a power generation correction torque calculation means 64. It is a figure for demonstrating the structure of an example of the electric power generation correction torque distribution means 65. FIG. It is a figure for demonstrating the structure of the other example of the electric power generation correction torque distribution means 65. FIG. It is a figure for demonstrating the structure of the further another example of the electric power generation correction torque distribution means 65. FIG. FIG. 6 is a diagram showing a configuration of an example of a correction torque phase compensation calculation unit 81. It is a figure for demonstrating an example of the target electric power generation amount calculating means 62. FIG. It is a figure for demonstrating the other example of the target electric power generation amount calculating means 62. FIG. It is a figure for demonstrating the problem in the conventional hybrid vehicle.

Explanation of symbols

1 Engine (ENG)
2 Motor generator (MG)
3 Automatic transmission (AT)
4 First clutch (CL1)
5 Second clutch (CL2)
6 Differential gear 7 Tire 10 Engine rotation sensor 11 MG rotation sensor 12 AT input rotation sensor 13 AT output rotation sensor 14 Solenoid valve (for CL1)
15 Solenoid valve (for CL2)
DESCRIPTION OF SYMBOLS 16 SOC sensor 17 APO sensor 20 Integrated controller 21 Engine controller 22 Motor controller 51 Accelerator opening degree detection means 52 Vehicle speed detection means 53 SOC detection means 54 Engine rotation speed detection means 55 Motor rotation speed detection means 56 Estimated motor torque detection means 61 Target drive Torque calculation means 62 Target power generation amount calculation means 63 Torque distribution calculation means 64 Power generation correction torque calculation means 65 Power generation correction torque distribution means 71 Target engine torque calculation means 72 Engine torque control means 81 Correction torque phase compensation calculation means 82 Target clutch torque capacity calculation Means 83 Clutch torque control means 91 Target motor speed calculation means 92 Target speed correction torque calculation means 93 Motor speed control means

Claims (7)

  In a power generation control method for a hybrid vehicle in which an engine, a motor generator, and a transmission are drive-coupled by a transmission-side clutch that detachably couples the motor generator and the transmission, A power generation control method for a hybrid vehicle, wherein a target power generation amount is realized by correcting torques of an engine and a transmission side clutch from a deviation between an actual torque and a target power generation amount (target power generation torque) of a motor generator.   The hybrid vehicle power generation control method according to claim 1, wherein the hybrid vehicle includes an engine-side clutch that detachably couples the engine and the motor generator.   The power generation correction torque as a deviation between the actual torque of the motor generator and the target power generation amount is distributed to the engine and the second clutch according to the accelerator pedal operation amount, the vehicle speed, and the shift range. 3. A power generation control method for a hybrid vehicle according to 2.   The power generation of the hybrid vehicle according to any one of claims 1 to 3, wherein the target power generation amount is determined in consideration of a state of charge (SOC) of the battery and the efficiency of the engine and the motor generator. Control method.   5. The power generation control method for a hybrid vehicle according to claim 1, wherein phases of correction commands for the engine and the second clutch are matched in order to correct a deviation of the target power generation amount. 6.   6. The power generation control method for a hybrid vehicle according to any one of claims 1 to 5, wherein a target rotational speed variation is taken into account in the engine torque command.   The power generation control method for a hybrid vehicle according to any one of claims 1 to 6, wherein when the motor assist becomes necessary, the target power generation amount is handled as a positive value.

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