JP2011218991A - Controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To sufficiently use the ability of a drive system while a motor is protected in a hybrid vehicle.SOLUTION: An ECU 100 which controls a hybrid vehicle traveling by an engine and a driving force of a second motor generator (MG) includes a Tm2 restricting section 110 and a Pe restricting section 120. When the absolute value of rotational speed Nm2 of the second MG is below N0 and a torque estimate value Tm2est of the second MG is more than T0, the Tm2 restricting section 110 restricts a torque command value Tm2com of the second MG and cancels the torque restriction in other case. The Pe restricting section 120 restricts an engine power command value Pecom according to the start of the torque restriction of the second MG, and cancels the restriction of the power command value Pecom to set the power command value Pecom to engine power Pe0 before the torque restriction when the absolute value of the rotational speed change rate ΔNm2 of the second MG is more than a threshold.

Description

  The present invention relates to control of a hybrid vehicle including a motor and an engine as drive sources.

  In a hybrid vehicle including a motor and an engine as a drive source, if an excessive load is applied to the motor, the output of the motor may be reduced and the traveling performance of the vehicle may be reduced. For this reason, when an excessive load is applied to the motor, it is desirable to limit the motor load to protect the motor.

  For example, in the hybrid vehicle disclosed in Japanese Patent Application Laid-Open No. 2008-149966 (Patent Document 1), the driver can select either the normal mode or the sports mode in which a driving force greater than that of the normal mode can be obtained. However, when the motor temperature is higher than the reference value and the oil temperature of the motor cooling oil is higher than the reference oil temperature, the motor is prohibited by executing the power mode regardless of the driving state selected by the driver. The load is limited.

JP 2008-149966 A

  By the way, in some hybrid vehicles, if the motor does not rotate even if current concentrates on a specific phase of the motor, the motor output command value is reduced to limit the motor load factor, thereby protecting the motor. There are also things. In a state where the engine and the motor share the generation of the driving force of the vehicle, the output command value of the engine is lowered together with the output command value of the motor due to the load factor limitation. Therefore, the output command values of the motor and the engine increase when returning from the load factor limit. However, since the response speed of the engine is slower than that of the motor, the engine returns after a delay of the motor. In situations where the load factor is repeatedly limited (for example, when the vehicle starts on an uphill), the next load factor limitation is started before the return of the engine torque is completed, and the driving force of the vehicle returns to 100%. Therefore, there is a problem that the capacity of the vehicle drive system cannot be used up. However, Japanese Patent Laid-Open No. 2008-149966 does not describe any such problems and countermeasures.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a drive system (motor and engine) while protecting the motor in a hybrid vehicle including a motor and an engine as drive sources. It is to fully use the ability of.

  The control device according to the present invention controls a hybrid vehicle including a motor and an engine as drive sources. The control device starts a first limit for reducing the motor output command value in order to limit the motor load when a predetermined condition is satisfied, and releases the first limit when the predetermined condition is not satisfied. A motor control unit; and an engine control unit that starts a second restriction that lowers the engine output command value in response to the start of the first restriction, and releases the second restriction before the first restriction is released.

  Preferably, the predetermined condition includes a condition that the motor torque is larger than the predetermined torque and the absolute value of the rotational speed of the motor is smaller than the predetermined value. In order to release the second restriction before the first restriction is released, the engine control unit sets the second restriction when the absolute value of the rate of change of the rotation speed of the motor exceeds a predetermined threshold value. To release.

  Preferably, the engine control unit stores in advance an engine output command value before the second limit is started as a pre-limit command value, and the absolute value of the rate of change of the rotation speed of the motor is a predetermined threshold value. Is exceeded, the second restriction is canceled and the engine output command value is set to the pre-limit command value.

  Preferably, the engine control unit sets the engine output command value to a value according to the driver's request when the first restriction is released.

  Preferably, the hybrid vehicle includes a resolver that detects a rotation angle of the motor. The engine control unit calculates the rate of change in the rotational speed of the motor based on the output of the resolver.

  Preferably, the motor is a three-phase AC motor.

  ADVANTAGE OF THE INVENTION According to this invention, in the hybrid vehicle provided with the motor and engine as a drive source, the capability of a drive system (motor and engine) can fully be used, aiming at protection of a motor.

1 is an overall block diagram of a vehicle. It is a figure which shows the alignment chart of a power split device. It is a functional block diagram of ECU. It is a flowchart (the 1) which shows the process sequence of ECU. It is a flowchart (the 2) which shows the process sequence of ECU. It is a figure which shows the change of the torque when a driver | operator increases the amount of accelerator operation.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

  FIG. 1 is an overall block diagram of a vehicle 1 provided with a control device according to an embodiment of the present invention. The vehicle 1 includes an engine 10, a first MG (Motor Generator) 20, a second MG 30, a power split device 40, a speed reducer 50, and drive wheels 80. The vehicle to which the present invention can be applied is not limited to the vehicle 1 shown in FIG. 1, and may be any vehicle that includes an engine and a motor as drive sources.

  The engine 10 is an engine that generates a driving force for rotating a crankshaft by combustion energy generated when an air-fuel mixture sucked into a combustion chamber is combusted. The output of the engine 10 is controlled based on a control signal S4 from an electronic control unit (hereinafter referred to as “ECU”) 100 described later.

  The first MG 20 and the second MG 30 are three-phase (U-phase, V-phase, W-phase) AC synchronous motors.

  Vehicle 1 is a hybrid vehicle that travels by a driving force output from at least one of engine 10 and second MG 30.

  The driving force generated by the engine 10 is divided into two paths by the power split device 40. That is, one is a path that is transmitted to the drive wheels 80 via the speed reducer 50, and the other is a path that is transmitted to the first MG 20.

  Power split device 40 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear so as to be capable of rotating, and is connected to the crankshaft of the engine 10. The sun gear is connected to the rotation shaft of the first MG 20. The ring gear is connected to the rotation shaft of second MG 30 and speed reducer 50.

  Then, the engine 10, the first MG 20 and the second MG 30 are connected via a power split device 40 composed of planetary gears, so that the rotational speed Ne of the engine 10, the rotational speed Nm1, of the first MG 20, as shown in FIG. The rotational speed Nm2 of the second MG 30 has a relationship of being connected by a straight line in the alignment chart. The rotational speed Nm2 of the second MG 30 is a value corresponding to the rotational speed (vehicle speed) of the drive wheels 80. In FIG. 2, “Tm1” indicates the torque of the first MG 20, “Tm2” indicates the torque of the second MG 30, and “Te” indicates the torque of the engine 10.

  Referring to FIG. 1 again, vehicle 1 further includes a motor drive device 60, a smoothing capacitor C1, a voltage conversion device 90, and a power storage device 70.

  Motor drive device 60 controls driving of first MG 20 and second MG 30. First MG 20 generates power using the power of engine 10 divided by power split device 40. The electric power generated by first MG 20 is converted from alternating current to direct current by motor drive device 60 and stored in power storage device 70.

  Second MG 30 generates driving force using at least one of the electric power stored in power storage device 70 and the electric power generated by first MG 20. Then, the driving force of the second MG 30 is transmitted to the driving wheels 80 via the speed reducer 50. In FIG. 1, the driving wheel 80 is shown as a front wheel, but the rear wheel may be driven by the second MG 30 instead of or together with the front wheel.

  When the vehicle is braked, the second MG 30 is driven by the drive wheels 80 via the speed reducer 50, and the second MG 30 operates as a generator. Thereby, 2nd MG30 functions also as a regenerative brake which converts kinetic energy of vehicles into electric power. The regenerative power generated by second MG 30 is stored in power storage device 70.

  The motor drive device 60 includes a first inverter 60-1 and a second inverter 60-2. First inverter 60-1 and second inverter 60-2 are connected in parallel to voltage conversion device 90.

  First inverter 60-1 is provided between voltage conversion device 90 and first MG 20. First inverter 60-1 controls the driving of first MG 20 by controlling the current flowing in each phase (U phase, V phase, W phase) of first MG 20 based on control signal S1 from ECU 100.

  Second inverter 60-2 is provided between voltage conversion device 90 and second MG 30. Second inverter 60-2 controls driving of second MG 30 by controlling the current flowing through each phase (U phase, V phase, W phase) of second MG 30 based on control signal S2 from ECU 100.

  Voltage conversion device 90 is connected to power storage device 70 through power supply wiring PL0 and ground wiring GL0. Voltage converter 90 is connected to motor drive device 60 through power supply line PL1 and ground line GL0.

  Voltage conversion device 90 performs voltage conversion between power storage device 70 and motor drive device 60. Voltage conversion device 90 boosts the voltage of power storage device 70 (more precisely, the voltage between power supply wiring PL0 and ground wiring GL0) to a target voltage value indicated by control signal S3 from ECU 100 to drive the motor. Output to the device 60. As a result, the voltage between power supply line PL1 and ground line GL0 is controlled to the target voltage value indicated by control signal S3. Smoothing capacitor C1 is connected between power supply line PL1 and ground line GL0.

  Further, the vehicle 1 includes an engine rotation speed sensor 151 and resolvers 152 and 153. The engine rotation speed sensor 151 detects the rotation speed Ne of the engine 10. The resolver 152 detects the rotor rotation angle θ1 of the first MG 20. The resolver 153 detects the rotor rotation angle θ2 of the second MG 30. Each of these sensors transmits a detection result to ECU100.

  The ECU 100 includes a CPU (Central Processing Unit) and a memory (not shown), and is configured to execute predetermined arithmetic processing based on a map and a program stored in the memory. Alternatively, at least a part of the ECU 100 may be configured to execute predetermined numerical / logical operation processing by hardware such as an electronic circuit.

  The ECU 100 calculates the rotation speed Nm1 of the first MG 20 based on the rotor rotation angle θ1, and also changes the rotation speed Nm2 of the second MG 30 and the rotation speed (change amount per unit time) ΔNm2 of the second MG 30 based on the rotor rotation angle θ2. Is calculated.

  The ECU 100 generates the control signals S1 to S4 described above based on information on each sensor and outputs them to each device.

  ECU 100 selects the driving state of vehicle 1 based on the accelerator operation amount and the like. The driving state of the vehicle 1 includes a state where the engine 10 and the second MG 30 share the driving force of the vehicle 1 (hereinafter referred to as “HV state”), and the engine 10 is stopped and the second MG 30 stops the vehicle 1 There is a state in which driving force is generated (hereinafter referred to as “EV state”). For example, when the accelerator operation amount is larger than a predetermined amount, the ECU 100 generates a large driving force required by the driver by the engine 10 and the second MG 30 assuming that the driver requests a large driving force. Therefore, the driving state of the vehicle 1 is set to the HV state.

  The ECU 100 generates a power request value Pereq of the engine 10, a torque request value Tm1req of the first MG 20, and a torque request value Tm2req of the second MG 30 based on the accelerator operation amount, the vehicle speed, the selected driving state, and the like. Then, ECU 100 generates a power command value Pecom of engine 10, a torque command value Tm1com of first MG 20, and a torque command value Tm2com of second MG 30 based on the generated request values and information from each sensor. Then, the ECU 100 sets the control signal S4 that matches the power Pe of the engine 10 to the power command value Pecom, the control signal S1 that matches the torque Tm1 of the first MG 20 to the torque command value Tm1com, and the torque Tm2 of the second MG30 to the torque command value Tm2com. Control signals S2 to be matched are generated and output to the engine 10, the first inverter 60-1, and the second inverter 60-2, respectively.

  For example, when the driver tries to start the vehicle 1 in the forward direction and the accelerator operation amount is made larger than a predetermined amount, the ECU 100 sets the power command value Pecom of the engine 10 in order to set the driving state of the vehicle 1 to the HV state. Further, the torque command value Tm2com of the second MG 30 is increased. Thereby, power Pe of engine 10 and torque Tm2 of second MG 30 increase. However, when the vehicle 1 is stopped on an uphill, the vehicle 1 may not move forward due to the influence of gravity acceleration acting on the rear of the vehicle even if the torque Tm2 increases. In such a case, the second MG 30 does not rotate even though the torque Tm2 of the second MG 30 is high, and current concentrates on a specific phase (any one of the U phase, V phase, and W phase) of the second MG 30. End up. As a result, an excessive load is applied to the second MG 30 and the second inverter 60-2.

  In view of such a problem, the ECU 100 determines that a large current is concentrated in a specific phase of the second MG 30 when the second MG 30 is not rotating while the torque Tm2 of the second MG 30 is high. Control to decrease torque command value Tm2com of second MG 30 at a predetermined rate (hereinafter also referred to as “load factor limiting control”) is performed. Since the magnitude of the current flowing through the specific phase of the second MG 30 is reduced by the load factor limiting control, the second MG 30 and the second inverter 60-2 are protected. Further, when performing load factor limiting control in the HV state, ECU 100 limits not only torque command value Tm2com of second MG 30 but also power command value Pecom of engine 10.

  FIG. 3 is a functional block diagram of ECU 100 when the load factor limiting control is performed in the HV state. The functions of the blocks shown in FIG. 3 may be realized by software processing by the ECU 100, or may be realized by providing the ECU 100 with an electronic circuit (hardware) that realizes the function.

  ECU 100 includes a Tm2 limiting unit 110 that limits torque Tm2 of second MG 30 and cancels the limit, and Pe limiting unit 120 that limits power Pe of engine 10 and releases the limit.

  Torque request value Tm2req, rotation speed Nm2, and estimated torque value Tm2est of second MG 30 are input to Tm2 limiting unit 110 from the outside. These values are calculated by other functional blocks (not shown) in the ECU 100 based on information from each sensor.

  When the absolute value of the rotational speed Nm2 is smaller than the predetermined value N0 (> 0) and the estimated torque value Tm2est is higher than the predetermined value T0, the Tm2 limiting unit 110 is in a substantially stopped state in which the second MG 30 is hardly rotating. It is determined that a large current is concentrated in a specific phase of the second MG 30, and the torque Tm2 is limited. Specifically, Tm2 limiting unit 110 decreases torque command value Tm2com at a predetermined rate. As a result, the torque Tm2 is limited more than the torque request value Tm2req.

  On the other hand, when the absolute value of the rotational speed Nm2 is larger than the predetermined value N0 or when the estimated torque value Tm2est is lower than the predetermined value T0, the Tm2 limiting unit 110 concentrates the current on a specific phase of the second MG30. It is determined that the torque Tm2 is not limited, and the limitation on the torque Tm2 is released (the torque Tm2 is not limited). That is, the torque command value Tm2com is set to the torque request value Tm2req.

  FIG. 4 is a flowchart showing a processing procedure of the ECU 100 for realizing the function of the Tm2 limiting unit 110 described above. In addition, each step of the flowchart shown below is abbreviated as “S”.

  In S10, ECU 100 determines whether or not the absolute value of rotational speed Nm2 is smaller than a predetermined value N0 (| Nm2 | <N0). If | Nm2 | <N0 (YES in S10), ECU 100 determines that second MG 30 is in a substantially stopped state, moves the process to S11, and estimates torque value Tm2est is greater than predetermined value T0 (Tm2est). > T0).

  When | Nm2 | <N0 and Tm2est> T0 (YES in S10 and YES in S11), ECU 100 determines that a large current is concentrated in a specific phase of second MG 30, and limits torque Tm2. Execute (S12).

  On the other hand, if | Nm2 |> N0 (NO in S10) or Tm2est <T0 (NO in S11), ECU 100 releases the limit of torque Tm2 (S13).

  Returning to FIG. 3 again, the Pe restriction unit 120 will be described next. In the following, the case where the power command value Pecom of the engine 10 is limited will be described. However, the limitation target is not limited to the power of the engine 10, and may be a torque command value of the engine 10, for example.

  The Pe restriction unit 120 receives the rotational speed change rate ΔNm2 of the second MG 30 and the power requirement value Pereq of the engine 10 from the outside. The rotational speed change rate ΔNm2 and the power requirement value Pereq are calculated by other functional blocks inside the ECU 100 based on information from each sensor. As described above, the rotation speed change rate ΔNm2 is calculated based on the rotor rotation angle θ2 detected by the resolver 153.

  In addition, information indicating the restriction state of the torque Tm2 is input from the Tm2 restriction unit 110 to the Pe restriction unit 120.

The Pe restriction unit 120 includes a latch unit 121, a determination unit 122, and a restriction unit 123.
When the limit of the torque Tm2 is started, the latch unit 121 acquires the value of the engine power command value Pecom before the limit of the torque Tm2 as the engine power Pe0. The latch unit 121 holds (stores) the acquired engine power Pe0 in a memory or the like in advance.

  Determination unit 122 determines whether or not the absolute value of rotation speed change rate ΔNm2 is greater than a predetermined threshold value (| ΔNm2 |> threshold value) when torque Tm2 is limited. To do. Further, the determination unit 122 determines whether or not the Tm2 restriction unit 110 has released the restriction on the torque Tm2. The determination unit 122 outputs the determination result to the restriction unit 123.

  When | ΔNm2 | <threshold, limiting unit 123 predicts that | Nm2 | <N0 (the state in which second MG 30 is substantially stopped) will continue (torque Tm2 continues to be limited). Then, the power command value Pecom of the engine 10 is limited. Specifically, limiting unit 123 decreases power command value Pecom at a predetermined rate. As a result, the power Pe of the engine 10 is limited more than the power requirement value Pereq of the engine 10.

  On the other hand, when | ΔNm2 |> threshold, limiting unit 123 predicts that | Nm2 |> N0 will be in the near future (the restriction on torque Tm2 is released), and sets power command value Pecom to a predetermined value. The reduction at the rate of is stopped and the restriction of the power Pe of the engine 10 is released. However, at this point, since the limitation on the torque Tm2 has not actually been released, the limiting unit 123 does not immediately set the power command value Pecom to the power request value Pereq, but the latch unit 121 has acquired it. Set to engine power Pe0. As a result, the throttle opening of the engine 10 begins to open, and the torque Te of the engine 10 begins to increase.

  Thereafter, when the restriction on the torque Tm2 is actually released, the restriction unit 123 sets the power command value Pecom to the power request value Pereq.

  As described above, the Pe limiter 120 sets the power command value Pecom to the engine power Pe0 in advance when the restriction release of the torque Tm2 is predicted (when | ΔNm2 |> threshold). The throttle opening is started in advance, and the throttle opening is increased earlier than the restriction on the torque Tm2 is released. Thereby, the return of the torque Tm2 of the second MG 30 and the return of the torque Te of the engine 10 whose response speed is slower than that of the second MG 30 are synchronized. This is the most characteristic point of the present embodiment.

  FIG. 5 is a flowchart showing a processing procedure of the ECU 100 for realizing the function of the Pe restriction unit 120.

  In S20, ECU 100 determines whether or not a starting condition for limiting torque Tm2 (| Nm2 | <N0 and Tm2est> T0) is satisfied. If the start condition for limiting torque Tm2 is satisfied (YES in S20), the process proceeds to S21. Otherwise (NO in S20), this process ends.

  In S21, ECU 100 acquires engine power Pe0 before the limit of torque Tm2, and holds (stores) it in memory or the like in advance.

  In S22, ECU 100 determines whether or not the absolute value of rotational speed change rate ΔNm2 is larger than a threshold value (| ΔNm2 |> threshold value).

  If | ΔNm2 | <threshold (NO in S22), ECU 100 executes a restriction on power command value Pecom of engine 10 in S23.

  On the other hand, if | ΔNm2 |> threshold (YES in S22), ECU 100 cancels the restriction of power command value Pecom (processing in S23) of engine 10 in S24, and sets power command value Pecom in S21. The engine power Pe0 held in the process is set.

  In S25, ECU 100 determines whether or not the restriction on torque Tm2 has been released (the process of S13 in FIG. 4 has started). When the restriction on torque Tm2 is released (YES in S25), The process proceeds to S26. Otherwise (NO in S25), the process returns to S22.

  In S26, ECU 100 sets power command value Pecom as required power value Pereq.

  FIG. 6 is a diagram showing a change in torque when the driver increases the accelerator operation amount to 100% in a state where the vehicle 1 is stopped on an uphill.

  When the accelerator operation amount starts increasing at time t1 and the accelerator operation amount exceeds a predetermined amount, the power command value Pecom of the engine 10 and the torque command value Tm2com of the second MG 30 are increased in order to enter the HV state. In response to this, the torque Tm2 of the second MG 30 increases, and the torque Te of the engine 10 starts to increase with a delay.

  However, since the vehicle 1 is climbing up, the vehicle 1 does not move forward, and the rotation speed Nm2 of the second MG 30 is maintained at substantially zero. Therefore, at time t2, load factor limiting control (limitation of torque command value Tm2com and power command value Pecom) Restriction) is performed. Thereby, torque Tm2 of 2nd MG30 falls, and torque Te of engine 10 also begins to fall late.

  When the vehicle 1 begins to move backward as the torque Tm2 and the torque Te decrease due to the load factor limiting control, the second MG 30 also starts to rotate in the vehicle retracting direction, and the rotational speed Nm2 begins to decrease from zero.

  Conventionally (refer to the one-dot chain line in FIG. 6), at time t4 when rotational speed Nm2 falls below minus predetermined value N0 (the absolute value of rotational speed Nm2 exceeds predetermined value N0), restriction on torque command value Tm2com is released. And the restriction release of the power command value Pecom are simultaneously performed. However, the engine 10 has a slower response speed (following speed with respect to the command value) than the second MG 30. Therefore, the return completion time t7 of the torque Te of the engine 10 is delayed with respect to the return completion time t5 of the torque Tm2 of the second MG 30. Due to this influence, the load factor limiting control has been executed again at time t6 before the torque Te return completion time t7 of the engine 10. For this reason, the drive torque T of the vehicle 1 cannot be completely restored, and the capacity of the drive system of the vehicle 1 cannot be fully used.

  On the other hand, ECU 100 according to the present embodiment cancels the restriction on power command value Pecom at time t3 when the absolute value of rotational speed change rate ΔNm2 of second MG 30 becomes larger than the threshold value. The value Pecom is set to the engine power Pe0 and the throttle opening of the engine 10 is started to be opened in advance. As a result, as shown by the solid line in FIG. 6, the torque Te of the engine 10 can be started earlier than before, so that the return completion time of the torque Te is substantially synchronized with the return completion time t5 of the torque Tm2. Can do. As a result, it is possible to prevent the load factor limiting control from being repeated before the completion of the return of the torque Te of the engine 10 as in the prior art, and the drive torque T of the vehicle 1 can be returned to 100%. Therefore, the capacity of the drive system of the vehicle 1 can be fully used.

  As described above, ECU 100 according to the present embodiment has an absolute value | ΔNm2 | of the change rate of the rotational speed of second MG 30 as the threshold when the load factor limiting control is performed at the time of starting the vehicle on an uphill. When the value is exceeded, the throttle opening of the engine 10 starts to be opened in advance even when the torque of the second MG 30 is being limited, and the torque of the engine 10 starts to increase earlier than when the torque recovery of the second MG 30 starts. Thereby, the completion of the return of the torque Tm2 of the second MG 30 and the completion of the return of the torque Te of the engine 10 can be substantially synchronized. Therefore, the capacity of the drive system of the vehicle 1 can be fully used.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 1 Vehicle, 10 Engine, 20 1st MG, 30 2nd MG, 40 Power split device, 50 Reduction gear, 60 Motor drive device, 60-1 1st inverter, 60-2 2nd inverter, 70 Power storage device, 80 Drive wheel, 90 voltage converter, 100 ECU, 110 Tm2 limiting unit, 120 Pe limiting unit, 121 latching unit, 122 engine rotational speed sensor, 122 judging unit, 123 limiting unit, 151 engine rotational speed sensor, 152, 153 resolver, C1 smoothing capacitor , GL0 ground wiring, PL0, PL1 power wiring.

Claims (6)

A control device for a hybrid vehicle including a motor and an engine as a drive source,
A motor that starts a first limit that lowers the output command value of the motor to limit the load of the motor when a predetermined condition is satisfied, and releases the first limit when the predetermined condition is not satisfied A control unit;
A hybrid that includes an engine control unit that starts a second restriction that decreases an output command value of the engine in response to the start of the first restriction, and releases the second restriction before the first restriction is released. Vehicle control device. The predetermined condition includes a condition that the torque of the motor is larger than the predetermined torque and the absolute value of the rotational speed of the motor is smaller than a predetermined value,
When the absolute value of the rate of change of the rotational speed of the motor exceeds a predetermined threshold value in order to release the second restriction before the first restriction is released, the engine control unit The hybrid vehicle control device according to claim 1, wherein the second restriction is released. The engine control unit
The engine output command value before the second limit is started is stored in advance as a command value before limit,
When the absolute value of the rate of change of the rotational speed of the motor exceeds the predetermined threshold value, the second restriction is canceled and the engine output command value is set to the pre-limit command value; The control device for a hybrid vehicle according to claim 2.   The control device for a hybrid vehicle according to claim 3, wherein the engine control unit sets the output command value of the engine to a value according to a driver's request when the first restriction is released. The hybrid vehicle includes a resolver that detects a rotation angle of the motor,
The control device for a hybrid vehicle according to claim 1, wherein the engine control unit calculates a change rate of a rotation speed of the motor based on an output of the resolver.   The control device for a hybrid vehicle according to claim 1, wherein the motor is a three-phase AC motor.

Images