JP2015054645A - Hybrid vehicle and hybrid vehicle motor generator control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce vibration based on resonance without generating excessive power consumption.SOLUTION: A hybrid vehicle according to the present invention includes: an engine, a clutch, a motor generator, and a transmission provided in this order. Motor control means controls the motor generator so that a rotation speed of the transmission matches a rotation speed of the engine during resonance. The motor control means preferably controls the motor generator so as to reduce the rotation speed of the transmission by regenerative power generation if the rotation speed of the transmission exceeds that of the engine in response to the resonance, and can also increase the rotation speed of the transmission by driving the motor generator to rotate if the rotation speed of the transmission falls below that of the engine in response to the resonance.

Description

  The present invention relates to a hybrid vehicle in which an engine, a clutch, a motor generator, and a transmission are provided in this order. More specifically, the present invention relates to a hybrid vehicle including a motor control means capable of controlling such a motor generator and a motor generator control method thereof.

  Conventionally, a motor generator is coupled to the engine via a clutch, and the rotational driving force of the motor generator is transmitted as a drive output to the transmission, and the drive output of the transmission is transmitted from the differential gear to the drive axle. Hybrid vehicles are known. Such a hybrid vehicle travels by the rotational driving force of one or both of the engine and the motor generator, and at the time of deceleration, the motor generator acts as a generator that recovers the kinetic energy of the vehicle as electric energy. Accordingly, such a hybrid vehicle can perform parallel traveling in which both the engine and the motor generator drive the vehicle, and power generation traveling while driving the motor generator by the engine to generate power. Sometimes, the motor generator is driven by the kinetic energy at the time of deceleration to generate electric power (regenerative power generation), and the vehicle can be decelerated for charging and collecting the electric energy in the battery.

  On the other hand, in such a hybrid vehicle, the engine can be driven by the motor generator by setting the clutch in a connected state. For example, a stopped engine can be driven by a motor generator to start the engine. Specifically, the engine is started by rotating the crankshaft of the engine with a motor generator with the clutch engaged. As shown in FIG. 4, when the engine is started by the motor generator, when the engine reaches a predetermined rotational speed equal to or lower than the idle rotational speed, ignition control for performing fuel supply and ignition control is started. After that, when the driving of the engine is stopped by the motor generator, the engine gradually increases its rotational speed due to its own acceleration due to ignition control, and reaches the idle rotational speed.

  However, in the hybrid vehicle in which the motor generator is connected to the engine via the clutch, the resonance speed of the damper in the clutch tends to be slightly lower than the idle rotation speed due to the presence of the motor generator. For this reason, when the engine is started, it passes through the resonance speed region until the rotational speed of the engine reaches the idle rotational speed, and as shown in FIG. The rotation speed fluctuates with the phase shifted by a resonance phenomenon. When such a resonance phenomenon occurs, the vehicle body may be abnormally shaken, which may cause the passenger to feel uncomfortable or uncomfortable.

  In order to solve this problem, even when engine ignition control is started at the start of the engine, the engine speed is accelerated to the vicinity of the idle speed by the motor generator while maintaining the ignition control. A method for starting a hybrid vehicle has been proposed (see, for example, Patent Document 1). In this starting method, acceleration rate by the engine itself and acceleration by the motor generator increase the rate of increase of the rotational speed of the engine and shorten the time for passing through the resonance speed range. Thus, it is possible to suppress inducing vehicle body vibration based on resonance.

JP 2002-155774 A

  However, in the above conventional hybrid vehicle starting method, the engine is driven to the extent that it is not necessary to drive the engine by the motor generator. There was a problem that caused it.

  An object of the present invention is to provide a hybrid vehicle and a motor generator control method therefor that can reduce vibration based on resonance without causing excessive power consumption.

  The present invention is an improvement of a hybrid vehicle including an engine, a clutch, a motor generator, and a transmission in this order, and provided with motor control means capable of controlling the motor generator.

  The characteristic configuration is that the motor control means controls the motor generator so that the rotational speed of the transmission coincides with the rotational speed of the engine at the time of resonance.

  In this case, the motor control means preferably controls the motor generator so as to reduce the rotational speed of the transmission by performing regenerative power generation when the rotational speed of the transmission exceeds the rotational speed of the engine due to resonance. The motor generator can also be controlled to increase the rotation speed of the transmission by rotating the motor generator when the rotation speed of the transmission is lower than the rotation speed of the engine due to resonance.

  Another aspect of the present invention is an improvement of a method for controlling a motor generator in a hybrid vehicle in which an engine, a clutch, a motor generator, and a transmission are provided in this order.

  The characteristic point is that the motor generator is controlled so that the rotational speed of the transmission matches the rotational speed of the engine at the time of resonance.

  In this case, it is preferable to control the motor generator so as to reduce the rotational speed of the transmission by performing regenerative power generation when the rotational speed of the transmission exceeds the rotational speed of the engine due to the resonance. It is also possible to control the motor generator so as to increase the rotation speed of the transmission by rotating the motor generator when the rotation speed of the machine is lower than the rotation speed of the engine.

  In a hybrid vehicle in which a motor generator is connected to an engine via a clutch, when a resonance phenomenon occurs, the rotational speed of the engine and the rotational speed of the transmission fluctuate out of phase. In particular, at the time of starting the engine, the engine always passes through the resonance speed region until the engine starts ignition and reaches idle rotation. However, in the hybrid vehicle and the motor generator control method thereof according to the present invention, the motor generator is controlled so that the rotational speed of the transmission coincides with the rotational speed of the engine at the time of resonance. Will no longer fluctuate out of phase. Therefore, abnormal shaking of the vehicle body due to resonance is suppressed, and discomfort and discomfort to the passenger due to resonance can be prevented.

  In particular, if regenerative power generation is performed to reduce the rotational speed of the transmission when the rotational speed of the transmission exceeds the rotational speed of the engine due to resonance, the electric energy obtained thereby is charged in the battery. Thus, it can be used as electric power during traveling or parallel traveling by the rotational driving force of the motor generator thereafter. Thereby, the vibration based on resonance can be reduced without causing excessive power consumption.

It is a figure which shows the relationship between the rotational speed of an engine at the time of starting of the hybrid vehicle of this invention embodiment, the rotational speed of a transmission, and time. It is a block block diagram of the hybrid vehicle. It is a longitudinal cross-sectional view of the transmission. It is a figure which shows the relationship between the rotational speed of the engine at the time of the start of the conventional hybrid vehicle, the rotational speed of a transmission, and time.

  Next, the best mode for carrying out the present invention will be described with reference to the drawings.

  FIG. 2 is a block diagram showing an example of the configuration of the hybrid vehicle 1 of the present invention. The hybrid vehicle 1 is provided with an engine 10, a clutch 12, a motor generator 13, and a semi-automatic transmission 16 in this order. For this reason, the hybrid vehicle 1 is driven by one or both of the engine 10 and the motor generator 13 via the semi-automatic transmission 16, and at the time of deceleration, the engine brake of the engine 10 is generated by the regenerative torque of the motor generator 13. Such a braking force (regenerative braking force) can be generated. Thus, the hybrid vehicle 1 includes the engine 10, the engine ECU (Electronic Control Unit) 11, the clutch 12, the motor generator 13, the inverter 14, the battery 15, the transmission 16, the motor generator ECU 21, and the hybrid ECU 22.

  Each component will be described below. The transmission 16 is semi-automatic as described above, and can automatically perform a shift operation while having the same configuration as the manual transmission. As shown in FIG. 3, the specific structure of the transmission 16 is such that the main shaft 17 extends in the front-rear direction above the inside of the gear case 16a. The main shaft 17 includes an input shaft 17a connected to the motor generator 13 and an output shaft 17b provided coaxially behind the input shaft 17a. A counter shaft 16 b is disposed in parallel to the main shaft 17 in the gear case 16 a below the main shaft 17.

  A high speed gear 17c is provided on the input shaft 17a, and a drive gear 17d that meshes with the high speed gear 17c is provided on the counter shaft 16b. Further, the high speed gears 18a to 18e are provided on the counter shaft 16b behind the drive gear 17d, and the step gears 18g to 18l meshing with these are provided on the output shaft 17b.

  As a result, the transmission 16 transmits the rotation input from the input shaft 17a to the counter shaft 16b, and changes the meshing speed of each of the high-speed gears 18g to 18l and 18a to 18e to change the rotation speed to the output shaft 17b. Configured to communicate. Here, the rotational speed of the transmission 16 represents the rotational speed of the input shaft 17 a connected to the motor generator 13. The rotational speed of the output shaft 17b is the same as the rotational speed of the drive shaft 23 that rotates the wheel 24 shown in FIG.

  3 denotes a shifter rod 19 that extends in the front-rear direction and moves in the axial direction to change the meshing of the respective gears 18g to 18l and 18a to 18e. The shifter rod 19 is moved from a hybrid ECU 22 described later. The control unit 20 to be moved by the command is provided on the upper part of the gear case 16a. The transmission 16 is provided with a transmission rotational speed sensor 8 that detects the rotational speed of the input shaft 17a (FIG. 3) and outputs the detected rotational speed as the rotational speed of the transmission 16, and the transmission rotational speed sensor. 8 is connected to the control input of the hybrid ECU 22.

  The engine 10 is an example of an internal combustion engine, and is controlled by the engine ECU 11 to rotate gasoline by rotating inside a gasoline, light oil, CNG (Compressed Natural Gas), LPG (Liquefied Petroleum Gas), or alternative fuel. Power is generated, and the generated power is transmitted to the clutch 12. The engine 10 is provided with an engine rotation speed sensor 9 that detects the rotation speed of the engine 10, and a detection output of the sensor 9 is connected to a control input of the engine ECU 11.

  The engine ECU 11 that controls the engine 10 is a computer that operates in cooperation with the motor generator ECU 21 in accordance with an instruction from the hybrid ECU 22 and controls the engine 10 such as a fuel injection amount and a valve timing. For example, the engine ECU 11 includes a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), a microprocessor (microcomputer), a DSP (Digital Signal Processor), and the like. O (Input / Output) port and the like.

  The clutch 12 is connected to the engine 10 on the left side of FIG. 2 and rotates together with the flywheel 12a that rotates together with the crankshaft of the engine 10, and the flywheel 12a is opposed to the flywheel 12a and rotates integrally with the shaft of the motor generator 13. The clutch disk 12b is provided. Although not shown, the clutch 12 is provided with a damper that absorbs a rotation error generated between the flywheel 12a and the clutch disk 12b. The clutch 12 is provided with a clutch lever 12c, and the clutch booster 27 can be tilted with respect to the clutch lever 12c. It is assumed that the clutch booster 27 moves the clutch lever 12c by moving its rod 27a in and out by hydraulic pressure controlled by the clutch actuator 26.

  The clutch actuator 26 is controlled by an electric signal from the hybrid ECU 22. The clutch 12 transmits the shaft output from the engine 10 to the drive shaft 23 via the motor generator 13 and the transmission 16, and rotates the wheels 24 by the rotation of the drive shaft 23 so that the vehicle 1 travels. Composed. That is, the clutch 12 mechanically connects the crankshaft of the engine 10 and the rotating shaft of the motor generator 13 under the control of the hybrid ECU 22 to transmit the shaft output of the engine 10 to the motor generator 13, Alternatively, by disconnecting the mechanical connection between the crankshaft of the engine 10 and the rotating shaft of the motor generator 13, the shaft of the engine 10 and the rotating shaft of the motor generator 13 can be rotated at different rotational speeds. To.

  The motor generator 13 is a so-called motor generator. When the motor generator 13 functions as an electric motor, the motor generator 13 performs rotation driving to rotate the rotating shaft by the electric power supplied from the inverter 14, and transmits the power generated by the rotation driving to the transmission. The engine 10 is driven by driving the vehicle 1 by being supplied to the engine 16, or by rotating the crankshaft of the engine 10 by its power. Further, when the motor generator 13 functions as a generator, the motor generator 13 generates electric power by rotating the rotating shaft supplied from the transmission 16 or the engine 10 and supplies the electric power to the inverter 14.

  The inverter 14 is controlled by the motor generator ECU 21, and converts DC power from the battery 15 into AC power, or converts AC power from the motor generator 13 into DC power. When the motor generator 13 rotates to generate power, the inverter 14 converts the DC power of the battery 15 into AC power, supplies the motor generator 13 with power, and the motor generator 13 generates power. In the case, the inverter 14 is configured to convert AC power from the motor generator 13 into DC power. That is, the inverter 14 serves as a rectifier and a voltage regulator for supplying DC power to the battery 15.

  The battery 15 is a chargeable / dischargeable secondary battery. When the motor generator 13 rotates to generate power, the battery 15 supplies power to the motor generator 13 via the inverter 14 or the motor generator. When 13 is generating electricity, it is charged by the electric power generated by the motor generator 13.

  The motor generator ECU 21 is a computer that operates in cooperation with the engine ECU 11 according to an instruction from the hybrid ECU 22, and is configured to control the motor generator 13 by controlling the inverter 14. The motor generator ECU 21 includes, for example, a CPU, an ASIC, a microprocessor (microcomputer), a DSP, and the like, and has an arithmetic unit, a memory, an I / O port, and the like.

  The hybrid ECU 22 is an example of a computer, and includes a CPU, an ASIC, a microprocessor (microcomputer), a DSP, and the like, and includes an arithmetic unit, a memory, an I / O port, and the like. The hybrid ECU 22, the engine ECU 11, and the motor generator ECU 21 are connected to each other by a bus that conforms to a standard such as CAN (Control Area Network).

  The hybrid ECU 22 acquires the accelerator opening information, the vehicle speed information, the gear position information acquired from the transmission 16, and the engine rotational speed information acquired from the engine ECU 11, and refers to this to refer to the engine 10 or the motor generator 13 A state in which the engine 10 and the motor generator 13 travel in cooperation with each other, and a state in which the engine 10 drives the motor generator 13 to drive the motor generator 13 to generate power. The power generation traveling state is configured. When traveling by the power of the motor generator 13, the clutch 12 disconnects the mechanical connection between the crankshaft of the engine 10 and the rotating shaft of the motor generator 13 under the control of the hybrid ECU 22, and the engine 10 is stopped to suppress fuel consumption.

  In addition, the hybrid vehicle 1 includes an electric motor control unit that can control the motor generator 13. The motor control means in this embodiment includes the above-described inverter 14 that actually controls the motor generator 13, the motor generator control ECU 21 that controls the inverter 14, the hybrid ECU 22 that operates in cooperation with the motor generator control ECU 21, and the like. Consists of The motor control means is configured to control the motor generator 13 so that the rotational speed of the transmission 16 matches the rotational speed of the engine 10 when a damper (not shown) of the clutch 12 resonates.

  Here, in the hybrid vehicle 1, when the engine 10 is stopped, the stopped engine 10 can be driven by the motor generator 13 to start the engine 10. In starting the engine 10, the motor control means puts the clutch 12 in the connected state with the transmission 16 in the neutral state, rotates the crankshaft of the engine 10 stopped by the motor generator 13, and moves the engine 10. Will be started.

  On the other hand, in the hybrid vehicle 1 in which the motor generator 13 is connected to the engine 10 via the clutch 12 as described above, the resonance speed of the clutch 12 is slightly lower than the idle rotation speed due to the presence of the motor generator 13. Tend to be. The resonance speed range at the start of the engine 10 lower than the idle rotation speed is obtained in advance by experiments or the like. When the engine 10 is started, the motor control means performs the rotation speed of the transmission 16 when passing through a resonance speed range obtained in advance through experiments or the like until the ignition of the engine 10 is started and idle rotation is reached. Is configured to control the motor generator 13 so as to match the rotational speed of the engine.

  Then, after the engine 10 has reached the idle rotation and started operation, the motor control means including the motor generator control ECU 21 and the like even when the engine 10 is at the idle rotation or more, when the damper (not shown) of the clutch 12 resonates, The motor generator 13 is controlled so that the rotational speed of the transmission 16 detected by the transmission rotational speed sensor 8 matches the rotational speed of the engine 10 detected by the engine rotational speed sensor 9. It can be determined by a known method whether or not resonance has occurred at idle rotation or higher.

  Next, the motor generator control method for the hybrid vehicle described above will be described.

  In this embodiment, a case where a stopped engine is started will be described.

  In order to start the stopped engine 10, first, the hybrid ECU 22 issues a command to the control unit 20 (FIG. 3) to make the transmission 16 neutral, and in that state, the clutch 12 is brought into a connected state. Then, the motor generator control ECU 21 controls the inverter 14 to rotate a crankshaft (not shown) of the engine 10 by the motor generator 13 to start the engine 10.

  As shown in FIG. 1, when a crankshaft (not shown) of the engine 10 rotates and its rotational speed increases and reaches a predetermined rotational speed equal to or lower than the idle rotational speed, for example, 200 rpm, the hybrid ECU 22 sends the engine ECU 11 to the engine ECU 11. A command is issued to execute ignition control that performs fuel supply and ignition control. When the ignition control of the engine 10 is started, the engine 10 self-supports and increases its rotational speed. When the rotational speed reaches a predetermined value, for example, 400 rpm, the driving of the engine 10 by the motor generator 13 is stopped. Then, after that, the engine 10 gradually increases its rotational speed by the independent ignition control, and reaches the idle rotational speed.

  On the other hand, in the hybrid vehicle 1 in which the motor generator 13 is connected to the engine 10 via the clutch 12, the presence of the motor generator 13 causes the resonance speed of the damper (not shown) of the clutch 12 to be slightly lower than the idle rotation speed. Tend to be. For this reason, after stopping the driving of the engine 10 by the motor generator 13, the engine 10 that gradually increases its rotational speed by independent ignition control passes through the resonance speed range until reaching the idle rotational speed. Become. Then, when passing through the resonance speed region, the rotational speed of the engine 10 and the rotational speed of the transmission 16 tend to fluctuate by shifting their phases due to the resonance phenomenon. However, when the hybrid ECU 22 and the motor generator control ECU 21 constituting the motor control means pass through the resonance speed range from when the ignition of the engine 10 is started until the idle rotation is reached, the transmission rotation speed sensor 8 is The motor generator 13 is controlled so that the rotation speed of the transmission 16 to be detected matches the rotation speed of the engine 10 detected by the engine rotation speed sensor 9.

  The specific control contents of the motor generator 13 will be described. As shown in FIG. 1, after the motor generator 13 stops driving to rotate the crankshaft of the engine 10, the rotational speed of the engine 10 is idle. If it passes through the resonance speed range obtained by experiments or the like before reaching the rotational speed, the rotational speed of the engine 10 and the rotational speed of the transmission 16 tend to fluctuate by shifting their phases.

  Therefore, the motor generator control ECU 21, which is a motor control means, performs regenerative power generation when the rotational speed of the transmission 16 exceeds the rotational speed of the engine 10 due to resonance, thereby reducing the rotational speed of the transmission 16, and the transmission The motor generator 13 is controlled so that the rotational speed of 16 matches the rotational speed of the engine 10. On the other hand, when the rotational speed of the transmission 16 falls below the rotational speed of the engine 10 due to resonance, the motor / generator control ECU 21 as the motor control means rotates the transmission 16 by driving the motor generator 13 to rotate. The motor generator 13 is controlled so as to increase the speed and make the increasing rotational speed of the transmission 16 coincide with the rotational speed of the engine 10.

  That is, the rotational speed of the transmission 16 tends to fluctuate by shifting the phase as shown by the broken line due to the resonance phenomenon. However, when the rotational speed of the transmission 16 exceeds the rotational speed of the engine 10, regenerative power generation is performed using the motor generator 13 as a generator to apply a load to the transmission 16, and thereby the rotational speed of the transmission 16. Is made to coincide with the rotational speed of the engine 10. Further, when the rotational speed of the transmission 16 is lower than the rotational speed of the engine 10, the motor generator 13 is used as an electric motor to perform a rotational drive that positively rotates a rotating shaft (not shown) and is connected to the rotating shaft. The rotational speed of the transmission 16 is increased, thereby increasing the rotational speed of the transmission 16 to match the rotational speed of the engine 10. In this manner, the motor generator 13 synchronizes the rotation after the clutch 12 with the rotation speed of the engine 10, thereby avoiding the resonance phenomenon.

  Therefore, regenerative power generation is performed with the energy in the range indicated by the oblique line between the broken line and the solid line in FIG. 1, and the transmission 16 is actively driven by the motor generator 13 in the range indicated by the blank between the broken line and the solid line. Will be. As shown in FIG. 2, the electric energy obtained by the regenerative power generation is charged to the battery 15 via the inverter 14. The recovered electric power is used not only to actively drive the transmission 16 to rotate, but also to be used as electric power during subsequent driving by the rotational driving force of the motor generator 13 or parallel driving. .

  When the transmission 16 is actively driven to rotate by the motor generator 13, the motor generator 13 only synchronizes the rotation after the clutch 12 with the rotation speed of the engine 10, so that the engine that has started the ignition control is idled. Compared to the conventional starting method that accelerates to near the rotational speed, less power is consumed. For this reason, in the hybrid vehicle 1 and the motor generator control method thereof according to the present invention, vibration based on resonance can be reduced without causing excessive power consumption.

  In addition, since the rotational speed of the transmission 16 is made to coincide with the rotational speed of the engine 10, there is no difference between the rotational speed of the engine 10 and the rotational speed of the transmission 16, and it has been conventionally provided to absorb this difference. The load applied to the damper (not shown) of the clutch 12 is also reduced. For this reason, it becomes possible to extend the lifetime of the damper more than before.

  In the above-described embodiment, the rotational speed of the transmission 16 detected by the transmission rotational speed sensor 8 in a resonance speed range obtained in advance through experiments or the like until the engine 10 at the start reaches idle rotation. In the above description, the motor generator 13 is controlled so as to match the rotational speed of the engine 10 detected by the engine rotational speed sensor 9. However, at the time of starting, the change of the rotational speed of the engine 10 with respect to the time from when the ignition of the engine 10 is started until reaching the idle rotation is substantially the same at each starting time. For this reason, the motor control means 21 and 22 store a map indicating the rotation speed of the engine 10 until the engine 10 at the start reaches idle rotation, and the motor control means 21 and 22 until the engine 10 reaches idle rotation. The motor generator 13 may be controlled so that the rotational speed of the transmission 16 matches the rotational speed of the engine 10 shown in the map.

  In the above-described embodiment, the case where the stopped engine 10 is started again has been described. However, the present invention is not limited to the time when the engine 10 is started. For example, even when the engine 10 after starting is operated at idling speed or more, if a resonance phenomenon occurs, the engine 10 is electrically driven so that the rotation speed of the transmission 16 matches the rotation speed of the engine 10 at the time of resonance. The generator 13 is controlled. It can be determined by a known method whether or not resonance has occurred beyond this idle rotation.

  In the above-described embodiment, the transmission rotational speed sensor 8 is described as detecting and outputting the rotational speed of the input shaft 17a (FIG. 3) of the transmission 16. However, the input of the transmission 16 is described. Since the shaft 17a and the shaft (not shown) of the motor generator 13 are connected and rotate at the same speed, the transmission rotation speed sensor 8 that detects the rotation speed of the motor generator 13 as the rotation speed of the transmission 16 is used. May be.

  In the above-described embodiment, the case where the inverter 14, the motor generator ECU 21, the hybrid ECU 22, and the like constitute the motor control means has been described. However, this motor braking control means may also be used by another ECU. .

  Furthermore, although the above-described embodiment has been described using the vehicle 1 using the transmission of the semi-automatic transmission, the transmission may be an automatic transmission or a manual transmission.

1 Hybrid vehicle (vehicle)
9 Engine rotation speed sensor 10 Engine 12 Clutch 13 Motor generator 17 Motor generator ECU (motor control means)
18 Hybrid ECU (motor control means)

Claims (6)

The engine (10), the clutch (12), the motor generator (13), and the transmission (16) are provided in this order, and include motor control means (21, 22) capable of controlling the motor generator (13). In hybrid vehicles,
The motor control means (21, 22) controls the motor generator (13) so that the rotational speed of the transmission (16) coincides with the rotational speed of the engine (10) during resonance. Hybrid vehicle.   The motor control means (21, 22) reduces the rotational speed of the transmission (16) by generating regenerative power when the rotational speed of the transmission (16) exceeds the rotational speed of the engine (10) due to resonance. The hybrid vehicle according to claim 1, wherein the motor generator (13) is controlled such that the motor generator (13) is controlled.   The motor control means (21, 22) rotates the motor generator (13) when the rotational speed of the transmission (16) falls below the rotational speed of the engine (10) due to the resonance, thereby rotating the transmission (16 The hybrid vehicle according to claim 1 or 2, wherein the motor generator (13) is controlled to increase the rotational speed of the motor. In the method of controlling the motor generator (13) of the hybrid vehicle (1) in which the engine (10), the clutch (12), the motor generator (13), and the transmission (16) are provided in this order,
The motor generator control method for a hybrid vehicle, wherein the motor generator (13) is controlled so that the rotational speed of the transmission (16) coincides with the rotational speed of the engine (10) at the time of resonance.   When the rotational speed of the transmission (16) exceeds the rotational speed of the engine (10) due to resonance, the motor generator (13) is configured to perform regenerative power generation to reduce the rotational speed of the transmission (16). The method of controlling a motor generator of a hybrid vehicle according to claim 4 to be controlled.   When the rotational speed of the transmission (16) is lower than the rotational speed of the engine (10) due to resonance, the electric generator (13) is driven to rotate to increase the rotational speed of the transmission (16). The hybrid vehicle according to claim 4 or 5, which controls the generator (13).

Images