JP2022089569A - Control device for hybrid vehicle - Google Patents

Abstract

To provide a control device for a hybrid vehicle, capable of controlling an engine rotation speed to an appropriate rotation speed without excessively limiting engine torque.SOLUTION: The control device for a hybrid vehicle adds up feed-forward torque determined by performing feed-forward control on the basis of the target torque of an engine and feed-back torque determined by performing feed-back control on the basis of a deviation between the target rotation speed of the engine and the actual rotation speed of the engine, thereby obtaining the torque of a motor (Step S2), and changes the command torque of the engine so that the feed-back torque is reduced (Step S6, Step S8).SELECTED DRAWING: Figure 3

Description

The present invention relates to a control device for a hybrid vehicle configured to make an engine rotation speed follow a target rotation speed by outputting a reaction force torque that opposes the output torque of the engine from a motor.

In Patent Document 1 and Patent Document 2, the engine, the motor, and the drive wheels are connected to a differential mechanism so as to rotate differentially, and the engine rotation speed is controlled by outputting reaction torque from the motor. A control device for a hybrid vehicle that can be described is described.

The control device described in Patent Document 1 has a feed forward term for obtaining a reaction force torque corresponding to a target torque of an engine and a feedback term obtained based on a deviation between an actual engine rotation speed and a target rotation speed. It is configured to determine the sum as the command torque of the motor. When the fuel is cut only for the predetermined cylinder of the engine (hereinafter referred to as the predetermined fuel cut), the engine torque is smaller than the normal time when fuel is supplied to all the cylinders. The correction coefficient used for the feedback term for obtaining the command torque of the motor is configured to be set smaller than the normal time when the predetermined fuel is cut.

Further, the control device described in Patent Document 2 obtains a target torque (reaction torque) of the motor corresponding to the target torque of the engine, and when the target torque is equal to or more than the maximum torque of the motor, the motor It is configured to limit the target torque of the engine according to the maximum torque. Further, when the target torque of the motor is less than the maximum torque, the smaller the deviation between the maximum torque of the motor and the target torque, the larger the margin value is set, and the engine target is set based on the margin value. It is configured to limit torque.

Japanese Unexamined Patent Publication No. 2015-205622 Japanese Unexamined Patent Publication No. 2001-304010

According to the control device described in Patent Document 1, a feed forward term for obtaining a reaction force torque corresponding to a target torque of an engine and a feedback term obtained based on a deviation between an actual engine rotation speed and a target rotation speed are obtained. The sum of and is defined as the command torque of the motor. On the other hand, since there is an unavoidable error between the command torque of the engine and the actual engine torque, for example, when the actual engine torque is output larger than the command torque of the engine, the engine rotation speed is the target. It is larger than the number of revolutions, and as a result, the feedback term is large. Therefore, when the target torque of the engine is large and the feed forward term is large, the feedback term becomes large due to the difference between the command torque of the engine and the actual engine torque, and the command torque of the motor is the limiting torque. May exceed. That is, the reaction torque required to suppress the engine blow-up cannot be output from the motor, and the engine speed may increase excessively.

On the other hand, as described in Patent Document 2, a margin value is determined based on the deviation between the maximum torque of the motor and the target torque, and the target torque of the engine is limited according to the margin value to obtain the command torque of the engine. Even if there is an error with the actual engine torque, the output torque of the motor can be changed by the margin value. As a result, it is possible to prevent the engine speed from increasing excessively. However, since the actual engine torque is not detected, the actual difference between the command torque of the engine and the actual engine torque cannot be obtained.

Therefore, even if the actual difference between the command torque of the engine and the actual engine torque is small, if a margin value of a certain size is set and the engine torque is limited, the required power etc. You may not be able to get it. On the contrary, if the margin value is set to a small value and the actual difference between the command torque of the engine and the actual engine torque is larger than the expected difference, the target torque of the engine is limited. However, the reaction torque corresponding to the actual engine torque may exceed the maximum torque of the motor, and as a result, the engine speed may increase excessively.

The present invention has been made by paying attention to the above technical problems, and provides a control device for a hybrid vehicle capable of controlling the engine rotation speed to an appropriate rotation speed without excessively limiting the engine torque. The purpose is to do.

In order to achieve the above object, the present invention comprises an engine and a motor that outputs a reaction force torque that opposes the output torque of the engine, and commands the engine so that the torque of the engine becomes a target torque. In a control device for a hybrid vehicle configured to output torque and determine the torque of the motor so that the rotation speed of the engine becomes the target rotation speed, a controller for controlling the torque of the engine and the motor is provided. , The controller controls feedback based on the deviation between the feed forward torque determined by performing the feed forward control based on the target torque of the engine and the target rotation speed of the engine and the actual rotation speed of the engine. It is characterized in that the torque of the motor is obtained by adding the feedback torque determined by performing the above, and the command torque of the engine is changed so that the feedback torque becomes small. It is a thing.

According to the present invention, the torque of the motor that outputs the reaction force torque that opposes the output torque of the engine is obtained based on the feed forward torque corresponding to the target torque of the engine. Therefore, when the command torque of the engine and the torque output by the actual engine match, the actual rotation speed of the engine and the target rotation speed match. On the other hand, when the command torque of the engine and the output torque of the actual engine deviate from each other, the engine rotation speed can be made to follow the target rotation speed by the feedback torque added to the feed forward torque. Then, by changing the command torque of the engine so that the feedback torque becomes small, the actual output torque of the engine can be converged to the target torque. Further, since the feedback torque is reduced, it is possible to suppress that an excessive torque is required for the motor, and it is possible to suppress a situation in which the engine speed cannot be appropriately controlled due to a factor such as insufficient torque of the motor.

It is a schematic diagram for demonstrating an example of the hybrid vehicle in embodiment of this invention. It is a figure for demonstrating the gradual change rate set based on the torque required for a rear motor. It is a flowchart for demonstrating the control example of the control apparatus in Embodiment of this invention. It is a time chart for demonstrating the change of the engine torque, the torque of a rear motor, and the engine rotation speed when the control example shown in FIG. 3 is executed.

An example of the hybrid vehicle Ve in the embodiment of the present invention will be described with reference to FIG. The vehicle Ve shown in FIG. 1 drives the rear wheels 3 by the power of the engine (Eng) 1 and the rear motor (Rr-MG) 2, and drives the front wheels 5 by the power of the front motor (Fr-MG) 4. It is a four-wheel drive hybrid vehicle configured in. Instead of the front motor 4, another motor capable of transmitting torque to the rear wheels 3 may be provided.

The engine 1 can adopt various engines such as a conventionally known gasoline engine and a diesel engine, and is configured to be able to control the output torque by controlling the intake air amount, the fuel injection amount, and the like. There is.

The rear motor 2 and the front motor 4 can be configured in the same manner as a motor provided as a driving force source for a conventionally known electric vehicle or hybrid vehicle, and output driving torque according to the energized power. In addition, it has a function as a generator that converts a part of the power of the rotating shaft into electric power by outputting torque so as to reduce the number of rotations. These motors 2 and 4 can be configured by, for example, a permanent magnet type synchronous motor having a permanent magnet in the rotor. The rear motor 2 corresponds to the "motor" in the embodiment of the present invention.

The rear motor 2 is connected to the output shaft 6 of the engine 1, and the rear speed change mechanism (Rr-T / M) 9 is connected to the output shaft 7 via the clutch mechanism 8. The clutch mechanism 8 sets at least two operating states: an engaged state in which the rear motor 2 and the rear shifting mechanism 9 are connected, and an released state in which torque transmission between the rear motor 2 and the rear shifting mechanism 9 is cut off. As long as it can be used, a conventionally known friction clutch, dog clutch, or the like can be adopted. Further, as the rear transmission mechanism 9, a conventional stepped transmission mechanism or a continuously variable transmission mechanism can be adopted. A pair of rear wheels 3 are connected to the output shaft 10 of the rear transmission mechanism 9 via the rear differential gear unit 11. A gear pair or the like may be provided between the engine 1 and the rear motor 2. In that case, the torque and rotation speed of the rear motor 2 described below may be multiplied by the gear ratio of the gear pair. ..

A front speed change mechanism 12 for changing the operating point of the front motor 4 is connected to the front motor 4 described above. The front speed change mechanism 12 includes a stepped speed change mechanism capable of setting two speed stages, a directly connected stage having a gear ratio of "1" and a reduction gear having a gear ratio larger than "1". Adopt various speed change mechanisms such as a stepped speed change mechanism that can set three or more speed change stages (including speed increase stages) or a stepless speed change mechanism that can continuously change the gear ratio. Can be done. A pair of front wheels 5 are connected to the output shaft 13 of the front transmission mechanism 12 via the front differential gear unit 14.

It includes an electronic control device (hereinafter referred to as an ECU) 15 for controlling the engine 1, the motors 2 and 4, the transmission mechanisms 9 and 12, and the clutch mechanism 8 described above. The ECU 15 corresponds to the "controller" in the embodiment of the present invention, and is configured mainly by a microcomputer like a conventionally known electronic control device, and is input data and stored in advance. It is configured to perform calculations based on data and output signals (command torques) according to the calculation results to the engine 1, each motor 2, 4, each transmission mechanism 9, 12, and the clutch mechanism 8. There is.

The ECU 15 includes, for example, an accelerator opening sensor that detects the amount of operation of the accelerator pedal, a sensor that detects the vehicle speed, a sensor that detects the engine rotation speed, a sensor that detects the rotation speed of each of the motors 2 and 4, and a rear speed change mechanism 9. A sensor for detecting the input rotation speed of the motor, a sensor for detecting the temperature of each of the motors 2 and 4, and the like are electrically connected.

Further, the ECU 15 has, for example, a map for determining the fuel injection amount and the intake air amount to the engine 1 based on the operation amount of the accelerator pedal and the vehicle speed, and for determining the electric power to be energized to the motors 2 and 4. A map or a map for determining the shift speed (gear ratio) of each of the shift mechanisms 9 and 12 is stored.

The hybrid vehicle Ve configured as described above has a parallel traveling mode in which the power of the engine 1 is transmitted to the rear wheels 3 and the power of the front motor 4 is transmitted to the front wheels 5 to travel, and the power of the engine 1 is transmitted to the rear motor. A series driving mode in which the vehicle is converted into electric power by 2, supplies the converted electric power or the electric power charged in a battery (not shown) to the front motor 4, and transmits the power of the front motor 4 to the front wheels 5. At least two driving modes can be set.

The series running mode is a running mode set by releasing the clutch mechanism 8, and therefore, the transmission of torque between the engine 1 and the rear wheels 3 is cut off. Therefore, the rotation speed of the engine 1 (hereinafter, simply referred to as the engine rotation speed) can be controlled independently of the vehicle speed. Specifically, a reaction force torque that opposes the output torque of the engine 1 is output from the rear motor 2, and when the reaction force torque is larger than the output torque of the engine 1, the engine rotation speed decreases and the reaction force torque. When is smaller than the output torque of the engine 1, the engine rotation speed is increased, and the reaction force torque and the output torque of the engine 1 are balanced to maintain the engine rotation speed.

Therefore, when the series driving mode is set, the engine 1 generates the power corresponding to the generated power required for the rear motor 2, and when the power is generated by the engine 1, the fuel efficiency is good. The reaction force torque of the rear motor 2 is controlled by setting the rotation speed as the target rotation speed of the engine 1.

In the control device according to the embodiment of the present invention, the reaction force torque (hereinafter referred to as feed forward torque) corresponding to the target torque of the engine 1 and the actual rotation speed of the engine 1 as the target rotation speed in the series running mode. The rear motor 2 is configured to output a torque obtained by adding a reaction force torque (hereinafter referred to as a feedback torque) required for this purpose. By outputting the torque from the rear motor 2 in this way, when the actual torque output from the engine 1 follows the command torque of the engine 1, the engine rotation speed follows the target rotation speed. .. That is, the feedback torque becomes "0".

On the other hand, when the command torque of the engine 1 and the torque actually output deviate from each other, the output torque of the engine 1 and the output torque of the rear motor 2 are different, so that the engine speed is calculated from the target speed. Dissociate. That is, the feedback torque is output from the rear motor 2. Therefore, the control device according to the embodiment of the present invention is configured to change the command torque of the engine 1 so that the feedback torque becomes small. In that case, when the command torque of the engine 1 is suddenly changed, the engine rotation speed sets the target rotation speed due to factors such as a communication delay between the device that controls the torque of the engine 1 and the ECU 15, and a response delay of the intake air amount. Since there is a possibility of overshooting, the command torque of the engine 1 is configured to be changed at a predetermined rate of change (hereinafter referred to as a gradual change rate) with respect to the target torque.

Specifically, as shown in FIG. 2, it is divided into four regions, a limiting region, an asymptotic region, a holding region, and a release region, according to the magnitude of the torque required for the rear motor 2, and each region is divided into four regions. , It is configured to determine the rate of change of the command torque of the engine 1. Note that FIG. 2 shows that the torque in the direction opposite to the drive torque of the engine 1 (hereinafter referred to as the negative direction) is output from the rear motor 2, but there is also a case where the torque in the positive direction is output. The same is true.

This limiting region is a region between the maximum torque (lower limit value) of the rear motor 2 and the torque obtained by subtracting a predetermined torque from the maximum torque, and the feedback torque (F / B) is the feedforward torque (F / F). It is defined as an area where it is required to quickly avoid the torque added to the above from being unable to be output from the rear motor 2.

Therefore, when the torque required for the rear motor 2 is within the limited region, the command torque is quickly changed in order to prevent the rear motor 2 from being unable to output a sufficient reaction torque, and the engine 1 It is preferable to reduce the difference between the target torque and the actual output torque. Therefore, when the torque required for the rear motor 2 is within the limiting region, the command torque of the engine 1 is changed at a relatively large gradual change rate so that the torque required for the rear motor 2 is within the asymptotic region. .. In the following description, the gradual change rate set when the torque required for the rear motor 2 is within the limiting region is referred to as a limiting rate.

This limit rate starts to change the command torque of the engine 1, such as the communication delay for controlling the torque of the engine 1 and the response delay of the intake air amount, and then the actual torque changes according to the change of the command torque. It can be determined based on the response delay time a set in advance in the ECU 15 and the width b of the proximity region. Specifically, the width b of the asymptotic region can be set to a value (b / a) divided by the response delay time a.

Further, the holding region is defined as a region where the feedback torque is relatively small, such as a difference between the engine rotation speed and the target rotation speed of the engine 1 due to disturbance or the like. That is, although the command torque of the engine 1 and the actual output torque are almost the same, it is defined in the region where the feedback torque is output due to other factors. Therefore, it is preferable to maintain the command torque of the engine 1. Therefore, when the torque required for the rear motor 2 is within the holding region, the gradual change rate is maintained at "0".

The asymptotic region between the limited region and the holding region is a region where it can be determined that the difference between the command torque of the engine 1 and the actual output torque should be gradually reduced, and is therefore required for the rear motor 2. When the torque is within the asymptotic region, the command torque of the engine 1 is changed at a relatively small gradual change rate so that the torque required for the rear motor 2 is within the holding region. In the following description, the asymptotic rate set when the torque required for the rear motor 2 is within the limiting region is referred to as an asymptotic rate.

This asymptotic rate can be determined in the same manner as the above-mentioned limiting rate. That is, based on the response delay time a set in advance in the ECU 15 from the start of changing the command torque of the engine 1 until the actual torque changes according to the change of the command torque, and the width c of the holding region. Can be determined. Specifically, the width c of the holding region can be set to a value (c / a) divided by the response delay time a.

The release region is a region where it can be determined that the engine rotation speed can be maintained at the target rotation speed, and is a region where the gradual change amount of the command torque of the engine 1 is reduced, and the rate of change is predetermined (hereinafter,). , The release rate) reduces the amount of gradual change that has already been changed.

FIG. 3 is a flowchart for explaining a control example of the control device according to the embodiment of the present invention. The control example shown in FIG. 3 is executed during series running, and first, the output (power) required for the engine 1 is calculated (step S1). The output required for the engine 1 is determined according to the generated power required for the rear motor 2. The generated electric power required for the rear motor 2 includes electric power that energizes the front motor 4 (hereinafter referred to as traveling electric power) in order to output the traveling power required for the vehicle Ve from the front motor 4, and a power storage device (not shown). It is the electric power obtained by adding the electric power for charging (hereinafter referred to as the electric power for charging). Therefore, in step S1, each of the traveling electric power and the charging electric power can be obtained, and the obtained electric power can be added and obtained.

The above-mentioned traveling power can be obtained by multiplying the driving force required for the vehicle Ve and the vehicle speed. As for the driving force required for the vehicle Ve, the driving force map for obtaining the driving force required for the vehicle Ve is stored in advance in the ECU 15 with the accelerator opening detected by the accelerator opening sensor and the vehicle speed as parameters. , It can be obtained from the detected accelerator opening, vehicle speed, and driving force map.

Then, the torque required for the rear motor 2 is obtained (step S2). In this step S2, the reaction force torque (feed forward torque) corresponding to the target torque of the engine 1 is obtained by the feed forward control, and the reaction force torque required to control the actual rotation speed of the engine 1 to the target rotation speed. (Feedback torque) is obtained by feedback control, and the obtained torques are added to obtain the torque required for the rear motor 2.

Specifically, first, the target torque of the engine 1 is obtained. The target torque of the engine 1 is, for example, an operating point (target torque and target rotation speed of the engine 1) at which fuel efficiency is good when the output required for the engine 1 obtained in step S1 is output from the engine 1. It is obtained from the optimum fuel consumption line stored in the ECU 15 in advance. Then, a torque having the same magnitude as the target torque of the engine 1 and in a direction opposite to the target torque of the engine 1 is obtained. Further, for example, when the target rotation speed of the engine 1 at the present time and the target rotation speed at the time of outputting the target torque are different, the amount of change in the target rotation speed and the predetermined amount until the target rotation speed is changed are determined in advance. The rate of change of the target rotation speed is obtained based on the time and the like, and the inertia torque is obtained from the rate of change of the target rotation speed and the inertial moment of the engine 1. Then, the inertia shuttle torque is subtracted from the torque corresponding to the target torque of the engine 1 to obtain the feed forward torque of the rear motor 2.

The feedback torque is obtained by executing feedback control using the deviation between the target rotation speed of the engine 1 and the actual rotation speed.

Then, the gradual change amount defined in step S10 in the previous routine is not "0", or the sign of the gradual change amount (torque direction) and the torque required for the rear motor 2 in step S2 are obtained. It is determined whether or not the sign of the feedback torque (torque direction) is the same (step S3).

If the gradual change is not "0" and the sign of the gradual change and the sign of the feedback torque are not the same, and the result is positively determined in step S3, the gradual change rate is set to the release rate (step S4). ).

On the contrary, if the gradual variable is "0" or the sign of the gradual change and the sign of the feedback torque are the same, and the negative judgment is made in step S3, the rear motor 2 is requested. It is determined whether or not the magnitude of the torque is within the restricted region (step S5).

If the magnitude of the torque required for the rear motor 2 is positively determined in step S5 because it is within the limiting region, the gradual change rate is set to the limiting rate (step S6). On the contrary, when the magnitude of the torque required for the rear motor 2 is negatively determined in step S5 because it is not within the limited region, the magnitude of the torque required for the rear motor 2 is within the asymptotic region. It is determined whether or not it is (step S7).

If the magnitude of the torque required for the rear motor 2 is in the asymptotic region and is positively determined in step S7, the gradual change rate is set to the asymptotic rate (step S8). On the contrary, when the magnitude of the torque required for the rear motor 2 is negatively determined in step S7 because it is not within the asymptotic region, the gradual change rate is set to 0 (step S9).

Following the above steps S4, S6, step S8, and step S9, the gradual change amount of the command torque of the engine 1 is obtained based on the gradual change rate set in each of these steps (step S10). Specifically, the execution time of this control routine is multiplied by the gradual change rate set in step S4, step S6, step S8, and step S9, and the multiplied gradual change amount is obtained in step S10 in the previous routine. The gradual fluent of the command torque of the engine 1 is obtained by adding to the gradual fluent obtained.

Then, the command torque of the engine 1 is obtained by adding the gradual variable amount obtained in step S10 to the target torque of the engine 1 used when obtaining the feed forward torque in step S2 (step S11). Exit the routine once.

FIG. 4 shows a time chart for explaining changes in the engine torque Te, the torque Tm of the rear motor 2, and the engine speed Ne when the above-mentioned control example is executed when the engine torque is increased. In the example shown in FIG. 4, the target torque (thin line) of the engine 1 starts to increase at the time of t1. Therefore, the command torque (thick line) of the engine 1 has begun to increase so as to follow the target torque of the engine 1. On the other hand, the actual torque (broken line) of the engine 1 begins to increase at a rate of change larger than the command torque of the engine 1.

Further, as the target torque of the engine 1 increases as described above, the feed forward torque (thin wire) in the rear motor 2 begins to increase. At that time, the feedback torque is extremely small because the deviation between the actual rotation speed (thick line) of the engine 1 and the target rotation speed (thin line) is small.

At the time of t1, the gradual change amount of the command torque of the engine 1 determined in the previous routine is "0". Therefore, at the time of t1, a negative judgment is made in step S3. Further, since the feedback torque is extremely small, it is negatively determined in steps S5 and S7, and the gradual change rate is set to "0". As a result, the gradual variable amount obtained in step S10 is also "0", so that the command torque of the engine 1 is maintained at the same value as the target torque and is increased at the same rate of change as the target torque.

At the time point t2, the target torque of the engine 1 increases to the target torque according to the accelerator opening and is maintained constant, and as a result, the command torque and the actual torque of the engine 1 are maintained constant. On the other hand, since the actual torque of the engine 1 is larger than the target torque, the actual rotation speed of the engine 1 gradually increases with respect to the target rotation speed. As a result, the feedback torque is gradually increasing. Therefore, at the time of t3, the torque required for the rear motor 2 increases to the vicinity of the maximum torque (lower limit value), and when it is positively determined in step S5, the command torque of the engine 1 begins to gradually decrease. Therefore, as the command torque of the engine 1 decreases, the actual output torque also begins to gradually decrease, and the engine rotation speed decreases toward the target rotation speed.

Then, at the time of t3, the actual torque of the engine 1 matches the target torque, and the engine rotation speed matches the target rotation speed.

Note that FIG. 4 shows only the case where the command torque of the engine 1 is lowered at the limit rate, but the rear motor 2 is shown before the command torque of the engine 1 is lowered at the limit rate and after it starts to be lowered at the limit rate. Since the torque required for the engine 1 is in the near range, there may be a step of reducing the command torque of the engine 1 at the near rate.

As described above, the torque of the rear motor 2 that outputs the reaction force torque that opposes the output torque of the engine 1 is obtained based on the feed forward torque corresponding to the target torque of the engine. Therefore, when the command torque of the engine and the torque output by the actual engine match, the actual rotation speed of the engine and the target rotation speed match. On the other hand, when the command torque of the engine and the output torque of the actual engine deviate from each other, the engine rotation speed can be made to follow the target rotation speed by the feedback torque added to the feed forward torque. Then, by changing the command torque of the engine 1 so that the feedback torque becomes small, the actual output torque of the engine 1 can be converged to the target torque. Further, since the feedback torque is reduced, it is possible to suppress that an excessive torque is required for the rear motor 2, and it is possible to suppress a situation in which the engine speed cannot be appropriately controlled due to a factor such as insufficient torque of the rear motor 2.

Further, when the clutch mechanism 8 is a wet friction clutch, the torque (dragging torque) on the output side of the clutch mechanism 8 acts on the output shaft 7 of the rear motor 2 via the oil interposed between the friction surfaces. In some cases. Even when such a disturbance acts on the output shaft 7 of the rear motor 2, the torque and rotation speed of the engine 1 or the electric power generated by the rear motor 2 is required by controlling as described above. It is possible to suppress deviation from the value.

The vehicle according to the embodiment of the present invention is not limited to the configuration shown in FIG. 1, and like the vehicles described in Patent Document 1 and Patent Document 2, the engine rotates by outputting the reaction force torque to the engine. It may be a vehicle provided with a differential mechanism in which a motor for controlling the number and a drive wheel are connected so as to rotate differentially. That is, the vehicle is not limited to the vehicle that performs the series driving mode.

1 Engine 2 Rear motor 15 Electronic control unit (ECU)
Ve hybrid vehicle

Claims (1)

It is equipped with an engine and a motor that outputs a reaction force torque that opposes the output torque of the engine, outputs a command torque to the engine so that the torque of the engine becomes the target torque, and targets the rotation speed of the engine. In a hybrid vehicle control device configured to determine the torque of the motor so as to be the number of revolutions.
A controller for controlling the torque of the engine and the motor is provided.
The controller
It is determined by performing feedback control based on the deviation between the feed forward torque determined by performing feed forward control based on the target torque of the engine and the deviation between the target rotation speed of the engine and the actual rotation speed of the engine. By adding the feedback torque, the torque of the motor is obtained.
A control device for a hybrid vehicle, which is configured to change the command torque of the engine so that the feedback torque becomes small.

Images