JP4026617B2 - Torque distribution device for hybrid vehicle - Google Patents

Description

  The present invention relates to a torque distribution device for a hybrid vehicle, and more particularly to a torque distribution device for appropriately distributing torque to a hybrid vehicle including an internal combustion engine and an electric motor as drive sources.

  Conventionally, as disclosed in, for example, Japanese Patent Application Laid-Open No. 11-343891, in a hybrid vehicle including an internal combustion engine and an electric motor as drive sources, an apparatus for appropriately distributing torque to these two drive sources is known. Yes. According to this apparatus, the driving torque that should be generated by the vehicle and the target torque (target engine torque) for the internal combustion engine are calculated separately. Then, the difference between the drive torque and the target engine torque is set as a target torque (target motor torque) for the motor.

  If the internal combustion engine and the electric motor generate the target engine torque and the target motor torque, respectively, the desired driving torque can be realized by compensating the shortage due to the engine torque with the electric motor torque. For this reason, according to the above-described conventional apparatus, it is possible to accurately match the driving torque of the vehicle to the driver's request while generating appropriate torques for both the internal combustion engine and the electric motor.

Japanese Patent Laid-Open No. 11-343891 JP 2001-37006 A JP-A-10-27008

  However, the above publication does not disclose a detailed description of the control content for generating the target engine torque in the internal combustion engine and the control content for generating the target motor torque in the electric motor. For example, if these controls are realized by feedback control, a certain amount of error is superimposed on the engine torque and the motor torque. Such an error causes a reduction in torque distribution accuracy in the hybrid vehicle. In this regard, the above-described conventional apparatus cannot always accurately execute torque distribution in the hybrid vehicle.

  The present invention has been made to solve the above-described problems, and it is an object of the present invention to provide a torque distribution device that can accurately distribute a drive torque to be generated by a hybrid vehicle to an internal combustion engine and an electric motor. And

In order to achieve the above object, a first invention is a torque distribution control device for a hybrid vehicle comprising an internal combustion engine and an electric motor as drive sources,
Target total torque setting means for setting the target total torque;
Target motor torque setting means for setting a target motor torque to be generated by the motor;
Motor control means for controlling the motor such that the target motor torque is generated;
A target engine torque calculating means for calculating a difference between the target total torque and a motor torque generated by the motor as a target engine torque;
Fuel command value calculating means for calculating a fuel command value for generating the target engine torque in the internal combustion engine using an inverse model of the internal combustion engine;
Fuel control means for supplying fuel corresponding to the fuel command value to the internal combustion engine;
It is characterized by providing.

The second invention is the first invention, wherein
The fuel command value calculation means executes a process of calculating a fuel command value at every predetermined sampling period,
The inverse model of the internal combustion engine is
Input / output history storage means for storing the history of the fuel command value and the history of the engine torque generated by the internal combustion engine;
Linear model coefficient calculation means for calculating a coefficient of a linear model established between the fuel command value and the engine torque based on the history of the fuel command value and the history of the engine torque;
A plurality of fuel command values before time t, and a plurality of fuel command values before time t, so that the value of the evaluation function having a difference between the target engine torque and the estimated engine torque calculated by the linear model as a factor A relational expression setting means for setting a relational expression defining a relation between a plurality of engine torques and the target engine torque using a coefficient of the linear model;
By substituting a plurality of engine torques before time t, a plurality of fuel command values before time t-1 which is a sampling time immediately before time t, and a target engine torque into the relational expression, the fuel at time t Fuel command value (t) calculating means for calculating the command value (t);
It is characterized by including.

The third invention is the first or second invention, wherein
The target motor torque setting means includes
Supplyable power detection means for detecting the supplyable power of the battery;
Required power calculating means for calculating required power for causing the electric motor to generate the target total torque;
Determination means for determining whether or not the suppliable power is greater than or equal to the required power,
When the suppliable power is equal to or greater than the required power, the target total torque is set as the target motor torque, and when the suppliable power is less than the necessary power, a torque that can be generated by the suppliable power is the target power. The motor torque is used.

According to a fourth invention, in any one of the first to third inventions,
Fuel correction value calculation means for calculating a fuel amount corresponding to a deviation between the engine torque generated by the internal combustion engine and the target engine torque as a fuel correction value;
Fuel command value correcting means for correcting the fuel command value by the fuel correction value;
It is characterized by providing.

A fifth invention is a torque distribution control device for a hybrid vehicle comprising an internal combustion engine and an electric motor as drive sources,
Target total torque setting means for setting the target total torque;
Target engine torque setting means for setting target engine torque to be generated by the internal combustion engine;
Internal combustion engine control means for controlling the internal combustion engine so that the target engine torque is generated;
Target motor torque calculating means for calculating a difference between the target total torque and the engine torque generated by the internal combustion engine as a target motor torque;
A power command value calculating means for calculating a power command value for causing the motor to generate the target motor torque using an inverse model of the motor;
Power control means for supplying power to the electric motor according to the power command value;
It is characterized by providing.

The sixth invention is the fifth invention, wherein
The power command value calculation means executes a process of calculating a power command value for each predetermined sampling period,
The inverse model of the motor is
Input / output history storage means for storing a history of the power command value and a history of motor torque generated by the motor;
Linear model coefficient calculation means for calculating a coefficient of a linear model established between the power command value and the motor torque based on the history of the power command value and the history of the motor torque;
A plurality of power command values before time t and before time t so that the value of the evaluation function having a difference between the target motor torque and the estimated electric torque calculated by the linear model as one element Relational expression setting means for setting a relational expression defining a relation between a plurality of motor torques and the target motor torque using a coefficient of the linear model;
By substituting a plurality of motor torques before time t, a plurality of power command values before time t-1 which is a sampling time immediately before time t, and a target motor torque into the relational expression, power at time t Power command value (t) calculating means for calculating the command value (t);
It is characterized by including.

  According to a seventh aspect, in the fifth or sixth aspect, the target engine torque setting means sets a predetermined torque at which the internal combustion engine achieves a predetermined operating efficiency as the target engine torque.

Further, an eighth invention according to any one of the fifth to seventh inventions,
Power correction value calculation means for calculating, as a power correction value, power corresponding to a deviation between the motor torque generated by the motor and the target motor torque;
Power command value correcting means for correcting the power command value by the power correction value;
It is characterized by providing.

According to a ninth invention, in any of the fifth to eighth inventions,
Fuel correction value calculation means for calculating a fuel amount corresponding to a deviation between the engine torque generated by the internal combustion engine and the target engine torque as a fuel correction value;
Fuel command value correcting means for correcting the fuel command value by the fuel correction value;
It is characterized by providing.

The tenth invention is a torque distribution control device for a hybrid vehicle comprising an internal combustion engine and an electric motor as drive sources,
Target total torque setting means for setting the target total torque;
Fuel command value calculating means for calculating a fuel command value for causing the internal combustion engine to generate the target total torque;
Fuel control means for supplying fuel corresponding to the fuel command value to the internal combustion engine;
Engine torque estimating means for calculating an estimated value of engine torque expected to be generated by the internal combustion engine;
Target motor torque calculating means for calculating a difference between the target total torque and the estimated value of the engine torque as a target motor torque;
A power command value calculating means for calculating a power command value for causing the motor to generate the target motor torque using an inverse model of the motor;
Power control means for supplying power to the electric motor according to the power command value;
It is characterized by providing.

The eleventh aspect of the invention is the tenth aspect of the invention,
The engine torque estimating means includes
Input / output history storage means for storing the history of the fuel command value and the history of the engine torque generated by the internal combustion engine;
Linear model coefficient calculation means for calculating a coefficient of a linear model established between the fuel command value and the engine torque based on the history of the fuel command value and the history of the engine torque;
Model calculation means for calculating the estimated value of the engine torque using the linear model;
It is characterized by providing.

The twelfth invention is the tenth or eleventh invention,
The power command value calculation means executes a process of calculating a power command value for each predetermined sampling period,
The inverse model of the motor is
Input / output history storage means for storing a history of the power command value and a history of motor torque generated by the motor;
Linear model coefficient calculation means for calculating a coefficient of a linear model established between the power command value and the motor torque based on the history of the power command value and the history of the motor torque;
A plurality of power command values before time t and before time t so that the value of the evaluation function having a difference between the target motor torque and the estimated electric torque calculated by the linear model as one element Relational expression setting means for setting a relational expression defining a relation between a plurality of motor torques and the target motor torque using a coefficient of the linear model;
By substituting a plurality of motor torques before time t, a plurality of power command values before time t-1 which is a sampling time immediately before time t, and a target motor torque to be used at time t into the relational expression A power command value (t) calculating means for calculating a power command value (t) at time t;
It is characterized by including.

The thirteenth aspect of the invention is any of the tenth to twelfth aspects of the invention,
At the time of increase of the target total torque, the engine torque estimating means estimates the estimated value until a convergence time at which the estimated value of the engine torque matches the target total torque, and the difference calculating means is until the convergence time. The target motor torque is calculated, and the power command value calculating means calculates the power command value until the convergence time point,
Supplyable power detection means for detecting the supplyable power of the battery;
Power supply start time setting means for setting a power supply start time to the electric motor so that an integrated value of the power command value until the convergence time does not exceed the battery supplyable voltage;
It is characterized by providing.

In addition, a fourteenth invention is any one of the tenth to thirteenth inventions,
At the time of increase of the target total torque, the engine torque estimating means estimates the estimated value until a convergence time at which the estimated value of the engine torque matches the target total torque, and the difference calculating means is until the convergence time. The target motor torque is calculated, and the power command value calculating means calculates the power command value until the convergence time point,
Supplyable power detection means for detecting the supplyable power of the battery;
A target total torque correcting means for reviewing the target total torque so that an integrated value of the power command value until the convergence time does not exceed the battery supplyable voltage;
It is characterized by providing.

  According to the first aspect of the invention, the target motor torque that should be generated by the motor is preferentially set, and a value obtained by subtracting the motor torque from the target total torque is set as the target engine torque. The fuel command value for generating the target engine torque is calculated by an inverse model of the internal combustion engine. According to the fuel command value calculated in this way, it is possible to cause the internal combustion engine to generate engine torque that accurately compensates for the shortage due to the motor torque. Therefore, according to the present invention, the target total torque that should be generated by the hybrid vehicle can be accurately distributed to the internal combustion engine and the electric motor.

  According to the second invention, the history of the fuel command value and the history of the engine torque are stored, and the coefficient of the linear model established between the fuel command value and the engine torque is calculated based on the history. it can. Further, using the coefficients of the linear model, the relationship between the multiple fuel command values before time t, the multiple engine torques before time t, and the target engine torque so that the value of the evaluation function becomes sufficiently small Can be defined. Since the evaluation function includes a difference between the estimated engine torque calculated by the linear model and the target engine torque as one element, according to the above relational expression, the time t is set so that the estimated engine torque matches the target engine torque. A relationship among a plurality of previous fuel command values, a plurality of engine torques before time t, and a target engine torque is determined. According to the present invention, a plurality of engine torques before time t and a plurality of fuel command values before time t−1 are substituted into this relational expression. According to the relational expression that receives such substitution, the function of outputting the fuel command value (t) for realizing the target engine torque when the target engine torque is input, that is, the inverse model of the internal combustion engine. The function can be realized.

  According to the third aspect of the invention, the target total torque can be distributed to the electric motor as much as possible within a range not exceeding the suppliable power of the battery. Since the electric motor has excellent responsiveness as compared with the internal combustion engine, such distribution rules can achieve good responsiveness in the hybrid vehicle.

  According to the fourth invention, the fuel correction value can be calculated based on the deviation between the engine torque and the target engine torque, and the fuel command value can be corrected by the fuel correction value. For this reason, according to this invention, the engine torque which plays the role which supplements an electric motor torque can be made to correspond with a target engine torque accurately.

  According to the fifth aspect, the target engine torque that should be generated by the internal combustion engine is preferentially set, and then a value obtained by subtracting the engine torque from the target total torque is set as the target motor torque. And the electric power command value for producing a target motor torque is calculated by the inverse model of an electric motor. According to the power command value calculated in this way, it is possible to cause the motor to generate a motor torque that accurately compensates for the shortage due to the engine torque. Therefore, according to the present invention, the target total torque that should be generated by the hybrid vehicle can be accurately distributed to the internal combustion engine and the electric motor.

  According to the sixth aspect, the history of the power command value and the history of the motor torque are stored, and the coefficient of the linear model established between the power command value and the motor torque is calculated based on the history. it can. Further, using the coefficients of the linear model, the relationship between the plurality of power command values before time t, the plurality of motor torques before time t, and the target motor torque so that the value of the evaluation function becomes sufficiently small Can be defined. Since the evaluation function has a difference between the estimated motor torque calculated by the linear model and the target motor torque as one element, according to the above relational expression, the time t is set so that the estimated motor torque matches the target motor torque. A relationship among a plurality of previous power command values, a plurality of motor torques before time t, and a target motor torque is determined. According to the present invention, a plurality of motor torques before time t and a plurality of power command values before time t−1 are substituted into this relational expression. According to the relational expression that receives such substitution, when the target motor torque is input, the function of outputting the power command value (t) for realizing the target motor torque, that is, as an inverse model of the motor The function can be realized.

  According to the seventh aspect of the present invention, the shortage due to the engine torque can be accurately compensated for by the electric motor torque while the internal combustion engine is operated efficiently. For this reason, according to this invention, the fuel consumption characteristic of a hybrid vehicle can fully be improved.

  According to the eighth aspect, the power correction value can be calculated based on the deviation between the motor torque and the target motor torque, and the power command value can be corrected by the power correction value. For this reason, according to the present invention, the motor torque that plays a role of supplementing the engine torque can be matched with the target motor torque with high accuracy.

  According to the ninth aspect of the invention, the fuel correction value can be calculated based on the deviation between the engine torque and the target engine torque, and the fuel command value can be corrected by the fuel correction value. For this reason, according to the present invention, the internal combustion engine can be controlled to an operating region in which the engine can be operated with high accuracy and efficiency.

  According to the tenth aspect, it is possible to calculate the estimated value of the engine torque that is expected to be generated by the internal combustion engine while controlling the internal combustion engine so that the engine torque becomes the target total torque. Since a response delay occurs in the rise of the engine torque, after the target total torque rises, the estimated value of the engine torque follows the target total torque with a certain delay. According to the present invention, the deviation (difference) between the target total torque and the engine torque generated due to the delay can be calculated as the target motor torque. And the electric power command value for producing a target motor torque can be calculated with the inverse model of an electric motor, and can be given to an electric motor. Since the motor torque exhibits an excellent rise with respect to the input of the power command value, the motor torque can be generated so as to compensate for the delay in the rise of the engine torque with high accuracy according to the above control. Further, according to the above control, since the generation of the motor torque is not required after the engine torque rises, the load of electric power can be suppressed. Therefore, according to the present invention, it is possible to sufficiently increase the drive torque response of the hybrid vehicle while keeping the load on the battery small.

  According to the eleventh aspect, the estimated value of the engine torque can be calculated based on a linear model that simulates the relationship between the fuel command value and the engine torque. Therefore, according to the present invention, the estimated value of the engine torque can be calculated with high accuracy, and as a result, the driving torque of the hybrid vehicle can be controlled to the target total torque with high accuracy.

  According to the twelfth invention, a relational expression established between the power command value, the motor torque, and the target motor torque is determined using a coefficient of a linear model established between the power command value and the motor torque. Can do. By using this relational expression, an inverse model of the motor, that is, a model that outputs the power command value (t) with respect to the input of the target motor torque can be realized.

  According to the thirteenth aspect, it is possible to calculate the power command value until the estimated value of the engine torque converges to the target total torque when the target total torque increases. And the electric power supply start time to an electric motor can be set so that the integrated value of the electric power command value may not exceed the battery supply possible voltage. Therefore, according to the present invention, it is possible to effectively prevent the torque assist by the motor from failing due to insufficient charging of the battery.

  According to the fourteenth aspect, it is possible to calculate the power command value until the estimated value of the engine torque converges to the target total torque when the target total torque increases. Then, the target total torque can be corrected, that is, the request for the motor torque can be corrected so that the integrated value of the power command value does not exceed the battery supplyable voltage. Therefore, according to the present invention, it is possible to effectively prevent the torque assist by the motor from failing due to insufficient charging of the battery.

Embodiment 1 FIG.
[Configuration of Embodiment 1]
FIG. 1 is a diagram for explaining the configuration of the first embodiment of the present invention. As shown in FIG. 1, the system of this embodiment includes an internal combustion engine 10 and an electric motor 12. Both the output shaft of the internal combustion engine 10 and the output shaft of the electric motor 12 are connected to the transmission 14. Further, the transmission 14 is connected to the left and right drive wheels 18 via a differential gear 16.

  The internal combustion engine 10 and the electric motor 12 are drive sources for the hybrid vehicle. That is, the system shown in FIG. 1 can transmit the engine torque Te generated by the internal combustion engine 10 and the motor torque Tm generated by the electric motor 12 to the transmission 14 in a superimposed manner. Therefore, the sum of the engine torque Te and the motor torque Tm is transmitted to the drive wheel 18 as the drive torque.

  The system shown in FIG. 1 includes an ECU (Electronic Control Unit) 20. Various sensors such as a throttle sensor 22, an air flow meter 24, a rotation speed sensor 26, and a power detector 28 are connected to the ECU 20. The throttle sensor 22 is a sensor for detecting the throttle opening degree TA. The air flow meter 24 is a sensor for detecting the intake air amount Ga. The rotational speed sensor 26 is a sensor for detecting the engine rotational speed Ne. The power detector 28 is a unit that continuously calculates the suppliable power of the battery.

  The ECU 20 receives various information from these sensors and can appropriately control the internal combustion engine 10 and the electric motor 12 based on the information. More specifically, the ECU 20 calculates the drive torque that should be generated in the hybrid vehicle in accordance with the driver's request and the like, and further, the internal combustion engine so that the torque burden for generating the drive torque is appropriately distributed. This is a unit for appropriately controlling both the engine 10 and the electric motor 12.

(Outline of ECU 20)
FIG. 2 is a block diagram for explaining the functions of the ECU 20. As shown in FIG. 2, a control determination unit 30 and a control command value calculation unit 32 are formed inside the ECU 20. These are the fuel command value Ft to be supplied to the internal combustion engine 10 based on information such as the target total torque TQt to be generated in the hybrid vehicle and the current state of the hybrid vehicle (for example, battery suppliable power Pb), and This is a part for calculating a power command value Pt supplied to the electric motor 12.

  The control command value setting unit 32 includes an internal combustion engine inverse model 34 and an electric motor inverse model 36. The internal combustion engine 10 can be simulated by a linear model having the supplied fuel amount as an input and the engine torque Te as an output. The internal combustion engine inverse model 34 is an inverse model of the linear model, that is, a model that generates, as an output, a fuel amount necessary to generate the target engine torque Tet by giving the target engine torque Tet as an input.

  The electric motor inverse model 36 is an inverse model of a linear model that simulates the electric motor 12. The electric motor 12 can be simulated by a linear model having the supplied electric power as an input and the electric motor torque Tm as an output. The motor inverse model 36 is a model that generates, as an output, electric power necessary to generate the target motor torque Tmt by giving the target motor torque Tmt as an input.

  The control determination unit 30 is a part that determines how to distribute the burden of the target total torque TQt required for the hybrid vehicle to the internal combustion engine 10 and the electric motor 12 based on the current vehicle state and the like. In the control determination unit 30, for example, it may be determined that the target total torque TQt should be borne by the internal combustion engine 10. In this case, the internal combustion engine inverse model 34 is instructed to calculate the required fuel amount using the target total torque TQt as the target engine torque Tet. The fuel amount calculated by the internal combustion engine inverse model 34 in response to this command is supplied to the internal combustion engine 10 as a fuel command value Ft.

  Moreover, in the control determination part 30, if all the target total torque TQt is borne by the electric motor 12, it may be necessary to detect how much electric power is required. In this case, the control determination unit 30 instructs the motor inverse model 36 to calculate necessary power using the target total torque TQt as the target motor torque Tmt. When it is determined by the control determination unit 30 that all of the target total torque TQt should be borne by the motor 12, the electric power calculated by the motor inverse model 36 in response to the above command is used as the power command value Pt. The electric motor 12 is supplied.

  Further, the control determination unit 30 may determine that a part of the target total torque TQt should be generated by the electric motor 12 and the rest should be generated by the internal combustion engine 10. In this case, the required fuel amount is calculated from the control determination unit 30 with respect to the internal combustion engine inverse model 34, using the value TQt−Tbm obtained by subtracting the torque Tbm generated in the motor 12 from the target total torque TQt as the target engine torque Tet. To be commanded. Also in this case, the fuel amount calculated by the internal combustion engine inverse model 34 is supplied to the internal combustion engine 10 as the fuel command value Ft.

  As described above, the ECU 20 can determine how to distribute the burden of the target total torque TQt to the internal combustion engine 10 and the electric motor 12 by the function of the control determination unit 30. Then, by inputting the target engine torque Tet derived by the distribution to the internal combustion engine inverse model 34, the fuel command value Ft for generating the target engine torque Tet can be calculated. Similarly, a power command value Pt for generating the target motor torque Tmt can be calculated by inputting the target motor torque Tmt derived by the above distribution to the motor inverse model 36.

  Inside the ECU 20, a command value correction unit 40 is formed for receiving the fuel command value Ft and the power command value Pt calculated as described above and correcting the command values. More specifically, the command value correction unit 40 is realized by a first correction block 42 including an internal combustion engine model and a controller, and a second correction block 44 including an electric motor model and a controller. The first correction block 42 is a portion for correcting the fuel command value Ft so that the engine torque Te actually generated from the internal combustion engine 10 matches the target engine torque Tet required for the internal combustion engine 10 accurately. It is. On the other hand, the second correction block 44 is a portion for correcting the power command value Pt so that the motor torque Tm actually generated from the motor 12 exactly matches the target motor torque Tmt required for the motor 12. It is.

(Details of correction block)
FIG. 3 is a diagram in which the internal combustion engine inverse model 34 and the first correction block 42 are extracted from the configuration shown in FIG. 2. When the control for determining the target engine torque Tet is discarded, the control executed by the ECU 20 for the internal combustion engine 10 can be expressed as shown in FIG.

  That is, in the ECU 20, when the target engine torque Tet is determined by the function of the control determination unit 30 (not shown in FIG. 3), the value Tet is input to the internal combustion engine inverse model 34. The internal combustion engine inverse model 34 receives the input and calculates a fuel command value Ft necessary for generating the target engine torque Tet. The calculated fuel command value Ft is supplied to the first correction block 42.

  The first correction block 42 includes two subtracters 54 and 56 in addition to the internal combustion engine model 50 and the controller 52. The internal combustion engine model 50 is a linear model that simulates the input / output relationship of the internal combustion engine 10, that is, a forward model that approximates the relationship between the fuel supply amount to the internal combustion engine 10 and the engine torque Te generated by the internal combustion engine 10.

  As shown in FIG. 3, the internal combustion engine model 50 is supplied with a fuel command value Ft. In this case, the internal combustion engine model 50 receives the fuel command value Ft and outputs the engine torque Te that the internal combustion engine 10 should output, that is, the value of the target engine torque Tet. The output of the internal combustion engine model 50 is supplied to the subtractor 54. The subtracter 54 is further supplied with a detected value of the engine torque Te actually generated in the internal combustion engine 10.

  The subtractor 54 calculates the difference ΔTe = Te−Tet between the two by subtracting the target engine torque Tet from the actually measured engine torque Te. Then, the controller 52 calculates the command value correction amount ΔFt by multiplying the difference ΔTe by an appropriate gain. The command value correction amount ΔFt is supplied to the subtractor 56 together with the fuel command value Ft. The subtractor 56 subtracts the command value correction amount ΔFt from the fuel command value Ft to calculate a final fuel command value Ft−ΔFt. The final fuel command value Ft−ΔFt calculated in this way is supplied to the internal combustion engine 10.

  According to the above processing, when the engine torque Te actually generated by the internal combustion engine 10 is excessive with respect to the target engine torque Tet, the final fuel command value Ft−ΔFt is corrected to a small value, On the other hand, in the opposite case, the final fuel command value Ft−ΔFt is corrected to a large value. For this reason, according to the first correction block 42 shown in FIG. 3, the engine torque Te generated by the internal combustion engine 10 can be made to coincide with the target engine torque Tet with high accuracy.

  When the control determination unit 30 discards the control for calculating the target motor torque Tmt, the control executed by the ECU 20 for the motor 12 is expressed by the same configuration as the configuration shown in FIG. 3, that is, the motor inverse model. 36 and the second modification block 44 can be used to represent them. The second correction block 44 can be realized with the same configuration as the first correction block 42 by replacing the internal combustion engine model 50 with an electric motor model. By adopting such a configuration, the system of the present embodiment sufficiently increases the control accuracy of the engine torque Te and the motor torque Tm.

(Explanation of approximate inverse model)
As described above, the internal combustion engine reverse model 34 and the motor reverse model 36 need to be prepared inside the ECU 20. In general, a forward model of an existing system can be created relatively easily, but the creation of the inverse model involves great difficulty. However, here, the formula representing the transfer function established between the input and output of the system is the “forward model”, while the transfer function established between the output and input of the system is represented by the formula. It is assumed that what is expressed by is an “inverse model”. Hereinafter, the “inverse model” defined in this way is particularly referred to as a “true inverse model”.

  Since it is difficult to create a true inverse model, if an attempt is made to realize the internal combustion engine inverse model 34 and the motor inverse model 36 by the “true inverse model”, a great amount of cost and time are required to realize the system of this embodiment. Is required. Therefore, in this embodiment, the internal combustion engine inverse model 34 and the motor inverse model 36 are realized by approximate inverse models described below, respectively, so that the system can be easily constructed.

  FIG. 4 is a rewrite of the configuration shown in FIG. 3 so that the internal combustion engine inverse model 34 is clearly an approximate inverse model. As shown in FIG. 4, the internal combustion engine inverse model 34 based on the approximate inverse model includes a subtractor 60, a controller 62, and an internal combustion engine model 64.

  The controller 62 is a unit that transmits the output of the subtractor 60 using a transfer function C (s). The internal combustion engine model 64 is a forward model of the internal combustion engine 10 and transmits the output of the controller 62 by a transfer function P (s). The subtractor 60 outputs a value obtained by subtracting the output of the internal combustion engine model 64 from the target engine torque Tet input to the internal combustion engine inverse model 34 based on the approximate inverse model to the controller 62.

The internal combustion engine inverse model 34 based on the approximate inverse model supplies the output of the controller 62 to the first correction block 42 as the output of the model, that is, as the fuel command value Ft. In this case, the following relationship is established between the input and output to the internal combustion engine inverse model 34, that is, between the target engine torque Tet (input) and the fuel command value Ft (output).
Output Ft = {C / (1 + CP)} * Input Tet (Equation 1)

In the present embodiment, the transfer function C of the controller 62 is a value sufficiently larger than 1. In this case, since the denominator “1” on the right side of (Expression 1) can be ignored, the input / output relationship of the internal combustion engine inverse model 34 by the approximate inverse model can be expressed by the following approximate expression.
Output Ft = (1 / P) * Input Tet (Equation 2)

  The above (Equation 2) represents that the internal combustion engine inverse model 34 based on the approximate inverse model is a model of the transfer function (1 / P), that is, the inverse model of the internal combustion engine model 64. As described above, by using the configuration shown in FIG. 4, it is possible to realize a model having characteristics as an inverse model using the forward model 64 of the internal combustion engine 10. Since the forward model of the system is easy to create as described above, the configuration shown in FIG. 4 is much easier to create than the case where the internal combustion engine inverse model 34 is realized by a true inverse model. Easy.

  The motor inverse model 36 based on the approximate inverse model can be realized using the configuration shown in FIG. 4 by replacing the internal combustion engine model 64 with a forward model (motor model) of the motor 12. Therefore, similarly to the internal combustion engine inverse model 34 based on the approximate inverse model, the motor inverse model 36 based on the approximate inverse model can be created much more easily than when creating a true inverse model. For this reason, the system of the present embodiment can be realized relatively easily without being burdened with a great burden in creating the inverse models thereof.

[Operation in Embodiment 1]
Next, with reference to FIG. 5 to FIG. 7, the operation when the system of this embodiment performs torque distribution will be described. Each of the two drive sources used in the present embodiment has advantages and disadvantages. For example, as for responsiveness, that of the electric motor 12 is superior to that of the internal combustion engine 10. On the other hand, the electric motor 12 is limited in that it can operate only within the range of the suppliable power Pb of the battery, whereas the internal combustion engine 10 generally has a sufficient fuel storage amount. Such a restriction does not occur.

  Therefore, the system according to the present embodiment detects the suppliable power Pb of the battery and generates the maximum motor torque Tm in the motor 12 within the range allowed by the suppliable power Pb. Then, due to the limitation caused by the suppliable power Pb, the internal combustion engine 10 bears a driving torque that cannot be borne by the motor 12. According to such control, excellent responsiveness is realized by making maximum use of the capacity of the electric motor 12, and practical and stable over a long period of time by performing the assist by the internal combustion engine 10 without excess or deficiency. Operation can be realized.

  FIG. 5 is a block diagram for explaining the operation when the power supply Pb of the battery is “0”. Since the system according to the present embodiment includes the power detector 28 that continuously calculates the suppliable power Pb of the battery (see FIG. 1), the ECU 20 sees Pb calculated there, so that Pb = 0. It can be determined whether or not it is established.

  When the establishment of Pb = 0 is recognized, the electric power command value Pt for the electric motor 12 is set to “0” because electric power cannot be supplied to the electric motor 12. In this case, the target total torque TQt that should be generated by the hybrid vehicle is supplied as it is to the internal combustion engine inverse model 34 as the target engine torque Tet.

  When the internal combustion engine inverse model 34 receives such a target engine torque Tet, the internal combustion engine inverse model 34 accurately calculates a fuel command value Ft for causing the internal combustion engine 10 to generate the target total torque TQt. The fuel command value Ft calculated here is supplied to the first correction block 42, whereby the engine torque Te that exactly matches the target total torque TQt is generated in the internal combustion engine 10. At this time, since the electric motor 12 does not generate the electric motor torque Tm, on the hybrid vehicle, a driving torque that exactly matches the target total torque TQt is generated.

  FIG. 6 is a block diagram for explaining the operation when the power command value Pt for generating all of the target total torque TQt by the electric motor 12 is equal to or less than the battery power supply Pb. The ECU 20 can calculate a power command value Pt necessary for generating the torque by the motor 12 by inputting the target total torque TQt to the motor inverse model 36. If it is determined that Pt calculated in this way is less than or equal to the suppliable power Pb of the battery, it can be determined that the target total torque TQt can be generated only by the electric motor 12.

  In this case, the ECU 20 determines that it is not necessary to cause the internal combustion engine 10 to generate the engine torque Te, and sets the fuel command value Ft for the internal combustion engine 10 to “0”. Further, the ECU 20 supplies a power command value Pt obtained by inputting the target total torque TQt to the motor inverse model 36 to the second correction block 44.

  When receiving the input of the target total torque TQt, the motor inverse model 36 accurately calculates the power command value Pt for causing the motor 12 to generate the target total torque TQt. When the electric power command value Pt is supplied to the second correction block 44, the electric motor 12 generates an electric motor torque Tm that exactly matches the target total torque TQt. At this time, since the internal combustion engine 10 does not generate the engine torque Te, a drive torque that exactly matches the target total torque TQt is generated on the hybrid vehicle.

  FIG. 7 shows an operation in the case where the battery supplyable voltage Pb is not “0” and the power command value Pt for generating all of the target total torque TQt by the electric motor 12 exceeds the supply power Pb. It is a block diagram for demonstrating. In this case, the system according to the present embodiment generates the engine torque Te in the internal combustion engine 10 so as to accurately compensate for the shortage of the drive torque while generating the motor torque Tm to the maximum.

  Specifically, inside the ECU 20, the battery-suppliable electric power Pb is supplied to the electric motor 12 as the electric power command value Pt and also input to the electric motor model 66. Upon receiving such a power command value Pt (= Pb), the motor 12 generates a motor torque Tm (hereinafter, particularly “Tmb”) corresponding to the command value Pb. On the other hand, the motor model 66 accurately outputs the motor torque Tmb generated under the present condition by receiving the input Pb. The motor model 66 is included in both the second correction block 44 and the motor inverse model 36 based on the approximate inverse model. Therefore, here, the above calculation is advanced by using one of them. Can do.

  Inside the ECU 20, a value “TQt−Tmb” obtained by subtracting the calculated value Tmb of the electric motor model 66 from the target total torque TQt is input to the internal combustion engine inverse model 34 as the target engine torque Tet. When the internal combustion engine inverse model 34 receives such an input of the target engine torque Tet = TQt−Tmb, the internal combustion engine 10 calculates the fuel command value Ft for generating the torque Tet with high accuracy. Then, by supplying the fuel command value Ft to the first correction block 42, the engine torque Te smaller than the target total torque TQt by the electric motor torque Tmb is generated in the internal combustion engine 10. At this time, since the electric motor torque Tmb is generated by the electric motor 12, the driving torque generated on the hybrid vehicle accurately matches the target total torque TQt.

[Specific Processing in Embodiment 1]
FIG. 8 is a flowchart of a routine executed by the ECU 20 to realize the above function. In the routine shown in FIG. 8, first, various types of information representing the driving state of the vehicle such as the throttle opening degree TA and the engine speed Ga are detected (step 70). Next, based on the information, the target total torque TQt required for the hybrid vehicle is calculated (step 72).

  Next, the suppliable power Pb of the battery is detected based on the output of the power detector 28 (step 74). Then, it is determined whether or not the suppliable power Pb is “0” (step 76).

  If it is determined that Pb = 0 is established, it is determined that the drive torque cannot be borne by the motor 12, and the power command value Pt is set to “0” (step 78). As a result, the power consumption by the electric motor 12 becomes “0”, and the electric motor torque Tm becomes “0”.

  Next, a fuel command value Ft corresponding to the target total torque TQt is calculated (step 80). Specifically, first, the target total torque TQt is set to the target engine torque Tet. Next, the target engine torque Tet is input to the internal combustion engine inverse model 34 stored in the ECU 20. As a result, the fuel command value Ft for generating the target total torque TQt in the internal combustion engine 10 is calculated with high accuracy.

  The ECU 20 stores the command value correction amount ΔFt calculated during the previous processing cycle. When the fuel command value Ft is calculated by the processing of step 80, the ECU 20 calculates the final fuel command value Ft by subtracting the command value correction amount ΔFt from the command value Ft (step 82).

  Next, the ECU 20 controls the internal combustion engine 10 using the final fuel command value Ft calculated as described above (step 84). As a result, the internal combustion engine 10 generates an engine torque Te that accurately matches the target total torque TQt. In other words, on the hybrid vehicle, a drive torque that accurately matches the target total torque TQt is generated. Thereafter, the command value correction amount ΔFt is updated to the latest value based on the difference ΔTe = Te−Tet between the actually generated engine torque Te and the target engine torque Tet (step 86).

  In the routine shown in FIG. 8, if it is determined in step 76 that the suppliable power Pb of the battery is not “0”, the power command value Pt corresponding to the target total torque TQt is then calculated (step 88). Specifically, first, the target total torque TQt is set to the target motor torque Tmt. Next, the target engine torque Tet is input to the motor inverse model 36 stored in the ECU 20. As a result, the power command value Pt for causing the electric motor 12 to generate the target total torque TQt is calculated with high accuracy.

  Next, it is determined whether or not the power command value Pt calculated by the above processing is equal to or less than the battery suppliable power Pb (step 90). As a result, when the establishment of Pt ≦ Pb is recognized, it can be determined that all of the target total torque TQt can be borne by the motor 12. In this case, first, the fuel command value Ft is set to “0” in order to set the engine torque Te to “0” (step 92).

  Next, the final power command value Pt is calculated by subtracting the command value correction amount ΔPt stored in the ECU 20 from the power command value Pt calculated by the process of step 88 (step 94). When the electric motor 12 is controlled using the electric power command value Pt (step 96), an electric motor torque Tm that accurately matches the target total torque TQt is generated.

  Here, since the engine torque Te is set to “0”, when the electric motor 12 generates the electric motor torque Tm, a driving torque that accurately matches the target total torque TQt is generated on the hybrid vehicle. Become. Thereafter, the difference ΔTm = Tm−Tmt between the actually generated motor torque Tm and the target motor torque Tmt is calculated, and the command value correction amount ΔPt is updated to the latest value based on the difference ΔTm (step 98). ).

  In the routine shown in FIG. 8, if it is determined in step 90 that the power command value Pt corresponding to the target total torque TQt is not less than or equal to the battery power supply Pb, the target total torque TQt is covered by the motor 12. It can be judged that it cannot be done. In this case, first, the suppliable electric power Pt is substituted for the electric power command value Pt in order to generate the electric motor torque Tm to the maximum (step 100).

  Next, by inputting the electric power command value Pt to the electric motor model 66 stored in the ECU 20, the electric motor torque Tbm that is expected to be generated under the current conditions is calculated (step 102). Then, by subtracting the motor torque Tbm from the target total torque TQt, the target engine torque Tet = TQt−Tbm in the current processing cycle is calculated (step 104).

  Next, a fuel command value Ft corresponding to the target engine torque Tet calculated as described above is calculated (step 106). Specifically, the target engine torque Tet is input to the internal combustion engine inverse model 34 stored in the ECU 20. As a result, the fuel command value Ft necessary for generating the engine torque Te smaller by Tbm than the target total torque TQt is calculated with high accuracy.

  The ECU 20 stores the command value correction amount ΔFt calculated during the previous processing cycle. When the fuel command value Ft is calculated by the processing of step 106, the ECU 20 calculates the final fuel command value Ft by subtracting the command value correction amount ΔFt from the command value Ft (step 108).

  Next, the internal combustion engine 10 is controlled by the fuel command value Ft calculated as described above, and the electric motor 12 is controlled by the power command value Pt set by the processing of step 100 (step 110). As a result, the engine torque Te represented by TQt−Tbm and the motor torque Tm represented by Tbm are accurately generated on the hybrid vehicle. That is, on the hybrid vehicle, both the internal combustion engine 10 and the electric motor 12 operate, and a drive torque that exactly matches the target total torque TQt is generated.

  As described above, according to the routine shown in FIG. 8, the motor torque Tm is generated to the maximum within the range not exceeding the suppliable power Pb of the battery, and the shortage of Tm with respect to the target total torque TQt is accurately compensated. The engine torque Te can be generated. In particular, here, the shortage of the motor torque Tm with respect to the target total torque TQt is set as the target engine torque Tet, and the shortage is compensated by inputting the target engine torque Tet to the internal combustion engine inverse model 34. The fuel command value Ft is calculated.

  According to the above calculation process using the internal combustion engine inverse model 34, the fuel command value Ft necessary for generating the target engine torque Tet in the internal combustion engine 10 can be calculated with extremely high accuracy under various circumstances. it can. For this reason, according to the system of the present embodiment, the load of the target total torque TQt required on the hybrid vehicle is always accurately distributed under various circumstances while appropriately distributing the load of the target total torque TQt to the internal combustion engine 10 and the electric motor 12. The target total torque TQt can be generated.

[Modification of Embodiment 1]
In the first embodiment described above, when the target total torque TQt is generated, the motor torque Tm is generated with priority over the engine torque Te, but the present invention is not limited to this. That is, as a method of distributing the burden of the target total torque TQt to the internal combustion engine 10 and the motor 12, first, a desired target engine torque Tet is set, and the target motor torque Tmt is set so as to compensate for the shortage due to Tet. It is good. For example, in the internal combustion engine 10, an ideal engine torque Te may be set from the viewpoint of energy efficiency. In such a case, first, a target engine torque Tet is set for the purpose of efficiently operating the internal combustion engine 10, and a value “TQt−Tet” obtained by subtracting the target engine torque Tet from the target total torque TQt. May be set as the target motor torque Tmt.

  In the first embodiment described above, the ECU 20 executes the process in step 72, whereby the “target total torque setting means” in the first invention executes the process in step 78, 88 or 102. As a result, the “target motor torque setting means” in the first aspect of the invention executes the process of step 78, 96 or 110, whereby the “motor control means” in the first aspect of the invention performs the process of step 80, 92 or 104. By executing the processing of step 80, 92 or 106, the “fuel command value calculating means” in the first invention becomes the step 84. , 92 or 110, the “fuel control means” in the first aspect of the present invention is realized. It has been.

  In the first embodiment described above, the ECU 20 executes the process of step 74, so that the “suppliable power detecting means” in the third invention executes the process of step 88. The “required power calculation means” in the present invention implements the “determination means” in the third invention by executing the processing of step 90 or 76.

  In the first embodiment described above, the ECU 20 executes the process of step 86 or 112 so that the “fuel correction value calculation means” in the fourth aspect of the invention executes the process of step 82 or 108. Thus, the “fuel command value correcting means” according to the fourth aspect of the present invention is realized.

  In the first embodiment described above, in generating the target total torque TQt, first, the target engine torque Tet for efficiently operating the internal combustion engine 10 is set, and thereafter, the shortage “ By adopting a method of setting the target motor torque Tmt so as to compensate for “TQt−Tet”, the fifth and seventh inventions can be realized. Further, in this case, the eighth and ninth inventions can be realized by causing the ECU 20 to realize the function of the first correction block 42 and the function of the second correction block 44.

Embodiment 2. FIG.
[Features of Embodiment 2]
Next, a second embodiment of the present invention will be described with reference to FIGS. The system of the present embodiment can be realized by causing the ECU 20 to execute routines shown in FIGS. 11 to 13 to be described later using the hardware configuration shown in FIG.

  The system of the first embodiment described above determines how to distribute the target total torque TQt to the target engine torque Tet and the target motor torque Tmt based on the state of the hybrid vehicle and the like. Then, by inputting the target engine torque Tet to the internal combustion engine inverse model 34, a fuel command value Ft for accurately matching the engine torque Te with the target engine torque Tet is calculated. Further, by inputting the target motor torque Tmt to the motor inverse model 36, an electric power command value Pt for causing the motor torque Tm to exactly match the target motor torque Tmt is calculated.

  The system of this embodiment is the same as that of Embodiment 1 in that the target total torque TQt is distributed to the target engine torque Tet and the target motor torque Tmt based on the vehicle state and the like. The system of the present embodiment realizes the function of the internal combustion engine inverse model 34 by an adaptive control technique based on the linear model of the internal combustion engine 10, and the function of the motor inverse model 36 is the linear function of the motor 12. This is different from the system of the first embodiment in that it is realized by a model-based adaptive control technique. That is, the system of the present embodiment is characterized in that the fuel command value Ft corresponding to the target engine torque Tet and the power command value Pt corresponding to the target motor torque Tmt are calculated using the adaptive control method. is doing.

[Configuration for realizing the function of the internal combustion engine inverse model]
FIG. 9 is a block diagram for explaining a configuration formed in the ECU 20 in order to realize a function as an internal combustion engine inverse model, that is, to calculate a fuel command value Ft corresponding to the target engine torque Tet. It is. FIG. 9 shows the internal combustion engine 10 and the fuel command value calculation unit 120. The fuel command value calculation unit 120 is a block formed inside the ECU 20 so as to realize the same function as the internal combustion engine inverse model 34 in the first embodiment.

  The fuel command value calculation unit 120 includes a fuel command value calculation unit 122. The target engine torque Tet is input to the fuel command value calculation unit 122. For example, when the fuel command value calculation unit 122 receives the target engine torque Tet at time t-1, the fuel command value Ft (t-1) for making the engine torque Te coincide with the target engine torque Tet at that time. It has a function to calculate. The calculation method will be described in detail later.

  The fuel command value Ft (t−1) calculated by the fuel command value calculation unit 122 is supplied to the internal combustion engine 10 and is also supplied to the input / output history storage unit 124 inside the fuel command value calculation unit 120. . The input / output history storage unit 124 is also supplied with the value of the engine torque Te actually measured in the internal combustion engine 10. That is, for example, at the time t−1, the input / output history storage unit 124 outputs the fuel command value Ft (t−1) supplied to the internal combustion engine 10 at that time and the internal combustion engine 10 at that time. Engine torque Te (t-1).

  The fuel command value calculation unit 122 outputs the fuel command value Ft at a predetermined processing cycle interval. Correspondingly, the fuel command value Ft and the engine torque Te are supplied to the input / output history storage unit 124 at every processing cycle interval. The input / output history storage unit 124 sequentially stores the fuel command value Ft and the engine torque Te supplied in this manner in a time series in a range in which the number of data does not exceed a preset number. As a result, at time t−1, the input / output history storage unit 124 stores a plurality of input histories Ft (t−1) and Ft (t−2) including the latest fuel command value Ft (t−1). ,... And a plurality of output histories Te (t-1), Te (t-2),... Including the latest engine torque Te (t-1) are stored as input / output histories.

  The fuel command value calculation unit 120 includes a coefficient calculation unit 126. The coefficient calculation unit 126 is a block for calculating a coefficient of a linear model established between the input (fuel command value Ft) and the output (engine torque Te) of the internal combustion engine 10 based on the history of the input and output. It is.

That is, an approximation based on a linear model as shown below is established between the fuel command value Ft that is the input of the internal combustion engine 10 and the engine torque Te that is the output thereof.
Te (t + de) = f _e0・ Te (t) + f _e1・ Te (t-1) + f _e2・ Te (t-2) + ...
+ g _e0・ Ft (t) + g _e1・ Ft (t-1) + g _e2・ Ft (t-2) + ・ ・ ・ (Formula 3)
In the above (Expression 3), t is an arbitrary sampling time, and (tn) is a sampling time n times before time t. Further, de is a delay until the input to the internal combustion engine 10 is reflected in the output. Therefore, (t + de) is the time when the state of the internal combustion engine 10 at time t is reflected in the engine torque Te. Further, f _ei and g _ei (i = 0,1,2,...) Are coefficients that determine the characteristic of (Equation 3).

The linear model represented by the above (Equation 3) matches the characteristics of the internal combustion engine 10 with high accuracy by setting the coefficients f _ei and g _ei to appropriate values. In other words, the coefficients f _ei and g _ei are calculated based on the input / output history of the internal combustion engine 10 (Ft (t), Ft (t-1), Ft (t-2), ..., Te (t), Te ( Calculated value Te (t + de) obtained by substituting (t-1), Te (t-2), ...) into (Equation 3) is the actual value and accuracy of engine torque Te at time t + de. It should be set so as to match well.

In the coefficient calculation unit 126, every time a new output Te (t + de) is actually measured in accordance with the principle described above, the model calculation value Te (t + de) calculated based on the input / output history is the actual measurement value. The coefficients f _ei and g _ei (i = 0,1,2,...) Of (Expression 3) are calculated by a known least square method so as to match Te (t + de) with high accuracy. For this reason, the coefficient calculation unit 126 can set a linear model (Equation 3) that accurately represents the characteristics of the internal combustion engine 10. Note that the method of calculating the coefficients f _ei and g _ei by the least square method is a known method, and specifically, for example, the same as the method disclosed in Japanese Patent Application Laid-Open No. 2004-052633. Further explanation is omitted.

  The fuel command value calculation unit 120 includes an engine torque prediction unit 128. The engine torque prediction unit 128 is a block for predicting the engine torque Te at the next sampling for each sampling period. Specifically, the engine torque prediction unit 128 can predict the engine torque Te (t) that is expected to occur at the time t at the time t-1.

The engine torque prediction unit 128 is supplied with the coefficient coefficients f _ei and g _ei (i = 0, 1, 2,...) Of the linear model calculated by the coefficient calculation unit 126. Therefore, the engine torque prediction unit 128 can perform model calculation using a linear model (Expression 3) that accurately represents the input / output relationship. More specifically, the engine torque prediction unit 128 calculates the input / output history before time t-de (Ft (t-de), Ft (t-de-1), Ft (t-de-2),. And Te (t-de), Te (t-de-1), Te (t-de-2),...) Are obtained, the time t is obtained by substituting those data into (Equation 3). The engine torque Te (t) at can be predicted.

  As shown in FIG. 9, the engine torque prediction unit 128 is supplied with a series of input / output histories necessary for estimating the engine torque Te at a desired time t from the input / output history storage unit 124. That is, when the estimation of the engine torque Te (t) at time t is required, a series of input / output histories before time t-de is supplied. Therefore, the engine torque prediction unit 128 can predict the engine torque Te (t) that is expected to occur at the time t before the arrival of the time t by calculation, after the time t-de. .

The input / output history stored in the input / output history storage unit 124 is also supplied to the fuel command value calculation unit 122 described above. Further, the fuel command value calculation unit 122 calculates the linear model coefficients f _ei and g _ei (i = 0,1,2,...) Calculated by the coefficient calculation unit 126 and the engine torque prediction unit 128. The predicted value of engine torque Te is also supplied.

More specifically, the fuel command value calculation unit 122, for example, at time t-1, for example, input / output history (Ft (t-1), Ft (t-2),. Te (t-1), Te (t-2),...) Are supplied from the input / output history storage unit 124, and the predicted value of the engine torque Te (t) at the next sampling time t is the engine. It is supplied from the torque prediction unit 28. At that time, the coefficients f _ei and g _ei (i = 0, 1, 2,...) Calculated to accurately represent the input / output relationship are supplied from the coefficient calculation unit 126.

[Method for calculating fuel command value Ft]
The fuel command value calculation unit 122 calculates a fuel command value Ft for making the engine torque Te coincide with the target engine torque Tet based on various data supplied as described above. More specifically, the fuel command value calculation unit 122 sets the fuel command value Ft so that the value Ee of the evaluation function shown below falls below a predetermined determination value, specifically, the value Ee becomes zero. calculate.
Ee = [{Tet-Te (t + de)} + γ _e1 {Te (t) -Te (t-1)} + γ _e2 {Ft (t) -Ft (t-2)}] ²
... (Formula 4)

However, the evaluation function (Equation 4) is a function used when calculating the fuel command value Ft (t) at time t. Further, γ _e1 and γ _e2 included in (Expression 4) are fixed values set in advance as the output change reflecting gain and the input change reflecting gain, respectively.

  If the evaluation function value Ee is zero, by arranging (Equation 3) and (Equation 4), more specifically, Te (t + 1) represented by (Equation 3) is expressed as (Equation 4). Further, the fuel command value Ft (t) at time t can be expressed as the following relational expression by rearranging the formula after the substitution for Ft (t).

Ft (t) = {1 / (g _e0 + γ _e2 )}
* [Tet- (f _e0 + γ _e1 ) ・ Te (t)-(f _e1 + γ _e1 ) ・ Te (t-1) -f _e2・ Te (t-2)-・ ・
-(g _e1 -γ _e2 ) ・ Ft (t-1) −g _e2・ Ft (t-2) − ・ ・]
... (Formula 5)

However, in (Equation 5), f _ek · Te (tk) is included in the “··” part following f _e2 · Te (t-2) if necessary, and g _e2 · Ft (t- In the part of “・ ・” following 2), g _ek and Ft (tk) (k = 3,4,.

  The evaluation function (Equation 4) is a square value having a difference ΔTe between the target engine torque Tet and the predicted value Te (t + de) of the engine torque at time t + de as one element. For this reason, according to the above relational expression (Formula 5) with the evaluation function value E = 0 as the constraint condition, the difference ΔTe is reduced, that is, Te (t + de) approaches Tet. The fuel command value Ft (t) can be determined.

The evaluation function (Equation 4) also includes the amount of change in the engine torque Te from time t-1 to time t, that is, the change speed of the engine torque Te. This element is multiplied by an output change reflection gain γ _e1 . When such an element is included in the evaluation function, the fuel command value Ft (t) is determined so that the changing speed of the engine torque Te becomes an appropriate value. Furthermore, the characteristic relating to the change speed can be made a desired characteristic by changing the value of the output change reflection gain γ _e1 . That is, if the output change reflection gain γ _e1 is set to a large value, the evaluation function emphasizes that a large change in the engine torque Te is not caused (those that emphasize smooth operation), and the fuel command value Ft (t ) Is determined to be a value that does not easily change Te. On the other hand, if the output change reflection gain γ _e1 is set to a small value, the evaluation function is a neglected change in the engine torque Te (emphasis on securing acceleration performance), and the fuel command value Ft (t) is set to Te. It is determined to a value that can cause a large change. Therefore, according to the above relational expression (formula 5), the fuel command value Ft () that attempts to bring the engine torque Te (t + de) closer to the target engine torque Tet while appropriately controlling the changing speed of the engine torque Te. t) can be calculated.

The evaluation function (Equation 4) also includes the amount of change in the fuel command value Ft from time t-1 to time t, that is, the rate of change in input to the internal combustion engine 10. This element is multiplied by the input change reflection gain γ _e2 . When such an element is included in the evaluation function, the fuel command value Ft (t) is determined so that the change speed of the fuel command value Ft becomes an appropriate value. The characteristic relating to the change speed can be made a desired characteristic by changing the value of the input change reflection gain γ _e2 . In other words, if the input change reflection gain γ _e2 is set to a large value, the evaluation function emphasizes that a large change in the fuel command value Ft does not occur (those that emphasize smooth operation), while the input change reflection gain. If γ _e2 is set to a small value, the evaluation function is one that neglects changes in the fuel command value Ft (those that place importance on securing acceleration performance). Therefore, according to the relational expression (Formula 5), the value Ft (t) can be appropriately calculated while appropriately controlling the changing speed of the fuel command value Ft.

  As described above, when the fuel command value calculation unit 120 shown in FIG. 9 receives the input of the target engine torque Tet at time t, the fuel command value Ft for making the engine torque Te coincide with the target engine torque Tet. It is possible to calculate (t) and output the result to the internal combustion engine 10. Thus, according to the fuel command value calculation unit 120, when the target output (target engine torque Tet) of the internal combustion engine 10 is determined, a mechanism for calculating the input (fuel command value Ft) to the internal combustion engine 10, that is, A function similar to that of the internal combustion engine inverse model 34 in the first embodiment can be realized.

  By the way, the internal combustion engine inverse model 34 used in the first embodiment should be preset and stored in the ECU 20. For this reason, a certain amount of error may occur between the input / output relationship assumed by the internal combustion engine inverse model 34 and the actual input / output relationship in the internal combustion engine 10. In the first embodiment, the fuel command value Ft is corrected by the first correction block 42 for the purpose of eliminating this error.

  On the other hand, according to the technique used in the present embodiment, that is, the technique using adaptive control, the coefficient of the linear model that simulates the internal combustion engine 10 receives the actual input / output in the internal combustion engine 10 and receives momentarily. Updated. In this case, the input / output relationship, which is a precondition for calculating the fuel command value Ft, follows the actual input / output relationship with extremely high accuracy. For this reason, according to the method in the present embodiment, the fuel command value Ft corresponding to the target engine torque Tet can be calculated extremely accurately without performing correction by the first correction block 42, that is, correction by feedback. Is possible.

  For the above reason, in the present embodiment, the fuel command value calculation unit 120 does not include a portion corresponding to the first correction block 42, that is, a portion for correcting the fuel command value by feedback. And since such a correction is unnecessary, according to the system of the present embodiment, the speed of matching the engine torque Te with the target engine torque Tet is further improved as compared with the case of the first embodiment. It is possible to improve.

[Configuration for realizing the functions of the motor reverse model]
FIG. 10 is a block diagram for explaining a configuration formed in the ECU 20 in order to realize the function as the motor inverse model, that is, to calculate the power command value Pt corresponding to the target motor torque Tmt. is there. FIG. 10 shows the internal combustion engine 10 and the power command value calculation unit 130. The electric power command value calculation unit 130 is a block formed inside the ECU 20 to realize the same function as the electric motor inverse model 36 in the first embodiment.

  The power command value calculation unit 130 includes a power command value calculation unit 132. The target electric motor torque Tmt is input to the electric power command value calculation unit 132. For example, when the power command value calculation unit 132 receives the target motor torque Tmt at time t−1, the power command value Pt (t−1) for matching the motor torque Tm with the target motor torque Tmt at that time. It has a function to calculate. The calculation method will be described in detail later.

  The power command value Pt (t−1) calculated by the power command value calculation unit 132 is supplied to the motor 12 and is also supplied to the input / output history storage unit 134 inside the power command value calculation unit 130. The input / output history storage unit 134 is also supplied with the value of the motor torque Tm measured in the motor 12. That is, in the input / output history storage unit 134, for example, at the time t-1, the power command value Pt (t-1) supplied to the motor 12 at that time and the motor output from the motor 12 at that time Torque Tm (t-1) is supplied.

  The power command value calculation unit 132 outputs the power command value Pt at a predetermined processing cycle interval. Correspondingly, the power command value Pt and the motor torque Tm are supplied to the input / output history storage unit 134 for each processing cycle interval. The input / output history storage unit 134 sequentially stores the power command value Pt and the motor torque Tm supplied in this manner in a time series in a range in which the number of data does not exceed a preset number. As a result, at time t−1, the input / output history storage unit 134 stores a plurality of input histories Pt (t−1), Ft (t−2) including the latest power command value Pt (t−1). ,... And a plurality of output histories Tm (t-1), Tm (t-2),... Including the latest motor torque Tm (t-1) are stored as input / output histories.

  The power command value calculation unit 130 includes a coefficient calculation unit 136. The coefficient calculation unit 136 is a block for calculating the coefficient of the linear model established between the input (power command value Pt) and the output (motor torque Tm) of the motor 12 based on the history of the input and output. is there.

That is, an approximation by a linear model as shown below is established between the electric power command value Pt that is an input of the electric motor 12 and the electric motor torque Tm that is an output thereof.
Tm (t + dm) = f _m0・ Tm (t) + f _m1・ Tm (t-1) + f _m2・ Tm (t-2) + ・ ・ ・
+ g _m0・ Pt (t) + g _m1・ Pt (t-1) + g _m2・ Pt (t-2) + ・ ・ ・ (Formula 6)
In the above (Expression 6), t is an arbitrary sampling time, and (tn) is a sampling time n times before time t. Dm is a delay until the input to the motor 12 is reflected in the output. Therefore, (t + dm) is the time when the state of the electric motor 12 at time t is reflected in the electric motor torque Tm. Further, f _mi and g _mi (i = 0,1,2,...) Are coefficients that determine the characteristic of (Equation 6).

These coefficients f _mi and g _mi (i = 0,1,2,...) _Are known in the same manner as the coefficients f _ei and g _ei (i = 0,1,2,. It can be calculated by the least square method. The coefficient calculation unit 136 uses the least squares method to calculate the coefficients f _mi and g _{mi of} (Equation 6) based on the input / output history of the motor 12 every time a new motor torque Tm (t + de) is actually measured. Update (i = 0,1,2, ...).

The fuel command value calculation unit 130 includes an electric motor torque prediction unit 138. The electric motor torque predicting unit 138 can predict the electric motor torque Tm at the next sampling for each sampling period by the same method as the engine torque predicting unit 128 described above. That is, the motor torque prediction unit 138 includes the coefficient coefficients f _mi and g _mi (i = 0,1,2,...) Calculated by the coefficient calculation unit 136 and a series of input / output read from the input / output history storage unit 134. History (Pt (t-dm), Pt (t-dm-1), Pt (t-dm-2), ..., Tm (t-dm), Tm (t-dm-1), Tm (t- By substituting dm-2),... into (Equation 6), the motor torque Tm (t) at a desired time t can be predicted.

[Calculation method of power command value Pt]
The power command value calculation unit 132 described above includes input / output histories Pt (t-1), Pt (t-2),..., And Tm (t-1), Tm stored in the input / output history storage unit 134. (t-2),..., linear model coefficients f _mi and g _mi (i = 0,1,2,...) calculated by the coefficient calculation unit 136 and the motor torque calculated by the motor torque prediction unit 138 The predicted value Tm (t) is supplied. Based on these data, the power command value calculation unit 132 calculates a power command value Pt for making the motor torque Tm coincide with the target motor torque Tmt.

More specifically, the power command value calculation unit 132 sets the power command value Pt so that the value Em of the evaluation function shown below falls below a predetermined determination value, specifically, the value Em becomes zero. calculate.
Em = [{Tmt-Tm (t + dm)} + γ _m1 {Tm (t) -Tm (t-1)} + γ _m2 {Pt (t) -Pt (t-2)}] ²
... (Formula 7)

However, the evaluation function (Equation 7) is a function used when calculating the power command value Pt (t) at time t. Further, γ _m1 and γ _m2 included in (Expression 7) are fixed values set in advance as the output change reflecting gain and the input change reflecting gain, respectively.

  Assuming that the evaluation function value Em is zero, by arranging (Equation 6) and (Equation 7), more specifically, Tm (t + 1) represented by (Equation 6) is expressed as (Equation 7). ) And further rearranging the expression after the substitution for Pt (t), the power command value Pt (t) at time t can be expressed as the following relational expression.

Pt (t) = {1 / (g _m0 + γ _m2 )}
* [Tmt- (f _m0 + γ _m1 ) ・ Tm (t)-(f _m1 + γ _m1 ) ・ Tm (t-1) -f _m2・ Tm (t-2)-・ ・
-(g _m1 -γ _m2 ) ・ Pt (t-1) −g _m2・ Pt (t-2) − ・ ・]
... (Formula 8)

However, in (Equation 8), the part “··” following f _m2 · Tm (t-2) is _replaced with f _mk · Tm (tk) as needed, and g _m2 · Pt (t- It is assumed that g _mk and Pt (tk) (k = 3,4,.

  The evaluation function (Equation 7) is a square value having as a factor a difference ΔTm between the target motor torque Tmt and the predicted value Tm (t + dm) of the motor torque at time t + dm. For this reason, according to the relational expression (Expression 8) with the evaluation function value E = 0 as the constraint condition, the difference ΔTm is reduced, that is, Tm (t + dm) is close to Tmt. The fuel command value Ft (t) can be determined.

In addition, the evaluation function (Expression 7) includes a change amount of the motor torque Tm from time t-1 to time t, that is, a change speed of the motor torque Tm as one element. This element is multiplied by an output change reflection gain γ _m1 . When such an element is included in the evaluation function, the power command value Pt (t) is determined so that the changing speed of the motor torque Tm becomes an appropriate value. Furthermore, the characteristic relating to the change speed can be made a desired characteristic by changing the value of the output change reflection gain γ _m1 . Therefore, according to the above relational expression (formula 8), the electric power command value Ft () that attempts to bring the electric motor torque Tm (t + dm) closer to the target electric motor torque Tmt while appropriately controlling the changing speed of the electric motor torque Tm. t) can be calculated.

The evaluation function (Equation 7) also includes a change amount of the power command value Pt from time t-1 to time t, that is, a change speed of input to the motor 12. This element is multiplied by the input change reflection gain γ _m2 . When such an element is included in the evaluation function, the power command value Pt (t) is determined so that the change speed of the power command value Pt becomes an appropriate value. The characteristic relating to the change speed can be made a desired characteristic by changing the value of the input change reflection gain γ _m2 . Therefore, according to the relational expression (Equation 8), the value Pt (t) can be appropriately calculated while appropriately controlling the changing speed of the power command value Pt.

  As described above, when receiving the target motor torque Tmt at time t, the power command value calculation unit 130 shown in FIG. 10 receives the power command value Pt for making the motor torque Tm coincide with the target motor torque Tmt. (t) can be calculated and the result can be output to the electric motor 12. Thus, according to the power command value calculation unit 130, when the target output (target motor torque Tmt) of the motor 12 is determined, a mechanism for calculating the input (power command value Pt) to the motor 12, that is, implementation The function similar to the electric motor reverse model 36 in the form 1 can be realized.

  By the way, in the present embodiment, the power command value calculation unit 130 corresponds to the second correction block 42 for the same reason that the fuel command value calculation unit 120 does not include a portion corresponding to the first correction block 42. The part, that is, the part for correcting the power command value by feedback is not included. For this reason, according to the system of the present embodiment, it is possible to further improve the speed of matching the motor torque Tm with the target motor torque Tmt compared to the case of the first embodiment.

[Specific Processing in Second Embodiment]
FIG. 11 is a flowchart of a main routine executed by the ECU 20 in the present embodiment. The routine shown in FIG. 11 is started every predetermined sampling period. Here, for convenience of explanation, the operation when the routine shown in FIG. 11 is started in response to the sampling timing at time t will be described. In FIG. 11, the same steps as those shown in FIG. 8 are denoted by the same reference numerals, and the description thereof is omitted or simplified.

  According to the routine shown in FIG. 11, when it is determined that the battery supply voltage Pb is zero (see step 76), the power command value Pt is set to zero (see step 78). A fuel command value Ft corresponding to the total torque TQt is calculated. The process of step 140 proceeds according to the procedure shown in FIG.

(Calculation of target engine torque Tet (t))
FIG. 12 is a flowchart of a series of processes executed by the ECU 20 to calculate the fuel command value Ft corresponding to the target engine torque Tet. When execution of step 140 is requested, the ECU 20 starts the processing shown in FIG. 12 assuming that the target total torque TQt is the target engine torque Tet.

According to the series of processing shown in FIG. 12, first, the necessary number of input / output histories of the internal combustion engine 10 are read (step 142). As will be described later, the ECU 20 stores an input / output history of the internal combustion engine 10 at each sampling time. When obtaining the fuel command value Ft (t) at time t, in step 142, coefficients f _ei and g _ei (i = 0,1,) of the linear model simulating the internal combustion engine 10 are selected from the history. 2 ··), the number of I / O histories before time t-1 (Ft (t-1), Ft (t-2), ..., Te (t-1), Te () t-2), ..) are read out. Specifically, when the linear model is defined by six coefficients (f _e0 , f _e1 , f _e2 , g _e0 , g _e1 , g _e2 ; see Equation 3 above), time t−1, t A total of six I / O histories at -2 and t-3 are read.

Next, those input / output histories (Ft (t-1), Ft (t-2), ...) and Te (t-1), Te (t-2), ... As a result, the coefficients f _ei and g _ei (i = 0, 1, 2,...) Of the linear model that simulates the internal combustion engine 10 are calculated (step 144).

Next, the number of input / output histories (Ft (t-de), Ft (t-de-1) before the time t-de is the number necessary to calculate the predicted value Te (t) of the engine torque Te at the time t ),... And Te (t-de), Te (t-de-1),...) Are read (step 146). For example, if the linear model is defined by six coefficients (f _e0 , f _e1 , f _e2 , g _e0 , g _e1 , g _e2 ), the times t-de, t-de-1 and t-de A total of 6 I / O histories in -2 are read.

These input / output histories are substituted into the above (formula 3) together with the coefficients f _ei and g _ei (i = 0,1,2,...) Calculated in the above step 144, whereby the engine torque Te at the time t. The predicted value Te (t) is estimated (step 148).

  Next, the target engine torque Tet at time t is detected (step 150). The target engine torque Tet, the input / output history before time t-1 read in step 142, and the predicted value Te (t) of the engine torque Te at time t estimated in step 148 are obtained. The fuel command value Ft (t) at time t is calculated by substituting into the above (formula 5) (step 152).

  In the main routine shown in FIG. 11, in step 84, the internal combustion engine 10 is controlled by the fuel command value Ft (t) calculated by the above processing. As a result, the internal combustion engine 10 generates an engine torque Te that accurately matches the target total torque TQt. Here, since the motor 12 does not generate torque, on the hybrid vehicle, a driving torque that accurately matches the target total torque TQt is generated.

  In the routine shown in FIG. 11, the engine torque Te (t) at time t and the motor torque Tm (t) at time t are actually measured (step 154). Next, the input / output histories Ft (t) and Te (t) of the internal combustion engine 10 at time t and the input / output histories Pt (t) and Tm (t) of the electric motor 12 at time t are stored (step 156). Then, after the history data has been arranged such as erasing unnecessary data (step 158), the current routine is terminated.

  In the routine shown in FIG. 11, if it is determined in step 76 that the battery supply voltage Pb is not zero, the power command value Pt corresponding to the target total torque TQt is calculated by the processing in step 160. The process of step 160 proceeds according to the procedure shown in FIG.

(Calculation of target motor torque Tmt (t))
FIG. 13 is a flowchart of a series of processes executed by the ECU 20 in order to calculate the power command value Pt corresponding to the target motor torque Tmt. When the execution of step 160 is requested, the ECU 20 starts the process shown in FIG. 13 assuming that the target motor torque Tmt is the target total torque TQt.

According to the series of processes shown in FIG. 13, first, the necessary number of input / output histories of the electric motor 12 are read (step 162). The ECU 20 stores the input / output history of the electric motor 12 at each sampling time by the process of step 156. When obtaining the power command value Pt (t) at time t, in this step 162, coefficients f _mi and g _mi (i = 0,1,2) of the linear model simulating the motor 12 are selected from those histories.・ ・) I / O history before time t-1 (Pt (t-1), Pt (t-2), .., and Tm (t-1), Tm (t -2), ... are read. Specifically, when the linear model is defined by six coefficients (f _m0 , f _m1 , f _m2 , g _m0 , g _m1 , g _m2 ; see Equation 6 above), time t−1, t A total of six I / O histories at -2 and t-3 are read.

Next, those input / output histories (Pt (t-1), Ft (t-2), ...) and Tm (t-1), Te (t-2), ... As a result, the coefficients f _mi and g _mi (i = 0, 1, 2,...) Of the linear model that simulates the electric motor 12 are calculated (step 164).

Next, the number of input / output histories (Pt (t-dm), Pt (t-dm-1) before time t-dm is the number necessary to calculate the predicted value Tm (t) of the motor torque Tm at time t. ),... And Tm (t-dm), Tm (t-dm-1),...) Are read (step 166). For example, if a linear model is defined with six coefficients (f _m0 , f _m1 , f _m2 , g _m0 , g _m1 , g _m2 ), the times t-dm, t-dm-1 and t-dm A total of 6 I / O histories in -2 are read.

By substituting those input / output histories into the above (formula 6) together with the coefficients f _mi and g _mi (i = 0,1,2,...) Calculated in step 164, the motor torque Tm at time t. Is estimated (step 168).

  Next, the target motor torque Tmt at time t is detected (step 170). Then, the target motor torque Tmt, the input / output history before time t-1 read in step 162, and the predicted value Tm (t) of the motor torque Tm estimated at time t estimated in step 168 are obtained. By substituting into the above (Equation 8), the power command value Pt (t) at time t is calculated (step 172).

  In the main routine shown in FIG. 11, in step 90, the power command value Pt (t) calculated by the above processing is compared with the battery supply power Pb. As a result, when it is recognized that Pt (t) ≦ Pb is established, the motor 12 is controlled by the power command value Pt (t) in step 96.

  On the other hand, if the establishment of Pt ≦ Pb is not recognized in step 90, the power command value Pt is set to the battery supplyable power Pb by the process of step 100, and then the fuel command value Tet (t ) Is calculated. The process of step 180 is advanced by the procedure shown in FIG. 12, similarly to the process of step 160 described above. Here, however, the processing shown in FIG. 12 is executed assuming that the target engine torque Te is a value (Tet-Tmb) obtained by subtracting the motor generated torque Tmb from the target total torque Tet.

  According to the processing of step 180, the fuel command value Ft (t) for realizing the target engine torque Te = Tet-Tmb can be accurately calculated by the adaptive control technique. In the routine shown in FIG. 11, in step 110, the internal combustion engine 10 is controlled by the fuel command value Ft calculated as described above. In this case, the internal combustion engine 10 generates an engine torque Te (t) that is smaller than the target total torque TQt by the electric motor generated torque Tmb. Here, since the electric motor 12 generates the electric motor torque Tm represented by Tmb, a driving torque that accurately matches the target total torque TQt is generated on the hybrid vehicle.

As described above, according to the series of processing shown in FIG. 12, the coefficients f _ei and g _ei (i = 0) of the linear model that accurately represent the input / output relationship of the internal combustion engine 10 based on the latest input / output history. , 1,2, ...) can be updated. When the target engine torque Tet is determined, the fuel command value Ft (t) for making the engine torque Te (t + de) coincide with the target engine torque Tet is accurately calculated based on the linear model. be able to.

Similarly, according to the series of processing shown in FIG. 13, the coefficients f _mi and g _mi (i = 0,1,2) of the linear model that accurately represents the input / output relationship of the electric motor 12 based on the latest input / output history.・ ・) Can be updated. Then, when the target motor torque Tmt is determined, based on the linear model, the power command value Pt (t) for making the motor torque Tm (t + dm) coincide with the target motor torque Tmt is accurately calculated. be able to.

Furthermore, according to the processing described above, the fuel command value Ft (t) can be calculated according to the above (formula 5), and the power command value Pt (t) can be calculated according to the above (formula 8). Then, according to Equations 5 and 8, the operating characteristics of the internal combustion engine 10 and the electric motor 12 are controlled by appropriately setting the output change reflection gains γ _e1 and γ _m1 and the input change reflection gains γ _e2 and γ _m2. be able to. For this reason, according to the system of this embodiment, it is possible to realize feedforward control for accurately matching the driving torque with the target total torque while changing the driving torque of the hybrid vehicle with desired characteristics.

[Modifications of Embodiment 2, etc.]
In the second embodiment described above, when calculating the fuel command value Ft (t + 1) and the power command value Pt (t + 1) at time t, the engine torque Te and the motor torque Tm at time t are predicted. The values Te (t) and Tm (t) are estimated using a linear model, but the calculation method is not limited to this. That is, in the present embodiment, since it is assumed that the sampling interval is sufficiently short, it can be considered that the amount of change in the engine torque Te and the motor torque Tm generated during that time is sufficiently small. For this reason, the predicted values Te (t) and Tm (t) of the engine torque Te and the motor torque Tm at the time t are the measured values Te (t-1) and Tm (t-1) at the time t−1. It may be approximated.

  In the second embodiment described above, the fuel command value Ft (t) and the power command value Pt (t) calculated according to the above (formula 5) and (formula 8) are used as input command values at time t. However, the command values Ft (t) and Pt (t) may be used as input command values at time t + 1. In using (Equation 5) to calculate the fuel command value Ft (t) at time t, the engine torque Te (t) at time t is unknown. Similarly, when the above (Equation 8) is used to calculate the power command value Pt (t) at time t, the motor torque Tm (t) at time t is unknown. Therefore, in these cases, it is necessary to estimate Te (t) and Tm (t) as described above. On the other hand, the fuel command value Ft (t) calculated by (Equation 5) and the power command value Pt (t) calculated by (Equation 8) are used as input command values at time t + 1. For example, measured values can be substituted for Te (t) and Tm (t) used there. Therefore, in the case of the modification described here, the estimation process of the engine torque Te (t) and the motor torque Tm (t) is omitted, that is, the processes of steps 146 and 148 in FIG. 12 and the process in FIG. Steps 166 and 168 can be omitted.

In the second embodiment, the output change reflection gains γ _e1 and γ _m1 and the input change reflection gains γ _e2 and γ _m2 are fixed values. However, the present invention is not limited to this. . These gains γ _e1 , γ _m1 and γ _e2 , γ _m2 are values that affect the operating characteristics of the internal combustion engine 10 and the electric motor 12. Therefore, by changing them, it is possible to change the output characteristics of the hybrid vehicle. For this reason, for example, when smooth driving is required, the gain is set to a large value, and when rapid acceleration is required, the value is set to a small value. The values of the output change reflection gains γ _e1 and γ _m1 and the input change reflection gains γ _e2 and γ _m2 may be changed as appropriate.

  In the second embodiment described above, the input / output history storage unit 124 is the “input / output history storage unit” in the second invention, and the coefficient calculation unit 136 is the “linear model coefficient calculation unit” in the sixth invention. The above (Equation 8) is the “relational expression” in the sixth invention, and the power command value calculation unit 132 is the “relational expression setting means” and “power command value (t) calculation means in the sixth invention” Respectively.

Embodiment 3 FIG.
[Features of Embodiment 3]
Next, Embodiment 3 of the present invention will be described with reference to FIGS. The system of the present embodiment can be realized by causing the ECU 20 to execute routines shown in FIGS. 16 and 17 to be described later using the hardware configuration shown in FIG.

  FIG. 14A is a timing chart for explaining the delay de of the engine torque Te with respect to the rise of the fuel command value Ft. FIG. 14B is a timing chart for explaining the delay dm of the motor torque Tmt with respect to the rise of the power command value Pt.

  As shown in FIG. 14A, the engine torque Te starts to follow a change after a predetermined delay time de after the fuel command value Ft rises. On the other hand, the motor torque Tm starts to follow the change after the delay time dm after the rising of the power command value Pt. The delay time dm of the electric motor 12 is sufficiently shorter than the delay time de of the internal combustion engine 10. For this reason, it is desirable to preferentially use the electric motor 12 as a drive source in order to cause the drive torque to quickly follow the change in the target total torque.

  However, the electric motor 12 can operate only within the range of the battery-suppliable power Pb. On the other hand, with respect to the internal combustion engine 10, since a sufficient amount of fuel can be stored in general, there is no practical operation limitation due to the amount of energy that can be supplied. For this reason, in order to stably output the drive torque over a long period of time on the hybrid vehicle, it is desirable to preferentially use the internal combustion engine 10 as the drive source.

  Therefore, in the system of this embodiment, when an increase in the target total torque TQt is requested, the motor torque Tm is first increased, and then the target total torque TQt is maintained when the torque of the internal combustion engine 10 starts to rise. Thus, the motor torque Tm was gradually reduced. Hereinafter, the above operation will be described in more detail with reference to FIG.

[Outline of Control in Embodiment 3]
FIG. 15 is a timing chart for explaining an operation realized in the present embodiment when an increase in the target total torque TQt is requested. More specifically, FIGS. 15A and 15B show changes in the fuel command value Ft and the power command value Pt, respectively. FIG. 15C shows changes in the motor torque Tm and changes in the engine torque Te.

  As shown in FIGS. 15 (A) and 15 (B), in the system of this embodiment, when an increase in the target total torque TQt is requested (time t0), the fuel command value Ft and the power command value at that time Pt is launched together. When power command value Pt is raised at time t0, as shown in FIG. 15C, motor torque Tm starts to increase after delay time dm, and eventually, value Tm reaches target total torque TQt (time t0). + dm + dm1). Thereafter, when the elapsed time from time t0 reaches the delay time de of the internal combustion engine 10, the engine torque Te starts to increase. The engine torque Te reaches the target total torque TQt after a predetermined rise time de1 (time t0 + de + de1).

  According to the above operation, after the time (t0 + de) when the engine torque Te starts to rise, the engine torque Te and the motor torque Tm are superimposed and generated. Therefore, the motor torque Tm (t0 + de + α) after time t0 + de (α is an arbitrary time) is obtained by subtracting the engine torque Te (t0 + de + α) at that time from the target total torque TQt. It is necessary to control to the value “TQt-Te (t0 + de + α)”.

  The motor torque Tm (t0 + de + α) at time t0 + de + α is determined by the influence of the electric power command value Pt at time t0 + de + α-de, which is backed by the delay time dm of the motor 12 from that time. Is done. Therefore, in order to set the motor torque Tm (t0 + de + α) at time t0 + de + α to `` TQt-Te (t0 + de + α) '', at time t0 + de + α-dm Therefore, the power command value Pt (t0 + de + α-dm) must be calculated with “TQt−Te (t0 + de + α)” as the target motor torque Tmt.

  The engine torque Te (t0 + de + α) at time t0 + de + α is, according to the linear model of the above (Equation 3), a point in time that is behind the time by the delay time de of the internal combustion engine 10, that is, time t0. It can be calculated at time + α. Since the delay time de of the internal combustion engine 10 is larger than the delay time dm of the electric motor 12, the time t0 + de + α-dm is always a time after the time t0 + α. Therefore, at time t0 + de + α-dm, the engine torque Te (t0 + de + α) can always be calculated by using the above (Equation 3). Therefore, the target motor torque Tmt = TQt-Te (t0 + de + α) to be set at the time t0 + de + α-dm can always be calculated at that time.

  The electric power command value Pt (t0 + de + α-dm) at time t0 + de + α-dm is obtained by substituting the target motor torque Tmt at that time and the input / output history before that time into (Equation 8). Can be calculated. Therefore, the ECU 20 can calculate an appropriate power command value Pt that assumes the rise of the engine torque Te at any time after the time t0 + de + α-dm. In FIG. 15B, the power command value Pt gradually decreases after time t0 + de-dm is the result of calculation of the power command value Pt according to the above procedure after that time.

  According to the processing described above, the engine from when the target total torque TQt rises until the engine torque Te rises can use the electric motor 12 as the main drive source of the hybrid vehicle. For this reason, according to the system of the present embodiment, excellent responsiveness can be given to the hybrid vehicle.

  Further, according to the above-described processing, after the engine torque Te rises, the hybrid vehicle can be run using the internal combustion engine 10 as a main drive source. For this reason, according to the system of the present embodiment, it is possible to generate a stable and practical driving torque over a long period of time without being restricted by energy supply.

  Further, according to the processing described above, in the engine in which the engine torque Te and the motor torque Tm are superimposed, the motor torque Tm can be accurately controlled to a value obtained by subtracting the engine torque Te from the target total torque TQt. it can. For this reason, according to the system of the present embodiment, the main drive source is supplied from the electric motor 12 to the internal combustion engine 10 without causing the vehicle occupant to feel uncomfortable while keeping the drive torque of the hybrid vehicle accurately matched with the target total torque TQt. Can be migrated to.

[Specific Processing in Embodiment 3]
The above function is achieved by appropriately setting the electric power command value Pt so that the delay of the engine torque Te is compensated by the electric motor torque Tm while controlling the internal combustion engine 10 with the target total torque TQt always as the target engine torque Tet. Can be realized. FIG. 16 is a flowchart of a main routine executed by the ECU 20 to realize the above function. The routine shown in FIG. 16 is started every predetermined sampling period. Here, for convenience of explanation, the operation when the routine shown in FIG. 16 is started in response to the sampling timing at time t will be described. In FIG. 16, the same steps as those shown in FIG. 11 are denoted by the same reference numerals, and the description thereof is omitted or simplified.

  According to the routine shown in FIG. 16, after the target total torque TQt is calculated based on the state of the hybrid vehicle (steps 70 and 72), the fuel command value Ft is calculated using the target total torque TQt as the target engine torque Tet. (Step 140). Here, as in the case of the second embodiment described above, the fuel command value Ft (t) is calculated by the procedure shown in FIG.

(Calculation procedure of power command value Pt (t))
Next, a power command value Pt (t) for compensating for a shortage due to a delay in the engine torque Te is calculated (step 180). FIG. 17 is a flowchart of a series of processing executed when the ECU 20 calculates the power command value Pt (t) in step 180. In FIG. 17, the same steps as those shown in FIG. 13 are denoted by the same reference numerals, and the description thereof is omitted or simplified.

According to the series of processes shown in FIG. 17, first, the coefficients f _mi and g _mi (i = 0, 1, 2,...) Of the linear model that simulates the electric motor 12 are calculated by the processes of steps 162 to 168. Further, the predicted value Tm (t) of the motor torque Tm at time t is estimated. These processes are the same as those shown in FIG.

  Next, the target total torque TQt of the vehicle is read (step 182). Next, a predetermined number of input / output histories of the internal combustion engine 10 are read (step 184). The power command value Pt (t) at time t is reflected in the motor torque Tm after the delay time dm of the motor 12, that is, at time t + dm. Therefore, the power command value Pt (t) needs to be set as the target motor torque Tmt by subtracting the engine torque Te (t + dm) at time t + dm from the target total torque TQt. On the other hand, according to the above (Equation 3), in order to estimate the engine torque Te (t + dm) at the time t + dm, the time t + dm that goes back from the time t + dm by the delay time de of the internal combustion engine 10. I / O history before -de is required. For this reason, in this step 184, a predetermined number of input / output histories (Ft (t + dm-de), Ft (t + dm-de-1),. t + dm-de), Te (t + dm-de-1),.

Next, the coefficients f _ei and g _ei (i = 0, 1, 2,...) Of the linear model that simulates the internal combustion engine 10 are read (step 186). The ECU 20 substitutes these coefficients f _ei and g _ei and the above input / output history into (Equation 3) to estimate the engine torque Te (t + dm) at time t + dm (step 188).

Next, the target motor torque Tmt = TQt−Te (t + dm) is calculated by subtracting the engine torque Te (t + dm) from the target total torque TQt (step 190). Thereafter, the input / output history (Pt (t-1), Pt (t-2),..., Tm (t-1), Tm (t-2),. By substituting the coefficients f _mi and g _mi (i = 0,1,2,...) Calculated in step 1 and the target motor torque Tet calculated in step 190 into the above (formula 8), the power command at time t A value Pt (t) is calculated (step 192).

  When the power command value Pt (t) is calculated, next, the control of the internal combustion engine 10 and the control of the electric motor 12 are executed according to the flowchart shown in FIG. 16 (step 110). Then, in preparation for the next processing cycle, after the input / output history of the internal combustion engine 10 and the electric motor 12 is updated (steps 154 to 158), the current processing cycle is ended.

  According to the above processing described with reference to FIG. 17, the power command value Pt (t) at time t can be calculated using TQt−Te (t + dm) as the target motor torque Tmt. When such a power command value Pt (t) is used at time t, at time t + dm when the delay time dm has elapsed, the motor torque Tm is expressed as TQt− by reflecting the Pt (t). Te (t + dm). At this point, the internal combustion engine 10 should have generated an engine torque of Te (t + dm), so the driving torque on the hybrid vehicle should be TQt.

  Thus, according to the above-described processing, the power command value Pt (t) can be calculated so that the drive torque on the hybrid vehicle accurately becomes the target total torque TQt. That is, according to the above processing, all of the target total torque TQt can be generated in the electric motor 12 until the engine torque Te rises after the drive torque rises. Then, after the engine torque Te rises, only the shortage of the engine torque Te can be generated in the electric motor 12. For this reason, according to the system of the present embodiment, it is possible to achieve excellent responsiveness and sufficient sustainability in driving without giving unintended fluctuations to the drive torque.

  In the third embodiment described above, the ECU 20 executes the process of step 70 in FIG. 16, so that the “target total torque setting means” in the tenth invention executes the process of step 140 in FIG. By doing so, the “fuel command value calculating means” in the tenth aspect of the invention executes the processing of step 110 in FIG. 16, whereby the “fuel control means” and the “power control means” in the tenth aspect of the invention By executing the process of 188, the “engine torque estimating means” in the tenth aspect of the invention performs the process of step 190, whereby the “target motor torque calculating means” in the tenth aspect of the invention is the process of step 192 The “power command value calculation means” in the tenth aspect of the present invention is realized by executing There.

  In the above-described third embodiment, the ECU 20 executes the processing of steps 154 to 158 in FIG. 16, so that the “input / output history storage means” in the eleventh aspect of the present invention is the step 144 of FIG. By executing the processing, the “linear model coefficient calculation means” in the eleventh invention and the “model calculation means” in the eleventh invention are realized by executing the processing of step 188 shown in FIG. ing.

  In the above-described third embodiment, the ECU 20 executes the processing of steps 154 to 158 in FIG. 16, so that the “input / output history storage means” in the twelfth aspect of the invention is the processing of step 164 in FIG. By executing the process of step 192 in FIG. 17, the “linear model coefficient calculating means” in the twelfth invention by executing the “relational expression setting means” and “power command value ( t) Calculation means "are realized respectively.

Embodiment 4 FIG.
[Features of Embodiment 4]
Next, a fourth embodiment of the present invention will be described with reference to FIGS. The system of the present embodiment is realized by causing the ECU 20 to execute a routine shown in FIG. 20 described later in addition to the routines shown in FIGS. 16 and 17 described above, using the hardware configuration shown in FIG. Can do.

  FIG. 18 is a timing chart for explaining an example of an operation realized when the system of the third embodiment described above is requested to start up the target total torque TQt at time t0. More specifically, FIG. 18A shows the waveform of the engine torque Te, and FIG. 18B shows the waveform of the fuel command value Ft. FIG. 18C shows the waveform of the motor torque tm, and FIG. 18D shows the waveform of the power command value Pt.

  In the example shown in FIG. 18, the target engine torque Tet is raised at time t0. As a result, the engine torque Te starts to increase at time t0 + de (see FIG. 18A). The fuel command value Ft is gradually increased to reach the convergence value after the required startup time de1 of the internal combustion engine 10, that is, at time t0 + de1 (see FIG. 18B). As a result, the engine torque Te then converges to the target total torque TQt when the delay time de has elapsed (time t0 + de + de1) (see FIG. 18A).

  In the example shown in FIG. 18, the target motor torque Tmt is also raised at time t0. As a result, the motor torque Tm starts to increase at time t0 + dm (see FIG. 18C). The power command value Pt is gradually increased so as to reach the convergence value after the required rise time dm1 of the motor 12, that is, at time t0 + dm1 (see FIG. 18D). As a result, the motor torque Tm has converged to the target total torque TQt when the delay time dm has elapsed (time t0 + dm + dm1) (see FIG. 18C).

  After the time t0 + de, the engine torque Te starts to rise, so the target motor torque Tmt becomes a value obtained by subtracting the engine torque Te from the target total torque TQt. For this reason, the power command value Pt tends to decrease after time t0 + de-dm, which is backed by the delay time dm from the time t0 + de (see FIG. 18D). At time t0 + de + de1, the engine torque Te reaches the target total torque TQt, and as a result, the target motor torque Tmt becomes zero (see FIG. 18C). For this reason, the power command value Pt is set to zero at time t0 + de + de1-dm, which is backed by the delay time dm from the time t0 + de + de1.

  A region indicated by hatching in FIG. 18D corresponds to the total amount of power consumed by the motor 12 (hereinafter referred to as “total power consumption Ptsum”). In the third embodiment described above, the target motor torque Tmt is determined without considering what value the total power consumption Ptsum takes.

  However, depending on the state of charge of the battery, a situation may occur in which the total power consumption Ptsum exceeds the suppliable power Pb of the battery. When the power command value Pt as shown in FIG. 18D is output under such circumstances, the driving torque once raised cannot be stably maintained on the hybrid vehicle, and the passenger feels uncomfortable. Things can happen.

  On the other hand, if the total power consumption Ptsum and the suppliable power Pb of the battery are known at the time t0 when the target total torque TQt is required to be raised, it is required by comparing the two. It is possible to detect in advance whether or not the electric motor torque Tm can be generated. If the total power consumption Ptsum cannot be supplied, the rising curve of the target total torque TQt can be corrected so that the supply is possible.

  In the present embodiment, the ECU 20 can detect the suppliable power Pb of the battery based on the output of the power detector 28. Further, as described below, the ECU 20 can calculate the total power consumption amount Ptsum at time t0. For this reason, in the system of this embodiment, it is possible to operate the electric motor 12 in a range where the total power consumption Ptsum does not exceed the suppliable power Pb.

[Method to predict total power consumption Ptsum at time t0]
(Method of estimating the engine torque Te curve at time t0) ... "Method 1"
According to the linear model of (Equation 3) above, it is possible to calculate up to the engine torque Te (t0 + de) at time t0 + de at time t0. Hereinafter, an arithmetic expression (expression 3 ′) of the engine torque Te (to + de) at time t0 + de will be exemplified.
Te (t0 + de) = f _e0・ Te (t0) + f _e1・ Te (t0-1) + f _e2・ Te (t0-2) + ...
+ g _e0・ Ft (t0) + g _e1・ Ft (t0-1) + g _e2・ Ft (t0-2) + ・ ・ ・ (Formula 3 ')

  Using the above (Equation 3), the ECU 20 can naturally obtain the engine torque Te (t0 + 1) at the time t0 + 1 at the time t0.

If the engine torque Te (t0 + 1) is known, its value Te (t0 + 1), the engine torque before the time t0, and the fuel command values (Te (t0), Te (t0-1) ..., Ft (t0 ), Ft (t0-1)...) Are substituted into the above (formula 5), the power command value Ft (t0 + 1) at time t0 + 1 can be calculated as shown below. .
Ft (t0 + 1) = {1 / (g _e0 + γ _e2 )}
* [Tet- (f _e0 + γ _e1 ) ・ Te (t0 + 1)-(f _e1 + γ _e1 ) ・ Te (t0) -f _e2・ Te (t0-1)-・ ・
-(g _e1 -γ _e2 ) ・ Ft (t0) −g _e2・ Ft (t-1) − ・ ・]
... (Formula 5 ')

  If the engine torque Te (t0 + 1) and the fuel command value Ft (t0 + 1) at the time t0 + 1 are known, the engine torque Te at the time t0 + de + 1 is obtained by applying them to the above (formula 3). (t0 + de + 1) can be calculated. Thereafter, if the calculation using (Equation 5) and the calculation using (Equation 3) are repeated in order, the engine at any time t0 + de + α after time t0 + de at time t0 Torque Te (t0 + de + α) can be calculated. Therefore, the ECU 20 estimates in advance what curve the engine torque Te converges to the target total torque TQt from time t0 + de to time t0 + de + de1 at time t0. be able to.

(Method of setting the target motor torque Tmt up to time t0 + de + de1 at time t0)
From time t0 to time t0 + de, the engine torque Te does not rise. Therefore, during this period, the target total torque TQt required for the hybrid vehicle can be handled as the target motor torque Tmt as it is.

  On the other hand, since the engine torque Te rises after time t0 + de, the target motor torque Tmt needs to be a value obtained by subtracting the engine torque Te from the target total torque TQt. As described above, the ECU 20 can estimate the curve along which the engine torque Te changes from the time t0 + de to the time t0 + de + de1 at the time t0. Therefore, as long as the target total torque TQt after time t0 + de is determined, the ECU 20 subtracts the engine torque Te from the target total torque TQt, so that the time t0 + de to time t0 + de at time t0. The target motor torque Tmt up to + de1 can be set accurately.

  Therefore, the ECU 20 can accurately set the target motor torque Tmt for the entire period from time t0 to time t0 + de + de1 at time t0.

(Method of setting the motor torque Tm up to time t0 + de + de1 at time t0) ・ ・ “Method 2”
According to the linear model of (Expression 6) above, it is possible to calculate up to the electric motor torque Te (t0 + de) at time t0 + dm at time t0. Hereinafter, an arithmetic expression (formula 6 ′) of the electric motor torque Tm (to + dm) at time t0 + dm will be exemplified.
Tm (t0 + dm) = f _m0・ Tm (t0) + f _m1・ Tm (t0-1) + f _m2・ Tm (t0-2) + ・ ・ ・
+ g _m0・ Pt (t0) + g _m1・ Pt (t0-1) + g _m2・ Pt (t0-2) + ・ ・ ・ (Formula 6 ')

  Using the above (Equation 6), the ECU 20 can naturally obtain the electric motor torque Tm (t0 + 1) at the time t0 + 1 at the time t0.

When the motor torque Tm (t0 + 1) is known, the value Tm (t0 + 1), the motor torque before the time t0, and the electric power command values (Tm (t0), Tm (t0-1), Pt (t0 ), Pt (t0-1)...) Are substituted into the above (Equation 8), the power command value Pt (t0 + 1) at time t0 + 1 can be expressed as follows.
Pt (t0 + 1) = {1 / (g _m0 + γ _m2 )}
* [Tmt- (f _m0 + γ _m1 ) ・ Tm (t0 + 1)-(f _m1 + γ _m1 ) ・ Tm (t0) -f _m2・ Tm (t0-1)-・ ・
-(g _m1 -γ _m2 ) ・ Pt (t0) −g _m2・ Pt (t0-1) − ・ ・]
... (Formula 8 ')

  The above (Formula 8 ′) includes the target motor torque Tmt. Since the power command value Pt (t0 + 1) is reflected in the motor torque Tm after the delay time dm, the above (formula 8 ′) should be generated at the time t0 + 1 + dm. It is necessary to substitute the motor torque Tm as the target motor torque Tmt. As described above, the ECU 20 can accurately calculate the target motor torque Tmt up to the time t0 + de + de1 at the time t0. For this reason, the ECU 20 can perform the calculation of (Expression 8 ′) above by using the result of the calculation.

  If the motor torque Tm (t0 + 1) and the power command value Pt (t0 + 1) at time t0 + 1 are known, by applying them to the above (formula 6), the motor torque Tm at time t0 + dm + 1. (t0 + de + 1) can be calculated. Thereafter, if the computation using (Equation 8) and the computation using (Equation 6) are repeatedly performed in sequence, the electric motor at any time t0 + dm + α after time t0 + dm at time t0. Torque Tm (t0 + dm + α) can be calculated. Therefore, the ECU 20 can accurately calculate the electric motor torque Tm at an arbitrary time thereafter at the time t0.

(Method of calculating the power command value Pt from time t0 to time t0 + de + de1-dm at time t0). ・ “Method 3”
If the target motor torque Tmt after the time t0 is known and the motor torque Tm after the time t0 is known, they are exchanged and the calculation of the above (Equation 8) is repeated, so that at any time after the time t0. The power command value Pt can be calculated. For this reason, the ECU 20 can accurately set the power command value Pt over the entire period from time t0 + de + de1-dm when the power command value Pt becomes zero at time t0. .

(Method of calculating total power consumption Ptsum at time t0) “Method 4”
If it is known what locus the power command value Pt follows after time t0, the total power consumption Ptsum can be obtained by integrating the power command value Pt. Therefore, the ECU 20 can calculate the total power consumption Ptsum at time t0 as long as the target total torque TQt is determined. If the calculated total power consumption Ptsum exceeds the suppliable power of the battery, the total power consumption Ptsum is calculated by repeating the revision of the target total torque TQt and the recalculation of the total power consumption Ptsum. The target total torque TQt can be corrected so as to be within the suppliable power Pb.

[Outline of Control in Embodiment 4]
FIG. 19 is a timing chart for explaining in more detail the operation of the system of this embodiment accompanying the rise of the drive torque. Specifically, FIG. 19A is a chart showing how the fuel command value Ft is raised in synchronization with the rise of the drive torque. FIG. 19B shows the target total torque TQt set under an environment where the battery power Pb that can be supplied by the battery is relatively large, and the waveforms of the motor torque Tm and the engine torque Te generated under the environment. FIG. 19C shows waveforms of the target total torque TQt set under an environment where the suppliable power Pb is relatively small, and the motor torque Tm and the engine torque Te generated under the environment.

  FIG. 19 exemplifies a case where the hybrid vehicle is requested to start driving torque at time t0. In this case, the fuel command value Ft is immediately started up at time t0 as in the case of the third embodiment described above (see FIG. 19A). As a result, the engine torque Te starts to rise after the delay time de (time t0 + de) as shown by a broken line in FIGS. 19B and 19C, and further, after a predetermined rise time de1. It has converged to the target total torque TQt (FIG. 19, time t0 + de + de1).

  The electric motor torque Tm reaches a convergence value when a predetermined rise time dm1 has elapsed after the start of rise when the fastest rise is required. Hereinafter, the torque curve realized at this time is referred to as a “standard rising curve”. A curve indicated by a symbol Tm1 in FIG. 19B represents a state in which the motor torque Tm increases along the standard rising curve from time t0 + de-dm1 to time t0 + de. ing.

  When the drive torque is requested to rise at time t0, the ECU 20 first increases the motor torque Tm along the machine standard rise curve indicated by the symbol Tm1 in FIG. Set the rise time of the target total torque TQt. Specifically, the rising time of the target torque TQt is set to a time t0 + de-dm1-dm that is backed by a delay time dm from the time t0 + de-dm1 at which the motor torque Tm is raised.

  Then, the power required to increase the motor torque Tm to the target total torque TQt from time t0 + de-dm1 to time t0 + de (hereinafter referred to as “startup power Pm1”) is calculated using the above method. To do. In addition, after the time t0 + de and the time t0 + de + de1, the electric power required in the process of changing the motor torque Tm from the target total torque TQt to zero (hereinafter referred to as “control power Pmt”) is Calculate by the method of

  The sum “Pm1 + Pmt” of the startup power Pm1 and the control power Pmt is the minimum power required to temporarily increase the motor torque Tm to the target total torque TQt. Therefore, when Pm1 + Pmt is less than the battery-suppliable power Pb, it can be determined that the start-up time of the motor torque Tm can be advanced. In this case, the ECU 20 calculates a time tk commensurate with the battery's surplus electric energy, and advances the start-up time of the motor torque Tm, that is, the start-up time of the target total torque TQt by that time tk (FIG. 19 ( B)).

  On the other hand, if Pm1 + Pmt exceeds the battery's suppliable power Pb, it can be determined that there is no remaining power left in the battery to raise the motor torque Tm to the target total torque TQt. In this case, as shown in FIG. 19C, the ECU 20 first sets a temporary target total torque TQt2 that rises at an appropriate time t2 and reaches the target total torque TQt at time t0 + de + de1. Next, Pm1 + Pmt is calculated again by the above-described method on the assumption that the target total torque TQt changes along the temporary target torque TQt2. The temporary target total torque TQt2 is corrected so that the recalculated Pm1 + Pmt matches the supplyable voltage Pb. In this case, the power command value Pt is controlled so that the finally obtained temporary target torque TQt2 is realized.

  According to the above processing, the assist by the electric motor 12 can be maximized as long as the battery-suppliable power Pb allows. In other words, it is possible to reliably prevent the electric motor 12 from requesting assistance that exceeds the suppliable power Pb of the battery. For this reason, according to the system of the present embodiment, both excellent responsiveness and stable sustainability are achieved, as in the case of the third embodiment, while reliably preventing a drive torque rising failure due to power shortage. It is possible.

[Specific Processing in Embodiment 4]
FIG. 20 is a flowchart of a routine that is executed by the ECU 20 to set the target total torque TQt startup timing or the temporary target total torque TQt2. It is assumed that the routine shown in FIG. 20 is started each time a drive torque is requested to rise on the hybrid vehicle. Further, it is assumed that the start time of the target total torque TQt set here or the temporary target total torque TQt2 is used only as a basis for calculating the power command value Pt.

  That is, the system of the present embodiment uses the start time of the target total torque TQt set by the routine shown in FIG. 20 and the temporary target total torque TQt2 when calculating the power command value Pt. The same processing as in the third embodiment is executed. Specifically, in the present embodiment, the ECU 20 proceeds with a process for controlling the internal combustion engine 10 and the electric motor 12 according to a main routine shown in FIG.

  In this routine, in step 140, the fuel command value Ft is calculated based on the target total torque TQt calculated based on the driving state of the vehicle, that is, the target total torque TQt that directly reflects the driving torque required for the vehicle. Is done. On the other hand, the calculation process of the electric power command value Pt in step 180 in FIG. 16 is advanced according to the procedure of the flowchart shown in FIG.

  According to the procedure shown in FIG. 17, the target total torque TQt is read out in step 182 and the electric power command value Pt (t) is calculated based on the target total torque TQt. At this time, the ECU 20 proceeds with the processing assuming that the target total torque TQt startup time set by the routine shown in FIG. 20 and the provisional target total torque TQt2 are valid. In other words, if the startup time set there has not been reached, the target total torque TQt is assumed to be zero and the calculation process of the electric power command value Pt (t) proceeds, and the temporary target total torque TQt2 is set. If so, the calculation process of the electric power command value Pt (t) is advanced assuming that the TQt2 is the target total torque TQt.

  The contents of the routine shown in FIG. 20 will be specifically described below. Here, for convenience of explanation, the time when the drive torque is required to rise is referred to as time t0 in accordance with the cases shown in FIG. 18 and FIG.

  According to the routine shown in FIG. 20, when the drive torque is requested to rise, first, it is predicted what curve the engine torque Te will reach to the convergence value TQt (step 200). Specifically, the engine torque Te during the period from time t0 to time t0 + de + de1 is estimated by repeating the above (Formula 3) and (Formula 5) (see Method 1 above). .

  Next, a transitional part until the engine torque Te reaches the target total torque TQt is cut out. That is, the rising portion of the engine torque Te in the period from time t0 + de to time t0 + de + de1 is extracted (step 202).

  Next, the target motor torque Tmt to be requested of the motor 12 is calculated during the above-described period (time t0 + de to time t0 + de + de1) when the engine torque Te rises (step 204). Specifically, the target motor torque Tmt = TQt-Te in that period is calculated by subtracting the engine torque Te at time t0 + de + de1 from time t0 + de from the target total torque TQt.

  In the routine shown in FIG. 20, next, the control power Pmt necessary for generating the target motor torque Tmt from the time t0 + de to the time t0 + de + de1 is calculated (step 206). Here, first, the motor torque Tm after the time t0 + de is estimated by the above-described “method 2”. Next, based on the electric motor torque Tm obtained as a result and the target electric motor torque Tmt calculated by the processing in the above step 204, the above-mentioned “method 3” is used to change the time t0 + de-dm to the time t0 + de +. The power command value Pt up to de1-dm is calculated. Finally, the control power Pmt is calculated by integrating the calculated power command value Pt (by the “method 4” described above).

  Next, the motor torque Tm during the rising period of the motor 12, that is, the starting torque Tm1 of the motor 12 is calculated (step 208). Specifically, when the target motor torque Tmt is raised to the target total torque TQt at time t0 + de-dm1, from time t0 + de-dm1 to time t0 + de (see FIG. 19B), the motor torque It is calculated how Tm rises. This calculation can be executed by the “method 2” described above.

  Next, the startup power Pm1 necessary for generating the startup torque Tm1 is calculated (step 210). Here, first, the motor torque Tm after the time t0 + de-dm1 is estimated by the above-described “method 2”. Next, the electric power command from time t0 + de-dm1-dm to time t0 + de-dm is performed by the above-mentioned “Method 3” on the basis of the electric motor torque Tm obtained as a result and the startup torque Tm1. A value Pt is calculated. Finally, the startup power Pm1 is calculated by integrating the calculated power command value Pt (by the “method 4” described above).

  Next, by adding the control power Pmt and the startup power Pm1, the minimum power Pr required to temporarily increase the motor torque Tm to the target total torque TQt is calculated (step 212).

  The necessary electric power Pr is compared with the suppliable electric power Pb of the battery (step 214). As a result, when the establishment of Pb ≧ Pr is recognized, it can be determined that there is a margin in the suppliable power Pb. In this case, first, the surplus power Pa = Pb−Pr is calculated (step 216).

  Next, a time tk during which the motor torque Tm can be maintained at the target total torque TQt is calculated from the surplus power Pa (step 218). The electric power command value Pt for maintaining the electric motor torque Tm at the target total torque TQt can be obtained by performing the calculation of the above (Equation 8) using the target electric motor torque Tmt as TQt (see Method 2 and Method 3). In step 218, the time when the integrated value of the power command value Pt obtained as a result becomes equal to the marginal power Pa is calculated as tk.

  Next, the rise time of the motor torque Tm is calculated (step 220). Here, first, a time t0 + de-dm1-tk that is back by the time tk is calculated from the startup time t0 + de-dm1 of the motor torque Tm that is assumed when the startup power Pm1 is calculated. The motor torque Tm cannot be raised after the time t0 and before the delay time dm has elapsed. For this reason, when the time t0 + de-dm1-tk is before the time t0 + dm, the time t0 + dm is set as the startup time of the motor torque Tm. On the other hand, when the time t0 + de-dm1-tk is later than the time t0 + dm, the time t0 + de-dm1-tk is set as the rise time of the motor torque Tm.

  When the above process is executed, the process shown in FIG. 17 is executed assuming that the target motor torque Tmt rises at the time set in step 220. Specifically, the target total torque TQt does not rise until the time set by the process of step 220, and the target total torque TQt rises to the required value of the drive torque after the set time. The process is executed.

  In this case, after the drive torque is requested to rise, the motor torque Tm can be raised at the fastest timing as long as the suppliable power Pb of the battery permits, and thereafter, as in the case of the third embodiment, The drive source of the vehicle can be smoothly transferred from the electric motor 12 to the internal combustion engine 10. For this reason, according to the system of the present embodiment, it is possible to realize torque characteristics that are excellent in responsiveness and do not give the passenger a sense of incongruity on the hybrid vehicle.

  According to the routine shown in FIG. 20, if it is determined in step 214 that the suppliable power Pb of the battery is smaller than the minimum required power Pr, then the temporary start time t2 of the motor 12 is determined (step 222). . Next, a temporary target total torque TQt2 that rises at time t2 and reaches the target total torque TQt at time t0 + de + de1 is set (step 224).

  FIGS. 21A and 21B show examples of the waveform of the temporary target total torque TQt2 stored in advance in the ECU 20. FIG. As shown in these drawings, the ECU 20 stores a linear waveform, a sigmoid waveform, and the like as the waveform of the temporary target total torque TQt2. In step 224, the ECU 20 selects an appropriate waveform according to the vehicle condition from these waveforms, and sets it as the waveform of the temporary target total torque TQt2.

  In the routine shown in FIG. 20, next, the torque to be generated by the motor 12 to generate the temporary target total torque TQt2 on the vehicle by subtracting the engine torque Te from the temporary target total torque TQt2 (hereinafter referred to as “temporary target motor”). Torque Tmt2 ") is calculated (step 226).

  Next, during the period from time t2 to time t0 + de + de1, electric power necessary for generating the temporary target motor torque Tmt2 (hereinafter referred to as “temporary target achievement electric power Pm2”) is calculated ( Step 228). Here, first, the motor torque Tm after time t2 is estimated by the above-described “method 2”. Next, based on the electric motor torque Tm obtained as a result and the temporary target electric motor torque Tmt2 set by the processing of step 226, the time “t0 + de + de1” from the time t2-dm is obtained by the above-mentioned “method 3”. The power command value Pt up to -dm is calculated. Finally, the temporary target achievement power Pm2 is calculated by integrating the calculated power command value Pt (by the above-mentioned “method 4”).

  Next, it is determined whether or not the provisional target achievement power Pm2 is less than the battery suppliable power Pb (step 230). As a result, when establishment of Pb> Pm2 is recognized, it can be determined that there is a margin in the suppliable power Pb. In this case, the temporary activation time t2 of the electric motor 12 is advanced by a predetermined time Δt (step 232), and thereafter, the processing after step 222 is executed again. According to the above processing, the temporary start time t2 of the electric motor 12 can be advanced until the temporary target achievement power Pm2 becomes equal to or higher than the battery supplyable power Pb.

  Under the situation where the temporary target achievement power Pm2 is greater than or equal to the suppliable power Pb, it is determined in step 230 that Pb> Pm2 is not satisfied. In this case, it is next determined whether or not Pb <Pm2 is established (step 234). As a result, when the establishment of Pb <Pm2 is recognized, it can be determined that the current temporary target attainment power Pm2 is excessive with respect to the suppliable power Pb. In this case, after the temporary start time t2 of the electric motor 12 is delayed by the predetermined time Δt (step 236), the processing after step 222 is executed again.

  According to the above processing, finally, the temporary activation time t2 can be determined so that the temporary target achievement power Pm2 becomes equal to the battery supplyable power Pb. When such provisional activation time t2 is determined, the conditions of step 230 and the condition of step 232 are both negated, and at that time, provisional activation time t2 and provisional target total torque Tm2 are determined as final. (Step 238).

  When the above process is executed, the process shown in FIG. 17 is executed assuming that the temporary target total torque Tm2 determined as described above is the target motor torque Tmt. Specifically, the target total torque TQt rises at time t2, and then reaches the target total torque TQt along the waveform defined as the temporary target total torque Tm2, and the processing such as step 182 in FIG. 17 is executed. Is done.

  Also in this case, after the drive torque is requested to rise, the motor torque Tm is raised at the fastest timing as long as the suppliable power Pb of the battery permits, and thereafter, as in the case of the third embodiment, the vehicle Can be smoothly transferred from the electric motor 12 to the internal combustion engine 10. For this reason, according to the system of the present embodiment, the best responsiveness according to the charging state of the battery is ensured on the hybrid vehicle without giving a sense of incongruity to the passenger and ensuring practical sustainability. It is possible to realize.

  In the fourth embodiment described above, the ECU 20 executes the process of step 200, whereby the “engine torque estimating means” in the thirteenth aspect of the invention executes the processes of steps 204 and 208. In the thirteenth invention, the “difference calculating means” executes the processing of steps 206 and 210, so that the “power command value calculating means” in the thirteenth invention executes the processing of step 214. The “power supply start time setting means” according to the thirteenth aspect of the present invention is realized by executing the processing of steps 216 to 220 by the “suppliable power detection means” according to the invention.

  In the above-described fourth embodiment, the ECU 20 executes the process of step 200, so that the “engine torque estimating means” in the fourteenth aspect executes the processes of steps 204, 208 and 226. The “difference calculating means” in the fourteenth invention executes the processing of steps 206, 210 and 228, so that the “power command value calculating means” in the fourteenth invention performs the processing of steps 214, 230 and 234. When executed, the “suppliable power detecting means” in the fourteenth invention performs the processing of steps 222, 224, 232 and 236, and the “target total torque correcting means” in the fourteenth invention respectively. It has been realized.

It is a figure for demonstrating the structure of Embodiment 1 of this invention. It is a block diagram for demonstrating the function of ECU used in Embodiment 1 of this invention. FIG. 3 is a diagram in which an internal combustion engine inverse model and a first correction block are extracted from the configuration shown in FIG. 2. FIG. 4 is a diagram in which the configuration shown in FIG. 3 is rewritten so that an internal combustion engine inverse model is an approximate inverse model. FIG. 6 is a block diagram for explaining the operation of the first embodiment when the supplied power Pb of the battery is “0”. It is a block diagram for demonstrating operation | movement when the electric power command value Pt for generating all the target total torque TQt with an electric motor is below the supply electric power Pb of a battery. For explaining the operation in the case where the suppliable voltage Pb of the battery is not “0” and the power command value Pt for generating all of the target total torque TQt by the electric motor exceeds the supplied power Pb. It is a block diagram. 3 is a flowchart of a routine that is executed in the first embodiment. It is a block diagram for demonstrating the structure formed in order to implement | achieve the function as an internal combustion engine reverse model inside ECU used in Embodiment 2 of this invention. It is a block diagram for demonstrating the structure formed in order to implement | achieve the function as an electric motor reverse model inside ECU used in Embodiment 2 of this invention. 6 is a flowchart of a main routine executed in the second embodiment. 9 is a flowchart of a series of processes executed to calculate a fuel command value Ft corresponding to a target engine torque Tet in the second embodiment. In Embodiment 2, it is a flowchart of a series of processes performed in order to calculate the electric power command value Pt corresponding to the target motor torque Tmt. FIG. 14A is a timing chart for explaining the delay de of the engine torque Te with respect to the rise of the fuel command value Ft. FIG. 14B is a timing chart for explaining the delay dm of the motor torque Tmt with respect to the rise of the power command value Pt. 12 is a timing chart for explaining an operation realized in the third embodiment of the present invention when an increase in the target total torque TQt is requested. 10 is a flowchart of a main routine executed in the third embodiment. FIG. 17 is a flowchart of a series of processing executed to calculate a power command value Pt (t) in step 180 shown in FIG. 12 is a timing chart for explaining an example of an operation realized when the system of Embodiment 3 is requested to start up the target total torque TQt at time t0. It is a timing chart for demonstrating operation | movement of the system of Embodiment 4 of this invention accompanying the standup of drive torque. 14 is a flowchart of a routine that is executed to set a target total torque TQt startup timing or a temporary target total torque TQt2 in the fourth embodiment. It is a figure which shows the example of the waveform of temporary target total torque TQt2 memorize | stored in ECU20 used in Embodiment 4. FIG.

Explanation of symbols

10 Internal combustion engine 12 Electric motor 20 ECU (Electronic Control Unit)
30 Control determination unit 34 Internal engine reverse model 36 Motor reverse model 42 First correction block 44 Second correction block
Pb battery available power
Pt Power command value
Ft Fuel command value
TQt Target total torque
Te engine torque
Tet Target engine torque
Tm Motor torque
Tmb Motor torque generated by the available power Pb
Tmt Target motor torque
f _ei and g _ei (i = 0,1,2, ...) Coefficient of linear model of internal combustion engine
f _mi and g _mi (i = 0,1,2, ...) Coefficient of linear model of motor
de Delay time of internal combustion engine
dm Motor delay time
de1 Rise time of engine torque
dm1 Rise time of motor torque
TQt2 Provisional target total torque
Tm1 motor startup torque
t2 Motor temporary start time
Pmt control power
Pm1 startup power
Pm2 Temporary target achievement power

Claims (14)

A torque distribution control device for a hybrid vehicle comprising an internal combustion engine and an electric motor as drive sources,
Target total torque setting means for setting the target total torque;
Target motor torque setting means for setting a target motor torque to be generated by the motor;
Motor control means for controlling the motor such that the target motor torque is generated;
A target engine torque calculating means for calculating a difference between the target total torque and a motor torque generated by the motor as a target engine torque;
Fuel command value calculating means for calculating a fuel command value for generating the target engine torque in the internal combustion engine using an inverse model of the internal combustion engine;
Fuel control means for supplying fuel corresponding to the fuel command value to the internal combustion engine;
A torque distribution control device for a hybrid vehicle, comprising: The fuel command value calculation means executes a process of calculating a fuel command value at every predetermined sampling period,
The inverse model of the internal combustion engine is
Input / output history storage means for storing the history of the fuel command value and the history of the engine torque generated by the internal combustion engine;
Linear model coefficient calculation means for calculating a coefficient of a linear model established between the fuel command value and the engine torque based on the history of the fuel command value and the history of the engine torque;
A plurality of fuel command values before time t, and a plurality of fuel command values before time t, so that the value of the evaluation function having a difference between the target engine torque and the estimated engine torque calculated by the linear model as a factor A relational expression setting means for setting a relational expression defining a relation between a plurality of engine torques and the target engine torque using a coefficient of the linear model;
By substituting a plurality of engine torques before time t, a plurality of fuel command values before time t-1 which is a sampling time immediately before time t, and a target engine torque into the relational expression, the fuel at time t Fuel command value (t) calculating means for calculating the command value (t);
The torque distribution control device for a hybrid vehicle according to claim 1, comprising: The target motor torque setting means includes
Supplyable power detection means for detecting the supplyable power of the battery;
Required power calculating means for calculating required power for causing the electric motor to generate the target total torque;
Determination means for determining whether or not the suppliable power is greater than or equal to the required power,
When the suppliable power is equal to or greater than the required power, the target total torque is set as the target motor torque, and when the suppliable power is less than the necessary power, a torque that can be generated by the suppliable power is the target power. 3. The torque distribution control device for a hybrid vehicle according to claim 1, wherein the torque is an electric motor torque. Fuel correction value calculation means for calculating a fuel amount corresponding to a deviation between the engine torque generated by the internal combustion engine and the target engine torque as a fuel correction value;
Fuel command value correcting means for correcting the fuel command value by the fuel correction value;
The torque distribution control device for a hybrid vehicle according to any one of claims 1 to 3, further comprising: A torque distribution control device for a hybrid vehicle comprising an internal combustion engine and an electric motor as drive sources,
Target total torque setting means for setting the target total torque;
Target engine torque setting means for setting target engine torque to be generated by the internal combustion engine;
Internal combustion engine control means for controlling the internal combustion engine so that the target engine torque is generated;
Target motor torque calculating means for calculating a difference between the target total torque and the engine torque generated by the internal combustion engine as a target motor torque;
A power command value calculating means for calculating a power command value for causing the motor to generate the target motor torque using an inverse model of the motor;
Power control means for supplying power to the electric motor according to the power command value;
A torque distribution control device for a hybrid vehicle, comprising: The power command value calculation means executes a process of calculating a power command value for each predetermined sampling period,
The inverse model of the motor is
Input / output history storage means for storing a history of the power command value and a history of motor torque generated by the motor;
Linear model coefficient calculation means for calculating a coefficient of a linear model established between the power command value and the motor torque based on the history of the power command value and the history of the motor torque;
A plurality of power command values before time t and before time t so that the value of the evaluation function having a difference between the target motor torque and the estimated electric torque calculated by the linear model as one element Relational expression setting means for setting a relational expression defining a relation between a plurality of motor torques and the target motor torque using a coefficient of the linear model;
By substituting a plurality of motor torques before time t, a plurality of power command values before time t-1 which is a sampling time immediately before time t, and a target motor torque into the relational expression, power at time t Power command value (t) calculating means for calculating the command value (t);
The torque distribution control device for a hybrid vehicle according to claim 5, comprising:   The torque distribution control device for a hybrid vehicle according to claim 5 or 6, wherein the target engine torque setting means sets a predetermined torque at which the internal combustion engine achieves a predetermined operation efficiency as the target engine torque. Power correction value calculation means for calculating, as a power correction value, power corresponding to a deviation between the motor torque generated by the motor and the target motor torque;
Power command value correcting means for correcting the power command value by the power correction value;
The torque distribution control device for a hybrid vehicle according to any one of claims 5 to 7, further comprising: Fuel correction value calculation means for calculating a fuel amount corresponding to a deviation between the engine torque generated by the internal combustion engine and the target engine torque as a fuel correction value;
Fuel command value correcting means for correcting the fuel command value by the fuel correction value;
The torque distribution control device for a hybrid vehicle according to any one of claims 5 to 8, characterized by comprising: A torque distribution control device for a hybrid vehicle comprising an internal combustion engine and an electric motor as drive sources,
Target total torque setting means for setting the target total torque;
Fuel command value calculating means for calculating a fuel command value for causing the internal combustion engine to generate the target total torque;
Fuel control means for supplying fuel corresponding to the fuel command value to the internal combustion engine;
Engine torque estimating means for calculating an estimated value of engine torque expected to be generated by the internal combustion engine;
Target motor torque calculating means for calculating a difference between the target total torque and the estimated value of the engine torque as a target motor torque;
A power command value calculating means for calculating a power command value for causing the motor to generate the target motor torque using an inverse model of the motor;
Power control means for supplying power to the electric motor according to the power command value;
A torque distribution control device for a hybrid vehicle, comprising: The engine torque estimating means includes
Input / output history storage means for storing the history of the fuel command value and the history of the engine torque generated by the internal combustion engine;
Linear model coefficient calculation means for calculating a coefficient of a linear model established between the fuel command value and the engine torque based on the history of the fuel command value and the history of the engine torque;
Model calculation means for calculating the estimated value of the engine torque using the linear model;
The torque distribution control device for a hybrid vehicle according to claim 10, comprising: The power command value calculation means executes a process of calculating a power command value for each predetermined sampling period,
The inverse model of the motor is
Input / output history storage means for storing a history of the power command value and a history of motor torque generated by the motor;
Linear model coefficient calculation means for calculating a coefficient of a linear model established between the power command value and the motor torque based on the history of the power command value and the history of the motor torque;
A plurality of power command values before time t and before time t so that the value of the evaluation function having a difference between the target motor torque and the estimated electric torque calculated by the linear model as one element Relational expression setting means for setting a relational expression defining a relation between a plurality of motor torques and the target motor torque using a coefficient of the linear model;
By substituting a plurality of motor torques before time t, a plurality of power command values before time t-1 which is a sampling time immediately before time t, and a target motor torque to be used at time t into the relational expression A power command value (t) calculating means for calculating a power command value (t) at time t;
The torque distribution control device for a hybrid vehicle according to claim 10 or 11, comprising: At the time of increase of the target total torque, the engine torque estimating means estimates the estimated value until a convergence time at which the estimated value of the engine torque matches the target total torque, and the difference calculating means is until the convergence time. The target motor torque is calculated, and the power command value calculating means calculates the power command value until the convergence time point,
Supplyable power detection means for detecting the supplyable power of the battery;
Power supply start time setting means for setting a power supply start time to the electric motor so that an integrated value of the power command value until the convergence time does not exceed the battery supplyable voltage;
The torque distribution device for a hybrid vehicle according to any one of claims 10 to 12, further comprising: At the time of increase of the target total torque, the engine torque estimating means estimates the estimated value until a convergence time at which the estimated value of the engine torque matches the target total torque, and the difference calculating means is until the convergence time. The target motor torque is calculated, and the power command value calculating means calculates the power command value until the convergence time point,
Supplyable power detection means for detecting the supplyable power of the battery;
A target total torque correcting means for reviewing the target total torque so that an integrated value of the power command value until the convergence time does not exceed the battery supplyable voltage;
The torque distribution device for a hybrid vehicle according to any one of claims 10 to 13, characterized by comprising:

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