JP4324171B2 - Hybrid vehicle control device and control method, and hybrid vehicle equipped with the control device - Google Patents

Description

  The present invention relates to a hybrid vehicle control device and control method and a hybrid vehicle including the control device, and more particularly to a hybrid vehicle control device and control method in which an internal combustion engine and an electric motor are mounted as power sources.

  In recent years, hybrid vehicles have attracted much attention as environmentally friendly vehicles. A hybrid vehicle is an automobile that uses a power storage device, an inverter, and an electric motor driven by the inverter as a power source in addition to a conventional engine.

  Japanese Patent Laying-Open No. 2004-254434 (Patent Document 1) discloses a control device for an electric motor mounted on such a hybrid vehicle. This control device is a motor control device in which an engine and an electric motor are connected in parallel to a power transmission member connected to a wheel and a meshing mechanism is connected to the power transmission member, and the torque of the electric motor is substantially reduced. Even in the case of being controlled to zero, when an impact (rattle) occurs in the meshing mechanism due to fluctuations in engine torque, the motor torque is controlled to a torque other than zero.

According to this motor control device, when an impact occurs in the meshing mechanism due to fluctuations in the engine torque when the motor torque is controlled to be substantially zero, the torque of the motor is a torque other than substantially zero. As a result, the pressing force between the members constituting the meshing mechanism increases, so that the impact in the meshing mechanism is suppressed (see Patent Document 1).
JP 2004-254434 A JP 11-93725 A

  However, in the motor control device disclosed in Japanese Patent Application Laid-Open No. 2004-254434, hunting of the engine speed can occur for the following reason. In the above control device, when the torque of the motor is near zero, the torque of the motor is increased (hereinafter, the control for increasing the torque of the motor is also referred to as “torque zero avoidance control”). Here, in order to increase the torque of the electric motor while maintaining the output state of the power transmission member, it is necessary to increase the engine speed and decrease the engine torque (the engine output is constant). In other words, when the torque of the motor is near zero, the torque of the motor is increased by increasing the engine speed.

  On the other hand, since the engine speed is normally determined to be an appropriate speed according to the required power from the viewpoint of maximum efficiency, the torque of the motor increases as the engine speed increases, and as a result, the above torque zero avoidance control is performed. When the engine stops functioning, the engine speed returns (decreases) to the original speed determined from the viewpoint of maximum efficiency. If it does so, the torque of an electric motor will be near zero again, torque zero avoidance control will operate | move again, and an engine speed will raise.

  Thus, the engine speed repeatedly increases and decreases with the operation of torque zero avoidance control, and hunting of the engine speed can occur.

  Accordingly, the present invention has been made to solve such a problem, and an object of the present invention is to provide a rattling mechanism in a gear mechanism (meshing mechanism) in a hybrid vehicle in which an internal combustion engine and an electric motor are mounted as power sources. And a control device capable of preventing hunting of the rotational speed of the internal combustion engine.

  Another object of the present invention is a control capable of preventing hunting of the rotational speed of an internal combustion engine while preventing “gap” in a gear mechanism in a hybrid vehicle equipped with an internal combustion engine and an electric motor as power sources. Is to provide a method.

  Another object of the present invention is to provide a hybrid vehicle in which an internal combustion engine and an electric motor are mounted as power sources, and hunting of the rotational speed of the internal combustion engine is prevented while preventing “gap” in the gear mechanism. That is.

  According to the present invention, the control device for a hybrid vehicle includes an internal combustion engine and an electric motor as power sources. The control device includes a gear mechanism to which the output shaft of the internal combustion engine, the rotation shaft of the electric motor, and the drive shaft of the hybrid vehicle are coupled, a changing unit that changes the operating point of the internal combustion engine based on the torque of the electric motor, Limiting means for limiting the change rate of the operating point when the operating point is changed by the means.

  Preferably, the changing means changes the target rotational speed of the internal combustion engine so that the rotational speed of the internal combustion engine increases when the absolute value of the torque of the electric motor becomes smaller than a predetermined value.

  Preferably, the limiting means limits the change rate of the target rotational speed when the target rotational speed is changed by the changing means.

  Further, according to the present invention, a hybrid vehicle control method is a hybrid vehicle control method in which an internal combustion engine and an electric motor are mounted as power sources, and the hybrid vehicle includes an output shaft of the internal combustion engine, a rotating shaft of the electric motor, A gear mechanism to which the drive shaft of the hybrid vehicle is coupled is provided. The control method includes a first step of generating a command value for changing the operating point of the internal combustion engine based on the torque of the electric motor, a second step of limiting a change rate of the command value, a change And a third step of changing the operating point of the internal combustion engine based on the command value for which the rate is limited.

  Preferably, the command value is a target rotational speed of the internal combustion engine. The first step generates a target rotational speed so that the rotational speed of the internal combustion engine increases when the absolute value of the torque of the electric motor becomes smaller than a predetermined value.

  According to the present invention, the hybrid vehicle includes an internal combustion engine and an electric motor as power sources, and any one of the control devices described above.

  In the present invention, since the changing means changes the operating point of the internal combustion engine based on the torque of the electric motor, the torque of the electric motor is increased by changing the operating point of the internal combustion engine when the torque of the electric motor is small. “Striking” in the gear mechanism can be prevented. Here, since the limiting means limits the change rate of the operating point when the operating point of the internal combustion engine is changed by the changing means, the speed change rate of the internal combustion engine when the operating point of the internal combustion engine is changed is limited. Is done.

  Therefore, according to the present invention, it is possible to prevent the occurrence of hunting of the rotational speed of the internal combustion engine while preventing “gap” in the gear mechanism.

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

  FIG. 1 is an overall block diagram of a hybrid vehicle according to an embodiment of the present invention. Referring to FIG. 1, hybrid vehicle 10 includes a power transmission gear 12, a differential gear 14, drive wheels 16R and 16L, a planetary gear 18, a power take-off gear 20, a chain belt 22, and motor generators MG1 and MG2. And an engine 24, resolvers 26 to 28, a damper 30, a power storage device 32, inverters 34 and 36, an MG-ECU (Electronic Control Unit) 38, an engine ECU 40, and an HV-ECU 42.

  Crankshaft 25 of engine 24 is connected to planetary gear 18 and motor generator MG1 via damper 30. The damper 30 suppresses the amplitude of torsional vibration of the crankshaft 25.

  The power take-off gear 20 is connected to the power transmission gear 12 via a chain belt 22. The power take-out gear 20 is coupled to the ring gear 54 of the planetary gear 18 and transmits the power received from the ring gear 54 to the power transmission gear 12 via the chain belt 22. The power transmission gear 12 transmits power to the drive wheels 16R and 16L via the differential gear 14.

  The planetary gear 18 includes a sun gear 52 coupled to a hollow sun gear shaft 60 penetrating through the center of a carrier shaft 64 coaxial with the crankshaft 25, a ring gear 54 coupled to a ring gear shaft 62 coaxial with the carrier shaft 64, A plurality of planetary pinion gears 56 that are disposed between the sun gear 52 and the ring gear 54 and revolve while rotating on the outer periphery of the sun gear 52, and are coupled to the end of the carrier shaft 64, and support the rotation shaft of each planetary pinion gear 56. And a planetary carrier 58.

  In this planetary gear 18, the sun gear shaft 60, the ring gear shaft 62, and the carrier shaft 64 that are coupled to the sun gear 52, the ring gear 54, and the planetary carrier 58 are used as power input / output shafts, and any one of the three shafts. When the input / output power is determined, the power input / output to / from the remaining one axis is determined based on the determined power input / output to the two axes.

  Based on a control signal from the engine ECU 40, the engine 24 operates a throttle valve, an ignition device, an injection device, etc. (all not shown) provided in the intake pipe to generate torque, and the generated torque is Output to the crankshaft 25.

  Motor generators MG1 and MG2 are formed of a three-phase AC motor. Each of motor generators MG1 and MG2 includes a rotor having a plurality of permanent magnets on the outer peripheral surface, and a stator wound with a three-phase coil that forms a rotating magnetic field. The rotor of motor generator MG1 is coupled to sun gear shaft 60, and the rotor of motor generator MG2 is coupled to ring gear shaft 62. Each of the motor generators MG1 and MG2 operates as an electric motor that rotationally drives the rotor by the interaction between the magnetic field generated by the permanent magnet and the magnetic field formed by the three-phase coil, and the interaction between the magnetic field generated by the permanent magnet and the rotation of the rotor. Therefore, it operates as a generator that generates electromotive force at both ends of the three-phase coil.

  Motor generator MG1 operates as a generator driven by engine 24 and is incorporated in hybrid vehicle 10 as an electric motor that can start engine 24. Motor generator MG2 includes drive wheels 16R, It is incorporated in the hybrid vehicle 10 as an electric motor that drives 16L.

  The power storage device 32 is a DC power source that can be charged and discharged, and includes, for example, a secondary battery such as nickel hydride or lithium ion. The power storage device 32 supplies DC power to the inverters 34 and 36. Power storage device 32 is charged with the electric power generated by motor generator MG1 using the output of engine 24 and the electric power generated by motor generator MG2 during regenerative braking. Note that a large-capacity capacitor may be used as the power storage device 32.

  Inverters 34 and 36 receive a DC voltage from power storage device 32, convert the received DC voltage into an AC voltage, and output the AC voltage to motor generators MG1 and MG2, respectively. Inverters 34 and 36 convert AC voltage generated by motor generators MG1 and MG2 into DC voltage to charge power storage device 32.

  MG-ECU 38 receives torque command TG for motor generator MG1 and torque command TM for motor generator MG2 from HV-ECU 42. MG-ECU 38 receives detection values of motor currents I1, I2 of motor generators MG1, MG2 from a current sensor (not shown), and receives a detection value of voltage VB of power storage device 32 from a voltage sensor (not shown).

  Then, MG-ECU 38 generates control signal PWM1 for driving inverter 34 and control signal PWM2 for driving inverter 36 based on torque commands TG, TM of motor generators MG1, MG2 and the respective detected values. The generated control signals PWM1 and PWM2 are output to inverters 34 and 36, respectively.

  Engine ECU 40 receives engine power command PE and engine speed command NER from HV-ECU 42. Engine ECU 40 generates a control signal for driving engine 24 based on engine power command PE and engine speed command NER, and outputs the generated control signal to engine 24. Further, the engine ECU 40 detects the engine speed NE of the engine 24 and outputs the detected engine speed NE to the HV-ECU 42.

  The HV-ECU 42 includes a signal AP indicating the accelerator opening, a signal BP indicating the brake depression amount, the vehicle speed SV, and a signal indicating the state of charge (SOC) of the power storage device 32 calculated by the battery ECU (not shown). Receive SOC. The HV-ECU 42 receives detection values of the rotation angles of the carrier shaft 64, the sun gear shaft 60 and the ring gear shaft 62 from the resolvers 26 to 28, respectively, and receives the engine speed NE from the engine ECU 40.

  Then, HV-ECU 42 generates torque command TG for motor generator MG1 and torque command TM for motor generator MG2 as well as engine power command PE and engine speed command NER for engine 24 based on each signal and each detected value. Then, the generated torque commands TG and TM are output to the MG-ECU 38, and the engine power command PE and the engine speed command NER are output to the engine ECU 40.

  Here, when the magnitude (absolute value) of the torque command TM of the motor generator MG2 becomes smaller than a preset threshold value, the HV-ECU 42 prevents the motor gear MG2 from rattling in the planetary gear 18. The operating point of the engine 24 is changed so that the torque of the generator MG2 increases.

  More specifically, the power output mechanism in the hybrid vehicle 10 does not include a torque converter that is a fluid coupling, and the motor generator MG2 and the engine 24 as power sources are connected to the power take-out gear 20 via the gears of the planetary gear 18. Directly connected mechanically. For this reason, when the torque transmitted through the gear is small (including when the torque is reversed), the pressing force between the gears is small, so that the gears can be rattled and the accompanying impact noise can be generated.

  Therefore, HV-ECU 42 increases engine speed command NER when the torque of motor generator MG2 is small during traveling using the output of engine 24. Then, since the direct torque of engine 24 decreases under a constant engine power command PE, HV-ECU 42 increases torque command TM of motor generator MG2 in order to ensure a desired running torque. As a result, the pressing force acting between the gears increases and the occurrence of rattling is prevented.

  In the above description, increasing the engine speed command NER to decrease the direct torque of the engine 24 corresponds to changing the operating point of the engine 24 so that the torque of the motor generator MG2 increases.

  Here, the HV-ECU 42 limits the change rate of the operating point so that hunting of the rotational speed of the engine 24 does not occur when changing the operating point of the engine 24 to prevent rattling. That is, as described above, HV-ECU 42 increases engine speed command NER to prevent rattling when motor generator MG2 torque decreases. However, since the operating point of the engine 24 is determined so that the engine 24 operates at maximum efficiency, the HV-ECU 42 increases when the torque command TM of the motor generator MG2 increases due to the increase in the engine speed command NER. Returns the engine speed command NER to the original set speed.

  Then, when engine speed command NER is returned to the original set speed, direct torque of engine 24 increases, and as a result, torque command TM of motor generator MG2 decreases. Then, HV-ECU 42 raises engine speed command NER again to prevent rattling.

  Thus, the engine speed repeatedly increases and decreases with the control for preventing rattling, and hunting of the engine speed can occur. In this embodiment, the rate of change of the engine speed command NER In order to prevent the occurrence of hunting of the engine speed.

  FIG. 2 is a diagram showing the relationship between the rotational speed and torque of the engine 24 shown in FIG. With reference to FIG. 2, the horizontal axis indicates the rotational speed of engine 24, and the vertical axis indicates the torque of engine 24. A curve k indicates that the output of the engine 24 is the same. That is, there are various operating points of the engine 24 at which the output of the engine 24 is the same.

  The HV-ECU 42 generates a power command for the engine 24 in accordance with the driving situation of the hybrid vehicle 10, and normally sets the operating point of the engine 24 to an operating point P1 at which the engine 24 can be operated with maximum efficiency.

  Then, HV-ECU 42 changes the operating point of engine 24 from P1 to P2 when the torque of motor generator MG2 decreases. Specifically, the HV-ECU 42 increases the engine speed command NER from N1 to N2 while maintaining the engine power command PE constant. Then, the direct torque of engine 24 decreases from T1 to T2, and as a result, torque command TM of motor generator MG2 increases as described above.

  FIG. 3 is a functional block diagram of HV-ECU 42 shown in FIG. Referring to FIG. 3, HV-ECU 42 includes multiplier 72, adder 74, engine target speed calculator 76, maximum value calculator 78, subtractors 80 and 86, and TG calculator 82. The torque conversion unit 84 is included. HV-ECU 42 further includes an absolute value calculation unit 88, a TM zero avoidance control unit 90, and a change rate restriction processing unit 92.

  Multiplication unit 72 calculates driver request power by multiplying vehicle request torque TP by vehicle speed VS, and outputs the calculated driver request power to addition unit 74. The vehicle request torque TP is calculated based on a signal AP indicating the accelerator opening and a signal BP indicating the brake depression amount.

  The adder 74 calculates the engine power command PE by adding the power storage required power BR and the loss LOSS to the driver required power from the multiplier 72, and calculates the calculated engine power command PE to the engine target speed calculator 76. Output to. The power storage request power BR is the power of the engine 24 required to charge the power storage device 32 using the motor generator MG1, and is calculated based on the SOC of the power storage device 32. Further, the loss LOSS takes into account the loss due to friction, the loss of the motor generators MG1 and MG2, and the like.

  The engine target speed calculation unit 76 uses an engine power command PE from the addition unit 74 using a preset map showing the relationship between the power of the engine 24 and the engine speed at which the engine 24 can be operated at maximum efficiency. Based on this, the base engine target speed NEBS is calculated, and the calculated base engine target speed NEBS is output to the maximum value calculator 78. That is, the base engine target rotational speed NEBS calculated by the engine target rotational speed calculating unit 76 is an engine target rotational speed at which the engine 24 can be operated with maximum efficiency.

  Maximum value calculation unit 78 selects the larger one of base engine target speed NEBS from engine target speed calculation unit 76 and corrected engine target speed NELG from change rate restriction processing unit 92 to be described later. The set target rotational speed is set as the engine rotational speed command NER.

  The subtraction unit 80 subtracts the engine speed command NER from the engine speed NE from the engine ECU 40 and outputs the calculation result to the TG calculation unit 82.

  TG calculation unit 82 calculates torque command TG of motor generator MG 1 based on the rotational speed deviation of engine 24 calculated by subtraction unit 80, and outputs the calculated torque command TG to torque conversion unit 84. More specifically, TG calculation unit 82 performs a proportional integration calculation using the rotation speed deviation of engine 24 from subtraction unit 80 as an input signal, and outputs the calculation result as torque command TG of motor generator MG1.

  The torque conversion unit 84 converts the torque command TG of the motor generator MG1 calculated by the TG calculation unit 82 into a torque on the ring gear shaft 62 connected to the vehicle required torque shaft, that is, the power take-off gear 20. The conversion factor is determined based on the number of teeth of sun gear 52 coupled to motor generator MG1 and the number of teeth of ring gear 54 coupled to ring gear shaft 62.

  Subtraction unit 86 calculates torque command TM of motor generator MG2 by subtracting torque command of motor generator MG1 converted into an axis by torque conversion unit 84 from vehicle request torque TP.

  Absolute value calculation unit 88 calculates the absolute value of torque command TM of motor generator MG2, and outputs the calculated value to TM zero avoidance control unit 90.

  The TM zero avoidance control unit 90 uses a preset map, and based on the absolute value of the torque command TM from the absolute value calculation unit 88, the engine target rotational speed NE0 that can prevent the occurrence of “rattling”. Is calculated.

  FIG. 4 is a diagram showing the engine target speed NE0 calculated by the TM zero avoidance control unit 90 shown in FIG. Referring to FIG. 4, the horizontal axis represents the absolute value of torque command TM of motor generator MG2, and the vertical axis represents engine target speed NE0. As shown in the figure, when the absolute value of torque command TM is equal to or greater than threshold value Tth1, engine target speed NE0 is set to a predetermined value N0. The predetermined value N0 is always set to a value lower than the base engine target speed NEBS calculated by the engine target speed calculation unit 76 shown in FIG.

  When the absolute value of the torque command TM falls below the threshold value Tth1, the engine target rotational speed NE0 increases. When the absolute value of the torque command TM falls below the threshold value Tth2 (<Tth1), the engine target rotational speed NE0 becomes The rotational speed N2 corresponding to the operating point P2 shown in FIG.

  Referring to FIG. 3 again, change rate limiting processing unit 92 limits the change rate of engine target speed NE0 that changes in accordance with torque command TM of motor generator MG2. Specifically, the change rate restriction processing unit 92 limits the change rate of the engine target rotational speed NE0 so that the change rate of the engine target rotational speed NE0 received from the TM zero avoidance control unit 90 does not exceed a predetermined value. The predetermined value is set to an appropriate value that does not cause hunting of the engine speed.

  Then, the change rate restriction processing unit 92 outputs the engine target speed with the change rate limited to the maximum value calculation unit 78 as the corrected engine target speed NELG. That is, the corrected engine target speed NELG is an engine target speed that can prevent the occurrence of “ratting” and can also prevent the occurrence of hunting of the engine speed.

  In the HV-ECU 42, an engine power command PE is calculated based on the vehicle required torque TP, the vehicle speed VS, the power storage required power BR, and the loss LOSS, and the engine target rotational speed is calculated based on the calculated engine power command PE. The calculation unit 76 calculates the base engine target speed NEBS. Further, a torque command TG of motor generator MG1 is calculated by TG calculation unit 82 using engine speed NE indicating the actual number of rotations of engine 24 and engine speed command NER, and vehicle request torque TP and torque command of motor generator MG1 are calculated. Based on TG, torque command TM of motor generator MG2 is calculated.

  On the other hand, the TM zero avoidance control unit 90 calculates the engine target rotational speed NE0 for increasing the rotational speed of the engine 24 in order to prevent “rattle” that may occur when the torque command TM of the motor generator MG2 is small. Is done. When the corrected engine target speed NELG calculated by the change rate limiting processing unit 92 based on the engine target speed NE0 is higher than the base engine target speed NEBS, the corrected engine target speed NELG is set to the engine speed command NER. Set as

  Here, when corrected engine target speed NELG higher than base engine target speed NEBS is set as engine speed command NER, torque command TM of motor generator MG2 increases. Then, the engine target speed NE0 output from the TM zero avoidance control unit 90 decreases, so that the corrected engine target speed NELG falls below the base engine target speed NEBS, and the base engine target speed NEBS becomes the engine speed command NER. Set as

  When the base engine target speed NEBS is set as the engine speed command NER, the torque command TM of the motor generator MG2 is reduced, so that the corrected engine target speed NELG is set as the engine speed command NER as described above. Set again.

  As described above, when the engine speed command NER is switched between the base engine target speed NEBS and the corrected engine target speed NELG, hunting of the speed of the engine 24 can occur. Since the rate limiting processor 92 limits the change rate of the corrected engine target speed NELG, the frequency at which the engine speed command NER is switched is suppressed. As a result, the occurrence of engine speed hunting is prevented.

  Depending on the engine power command PE, the base engine target speed NEBS calculated by the engine target speed calculation unit 76 can always be higher than the corrected engine target speed NELG (base engine target speed NEBS> N2). .) However, in this case, since the engine speed is high, the torque fluctuation of the engine 24 is small, and the “rattle” that causes a problem does not occur.

  Engine power command PE and engine speed command NER are output to engine ECU 40. Further, torque command TG of motor generator MG1 and torque command TM of motor generator MG2 are output to MG-ECU 38.

  FIG. 5 is a flowchart showing a control structure of HV-ECU 42 shown in FIG. The process shown in this flowchart is called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.

  Referring to FIG. 5, HV-ECU 42 calculates engine power command PE based on vehicle required torque TP, vehicle speed VS, power storage required power BR, and loss LOSS (step S10). Next, the HV-ECU 42 uses a preset map indicating the relationship between the power of the engine 24 and the engine speed at which the engine 24 can be operated at the maximum efficiency, and based on the engine power command PE, the base engine target speed. NEBS is calculated (step S20).

  Next, the HV-ECU 42 calculates a target engine target speed NELG based on the torque command TM of the motor generator MG2 calculated at the time of the previous processing using a previously set map (step S30). Then, HV-ECU 42 executes a change rate limiting process for limiting the change rate of target engine target speed NELG that changes according to torque command TM of motor generator MG2 (step S40).

  When the target engine target speed NELG is calculated, the HV-ECU 42 determines whether or not the target engine target speed NELG is larger than the base engine target speed NEBS (step S50). If HV-ECU 42 determines that target engine target speed NELG is greater than base engine target speed NEBS (YES in step S50), target engine target speed NELG is set as engine speed command NER (step S60). . On the other hand, when HV-ECU 42 determines that target engine target speed NELG is equal to or lower than base engine target speed NEBS (NO in step S50), it sets base engine target speed NEBS as engine speed command NER (step S50). S70).

  HV-ECU 42 calculates torque command TG for motor generator MG1 based on engine speed command NER set in step S60 or S70 and engine speed NE from engine ECU 40 (step S80). Next, HV-ECU 42 calculates torque command TM of motor generator MG2 based on vehicle required torque TP and torque command TG of motor generator MG1 (step S90), and ends a series of processes.

  As described above, according to this embodiment, the change rate limiting processing unit 92 limits the change rate of the engine target speed that is changed in accordance with the zero torque avoidance control. It is possible to prevent the occurrence of hunting of the engine speed while preventing the “rattling”.

  In the above-described embodiment, the case where the power storage device 32 is mounted on a hybrid vehicle as a DC power supply has been described. However, a fuel cell may be mounted instead of the power storage device 32.

  In the above, engine 24 corresponds to “internal combustion engine” in the present invention, and motor generator MG2 corresponds to “electric motor” in the present invention. Planetary gear 18 corresponds to “gear mechanism” in the present invention, and absolute value calculation unit 88, TM zero avoidance control unit 90, and maximum value calculation unit 78 form “change means” in the present invention. Furthermore, the change rate limiting processing unit 92 corresponds to “limiting means” in the present invention, and the HV-ECU 42 corresponds to “hybrid vehicle control device” in the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

1 is an overall block diagram of a hybrid vehicle according to an embodiment of the present invention. It is the figure which showed the relationship between the rotation speed and torque of the engine shown in FIG. It is a functional block diagram of HV-ECU shown in FIG. It is the figure which showed the engine target speed calculated by the TM zero avoidance control part shown in FIG. It is a flowchart which shows the control structure of HV-ECU shown in FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Hybrid vehicle, 12 Power transmission gear, 14 Differential gear, 16R, 16L Drive wheel, 18 Planetary gear, 20 Power take-off gear, 22 Chain belt, 24 Engine, 25 Crankshaft, 26-28 Resolver, 30 Damper, 32 Power storage device, 34, 36 Inverter, 38 MG-ECU, 40 Engine ECU, 42 HV-ECU, 52 Sun gear, 54 Ring gear, 56 Planetary pinion gear, 58 Planetary carrier, 60 Sun gear shaft, 62 Ring gear shaft, 64 Carrier shaft, 72 Multiplier, 74 Addition unit, 76 engine target speed calculation unit, 78 maximum value calculation unit, 80, 86 subtraction unit, 82 TG calculation unit, 84 torque conversion unit, 88 absolute value calculation unit, 90 TM zero avoidance control unit, 92 change rate limit Processing section, MG1, MG2 motor generator.

Claims (4)

A control device for a hybrid vehicle equipped with an internal combustion engine and an electric motor as a power source,
A gear mechanism in which an output shaft of the internal combustion engine, a rotation shaft of the electric motor, and a drive shaft of the hybrid vehicle are coupled;
Changing means for changing the operating point of the internal combustion engine based on the torque of the electric motor;
Limiting means for limiting a change rate of the operating point when the operating point is changed by the changing means ;
The control device for a hybrid vehicle, wherein the changing means changes the target rotational speed of the internal combustion engine so that the rotational speed of the internal combustion engine increases when the absolute value of the torque of the electric motor becomes smaller than a predetermined value . The control device for a hybrid vehicle according to claim 1 , wherein the limiting unit limits a change rate of the target rotational speed when the target rotational speed is changed by the changing unit. A control method for a hybrid vehicle equipped with an internal combustion engine and an electric motor as a power source,
The hybrid vehicle includes a gear mechanism to which an output shaft of the internal combustion engine, a rotation shaft of the electric motor, and a drive shaft of the hybrid vehicle are coupled.
The control method is:
A first step in which an electronic control unit generates a command value for changing an operating point of the internal combustion engine based on the torque of the electric motor;
A second step in which the electronic control device limits the rate of change of the command value;
Look including a third step of changing the electronic control unit the operation point of the internal combustion engine based on a command value which the rate of change is limited,
The command value is a target rotational speed of the internal combustion engine,
In the first step, when the absolute value of the torque of the electric motor becomes smaller than a predetermined value, the target rotational speed is generated by the electronic control unit so that the rotational speed of the internal combustion engine is increased. Method. An internal combustion engine and a motor as a power source;
A hybrid vehicle comprising the control device according to claim 1 .

Images