JP6020178B2 - Hybrid vehicle motor control device - Google Patents

Description

  The present invention relates to a motor control device for a hybrid vehicle equipped with an engine and a motor as a power source for the vehicle.

  In recent years, a hybrid vehicle equipped with an engine and a motor as a power source of the vehicle has attracted attention because of the social demand for low fuel consumption and low exhaust emissions. In such a hybrid vehicle, for example, as described in Patent Document 1 (Japanese Patent No. 4777857), in a system in which a motor is connected to a power transmission system that transmits engine power to wheels, the actual performance of the motor is reduced. There is a motor that executes motor rotation speed control for controlling the torque of the motor so that the rotation speed matches the target rotation speed.

Japanese Patent No. 4777857

  By the way, the present applicant calculates the basic torque command value of the motor so as to reduce the deviation between the target rotational speed of the motor and the actual rotational speed and controls the actual rotational speed and torque of the motor. The disturbance torque of the motor is calculated based on the previous value of the command value, and the disturbance torque correction that corrects the basic torque command value using this disturbance torque is performed to obtain the final torque command value of the motor. We are researching a system that suppresses fluctuations in the rotational speed of the motor due to torque, and the following new problems were found during the research process.

  Some hybrid vehicles control the motor using the output of the rotation angle sensor that detects the rotation angle of the motor and the output of the current sensor that detects the current flowing through the motor. Sensors such as sensors cause errors in output (for example, linearity error, offset error, gain error, etc.) due to individual differences (manufacturing variation), changes over time, etc., so when a predetermined learning execution condition is satisfied after system startup In some cases, the output error of the sensor is learned, and the output of the sensor is corrected based on the learning result.

  However, during motor rotation speed control, during periods when sensor output error learning has not yet been completed, the motor torque command value varies periodically due to the sensor output error, resulting in motor rotation speed fluctuations. May occur. In such a case, if disturbance torque correction is performed under the same conditions as normal (after completion of learning of the sensor output error), a disturbance torque calculation value (that is, torque correction value) is generated due to fluctuations in the rotational speed of the motor due to the influence of the sensor output error. May fluctuate periodically, which may encourage fluctuations in the torque command value of the motor and foster fluctuations in the rotational speed of the motor.

Therefore, an object of the present invention is to provide, upon the motor rotation speed control, the motor control apparatus for a hybrid vehicle capable of suppressing the rotational speed variation of the motor the effect of erroneous output differences without being too sensor It is to provide.

In order to solve the above-mentioned problem, the invention according to claim 1 is equipped with an engine (11) and a motor (12) as a power source of the vehicle, and transmits the power of the engine (11) to the wheels (16). In a hybrid vehicle motor control device in which a motor (12) is connected to a transmission system so that power can be transmitted, a basic torque command of the motor (12) is set so as to reduce a deviation between a target rotational speed and an actual rotational speed of the motor (12). Basic torque command value calculating means (27) for calculating the value, and disturbance torque calculating means (28) for calculating the disturbance torque of the motor (12) based on the actual rotational speed of the motor (12) and the previous value of the torque command value. a), the torque command value calculating means for calculating a final torque command value of the motor (12) by performing the disturbance torque correction for correcting the basic torque command value by using a disturbance torque (29), a motor ( 2) Sensor error learning is performed to learn an error in the output of the sensor (21, 25) that detects the physical quantity related to the control, and the output of the sensor (21, 25) or based on the learning result of the sensor error learning Sensor error learning correction means (24) for correcting a control parameter that changes in response to the above, and disturbance torque correction limiting means (33) for limiting disturbance torque correction when sensor error learning is not completed. It is.

In this configuration, by limiting disturbance torque correction when sensor error learning is not completed , periodic fluctuations in the disturbance torque calculation value due to the influence of the sensor output error can be suppressed. As a result, it is possible to suppress fluctuations in the rotational speed of the motor by suppressing fluctuations in the torque command value of the motor by disturbance torque correction without being significantly affected by the output error of the sensor .

FIG. 1 is a diagram showing a schematic configuration of a hybrid vehicle drive system in an embodiment of the present invention. FIG. 2 is a block diagram showing functions of motor rotation speed control. FIG. 3 is a block diagram showing the function of the disturbance observer. FIG. 4 is a flowchart showing the flow of processing of the motor rotation speed control routine. FIG. 5 is a flowchart showing the flow of processing of the disturbance torque calculation routine. FIG. 6 is a diagram illustrating a method for setting the gain Gain.sens. FIG. 7 is a diagram illustrating a method for setting the gain Gain.te. FIG. 8 is a time chart showing an execution example of the motor rotation speed control of this embodiment. FIG. 9 is a time chart showing an execution example of the motor rotation speed control of the comparative example.

Hereinafter, an embodiment embodying a mode for carrying out the present invention will be described.
First, a schematic configuration of a hybrid vehicle drive system will be described with reference to FIG.

  An engine 11 that is an internal combustion engine and a motor generator (hereinafter referred to as “MG”) 12 are mounted as power sources for the vehicle. The power of the output shaft (crankshaft) of the engine 11 is transmitted to the transmission 13 via the MG 12, and the power of the output shaft of the transmission 13 is transmitted to the wheels 16 via the differential gear mechanism 14, the axle 15 and the like. . The transmission 13 may be a stepped transmission that switches the shift speed step by step from a plurality of shift speeds, or may be a CVT (continuously variable transmission) that shifts continuously.

  A rotating shaft of the MG 12 is connected between the engine 11 and the transmission 13 in a power transmission system for transmitting the power of the engine 11 to the wheels 16 so that the power can be transmitted. A first clutch 17 for interrupting power transmission is provided between the engine 11 and the MG 12, and a second clutch for interrupting power transmission is provided between the MG 12 and the transmission 13. 18 is provided. These clutches 17 and 18 may be hydraulically driven hydraulic clutches or electromagnetically driven electromagnetic clutches.

  An inverter 19 that drives the MG 12 is connected to the battery 20, and the MG 12 exchanges power with the battery 20 via the inverter 19. The MG 12 is provided with a rotation angle sensor 21 that detects the rotation angle (rotation position) of the MG 12, and the inverter 19 (or MG-ECU 24 described later) has a current flowing through the MG 12 (for example, two phases of the three phases or A current sensor 25 for detecting each current flowing in three phases is provided.

  The hybrid ECU 22 is a computer that comprehensively controls the entire vehicle, and reads output signals from various sensors and switches such as an accelerator sensor, a brake switch, and a vehicle speed sensor (all of which are not shown) to determine the driving state of the vehicle. To detect. The hybrid ECU 22 transmits and receives control signals and data signals to and from the engine ECU 23 that controls the operation of the engine 11 and the MG-ECU 24 that controls the MG 12 by controlling the inverter 19. The engine 11, the MG 12, etc. are controlled according to the above.

  At that time, the MG-ECU 24 controls the MG 12 using the outputs of the rotation angle sensor 21 and the current sensor 25. However, the sensors such as the rotation angle sensor 21 and the current sensor 25 have individual differences (manufacturing variation). An error (for example, a linearity error, an offset error, a gain error, etc.) occurs in the output due to a change with time or the like.

  Therefore, the MG-ECU 24 executes a sensor error learning correction routine (not shown) so as to function as a sensor error learning correction unit in the claims, and when a predetermined rotation angle sensor error learning execution condition is satisfied, Rotation angle sensor error learning for learning an error (for example, linearity error, offset error, gain error, etc.) of the rotation angle sensor 21 is executed, and the output of the rotation angle sensor 21 is based on the learning result of the rotation angle sensor error learning. Current sensor error learning that learns errors in the output of the current sensor 25 (for example, linearity error, offset error, gain error, etc.) when a predetermined current sensor error learning execution condition is satisfied, The output of the current sensor 25 is corrected based on the learning result of the current sensor error learning.

  Further, the MG-ECU 24 executes the routines for motor rotation speed control shown in FIGS. 4 and 5 to be described later, thereby setting the actual rotation speed of the MG 12 as a target when a predetermined motor rotation speed control execution condition is satisfied. Motor rotation speed control for calculating a torque command value of the MG 12 so as to coincide with the rotation speed is executed.

  In this motor rotation speed control, as shown in FIG. 2, based on the target rotation speed Nt of the MG 12 calculated according to the driving state of the vehicle (for example, accelerator opening, vehicle speed, etc.) and the output of the rotation angle sensor 21. The actual rotational speed Nm of the MG 12 calculated in this way is input to the deviation unit 26, and a deviation ΔNm (= Nt−Nm) between the target rotational speed Nt of the MG 12 and the actual rotational speed Nm is calculated, and the PI control unit 27 ( The basic torque command value calculating means) calculates the basic torque command value Tpi of the MG 12 by PI control so as to reduce the deviation ΔNm between the target rotational speed Nt of the MG 12 and the actual rotational speed Nm.

  Further, the disturbance observer 28 (disturbance torque calculating means) calculates the disturbance torque Tobs of the MG 12 based on the actual rotational speed Nm of the MG 12 and the previous value of the torque command value Tm. Specifically, as shown in FIG. 3, the rotation contribution torque calculation unit 31 calculates the angular acceleration Δω of the MG 12 based on the actual rotational speed Nm of the MG 12, and the angular acceleration Δω is integrated with the rotation axis of the MG 12. Is multiplied by the inertia value J of the rotating power transmission system to determine the rotational contribution torque Tr of the MG 12 (the torque that actually contributes to the rotation of the MG 12). Thereafter, the disturbance torque base value calculation unit 32 subtracts the previous value of the torque command value Tm from the rotation contribution torque Tr of the MG 12 to obtain the disturbance torque base value Tobs.b, and then the gain device 33 (disturbance torque correction limit). Means) to obtain the final disturbance torque Tobs by multiplying the disturbance torque base value Tobs.b by the correction gain Gain.obs.

  After calculating the basic torque command value Tpi and the disturbance torque Tobs as described above, as shown in FIG. 2, the torque command value calculation unit 29 (torque command value calculation means) converts the disturbance torque Tobs to the basic torque command value Tpi. To obtain a final torque command value Tm by performing disturbance torque correction for correcting the basic torque command value Tpi.

  Thereafter, the upper / lower limit guard processing unit 30 performs upper / lower limit guard processing for guarding the torque command value Tm with a predetermined upper limit guard value and lower limit guard value, and outputs the torque command value Tm after the upper / lower limit guard processing. To do. By controlling the inverter 19 and controlling the voltage applied to the MG 12 so as to realize this torque command value Tm, the actual rotational speed Nm of the MG12 is controlled to coincide with the target rotational speed Nt.

  However, when the rotation speed sensor error learning and current sensor error learning are not yet completed during motor rotation speed control, the torque command value of the MG 12 is cycled due to the output error of the rotation angle sensor 21 and the current sensor 25. The rotational speed of the MG 12 may vary. In such a case, if disturbance torque correction is performed under the same conditions as usual (after completion of learning of output errors of the rotation angle sensor 21 and the current sensor 25) as in the comparative example shown in FIG. 9, the rotation angle sensor 21 and the current are corrected. The disturbance torque calculation value (that is, the torque correction value) periodically fluctuates due to the fluctuation in the rotational speed of the MG 12 due to the influence of the output error of the sensor 25, and this facilitates the fluctuation of the torque command value of the MG 12. There is a possibility that fluctuations in rotational speed will be promoted.

As a countermeasure, in this embodiment, to limit the disturbance torque correction in consideration of the output error of the rotating angle sensor 21 and current sensor 25. Specifically, disturbance torque correction is limited when rotation angle sensor error learning or current sensor error learning is not completed (for example, disturbance torque correction is performed by reducing the gain when the disturbance torque is calculated by the gain unit 33). Reduce the responsiveness of). Thereby, when the rotation angle sensor error learning and the current sensor error learning are not completed, the fluctuation of the disturbance torque calculation value due to the influence of the output error of the rotation angle sensor 21 and the current sensor 25 is suppressed.

  In addition, during the motor rotation speed control, when the first clutch 17 is connected, the torque command value of the MG 12 varies periodically due to the influence of the engine torque (that is, the torque that varies with the combustion cycle of the engine 11). Rotational speed fluctuations may occur. In such a case, if disturbance torque correction is performed under the same conditions as when the first clutch 17 is not connected, the disturbance torque calculation value (that is, the torque correction value) is periodically changed due to the rotational speed fluctuation of the MG 12 due to the influence of the engine torque. As a result, fluctuations in the torque command value of the MG 12 may be promoted, and fluctuations in the rotational speed of the MG 12 may be promoted.

  Therefore, in this embodiment, when the first clutch 17 is connected, disturbance torque correction is limited according to the engine torque (for example, the gain when calculating the disturbance torque by the gain unit 33 is reduced to reduce disturbance torque correction). Reduce responsiveness). Thereby, when the first clutch 17 is connected, periodic fluctuation of the disturbance torque calculation value due to the influence of engine torque (that is, torque that fluctuates with the combustion period of the engine 11) is suppressed.

  Further, in this embodiment, when the steady load level applied to the MG 12 changes (for example, at the time of engine start or acceleration / deceleration), disturbance torque correction is not limited (that is, disturbance torque correction is not limited). Thus, when the steady load level applied to the MG 12 changes, disturbance torque correction is effectively applied to suppress fluctuations in the rotational speed of the MG 12 due to disturbance torque (for example, input from the wheel 16 side).

  The motor rotation speed control of the present embodiment described above is executed by the MG-ECU 24 according to the routines for motor rotation speed control of FIGS. 4 and 5. Hereinafter, the processing content of each of these routines will be described.

[Motor rotation speed control routine]
The motor rotation speed control routine shown in FIG. 4 is repeatedly executed at a predetermined cycle during the power-on period of the MG-ECU 24. When this routine is started, first, in step 101, it is determined whether or not the motor rotational speed control execution condition is satisfied, for example, whether or not the second clutch 18 is in a disconnected state (open state or slip state). Judge by whether or not.

  If it is determined in step 101 that the motor rotational speed control execution condition is not satisfied, this routine is terminated without executing the processing related to the motor rotational speed control in step 102 and subsequent steps.

  On the other hand, when it is determined in step 101 that the motor rotation speed control execution condition is satisfied, the processing related to the motor rotation speed control after step 102 is executed as follows. First, in step 102, the actual rotation of the MG 12 calculated based on the target rotation speed Nt of the MG 12 calculated according to the driving state of the vehicle (for example, accelerator opening, vehicle speed, etc.) and the output of the rotation angle sensor 21. Read speed Nm.

Thereafter, the process proceeds to step 103, where it is determined whether or not the first clutch 17 is in the connected state. If it is determined that the first clutch 17 is in the connected state, the process proceeds to step 104 and the basic torque is determined. The PI gain G (PI control gain) for calculating the command value Tpi is set to the PI gain G1 when the first clutch 17 is engaged.
PI gain G = G1
The PI gain G1 when the first clutch 17 is connected is set to a value that is small enough to suppress fluctuations in the basic torque command value Tpi due to fluctuations in the rotation of the engine 11.

In addition, when the first clutch 17 is connected, the power transmission system from the engine 11 to the input side (MG12 side) of the second clutch 18 rotates integrally with the rotating shaft of the MG12. The inertia value J used to calculate the torque correction value Tj is set to the inertia value J1 of the power transmission system from the engine 11 to the input side of the second clutch 18.
Inertia value J = J1

On the other hand, if it is determined in step 103 that the first clutch 17 is not in the connected state (that is, the first clutch 17 is in the disconnected state), the process proceeds to step 106 and the basic torque command value Tpi is set. The PI gain G at the time of calculation is set to the PI gain G2 when the first clutch 17 is not connected.
PI gain G = G2

Further, when the first clutch 17 is not connected, the power transmission system from the output side (MG12 side) of the first clutch 17 to the input side of the second clutch 18 rotates integrally with the rotation shaft of the MG12. In the next step 107, the inertia value J used to calculate the torque correction value Tj is set to the inertia value J2 of the power transmission system from the output side of the first clutch 17 to the input side of the second clutch 18.
Inertia value J = J2

  After the PI gain G and the inertia value J are set in steps 104 to 107, the process proceeds to step 108, where a deviation ΔNm between the target rotational speed Nt of the MG 12 and the actual rotational speed Nm is calculated. The basic torque command value Tpi of the MG 12 is calculated by PI control using the PI gain G set in step 104 or 106 so as to reduce the deviation ΔNm from the rotational speed Nm.

  After this, the routine proceeds to step 109, where a disturbance torque calculation routine of FIG. 5 described later is executed to calculate the disturbance torque Tobs of the MG 12 based on the actual rotational speed Nm of the MG 12 and the previous value of the torque command value Tm.

Thereafter, the process proceeds to step 110, where disturbance torque correction for correcting the basic torque command value Tpi by adding the disturbance torque Tobs to the basic torque command value Tpi is performed to obtain the final torque command value Tm.
Tm = Tpi + Tobs

  Thereafter, the process proceeds to step 111, where upper / lower limit guard processing is performed in which the torque command value Tm is guarded with a predetermined upper limit guard value and lower limit guard value. Specifically, when the torque command value Tm is larger than the upper guard value, the torque command value Tm is guarded with the upper guard value (torque command value Tm = upper guard value). On the other hand, when the torque command value Tm is smaller than the lower limit guard value, the torque command value Tm is guarded with the lower limit guard value (torque command value Tm = lower limit guard value).

[Disturbance torque calculation routine]
The disturbance torque calculation routine shown in FIG. 5 is a subroutine executed in step 109 of the motor rotation speed control routine of FIG.

  When this routine is started, first, in step 201, the angular acceleration Δω of the MG 12 is calculated based on the actual rotational speed Nm of the MG 12, and the inertia set in step 105 or 107 of FIG. The rotation contribution torque Tr of the MG 12 is obtained by multiplying the value J, and the disturbance torque base value Tobs.b is obtained by subtracting the previous value of the torque command value Tm from the rotation contribution torque Tr.

  Thereafter, the process proceeds to step 202, where it is determined whether or not the engine is starting or accelerating / decelerating (acceleration or deceleration). Then, the gain Gain.sens corresponding to the learning state (completed / uncompleted) of the rotation angle sensor error learning and the current sensor error learning is calculated. In this case, for example, the gain Gain.sens is set by any one of the following two setting methods.

<First setting method>
As shown in FIG. 6, when both the rotation angle sensor error learning and the current sensor error learning are completed (◯), the gain Gain.sens is set to a normal value Gain0 (for example, 1).
Gain.sens = Gain0

When the rotation angle sensor error learning is not completed (×) and the current sensor error learning is completed (◯), the gain Gain.sens is set to a limit value Gain1 (for example, 0.5) smaller than the normal value Gain0.
Gain.sens = Gain1

When the rotation angle sensor error learning is completed (◯) and the current sensor error learning is not completed (×), the gain Gain.sens is set to a limit value Gain2 (for example, 0.6) smaller than the normal value Gain0.
Gain.sens = Gain2

When both rotation angle sensor error learning and current sensor error learning are incomplete (×), the gain Gain.sens is set to a limit value Gain3 (for example, 0.3) smaller than the limit value Gain1 and the limit value Gain2. .
Gain.sens = Gain3

<Second setting method>
When rotation angle sensor error learning is completed, Gain.a is set to a normal value (for example, 1), and when rotation angle sensor error learning is not completed, Gain.a is set to a limit value (for example, 0.5). Set.

Further, when current sensor error learning is completed, Gain.b is set to a normal value (for example, 1), and when current sensor error learning is not completed, Gain.b is set to a limit value (for example, 0.6). Set.
Thereafter, using Gain.a and Gain.b, the gain Gain.sens is obtained by the following equation.
Gain.sens = Gain.a x Gain.b

  In this way, by setting the gain Gain.sens according to the combination of completion / non-completion of rotation angle sensor error learning and completion / uncompletion of current sensor error learning, rotation angle sensor error learning and current sensor error are set. When at least one of the learning is incomplete, the gain Gain.sens used for calculating the disturbance torque is made smaller than a normal value (for example, 1) to reduce the disturbance torque correction responsiveness. Limit correction.

  Further, the rotation state of the MG 12 changes and the fluctuation state of the disturbance torque calculation value changes in accordance with the completion / non-completion of the rotation angle sensor error learning or the completion / non-completion of the current sensor error learning. Appropriate degree of disturbance torque correction (necessary for suppressing fluctuation of disturbance torque calculation value due to the influence of output error in accordance with completion / non-completion of angle sensor error learning and completion / non-completion of current sensor error learning The degree of restriction also changes.

  Therefore, by setting the gain Gain.sens according to the combination of the completion / non-completion of rotation angle sensor error learning and the completion / non-completion of current sensor error learning, the rotation angle sensor error learning completion / non-completion and current By changing the gain Gain.sens used to calculate the disturbance torque according to the combination of sensor error learning completion / non-completion, the disturbance torque correction responsiveness is changed to change the degree of disturbance torque correction limitation. I try to change it.

  In this way, according to the combination of the completion / non-completion of rotation angle sensor error learning and the completion / uncompletion of current sensor error learning, the appropriate limit degree of disturbance torque correction changes, It is possible to appropriately limit the disturbance torque correction by changing the degree of restriction of the disturbance torque correction, and to avoid limiting the disturbance torque correction more than necessary.

  After setting the gain Gain.sens in step 203, the process proceeds to step 204, where it is determined whether or not the first clutch 17 is in a connected state, and it is determined that the first clutch 17 is in a connected state. In this case, the process proceeds to step 205, and a gain Gain.te corresponding to the engine torque is calculated.

  In this case, for example, as indicated by a broken line in FIG. 7, when the engine torque (for example, the required torque or the actual torque of the engine 11) is equal to or less than a predetermined value T1, the gain Gain.te is set to a normal value (for example, 1). When the engine torque is larger than the predetermined value T1, the gain Gain.te is set to a value (for example, 0.2) smaller than the normal value.

  Alternatively, as shown by a solid line in FIG. 7, when the engine torque is equal to or smaller than a predetermined value Ta, the gain Gain.te is set to a normal value (for example, 1), and the engine torque is larger than the predetermined value Ta and predetermined. When the engine torque is larger than the value Tb, the gain Gain.te is decreased as the engine torque increases. When the engine torque is equal to or greater than the predetermined value Tb, the gain Gain.te is smaller than a normal value (for example, 0. 0). You may make it set to 2).

  In this way, when the engine torque is larger than the predetermined value when the first clutch 17 is connected, the gain Gain.te used for calculating the disturbance torque is made smaller than the normal value (for example, 1) to reduce the disturbance torque. Disturbance torque correction is limited by reducing the response of correction.

  In addition, since the fluctuation state of the rotational speed of the MG 12 changes according to the engine torque and the fluctuation state of the disturbance torque calculation value changes, the appropriate limit degree of disturbance torque correction (the influence of the engine torque depends on the engine torque). The degree of restriction required to suppress fluctuations in the disturbance torque calculation value due to the above also changes.

  Therefore, in the example shown by the solid line in FIG. 7, the degree of disturbance torque correction is limited by changing the gain Gain.te used for calculating the disturbance torque in accordance with the engine torque to change the response of the disturbance torque correction. To change. In this way, the disturbance torque correction can be appropriately limited by changing the disturbance torque correction limit degree corresponding to the change in the appropriate limit degree of the disturbance torque correction according to the engine torque. It is possible to avoid disturbance torque correction more than necessary. It should be noted that the gain Gain.te may be changed according to the engine rotational speed because the fluctuation state of the rotational speed of the MG 12 changes and the fluctuation state of the disturbance torque calculation value also changes depending on the engine rotational speed.

  On the other hand, if it is determined in step 204 that the first clutch 17 is in a disconnected state (open state or slip state), the process proceeds to step 206 and the gain Gain.te is set to a normal value (for example, 1). Set.

After the gain Gain.te is set in step 205 or 206, the process proceeds to step 207, and the gain Gain.sens and the gain Gain.te are used to obtain a disturbance torque correction gain Gain.obs by the following equation.
Gain.obs = Gain.sens x Gain.te

  On the other hand, if it is determined in step 202 that the engine is starting or accelerating / decelerating, the routine proceeds to step 208, where the disturbance torque correction gain Gain.obs is set to a normal value (for example, 1). As a result, disturbance torque correction is not limited (that is, disturbance torque correction is not limited).

After the disturbance torque correction gain Gain.obs is set in step 207 or 208, the process proceeds to step 209, where the disturbance torque base value Tobs.b is multiplied by the correction gain Gain.obs to obtain the final disturbance torque Tobs. Ask.
Tobs = Tobs.b x Gain.obs

  In the present embodiment described above, as shown in FIG. 8, disturbance torque correction is limited when rotation angle sensor error learning and current sensor error learning are not completed (the gain when calculating the disturbance torque is reduced). Therefore, periodic fluctuations in the disturbance torque calculation value due to the influence of output errors of the rotation angle sensor 21 and the current sensor 25 can be suppressed. As a result, fluctuations in the torque command value of the MG 12 can be suppressed by disturbance torque correction, and fluctuations in the rotational speed of the MG 12 can be suppressed without being greatly affected by output errors of the rotation angle sensor 21 and the current sensor 25.

  Further, in this embodiment, when the first clutch 17 is connected, disturbance torque correction is limited in accordance with the engine torque (the gain when calculating the disturbance torque is reduced to reduce the disturbance torque correction response). Since it did in this way, the periodic fluctuation | variation of the disturbance torque calculation value by the influence of engine torque (namely, torque fluctuate | varied with the combustion period of the engine 11) can be suppressed. Thereby, it is possible to suppress fluctuations in the rotational speed of the MG 12 by suppressing fluctuations in the torque command value of the MG 12 by disturbance torque correction without being significantly affected by the engine torque.

  In the above embodiment, the output of the rotation angle sensor 21 is corrected based on the learning result of the rotation angle sensor error learning, and the output of the current sensor 25 is corrected based on the learning result of the current sensor error learning. Although the present invention is applied, the present invention is not limited to this, and the present invention is not limited to this, and it can be applied to a system for correcting a control parameter that changes in accordance with the output of the rotation angle sensor 21 based on the learning result of the rotation angle sensor 21 The present invention may be applied to a system that corrects a control parameter that changes in accordance with the output of the current sensor 25 on the basis thereof.

  In the above embodiment, the disturbance torque correction is limited when sensor error learning for learning the output error of the rotation angle sensor 21 and the current sensor 25 is not completed. However, the present invention is not limited to this. Disturbance torque correction may be limited when sensor error learning for learning an output error of another sensor (for example, a voltage sensor or the like) that detects a physical quantity related to control is not completed.

  Further, the present invention is not limited to the hybrid vehicle having the configuration shown in FIG. 1. For example, the first clutch 17 (a clutch between the engine 11 and the MG 12) and the second clutch 18 (the MG 12 and the transmission 13). Hybrid vehicle having a configuration in which a motor is connected to a power transmission system that transmits engine power to wheels so as to be able to transmit power. Can be widely applied to.

  DESCRIPTION OF SYMBOLS 11 ... Engine (internal combustion engine), 12 ... MG (motor generator), 16 ... Wheel, 17, 18 ... Clutch, 21 ... Rotation angle sensor, 24 ... MG-ECU (sensor error learning correction means), 25 ... Current sensor, 27: PI control unit (basic torque command value calculating means), 28: Disturbance observer (disturbance torque calculating means), 29 ... Torque command value calculating unit (torque command value calculating means), 33 ... Gain device (disturbance torque correction limiting means) )

Claims (9)

An engine (11) and a motor (12) are mounted as a power source for the vehicle, and the motor (12) is connected to a power transmission system for transmitting the power of the engine (11) to the wheels (16) so that the power can be transmitted. In the motor control device of a hybrid vehicle,
Basic torque command value calculating means (27) for calculating a basic torque command value of the motor (12) so as to reduce a deviation between the target rotational speed and the actual rotational speed of the motor (12);
Disturbance torque calculating means (28) for calculating disturbance torque of the motor (12) based on the actual rotational speed of the motor (12) and the previous value of the torque command value;
Torque command value calculating means (29) for performing a disturbance torque correction for correcting the basic torque command value using the disturbance torque to obtain a final torque command value of the motor (12);
Sensor error learning is performed to learn an output error of the sensor (21, 25) that detects a physical quantity related to the control of the motor (12), and the sensor (21, 25) Sensor error learning correction means (24) for correcting an output or a control parameter that changes in accordance with the output; and
A motor control apparatus for a hybrid vehicle , comprising: disturbance torque correction limiting means (33) for limiting the disturbance torque correction when the sensor error learning is not completed . The sensor is at least one of a rotation angle sensor (21) for detecting a rotation angle of the motor (12) and a current sensor (25) for detecting a current flowing through the motor (12). The motor control device for a hybrid vehicle according to claim 1 . The disturbance torque correction limiting means (33) is configured according to a combination of completion / incompleteness of sensor error learning of the rotation angle sensor (21) and completion / incompleteness of sensor error learning of the current sensor (25). The hybrid vehicle motor control device according to claim 2 , wherein the degree of restriction of disturbance torque correction is changed. The motor controller for a hybrid vehicle according to any one of claims 1 to 3 , wherein the disturbance torque correction limiting means (33) limits the disturbance torque correction according to the torque of the engine (11). . A clutch (17) for intermittently transmitting power between the engine (11) and the motor (12);
5. The hybrid vehicle according to claim 4 , wherein the disturbance torque correction limiting means limits the disturbance torque correction according to the torque of the engine when the clutch is connected. 6. Motor control device. The hybrid vehicle according to claim 4 or 5 , wherein the disturbance torque correction limiting means (33) changes a limit degree of the disturbance torque correction according to a required torque or an actual torque of the engine (11). Motor control device. The hybrid vehicle according to any one of claims 1 to 6 , wherein the disturbance torque correction limiting means (33) limits the disturbance torque correction by reducing a gain when calculating the disturbance torque. Motor control device. The disturbance torque correction limiting means (33), according to any one of claims 1 to 7, characterized in that to change the restriction degree of the disturbance torque correction by changing the gain in calculating the disturbance torque Motor controller for hybrid vehicles. The disturbance torque correction limiting means (33), when the steady load levels applied to the motor (12) is changed according to any one of claims 1 to 8, characterized in that not performed the limitation of the disturbance torque correction A hybrid vehicle motor control device.

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