JP6341135B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle including an engine and a traveling motor.

  When the zero torque command is given to the traveling motor mounted on the vehicle, if the inverter is stopped, the efficiency of the system including the motor and the inverter is improved. However, when the inverter is stopped, if the inverter voltage is smaller than the induced voltage of the motor, a current flows backward from the motor to the inverter, and braking torque is generated in the motor.

  Therefore, in the control method of the permanent magnet synchronous motor described in Patent Document 1, when the zero torque command is given to the motor, if the inverter voltage is larger than the induced voltage of the motor, the loss is reduced and the efficiency is reduced. In order to increase the power, the inverter is stopped. In the above control method, when the zero torque command is given, if the inverter voltage is smaller than the induced voltage of the motor, the switching element of the inverter is switched to suppress the generation of braking torque, and the motor The output torque is controlled to zero.

JP-A-11-150979

  In the control method described in Patent Document 1, when the inverter is stopped when the inverter voltage is larger than the induced voltage, the motor rotates even though the current does not flow backward from the motor to the inverter. There is a problem that loss torque such as iron loss occurs and braking torque is generated. Therefore, when the loss torque generated is to be compensated, the loss increases depending on the compensation method. Such a situation is generally common even when zero torque or a command value other than zero torque is given to the motor.

  In view of the above circumstances, it is a primary object of the present invention to provide a control device for a hybrid vehicle that can achieve both compensation for loss torque and suppression of loss.

  In order to solve the above-described problems, the present invention provides a hybrid vehicle control device that includes an engine and a travel motor as drive sources, and is a means for compensating for a loss torque generated in the motor. First compensation means for giving a first loss torque command for commanding an output torque for compensation of the loss torque, and means for compensating for the loss torque, and commands the output torque for the compensation of the loss torque to the engine When the second compensating means for giving a second loss torque command and the rotational speed of the motor are lower than the first rotational speed, loss torque compensation is performed by the first compensating means, and the rotational speed of the motor is set to the first rotational speed. Compensation control means for performing loss torque compensation by the second compensation means when the speed is higher than the speed.

  According to the present invention, when the motor rotates, loss torque is generated in the motor, and braking torque, that is, braking, is generated in the vehicle. The loss torque generated in the motor is compensated by the engine torque or the motor torque.

  In general, in a rotational region where the rotational speed of the motor is lower than the first rotational speed, the loss is smaller when the loss torque is compensated with the motor torque than when the loss torque is compensated with the engine torque. The output torque for the compensation is commanded. On the other hand, in the rotational region where the rotational speed of the motor is higher than the first rotational speed, the loss is smaller when the loss torque is compensated with the engine torque than when the loss torque is compensated with the motor torque. The output torque for the compensation is commanded. Thereby, it is possible to realize both the loss torque compensation and the loss suppression.

The figure which shows schematic structure of the hybrid vehicle which concerns on 1st Embodiment. The figure which shows the loss at the time of the loss torque compensation by MG torque. The figure which shows the loss at the time of the loss torque compensation by engine torque. The figure which shows the loss at the time of the loss torque compensation by MG torque and the torque of a normal engine. The figure which shows the loss at the time of the loss torque compensation by the torque of MG torque and a lean burn engine. The figure which shows the (a) loss torque at the time of the loss torque compensation which concerns on 1st Embodiment, (b) MG torque command, (c) engine torque command, (d) MG current. The time chart which shows the drive mode of the hybrid vehicle which concerns on 1st Embodiment. The figure which shows (a) loss torque at the time of loss torque compensation which concerns on 2nd Embodiment, (b) MG torque command, (c) engine torque command, (d) MG current.

  Hereinafter, embodiments embodying a control device for a hybrid vehicle will be described with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other are denoted by the same reference numerals in the drawings, and the description of the same reference numerals is used.

(First embodiment)
First, the configuration of a hybrid vehicle to which the hybrid vehicle control device according to the present embodiment is applied will be described with reference to FIG. The hybrid vehicle according to the present embodiment includes an engine 10, an MG 20, an ENGECU 11, an inverter 21, an HVECU 30, a clutch 60, a transmission 40, and wheels 50.

  The engine 10 and the MG 20 (travel motor) are travel drive sources for the vehicle. The output shaft 12 of the engine 10 and the rotary shaft 22 on one side of the MG 20 are connected via a clutch 60. The clutch 60 is a transmission device that fastens and disconnects the output shaft 12 of the engine 10 and the rotating shaft 22 of the MG 20. The rotation shaft 22 on the other side of the MG 20 is connected to the axle 51 via the transmission 40. A pair of wheels 50 is connected to the axle 51.

  The MG 20 is a three-phase motor generator having functions of both an electric motor and a generator. When the MG 20 operates as an electric motor, the MG 20 is driven and operated by the inverter 21 that receives power supply from the battery 23. Further, when the MG 20 operates as a generator, the MG 20 is rotated by the driving force transmitted from the engine 10 or the axle 51 to generate power. The electric power generated by the MG 20 is supplied to the battery 23 via the inverter 21.

  When the MG 20 operates as an electric motor, the torque generated by the MG 20 is input from the rotary shaft 22 to the transmission 40, is shifted by the transmission 40, and is transmitted to the left and right wheels 50. Torque generated by the engine 10 is input to the transmission 40 via the clutch 60 and the MG 20, and is shifted by the transmission 40 and transmitted to the left and right wheels 50. Therefore, the left and right wheels 50 are driven by at least one of the torque generated by the MG 20 and the torque generated by the engine 10. The rotational speed of the engine 10 and the rotational speed of the MG 20 are a first predetermined speed ratio, and the rotational speed of the MG 20 and the vehicle speed are a second predetermined speed ratio.

  The HVECU 30 (hybrid vehicle control device) and the ENGECU 11 are each configured as a microcomputer including a CPU, ROM, RAM, I / O, and the like, and execute various programs by executing programs stored in the ROM. To do.

  The HVECU 30 is an ECU higher than the ENGECU 11 (upstream from the user's request), and implements the functions of the first compensation means, the second compensation means, the compensation control means, the inverter control means, and the current control means. . The HVECU 30 performs bidirectional communication with the ENGECU 11. The HVECU 30 also outputs an engine torque command that is an output torque command for the engine 10 and an output torque command for the MG 20 based on the detected value of the accelerator sensor 31, the detected value of the vehicle speed sensor 32, the detected value of the rotational position sensor 24, and the like. Each MG torque command is calculated. Then, HVECU 30 transmits an engine torque command to ENGECU 11, generates an operation signal for inverter 21 corresponding to the MG torque command, and transmits the generated operation signal to inverter 21. Details of each function of the HVECU 30 will be described later.

  The accelerator sensor 31 is a sensor that detects the amount of operation of the accelerator pedal of the driver, and the vehicle speed sensor 32 is a sensor that detects the speed of the vehicle. The rotational position sensor 24 is a sensor that detects the position of the rotor of the MG 20, and the rotational speed of the MG 20 is calculated from the detection value of the rotational position sensor 24.

  When the engine torque command is received from the ENGECU 11 and the HVECU 30, the fuel injection by the fuel injection valve provided in each cylinder of the engine 10 is controlled to control the engine torque to the command value, and the combustion control of the engine 10 is performed.

  The inverter 21 is a known three-phase inverter that includes a switching element, and the switching element is turned on or off based on an operation signal received from the HVECU 30. Thereby, the drive of MG20 is controlled so that the output torque of MG20 becomes a command value for MG20.

  When the MG 20 rotates, loss torque such as iron loss accompanying rotation occurs in the MG 20. That is, the output torque of the MG 20 is minus the amount of loss torque than the MG torque command. For example, when the HVECU 30 gives a zero torque command to the MG 20, since the MG 20 is mechanically directly connected to the axle 51, the MG 20 rotates together with the axle 51 and sets the command value of the MG torque command to zero torque. However, the brake will be applied. The zero torque command is an MG torque command that uses zero or a minute torque close to zero as a command value.

  Therefore, the HVECU 30 performs loss torque compensation when giving an MG torque command to the MG 20. As a method of compensating for the loss torque, there are a method of compensating with the torque of the engine 10 and a method of compensating with the torque of the MG 20. However, if the loss torque compensation is not performed by selecting appropriately, the loss increases.

  FIG. 2 shows the current flowing through MG 20 and the output of MG 20 with respect to the rotational speed of MG 20 when loss torque compensation is performed with the torque of MG 20. The output of MG 20 represents the energy loss per unit time. As shown in FIG. 2, the current flowing through MG 20 increases in proportion to the rotational speed, and the output of MG 20 increases in proportion to the square of the current. Therefore, the loss of MG 20 increases rapidly in a relatively high rotational speed region.

  FIG. 3 shows the fuel consumption and the fuel injection amount per injection when the loss torque compensation is performed using the torque of the normal engine and the lean burn engine. Fuel consumption represents energy loss per unit time. As shown in FIG. 3, the fuel consumption of the normal engine is generally larger than the fuel consumption of the lean burn engine, but the fuel consumption in either case is in the region where the rotational speed of the MG 20 is relatively low. In a region where the speed increases rapidly and the rotation speed of the MG 20 is relatively high, the speed increases slowly. Further, the fuel injection amount of the normal engine per injection is generally larger than the fuel injection amount of the lean burn engine, but the fuel injection amount in either case increases with the increase in the rotational speed of the MG 20. After a moderate decrease, it has increased moderately. The state with the smallest fuel injection amount is the most efficient operating state.

  Next, FIG. 4 shows the output of the MG 20 and the fuel consumption of the normal engine with respect to the rotational speed of the MG 20 when loss torque compensation is performed using the torque of the MG 20 and the torque of the normal engine. FIG. 5 shows the output of the MG 20 and the fuel consumption of the lean burn engine with respect to the rotational speed of the MG 20 when loss torque compensation is performed using the torque of the MG 20 and the torque of the lean burn engine.

  As shown in FIGS. 4 and 5, in a region where the rotational speed of the MG 20 is lower than X, the energy loss per unit time is more when the loss torque compensation is performed with the torque of the MG 20 than when the loss torque compensation is performed with the torque of the engine 10. small. On the other hand, in the region where the rotational speed of MG 20 is higher than X, the loss of energy per unit time is smaller when the loss torque is compensated with the torque of engine 10 than when the loss torque is compensated with the torque of MG 20. The rotational speed X (first rotational speed) is an energy loss that occurs in the engine 10 when the loss torque compensation is performed with the torque of the engine 10 and an energy loss that occurs in the MG 20 when the loss torque compensation is performed with the torque of the MG 20. Is the rotational speed of the MG 20 when they coincide. The rotational speed X of the lean burn engine is lower than that of the normal engine.

  The HVECU 30 uses the characteristics shown in FIGS. 4 and 5 to perform loss torque compensation that suppresses energy loss. This will be described in detail below.

  The first compensation means compensates for a loss torque generated in the MG 20 when an MG torque command is given to the MG 20, and a first loss torque command for instructing the output torque corresponding to the loss torque to the MG 20 give. That is, the HVECU 30 sets a command value obtained by adding the first loss torque command to the MG torque command calculated based on detection values of various sensors to the MG 20 as a new MG torque command, and corresponds to the new MG torque command. An operation signal is generated and transmitted to the inverter 21.

  The second compensation means compensates for a loss torque generated in the MG 20 when an MG torque command is given to the MG 20, and a second loss torque that commands the output torque corresponding to the loss torque compensation to the engine 10. Give a directive. That is, the HVECU 30 transmits, to the ENGECU 11, a command value obtained by adding the second loss torque command to the engine torque command calculated based on the detection values of various sensors to the engine 10 as a new engine torque command.

  As shown in FIG. 4 to FIG. 6, when the rotational speed of the MG 20 is lower than the rotational speed X, the compensation control means performs the loss torque compensation by the first compensation means rather than the loss torque compensation by the second compensation means. Since energy loss is small, loss torque compensation by the first compensation means is performed. On the other hand, as shown in FIGS. 4 to 6, when the rotational speed of the MG 20 is higher than the rotational speed X, the compensation control means performs the loss torque compensation by the second compensation means rather than the loss torque compensation by the first compensation means. However, since the energy loss is small, the loss torque compensation by the second compensation means is performed. FIG. 6 shows a case where a zero torque command is given to MG 20 as an example.

  The current control means controls the current flowing through the MG 20. The current control means is an operation that causes an operation signal corresponding to the MG torque command to flow a negative d-axis current to the MG 20 when loss torque compensation by the second compensation means, that is, loss torque compensation by the torque of the MG 20 is performed. Make a signal. As a result, the MG 20 is driven with maximum efficiency control, and loss torque compensation is performed.

  For example, the HVECU 30 may give a zero torque command to the MG 20 during constant speed traveling. The inverter control means is turned off to all switching elements of the inverter 21 when the zero torque command is given to the MG 20 and loss torque compensation by the second compensation means, that is, loss torque compensation by the torque of the engine 10 is performed. An operation signal is transmitted and the inverter 21 is stopped. When the output torque command for the MG 20 is zero torque, the efficiency of the system composed of the MG 20 and the inverter 21 is improved by stopping the inverter 21.

  Here, when the rotation speed of the MG 20 becomes higher than the rotation speed Y (second rotation speed) that is higher than the rotation speed X, the induced voltage of the MG 20 becomes larger than the maximum output power of the inverter 21. In this case, unless a weak magnetic flux current is supplied to the MG 20 so that the induced voltage of the MG 20 does not exceed the maximum output voltage of the inverter 21, the current flows backward from the MG 20 to the inverter 21. Regenerative braking occurs as shown. Therefore, the HVECU 30 performs the flux weakening control when the rotational speed of the MG 20 is higher than the rotational speed Y.

  Specifically, when the rotational speed of the MG 20 is higher than the rotational speed Y, the current control unit causes a weak magnetic flux current to flow through the MG 20. In this case, if a current that outputs a torque corresponding to the loss torque compensation is supplied to the MG 20 in addition to the flux weakening current, the flux weakening control and the loss torque compensation can be performed only by the control of the MG 20. Therefore, the MG 20 and the engine 10 are controlled so that a weak magnetic flux current is caused to flow through the MG 20, and the control becomes easier than when loss torque compensation is performed with the torque of the engine 10. Therefore, as shown in FIG. 6, when the rotational speed of the MG 20 is higher than the rotational speed Y, the compensation control means performs loss torque compensation by the first compensation means with priority given to ease of control.

  In general, the response speed of the output of the MG 20 to the motor torque command is faster than the response speed of the output of the engine 10 to the engine torque command. Therefore, depending on the switching procedure, there is a shock given to the vehicle when switching from performing the loss torque compensation by the first compensation unit or the second compensation unit to performing the loss torque compensation by the second compensation unit or the first compensation unit. growing.

  Therefore, at the time of switching from the execution of the loss torque compensation by the second compensation means to the execution of the loss torque compensation by the first compensation means, the MG 20 having a relatively high response speed in accordance with the response of the output of the engine 10 having a relatively low response speed. The loss torque compensation by the torque of

  Specifically, first, the inverter control means activates the inverter 21, and the second compensation means sets the second loss torque command for the engine 10 to zero as the inverter 21 starts to be activated. Thereafter, the first compensation means sets the first loss torque command to the compensation amount of the loss torque in accordance with the response of the output torque of the engine 10 to the second loss torque command. That is, in response to the change in the output torque of the engine 10 in accordance with the change from the second loss torque command set for the loss torque compensation to the second loss torque command set to zero, the loss torque compensation by the MG 20 is started. To do.

  Further, when switching from the execution of the loss torque compensation by the first compensation means to the execution of the loss torque compensation by the second compensation means, the MG 20 having a relatively fast response speed in accordance with the output response of the engine 10 having a relatively slow response speed. Compensation of loss torque by the torque of

  Specifically, first, the second compensation means sets the second loss torque command to the loss torque compensation amount. Then, the first compensation means sets the first loss torque command to zero in accordance with the response of the output torque of the engine 10 to the second loss torque command. That is, the loss torque compensation by the MG 20 is terminated in accordance with the increase in the output torque of the engine 10 according to the change from the second loss torque command set to zero to the second loss torque command set to the loss torque compensation amount. To do. Then, after the first loss torque command is set to zero by the first compensation means, the inverter control means transmits an OFF operation signal to all the switching elements of the inverter 21 to stop the inverter 21.

  Next, the driving mode of the hybrid vehicle according to the present embodiment will be described with reference to the time chart of FIG. In FIG. 7, the hatched portion surrounded by the solid line represents the torque for loss torque compensation. In the time chart of FIG. 7, the vehicle speed changes in a range lower than the vehicle speed corresponding to the rotational speed Y of the MG 20.

  First, acceleration is performed from the stopped state by the power running torque of the MG 20. Since the rotational speed of the MG 20 at this time is lower than the rotational speed X, loss torque compensation is performed by the torque of the MG 20. When the vehicle speed becomes a vehicle speed corresponding to the rotational speed Z of the MG 20, the clutch 60 is engaged and acceleration is continued by the torque of the engine 10 and the power running torque of the MG 20. Since the rotational speed of the MG 20 at this time is still lower than the rotational speed X, loss torque compensation is performed by the torque of the MG 20. Thereafter, when the rotational speed of the MG 20 exceeds the rotational speed X, the loss torque compensation by the torque of the MG 20 is switched to the loss torque compensation by the torque of the engine 10.

  In the period A in which the vehicle travels at a constant speed, a zero torque command is given to the MG 20. Since the rotational speed of the MG 20 at this time is higher than the rotational speed X, loss torque compensation is performed by the torque of the engine 10.

  When the constant speed traveling period A ends, acceleration is again performed by the torque of the engine 10 and the power running torque of the MG 20. Since the rotational speed of the MG 20 at this time is higher than the rotational speed X, loss torque compensation is performed by the torque of the engine 10. Then, in the period B in which constant speed traveling is again performed, a zero torque command is given to the MG 20. Since the rotational speed of the MG 20 at this time is higher than the rotational speed X, loss torque compensation is performed by the torque of the engine 10.

  When the constant speed travel period B ends, the regenerative brake of the MG 20 is operated to decelerate. Since the rotational speed of the MG 20 at this time is higher than the rotational speed X, loss torque compensation is performed by the torque of the engine 10. Thereafter, when the rotational speed of the MG 20 becomes lower than the rotational speed X, the loss torque compensation by the torque of the engine 10 is switched to the loss torque compensation by the torque of the MG 20.

  In the period C in which the vehicle travels at a constant speed, a zero torque command is given to the MG 20. Since the rotational speed of the MG at this time is lower than the rotational speed X, loss torque compensation is performed by the torque of the MG 20. When the constant speed traveling period C ends, the regenerative brake of the MG 20 is actuated again to decelerate and stop. Since the rotational speed of the MG at this time is lower than the rotational speed X, loss torque compensation is performed by the torque of the MG 20.

  According to 1st Embodiment described above, there exist the following effects.

  -In the rotation region where the rotational speed of MG is lower than rotational speed X, the loss is smaller when the loss torque is compensated with the torque of MG20 than with the torque of engine 10, so the loss torque is compensated with the torque of MG20. Is implemented. On the other hand, in the rotation region where the rotational speed of MG 20 is higher than rotational speed X, the loss is smaller when the loss torque is compensated with the torque of engine 10 than when the loss torque is compensated with the torque of MG 20. Loss torque compensation is performed. Thereby, it is possible to realize both the loss torque compensation and the loss suppression.

  -When a zero torque command is given to MG 20, by performing loss torque compensation, it is possible to suppress the generation of braking torque and maintain constant speed running.

  When the zero torque command is given to the MG 20 and the loss torque compensation by the torque of the engine 10 is performed, the inverter 21 that drives the MG 20 is stopped. Thereby, the loss of the system which consists of MG20 and the inverter 21 can be reduced.

  In the rotation region where the rotation speed of the MG 20 is higher than the rotation speed Y, the induced voltage of the MG 20 becomes higher than the maximum output voltage of the inverter 21. Therefore, in the rotation region, in order to suppress the backflow of current from the MG 20 to the inverter 21, a weak magnetic flux current is passed through the MG 20. Furthermore, loss torque compensation by the torque of the MG 20 is performed in the rotation region. That is, under the control of the MG 20, the backflow of current is suppressed and loss torque compensation is performed. Therefore, the magnetic flux current is supplied to MG 20 and the control can be simplified as compared with the case where the loss torque compensation by the torque of engine 10 is performed.

  The first compensation means uses the rotational speed of the MG 20 when the loss occurring in the engine 10 when the loss torque compensation by the first compensation means and the loss caused by the engine 10 when the loss torque compensation by the second compensation means coincide with each other as a threshold. The loss torque compensation and the loss torque compensation by the second compensation means are switched. Thereby, the loss by loss torque compensation can be controlled appropriately.

  Generally, the response speed of the output torque of the MG 20 to the MG torque command is faster than the response speed of the output torque of the engine 10 to the engine torque command. Therefore, at the time of switching from the loss torque compensation by the torque of the engine 10 to the loss torque compensation by the torque of the MG 20, the second loss torque command for the engine 10 is set to zero as the inverter 21 is started. And according to the response of the output torque of the engine 10 with respect to a 2nd loss torque command, the 1st loss torque command with respect to MG20 is set to the compensation part of a loss torque. Therefore, the loss torque compensation by the torque of the MG 20 having a relatively fast response speed is performed in accordance with the response of the output torque of the engine 10 having a relatively slow response speed, so that the switching of the loss torque compensation can be performed smoothly. Can reduce shock.

  The first loss torque command for the MG is set to zero in accordance with the response of the output torque of the engine 10 to the second loss torque command at the time of switching from the loss torque compensation by the torque of the MG 20 to the loss torque compensation by the torque of the engine 10 . Then, after the first loss torque command is set to zero, the inverter 21 is stopped. Therefore, the loss torque compensation by the torque of the MG 20 having a relatively fast response speed is terminated in accordance with the response of the output torque of the engine 10 having a relatively slow response speed, so that the switching of the loss torque compensation can be performed smoothly. Can reduce shock.

  -When loss torque compensation by the torque of MG20 is implemented, a negative d-axis current is passed through MG20. That is, the MG 20 is driven with the maximum efficiency control, and the loss torque compensation is performed. Therefore, the loss generated in MG 20 can be minimized.

(Second Embodiment)
Next, the difference between the hybrid vehicle control device according to the second embodiment and the hybrid vehicle control device according to the first embodiment will be described with reference to FIG. The hybrid vehicle control device according to the second embodiment differs in the implementation of loss torque compensation when the rotational speed of the MG 20 is higher than the rotational speed Y.

  Specifically, as shown in FIG. 8, when the rotational speed of the MG 20 is higher than the rotational speed Y, the compensation control means prioritizes loss suppression and performs loss torque compensation by the second compensation means. That is, when the rotation speed of the MG 20 is higher than the rotation speed Y, the current control means causes a weak magnetic flux current to flow through the MG 20, and the compensation control means performs loss torque compensation by the second compensation means. FIG. 8 shows a case where a zero torque command is given to MG 20 as an example.

  According to the second embodiment described above, in the region where the rotational speed of the MG 20 is higher than the rotational speed Y, a weak magnetic flux current is passed through the motor in order to suppress the backflow of current from the MG 20 to the inverter 21. Further, in a region where the rotational speed of MG 20 is higher than rotational speed Y, loss torque compensation by the torque of engine 10 is performed. Therefore, it is possible to suppress the loss due to the loss torque compensation while suppressing the backflow of the current from the MG 20 to the inverter 21.

(Other embodiments)
The rotational speed X matches the rotational speed of the MG 20 when the loss that occurs in the MG 20 at the time of loss torque compensation by the torque of the MG 20 and the loss that occurs in the engine 10 at the time of loss torque compensation by the torque of the engine 10 substantially match, that is, It is good also as a rotational speed near the rotational speed of MG20 at the time.

  When the zero torque command is given to the MG 20, when the loss torque is compensated by the engine 10, the loss can be reduced by stopping the inverter 21, but the inverter 21 does not have to be stopped.

  Although there is a possibility of increasing the shock given to the vehicle, the response speed is changed before the response of the output torque of the engine 10 when switching from the execution of the loss torque compensation by the second compensation means to the execution of the loss torque compensation by the first compensation means. However, the loss torque compensation by the torque of the MG 20 which is relatively fast may be performed.

  Although there is a risk of increasing the shock given to the vehicle, before switching the execution of the loss torque compensation by the second compensation means to the execution of the loss torque compensation by the second compensation means, before the response of the output torque of the engine 10, the MG 20 Loss torque compensation by torque may be terminated.

  -When performing the loss torque compensation by the torque of the MG 20, there is a possibility that the loss generated in the MG 20 cannot be minimized, but the MG 20 may be driven by a control other than the maximum efficiency control.

  -HVECU30 may be divided into HVECU and MC (motor controller). MC is a control device that generates an operation signal of the inverter 21 based on the MG torque command and controls the amount of electricity stored in the battery 23. Further, the ENGECU 11 may be integrated with the HVECU 30.

  -The structure of a hybrid vehicle is not restricted to the structure shown in FIG. 1, For example, you may provide MG other than MG20. The MG 20 may not be mechanically directly connected to the axle 51 of the hybrid vehicle.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 20 ... MG, 30 ... HVECU, 51 ... Axle.

Claims (9)

A hybrid vehicle control device (30) including an engine (10) and a travel motor (20) as a drive source,
Means for compensating for a loss torque generated in the motor, and a first compensation means for giving a first loss torque command for commanding an output torque corresponding to the compensation of the loss torque to the motor;
Means for compensating for the loss torque, second compensation means for giving a second loss torque command for commanding an output torque corresponding to the compensation of the loss torque to the engine;
When the rotational speed of the motor is lower than the first rotational speed, loss torque compensation is performed by the first compensation means, and when the rotational speed of the motor is higher than the first rotational speed, the second torque is compensated. Compensation control means for performing loss torque compensation by the compensation means;
A control apparatus for a hybrid vehicle, comprising: The travel motor is connected to the axle (51) of the hybrid vehicle,
The said compensation control means implements the loss torque compensation by the said 1st compensation means or the said 2nd compensation means, when the output torque command which uses micro torque as a command value with respect to the said motor is given. Hybrid vehicle control device. Inverter control means for controlling the inverter (21) for driving the motor,
The hybrid vehicle control device according to claim 2, wherein the inverter control unit stops the inverter when the loss torque compensation is performed by the second compensation unit. Current control means for controlling the current flowing through the motor;
The current control means, when the rotational speed of the motor is higher than a second rotational speed, which is a rotational speed higher than the first rotational speed, causes a weak magnetic flux current to flow through the motor;
The hybrid vehicle according to any one of claims 1 to 3, wherein the compensation control means implements the loss torque compensation by the first compensation means when the rotational speed of the motor is higher than the second rotational speed. Control device. Current control means for controlling the current flowing through the motor;
The current control means, when the rotational speed of the motor is higher than a second rotational speed, which is a rotational speed higher than the first rotational speed, causes a weak magnetic flux current to flow through the motor;
The hybrid vehicle according to any one of claims 1 to 3, wherein the compensation control means implements the loss torque compensation by the second compensation means when the rotational speed of the motor is higher than the second rotational speed. Control device.   The first rotational speed includes a loss that occurs in the motor when performing loss torque compensation by the first compensation means, and a loss that occurs in the engine when performing loss torque compensation by the second compensation means. The control apparatus for a hybrid vehicle according to any one of claims 1 to 5, wherein the rotation speed of the motor is approximately equal. Inverter control means for controlling an inverter that drives the motor,
At the time of switching from the implementation of the loss torque compensation by the second compensation means to the implementation of the loss torque compensation by the first compensation means, the inverter control means activates the inverter, and the second compensation means is the inverter control The second loss torque command is set to zero with the start of the inverter by the means, and then the first compensation means adjusts the response of the output torque of the engine to the second loss torque command. The hybrid vehicle control device according to claim 1, wherein one loss torque command is set as a compensation amount of the loss torque. Inverter control means for controlling an inverter that drives the motor,
At the time of switching from the execution of the loss torque compensation by the first compensation means to the execution of the loss torque compensation by the second compensation means, the first compensation means matches the response of the engine output torque to the second loss torque command. The first loss torque command is set to zero, and the inverter control unit stops the inverter after the first compensation unit sets the first loss torque command to zero. The hybrid vehicle control device according to claim 1. Current control means for controlling the current flowing through the motor;
9. The hybrid vehicle control device according to claim 1, wherein the current control unit causes a negative d-axis current to flow through the motor when loss torque compensation is performed by the first compensation unit. 10. .

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