JP6364730B2 - Vehicle control device - Google Patents

Description

  Embodiments described herein relate generally to a vehicle control device.

  Conventionally, in order to obtain acceleration determined based on an accelerator operation and a vehicle speed performed by a user, a technique using assist torque output from a motor generator in addition to engine output torque has been proposed. That is, the required driving force necessary to obtain the determined acceleration is satisfied by adding the assist torque from the motor generator to the output torque of the engine.

JP 2008-143315 A

  However, as in the prior art, if a device for accurately measuring the output torque of the engine is mounted, the burden of manufacturing and the burden of cost increase. For this reason, it is desirable that the motor generator can appropriately assist the engine without mounting such a device.

The vehicle control apparatus according to the embodiment is a vehicle control apparatus that controls a vehicle that can run using an engine and a motor generator as a power source, and when an accelerator operation for depressing the accelerator is received from a user, the amount of depression by the accelerator operation A driving force acquisition unit that acquires the driving force of the vehicle corresponding to the above, and an estimated value of the torque output from the engine is added to calculate the torque of the motor generator to satisfy the output of the driving force a torque calculation section, while accepting the accelerator operation, the rotational speed of the output shaft to the torque and wheel before Symbol vehicle you rotate at a torque of the engine of the motor-generator which is calculated by the torque calculation unit There continues to increase, and, in so that to maintain the increase per unit of rotational speed times torque of the motor generator And a correcting unit for correcting. As an example, the configuration can suppress a decrease in acceleration, and thus has an effect of obtaining acceleration responsiveness.

  In the vehicle control device according to the embodiment, the correction unit corrects the torque of the motor generator so as to maintain an increase amount per unit time of the rotation speed of the output shaft after being filtered by the low-pass filter. It is preferable to do. As an example, this configuration makes it possible to match the rotational speeds, so that it is possible to obtain an acceleration response according to the user's request by suppressing the influence of a slight increase / decrease in the rotational speed of the drive shaft due to noise or the like. .

  In the vehicle control device of the embodiment, it is preferable that the correction unit does not correct the torque that reduces the acceleration of the vehicle by the motor generator. As an example, this configuration performs the correction only when the requested driving force of the user and the correction direction match, and thus has an effect of obtaining acceleration responsiveness according to the user's request.

FIG. 1 is a configuration diagram of a hybrid vehicle according to an embodiment. FIG. 2 is a block diagram illustrating a configuration realized by a control program executed by the integrated ECU according to the embodiment. FIG. 3 is a diagram illustrating a case where the estimated value of the engine torque is different from the actual engine torque. FIG. 4 is a diagram illustrating the difference between the transition of acceleration of the conventional hybrid vehicle when the required driving force is satisfied and the transition of acceleration of the conventional hybrid vehicle when the estimated value of the engine torque is different from the actual value. It is. FIG. 5 is a block diagram illustrating the configuration of the driving force acquisition unit according to the embodiment. FIG. 6 is a diagram illustrating the concept of the required torque acquisition map according to the embodiment. FIG. 7 is a diagram illustrating the transition of the rotational speed of the drive shaft of the hybrid vehicle according to the present embodiment. FIG. 8 is a diagram illustrating the configuration of the assist torque correction unit according to the embodiment. FIG. 9 is a flowchart illustrating a procedure of correction processing for assist torque of the motor generator in the hybrid vehicle according to the embodiment.

  Hereinafter, an embodiment of a vehicle control device will be described in detail with reference to the accompanying drawings. In the following embodiment, a hybrid vehicle equipped with a vehicle control device as an integrated ECU will be described as an example.

  FIG. 1 is a configuration diagram of a hybrid vehicle 100 of the present embodiment. As shown in FIG. 1, the hybrid vehicle 100 according to the present embodiment includes an engine (ENG) 101 that outputs rotational torque by combustion energy of fuel as a power source, and a motor generator (MG) that outputs rotational torque by electric energy. 102, a front-wheel drive vehicle. The hybrid vehicle 100 of this embodiment includes a drive system and a control device 300.

  The hybrid vehicle 100 of the present embodiment includes a right front wheel FR and a left front wheel FL as drive wheels, drive shafts 121a and 121b and a differential gear 120 as drive shafts, an engine 101, a motor generator 102, as drive systems. A clutch 103; a clutch actuator 104; transmissions 105, 106, 108 (T / M-MG transmission 105, T / M-ENG transmission 106, common transmission 108); and a shift actuator 107. ing.

  The engine 101 is an internal combustion engine that outputs torque from an engine output shaft by, for example, combustion of fuel (for example, hydrocarbons such as gasoline and light oil). The engine 101 has an actuator (an injector, an actuator that drives a throttle valve, etc.). The engine 101 is communicably connected to an engine ECU (ENG-ECU) 111 and is controlled by the engine ECU 111.

  Clutch 103 is a device that is interposed between engine 101, transmission units 105, 106, and 108 and motor generator 102, and can connect and disconnect torque from engine 101 to transmission units 105, 106, and 108. The clutch 103 and the speed change parts 105, 106, 108 are connected by an input shaft 115.

  The input shaft 115 is a rotating shaft that transmits the torque of the engine 101 output via the clutch 103 and the torque output from the motor generator 102.

  Engagement and disengagement of the clutch 103 is controlled by a clutch actuator 104 that is driven and controlled by a transmission ECU (T / M-ECU) 113.

  The motor generator 102 is a synchronous generator motor in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and the motor generator 102 is driven as a motor and also as a generator. Motor generator 102 exchanges power with high-voltage battery 130 via inverter 110. Specifically, the motor generator 102 operates as an electric motor that rotates by receiving power supplied from the high-voltage battery 130, and can output torque generated by the rotational drive to the T / M-MG transmission unit 105. The state of the motor generator 102 is referred to as “power running”.

  Further, the motor generator 102 receives the torque output from the engine 101 to the engine output shaft or the torque from the T / M-MG transmission 105, generates electromotive force at both ends of the stator coil, and operates as a generator. The high voltage battery 130 can be charged. The state of the motor generator 102 is referred to as “regeneration”.

  The transmission units 105, 106, and 108 are mechanisms that transmit torque output from the motor generator 102 and the engine 101 to the output shaft 116. The output shaft 116 is a rotating shaft used for transmitting torque output from the engine 101 and the motor generator 102 to the drive wheels FR and FL.

  The torque transmitted to the output shaft 116 is transmitted to the drive wheels FR and FL via the drive shaft (the differential gear 120 and the drive shafts 121a and 121b).

  The transmission units 105, 106, and 108 include a T / M-MG transmission unit 105, a T / M-ENG transmission unit 106, and a common transmission unit 108. The T / M-MG transmission unit 105 is a mechanism that accelerates or decelerates by switching the rotational torque output from the motor generator 102 to the forward or reverse rotational direction. The T / M-ENG transmission unit 106 is a mechanism that accelerates or decelerates by switching the rotational torque output from the engine output shaft of the engine 101 to the forward or reverse rotational direction. The common transmission unit 108 is a mechanism that collectively transmits the rotational torque transmitted from the motor generator 102 and the engine 101 to the drive wheels FR and FL via the drive shaft (the differential gear 120 and the drive shafts 121a and 121b). Each of these transmission units is configured to be switchable to a plurality of gear stages. The shift actuator 107 controls the switching of the gear positions of the T / M-ENG transmission unit 106, the T / M-MG transmission unit 105, and the common transmission unit 108.

  The differential gear 120 is a gear that generates a difference between the right front wheel FR and the left front wheel FL when the rotational torque transmitted from the common transmission unit 108 is transmitted to the drive wheels FR and FL.

  Since the drive system of the hybrid vehicle 100 according to the present embodiment has the above-described configuration, the motor generator 102 and the engine 101 have a common output shaft 116 via the transmission units 105, 106, and 108. The drive stages (differential gear 120 and drive shafts 121a and 121b) can be connected and disconnected independently by the gear stages of the transmission units 105, 106, and 108, respectively.

  Next, the control device 300 of the hybrid vehicle 100 will be described. The control device 300 controls the entire hybrid vehicle 100. As shown in FIG. 1, the control device 300 includes an inverter 110, a brake hydraulic pressure control unit 109, an engine ECU (ENG-ECU) 111, an electronic control brake ECU (ECB-ECU) 112, a transmission ECU (T / T M-ECU) 113, motor generator ECU (MG-ECU) 114, integrated ECU 200, high-voltage battery 130, and battery ECU 131 are mainly provided.

  The battery ECU 131 controls the high voltage battery 130 and notifies the integrated ECU 200 of information related to the high voltage battery 130 such as a charge amount SOC (State Of Charge), discharge allowable power, voltage, and the like.

  The engine ECU (ENG-ECU) 111 includes various actuators (not shown) built in the engine 101 (for example, actuators for driving a throttle valve, an injector, etc.), various sensors (for example, an engine rotation sensor), and an integrated ECU 200. It is connected so that it can communicate. Engine ECU (ENG-ECU) 111 receives an engine torque command (accelerator operation command) from integrated ECU 200 and controls the operation of engine 101.

  The electronic control brake ECU (ECB-ECU) 112 is electrically connected to the brake hydraulic pressure control unit 109 and the integrated ECU 200. The electronically controlled brake ECU 112 is a kind of brake-by-wire by receiving a brake command and regenerative torque from the integrated ECU 200 and issuing a command to the brake hydraulic pressure control unit 109 based on the brake command and regenerative torque. Brake control is performed by an electronically controlled braking system (ECB).

  The brake hydraulic pressure control unit 109 receives the command from the ECB-ECU 112, performs brake hydraulic pressure control on the brakes 117 and 118, and can automatically operate the brakes on the drive wheels according to the vehicle situation.

  The transmission ECU (T / M-ECU) 113 is electrically connected to the clutch actuator 104, the shift actuator 107, and the integrated ECU 200. The transmission ECU 113 receives a clutch request from the integrated ECU 200, controls the clutch actuator 104, and controls connection / disconnection of the clutch 103. Further, the transmission ECU 113 receives a shift request from the integrated ECU 200, controls the shift actuator 107, and controls the switching of the gear stages of the transmission units 105, 106, and 108.

  Inverter 110 generates a three-phase alternating current in response to a control signal from motor generator ECU (MG-ECU) 114 and applies it to motor generator 102 to operate motor generator 102 (drive operation, power generation operation, regenerative operation). To control. Inverter 110 is electrically connected to high voltage battery 130 via a boost converter (not shown).

  The motor generator ECU (MG-ECU) 114 is communicably connected to the inverter 110, various sensors (not shown) (for example, a rotation sensor) and the integrated ECU 200. Motor generator ECU 114 receives a motor torque command from integrated ECU 200 and controls the operation of motor generator 102 via inverter 110.

  Here, in each of engine ECU 111, electronic control brake ECU 112, transmission ECU 113, and motor generator ECU 114, a CPU (Central Processing Unit) (not shown) executes a predetermined program (database, map, etc.) in response to a control signal from integrated ECU 200. The above-mentioned various control processes are performed by reading out a storage medium such as ROM (Read Only Memory) (not shown) and executing the read program.

  The integrated ECU 200 controls operations of the engine ECU 111, the electronic control brake ECU 112, the transmission ECU 113, and the motor generator ECU 114. The integrated ECU 200 is communicably connected to an engine ECU 111, an electronic control brake ECU 112, a transmission ECU 113, a motor generator ECU 114, various sensors (for example, a rotation sensor), and various switches (for example, an ignition switch). In the present embodiment, the integrated ECU 200 receives an accelerator operation amount from a detection sensor (not shown) of an accelerator pedal depression amount (accelerator operation amount) and receives a vehicle speed of the hybrid vehicle 100 from a vehicle speed sensor (not shown). .

  Integrated ECU 200 receives a brake stroke from a brake stroke sensor (not shown), a shift position from a shift lever (not shown), and a charge amount SOC from high-voltage battery 130.

  Integrated ECU 200 receives the operating state of engine 101 from engine ECU 111. The integrated ECU 200 according to the present embodiment controls the torque of the engine 101 and the torque of the motor generator 102 so that the required driving force based on the accelerator pedal depression amount (accelerator operation amount) by the user is generated.

  FIG. 2 is a block diagram showing a configuration realized by a control program executed by the integrated ECU 200 according to the present embodiment. As shown in FIG. 2, the integrated ECU 200 according to the present embodiment includes a driving force acquisition unit 201, an engine torque estimated value acquisition unit 202, a torque calculation unit 203, and a torque correction unit 204.

  First, the torque assist of the motor generator when the estimated value of the engine torque in the prior art deviates from the actual engine torque will be described. FIG. 3 is a diagram illustrating a case where the estimated value of the engine torque is different from the actual engine torque. In the example shown in FIG. 3, it is set as the torque 301 required for outputting the required driving force based on the user's accelerator operation amount. Furthermore, in the example shown in FIG. 3, the estimated value 302 of the engine torque is used. In this case, an area 303 representing the difference obtained by subtracting the estimated value 302 from the necessary torque 301 is the assist torque of the motor generator.

Note that the torque necessary to output the required driving force can be derived from the following equation (1), and the description thereof is omitted.
Driving force = torque × transmission gear ratio × final reduction ratio × transmission efficiency / dynamic load radius of tire (1)

  However, in the example shown in FIG. 3, the actual engine torque 304 is lower than the estimated torque value 302, so that the required driving force cannot be satisfied only with the assist of the motor generator torque shown in the region 303.

Furthermore, since the estimated value 302 of the engine torque exceeds the torque 301 necessary for outputting the required driving force at time t ₁ , torque assist by the motor generator stops.

  As described above, when the required driving force is output by combining the engine torque and the motor generator torque, if the estimated value of the engine torque is lower than the actual torque, the assist torque by the motor generator is increased, and the required driving force is increased. However, it is conceivable to output excessive driving force. Further, when the estimated value of the engine torque is higher than the actual torque, it is conceivable that the assist torque by the motor generator becomes small and the required driving force cannot be satisfied.

  FIG. 4 is a diagram illustrating the difference between the transition of acceleration of the conventional hybrid vehicle when the required driving force is satisfied and the transition of acceleration of the conventional hybrid vehicle when the estimated value of the engine torque is different from the actual value. It is. When the required driving force is satisfied, the acceleration increases as indicated by the acceleration transition 401 of the hybrid vehicle. On the other hand, when the actual engine torque 304 as shown in FIG. 3 is lower than the estimated torque value 302, torque assist is performed so that the motor generator satisfies the required driving force at the start. For this reason, although the acceleration of the hybrid vehicle increases, the conventional integrated ECU performs control to decrease the assist torque of the motor generator based on the estimated value of the engine torque. With this control, the assist torque of the motor generator gradually decreases and stops. On the other hand, since the torque of the engine is increasing gently, the acceleration gradually increases after the assist torque of the motor generator stops. For this reason, as indicated by the transition 402, the acceleration decreases once and then increases gradually.

  For example, in the case of transition 402, the driver operating the hybrid vehicle 100 experiences a decrease in the acceleration after the increase in the acceleration of the hybrid vehicle 100 even though the amount of depression of the accelerator pedal is not decreased. , Feeling uncomfortable and impairing acceleration response. Along with this, the driver's driving comfort is impaired. Therefore, the integrated ECU 200 according to the present embodiment corrects the assist torque to improve acceleration response and comfort during driving.

  Returning to FIG. 2, when the driving force acquisition unit 201 receives an accelerator operation for depressing the accelerator from the user, the driving force acquisition unit 201 determines from the accelerator operation amount, the vehicle speed, and the gear stage that are input from the outside, in the hybrid vehicle 100. The required driving force corresponding to the accelerator operation is acquired.

  FIG. 5 is a block diagram illustrating the configuration of the driving force acquisition unit 201. As shown in FIG. 5, the driving force acquisition unit 201 includes a conversion coefficient calculation unit 501, an input shaft rotational speed calculation unit 502, an input shaft torque calculation unit 503, and a required driving force calculation unit 504. Yes.

  Conversion coefficient calculation unit 501 calculates an input shaft conversion coefficient based on the current shift position (gear stage of transmission units 105, 106, and 108) input from the outside. The input shaft conversion coefficient is the ratio of the gear stages of the transmission units 105, 106, and 108 used when deriving the rotation speed of the input shaft 115 from the vehicle speed or deriving the required driving force from the torque of the input shaft 115. The coefficient can be derived from the above.

  The input shaft rotation speed calculation unit 502 calculates the current rotation speed of the input shaft 115 from the current vehicle speed and the input shaft conversion coefficient calculated by the conversion coefficient calculation unit 501.

  The input shaft torque calculation unit 503 refers to the required torque acquisition map 511, and calculates the required torque of the input shaft 115 from the rotation speed of the input shaft 115 calculated by the input shaft rotation speed calculation unit 502 and the operation amount of the accelerator. calculate.

  FIG. 6 is a diagram illustrating the concept of the required torque acquisition map 511 according to the present embodiment. As shown in FIG. 6, the required torque acquisition map 511 includes the rotation speed of the input shaft 115, the accelerator operation amount (accelerator pedal depression ratio 0% to 100%), the input shaft 115 required torque, The correspondence relationship is shown. That is, when the rotation speed of the input shaft 115 and the accelerator operation amount (accelerator pedal depression ratio 0% to 100%) are input to the input shaft torque calculation unit 503, referring to the required torque acquisition map 511, The required torque of the input shaft 115 can be derived.

  The required driving force calculation unit 504 calculates the required driving force using the required torque of the input shaft 115 and the input shaft conversion coefficient. That is, the required driving force calculation unit 504 calculates the required driving force corresponding to the required torque of the input shaft 115 in consideration of the gear stages of the transmission units 105, 106, and 108 using the input shaft conversion coefficient.

  Returning to FIG. 2, the engine torque estimated value acquisition unit 202 acquires an estimated value of the torque of the engine 101 from the engine ECU 111 as the operating state of the engine 101. The estimated value of the torque of the engine 101 is a value estimated based on the displacement of the engine 101 or the like. In the present embodiment, it is not necessary to provide a sensor for accurately measuring the torque of the engine 101 by estimating the torque of the engine 101 based on the displacement or the like, so that the manufacturing burden and the manufacturing cost can be reduced. However, as described above, the estimated value of the torque of the engine 101 may be different from the actual torque of the engine 101.

  The torque calculation unit 203 adds to the estimated torque value of the engine 101 acquired by the estimated engine torque value acquisition unit 202, and assist torque of the motor generator 102 for satisfying the required driving force acquired by the driving force acquisition unit 201. Is calculated. The torque calculation unit 203 according to the present embodiment calculates the torque necessary to output the required driving force, and then calculates the assist torque of the motor generator 102 from the difference between the calculated torque and the estimated value of the torque of the engine 101. Is calculated.

  Then, the integrated ECU 200 instructs the motor generator 102 to output the calculated assist torque. Thereafter, the integrated ECU 200 acquires the rotation speed of the output shaft 116 after the motor generator 102 is controlled in accordance with the calculated assist torque.

  While the torque correction unit 204 is accepting the accelerator operation, in other words, while the required driving force is greater than “0”, the torque of the motor generator 102 calculated by the torque calculation unit 203 and the torque of the engine 101 are calculated. The assist torque of the motor generator 102 is corrected so that the rotating speed of the output shaft 116 to the rotating wheels of the hybrid vehicle 100 continues to increase.

FIG. 7 is a diagram illustrating the transition of the rotational speed of the drive shaft of the hybrid vehicle 100 according to the present embodiment. As shown in FIG. 7 (A), at time t _2, the driving force acquisition unit 201 acquires the required driving force p ₂ by the accelerator operation.

Accordingly, the integrated ECU 200 issues an engine torque command and a motor torque command so that the required driving force p ₂ is output. As a result, the rotational speed 901 of the output shaft 116 changes so as to increase until the previous time. Further, the rotational speed movement 902 of the output shaft 116 after low-pass filtering the rotational speed 901 of the output shaft 116 also changes so as to gradually increase.

  In spite of the assumption that the expected rotational speed 903 is assumed between the previous time and the current time, the rotational speed 901 is indicated by the difference between the actual torque of the engine 101 and the estimated value as described above. May occur (the change in the rotational speed is lost or the rotational speed is decreased).

  Therefore, in a situation where the rotational speed 901 of the output shaft 116 does not increase despite the large required driving force, the torque correction unit 204 according to the present embodiment follows the rotational speed movement 902 after the low-pass filter processing. Thus, correction for increasing the assist torque of the motor generator 102 is performed. Thus, correction is performed so that the increase amount per unit time is maintained. Specifically, the output shaft 116 after the assist torque is corrected by the torque correction unit 204 increases as indicated by the rotational speed 904.

  When estimating the engine output torque from the engine displacement, etc., the manufacturing burden and cost burden can be reduced. However, if the estimated output torque of the engine is different from the actual engine output torque, the output When the estimated torque value is larger than the actual output torque of the engine, the assist torque of the motor generator becomes small. Therefore, the required driving force necessary to obtain the acceleration determined based on the accelerator operation and the vehicle speed is There is a problem of not being satisfied.

  FIG. 8 is a diagram illustrating the configuration of the torque correction unit 204 according to the present embodiment. As shown in FIG. 8, the torque correction unit 204 includes a low pass filter 701, a PI control unit 702, an addition determination unit 703, 1 / z conversion units 711, 712, 713, and calculation units 721, 722, 723. And.

  When the rotation speed of the output shaft 116 is input, the 1 / z conversion unit 711 performs 1 / z conversion on the rotation speed of the output shaft 116 and calculates the previous rotation speed of the output shaft 116. .

  On the other hand, the low-pass filter 701 performs a filtering process using a low-pass filter on the input rotation speed of the output shaft 116.

  Next, the 1 / z conversion unit 712 performs 1 / z conversion on the rotation speed of the output shaft 116 subjected to the low-pass filter process, and calculates the rotation speed of the previous output shaft 116 subjected to the low-pass filter process. Further, the 1 / z conversion unit 713 performs 1 / z conversion on the previous rotation speed of the output shaft 116 subjected to the low-pass filter process, and calculates the previous rotation speed of the output shaft 116 subjected to the low-pass filter process.

  Then, the calculation unit 721 calculates the amount of increase in the number of rotations by subtracting the number of rotations of the previous output shaft 116 subjected to the low-pass filter processing from the number of rotations of the previous output shaft 116 subjected to the low-pass filter processing.

  Then, the calculation unit 722 adds the amount of increase in the number of rotations between the previous time and the previous time (low-pass filter processing) to the previous number of rotations of the output shaft 116. In the present embodiment, a value obtained by adding the amount of increase in the rotational speed subjected to the low-pass filter processing to the previous rotational speed of the output shaft 116 is set as the target drive shaft rotational speed used for assist torque correction.

  Further, the calculation unit 723 subtracts the current rotational speed of the output shaft 116 from the target drive shaft rotational speed. The PI control unit 702 performs a proportional operation (P operation) and an integration operation (I operation) (if necessary), and subtracts the rotation speed of the current output shaft 116 from the target drive shaft rotation speed. Then, the correction torque of the motor generator 102 is calculated.

  Then, the addition determination unit 703 compares the current assist torque of the motor generator 102 with the calculated correction torque, and outputs the larger value as the motor command torque.

  In the present embodiment, when the motor generator 102 assists torque according to the required driving force, the assist torque of the motor generator 102 is limited to a positive value (assist in the traveling direction), and assist by a negative value. (Assist in the direction opposite to the traveling direction) is not performed. In other words, the motor generator 102 does not correct the torque in the direction opposite to the acceleration direction requested by the driver. Then, the addition determination unit 703 compares the assist torque and the calculated correction torque, and outputs any larger value as the motor command torque. That is, in order for the calculated correction torque to be used as the motor command torque, the correction torque is at least a positive value (limited to assist in the traveling direction). That is, the torque correction unit 204 corrects the torque of the motor generator 102 only in the direction of increasing the acceleration of the hybrid vehicle 100 in accordance with the driver's request, and in the direction opposite to the direction of the acceleration requested by the driver. Does not compensate for torque. As described above, since the correction is performed only when the user's requested driving force and the correction direction coincide with each other, the acceleration response according to the user's request can be obtained.

  Next, the assist torque correction process of the motor generator 102 in the hybrid vehicle 100 according to the present embodiment will be described. FIG. 9 is a flowchart showing a procedure of the above-described processing in the hybrid vehicle 100 according to the present embodiment.

  First, when the driving force acquisition unit 201 accepts an accelerator operation for depressing the accelerator from the user, the required driving force corresponding to the accelerator operation is determined from the accelerator operation amount, the vehicle speed, and the gear stage input from the outside. Obtain (step S801).

  Next, the engine torque estimated value acquisition unit 202 acquires the estimated value of the torque of the engine 101 (step S802).

  Then, torque calculation unit 203 calculates the assist torque of motor generator 102 from the required driving force and the estimated value of torque of engine 101 (step S803).

  Thereafter, the integrated ECU 200 issues a motor torque command with the calculated assist torque (step S804).

  Then, the torque correction unit 204 calculates the correction torque of the motor generator 102 based on the rotation speed of the output shaft 116 controlled according to the motor torque command (step S805). Then, the torque correction unit 204 outputs the larger one of the calculated correction torque and the assist torque calculated by the torque calculation unit 203 as a motor torque command (step S806).

  In the integrated ECU 200 according to the present embodiment, when the assist torque value is small, the motor generator 102 controls with the correction torque corrected by the torque correction unit 204, so that it is sufficient for the target acceleration based on the required driving force. Acceleration response is obtained.

  Furthermore, in the integrated ECU 200 according to the present embodiment, when a difference occurs between the estimated output torque of the engine 101 and the torque of the actual engine 101, for example, the output torque of the engine 101 <= required drive force. When the relationship of torque <estimated value of the torque of the engine 101 is established, the acceleration of the hybrid vehicle 100 can be prevented from decreasing by controlling the motor generator 102 with the correction assist torque described above. As a result, it is possible to obtain acceleration response to the target acceleration of the driver.

  Further, in the hybrid vehicle 100, even if there is no sensor for measuring the torque of the engine 101, the motor generator 102 can assist the motor 101 in accordance with the torque of the engine 101. Therefore, the manufacturing burden is reduced by attaching the sensor or the like. And cost reduction.

  In the embodiment described above, the acceleration just before is compensated (acceleration is maintained) during acceleration / deceleration when the accelerator operation is performed. Thereby, the hybrid vehicle 100 according to the present embodiment can obtain acceleration responsiveness corresponding to the target acceleration based on the operation of the accelerator without depending on the calculation accuracy of the torque of the engine 101.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  DESCRIPTION OF SYMBOLS 100 ... Hybrid vehicle, 101 ... Engine, 102 ... Motor generator, 103 ... Clutch, 104 ... Clutch actuator, 105 ... T / M-MG transmission part, 106 ... T / M-ENG transmission part, 107 ... Shift actuator, 108 ... Common transmission unit 109 ... brake hydraulic control unit 110 ... inverter 111 ... engine ECU 112 ... electronic control brake ECU 113 ... transmission ECU 114 ... motor generator ECU 115 ... input shaft 116 ... output shaft 117 DESCRIPTION OF SYMBOLS 118 ... Brake, 120 ... Differential gear, 121a, 121b ... Drive shaft, 130 ... High voltage battery, 131 ... Battery ECU, 200 ... Integrated ECU, 201 ... Driving force acquisition part, 202 ... Engine torque estimated value acquisition part, 203 ... Torr Calculation unit, 204 ... Torque correction unit, 300 ... Control device, 501 ... Conversion coefficient calculation unit, 502 ... Input shaft rotational speed calculation unit, 503 ... Input shaft torque calculation unit, 504 ... Required drive force calculation unit, 511 ... Request torque Acquisition map, 701... Low pass filter, 702... PI control unit, 703... Addition determination unit, 711, 712, 713 ... 1 / z conversion unit, 721, 722, 723.

Claims (3)

A vehicle control device that controls a vehicle that can run using an engine and a motor generator as a power source,
A driving force acquisition unit that acquires the driving force of the vehicle corresponding to the amount of depression by the accelerator operation when an accelerator operation to depress the accelerator from the user is received;
A torque calculator that calculates the torque of the motor generator to satisfy the output of the driving force by adding to the estimated value of torque output from the engine;
Wherein while accepting the accelerator operation, the rotational speed of the output shaft to the wheel before Symbol vehicle you rotate continuously increases with the torque of the torque and the engine of the motor-generator which is calculated by the torque calculation unit, and, in so that to maintain the increase per unit of rotational speed time, a correction unit for correcting the torque of said motor generator,
A vehicle control device comprising: The correction unit corrects the torque of the motor generator so as to maintain an increase amount per unit time of the rotation speed of the output shaft after being filtered by a low-pass filter.
The vehicle control device according to claim 1. The correction unit does not correct the torque in the direction opposite to the acceleration direction requested by the driver with the motor generator.
The vehicle control device according to claim 1 or 2.

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