JP6561642B2 - Hybrid vehicle control device - Google Patents

Description

  The present invention relates to a hybrid vehicle control device that controls a hybrid vehicle.

Conventionally, drive systems such as a series system and a parallel system are known for hybrid vehicles equipped with an engine and a motor. There is also known a hybrid vehicle that can switch between these drive methods (series mode, EV (electric vehicle) mode, parallel mode, etc.) depending on the traveling state of the host vehicle.
Among these, in the series mode (series system), the clutch is used to disconnect the connection between the engine and the driving wheel, and then the generator is driven by the engine to generate electric power. Used to drive the motor.

Here, if the clutch that disconnects the connection between the engine and the drive wheel fails, the behavior of the vehicle may not be controlled as intended. For example, if the clutch is stuck in the connected state (on-sticky failure), the driving force of the engine is transmitted to the drive wheels even during the series mode.
In order to cope with such a clutch failure, for example, Patent Document 1 below discloses a technique for setting the traveling mode of the hybrid vehicle to either the EV mode or the parallel mode when a clutch on-fixation failure is detected.

JP 2009-274466 A

As a method of adjusting the rotation speed of the engine and the generator during the series mode, if there is a difference between the target rotation speed and the actual rotation speed of the engine and the generator, a correction value corresponding to the difference is sent to the engine or the generator. There is a method of adjusting the actual rotational speed to the target rotational speed by adding to the output required torque.
For example, in the generator (generator) rotation speed feedback control, if there is a difference between the target rotation speed of the engine and the generator and the actual rotation speed, a correction value corresponding to the difference is added to the output request torque to the generator. By adjusting the actual rotational speed to the target rotational speed.
If the clutch is locked on during such control, the generator rotational speed is changed by dragging the rotational speed of the drive wheel, so the difference between the target rotational speed and the actual rotational speed increases. There are cases where the rotational speed of the engine fluctuates abruptly and a rapid acceleration / deceleration occurs in the hybrid vehicle.
In the conventional technology described above, the travel mode of the hybrid vehicle is changed after detecting a clutch failure from the relationship between the clutch connection / disconnection control state and the rotational speeds of the generator and the motor. A predetermined determination time is required from the occurrence of clutch failure until failure detection, and there is a problem that unintended acceleration / deceleration may occur during this time.
The present invention has been made in view of such circumstances, and an object of the present invention is to prevent rapid acceleration / deceleration of the vehicle when a clutch on-fixation failure occurs.

In order to achieve the above object, a hybrid vehicle control apparatus according to the invention of claim 1 includes a motor for driving a driving wheel of a vehicle, a generator for generating electric power for driving the motor, the driving wheel and the generator. A hybrid vehicle control device for controlling a hybrid vehicle comprising: an engine that drives the engine; and a clutch that connects and disconnects the engine and the drive wheel, the target rotational speed and the actual rotational speed of the engine or the generator based on the difference between, by changing the output torque required to the engine or the generator, a rotating speed control means for controlling the rotational speed of the engine and the generator, the clutch during the series drive is turned on in the state, the output required torque after the change is within a predetermined variation limit is different from the component limits the output torque required before the change It is a constant, characterized in that.
The hybrid vehicle control device according to a second aspect of the invention is configured such that the upper limit value of the output request torque after the change is the output request torque before the change, an engine tolerance value based on an operating state of the engine, and the generator The generator tolerance value based on the operating state and a value obtained by multiplying the target rotational acceleration of the engine or the generator by a predetermined proportionality coefficient, and the lower limit value of the output request torque after the change is the value before the change The engine tolerance value based on the operating state of the engine and the generator tolerance value based on the operating state of the generator are subtracted from the output request torque of the engine, and a predetermined proportionality coefficient is set to the target rotational acceleration of the engine or the generator. the value a value obtained by adding the multiplied, the proportional coefficient is a value corresponding to the moment of inertia of the rotating parts of the engine and the generator It is characterized in.
According to a third aspect of the present invention, in the hybrid vehicle control device, the rotational speed control means sets the required output torque for the engine to a required power generation torque corresponding to the required power generation amount for the generator, and for the generator. Setting the required output torque to a value obtained by correcting the required power generation torque with a correction value based on a difference between the target rotation speed and the actual rotation speed, and controlling the rotation speed of the engine and the generator. Features.

According to the first aspect of the invention, when the rotational speeds of the engine and the generator are controlled by changing the output request torque to the engine or the generator, the output request torque after the change is changed from the output request torque before the change to a predetermined value. The value was set within the fluctuation limit value. This is advantageous in preventing the vehicle from suddenly accelerating and decelerating following a large fluctuation in the rotational speed of the generator, such as when the clutch is broken.
According to the invention of claim 2, the output request torque after the change can be set according to the engine tolerance value, the generator tolerance value, and the change rate of the target rotational speed with the output request torque before the change as a center, This is advantageous in appropriately changing the rotational speed of the engine and the generator when no failure has occurred.
According to the invention of claim 3, when there is a difference between the target rotation speed and the actual rotation speed of the engine and the generator, the generator rotation speed for adding the correction value corresponding to the difference to the output request torque to the generator. Perform feedback control. Since the generator has higher responsiveness to the change in output request torque than the engine, it is advantageous for quickly adjusting the actual rotational speed to the target rotational speed.

It is explanatory drawing which shows the structure of the hybrid vehicle 20 with which the hybrid vehicle control apparatus 10 concerning embodiment is applied. 2 is a block diagram illustrating a functional configuration of the hybrid vehicle control device 10. FIG. It is explanatory drawing which shows a vehicle behavior when the failure of the clutch 23 arises in the vehicle concerning this Embodiment. It is explanatory drawing which shows a vehicle behavior when the failure of the clutch 23 arises in the vehicle concerning this Embodiment. It is explanatory drawing which shows the vehicle behavior at the time of failure of the clutch 23 in a prior art. It is explanatory drawing which shows the vehicle behavior at the time of failure of the clutch 23 in a prior art.

Exemplary embodiments of a hybrid vehicle control device according to the present invention will be explained below in detail with reference to the accompanying drawings.
In the present embodiment, a case where generator rotational speed feedback control is performed in a hybrid vehicle will be described.

FIG. 1 is an explanatory diagram illustrating a configuration of a hybrid vehicle 20 to which the hybrid vehicle control device 10 according to the embodiment is applied.
The hybrid vehicle 20 includes an engine 22 and a motor 24 that drive a drive shaft 38 of drive wheels (for example, front wheels) 36.
The engine 22 can drive the generator 28 to generate electric power, and can rotate the drive shaft 38 of the drive wheel 36 via the transmission 26 when the clutch 23 is engaged.

The electric power generated by the generator 28 is supplied to the driving battery 32 via the generator inverter 34 to charge the driving battery 32 or is used as electric power for driving the motor 24 via the motor inverter 30.
The generator inverter 34 includes a generator control unit 34A that controls the generator 28. The generator control unit 34A controls a control signal (output required torque Tgt of the generator 28 described later) from the hybrid vehicle control device 10 (ECU). ) To control the output torque (power generation torque) of the generator 28.

  In the present embodiment, the output shaft of the engine 22 and the input shaft of the generator 28 are directly connected. Therefore, in the series mode, the rotational speed of the output shaft of the engine 22 and the rotational speed of the input shaft of the generator 28 (hereinafter simply referred to as “the rotational speed of the engine 22” and “the rotational speed of the generator 28”) coincide.

A clutch 23 is provided between the generator 28 and the transmission 26 to connect and disconnect the connection between the engine 22 and the drive wheels 36 (transmission of the driving force of the engine 22 to the drive wheels 36).
The clutch 23 includes an engagement element 23A on the generator 28 side and an engagement element 23B on the drive wheel 36 side.

The motor 24 is driven by being supplied with high voltage power from the drive battery 32 and the generator 28 via the motor inverter 30, and rotates the drive shaft 38 of the drive wheel 36 via the transmission 26.
The motor inverter 30 includes a motor control unit 30A that controls the motor 24. The motor control unit 30A controls the output torque of the motor 24 based on a control signal from the hybrid vehicle control device 10 (ECU 40) described later. To do.

The drive battery 32 is composed of a secondary battery such as a lithium ion battery, and has a battery module (not shown) in which a plurality of battery cells are configured. Each battery cell and battery module is connected to a voltmeter, an ammeter, a thermometer, etc., and the BMU (Battery Management Unit) or the like is based on these detected values (state of charge or failure) Etc.).
The drive battery 32 is charged by using the power generated by the generator 28 or by supplying external power by connecting an external power source to a charging terminal (not shown).

FIG. 2 is a block diagram illustrating a functional configuration of the hybrid vehicle control device 10.
In the present embodiment, the ECU 40 functions as the hybrid vehicle control device 10.
The ECU 40 is a control unit that controls the entire hybrid vehicle 20, and includes a CPU, a ROM that stores and stores a control program, a RAM as an operation area of the control program, an EEPROM that holds various data in a rewritable manner, a peripheral circuit, and the like It includes an interface unit that interfaces with the.

  The ECU 40 includes a driving battery 32, an engine 22, a generator inverter 34 (more specifically, a generator control unit 34A), a motor inverter 30 (more specifically, a motor control unit 30A), a clutch 23, and an accelerator for detecting an accelerator operation amount. An opening degree sensor 33 is connected, and detection information and operation information of these devices are input.

  Further, the ECU 40 calculates a vehicle request output necessary for traveling of the hybrid vehicle 20 based on various detection amounts and various operation information from the devices, and controls the engine 22, the generator inverter 34, the motor inverter 30, and the clutch 23. A signal is transmitted to switch the running mode, and the outputs of the engine 22, the motor 24, and the generator 28 are controlled.

More specifically, the ECU 40 implements the travel mode control means 42, the clutch failure detection means 44, and the rotation speed control means 46 when the CPU executes the control program.
The traveling mode control means 42 switches the traveling mode among the EV mode, the series mode, and the parallel mode according to the state of the hybrid vehicle 20.
In the EV mode, the engine 22 is stopped and the motor 24 is driven by the electric power supplied from the driving battery 32 to run.
In the series mode, the clutch 23 is disengaged and all the driving force of the engine 22 is applied to the generator 28. Then, the motor 24 is driven by the electric power generated by the generator 28 to run. At this time, if the power generated by the generator 28 is insufficient for the required output to the motor 24, the power stored in the drive battery 32 is also used for driving the motor 24. Further, when the generated power of the generator 28 is larger than the required output for the motor 24, the surplus power is supplied to the driving battery 32 to charge the driving battery 32.
In the parallel mode, the power of the engine 22 and the power of the motor 24 are driven together. That is, the clutch 23 is connected, the power of the engine 22 is transmitted to the drive shaft 38 via the transmission 26 to drive the drive wheels 36, and the power generated by rotating the generator 28 by the engine 22 and the drive battery are generated. The motor 24 is driven by the electric power supplied from the vehicle 32 and travels.
The traveling mode control means 42 sets the traveling mode to the parallel mode in the efficient region of the engine 22 as in high speed traveling. Further, in the region excluding the parallel mode, that is, in the middle / low speed traveling mode, the mode is switched between the EV mode and the series mode based on the charging rate of the driving battery 32.
Further, when the charging rate of the driving battery 32 falls below the allowable range, the traveling mode control means 42 drives the engine 22 in the series mode or the parallel mode to generate power by the generator 28, and charges the driving battery 32. Let

The clutch failure detection means 44 detects a failure of the clutch 23.
The failure of the clutch 23 includes an on-fixation failure in which the clutch 23 cannot be fixed and disconnected in the connected state, and an off-fixation failure in which the clutch 23 cannot be sufficiently connected due to slipping or the like. The present embodiment relates to an on-fixation failure particularly in the series mode (when the clutch 23 is disengaged).
The clutch failure detection means 44 determines the failure of the clutch 23 based on the respective rotation speeds of the engagement elements 23A and 23B of the clutch 23 and the control signal for connection / disconnection to the clutch 23. When a failure has occurred in the clutch 23, the traveling mode control means 42 changes the traveling mode according to the type of failure.

The rotational speed control means 46 is the target rotational speed and the actual rotational speed of the engine 22 or the generator 28 in a state where the connection between the engine 22 and the drive wheel 36 is expected to be disconnected by the clutch 23 as in the series mode. The rotational speeds of the engine 22 and the generator 28 are controlled by changing the output request torque to the engine 22 or the generator 28 based on the difference between the engine 22 and the generator 28.
In the present embodiment, the rotational speed control means 46 performs generator rotational speed feedback control for changing the output required torque to the generator 28 when there is a difference between the target rotational speed and the actual rotational speed. .
That is, the rotational speed control means 46 sets the required output torque for the engine 22 to the required power generation torque corresponding to the required power generation amount for the generator 28, and sets the required output torque for the generator 28 to the target rotational speed and the actual rotation. The rotational speeds of the engine 22 and the generator 28 are controlled by setting the required power generation torque to a value corrected with a correction value based on the difference from the speed.

Details of the generator rotational speed feedback control will be described.
In the present embodiment, the torque on the vehicle acceleration side (power running side) is positive, and the torque on the vehicle deceleration side (regeneration side) is negative. Since the input shaft of the generator 28 and the output shaft of the engine 22 are directly connected without a reduction gear, their rotational speeds are equal. Further, when the torques of both are opposite and the absolute values are equal, a balanced state (rotational acceleration is zero) is obtained.
First, the rotation speed control means 46 calculates a required power generation torque Tgd that is a torque of the generator 28 necessary for obtaining a required power generation amount for the generator 28. The necessary power generation torque Tgd is a negative value.
Then, the output request torque Tet of the engine 22 is set according to the required power generation torque Tgd. That is, a value obtained by inverting the sign of the required power generation torque Tgd is set as the output required torque Tet of the engine 22 (Tet = −Tgd).

On the other hand, the required output torque Tgt of the generator 28 is set to a value obtained by correcting the required power generation torque Tgd with a correction value A based on the difference between the target rotational speed of the generator 28 and the actual rotational speed.
In the present embodiment, a value obtained by adding the correction value A to the required power generation torque Tgd is set as the output required torque Tgt of the generator 28 (Tgt = Tgd + A).
The correction value A is obtained by applying, for example, a PID (proportional / integral / derivative) control law to the speed difference ΔV (= Vgt−Vg) between the target rotational speed Vgt and the actual rotational speed Vg of the generator 28.

By setting the required power generation torque Tgd as the output required torque Tet of the engine 22 (Tet = −Tgd), the generator 28 driven by the engine 22 can generate power for the required power generation amount.
Further, by setting the required output torque Tgt of the generator 28 to a value obtained by adding the correction value A to the required generated torque Tgd (Tgt = Tgd + A), the actual rotational speed Vg and the target rotational speed of the engine 22 and the generator 28 are set. When the speed difference ΔV with respect to Vgt occurs, the output required torque Tgt of the generator 28 is corrected, so that the actual rotational speed Vg can be brought close to the target rotational speed Vgt.

Here, when the output request torque Tgt of the generator 28 is changed, the rotational speed control means 46 changes the output request torque Tgb after the change from the output request torque Tga before the change to a predetermined fluctuation limit value different from the component limit value. Set within.
The component limit value is a general operation limit range of the generator 28 (or the engine 22), and is usually set uniquely in advance, separately from the change by the rotation speed control means 46 described above.
More specifically, the upper limit value of the output request torque Tgb after the change is changed from the output request torque Tga before the change to the engine tolerance value De based on the operating state of the engine 22 and the generator tolerance value based on the operating state of the generator 28. A value obtained by adding Dg and a value obtained by multiplying a target rotational acceleration Ag of the generator 28 by a predetermined proportionality coefficient K (Tgb ≦ Tga + De + Dg + K · Ag).
Further, the lower limit value of the output request torque Tgb after the change is determined from the output request torque Tga before the change, an engine tolerance value De based on the operating state of the engine 22, and a generator tolerance value Dg based on the operating state of the generator 28. At the same time, a value obtained by multiplying the target rotational acceleration Ag of the generator 28 by a predetermined proportionality coefficient K is added (Tgb ≧ Tga−De−Dg + K · Ag).

The output request torque Tga before the change is substantially equal to a value obtained by reversing the output request torque Tet to the engine 22 from positive to negative.
The engine tolerance value De is a value that varies depending on parameters such as the coolant temperature, output torque, and rotational speed of the engine 22, and the generator tolerance value Dg is a parameter such as the coolant temperature, output torque, and rotational speed of the generator 28. The value varies depending on
The rotational speed control means 46 stores, for example, a map for specifying the engine tolerance value De and the generator tolerance value Dg from the actual values of the above parameters, and specifies the tolerance values De and Dg using this map.
The value obtained by multiplying the target rotational acceleration Ag of the generator 28 by a predetermined proportional coefficient K is a torque corresponding to the rate of change of the target rotational speed (that is, the target rotational acceleration) in order to follow the changing target rotational speed. Is added. The proportional coefficient K corresponds to the moment of inertia of the rotating parts of the engine 22 and the generator 28.

The reason why the variation in the required output torque Tgt of the generator 28 is limited in this manner is to prevent sudden acceleration / deceleration of the vehicle when the clutch 23 fails.
FIG. 3 and FIG. 4 are explanatory diagrams showing the vehicle behavior when the clutch 23 fails in the vehicle according to the present embodiment.
3 and 4, reference symbol A indicates time changes of the rotational speed (vehicle speed) Vc of the drive wheels 36 and the rotational speed (actual rotational speed Vg and target rotational speed Vgt) of the generator 28.
Reference symbol B is a time change of the required output torque Tgt of the generator 28, and the upper limit value of the required output torque Tgt is indicated by reference symbol Tmx, and the lower limit value is indicated by reference symbol Tmin. Reference numeral C denotes a state where the clutch 23 is connected or disconnected.
In addition, the rotational speed of the generator 28 in FIG. A is a value converted into the rotational speed of the drive wheel 36 in consideration of the gear ratio. In FIG. C, the time required for the failure determination by the clutch failure detection means 44 is tx.

First, referring to FIG. 3, the clutch 23 is in an off (disconnected) state at the initial time t0. Therefore, the engaging elements 23A and 22B of the clutch 23 rotate at independent speeds.
Regarding the rotational speed of the generator 28 (engaging element 23A), the actual rotational speed Vg and the target rotational speed Vgt coincide. Further, the rotational speed Vc of the drive wheel 36 (engaging element 23B) is slower than the rotational speed of the generator 28 (Vc <Vg).
Further, the output required torque Tgt of the generator 28 takes a value on the regeneration side (negative), and is a value obtained by reversing the output required torque Tet of the engine 22 between positive and negative.

Here, when an on-fixation failure of the clutch 23 occurs at time t1 and the on (connected) state is established, the engagement elements 23A and 23B of the clutch 23 are connected, and the actual rotational speed Vg of the generator 28 is the rotation of the driving wheel 36. It coincides with the speed Vc (Vc = Vg).
The actual rotational speed Vg of the generator 28 changes in this way because the inertia of the drive wheel 36 that moves the entire vehicle body is larger than that of the generator 28.
Therefore, a difference is generated between the actual rotation speed Vg of the generator 28 and the target rotation speed Vgt, and the output required torque Tgt of the generator 28 is changed by the generator rotation speed feedback control. That is, since the actual rotational speed Vg of the generator 28 is slower than the target rotational speed Vgt, a positive correction value A is added to the output request torque Tgt of the generator 28, and the absolute value of the output request torque Tgt of the generator 28 Decrease.

Here, since the output request torque Tgt is provided with the upper limit value Tmx, the correction value A is set in a range in which the output request torque Tgt does not exceed the upper limit value Tmx, and the output request torque Tgt does not rapidly increase. As shown in FIG. 3, the rotational speed Vc of the drive wheel 36 is substantially the same as before time t1, although there is a slight acceleration.
For this reason, a state in which there is a difference between the actual rotational speed Vg and the target rotational speed Vgt of the generator 28 continues for a certain period. Or the parallel mode, and the vehicle can travel as intended by the driver.

FIG. 4 shows a case where the rotational speed Vc of the drive wheel 36 (engaging element 23B) is faster than the rotational speed of the generator 28 (Vc> Vg).
Similar to FIG. 3, at the initial time t0, the clutch 23 is in the off (disengaged) state, and the rotational speed of the generator 28 (engagement element 23A) matches the actual rotational speed Vg and the target rotational speed Vgt. .
When an on-fixation failure of the clutch 23 occurs at time t1, the engagement elements 23A and 23B of the clutch 23 are connected, and the actual rotational speed Vg of the generator 28 matches the rotational speed Vc of the drive wheels 36 (Vc = Vg). .
Therefore, the actual rotational speed Vg of the generator 28 becomes faster than the target rotational speed Vgt, the negative correction value A is added to the output request torque Tgt of the generator 28, and the absolute value of the output request torque Tgt of the generator 28 is To increase.

Here, since the output request torque Tgt has a lower limit value Tmin, the correction value A is set in a range where the output request torque Tgt does not fall below the lower limit value Tmin, and the output request torque Tgt does not rapidly decrease. As shown in FIG. 4, the rotational speed Vc of the drive wheel 36 is substantially the same as before time t1, although there is a slight deceleration.
When a clutch failure determination is made after time tx from the occurrence of the failure, for example, the travel mode is shifted to the EV mode or the parallel mode, and the vehicle travels as intended by the driver.

FIG. 5 and FIG. 6 are explanatory diagrams showing vehicle behavior when the clutch 23 fails in the prior art.
More specifically, FIG. 5 shows a case where the rotational speed Vc of the drive wheel 36 is slower than the rotational speed of the generator 28 (Vc <Vg), and FIG. 6 shows that the rotational speed Vc of the drive wheel 36 is the rotational speed of the generator 28. This is a case where the speed is higher than the speed (Vc> Vg).
Reference numerals in FIGS. 5 and 6 are the same as those in FIGS. 3 and 4.
5 and 6, as in FIGS. 3 and 4, the clutch 23 is in the off (disengaged) state at the initial time t <b> 0, and the rotational speed of the generator 28 (engaging element 23 </ b> A) is the actual rotational speed Vg and the target The rotational speed Vgt matches.
When an on-fixation failure of the clutch 23 occurs at time t1, the engagement elements 23A and 22B of the clutch 23 are connected, and the actual rotational speed Vg of the generator 28 matches the rotational speed Vc of the drive wheels 36 (Vc = Vg). .
Accordingly, in FIG. 5, the actual rotational speed Vg of the generator 28 becomes slower than the target rotational speed Vgt, the positive correction value A is added to the output required torque Tgt of the generator 28, and the required output torque of the generator 28. The absolute value of Tgt decreases, and in some cases, it becomes a power running side (positive) torque.
As the absolute value of the output required torque Tgt of the generator 28 decreases, the load on the engine 22 is reduced, and surplus power running torque is generated. This surplus torque is transmitted to the drive shaft 38 side and the rotation of the drive wheels 36 is performed. The speed, that is, the vehicle speed is rapidly increased, and the vehicle is brought into a rapid acceleration state.

In FIG. 6, the actual rotational speed Vg of the generator 28 becomes faster than the target rotational speed Vgt, a negative correction value A is added to the output required torque Tgt of the generator 28, and the required output torque of the generator 28. The absolute value of Tgt increases.
As the absolute value of the output request torque Tgt of the generator 28 increases, a surplus regenerative torque is generated even if all of the output request torque Tet of the engine 22 is absorbed, and this surplus torque is transmitted from the drive shaft 38 side. The rotational speed of the drive wheel 36, that is, the vehicle speed is rapidly decreased, and the vehicle is suddenly decelerated.

  Even in the case of FIG. 5 and FIG. 6, as in the present embodiment, when the clutch failure determination is made after time tx from the occurrence of the failure, the traveling mode is changed and the vehicle travels as intended by the driver. Although it becomes possible, sudden acceleration / deceleration occurs immediately after the failure.

On the other hand, according to the hybrid vehicle control apparatus 10 according to the present embodiment, when the rotational speeds of the engine 22 and the generator 28 are controlled by changing the output request torque Tgt to the generator 28, the output request torque after the change is changed. Tgb is set within a predetermined fluctuation limit value from the output request torque Tga before the change.
Thus, when the rotational speed of the generator 28 fluctuates greatly, such as when the clutch 23 is out of order, it is advantageous to prevent the vehicle from rapidly accelerating / decelerating following this.

  Further, according to the hybrid vehicle control device 10, the changed output request torque Tgb is set according to the engine tolerance value, the generator tolerance value, and the change rate of the target rotational speed with the output request torque Tga before the change as a center. This is advantageous in that the rotational speeds of the engine 22 and the generator 28 can be appropriately changed when no clutch failure has occurred.

Further, according to the hybrid vehicle control device 10, when there is a difference between the target rotational speed Vgt and the actual rotational speed Vg of the engine 22 and the generator 28, the correction value A corresponding to the difference is output to the generator 28. Generator rotation speed feedback control to be added to the required torque Tgt is performed. Since the generator 28 has higher responsiveness to the change in the required output torque Tgt than the engine 22, it is advantageous for adjusting the actual rotational speed Vg to the target rotational speed Vgt more quickly.
However, the present invention is also applicable to a vehicle that performs engine rotation speed feedback control.

  In the present embodiment, the present invention is applied to the hybrid vehicle 20 that can be switched between the EV mode, the series mode, and the parallel mode. However, the generator 28 is driven by the engine 22 and the load on the generator 28 is controlled. The present invention can be widely applied to vehicles that can control the rotation speed of the engine 22.

  DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle control apparatus, 20 ... Hybrid vehicle, 22 ... Engine, 23 ... Clutch, 23A, 23B ... Engagement element, 24 ... Motor, 26 ... Transmission, 28 ... Generator, 30 …… Motor inverter, 30A …… Motor control unit, 32 …… Drive battery, 33 …… Accelerator opening sensor, 34 …… Generator inverter, 34A …… Generator control unit, 36 …… Drive wheel, 38 …… Drive Axis, 40... ECU, 42... Traveling mode control means, 44... Clutch failure detection means, 46.

Claims (3)

A motor for driving the driving wheels of the vehicle, a generator for generating electric power for driving the motor, an engine for driving the driving wheels and the generator, and a clutch for connecting and disconnecting the engine and the driving wheels; A hybrid vehicle control device for controlling a hybrid vehicle comprising:
Based on the difference between the target rotational speed of the engine or the generator and the actual rotational speed, the rotational speed of the engine and the generator is controlled by changing the output request torque to the engine or the generator. A rotation speed control means;
When the clutch is on during series running, the output request torque after the change is set within a predetermined fluctuation limit value different from the component limit value from the output request torque before the change,
The hybrid vehicle control apparatus characterized by the above-mentioned. The upper limit value of the output request torque after the change, the output request torque before the change, the engine tolerance value based on the operating state of the engine, the generator tolerance value based on the operating state of the generator, the engine or the A value obtained by adding a value obtained by multiplying the target rotational acceleration of the generator by a predetermined proportional coefficient,
The lower limit value of the output request torque after the change is reduced from the output request torque before the change by an engine tolerance value based on the operating state of the engine and a generator tolerance value based on the operating state of the generator, A value obtained by adding a value obtained by multiplying a target rotational acceleration of the engine or the generator by a predetermined proportional coefficient ,
The proportionality coefficient is a value corresponding to the moment of inertia of the rotating part of the engine and the generator.
The hybrid vehicle control device according to claim 1. The rotational speed control means sets the required output torque for the engine to a required generated torque according to the required power generation amount for the generator, and sets the required output torque for the generator to the target rotational speed and the actual rotation. Setting the required power generation torque to a value corrected with a correction value based on the difference from the speed, and controlling the rotational speed of the engine and the generator;
The hybrid vehicle control device according to claim 1, wherein the hybrid vehicle control device is a hybrid vehicle control device.

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