JPH116449A - Hybrid car control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To transmit no torque ripple of an engine to an axle and to ensure desired responsiveness and precision, control of the number of revolutions of an engine. SOLUTION: A hybrid car comprises an engine 1; a power transmission means 12 containing first and second dynamo-electric machines 2000 and 3000; an inverter device 14 to drive the dynamo-electric machines 2000 and 3000; a capacitor device 15; an engine control device 13 to execute control of fuel injection of the engine 1; and a hybrid control device 16 to command a torque control amount to the engine control device 13 and control drive of the inverter device 14. The hybrid control device 16 regulates a given frequency band based on an engine torque ripple by a hand stop filter regarding the number of revolutions of an engine (the actual number of revolutions), and computes the torque command value of the first dynamoelectric machine 2000 by using the number of revolutions of an engine after the regulation. In this case, drive of the dynamo-electric machines 2000 and 3000 is controlled by number of revolutions information from which an engine torque ripple content is removed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention includes an engine, a first rotating electrical machine connected to the engine for determining an engine speed, and a second rotating electrical machine for determining a driving force of a vehicle. The present invention relates to a control device applied to a hybrid vehicle including a power conversion unit, an inverter device for driving the first and second rotating electric machines, and a power storage device electrically connected to the inverter device. .

[0002]

2. Description of the Related Art Hitherto, various hybrid vehicles have been proposed in which an engine and a rotating electric machine (running motor) are mounted, and both are driven together or selectively to be used as a power source of an automobile. Hybrid vehicles are roughly classified into a parallel hybrid vehicle (for example, Japanese Patent Publication No. 5-46761) in which the vehicle can be driven by both the engine and the rotating electric machine, and a rotating electric machine driven by the engine to generate electric power and store the electric energy in a power storage device (battery). ) And a series hybrid vehicle that travels by supplying the amount of electricity of the power storage device or the amount of power generated by the rotating electrical machine to the rotating electrical machine for traveling (for example, Japanese Patent Laid-Open No. Sho 62-104).
No. 403). Series hybrid vehicles are
Since the engine and the drive train are mechanically separated, the engine can be operated at the point of maximum efficiency. Further, in a parallel hybrid vehicle, since a driving force is generated by an engine and an auxiliary driving force is generated by a rotating electric machine, mechanical energy can be directly transmitted to a driving system, and it is necessary to convert the mechanical energy into electric energy. The energy transmission efficiency is increased.

However, each of the above-described hybrid vehicles has the following problems. That is, in the series hybrid vehicle, all the energy generated by the engine is converted into electric energy, and this electric energy is converted into mechanical energy by the rotating electric machine for traveling, so that the energy transmission efficiency is reduced. In addition, when the vehicle is accelerated or decelerated, the balance between the energy generated by the engine and the energy supplied to the rotating electric machine for traveling is lost. Therefore, in order to eliminate the above energy imbalance, it is necessary to increase the number of mounted power storage devices. Therefore, there is a disadvantage that the vehicle weight increases and the system efficiency decreases. On the other hand, in a parallel hybrid vehicle, the vehicle is driven only by the engine when the fuel efficiency of the engine is good, and the low torque and low rotation region where the fuel efficiency of the engine is reduced is driven only by the rotating electric machine. That is, the engine is operated in a limited range, and takes out electric energy from the power storage device in a region where the engine does not operate. Therefore, in order to perform continuous operation in a region where the engine does not operate, there is a disadvantage that an increase in the vehicle weight due to an increase in the number of mounted power storage devices is inevitable.

[0004] In contrast to the hybrid vehicle described above, a hybrid vehicle of a type that solves the above problems is disclosed in Japanese Patent Laid-Open No. 7-1.
No. 35701 and German Patent No. 4407666 have been proposed. In the hybrid vehicle disclosed in JP-A-7-135701, an engine, a first motor and a second
A motor, and a gear unit including first, second, and third rotating elements, wherein one of the first motor and the second motor is controlled in rotation speed to determine the engine rotation speed, and the other is controlled in torque. To determine the driving force of the vehicle. According to such a configuration, the engine can be operated at the highest efficiency point and the generated torque of the engine can be used as it is as the driving force of the vehicle, so that the generated energy of the engine can be efficiently transmitted.

In the hybrid vehicle disclosed in German Patent No. 4407666, the inner rotor of the first motor and the rotor of the second motor are directly connected, and the outer rotor of the first motor is driven by the engine. The output torque of the engine can be transmitted electromagnetically by electromagnetically coupling the inner rotor and the outer rotor of one motor to generate power. In such a case, the torque generated by the second motor can be further assisted by utilizing the energy generated by the first motor, so that the energy generated by the engine can be transmitted efficiently.

In these hybrid vehicles, the engine is operated at the point of maximum efficiency by providing power transmission means having two rotating electric machines between the engine and the drive train. As a result, the energy generated by the engine can be provided not only by electric transmission but also by mechanical transmission or electromagnetic transmission, and the energy transmission efficiency can be increased even when the running state changes.

[0007]

A method of controlling the engine speed is disclosed in Japanese Patent Application Laid-Open No. Hei 7-135701, in which a command for the speed of the first motor is output based on the accelerator opening and the engine speed. Is disclosed, but a specific method is not shown. Further, German Patent No. 4407666 discloses only the configuration of an engine and a motor, but does not disclose details of a control device.

Further, in the case of using a known PI feedback control for controlling the engine speed in this type of hybrid vehicle, if the feedback gain is increased in order to increase the responsiveness and accuracy, the torque ripple of the engine is reduced. The first motor attempts to compensate for rotation fluctuations caused by power pulsation. Therefore, the torque ripple of the engine is transmitted to the axle, and the driving feeling (ride comfort) is deteriorated. To solve this problem,
In the '92 publication, feedback control is stopped when the deviation between the target rotation speed and the actual rotation speed becomes equal to or less than a predetermined threshold value, thereby suppressing the transmission of the torque ripple of the engine to the axle. . However, in this method, a deviation corresponding to the threshold value remains in the rotation speed control, and there is a problem that the rotation speed cannot be controlled to a desired value.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems. It is an object of the present invention to control the torque of the engine without transmitting the torque ripple of the engine to the axle while controlling the engine speed. An object of the present invention is to provide a hybrid vehicle control device capable of ensuring performance and accuracy.

[0010]

According to the present invention, there is provided a hybrid vehicle control apparatus comprising: an engine;
Power conversion means coupled to the engine and including a first rotating electric machine for determining an engine speed and a second rotating electric machine for determining a driving force of the vehicle;
The present invention is applied to a hybrid vehicle including an inverter device for driving a rotating electric machine and a power storage device electrically connected to the inverter device, and includes, for example, vehicle operation information such as operation information of an accelerator pedal, a brake pedal, and a shift lever. Control the output torque of the engine accordingly,
It is assumed that a torque value generated in the first and second rotating electric machines is controlled based on a torque control amount of the engine and a target rotation speed of the engine corresponding to the engine characteristics.

With this configuration, the rotation speed of the first rotating electric machine is controlled in accordance with the target rotation speed of the engine. At this time, the operation of the engine can be maintained at the engine operating point where the fuel efficiency and the emission of the engine are in the best state while corresponding to the engine characteristics, and highly efficient engine operation can be realized. In such a configuration, the vehicle driving torque is the sum of the torque generated by the first rotating electric machine and the torque generated by the second rotating electric machine, and is appropriately controlled based on the vehicle driving information. At this time, the torque generated in the first rotating electric machine is balanced with the output torque of the engine, and the output torque of the engine is electromagnetically transmitted as a part of the vehicle driving torque. Therefore, efficient energy transmission can be realized.

According to the first aspect of the present invention, as a feature thereof, the actual value of the engine speed is taken in,
A predetermined frequency band based on the torque ripple of the engine is regulated for the fetched actual rotational speed (band regulating means). Also, the first engine speed is determined using the regulated engine speed.
(Torque command value calculation means).

In short, in a conventional existing control device,
When the actual value of the engine speed (actual speed) is taken in and the speed feedback control is performed, the fluctuation of the speed caused by the torque ripple (pulsation of the power) of the engine is transmitted to the axle, and the driving feeling deteriorates. There was a problem of doing. On the other hand, according to the above configuration, the predetermined frequency band is regulated for the actual rotation speed based on the torque ripple of the engine, so that the rotation speed control that avoids the rotation fluctuation can be realized. As a result, in controlling the rotation speed of the engine, the torque ripple of the engine is not transmitted to the axle, and desired responsiveness and accuracy can be secured.

In this case, it is preferable that the band limiting means is constituted by a band stop filter for removing a frequency component of the torque ripple of the engine from the actual value of the engine speed. Note that the band stop filter (BSF) can be composed of one filter having two different cutoff frequencies, and it is also composed of a combination of a high-pass filter (HPF) and a low-pass filter (LPF). Can also.

According to the third aspect of the present invention, the center frequency of the band stop filter is changed according to the actual value of the engine speed. Thus, even when the actual rotational speed rises or falls, it is possible to appropriately remove the rotation fluctuation caused by the engine torque clip.

According to the fourth aspect of the present invention, the band stop filter is configured to remove a frequency component that is a predetermined multiple of the engine speed. In this case, the “predetermined multiple” is determined by the number of engine cylinders and the like, and the above configuration makes it possible to more reliably remove the rotational fluctuation caused by the engine torque clip.

According to the fifth aspect of the present invention, the band regulating unit regulates the frequency band of the engine speed only when the actual value of the engine speed is equal to or less than the predetermined value. In other words, the problem caused by the torque ripple of the engine becomes more conspicuous mainly during low-speed operation such as idling. In this case, the processing of the band regulation of the engine speed is limited to a specific low-speed operation, so that the processing of the band regulation is performed only when necessary. As a result, arithmetic processing by a microcomputer or the like is reduced.

According to the present invention, the actual value of the engine speed is calculated based on the measured value of the rotational speed of the first rotating electric machine and the measured value of the rotational speed of the second rotating electric machine. The calculation may be performed, and the above-described operation and effect can be obtained in such a configuration.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment according to the present invention will be described below. First, in brief, the hybrid vehicle control system according to the present embodiment determines an engine, a first rotating electric machine connected to the engine and configured to determine an engine speed, and a driving force of the vehicle. Transmission means (power conversion means) including a second rotating electric machine for
And an inverter device for driving the first and second rotating electric machines, and a power storage device electrically connected to the inverter device. Furthermore, an engine control device for performing fuel injection control and electronic throttle control of the engine, and instructing the engine control device with a torque control amount (vehicle drive power required value Pv *) and controlling the drive of the inverter device. A hybrid control device.

In this control system, the output torque of the engine is controlled based on vehicle operation information such as operation information of an accelerator pedal, a brake pedal, and a shift lever, and a torque control amount (vehicle drive power required value) at that time. Pv *, vehicle drive torque command value Mv *) and a target engine speed corresponding to the engine characteristics (engine speed command value Ne *) to control a torque value generated in the first and second rotating electric machines. I am trying to do it. Next, the configuration of the control system will be described in detail with reference to the drawings.

FIG. 1 is a configuration diagram showing an outline of a hybrid vehicle control system according to the present embodiment. The engine 1 in the figure is constituted by a 4-cylinder 4-cycle gasoline internal combustion engine. The engine 1 is provided with an output shaft 2, and the output shaft 2 is drivingly connected to power transmission means 12 described later. In the intake pipe 3 of the engine 1, a known fuel injection solenoid valve 4 is provided independently for each cylinder. A throttle valve 5 for adjusting the intake air amount is provided in the intake pipe 3.
The opening and closing operation of the throttle valve 5 is controlled by a throttle actuator 6 which constitutes an intake air amount adjusting means.

Further, the system shown in FIG. 1 includes the following sensor groups. That is, a well-known accelerator sensor 7 is disposed on an accelerator pedal (not shown) operated by the driver, and the sensor 7 outputs an accelerator opening signal corresponding to the amount of depression of the accelerator pedal as a voltage signal.
A known brake sensor 8 is provided on a brake pedal (not shown) operated by the driver.
Outputs an ON / OFF signal of a brake signal corresponding to the amount of depression of the brake pedal. Shift switch 9
Is for detecting a plurality of shift positions by a shift lever (not shown). In the present embodiment, parking (P),
Shift signals such as reverse (R), neutral (N), and forward (D) are output in parallel by ON / OFF signals. Start switch 1
0 is built in a well-known iG key switch (not shown) and outputs an ON / OFF signal according to the presence or absence of starting.

The power transmission means 12 includes a first rotating electrical machine 2000 and a second rotating electrical machine 3000, and the detailed configuration thereof will be described later. Power transmission means 1
2 is transmitted to driving wheels 30 on the left and right sides of the vehicle via an axle 18 and a known differential gear device 20.

The engine control unit 13 generates a vehicle drive power demand value P generated by the engine 1 to drive the vehicle.
v * is input from the hybrid controller 16 described later,
The throttle actuator 6 is driven based on this input value. Further, based on a signal from an engine operation state sensor (not shown) mounted on the engine 1,
And the ignition timing of an ignition device (not shown) is determined to drive the ignition device. The combustion state of the engine 1 is controlled by the fuel injection control and the ignition control. Further, the engine control device 13 outputs to the hybrid control device 16 an engine speed command value Ne * calculated inside the engine 1 so that the engine 1 is operated according to the vehicle drive power request value Pv *.

The inverter device 14 includes the first rotating electric machine 2
000 and the second rotating electric machine 3000, which are the first and second torque command values of the first rotating electric machine 2000 and the second rotating electric machine 3000 input from the hybrid controller 16 respectively. Torque command value M
Based on m1 *, Mm2 *, the output torques Mm1,
Mm2 as well as the rotation information Nm1 and Nm1 of the first rotating electrical machine 2000 and the second rotating electrical machine 3000, respectively.
Nm2 is output to the hybrid controller 16. The power storage device 15 is constituted by a battery, and the inverter device 1
4 is connected.

The hybrid control device 16 is a device for comprehensively controlling the hybrid vehicle, and includes the above-mentioned sensor group, that is, the accelerator sensor 7, the brake sensor 8,
It is connected to a shift switch 9 and a start switch 10. Then, the hybrid control device 16 controls the accelerator opening signal, the brake signal,
The vehicle drive power request value Pv * is calculated based on the shift signal and the start signal, and the Pv * value is transmitted to the engine control device 13. Further, the control device 16 controls the engine speed command value N transmitted from the engine control device 13.
e * is received. Further, the hybrid control device 16
Are a first rotating electrical machine 2000 and a second rotating electrical machine 300
The first and second torque command values Mm1 *, Mm2 *, which are the respective torque command values of 0, are calculated, and the inverter device 14 is operated.
And the rotation information Nm1 and Nm2 of the first rotating electrical machine 2000 and the second rotating electrical machine 3000 are received from the inverter device 14.

Next, the detailed structure of the power transmission means 12 will be described with reference to FIG. The power transmission means 12 is connected to the engine 1 and is integrated with the differential gear device 20 in the present embodiment. The power transmission means 12 has a first rotating electric machine 2000 therein for adjusting the input / output rotation speed.
And a second rotating electric machine 3 for adjusting input / output torque
000 and a deceleration transmission unit 400 for decelerating and transmitting the output.
0. Here, the configuration of the joint between the engine 1 and the power transmission means 12, the joint between the differential gear device 20 and the drive wheel 30, and the like are omitted. The output shaft 2 of the engine 1 is driven to rotate together with the driving of the engine 1, and the power transmission means 1 is connected via a joint (not shown).
The engine output is transmitted to the second input shaft 2001.

The power transmission means 12 is connected to the input shaft 200.
A first rotor 2010 provided integrally with the first
Rotor 2310 and stator 301 corresponding to the stator
0. The stator 3010 includes a winding 3011 for generating a rotating magnetic field and a stator core 3012. The first rotor 2010 also has a winding 2011 for generating a rotating magnetic field and a rotor core 2012, and includes a brush holder 2610, a brush 2620, and a slip ring 26.
Power is supplied from outside via the lead 30 and the lead portion 2660. Here, the lead portion 2660 is connected to the shaft 221.
It is buried in an insulating portion 2650 made of a mold or the like on the outer periphery.

The second rotor 2310 is provided with an annular rotor yoke 2311 and magnets 2220 arranged at equal intervals in the circumferential direction on its inner peripheral surface to form N and S poles. And the first together with the winding 2011
Of the rotary electric machine 2000 of FIG. Also, the second rotor 2
310 is provided with magnets 2420 arranged at equal intervals in the circumferential direction to form N and S poles on the outer peripheral surface of an annular rotor yoke 2311.
And the windings 3011 constitute a second rotating electric machine 3000. Here, magnets 2220 and 2420 provided on the inner or outer peripheral surface of rotor yoke 2311 are connected to second rotor 2 by rings 2225 and 2425, respectively.
310.

The rotor yoke 2311 of the second rotor 2310 is connected to the housing 17 via rotor frames 2331, 332 and bearings 2510, 2511.
It is disposed rotatably with respect to 10, 1720. On the other hand, the first rotor 2010 is connected to the rotor frames 2331 and 2331 of the second rotor 2310 via the shaft 2213 (input shaft 2001) and the bearings 2512 and 2513.
332 so as to be rotatable.

One end of the second rotor 2310 extends outside the housing 1710 toward the engine 1 via the rotor frame 2332, and a serration 2332a is formed at a tip end thereof. The serrations 2332a of the rotor frame 2332 mesh with the small gear 4010 of the reduction transmission unit 4000. Further, the small gear 4010 is connected to the differential gear device 20 via a gear 4020. The gear 4020 is
It is rotatably supported by a shaft part 4030 fixed to a fixed part such as an engine via a bearing 4040.

The gear 4020 meshes with the large gear 4100 in the differential gear device 20 to reduce the rotational force from the power transmitting means 12 and to reduce the rotational force to the differential gears 4120, 4
The driving force is transmitted to the driving wheel 30 via 130. The large gear 4100 is formed in a differential gear box 4110 disposed in the differential gear device 20. As shown in FIG. 2, these series of gears are configured to be arranged in a gap between the engine 1 and a side surface of the housing 1710 of the power transmission unit 12. That is, the input shaft 2001 (shaft 2213) to which the rotational force is input from the engine 1 to the power transmission unit 12, and the power transmission unit 1
The tip of the rotor frame 2332 corresponding to the output shaft that outputs the rotational force from the load 2 to the load output side is configured to be disposed on the same side as the power transmission unit 12. .

The rotation sensors 2911 and 2912 are constituted by known resolvers or the like, and permanent magnets 2911a, 2912 are provided at positions opposed to coils constituting the resolvers.
a is provided. Then, the rotation sensors 2911 and 291,
Reference numeral 912 denotes the first rotor 2 as rotation information of the first rotating electrical machine 2000 and the second rotating electrical machine 3000.
The rotational positions θ1, θ2 and the rotational speeds Nm1, Nm2 of the 010 and the second rotor 2310 are detected with reference to the stator (stator) 3010. Note that reference numeral 17
The member denoted by reference numeral 30 is a cover case for accommodating the brush holder 2610 and the rotation sensor 2911.

Next, a detailed configuration of the engine control device 13 will be described with reference to FIG. 3, a rotation detector 1301 of the engine 1 has a known configuration, and outputs a 12-pulse angle signal and a 1-pulse reference signal each time a crankshaft (not shown) of the engine 1 makes one rotation. The intake air amount sensor 1302 is provided in the intake pipe 3 and changes the vane opening degree according to the amount of air taken into the engine 1 and outputs the change amount as a detection value of a potentiometer. That is, the intake air amount sensor 1302 detects the amount of air taken in by the engine 1 as an intake amount signal in volume per unit time.

The cooling water temperature sensor 1303 is a known thermistor type sensor, detects the cooling water temperature of the engine 1 as a change in resistance, and outputs the detected value as a cooling water temperature signal. The intake air temperature sensor 1304 is a known thermistor type sensor, and is attached to the intake air amount sensor 1302.
The intake air temperature sensor 1304 detects the temperature of air taken into the engine 1 from a change in resistance, and outputs the detected value as an intake air temperature signal. The air-fuel ratio sensor 1305 is
, And outputs the air-fuel ratio of the exhaust as a voltage as an air-fuel ratio signal. The signals of these sensors and the start signal of the start switch 10 are input to the engine control device 13.

The control unit 1306 comprises a known microcomputer, a drive circuit for the fuel injection solenoid valve 4 and the like, and includes an angle signal and a reference signal of the engine rotation detector 1301, an air amount signal of the intake air amount sensor 1302, a cooling water temperature. Cooling water temperature signal of sensor 1303, intake air temperature sensor 13
A valve opening signal of the fuel injection solenoid valve 4 is generated based on the intake air temperature signal at 04, the air-fuel ratio signal of the air-fuel ratio sensor 1305, and the like.
The communication circuit 1307 is a known circuit capable of realizing start-stop synchronous communication, for example, and is connected to the control unit 1306.

Throttle actuator drive circuit 130
8 is connected to the control unit 1306 and to the throttle actuator 6 via terminals 1314 and 1315. Output terminals 1309, 131
0, 1311, 1312 is connected to the output of the valve opening signal of the control unit 1306, and the fuel injection solenoid valve 4
Is connected. The communication terminal 1313 includes a communication circuit 1
307 and the hybrid control device 16 are connected.

Next, the control program stored in the control unit 1306 in the engine control device 13 will be described with reference to the flowcharts of FIGS.
The program shown in FIG. 4 is a main program executed by the control unit 1306 in the engine control device 13, and is started when the iG key switch is turned on. In FIG. 4, first, in step S5000, initialization of the input / output port built in the control unit and RAM
Of the variable area and initialization of the stack pointer.

Thereafter, steps S5001 to S5005
Then, the operation state signals of the engine 1 based on the detection signals of the various sensors are read, and these various signals are stored in the variable area of the RAM built in the control unit 1306.
That is, in step S5001, the engine rotation detector 130
In step S5002, the intake air amount sensor 1302
In step S5003, a cooling water temperature Tw based on a cooling water control signal from a cooling water temperature sensor 1303 is captured. The intake air temperature Ta is taken in. Further, in step S5005, the air-fuel ratio sensor 13
The air-fuel ratio A / F based on the air-fuel ratio signal 05 is taken.

Thereafter, in step S5006, an intake air amount Qo per rotation is calculated from the engine speed Ne taken in step S5001 and the intake air amount Q taken in step S5002 (Qo = Q / Ne).
The calculation result is stored in a variable area of the built-in RAM. In step S5007, step S5004 is executed.
Control unit 130 based on intake air temperature Ta
6 is searched for an intake air temperature correction coefficient map stored in a table area of a built-in ROM, and an intake air temperature correction coefficient fTHA
Ask for. The intake temperature correction coefficient map is, for example, a known map shown in FIG. 6, and a coefficient for converting the intake air amount Q detected by the intake air amount sensor 1302 into a mass per unit time is set as a one-dimensional map. .

Next, in step S5008, based on the cooling water temperature Tw taken in step S5003,
The warm-up correction coefficient map stored in the table area of the ROM is searched to determine the warm-up correction coefficient fWL. The warm-up correction coefficient map is, for example, a known map shown in FIG.
Warm-up correction coefficient fW for cooling water temperature Tw of engine 1
L is set as a one-dimensional map. Thereafter, in step S5009, an A / F feedback correction coefficient fA / F is calculated based on the air-fuel ratio A / F taken in step S5005. The calculation of the fA / F value is A / F
This is a well-known type in which the F detection value is made to coincide with the target value, and a detailed description thereof will be omitted. Step S5010
Then, the basic injection time Tp is calculated from the intake air amount Qo per rotation obtained in step S5006 and the intake air temperature correction coefficient fTHA obtained in step S5007 (T
p = K.Qo.fTHA). Note that the coefficient K at the time of calculation is
Is a constant that determines the relationship between the valve opening time of the fuel injection solenoid valve 4 and the fuel injection amount.

Next, in step S5011, the valve opening time of the fuel injection solenoid valve 4 is determined based on the basic injection time Tp, the warm-up correction coefficient fWL, and the A / F feedback correction coefficient fA / F obtained in step S5010. (TAU = Tp · fWL · fA / F +)
Tv). Note that Tv is an invalid injection time, which is a delay time due to the time constant of the fuel injection solenoid valve 4 and does not contribute to the fuel amount.

Thereafter, in step S5012, the state of a flag fCUT indicating whether or not fuel cut should be performed is determined. Then, if the fuel should be cut (fCUT =
In the case of 1), an affirmative determination is made in step S5012, and the process proceeds to step S5013. After the injection time TAU is cleared to "0", the process proceeds to step S5014. If fuel cut is not performed (if fCUT = 0), step S
A negative determination is made in 5012, and the process directly proceeds to step S5014. In step S5014, the process proceeds to step S5011.
Based on the injection time TAU obtained in the above, the fuel injection solenoid valve 4
Generates and outputs an injection signal for driving. In step S5015, the state of the iG key switch is checked, and if it is turned on (if step S5015 is NO), the flow returns to step S5001 to repeat the above-described operation. If the iG key switch is OFF (YES in step S5015), the program ends.

The program shown in FIG. 5 is an interrupt program executed by the control unit 1306 in the engine control device 13, and is started when the communication circuit 1307 in FIG. 3 receives communication data. 5, first, in step S5100, the communication circuit 1307 shown in FIG.
And hybrid controller 1 via communication terminal 1313
6. The vehicle drive power request value Pv * transmitted from 6 is read. In the next step S5102, it is determined whether or not the engine is being started based on the vehicle drive power request value Pv * transmitted from the hybrid control device 16. Specifically, the Pv * value is "0FFFFH" in hexadecimal notation.
Is determined. And Pv * = 0FFFF
If H, it is determined that the engine is being started, and the flow advances to step S5110. Here, the data of “0FFFFH” is used as information data indicating that the engine is started.

In step S5110, it is determined whether or not the engine 1 is idling due to combustion based on whether or not the engine speed Ne exceeds a predetermined idle speed Neidl. At this time, if it is determined that the engine is not idling (in the case of NO), step S5112 is performed.
To the engine speed command value Ne * and the starting speed Ne.
The STA data is set, and the flow advances to step S5114. If it is determined in step S5110 that the engine is idling (YES), step S51 is performed.
Proceeding to 16, the engine speed command value Ne * is set to "0FFFF
FH ”data is set, and then step S5114 is performed.
Proceed to. In step S5114, the throttle opening θTH is set to “0” in order to maintain the idle state when the engine is started, that is, the intake air amount adjustment amount TH by the throttle actuator 6 is set to “0”, and then the process proceeds to step S5122.

On the other hand, in step S5102, Pv ≠
If it is determined that the value is 0FFFFH (NO in this step), it is determined that the engine is not being started, and the flow advances to step S5104. In step S5104, it is determined whether the vehicle drive power request value Pv * is “0”,
If Pv * = 0 (YES), step S51
The program proceeds to step 18 to set the engine speed command value Ne * to "0FFFF".
FH "data is set. Following step S5120
Then, after setting the intake air amount adjustment amount TH to “0” (throttle opening θTH = 0), the flow proceeds to step S5122.

In step S5104, Pv * ≠ 0
If (NO), in the next step S5106, the operating point of the engine 1 is determined from the fuel efficiency map of the engine 1 stored in advance, and the engine speed command value Ne * is determined according to the operating point. Is calculated. The fuel efficiency map stores, for example, data of the fuel efficiency (g / kWh) of the engine 1 using the engine output torque Me and the engine speed Ne as parameters based on the characteristics shown in FIG. 8 as a two-dimensional map. I have. That is, if the engine output torque command value Me * is determined, the engine operating point (for example, point C in FIG. 8) at which the fuel efficiency is the best is determined, and the engine speed corresponding to this operating point is determined by the engine speed command value. Ne
* Will be calculated.

In step S5108, the throttle opening .theta.TH corresponding to the engine operating point is obtained from a throttle opening map.
Is calculated. The throttle opening map is created based on, for example, engine characteristics shown in FIG. In FIG. 9, the engine speed Ne on the horizontal axis is normalized by the maximum speed of the engine 1, and the engine output torque Me on the vertical axis.
Is normalized by the maximum output torque of the engine 1. The throttle opening map stores data of the throttle opening θTH using the engine output torque Me and the engine speed Ne as parameters as a two-dimensional map. Accordingly, in step S5108, the throttle opening target value θTH * is obtained based on the engine speed command value Ne * and the engine output torque command value Me * calculated in step S5106. The intake air amount adjustment amount TH is calculated from θTH *. Throttle opening target value θTH *
Is converted into the intake air amount adjustment amount TH based on a throttle characteristic (the characteristic of the throttle actuator 6) which is obtained and stored in advance.

After calculating the Ne * value and the TH value as described above, in step S5122, the process proceeds to step S5.
The throttle actuator 6 is controlled based on the intake air amount adjustment amount TH obtained in 108, S5114, and S5120. Further, in the following step S5124, steps S5106, S5112, S5116, and S5118 are described.
Is transmitted to the hybrid control device 16 via the communication circuit 1307 in FIG. After performing the above processing, the process returns to the main program before the activation of the interrupt program.

Next, a detailed configuration of the inverter device 14 will be described with reference to FIG. In FIG. 10, main power input terminals 1401, 14 connected to a positive terminal and a negative terminal of power storage device 15 are connected to inverter device 14.
02, and U, V,
W Output terminals 1403 and 140 connected to the windings of each phase
4, 1405, and output terminals 1406 connected to the U, V, W phase windings built in the second rotating electric machine 3000.
1407 and 1408 are provided. In addition, a rotation sensor 2911 built in the power transmission means 12
And a connection terminal 1410 connected to a rotation sensor 2912 also incorporated in the power transmission means 12. These connection terminals 14
Reference numerals 09 and 1410 are used for an excitation signal and a rotor position signal (sin signal and cos signal), respectively, and have a differential configuration. Further, the communication terminal 1411 has a known configuration capable of performing serial communication with the hybrid control device 16. The main power input terminals 1401 and 140
An input capacitor 1412 is connected between the two.

The IGBT modules 1413, 1414,
1415, 1419, 1420, 1421 are IGBT
It has a known configuration in which two elements (insulated gate bipolar transistor elements) and two flywheel diodes are incorporated. The IGBT module 141
The terminal C1 of the module 1413 is connected to one main power input terminal 1401, and the terminal E2 is connected to the other main power input terminal 1402. The terminal C2 and the terminal E1 are connected to the output terminal 1403 to drive the U-phase winding of the first rotating electric machine 2000. Like the IGBT module 1413, the IGBT modules 1414 and 1415 are configured to drive the V-phase winding and the W-phase winding of the first rotating electrical machine 2000, respectively. The IGBT modules 1419, 1420, and 1421 are configured to drive the U-phase winding, the V-phase winding, and the W-phase winding of the second rotating electric machine 3000, respectively.

Further, the present inverter device 14 is provided with current sensors 1416, 1417, 1422, and 1423. The current sensor is, for example, a clamp-type non-contact type sensor using a Hall element, and detects a current flowing through each of the output terminals 1403, 1405, 1406, and 1408, and outputs the detected value as a voltage signal. More specifically, the current sensor 1416 is connected to the first rotating electric machine 20.
00, the current flowing through the U-phase winding
17 detects the current flowing through the W-phase winding of the first rotating electrical machine 2000. Further, current sensor 1422 detects a current flowing through the U-phase winding of second rotating electrical machine 3000, and current sensor 1423 detects a current flowing through the W-phase winding of second rotating electrical machine 3000.

One of the gate driving units 1418 is an IGBT
It has a known configuration for driving the gates of the individual IGBT elements incorporated in the modules 1413 to 1415, and the other gate drive unit 1424 is provided with a gate for the individual IGBT elements incorporated in the IGBT modules 1419 to 1421. Is known.

The signal processing unit 1425 includes the power transmission unit 12
, And outputs a sine wave excitation signal of about 7 kHz from the connection terminal 1409, though not shown in detail. Also, a rotor position signal (sin signal, c
os signal) from the connection terminal 1409 to determine the rotor position, and output the information on the rotor position in 10-bit parallel. Similarly, the other signal processing unit 1426 includes a circuit for processing a detection signal of the rotation sensor 2912 built in the power transmission unit 12, and connects a rotor position signal (sin signal, cos signal) from the rotation sensor 2912. The rotor position is obtained by inputting from the terminal 1410, and information on the rotor position is output in 10-bit parallel.

The control unit 1427 is mainly composed of, for example, a known single-chip microcomputer, and has a first torque command value Mm1 * (torque command value of the first rotary electric machine 2000) input from the communication terminal 1411.
, The rotor position of the first rotating electrical machine 2000 (the output of the signal processing unit 1425), and the current flowing through the U-phase winding and the W-phase winding of the first rotating electrical machine 2000 (current sensors 1416, 1
417), a known vector control is performed by a program stored in a built-in ROM, and the first rotary electric machine 2000 is controlled according to the first torque command value Mm1 *. The control unit 1427 also controls the second torque command value Mm input from the communication terminal 1411.
2 * (the torque command value of the second rotating electric machine 3000) and the second
Of the rotary electric machine 3000 (signal processing unit 1426)
Output), the U-phase winding of the second rotating electric machine 3000 and W
Based on the current flowing through the phase windings (outputs of the current sensors 1422 and 1423), known vector control is performed by a program stored in a built-in ROM, and the second rotating electric machine 3000 is controlled to a second torque command value. Mm2 * is controlled.

FIG. 11 and FIG.
14 is a flowchart showing a control program stored in a ROM built in the control unit 1427. These flows are executed by the control unit 1427 as a main program and an interrupt program, respectively.

The main program shown in FIG. 11 is started when the iG key switch of the vehicle is turned on. First, in step S5200, the control unit 142
Initialize general-purpose registers such as variables, stacks, and input / output ports allocated to the RAM built in the CPU 7. Especially,
A d-axis current command value im of a first rotating electric machine 2000 described later
1d * and the q-axis current command value im1q * and the second rotating electric machine 3
000 d-axis current command value im2d * and q-axis current command value i
m2q * is initialized to "0".

In step S5202, control unit 1
The status of the built-in communication port is read at 427, and a flag indicating whether data has been received at the communication port is read. Thereafter, in step S5204, it is determined whether or not data has been received. If data has not been received, the process proceeds directly to step S5212.

If data has been received, step S5
Proceeding to 206, the first and second torque command values Mm1 * and Mm2 *, which are the received data, are fetched and stored in the variable area of the built-in RAM. Next, step S52
In 08, the first rotating electric machine 2000 is controlled based on the first torque command value
D-axis current command value i as the command value of the current flowing through each phase winding
Calculate m1d * and q-axis current command value im1q *. This d
The axis and q-axis current command values im1d * and im1q * correspond to respective current components in a dq-axis coordinate system in which coordinates are set in a field direction of a known rotor (not shown) and a direction orthogonal to the field direction. I do. At this time, the first torque command value Mm
1 * and the first rotating electric machine 2000 calculated in the previous processing
And the first rotating electric machine 200 stored in the ROM.
A well-known vector operation is performed based on a motor constant such as an inductance L of 0 or a primary resistance R, and d-axis and q-axis current command values im1d * and im1q * are obtained.

Further, in step S5210, the second torque command value Mm stored in step S5206 is stored.
Based on 2 *, a d-axis current command value im2d * and a q-axis current command value im2q * are calculated as command values of a current flowing through each phase winding of the second rotating electric machine 3000. The d-axis and q-axis current command values im2d * and im2q * are respective current components in a dq-axis coordinate system in which coordinates are set in a field direction of a known rotor (not shown) and a direction orthogonal thereto. Is equivalent to The d-axis and q-axis current command values im2d *, im2q *
Is also calculated by a known vector operation.

Thereafter, in step S 5212, first rotor 201 which is rotation information of first rotating electrical machine 2000
The rotation speed Nm1 of 0 is fetched from the signal processing unit 1425, and the data is stored in the built-in memory. In the subsequent step S5214, the rotation speed Nm2 of the second rotor 2310, which is rotation information of the second rotary electric machine 3000, is fetched from the signal processing unit 1426, and the data is stored.

In step S5216, the first rotating electric machine 200 is
A rotation speed Nm1 of 0 is newly calculated. That is, the first rotating electric machine 2000 has a configuration including the first rotor 2010 and the second rotor 2310, and
Since the rotation speed Nm1 of the first rotor 2010 obtained in step (1) is a rotation speed based on the stator (stator) 3010, the first rotation electric machine 2000 is obtained by the following equation (1).
Is calculated.

Nm 1 = Nm 1 −Nm 2 (1) Thereafter, in step S 5218, step S 52
16, the rotation speed Nm1 of the first rotating electric machine 2000
Then, the rotation speed Nm2 of the second rotating electric machine 3000 fetched in step S5214 is transmitted from the communication terminal 1411 to the hybrid control device 16. Further, step S
At 5220, it is determined whether or not the iG key switch of the vehicle has been turned off.
Returning to step 202, this program is terminated if it has been turned off.

Next, an interrupt program will be described with reference to the flowchart shown in FIG. The present interrupt program is configured to be started by a timer interrupt at a predetermined time interval. After the start, first in step S5300,
U-phase line current i1u and W-phase line current i1w of first rotating electrical machine 2000, which are outputs of current sensors 1416 and 1417,
The U-phase line current i2u and the W-phase line current i2w of the second rotating electric machine 3000, which are the outputs of the current sensors 1422 and 1423, are read and stored in the variable area of the built-in RAM of the control unit 1427. In step S5302, the controller unit 1427 reads the rotor position θ1 of the first rotor 2010 in the first rotary electric machine 2000 and the rotor position θ2 of the second rotor 2310 in the second rotary electric machine 3000. In the variable area of the built-in RAM. At this time, the rotor position θ2 of the second rotor 2310 is the same as the rotor position of the second rotating electric machine 3000.

Then, in step S5304, the relative rotation position between the first rotor 2010 and the second rotor 2310 is calculated, and the calculation result is set as the rotor position θ1 of the first rotary electric machine 2000 (θ1 = Θ1-θ2).

In step S5306, the first and second rotations, which are the respective current components in the dq axis coordinate system in which the coordinates are set in the field direction of a known rotor (not shown) and the direction orthogonal thereto. The d-axis current and the q-axis current (i1d, i1q, i2d, i2q) of the electric machines 2000 and 3000 are calculated. That is, the U-phase line current i1u and the W-phase line current i
1w and the first rotating electric machine 200 based on the rotor position θ1.
The three-phase AC current flowing through the winding 0 is converted into a d-axis current i1d and a q-axis current i1q in a dq-axis coordinate system, and the U-phase line current i2u and the W-phase line current i2w, the rotor position θ2 and , The three-phase AC current flowing through the winding of the second rotating electric machine 3000 is converted into a d-axis current i2d and a q-axis current i2q in a dq-axis coordinate system.
Convert to

Next, in step S5308, the d-axis current command values im1d * and im2d * and the q-axis current command values im1q * and im2q * stored in the variable area of the built-in RAM of the control unit 1427, and the aforementioned step S5306 Based on the d-axis currents i1d and i2d and the q-axis currents i1q and i2q calculated in the above, the current deviation ε for each of the d-axis component and the q-axis component
1d, ε2d, ε1q, ε2q are calculated.

Thereafter, in step S5310, the current deviations ε1d and ε1q calculated in step S5308 and the first
The d-axis voltage command value V1d * and the q-axis voltage command value V1q *, which are dq-axis components of the voltage applied to the first rotating electric machine 2000, are calculated based on the electrical constant of the rotating electric machine 2000. Similarly, in step S5310, based on the current deviations ε2d and ε2q calculated in step S5308 and the electrical constants of the second rotating electric machine 3000, dq axis components of the voltage applied to the second rotating electric machine 3000 D
The shaft voltage command value V2d * and the q-axis voltage command value V2q * are calculated.

In step S5312, the d-axis voltage command value V1d * and the q-axis voltage command value V
From 1q *, three-phase AC phase voltage command values V1u *, V1v *, V1w
*, And the three-phase AC phase voltage command values V2u *, V2v *, V2w * are calculated from the d-axis voltage command value V2d * and the q-axis voltage command value V2q * of the second rotating electric machine 3000. In step S5314, the phase voltage command value V1u
*, V1v *, V1w *, V2u *, V2v *, V2w *, for example, a pulse width modulation (P
WM). And finally, step S531
In step 6, the operation result in step S5314 is written to the PWM register built in the control unit 1427, and the program ends.

Next, a detailed configuration of the hybrid control device 16 will be described with reference to FIG. In FIG. 13, hybrid control device 16 has input terminals 1600, 1601, 160 for inputting signals from various sensors and the like.
2,1603. More specifically, the input terminal 16
An accelerator sensor 7 is connected to 00, and an accelerator signal is input to the same terminal 1600. Input terminal 1601
Is connected to a brake sensor 8, and a brake signal is input to the terminal 1601. The shift switch 9 is connected to the input terminal 1602, and a shift signal is input to the terminal 1602. The start switch 10 is connected to the input terminal 1603, and a start signal is input to the terminal 1603.

Further, the engine control device 13 and the inverter device 14 are connected to the communication terminals 1604 and 1605 of the hybrid control device 16, respectively, so that information necessary for control can be mutually communicated.

The analog signal input section 1610 is composed of a well-known voltage amplifier circuit including an operational amplifier.
The accelerator signal input from 600 is amplified to a predetermined voltage level. The digital signal input unit 1620 includes a well-known digital signal input circuit including a comparator or a transistor, and includes a brake signal input from an input terminal 1601, a shift signal input from an input terminal 1602, and an input from an input terminal 1603. The starting signal is converted into a TTL level signal.

The control unit 1630 for executing the control of the hybrid controller 16 is mainly composed of a known single-chip microcomputer, and has a ROM in which a control program and data are stored, a RAM required for calculation,
An A / D converter for taking in analog signals, a serial communication function unit, and the like are built in. This control unit 16
Reference numeral 30 is connected to the analog signal input unit 1610 and the digital signal input unit 1620, and the accelerator opening ACC based on the detection result of the accelerator sensor 7 and the brake state BR based on the detection result of the brake sensor 8
K, a shift position SFT based on a shift signal of the shift switch 9, and ON / OFF of the start switch 10.
The starting state STA based on the signal is captured.

Communication unit 164 comprising communication buffer circuit
0, 1650 have the same configuration.
40 is provided between the control unit 1630 and the communication terminal 1604, and the other communication unit 1650 is connected to the control unit 1630.
30 and a communication terminal 1605.

Next, the RO built in the control unit 1630
The configuration of the control program stored in M will be described with reference to FIGS. The program shown in FIG. 14 is executed by the control unit 16 in the hybrid controller 16.
This is a main program executed by 30 and is started when an iG key switch is turned on. After startup, first, in step S5400, initialization is performed. In this initialization, the initial settings of the input / output ports and the communication ports built in the control unit 1630, the initial settings of the data in the variable area allocated to the RAM also built in the control unit 1630, and the stack pointer Initial settings are performed.

Thereafter, in step S5402, the accelerator signal input from analog signal
After the D conversion, the converted signal is taken in as the accelerator opening ACC. In the next step S5404, a brake state BRK corresponding to the brake signal input from the digital signal input unit 1620 is fetched. Brake state BRK
Is configured to be "1" when the brake is operated and "0" when the brake is not operated.

In step S5406, a shift position SFT corresponding to the shift signal input from digital signal input section 1620 is fetched. The shift position SFT is
This is a 4-bit parallel signal, and when the shift switch 9 is operated at each position such as parking (P), retreat (R), neutral (N), and forward (D), the SFT value becomes "
The logic is configured to be 1 "," 2 "," 4 "," 8 "Further, in step S5408, a start state STA corresponding to a start signal input from the digital signal input unit 1620 is fetched. The starting state STA is iG
The logic is configured such that when the start operation is performed by operating the key switch, the value becomes "1", and when the start operation is not performed, the value becomes "0".

Thereafter, in step S5410, the number of rotations Nm1 of first rotating electrical machine 2000 is received from inverter device 14 via communication unit 1650, and then in step S510.
At 412, the rotational speed Nm2 of the second rotating electric machine 3000 is received from the inverter device 14 via the communication unit 1650. Further, in step S5414, the rotational speed N
The vehicle speed V is calculated by the following equation (2) based on m2.

V = C 1 · Nm 2 (2) where C 1 is a preset coefficient in the above equation (2). Thereafter, steps S5416 to S543
In step 2, based on the shift position SFT and the starting state STA taken in steps S5406 and S5408, hybrid control according to the vehicle state is performed.

That is, in step S5416, it is determined whether or not the starting state STA is "1", and STA = "
If "1", the step is determined to be affirmative and the step S
Proceed to 5418. In such a case, since the engine is in the start state, an engine start process (the process of FIG. 15) described later is executed in step S5418, and thereafter, step S5434 is performed.
Proceed to. Also, in step S5416, the starting state ST
If A is "0", a negative decision is made in this step, and the flow advances to step S5420. In such a case, since the engine is not in the starting state, steps S5420, S5424, S5
At 5428, the shift position SFT is determined.

Here, in step S5420, it is determined whether or not shift position SFT is "1". If shift position SFT is "1", the same step is affirmatively determined, and the flow advances to step S5422. In this case, SFT = “1” means that the shift position is at the parking (P) position, and after performing the P range process (the process of FIG. 17) described later in step S5422, the process proceeds to step S5434. . Also, the shift position SFT is determined in step S5420.
If “1” is not “1”, a negative determination is made in this step, and the flow advances to step S5424.

At step S5424, shift position SF
It is determined whether or not T is “2”, and the shift position SFT is determined.
Is "2", the step is affirmatively determined, and the flow advances to step S5426. In this case, SFT = “2” means that the shift position is in the backward (R) position,
In step S5426, processing of the R range described later (FIG. 18)
After the processing of (1) is performed, the process proceeds to step S5434. In step S5424, the shift position SFT is changed to "
If it is not 2 ", a negative decision is made in this step and the flow advances to step S5428.

At step S5428, shift position SF
It is determined whether or not T is “4”, and the shift position SFT is determined.
Is "4", the step is affirmatively determined, and the flow advances to step S5430. In this case, SFT = “4” means that the shift position is at the neutral (N) position, and after executing the N range process (the process of FIG. 19) described later in step S5430, the process proceeds to step S5434. . In step S5428, the shift position SFT is set.
If is not “4”, the step is determined to be negative, and the flow proceeds to step S5432.

The above steps S5420, S5424,
If all the determinations in S5428 are negative, the shift position SF
T is considered to be "8". In this case, SFT = ”
8 ”means that the shift position is at the forward (D) position, and after executing a D range process (the process of FIG. 20) described later in step S5432, proceeds to step S5434. In step S5434, the iG key Switch is O
It is determined whether or not the flip-flop is turned off. If it is not turned off (NO), the process returns to step S5402 to repeat the above processing. If the iG key switch has been turned off (in the case of YES), this program ends.

Next, the engine start processing in step S5418 in the program shown in FIG. 14 will be described with reference to the flowchart in FIG. In this engine start process, first, in step S5500, the vehicle drive torque command value Mv * is cleared to "0", and in the subsequent step S5502, the vehicle drive power request value Pv *
Is set to “0FFFFH (hexadecimal number)”. In the next step S5504, the vehicle drive power request value Pv * set in step S5502 is
Is transmitted to the engine control device 13. Further, in step S5506, the engine control device 13
Communication unit 1 via a communication terminal 1604 connected to
From 640, an engine speed command value Ne * is received.

Then, in step S5508, the first and second torque command values Mm1 * and Mm2 *, which are the torque command values of the first and second rotating electrical machines 2000 and 3000, are calculated. This calculation is executed by calling a subroutine shown in FIG. Further, the following step S5510
Then, the first and second torque command values Mm1 * and Mm2 * (torque command values of the first and second rotary electric machines 2000 and 3000) calculated in step S5508 are transmitted to the communication port built in the control unit 1630 and The data is transmitted to the inverter device 14 via the communication unit 1650.

The subroutine called in step S5508 will now be described with reference to FIG. First, in step S5600, it is determined whether or not the engine speed command value Ne * received from the engine control device 13 is "0FFFFH". If this step is determined to be affirmative, the process proceeds to step S5606, where the first torque command value Mm
After setting 1 * to “0”, the process advances to step S5608.

If the determination in step S5600 is negative, the flow advances to step S5601 to set the center frequency of the band stop filter (BSF) to the frequency of the torque ripple of the engine 1. This band stop filter is configured as a known digital filter that removes a specific frequency component of an input signal. In such a case, the center frequency of the band stop filter is the engine speed Ne.
It is set variably according to (actual rotation speed) and is set to a constant multiple of the engine rotation speed Ne (a constant multiple according to the number of cylinders of the engine 1).

Here, the current engine speed Ne
Is the same rotation speed as the first rotor 2010 and the output shaft 2 of the engine 1 shown in FIG. Accordingly, the first and second rotating electrical machines 2000, 2000, received from the inverter device 14,
The present engine speed Ne is calculated from the following equation (3) based on the respective 3000 speeds Nm1 and Nm2.

Ne = Nm1 + Nm2 (3) Then, in a succeeding step S5602, the engine speed Ne is passed through a band stop filter. By the calculation processing of the band stop filter, an engine torque ripple equivalent of the Ne signal is removed. That is, the frequency band related to the engine torque ripple is regulated for the engine speed Ne.

Thereafter, the flow advances to step S5603 to determine the engine speed command value Ne * and the current engine speed Ne.
(Ne value after frequency regulation) and the rotational speed deviation εi
Is calculated by the following equation (4).

Εi = {(Ne * −Ne) + C2 · εi−1} / (1 + C2) (4) where C2 is a preset coefficient and i is This is a code representing the number of operations.

After calculating the rotational speed deviation εi, step S56
In 04, a first torque command value Mm1 * for commanding the first rotary electric machine 2000 is calculated by the following equation (5). Mm1 * = Mm1 * + K1.epsilon.i + K2.epsilon.i-1 + K3.epsilon.i-2 (5) In the equation (5), K1, K2 and K3 are preset coefficients.

Further, in step S5608, the second rotating electric machine 3000 is used by using the vehicle driving torque command value Mv *.
Is calculated by the following equation (6).

Mm2 * = Mv * −Mm1 * (6) After calculating the torque command value Mm2 *, the program returns to the program that called the subroutine.

Next, the P range process (parking process) in step S5422 in the program shown in FIG.
Will be described with reference to the flowchart of FIG.
In this P range processing, first, in step S5700, the vehicle drive torque command value Mv * is cleared to "0". In the next step S5702, “0FFFFH (hexadecimal)” is set to the vehicle drive power request value Pv *. After that, in step S5704,
The required vehicle drive power value Pv * set at 5702 is transmitted to the engine control device 13.

Further, in step S5706, an engine speed command value Ne * is received from a communication port connected to the engine control device 13. Step S5
In 708, the first and second rotating electric machines 2000, 300
The first and second torque command values Mm1 * and Mm2 *, which are the respective torque command values of 0, are both cleared to "0". Thereafter, in step S5710, the first and second torque command values M
m1 * and Mm2 * are transmitted to the inverter device 14 via the communication port and the communication unit 1650 built in the control unit 1630.

Next, the R range process of step S5426 in the program shown in FIG.
Will be described with reference to the flowchart of FIG.
In the R range process, first, in step S5800, a vehicle drive torque command value Mv * is calculated. This calculation includes the vehicle speed V, the accelerator opening ACC, and the brake state BRK.
And a shift search using the shift position SFT as an input parameter. That is, in the ROM built in the control unit 1630, for example, a map having the characteristics shown in FIG. FIG. 21A shows the characteristics when the shift position SFT is in the "R" range, and shows the characteristics of the vehicle drive torque command value Mv * using the vehicle speed V, the accelerator opening ACC, and the brake state BRK as parameters. In FIG. 21, the vehicle speed V is normalized by the maximum vehicle speed, but the stored map value is searched by the absolute value of the vehicle speed V.

Further, in step S5802, a required vehicle drive power value Pv * is calculated. In this calculation, based on the coefficient Ca, the vehicle drive torque command value Mv *, and the vehicle speed V, the required vehicle drive power value Pv * is obtained by the following equation: Pv * = Ca · Mv * · V.

Thereafter, in step S5804, the required vehicle drive power value P calculated in step S5802 is obtained.
v * is transmitted to the engine control device 13. In the following step S5806, an engine speed command value Ne * is received from a communication port connected to the engine control device 13. Further, in step S5808, the first and second torque command values Mm1 *, Mm2 *, which are the respective torque command values of the first and second rotating electric machines 2000, 3000, are calculated. This calculation is performed by calling the subroutine in FIG. 16 as in the start-up process (the routine in FIG. 15). Finally, in step S5810, the first and second torque command values Mm1 *, Mm2 * are stored in the control unit 163.
0 to the inverter device 14 via the built-in communication port and the communication unit 1650.

Next, the N range processing (processing at the time of neutral) in step S5430 in the program shown in FIG. 14 will be described with reference to the flowchart in FIG. In this N range processing, first, in step S5
At 900, the vehicle drive torque command value Mv * is cleared to "0", and at step S5902, "0FFFFH (hexadecimal)" is set to the vehicle drive power request value Pv *. Thereafter, in step S5904, the required vehicle drive power value Pv * set in step S5902 is set.
Is transmitted to the engine control device 13.

Further, in step S5906, an engine speed command value Ne * is received from a communication port connected to the engine control device 13. Step S59
08, the first and second rotating electric machines 2000, 3000
The first and second torque command values M which are the respective torque command values of
m1 * and Mm2 * are both cleared to "0" and the following step S
At 5910, the first and second torque command values Mm1 *, M
m2 * is transmitted to the inverter device 14 via the communication port and the communication unit 1650 built in the control unit 1630.

Next, the D range processing of step S5432 (processing at the time of forward movement) in the program shown in FIG.
Will be described with reference to the flowchart of FIG.
In the D range processing, first, in step S6000, a vehicle drive torque command value Mv * is calculated. This calculation includes the vehicle speed V, the accelerator opening ACC, and the brake state BRK.
And a shift search using the shift position SFT as an input parameter. That is, in the ROM built in the control unit 1630, for example, a map having the characteristics shown in FIG. FIG. 21 (b) shows the characteristics when the shift position SFT is in the "D" range, that is, the characteristics of the vehicle drive torque command value Mv * using the vehicle speed V, the accelerator opening ACC, and the brake state BRK as parameters. The map shown in FIG. 21B has basically the same structure as that shown in FIG. 21A.

Further, in step S6002, a required vehicle drive power value Pv * is calculated. In this calculation, based on the coefficient Ca, the vehicle drive torque command value Mv *, and the vehicle speed V, the required vehicle drive power value Pv * is obtained by the following equation: Pv * = Ca · Mv * · V.

Then, in step S6004, the vehicle drive power demand value P calculated in step S6002 is calculated.
v * is transmitted to the engine control device 13. Step S6
At 006, the engine speed command value Ne * is received from the communication port connected to the engine control device 13. Further, in step S6008, the first and second torque command values Mm1 *, Mm2 *, which are the respective torque command values of the first and second rotating electrical machines 2000, 3000, are calculated. This calculation is performed by a start process and an R range process (see FIGS. 15 and 18).
This routine is performed by calling the subroutine of FIG. Finally, in step S6010, the first and second torque command values Mm1 *, Mm2 * are stored in the communication port and communication unit 165 built in the control unit 1630.
0 to the inverter device 14.

In this embodiment, the control unit 1630 of the hybrid control device 16 in FIG.
16 and the processing in step S5602 in FIG. 16 correspond to the band regulating means described in the claims, and the processing in steps S5603 and S5604 in FIG. 16 correspond to the torque command value calculating means.

The operation of the present embodiment having the above-described configuration will be described below with reference to (a) a starting state, (b) a forward traveling state, and (c) a backward traveling state. (A) Starting state First, the starting state will be described. By the way, i not shown
When the G key switch is turned on, the engine control device 13
And inverter device 14 and hybrid control device 16
Power is supplied from a 12 V [volt] auxiliary battery (not shown). Thus, the control unit 1306 in the engine control device 13, the control unit 1427 in the inverter device 14, and the control unit 1630 in the hybrid control device 16 activate various programs stored in the respective ROMs.

At the beginning of the start, the engine control device 1
The operation of No. 3 will be described with reference to the program of FIG. 4. In such a case, the air is not taken in because the engine 1 is not rotating, and the intake air amount Q taken in at that time and the The calculated intake air amount Qo per rotation is both "0" (steps S5002 and S50 in FIG. 4).
06). Therefore, the injection time TAU is only the invalid injection time Tv (steps S5010 and S5011), and even if the injection signal TAU is output, no fuel is supplied to the engine 1 (step S5014), and the engine 1 keeps the stopped state.

In the inverter device 14, when the iG key switch is turned on, the program shown in FIG. 11 is started. First, the first and second torque command values Mm
1 *, Mm2 * and current command values im1d *, im2d *, im1q *
, Im2q * are initialized to “0” (step S5200 in FIG. 11). Immediately after the iG key switch is turned on, communication with the external device is not performed (step S5204 is N
O), the processing of steps S5206-S5210 is not performed. In this case, in the torque control of the first and second rotating electric machines 2000 and 3000 executed in the flowchart of FIG. 12, the torque is controlled to “0”.
In addition, since the rotation speeds Nm1 and Nm2 taken in steps S5212 and S5214 in FIG. 11 are also "0", the rotation speed information of the first and second rotary electric machines 2000 and 3000 includes "Nm1 = 0" and "Nm2". = 0 ”is transmitted to the hybrid control device 16 (step S5).
218).

On the other hand, in the hybrid controller 16, i
The program shown in FIG. 14 is started by turning on the G key switch. Then, when the start switch 10 is turned “ON” with the turning on of the iG key switch, the start state STA
Shifts from "0" to "1", and the starting state STA is captured (step S5408 in FIG. 14). At this point, the engine 1 is not rotating and the first and second
Of the first and second rotating electric machines 2000 and 3000 received from the inverter device 14 are both "0" (step S5410). S541
2).

In this case, when the starting state STA becomes "1" (YES in step S5416), a starting process is executed (step S5418). In this starting process, the vehicle drive torque command value Mv in the program of FIG.
Is set to "0", and the vehicle drive power request value Pv * is set to "0FFFFH (hexadecimal)" and transmitted to the engine control device 13 (step S5500).
To S5504). As described above, "0FFFFH"
Are information indicating the starting state of the engine 1.
It is not the absolute value of the vehicle drive power demand value itself.

When a reception interrupt occurs in the interrupt program of FIG. 5, the engine control device 13 receives the vehicle drive power request value Pv * (step S5100). At this time, since the Pv * value is data indicating the engine start state (YES in step S5102), it is determined whether or not the engine speed Ne exceeds a predetermined idle speed Neidl until the engine 1 performs combustion rotation. (Step S5110) Since the engine 1 is not rotating at the beginning of the start, the engine start rotational speed NeSTA previously stored in the ROM is set as the engine rotational speed command value Ne *, and the intake air amount adjustment amount TH is set.
Is set to “0” (steps S5112 and S511).
4). Further, the throttle actuator 6 is controlled so that the throttle valve 5 is fully closed (step S512).
2). Further, the engine start rotation speed NeSTA is transmitted to the hybrid control device 16 (step S512).
4).

In the hybrid control device 16, the program shown in FIG.
A is received as the engine speed command value Ne * (step S5506), and the first and second engine speed command values Ne * and the vehicle drive torque command value Mv * (Mv * = 0) at that time are received. And second torque command values Mm1 which are torque command values of the rotary electric machines 2000 and 3000 of FIG.
*, Mm2 * are calculated (step S5508). At this time, the subprogram shown in FIG. 16 is called to perform the calculation, and the calculated first and second torque command values Mm are calculated.
1 * and Mm2 * are transmitted to the inverter device 14 (step S5510).

As described above, the first and second torque command values M
When m1 * and Mm2 * are transmitted to the inverter device 14, the inverter device 14 confirms that data has been received (YES in step S5204 in FIG. 11), and the first and second torque command values Mm1 *, Mm2 * is fetched and stored in the memory (step S5206). In addition, the d-axis and q
The shaft current command values im1d * and im1q * are calculated,
The current command value for energizing the second rotating electric machine 3000 is d
The axis and q-axis current command values im2d * and im2q * are calculated,
These calculated values are stored in the memory (step S520)
8, S5210).

The current command values im1d * thus calculated,
Based on im1q *, im2d *, and im2q *, the inverter device 14 performs the first operation according to the program shown in FIG.
And the second rotating electric machines 2000 and 3000 are controlled.
Further, the rotational speeds Nm1 and Nm2 of the first and second rotating electric machines 2000 and 3000 are calculated, and the Nm1 and Nm1 are calculated.
, Nm2 are transmitted to the hybrid controller 16 (steps S5212-S5218).

With the above operation, the engine 1 is started by controlling the first and second rotating electric machines 2000 and 3000. Then, when the engine 1 starts burning and rotating,
The engine control device 13 determines that the engine speed Ne exceeds the idle speed Neidl (step S5110 in FIG. 5 is YES), and transmits “0FFFFH” to the hybrid control device 16 as the engine speed command value Ne *. . Upon receiving this transmission signal, the hybrid controller 16 determines that Ne * = 0FFFFH (YES in step S5600 in FIG. 16), and sets "0" to the first torque command value Mm1 *. Therefore, in this state, the start switch of the iG key switch is turned off.
When F is pressed, the engine rotates in an idle state, and the vehicle is maintained in a stopped state.

(B) Forward running state Next, the state in which the shift lever is operated to the "D" range, that is, the forward running state will be described. That is, when the shift lever is operated to the “D” range, the shift position SFT taken in by the hybrid controller 16 becomes “8”, and the process of the D range is executed (step S5432 in FIG. 14). For the details of the D range processing, the program shown in FIG. 20 is applied. At this time, if the accelerator opening ACC is “0”, the state is the same as the state after the start is completed. However, when the accelerator pedal is depressed, the vehicle drive torque command value Mv * in the D range processing becomes equal to the accelerator opening ACC. (Step S600 in FIG. 20)
0). This calculation is performed by the ROM built in the control unit 1630.
21 (b) stored in the data area of FIG.

For example, when the accelerator opening ACC becomes 20% from a state where the vehicle is stopped (BRK = OF
F), the vehicle driving torque command value Mv * is the maximum torque (Mv
* = 1.0) of 20%. In the D range processing, a required vehicle drive power value Pv * is calculated according to the vehicle drive torque command value Mv * and the vehicle speed V (step S6002). Note that, when the vehicle is stopped, the vehicle driving power request value Pv * is “0” because the vehicle speed V = 0. The vehicle drive power request value Pv * calculated in this way is transmitted to engine control device 13 (step S6004).

The engine control unit 13 receives the vehicle drive power request value Pv * transmitted from the hybrid control unit 16 (step S5100 in FIG. 5). At this time, if Pv * = 0, a negative determination is made in step S5102 and a positive determination is made in step S5104. Therefore, the engine speed command value Ne * is set to "0FF
FFH "and the intake air amount adjustment amount TH is set to" 0 "(steps S5118, S512).
0). At this time, since the intake air amount adjustment amount TH is controlled at “0”, the engine 1 is maintained in an idle state. On the other hand, in the hybrid control device 16, since the vehicle is stopped and the engine 1 is in the idle rotation state, the idle rotation speed Neidl is received as the rotation speed Nm 1 of the first rotary electric machine 2000 and the second rotary electric machine The rotation speed data (Nm2 = 0) when the vehicle is stopped is received as 3000 rotation speed Nm2 (step S in FIG. 14).
5410, S5412).

In the hybrid control device 16, D
The process of FIG. 20, which is a detailed range program, is executed. At this time, since the engine speed command value Ne * received from the engine control device 13 is "0FFFFH", the process is called in step S6008 of FIG. In the subroutine of FIG. 16, step S5600 is determined to be affirmative. Therefore, the first torque command value Mm1 * is set to "0" and the second torque command value Mm2 *
Is set as the same value as the vehicle drive torque command value Mv * (steps S5606 and S5608 in FIG. 16). These two torque command values Mm1 *, Mm2 * are transmitted to the inverter device 14, and the first and second rotating electric machines 2000, 3000 are torque-controlled by the inverter device 14.
That is, the engine 1 is maintained in the idle state, and the vehicle is started and accelerated only by the output torque of the second rotating electric machine 3000.

When the vehicle starts and the vehicle speed V is generated, the program shown in FIG.
The vehicle drive power demand value Pv * calculated in 02 is “0”
And the power request value Pv * is transmitted to the engine control device 13 (step S6004).

In the engine control unit 13, the interruption program shown in FIG. 5 is started by the reception interruption, and the required vehicle drive power value Pv * calculated by the hybrid control unit 16 is read and stored in the memory (step S).
5100). At this time, under the running state of the vehicle,
A negative determination is made in both steps S5102 and S5104 in FIG. 5, and the processing in step S5106 is performed. That is, by searching the engine characteristic map shown in FIG. 8, the read vehicle drive power demand value Pv * (FIG.
The operating point at which the engine 1 outputs the torque most efficiently (point C in FIG. 8) and the engine speed command value Ne * corresponding to the operating point are determined from the curve B), and the memory storage data is updated. You.

By searching the engine characteristic map shown in FIG. 9, the throttle opening target value θTH *, which is the opening of the throttle valve 5 for maintaining the operating point (point C in FIG. 8), is determined. At the same time, the intake air amount adjustment amount TH is calculated based on the throttle opening target value θTH *, and the memory storage data is updated (step S510).
8). Then, when the throttle actuator 6 is controlled by the calculated intake air amount adjustment amount TH (step S5122), the engine 1 sets the vehicle drive power request value P
As a result, v * output torque is generated (the amount of intake air is appropriately adjusted). Simultaneously with the generation of the output torque of the engine 1 (throttle control), the engine speed command value Ne * is transmitted to the hybrid control device 16 (step S5124). This engine speed command value N
e * is a value that is increased compared to the current engine speed Ne by, for example, increasing the accelerator opening by 20%.

The engine speed command value Ne * is received by the hybrid controller 16 (step S6006 in FIG. 20). The hybrid control device 16 calculates first and second torque command values Mm1 * and Mm2 *, which are torque command values of the first and second rotating electric machines 2000 and 3000, based on the engine speed command value Ne *. , This M
The m1 * value and the Mm2 * value are transmitted to the inverter device 14 (Steps S6008, S6010).

At this time, the first and second torque command values M
As described above, m1 * and Mm2 * are calculated based on the program shown in FIG. That is, in the hybrid control device 16, the engine speed command value Ne * transmitted from the engine control device 13 and the rotation speeds Nm 1 and Nm 2 of the first and second rotary electric machines 2000 and 3000 received from the inverter device 14 are used. Actual engine speed Ne based on
Then, the rotational speed deviation εi is calculated (step S in FIG. 16).
5603), the present value εi of the rotational speed deviation, the previous value εi−
A first torque command value Mm1 *, which is a torque command value of the first rotating electrical machine 2000, is calculated from 1 and the value εi−2 before last (step S5604, equation (5)).

In calculating the first torque command value Mm1 *, the value detected as the actual engine speed Ne is:
The frequency band related to the engine torque ripple is regulated by passing through the band stop filter (step S
5602). Then, Mm is determined by the Ne value after the frequency regulation.
1 * value is calculated.

Thereafter, the inverter device 14 receives the first torque command value Mm1 * from the hybrid control device 16 (step S5206 in FIG. 11), and this Mm1 *
The first rotary electric machine 2000 is torque-controlled based on the value. At this time, when the inverter device 14 controls the torque of the first rotating electric machine 2000 with the first torque command value Mm1 *, the engine 1 rotates with the first rotating electric machine 2000 as a load. In such a case, since the engine 1 outputs the required vehicle drive power value Pv *, the first rotating electric machine 20 is controlled to balance the required power value Pv *.
00 generates power.

When the first rotating electric machine 2000 generates electric power, the first rotor 2010 (see FIG. 2) has the engine 1
, The electromagnetic force Mm1 acts between the second rotor 2310 (see FIG. 2). Therefore, the reaction torque (electromagnetic force) Mm1 of the torque generated by the engine 1 is transmitted to the second rotor 2310, and further transmitted to the deceleration transmission unit 4000. This reaction torque Mm
1 is controlled to be equal to the first torque command value Mm1 *, which is the torque command value of the first rotating electric machine 2000.

On the other hand, the hybrid control device 16 calculates the first torque command value Mm from the vehicle drive torque command value Mv *.
By subtracting 1 *, a second torque command value Mm2 *, which is a torque command value of the second rotating electric machine 3000, is calculated (FIG. 1).
6, Step S5608, Equation (6)). Then, the second torque command value Mm2 * is transmitted to the inverter device 14, and the inverter device 14 controls the torque of the second rotary electric machine 3000 based on the Mm2 * value.

At this time, the torque generated between the stator 3010 and the second rotor 2310 becomes the second torque command Mm2 *, and the torque control is performed.
Has a first torque command value Mm1 *, which is a torque command value of the first rotating electric machine 2000, and a second torque command value M, which is a torque command value of the second rotating electric machine 3000.
The resultant torque with m2 * acts. That is,
The same torque as vehicle drive torque command value Mv * is transmitted to second rotor 2310, and further transmitted to deceleration transmission section 4000. Therefore, the vehicle drive torque command value M
The vehicle is driven in v * ways (Mv * = Mm1 * + Mm2 *).

Consider the above-described power balance during running of the vehicle. In such a case, as shown in the following equation (7), the torque Me generated by the engine 1 and the generated torque Mm1 of the first rotary electric machine 2000 are balanced.

Me = Mm 1 (7) The electric power Pe generated by the engine 1 is calculated from the engine speed Ne and the engine output torque Me based on the following equation (8).

Pe = C · Ne · Me (8) where C is a preset coefficient in the above equation (8). Further, the generated power Pm1 of the first rotating electric machine 2000 is equal to the rotation speed Nm of the first rotating electric machine 2000.
1 and the generated torque Mm1 are calculated based on the following equation (9).

Pm1 = C · Nm1 · Mm1 (9) where C is a preset coefficient in the above equation (9). Here, since the first rotor 2010 and the second rotor 2310 in the first rotating electric machine 2000 have an action and a reaction relationship with each other, the first rotor 2010 and the second rotor 2310 have the same torque Mm1 generated in the first rotor 2010. Torque is second
Occur in the rotor 2310. And the second rotor 2
The electric power obtained from the torque generated at 310 and the engine speed Ne is the difference between the electric power Pe generated by the engine 1 and the electric power Pm1 generated by the first rotating electric machine 2000, and the expressions (7) to (9). Can be calculated by the following equation (10).

Pe−Pm1 = C · (Ne−Nm1) · Me (10) In the equation (10), a part of the power output from the engine 1 is generated by the first rotating electric machine 2000. At the same time that the energy is converted into electricity, the output torque Me of the engine 1 is changed by the first rotor 2010 constituting the first rotating electric machine 2000.
And the second rotor 2310 is electromagnetically transmitted. Further, the second rotary electric machine 3000 is electrically operated to generate a torque based on the second torque command value Mm2 * calculated by the above equation (6), so that the engine 1
A vehicle driving torque command value Mv * required for traveling is generated irrespective of the rotation speed of the vehicle. At this time, ignoring the energy conversion efficiency between the first and second rotating electric machines 2000 and 3000 and the inverter device 14 that drives them, the electric power generated by the first rotating electric machine 2000 is converted to the second rotating electric machine 30.
By supplying the power to 00, the energy generated by the engine 1 is transmitted to the traveling drive system without taking out the electric power from the power storage device 15, so that the vehicle can travel forward.

(C) Reverse running state Next, the state in which the shift lever is operated to the "R" range, that is, the reverse running state will be described. That is, when the shift lever is operated to the “R” range, the shift position SFT taken by the hybrid control device 16 becomes “2”, and the affirmative determination is made in step S5424 of the program in FIG. 14, and the processing of the R range in step S5426 is performed. Be executed. The program shown in FIG. 18 is applied to the details of the processing of the R range.

Note that the outline of the program in FIG. 18 matches the above-described D range processing in FIG. 20 during forward running (only the step numbers are different). In other words, in the R range processing, the rotation direction of the second rotary electric machine 3000 is reversed. The characteristics of the search map for the vehicle drive torque command value Mv * are as shown in FIG. However, the difference is the same as that of the D range processing, and the description is omitted here.

According to the present embodiment described in detail above, the following effects can be obtained. (A) In the hybrid vehicle control system according to the present embodiment, first rotating electric machine 2000 uses engine speed command value N
The rotation speed is controlled according to e * (target rotation speed). At this time, the operation of the engine 1 can be maintained at the engine operating point where the fuel efficiency and the emission of the engine 1 are in the best state while corresponding to the engine characteristics, and the highly efficient engine operation can be realized. In such a configuration, the vehicle driving torque is the sum of the torque generated by first rotating electric machine 2000 and the torque generated by second rotating electric machine 3000, and is appropriately controlled based on the vehicle driving information. Become. At this time, the torque generated in first rotating electrical machine 2000 balances the output torque of engine 1 and
The output torque of the engine 1 is transmitted electromagnetically as a part of the vehicle driving torque. Therefore, efficient energy transmission can be realized.

(B) In this embodiment, as a feature, a predetermined frequency band based on the torque ripple of the engine 1 is regulated by the band stop filter for the engine revolution Ne (actual revolution). The torque command value Mm1 * of the first rotating electric machine 2000 is calculated using the engine speed Ne. According to the above configuration, it is possible to solve the conventional problem that the rotational fluctuation caused by the torque ripple (pulsation of the power) of the engine 1 is transmitted to the axle 18 to deteriorate the driving feeling, and to achieve desired responsiveness and accuracy. Can be secured.

(C) Since the center frequency of the band-stop filter is changed in accordance with the actual engine speed Ne, even when the engine speed Ne rises or falls, the amount of rotation fluctuation due to the engine torque clip is properly adjusted. Can be removed.

(D) A band stop filter is configured to remove a frequency component that is a predetermined multiple of the engine speed Ne. With this configuration, it is possible to more reliably remove the rotation fluctuation caused by the engine torque clip.

(E) The actual engine speed Ne is calculated based on the measured value Nm1 of the rotation speed of the first rotating electrical machine 2000 and the measured value Nm2 of the rotating speed of the second rotating electrical machine 3000. . In this case, the actual rotation speed of the engine 1 can be collectively managed by the hybrid control device 16 which is the center of the control system, and the versatility of the system is improved.

(F) According to the structure of the power transmission means 12 in the present embodiment, the power transmission means 12 can be reduced in size and weight, so that the vehicle weight can be reduced and the system efficiency can be improved. Can be.

(G) Further, in the present control system, the required amount of engine power is output in accordance with the required vehicle drive power Pv *, and the first and second engine powers are transmitted during the energy transmission process.
And the rotary electric machines 2000 and 3000 transmit and receive energy. Therefore, charge and discharge of power storage device 15 are suppressed as much as possible, and the amount of power storage device 15 brought out during traveling of the vehicle is reduced. Therefore, the size of the power storage device 15 can be reduced, and the efficiency of the entire vehicle is improved. Also,
Since the amount of power storage device 15 taken out is reduced, the battery life can be improved even if a battery is used as power storage device 15.

(H) Further, a vehicle equipped with the hybrid vehicle control system of the present embodiment can be realized as a vehicle with a remarkably low fuel consumption compared to a vehicle widely used at present.

The embodiments of the present invention can be embodied as follows in addition to the above. When the engine speed Ne (actual engine speed) is equal to or less than a predetermined value (for example, Ne <1000 rpm)
), The frequency band of the engine speed Ne may be restricted. That is, the problem due to the torque ripple of the engine 1 becomes more pronounced during low-speed operation such as idling. Therefore, by restricting the frequency band of the engine speed Ne only at the time of predetermined low-speed operation, the arithmetic processing by the hybrid control device 16 can be reduced.

In the above embodiment, the band stop filter is connected to the hybrid controller 16 (the control unit 163).
Although the digital filter described in (0) is used, the filter may be changed or a separate filter circuit may be provided (an analog filter may be used). Further, a high-pass filter (HPF) and a low-pass filter (LPF), each having a different cutoff frequency, may be combined to form a band stop filter as the band limiting unit.

In the above embodiment, the center frequency of the band stop filter is variably set according to the Ne value. However, the center frequency may be configured as fixed data. Further, N taken in by the engine control device 13 as an actual value (actual rotation speed) of the engine rotation speed Ne.
The e value may be used (see the flow of FIG. 4).

In the above embodiment, the power transmission means 12 is embodied in the configuration shown in FIG.
The present invention may be applied to a power transmission unit having a configuration described in the specification of Japanese Patent Application Publication No. 66, or a configuration disclosed in Japanese Patent Application Laid-Open No. 7-135701. The engine control device 13 has a built-in drive function of the intake air amount adjusting means (throttle actuator 6).
Even if it is separated from 3, the gist of the present invention does not change.

Although a known battery is used as the power storage device 15, a flywheel battery or the like, an electric double layer capacitor, or a combination thereof may be used.

Although the in-line four-cylinder gasoline internal combustion engine is used as the engine 1, the number of cylinders is irrelevant to the present invention, and another internal combustion engine may be used. For example, a gasoline engine or a diesel engine that does not require intake air amount control may be applied to the hybrid vehicle control system of the present invention.

Engine control device 13, inverter device 1
As a method of transmitting information between the hybrid control device 4 and the hybrid control device 16, a known start-stop synchronous communication means is used, but the gist of the present invention does not change even if other methods are used. In addition, the configuration of each of these devices 13, 14, and 16 and various calculations assigned to each of the devices 13, 14, and 16 are as follows.
The configuration is not limited to the above-described configuration, and may be embodied by appropriately changing the configuration.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram showing an outline of a hybrid vehicle control system according to an embodiment of the invention.

FIG. 2 is a sectional view showing a configuration of a power transmission unit.

FIG. 3 is a block diagram showing a configuration of an engine control device.

FIG. 4 is a flowchart showing a main program of control by the engine control device.

FIG. 5 is a flowchart showing an interrupt program for control by the engine control device.

FIG. 6 shows an intake air temperature correction coefficient fT built in the engine control device.
FIG.

FIG. 7 shows a warm-up correction coefficient fWL built in the engine control device.
FIG.

FIG. 8 is a characteristic diagram showing an engine operating point determined by the engine control device.

FIG. 9 is a characteristic diagram showing a throttle opening target value determined by the engine control device.

FIG. 10 is a block diagram illustrating a configuration of an inverter device.

FIG. 11 is a flowchart showing a main program of control by the inverter device.

FIG. 12 is a flowchart showing an interrupt program for control by the inverter device.

FIG. 13 is a block diagram showing a configuration of a hybrid control device.

FIG. 14 is a flowchart showing a main program of control by the hybrid control device.

FIG. 15 is a flowchart showing a start processing program by the hybrid control device.

FIG. 16 is a flowchart showing a subprogram by the hybrid control device.

FIG. 17 is a flowchart showing a P range program by the hybrid control device.

FIG. 18 is a flowchart showing an R range program by the hybrid control device.

FIG. 19 is a flowchart showing an N range program by the hybrid control device.

FIG. 20 is a flowchart showing a D range program by the hybrid control device.

FIG. 21 is a characteristic diagram of a vehicle drive torque command value determined by the hybrid control device.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 7 ... Accelerator sensor, 8 ... Brake sensor, 9 ... Shift switch, 10 ... Start switch, 12 ...
Power transmission means (power conversion means), 13 ... engine control device, 14 ... inverter device, 15 ... power storage device, 16 ... hybrid control device, 1630 ... control unit constituting band regulation means and torque command value calculation means, 18 ... Axle, 2000: first rotating electric machine, 3000: second rotating electric machine.

Claims (6)

[Claims] Power conversion means coupled to the engine and including a first rotating electric machine for determining an engine speed and a second rotating electric machine for determining a driving force of a vehicle; The present invention is applied to a hybrid vehicle including an inverter device for driving the first and second rotating electric machines, and a power storage device electrically connected to the inverter device, and outputs the engine output torque according to vehicle operation information. A control device for controlling the torque value generated in the first and second rotating electric machines based on a torque control amount of the engine and a target rotation speed of the engine corresponding to the engine characteristics. A real-time value of the engine speed, and a band for regulating a predetermined frequency band based on the torque ripple of the engine with respect to the real speed. Control means and a hybrid vehicle control device, characterized in that it comprises a torque command value calculating means for calculating a torque command value of said first rotating electric machine by using the actual rotation speed obtained by the restriction. 2. The hybrid vehicle control device according to claim 1, wherein said band regulating means comprises a band stop filter for removing a frequency component of a torque ripple of said engine from an actual value of an engine speed. 3. The hybrid vehicle control device according to claim 2, wherein a center frequency of said band stop filter is changed according to an actual value of an engine speed. 4. The hybrid vehicle control device according to claim 2, wherein the band stop filter is configured to remove a frequency component that is a predetermined multiple of the engine speed. 5. The hybrid according to claim 1, wherein said band regulating means regulates the frequency band of the engine speed only when the actual value of the engine speed is equal to or less than a predetermined value. Car control device. 6. The engine according to claim 1, wherein an actual value of the engine speed is calculated based on a measured value of the rotational speed of the first rotating electric machine and a measured value of the rotational speed of the second rotating electric machine. The hybrid vehicle control device according to any one of the above.