CN104648377B - The control device of motor vehicle driven by mixed power - Google Patents

Abstract

A control device for a hybrid vehicle that controls the output value of an electric motor so that the engine rotation speed of the engine converges to a target engine rotation speed so that the engine rotation speed does not change even when the differential rotation speed of a planetary gear mechanism approaches zero (0). It is easy to make the engine rotation speed converge to the target engine rotation speed and stabilize the engine rotation speed. A control unit (33) calculates an estimated value of the driving force of the engine (2) lost in the planetary gear mechanism (4), and calculates an output value of the electric motor (6, 7) based on the estimated value.

Description

Controls for hybrid vehicles

technical field

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

Background technique

Conventionally, among hybrid vehicles, there is known a vehicle in which the driving force of the engine, the driving force of the first electric motor for running, and the driving force of the second electric motor are transmitted to the drive wheels through the first planetary gear mechanism and the second planetary gear mechanism. transfer.

As such a control device for a hybrid vehicle, there are, for example, the following prior art documents.

prior art literature

patent documents

Patent Document 1: Japanese Unexamined Patent Publication No. 2006-262585

Patent Document 2: Japanese Unexamined Patent Publication No. 2012-171593

In the hybrid vehicle and its control method disclosed in Patent Document 1, a power distribution integration mechanism (planetary gear mechanism: PG1, PG2) and a reduction gear are provided, and the first electric motor (MG1) and the second electric motor (MG2) are controlled so that the The driving force transmitted to the output shaft by the operating state of the engine becomes the target value, and the power distribution and integration mechanism (planetary gear mechanism: PG1, PG2) connects the engine and the first electric motor (MG1), and the engine and the first electric motor (MG1) The driving force is transmitted to the driving wheels, the reduction gear is connected to the second electric motor (MG2), and the driving force of the second electric motor (MG2) is transmitted to the driving wheels.

In addition, in this patent document 1, when the output value of the second electric motor (MG2) is controlled so that it is near zero (0), the direction of the torque generated by the second electric motor (MG2) is reversed in positive and negative directions, so Abnormal sounds may be generated from reduction gears, etc. In such cases, the second motor (MG2) is controlled so that the output value of the second motor (MG2) is out of the range near zero (0).

In the hybrid vehicle of Patent Document 2, in order to set the output shaft on which the drive wheels are mounted at a desired rotational speed, the target engine rotational speed is set based on the result of the rotational speed of the output shaft, and the engine rotational speed and the target engine rotational speed are The rotation speed deviation controls the torque of the electric motor (so-called feedback control) so that the engine rotation speed reaches the target engine rotation speed.

Contents of the invention

The problem to be solved by the invention

However, in conventional control devices for hybrid vehicles, when the target engine rotational speed approaches the rotational speed of the output shaft, the first planetary gear mechanism ( PG1) and the second planetary gear mechanism (PG2) are integrated, and are in a state close to constant speed rotation. In such a state, there is a disadvantage that the engine rotation speed becomes unstable due to the feedback control, the influence of the first planetary gear mechanism (PG1) and the second planetary gear mechanism (PG2).

Therefore, the present invention provides a control device for a hybrid vehicle capable of stabilizing the engine rotation speed even when the differential rotation speed of the planetary gear mechanism approaches zero (0).

solutions to problems

The present invention is a control device for a hybrid vehicle, comprising: an engine outputting driving force; two planetary gear mechanisms connected to the engine; two electric motors connected to the two planetary gear mechanisms respectively; and an output shaft, It is connected to the engine and the electric motor through the planetary gear mechanism, the control device of the hybrid vehicle controls the output value of the electric motor so that the engine rotation speed of the engine converges to the target engine rotation speed, and the control device of the hybrid vehicle It is characterized in that it includes a control unit that calculates an estimated value of the driving force of the engine lost in the planetary gear mechanism, and calculates an output value of the electric motor based on the estimated value.

Invention effect

The present invention controls the output value of the motor by estimating the driving force of the engine lost in the planetary gear mechanism, so that the engine rotation speed can be stabilized even when the differential rotation speed of the planetary gear mechanism approaches zero (0).

Description of drawings

FIG. 1 is a system configuration diagram of a control device including two planetary gear mechanisms of a hybrid vehicle. (Example)

FIG. 2 is a block diagram of a control device of a hybrid vehicle. (Example)

Fig. 3 is a configuration diagram of a first planetary gear mechanism (PG1) and a second planetary gear mechanism (PG2). (Example)

Fig. 4 is a collinear diagram of the first planetary gear mechanism (PG1) and the second planetary gear mechanism (PG2) in Fig. 3 . (Example)

FIG. 5 is a flowchart of control of the hybrid vehicle. (Example)

Fig. 6 is a PG1 torque ratio search table of the first planetary gear mechanism (PG1). (Example)

FIG. 7 is a timing chart of control of the hybrid vehicle. (Example)

FIG. 8 is a diagram showing a state of transmission of driving force between the first planetary gear mechanism ( PG1 ) and the second planetary gear mechanism ( PG2 ) in FIG. 7 . (Example)

Fig. 9 is a collinear diagram of the first planetary gear mechanism (PG1) and the second planetary gear mechanism (PG2) in Fig. 8 . (Example)

10 is a system configuration diagram of a control device including one planetary gear mechanism. (Modification)

Explanation of reference signs

1 vehicle (hybrid vehicle)

2 engines (ENG)

3 Vehicle controls

4 1st planetary gear mechanism (PG1)

5 2nd planetary gear mechanism (PG2)

6 1st electric motor (MG1)

7 2nd electric motor (MG2)

8 output shaft (OUT)

21 crankshaft

33 Hybrid control module (control unit)

37 Differential rotation speed calculation unit

38 PG1 torque estimation unit

39 MG1 correction torque calculation part

40 Rotation speed deviation calculation unit

41 FB Correction Torque Calculation Unit

42 1st Computing Department

43 2nd Computing Department

detailed description

The present invention controls the output value of the motor by estimating the driving force of the engine lost in the planetary gear mechanism, thereby achieving the purpose of stabilizing the engine rotation speed even when the differential rotation speed of the planetary gear mechanism approaches zero (0).

Example

1 to 9 show embodiments of the present invention.

As shown in FIGS. 1 and 3 , a hybrid vehicle (hereinafter referred to as "vehicle") 1 is equipped with: an engine (denoted as "ENG" in the drawings) 2 that outputs driving force; and a control device for the vehicle 1 3.

The control device 3 includes: a first planetary gear mechanism (referred to as "PG1" in the drawings) 4, a second planetary gear mechanism (in this embodiment, for example, two) as a planetary gear mechanism connected to the engine 2, and a second planetary gear mechanism (indicated in the drawing). It is marked as "PG2" in the drawing) 5; the first motor (marked as "MG1" in the drawing) 6, The second electric motor (referred to as "MG2" in the drawings) 7; shaft) (marked as "OUT" on the drawings) 8.

As shown in FIGS. 3 and 4 , the first planetary gear mechanism 4 and the second planetary gear mechanism 5 are connected to the output shaft 8 through the output transmission mechanism 9 and the differential device 10 . The output transmission mechanism 9 includes: an output gear 11 connected to the first planetary gear mechanism 4; a first countershaft gear 13 meshed with the output gear 11 and mounted on one end of the countershaft 12; , the second countershaft gear 15 meshing with the final drive gear 14 of the differential device 10 . The differential 10 is connected to the output shafts 8, 8 on which the drive wheels 16, 16 are mounted. The final drive gear 14 and the second counter gear 15 constitute a reduction gear.

In the collinear diagram of the first planetary gear mechanism 4 and the second planetary gear mechanism 5 shown in FIG. 4 , A=Zs/Zr. Here, Zs is the number of teeth of the sun gear, and Zr is the number of teeth of the ring gear.

As shown in FIG. 1 , the first planetary gear mechanism 4 includes: a first sun gear 17; a first pinion 18 meshing with the first sun gear 17; a first ring gear 19 meshing with the first pinion 18; And the first carrier 20 connected to the first pinion 18 .

The first sun gear 17 is connected to the first electric motor 6 .

The first carrier 20 is connected to a crankshaft 21 of the engine 2 .

A one-way clutch 22 is provided in the middle of the crankshaft 21 . The one-way clutch 22 prevents the crankshaft 21 from rotating in the reverse direction.

As shown in FIG. 1 , the second planetary gear mechanism 5 includes: a second sun gear 23; a second pinion 24 meshing with the second sun gear 23; a second ring gear 25 meshing with the second pinion 24; And the second carrier 26 connecting the second pinion 24 and the first ring gear 19 .

The second sun gear 23 is connected to the crankshaft 21 of the engine 2 .

The second ring gear 25 is connected to the second electric motor 7 .

The first electric motor 6 includes a first rotor 27 and a first stator 28 to which the first sun gear 17 is connected. The second electric motor 7 includes a second rotor 29 and a second stator 30 connected to the second ring gear 25 .

As shown in FIGS. 3 and 4 , in the first planetary gear mechanism 4 and the second planetary gear mechanism 5 , the first carrier 20 of the first planetary gear mechanism 4 is connected to the crankshaft 21 . In addition, a one-way clutch 22 is provided in the middle of the crankshaft 21, and the one-way clutch 22 prevents the crankshaft 21 from rotating in the reverse direction.

In addition, the first electric motor 6 is connected only to the first sun gear 17 of the first planetary gear mechanism 4 . In addition, the first electric motor 6 is used for both power generation and vehicle running, and is used as a generator during normal vehicle running.

Furthermore, the second electric motor 7 is connected only to the second ring gear 25 of the second planetary gear mechanism 5 . In addition, the second electric motor 7 is used for both power generation and vehicle running, and is used as a running motor during normal vehicle running.

As shown in Figure 1, the control device 3 has: a first inverter 31 connected to the first stator 28 to control the operation of the first motor 6; a second inverter 31 connected to the second stator 30 to control the operation of the second motor 7; an inverter 32 ; and a hybrid control module (referred to as "HCM" in the drawings) 33 as a control unit to which the first inverter 31 and the second inverter 32 are connected.

In addition, the first inverter 31 and the second inverter 32 are connected to a battery 34 . The battery 34 is connected to a battery control module (referred to as “BCM” in the drawing) 35 , and the voltage supplied to the first inverter 31 and the second inverter 32 is controlled by a control signal from the battery control module 35 .

The battery control module 35 is connected to the first inverter 31 , the second inverter 32 and the hybrid control module 33 .

Further, the hybrid control module 33 is connected to an engine control module (referred to as “ECM” in the drawings) 36 that controls the engine 2 .

The control device 3 controls the output value of, for example, the first electric motor 6 as an electric motor so that the engine rotation speed of the engine 2 converges to the target engine rotation speed.

The hybrid control module 33 serving as a control unit of the control device 3 calculates an estimated value of the driving force of the engine 2 lost in the first planetary gear mechanism 4 and the second planetary gear mechanism 5, and calculates the first driving force of the electric motor based on the estimated value. The output value of the motor 6.

Therefore, as shown in FIG. 2 , the hybrid control module 33 includes: a differential rotation speed calculation unit 37; a PG1 torque estimation unit 38 connected to the differential rotation speed calculation unit 37; an MG1 reference torque input and connected to the PG1 The MG1 correction torque calculation part 39 of the torque estimation part 38; the rotation speed deviation calculation part 40; the FB correction torque calculation part 41 connected to the rotation speed deviation calculation part 40; the MG1 reference torque is input and connected to the FB correction rotation The first calculation unit 42 of the torque calculation unit 41 ; and the second calculation unit 43 connected to the first calculation unit 42 and the MG1 corrected torque calculation unit 39 .

The differential rotation speed calculation unit 37 receives the rotation speed MG1 of the first electric motor 6 and the rotation speed MG2 of the second electric motor 7 to calculate the differential rotation speed.

The PG1 torque estimation unit 38 receives the differential rotational speed calculated by the differential rotational speed calculation unit 37 , and estimates the PG1 torque of the first planetary gear mechanism 4 .

The MG1 corrected torque calculating unit 39 receives the PG1 torque estimated by the PG1 torque estimating unit 38 and the MG1 reference torque, and calculates the MG1 corrected torque of the first electric motor 6 .

The rotation speed deviation calculation unit 40 inputs the actual engine rotation speed and the target engine rotation speed, and calculates the rotation speed deviation.

The FB correction torque calculation unit 41 receives the rotation speed deviation calculated by the rotation speed deviation calculation unit 40 , and calculates the FB correction torque for feedback control.

The first calculation unit 42 inputs the FB correction torque calculated by the FB correction torque calculation unit 41 and the MG1 reference torque, and outputs the torque obtained by adding the torques to the second calculation unit 43 .

In this embodiment, the second calculation unit 43 adds the torque calculated by the first calculation unit 42 and the MG1 correction torque calculated by the MG1 correction torque calculation unit 39 to obtain a value as the MG1 torque command value of the first electric motor 6. output to the first inverter 31 .

In addition, as shown in FIG. 6 , the hybrid control module 33 includes a PG1 torque ratio lookup table. In this PG1 torque ratio search table, the PG1 torque of the first planetary gear mechanism 4 is determined from the differential rotation speed calculated based on the rotation speed of MG1 of the first planetary gear mechanism 4 and the rotation speed of MG2 of the second planetary gear mechanism 5 . Proportion.

Next, the control of this embodiment will be described according to the flowchart of FIG. 5 .

As shown in FIG. 5, when the program of the hybrid control module 33 starts (step A01), each signal is acquired first (step A02). In this step A02 , the hybrid control module 33 acquires signals from each sensor in order to calculate the MG1 torque command value of the first electric motor 6 .

And, the differential rotational speed is calculated (step A03). In this step A03 , the differential rotational speed calculation unit 37 calculates a differential rotational speed based on the rotational speed of MG1 of the first electric motor 6 and the rotational speed of MG2 of the second electric motor. Specifically, differential rotation speed=MG1 rotation speed−MG2 rotation speed.

Then, the PG1 torque of the first planetary gear mechanism 4 is estimated (step A04). In this step A04 , the PG1 torque estimation unit 38 calculates the PG1 torque ratio from the differential rotational speed from the PG1 torque ratio lookup table (see FIG. 6 ). This PG1 torque ratio becomes an estimated value of the driving force of the engine 2 lost in the first planetary gear mechanism 4 and the second planetary gear mechanism 5 .

In addition, the MG1 correction torque of the first electric motor 6 is calculated (step A05). In this step A05 , the MG1 correction torque calculation unit 39 calculates the MG1 correction torque by multiplying the absolute value of the MG1 reference torque of the first electric motor 6 by the calculated PG1 correction torque ratio.

Then, the rotation speed deviation is calculated (step A06). In this step A06, the rotational speed deviation calculation unit 40 calculates the rotational speed deviation between the actual engine rotational speed and the target engine rotational speed.

Next, the feedback (FB) correction torque is calculated (step A07). In this step A07 , the FB correction torque calculation unit 41 calculates the FB correction torque based on the above-calculated rotation speed deviation, the FB proportional gain, and the FB gain correction coefficient. Specifically, FB correction torque=rotation deviation×FB proportional gain×FB gain correction coefficient. In addition, the FB proportional gain is a value set in advance by experiments or the like.

Then, the MG1 torque command value of the first electric motor 6 is calculated (step A08). In this step A08 , the MG1 reference torque, the FB correction torque, and the MG1 correction torque are added by the first calculation unit 42 and the second calculation unit 43 of the hybrid control module 33 to calculate an MG1 torque command value.

Also, the hybrid control module 33 outputs the calculated MG1 torque command value to the first inverter 31 . Then, the first inverter 31 outputs an output value as a control signal to the first electric motor 6 based on the MG1 torque command value.

And, it returns to the program (step A09).

Next, the control of this embodiment will be described in accordance with the timing chart of FIG. 7 .

FIG. 7 shows an acceleration state in which the target engine rotational speed gradually increases as an example.

As shown in FIG. 7 , in the accelerated state, the driving force of the engine 2 is controlled so that the rotational speed of the output shaft 8 rises. In addition, the driving force of the first electric motor 6 and the second electric motor 7 is added to the value of the output of the engine 2 through the first planetary gear mechanism 4 and the second planetary gear mechanism 5 .

Specifically, in the first planetary gear mechanism 4 , the first sun gear 17 is connected to the first electric motor 6 , and the first carrier 20 is connected to the crankshaft 21 of the engine 2 . Further, the driving force from the first planetary gear mechanism 4 is transmitted to the output shaft 8 through the first ring gear 19 .

On the other hand, in the second planetary gear mechanism 5 , the second sun gear 23 is connected to the crankshaft 21 of the engine 2 , and the second ring gear 25 is connected to the second electric motor 7 . Further, the driving force from the second planetary gear mechanism 5 is transmitted to the output shaft 8 via the second carrier 26 .

Here, the configuration is such that the first ring gear 19 of the first planetary gear mechanism 4 and the second carrier 26 of the second planetary gear mechanism 5 rotate integrally. Accordingly, the driving forces generated in the first planetary gear mechanism 4 and the second planetary gear mechanism 5 are combined when output to the first ring gear 19 or the second carrier 26 and transmitted to the output shaft 8 .

In addition, when the differential rotation speed (MG1 rotation speed−MG2 rotation speed) between the rotation speed of MG1 of the first electric motor 6 and the rotation speed of MG2 of the second motor 7 takes a negative value (that is, when the rotation speed of MG2 is faster than the rotation speed of MG1 ), the output shaft 8 rotates at a higher speed than the crankshaft 21 of the engine 2, so the crankshaft 21 of the engine 2 is rotated by the first planetary gear mechanism 4. Therefore, the first planetary gear mechanism 4 generates torque for rotating the crankshaft 21 of the engine 2, so the actual engine rotation speed is higher than the target engine rotation speed.

Therefore, in the conventional feedback control, the MG1 reference torque of the first electric motor 6 is added to the negative FB correction torque to compensate for the increase in the engine rotational speed due to the loss torque.

On the other hand, when the differential rotation speed (MG1 rotation speed−MG2 rotation speed) takes a positive value (that is, when MG1 rotation speed is faster than MG2 rotation speed), the output shaft 8 rotates at a lower speed than the crankshaft 21 of the engine 2. , so the crankshaft 21 of the engine 2 is used to rotate. Therefore, the first planetary gear mechanism 4 generates torque for rotating the output shaft 8, so the actual engine rotation speed is lower than the target engine rotation speed.

In addition, in FIG.7(c), the torque which the 1st planetary gear mechanism 4 imparts to the output shaft 18 is shown as a negative value. At this time, in the feedback control, the MG1 reference torque of the first electric motor 6 is added to the positive FB correction torque to compensate for the decrease in the engine rotational speed.

In addition, when the differential rotation speed (MG1 rotation speed−MG2 rotation speed) takes a value near zero (0) (that is, when the first planetary gear mechanism 4 and the second planetary gear mechanism 5 rotate at substantially the same speed), The engine rotational speed is in an unstable state as shown by the dotted line in FIG. 7( a ) (the conventional engine rotational speed). This unstable state is caused by the fact that the torque of the first electric motor 6 is corrected to be lower than the MG1 reference torque due to the control delay of the feedback control when the engine speed reaches the target engine speed (time t1). That is, ideally, at time t1, the correction amount of the feedback control becomes zero (0), and the torque of the first electric motor 6 becomes the MG1 reference torque, but in practice, it is corrected so that the engine rotational speed Decreased value, so the engine rotational speed will decrease (time t2). Then, feedback control is executed, and correction is made so that the torque of the first electric motor 6 decreases. However, the actual engine rotation speed becomes higher than the target engine rotation speed due to another control delay (time t3). As a result, feedback control is continued until the engine rotational speed converges to the target engine rotational speed, causing fluctuations.

Furthermore, since the first planetary gear mechanism 4 and the second planetary gear mechanism 5 rotate at nearly constant rotational speeds, as described above, when the engine rotational speed becomes unstable due to the feedback control of the first electric motor 6, a The force to return to a steady constant velocity state. Therefore, as described above, the amplitude of fluctuations is increased.

Therefore, in this embodiment, in order to suppress this unstable engine rotation speed, the PG1 torque ratio of the first planetary gear mechanism 4 is calculated, and the MG1 torque of the first electric motor 6 is adjusted based on the PG1 torque ratio.

FIG. 8 shows the transmission state of the driving force of the first planetary gear mechanism 4 and the second planetary gear mechanism 5 under the conditions of FIG. 7 .

As shown in FIG. 8 , in this case, the first electric motor 6 functions as a generator. The second electric motor 7 functions as a traveling electric motor.

Then, the second electric motor 7 generates a driving force (indicated by F1 in FIG. 8 ) to assist the engine 2 in order to increase the engine rotation speed to the target engine rotation speed.

Then, the first motor 6 rotates only by this driving force (indicated by F2 in FIG. 8 ). In addition, the generated electric power is supplied to the second electric motor 7 .

In addition, in the collinear diagram shown in FIG. 9, A=Zs/Zr. Here, Zs is the number of teeth of the sun gear, and Zr is the number of teeth of the ring gear.

When constituted as above, in this embodiment, the first electric motor 6 as an electric motor is controlled according to the estimated value of the driving force of the engine 2 lost in the first planetary gear mechanism 4 and the second planetary gear mechanism 5. Therefore, even if the differential rotation speed between the rotation speed of MG1 of the first planetary gear mechanism 4 and the rotation speed of MG2 of the second planetary gear mechanism 5 approaches zero (0), the rotation speed of the engine will not fluctuate, and it is easy to make the engine The rotation speed converges to the target engine rotation speed, and the engine rotation speed can be stabilized.

FIG. 10 shows a control device 3 including one planetary gear mechanism as a modified example.

As shown in FIG. 10, the control device 3 includes: a planetary gear mechanism 4 corresponding to the first planetary gear mechanism of the above-mentioned embodiment as a planetary gear mechanism; and a first motor 6 connected to the planetary gear mechanism 4, a first 2 The electric motor 7, the engine 2, the first electric motor 6, and the second electric motor 7 are connected to an output shaft (drive shaft) (referred to as "OUT" in the drawings) 8 via a planetary gear mechanism 4.

The planetary gear mechanism 4 includes: a sun gear 17 ; a pinion gear 18 meshing with the sun gear 17 ; a ring gear 19 meshing with the pinion gear 18 ; and a carrier 20 connected to the pinion gear 18 .

The sun gear 17 is connected to the first electric motor 6 .

The planet carrier 20 is connected to a crankshaft 21 of the engine 2 .

The ring gear 25 is connected to the second electric motor 7 .

The first electric motor 6 includes a first rotor 27 and a first stator 28 to which the sun gear 17 is connected. The second electric motor 7 includes a second rotor 29 and a second stator 30 connected to the ring gear 25 .

In the planetary gear mechanism 4 , a carrier 20 of the planetary gear mechanism 4 is connected to a crankshaft 21 .

The first electric motor 6 is connected only to the sun gear 17 of the planetary gear mechanism 4 . In addition, the first electric motor 6 is used for both power generation and vehicle running, and is used as a generator during normal vehicle running.

The second electric motor 7 is connected only to the ring gear 25 of the planetary gear mechanism 4 . In addition, the second electric motor 7 is used for both power generation and vehicle running, and is used as a running motor during normal vehicle running.

As shown in Figure 1, the control device 3 has: a first inverter 31 connected to the first stator 28 to control the operation of the first motor 6; a second inverter 31 connected to the second stator 30 to control the operation of the second motor 7; an inverter 32 ; and a hybrid control module (referred to as "HCM" in the drawings) 33 as a control unit to which the first inverter 31 and the second inverter 32 are connected.

In addition, the first inverter 31 and the second inverter 32 are connected to a battery 34 . The battery 34 is connected to a battery control module (referred to as “BCM” in the drawing) 35 , and the voltage supplied to the first inverter 31 and the second inverter 32 is controlled by a control signal from the battery control module 35 .

The battery control module 35 is connected to the first inverter 31 , the second inverter 32 and the hybrid control module 33 .

Further, the hybrid control module 33 is connected to an engine control module (referred to as “ECM” in the drawings) 36 that controls the engine 2 .

Since the hybrid control module 33 has the same configuration as that of the above-mentioned embodiment, description thereof will be omitted here.

The control device 3 controls the output value of, for example, the first electric motor 6 as an electric motor so that the engine rotation speed of the engine 2 converges to the target engine rotation speed.

The hybrid control module 33 calculates an estimated value of the driving force of the engine 2 lost in the planetary gear mechanism 4, and calculates an output value of, for example, the first electric motor 6 as an electric motor based on the estimated value.

According to this modified example, the sun gear 17 of the planetary gear mechanism 4 is connected to the first motor 6, and the ring gear 25 of the planetary gear mechanism 4 is connected to the second motor 7, so when the differential between the first motor 6 and the second motor 7 When the rotation speed (MG1 rotation speed−MG2 rotation speed) is within a predetermined range, the engine rotation speed tends to fluctuate due to the influence of feedback control. Also in this case, by suppressing the feedback gain to be small, it is possible to suppress fluctuations in the engine rotational speed.

As a result, also in the structure of this modified example, the same effect as that of the structure of the above-mentioned embodiment is exhibited.

In addition, in the present invention, the output value of the first motor 6 and/or the output value of the second motor 7 can also be controlled.

Industrial availability

The control device of the present invention is not limited to hybrid vehicles, but can also be applied to other electric vehicles such as electric vehicles.

Claims (1)

1. a kind of control device of motor vehicle driven by mixed power, possesses：Engine, its output driving power；At least one planetary gear machine Structure, it links with above-mentioned engine；1st motor and the 2nd motor, it is connected with above-mentioned at least one planetary gears；With And output shaft, it passes through above-mentioned at least one planetary gears and above-mentioned engine and above-mentioned 1st motor and the 2nd motor Link, the control device of above-mentioned motor vehicle driven by mixed power controls the defeated of either one in above-mentioned 1st motor and the 2nd motor Go out value so that the engine rotary speed of above-mentioned engine is restrained to target engine rotary speed, above-mentioned motor vehicle driven by mixed power Control device be characterised by possessing control unit, above-mentioned control unit is calculated in above-mentioned at least one planetary gears The presumed value of the driving force of the above-mentioned engine lost, calculated according to above-mentioned presumed value in above-mentioned 1st motor and the 2nd motor The above-mentioned above-mentioned output valve of either one,

Above-mentioned control unit possesses：

The rotary speed of differential rotary speed calculating section, its rotary speed based on above-mentioned 1st motor and above-mentioned 2nd motor Calculate differential rotary speed；

Torque presumption unit, it is calculated by above-mentioned control unit possessed torque ratio retrieval table according to above-mentioned differential rotary speed Above-mentioned presumed value；

Torque calculating section is corrected, the absolute value of the reference torque of above-mentioned 1st motor is multiplied by above-mentioned presumed value, calculates correction by it Torque；

Rotary speed deviation calculating section, it is calculated between above-mentioned engine rotary speed and above-mentioned target engine rotary speed Rotary speed deviation；

Feedback compensation torque operational part, above-mentioned rotary speed deviation is multiplied by into feedback proportional gain set in advance for it and feedback increases Beneficial correction coefficient, calculate feedback compensation torque；

Operational part, said reference torque is added by it with above-mentioned feedback compensation torque and above-mentioned correction torque, calculates torque instruction Value；And

Inverter, it calculates above-mentioned output valve based on above-mentioned torque instruction value.