JPH11113104A - Control device and method of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device and a method for a hybrid vehicle, which is capable of securing smooth run and significant quietness, without particularly providing a shock-absorbing member. SOLUTION: In a hybrid vehicle, in which the outputs of an engine and a motor/generator(M/G) are put together with a planetary gear unit to be transmitted to the drive shaft of the wheels a control device which controls the engine and M/G detects the cranks rotation angle θC of the engine (S270), in order to control its output fluctuation arising from its operational processes consisting of an intake, compression, power and exhaust. Then, the output torque of this M/G is corrected by correcting the target torque current IQm of the M/G, so as to make up for the fluctuated output of the engine corresponding to the detected crank rotation angle θC (S280, S290). As a result, it is possible to easily and reliably prevent rotation ripples which the output fluctuation of the engine caused to occur to the driving shaft and differential gears.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle having an internal combustion engine and a motor as driving power sources, and more particularly to a hybrid vehicle control device for controlling an internal combustion engine and a motor mounted on the hybrid vehicle. And a control method.

[0002]

2. Description of the Related Art Conventionally, a vehicle travels by transmitting rotation output generated by an internal combustion engine to wheels (drive wheels). However, noise and exhaust gas are generated.
There has been proposed an electric vehicle that is driven by a motor.

[0003] However, electric vehicles have a drawback that their cruising distance is short because they only use the electric power that has been pre-charged in a battery. Therefore, in recent years, an internal combustion engine and a motor have been used together. Hybrid type vehicles are attracting attention. Various types of hybrid vehicles have been proposed.
: The internal combustion engine drives only the generator and drives the wheels only with the motor, for example, the generator is driven by the internal combustion engine, the motor is rotated by the generated power, and the rotation output of the motor is transmitted to the wheels. Or parallel type in which a driving force is applied to wheels by both an internal combustion engine and a motor.
As disclosed in JP-A-135701 and JP-A-6-144020, the output of the internal combustion engine is used only for driving the generator, or for driving the wheels together with the output of the motor, depending on the running state of the vehicle. There is a parallel series type that is sometimes used.

[0004]

Here, in the above-mentioned parallel type or parallel series type hybrid vehicle,
The output of the internal combustion engine and the output of the motor are combined by a power transmission mechanism such as an electromagnetic clutch or a planetary gear unit and transmitted to the drive shaft that drives the wheels, and the output of the internal combustion engine is used directly for driving the wheels together with the output of the motor. Because you can
It has good energy transfer efficiency and is particularly promising.

However, in an internal combustion engine, the pressure in the cylinder fluctuates in synchronism with the operation stroke consisting of intake, compression, explosion, and exhaust.
Inevitably, an output fluctuation (in other words, a rotational pulsation) corresponding to the fluctuation of the in-cylinder pressure appears.

For this reason, in a hybrid vehicle in which the output of the internal combustion engine is used for driving wheels, such as the parallel type or the parallel serial type, the output fluctuation generated on the output shaft of the internal combustion engine causes Pulsating the rotation of the drive shaft for driving the drive shaft and the differential gear connected to the drive shaft, and as a result, it was difficult to obtain smooth driving performance.

Further, in an operation region where the rotation speed of the internal combustion engine and the rotation speed of the differential gear coincide with each other, the internal combustion engine and the differential gear resonate,
There was also a problem that noise was generated. The present invention
In view of such a problem, it is an object of the present invention to provide a control device and a control method for a hybrid vehicle that can ensure smooth driving performance and high silence without providing a special cushioning member. I have.

[0008]

Means for Solving the Problems and Effects of the Invention
In the hybrid vehicle on which the present invention is based, the output of the internal combustion engine and the output of the motor are combined by the power transmission mechanism and transmitted to the drive shaft that drives the wheels, and the output of the internal combustion engine is output together with the output of the motor to drive the wheels. Used for

In the control device for a hybrid vehicle according to the present invention, when controlling the internal combustion engine and the motor in accordance with the operation state of the vehicle, the correction means detects the intake, compression, explosion, and exhaust of the internal combustion engine. The output torque of the motor is corrected so as to suppress the output fluctuation of the internal combustion engine caused by the operation stroke. Similarly, the control method for a hybrid vehicle according to the present invention provides a method for controlling the output of a motor so as to suppress the output fluctuation of the internal combustion engine caused by an operation process including intake, compression, explosion, and exhaust of the internal combustion engine. It is characterized in that the torque is corrected.

In other words, the control device and the control method of the present invention pay attention to the fact that the output of the internal combustion engine and the output of the motor are combined and transmitted to the drive shaft of the wheels. Subtle output fluctuations (rotational pulsations) are canceled by adjusting the output torque of the motor.

Therefore, according to the control device and the control method of the present invention, it is possible to prevent the above-described fluctuation of the output of the internal combustion engine from causing rotational pulsation in a wheel drive system such as a wheel drive shaft and a differential gear coupled thereto. This can be prevented without providing a special cushioning member, and smooth driving of the vehicle and high silence can be easily ensured.

In the control device for a hybrid vehicle according to the present invention, the correction means detects the rotation angle of the output shaft (ie, the crankshaft) of the internal combustion engine. And the output torque of the motor is corrected so as to offset the output fluctuation of the internal combustion engine according to the rotation angle detected by the rotation angle detecting means. The influence on the system can be reliably suppressed in real time.

In this type of hybrid vehicle, an AC motor is usually used as the motor. In this case, the correcting means may be configured to correct the torque current to the motor. Thus, the output torque of the motor can be easily corrected.

That is, in general, when an AC motor is controlled, an exciting current (magnetic flux current) that mainly determines the power efficiency of the motor and a torque current that mainly determines the output torque of the motor are set, and the exciting current is set. The output torque of the motor can be easily corrected by correcting the torque current so that an alternating current corresponding to the current and the torque current is supplied to the excitation coil of the motor.

In the present invention, the motor may be used as a generator by the output of the internal combustion engine or the force from the drive shaft of the wheels when the vehicle is decelerated. Further, the number of such motors may be plural, and in that case, the output torque of each motor or any one of the motors may be corrected. Further, the hybrid vehicle may be configured such that the internal combustion engine is separated from the drive shaft of the wheels depending on the running state of the vehicle.

[0016]

Embodiments of the present invention will be described below with reference to the drawings. It is needless to say that the present invention is not limited to the embodiments described below, and can take various forms as long as it belongs to the technical scope of the present invention.

FIG. 1 is a schematic diagram showing a hybrid vehicle according to an embodiment. As shown in FIG. 1, the hybrid vehicle of the present embodiment includes an engine 1 as an internal combustion engine, and two motor / generators (hereinafter, referred to as M / G) 3, 5 operating as motors or generators.
And a planetary gear unit 7 as a power transmission mechanism.

The output shaft (crankshaft) 1a of the engine 1 is connected to the ring gear R of the planetary gear unit 7, and the output shaft 3a extending from the rotor of the M / G 3 is connected to the sun gear SN of the planetary gear unit 7. The output shaft 5 a extending from the rotor of the M / G 5 is connected to the carrier CR of the planetary gear unit 7. The other side of the output shaft 5a of the M / G 5 from the carrier CR is connected to a drive shaft 8 that drives wheels (drive wheels) 11R and 11L of the vehicle, and from the drive shaft 8 via a differential gear 9. Thus, the driving force is transmitted to both wheels 11R and 11L.

Further, in the hybrid vehicle of the present embodiment, the power generated when each of the M / Gs 3 and 5 operates as a generator is charged, and the M / Gs 3 and 5 are charged.
And a motor / generator control device (hereinafter referred to as M / G.ECU) that controls each of M / Gs 3 and 5 via two inverters 13 and 15 for supplying power when each of them operates as a motor. ) 17 and an engine control device (hereinafter referred to as engine ECU) 19 for controlling the engine 1 while exchanging control information with the M / G ECU 17.

The inverter 13 is connected to the M / G ECU 1
7, the DC power of the main battery 12 is converted into three-phase AC power to operate the M / G3 as a motor, and based on a command from the M / G ECU 17,
The M / G 3 is operated as a generator, and the generated AC power is converted into DC power to
Charge. Similarly, inverter 15 has M / GE
Based on a command from the CU 17, the DC power of the main battery 12 is converted into three-phase AC power to operate the M / G 5 as a motor, and based on a command from the M / G ECU 17, the M / G 5 , And converts the generated AC power into DC power to charge the main battery 12. However, when one of the two M / Gs 3 and 5 operates as a motor and the other operates as a generator, the M / G operating as a motor is not only the main battery 12 but also a generator. It is also driven by the power from the operating M / G.

On the other hand, in the intake path 21 of the engine 1, the intake air amount of the engine 1 (the output of the engine 1).
Is provided with a throttle valve 23 for adjusting
The opening of the throttle valve 23 (hereinafter referred to as throttle opening) is adjusted by a DC motor 25 as an actuator.

The engine 1 has a rotation angle of its output shaft 1a, that is, a rotation angle of a crankshaft (hereinafter, referred to as a crank rotation angle) θC of the engine 1, and an actual rotation speed of the engine 1 (hereinafter, an actual rotation speed). A rotation angle sensor 31 for detecting NEn is provided. A signal from the rotation angle sensor 31 is transmitted to the engine ECU 19 and the M / G
-Each is input to ECU17.

On the other hand, each of the M / Gs 3, 5 has a relative rotation angle (hereinafter referred to as a rotor rotation angle) θR of the rotor with respect to the stator, and rotor position detection sensors 33, 35 for detecting the number of rotations of the rotor. And the signals from the rotor position detection sensors 33 and 35 are M / G
-It is input to ECU17.

The hybrid vehicle of the present embodiment has a voltage sensor 37 for detecting the actual voltage V of the main battery 12 and a current sensor 39 for detecting the actual current I flowing through the main battery 12. And the signals from both sensors 37 and 39 are also M / GE
It has been input to the CU 17.

Although not shown, M / G
The ECU 17 includes an accelerator pedal depression amount (hereinafter referred to as an accelerator depression amount) PA operated by the vehicle driver.
For detecting the driving state of the vehicle, such as an accelerator sensor for detecting the vehicle speed, a vehicle speed sensor for detecting the traveling speed (ie, vehicle speed) v of the vehicle, and a brake sensor for detecting that the brake pedal of the vehicle is operated. Signals from various sensors are also input.

In this embodiment, the main battery 12
Is reduced to a predetermined power supply voltage (for example, 12 V) by the DC / DC converter 27 and the sub-battery 2
9, the M / G ECU 17 and the engine ECU
Reference numeral 19 is operated by the power supply voltage from the sub-battery 29.

In the hybrid vehicle according to the present embodiment, the main battery 12 is used as an M /
The driving force is transmitted from the output shaft 5a of the G5 to the wheels 11R and 11L via the drive shaft 8 and the differential gear 9, and the output shaft 5a of the M / G5 connects the planetary gear unit 7 as described above. Connected to the output shafts 3a, 1a of the M / G 3 and the engine 1 via the
The driving force to the 1R, 11L or the deceleration force from the wheels 11R, 11L is shared between the respective M / Gs 3, 5 and the engine 1. In other words, the output of the engine 1 and the output of each of the M / Gs 3 and 5 are synthesized by the planetary gear unit 7, and are transmitted via the drive shaft 8 and the differential gear 9 to the wheels 11R and 11R.
11L.

Then, the M / G ECU 17 determines each M / G 3, based on the state of charge of the main battery 12, the gear ratio of the planetary gear unit 7, the running load of the vehicle detected from the accelerator sensor and the vehicle speed sensor, and the like. 5 and the output torque (output torque when operating as a motor and regenerative torque when operating as a generator) are determined.
/ G3,5 are controlled by the inverters 13 and 15, and the target output of the engine 1 (that is, the target torque TRQm and the target rotational speed NEm) is adjusted so that the fuel efficiency and the emission of the engine 1 become the best. Decided to
Further, the M / G · ECU 17 controls the output shaft 1 a of the engine 1.
The output of the M / Gs 3, 5 is controlled so that the target torque TRQm determined above is applied as a load.

The engine ECU 19 calculates the M / G
In accordance with the target output commanded by the ECU 17, fuel injection control and ignition timing control for the engine 1 are performed, and the actual rotational speed NEn of the engine 1 detected based on a signal from the rotational angle sensor 31 is M / G. DC is set so that the target rotational speed NEm instructed by the ECU 17 is obtained.
The throttle opening is controlled by driving the motor 25, whereby the output of the engine 1 is controlled to the target output determined by the M / G ECU 17.

The operations of the M / G ECU 17 and the engine ECU 19 control the M / Gs 3, 5 and the engine 1 in various power balance patterns. For example, if the main battery 12 is charged to a predetermined amount or more and the traveling load is small, the M / G 5 is operated as a motor to drive the vehicle with the output of the M / G 5 and to use the output of the engine 1 to control the M / G 5. G3 is operated as a generator, and the main battery 12 is operated by the M / G3.
To charge. Then, in this state, when the running load increases, the driving force insufficient by the output of the M / G 5 is compensated by the output of the engine 1. When the charging power is reduced by discharging the main battery 12 by a predetermined amount or more, the vehicle is driven through the M / G 5 with the output of the engine 1 and the remaining output of the engine 1 is used. In some cases, control such as charging the main battery 12 by the M / G 3 is performed.

Then, next, the engine ECU 19 and the M / G
-Regarding the processing respectively executed with the ECU 17, FIG.
This will be described with reference to FIG. First, the engine ECU 19
In order to control the output of the engine 1 to the target output determined by the M / G ECU 17, the processing of FIG. 2 is repeatedly executed. When the execution of this processing is started, first, as shown in FIG. In step 100, the target rotational speed NEm and the target torque TRQm transmitted from the M / G ECU 17 as described later are received. In step S110, a signal from the rotation angle sensor 31 is received. , The actual rotational speed NEn of the engine 1 is detected.

Then, in S120, the DC motor 2 is controlled so that the actual speed NEn of the engine 1 detected in S110 becomes the target speed NEm received in S100.
5 to control the throttle opening. And furthermore
In S130 and S140, the ignition timing of the engine 1 is determined based on the target torque TRQm received in S100 and the current throttle opening controlled by S120 (and the intake air amount of the engine 1). And the fuel injection amount, respectively, and then return to the process of S100.

The engine ECU 19 calculates the crank rotation angle θ detected by a signal from the rotation angle sensor 31.
Each time C becomes a predetermined angle, an ignition control process and an injection control process (not shown) are executed, respectively. When each control process is executed, the ignition timing and the fuel injection amount calculated in S130 and S140 are referred to. Thus, ignition and fuel injection for the engine 1 are performed.

Further, at the time of execution of S100, M / G ·
If the ECU 17 has not transmitted the new target rotational speed NEm and the new target torque TRQm, the process proceeds to S11.
The process proceeds to 0, and the processes of S120 to S140 are executed using the latest target rotational speed NEm and target torque TRQm received last time.

Next, the M / G-ECU 17 controls the engine 1
Output (target torque TRQm and target rotational speed NE)
In order to set m) and to control both M / Gs 3 and 5, the processing in FIG. 3 is repeatedly executed. However, FIG.
Shows in detail the processing part for controlling the M / G3 of the two M / Gs 3 and 5, and the processing for controlling the M / G5 will be described later.

As shown in FIG. 3, when the M / G ECU 17 starts executing the process, first, in S200, the charge / discharge balance Pn of the main battery 12 is calculated. The charge / discharge balance Pn is obtained by multiplying the product of the voltage V of the main battery 12 and the current I detected based on the signals from the voltage sensor 37 and the current sensor 39 from the previous execution of the process to the current execution. Is calculated by integrating over time.

In step S210, based on signals from an accelerator sensor, a vehicle speed sensor, and the like, a vehicle operating state such as an accelerator pedal depression amount PA and a vehicle speed v by the vehicle driver is detected. Next, in S220, the charge / discharge balance Pn calculated in S200 (that is, the state of charge of the main battery 12) and the accelerator pedal depression amount P detected in S210 are determined.
Depending on the driving state of the vehicle such as A and vehicle speed v, for example, the output of the engine 1 is increased as the accelerator pedal depression amount PA is larger and the charge amount of the main battery 12 is smaller. Set the target output. Further, the target torque TRQm and the target rotational speed NEm of the engine 1 for achieving the set target output are set based on the best fuel consumption / emission curve H shown in FIG. 4, and the set target torque TRQm and the target rotation speed are set. The number NEm,
Transmitted to engine ECU 19.

Then, the engine ECU 19 controls the engine 1 based on the target torque TRQm and the target rotational speed NEm from the M / G ECU 17 by the processing of FIG. 2 described above. Here, the best fuel consumption / emission curve H shown in FIG. 4 represents the relationship between the output torque (TRQ) and the rotation speed (NE) of the engine 1 at which the fuel consumption and the emission of the engine 1 become the best, and M The data is stored as data in a ROM (not shown) in the / G · ECU 17. In S220, the output torque and the rotation speed on the best fuel consumption / emission curve H capable of achieving the set target output are set as the target torque TRQm and the target rotation speed NEm. The curve G in FIG. 4 is an equal fuel consumption rate curve (equal fuel consumption curve) of the engine 1.
4 indicates that the more the curve G located at the center in FIG. 4, the better the fuel efficiency.

The M / G-ECU 17 calculates the following S
By executing 230 to S310, for M / G3, an excitation current for determining the power efficiency and a torque current for determining the output torque are calculated, and a three-phase AC current corresponding to the excitation current and the torque current is calculated. The rotation of the M / G3 is controlled by giving it to the excitation coil of the M / G3.

That is, first, in S230, the charge / discharge balance Pn calculated in S200 and the operating state of the vehicle such as the accelerator depression amount PA and the vehicle speed v detected in S210 are stored in a function f1 stored in the ROM in advance. By substituting, M
/ G3, the target rotation speed NMm is calculated, and in S240, the charge / discharge balance Pn calculated in S200 and the target rotation speed NMm are calculated.
The operation state of the vehicle such as the accelerator pedal depression amount PA and the vehicle speed v detected in 210 and the target rotation speed NM calculated in S230.
By substituting m with the function f2 stored in the ROM in advance, the target torque current IQm of the M / G3 is calculated. The functions f1 and f2 are set based on the gear ratio of the planetary gear unit 7, the power capacity of the main battery 12, and the like.

Then, in S250, based on the signal from the rotor position detection sensor 33, the actual rotational speed (rotor rotational speed) NMn of the M / G3 is detected, and further in S26.
At 0, the rotational speed NM of M / G3 detected in S250
By substituting n into a function f3 stored in the ROM in advance, a control exciting current IMs used for controlling the M / G3 is calculated.

Next, in S270, the current crank rotation angle θC of the engine 1 is detected based on the signal from the rotation angle sensor 31. Then, in subsequent S280, the above S
The crank rotation angle θC detected at 270 is stored in ROM
Is substituted into the function K stored in the correction value [K
(ΘC)], and subtracting the correction value [K (θC)] from the target rotational speed NMm calculated in S230, the control rotational speed NMs, which is the target rotational speed after M / G3 is corrected. (= NMm-K (θC)) is calculated.

Then, in the following S290, the above S23
Based on the target rotational speed NMm, the target torque current IQm, and the control rotational speed NMs of the M / G3 calculated in 0, S240, and S280, respectively, the torque current after the correction of the M / G3 based on the following equation 1. The control torque current IQs is calculated.
That is, the target torque current IQm is corrected by the ratio between the corrected control rotation speed NMs and the uncorrected target rotation speed NMm, and the corrected torque current is used as the control torque current IQs used for controlling the M / G3.

[0044]

Equation 1 IQs = IQm × (NMs ÷ NMm) (Equation 1) Next, in S300, the rotor rotation angle θR of the M / G3 is detected based on the signal from the rotor position detection sensor 33. Then, in S310, the control exciting current IMs of M / G3 calculated in S260, the control torque current IQs of M / G3 calculated in S290, and S30
Based on the M / G3 rotor rotation angle .theta.R detected at 0, a three-phase AC current to be supplied to the M / G3 is calculated, and the three-phase AC current is supplied to the inverter 13 so as to be supplied to the M / G3. Give a command. Then, after that, the above S200
Return to the processing of.

Here, the function K used in S280 is:
It is set as follows. First, in Engine 1,
Since the in-cylinder pressure fluctuates in synchronization with the operation process including suction, compression, explosion, and exhaust, the output shaft 1a of the engine 1
, An output fluctuation corresponding to the fluctuation of the in-cylinder pressure appears. That is, as shown in FIG. 5A, the output of the engine 1 becomes the maximum immediately after the piston of each cylinder falls from the top dead center TDC of the explosion stroke, so that the output shaft 1a of the engine 1 Rotational pulsation occurs in each cylinder in synchronization with the top dead center TDC.

Therefore, as shown in FIG. 5B, the function K has the crank rotation angle .theta.C of the engine 1 as a variable and the variation waveform of the engine output shown in FIG. The value proportional to the output fluctuation amount from the amplitude center of the function is calculated as a function value (that is, a correction value [K (θC)]).
Is set as having. Therefore, the correction value [K (θC)] becomes 0 at the crank rotation angle θC corresponding to the amplitude center of the output fluctuation of the engine 1.

Therefore, the correction value [K (θC)] calculated in S280 is a value proportional to the output fluctuation of the engine 1 according to the crank rotation angle θC at that time, and as shown in FIG. If the target rotational speed NMm of M / G3 calculated in S230 is constant, the control rotational speed NMs of M / G3 calculated in S280 (= NMm-K)
(ΘC)) is a waveform obtained by inverting the fluctuation waveform of FIG. 5 around the target rotation speed NMm when the crank rotation angle θC is plotted on the horizontal axis.

Therefore, the M / G calculated in S290 is calculated.
The control torque current IQs of No. 3 is a value obtained by correcting the target torque current IQm calculated in S240 so that the output fluctuation of the engine 1 according to the crank rotation angle θC at that time is offset by the output torque of the M / G3. The three-phase AC current based on the corrected control torque current IQs is M / G3
Will be supplied. And such M / G3
, The output fluctuation caused by the operation stroke of the engine 1 is canceled by the output torque of the M / G 3.

On the other hand, although not specifically shown, M / G ·
The ECU 17 controls S2 in FIG. 3 to control the M / G5.
The same processing as in steps 30 to S260, S300, and S310 is also performed for the M / G5. More specifically, first, the charging / discharging balance Pn calculated in S200 and the driving state of the vehicle such as the accelerator pedal stroke PA and the vehicle speed v detected in S210 are stored in a function f stored in the ROM in advance.
By substituting 1 'into the target rotation speed NM of M / G5
m, and further, the charging / discharging balance Pn calculated in S200, the operating state of the vehicle such as the accelerator pedal stroke PA and the vehicle speed v detected in S210, the target rotational speed NMm of the calculated M / G5, and the like. Is the function f stored in the ROM in advance.
By substituting for 2 ′, the target torque current IQm of the M / G 5 is calculated.

Next, based on the signal from the rotor position detection sensor 35, the actual rotational speed of the M / G 5 (rotor rotational speed)
NMn is detected, and the detected rotational speed NMn of M / G5 is detected.
Is substituted for the function f3 'stored in the ROM in advance to calculate the control exciting current IMs of the M / G5.

Then, based on the signal from the rotor position detection sensor 35, the M / G5 rotor rotation angle θ R is detected,
The detected rotor rotation angle θR and the calculated M /
Based on the control excitation current IMs of G5 and the target torque current IQm, a three-phase AC current to be supplied to the M / G5 is calculated, and the three-phase AC current is supplied to the M / G5.
A command is given to the inverter 15.

That is, when controlling the M / G 5, the processing corresponding to S 270 to S 290 in FIG. 3 is not executed, and the charge / discharge balance Pn of the main battery 12 and the accelerator depression amount P
A three-phase alternating current is supplied to the M / G 5 using the target torque current IQm calculated based on A or the like as it is.

As described in detail above, the M / G of the present embodiment
The ECU 17 executes the processing of S270 to S290 in FIG. 3 to suppress the torque fluctuation (extension) of the M / G3 so as to suppress the output fluctuation caused by the operation process including the intake, compression, explosion, and exhaust of the engine 1. In other words, the output torque of M / G3 is corrected.

That is, paying attention to the fact that the output of the engine 1 and the output of the M / G 3 are combined and transmitted to the drive shaft 8, the subtle output fluctuation (rotational pulsation) caused by the operation stroke of the engine 1 is considered. , M / G3 to cancel each other out. For this reason, M of this embodiment
According to the /G.ECU 17, the occurrence of rotational pulsation in the drive shaft 8 and the differential gear 9 due to the above-described output fluctuation of the engine 1 can be prevented without providing a special cushioning member. High silence can be easily secured.

Then, the M / G-ECU 17 of this embodiment
In this embodiment, the crank current θC of the engine 1 is detected, and the torque current of the M / G 3 is corrected so as to offset the output fluctuation of the engine 1 corresponding to the detected crank angle θC. The influence on the drive shaft 8 and the differential gear 9 due to the output fluctuation of the engine 1 can be reliably suppressed in real time.

Further, according to the present embodiment, the pulsation of the rotation of the M / Gs 3, 5 due to the output fluctuation of the engine 1 is suppressed, so that the controllability of the M / Gs 3, 5 is improved. A very advantageous effect is obtained. In this embodiment, the processing of S270 to S290 in FIG. 3 corresponds to the correction means, and the processing of the rotor position detection sensor 33 and S270 in FIG. 3 correspond to the rotation angle detection means.

On the other hand, in the above embodiment, the output torque is corrected only for the M / G3.
5 or only M / G
3 and M / G5. That is, even if the output torque of the M / G 5 is corrected, the engine 1
This is because the effect of the output fluctuation can be suppressed.

The correction of the output torque of the M / Gs 3, 5 (correction of the torque current) is performed, for example, by increasing the output of the engine 1 only when each piston of the engine 1 reaches the top dead center TDC of the explosion stroke. May be performed so as to suppress

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram illustrating a hybrid vehicle according to an embodiment.

FIG. 2 is a flowchart illustrating a process executed by an engine control device (engine ECU).

FIG. 3 shows a motor / generator control device (M / GE
9 is a flowchart illustrating a process executed in (CU).

FIG. 4 is an explanatory diagram illustrating a best fuel efficiency / emission curve H used for setting a target torque and a target rotation speed of the engine.

FIG. 5 is an explanatory diagram illustrating fluctuations in engine output and correction values.

FIG. 6 is an explanatory diagram illustrating correction of an output torque of a motor / generator (M / G).

[Explanation of symbols]

1: engine 3, 5: motor / generator (M /
G) 7: Planetary gear unit CR: Carrier R: Ring gear SN: Sun gear 8: Drive shaft 9: Differential gears 11R, 11L: Wheels 12: Main battery 1
3, 15 ... Inverter 17 ... Motor / generator controller (M / G / EC)
U) 19 ... Engine control device (engine ECU) 31 ...
Rotation angle sensors 33, 35: rotor position detection sensor 37: voltage sensor 39: current sensor

Claims (4)

[Claims] 1. A hybrid type including an internal combustion engine and a motor as running power sources, and a power transmission mechanism for combining and transmitting the output of the internal combustion engine and the output of the motor to a drive shaft that drives wheels. A control device for a hybrid vehicle, which is used in a vehicle and controls the internal combustion engine and the motor in accordance with an operation state of the vehicle, wherein the control device includes an operation process including suction, compression, explosion, and exhaust of the internal combustion engine. A control unit for correcting the output torque of the motor so as to suppress the output fluctuation of the internal combustion engine caused by the internal combustion engine. 2. The control device for a hybrid vehicle according to claim 1, wherein the correction means includes a rotation angle detection means for detecting a rotation angle of an output shaft of the internal combustion engine, and the rotation angle detection means detects the rotation angle. A controller configured to correct an output torque of the motor so as to cancel an output variation of the internal combustion engine according to the rotation angle to be performed. 3. The control device for a hybrid vehicle according to claim 1, wherein the motor is an AC motor, and the correction unit corrects a torque current to the motor. A control device for a hybrid vehicle, wherein the control device is configured to correct an output torque of the motor. 4. A hybrid type including an internal combustion engine and a motor as running power sources, and a power transmission mechanism for combining and transmitting the output of the internal combustion engine and the output of the motor to a drive shaft for driving wheels. A control method for a hybrid vehicle, which is used in a vehicle and controls the internal combustion engine and the motor in accordance with an operation state of the vehicle, wherein the control method includes an operation process including suction, compression, explosion, and exhaust of the internal combustion engine. Correcting the output torque of the motor so as to suppress the output fluctuation of the internal combustion engine caused by the change.