Control device for a hybrid vehicle and control method for a hybrid vehicle

Abstract

A control device and a control method of a hybrid vehicle are provided. An internal combustion engine and a first rotary electric machine can provide power to drive wheels via a power distribution device. A stop process stops combustion control of a stop cylinder that is one or more cylinders among a plurality of cylinders of the internal combustion engine. In a case where the stop process is executed, a first compensation process increases a torque of the first rotary electric machine more than the torque of the first rotary electric machine before the start of the stop process, to compensate for at least a part of an amount of decrease in a torque of the internal combustion engine due to the stop process.

Description

Technical Field

[0001] This disclosure relates to a control device for hybrid vehicles and a control method for hybrid vehicles. Background Technology

[0002] For example, Japanese Patent Application Publication No. 2010-260392 discloses a hybrid vehicle. In the power distribution and merging mechanism of the hybrid vehicle, an internal combustion engine, a first electric generator, a second electric generator, and drive wheels are mechanically connected. Here, the internal combustion engine and the first electric generator are mechanically connected to the drive wheels via the power distribution and merging mechanism. On the other hand, the second electric generator is directly connected to the drive wheels without going through the power distribution and merging mechanism.

[0003] Furthermore, the aforementioned literature describes how, when combustion control is stopped in one or more cylinders of an internal combustion engine, a second electric generator compensates for the reduction in torque caused by the cessation of combustion control.

[0004] However, when combustion control stops, compensating for torque solely through the second electric generator may not be sufficient to suppress vehicle vibrations that accompany the cessation of combustion control. Summary of the Invention

[0005] Technical solutions for solving the problem

[0006] The following describes examples (aspects) of this disclosure.

[0007] Example 1. According to one aspect of this disclosure, a control device for a hybrid vehicle is provided. The control device is applied to a hybrid vehicle, which includes an internal combustion engine, a first rotary electric motor, a second rotary electric motor, drive wheels, and a power distribution device. The internal combustion engine and the first rotary electric motor are capable of providing power to the drive wheels via the power distribution device. The second rotary electric motor is capable of providing power to the drive wheels without via the power distribution device. The internal combustion engine includes a plurality of cylinders. The control device is configured to perform the following processes: a stop process, which stops combustion control of one or more cylinders of the internal combustion engine; and a first compensation process, which, when the stop process is performed, increases the torque of the first rotary electric motor compared to the torque of the first rotary electric motor before the stop process begins, to compensate for at least a portion of the reduction in torque of the internal combustion engine caused by the stop process.

[0008] Suppose that if only the second rotary motor compensates for at least a portion of the torque reduction in the internal combustion engine caused by the stop processing, torque fluctuations due to the reduced torque of the internal combustion engine will occur on the first rotary motor side. This could potentially cause vehicle vibration. In contrast, in the above structure, the torque of the first rotary motor is increased to compensate for at least a portion of the torque reduction in the internal combustion engine. Therefore, this problem can be suppressed.

[0009] Example 2. In the control device for the hybrid vehicle described in Example 1 above, the control device is further configured to perform a second compensation process when the stop process is executed. The second compensation process increases the torque of the second rotary motor compared to the torque of the second rotary motor before the start of the stop process, in order to compensate for at least a portion of the reduction in torque of the internal combustion engine caused by the stop process.

[0010] In order to suppress vehicle vibration caused by the stopping process, the inventors of this application compared the cases of using only the torque of the first rotary motor, using only the torque of the second rotary motor, and using both the torque of the first and second rotary motors. They found that using both the torque of the first and second rotary motors to suppress vehicle vibration caused by the stopping process was most effective in suppressing the vibration. Therefore, in the above structure, in order to suppress vehicle vibration caused by the stopping process, the torque of the second rotary motor is used in addition to the torque of the first rotary motor. Thus, vehicle vibration is suppressed.

[0011] Example 3. In the control device for the hybrid vehicle described in Example 2 above, the first output increase is the increase in the output of the first rotating motor caused by the increase in the torque of the first rotating motor based on the first compensation process. The second output increase is the increase in the output of the second rotating motor caused by the increase in the torque of the second rotating motor based on the second compensation process. The control device is configured to execute the first compensation process and the second compensation process such that the average value of the sum of the first output increase and the second output increase over a predetermined time period is equal to the decrease in the output of the internal combustion engine over the predetermined time period caused by the stop process.

[0012] In the above structure, the first and second rotary motors can compensate for the insufficient output caused by the stop processing with high precision.

[0013] Example 4. In the control device of the hybrid vehicle described in Example 2 or Example 3 above, the compression top dead center occurrence period is the same as the compression top dead center occurrence period in the internal combustion engine. The first compensation process causes the torque of the first rotary motor to vary periodically at an integer multiple of the compression top dead center occurrence period. The second compensation process causes the torque of the second rotary motor to vary periodically at an integer multiple of the compression top dead center occurrence period.

[0014] Even without a shutdown process, the torque of the internal combustion engine fluctuates periodically around the compression top dead center. Furthermore, with the shutdown process, the torque of the internal combustion engine fluctuates periodically around the compression top dead center of the shut-off cylinder controlled by combustion shutdown. Therefore, the torque fluctuation of the internal combustion engine tends to be an integer multiple of the period around the compression top dead center. Therefore, in the above structure, the torques of the first and second rotary motors are set to fluctuate periodically as integer multiples of the period around the compression top dead center. Therefore, the torque fluctuation caused by the shutdown process can be appropriately attenuated. Therefore, the above structure can appropriately suppress vehicle vibration.

[0015] Example 5. In the control device of the hybrid vehicle described in Example 4 above, the control device is further configured to perform energy increment processing. The energy increment processing increases the combustion energy of the cylinder of the internal combustion engine that is different from the stopped cylinder to compensate for the decrease in the output of the internal combustion engine caused by the stop processing. The first average output increase is the average of the increase in the output of the first rotating motor caused by the increase in the torque of the first rotating motor during the execution of the stop processing, over a predetermined time interval. The second average output increase is the average of the increase in the output of the second rotating motor caused by the increase in the torque of the second rotating motor during the execution of the stop processing, over a predetermined time interval. During the execution of the stop processing, the first compensation processing periodically changes even after the first average output increase has decreased from a value greater than zero to zero. During the execution of the stop processing, the second compensation processing periodically changes even after the second average output increase has decreased from a value greater than zero to zero.

[0016] In the above structure, by performing energy increment processing, the internal combustion engine itself can compensate for the reduction in engine output accompanying the shutdown processing. However, in the processing of increasing the combustion energy of a cylinder different from the cylinder whose combustion is stopped by the shutdown control, a response delay may occur. In contrast, in the above structure, the first compensation processing and the second compensation processing can compensate for the reduction in engine output caused by the response delay of the energy increment processing.

[0017] However, even if the energy increment processing can compensate for the reduction in the internal combustion engine's output, the phenomenon of periodic fluctuations in the engine's torque due to the compression top dead center of the shut-off cylinder in the combustion-stopping control does not converge. Furthermore, this may cause vehicle vibration due to the shutdown processing. In contrast, in the above structure, even after setting the average value of the increase in the output of the first rotary motor and the average value of the increase in the output of the second rotary motor to zero, the processing of varying the torques of the first and second rotary motors continues. Therefore, vehicle vibration can be suppressed.

[0018] Example 6. In the control device of the hybrid vehicle described in Example 4 or Example 5 above, the torque of the first rotary motor has a maximum value, and the timing of the maximum value is delayed by a first delay amount relative to the compression top dead center of the stop cylinder, which is the target of the stop processing. The timing of the maximum value of the torque of the second rotary motor is delayed by a second delay amount relative to the compression top dead center of the stop cylinder, which is the target of the stop processing. The maximum value is the extreme value on the side that provides positive torque to the drive wheel. The second delay amount is set to be a different amount from the first delay amount.

[0019] The inventors adjusted the phase of the torque of the first rotating motor and the phase of the torque of the second rotating motor and measured the vibration of the vehicle. They found that, while suppressing vehicle vibration, the aforementioned pair of phases tended to be different. Therefore, the above structure sets the second delay amount to be different from the first delay amount. Thus, vehicle vibration can be sufficiently suppressed.

[0020] Example 7. In the control device of the hybrid vehicle described in Example 6 above, the second delay amount is set to be greater than the first delay amount.

[0021] The above-described structure can appropriately suppress vehicle vibration, in structures where the reduction in torque of the internal combustion engine caused by the stopping process occurs earlier on the first rotating motor side than on the second rotating motor side.

[0022] Example 8. In the control device of the hybrid vehicle described in Example 4 or Example 5 above, the periodic variation of the torque of the first rotating motor is represented by the amplitude of the torque of the first rotating motor. The first compensation process increases the amplitude when the internal combustion engine requires a larger torque than when the required torque is smaller.

[0023] When the required torque of the internal combustion engine is high, the torque fluctuation caused by the stop operation becomes larger compared to when the required torque is low. Therefore, in the above structure, when the required torque is high, the periodic fluctuation amount, i.e., the amplitude, of the torque of the first rotating motor is set to a larger value compared to when the required torque is low. Thus, for example, compared to the case where the amplitude is not changed according to the required torque, the above structure can further suppress the influence of torque fluctuation of the internal combustion engine.

[0024] Example 9. In the control device of the hybrid vehicle described in Example 4 or Example 5 above, the first compensation process sets the period of the torque of the first rotating motor to an integer multiple of the period of the compression top dead center and changes the waveform of the torque of the first rotating motor.

[0025] In the above structure, the first compensation process includes processing that modifies the waveform of the torque of the first rotating motor. Therefore, compared to, for example, a case where the waveform of the torque of the first rotating motor is fixed, the above structure can expand the degrees of freedom for suppressing vehicle vibration. Therefore, compared to, for example, a case where the waveform of the torque of the first rotating motor is fixed, the above structure more easily suppresses vehicle vibration.

[0026] Example 10. According to another aspect of this disclosure, a control device for a hybrid vehicle is provided. The control device is applied to a hybrid vehicle, which includes an internal combustion engine, a first rotary motor, a second rotary motor, drive wheels, and a power distribution device. The internal combustion engine and the first rotary motor are capable of providing power to the drive wheels via the power distribution device. The second rotary motor is capable of providing power to the drive wheels without via the power distribution device. The internal combustion engine includes a plurality of cylinders. The control device is configured to perform the following processes: a stop process, which stops the combustion control of one or more cylinders of the internal combustion engine; a first variation process; and a second variation process. The compression top dead center occurrence period is the period during which the compression top dead center occurs in the internal combustion engine. When the stop process is performed, the first variation process causes the torque of the first rotary motor to vary periodically at a period that is an integer multiple of the compression top dead center occurrence period. When the above-described stop process is performed, the second variation process causes the torque of the second rotary motor to vary periodically at a period that is an integer multiple of the period in which the compression top dead center occurs.

[0027] To suppress vehicle vibration caused by the stopping process, the inventors compared the following scenarios: using only the torque of the first rotary motor, using only the torque of the second rotary motor, and using both the torques of the first and second rotary motors. They found that using both the torques of the first and second rotary motors best suppressed vehicle vibration associated with the stopping process. Therefore, in the above structure, the torque of the second rotary motor is used in addition to the torque of the first rotary motor, thereby suppressing vehicle vibration.

[0028] Example 11. A control method for a hybrid vehicle that performs any of the processes described in the examples above is specified.

[0029] Example 12 is embodied as a non-transitory, computer-readable storage medium storing a program that causes a processing device to perform the various processes described in any of the above examples. Attached Figure Description

[0030] Figure 1 This is a diagram showing the structure of the hybrid vehicle according to the first embodiment.

[0031] Figure 2 This is an example Figure 1 A block diagram illustrating the processing performed by the control device involved in the implementation method.

[0032] Figure 3 It means Figure 1 The flowchart shows the steps of the processing performed by the control device involved in the implementation method.

[0033] Figure 4 It means Figure 1 The flowchart shows the steps of the processing performed by the control device involved in the implementation method.

[0034] Figure 5 Parts (a) to (c) are examples. Figure 1 The timing diagram of the waveform of the overlapping torque involved in the implementation method.

[0035] Figure 6 This is an example Figure 1 The timing diagram of the shift of the overlapping torque involved in the implementation method.

[0036] Figure 7 This is a flowchart illustrating the steps of the processing performed by the control device according to the second embodiment.

[0037] Figure 8 It means Figure 7 The flowchart shows the steps of the processing performed by the control device according to this embodiment.

[0038] Figure 9 Parts (a) and (b) in the text are examples. Figure 7 The timing diagram of the shift of the overlapping torque involved in the implementation method. Detailed Implementation

[0039] <First Implementation>

[0040] The following is for reference Figures 1-6 The first embodiment will now be described.

[0041] like Figure 1 As shown, the internal combustion engine 10 in the hybrid vehicle has four cylinders #1 to #4. A throttle valve 14 is provided in the intake passage 12 of the internal combustion engine 10. An intake port injection valve 16 is provided at the intake port 12a, which is a downstream portion of the intake passage 12, for injecting fuel into the intake port 12a. Air drawn into the intake passage 12 and fuel injected from the intake port injection valve 16 flow into the combustion chamber 20 with the opening of the intake valve 18. Fuel is injected into the combustion chamber 20 from the in-cylinder injection valve 22. In addition, the air-fuel mixture in the combustion chamber 20 is used for combustion with the spark discharge of the spark plug 24. The combustion energy generated at this time is converted into the rotational energy of the crankshaft 26.

[0042] The air-fuel mixture used for combustion in the combustion chamber 20 is discharged as exhaust gas into the exhaust passage 30 as the exhaust valve 28 is opened. The exhaust passage 30 is equipped with a three-way catalytic converter 32 with oxygen-retaining capabilities and a gasoline particulate filter (GPF 34). Furthermore, the three-way catalytic converter is carried in the GPF 34, which is a filter for capturing particulate matter.

[0043] The planetary gear mechanism 50 constitutes a power distribution device. The crankshaft 26 is mechanically connected to the planet carrier C of the planetary gear mechanism 50. The rotating shaft 52a of the first electric generator 52 is mechanically connected to the sun gear S of the planetary gear mechanism 50. Furthermore, the rotating shaft 54a of the second electric generator 54 and the drive wheel 60 are mechanically connected to the ring gear R of the planetary gear mechanism 50. AC voltage is applied to the terminals of the first electric generator 52 via a first converter 56. AC voltage is applied to the terminals of the second electric generator 54 via a second converter 58. That is, the internal combustion engine 10 and the first electric generator 52, which is the first rotating motor, are configured to provide power to the drive wheel 60 via the planetary gear mechanism 50, which is the power distribution device. The second electric generator 54, which is the second rotating motor, is configured to provide power to the drive wheel 60 without going through the planetary gear mechanism 50.

[0044] The control device 70 controls the internal combustion engine 10 and operates the throttle valve 14, intake injection valve 16, cylinder injection valve 22, and spark plug 24, among other operating parts of the internal combustion engine 10, to control the torque and exhaust component ratios, which are control quantities of the internal combustion engine 10. Additionally, the control device 70 controls the first electric generator 52 and operates the first converter 56 to control the torque of the first electric generator 52. Furthermore, the control device 70 controls the second electric generator 54 and operates the second converter 58 to control the torque of the second electric generator 54. Figure 1 The document records the operating signals MS1 to MS6 for the throttle body 14, intake injection valve 16, cylinder injection valve 22, spark plug 24, first converter 56, and second converter 58. To control the control quantity of the internal combustion engine 10, the control device 70 references the intake air volume Ga detected by the air flow meter 80, the output signal Scr of the crank angle sensor 82, the water temperature THW detected by the water temperature sensor 86, and the exhaust pressure Pex flowing into the GPF 34 detected by the exhaust pressure sensor 88. Furthermore, to control the control quantity of the first electric generator 52, the control device 70 references the output signal Sm1 of the first rotation angle sensor 90, which detects the rotation angle of the first electric generator 52. Similarly, to control the control quantity of the second electric generator 54, the control device 70 references the output signal Sm2 of the second rotation angle sensor 92, which detects the rotation angle of the second electric generator 54. Additionally, the control device 70 references the output signal Sp of the output side rotation angle sensor 94, which detects the rotation angle of the ring gear R, and the accelerator pedal depressor amount (ACCP) detected by the accelerator sensor 96.

[0045] The control device 70 includes a CPU 72, a ROM 74, and peripheral circuitry 76, which can communicate with each other via a communication line 78. The peripheral circuitry 76 includes circuitry for generating clock signals that define the internal operation of the control device 70, a power supply circuit, and a reset circuit. The control device 70 controls control quantities by executing a program stored in the ROM 74 through the CPU 72.

[0046] The following describes, in sequence, the basic process performed by the control device 70, the regeneration process of the GPF34, and the vibration suppression process accompanying the regeneration process.

[0047] (Becoming a basic process)

[0048] Figure 2 This indicates that it is part of the processing performed by the control device 70. Figure 2 The process shown is implemented by the CPU72 executing a program stored in ROM74.

[0049] The base injection quantity setting process M10 calculates the base injection quantity Qb based on the filling efficiency η. The base injection quantity Qb is the injection quantity used to set the air-fuel ratio of the mixture in the combustion chamber 20 to the target air-fuel ratio. The target air-fuel ratio is the stoichiometric air-fuel ratio. Incidentally, the filling efficiency η is calculated by the CPU 72 based on the internal combustion engine speed NE and the intake air volume Ga. Furthermore, the internal combustion engine speed NE is calculated by the CPU 72 based on the output signal Scr.

[0050] The injection valve operation processing M12 is a process that uses the basic injection quantity Qb as input to operate the intake port injection valve 16 and the in-cylinder injection valve 22.

[0051] The drive torque setting process M20 calculates the required drive torque Trq* as the required torque for the drive wheel 60 based on the accelerator operation amount ACCP and the output-side speed Np, which is the rotational speed of the ring gear R. Here, the output-side speed Np is calculated by the CPU 72 based on the output signal Sp.

[0052] The output setting process M22 calculates the required output Pd* based on the required drive torque Trq*, output-side speed Np, and required power generation Pg* for the first electric generator 52. The required output Pd* is a combined required quantity for the output of the internal combustion engine 10, the output of the first electric generator 52, and the output of the second electric generator 54.

[0053] Output allocation processing M24 allocates the requested output Pd* to the requested output Pe* of the internal combustion engine, the first requested output Pmg1*, and the second requested output Pmg2*. Here, "Pd* = Pe* + Pmg1* + Pmg2*" holds true. Furthermore, the requested output Pe* of the internal combustion engine is the requested output for the internal combustion engine 10. Furthermore, the first requested output Pmg1* is the requested output for the first electric generator 52. Furthermore, the second requested output Pmg2* is the requested output for the second electric generator 54.

[0054] The internal combustion engine torque setting process M26 calculates the required torque Te* for the internal combustion engine 10 based on the required output Pe*. The throttle opening command value setting process M28 sets the opening command value TA* for the throttle opening 14 based on the required torque Te*. The throttle operation process M30 outputs the operation signal MS1 to the throttle opening 14 to control the opening of the throttle opening 14 to the opening command value TA*.

[0055] The electric torque setting process M32 sets a first required torque Tmg1* based on a first required output Pmg1* as the required torque for the first electric generator 52. Additionally, the electric torque setting process M32 sets a second required torque Tmg2* based on a second required output Pmg2* as the required torque for the second electric generator 54.

[0056] The first control process M34 is the process of outputting an operation signal MS5 to the first converter 56 to control the torque of the first electric generator 52 to the first required torque Tmg1*. The second control process M36 is the process of outputting an operation signal MS6 to the second converter 58 to control the torque of the second electric generator 54 to the second required torque Tmg2*.

[0057] (Regeneration treatment of GPF34)

[0058] Figure 3 This indicates the steps involved in the regeneration process of GPF34. Figure 3 The process shown is implemented by CPU 72 repeatedly executing a program stored in ROM 74 at predetermined cycles. Furthermore, the step numbers of each process are indicated below by numbers prefixed with "S".

[0059] exist Figure 3 In the series of processes shown, CPU 72 first obtains the internal combustion engine speed NE, filling efficiency η, and coolant temperature THW (S10). Next, CPU 72 calculates the update amount ΔDPM of the accumulated amount DPM based on the internal combustion engine speed NE, filling efficiency η, and coolant temperature THW (S12). Here, the accumulated amount DPM is the amount of PM captured by GPF 34. Specifically, CPU 72 calculates the amount of PM in the exhaust gas discharged into exhaust passage 30 based on the internal combustion engine speed NE, filling efficiency η, and coolant temperature THW. Additionally, CPU 72 calculates the temperature of GPF 34 based on the internal combustion engine speed NE and filling efficiency η. Furthermore, CPU 72 calculates the update amount ΔDPM based on the amount of PM in the exhaust gas and the temperature of GPF 34. Furthermore, when performing the process described later in S22, it is sufficient to calculate the temperature of GPF 34 and the update amount ΔDPM based on the increment coefficient K.

[0060] Next, CPU72 updates the accumulated amount DPM based on the update amount ΔDPM (S14). Then, CPU72 determines whether the execution flag F is "1" (S16). If the execution flag F is "1", it indicates that a heating process for burning and removing PM from the GPF34 is being performed; if it is "0", it indicates that this is not the case. If CPU72 determines that the execution flag F is "0" (S16: No), it checks whether the logical sum of the accumulated amount DPM being above the regeneration execution value DPMH and the processing interruption during the current period S22 is true (S18). The regeneration execution value DPMH is set to the value where the amount of PM captured by the GPF34 increases, and it is desired to remove PM.

[0061] If the CPU72 determines that the logical sum of S18 is true (S18: Yes), it determines whether the following condition (S20) which is the execution condition for the temperature rise process, means that the logical product of the following condition (A) and condition (B) is true.

[0062] Condition (A): The internal combustion engine requires a torque Te* of at least a predetermined value Teth. The predetermined value Teth is set based on the lower limit of the torque provided by crankshaft 26 to the drive wheel 60 that accelerates the drive wheel 60. Condition (A) is the condition under which the internal combustion engine 10 is operating under load.

[0063] Condition (B): The internal combustion engine speed NE is above the predetermined speed NEth.

[0064] If the CPU72 determines that the logical product of condition (A) and condition (B) is true (S20: Yes), it performs a temperature-raising process and substitutes "1" into the execution flag F (S22). As part of the temperature-raising process in this embodiment, the CPU72 stops fuel injection from the intake injection valve 16 and the in-cylinder injection valve 22 of cylinder #1, and makes the air-fuel ratio of the mixture in the combustion chambers 20 of cylinders #2, #3, and #4 richer than the stoichiometric air-fuel ratio. In this embodiment, cylinder #1 corresponds to the decommissioning cylinder, one or more cylinders used for combustion decommissioning control. As a first technical point, the process in S22 is used to raise the temperature of the three-way catalytic converter 32. That is, by discharging oxygen and unburned fuel into the exhaust passage 30, the unburned fuel is oxidized in the three-way catalytic converter 32, thereby raising the temperature of the three-way catalytic converter 32. The second technical significance of S22 is its ability to remove PM trapped in the GPF34 by oxidizing it through the supply of oxygen to the already high-temperature GPF34, thereby raising its temperature. Specifically, if the three-way catalyst 32 reaches a high temperature, hot exhaust gas flows into the GPF34, causing its temperature to rise. Furthermore, the influx of oxygen into the high-temperature GPF34 oxidizes and removes the PM trapped within.

[0065] In detail, CPU72 substitutes "0" into the required injection quantity Qd for the intake port injection valve 16 and the in-cylinder injection valve 22 of cylinder #1. On the other hand, CPU72 substitutes the value obtained by multiplying the basic injection quantity Qb by the increment coefficient K into the required injection quantity Qd for cylinders #2, #3, and #4.

[0066] CPU72 sets an increment coefficient K such that the unburned fuel in the exhaust gas discharged from cylinders #2, #3, and #4 into the exhaust passage 30 reacts with the oxygen discharged from cylinder #1 in an amount that is not more or less than the amount mentioned above. Specifically, in the initial stage of the GPF34 regeneration process, CPU72 sets the air-fuel ratio of the mixture in cylinders #2, #3, and #4 to a value very close to the amount that reacts with the unburned fuel in the exhaust gas in the exhaust passage 30, in order to raise the temperature of the three-way catalytic converter 32 earlier.

[0067] On the other hand, if the CPU72 determines that the execution flag F is "1" (S16: Yes), it determines whether the accumulated amount DPM is below the stop threshold DPML (S24). The stop threshold DPML is set to a value that makes the amount of PM captured by the GPF34 sufficiently small to stop the regeneration process. If the CPU72 determines that the accumulated amount DPM is greater than the stop threshold DPML (S24: No), it proceeds to the process in S20.

[0068] On the other hand, if the accumulation amount DPM is below the stop threshold DPML (S24: Yes) or if a negative determination is made in the processing of S20, CPU72 stops or interrupts the processing of S22 and substitutes "0" into the execution flag F (S26). Here, if a positive determination is made in the processing of S24, the processing of S22 ends and stops. If a negative determination is made in the processing of S20, the processing of S22 is interrupted before it is completed.

[0069] Furthermore, if CPU72 has completed the processing of S22 and S26, or if it has made a negative determination in the processing of S18, it will temporarily terminate the process. Figure 2 The series of processes shown.

[0070] (Vibration suppression treatment)

[0071] When performing the GPF34 regeneration process, the control device 70 executes a process to suppress vehicle vibrations caused by the regeneration process. This vibration suppression process operates on both the first electric generator 52 and the second electric generator 54. This vibration suppression process is modified... Figure 2 The process shown is the foundation.

[0072] Figure 4This describes the steps of a treatment used to suppress vehicle vibrations caused by the above-described regeneration process. Figure 4 The vibration suppression process shown is implemented by CPU 72 repeatedly executing a program stored in ROM 74 at predetermined cycles.

[0073] exist Figure 4 In the series of processes shown, CPU 72 first obtains the internal combustion engine speed NE, the first speed Nmg1, the second speed Nmg2, the required torque Te* of the internal combustion engine, the first required output Pmg1*, and the second required output Pmg2* (S30). The first speed Nmg1 is the rotational speed of the rotating shaft 52a of the first electric generator 52. The first speed Nmg1 is calculated by CPU 72 based on the output signal Sm1. The second speed Nmg2 is the rotational speed of the rotating shaft 54a of the second electric generator 54. The second speed Nmg2 is calculated by CPU 72 based on the output signal Sm2.

[0074] Next, CPU72 divides the first required output Pmg1* by the first rotational speed Nmg1 and substitutes the value obtained into the first required torque base value Tmg1b* (S32). In addition, CPU72 divides the second required output Pmg2* by the second rotational speed Nmg2 and substitutes the value obtained into the second required torque base value Tmg2b* (S34).

[0075] Next, CPU 72 determines whether the execution flag F is "1" (S36). If CPU 72 determines that the execution flag F is "1" (S36: Yes), it calculates the first overlapping torque ΔTmg1* (S38). The first overlapping torque ΔTmg1* is a torque used to suppress vehicle vibrations associated with the regeneration process. CPU 72 variably sets the first overlapping torque ΔTmg1* based on the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the first speed Nmg1. The CPU 72 variably sets the phase, magnitude, and waveform of the first overlapping torque ΔTmg1*. Next, CPU 72 substitutes the value obtained by adding the first overlapping torque ΔTmg1* to the first required torque base value Tmg1b* into the first required torque Tmg1* (S40). Then, in order to control the torque of the first electric generator 52 to the first required torque Tmg1*, CPU 72 outputs an operation signal MS5 to the first converter 56 (S42).

[0076] In addition, CPU 72 calculates the second overlapping torque ΔTmg2* (S44). The second overlapping torque ΔTmg2* is a torque used to suppress vehicle vibrations associated with the regeneration process. CPU 72 variably sets the second overlapping torque ΔTmg2* based on the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the second speed Nmg2. The CPU 72 variably sets the phase, magnitude, and waveform of the second overlapping torque ΔTmg2*. Next, CPU 72 substitutes the value obtained by adding the second overlapping torque ΔTmg2* to the second required torque base value Tmg2b* into the second required torque Tmg2* (S46). Then, in order to control the torque of the second electric generator 54 to the second required torque Tmg2*, CPU 72 outputs an operation signal MS6 to the second converter 58 (S48).

[0077] Figure 5 Examples show the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* calculated through processing S38 and S44.

[0078] Figure 5 Part (a) is an example where the waveforms of the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* are each set as rectangular waves. Here, the pulse width of the rectangular wave can be set to 180°CA (Crank Angle). However, the pulse width is not limited to 180°CA and can also be set to approximately 180±10°CA. Furthermore, the first delay amount D1 is the delay amount of the overlapping timing of the first overlapping torque ΔTmg1* relative to the compression top dead center of cylinder #1. In addition, the second delay amount D2 is the delay amount of the overlapping timing of the second overlapping torque ΔTmg2* relative to the compression top dead center of cylinder #1.

[0079] Figure 5 Part (b) is an example where the waveforms of the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* are each trapezoidal in shape. Here, the width of the upper base of the trapezoidal waveform is preferably about 1°CA to 5°CA smaller than the width of the lower base. Furthermore, the first delay amount D1 is the timing delay for the first overlapping torque ΔTmg1* to reach its maximum value (maximum value) relative to the compression top dead center of cylinder #1. Furthermore, the second delay amount D2 is the timing delay for the second overlapping torque ΔTmg2* to reach its maximum value (maximum value) relative to the compression top dead center of cylinder #1. The maximum values ​​of the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* are the extreme values ​​on the side that provides positive torque to the drive wheel 60, respectively.

[0080] Figure 5Part (c) is an example of setting the waveforms of the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* as half a period of a sine wave. Preferably, the half period of the sine wave is one revolution of the crankshaft 26. However, it is not limited to this; for example, the half period of the sine wave could also be approximately 360°CA ± 20°CA. Furthermore, the first delay amount D1 is the timing delay for the first overlapping torque ΔTmg1* to reach its maximum value relative to the compression top dead center of cylinder #1. Similarly, the second delay amount D2 is the timing delay for the second overlapping torque ΔTmg2* to reach its maximum value relative to the compression top dead center of cylinder #1.

[0081] exist Figure 5 In part (a), the first delay amount D1 can also be defined by the delay in the timing of the first overlapping torque ΔTmg1* reaching its maximum value relative to the compression top dead center of cylinder #1. Similarly, the second delay amount D2 can also be defined by the delay in the timing of the second overlapping torque ΔTmg2* reaching its maximum value relative to the compression top dead center of cylinder #1.

[0082] According to the processing in S38 and S44, not only can the waveforms of the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* be changed, but their magnitudes and phases can also be changed. Figure 5 Part (a) uses dashed lines to represent examples where the phases of the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* are offset relative to their respective solid lines (the example shown in the figure is where the dashed lines are delayed relative to the solid lines). Additionally, in Figure 5 Part (a) uses a dashed line to represent an example where the magnitudes of the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* are increased relative to their respective solid lines. In other words, the dashed line represents an example where the amplitudes of the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* are increased relative to their respective solid lines.

[0083] The sum of the increments in the outputs of the first electric generator 52 and the second electric generator 54 caused by the first overlapping torque ΔTmg1* overlapping the first required torque base value Tmg1b* and the second overlapping torque ΔTmg2* overlapping the second required torque base value Tmg2b* is set to be equal to the decrease in output of the internal combustion engine 10 caused by the cessation of combustion control of cylinder #1. This is a setting used to set the sum of the outputs of the internal combustion engine 10, the first electric generator 52, and the second electric generator 54 as the required output Pd*.

[0084] When the internal combustion engine requires a higher torque Te*, the output reduction of the internal combustion engine 10 due to the cessation of combustion control in cylinder #1 is greater compared to the case where the internal combustion engine requires a lower torque Te*. Therefore, when the internal combustion engine requires a higher torque Te*, the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* are set to larger values ​​compared to the case where the internal combustion engine requires a lower torque Te*. That is, compared to... Figure 5 In part (a), the required internal combustion engine torque Te* corresponding to the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2*, represented by a single-dotted line, is greater than the required internal combustion engine torque Te* corresponding to the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2*, represented by a solid line.

[0085] return Figure 4 If the CPU 72 determines that the execution flag F is "0" (S36: No), it substitutes the first required torque base value Tmg1b* into the first required torque Tmg1* (S50). Then, in order to control the torque of the first electric generator 52 to the first required torque Tmg1*, the CPU 72 outputs the operation signal MS5 to the first converter 56 (S52). Additionally, the CPU 72 substitutes the second required torque base value Tmg2b* into the second required torque Tmg2* (S54). Then, in order to control the torque of the second electric generator 54 to the second required torque Tmg2*, the CPU 72 outputs the operation signal MS6 to the second converter 58 (S56).

[0086] In addition, CPU72 temporarily stopped processing after completing S48 and S56. Figure 4 The series of processes shown.

[0087] Here, the function and effects of this embodiment will be explained.

[0088] Figure 6 The overlapping processing of the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* involved in this embodiment is illustrated.

[0089] Figure 6 The dashed lines represent the shifts in instantaneous speed ωe, the first instantaneous speed ωmg1, and the second instantaneous speed ωmg2 of the internal combustion engine without regeneration. The dashed lines represent the relative speeds of the engine's instantaneous speeds ωe, ωmg1, and ωmg2. Figure 6The horizontal portion of the instantaneous speeds ωe, ωmg1, and ωmg2 of the internal combustion engine, represented by solid lines, is a curve protruding upwards. Here, the instantaneous speed ωe is the rotational speed of the crankshaft 26 related to rotations at angular intervals smaller than the interval between the occurrence of top dead center (TDC) during compression. The engine speed NE represents the average speed of the crankshaft 26 over one revolution. The first instantaneous speed ωmg1 is the rotational speed of the rotating shaft 52a of the first electric generator 52 related to rotations at angular intervals smaller than the interval between the occurrence of TDC during compression. The first instantaneous speed ωmg1 is also the rotational speed of the rotating shaft 52a of the first electric generator 52 related to rotations at angular intervals smaller than one revolution. The first speed Nmg1 is the average speed of the rotating shaft 52a related to rotations at angular intervals smaller than one revolution. The second instantaneous speed ωmg2 is the rotational speed of the rotating shaft 54a of the second electric generator 54 related to rotations at angular intervals smaller than the interval between the occurrence of TDC during compression. Furthermore, the second instantaneous velocity ωmg2 is the rotational speed of the rotating shaft 54a of the second electric generator 54, which is related to rotations occurring at angular intervals smaller than one revolution of the rotating shaft 54a of the second electric generator 54. Additionally, the second rotational speed Nmg2 is the average velocity of the rotating shaft 54a, which is related to rotations occurring at more than one revolution of the rotating shaft 54a of the second electric generator 54.

[0090] like Figure 6 As shown by the double-dotted line regarding the instantaneous speed ωe of the internal combustion engine, when the regeneration process is performed but the processes S38 to S48 are not executed, the instantaneous speed ωe of the internal combustion engine decreases periodically in sync with the top dead center of the compression cylinder #1. The double-dotted line represents the speed at which the engine speed decreases relative to the top dead center of the cylinder #1. Figure 6 The instantaneous speeds ωe, ωmg1, and ωmg2 of the internal combustion engine are represented by solid lines, with the horizontal portion protruding downwards. Additionally, in... Figure 6 The low latency is not easy to understand, but as Figure 6 The first instantaneous speed ωmg1 is indicated by a double-dotted line. When the regeneration process is performed but the processes S38 to S48 are not executed, the first instantaneous speed ωmg1 decreases with a delay compared to the decrease in the instantaneous speed ωe of the internal combustion engine. Furthermore, as in... Figure 6 The second instantaneous speed ωmg2 is indicated by a double-dotted line. When the regeneration process is performed but the processes S38 to S48 are not performed, the second instantaneous speed ωmg2 decreases with a delay of the decrease in the instantaneous speed ωe of the internal combustion engine and the decrease in the first instantaneous speed ωmg1.

[0091] In contrast, CPU72 superimposes the first superimposed torque ΔTmg1* onto the torque of the first electric generator 52. Here, it is assumed that if the first superimposed torque ΔTmg1* is not superimposed on the torque of the first electric generator 52, and only the second superimposed torque ΔTmg2* is used, it may result in… Figure 6 The inventors found that the decrease in the first instantaneous velocity ωmg1, indicated by a single-dot dash, could not be avoided. Therefore, they discovered that vehicle vibration could not be adequately suppressed.

[0092] Furthermore, the inventors discovered that, compared to the case where the first overlapping torque ΔTmg1* is used instead of the second overlapping torque ΔTmg2*, using both the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* can suppress vehicle vibration. Therefore, the CPU72 overlaps the second overlapping torque ΔTmg2* onto the torque of the second electric generator 54.

[0093] Figure 6 The time t1 shown is the timing of the top dead center of the compression stroke in cylinder #1. Figure 6 In this process, the first overlapping torque ΔTmg1* is overlapped with the torque of the first electric generator 52 starting from time t1. On the other hand, Figure 6 An example is shown where the timing of the second overlapping torque ΔTmg2*, delayed by a second delay amount D2 relative to time t1, is overlapped with the torque of the second electric generator 54. Here, starting from time t1, the first overlapping torque ΔTmg1* is an example. In other words, the first delay amount D1 is not limited to zero. Here, the first delay amount D1 is a delay amount representing the amount by which the timing of overlapping the first overlapping torque ΔTmg1* is delayed relative to time t1. However, in this embodiment, the first delay amount D1 is smaller than the second delay amount D2. This is because... Figure 6 As shown by the double-dotted lines in the first instantaneous velocity ωmg1 and the second instantaneous velocity ωmg2, the effect of the reduction in torque of the internal combustion engine 10 occurs earlier on the first electric generator 52 side than the timing generated on the second electric generator 54 side.

[0094] Based on the above-described embodiment, the following functions and effects can also be obtained.

[0095] (1) The first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* are overlapped at a period that is an integer multiple of 180°CA of the internal combustion engine 10. 180°CA is the compression top dead center occurrence period of the internal combustion engine 10. Here, the integer multiple is "4". That is, the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* are overlapped at a period of 720°CA, which is 4 times 180°CA. For example, the rectangular wave of the first overlapping torque ΔTmg1* appears at a period of 720°CA. The reduction in torque of the internal combustion engine 10 caused by the processing of S22 (stopping the cylinder #1) is generated at the compression top dead center occurrence period of cylinder #1. The internal combustion engine 10 has 4 cylinders, in other words, the reduction in torque of the internal combustion engine 10 caused by the processing of S22 is generated at a period that is "4" times 180°CA, which is the compression top dead center occurrence period of the internal combustion engine 10. Therefore, in this embodiment, the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* are overlapped by a 720° CA period, which is the period in which the compression top dead center of cylinder #1 occurs. Thus, the reduction in torque of the internal combustion engine 10 can be appropriately compensated.

[0096] <Second Implementation>

[0097] Hereinafter, regarding the second embodiment, the differences from the first embodiment will be the main focus, referring to... Figures 7-9 Let me explain.

[0098] In the first embodiment described above, during the regeneration process of GPF34, the output reduction resulting from the cessation of combustion control of cylinder #1 (which serves as a stop cylinder) is compensated using a first overlapping torque ΔTmg1* and a second overlapping torque ΔTmg2*. In contrast, this embodiment includes a process that compensates for the output reduction resulting from the cessation of combustion control of cylinder #1 by increasing the combustion energy of cylinders #2 to #4.

[0099] Figure 7 The steps described relate to the increase in combustion energy in cylinders #2 to #4. Figure 7 The process shown is implemented by CPU 72 repeatedly executing a program stored in ROM 74 at predetermined cycles. Furthermore, this process becomes... Figure 2 The output allocation is part of the M24 process.

[0100] exist Figure 7In the series of processes shown, CPU 72 first obtains the required output Pd* (S60). Then, CPU 72 calculates the required basic output value Peb* of the internal combustion engine (S62). Here, the required basic output value Peb* of the internal combustion engine satisfies "Peb* + Pmg1* + Pmg2* = Pd*". Next, CPU 72 determines whether the execution flag F is "1" (S64).

[0101] If the CPU72 determines that the execution flag F is "1" (S64: Yes), it calculates the reduction rate Rdp of the internal combustion engine 10's output (S66). In this embodiment, combustion control is stopped only for cylinder #1, which is the stop cylinder among cylinders #1 to #4, so the reduction rate Rdp becomes "1 / 4". Furthermore, the CPU72 substitutes the value obtained by dividing the internal combustion engine's required output base value Peb* by "1-Rdp" into the internal combustion engine's required output Pe* (S68).

[0102] On the other hand, if the CPU72 determines that the execution flag F is "0" (S64: No), it substitutes the internal combustion engine's required output base value Peb* into the internal combustion engine's required output Pe* (S70).

[0103] In addition, CPU72 temporarily stopped processing after completing the S68 and S70 processes. Figure 7 The series of processes shown.

[0104] Figure 8 The steps of the processing related to the calculation of the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* are shown. Figure 8 The processing shown is implemented by the CPU 72 repeatedly executing a program stored in ROM 74, for example, at predetermined cycles. Additionally, in Figure 8 For convenience, the following is used to describe the relationship between... Figure 4 The processes shown have the same step numbers as the corresponding processes labeled.

[0105] exist Figure 8 In the series of processes shown, when the CPU72 determines that the execution flag F is "1" (S36: Yes), it calculates the first offset Δ1, the first amplitude A1, and the first phase φ1 (S38a). In this embodiment, the first overlapping torque ΔTmg1* is the value of a sine wave with the first amplitude A1 offset by the first offset Δ1. Furthermore, the phase of the sine wave is the first phase φ1. The first overlapping torque ΔTmg1* is shown below.

[0106] ΔTmg1*=A1·sin(2·θe+φ1)+Δ1

[0107] Here, the crank angle θe is used. The crank angle θe is calculated by the CPU 72 based on the output signal Scr. According to the above formula, the first overlapping torque ΔTmg1* has a period of 180°CA. In other words, the first overlapping torque ΔTmg1* has a period that is "1" times the period during which the compression top dead center occurs. The compression top dead center occurrence period is the period during which the compression top dead center occurs in the internal combustion engine 10. In this embodiment, the internal combustion engine 10 has 4 cylinders, therefore the compression top dead center occurrence period is 180°CA.

[0108] CPU 72 variably sets the first amplitude A1 based on the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the first speed Nmg1. Here, when the required internal combustion engine torque Te* is large, the first amplitude A1 is set to a larger value compared to when the required internal combustion engine torque Te* is small. Additionally, CPU 72 variably sets the first phase φ1 based on the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the first speed Nmg1. Furthermore, CPU 72 variably sets the first offset Δ1 based on the internal combustion engine speed NE, the required internal combustion engine torque Te*, the first speed Nmg1, and the duration T of the regeneration process. As the duration T of the GPF34's regeneration process increases, CPU 72 gradually decreases the first offset Δ1, eventually making it zero.

[0109] CPU72 substitutes the value obtained by adding the first overlapping torque ΔTmg1* to the first required torque base value Tmg1b* into the first required torque Tmg1* (S40a) and moves it to the processing of S42. Figure 8 In S40a, it is represented by ΔTmg1*=A1·sin(2·θe+φ1)+Δ1.

[0110] Furthermore, CPU72 calculates the second offset Δ2, the second amplitude A2, and the second phase φ2 for the second overlapping torque ΔTmg2* (S44a). In this embodiment, the second overlapping torque ΔTmg2* is a sine wave with the second amplitude A2 offset by the second offset Δ2. Additionally, the phase of the sine wave of the second overlapping torque ΔTmg2* is the second phase φ2. The second overlapping torque ΔTmg2* is shown below.

[0111] ΔTmg2*=A2·sin(2·θe+φ2)+Δ2

[0112] According to the above formula, the second overlapping torque ΔTmg2* has a period of 180°CA. In other words, the second overlapping torque ΔTmg2* has the same period as the period when the compression top dead center of the internal combustion engine 10 occurs.

[0113] CPU 72 variably sets the second amplitude A2 based on the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the second speed Nmg2. Here, when the required internal combustion engine torque Te* is large, the second amplitude A2 is set to a larger value compared to when the required internal combustion engine torque Te* is small. Additionally, CPU 72 variably sets the second phase φ2 based on the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the second speed Nmg2. Furthermore, CPU 72 variably sets the second offset Δ2 based on the internal combustion engine speed NE, the required internal combustion engine torque Te*, the second speed Nmg2, and the duration T of the regeneration process. As the duration T increases, CPU 72 gradually decreases the second offset Δ2, eventually reducing it to zero.

[0114] CPU72 substitutes the value obtained by adding the second overlapping torque ΔTmg2* to the second required torque base value Tmg2b* into the second required torque Tmg2* (S46a) and moves it to the processing of S48.

[0115] In this embodiment, the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* are values ​​obtained by adding an offset to the sinusoidal torque. Here, the average value of the sinusoidal torque is zero. Therefore, the average value of the output caused by the sinusoidal torque is also zero. This means that the sinusoidal torque is an appropriate torque when the reduction in the output of the internal combustion engine 10 caused by the cessation of combustion control of cylinder #1 is fully compensated by the processing of S68. However, even if the processing of S68 is actually executed due to the response delay when increasing the output of the internal combustion engine 10, a delay will occur before the output of the internal combustion engine 10 becomes the output Pe* required by the internal combustion engine. Therefore, the first offset Δ1 and the second offset Δ2 compensate for the insufficient output of the internal combustion engine 10 caused by the response delay. In other words, the first offset Δ1 and the second offset Δ2 compensate for the amount of insufficient output of the internal combustion engine 10 caused by the processing of S22, which is insufficient according to the compensation amount of the processing of S68.

[0116] Figure 9 Part (a) represents the shifts in the instantaneous engine speed ωe, the first required torque Tmg1*, and the second required torque Tmg2* before and after the start of the regeneration process of GPF34. When the regeneration process begins at time t1, the first required torque Tmg1* becomes the value obtained by adding a first offset Δ1 to the base value of the first required torque Tmg1b* and then further superimposing a sine wave on it. Similarly, the second required torque Tmg2* becomes the value obtained by adding a second offset Δ2 to the base value of the second required torque Tmg2b* and then further superimposing a sine wave on it.

[0117] In addition, Figure 9In part (a), time t1 is the timing that marks the top dead center of compression for cylinder #1, which is the stop cylinder. Furthermore, the first delay amount D1 is a delay representing the amount by which the timing when the first overlapping torque ΔTmg1* reaches its maximum is delayed relative to the timing when cylinder #1 reaches its top dead center. Additionally, the second delay amount D2 is a delay representing the amount by which the timing when the second overlapping torque ΔTmg2* reaches its maximum is delayed relative to the timing when cylinder #1 reaches its top dead center. For example... Figure 9 As shown in part (a), the first delay amount D1 is smaller than the second delay amount D2. This is because the effect of the reduction in torque of the internal combustion engine 10 occurs earlier on the first electric generator 52 side compared to the second electric generator 54 side.

[0118] Figure 9 Part (b) indicates that after the regeneration process begins, the output of the internal combustion engine 10 follows the time point at which the internal combustion engine is required to output Pe* as set by the process in S68. In this case, the first offset Δ1 and the second offset Δ2 become zero. Therefore, the first required torque Tmg1* becomes a value superimposed on the first required torque base value Tmg1b*. In addition, the second required torque Tmg2* becomes a value superimposed on the second required torque base value Tmg2b*.

[0119] <Correspondence>

[0120] The correspondence between the items in the above embodiments and the items described in the "Summary of the Invention" section is as follows. Hereinafter, each number in the examples described in the "Summary of the Invention" section indicates a correspondence.

[0121] In [1], [2], and [3], the first rotary motor corresponds to the first electric generator 52, and the second rotary motor corresponds to the second electric generator 54.

[0122] The stop process corresponds to the process in S22. In the example of the above embodiment, the stop cylinder for one or more cylinders that stop combustion control corresponds to cylinder #1.

[0123] The first compensation treatment corresponds to Figure 4 The processing of S38 to S42 in the middle and Figure 8 The processing of S38a, S40a, and S42. That is, the first compensation processing (S38 to S42; S38a, S40a, S42) increases the torque of the first rotating motor (52) compared to the torque of the first rotating motor (52) before the start of the stop processing (S22), in order to compensate for at least a portion of the reduction in torque of the internal combustion engine 10 caused by the stop processing (S22).

[0124] The second compensation treatment corresponds to Figure 4 The processing of S44 to S48 in the middle and Figure 8The processing of S44a, S46a, and S48. That is, the second compensation processing (S44 to S48; S44a, S46a, S48) increases the torque of the second rotating motor (54) compared to the torque of the second rotating motor (54) before the start of the stop processing (S22), in order to compensate for at least a portion of the reduction in torque of the internal combustion engine (10) caused by the stop processing (S22).

[0125] The first overlapping torque ΔTmg1* is equivalent to the first output increase amount, which is the increase in the output of the first rotating motor (52) caused by the increase in the torque (Tmg1*) of the first rotating motor (52) based on the first compensation process (S38~S42; S38a, S40a, S42).

[0126] The second overlapping torque ΔTmg2* is equivalent to the second output increase amount, which is the increase in the output of the second rotating motor (54) caused by the increase in the torque (Tmg2*) of the second rotating motor (54) based on the second compensation process (S44~S48; S44a, S46a, S48).

[0127] In [4], the compression top dead center occurs at an integer multiple of the period. Figure 6 The middle corresponds to "4" times, in Figure 9 In the middle, it corresponds to "1".

[0128] In [5], the energy increment processing corresponds to Figure 7 The processing of S68 in the process.

[0129] The specified time corresponds to the time of one combustion cycle.

[0130] In [6] and [7], the first delay amount corresponds to the first delay amount D1, and the second delay amount corresponds to the second delay amount D2.

[0131] In [8], this example corresponds to the one in Figure 8 In the S38a processing, the first amplitude A1 is set according to the torque Te* required by the internal combustion engine.

[0132] In [9], the example corresponds to Figure 5 .

[0133] In

[10] , the first rotary motor corresponds to the first electric generator 52, and the second rotary motor corresponds to the second electric generator 54.

[0134] Stop processing corresponds to the processing in S22.

[0135] The first change processing corresponds to Figure 4 The processing of S38 to S42 in the middle and Figure 8 The processing of S38a, S40a, and S42 in the code.

[0136] The second change processing corresponds to Figure 4 The processing of S44 to S48 in the middle and Figure 8 The processing of S44a, S46a, and S48 in the code.

[0137] <Other Implementation Methods>

[0138] Furthermore, this embodiment can be implemented in the following ways. This embodiment and the following modifications can be combined and implemented with each other within the scope of technical non-contradiction.

[0139] Regarding the first compensation treatment and the first change treatment

[0140] In the first embodiment described above Figure 4 In step S38, the magnitude and waveform of the first overlapping torque ΔTmg1* are variably set based on the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the first speed Nmg1, but are not limited to this. For example, if the internal combustion engine speed NE for performing regeneration processing is limited to a narrow range, the magnitude and waveform of the first overlapping torque ΔTmg1* can be variably set only based on the required internal combustion engine torque Te* and the first speed Nmg1. Furthermore, if the first speed Nmg1 is also limited to a narrow range at this time, the magnitude and waveform of the first overlapping torque ΔTmg1* can also be variably set only based on the required internal combustion engine torque Te*.

[0141] Furthermore, the magnitude and waveform of the first overlapping torque ΔTmg1* can be variably set based on only a few of the following: engine speed NE, engine required torque Te*, and first speed Nmg1. For example, the magnitude and waveform of the first overlapping torque ΔTmg1* can also be variably set based on the engine required output Pe*, engine speed NE, and first speed Nmg1. Here, the engine required torque Te* can be represented by a group of two variables consisting of the engine required output Pe* and the engine speed NE. Therefore, when the engine required output Pe* and engine speed NE are used as inputs to determine the first overlapping torque ΔTmg1*, the first overlapping torque ΔTmg1* can be set to a larger value when the engine required torque Te* is larger, compared to the case where the engine required torque Te* is smaller.

[0142] ·exist Figure 4 In the processing, the magnitude, waveform and phase of the first overlapping torque ΔTmg1* are variably set according to the same variable, but are not limited to this.

[0143] • As a method for variably setting the waveform of the first overlapping torque ΔTmg1*, it is not limited to, for example... Figure 5The illustrated example demonstrates a process that allows the pulsed waveform to be variable. For instance, it could also be a switching mechanism. Figure 5 The rectangular pulse shown in part (a) is... Figure 9 The processing of the sinusoidal waveform shown.

[0144] Even when the waveform of the first overlapping torque ΔTmg1* is a pulsed waveform, it is not necessary to variably set the waveform. For example, it is also possible to simply set the waveform... Figure 5 The shape of part (b) is used as a pulse-like waveform.

[0145] ·exist Figure 8 In S38a, the first offset Δ1 is variably set based on the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the first speed Nmg1, but is not limited to this. For example, if the internal combustion engine speed NE for performing the regeneration process is limited to a narrow range, then the first offset Δ1 can also be variably set based solely on the required internal combustion engine torque Te* and the first speed Nmg1 for these three variables. Furthermore, when the first speed Nmg1 is limited to a narrow range at this time, the first offset Δ1 can also be variably set based solely on the required internal combustion engine torque Te* for these three variables.

[0146] In addition, Figure 8 In S38a, besides the duration T of the regeneration process of GPF34, the first offset Δ1 is not limited to being variably set based solely on a few of the following: internal combustion engine speed NE, internal combustion engine required torque Te*, and first speed Nmg1. For example, the first offset Δ1 can also be variably set based on the internal combustion engine required output Pe*, internal combustion engine speed NE, and first speed Nmg1.

[0147] ·exist Figure 8 In S38a, the process of gradually reducing the first offset Δ1 to zero is not limited to the process of taking the duration T as input. For example, the actual output of the internal combustion engine 10, which is determined based on the intake air volume Ga, can also be used as input to the process of gradually reducing the first offset Δ1 to zero.

[0148] • It is also possible to not execute Figure 7 In the case of processing S64 to S68, the following is adopted Figure 8 The processing should be such that, in this case, the first offset Δ1 is not reduced according to the duration T.

[0149] ·exist Figure 8In S38a, the first amplitude A1 and the first phase φ1 are variably set according to the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the first speed Nmg1, respectively, but are not limited thereto. For example, if the internal combustion engine speed NE for performing the regeneration process is limited to a narrow range, the first amplitude A1 and the first phase φ1 can be variably set only according to the required internal combustion engine torque Te* and the first speed Nmg1. Furthermore, if the first speed Nmg1 is also limited to a narrow range at this time, the first amplitude A1 and the first phase φ1 can be variably set only according to the required internal combustion engine torque Te*.

[0150] Furthermore, the first amplitude A1 and the first phase φ1 can be variably set based on only a few of the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the first speed Nmg1. For example, the first amplitude A1 and the first phase φ1 can also be variably set based on the required internal combustion engine output Pe*, the internal combustion engine speed NE, and the first speed Nmg1. Here, the combination of the two variables, the required internal combustion engine output Pe* and the internal combustion engine speed NE, can represent the required internal combustion engine torque Te*. Therefore, when the required internal combustion engine output Pe* and the internal combustion engine speed NE are used as inputs to determine the first amplitude A1, the first amplitude A1 can be set to a larger value when the required internal combustion engine torque Te* is larger, compared to the case where the required internal combustion engine torque Te* is smaller.

[0151] ·exist Figure 8 In this context, except for the duration T, the variables (internal combustion engine speed NE, internal combustion engine required torque Te*, and first speed Nmg1) that will be used as inputs for variably setting the first offset Δ1, the first amplitude A1, and the first phase φ1 are set to be shared. However, it is not limited to setting these variables to be shared.

[0152] Regarding the second compensation treatment and the second change treatment

[0153] In the first embodiment described above Figure 4 In step S44, the magnitude and waveform of the second overlapping torque ΔTmg2* are variably set based on the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the second speed Nmg2, but are not limited to this. For example, if the internal combustion engine speed NE performing the regeneration process is limited to a narrow range, the magnitude and waveform of the second overlapping torque ΔTmg2* can be variably set only based on the required internal combustion engine torque Te* and the second speed Nmg2. Furthermore, if the second speed Nmg2 is also limited to a narrow range at this time, the magnitude and waveform of the second overlapping torque ΔTmg2* can also be variably set only based on the required internal combustion engine torque Te*.

[0154] Furthermore, the magnitude and waveform of the second overlapping torque ΔTmg2* can be variably set based on only a few of the following: engine speed NE, engine required torque Te*, and second speed Nmg2. For example, the magnitude and waveform of the second overlapping torque ΔTmg2* can also be variably set based on the engine required output Pe*, engine speed NE, and second speed Nmg2. Here, the combination of the two variables, engine required output Pe* and engine speed NE, can represent the engine required torque Te*. Therefore, when the engine required output Pe* and engine speed NE are used as inputs to determine the second overlapping torque ΔTmg2*, the second overlapping torque ΔTmg2* can be set to a larger value when the engine required torque Te* is larger, compared to the case where the engine required torque Te* is smaller.

[0155] ·exist Figure 4 In the processing, the magnitude and waveform phase of the second overlapping torque ΔTmg2* are variably set according to the same variable, but are not limited to this.

[0156] • As a method for variably setting the waveform of the second overlapping torque ΔTmg2*, it is not limited to, for example... Figure 5 As illustrated, the pulsed waveform can be set to a variable processing mode. For example, it could also be a switching mode. Figure 5 The rectangular pulse shown in part (a) is... Figure 9 The processing of the sinusoidal waveform shown.

[0157] Even when the waveform of the second overlapping torque ΔTmg2* is a pulsed waveform, variable waveform setting is not necessary. It is also possible to simply set, for example... Figure 5 The shape of part (b) is used as a pulse-like waveform.

[0158] ·exist Figure 8 In this process, the second offset Δ2 can be variably set based on the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the second speed Nmg2, but is not limited to this. For example, if the internal combustion engine speed NE performing the regeneration process is restricted to a narrow range, then the second offset Δ2 can also be variably set based solely on the required internal combustion engine torque Te* and the second speed Nmg2 for these three variables. Furthermore, if the second speed Nmg2 is also restricted to a narrow range at this time, then the second offset Δ2 can also be variably set based solely on the required internal combustion engine torque Te* for these three variables.

[0159] In addition to the duration T, the second offset Δ2 can be variably set based on several of the following, not just the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the second speed Nmg2. For example, the second offset Δ2 can also be variably set based on the required internal combustion engine output Pe*, the internal combustion engine speed NE, and the second speed Nmg2.

[0160] • The process of gradually reducing the second offset Δ2 to zero is not limited to the process that takes the duration T as input. For example, the actual output of the internal combustion engine 10, which is determined based on the intake air volume Ga, can also be used as input to the process of gradually reducing the second offset Δ2 to zero.

[0161] • It is also possible to not execute Figure 7 In the case of processing S64 to S68, the following is adopted Figure 8 The handling of this is as follows: In this case, it is sufficient to prevent the second offset Δ2 from decreasing with respect to the duration T.

[0162] ·exist Figure 8 In this process, the second amplitude A2 and the second phase φ2 are variably set based on the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the second speed Nmg2, but are not limited to this. For example, if the internal combustion engine speed NE performing the regeneration process is limited to a narrow range, the second amplitude A2 and the second phase φ2 can be variably set only based on the required internal combustion engine torque Te* and the second speed Nmg2. Furthermore, if the second speed Nmg2 is also limited to a narrow range at this time, the second amplitude A2 and the second phase φ2 can also be variably set only based on the required internal combustion engine torque Te*.

[0163] Furthermore, the second amplitude A2 and the second phase φ2 can be variably set based on only a few of the internal combustion engine speed NE, the required internal combustion engine torque Te*, and the second speed Nmg2. For example, the second amplitude A2 and the second phase φ2 can also be variably set based on the required internal combustion engine output Pe*, the internal combustion engine speed NE, and the second speed Nmg2. Here, the combination of the two variables, the required internal combustion engine output Pe* and the internal combustion engine speed NE, can represent the required internal combustion engine torque Te*. Therefore, when the required internal combustion engine output Pe* and the internal combustion engine speed NE are used as inputs to determine the second amplitude A2, when the required internal combustion engine torque Te* is large, the second amplitude A2 can be set to a larger value compared to when the required internal combustion engine torque Te* is small.

[0164] ·exist Figure 8In this context, aside from the duration T, the variables that will be used as inputs for variably setting the second offset Δ2, the second amplitude A2, and the second phase φ2 (internal combustion engine speed NE, internal combustion engine required torque Te*, and the second speed Nmg2) are set to be shared. However, it is not limited to setting these variables to be shared.

[0165] "Regarding the relationship between the first overlapping torque and the second overlapping torque"

[0166] • It is not necessary to use the torque to compensate for at least a portion of the reduction in output of the internal combustion engine 10 caused by the regeneration process, through the cooperation between the first and second overlap torques. For example, at least a portion of the reduction in output of the internal combustion engine 10 caused by the regeneration process can be compensated solely by the first overlap torque. This can be achieved, for example, by using... Figure 8 In the processing, the second offset Δ2 is set to zero. Additionally, for example in... Figure 8 In the process, the timing of making the second offset Δ2 zero earlier than the timing of making the first offset Δ1 zero can be advanced to set a period during which the first overlapping torque ΔTmg1* is used to compensate for the reduction in the output of the internal combustion engine 10 caused by the regeneration process.

[0167] · Figure 5 This illustrates an example where the waveforms of the first overlapping torque ΔTmg1* and the second overlapping torque ΔTmg2* are set to the same waveform when the waveforms are variably configured, but this is not a limitation. For example, when the first overlapping torque ΔTmg1* is set as follows... Figure 5 In the case of setting the shape as illustrated in part (b), the second overlapping torque ΔTmg2* can also be set as follows: Figure 5 As illustrated in part (a), it is set to a rectangular shape.

[0168] · Figure 6 and Figure 9 Examples are shown where the second delay amount D2 is greater than the first delay amount D1, but this is not the only one. For example, as described in the "About Vehicles" section below, in cases where the magnitude of the phase delay amount of the decrease in the first speed Nmg1 and the second speed Nmg2 is reversed due to changes in the connection method or components of the vehicle prime mover with the power distribution device, the first delay amount D1 may be set to be greater than or equal to the second delay amount D2.

[0169] The process of using the first overlapping torque ΔTmg1* as a computational parameter is not mandatory. For example, based on the variables used in the processes of S38 and S38a, the first required torque Tmg1* can be calculated directly without calculating the first overlapping torque ΔTmg1*.

[0170] The process of using the second overlapping torque ΔTmg2* as a computational parameter is not mandatory. For example, based on the variables used in the processes of S44 and S44a, the second required torque Tmg2* can be calculated directly without calculating the second overlapping torque ΔTmg2*.

[0171] Regarding energy increment processing

[0172] • In order to suppress the decrease in the average output of the internal combustion engine 10 in each combustion cycle caused by the regeneration process, the process of increasing the combustion energy in cylinders other than the cylinders that are not subject to combustion cessation caused by the regeneration process is not limited to the process of increasing the filling efficiency. For example, it could also be a process of making the ignition timing in cylinders other than the cylinders that are stopped close to MBT (Minimum advance for the Best Torque).

[0173] Regarding the suspension of processing

[0174] The shutdown process for combustion control in the shutdown cylinder is not limited to the regeneration process of GPF34. For example, it could also be a process of stopping the fuel supply to one or more shutdown cylinders in order to adjust the output of the internal combustion engine 10. Additionally, it could be a process of stopping combustion control in the cylinder where an abnormality has occurred, for example, in the event of an abnormality in the shutdown cylinder. Furthermore, it could also be a process where, for example, if the oxygen uptake of the three-way catalyst 32 is below a predetermined value, in order to supply oxygen to the three-way catalyst 32, combustion control is stopped only in the shutdown cylinder, and control is performed to make the air-fuel ratio of the mixture in the remaining cylinders equal to the stoichiometric air-fuel ratio.

[0175] "Estimation of Accumulation Amount"

[0176] • As an estimate of the GPF34 stacking density (DPM), it is not limited to Figure 3 The process illustrated in the example. For instance, the buildup amount DPM can also be estimated based on the pressure difference between the upstream and downstream sides of the GPF34 and the intake air volume Ga. Specifically, when the pressure difference is large, the buildup amount DPM is estimated to be a larger value compared to when the pressure difference is small. Even if the pressure differences are the same, when the intake air volume Ga is small, the buildup amount DPM can be estimated to be a larger value compared to when the intake air volume Ga is large. Here, if the pressure on the downstream side of the GPF34 is considered a constant value, the aforementioned pressure Pex can be used instead of the differential pressure to estimate the buildup amount DPM.

[0177] Regarding the post-processing unit

[0178] • The GPF34 is not limited to being located downstream of the three-way catalyst 32 in the exhaust passage 30. Furthermore, the presence of the GPF34 in the aftertreatment system is not mandatory. The GPF34 is not limited to a filter carrying the three-way catalyst. For example, if the three-way catalyst is located upstream of the GPF34, the GPF34 may simply be a filter.

[0179] Regarding the control device

[0180] • The control device is not limited to having a CPU 72 and a ROM 74 and performing software processing. For example, it may also include dedicated hardware circuits such as an ASIC that perform hardware processing on at least a portion of the software processing performed in the above embodiments. That is, the control device can be any of the following structures (a) to (c): (a) A processing device that performs all of the above processing according to a program and a program storage device such as a ROM that stores the program (including a non-transitory computer-readable storage medium). (b) A processing device that performs a portion of the above processing according to a program, a program storage device, and dedicated hardware circuits that perform the remaining processing. (c) A dedicated hardware circuit that performs all of the above processing. Here, there may be multiple software execution devices and dedicated hardware circuits that include processing devices and program storage devices.

[0181] Regarding the power distribution system

[0182] • As a power distribution device, it is not limited to planetary gear mechanisms.

[0183] Regarding the vehicle

[0184] • The method of connecting the planetary gear mechanism to the vehicle prime mover is not limited to Figure 1 The illustrated method. For example, the second electric generator 54 and the drive wheel 60 can be mechanically connected to the sun gear S, and the first electric generator 52 can be mechanically connected to the gear ring R.

[0185] It should be understood that the phrase "at least one of A and B" in this specification means "only A" or "only B" or "both A and B".

Claims

1. A control device for a hybrid vehicle, The control device is applied to a hybrid vehicle, which includes an internal combustion engine, a first rotating electric motor, a second rotating electric motor, drive wheels, and a power distribution device. The internal combustion engine and the first rotary electric mechanism are capable of providing power to the drive wheels via the power distribution device. The second rotary electric mechanism is capable of supplying power to the drive wheel without via the power distribution device. The internal combustion engine has multiple cylinders. The control device is configured to perform the following processes: The process is stopped, thereby stopping the combustion control of one or more cylinders of the plurality of cylinders in the internal combustion engine. The first compensation process, when the stop process is performed, increases the torque of the first rotating motor compared to the torque of the first rotating motor before the start of the stop process, to compensate for at least a portion of the reduction in torque of the internal combustion engine caused by the stop process; and The second compensation process, when the stop process is performed, increases the torque of the second rotating motor compared to the torque of the second rotating motor before the stop process began, to compensate for at least a portion of the reduction in torque of the internal combustion engine caused by the stop process. The first output increase is the increase in the output of the first rotating motor caused by the increase in the torque of the first rotating motor based on the first compensation process. The second output increase is the increase in the output of the second rotating motor caused by the increase in the torque of the second rotating motor based on the second compensation process. The control device is configured to perform the first compensation process and the second compensation process such that the average value of the sum of the first output increase and the second output increase over a predetermined time is equal to the decrease in the output of the internal combustion engine over a predetermined time due to the stop process.

2. A control device for a hybrid vehicle, The control device is applied to a hybrid vehicle, which includes an internal combustion engine, a first rotating electric motor, a second rotating electric motor, drive wheels, and a power distribution device. The internal combustion engine and the first rotary electric mechanism are capable of providing power to the drive wheels via the power distribution device. The second rotary electric mechanism is capable of supplying power to the drive wheel without via the power distribution device. The internal combustion engine has multiple cylinders. The control device is configured to perform the following processes: The process is stopped, thereby stopping the combustion control of one or more cylinders of the plurality of cylinders in the internal combustion engine. The first compensation process, when the stop process is performed, increases the torque of the first rotating motor compared to the torque of the first rotating motor before the start of the stop process, to compensate for at least a portion of the reduction in torque of the internal combustion engine caused by the stop process; and The second compensation process, when the stop process is performed, increases the torque of the second rotating motor compared to the torque of the second rotating motor before the stop process began, to compensate for at least a portion of the reduction in torque of the internal combustion engine caused by the stop process. The compression top dead center occurrence period refers to the period during which the compression top dead center occurs in the internal combustion engine. The first compensation process involves causing the torque of the first rotary motor to vary periodically at a period that is an integer multiple of the period at which the compression top dead center occurs. The second compensation process involves causing the torque of the second rotary motor to vary periodically at a period that is an integer multiple of the period at which the compression top dead center occurs. The control device is configured to perform energy increment processing, which increases the combustion energy of the internal combustion engine in cylinders other than the stopped cylinders to compensate for the reduction in the output of the internal combustion engine caused by the stop processing. The first compensation process includes the following: when the stop process is performed, even after the average value of the increase in the output of the first rotary motor caused by the increase in the torque of the first rotary motor is reduced from a value greater than zero to zero over a predetermined period of time, the torque of the first rotary motor still varies periodically. The second compensation process includes the following process: when the stop process is performed, the torque of the second rotary motor changes periodically even after the average value of the increase in the output of the second rotary motor caused by the increase in the torque of the second rotary motor is reduced from a value greater than zero to zero over a predetermined period of time.

3. The control device for a hybrid vehicle according to claim 2, wherein, The periodic variation of the torque of the first rotating motor is represented by the amplitude of the torque of the first rotating motor. The first compensation process includes the following process: when the required torque of the internal combustion engine is large, the amplitude of the torque of the first rotating motor is increased compared with the case where the required torque of the internal combustion engine is small.

4. The control device for a hybrid vehicle according to claim 2, wherein, The first compensation process includes the following steps: setting the period of the torque of the first rotating motor to an integer multiple of the period of the compression top dead center in the internal combustion engine, and changing the waveform of the torque of the first rotating motor.

5. A control device for a hybrid vehicle, The control device is applied to a hybrid vehicle, which includes an internal combustion engine, a first rotating electric motor, a second rotating electric motor, drive wheels, and a power distribution device. The internal combustion engine and the first rotary electric mechanism are capable of providing power to the drive wheels via the power distribution device. The second rotary electric mechanism is capable of supplying power to the drive wheel without via the power distribution device. The internal combustion engine has multiple cylinders. The control device is configured to perform the following processes: The process is stopped, thereby stopping the combustion control of one or more cylinders of the plurality of cylinders in the internal combustion engine. The first compensation process, when the stop process is performed, increases the torque of the first rotating motor compared to the torque of the first rotating motor before the start of the stop process, to compensate for at least a portion of the reduction in torque of the internal combustion engine caused by the stop process; and The second compensation process, when the stop process is performed, increases the torque of the second rotating motor compared to the torque of the second rotating motor before the stop process began, to compensate for at least a portion of the reduction in torque of the internal combustion engine caused by the stop process. The compression top dead center occurrence period refers to the period during which the compression top dead center occurs in the internal combustion engine. The first compensation process involves causing the torque of the first rotary motor to vary periodically at a period that is an integer multiple of the period at which the compression top dead center occurs. The second compensation process involves causing the torque of the second rotary motor to vary periodically at a period that is an integer multiple of the period at which the compression top dead center occurs. The torque of the first rotary motor has a maximum value, and the timing of the maximum value is delayed by a first delay amount relative to the top dead center of the compression of the stop cylinder, which is the target of the stop processing. The torque of the second rotary motor has a maximum value, and the timing of this maximum value is delayed by a second delay amount relative to the compression top dead center of the stop cylinder, which is the object of the stop processing. The maximum value is the extreme value on the side that provides positive torque to the drive wheel. The second delay amount is set to a different amount than the first delay amount.

6. A control device for a hybrid vehicle, The control device is applied to a hybrid vehicle, which includes an internal combustion engine, a first rotating electric motor, a second rotating electric motor, drive wheels, and a power distribution device. The internal combustion engine and the first rotary electric mechanism are capable of providing power to the drive wheels via the power distribution device. The second rotary electric mechanism is capable of supplying power to the drive wheel without via the power distribution device. The internal combustion engine has multiple cylinders. The control device is configured to perform the following processes: The process is stopped, thereby stopping the combustion control of one or more cylinders of the plurality of cylinders in the internal combustion engine. The first variation process, when the stop process is executed, causes the torque of the first rotary motor to vary periodically at a period that is an integer multiple of the period during which the compression top dead center occurs in the internal combustion engine, wherein the compression top dead center occurrence period represents the period during which the compression top dead center occurs in the internal combustion engine; and The second variation process involves, in the case of executing the stop process, causing the torque of the second rotary motor to vary periodically at a period that is an integer multiple of the period in which the compression top dead center occurs in the internal combustion engine. The torque of the first rotary motor has a maximum value, and the timing of the maximum value is delayed by a first delay amount relative to the top dead center of the compression of the stop cylinder, which is the target of the stop processing. The torque of the second rotary motor has a maximum value, and the timing of this maximum value is delayed by a second delay amount relative to the compression top dead center of the stop cylinder, which is the object of the stop processing. The maximum value is the extreme value on the side that provides positive torque to the drive wheel. The second delay amount is set to a different amount than the first delay amount.

7. The control device for a hybrid vehicle according to claim 5 or 6, wherein, The second delay amount is set to be greater than the first delay amount.

8. A control method for a hybrid vehicle, The control method is applied to the hybrid vehicle, which includes an internal combustion engine, a first rotary motor, a second rotary motor, drive wheels, and a power distribution device. The internal combustion engine has multiple cylinders. The control method includes the following steps: Power is supplied to the drive wheels via the internal combustion engine and the first rotary motor through the power distribution device; The second rotary motor is used to provide power to the drive wheel without passing through the power distribution device; To stop the combustion control of one or more cylinders of the plurality of cylinders in the internal combustion engine; When the combustion control of the stop cylinder is stopped, the torque of the first rotary motor is increased compared to the torque of the first rotary motor before the start of the combustion control to compensate for at least a portion of the reduction in torque of the internal combustion engine caused by the stop of the combustion control. When the combustion control of the stopped cylinder is executed, the torque of the second rotary motor is increased compared to the torque of the second rotary motor before the combustion control was stopped, to compensate for at least a portion of the reduction in torque of the internal combustion engine caused by the cessation of the combustion control; and The average value of the sum of the first output increase and the second output increase over a predetermined time period is equal to the decrease in the output of the internal combustion engine over a predetermined time period due to the cessation of the combustion control, wherein, The first increase in output is the increase in output of the first rotating motor caused by the increase in torque of the first rotating motor, and the second increase in output is the increase in output of the second rotating motor caused by the increase in torque of the second rotating motor.

9. A control method for a hybrid vehicle, The control method is applied to the hybrid vehicle, which includes an internal combustion engine, a first rotary motor, a second rotary motor, drive wheels, and a power distribution device. The internal combustion engine has multiple cylinders. The control method includes the following steps: Power is supplied to the drive wheels via the internal combustion engine and the first rotary motor through the power distribution device; The second rotary motor is used to provide power to the drive wheel without passing through the power distribution device; To stop the combustion control of one or more cylinders of the plurality of cylinders in the internal combustion engine; Perform energy increment processing to increase the combustion energy of the internal combustion engine in cylinders other than the stopped cylinders, in order to compensate for the reduction in the output of the internal combustion engine caused by the cessation of combustion control; When the combustion control of the stopped cylinder is executed, the torque of the first rotary motor is increased compared to the torque of the first rotary motor before the combustion control was stopped, to compensate for at least a portion of the reduction in torque of the internal combustion engine caused by the cessation of the combustion control. The torque of the first rotary motor is periodically varied at periods that are integer multiples of the period at which the compression top dead center occurs. Even after the average value of the increase in the output of the first rotary motor caused by the increase in torque decreases from a value greater than zero to zero over a predetermined period of time, the torque of the first rotary motor continues to vary periodically. The compression top dead center occurrence period refers to the period during which the compression top dead center occurs in the internal combustion engine. When the combustion control is stopped, the torque of the second rotary motor is increased compared to the torque of the second rotary motor before the combustion control was stopped, to compensate for at least a portion of the reduction in the torque of the internal combustion engine caused by the cessation of the combustion control. The torque of the second rotary motor is periodically varied at a period that is an integer multiple of the period in which the compression top dead center occurs. Even after the average value of the increase in the output of the second rotary motor caused by the increase in the torque of the second rotary motor decreases from a value greater than zero to zero over a predetermined period of time, the torque of the second rotary motor is still periodically varied.

10. A control method for a hybrid vehicle, The control method is applied to the hybrid vehicle, which includes an internal combustion engine, a first rotary motor, a second rotary motor, drive wheels, and a power distribution device. The internal combustion engine has multiple cylinders. The control method includes the following steps: Power is supplied to the drive wheels via the internal combustion engine and the first rotary motor through the power distribution device; The second rotary motor is used to provide power to the drive wheel without passing through the power distribution device; To stop the combustion control of one or more cylinders of the plurality of cylinders in the internal combustion engine; When the combustion control of the stopped cylinder is executed, the torque of the first rotary motor is increased compared to the torque of the first rotary motor before the combustion control was stopped, to compensate for at least a portion of the reduction in torque of the internal combustion engine caused by the cessation of the combustion control, and the torque of the first rotary motor is periodically varied at a period that is an integer multiple of the period in which the compression top dead center occurs, wherein, The compression top dead center occurrence period refers to the period during which the compression top dead center occurs in the internal combustion engine. When the combustion control is stopped, the torque of the second rotary motor is increased compared to the torque of the second rotary motor before the combustion control was stopped, to compensate for at least a portion of the reduction in the torque of the internal combustion engine caused by the stop of the combustion control, and the torque of the second rotary motor is periodically varied at a period that is an integer multiple of the period in which the compression top dead center occurs. and The second delay amount is set to a different amount from the first delay amount, wherein the torque of the first rotary motor has a maximum value and the timing of the maximum value is delayed by the first delay amount relative to the compression top dead center of the stop cylinder, which is the object of the combustion control to stop, and the torque of the second rotary motor has a maximum value and the timing of the maximum value is delayed by the second delay amount relative to the compression top dead center of the stop cylinder, which is the object of the combustion control to stop, wherein the maximum value is an extreme value on the side that provides positive torque to the drive wheel.

11. The control method for a hybrid vehicle according to claim 10, wherein, The second delay amount is set to be greater than the first delay amount.

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