Hybrid vehicle control device

Abstract

To provide a control device for a hybrid vehicle which can suppress vibration of a vehicle accompanying stop of combustion control.SOLUTION: CPU 72 stops combustion control of one cylinder out of cylinders #1 to #4 when a regeneration request of a GPF 34 is generated. The CPU 72 periodically decreases a torque of a first motor generator 10 in synchronization with an expansion stroke of the cylinder stopping the combustion control in this case.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a control device for a hybrid vehicle. [Background technology]

[0002] For example, Patent Document 1 below describes a hybrid vehicle in which an internal combustion engine, a first motor generator, a second motor generator, and drive wheels are mechanically connected to a power distribution integration mechanism. The document also describes that when combustion control is stopped in some cylinders of the internal combustion engine, the amount of torque reduction caused by the stop of combustion control is compensated for by the second motor generator. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-260392 Summary of the Invention [Problem to be solved by the invention]

[0004] However, simply compensating for torque by the second motor generator when combustion control is stopped may not be sufficient to suppress vehicle vibrations that accompany the stopping of combustion control. [Means for solving the problem]

[0005] The means for solving the above problems and their effects will be described below. 1. A control device for a hybrid vehicle applied to a vehicle in which an internal combustion engine and a rotating electric machine are capable of transmitting power to drive wheels, the internal combustion engine having a plurality of cylinders, and executing a stop process and a torque reduction process, the stop process being a process of stopping combustion control of some of the cylinders of the internal combustion engine, the torque reduction process being a process of reducing the torque of the rotating electric machine during a portion of one combustion cycle of the internal combustion engine compared to the torque during the remainder of the one combustion cycle when the stop process is being executed, the torque being defined as positive on the side that increases the rotational speed of the drive wheels, the portion of the period being a period of one stroke or less and being a period between the timing of the appearance of compression top dead center before and after the timing of the appearance of compression top dead center of the cylinder for which the combustion control is stopped.

[0006] When the stop process is executed, combustion energy that should be generated is not generated near the compression top dead center of the cylinder targeted for combustion control stop. As a result, the torque of the crankshaft of the internal combustion engine decreases. This torque decrease acts to hinder the rotation of the rotating system including the crankshaft. Meanwhile, the rotating electric machine generates torque that maintains the rotation. Therefore, when combustion control is stopped, torsion occurs in the rotating system including the crankshaft and the rotating shaft of the rotating electric machine. When torsion occurs in the rotating system, vibration due to torque fluctuations may be amplified. Therefore, in the above configuration, the torque reduction process periodically reduces the torque of the rotating electric machine. This makes it possible to suppress torsion in the rotating system including the crankshaft and the rotating shaft of the rotating electric machine. Therefore, with the above configuration, it is possible to suppress vehicle vibrations that accompany the stop of combustion control. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a diagram illustrating a configuration of a drive system and a control device according to an embodiment. [Figure 2] 3 is a flowchart showing a procedure of a process executed by a control device according to the embodiment. [Figure 3] 3 is a flowchart showing a procedure of a process executed by a control device according to the embodiment. [Figure 4]3 is a diagram illustrating an example of vibration intensity of a vehicle according to the embodiment; FIG. [Figure 5] 10(a) to 10(d) are time charts showing the effects of the embodiment. [Figure 6] 10 is a time chart illustrating a torque reduction process according to a modified example of the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0008] Hereinafter, an embodiment will be described with reference to the drawings. As shown in FIG. 1, an internal combustion engine 10 has four cylinders #1 to #4. A throttle valve 14 is provided in an intake passage 12 of the internal combustion engine 10. A port injection valve 16 that injects fuel into an intake port 12a, which is a downstream portion of the intake passage 12, is provided in the intake port 12a. Air drawn into the intake passage 12 and fuel injected from the port injection valve 16 flow into a combustion chamber 20 as an intake valve 18 opens. Fuel is injected into the combustion chamber 20 from an in-cylinder injection valve 22. The air-fuel mixture in the combustion chamber 20 is combusted in response to spark discharge from an ignition device 24. The combustion energy generated at this time is converted into rotational energy of a crankshaft 26.

[0009] The air-fuel mixture burned in the combustion chamber 20 is discharged as exhaust gas into an exhaust passage 30 when an exhaust valve 28 opens. A three-way catalyst 32 having oxygen storage capacity and a gasoline particulate filter (GPF 34) are provided in the exhaust passage 30. The GPF 34 is a filter that collects PM and supports a three-way catalyst.

[0010] The crankshaft 26 is mechanically connected to a carrier C of a planetary gear mechanism 50 constituting the power split device via a torsional damper 27. The torsional damper 27 is equipped with a coil spring and exerts elastic force. A rotating shaft 52a of a first motor generator 52 is mechanically connected to a sun gear S of the planetary gear mechanism 50. A rotating shaft 54a of a second motor generator 54 and driving wheels 60 are mechanically connected to a ring gear R of the planetary gear mechanism 50. An AC voltage is applied to terminals of the first motor generator 52 by a first inverter 56. An AC voltage is applied to terminals of the second motor generator 54 by a second inverter 58. Both the first inverter 56 and the second inverter 58 are power conversion circuits that convert the terminal voltage of a battery 59, which serves as a DC voltage source, into AC voltage and output it.

[0011] The control device 70 operates operating parts of the internal combustion engine 10, such as the throttle valve 14, port injection valve 16, direct injection valve 22, and ignition device 24, to control the torque, exhaust gas component ratio, and other controlled variables of the internal combustion engine 10 as a controlled object. The control device 70 also operates the first inverter 56 to control the torque, which is a controlled variable of the first motor-generator 52 as a controlled object. The control device 70 also operates the second inverter 58 to control the torque, which is a controlled variable of the second motor-generator 54 as a controlled object. FIG. 1 shows operation signals MS1 to MS6 for the throttle valve 14, port injection valve 16, direct injection valve 22, ignition device 24, first inverter 56, and second inverter 58, respectively. The control device 70 references the intake air amount Ga detected by the air flow meter 80 and the output signal Scr of the crank angle sensor 82 to control the controlled variables of the internal combustion engine 10. The control device 70 also references the water temperature THW detected by the water temperature sensor 84. The control device 70 also refers to the charge / discharge current I of the battery 59 detected by a current sensor 88 and the terminal voltage Tb of the battery 59 detected by a temperature sensor 89. The control device 70 also refers to an output signal Sm1 of a first rotation angle sensor 90 that detects the rotation angle of the first motor generator 52, in order to control the control variable of the first motor generator 52. The control device 70 also refers to an output signal Sm2 of a second rotation angle sensor 92 that detects the rotation angle of the second motor generator 54, in order to control the control variable of the second motor generator 54. The control device 70 also refers to an accelerator operation amount ACCP, which is the amount of depression of the accelerator pedal, detected by an accelerator sensor 94, and a vehicle speed SPD detected by a vehicle speed sensor 96.

[0012] The control device 70 includes a CPU 72, a ROM 74, and a peripheral circuit 76, which are capable of communicating with each other via a communication line 78. The peripheral circuit 76 includes a circuit that generates a clock signal that regulates internal operations, a power supply circuit, a reset circuit, etc. The control device 70 controls the control variables by the CPU 72 executing a program stored in the ROM 74.

[0013] Fig. 2 shows the procedure of the process executed by the control device 70 according to this embodiment. The process shown in Fig. 2 is realized by the CPU 72 repeatedly executing a program stored in the ROM 74, for example, at a predetermined interval. Note that, hereinafter, the step number of each process is represented by a number preceded by "S."

[0014] In the series of processes shown in FIG. 2, the CPU 72 first acquires the rotation speed NE, the charging efficiency η, and the water temperature THW (S10). The rotation speed NE is calculated by the CPU 72 based on the output signal Scr. The charging efficiency η is also calculated by the CPU 72 based on the intake air amount Ga and the rotation speed NE. Next, the CPU 72 calculates an update amount ΔDPM for the deposition amount DPM, which is the amount of PM trapped in the GPF 34, based on the rotation speed NE, the charging efficiency η, and the water temperature THW (S12). Here, the CPU 72 calculates the amount of PM in the exhaust gas discharged to the exhaust passage 30 based on the rotation speed NE, the charging efficiency η, and the water temperature THW. The CPU 72 also calculates the temperature of the GPF 34 based on the rotation speed NE and the charging efficiency η. The CPU 72 then calculates the update amount ΔDPM based on the amount of PM in the exhaust gas and the temperature of the GPF 34. Note that, during the execution of the process of S20 described below, the CPU 72 may calculate the update amount ΔDPM taking into account the air-fuel ratio in the cylinder for which combustion control is continuing.

[0015] Next, the CPU 72 updates the accumulation amount DPM according to the update amount ΔDPM (S14). Next, the CPU 72 determines whether or not a flag F is “1” (S16). If the flag F is “1,” it indicates that a regeneration process for burning and removing PM from the GPF 34 is being executed, whereas if the flag F is “0,” it indicates that this is not being executed. If the CPU 72 determines that the flag F is “0” (S16: NO), it determines whether or not the accumulation amount DPM is equal to or greater than a regeneration execution value DPMH (S18). The regeneration execution value DPMH is set to a value at which the amount of PM trapped by the GPF 34 has increased and it is desirable to remove the PM. If the CPU 72 determines that the accumulation amount DPM is equal to or greater than the regeneration execution value DPMH (S18: YES), it executes the regeneration process and sets the flag F to “1” (S20). That is, the CPU 72 stops fuel injection from the port injection valve 16 and the direct injection valve 22 of any one of the cylinders #1 to #4. Furthermore, the CPU 72 makes the air-fuel ratio of the mixture in the combustion chamber 20 of the remaining cylinder richer than the stoichiometric air-fuel ratio. This process is performed by discharging oxygen and unburned fuel into the exhaust passage 30, raising the temperature of the GPF 34, and combusting and removing the PM trapped by the GPF 34. That is, by discharging oxygen and unburned fuel into the exhaust passage 30, the unburned fuel is burned in the three-way catalyst 32 or the like, raising the temperature of the exhaust gas. This makes it possible to raise the temperature of the GPF. Furthermore, by supplying oxygen to the GPF 34, it is possible to combust and remove the PM trapped by the GPF 34.

[0016] The CPU 72 periodically switches the cylinders for which fuel injection is stopped. The switching period is, for example, a predetermined number times one combustion cycle. Here, the predetermined number may be, for example, 100 or more.

[0017] On the other hand, when the CPU 72 determines that the flag F is "1" (S16: YES), it determines whether the accumulation amount DPM is equal to or less than the stop threshold value DPML (S22). The stop threshold value DPML is set to a value at which the amount of PM trapped in the GPF 34 becomes small enough to allow the regeneration process to be stopped. When the CPU 72 determines that the accumulation amount DPM exceeds the stop threshold value DPML (S22: NO), it proceeds to the process of S20. When the CPU 72 determines that the accumulation amount DPM is equal to or less than the stop threshold value DPML (S22: YES), it stops the regeneration process and sets the flag F to "0" (S24).

[0018] The CPU 72 temporarily ends the series of processes shown in FIG. 2 when it completes the processes of S20 and S24 or when it makes a negative determination in the process of S18. Fig. 3 shows the procedure of another process executed by the control device 70. The process shown in Fig. 3 is realized by the CPU 72 repeatedly executing a program stored in the ROM 74, for example, at predetermined intervals.

[0019] 3, the CPU 72 first determines whether or not the flag F is "1" (S30). If the CPU 72 determines that the flag F is "1" (S30: YES), the CPU 72 determines whether or not the operating range requires vibration damping control by manipulating the torque of the first motor generator 52 (S32).

[0020] The variables used to identify the operating range include at least one of the rotational speed NE, the charging efficiency η, which is a variable indicating the load, and the vehicle speed SPD. For example, a region where the rotational speed NE is low has lower inertia energy than a region where the rotational speed NE is high. Therefore, the rotational fluctuation of the crankshaft 26 caused by stopping combustion control in one cylinder is more noticeable when the rotational speed NE is low than when it is high. Therefore, the region where the rotational speed NE is low may be defined as the operating range. For example, if the frequency corresponding to the cycle at which combustion control is stopped matches the resonant frequency of the drivetrain, vibrations become more noticeable. Therefore, a predetermined frequency region including the resonant frequency may be defined as the operating range. For example, a high charging efficiency η generates more combustion energy during the expansion stroke of one cylinder than a low charging efficiency η. Therefore, the rotational fluctuation of the crankshaft 26 caused by stopping combustion control in one cylinder is more noticeable when the charging efficiency η is low than when it is high. Therefore, the region where the charging efficiency η is high may be defined as the operating range. For example, a region where the vehicle speed SPD is low makes vibrations more noticeable to the user than a region where the vehicle speed SPD is high. Therefore, the region where the vehicle speed SPD is low may be set as the driving region.

[0021] When the CPU 72 determines that the operating range requires vibration suppression (S32: YES), it determines whether vibration suppression control is possible (S34). Here, the CPU 72 may determine that vibration suppression control is possible when, for example, the following conditions are met:

[0022] This is a condition that the state of charge (SOC) of the battery 59 is equal to or lower than a specified rate. The state of charge (SOC) is calculated by the CPU 72 using the charge / discharge current I and the terminal voltage Tb as inputs. The condition is that the period is not a period in which the carrier frequency is being switched in the PWM process for generating the AC voltage to be applied to the first motor generator 52. This condition is set in consideration of the fact that controllability of the first motor generator 52 decreases when the carrier frequency is being switched.

[0023] This is a condition that there are no predetermined limitations on the charging and discharging of the battery 59. This processing is a condition that there are no constraints on vibration damping control using the first motor generator 52 due to input / output limitations on the battery 59.

[0024] When determining that vibration damping control is possible (S34: YES), the CPU 72 periodically reduces the first required torque Tmg1*, which is a torque command value for the first motor generator 52 (S36). That is, the CPU 72 periodically superimposes a reduction torque on the first required torque Tmg1*, which is set for running the vehicle VC and is determined from the accelerator operation amount ACCP, the vehicle speed SPD, etc. Here, the reduction torque is a value obtained by multiplying the base value ΔTmg1b by the gain G. An example of the base value ΔTmg1b is shown in FIG. 3.

[0025] In the example shown in Figure 3, when combustion control for cylinder #1 is stopped, the base value ΔTmg1b is set to a sinusoidal torque with a phase between π and 2π during the 180° CA between the compression top dead center of cylinder #1 and the next compression top dead center. The base value ΔTmg1b is set to zero during the rest of the period. When combustion control for cylinder #3 is stopped, the base value ΔTmg1b is set to a sinusoidal torque with a phase between π and 2π during the 180° CA between the compression top dead center of cylinder #3 and the next compression top dead center. The base value ΔTmg1b is set to zero during the rest of the period.

[0026] That is, the base value ΔTmg1b is a sine wave with an amplitude of "1" for a period of 180° CA in one combustion cycle. As a result, the reduced torque is superimposed for a period of 180° CA in one combustion cycle. In other words, it is superimposed for a period having the length of one stroke. Note that this corresponds to a period having the length of the interval between occurrences of compression top dead center.

[0027] The CPU 72 performs map calculations to obtain the base value ΔTmg1b using map data stored in the ROM 74. This map data has the crank angle as an input variable and the base value ΔTmg1b as an output variable. The map data is a set of data consisting of discrete values of the input variables and values of output variables corresponding to each of the input variable values. The map calculation may be a process in which, when the value of an input variable matches any of the input variable values in the map data, the value of the output variable in the corresponding map data is used as the calculation result. When the value of an input variable does not match any of the input variable values in the map data, the map calculation may be a process in which the value obtained by interpolating the values of multiple output variables included in the map data is used as the calculation result.

[0028] The CPU 72 calculates the gain G using a map in accordance with the filling efficiency η and the rotational speed NE. FIG. 3 shows an example of map data. As shown in FIG. 3, the CPU 72 increases the gain G when the filling efficiency η is large compared to when it is small. As a result, the CPU 72 increases the amplitude of the reduction torque when the filling efficiency η is large compared to when it is small. This is because the rotational fluctuation of the crankshaft 26 increases when the filling efficiency η is large compared to when it is small. Furthermore, the CPU 72 increases the gain G when the rotational speed NE is large compared to when it is small. As a result, the CPU 72 increases the amplitude of the reduction torque when the rotational speed NE is large compared to when it is small. This is because when the rotational speed NE is high, the time interval for applying the reduction torque becomes shorter, and therefore the amount of energy reduction decreases even if the amplitude of the reduction torque remains the same.

[0029] The CPU 72 then operates the first inverter 56 to achieve the periodically reduced first required torque Tmg1*. Specifically, the CPU 72 controls the average output of the first motor-generator 52 in one combustion cycle to be the same as when no reducing torque is superimposed. This can be achieved by superimposing a compensation torque Δ on the reducing torque. The compensation torque Δ is a DC torque that compensates for the decrease in output of the first motor-generator 52 due to the superimposition of the reducing torque.

[0030] On the other hand, when the CPU 72 determines that vibration suppression control is not possible (S34: NO), it changes the operating point of the internal combustion engine 10 (S38). The operating point is determined by the rotational speed NE and the charging efficiency η, which is a variable indicating the load. Here, for example, the operating point may be changed to an operating point with higher rotational speed and lower load, where the output of the internal combustion engine 10 remains the same. Note that, at this time, the rotational speed NE of the internal combustion engine 10 may be controlled by feedback-controlling the first rotational speed Nmg1, which is the rotational speed of the rotating shaft 52a of the first motor-generator 52, to a predetermined value. Note that the first rotational speed Nmg1 is calculated by the CPU 72 using the output signal Sm1 as an input.

[0031] When the CPU 72 completes the processes of S36 and S38, or when a negative determination is made in the processes of S30 and S32, the CPU 72 temporarily ends the series of processes shown in FIG. Here, the operation and effects of this embodiment will be described.

[0032] When a regeneration request for the GPF 34 is made, the CPU 72 stops the combustion control of one of the cylinders #1 to #4. This causes a larger fluctuation in the torque of the crankshaft 26 compared to when the combustion control is not stopped. Furthermore, torque fluctuations occur in the crankshaft 26 at the period when the combustion control is stopped. The torque fluctuations lead to vibrations of the vehicle VC.

[0033] FIG. 4 illustrates the relationship between various ranges of rotational speed NE and vibration. As shown in FIG. 4, the vibration generated in the vehicle VC changes depending on the rotational speed NE. FIG. 4 also shows factors that determine whether the path through which vibration propagates to the vehicle VC passes through the mount or the torque transmission path. Which of these two factors is dominant also changes depending on the magnitude of the rotational speed NE.

[0034] The vehicle VC is provided with a torsional damper 27. The torsional damper 27 serves to stabilize the rotation of the crankshaft 26 against fluctuations in the torque of the crankshaft 26. That is, when the torque of the crankshaft 26 increases, the coil spring is displaced to absorb the increase in torque. When the torque of the crankshaft 26 decreases, the elastic energy stored in the coil spring is released, thereby suppressing a decrease in the rotation of the crankshaft 26. However, if large torque fluctuations occur periodically due to the stopping of combustion control, the torsional damper 27 may actually amplify vibrations.

[0035] Therefore, the CPU 72 reduces the torque of the first motor-generator 52 to match the decrease in torque of the crankshaft 26 due to the stop of combustion control. As a result, the first rotational speed Nmg1 is reduced to match the decrease in rotational speed of the crankshaft 26. Here, the first motor-generator 52 is connected to the side of the torsional damper 27 opposite the crankshaft 26. Therefore, the rotational speeds on both sides of the torsional damper 27 decrease, thereby suppressing fluctuations in the elastic energy of the torsional damper 27. As a result, it is possible to suppress amplification of vibration by the torsional damper 27.

[0036] FIG. 5 illustrates the effects of this embodiment. Specifically, FIG. 5(a) illustrates the transition of torque Te of the internal combustion engine 10. Note that in FIG. 5(a), the stop of combustion control is indicated as "F / C." The dashed-dotted line in FIG. 5(b) illustrates the transition of first required torque Tmg1* when no reducing torque is superimposed. The solid line in FIG. 5(b) illustrates the transition of first required torque Tmg1* with the reducing torque and compensation torque Δ superimposed. The dashed-dotted line in FIG. 5(c) illustrates the transition of vibration component Gm transmitted to the vehicle via the mount when no reducing torque is superimposed. The solid line in FIG. 5(c) illustrates the transition of vibration component Gm transmitted to the vehicle via the mount when the reducing torque is superimposed. The dashed-dotted line in FIG. 5(d) illustrates the transition of total vibration component G transmitted to the vehicle when no reducing torque is superimposed. The solid line in FIG. 5(d) illustrates the transition of total vibration component G transmitted to the vehicle when the reducing torque is superimposed.

[0037] As shown in Figure 5, by superimposing the reduced torque, it is possible to reduce both the vibration via the mount and the total vibration. According to the present embodiment described above, the following actions and effects can be further obtained.

[0038] (1) When the CPU 72 superimposes the reducing torque on the first required torque Tmg1*, it increases the DC component of the first required torque Tmg1* by the compensation torque Δ. This makes it possible to suppress a decrease in the average output of the first motor-generator 52 caused by the superimposition of the reducing torque.

[0039] (2) When vibration suppression control is not possible, the CPU 72 changes the operating point of the internal combustion engine 10 to an operating point where vibration is less likely to occur. This reduces vibrations occurring in the vehicle VC due to the regeneration process.

[0040] <Correspondence> The correspondence between the matters in the above embodiment and the matters described in the "Means for Solving the Problems" section is as follows: The rotating electric machine corresponds to the first motor-generator 52. The stop processing corresponds to the processing of S20. The torque reduction processing corresponds to the processing of S36.

[0041] <Other embodiments> This embodiment can be modified as follows: This embodiment and the following modifications can be combined with each other within the scope of technical compatibility.

[0042] The start of the reduced torque superimposition period is not limited to the compression top dead center of the cylinder targeted for combustion control suspension. For example, the start of the superimposition period may be advanced relative to the compression top dead center of the cylinder targeted for combustion control suspension. Alternatively, the start of the superimposition period may be retarded relative to the compression top dead center of the cylinder targeted for combustion control suspension.

[0043] In the above embodiment, the phase of the base value ΔTmg1b is a fixed value, but this is not limiting. For example, it may be variably set depending on the operating point of the internal combustion engine 10. Furthermore, for example, the phase may be subjected to learning correction. This can be achieved by delaying the phase by a predetermined amount when the rotational fluctuation of the crankshaft 26 is large despite the superposition of the reduction torque. That is, when the rotational fluctuation increases due to aging, it is thought that an increase in backlash is the cause. And when the backlash increases, the response delay in torque transmission increases. Therefore, it is thought that the increase in rotational fluctuation can be improved by delaying the phase.

[0044] In the above embodiment, the base value ΔTmg1b is a sine wave, but this is not limiting. For example, it may be a square wave. It is not essential to uniquely determine the amplitude of the reduced torque according to the operating point of the internal combustion engine 10, which is determined by the rotational speed NE and the charging efficiency η. For example, during a transient period in which the rotational speed NE changes, the amplitude value determined according to the operating point may be corrected by a transient correction amount. Also, for example, the amplitude value may be variable according to the vehicle speed SPD.

[0045] If the determination in the process of S32 is affirmative, the processes of S36 and S38 may both be executed. Furthermore, when the process of S36 is executed, the operating point of the internal combustion engine 10 may be changed to an operating point for vibration damping control, separate from the operating point set by the process of S38. Here, the operating point to which the change is made is an operating point at which the vibration damping control has a greater effect of suppressing vibration.

[0046] The internal combustion engine 10 does not necessarily have to have four cylinders. FIG. 6 illustrates an example of the base value ΔTmg1b for a six-cylinder engine. In the example shown in FIG. 6, the compression top dead centers occur in the order of cylinders #1, #2, #3, #4, #5, and #6. FIG. 6 also illustrates an example in which combustion control is stopped for cylinders #1 and #4. In FIG. 6, the reduction torque application period is set to a period of one stroke (180° CA) from the compression top dead center of cylinder #1 and a period of one stroke from the compression top dead center of cylinder #4. However, in this example, because the interval between compression top dead centers is 120° CA, the reduction torque application period may be shorter than one stroke. This can be achieved, for example, by setting the application period to a period equal to the length of the interval between compression top dead centers.

[0047] It is not essential to provide the torsional damper 27 on the crankshaft 26. Even if the torsional damper 27 is not provided, the termination of combustion control tends to increase torsion in the members mechanically connected to the crankshaft 26. Therefore, it is effective to suppress torsion by reducing the torque of the first motor-generator 52.

[0048] The hybrid vehicle is not limited to a series-parallel hybrid vehicle. For example, a parallel hybrid vehicle may also be used. Even in this case, it is effective to reduce the torque of the motor-generator to suppress torsion in the rotating system when the torque of the crankshaft 26 decreases due to the termination of combustion control. The rotating system refers to the rotating shaft or rotating body interposed between the crankshaft and the motor-generator. [Explanation of symbols]

[0049] 10...Internal combustion engine 26...Crankshaft 27...Torsion damper 50...Planetary gear mechanism 52...First motor generator 52a...Rotation axis 54...Second motor generator 54a...Rotation axis 56...First inverter 58...Second inverter 60...Drive wheels 70...Control device

Claims

[Claim 1] The present invention is applied to a vehicle in which an internal combustion engine and a rotating electric machine are capable of transmitting power to drive wheels, The internal combustion engine has a plurality of cylinders, Execute a stop process and a torque reduction process, the stop processing is processing for stopping combustion control of some cylinders of the internal combustion engine, the torque reduction process is a process for reducing a torque of the rotating electric machine during a part of one combustion cycle of the internal combustion engine compared to the torque during a remaining part of the one combustion cycle, when the stop process is being executed, The torque is defined as being positive on the side that increases the rotational speed of the drive wheels, A control device for a hybrid vehicle, wherein the part of the period is a period within an expansion stroke in the part of the cylinders.

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