JP2956697B1 - Control device for hybrid electric vehicle - Google Patents

Abstract

A control device for a hybrid electric vehicle capable of solving a problem caused by the aging of a hybrid engine including a aging of characteristics due to various factors is provided. A plurality of operating regions are formed by dividing a multidimensional space defined by a plurality of operating state variables, and a learning variable set for each operating region is determined according to a power state quantity (power state of a hybrid engine). And rewrite (S20
8). The learning variable is a variable representing the change over time of the power state quantity. When the engine power demand value is determined, the engine power demand value is corrected by the learning variable of the selected operating region to compensate for the change over time of the hybrid engine. The corrected required engine power value is determined (S210), and the engine power is controlled accordingly. With this configuration, it is possible to realize a highly efficient engine operation in a hybrid engine having a characteristic change with time and a complicated structure, which is not easy to perform optimal control, by simple control.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a control device for a hybrid electric vehicle.

[0002]

2. Description of the Related Art Power transmission means including an engine, a rotating electric machine for converting part or all of engine power into electric power and generating at least part of vehicle driving power,
And, in a hybrid electric vehicle equipped with a hybrid engine including a rotating electric machine and a power storage unit that exchanges power, it is necessary to control the engine, the rotating electric machine and the power storage unit,
There is a problem that the load on the configuration of the control device and the amount of arithmetic processing is large for the optimal control.

[0003] As an example, a method of determining an engine power demand value in consideration of a loss to a vehicle drive power demand value and a charge / discharge power demand value and controlling the engine power so as to match the engine power demand value has been conventionally used. It has been known. As an example of the hybrid engine, power having a first rotating electric machine connected to an output shaft of an engine to determine an engine speed and a second rotating electric machine connected to an output shaft of a vehicle to determine a driving force of the vehicle An example using a transmission means (hereinafter also referred to as a two-motor type power transmission means) is disclosed in, for example, Japanese Patent Application Laid-Open No. 9-266601.

In this method, a required vehicle drive power value Pd ′ to be output to the drive shaft is calculated from a required vehicle drive torque value Td ′ corresponding to the accelerator opening and the rotational speed Nd of the vehicle output shaft. The required engine torque value Te ′ and the required engine speed N corresponding to the value Pd ′
e ', and the required engine power value P
The engine operating point is determined so that high engine efficiency is obtained on the engine performance curve exhibiting e ', and torque control is performed by a clutch motor connected to the engine in order to perform steady operation of the engine at the engine operating point. Discloses that an assist motor compensates for a torque difference between a required vehicle drive torque value Td ′ and an engine torque Te.

This prior art also discloses that the vehicle drive power Pd is determined based on a value obtained by dividing the vehicle drive power Pd by the transmission efficiency Kt from the engine to the vehicle drive shaft in order to take into account the motor loss and the battery loss.

[0006]

However, in an internal combustion engine used for a hybrid engine, clogging of a fuel injection device,
There is a specific problem that the engine characteristics are changed due to a change over time such as abrasion of the cylinder bore and the ring, and particularly the deterioration is caused.
In addition, there is a specific problem that the characteristics of the fuel, which is a raw material for the internal combustion engine to generate motive energy, change due to factors such as the season and the market, and the change in the fuel characteristics changes the performance of the internal combustion engine.

[0007] Further, a similar problem occurs due to a change over time in the performance and characteristics of the power transmission means including the rotating electric machine and the battery. As a result, due to the performance change of each part of the hybrid engine including the performance change of these internal combustion engines,
The engine operating point determined by the engine control method in the above-described conventional hybrid engine deviates from the optimum operating point, which may cause the vehicle drive power to deviate from the required value or cause wasteful battery consumption. There was a problem.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and provides a control device for a hybrid electric vehicle which can solve the problem caused by the aging of a hybrid engine including the aging of characteristics due to various factors. To
That is the purpose.

[0009]

According to a first aspect of the present invention, there is provided a control apparatus for a hybrid electric vehicle, wherein a plurality of operating areas are formed by dividing a multidimensional space defined by a plurality of operating state variables. Is rewritten (learned) in accordance with the power state quantity (power state of the hybrid engine).

The learning variable is a variable representing a change over time of the power state quantity. When the engine power demand value is determined, the engine power demand value is corrected by the learning variable in the selected operating region, and the hybrid engine time demand is determined. A corrected engine power demand value that compensates for the change is determined, and thereby the engine power is controlled. With this configuration, it is possible to realize a highly efficient engine operation in a hybrid engine having a characteristic change with time and a complicated structure, which is not easy to perform optimal control, by simple control.

According to a second aspect of the present invention, in the control device for a hybrid electric vehicle according to the first aspect, the vehicle driving torque, the vehicle speed, and the output shaft rotation of the hybrid engine are further defined as operating state variables for determining an operating region. Adopt one of the numbers. That is, the driving region is formed by dividing the torque / speed plane of the vehicle driving power. Since the change over time in the characteristics of each part of the hybrid engine can be represented as a change in the output torque (and a change in the output speed) of the hybrid engine, the engine power to be corrected is defined by the engine torque (and the engine speed). The correction in the case becomes easy, and as a result, the learning control is simplified. In other words, when performing the control to move the engine operating point defined by the engine torque and the engine speed to the high efficiency point under the condition that the engine power control value is satisfied, if the torque change amount is small, the same is applied. The learning variables in the operation area can be used, which is convenient.

According to a third aspect of the present invention, in the control apparatus for a hybrid electric vehicle according to the first or second aspect, the change of the learning variable is obtained this time under the same driving condition (the same driving range). Instead of rewriting all at once, the learning variable value is rewritten to an intermediate value between the currently obtained learning variable value and the previously obtained learning variable value. In this way, frequent changes of the learning variables are restricted, and the engine operating point can be smoothly changed, so that the driving feeling can be prevented from deteriorating.

According to a fourth aspect of the present invention, in the control apparatus for a hybrid electric vehicle according to any one of the first to third aspects, further, a steady operation state in which the vehicle operation condition (operation state) does not change much during a certain period is further improved. If confirmed, the above learning is performed. In this way, frequent learning can be avoided, and the learning variable is prevented from being rewritten in an unfavorable direction due to the transient characteristic fluctuation of the hybrid engine immediately after a sudden change has occurred immediately. be able to.

According to a fifth aspect of the present invention, in the control apparatus for a hybrid electric vehicle according to any one of the first to fourth aspects, the power state quantity further includes a required charge / discharge power value and an actual charge / discharge power of the storage means. And the deviation from By doing so, the relationship between the vehicle drive power and the engine power can be corrected by simple processing in accordance with the update of the learning variable, that is, the change over time of the hybrid engine.

More specifically, the difference between the vehicle drive power required value to be output by the hybrid engine and the engine power to be satisfied based on the aging of the hybrid engine is determined by the hybrid engine. It will be offset by the incoming and outgoing power (charge and discharge power) from the means. Therefore, if the learning variable is updated based on the charging / discharging power of the electric storage means, for example, if the charging / discharging power is corrected so as to decrease, the vehicle driving power request value can be easily calculated without requiring complicated arithmetic processing. It can be filled with power without any excess or shortage.

According to a sixth aspect of the present invention, in the hybrid electric vehicle control apparatus, in a hybrid engine having a two-rotor type rotating electric machine, an engine power demand value calculated based on a vehicle drive power demand value and a charge / discharge power demand value. An engine speed request value is determined, and a torque request value of the first rotating electric machine connected to the engine is determined based on the engine speed request value. Next, control is performed to calculate a second torque request value to be generated by the second rotating electric machine based on the torque request value of the first rotating electric machine and the vehicle driving torque request value.

The above control is a control method known in a hybrid engine having a two-rotor electric rotating machine. Further, in this configuration, particularly, the learning described in the configuration of claim 1 is performed. The driving region in this learning is created by dividing a plane defined by the vehicle driving torque and the speed (vehicle speed or the output shaft rotation speed of the hybrid engine) in the same manner as in the configuration of the second aspect.

With this configuration, the functions and effects of the first and second aspects can be obtained, and the control of the rotating electric machine is performed on the basis of the required torque value of the components. Since control is performed and the driving area is divided based on the torque, the control is simplified, and long-term correction is performed using the same learning variable as long as the vehicle driving torque does not greatly fluctuate during control. And the control becomes simple.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the control apparatus for a hybrid electric vehicle according to the present invention will be described with reference to the following embodiments.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of a control device for a hybrid electric vehicle according to the present invention will be described below with reference to FIG. FIG. 1 is a block diagram showing a main part of a drive system of the hybrid electric vehicle. (Configuration) 1 is an internal combustion engine (engine), 2 is an output shaft of the internal combustion engine 1, 3 is an intake pipe, 4 is a fuel injection valve, 5 is a throttle valve, 6 is intake air amount adjusting means, 7 is an accelerator sensor, 8
Is a brake sensor, 9 is a shift switch, 10 is power transmission means, and the power transmission means 10 is a first rotating electric machine 10.
10 and a second rotating electric machine 1020.

Reference numeral 11 denotes a differential gear, 12 denotes drive wheels, 13 denotes an internal combustion engine control device, 14 denotes a drive device for the first rotating electric machine 1010 and the second rotating electric machine 1020, 15 denotes a power storage device comprising a battery, and 16 denotes a power storage device comprising a battery. The hybrid control device 17 is an SOC meter for measuring the state of charge of the power storage means. The engine (internal combustion engine) 1, the power transmission means 10, and the power storage device (power storage means) 15 constitute a hybrid engine, and the internal combustion engine control device 13, the drive device 14, the hybrid control device 16, and the SOC meter 17 control the hybrid electric vehicle. The internal combustion engine control device 13 and the hybrid control device 16 have built-in microcomputers.

The power transmission means 10 includes two rotating electric machines 10
10, 1020. First rotating electric machine 1010
Has an inner rotor connected to the output shaft 2 of the internal combustion engine 1 and an outer rotor provided on the outer peripheral side of the inner rotor. One of the two rotors has a permanent magnet, and the other has a three-phase coil. And a brushless DC motor. The second rotating electric machine 1020 is composed of a brushless DC motor having a rotor having a permanent magnet (not shown) and a stator having a three-phase coil.
It rotates integrally and mechanically with the outer rotor 10 and is connected to the output shaft of the vehicle through a differential. For example, the first rotating electrical machine 1010 and the second rotating electrical machine 1020 are provided with the stator of the second rotating electrical machine 1020 on the outer peripheral side of the outer rotor of the first rotating electrical machine 1010 also serving as the rotor of the second rotating electrical machine 1020. Thus, it is also possible to adopt a coaxial arrangement in which the second rotating electric machine 1020 is arranged on the outer peripheral side of the first rotating electric machine 1010.
Since the structure and operation of the power transmission means 10 composed of these two-rotor electric rotating machines are well known, further description is omitted.

FIG. 4 is a sectional view showing an example of the power transmission means 10. As shown in FIG. The power transmission means 10 includes two rotating electric machines 1010, 1
020. The first rotating electric machine 1010 includes an inner rotor 2010 rotatably held by a housing and connected to the output shaft 2 of the internal combustion engine 1, and an inner rotor 2010.
Outer rotor 2310 rotatably held by the housing facing the outer peripheral surface of the outer rotor 2310. The inner rotor 2010 has a three-phase armature coil and the outer rotor 231 facing the outer phase.
The three-phase armature coil is supplied with a three-phase AC voltage from the driving device 14 through a slip ring 2610.

The second rotating electric machine 1020 includes a stator 3010 fixed to the inner peripheral surface of the housing and provided facing the outer peripheral surface of the outer rotor 2310;
The permanent magnet is a DC brushless motor provided on the outer peripheral surface side of the outer rotor 2310, and the three-phase armature coil wound on the stator is supplied with a three-phase AC voltage from the driving device 14. The outer rotor 2310 is connected to the differential 20 via a reduction gear mechanism 4000. Reference numeral 2911 denotes a rotation position sensor that detects the rotation angle position of the inner rotor 2010, and reference numeral 2912 denotes a rotation position sensor that detects the rotation angle position of the outer rotor 2310.

The hybrid controller 16 calculates the required engine power power based on the vehicle operation information input from the accelerator sensor 7, the brake sensor 8, and the shift switch 9 and the vehicle speed from a vehicle speed sensor (not shown). Is transmitted to the internal combustion engine control device 13. The internal combustion engine control device 13 stores a fuel consumption rate map of the internal combustion engine 1 and determines an engine operating point at which the internal combustion engine 1 has the highest efficiency based on the received engine power request value and the received fuel consumption rate map. An intake air amount (engine torque required value) and an engine speed required value corresponding to the engine operating point are determined. Further, the internal combustion engine control device 13 controls the throttle valve opening based on the determined intake air amount, and sets the engine speed request value to the hybrid control device 16.
Send to Note that the internal combustion engine control device 13 is
The fuel injection control is executed by driving the electronic control fuel injection device mounted on the vehicle, and a known ignition control is executed.

The hybrid controller 16 controls the first rotating electric machine 1 so as to satisfy the received engine speed request value.
In order to control the rotation speed of the first rotating electric machine 1010, the torque request value of the first rotating electric machine 1010 is calculated based on the rotational angular velocity difference between the two rotors of the first rotating electric machine 1010 transmitted from the driving device 14. Command. Further, the hybrid control device 16 calculates a required torque value of the second rotating electric machine 1020 from a difference between the required driving torque value of the vehicle and the required torque value of the first rotating electric machine 1010, and outputs it to the driving device 14. I do.

The drive device 14 is a hybrid control device 1
Based on the torque request values of the first and second rotating electric machines received from 6, current control in the field direction of the first rotating electric machine 1010 and the second rotating electric machine 1020 and current control in a direction orthogonal to the field direction are performed. To generate torque according to both torque requirements. Normally, the driving device 14 is
Of the rotating electric machine 1010 and the second rotating electric machine 1020 are detected and transmitted to the hybrid control device 16. At this time, one of the first rotating electrical machine 1010 and the second rotating electrical machine 1020 performs a power generation operation, and supplies the generated power to the other that is electrically operated.

(Explanation of Operation) A hybrid engine control system which is a main part of this embodiment will be described below with reference to FIGS. FIG. 2 is a flowchart illustrating an example of the hybrid engine control of the hybrid control device 16 when traveling in the D range. This flowchart is based on the calculation of the vehicle drive torque request value Td ′,
The control operation until the torque request values Tm1 'and Tm2' of the rotating electric machine 1010 and the second rotating electric machine 1020 are calculated.

First, a vehicle drive torque request value Td 'is calculated based on the accelerator opening input from the accelerator sensor 7 (S100), and the vehicle speed (or the output shaft rotation speed of the hybrid engine) V from a vehicle speed sensor not shown. The vehicle drive power required value Pd 'is calculated based on
2). Note that the vehicle driving power request value Pd 'is KT
It is calculated by d '· V. K is a proportionality constant.

Next, an engine power required value is calculated based on the calculated vehicle drive power required value Pd '(S).
104). This subroutine is a characteristic part of the present embodiment, and will be described in detail below with reference to the flowchart of FIG. First, in step S200, steady running is determined. If the running is not steady, the learning variable should not be updated, so that the process jumps to step S210, and the engine power demand value Pe 'is determined using the learning variable Pi, j used last time. Is calculated.

In this embodiment, whether the vehicle is in a steady running state is determined based on whether the change in the vehicle drive torque request value Td 'and the change in the vehicle speed (or the output shaft speed of the hybrid engine) V are within predetermined ranges. Shall be. On the other hand, if the vehicle is traveling normally, the operation area is determined in step S202. The operation area is specified as follows.

The vehicle driving torque request value Td 'and the vehicle speed (or the output shaft rotation speed of the hybrid engine) V are respectively selected as the driving state variables representing the driving state parameters of the automobile, and these two driving state variables are dimensionally expressed. Is divided into two-dimensional spaces (planes). Therefore, each point on this plane represents the vehicle driving power required value Pd ', that is, the vehicle operating point. For example, here, the vehicle drive torque request value Td 'is divided into eight according to its size, and similarly, the vehicle speed (or the output shaft rotation speed of the hybrid engine) V is divided into four according to its magnitude. The plane is divided into 64 regions.

Next, in step S204, the power storage device 15
From the SOC meter 17,
Further, in step S205, the charge / discharge power required value Pb ′ of the power storage device 15 is calculated according to the remaining capacity read from the SOC meter 17, and the charge / discharge power Pb obtained in step S206 is calculated in step 205. It is determined whether the deviation from the charge / discharge power request value Pb 'is within a predetermined range (S206). If the deviation is within the range, it is determined that the learning variable need not be updated, and step S210 is performed so that the learning variable is not updated. Jump to

On the other hand, if the deviation between the charge / discharge power Pb and the required charge / discharge power value Pb ′ is out of the predetermined range,
The learning variable Pi, j corresponding to the operation region determined in step S202 is updated (S208). In this embodiment, the learning variable Pi, j is the charge / discharge power Pb of the power storage device 15 read in step S204 and the learning variable Pi, j.
A value obtained by multiplying the deviation from the required charge / discharge power value Pb ′ calculated in 05 by a predetermined constant is used. The predetermined constant is a conversion coefficient between the charge / discharge power Pb and the engine power in the hybrid engine.

Next, at step S210, the learning variables Pi and J are added to the vehicle drive power required value Pv 'to obtain an engine power required value Pe'. Next, the calculated required engine power value Pe 'is transmitted to the internal combustion engine control device 13 (S106). The internal combustion engine 1 determines an engine operating point at which the internal combustion engine 1 has the highest efficiency based on the received required engine power value Pe ′ and the fuel efficiency map, and determines an intake air amount (engine torque required value) corresponding to the engine operating point. ) And the required engine speed Ne are determined. Further, the internal combustion engine control device 13 controls the throttle valve opening based on the determined intake air amount and transmits the engine speed request value Ne to the hybrid control device 16.

The hybrid controller 16 receives the required engine speed Ne (S108), and sets the first rotating electrical machine 1 so as to satisfy the received required engine speed Ne.
010, the torque request value T of the first rotating electrical machine 1010 is determined based on the rotational angular velocity difference between the two rotors of the first rotating electrical machine 1010 received from the driving device 14.
1 and further calculates a torque request value T2 of the second rotating electric machine 1020 from a difference between the vehicle driving torque request value Td 'and the torque request value T1 of the first rotating electric machine 1010 (S
110), these torque demand values T1 and T2 are
4 (S112).

After all, in the control of this embodiment described above, the charging / discharging power is controlled to be 0 in the steady running state, and therefore the charging / discharging power detected in step S202 in the steady running state is controlled. Pb can be regarded as a deviation of the control amount due to a characteristic change caused by a temporal change of the hybrid engine, and the charge / discharge power Pb
By learning and correcting the engine power demand value Pd 'for each operation region in the direction of solving the problem, it is possible to very easily perform the correction of the aging, so that it has a characteristic aging and a complicated structure, High-efficiency engine operation in a hybrid engine for which optimal control is not easy can be realized by simple control.

In the above embodiment, the learning variable Pi, j in each operation area is 0 at the start of operation, but the learning variable Pi, j
It goes without saying that some initial value may be set. (Modification) In the above embodiment, the change of the learning variable Pi, j is converted into a current value obtained by multiplying the charging / discharging power Pb detected this time by a predetermined coefficient, but the change of the learning variable Pi, j is smoothly changed. , The learning variables Pi,
j may be rewritten to the average value of the current value and the previous value of j, or may be rewritten to a weighted average value of the values of immediately preceding learning variables Pi, j in the same operation region.

In the above embodiment, the power transmission means 10
Is a two-rotor type rotating electric machine, but it can be applied to a configuration of a hybrid electric vehicle having two rotating electric machines of a type adopted in a hybrid electric vehicle having a product name of "Prius" and a planetary gear mechanism, for example. Of course.

[Brief description of the drawings]

FIG. 1 is a block diagram of a control device for a hybrid electric vehicle according to the present invention.

FIG. 2 is a flowchart showing a control operation of the control device shown in FIG.

FIG. 3 is a flowchart showing a step of S104 shown in FIG. 21;

FIG. 4 is a sectional view of one embodiment of the power transmission means 10;

[Explanation of symbols]

1 is an engine, 10 is a power transmission means, 1010 is a first rotating electric machine, 1020 is a second rotating electric machine, 15 is a power storage device (power storage means), 16 is a hybrid control device, and 13 is an internal combustion engine control device (engine power). Control means), 7 is an accelerator pedal, 8 is a brake pedal, 9 is a shift lever,
S202 is a setting unit, S208 is an updating unit, S210 is a correcting unit, S100 is a unit 1 for calculating a vehicle driving torque request value, and S102 is a vehicle driving power request value based on the vehicle driving torque request value and the vehicle speed. Means 2,
S204 is a means 3 for calculating a required charge / discharge power value based on the state of charge of the power storage means, and S210 is a means 4, 13 for calculating a required engine power value based on the required vehicle drive power value and the required charge / discharge power value. Is an internal combustion engine control unit (means 5 for calculating an engine speed request value based on an engine power request value and an engine characteristic stored in advance), and S110 is a first engine speed based on the engine speed request value. Means 6 for calculating a first required torque value to be generated by the electric machine, and calculating a second required torque value to be generated by the second rotating electric machine based on the first required torque value and the required vehicle drive torque value The means 7 and 14 are driving devices (means 8 for controlling the first and second rotating electric machines based on the first and second torque demand values), and S202 is a vehicle related to the vehicle driving torque. A plurality of operating areas are formed by dividing a two-dimensional plane defined by operating state variables consisting of dynamic torque information and one of vehicle speed and output shaft rotation speed of the hybrid engine, and learning can be performed for each operating area Means 9 for setting a learning variable, which is a variable,
Every time a predetermined operating condition in which the operating state of the vehicle is considered to be steady is satisfied, a power state quantity indicating the predetermined power state of the hybrid engine including the charge / discharge power is obtained, and the operating area selected by the value of the operating state variable is calculated. The means 10 for updating the learning variable based on the power state quantity, S210,
Means 11 and 13 for correcting one of the required engine power value and the required vehicle drive power value based on the learning variable
Is an internal combustion engine controller (means 12 for controlling engine power based on the corrected engine power demand value).

Continuation of the front page (56) References JP-A-8-61105 (JP, A) JP-A-9-332307 (JP, A) JP-A-62-218636 (JP, A) (58) Fields investigated (Int) .Cl. ⁶ , DB name) F02D 29/00-29/06 F02D 41/00-45/00 395

Claims (6)

(57) [Claims] 1. An engine for generating engine power, power transmission means including a rotating electric machine for converting a part or all of the engine power to electric power and generating at least a part of vehicle driving power, and An engine to be generated by the engine based on a vehicle drive power request value for driving a vehicle and a charge / discharge power request value for charging / discharging the power storage means, in order to control a hybrid engine including a power storage means for transmitting and receiving power. A control device for a hybrid electric vehicle that determines a power request value and controls the engine power based on the engine power request value, wherein the control device is defined by a plurality of operation state variables representing respective operation state parameters of the hybrid electric vehicle. Multiple driving areas by dividing the multidimensional space Setting means for setting a learning variable that is a variable that can be learned for each of the operation regions; a power state quantity indicating a predetermined power state of the hybrid engine including the charge / discharge power when a predetermined operation condition is satisfied. Updating means for calculating the learning variable of the operating region selected by the value of the operating state variable based on the power state amount, and correcting means for correcting the required engine power value based on the learning variable. And an engine power control means for controlling the engine power based on the corrected required engine power value. 2. The system according to claim 1, wherein the driving state variable includes information on a vehicle driving torque related to the vehicle driving torque, and one of a vehicle speed and an output shaft rotation speed of the hybrid engine. Of hybrid electric vehicle. 3. The control device according to claim 1, wherein each time the predetermined operating condition is satisfied, an intermediate value between a previously updated learning variable value and a current learning variable value obtained from the power state quantity is set. The control device for a hybrid electric vehicle according to claim 1, wherein the learning variable is updated. 4. The vehicle according to claim 1, wherein the predetermined operating condition is such that a change amount of a predetermined state quantity that is interlocked with any one of a vehicle driving torque request value, the vehicle driving power request value, and the engine power request value is within a predetermined range and a predetermined range. The control device for a hybrid electric vehicle according to any one of claims 1 to 3, wherein the control device means a driving state that lasts for a long time. 5. The hybrid electric vehicle according to claim 1, wherein the power state quantity comprises a deviation between the required charge / discharge power value and the actual charge / discharge power of the power storage means. Automotive control device. 6. An engine, a first rotating electric machine connected to an output shaft of the engine to determine a rotation speed of the engine, and a second rotating electric machine connected to an output shaft of the vehicle to determine a driving force of the vehicle. In a control device for a hybrid electric vehicle equipped with a hybrid engine including a power transmission unit having a rotating electric machine and a power storage unit for transmitting and receiving electric power to and from the rotating electric machine, a vehicle drive is performed based on operation information of an accelerator pedal, a brake pedal, and a shift lever. Means for calculating a required torque value, means for calculating a required vehicle drive power value based on the required vehicle drive torque value and vehicle speed, and means for calculating a required charge / discharge power value based on the state of charge of the power storage means. Means 4 for calculating an engine power demand value based on the vehicle drive power demand value and the charge / discharge power demand value; Means 5 for calculating an engine speed request value based on a gin power request value and a previously stored characteristic of the engine; a first torque request generated by the first rotating electric machine based on the engine speed request value A means 6 for calculating a value; a means 7 for calculating a second torque request value to be generated in the second rotating electric machine based on the first torque request value and the vehicle drive torque request value; Means 8 for controlling the first and second rotating electric machines based on the torque request value of 2; vehicle drive torque information related to the vehicle drive torque;
A plurality of operating regions are formed by dividing a two-dimensional plane defined by an operating state variable consisting of one of the vehicle speed and the output shaft speed of the hybrid engine, and a variable that can be learned for each operating region Means 9 for setting a learning variable that is: a power state quantity indicating the predetermined power state of the hybrid engine including the charging / discharging power is obtained each time a predetermined operating condition that the operating state of the vehicle is considered to be steady is obtained. Means 10 for updating the learning variable in the operating region selected by the value of the operating state variable based on the power state quantity; and any one of the engine power request value and the vehicle drive power request value based on the learning variable. Means 11 for correcting one of the two, and means for controlling the engine power based on the corrected required engine power value. 12, the control device of a hybrid electric vehicle, characterized in that it comprises a.