JP5553162B2 - Control device - Google Patents

Description

  The present invention relates to a control device for controlling a rotating electrical machine that is drivably coupled to an internal combustion engine via a first power transmission mechanism and is drivably coupled to wheels via a second power transmission mechanism.

  There is an operating region of the internal combustion engine in which torque vibration output from the internal combustion engine increases. In this high vibration region, the driver may feel uncomfortable, for example, torque vibration is transmitted to the drive device of the vehicle and a booming noise is generated. For example, Patent Document 1 below discloses the following technique for this high vibration region. That is, in the technique of Patent Document 1, control for setting the operation line of the internal combustion engine is performed based on the amount of torque vibration so as to avoid the high vibration region. And in the technique of patent document 1, the operation line is set so that the deterioration of the fuel consumption is minimized.

  However, in the technique of Patent Document 1, it is necessary to change the operating point of the internal combustion engine from the operating line where the fuel efficiency is optimal in order to avoid the high vibration region, and the deterioration of the fuel efficiency is unavoidable. Therefore, there is room for improvement from the viewpoint of improving fuel consumption.

JP 2010-138751 A

  Accordingly, there is a need for a control device for a rotating electrical machine that can prevent the driver from feeling uncomfortable without avoiding that the operating point of the internal combustion engine is set in a high vibration region.

A characteristic configuration of a control device for controlling a rotating electrical machine that is drivingly connected to an internal combustion engine through a first power transmission mechanism and that is drivingly connected to wheels through a second power transmission mechanism according to the present invention is as follows. A canceling vibration torque command that is a torque vibration command for canceling the transmission torque vibration with respect to the transmission torque vibration that is a torque vibration transmitted from the internal combustion engine to the rotating electrical machine via the first power transmission mechanism Can be executed and torque vibration canceling control for controlling the rotating electrical machine according to the canceling vibration torque command can be executed, and the amplitude and frequency of the canceling vibration torque command are determined based on at least the rotational speed of the internal combustion engine. An amplitude frequency determination unit for determining the phase of the canceling vibration torque command, and the phase determination unit based on the rotational speed of the rotating electrical machine. Based on the change in the rotational velocity amplitude derived you are, calculates the rotational speed phase control result is the amplitude of the inclination with respect to the cancellation vibration torque command phase, when the phase control result is positive, the phase adjustment direction If the phase control result is negative, the phase adjustment direction is determined as the phase advance direction, and the phase advance direction is changed to the phase advance direction. The phase of the cancellation vibration torque command is changed .

In the present application, the “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator that functions as both a motor and a generator as necessary.
Further, in the present application, “driving connection” refers to a state where two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally, or It is used as a concept including a state in which two rotating elements are connected so as to be able to transmit a driving force via one or more transmission members. Examples of such a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like. In addition, as such a transmission member, an engagement element that selectively transmits rotation and driving force, such as a friction clutch or a meshing clutch, may be included.

According to this characteristic configuration, even when the transmission torque vibration transmitted from the internal combustion engine to the rotating electrical machine via the first power transmission mechanism is large, the torque for canceling the transmitted torque vibration is output to the rotating electrical machine. Torque vibration transmitted to the wheel side can be reduced. Therefore, the rotational speed vibration in the vehicle drive device can be reduced, and the discomfort given to the driver can be reduced.
Further, according to the above characteristic configuration, since the amplitude and frequency of the cancellation vibration torque command are determined based on at least the rotational speed of the internal combustion engine, the cancellation vibration torque command having the same amplitude and frequency as the transmission torque vibration is determined. The transmission torque vibration can be appropriately canceled.
By the way, in order to cancel the transmission torque vibration, a vibration torque having a phase opposite to that of the transmission torque vibration may be output to the rotating electrical machine. However, if the transmission torque vibration cannot be measured directly and if the phase of the transmission torque vibration fluctuates, the relative phase between the phase of the transmission torque vibration and the phase of the canceling vibration torque command should be grasped and transmitted. It is not easy to generate a cancellation vibration torque command having a phase opposite to that of torque vibration. Further, in changing the phase of the cancellation vibration torque command so as to match the opposite phase of the transmission torque vibration, the phase of the cancellation vibration torque command is the phase advance side and phase with respect to the opposite phase of the transmission torque vibration. Although it is necessary to change the phase adjustment direction depending on which side of the delay side it is, it is not easy to determine which side it is.
According to the above characteristic configuration, the direction in which the rotational speed amplitude of the rotating electrical machine decreases is the direction in which the phase of the canceling vibration torque command approaches the opposite phase of the transmitted torque vibration. By changing the phase of the canceling vibration torque command in the phase adjustment direction determined so as to reduce the velocity amplitude, the phase of the canceling vibration torque command can be brought close to the opposite phase of the transmission torque vibration.
Further, according to the above characteristic configuration, since the phase control result that is the gradient of the rotational speed amplitude with respect to the phase of the canceling vibration torque command is calculated, if the phase control result is positive, the canceling vibration torque command It can be determined that the rotation speed amplitude is reduced by reducing the phase. Therefore, it can be determined that the phase of the current cancellation vibration torque command is on the phase advance side with respect to the opposite phase of the transmission torque vibration, and the phase adjustment direction can be determined as the phase delay direction.
On the other hand, when the phase control result is negative, it can be determined that if the phase of the canceling vibration torque command is increased, the rotational speed amplitude is decreased. Therefore, it can be determined that the phase of the current cancellation vibration torque command is on the phase lag side with respect to the reverse phase of the transmission torque vibration, and the phase adjustment direction can be determined as the phase advance direction.
Therefore, by changing the phase of the cancellation vibration torque command in the phase adjustment direction determined based on the phase control result, the phase of the cancellation vibration torque command can be brought close to the opposite phase of the transmission torque vibration with high accuracy.

  Further, it is preferable that the phase determination unit calculates the phase control result by dividing the amount of change in the rotation speed amplitude per unit time by the amount of change in the phase of the cancellation vibration torque command per unit time. is there.

Since the phase control result is the inclination of the rotational speed amplitude with respect to the phase of the canceling vibration torque command, it is the inclination of the rotational speed amplitude in the phase region. On the other hand, the control system operates in the time domain.
According to the above configuration, the phase control result in the phase domain is obtained by calculating the amount of change in rotational speed amplitude per unit time and the amount of change in phase of the cancellation vibration torque command per unit time, that is, the calculation result in the time domain. It is converted so that it can be calculated based on. Therefore, in the control system operating in the time domain, the phase control result in the phase domain can be calculated efficiently and in real time. Accordingly, the phase of the canceling vibration torque command can be changed in a feedback manner based on the phase control result. For this reason, the phase of the cancellation vibration torque command can be brought close to the opposite phase of the transmission torque vibration with good responsiveness.

  Further, it is preferable that the phase determination unit changes the phase of the cancellation vibration torque command in accordance with the magnitude of the rotation speed amplitude.

  According to this configuration, it is possible to appropriately set the change amount or change speed of the phase of the canceling vibration torque command in accordance with the magnitude of the rotation speed amplitude. For example, when the magnitude of the rotational speed amplitude is large, it can be determined that the deviation between the phase of the canceling vibration torque command and the opposite phase of the transmission torque vibration is large. The speed can be increased and the convergence speed can be improved. On the other hand, when the magnitude of the rotational speed amplitude is small, it can be determined that the phase of the canceling vibration torque command is approaching the opposite phase of the transmission torque vibration. And the phase of the canceling vibration torque command can be stabilized in the vicinity of the reverse phase of the transmission torque vibration.

  Further, it is preferable that the phase of the cancellation vibration torque command is changed based on the ignition timing of the internal combustion engine.

  According to this configuration, even when the ignition timing of the internal combustion engine changes and the phase of the transmission torque vibration fluctuates, the phase of the cancellation vibration torque command is fed forward in accordance with the change of the ignition timing of the internal combustion engine. Can be changed. Therefore, the phase of the canceling vibration torque command can be quickly converged to the opposite phase of the fluctuating transmission torque vibration.

  Further, it is preferable that the amplitude of the canceling vibration torque command is determined based on the rotational speed and output torque of the internal combustion engine.

  According to this configuration, the amplitude of the canceling vibration torque command can be set in accordance with the amplitude of the transmission torque vibration that changes according to the rotational speed and output torque of the internal combustion engine. Therefore, the transmission torque vibration can be canceled with high accuracy by the rotating electrical machine.

It is a schematic diagram which shows schematic structure of the vehicle drive device and control apparatus which concern on embodiment of this invention. It is a block diagram which shows the structure of the control apparatus which concerns on embodiment of this invention. It is a block diagram which shows the structure of the control apparatus which concerns on embodiment of this invention. It is a figure which shows the structure of the model of the power transmission system and control apparatus which concern on embodiment of this invention. It is a figure explaining the process of the control apparatus which concerns on embodiment of this invention. It is a figure explaining the process of the control apparatus which concerns on embodiment of this invention. It is a figure explaining the process of the control apparatus which concerns on embodiment of this invention. It is a figure explaining the process of the control apparatus which concerns on embodiment of this invention. It is a figure explaining the process of the control apparatus which concerns on embodiment of this invention. It is a Bode diagram of a power transmission system concerning an embodiment of the present invention. It is a block diagram which shows the structure of the control apparatus which concerns on embodiment of this invention. It is a figure explaining the process of the control apparatus which concerns on embodiment of this invention. It is a time chart explaining the process of the control apparatus which concerns on embodiment of this invention. It is a time chart explaining the process of the control apparatus which concerns on embodiment of this invention.

[First embodiment]
An embodiment of a rotating electrical machine control device 32 according to the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle drive device 1 according to the present embodiment. As shown in this figure, a vehicle equipped with the vehicle drive device 1 is a hybrid vehicle including an engine E that is an internal combustion engine and a rotating electrical machine MG as a driving force source of the vehicle. In this figure, the solid line indicates the driving force transmission path, the broken line indicates the hydraulic oil supply path, and the alternate long and short dash line indicates the signal transmission path. In the present embodiment, the rotating electrical machine MG is drivingly connected to the engine E via the first power transmission mechanism 10 and drivingly connected to the wheels W via the second power transmission mechanism 11. In the present embodiment, the first power transmission mechanism 10 is provided with an engine separation clutch CL that connects and disconnects the drive connection between the rotating electrical machine MG and the engine E, and the second power transmission mechanism 11 includes the speed change mechanism TM. Is provided.

  The hybrid vehicle also includes an engine control device 31 that controls the engine E, a rotating electrical machine control device 32 that controls the rotating electrical machine MG, a power transmission control device 33 that controls the speed change mechanism TM and the engine separation clutch CL, and the like. The vehicle control device 34 that integrates these control devices and controls the vehicle drive device 1 is provided. The rotating electrical machine control device 32 is a “control device” in the present invention.

  In such a configuration, the rotating electrical machine control device 32 according to the present embodiment is a torque vibration transmitted from the engine E to the rotating electrical machine MG via the first power transmission mechanism 10 as shown in FIGS. For a certain transmission torque vibration Teov, a cancellation vibration torque command Tp that is a torque vibration command for canceling the transmission torque vibration Teov is generated, and the torque vibration cancellation that controls the rotating electrical machine MG according to the cancellation vibration torque command Tp And a torque vibration canceling control unit 40 capable of executing the control. Then, the torque vibration canceling control unit 40 determines the amplitude ΔTp and the frequency ωp of the canceling vibration torque command Tp based on at least the rotational speed ωe of the engine E, and the phase of the canceling vibration torque command. a phase determining unit 42 for determining α. In the present embodiment, the torque vibration cancellation control unit 40 includes a cancellation vibration torque command generation unit 43 that generates a cancellation vibration torque command Tp based on the amplitude ΔTp, the frequency ωp, and the phase α. . Then, the phase determination unit 42 determines the phase adjustment direction so as to decrease the rotation speed amplitude Δωmv based on the change in the rotation speed amplitude Δωmv derived based on the rotation speed ωm of the rotating electrical machine MG, and the determined phase It is characterized in that the phase α of the canceling vibration torque command is changed in the adjustment direction. Hereinafter, the rotating electrical machine control device 32 according to the present embodiment will be described in detail.

1. Configuration of Vehicle Drive Device First, the configuration of the vehicle drive device 1 for a hybrid vehicle according to the present embodiment will be described. As shown in FIG. 1, the hybrid vehicle includes an engine E and a rotating electrical machine MG as a driving force source of the vehicle, and is a parallel hybrid vehicle in which the engine E and the rotating electrical machine MG are connected in series. Yes. The hybrid vehicle includes a speed change mechanism TM. The speed change mechanism TM shifts the rotational speeds of the engine E and the rotating electrical machine MG transmitted to the intermediate shaft M, converts the torque, and transmits the torque to the output shaft O.

  The engine E is an internal combustion engine that is driven by the combustion of fuel. For example, various known engines such as a gasoline engine and a diesel engine can be used. In this example, an engine output shaft Eo such as a crankshaft of the engine E is selectively drive-coupled to an input shaft I that is drive-coupled to the rotating electrical machine MG via an engine separation clutch CL. That is, the engine E is selectively driven and connected to the rotating electrical machine MG via the engine separation clutch CL which is a friction engagement element. Further, the engine output shaft Eo is drivingly connected to an engagement member of the engine separation clutch CL via a damper (not shown).

  The rotating electrical machine MG includes a stator fixed to a non-rotating member and a rotor that is rotatably supported on the radially inner side of the stator. The rotor of the rotating electrical machine MG is drivingly connected so as to rotate integrally with the intermediate shaft M. That is, in the present embodiment, both the engine E and the rotating electrical machine MG are drivingly connected to the intermediate shaft M. The rotating electrical machine MG is electrically connected to a battery (not shown) as a power storage device. The rotating electrical machine MG can perform a function as a motor (electric motor) that generates power upon receiving power supply and a function as a generator (generator) that generates power upon receiving power supply. It is possible. That is, the rotating electrical machine MG is powered by receiving power supplied from the battery, or stores in the battery the power generated by the rotational driving force transmitted from the engine E or the wheels W. Note that the battery is an example of a power storage device, and another power storage device such as a capacitor may be used, or a plurality of types of power storage devices may be used in combination. Hereinafter, power generation by the rotating electrical machine MG is referred to as regeneration, and negative torque output from the rotating electrical machine MG during power generation is referred to as regeneration torque. When the target output torque of the rotating electrical machine is a negative torque, the rotating electrical machine MG is in a state of outputting the regenerative torque while generating power by the rotational driving force transmitted from the engine E or the wheels W.

  A transmission mechanism TM is drivingly connected to the intermediate shaft M to which the driving force source is drivingly connected. In the present embodiment, the speed change mechanism TM is a stepped automatic transmission having a plurality of speed stages with different speed ratios. The speed change mechanism TM includes a gear mechanism such as a planetary gear mechanism and a plurality of friction engagement elements B1, C1,. The speed change mechanism TM shifts the rotational speed of the intermediate shaft M at the speed ratio of each speed stage, converts torque, and transmits the torque to the output shaft O. Torque transmitted from the speed change mechanism TM to the output shaft O is distributed and transmitted to the left and right axles AX via the output differential gear unit DF, and is transmitted to the wheels W that are drivingly connected to the respective axles AX. . Here, the gear ratio is the ratio of the rotational speed of the intermediate shaft M to the rotational speed of the output shaft O when each gear stage is formed in the transmission mechanism TM. In this application, the rotational speed of the intermediate shaft M is defined as the output shaft. The value divided by the rotation speed of O. That is, the rotation speed obtained by dividing the rotation speed of the intermediate shaft M by the gear ratio becomes the rotation speed of the output shaft O. Further, torque obtained by multiplying the torque transmitted from the intermediate shaft M to the transmission mechanism TM by the transmission ratio becomes the torque transmitted from the transmission mechanism TM to the output shaft O.

  In this example, the engine separation clutch CL and the plurality of friction engagement elements B1, C1,... Are engagement elements such as clutches and brakes each having a friction material. These friction engagement elements CL, B1, C1,... Can control the engagement pressure by controlling the hydraulic pressure supplied to continuously control the increase / decrease of the transmission torque capacity. ing. As such a friction engagement element, for example, a wet multi-plate clutch or a wet multi-plate brake is preferably used.

  The friction engagement element transmits torque between the engagement members by friction between the engagement members. When there is a rotational speed difference (slip) between the engagement members of the friction engagement element, torque (slip torque) having a large transmission torque capacity is transmitted from the member with the higher rotational speed to the member with the lower rotational speed due to dynamic friction. Is done. When there is no rotational speed difference (slip) between the engagement members of the friction engagement element, the friction engagement element acts between the engagement members of the friction engagement element by static friction up to the size of the transmission torque capacity. Torque is transmitted. Here, the transmission torque capacity is the maximum torque that the friction engagement element can transmit by friction. The magnitude of the transmission torque capacity changes in proportion to the engagement pressure of the friction engagement element. The engagement pressure is a pressure that presses the input side engagement member (friction plate) and the output side engagement member (friction plate) against each other. In the present embodiment, the engagement pressure changes in proportion to the magnitude of the supplied hydraulic pressure. That is, in the present embodiment, the magnitude of the transmission torque capacity changes in proportion to the magnitude of the hydraulic pressure supplied to the friction engagement element.

  Each friction engagement element includes a return spring and is biased toward the release side by the reaction force of the spring. When the force generated by the hydraulic pressure supplied to each friction engagement element exceeds the reaction force of the spring, a transmission torque capacity starts to be generated in each friction engagement element, and each friction engagement element is engaged from the released state. To change. The hydraulic pressure at which this transmission torque capacity begins to occur is called the stroke end pressure. Each friction engagement element is configured such that, after the supplied hydraulic pressure exceeds the stroke end pressure, the transmission torque capacity increases in proportion to the increase in the hydraulic pressure.

  In the present embodiment, the engaged state is a state where a transmission torque capacity is generated in the friction engagement element, and the released state is a state where no transmission torque capacity is generated in the friction engagement element. The slip engagement state is an engagement state in which there is a rotational speed difference (slip) between the engagement members of the friction engagement element, and the direct engagement state is between the engagement members of the friction engagement element. The engaged state has no rotational speed difference (slip). Further, the non-directly coupled state is an engaged state other than the directly coupled state, and includes a released state and a sliding engaged state.

2. Next, the hydraulic control system of the vehicle drive device 1 will be described. The hydraulic control system includes a hydraulic control device PC for adjusting the hydraulic pressure of hydraulic oil supplied from the hydraulic pump to a predetermined pressure. Although detailed explanation is omitted here, the hydraulic control device PC drains from the regulating valve by adjusting the opening of one or more regulating valves based on the signal pressure from the linear solenoid valve for hydraulic regulation. The hydraulic oil pressure is adjusted to one or more predetermined pressures by adjusting the amount of hydraulic oil. The hydraulic oil adjusted to a predetermined pressure is supplied to each friction engagement element of the speed change mechanism TM and the engine separation clutch CL at a required level of hydraulic pressure.

3. Next, the configuration of the control devices 31 to 34 that control the vehicle drive device 1 will be described.
Each of the control devices 31 to 34 includes an arithmetic processing device such as a CPU as a core member, and a RAM (random access memory) configured to be able to read and write data from the arithmetic processing device, and an arithmetic processing device And a storage device such as a ROM (Read Only Memory) configured to be able to read data from. Then, each function unit 40 of the rotating electrical machine control device 32 as shown in FIG. 2 is realized by software (program) stored in the ROM or the like of each control device, hardware such as a separately provided arithmetic circuit, or both. To 46 are configured. The control devices 31 to 34 are configured to communicate with each other, share various information such as sensor detection information and control parameters, and perform cooperative control, thereby realizing the functions of the functional units 40 to 46. Is done.

The vehicle drive device 1 includes sensors Se1 to Se3, and electrical signals output from the sensors are input to the control devices 31 to 34. The control devices 31 to 34 calculate detection information of each sensor based on the input electric signal. The engine rotation speed sensor Se1 is a sensor for detecting the rotation speed of the engine output shaft Eo (engine E). The engine control device 31 detects the rotational speed (angular speed) ωe of the engine E based on the input signal of the engine rotational speed sensor Se1. The input shaft rotation speed sensor Se2 is a sensor for detecting the rotation speeds of the input shaft I and the intermediate shaft M. Since the rotor of the rotating electrical machine MG is integrally connected to the input shaft I and the intermediate shaft M, the rotating electrical machine control device 32 rotates the rotational speed of the rotating electrical machine MG based on the input signal of the input shaft rotational speed sensor Se2. (Angular velocity) ωm, and the rotational speeds of the input shaft I and the intermediate shaft M are detected. The output shaft rotational speed sensor Se3 is a sensor that is attached to the output shaft O in the vicinity of the speed change mechanism TM and detects the rotational speed of the output shaft O in the vicinity of the speed change mechanism TM. The power transmission control device 33 detects the rotational speed (angular speed) ωo of the output shaft O in the vicinity of the speed change mechanism TM based on the input signal of the output shaft rotational speed sensor Se3. Since the rotational speed of the output shaft O is proportional to the vehicle speed, the power transmission control device 33 calculates the vehicle speed based on the input signal of the output shaft rotational speed sensor Se3.

3-1. Vehicle Control Device The vehicle control device 34 performs various torque controls performed on the engine E, the rotating electrical machine MG, the speed change mechanism TM, the engine separation clutch CL, and the like, and engagement control of each friction engagement element as a whole vehicle. It has a functional unit that performs integrated control.

  The vehicle control device 34 calculates a vehicle required torque, which is a target driving force transmitted from the intermediate shaft M side to the output shaft O side, according to the accelerator opening, the vehicle speed, the amount of charge of the battery, and the like. And the operation mode of the rotating electrical machine MG is determined. Then, the vehicle control device 34 outputs an engine required torque that is an output torque required for the engine E, a rotating electrical machine required torque that is an output torque required for the rotating electrical machine MG, and a target transmission torque capacity of the engine separation clutch CL. Are functional units that perform integrated control by instructing them to the other control devices 31 to 33.

  The vehicle control device 34 determines the operation mode of each driving force source based on the accelerator opening, the vehicle speed, the amount of charge of the battery, and the like. Here, the charge amount of the battery is detected by a battery state detection sensor. In the present embodiment, as the operation mode, an electric mode using only the rotating electrical machine MG as a driving force source, a parallel mode using at least the engine E as a driving force source, and regenerative power generation of the rotating electrical machine MG using the rotational driving force of the engine E are performed. There are an engine power generation mode to be performed, a regenerative power generation mode in which regenerative power generation of the rotating electrical machine MG is performed by the rotational driving force transmitted from the wheels, and an engine start mode in which the engine E is started by the rotational driving force of the rotating electrical machine MG. Here, the operation modes in which the engine separation clutch CL is brought into the direct engagement state are a parallel mode, an engine power generation mode, and an engine start mode.

3-2. Engine Control Device The engine control device 31 includes a functional unit that controls the operation of the engine E. In this embodiment, when the engine request torque is commanded from the vehicle control device 34, the engine control device 31 sets the engine request torque commanded from the vehicle control device 34 to the output torque command value, and the engine E Torque control is performed to control to output the output torque Te of the output torque command value.
The engine control device 31 is configured to estimate the output torque Te of the engine E and transmit the estimated torque as an estimated engine output torque to another control device. The engine control device 31 may calculate and transmit the estimated engine output torque based on the output torque command value.

3-3. Power Transmission Control Device The power transmission control device 33 includes a function unit that controls the speed change mechanism TM and the engine separation clutch CL. Detection information of a sensor such as the output shaft rotation speed sensor Se3 is input to the power transmission control device 33.

3-3-1. Control of transmission mechanism The power transmission control device 33 performs control to form a shift stage in the transmission mechanism TM. In the present embodiment, the power transmission control device 33 determines a target gear position in the speed change mechanism TM based on sensor detection information such as a vehicle speed, an accelerator opening, and a shift position. Then, the power transmission control device 33 controls each of the friction engagements by controlling the hydraulic pressure supplied to each of the friction engagement elements C1, B1,... Provided in the speed change mechanism TM via the hydraulic control device PC. Engagement or release of the elements causes the speed change mechanism TM to form a target gear position. Specifically, the power transmission control device 33 instructs the target hydraulic pressure (command pressure) of each friction engagement element B1, C1,... To the hydraulic control device PC, and the hydraulic control device PC outputs the commanded target. A hydraulic pressure (command pressure) is supplied to each friction engagement element.

3-3-2. Control of Engine Separation Clutch Further, the power transmission control device 33 engages or disengages the engine separation clutch CL. In the present embodiment, the power transmission control device 33 uses the engine separation clutch via the hydraulic control device PC so that the transmission torque capacity of the engine separation clutch CL matches the target transmission torque capacity commanded from the vehicle control device 34. The hydraulic pressure supplied to CL is controlled. Specifically, the power transmission control device 33 commands the target hydraulic pressure (command pressure) set based on the target transmission torque capacity to the hydraulic control device PC, and the hydraulic control device PC sends the commanded target hydraulic pressure (command pressure). ) Is supplied to the engine separation clutch CL. In the present embodiment, the engine separation clutch CL is assumed to be in a direct engagement state unless otherwise specified.

3-4. Rotating electrical machine control device The rotating electrical machine control device 32 includes a functional unit that controls the operation of the rotating electrical machine MG. In the present embodiment, the rotating electrical machine control device 32 sets a base torque command value Tb that is set based on the rotating electrical machine required torque that is commanded from the vehicle control device 34. Further, as shown in FIG. 2, the rotating electrical machine control device 32 includes a torque vibration canceling control unit 40 that calculates a canceling vibration torque command Tp. Then, the rotating electrical machine control device 32 sets the output torque command value Tmo based on the base torque command value Tb and a cancellation vibration torque command Tp described later, and the rotating electrical machine MG outputs the output torque Tm of the output torque command value Tmo. Is controlled to output.

3-4-1. Torque Vibration Cancellation Control Unit As shown in FIG. 2, the torque vibration cancellation control unit 40 is transmitted from the engine E to the rotating electrical machine MG via the first power transmission mechanism 10 as shown in FIGS. A canceling vibration torque command Tp, which is a torque vibration command for canceling the transmission torque vibration Teov (see FIGS. 4 to 6 and the like), is generated with respect to the transmission torque vibration Teov, which is the torque vibration that is generated, and the cancellation vibration This is a functional unit that executes torque vibration canceling control for controlling the rotating electrical machine MG in accordance with the torque command Tp.

In order to execute such torque vibration cancellation control, the torque vibration cancellation control unit 40 includes an amplitude frequency determination unit 41, a phase determination unit 42, and a cancellation vibration torque command generation unit 43, as shown in FIG. It has.
The amplitude frequency determination unit 41 determines the amplitude ΔTp and the frequency ωp of the cancellation vibration torque command Tp based on at least the rotational speed ωe of the engine E. Further, the phase determining unit 42 determines the phase α of the canceling vibration torque command. Then, the cancellation vibration torque command generation unit 43 generates a cancellation vibration torque command Tp based on the amplitude ΔTp, the frequency ωp, and the phase α.
Then, the phase determination unit 42 determines the phase adjustment direction so as to decrease the rotation speed amplitude Δωmv based on the change in the rotation speed amplitude Δωmv derived based on the rotation speed ωm of the rotating electrical machine MG, and the determined phase It cancels out in the adjustment direction and changes the phase α of the vibration torque command.
Hereinafter, the torque vibration canceling control process executed by the torque vibration canceling control unit 40 will be described in detail.

3-4-2. First, the power transmission system of the vehicle drive device 1 will be described. FIG. 4 shows a model of the power transmission system. The power transmission system is modeled as a three-inertia torsional vibration system.
The engine E, the rotating electrical machine MG, and the load (vehicle) are rigid bodies having moments of inertia (inertia) Je, Jm, and Jl, respectively.
The engine E and the rotating electrical machine MG are connected by a first power transmission mechanism 10 having elasticity, and the rotating electrical machine MG and a load (vehicle) are connected by a second power transmission mechanism 11 having elasticity. Yes. In the present embodiment, the first power transmission mechanism 10 is configured by members such as a damper, an engine output shaft Eo, and an input shaft I. The first power transmission mechanism 10 has a predetermined torsion spring constant and a viscous friction coefficient, and shaft torsion occurs. The second power transmission mechanism 11 includes members such as an intermediate shaft M , a speed change mechanism TM, an output shaft O, and an axle AX. In particular, the shaft twist between the output shaft O and the axle AX is large, and the output shaft O and the axle AX are collectively referred to as an output shaft. The second power transmission mechanism 11 has a predetermined torsion spring constant and a viscous friction coefficient, and shaft torsion occurs.

Here, Te is an output torque output by the engine E, and an output torque vibration Tev that is a vibration component with respect to an average value of the output torque is generated in the output torque. ωe is the rotational speed (angular speed) of the engine E.
Teo is a transmission torque in which the output torque Te of the vibrating engine E is transmitted to the rotating electrical machine MG via the first power transmission mechanism 10, and the transmission torque is relative to the average value of the transmission torque. A transmission torque vibration Teov, which is a vibration component, is generated. Tm is an output torque output by the rotating electrical machine MG, and torque vibration of a cancellation vibration torque command Tp for canceling the transmission torque vibration Teov is generated in the output torque by torque vibration cancellation control described later. . Here, the canceling vibration torque command Tp is a vibration component with respect to the average value of the output torque Tm of the rotating electrical machine MG.

  In the total torque To obtained by summing the transmission torque Teo and the output torque Tm of the rotating electrical machine MG, a total torque vibration Tov that is a torque vibration obtained by summing the transmission torque vibration Teov and the canceling vibration torque command Tp is generated. Here, the total torque vibration Tov is a vibration component with respect to the average value of the total torque To. Then, the sum of the total torque To and the torque transmitted from the second power transmission mechanism 12 to the rotating electrical machine MG is divided by the inertia moment Jm of the rotating electrical machine MG, and the integrated value is the rotational speed of the rotating electrical machine MG. (Angular velocity). In the rotational speed ωm of the rotating electrical machine MG, the total torque vibration Tov is divided by the moment of inertia Jm, and an integrated value of the rotational speed vibration ωmv is generated. Here, the rotational speed vibration ωmv is a vibration component with respect to the average value of the rotational speed ωm of the rotating electrical machine MG. Note that ωl is the rotational speed (angular speed) of the load side end portion of the output shaft, and is the rotational speed (angular speed) of the load (wheel).

3-4-3. Torque vibration transmitted from the engine Next, the transmission torque vibration Teov transmitted from the engine E to the rotating electrical machine MG via the first power transmission mechanism 10 will be described in more detail.
As shown in FIG. 5, the output torque Te of the engine E is generated by combustion in the combustion process of the engine E. In the case of a spark ignition engine, combustion starts after the ignition timing. That is, the pressure in the combustion chamber that has risen due to combustion is transmitted to the crankshaft (engine output shaft Eo) via the piston and the connecting rod according to the geometrical relationship such as the crank angle, and converted into the output torque Te of the engine E. Is done. The output torque Te of the engine E increases after the ignition timing, and decreases as the piston approaches the bottom dead center. Therefore, the output torque Te of the engine E periodically oscillates in rotation synchronization as shown in FIG. Oscillation frequency (angular frequency) .omega.p the output torque Te of the engine E is varied in accordance with the rotational speed omega e of the engine E. In a four-cycle engine with N cylinders, ωp = N / 2 × ωe, and in a four-cylinder engine, ωp = 2 × ωe. Note that in a compression auto-ignition engine such as a diesel engine, the ignition timing, that is, the combustion start timing, can be the fuel injection timing into the combustion chamber.

As shown in FIG. 5, when the output torque Te of the engine E is Fourier-transformed, the zero-order (frequency = 0), the first-order (frequency (Hz) = ωp / 2π), the second-order (frequency) Frequency (Hz) = 2ωp / 2π), 3rd order (frequency (Hz) = 3ωp / 2π), 4th order (frequency (Hz) = 4ωp / 2π),. . . The amplitude of the frequency component is obtained. The amplitude of the zeroth-order frequency component in the Fourier transform corresponds to the average value of the output torque Te of the engine E. The amplitude of the primary frequency component in the Fourier transform generally corresponds to the amplitude of Tev of the output torque vibration. The amplitude of the second or higher frequency component in the Fourier transform is smaller than the amplitude of the first frequency component, and the amplitude decreases as the order becomes higher.
Further, since the output torque Te of the engine E varies to near zero, the amplitude of the output torque vibration Tev is large. The amplitude of the output torque vibration Tev increases approximately in proportion to the increase in the average value of the output torque Te of the engine E. In the following description, the output torque Te of the engine E indicates an average value of the vibrating torque unless otherwise specified.

The output torque Te of the engine E that is vibrating is transmitted to the rotating electrical machine MG via the first power transmission mechanism 10 and becomes the transmission torque Teo. Torque transmission characteristics of the first power transmission mechanism 10, in the band of vibration frequency ωp which corresponds to the operating region of the rotational speed omega e of the engine E, shown in FIG. 5 (b) and FIG. 10, the board of the torque transmission characteristic As in the example of the figure, the gain decreases from 0 dB as the vibration frequency ωp increases. For example, in the band of the vibration frequency ωp, the gain decreases at about −40 dB / dec. Therefore, as shown in the example of the Bode diagram of FIG. 5, the gain of the primary frequency component is also reduced from 0 dB, but the decrease in the gain of the secondary and higher frequency components is larger than the primary. This decrease in the second or higher gain is an exponential decrease because it is a decrease in dB, and the amount of decrease is large. Note that since the gain of the zeroth-order frequency component is 0 dB, the average value of the output torque Te of the engine E is not decreased but is directly the average value of the output torque vibration Tev.

ここで、ΔＴｅｏｖは、伝達トルク振動Ｔｅｏｖの振幅であり、βは、伝達トルク振動Ｔｅｏｖの位相である。
また、図５に示すように、出力トルク振動Ｔｅｖは、第一動力伝達機構１０の伝達特性により、位相遅れが生じて、回転電機ＭＧに伝達される。図１０の（ｂ）のボード線図の位相曲線の例に示すように、約−１８０ｄｅｇ〜−１６０ｄｅｇの位相遅れが生じる。 Therefore, the amplitude of the second or higher order vibration component in the output torque vibration Tev is greatly reduced by the transfer characteristic of the first power transmission mechanism 10 as compared with the decrease in the amplitude of the first order vibration component, and the rotating electrical machine MG. Is transmitted to. Therefore, as shown in FIG. 5, the transmission torque vibration Teov in the transmission torque Teo is close to the primary vibration component with the amplitude of the second-order or higher vibration component greatly reduced. Note that the amplitude of the primary vibration component also decreases. Therefore, the transmission torque vibration Teov can be approximated by a primary vibration component with respect to the vibration frequency ωp, as shown by the following equation.

Here, ΔTeov is the amplitude of the transmission torque vibration Teov, and β is the phase of the transmission torque vibration Teov.
Further, as shown in FIG. 5, the output torque vibration Tev is transmitted to the rotating electrical machine MG with a phase delay due to the transmission characteristics of the first power transmission mechanism 10. As shown in the example of the phase curve in the Bode diagram of FIG. 10B, a phase delay of about −180 deg to −160 deg occurs.

As shown in FIG. 10B, the torque transmission characteristic of the first power transmission mechanism 10 shows that the gain decreases in proportion to the rotational speed ωe of the engine E in the operating region of the engine E. Therefore, at a low rotational speed ωe (for example, 1000 pm), the gain decrease is small and the amplitude ΔTeov of the transmission torque vibration is large. Further, the larger the average value of the output torque Te of the engine E, the larger the amplitude of the output torque vibration Tev in the output torque Te, and the larger the amplitude of the transmission torque vibration even with the same gain (rotational speed).
Therefore, as shown in FIG. 12, the region where the rotational speed ωe is low and the output torque Te is high is a high vibration region where the transmission torque vibration Teov increases to a level that makes the driver feel uncomfortable. As shown in FIG. 12, the high vibration region overlaps with the high efficiency region where the thermal efficiency of the engine E is high. When the torque vibration canceling control is not performed as in the present application, it is necessary to operate the engine E while avoiding the high vibration region, and the high efficiency region of the engine E may not be used. Therefore, in the control device according to the present embodiment, torque vibration canceling control is performed to cancel the transmission torque vibration Teov so that the high vibration region can be used.

ここで、ΔＴｐは、打消し振動トルク指令Ｔｐの振幅であり、ωｐは、打消し振動トルク指令Ｔｐの振動周波数であり、αは、打消し振動トルク指令Ｔｐの位相である。打消し振動トルク指令Ｔｐが、伝達トルク振動Ｔｅｏｖを打ち消すためには、打消し振動トルク指令Ｔｐの振動周波数ωｐは、伝達トルク振動Ｔｅｏｖと同じ振動周波数ωｐに設定され、位相αが、位相βに対してπ（１８０ｄｅｇ）だけ進み又は遅れた、逆位相に設定され、振幅ΔＴｐは、振幅ΔＴｅｏｖに等しく設定されればよいことがわかる。 3-4-4. Cancellation Vibration Torque Command In order to cancel the transmission torque vibration Teov that can be approximated by a first order vibration component with respect to the vibration frequency ωp, the phase is opposite to the transmission torque vibration Teov of the equation (1), that is, by π (180 deg). It can be seen that the forward or delayed torque vibration may be output to the rotating electrical machine MG.
Therefore, as shown in FIG. 6 and the following equation, the torque vibration canceling control unit 40 forms the canceling vibration torque command Tp with a primary vibration component with respect to the vibration frequency ωp.

Here, ΔTp is the amplitude of the cancellation vibration torque command Tp, ωp is the vibration frequency of the cancellation vibration torque command Tp, and α is the phase of the cancellation vibration torque command Tp. In order for the cancellation vibration torque command Tp to cancel the transmission torque vibration Teov, the vibration frequency ωp of the cancellation vibration torque command Tp is set to the same vibration frequency ωp as the transmission torque vibration Teov, and the phase α is changed to the phase β. On the other hand, it can be seen that the phase is set to an antiphase that is advanced or delayed by π (180 deg), and the amplitude ΔTp is set equal to the amplitude ΔTeov.

ここで、γは、合計トルク振動Ｔｏｖの位相である。
この式から、合計トルク振動Ｔｏｖの振幅ΔＴｏｖは、次式となる。

The total torque vibration Tov of the transmission torque vibration Teov and the canceling vibration torque command Tp is summarized as follows based on the formulas (1) and (2).

Here, γ is the phase of the total torque vibration Tov.
From this equation, the amplitude ΔTov of the total torque vibration Tov is expressed by the following equation.

この式から、回転速度振動ωｍｖの振幅である回転速度振幅Δωｍｖは、次式となる。

よって、式（４）及び式（６）から、回転速度振幅Δωｍｖは、合計トルク振動の振幅ΔＴｏｖに比例することがわかる。また、図１０の（ａ）に示す、エンジンＥの出力トルクＴｅから回転電機ＭＧの回転速度ωｍまでの伝達特性のボード線図の例において、図１０の（ｂ）に示したトルク伝達特性と同様に、振動周波数ωｐの増加に比例して、ゲインが減少することからも、回転速度振幅Δωｍｖは、合計トルク振動の振幅ΔＴｏｖに比例することがわかる。 The rotational speed vibration ωmv generated by the total torque vibration Tov is the following expression obtained by dividing the total torque vibration Tov of Expression (3) by the moment of inertia Jm and integrating.

From this equation, the rotation speed amplitude Δωmv, which is the amplitude of the rotation speed vibration ωmv, is expressed by the following equation.

Therefore, it can be seen from the equations (4) and (6) that the rotational speed amplitude Δωmv is proportional to the amplitude ΔTov of the total torque vibration. Further, in the example of the Bode diagram of the transfer characteristic from the output torque Te of the engine E to the rotation speed ωm of the rotating electrical machine MG shown in (a) of FIG. 10, the torque transfer characteristic shown in (b) of FIG. Similarly, since the gain decreases in proportion to the increase in the vibration frequency ωp, it can be understood that the rotational speed amplitude Δωmv is proportional to the amplitude ΔTov of the total torque vibration.

FIG. 6 shows the characteristics of the total torque vibration amplitude ΔTov and the rotational speed amplitude Δωmv with respect to the phase difference α−β between the phase α of the canceling vibration torque command and the phase β of the transmission torque vibration.
When the phase difference α-β is π, the amplitude ΔTov and the amplitude Δωmv are minimized, and when the phase difference α-β changes from π in the advance (increase) direction or the lag (decrease) direction, the amplitude ΔTov and the amplitude Δωmv It can be seen that increases.
Further, when the amplitude ΔTp of the canceling vibration torque command is equal to the amplitude ΔTeov of the transmission torque vibration, the amplitude ΔTov and the amplitude Δωmv are minimum values of zero when the phase difference α−β becomes π. On the other hand, even when the amplitude ΔTp does not coincide with the amplitude ΔTeov, when the phase difference α−β becomes π, the amplitude ΔTov and the amplitude Δωmv become minimum values larger than zero.

Therefore, the phase α of the cancellation vibration torque command is set so that the phase difference α−β becomes π regardless of whether the amplitude ΔTp of the cancellation vibration torque command matches the amplitude ΔTeov of the transmission torque vibration. It can be seen that the amplitude ΔTov and the amplitude Δωmv can be minimized if they are changed. That is, the phase α may be changed so that the phase α of the cancellation vibration torque command matches π + β.
Further, even if the torque sensor is not provided and the total torque To cannot be measured directly, the rotational speed amplitude Δωmv and the total torque vibration amplitude ΔTov are in a proportional relationship, so the rotational speed amplitude Δωmv can be minimized. Thus, it can be seen that the amplitude ΔTov of the total torque vibration can also be minimized.

As shown in FIG. 8, when the phase α of the cancellation vibration torque command is larger than π + β (on the phase advance side), for example, when the phase α is α1, the rotational speed amplitude Δωmv and the amplitude of the total torque vibration In order to decrease ΔTov, it is necessary to change the phase α of the cancellation vibration torque command in the phase delay direction (decrease direction). On the other hand, when the phase α of the canceling vibration torque command is smaller than π + β (on the phase delay side), for example, when the phase α is α2, the rotational speed amplitude Δωmv and the total torque vibration amplitude ΔTov are decreased. Therefore, it is necessary to change the phase α of the cancellation vibration torque command in the phase advance direction (increase direction).
Therefore, it is necessary to reverse the phase adjustment direction of the phase α depending on whether the phase α of the cancellation vibration torque command is on the phase advance side or the phase delay side with respect to π + β.

3-4-5. Variation in phase of transmission torque vibration In grasping the relative phase of the cancellation vibration torque command phase α with respect to π + β, the phase α of the cancellation vibration torque command can be controlled by the rotating electrical machine control device 32 with relatively high accuracy. . On the other hand, there is a problem that the phase β of the transmission torque vibration cannot be easily measured when a torque sensor or the like is not provided, and varies due to a variation factor described later, so that the relative phase cannot be easily grasped. If the relative phase cannot be grasped, in order to minimize the rotational speed amplitude Δωmv and the total torque vibration amplitude ΔTov, the phase α of the cancellation vibration torque command is changed in either the phase advance or phase lag direction, Since the adjustment direction cannot be determined, the phase α of the canceling vibration torque command cannot be changed.

As shown in FIG. 7, the fluctuation factors of the phase β of the transmission torque vibration include (1) ignition timing fluctuation, (2) combustion speed fluctuation, (3) phase delay fluctuation of the first power transmission mechanism 10, and so on.
(1) The fluctuation of the ignition timing is caused by the change of the ignition timing by the engine control device 31 or the like. When the driving operation point such as the rotational speed ωe and output torque Te of the engine E changes, the engine control device 31 changes the ignition timing to the ignition timing set for each driving operation point or performs the ignition timing by knocking prevention control. Are changed in real time in the retard direction and the advance direction. When the ignition timing changes in the phase advance or phase lag direction, the phase of the output torque vibration Tev also changes according to the change amount. Then, the phase of the transmission torque vibration Tev also changes according to the amount of change in the phase of the output torque vibration Tev.
(2) The fluctuation of the combustion speed is caused by a change in the exhaust gas recirculation amount in the combustion chamber, a change in the flow in the combustion chamber, a change in ignition timing, and the like. As the combustion speed changes, the phase of the output torque vibration Tev also changes, and the phase of the transmission torque vibration Teov also changes.
(3) The phase delay variation of the first power transmission mechanism 10 is caused by changes in the torsion spring constant and the viscous friction coefficient of a damper or the like. The phase of the transmission torque vibration Teov also changes according to the fluctuation of the phase delay.
Among these, (1) Since the fluctuation of the ignition timing can be grasped also by the rotating electrical machine control device 32 through communication with the engine control device 30 or the like, the torque vibration canceling control unit 40, as will be described later, Accordingly, the phase α of the canceling vibration torque command can be changed in a feed-forward manner.
Also the phase α of cancellation vibration torque command, the rotary electric machine control device 3 2, change the phase α of the cancellation vibration torque command, such as by calculating a delay before it is reflected on the driving of the inverter, in particular, Fluctuates somewhat at high rotational speeds.

  As shown in FIG. 9C, the waveform of the total torque vibration Tov when the phase α is on the phase advance side by a predetermined angle with respect to π + β, and as shown in FIG. Since the waveform of the total torque vibration Tov when the phase α is on the phase lag side by a predetermined angle with respect to π + β is the same waveform, the rotational speed vibration ωmv of the rotating electrical machine MG is also the same waveform. . Therefore, based on the waveform of the rotational speed ωm of the rotating electrical machine MG, it cannot be easily determined whether the phase α of the cancellation vibration torque command is on the phase advance side or the phase delay side with respect to π + β.

3-4-6. Determination of the phase adjustment direction In the present embodiment, the phase determination unit 42 is based on the change in the rotational speed amplitude Δωmv that is derived based on the rotational speed ωm of the rotating electrical machine MG. The phase adjustment direction is determined so as to decrease the rotational speed amplitude Δωmv, and the phase α of the canceling vibration torque command is changed in the determined phase adjustment direction.

The determination of the phase adjustment direction by the phase determination unit 42 will be described with reference to FIG.
When the phase α of the cancellation vibration torque command is larger than π + β (on the phase advance side), for example, when the phase α is α1, the phase control result dΔωmv / dα, which is the inclination of the rotational speed amplitude Δωmv with respect to the phase α. Becomes positive (greater than zero). On the other hand, when the phase α of the cancellation vibration torque command is smaller than π + β (on the phase delay side), for example, when the phase α is α2, the phase control result dΔωmv / dα becomes negative (smaller than zero). Become). Therefore, depending on whether the phase control result dΔωmv / dα is positive or negative, it is possible to determine whether the phase α of the cancellation vibration torque command is on the phase advance side or the phase delay side with respect to π + β, The phase adjustment direction can be determined.

  In the present embodiment, as shown in FIG. 3, the phase determination unit 42 is based on the change in the rotational speed amplitude Δωmv, and the phase control result dΔωmv / dα that is the inclination of the rotational speed amplitude Δωmv with respect to the phase α of the cancellation vibration torque command. When the phase control result dΔωmv / dα is positive, the phase adjustment direction is determined to be the phase delay direction, the phase α of the vibration torque command is changed by canceling in the phase delay direction, and the phase control result dΔωmv / dα Is negative, the phase adjustment direction is determined to be the phase advance direction, canceled in the phase advance direction, and the phase α of the vibration torque command is changed.

  In this example, the phase determination unit 42 divides the change amount dΔωmv / dt of the rotation speed amplitude Δωmv per unit time by the change amount dα / dt of the phase α of the cancellation vibration torque command per unit time. The phase control result dΔωmv / dα is calculated.

In the example illustrated in FIG. 3, the phase determination unit 42 includes a phase adjustment direction determination unit 45 that determines the phase adjustment direction. The phase adjustment direction determination unit 45 includes a phase control result calculator 47 that calculates the phase control result dΔωmv / dα.
Then, the phase control result calculator 47 performs an amplitude change amount calculation process 60 based on the rotation speed amplitude Δωmv detected by the amplitude detector 44 to obtain the change amount dΔωmv / dt of the rotation speed amplitude Δωmv per unit time. calculate. Further, the phase control result calculator 47 performs the phase change amount calculation processing 61 to calculate the change amount dα / dt of the phase α of the cancellation vibration torque command per unit time. Then, the phase control result calculator 47 divides the change amount dΔωmv / dt by the change amount dα / dt to calculate the phase control result dΔωmv / dα.

ここで、（ｎ）は、今回の演算時期において算出された値であることを示し、（ｎ−１）は、前回（今回よりもΔＴ１前）の演算時期において算出された値であることを示し、（ｎ−２）は、前々回（今回よりも２ΔＴ１前）の演算時期において算出された値であることを示す。ここで、打消し振動トルク指令の位相αに、前回（ｎ−１）及び前々回（ｎ−２）の演算時期の値が用いられているが、これは、今回（ｎ）の演算時期の値が、式（７）の演算結果に基づき、位相決定部４２により最終的に決定される値であるとともに、位相αの制御結果を算出するためである。すなわち、前回の演算時期で指令した位相α（ｎ−１）の制御結果は、今回の演算時期で検出した回転速度振幅Δωｍｖ（ｎ）に含まれており、前々回の演算時期で指令した位相α（ｎ−２）の制御結果は、前回の演算時期で検出した回転速度振幅Δωｍｖ（ｎ−１）に含まれているためである。なお、回転電機制御装置３２は、前回、及び前々回など、演算処理内容に応じて、過去の演算時期で算出した値を、ＲＡＭに保存するように構成されている。なお、演算周期ΔＴ１は、打消し振動トルク指令の位相αの変化に対する回転速度振幅Δωｍｖの制御結果を検出するために、伝達トルク振動Ｔｅｏｖによる回転電機ＭＧの回転速度ωｍの振動周期（２π／ωｐ）より十分長い周期（例えば、１０倍程度の周期）に設定されている。 In the case of performing digital calculation processing, the amplitude change amount calculation processing 60 and the phase change amount calculation processing 61 are executed every predetermined calculation cycle ΔT1. Then, the amplitude change amount calculation processing 60 calculates the change amount dΔωmv / dt of the rotation speed amplitude Δωmv per unit time based on the change amount of the rotation speed amplitude Δωmv during the calculation period ΔT1 as in the following equation. . Further, the phase change amount calculation processing 61 is based on the amount of change in the phase α of the canceling vibration torque command during the calculation period ΔT1, as shown in the following equation, and the phase α of the canceling vibration torque command per unit time. The amount of change dα / dt is calculated.

Here, (n) indicates a value calculated at the current calculation time, and (n−1) indicates a value calculated at the previous calculation time (before ΔT1 before this time). (N-2) indicates that the value is calculated at the calculation time two times before (2ΔT1 before this time). Here, the values of the previous (n-1) and previous (n-2) calculation times are used for the phase α of the canceling vibration torque command. This is the value of the calculation time of this time (n). This is because the value is finally determined by the phase determination unit 42 based on the calculation result of Expression (7) and the control result of the phase α is calculated. In other words, the control result of the phase α (n−1) commanded at the previous calculation time is included in the rotational speed amplitude Δωmv (n) detected at the current calculation time, and the phase α commanded at the previous calculation time. This is because the control result of (n-2) is included in the rotational speed amplitude Δωmv (n−1) detected at the previous calculation time. The rotating electrical machine control device 32 is configured to store the values calculated in the past calculation time in the RAM according to the calculation processing contents such as the previous time and the previous time. The calculation period ΔT1 is a vibration period (2π / ωp) of the rotational speed ωm of the rotating electrical machine MG by the transmission torque vibration Teov in order to detect the control result of the rotational speed amplitude Δωmv with respect to the change of the phase α of the cancellation vibration torque command. ) Is set to a sufficiently longer cycle (for example, a cycle of about 10 times).

  In the example illustrated in FIG. 3, the phase adjustment direction determination unit 45 calculates the phase adjustment direction by +1 or −1 and reflects the change in the phase α of the cancellation vibration torque command. That is, when the phase control result dΔωmv / dα is equal to or greater than zero, the phase adjustment direction determination unit 45 determines the phase adjustment direction as the phase delay direction and decreases the phase α of the cancellation vibration torque command. The sign gain Ks is set to -1. On the other hand, when the phase control result dΔωmv / dα is smaller than zero, the phase adjustment direction determination unit 45 determines the phase adjustment direction as the phase advance direction and increases the phase α of the cancellation vibration torque command. The gain Ks is set to +1. The sign gain Ks is set to −1 when the phase control result dΔωmv / dα is greater than zero, and the sign gain Ks is set to +1 when the phase control result dΔωmv / dα is less than or equal to zero. Also good.

  In order to calculate the inclination of the rotational speed amplitude Δωmv with respect to the phase α of the canceling vibration torque command, it is necessary to detect the change in the rotational speed amplitude Δωmv by changing the phase α of the canceling vibration torque command. Therefore, the phase adjustment direction determination unit 45 is configured to determine the phase adjustment direction as either the phase advance direction or the phase delay direction, and to change the phase α of the cancellation vibration torque command in either direction. Has been. That is, the phase adjustment direction determination unit 45 sets the phase adjustment so that the phase α of the cancellation vibration torque command is not changed, for example, when the phase control result dΔωmv / dα is zero, such as setting the sign gain Ks to zero. It is configured not to determine the direction.

3-4-7. Detection of Rotational Speed Amplitude As shown in FIG. 3, the phase determination unit 42 includes an amplitude detector 44 that detects the rotational speed amplitude Δωmv based on the rotational speed ωm of the rotating electrical machine MG.
In the present embodiment, the amplitude detector 44 performs a Fourier transform calculation process on the rotational speed ωm of the rotating electrical machine MG, calculates the amplitude of the vibration frequency ωp, and calculates the amplitude of the vibration frequency ωp as the rotational speed amplitude Δωmv. Is set.

In this example, the amplitude detector 44 performs a discrete Fourier transform calculation process such as a fast Fourier transform as the Fourier transform calculation process. For example, the amplitude detector 44 samples the rotational speed ωm of the rotating electrical machine MG with a period sufficiently shorter than the vibration period (2π / ωp) of the rotational speed ωm of the rotating electrical machine MG due to the transmission torque vibration Teov, and for each calculation period ΔT1, Discrete Fourier arithmetic processing is performed on a plurality of sampling values sampled during the arithmetic period ΔT1. The calculation period ΔT1 is set to a period (for example, a period of about 10 times) sufficiently longer than the vibration period (2π / ωp) as described above in order to ensure the accuracy of Fourier transform. In addition, the amplitude detector 44 performs a discrete Fourier transform calculation process on a sampled value sampled during an integer multiple of the vibration period (2π / ωp) among the sampled values sampled during the calculation period ΔT1. You may make it perform. Desirably, the calculation cycle ΔT1 may be set to an integral multiple of the vibration cycle (2π / ωp) and configured to be a variable cycle.
Thus, since the rotational speed amplitude Δωmv is set to the amplitude of the vibration frequency ωp by Fourier transform, the output torque of the engine E is not affected by vibration in a frequency band different from the vibration frequency ωp such as shaft torsional vibration. The amplitude of the rotational speed amplitude Δωmv generated by the vibration Tev can be detected.

  Alternatively, the amplitude detector 44 performs a band-pass filter process that passes the band of the vibration frequency ωp with a cycle sufficiently shorter than the calculation cycle ΔT1 with respect to the rotation speed ωm of the rotating electrical machine MG, and for each calculation cycle ΔT1. The rotation speed amplitude Δωmv may be set based on a deviation between the detected maximum value and minimum value after detecting the maximum value and minimum value of the rotation speed after the bandpass filter processing during the calculation cycle ΔT1. . Even in this case, the amplitude of the rotational speed amplitude Δωmv generated by the output torque vibration Tev of the engine E can be detected without being affected by vibration in a frequency band different from the vibration frequency ωp such as shaft torsional vibration.

  Alternatively, the amplitude detector 44 may detect the rotational speed amplitude Δωmv based on the fluctuation amount of the rotational speed ωm of the rotating electrical machine MG with respect to the average value of the rotational speed ωm of the rotating electrical machine MG. For example, the amplitude detector 44 performs a low-pass filter process that passes a frequency lower than the vibration frequency ωp on the rotational speed ωm of the rotating electrical machine MG, and calculates an average value of the rotational speed ωm of the rotating electrical machine MG. As the low-pass filter process, a first-order lag filter process, a moving average calculation process, or the like can be used. In order to improve accuracy in a short averaging period, the moving average process averages a sampling value of the rotational speed ωm of the rotating electrical machine MG sampled in an averaging period that is an integral multiple of the vibration period (2π / ωp). May be performed. Then, the amplitude detector 44 calculates the deviation of the rotational speed ωm of the rotating electrical machine MG from the average value of the rotational speed ωm of the rotating electrical machine MG, and calculates the absolute value of the deviation during the computation period ΔT1 for each computation period ΔT1. The maximum value is calculated, and the rotational speed amplitude Δωmv is set based on the maximum value.

  Alternatively, the amplitude detector 44 detects the maximum value and the minimum value of the rotational speed ωm of the rotating electrical machine MG during the calculation period ΔT1 for each calculation period ΔT1, and based on the deviation between the detected maximum value and minimum value. The rotational speed amplitude Δωmv may be set.

3-4-8. 3. Change in Phase of Vibration Torque Command As shown in FIG. 3, the phase determination unit 42 includes a phase adjustment unit 46 that changes the phase α of the cancellation vibration torque command in the phase adjustment direction.
In the present embodiment, the phase adjustment unit 46 is configured to change the phase α of the canceling vibration torque command in the phase adjustment direction according to the magnitude of the rotational speed amplitude Δωmv.

3-4-8-1. Feedback Phase Control In this example, the phase adjustment unit 46 includes a feedback phase controller 51. Then, the feedback phase controller 51 performs feedback control based on the magnitude of the rotational speed amplitude Δωmv in the phase adjustment direction to change the phase α of the canceling vibration torque command. In the example of FIG. 3, the amount of change in the phase α of the cancellation vibration torque command calculated by the feedback phase controller 51 is the amount of feedback phase change αfb. In the example illustrated in FIG. 3, the feedback control is configured by integral control. That is, the feedback phase controller 51 multiplies the magnitude of the rotational speed amplitude Δωmv by the integral gain Kfb in the phase adjustment direction, and sets the value obtained by the integral calculation process as the feedback phase change amount αfb. As feedback control, control other than integral control, for example, various feedback controls such as proportional integral control can be used.

  The integral gain Kfb may be configured to be changed according to the gear stage formed in the speed change mechanism TM. This is because the gain of the change in the rotational speed ωm of the rotating electrical machine MG differs from the change in the output torque Tm of the rotating electrical machine MG according to the change in the transmission ratio. This is because, in the example of the Bode diagram of the transfer characteristic from the output torque Te of the engine E to the rotational speed ωm of the rotating electrical machine MG shown in FIG. It can also be seen from the fact that the gain at is offset up and down.

  In the example illustrated in FIG. 3, the phase adjustment direction determination unit 45 is configured to calculate a code gain Ks of +1 or −1 as the phase adjustment direction. Based on a value obtained by multiplying the amplitude Δωmv by a sign gain Ks of +1 or −1, feedback calculation processing (integration calculation processing) is performed, and the phase α of the canceling vibration torque command is changed in the phase adjustment direction. Has been.

  When the rotating electrical machine control device 32 can detect the timing at the moment of ignition by communication with the engine control device 30 or detection of an electric signal supplied to the coil of the spark plug, the feedback phase controller 51 Based on the ignition timing, an initial value of the feedback phase change amount αfb at the start of the torque vibration canceling control, that is, an initial value of the integral calculation process may be set. Specifically, the initial value αfb0 of the integral calculation process is set so that ωp × t + α in the equation (2) when the ignition timing is detected (for example, the elapsed time t1) becomes the predetermined initial phase A1. The That is, the initial value αfb0 of the integration calculation process is set to the initial phase A1−ωp × t1. As will be described later, an angle based on the rotation angle θm of the rotating electrical machine MG may be used instead of ωp × t. When the ignition timing is detected and the elapsed time t is reset to zero, the initial value αfb0 of the integral calculation process is set to the initial phase A1. The initial phase A1 is set in advance from the relationship of the phase α of the canceling vibration torque command that minimizes the rotational speed amplitude Δωmv with respect to the ignition timing.

  Note that when the engine separation clutch CL is released and engaged, the relative phase between the rotation of the engine E and the rotation of the rotating electrical machine MG changes. May be set.

3-4-8-2. Feedforward Phase Control The phase determination unit 42 includes a feedforward phase controller 50 that changes the phase α of the canceling vibration torque command based on the ignition timing of the engine E.
The feedforward phase controller 50 changes the phase α of the cancellation vibration torque command based on the angle change amount of the ignition timing. In the example of FIG. 3, the amount of change in the phase α of the cancellation vibration torque command calculated by the feedforward phase controller 50 is the feedforward phase change amount αff.
Further, in the case of a spark ignition engine, the ignition timing is a timing at which a spark is generated from a spark plug. The angle change amount of the ignition timing may be an angle change amount calculated based on the information on the relative ignition angle with respect to the top dead center of the piston transmitted from the engine control device 30 through communication, and is supplied to the coil of the spark plug. The angle change amount calculated based on the ignition timing detected from the electrical signal or the like may be used. Further, the ignition timing may be a combustion start timing. As described above, in a compression auto-ignition engine such as a diesel engine, the ignition timing may be the fuel injection timing into the combustion chamber. Further, when a pressure sensor for detecting the pressure in the combustion chamber is provided, the combustion start timing may be determined based on the pressure increase. Further, in order to simulate the response delay of the first power transmission mechanism 10 from the change of the phase of the output torque vibration Tev of the engine E due to the change of the ignition timing to the change of the phase β of the transmission torque vibration Teov, The forward phase controller 50 may perform response delay processing corresponding to the response delay of the first power transmission mechanism 10 with respect to the angle change amount of the ignition timing or the feedforward phase change amount αff.

  Further, the feedforward phase controller 50 may use the angle change amount of the ignition timing as an angle change amount from the reference angle, and the angle from the ignition timing angle at the previous calculation timing to the ignition timing angle at the current calculation timing. It may be a change amount. The reference angle may be set to the angle of the ignition timing detected at the start of the torque vibration canceling control.

  Then, the phase adjustment unit 46 sets a value obtained by adding the feedback phase change amount αfb and the feedforward phase change amount αff to the phase α of the canceling vibration torque command.

3-4-9. Determination of Amplitude and Frequency of Cancellation Vibration Torque Command As described above, the amplitude frequency determination unit 41 determines the amplitude ΔTp and the frequency ωp of the cancellation vibration torque command based on at least the rotational speed ωe of the engine E. In the present embodiment, the rotational speed ωe of the engine E and the rotational speed ωm of the rotating electrical machine MG are substantially the same rotational speed except for the vibration component, and therefore the amplitude frequency determination unit 41 determines the rotational speed ωe of the engine E. Instead of this, the rotational speed ωm of the rotating electrical machine MG may be used.

In the present embodiment, as shown in FIG. 3, the amplitude frequency determination unit 41 includes a frequency determiner 48 and an amplitude determiner 49.
The frequency determiner 48 determines the frequency ωp of the cancellation vibration torque command based on the rotational speed ωe of the engine E. Specifically, as described above, in a four-cycle engine with N cylinders, the frequency ωp of the canceling vibration torque command is set to ωp = N / 2 × ωe. For example, in a four-cylinder engine, ωp = 2 Set to xωe.

The amplitude determiner 49 determines the amplitude ΔTp of the canceling vibration torque command based on the rotational speed ωe of the engine E and the output torque Te.
In this example, as shown in FIG. 11A, the amplitude determiner 49 performs an output torque vibration amplitude calculation process 62 based on the output torque Te of the engine E, and the amplitude of the output torque vibration of the engine E. ΔTev is calculated. As described above, since the amplitude ΔTev of the output torque vibration is proportional to the output torque Te (average value) of the engine E, the amplitude determiner 49 outputs the output torque of the engine E as shown in FIG. An output torque amplitude characteristic map in which the characteristic of the output torque vibration amplitude ΔTev with respect to Te (average value) is set, and based on the characteristic map and the output torque Te (average value) of the engine E, The amplitude ΔTev is calculated.

In addition, the amplitude determiner 49 performs a transmission mechanism gain calculation process 63 based on the rotational speed ω e of the engine E to calculate a transmission mechanism gain Kg. Gain Kg of transmission mechanism, as shown in (b) of FIG. 5 and FIG. 10, the vibration frequency ωp which corresponds to the rotation speed omega e of the engine E, the gain of the torque transmission characteristics of the first power transmission mechanism 10 is there. The amplitude determiner 49 includes a gain Kg characteristic map in which the characteristic of the gain Kg of the transmission mechanism with respect to the rotational speed ω e of the engine E is set as shown in FIG. Based on the rotational speed ω e of E, the gain Kg of the transmission mechanism is calculated. The characteristic map of the gain Kg is provided for each gear stage formed in the transmission mechanism TM as shown in FIG. 10B, and the characteristic map is switched for each gear stage formed in the transmission mechanism TM. The gain Kg of the transmission mechanism may be calculated.

  The amplitude determiner 49 multiplies the output torque vibration amplitude ΔTev by the transmission mechanism gain Kg to calculate the transmission torque vibration amplitude ΔTeov, cancels the transmission torque vibration amplitude ΔTeov, and generates the vibration torque command. Set to amplitude ΔTp.

Alternatively, the amplitude determiner 49 includes a three-dimensional characteristic map in which characteristics of the amplitude ΔTp of the canceling vibration torque command with respect to the output torque Te and the rotational speed ω e of the engine E are set. based on the output torque Te and the rotation speed omega e, it calculates the amplitude ΔTp cancellation vibration torque command.

3-4-10. Generation of Cancellation Vibration Torque Command The cancellation vibration torque command generation unit 43 generates a cancellation vibration torque command Tp based on the amplitude ΔTp, frequency ωp, and phase α of the cancellation vibration torque command.
In the present embodiment, the cancellation vibration torque command generation unit 43 generates a cancellation vibration torque command Tp according to the equation (2). When the rotation angle θm of the rotating electrical machine MG can be measured instead of the frequency ωp × the elapsed time t (ωp × t) in the expression (2), information based on the rotation angle θm of the rotating electrical machine MG is used. Also good. For example, in a four-cycle engine with N cylinders, θm × (N / 2) can be used instead of ωp × t.

この場合、振幅周波数決定部４１は、２次以上の振動成分の振幅ΔＴｐ２、ΔＴｐ３、・・・についても、上記した振幅ΔＴｐと同様の方法で決定する。 Further, when the amplitude reduction of the transmission torque vibration Teov from the output torque vibration Tev by the first power transmission mechanism 10 is small, the cancellation vibration torque command Tp has a second or higher order with respect to the vibration frequency ωp as shown in the following equation. A vibration component may also be added.

In this case, the amplitude frequency determination unit 41 also determines the amplitudes ΔTp2, ΔTp3,... Of the second and higher order vibration components by the same method as the above-described amplitude ΔTp.

The rotating electrical machine control device 32 sets the output torque command value Tmo by adding the canceling vibration torque command Tp to the base torque command value Tb so that the rotating electrical machine MG outputs the output torque Tm of the output torque command value Tmo. To control.

3-4-11. Torque vibration cancellation control behavior (without feed-forward control)
Next, the behavior of the torque vibration canceling control will be described based on the time chart shown in the example of FIG. In the example of FIG. 13, the feedforward phase controller 50 does not calculate the feedforward phase change amount αff, and the phase α of the canceling vibration torque command is set based only on the feedback phase change amount αfb. This is an example. In addition, the process of each part of the phase determination part 42 is performed synchronizing with the calculation period (DELTA) T1.

  When torque vibration canceling control is started, the phase α of the canceling vibration torque command is shifted to the phase advance side with respect to π + β. Therefore, the rotational speed amplitude Δωmv is increased. Further, the phase adjustment direction is set to the phase delay direction (sign gain Ks = −1), and the phase α is changed to the phase delay direction (decrease direction). Therefore, the phase change amount dα / dt is calculated to be a negative value, and the phase α approaches π + β, so that the rotational speed amplitude Δωmv is decreased and the amplitude change amount dΔωmv / dt is also calculated to a negative value. Therefore, the phase control result dΔωmv / dα calculated by dividing the amplitude change amount dΔωmv / dt by the phase change amount dα / dt is calculated to be a positive value. Therefore, the phase adjustment direction is determined to be the phase delay direction (sign gain Ks = −1), the phase α is decreased, and the rotation speed amplitude Δωmv is also decreased.

  When the phase α is decreased with respect to π + β until the phase is delayed, the rotational speed amplitude Δωmv increases and the amplitude change amount dΔωmv / dt becomes a positive value, and the phase control result dΔωmv / dα. Becomes a negative value. Then, the phase adjustment direction is reversed to the phase advance direction (sign gain Ks = + 1) (time t11). When the phase adjustment direction becomes the phase advance direction, the phase α is increased and the rotational speed amplitude Δωmv is decreased. Therefore, the phase control result dΔωmv / dα is continuously calculated as a negative value, and the phase adjustment direction is It is maintained in the phase advance direction (sign gain Ks = + 1).

  When the phase α is increased until π + β reaches the phase advance side, the rotational speed amplitude Δωmv increases, the amplitude change amount dΔωmv / dt becomes a positive value, and the phase control result dΔωmv / dα Becomes a positive value, the phase adjustment direction is reversed to the phase delay direction (sign gain Ks = −1), and the phase α is decreased again.

  As described above, the phase α is alternately changed from the phase advance side and the phase delay side around π + β, and feedback control is performed in the vicinity of π + β, and the rotational speed amplitude Δωmv is maintained near the minimum value. Even when the rotational speed amplitude Δωmv is maintained near the minimum value, the phase α is always changed in the phase advance direction or the phase delay direction, so that the phase control result can always be calculated. Therefore, even when the phase β of the transmission torque vibration varies (time t12), it is possible to quickly detect the variation of the phase β and change the phase α.

  Further, since the phase α is changed according to the magnitude of the rotational speed amplitude Δωmv, the amount of change in the phase α is small when the rotational speed amplitude Δωmv is near the minimum value, and the phase α is centered on π + β. In addition, even if the phase changes alternately to the phase advance side and the phase delay side, the amount of change in the rotational speed amplitude Δωmv becomes small and is maintained near the minimum value. Further, since the phase α is changed according to the magnitude of the rotational speed amplitude Δωmv, when the phase α deviates from π + β and the rotational speed amplitude Δωmv increases, the amount of change in the phase α increases, The convergence speed of α to π + β can be increased.

3-4-12. Torque vibration cancellation control behavior (with feed-forward control)
Next, FIG. 14 shows an example in which the phase α of the canceling vibration torque command is set based on the feedforward phase change amount αff in addition to the feedback phase change amount αfb.
In the example shown in FIG. 14, when the phase β of the transmission torque oscillation fluctuates due to a change in the ignition timing (from time t22 to time t23), the feedforward phase change amount αff changes according to the angle change amount of the ignition timing. Has been. Therefore, the phase α is changed in a feed-forward manner according to the change in π + β, and the rotational speed amplitude Δωmv is decreased again to the minimum value in a short period after the change in the phase β of the transmission torque vibration. Therefore, by performing the feedforward phase control according to the ignition timing, the convergence speed of the rotational speed amplitude Δωmv can be increased with respect to the fluctuation of the phase β of the transmission torque vibration due to the change of the ignition timing.

[Other Embodiments]
Finally, other embodiments of the present invention will be described. Note that the configuration of each embodiment described below is not limited to being applied independently, and can be applied in combination with the configuration of other embodiments as long as no contradiction arises.

(1) In the above embodiment, the case where the hybrid vehicle includes the control devices 31 to 34 and the rotating electrical machine control device 32 includes the torque vibration canceling control unit 40 has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the rotating electrical machine control device 32 may be provided as a control device integrated in any combination with the plurality of control devices 31, 33, and 34, and the sharing of the functional units provided in the control devices 31 to 34 is also arbitrary. Can be set to

(2) In the above embodiment, in addition to the speed change mechanism TM, a frictional engagement element that connects and disconnects the drive connection between the rotating electrical machine MG and the wheel W, or a direct connection between the torque converter and the input / output members of the torque converter. A configuration in which frictional engagement elements that are in a combined state are provided is also a preferred embodiment of the present invention.

(3) In the above embodiment, the case where the speed change mechanism TM is a stepped automatic transmission has been described as an example. However, the embodiment of the present invention is not limited to this. That is, a configuration in which the transmission mechanism TM is a transmission other than the stepped automatic transmission, such as a continuously variable automatic transmission capable of continuously changing the gear ratio, is also a preferred embodiment of the present invention. .

(4) In the above embodiment, the first power transmission mechanism 10 is configured by members such as a damper, the engine output shaft Eo, and the input shaft I, and the second power transmission mechanism 11 includes the intermediate shaft M 1 , the speed change. The case where it is comprised by members, such as mechanism TM, the output shaft O, and the axle shaft AX, was demonstrated as an example. However, the embodiment of the present invention is not limited to this. That is, the first power transmission mechanism 10 and the second power transmission mechanism 11 may be any mechanism that can connect at least power transmission, and may be, for example, only a shaft. The first power transmission mechanism 10 and the second power transmission mechanism 11 may have one or more components selected from a shaft, a clutch, a damper, a gear, a transmission mechanism, and the like.

  INDUSTRIAL APPLICABILITY The present invention is suitably used for a control device for controlling a rotating electrical machine that is drivingly connected to an internal combustion engine via a first power transmission mechanism and that is drivingly connected to wheels via a second power transmission mechanism. be able to.

Te: Engine output torque Tev: Output torque vibration ΔTev: Output torque vibration amplitude Teo: Transmission torque vibration Teov: Transmission torque vibration ΔTeov: Transmission torque vibration amplitude β: Transmission torque vibration phase Tp: Cancellation vibration torque command ΔTp: Amplitude ωp of canceling vibration torque command: Frequency α (of canceling vibration torque command) Phase ωm of canceling vibration torque command: Rotational speed (angular speed) of rotating electrical machine
ωmv: rotational speed vibration of the rotating electrical machine Δωmv: rotational speed amplitude of the rotating electrical machine ωe: engine rotational speed (angular speed)
Tm: Output torque of rotating electrical machine Tmo: Output torque command of rotating electrical machine Tb: Base torque command value dΔωmv / dt: Change amount of rotational speed amplitude dα / dt: Change amount of phase of canceling vibration torque command dΔωmv / dα: Phase Control result Ks: sign gain MG: rotating electrical machine E: engine (internal combustion engine)
TM: Transmission mechanism CL: Engine separation clutch I: Input shaft M: Intermediate shaft O: Output shaft AX: Axle W: Wheel DF: Output differential gear device Se1: Engine rotational speed sensor Se2: Input shaft rotational speed sensor Se3: Output shaft rotational speed sensor Jm: Inertia moment of rotating electrical machine Je: Inertia moment of engine Jl: Inertia moment of load (vehicle) 1: Vehicle drive device 32: Rotating electrical machine control device (control device)
10: 1st power transmission mechanism 11: 2nd power transmission mechanism 40: Torque vibration cancellation control part 41: Amplitude frequency determination part 42: Phase determination part 43: Cancellation vibration torque command generation part 44: Amplitude detector 45: Phase Adjustment direction determination unit 46: Phase adjustment unit 47: Phase control result calculator 48: Frequency determiner 49: Amplitude determiner 50: Feed forward phase controller 51: Feedback phase controller 60: Amplitude change calculation processing 61: Phase change Quantity calculation processing

Claims (5)

A control device for controlling a rotating electrical machine that is drivingly connected to an internal combustion engine via a first power transmission mechanism and that is drivingly connected to wheels via a second power transmission mechanism,
A canceling vibration torque command that is a torque vibration command for canceling the transmission torque vibration is transmitted to the transmission torque vibration that is transmitted from the internal combustion engine to the rotating electrical machine via the first power transmission mechanism. Generating and executing torque vibration cancellation control for controlling the rotating electrical machine according to the cancellation vibration torque command,
An amplitude frequency determining unit that determines an amplitude and a frequency of the canceling vibration torque command based on at least the rotational speed of the internal combustion engine;
A phase determining unit for determining a phase of the canceling vibration torque command,
The phase determining unit calculates a phase control result that is a gradient of the rotational speed amplitude with respect to a phase of the cancellation vibration torque command based on a change in rotational speed amplitude derived based on the rotational speed of the rotating electrical machine ; When the phase control result is positive, the phase adjustment direction is determined as the phase lag direction, the phase of the cancellation vibration torque command is changed in the phase lag direction, and when the phase control result is negative, the phase A control device that determines an adjustment direction as a phase advance direction and changes a phase of the cancellation vibration torque command in the phase advance direction . The phase decision section, the variation amount of the rotation velocity amplitude per unit of time is divided by the amount of change in the canceling vibration torque command phase per unit time, to claim 1 for calculating the phase control result The control device described. 3. The control device according to claim 1, wherein the phase determination unit changes a phase of the cancellation vibration torque command in accordance with a magnitude of the rotation speed amplitude. The control device according to any one of claims 1 to 3 , wherein a phase of the cancellation vibration torque command is changed based on an ignition timing of the internal combustion engine. The control device according to any one of claims 1 to 4 , wherein an amplitude of the canceling vibration torque command is determined based on a rotation speed and an output torque of the internal combustion engine.

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