JP2010274875A - Vibration controller for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vibration controller for a hybrid vehicle having improved vibration damping function. <P>SOLUTION: The vibration controller 10 controls a rotation speed of a motor generator 22 to a target rotation speed by feedback control while an engine 20 and the motor generator 22, and the motor generator 22 and a driving shaft 26 are not fastened or partially fastened. Torque fluctuation in response to torque fluctuation of the engine 20 is added to motor generator torque, to be output. An ECU 14 of the vibration controller 10 calculates rotation speed fluctuation of the motor generator 22 generated by the torque fluctuation added to the motor generator torque, calculates a corrected target rotation speed by adding the calculated rotation speed fluctuation to the target rotation speed, and carries out feedback control based on the calculated corrected target rotation speed. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

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

  Conventionally, in a hybrid vehicle that drives a vehicle by combining an internal combustion engine and a motor, in order to improve fuel consumption, the internal combustion engine is temporarily stopped when the vehicle is stopped, and an idle stop is performed in which the internal combustion engine is started by the motor when starting. . Further, even during traveling, EV traveling is performed in which the internal combustion engine is stopped and traveling only by the motor when traveling at a relatively low load. When the internal combustion engine is started and stopped, torque fluctuation accompanying compression / expansion of intake air is generated from the internal combustion engine. This excites resonance of the drive system and the engine mount system and generates large vibrations.

  Therefore, the torque fluctuation of the internal combustion engine is calculated based on the rotation speed of the internal combustion engine when the internal combustion engine is stopped, and the torque fluctuation of the opposite phase is generated from the motor, thereby canceling the torque fluctuation of the internal combustion engine and reducing the engine vibration. A vibration control apparatus for a hybrid vehicle has been proposed (see Patent Document 1).

  Also, when the internal combustion engine and the motor's rotating shaft are non-rigidly connected or non-fastened, the engine vibration is reduced by calculating the torque fluctuation between the internal combustion engine and the motor during idle operation and generating the torque to cancel it. A vibration control device for a hybrid vehicle has been proposed (see Patent Document 2).

JP 2002-305807 A JP 2004-31857 A

  In the conventional vibration control device, since vibration suppression control for generating torque from the motor that cancels torque fluctuations of the internal combustion engine is performed, engine vibration is reduced. However, since the torque generated from the motor for canceling the engine vibration is transmitted to the vehicle drive shaft, it may be transmitted to the vehicle body to worsen the vehicle body vibration.

  For this reason, there is an attempt to prevent torque fluctuations from being transmitted to the drive shaft by installing a clutch between the motor and the vehicle drive shaft and bringing the clutch into a partially coupled state.

However, it is not sufficient that the clutch is in a partially coupled state. In other words, the motor performs feedback control and controls the rotation speed to be the target rotation speed. For this reason, in order to cancel the torque fluctuation of the internal combustion engine, when the motor torque fluctuation corresponding to this is performed, the control for reducing the motor torque fluctuation is performed due to the influence of the feedback control,
As a result, the engine vibration suppression effect is reduced.

  The present invention has been made to solve such a conventional problem, and an object of the present invention is to provide a vibration control device for a hybrid vehicle capable of improving the vibration damping function. .

  The vibration control device for a hybrid vehicle according to the present invention includes an internal combustion engine and an electric motor, and sets the rotational speed of the electric motor as a target by feedback control with the internal combustion engine and the electric motor, and between the electric motor and the drive wheels being in a non-engaged or partially-engaged state. A vibration control device for a hybrid vehicle that controls the rotational speed and outputs a torque fluctuation obtained by multiplying the torque fluctuation of the internal combustion engine estimated based on the operating state of the internal combustion engine by a negative predetermined coefficient to the motor torque. A rotational speed fluctuation calculating means for calculating a rotational speed fluctuation of the motor caused by a torque fluctuation added to the motor torque, and a correction target by adding the rotational speed fluctuation calculated by the rotational speed fluctuation calculating means to the target rotational speed. Correction target rotation speed calculation means for calculating the rotation speed, and correction target calculated by the correction target rotation speed calculation means And a control means for performing feedback control so that the rolling speed, characterized in that it comprises a.

  According to the present invention, the rotational speed fluctuation is calculated, the calculated rotational speed fluctuation is added to the target rotational speed, the corrected target rotational speed is calculated, and the feedback control is performed so that the calculated corrected target rotational speed is reached. If the corrected target rotational speed is not calculated, feedback control is performed so as to cancel the torque fluctuation calculated for damping, but the corrected target rotational speed obtained by adding the rotational speed fluctuation to the target rotational speed is Since the calculation is performed and the feedback control is performed, the control is less likely to cancel the torque fluctuation by the feedback control, and the damping function can be improved.

It is a lineblock diagram showing typically a hybrid vehicle carrying a vibration control device concerning this embodiment. It is a timing chart which shows the basic operation | movement of the vibration control apparatus which concerns on this embodiment. It is a graph which shows each characteristic at the time of deceleration, Comprising: (a) shows engine rotation speed, (b) has shown motor rotation speed. It is a graph which shows the torque of a motor generator, (a) shows the target torque (motor rotational speed control torque) for controlling a rotational speed to a fixed value, (b) is for canceling the torque fluctuation of the engine 20. The target torque (motor damping control torque) is shown, and (c) shows the motor output torque. 3 is a timing chart showing the operation of the vibration control apparatus 10 at time t4 (during constant speed travel) shown in FIG. 2, where (a) shows the engine speed, (b) shows the corrected target speed, and (c ) Indicates the rotation speed of the motor generator. 3 is a timing chart showing the operation of the vibration control device 10 at time t5 (when the engine is started) shown in FIG. 2, wherein (a) shows the engine speed, (b) shows the corrected target speed, and (c). Indicates the rotational speed of the motor generator. 3 is a timing chart showing the operation of the vibration control apparatus 10 at time t4 (during constant speed travel) shown in FIG. 2, where (a) shows the engine speed, (b) shows the corrected target speed, and (c ) Indicates the rotation speed of the motor generator. 3 is a timing chart showing the operation of the vibration control device 10 at time t5 (when the engine is started) shown in FIG. 2, wherein (a) shows the engine speed, (b) shows the corrected target speed, and (c). Indicates the rotational speed of the motor generator. 3 is a timing chart showing the operation of the vibration control apparatus 10 at time t4 (during constant speed travel) shown in FIG. 2, where (a) shows the engine speed, (b) shows the corrected target speed, and (c ) Indicates the rotation speed of the motor generator. 3 is a timing chart showing the operation of the vibration control device 10 at time t5 (when the engine is started) shown in FIG. 2, wherein (a) shows the engine speed, (b) shows the corrected target speed, and (c). Indicates the rotational speed of the motor generator.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the drawings. FIG. 1 is a configuration diagram schematically showing a hybrid vehicle equipped with a vibration control device according to the present embodiment. As shown in FIG. 1, the hybrid vehicle 1 achieves low fuel consumption by driving wheels with two types of power sources, a diesel engine and a motor generator.

  The hybrid vehicle 1 includes an engine (internal combustion engine) 20, a first clutch 21, a motor generator (electric motor) 22, a second clutch 23, a transmission 24, a differential gear 25, a drive shaft 26, wheels 27, and an engine mount 28. ing.

  The engine 20 is a 6-cylinder 4-cycle engine. The first clutch 21 is connected to the output shaft of the engine 20. The output shaft of the first clutch 21 is connected to the rotor input shaft of the motor generator 22. The motor generator 22 performs power assistance of the engine 20, power generation, regeneration during deceleration, and engine start. Further, the output shaft of the rotor of the motor generator 22 is connected to the input shaft of the second clutch 23. The output shaft of the second clutch 23 is connected to the input shaft of the transmission 24.

  The transmission 24 is a 5-speed automatic transmission, and the output shaft of the transmission 24 is connected to the drive shaft 26 via a differential gear 25. Wheels 27 are connected to the drive shaft 26. The power plant to which the engine 20, the motor generator 22, and the transmission 24 are coupled is elastically supported by the vehicle body via the engine mount 28.

Furthermore, the hybrid vehicle 1 includes a vibration suppression control device 10, a battery 29, and an injector 30. The vibration suppression control device 10 includes a first clutch control device 11, a second clutch control device 12, an inverter 13, an ECU (Engine Control Unit) 14, and various sensors 15.

  The first clutch control device 11 controls the coupling and separation of the first clutch 21. Similarly, the second clutch control device 12 controls the coupling and separation of the second clutch 23. The inverter 13 outputs a drive current for obtaining a required torque to the three-phase coil of the motor generator 22. The inverter 13 also supplies power obtained during regeneration to the battery 29 for charging.

  The ECU 14 is a control device that forms the center of vehicle control, and comprehensively controls the engine 20, the clutch control devices 11 and 12, and the inverter 13. The various sensors 15 include a crank angle sensor (crank angle detection means) 15a for detecting the crank angle θ of the engine 20, a rotation speed sensor (rotation speed detection means) 15b for detecting the rotation speed of the engine 20, and an accelerator by the driver. It comprises an accelerator sensor 15c for detecting the pedal operation amount and a brake sensor 15d for detecting the brake pedal operation amount. These sensors 15 transmit various detection signals to the ECU 14 as needed. The accelerator sensor 15c and the brake sensor 15d have a built-in accelerator switch and brake switch for detecting the presence or absence of each pedal operation.

  The ECU 14 outputs a fuel injection amount control signal to an injector 30 that injects fuel into the engine 20 based on the detection signals of the sensors 15. Further, ECU 14 outputs a field current control signal for controlling the output torque of motor generator 22 to inverter 13.

  FIG. 2 is a timing chart showing the basic operation of the vibration control device 10 according to the present embodiment. The engine 20 has roll resonance in which the main body of the engine 20 rotates and vibrates around the engine rotation axis. In particular, the engine 20 generates large vibrations when the rotation basic order component (rotation third order in the case of six cylinders) expressed in the order of (number of cylinders / 2) of torque fluctuation substantially matches the roll resonance frequency. . The vibration is transmitted to the vehicle body via the engine mount 28 and causes a large vehicle body vibration. Usually, in order to remove this roll resonance frequency from the normal operation region of the engine 20, the spring constant of the engine mount 28 is set to be a frequency equal to or lower than the basic rotation order of the idle rotation speed. However, when the engine is started or stopped, the rotation fundamental order component passes through these resonance frequencies, so that resonance is excited.

  As shown in FIG. 2, first, when the brake pedal is released at time t1, the brake switch is turned off, and the brake sensor 15d outputs a signal to that effect to the ECU. Accordingly, the ECU 14 controls the first clutch control device 11 to engage the first clutch 21 (see FIG. 2F) and gives a torque command value to the motor generator 22 (see FIG. 2E). ), The motor generator 22 is driven to rotate (see FIG. 2C). As a result, the engine 20 is not started, but is connected via the first clutch 21, so that the engine 20 is also rotationally driven (see FIG. 2C). Then, the rotational speeds of the engine 20 and the motor generator 22 are increased (see FIGS. 2B and 2C). Next, when the rotational speed reaches a specific value (1000 rpm in the present embodiment), fuel injection is started from the injector 30 and the engine performs an idle operation (see FIG. 2D). At this stage, the second clutch 23 is not engaged (see FIG. 2G), and the vehicle speed is 0 km (see FIG. 2A).

  Next, if the accelerator pedal is depressed at time t2, the accelerator sensor 15c outputs a signal to that effect and also outputs an accelerator operation amount signal to the ECU. Thereby, the ECU 14 generates a torque command value for the engine 20 and the motor generator 22 and outputs an engine torque signal and a motor torque signal corresponding to the torque command value (see FIGS. 2D and 2E). . Further, the second clutch control device 12 is completely engaged after the second clutch 23 is partially engaged (see FIG. 2G), and drives the vehicle 1 (see FIG. 2A). Then, the vehicle speed gradually increases (see FIG. 2 (a)). Note that the vehicle 1 is accelerated by both the engine 20 and the motor generator 22 during the period of time t2 to t3.

  Next, it is assumed that the operation amount of the accelerator pedal is made constant at time t3. That is, it is assumed that the driver is going to drive the vehicle 1 at a constant speed. In this case, since acceleration is not required, the ECU 14 reduces the engine torque and the motor generator torque based on the signal from the accelerator sensor 15c (see FIGS. 2D and 2E). The ECU 14 keeps the rotational speeds of the engine 20 and the motor generator 22 constant (see FIGS. 2B and 2C).

  Then, it is assumed that the constant speed travel has reached time t4 when a certain time has elapsed. In this case, the ECU 14 determines that the vehicle has entered constant speed running and stops fuel injection to the engine 20. As a result, the engine torque becomes zero (see FIG. 2 (d)), and the engine rotation speed starts to decrease and finally becomes zero (see FIG. 2 (b)).

Further, in the process of stopping the engine 20 immediately after time t4, the first clutch control device 11 releases the first clutch 11 (see FIG. 2 (f)). At this time, the ECU 14 generates torque for canceling engine torque fluctuation from the motor generator 22. That is, vibration suppression control is performed (see FIG. 2 (e)). In the process of implementation, the second clutch control device 12 partially engages the second clutch 23 (see FIG. 2G) so that vibration is not easily transmitted to the drive shaft 26.

  When the accelerator is depressed again at time t5, the ECU 14 increases the torque of the motor generator 22 for acceleration (see FIG. 2 (e)). Further, the first clutch control device 11 partially engages the first clutch 21 (see FIG. 2 (f)), and increases the engine rotation speed by the slip torque resulting from the partial engagement of the first clutch 21 (see FIG. 2 (b)). ). When the engine 20 reaches the target rotational speed, the first clutch control device 11 completely engages the first clutch 21 (see FIG. 2 (f)), and the ECU 14 starts fuel injection from the injector 30, The engine torque is increased (see FIG. 2 (d)).

  Further, at time t5, the ECU 14 performs vibration suppression control for generating torque for canceling engine torque fluctuation from the motor generator 22 (see FIG. 2 (e)). In the process of implementation, the second clutch control device 12 partially engages the second clutch 23 (see FIG. 2G) so that vibration is not easily transmitted to the drive shaft 26.

  Next, it is assumed that at time t6, the accelerator switch is turned off and the brake is depressed. Thereby, the ECU 14 stops fuel injection and generates regenerative torque from the motor generator 22 (see FIG. 2E). And while decelerating the vehicle 1 (refer FIG.2 (b)), the deceleration energy is charged to the battery 29 as electric energy.

  Next, suppose that it becomes time t7 when the specific time passed since the brake was stepped on. In this case, the first clutch control device 11 opens the first clutch 21 (see FIG. 2F) and stops the engine 20 (see FIGS. 2B and 2D). Also at this time, the ECU 14 performs the vibration suppression control for generating the torque for canceling the engine torque fluctuation from the motor generator 22 (see FIG. 2E). At this time, similarly, the second clutch control device 12 causes the second clutch 23 to be partially engaged (see FIG. 2G) so that vibration is not easily transmitted to the drive shaft 26. Then, the vehicle 1 stops at time t8.

  Next, the vibration suppression control performed at times t4, t5, and t7 in FIG. 2 will be described in detail. In a four-cycle engine, even during motoring (when not combusting) such as when stopped, the pressure in the cylinder rises and falls by compressing and expanding air as it rotates. Due to the geometric shape of the crank and connecting rod at the crank angle, the in-cylinder pressure is converted into torque and torque fluctuation occurs, which becomes the excitation force for the vibration system.

  Since engine vibration is generated when a reaction force of torque fluctuation is input to the engine body, the engine rotation shaft and the motor generator 22 are separated and stopped by the first clutch 21 as in the present embodiment, or the first clutch Even when the engine 21 is partially engaged and started, by generating a torque fluctuation having a phase opposite to that of the torque fluctuation from the motor generator 22, the torque fluctuation reaction force is also input to the engine body to cancel the engine torque fluctuation reaction force. And engine vibration can be reduced.

  However, with respect to the drive shaft 26, if the second clutch 22 is in the engaged state, torque fluctuations generated from the motor generator 22 are output to the vehicle drive shaft 26 as they are. Therefore, as shown in FIG. 2, when performing vibration suppression control, the engagement force of the second clutch 23 is controlled to be in a partially engaged state, and only the sliding torque is transmitted to the drive shaft 26, so that torque fluctuations are reduced. Transmission to the drive shaft 26 is prevented.

However, the motor generator 22 performs feedback control so that the set target rotational speed is obtained. For this reason, when the feedback gain is large, the motor generator 22 is rotationally controlled so as to have a set target rotational speed (that is, a constant rotational speed), and it is difficult to generate a torque fluctuation that cancels the vibration. End up.

  Note that the target rotational speed is the output shaft of the second clutch 23, that is, the gear shift, in order to generate a positive slip torque when the required drive torque is positive at a constant speed travel at time t4 shown in FIG. The rotation speed is set higher than the machine input shaft rotation speed. Further, when the required drive torque is negative during regeneration for deceleration at time t7, the rotational speed is set lower than the transmission input shaft rotational speed in order to generate a negative slip torque.

  Here, the reason why it becomes difficult to generate torque fluctuation that cancels vibration will be described with reference to FIG. FIG. 3 is a graph showing the characteristics during deceleration, where (a) shows the engine speed and (b) shows the motor speed.

  As shown in FIG. 3A, the rotational speed of the engine 20 decreases during vehicle deceleration, but the rotational speed fluctuates in the vicinity of the engine rotational speed becoming zero. That is, the torque fluctuation of the engine 20 is generated, which causes vibration.

  For this reason, the motor generator 22 is controlled so as to cancel the torque fluctuation of the engine 20. As shown in FIG. 3B, the motor generator 22 generates torque fluctuations obtained by multiplying the torque fluctuations of the engine 20 by a negative predetermined coefficient. For this reason, the motor generator 22 is controlled so as to cancel the vibration because the rotational speed fluctuates near the stop of the engine 20. However, in the motor generator 22, since the second clutch 23 is in a partially engaged state so as not to transmit vibration to the drive shaft 26, the rotational speed of the motor generator 22 that was originally around 1500 rpm becomes a constant value of 1700 rpm. To be controlled. As a result, it becomes difficult to generate torque that cancels the torque fluctuation of the engine 20. In particular, when the gain is small, it becomes difficult to control the rotational speed to be a constant value of 1700 rpm, so that it is easy to generate torque that cancels the torque fluctuation of the engine 20, but when the gain is large, the rotational speed Is easily controlled to be a constant value of 1700 rpm, and it is difficult to generate torque that cancels the torque fluctuation of the engine 20.

  This will be described in more detail. FIG. 4 is a graph showing the torque of the motor generator 22, where (a) shows the target torque (motor rotational speed control torque) for controlling the rotational speed to a constant value, and (b) shows the torque of the engine 20. A target torque (motor damping control torque) for canceling the fluctuation is shown, and (c) shows a motor output torque.

  The torque for keeping the rotation speed of the motor generator 22 shown in FIG. 4A constant and the torque for canceling the torque fluctuation of the engine 20 shown in FIG. 4B are in opposite phases. For this reason, the output torque of the motor generator 22 is the sum of the torques shown in FIG. 4A and FIG. That is, as shown in FIG. 4C, the torques of opposite phases cancel each other, and a sufficient torque for canceling the torque fluctuation of the engine 20 cannot be obtained.

  Therefore, the vibration control apparatus 10 according to the present embodiment includes a rotation speed fluctuation calculation function, a corrected target rotation speed calculation function, and a control function in the ECU 14. The rotational speed fluctuation calculation function is a function for calculating the rotational speed fluctuation of the motor generator 22 caused by the torque fluctuation added to the motor generator 22 in order to cancel the torque fluctuation of the engine 20. The corrected target rotation speed calculation function is a function that calculates the correction target rotation speed by adding the rotation speed fluctuation calculated by the rotation speed fluctuation calculation function to the target rotation speed. The control function is a function that performs feedback control so that the corrected target rotation speed calculated by the correction target rotation speed calculation function is obtained.

  This will be specifically described below. First, the ECU 14 calculates the torque fluctuation of the engine 20. Here, the ECU 14 stores in advance a torque variation of the engine 20 with respect to the rotation speed and crank angle of the engine 20 as a map. Therefore, the ECU 14 calculates the torque fluctuation of the engine 20 by referring to the map from the detection signals of the crank angle sensor 15a and the rotation speed sensor 15b.

なる演算式から、モータジェネレータ２２の回転速度変動を算出する。具体的に、モータジェネレータ２２の回転速度がモータジェネレータ２２のトルクＴの積分として式（１）で表されるため、これを離散化したクランク角に対するトルクＴ（ｉ）について表すと式（２）のようになる。ＥＣＵ１４は、上記式（１）及び式（２）からモータジェネレータ２２の回転速度変動を算出する。なお、トルクＴは、振動を打ち消すためにエンジン２０のトルク変動を逆相にしたものである。 After calculating the torque fluctuation of the engine 20, the ECU 14 calculates the rotation speed fluctuation of the motor generator 22 caused by the torque fluctuation added to the motor generator 22 by the rotation speed fluctuation calculation function. Specifically, the ECU 14

The rotational speed fluctuation of the motor generator 22 is calculated from the following equation. Specifically, since the rotation speed of the motor generator 22 is expressed by the equation (1) as an integral of the torque T of the motor generator 22, the torque T (i) with respect to the crank angle obtained by discretizing this is expressed by the equation (2). become that way. The ECU 14 calculates the rotational speed fluctuation of the motor generator 22 from the above formulas (1) and (2). The torque T is obtained by reversing the torque fluctuation of the engine 20 in order to cancel the vibration.

  Further, ECU 14 stores a map corresponding to the above formulas (1) and (2) in advance, and it is desirable to calculate the rotational speed fluctuation of motor generator 22 based on the map. Here, the map is calculated by dividing the crank angle integral of the torque fluctuation of the engine 20 by the rotor inertia moment of the motor generator 22 and the rotational speed of the engine 20. The ECU 14 stores this map, and based on the rotational speed of the engine 20 detected by the rotational speed sensor 15b, the crank angle of the engine 20 detected by the crank angle sensor 15a, and a map stored in advance. Then, the rotational speed fluctuation of the motor generator 22 is calculated.

  After calculating the rotation speed fluctuation of the motor generator 22, the ECU 14 calculates the corrected target rotation speed by adding the rotation speed fluctuation calculated by the rotation speed fluctuation calculation function to the target rotation speed by the correction target rotation speed calculation function. . Thus, even if feedback control is performed by the control function, the ECU 14 controls the motor generator 22 based on the corrected target rotational speed, and cancels torque fluctuations of the engine 20 even if the gain is large. The motor generator 22 can be driven.

Here, the operation of the vibration control apparatus 10 according to the present embodiment will be described by applying it to the operation of FIG. FIG. 5 is a timing chart showing the operation of the vibration control device 10 at time t4 (during constant speed travel) shown in FIG. 2, in which (a) shows the engine rotation speed and (b) shows the corrected target rotation speed. (C) shows the rotational speed of the motor generator 22.

  First, it is assumed that the vehicle is traveling at a constant speed as shown in FIG. 5A and the motor rotation speed is 1500 rpm (see FIG. 5C). After that, it is assumed that the constant speed travel has reached time t41 when a certain time has elapsed. At time t41, the ECU 14 sets the motor generator rotation speed to 1700 rpm and performs feedback control while sliding the second clutch 23 in the partially engaged state (see FIG. 5C). For this reason, as shown in FIG. 5B, the target rotation speed is controlled to a constant value of 1700 rpm.

  Thereafter, at time t42, the first clutch control device 11 releases the first clutch 21 and stops the engine 20 (see FIG. 5A). The ECU 14 also receives detection signals from the sensors 15a and 15b, and calculates torque fluctuations of the engine 20 based on the map. Then, the ECU 14 calculates a fluctuation in the rotational speed of the motor generator 22 from a map corresponding to the above equations (1) and (2). Next, the ECU 14 calculates the corrected target rotational speed by adding the rotational speed fluctuation of the motor generator 22 to the target rotational speed of 1700 rpm.

  As a result, as shown in FIG. 5B, the corrected target rotation speed shows fluctuation between the time t42 and the time t43. And since ECU14 performs feedback control based on this correction | amendment target rotational speed, a vibration will be suppressed (refer FIG.5 (c)). In particular, although the motor rotational speed is in the opposite phase to the engine rotational speed and the amplitude of the motor rotational speed is performing feedback control, the damping component as shown in FIG. Therefore, vibration is suitably suppressed.

  Then, it is assumed that the engine rotation speed is reduced to 300 rpm (predetermined rotation speed) or less at time t43. Thereby, the ECU 14 stops the calculation of the corrected target rotation speed. For this reason, the target rotational speed is maintained at 1700 rpm after time t43. Thus, the corrected target rotational speed calculation function of the ECU 14 stops the calculation of the corrected target rotational speed when the rotational speed of the engine 20 is equal to or lower than the predetermined rotational speed, and the control function performs feedback control so that the target rotational speed is reached. To implement. Here, since the maps corresponding to Expression (1) and Expression (2) are calculated by dividing by the rotation speed of the engine 20, when the rotation speed of the engine 20 decreases, the rotation speed fluctuation of the motor generator 22 varies. The error becomes large when calculating. However, since the calculation of the corrected target rotational speed is stopped when the rotational speed of the engine 20 is equal to or lower than the predetermined rotational speed, feedback control according to the corrected target rotational speed that may have a large error is performed. Can be prevented.

  When engine 20 is stopped, second clutch 23 is completely engaged at time t44, and constant speed running is continued.

  In the description shown in FIG. 5, the rotational speed fluctuation calculation function of the ECU 14 is the rotational speed fluctuation when the vehicle 1 travels at a constant speed, that is, when the rotational speed of the engine 20 detected by the rotational speed sensor 15b is substantially constant. Is calculated. Here, since the map is calculated by dividing by the rotational speed of the engine 20, if the rotational speed of the engine 20 decreases, an error increases in calculating the rotational speed fluctuation of the motor generator 22. However, the error does not increase during constant speed running where the rotational speed of the engine 20 is substantially constant, and the rotational speed fluctuation can be calculated suitably.

6 is a timing chart showing the operation of the vibration control apparatus 10 at time t5 (when the engine is started) shown in FIG. 2, where (a) shows the engine speed and (b) shows the corrected target speed. (C) shows the rotational speed of the motor generator 22.

  First, it is assumed that the rotational speed of the engine 20 is zero (see FIG. 6A) and the motor rotational speed is 1500 rpm (see FIG. 6C). Thereafter, when the accelerator is depressed at time t51, the ECU 14 sets the motor generator rotation speed to 1700 rpm and performs feedback control while sliding the second clutch 23 in a partially engaged state (see FIG. 6B). . For this reason, as shown in FIG. 6B, the target rotation speed is controlled to a constant value of 1700 rpm.

  Thereafter, at time t52, the first clutch control device 11 changes the first clutch 21 from the released state to the partially engaged state, and starts the engine 20 (see FIG. 6A). Then, it is assumed that the rotational speed of the engine reaches 300 rpm at time t53. Thereby, ECU14 inputs the detection signal from sensor 15a, 15b, and calculates the torque fluctuation | variation of the engine 20 based on a map. Then, the ECU 14 calculates a fluctuation in the rotational speed of the motor generator 22 from a map corresponding to the above equations (1) and (2). Next, the ECU 14 calculates the corrected target rotational speed by adding the rotational speed fluctuation of the motor generator 22 to the target rotational speed of 1700 rpm.

  As a result, as shown in FIG. 6B, the corrected target rotation speed shows fluctuation between the time t53 and the time t54. And since ECU14 performs feedback control based on this correction | amendment target rotational speed, a vibration will be suppressed (refer FIG.6 (c)). In particular, although the motor rotational speed is in the opposite phase to the engine rotational speed and the amplitude of the motor rotational speed is performing feedback control, the damping component as shown in FIG. Therefore, vibration is suitably suppressed.

  When the rotational speed of the engine 20 reaches 1500 rpm, the rotational speed of the engine 20 is kept constant, and at time t54, the first and second clutches 21 and 23 are completely engaged, and both the engine 20 and the motor generator 22 are in the engaged state. Thus, the vehicle 1 is accelerated.

  The reason why the vibration suppression control is not executed from the time t52 to the time t53 is the same as the explanation from the time t43 to the time t44 shown in FIG. 5, and the feedback control according to the corrected target rotation speed that may have a large error is performed. This is to prevent the implementation.

  Thus, according to the vibration control apparatus 10 of the hybrid vehicle 1 according to the first embodiment, the rotational speed fluctuation is calculated, and the corrected rotational speed is calculated by adding the calculated rotational speed fluctuation to the target rotational speed. Since the feedback control is performed so that the calculated correction target rotation speed is obtained, if the correction target rotation speed is not calculated, the feedback control is performed so as to cancel the torque fluctuation calculated for vibration suppression. Since the corrected target rotation speed obtained by adding the fluctuation to the target rotation speed is calculated and feedback control is performed, it is difficult to control the torque fluctuation to be canceled by the feedback control, and the vibration damping function can be improved. it can.

  Further, by referring to the map in order to calculate the rotational speed fluctuation of the motor generator 22 based on the detected rotational speed of the engine 20, the detected crank angle of the engine 20, and a map stored in advance. The amount of calculation can be reduced.

Further, when the rotational speed of the engine 20 is equal to or lower than a predetermined rotational speed, the calculation of the corrected target rotational speed is stopped and feedback control is performed so that the target rotational speed is reached. Where the map is
Since the calculation is performed by dividing by the rotation speed of the engine 20, if the rotation speed of the engine 20 decreases, an error increases in calculating the rotation speed fluctuation of the engine 20. However, since the calculation of the corrected target rotational speed is stopped when the rotational speed of the engine 20 is equal to or lower than the predetermined rotational speed, feedback control according to the corrected target rotational speed that may have a large error is performed. Can be prevented.

  Further, when the rotational speed of the engine 20 is substantially constant, the rotational speed fluctuation is calculated. Here, since the map is calculated by dividing by the rotational speed of the engine 20, when the rotational speed of the engine 20 is low, an error becomes large in calculating the rotational speed fluctuation of the engine 20. However, the error does not increase during constant speed running where the rotational speed of the engine 20 is substantially constant, and the rotational speed fluctuation can be calculated suitably.

  In the first embodiment, the calculation of the corrected target rotation speed is stopped when the rotation speed of the engine 20 is equal to or lower than the predetermined rotation speed. However, the present invention is not limited to this. The calculation of the corrected target rotation speed may be stopped until the time elapses and at least one of the second predetermined time before the engine 20 is stopped. As a result, it is possible to prevent the feedback control according to the corrected target rotation speed having a large error from being performed, as in the case of stopping below the predetermined rotation speed.

  Next, a second embodiment of the present invention will be described. The vibration suppression control device 10 according to the second embodiment is the same as that of the first embodiment, but part of the processing content is different. Only differences from the first embodiment will be described below.

つまり離散時間で処理されるデジタルコントローラであるＥＣＵ１４で、モータジェネレータ２２から発生する制振制御トルクを式（３）に基づき時間積分することにより、モータジェネレータ２２の回転速度変動を算出することができる。この時間積分では、式（２）のようにエンジン回転速度での割り算が無いため、エンジン２０の極低回転速度においても誤差が少なく回転速度変動の算出が可能である。 In the second embodiment, the rotational speed fluctuation calculation function of the ECU 14 rotates the motor generator 22 by dividing the time-integrated value of the torque fluctuation added to the torque of the motor generator 22 by the rotor inertia moment of the motor generator 22. Calculate the speed fluctuation. Specifically, the rotational speed fluctuation calculation function calculates the rotational speed fluctuation of the motor generator 22 from an arithmetic expression as shown in Expression (3).

That is, the ECU 14 which is a digital controller processed in discrete time can calculate the fluctuation in the rotational speed of the motor generator 22 by integrating the vibration suppression control torque generated from the motor generator 22 with time based on the equation (3). . In this time integration, since there is no division at the engine speed as shown in equation (2), there is little error even at the extremely low engine speed of the engine 20, and it is possible to calculate the rotational speed fluctuation.

  FIG. 7 is a timing chart showing the operation of the vibration control apparatus 10 at time t4 (during constant speed travel) shown in FIG. 2, where (a) shows the engine rotation speed and (b) shows the corrected target rotation speed. (C) shows the rotational speed of the motor generator 22.

  First, it is assumed that the vehicle is traveling at a constant speed as shown in FIG. 7A and the motor rotation speed is 1500 rpm (see FIG. 7C). After that, it is assumed that the constant speed travel reaches time t41 'when a certain time has elapsed. At time t41 ', the ECU 14 sets the motor generator rotation speed to 1700 rpm and performs feedback control while sliding the second clutch 23 in a partially engaged state (see FIG. 7C). Therefore, as shown in FIG. 7B, the target rotation speed is controlled to a constant value of 1700 rpm.

  Thereafter, at time t <b> 42 ′, the first clutch control device 11 releases the first clutch 21 and stops the engine 20 (see FIG. 7A). The ECU 14 also receives detection signals from the sensors 15a and 15b, and calculates torque fluctuations of the engine 20 based on the map. Then, ECU 14 calculates the rotational speed fluctuation of motor generator 22 based on the above-described equation (3). Next, the ECU 14 calculates the corrected target rotational speed by adding the rotational speed fluctuation of the motor generator 22 to the target rotational speed of 1700 rpm.

  As a result, as shown in FIG. 7B, the corrected target rotational speed shows fluctuation between time t42 'and time t43'. And since ECU14 performs feedback control based on this correction | amendment target rotational speed, a vibration will be suppressed (refer FIG.7 (c)). In particular, although the motor rotational speed is in the opposite phase to the engine rotational speed and the amplitude of the motor rotational speed is performing feedback control, the damping component as shown in FIG. Therefore, vibration is suitably suppressed.

  Then, the engine 20 stops at time t43 '. In particular, in the second embodiment, as in the first embodiment, the calculation of the corrected target rotation speed is not stopped even when the engine rotation speed is 300 rpm or less, and the rotation is performed even during transient operation just before the engine stops. A decrease in accuracy of speed fluctuation can be suppressed.

  Thereafter, at time t43 ', the engine 20 is stopped, and at time t44', the second clutch 23 is completely engaged, and constant speed running is continued.

  FIG. 8 is a timing chart showing the operation of the vibration control device 10 at time t5 (when the engine is started) shown in FIG. 2, where (a) shows the engine speed and (b) shows the corrected target speed. (C) shows the rotational speed of the motor generator 22.

  First, it is assumed that the rotational speed of the engine 20 is zero (see FIG. 8A) and the motor rotational speed is 1500 rpm (see FIG. 8C). Thereafter, when the accelerator is depressed at time t51 ′, the ECU 14 sets the motor generator rotation speed to 1700 rpm and performs feedback control while sliding the second clutch 23 in the partially engaged state (see FIG. 8C). ). For this reason, as shown in FIG. 8B, the target rotation speed is controlled to a constant value of 1700 rpm.

  Thereafter, at time t52 ', the first clutch control device 11 changes the first clutch 21 from the disengaged state to the partially engaged state, and starts the engine 20 (see FIG. 8A). The ECU 14 receives detection signals from the sensors 15a and 15b, and calculates torque fluctuations of the engine 20 based on the map. Then, ECU 14 calculates the rotational speed fluctuation of motor generator 22 based on the above-described equation (3). Next, the ECU 14 calculates the corrected target rotational speed by adding the rotational speed fluctuation of the motor generator 22 to the target rotational speed of 1700 rpm.

  As a result, as shown in FIG. 8B, the corrected target rotational speed shows fluctuation between time t53 'and time t54'. And since ECU14 performs feedback control based on this correction | amendment target rotational speed, a vibration will be suppressed (refer FIG.8 (c)). In particular, although the motor rotational speed is in the opposite phase to the engine rotational speed and the amplitude of the motor rotational speed is performing feedback control, the damping component as shown in FIG. Therefore, vibration is suitably suppressed.

In the second embodiment, as in the first embodiment, the calculation of the corrected target rotation speed is not stopped even when the engine rotation speed is 300 rpm or less, and even during transient operation immediately after the engine is started. A decrease in accuracy of fluctuations in rotational speed can be suppressed.

  When the rotational speed of the engine 20 reaches 1500 rpm, the rotational speed of the engine 20 is kept constant, and at time t54 ′, the first and second clutches 21 and 23 are completely engaged, and the engine 20 and the motor generator 22 are connected. In both cases, the vehicle 1 is accelerated.

  Thus, according to the vibration control device 10 of the hybrid vehicle 1 according to the second embodiment, the vibration damping function can be improved as in the first embodiment.

  Further, the value obtained by integrating the torque fluctuation output from the motor generator 22 with time is divided by the rotor inertia moment of the motor generator 22 to calculate the rotational speed fluctuation of the motor generator 22. Even if the rotational speed of the engine 20 is small without including the rotational speed, the error can be reduced. As a result, it is possible to suppress a decrease in accuracy of fluctuations in rotational speed even during transient operation where the rotational speed is low, such as when the engine 20 is started or stopped.

  Next, a third embodiment of the present invention will be described. The vibration suppression control device 10 according to the third embodiment is the same as that of the first embodiment, but the processing content is partially different. Only differences from the first embodiment will be described below.

  In the third embodiment, the correction target rotation speed calculation method according to the first embodiment is combined with the correction target rotation speed calculation method according to the second embodiment. More specifically, when the engine 20 is operated at a constant rotation, the correction target rotation speed calculation method according to the first embodiment is performed, and the correction according to the second embodiment is performed when the engine 20 is started or stopped. The calculation method of the target rotation speed is performed. As a result, an appropriate correction target rotation speed calculation method is adopted in accordance with the state of the engine 20.

  Further, in the second embodiment, since the rotational speed fluctuation of the motor generator 22 is calculated by time integration as is apparent from the equation (3), the value of the corrected target rotational speed drifts due to the integration error. That is, the average value of the original corrected target rotational speed must be 1700 rpm just after time t42 ′ shown in FIG. 7B, but becomes 1800-1900 rpm just before time t43 ′ due to integration error. As a result, the motor rotation speed increases as shown in FIG. For this reason, when the second clutch 23 is brought into the fully engaged state at time t44 ′, the motor rotational speed is increased, and therefore the motor rotational speed is decreased to a state where the second clutch 23 can be brought into the completely engaged state (1500 rpm). The waiting time will be longer. As a result, the time until the second clutch 23 is brought into the fully engaged state becomes long. Similarly, when the engine shown in FIG. 8 is started, the motor rotation speed is similarly increased due to the integration error, and the waiting time until the second clutch 23 is completely engaged is increased. The time until the fastening state is reached becomes long (refer to FIG. 8 (c) before and after time t54 ′).

  Therefore, in the third embodiment, measures are taken so that the time until the second clutch 23 is completely engaged is not prolonged. That is, by making the rotational speed fluctuation asymptotic to zero immediately before the stop of the engine 20 or the like, the waiting time until the motor rotational speed decreases to a state where the second clutch 23 can be fully engaged (1500 rpm) is shortened. The time until the 2 clutch 23 is completely engaged is shortened.

FIG. 9 is a timing chart showing the operation of the vibration control device 10 at time t4 (during constant speed) shown in FIG. 2, where (a) shows the engine rotation speed and (b) shows the corrected target rotation speed. (C) shows the rotational speed of the motor generator 22.

  First, it is assumed that the vehicle is traveling at a constant speed as shown in FIG. 9A and the motor rotation speed is 1500 rpm (see FIG. 9C). Thereafter, it is assumed that the constant speed traveling has reached time t41 ″ when a certain time has elapsed. At time t41 ″, the ECU 14 performs feedback control by setting the motor generator rotational speed to 1700 rpm while sliding the second clutch 23 in the partially engaged state (see FIG. 9C).

  In addition, the ECU 14 receives detection signals from the sensors 15a and 15b and calculates torque fluctuations of the engine 20 based on the map. Then, the ECU 14 calculates the rotational speed fluctuation of the motor generator 22 from the map corresponding to the above formulas (1) and (2). Next, the ECU 14 calculates the corrected target rotation speed by adding the rotation speed fluctuation of the motor generator 22 to the target rotation speed of 1700 rpm (first function). As a result, although the amplitude of the motor rotation speed is feedback-controlled, the vibration suppression component is not small as shown by the large gain in FIG. 3B, so that the vibration is suppressed. (See FIG. 9 (c)).

  Thereafter, at time t <b> 42 ″, the first clutch control device 11 releases the first clutch 21 and stops the engine 20 (see FIG. 9A). Further, the rotational speed fluctuation of the motor generator 22 is calculated based on the above equation (3). Next, the ECU 14 calculates the corrected target rotation speed by adding the rotation speed fluctuation of the motor generator 22 to the target rotation speed of 1700 rpm (second function). As a result, as shown in FIG. 9B, the corrected target rotational speed shows fluctuation between time t42 ″ and time t43 ″, and vibration is suppressed (see FIG. 9C). .

  Note that, since the calculation method of the rotational speed fluctuation is changed at time t42 ″, the value of the rotational speed fluctuation becomes discontinuous, and the vibration may be worsened. Therefore, in the third embodiment, when switching from the calculation by the first function to the calculation by the second function, the rotation speed fluctuation calculated by the first function immediately before switching is set as the initial integration value of the time integration by the second function. . As a result, the rotation speed fluctuation is not discontinuous, and the deterioration of vibration can be prevented.

  At time t43 ″, the rotational speed of the engine 20 becomes 0 rpm (second predetermined rotational speed) or less (see FIG. 9A). As a result, the corrected target rotational speed calculation function of the ECU 14 multiplies the already calculated rotational speed fluctuation by the coefficient that gradually approaches “1” to “0” to make the rotational speed fluctuation asymptotic to zero. As described above, in the third embodiment, the corrected target rotational speed calculation function causes the rotational speed variation to gradually approach zero as time elapses after the rotational speed of the engine 20 becomes equal to or lower than the second predetermined rotational speed.

  Thereafter, at time t44 ″, the engine 20 is stopped, and at time t45 ″, the second clutch 23 is completely engaged, and constant speed running is continued. As is clear from FIG. 9C, since the rotational speed fluctuation is gradually approached to zero from time t43 ″, the motor rotational speed has already decreased to 1700 rpm at time t44 ″. Thereby, the waiting time until the motor rotation speed is lowered to a state (1500 rpm) where the second clutch 23 can be completely engaged is shortened compared to the second embodiment.

  The above is the vibration suppression control when the engine 20 is stopped. Further, in the third embodiment, even when the engine 20 is started, the calculation method of the corrected target rotation speed of the first embodiment and the second embodiment is adopted similarly to the control described with reference to FIG. The rotational speed fluctuation is asymptotic to zero.

  FIG. 10 is a timing chart showing the operation of the vibration control device 10 at time t5 (when the engine is started) shown in FIG. 2, where (a) shows the engine speed and (b) shows the corrected target speed. (C) shows the rotational speed of the motor generator 22.

  First, it is assumed that the rotational speed of the engine 20 is zero (see FIG. 10A) and the motor rotational speed is 1500 rpm (see FIG. 10C). Thereafter, when the accelerator is depressed at time t51 ″, the ECU 14 performs feedback control by setting the motor generator rotational speed to 1700 rpm while sliding the second clutch 23 in a partially engaged state (FIG. 10C). reference). For this reason, as shown in FIG. 10B, the target rotation speed is controlled to a constant value of 1700 rpm.

  Thereafter, at time t52 ″, the first clutch control device 11 changes the first clutch 21 from the released state to the partially engaged state, and starts the engine 20 (see FIG. 10A). The ECU 14 receives detection signals from the sensors 15a and 15b, and calculates torque fluctuations of the engine 20 based on the map. Then, the ECU 14 calculates the rotational speed fluctuation of the motor generator 22 based on the above equation (3) (second function). Next, the ECU 14 calculates the corrected target rotational speed by adding the rotational speed fluctuation of the motor generator 22 to the target rotational speed of 1700 rpm.

  As a result, as shown in FIG. 10B, the corrected target rotation speed shows fluctuation between the time t52 ″ and the time t53 ″. And since ECU14 performs feedback control based on this correction | amendment target rotational speed, a vibration will be suppressed (refer FIG.10 (c)). In particular, although the motor rotational speed is in the opposite phase to the engine rotational speed and the amplitude of the motor rotational speed is performing feedback control, the damping component as shown in FIG. Therefore, vibration is suitably suppressed.

  When the rotational speed of the engine 20 reaches 1500 rpm, the rotational speed of the engine 20 is kept constant (see FIG. 10A). Further, at time t53 ″, the ECU 14 receives detection signals from the sensors 15a and 15b, and calculates the rotational speed fluctuation of the motor generator 22 based on the maps corresponding to the expressions (1) and (2) ( First function).

  At this time, if the rotational speed fluctuation becomes discontinuous, vibration deterioration is caused. Therefore, the rotational speed fluctuation calculation function of the ECU 14 is calculated by the second function immediately before switching when switching from the calculation by the second function to the calculation by the first function. The rotation speed fluctuation calculated by the first function immediately after switching is subtracted from the rotation speed fluctuation. The corrected target rotational speed calculation function calculates the corrected target rotational speed by adding the subtracted value to the target rotational speed calculated by the first function. This prevents vibration deterioration.

  In addition, at time t53 ″, the corrected target rotation speed calculation function of the ECU 14 multiplies the already calculated rotation speed fluctuation by a coefficient asymptotic from “1” to “0” to make the rotation speed fluctuation asymptotic to zero. As described above, in the third embodiment, the corrected target rotational speed calculation function causes the rotational speed variation to gradually approach zero as time elapses after the rotational speed of the engine 20 reaches the third predetermined rotational speed. This shortens the time required until the second clutch 23 is completely engaged.

At time t54 ″, the motor rotation speed decreases to 1700 rpm (see FIG. 10C), and at time t55 ″, the target rotation speed is set to 1500 rpm (see FIG. 10B), and the motor rotation speed is When the speed reaches 1500 rpm, the first and second clutches 21 and 23 are completely engaged, and the vehicle 1 is accelerated by both the engine 20 and the motor generator 22.

  In this way, according to the vibration control device 10 of the hybrid vehicle 1 according to the third embodiment, the vibration damping function can be improved as in the first embodiment.

  In addition, when the rotation speed of the engine 20 is equal to or lower than the second predetermined rotation speed, the correction target rotation speed is made asymptotic to zero, so that the correction target rotation speed drift or the like can be prevented immediately before the engine 20 is stopped.

  Further, a value obtained by time-integrating the first function for calculating the rotational speed fluctuation based on the rotational speed of the engine 20, the crank angle of the engine 20, and a map stored in advance, and the torque fluctuation added to the torque of the motor generator 22. Is divided by the rotor inertia moment of the motor generator 22 to calculate the rotational speed fluctuation, and when switching from calculation by the first function to calculation by the second function, The rotation speed fluctuation calculated by one function is set as an initial integration value of time integration by the second function. Thus, by setting the integral initial value, the rotational speed fluctuation does not become discontinuous, and the deterioration of vibration due to the discontinuity can be prevented.

  Further, a value obtained by time-integrating the first function for calculating the rotational speed fluctuation based on the rotational speed of the engine 20, the crank angle of the engine 20, and a map stored in advance, and the torque fluctuation added to the torque of the motor generator 22. Is divided by the rotor inertia moment of the motor generator 22 to calculate the rotation speed fluctuation, and when switching from the calculation by the second function to the calculation by the first function, The rotational speed fluctuation calculated by the first function is subtracted immediately after switching from the rotational speed fluctuation calculated by the two functions, and the subtracted value is added to the target rotational speed calculated by the first function to obtain the corrected target rotational speed. calculate. Thus, by adding the subtracted value to the target rotational speed calculated by the first function to calculate the corrected target rotational speed, the rotational speed fluctuation does not become discontinuous, and the deterioration of vibration due to discontinuity is prevented. be able to.

  As described above, the present invention has been described based on the embodiments. However, the present invention is not limited to the above embodiments, and modifications may be made and combinations of the embodiments may be made without departing from the spirit of the present invention. It may be. For example, in the above-described embodiment, the vibration suppression control at times t4 and t6 illustrated in FIG. 2 has been described as an example. However, the present invention is not limited to this and may be applied to the vibration suppression control at time t7. Furthermore, the present invention is not limited to the example shown in FIG. 2, and may be applied to vibration suppression control at other timings.

DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle 10 ... Damping control apparatus 11 ... 1st clutch control apparatus 12 ... 2nd clutch control apparatus 13 ... Inverter 14 ... ECU (rotational speed fluctuation | variation calculation means, correction | amendment target rotational speed calculation means, control means)
15 ... Sensor 15a ... Crank angle sensor (crank angle detecting means)
15b ... rotational speed sensor (rotational speed detection means)
15c ... accelerator sensor 15d ... brake sensor 20 ... engine (internal combustion engine)
21 ... 1st clutch 22 ... Motor generator (electric motor)
23 ... Second clutch 24 ... Transmission 25 ... Differential gear 26 ... Drive shaft 27 ... Wheel 28 ... Engine mount 29 ... Battery 30 ... Injector

Claims (10)

An internal combustion engine and an electric motor, and the rotational speed of the electric motor is controlled to a target rotational speed by feedback control with the internal combustion engine and the electric motor and between the electric motor and the drive wheel being in a non-engaged or partially-engaged state, and the internal combustion engine A vibration control device for a hybrid vehicle that outputs a torque fluctuation obtained by multiplying a torque fluctuation of an internal combustion engine estimated based on an operating state by a negative predetermined coefficient to an electric motor torque,
A rotational speed fluctuation calculating means for calculating the rotational speed fluctuation of the motor caused by the torque fluctuation added to the motor torque;
Corrected target rotational speed calculating means for calculating the corrected target rotational speed by adding the rotational speed fluctuation calculated by the rotational speed fluctuation calculating means to the target rotational speed;
Control means for performing feedback control so as to be the corrected target rotational speed calculated by the corrected target rotational speed calculating means;
A vibration control device for a hybrid vehicle, comprising: The rotational speed fluctuation calculating means calculates the rotational speed fluctuation of the motor by dividing a value obtained by integrating the torque fluctuation added to the motor torque with time by the rotor inertia moment of the motor. A vibration control device for a hybrid vehicle as described in 1. Rotation speed detection means for detecting the rotation speed of the internal combustion engine;
Crank angle detecting means for detecting the crank angle of the internal combustion engine, and
The rotational speed fluctuation calculating means is based on the rotational speed of the internal combustion engine detected by the rotational speed detecting means, the crank angle of the internal combustion engine detected by the crank angle detecting means, and a map stored in advance. The vibration control device for a hybrid vehicle according to claim 1, wherein a fluctuation in the rotational speed of the electric motor is calculated. The hybrid according to claim 3, wherein the map is calculated by dividing a crank angle integral of torque fluctuation of the internal combustion engine by a rotor inertia moment of the electric motor and a rotation speed of the internal combustion engine. Vehicle vibration control device. The correction target rotation speed calculation means stops calculating the correction target rotation speed when the rotation speed of the internal combustion engine detected by the rotation speed detection means is equal to or lower than a predetermined rotation speed,
The said control means implements feedback control so that it may become target rotation speed. The vibration control apparatus of the hybrid vehicle in any one of Claim 4 characterized by the above-mentioned. The corrected target rotational speed calculation means stops calculating the corrected target rotational speed until the first predetermined time has elapsed from the start of the internal combustion engine and at least one of the second predetermined time before the internal combustion engine is stopped,
The said control means implements feedback control so that it may become target rotation speed. The vibration control apparatus of the hybrid vehicle in any one of Claim 4 characterized by the above-mentioned. A rotation speed detecting means for detecting the rotation speed of the internal combustion engine;
The corrected target rotational speed calculation means is configured to determine whether the rotational speed of the internal combustion engine is equal to or lower than a second predetermined rotational speed when the rotational speed of the internal combustion engine detected by the rotational speed detection means is equal to or lower than a second predetermined rotational speed. The vibration control apparatus for a hybrid vehicle according to claim 2, wherein the rotational speed fluctuation is gradually approached to zero as time elapses. 5. The vibration of the hybrid vehicle according to claim 4, wherein the rotational speed fluctuation calculating means calculates the rotational speed fluctuation when the rotational speed of the internal combustion engine detected by the rotational speed detecting means is substantially constant. Braking control device. Rotation speed detection means for detecting the rotation speed of the internal combustion engine;
Crank angle detecting means for detecting the crank angle of the internal combustion engine, and
The rotational speed fluctuation calculating means includes
A first rotational speed fluctuation is calculated based on a rotational speed of the internal combustion engine detected by the rotational speed detection means, a crank angle of the internal combustion engine detected by the crank angle detection means, and a map stored in advance. Function and
A second function for calculating the rotational speed fluctuation by dividing the value obtained by time integration of the torque fluctuation added to the motor torque by the rotor inertia moment of the electric motor,
When the calculation by the first function is switched to the calculation by the second function, the rotational speed fluctuation calculated by the first function immediately before the switching is set as an integral initial value of time integration by the second function. 2. A vibration control device for a hybrid vehicle according to 1. Rotation speed detection means for detecting the rotation speed of the internal combustion engine;
Crank angle detecting means for detecting the crank angle of the internal combustion engine, and
The rotational speed fluctuation calculating means includes
A first rotational speed fluctuation is calculated based on a rotational speed of the internal combustion engine detected by the rotational speed detection means, a crank angle of the internal combustion engine detected by the crank angle detection means, and a map stored in advance. Function and
A second function for calculating the rotational speed fluctuation by dividing the value obtained by time integration of the torque fluctuation added to the motor torque by the rotor inertia moment of the electric motor,
When switching from the calculation by the second function to the calculation by the first function, the rotation speed fluctuation calculated by the first function immediately after switching is subtracted from the rotation speed fluctuation calculated by the second function immediately before switching,
2. The vibration control of the hybrid vehicle according to claim 1, wherein the corrected target rotational speed calculating unit calculates a corrected target rotational speed by adding the subtracted value to the target rotational speed calculated by the first function. apparatus.

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