JP2013208959A - Driving force control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving force control device capable of continuously detecting generation of resonance of a driving system while reducing a rotation speed change amount of an electric motor.SOLUTION: A driving force control device 30 controls driving force of a hybrid vehicle comprising an engine 10, an MG1 capable of inputting and outputting power, an MG2 capable of inputting and outputting power, and a power input/output device 13 to which an output shaft 16 of the engine 10, a rotary shaft 15 of the MG1, and a rotary shaft 14 of the MG2 are connected, respectively. The presence/absence of generation of resonance of a driving system including the engine 10, the MG1, the MG2, and the power input/output device 13 is determined on the basis of a rotation speed change amount of the engine 10 or a rotation speed change amount of the electric generator MG1. When a determination is made that the resonance of the driving system is generated, predetermined control for reducing the rotation speed change amount of the MG2 is executed.

Description

  The present invention relates to a driving force control device that controls the driving force of a hybrid vehicle including an engine, an electric motor, a generator, and a power input / output device.

  In the hybrid vehicle described above, when the tire has a periodic input from the outside, such as when traveling on a wavy road, resonance of the drive system occurs and the rotation speed of the motor changes. The rotational speed of the electric motor changes greatly as the amplitude and frequency of resonance increase. When the amount of change in the rotational speed of the electric motor increases, it becomes impossible to normally control the current supplied from the inverter to the electric motor according to the rotational angle of the rotor with respect to the stator of the electric motor. As a result, there is a problem that the power supplied from the inverter becomes surplus and an overvoltage is applied to the motor and the inverter.

  With respect to the above problem, Patent Document 1 detects the occurrence of resonance in the drive system based on the amount of change in the rotational speed of the electric motor, reduces the torque command value of the electric motor, and suppresses application of overvoltage to the electric motor or inverter. doing.

JP 2008-72868 A

  However, if the presence or absence of the drive-type resonance is determined based on the amount of change in the rotational speed of the electric motor, the detection of the drive-system resonance may be intermittent. That is, when the torque command value of the electric motor is reduced, the resonance of the drive system is attenuated. Since there is a proportional relationship between the resonance intensity of the drive system and the amount of change in the rotation speed of the electric motor, when the resonance intensity of the drive system becomes weaker, the amount of change in the rotation speed of the electric motor is also reduced. As a result, even if a periodic vibration from the outside is input to the tire and resonance of the drive system occurs, the occurrence of resonance is not detected, and thus the torque command value of the motor is not reduced. As a result, the amount of change in the rotational speed of the electric motor increases, and the occurrence of resonance in the drive system is detected again. Since this is repeated, the detection of the occurrence of resonance may be intermittent.

  The present invention has been made in view of the above circumstances. An object of the present invention is to provide a driving force control device capable of continuously detecting the occurrence of resonance in a driving system while reducing the amount of change in the rotational speed of an electric motor.

  In order to solve the above problems, an invention according to claim 1 is directed to an engine, a generator capable of inputting / outputting power, an electric motor capable of inputting / outputting power, an output shaft of the engine, and a rotating shaft of the generator. And a power input / output device to which a rotating shaft of the electric motor is connected, respectively, and a driving force control device for controlling the driving force of the hybrid vehicle, the engine, the generator, the electric motor, and the power input device. When the presence or absence of resonance in the drive system including the output device is determined based on the amount of change in the rotational speed of the engine or the amount of change in the rotational speed of the generator, and when it is determined that resonance in the drive system is occurring Then, predetermined control for reducing the amount of change in the rotational speed of the electric motor is executed.

  According to the configuration of the first aspect, the presence / absence of resonance in the drive system is determined based on the engine speed change amount or the generator speed change amount. And when it determines with the resonance of a drive system having generate | occur | produced, control which reduces the rotational speed variation | change_quantity of an electric motor is performed.

  When periodic external vibration is applied to the tire, resonance of the drive system occurs. When resonance of the drive system occurs, the engine output shaft, the generator rotation shaft, and the motor rotation shaft are respectively connected to the power input / output device, so that the rotation speeds of the engine and the generator also change. That is, when the drive system resonance occurs, not only the rotational speed change amount of the motor but also the rotational speed change amounts of the engine and the generator are large.

  The change in the rotational speed of the electric motor directly causes an overvoltage to be applied to the electric motor and the inverter that drives the electric motor. Since there is a proportional relationship between the amount of change in the rotational speed of the electric motor and the resonance intensity of the drive system, if the resonance of the drive system is attenuated, the amount of change in the rotational speed of the motor can also be reduced. However, when determining the presence or absence of resonance in the drive system based on the amount of change in the rotational speed of the electric motor, detection of the occurrence of resonance becomes difficult if the amount of change in the rotational speed of the motor decreases. Therefore, if the amount of change in the rotational speed of the electric motor is reduced and the presence or absence of the occurrence of resonance in the drive system is determined based on the amount of change in the rotational speed of the electric motor, the detection of the occurrence of resonance may be intermittent.

  Here, if the resonance of the drive system is attenuated, the amount of change in the rotational speed of the engine and the generator may also decrease. However, the correlation between the rotational speed change amount of the engine and the generator and the resonance strength is weaker than the correlation between the rotational speed change amount of the electric motor and the resonance strength. Therefore, the degree of decrease in the rotational speed change amount of the engine and the generator is smaller than the degree of decrease in the rotational speed change amount of the electric motor. Therefore, if the determination is made based on the engine speed change amount or the generator speed change amount, the occurrence of resonance can be accurately determined. That is, according to the configuration of the first aspect, it is possible to continuously detect the occurrence of resonance in the drive system while reducing the amount of change in the rotational speed of the electric motor. As a result, it is possible to continuously suppress the overvoltage from being applied to the electric motor and the inverter that drives the electric motor.

The system block diagram of a drive system. An alignment chart of a generator, an engine, and an electric motor. The figure which shows the relationship between the rotational speed variation | change_quantity of an electric motor, and the resonance intensity | strength of a drive system. The flowchart which shows the process sequence which reduces the rotational speed variation | change_quantity of an electric motor. The figure which shows the equal output line and operation line of an engine.

  Hereinafter, an embodiment in which a driving force control device is applied to a parallel hybrid vehicle will be described with reference to the drawings. FIG. 1 shows a system configuration diagram of a drive system provided in a vehicle according to the present embodiment.

  As illustrated, the vehicle includes an engine 10, a first motor generator 11 (MG 1) and a second motor generator 12 (MG 2) that can input and output power, and a power input / output device 13.

  The engine 10 includes a fuel injection valve 19 for supplying fuel to the combustion chamber. The energy generated by the combustion of the fuel / air mixture supplied by the fuel injection valve 19 is extracted as rotational energy of the crankshaft 16 (output shaft) of the engine 10. The extracted rotational energy is input to the drive shaft 14 via a power input / output device 13 to be described later, and becomes a driving power source for the vehicle. A crank sensor 22 that detects the rotation angle of the crankshaft 16 is provided in the vicinity of the crankshaft 16. The rotation speed of the engine 10 is calculated from the rotation angle of the crankshaft 16 detected by the crank sensor 22.

  MG1 functions mainly as a generator and also functions as an electric motor for applying initial rotation to the crankshaft 16 when the engine 10 is started. When MG1 functions as a generator, the output of engine 10 is input from crankshaft 16 to rotating shaft 15 of MG1 via power input / output device 13, and driven by the input output of engine 10. The electric power generated by MG1 is supplied to MG2 via an inverter or stored in battery 23. On the other hand, when MG1 functions as an electric motor, the motive power of MG1 is input from the rotary shaft 15 to the crankshaft 16 via the power input / output device 13, and initial rotation is applied to the crankshaft 16.

  MG2 mainly functions as an electric motor and also functions as a generator when the vehicle is decelerated. The MG 2 is mechanically connected to the drive shaft 14, and the drive shaft 14 is connected to the differential gear 17. The differential gear 17 is connected to an axle that connects the two drive wheels 18. When the MG 2 functions as an electric motor, the power of the MG 2 is input from the drive shaft 14 to the differential gear 17 and divided into two by the differential gear 17 to serve as a driving power source for the vehicle.

  Each of MG1 and MG2 exchanges power with the battery 23 via a power control unit (PCU). The PCU includes inverters (INV1, INV2) for driving and controlling each of MG1 and MG2, a converter (CONV), a motor control device (motor ECU 24) described later, and the like. Each of MG1 and MG2 includes a rotation angle sensor (not shown), and the rotation angle of the rotor is detected by the rotation angle sensor. Further, the rotation speeds of MG1 and MG2 are calculated from the detected rotation angles. It should be noted that the electric power generated by one of MG1 and MG2 can be consumed by the other.

  The output shaft (crankshaft 16) of the engine 10, the rotation shaft 15 of MG1, and the rotation shaft (drive shaft 14) of MG2 are connected to the power input / output device 13, respectively. The drive system of the vehicle includes an engine 10, MG 1, MG 2, and a power input / output device 13. The driving wheels 18 are driven to travel through the power input / output device 13 by at least one driving force of the engine 10, MG1, and MG2.

  The power input / output device 13 includes a sun gear S, a ring gear R, a plurality of pinion gears P (two illustrated in the figure) that enable power transmission between the sun gear S and the ring gear R, and a carrier C. Is a planetary gear mechanism composed of Here, the crankshaft 16 of the engine 10 is mechanically connected to the carrier C, and the crankshaft 16 and the carrier C rotate at the same rotational speed. The sun gear S is mechanically connected to the rotation shaft 15 of the MG 1, and the rotation shaft 15 and the sun gear S rotate at the same rotation speed. Furthermore, the rotation shaft (drive shaft 14) of MG2 is mechanically connected to the ring gear R, and the drive shaft 14 and the ring gear R rotate at the same rotational speed. Due to the characteristics of the planetary gear mechanism, the rotational speeds of MG1, engine 10, and MG2 are arranged in a straight line on the alignment chart in this order.

  The power input / output device 13 enables power transmission between the engine 10, the MG 1 and the drive shaft 14. For example, the power of the engine 10 input from the crankshaft 16 to the carrier C is divided into the sun gear S and the ring gear R and input. The power input to the ring gear R becomes traveling power. On the other hand, the power input to the sun gear S is power that causes the MG1 to function as a generator.

  Further, the vehicle includes various electronic control units (ECUs) such as a motor ECU 24, a battery ECU 26, an engine ECU 28, and a hybrid ECU 30. The various ECUs are configured around a well-known microcomputer including a CPU, a ROM, a RAM, and the like, and execute various control programs stored in the ROM. Note that the hybrid ECU 30 is capable of bidirectional communication with each of the engine ECU 28 and the motor ECU 24.

  The motor ECU 24 is a control device that operates an inverter that drives and controls the MG1 and MG2 and other devices in the PCU. A rotational position signal based on the rotational angles of MG1 and MG2 is sequentially input to the motor ECU 24 via an interface (not shown). Then, by controlling the inverters INV1 and INV2 based on the input rotational position signals, the respective torques of the MG1 and MG2 are controlled. Further, the power generated by MG1 or MG2 is stepped down by CONV, and the battery 23 is charged with the stepped down power. Further, when the power is unpredictable in MG1 or MG2, the power discharged from the battery 23 is boosted by CONV, and the boosted power is supplied to MG1 or MG2.

  The battery ECU 26 is a control device that manages the remaining capacity (SOC) of the battery 23 and the like. The battery ECU 26 sequentially acquires the voltage value of the battery 23 detected by a voltage sensor (not shown). Then, CONV is controlled based on the acquired voltage value, and the remaining capacity of the battery 23 is managed so that the battery 23 is not overcharged or overdischarged.

  The engine ECU 28 is a control device that operates various actuators necessary for combustion control of the engine 10 and the like. The engine ECU 28 sequentially acquires detection signals from the crank sensor 22 and other various sensors (not shown). Based on the acquired detection signal, the fuel injection valve 19 is operated to perform fuel injection control.

  The hybrid ECU 30 is an ECU higher than the motor ECU 24, the battery ECU 26, and the engine ECU 28 (upstream from a user request input from a user interface such as an accelerator pedal), and a driving force control that controls the driving force of the vehicle. Device. The hybrid ECU 30 sequentially acquires various control signals from the motor ECU 24, the battery ECU 26, and the engine ECU 28. Further, the hybrid ECU 30 sequentially acquires detection signals from the crank sensor 22 and rotation angle sensors installed in the vicinity of MG1 and MG2, and sequentially calculates the rotation speeds of the engine 10, MG1 and MG2. Furthermore, the detection signals of various sensors such as the vehicle speed sensor 32 and the accelerator sensor 33 are sequentially acquired, and the vehicle required torque is calculated based on the detection values of the vehicle speed sensor 32 and the accelerator sensor 33. Then, the control value command value corresponding to the vehicle required torque is calculated and transmitted to the motor ECU 24 and the engine ECU 28.

  When a periodic vibration from the outside is applied to the tire, resonance occurs in the drive system. When resonance occurs, the amount of change in rotational speed of the engine 10, MG1, and MG2 increases. FIG. 2 shows an alignment chart of MG1, engine 10 and MG2. The two solid lines are lines representing the minimum rotational speed value or the maximum rotational speed value of MG1, engine 10 and MG2 when resonance occurs in the drive system. The interval between the two solid lines is the amount of change in rotational speed. As shown in the figure, the rotational speeds of MG1, engine 10 and MG2 all fluctuate greatly. In particular, the amount of change in the rotational speed of MG2 is large. The change in the rotational speed of MG2 directly causes an overvoltage to be applied to MG2 and INV2 that drives MG2, and further to INV1 that drives MG1. Therefore, in order to suppress overvoltage, it is necessary to reduce the amount of change in the rotational speed of MG2.

  As shown in FIG. 3, there is a proportional relationship between the amount of change in the rotational speed of MG2 and the resonance intensity of the drive system. Therefore, if the resonance of the drive system is suppressed, the amount of change in the rotational speed of MG2 decreases. On the other hand, the correlation between the rotational speed change amount of the engine 10 and MG1 and the resonance strength is weaker than the correlation between the rotational speed change amount of the MG2 and the resonance strength. Therefore, if the resonance of the drive system is suppressed, the amount of change in the rotational speed of the engine 10 and MG1 may also decrease, but the degree of decrease in the amount of change in the rotational speed of the engine 10 and MG1 is the amount of change in the rotational speed of MG2. It becomes smaller than the degree of decrease. The dotted line in FIG. 2 is a line representing the minimum rotation speed value and the maximum rotation speed value of MG1, engine 10, and MG2 when control is performed to reduce the amount of change in rotation speed of the electric motor. As shown in the figure, the amount of change in the rotational speed of MG2 is greatly reduced. On the other hand, the degree of decrease in the rotational speed change amount of the engine 10 and MG1 is small. Therefore, if the presence or absence of the occurrence of resonance is determined based on the amount of change in the rotational speed of the engine 10 or MG1, the occurrence of resonance can be accurately determined.

  Hereinafter, a processing procedure for reducing the amount of change in the rotational speed of MG2 will be described with reference to the flowchart of FIG. This processing procedure is periodically and repeatedly executed by the hybrid ECU 30.

  First, in S1, it is determined whether or not a precondition for determining whether or not drive system resonance has occurred is satisfied. The preconditions are a condition in which there is a high possibility that drive system resonance will occur, and a condition in which there is a high possibility that an overvoltage will occur when drive system resonance occurs. If the precondition is not satisfied (NO), the process proceeds to S4 and the drive system resonance occurrence flag is turned off. On the other hand, if the precondition is satisfied (YES), the process proceeds to S2. The precondition will be described later in detail.

  Next, in S <b> 2, it is determined based on the amount of change in the rotational speed of the engine 10 whether or not the drive system has a resonance. Specifically, it is determined whether or not the increasing speed of the rotational speed of the engine 10 is greater than a threshold value. The threshold is a speed at which the rotational speed of the engine 10 increases when the maximum torque of the MG 1 functioning as an electric motor is input to the engine 10 via the power input / output device 13. That is, it is determined whether or not there is a change in the rotation speed of the engine 10 that exceeds a change in the rotation speed of the engine 10 due to the power of MG1. When the speed of increase in the rotational speed of the engine 10 is equal to or less than the threshold (NO), it is determined that no resonance has occurred. Then, in S4, the drive system resonance generation flag is turned off.

  On the other hand, if the speed of increase in the rotational speed of the engine 10 is greater than the threshold (YES), it is determined that resonance has occurred. That is, when there is a change in the rotation speed of the engine 10 that exceeds the change in the rotation speed of the engine 10 due to the power of MG1, it is determined that the resonance of the drive system is occurring as a change in the rotation speed of the engine 10 due to an external force. Then, in S3, the drive system resonance generation flag is turned on. Then, it progresses to S5.

  In S5, predetermined control for reducing the amount of change in the rotational speed of MG2 is executed. Specifically, the torque command value of the engine 10 is reduced. Here, before the torque command value of the engine 10 is reduced, the torque command value and the rotational speed of the engine 10 are determined from the intersection of the operation line of the engine 10 and the equal output line of the engine 10. The operation line is a line indicating the torque and rotation speed of the engine 10 at which the fuel consumption of the engine 10 is optimal. The equal output line is a line in which the rotation speed and torque of the engine 10 are changed while the output of the engine 10 is constant. FIG. 5 shows an equal output line (solid line, broken line, two-dot chain line) and an operation line (one-dot chain line) of the engine 10. In particular, the broken line is an equal output line that satisfies a required output before the torque command value of the engine 10 is reduced, and the solid line is an equal output line after the torque command value of the engine 10 is reduced. When reducing the torque command value of the engine 10, the torque command value of the engine 10 is reduced without changing the rotational speed of the engine 10.

  When the torque command value of the engine 10 is reduced, the resonance of the drive system is suppressed. When the resonance of the drive system is suppressed and the amplitude is reduced, the amount of change in the rotational speed of MG2 that is proportional to the resonance intensity of the drive system is reduced. Note that when the output of the engine 10 is reduced, the amount of power generated by the MG 1 using the engine 10 as a power supply source also decreases. When the power supplied from MG1 to MG2 becomes insufficient due to the decrease in the amount of power generated by MG1, power is supplied from battery 23 to MG2 to compensate for the insufficient power. That is, the torque generated by MG2 is maintained. Above, this processing procedure is complete | finished.

  Next, the preconditions in S1 will be described in detail.

  (1) It is assumed that the power generation amount (load) of MG1 is larger than a predetermined value. Specifically, it is assumed that the absolute value of the load for driving MG1 is larger than a predetermined value and that the rotational speed of MG1 is larger than a predetermined value. When the power generation amount of MG1 is large, a large voltage may be applied to MG2, INV1, and INV2. When a large voltage is applied to MG2, INV1, and INV2, and a voltage is further applied due to a change in the rotational speed of MG2, the voltage applied to MG2, INV1, and INV2 is likely to be an overvoltage. On the other hand, when a large voltage is not applied to MG2, INV1, and INV2, there is no possibility that the voltage applied to MG2, INV1, and INV2 becomes an overvoltage even if a further voltage is applied. That is, even if resonance of the drive system occurs when a large voltage is not applied to MG2, INV1, and INV2, it is not necessary to reduce the amount of change in rotational speed of MG2. Therefore, assuming that the power generation amount of MG1 is greater than a predetermined value is a condition for determining whether or not resonance has occurred, the occurrence of resonance is detected when it is necessary to reduce the amount of change in the rotational speed of MG2.

  (2) It is assumed that the accelerator opening is larger than a predetermined value. When the accelerator opening is large, the driving force of the vehicle required by the driver is large. When the driving force of the vehicle is large, resonance of the drive system is likely to occur. Therefore, when the accelerator opening is large, there is a high possibility that resonance of the drive system occurs. Therefore, assuming that the accelerator opening is larger than a predetermined value as a condition for determining whether or not resonance has occurred, the occurrence of resonance in the drive system is generated based on the amount of change in the rotational speed of the engine 10 that is not caused by external vibration. Can be prevented from being erroneously detected.

  (3) It is assumed that the engine 10 is in operation. When the engine 10 is in operation, there is a possibility of acceleration. When accelerating, the driving force of the vehicle is large. Therefore, when the engine 10 is in operation, resonance of the drive system may occur. On the other hand, if the engine 10 is not in operation, the driving force of the vehicle is small and the possibility of resonance of the driving system is low. Therefore, if the condition that the engine 10 is in operation is a condition for determining whether or not resonance has occurred, the same effect as in (2) is obtained.

  (4) It is assumed that the output command value of the engine 10 is larger than a predetermined value. When the output command value of the engine 10 is large, the required driving force of the vehicle is large. Therefore, when the output command value of the engine 10 is large, there is a high possibility that resonance of the drive system occurs. Therefore, if the output command value of the engine 10 is larger than the predetermined value as a condition for determining whether or not resonance has occurred, the same effects as (2) and (3) are obtained.

  (5) It is assumed that the driver is not operating the brake. That is, it is assumed that the vehicle is not decelerating. When the vehicle is not decelerating, the driving force of the vehicle may be large. Therefore, when the driver is not operating the brake, resonance of the drive system may occur. On the other hand, if the driver is operating the brake, the driving force of the vehicle is decreasing, and the possibility of resonance of the driving system is low. Therefore, if the driver does not perform the brake operation as a condition for determining whether or not resonance has occurred, the same effects as (2) to (4) are obtained.

  (6) It is assumed that the voltage value applied to MG2 is larger than a predetermined value. If the condition for determining whether or not resonance has occurred is that the voltage value applied to MG2 is greater than a predetermined value, the same effect as in (1) can be obtained.

  In S1, when determining whether or not the precondition is satisfied, it is determined whether or not at least one of the above-described (1) to (6) is satisfied. The determination may be made by combining two or more preconditions.

  The present embodiment described above has the following effects.

  The presence / absence of drive system resonance is determined based on the amount of change in the rotational speed of the engine 10. And when it determines with the resonance of a drive system having generate | occur | produced, control which reduces the rotational speed variation | change_quantity of MG2 is performed.

  When the control for reducing the rotational speed change amount of MG2 is executed, the rotational speed change amount of the engine 10 may also be reduced. However, the correlation between the rotational speed change amount of the engine 10 and the resonance strength is weaker than the correlation between the rotational speed change amount of the MG 2 and the resonance strength. Therefore, the degree of decrease in the rotational speed change amount of engine 10 is smaller than the degree of decrease in the rotational speed change amount of MG2. Therefore, if the determination is made based on the amount of change in the rotational speed of the engine 10, the occurrence of resonance can be accurately determined. That is, it is possible to continuously detect the resonance of the drive system while reducing the amount of change in the rotational speed of MG2. As a result, it is possible to continuously suppress the overvoltage from being applied to MG1, INV1, and INV2.

  -When it determines with the driveline resonance having generate | occur | produced, the torque command value of the engine 10 is reduced. When the torque command value of the engine 10 is reduced, the resonance of the drive system is suppressed. As a result, the amount of change in rotational speed of MG2 that is proportional to the resonance intensity of the drive system is also reduced. Therefore, the amount of change in the rotational speed of MG2 can be reduced by reducing the torque command value of engine 10.

  -When the torque command value of the engine 10 is reduced, the output of the MG 1 using the engine 10 as a power supply source is reduced. Therefore, the power generated by MG1 does not become a supply surplus. That is, there is no possibility that the voltage applied to MG2, INV1, and INV2 will increase. Therefore, the amount of change in the rotational speed of MG2 can be reduced without increasing the voltage applied to MG2, INV1, and INV2.

  -It can suppress that drivability deteriorates by reducing the torque command value of the engine 10, without causing the rotation speed change of the engine 10 which a driver does not intend.

  Further, the present invention is not limited to the above-described embodiment, and can be implemented as follows, for example.

  In the present embodiment, the torque command value of the engine 10 is reduced in order to reduce the amount of change in the rotational speed of MG2, but the torque command value of MG1 may be reduced. Even if the torque command value of MG1 is reduced, the resonance of the drive system is suppressed and the amount of change in the rotational speed of MG2 is reduced.

  -Compared with the present embodiment, the voltage applied to MG2, INV1, and INV2 may increase, but the torque command value of MG2 may be reduced. Since the torque command value of MG2 is reduced, the amount of change in rotational speed of MG2 can be reduced more reliably. Even in this case, the occurrence of resonance can be accurately determined by determining the presence or absence of resonance based on the amount of change in the rotational speed of the engine 10.

  -Two or more torque command values among the torque command value of the engine 10, the torque command value of MG1, and the torque command value of MG2 may be reduced to reduce the rotational speed change amount of MG2.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 11 ... 1st motor generator (MG1), 12 ... 2nd motor generator (MG2), 23 ... Battery, 24 ... Motor ECU, 28 ... Engine ECU, 30 ... Hybrid ECU.

Claims (6)

An engine (10), a generator (11) capable of inputting / outputting power, an electric motor (12) capable of inputting / outputting power, an output shaft (16) of the engine, and a rotating shaft (15) of the generator; A driving force control device (30) for controlling the driving force of a hybrid vehicle comprising: a power input / output device (13) coupled to a rotating shaft (14) of the electric motor;
The presence or absence of resonance in the drive system including the engine, the generator, the electric motor, and the power input / output device is determined based on the rotational speed change amount of the engine or the rotational speed change amount of the generator,
When it is determined that resonance of the drive system is occurring, a predetermined control for reducing the amount of change in the rotation speed of the electric motor is executed.   2. The driving force control apparatus according to claim 1, wherein the predetermined control is control that reduces at least one of a torque command value of the engine, a torque command value of the generator, and a torque command value of the electric motor. The presence or absence of resonance in the drive system is determined based on the amount of change in the rotational speed of the engine,
The driving force control device according to claim 1, wherein the predetermined control is control for reducing a torque command value of the electric motor.   The driving force control device according to any one of claims 1 to 3, wherein the presence / absence of the resonance is determined on the condition that the power generation amount of the generator is larger than a predetermined value.   The driving force control apparatus according to any one of claims 1 to 4, wherein the presence or absence of the resonance is determined on the condition that a voltage value applied to the electric motor is larger than a predetermined value.   The driving force control apparatus according to any one of claims 1 to 5, wherein the presence / absence of the resonance is determined on the condition that an opening of an accelerator included in the vehicle is larger than a predetermined value.

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