JP6071783B2 - Power transmission device - Google Patents

Description

  The present invention relates to a power transmission device, and more particularly to a power transmission device that transmits power from an engine to a drive shaft by torque acting between rotors.

  A related art of a vehicle drive device provided with this type of power transmission device is disclosed in Patent Document 1 below. The vehicle drive device according to Patent Document 1 includes a first rotor that is provided with windings and mechanically coupled to an engine, and a permanent magnet that is electromagnetically coupled to the windings of the first rotor. A mechanically coupled second rotor, a stator provided with a winding electromagnetically coupled to a permanent magnet of the second rotor, a slip ring electrically connected to the winding of the first rotor, A brush that is in electrical contact with the slip ring, a first inverter that is controlled so as to be able to transfer power between the winding of the battery and the stator, and a winding of the battery and the first rotor via the slip ring and the brush. And a second inverter that is controlled so as to be able to exchange power. In Patent Document 1, the power transmitted from the engine to the first rotor is transmitted to the second rotor by electromagnetic coupling between the windings of the first rotor and the permanent magnets of the second rotor. The drive shaft can be driven. Further, the electromagnetic force between the stator winding and the permanent magnet of the second rotor allows the second rotor to generate power by using the electric power supplied to the stator winding via the first inverter. The shaft can be driven.

JP 2000-50585 A JP 2010-274875 A JP 2004-222439 A JP 2009-73472 A JP 2009-274536 A

  In Patent Document 1, when controlling the torque between the first rotor and the second rotor, feedforward control is performed so that the torque between the first rotor and the second rotor becomes a target value, and the engine rotation speed is By performing feedback control so as to achieve the target value, it is possible to transmit the engine torque to the drive shaft while controlling the engine speed to the target value. In that case, the engine torque can be transmitted to the drive shaft while the engine is operated with high efficiency by setting the target value of the engine rotation speed to a value at which the engine efficiency becomes high. However, since the torque generated by the engine varies with respect to the crank angle and actually has a vibration component, the detected value of the engine rotation speed actually includes a vibration component due to engine torque variation. The deviation between the target value of the engine speed and the detected value actually includes a vibration component due to engine torque fluctuation. Therefore, when the feedback control command value is generated so as to eliminate the deviation between the target value of the engine speed and the detected value and the torque between the first rotor and the second rotor is controlled, the torque between the first rotor and the second rotor In addition, torque fluctuation due to the vibration component included in the feedback control command value occurs, and vibration due to this torque fluctuation is transmitted to the drive shaft.

  The present invention controls the torque between the rotors using the feedback control command value generated based on the deviation between the target value and the detected value of the engine rotation speed, and transmits the engine torque to the drive shaft. The object is to suppress vibrations due to engine torque fluctuations from being transmitted to the drive shaft.

  The power transmission device according to the present invention employs the following means in order to achieve the above-described object.

  The power transmission device according to the present invention includes a first rotor provided with a rotor conductor capable of generating a rotating magnetic field when an alternating current flows, and is rotatable relative to the first rotor. A second rotor in which torque acts between the first rotor and the torque acting between the first rotor and the second rotor in response to the action of the rotating magnetic field generated by A power transmission device in which power from the engine is transmitted to one of the first rotor and the second rotor, and power is transmitted from the other of the first rotor and the second rotor to the drive shaft. The control device includes: a feedforward control unit that generates a feedforward control command value based on a target value of torque acting between the first rotor and the second rotor; and a target value and a detected value of the engine rotational speed. Feed that generates feedback control command value based on deviation A control unit for controlling torque acting between the first rotor and the second rotor based on a torque control command value calculated from the feedforward control command value and the feedback control command value, and a feedback control unit The gist is that the feedback control command value is generated so that the vibration component due to the engine torque fluctuation included in the deviation between the target value of the engine speed and the detected value is suppressed in the feedback control command value.

  In one aspect of the present invention, a stator is provided with a stator conductor capable of generating a rotating magnetic field when an alternating current flows, and the rotating magnetic field generated by the stator conductor acts on the second rotor. And a stator for applying torque between the second rotor and the first rotor. Power from the engine is transmitted to the first rotor, and power is transmitted from the second rotor to the drive shaft. The torque control command value is corrected with the correction command value based on the vibration component corresponding to the engine torque fluctuation, and the fluctuation of the torque transmitted from the engine to the first rotor is reduced based on the corrected torque control command value. The stator controls the torque acting between the first rotor and the second rotor, and further suppresses fluctuations in the torque acting on the second rotor from the first rotor based on the correction command value. Torque acting between the second rotor It is preferable that Gosuru.

  In one aspect of the present invention, it is preferable that the control device estimates a vibration component of engine torque and generates the correction command value based on the estimated vibration component of engine torque.

  In one aspect of the present invention, the control device further includes a correction feedback control unit that generates a correction feedback control command value based on a deviation between the target value of the engine rotation speed and the detected value. The frequency characteristic has a larger gain in the frequency band of the vibration component due to engine torque fluctuation than the frequency characteristic of the feedback control unit, and the correction command value is determined by the difference between the correction feedback control command value and the feedback control command value. It is preferable to generate.

  In one aspect of the present invention, the feedback of the feedback control unit is maintained while the feedback gain of the correction feedback control unit is larger than the feedback gain of the feedback control unit with respect to a decrease in engine speed or an increase in engine torque. It is preferable to reduce the feedback gain of the gain and correction feedback control unit.

  In one aspect of the present invention, the torque according to the correction command value is the smaller of the maximum torque that can be applied between the first rotor and the second rotor and the maximum torque that can be applied between the stator and the second rotor. It is preferable that the correction command value is limited so as not to exceed this value.

  In one aspect of the present invention, it is preferable that the feedback control unit includes a filter that suppresses vibration components due to engine torque fluctuations.

  In one embodiment of the present invention, the filter is a low-pass filter, and it is preferable to lower the cutoff frequency of the low-pass filter with respect to a decrease in engine speed or an increase in engine torque.

  In one aspect of the present invention, the feedback control unit preferably has a frequency characteristic in which a gain in a frequency band of a vibration component due to engine torque fluctuation is smaller than a gain in a low frequency band lower than the frequency band. is there.

  In one aspect of the present invention, in a feedback control system that controls torque acting between a first rotor and a second rotor based on a feedback control command value, between engine torque and the first rotor and the second rotor. The closed-loop transfer function up to the acting torque preferably has a frequency characteristic in which the gain in the frequency band of the vibration component due to engine torque fluctuation is smaller than the gain in the low frequency band lower than the frequency band.

  In one aspect of the present invention, it is preferable to reduce the feedback gain of the feedback control unit with respect to a decrease in engine speed or an increase in engine torque.

  According to the present invention, by generating the feedback control command value so that the vibration component due to the engine torque fluctuation included in the deviation between the target value and the detected value of the engine rotation speed is suppressed in the feedback control command value, It is possible to suppress the torque fluctuation due to the vibration component of the feedback control command value from occurring in the torque between the first rotor and the second rotor, and the vibration due to the engine torque fluctuation is transmitted to the drive shaft. Can be suppressed.

It is a figure which shows schematic structure of a hybrid drive device provided with the power transmission device which concerns on embodiment of this invention. It is a figure which shows schematic structure of the power transmission device which concerns on embodiment of this invention. 2 is a diagram illustrating a configuration example of an input side rotor 28, an output side rotor 18, and a stator 16 of the rotating electrical machine 10. FIG. 2 is a diagram illustrating a configuration example of an input side rotor 28, an output side rotor 18, and a stator 16 of the rotating electrical machine 10. FIG. 3 is a diagram illustrating a configuration example of an electronic control unit 50 for controlling torque between an input-side rotor 28 and an output-side rotor 18. FIG. 3 is a diagram illustrating a configuration example of an electronic control unit 50 for controlling torque between an input-side rotor 28 and an output-side rotor 18. FIG. 6 is a diagram illustrating an example of frequency characteristics of a filter 121. FIG. It is a figure which shows an example of the frequency characteristic of the feedback control part. It is a figure which shows an example of the frequency characteristic of the feedback control part. 3 is a diagram illustrating an example of a feedback control system for controlling torque between an input-side rotor 28 and an output-side rotor 18. FIG. It is a figure which shows an example of the frequency characteristic of weight function W (jomega). It is a figure which shows an example of the frequency characteristic of closed loop transfer function Tcl (jω). It is a figure which shows an example of the frequency characteristic of closed loop transfer function Tcl (jω). 6 is a diagram illustrating an example of frequency characteristics of a filter 121. FIG. 6 is a diagram illustrating an example of frequency characteristics of a filter 121. FIG. It is a figure which shows an example of the frequency characteristic of the feedback control part. It is a figure which shows an example of the frequency characteristic of the feedback control part. It is a figure which shows an example of the frequency characteristic of the feedback control part. It is a figure which shows an example of the frequency characteristic of the feedback control part. 3 is a diagram illustrating a configuration example of an electronic control unit 50 for controlling torque between an input-side rotor 28 and an output-side rotor 18 and torque between a stator 16 and an output-side rotor 18. FIG. It is a figure which shows the other structural example of the electronic control unit 50 for controlling the torque between the input side rotor 28 and the output side rotor 18, and the torque between the stator 16 and the output side rotor 18. FIG.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention (hereinafter referred to as embodiments) will be described with reference to the drawings.

  1-3 is a figure which shows the outline of a structure of the hybrid drive device provided with the power transmission device which concerns on embodiment of this invention, FIG. 1 shows the outline of the whole structure, FIG. The outline of a structure is shown. The hybrid drive device according to the present embodiment is provided between an engine (internal combustion engine) 36 provided as a prime mover capable of generating power (mechanical power), and between the engine 36 and a drive shaft 37 (wheels 38). A transmission (mechanical transmission) 44 capable of changing the transmission ratio, and a rotating electrical machine 10 provided between the engine 36 and the transmission 44 and capable of generating power (mechanical power) and generating power. Prepare. In addition, about the hybrid drive device which concerns on this embodiment, it can be used as a power output device for driving a vehicle, for example.

  The rotating electrical machine 10 includes a stator 16 fixed to a stator case (not shown), a first rotor 28 that can rotate relative to the stator 16, a stator 16 and a first rotor 28 in a radial direction perpendicular to the rotor rotation axis, and a predetermined amount. The second rotor 18 is opposed to the stator 16 and the first rotor 28 with a gap. The stator 16 is disposed at a position radially outward from the first rotor 28 and spaced from the first rotor 28, and the second rotor 18 is positioned between the stator 16 and the first rotor 28 in the radial direction. Is arranged. That is, the first rotor 28 is disposed opposite to the second rotor 18 at a position radially inward of the second rotor 18, and the stator 16 is disposed opposite to the second rotor 18 at a position radially outward from the second rotor 18. Has been. Since the first rotor 28 is mechanically connected to the engine 36, the power from the engine 36 is transmitted to the first rotor 28. On the other hand, the second rotor 18 is mechanically coupled to the drive shaft 37 via the transmission 44, so that the power from the second rotor 18 is shifted by the transmission 44 to the drive shaft 37 (wheel 38). It is transmitted after. In the following description, the first rotor 28 is an input side rotor, and the second rotor 18 is an output side rotor.

  The input-side rotor 28 includes a rotor core (first rotor core) 52 and a plurality of (for example, three-phase) rotor windings 30 disposed on the rotor core 52 along the circumferential direction thereof. When a plurality of phases (for example, three phases) of alternating current flows through the plurality of rotor windings 30, the rotor windings 30 can generate a rotating magnetic field that rotates in the circumferential direction of the rotor.

  The stator 16 includes a stator core (stator core) 51 and a plurality of (for example, three-phase) stator windings 20 disposed on the stator core 51 along the circumferential direction thereof. When a plurality of phases (for example, three phases) of alternating current flows through the plurality of stator windings 20, the stator windings 20 can generate a rotating magnetic field that rotates in the stator circumferential direction.

  The output-side rotor 18 includes a rotor core (second rotor core) 53 and permanent magnets 32 and 33 that are disposed on the rotor core 53 along the circumferential direction thereof and generate a field magnetic flux. The permanent magnet 32 is disposed on the outer peripheral portion of the rotor core 53 so as to face the stator 16 (stator core 51), and the permanent magnet 33 is opposed to the input-side rotor 28 (rotor core 52) on the inner peripheral portion of the rotor core 53. Arranged. Here, the permanent magnets 32 and 33 can also be integrated.

  A more detailed configuration example of the input side rotor 28, the output side rotor 18, and the stator 16 is shown in FIG. In the example shown in FIG. 4, the input side rotor 28, the output side rotor 18, and the stator 16 are arranged concentrically. In the stator core 51 of the stator 16, a plurality of teeth 51 a protruding radially inward (toward the output-side rotor 18) are arranged at intervals along the circumferential direction of the stator. The magnetic pole is configured by being wound around the teeth 51a. A plurality of teeth 52a protruding radially outward (toward the output-side rotor 18) are arranged on the rotor core 52 of the input-side rotor 28 at intervals along the circumferential direction of the rotor. Is wound around these teeth 52a, thereby forming a magnetic pole. The teeth 51a of the stator 16 and the permanent magnets 32 of the output-side rotor 18 are opposed to each other in the radial direction perpendicular to the rotation center axis of the output-side rotor 18 (which coincides with the rotation center axis of the input-side rotor 28). The teeth 52a of the side rotor 28 and the permanent magnets 33 of the output side rotor 18 are arranged to face each other in the radial direction. The winding axis of the stator winding 20 and the winding axis of the rotor winding 30 coincide with this radial direction (the direction in which the input side rotor 28 and the output side rotor 18 face each other). The permanent magnets 32 and 33 are arranged at intervals in the circumferential direction of the rotor, and the permanent magnet 32 is embedded in the rotor core 53 in a V shape. However, the permanent magnets 32 and 33 may be exposed on the surface (outer peripheral surface or inner peripheral surface) of the output-side rotor 18 or may be embedded in the output-side rotor 18 (in the rotor core 53). .

  The chargeable / dischargeable power storage device 42 provided as a direct current power source can be constituted by a secondary battery, for example, and stores electrical energy. Inverter 40 provided as a first power conversion device that performs power conversion between power storage device 42 and stator winding 20 includes a switching element and a diode (rectifier element) connected in reverse parallel to the switching element. It can be realized by a known configuration, and can be supplied to each phase of the stator winding 20 by converting DC power from the power storage device 42 to AC (for example, three-phase AC) by switching operation of the switching element. . Furthermore, the inverter 40 can also convert power in a direction in which alternating current flowing in each phase of the stator winding 20 is converted into direct current and electric energy is collected in the power storage device 42. Thus, the inverter 40 can perform bidirectional power conversion between the power storage device 42 and the stator winding 20.

  The slip ring 95 is mechanically coupled to the input side rotor 28, and is electrically connected to each phase of the rotor winding 30. The brush 96 whose rotation is fixed is pressed against the slip ring 95 to be in electrical contact. The slip ring 95 rotates with the input-side rotor 28 while sliding with respect to the brush 96 (maintaining electrical contact with the brush 96). The brush 96 is electrically connected to the inverter 41. An inverter 41 provided as a second power conversion device that performs power conversion between any of the power storage device 42 and the inverter 40 and the rotor winding 30 includes a switching element and a diode (rectifier connected in reverse parallel to the switching element). Element), the DC power from the power storage device 42 is converted into alternating current (for example, three-phase alternating current) by the switching operation of the switching element, and the rotor is connected via the brush 96 and the slip ring 95. It is possible to supply each phase of the winding 30. Furthermore, the inverter 41 can also perform power conversion in a direction in which an alternating current flowing in each phase of the rotor winding 30 is converted into a direct current. At that time, AC power of the rotor winding 30 is extracted by the slip ring 95 and the brush 96, and the extracted AC power is converted to DC by the inverter 41. The electric power converted into direct current by the inverter 41 can be supplied to each phase of the stator winding 20 after being converted into alternating current by the inverter 40. That is, the inverter 40 can convert either (at least one) of the DC power from the inverter 41 and the DC power from the power storage device 42 into AC and supply it to each phase of the stator winding 20. In addition, the power converted into direct current by the inverter 41 can be recovered by the power storage device 42. Thus, the inverter 41 can perform bidirectional power conversion between any of the power storage device 42 and the inverter 40 and the rotor winding 30.

  The electronic control unit 50 controls the alternating current flowing in each phase of the stator winding 20 by controlling the switching operation of the switching element of the inverter 40 and controlling the power conversion in the inverter 40. The electronic control unit 50 controls the alternating current flowing in each phase of the rotor winding 30 by controlling the switching operation of the switching element of the inverter 41 and controlling the power conversion in the inverter 41. Furthermore, the electronic control unit 50 also controls the operating state of the engine 36 and the speed ratio of the transmission 44. A signal indicating the rotational speed of the engine 36 (input side rotor 28) detected by the rotational speed sensor 61 is input to the electronic control unit 50.

  When a plurality of phases (for example, three phases) of alternating current flows through the plurality of stator windings 20 by the switching operation of the inverter 40, the stator windings 20 generate a rotating magnetic field that rotates in the circumferential direction of the stator. The torque (magnet torque) can be applied to the output-side rotor 18 by electromagnetic interaction (attraction and repulsion) between the rotating magnetic field generated in the stator winding 20 and the field magnetic flux generated in the permanent magnet 32. The output side rotor 18 can be rotationally driven. That is, the electric power supplied from the power storage device 42 to the stator winding 20 via the inverter 40 can be converted into the power (mechanical power) of the output-side rotor 18, and the stator 16 and the output-side rotor 18 are connected to the synchronous motor ( PM motor part). Furthermore, it is possible to convert the power of the output side rotor 18 into the electric power of the stator winding 20 and collect it in the power storage device 42 via the inverter 40. As described above, the stator winding 20 of the stator 16 and the permanent magnet 32 of the output side rotor 18 are electromagnetically coupled, so that the rotating magnetic field generated in the stator winding 20 is applied to the output side rotor 18. A torque (magnet torque) can be applied between the stator 16 and the output-side rotor 18. Further, for example, as shown in FIG. 4, an example in which a magnetic material (ferromagnetic material) is disposed between the permanent magnets 32 as salient pole portions facing the stator 16 (tooth 51a), or the permanent magnet 32 is on the output side. In the example embedded in the rotor 18 (in the rotor core 53), the reluctance torque in addition to the magnet torque is also applied to the stator 16 and the output side rotor in response to the rotating magnetic field generated by the stator 16 acting on the output side rotor 18. 18 to act. The electronic control unit 50 controls the torque (PM motor torque) acting between the stator 16 and the output side rotor 18 by controlling the amplitude and phase angle of the alternating current flowing through the stator winding 20 by the switching operation of the inverter 40, for example. ) Can be controlled.

  Further, as the input side rotor 28 rotates relative to the output side rotor 18, a rotation difference is generated between the input side rotor 28 (rotor winding 30) and the output side rotor 18 (permanent magnet 33). An induced electromotive force is generated in the winding 30, and an induced current (alternating current) flows in the rotor winding 30 due to the induced electromotive force, thereby generating a rotating magnetic field. The torque can be applied to the output-side rotor 18 by the electromagnetic interaction between the rotating magnetic field generated by the induced current of the rotor winding 30 and the field flux of the permanent magnet 33, and the output-side rotor 18 is driven to rotate. Can do. As described above, the rotor winding 30 of the input-side rotor 28 and the permanent magnet 33 of the output-side rotor 18 are electromagnetically coupled, so that the rotating magnetic field generated in the rotor winding 30 acts on the output-side rotor 18. As a result, torque (magnet torque) acts between the input-side rotor 28 and the output-side rotor 18. Therefore, power (mechanical power) can be transmitted between the input-side rotor 28 and the output-side rotor 18, and the input-side rotor 28 and the output-side rotor 18 can function as an induction electromagnetic coupling unit.

  When the torque (electromagnetic coupling torque) is generated between the input side rotor 28 and the output side rotor 18 by the induced current of the rotor winding 30, the electronic control unit 50 causes the induced current to flow through the rotor winding 30. The switching operation of the inverter 41 is performed so as to allow this. At that time, the electronic control unit 50 controls the alternating current flowing through the rotor winding 30 by the switching operation of the inverter 41, so that the electromagnetic coupling torque acting between the input-side rotor 28 and the output-side rotor 18. Can be controlled. On the other hand, the electronic control unit 50 maintains the switching element of the inverter 41 in the OFF state and stops the switching operation, so that the induced current does not flow through the rotor winding 30, and the input side rotor 28 and the output side rotor 18 In the meantime, the torque stops working.

  When the engine 36 is generating power, the power of the engine 36 is transmitted to the input side rotor 28, and the input side rotor 28 is rotationally driven in the engine rotation direction. When the rotational speed of the input side rotor 28 becomes higher than the rotational speed of the output side rotor 18, an induced electromotive force is generated in the rotor winding 30. The electronic control unit 50 performs the switching operation of the inverter 41 so as to allow the induced current to flow through the rotor winding 30. As a result, electromagnetic coupling torque in the engine rotation direction acts on the output side rotor 18 from the input side rotor 28 due to the electromagnetic interaction between the induced current of the rotor winding 30 and the field flux of the permanent magnet 33, and the output side rotor 18 Driven in the direction of engine rotation. Thus, the power from the engine 36 transmitted to the input side rotor 28 is transmitted to the output side rotor 18 by electromagnetic coupling between the rotor winding 30 of the input side rotor 28 and the permanent magnet 33 of the output side rotor 18. The The power transmitted to the output side rotor 18 is transmitted to the drive shaft 37 (wheels 38) after being shifted by the transmission 44, and used for forward driving of the load such as forward drive of the vehicle. Therefore, the wheel 38 can be rotationally driven in the forward direction using the power of the engine 36, and the vehicle can be driven in the forward direction. Further, since the rotation difference between the input side rotor 28 and the output side rotor 18 can be allowed, the engine 36 does not stall even if the rotation of the wheels 38 is stopped. Therefore, the rotating electrical machine 10 can function as a starting device, and there is no need to separately provide a starting device such as a friction clutch or a torque converter.

  Further, AC power generated in the rotor winding 30 is taken out via the slip ring 95 and the brush 96. The extracted AC power is converted into DC by the inverter 41. Then, by the switching operation of the inverter 40, the DC power from the inverter 41 is converted into AC by the inverter 40 and then supplied to the stator winding 20, whereby an AC current flows through the stator winding 20 and rotates to the stator 16. A magnetic field is formed. The torque in the engine rotation direction can be applied to the output side rotor 18 also by the electromagnetic interaction between the rotating magnetic field of the stator 16 and the field flux of the permanent magnet 32 of the output side rotor 18. As a result, a torque amplification function for amplifying the torque of the output side rotor 18 in the engine rotation direction can be realized. It is also possible to collect DC power from the inverter 41 in the power storage device 42.

  Further, by controlling the switching operation of the inverter 40 so that electric power is supplied from the power storage device 42 to the stator winding 20, the wheel 38 is rotated in the normal rotation direction using the power of the engine 36, and the stator winding 20. The rotational drive of the wheel 38 in the forward rotation direction can be assisted by the power of the output-side rotor 18 generated using the power supplied to the wheel. Further, at the time of load deceleration operation, the electronic control unit 50 controls the switching operation of the inverter 40 so that power is recovered from the stator winding 20 to the power storage device 42, so that the load power is transmitted to the stator winding 20 and the permanent magnet. The electric power of the stator winding 20 can be converted by the electromagnetic coupling with 32 and recovered in the power storage device 42.

  FIG. 5 shows a configuration example of the electronic control unit 50 for controlling the electromagnetic coupling torque T_c between the input side rotor 28 and the output side rotor 18 when the power of the engine 36 is transmitted to the drive shaft 37 (wheels 38). Show. The feedforward control unit 102 generates a feedforward control command value u_ff based on the target value T_ref of the electromagnetic coupling torque between the input side rotor 28 and the output side rotor 18, and outputs it to the adder 105. The target value T_ref of the electromagnetic coupling torque is set based on the torque T_eng of the engine 36 (an average value not considering torque fluctuation), and is set to be equal to the torque T_eng of the engine 36, for example. When the electromagnetic coupling torque T_c is controlled by the feedforward control command value u_ff, the electromagnetic coupling torque T_c in the engine rotation direction applied from the input side rotor 28 to the output side rotor 18 is equal to the target value T_ref (engine torque T_eng). The feedforward control command value u_ff is calculated by the feedforward control unit 102. The engine torque T_eng (average value not considering torque fluctuation) can be acquired by, for example, the throttle opening when the engine 36 is a spark ignition type internal combustion engine such as a gasoline engine, and the engine 36 is compressed by a diesel engine or the like. In the case of an ignition type internal combustion engine, it can be acquired by, for example, the fuel injection amount.

  The differentiator 103 calculates a deviation (ω_in_ref−ω_in) between the target value ω_in_ref of the engine rotational speed and the detected value ω_in (detected by the rotational speed sensor 61), and outputs it to the feedback control unit 104. For the target engine speed ω_in_ref, an engine speed is set such that the engine efficiency becomes a predetermined high efficiency (for example, the highest thermal efficiency) with respect to a given engine required output. The feedback control unit 104 generates a feedback control command value u_fb based on a deviation (ω_in_ref−ω_in) that is an output value from the differentiator 103 and outputs the feedback control command value u_fb to the adder 105. When the electromagnetic coupling torque T_c is controlled by the feedback control command value u_fb, the feedback control command value u_fb that is feedback compensated for the deviation (ω_in_ref−ω_in) so that the detected value ω_in of the engine speed becomes equal to the target value ω_in_ref. Calculated by the feedback control unit 104.

  The adder 105 outputs a value (u_ff + u_fb) obtained by adding the feedforward control command value u_ff and the feedback control command value u_fb as the torque control command value u. The switching operation of the inverter 41 is controlled by the torque control command value u calculated from the feedforward control command value u_ff and the feedback control command value u_fb, so that the electromagnetic coupling torque T_c between the input side rotor 28 and the output side rotor 18 is changed. Be controlled. At that time, the electromagnetic coupling torque T_c is controlled to be equal to the target value T_ref (engine torque T_eng) by the feedforward control command value u_ff, and the detected value ω_in of the engine speed is determined by the feedback control command value u_fb. Control is made to be equal to the target value ω_in_ref. Thus, the torque T_eng can be transmitted from the engine 36 to the output-side rotor 18 while controlling the engine speed ω_in so that the engine efficiency becomes a predetermined high efficiency (for example, the highest thermal efficiency). In FIG. 5, a block 106 represents the relationship of the electromagnetic coupling torque T_c with respect to the torque control command value u. included. The block 107 represents the relationship of the rotational speed ω_in of the engine 36 (input side rotor 28) to the torque (T_eng−T_c) acting on the input side rotor 28. For example, gain 1 / Jin (Jin is the engine 36, input side) The rotor 28 and the moment of inertia of the input side rotating element including the slip ring 95) can be represented by the gain block 109 and the integrator 110. The block 108 represents the torque acting on the output-side rotor 18 (representing the relationship of the rotational speed ω_out of the output-side rotor 18 to T_c−T_load (T_load is a load torque acting on the output-side rotor 18), and gain 1 / Jout ( Jout can be expressed by the gain block 111 and the integrator 112 of the moment of inertia of the output side rotating element including the output side rotor 18.

  However, the torque generated by the engine 36 varies with respect to the crank angle and actually has a vibration component. Therefore, the engine rotation speed detection value ω_in acquired by the rotation speed sensor 61 actually includes a vibration component due to engine torque fluctuation, and the deviation (ω_in_ref−) between the engine rotation speed target value ω_in_ref and the detection value ω_in. ω_in) also actually includes vibration components due to engine torque fluctuations. Although it is possible to control the engine speed ω_in to be the target value ω_in_ref by the feedback control command value u_fb, the feedback control command value u_fb calculated from the deviation (ω_in_ref−ω_in) includes a vibration component due to engine torque fluctuation. Torque fluctuation occurs in the electromagnetic coupling torque T_c between the input side rotor 28 and the output side rotor 18 controlled by the torque control command value u = (u_ff + u_fb). 37 to be transmitted.

  Therefore, in the present embodiment, the feedback control unit 104 suppresses the vibration component due to engine torque fluctuation included in the deviation (ω_in_ref−ω_in) between the target value ω_in_ref of the engine speed and the detected value ω_in in the feedback control command value u_fb. As described above, the feedback control command value u_fb is generated. Hereinafter, a configuration example of the feedback control unit 104 for that purpose will be described.

  In the configuration example illustrated in FIG. 6, the feedback control unit 104 includes a filter 121 and a feedback controller 122. The filter 121 receives a deviation (ω_in_ref−ω_in) from the differentiator 103. The filter 121 has a frequency characteristic as shown in FIG. 7, for example, and the gain in the frequency band Ω of engine torque fluctuation is smaller than the gain in the low frequency band lower than the frequency band Ω. The filter 121 having this frequency characteristic suppresses the vibration component due to engine torque fluctuation among the frequency components of the deviation (ω_in_ref−ω_in), and passes the low frequency component lower than the vibration component due to engine torque fluctuation. When designing the filter 121, the frequency band Ω of the torque vibration in the operation range of the engine 36 is measured and grasped in advance, and the gain in the frequency band Ω is changed to the gain in the low frequency band lower than the frequency band Ω. The frequency characteristics of the filter 121 are designed so as to be smaller. For example, when the filter 121 is constituted by a low-pass filter, the cutoff frequency is designed to be lower than the frequency band Ω of engine torque fluctuation. Further, when the filter 121 is constituted by a temporary delay filter, assuming that the time constant is τ, 1 / (2 × π × τ) is designed to be a frequency lower than the frequency band Ω of engine torque fluctuation.

  The feedback controller 122 can be composed of, for example, a PID (proportional integral derivative) controller, a PI (proportional integral) controller, an I (integral) controller, or the like, and a deviation (ω_in_ref−ω_in) that has passed through the filter 121. ) Is feedback-compensated, and a feedback control command value u_fb is calculated and output to the adder 105. Since the vibration component due to engine torque fluctuation included in the deviation (ω_in_ref−ω_in) is suppressed by passing through the filter 121, the feedback control command value calculated from the deviation (ω_in_ref−ω_in) that has passed through the filter 121 u_fb also has a suppressed vibration component due to engine torque fluctuation. On the other hand, the low frequency band lower than the engine torque fluctuation is not suppressed by the filter 121 and is input to the feedback controller 122. Therefore, the feedback control command value u_fb calculated by the feedback controller 122 is for causing the engine speed ω_in to follow the target value ω_in_ref in a low frequency band lower than the engine torque fluctuation. Therefore, occurrence of a steady deviation between the target value ω_in_ref of the engine speed and the detected value ω_in can be suppressed by the feedback control command value u_fb.

  In the present embodiment described above, when the electromagnetic coupling torque T_c between the input side rotor 28 and the output side rotor 18 is controlled, the electromagnetic coupling torque T_c is set to the target value T_ref (engine torque T_eng) by the feedforward control command value u_ff. ), And feedback control is performed so that the detected value ω_in of the engine speed becomes the target value ω_in_ref by the feedback control command value u_fb. Thus, the engine torque T_eng can be transmitted to the output-side rotor 18 and the desired torque can be transmitted to the drive shaft 37 while controlling the engine speed ω_in to the target value ω_in_ref. At this time, the target value ω_in_ref of the engine rotation speed is set to a value at which the engine efficiency becomes a predetermined high efficiency (for example, the highest thermal efficiency), so that the desired torque can be obtained while the engine 36 is operated at a high efficiency. Can be transmitted to the drive shaft 37. Further, in the present embodiment, the feedback control command value u_fb is suppressed by the filter 121 suppressing the vibration component due to the engine torque fluctuation included in the deviation (ω_in_ref−ω_in) between the target value ω_in_ref of the engine speed and the detected value ω_in. Therefore, vibration components due to engine torque fluctuations can be suppressed. Therefore, feedback control is performed on the electromagnetic coupling torque T_c between the input side rotor 28 and the output side rotor 18 while suppressing the occurrence of a steady deviation between the target value ω_in_ref of the engine speed and the detected value ω_in by the feedback control command value u_fb. Generation of torque fluctuation due to the vibration component of the command value u_fb can be suppressed, and transmission of vibration due to torque fluctuation of the engine 36 to the drive shaft 37 can be suppressed.

  In the configuration example shown in FIG. 6, the processing by the filter 121 is performed before the feedback controller 122, but the processing by the filter 121 can be performed after the feedback controller 122.

  In the present embodiment, the feedback control unit 104 can be configured by an I (integration) controller. That is, the transfer function of the feedback control unit 104 (relationship of the feedback control command value u_fb to the deviation (ω_in_ref−ω_in)) is designed to have an integral characteristic of KI / s (s is a Laplace operator and KI is an integral gain). It is also possible to do. In that case, as shown in FIG. 8, the feedback control unit 104 (integration controller) has a frequency characteristic in which the gain in the frequency band Ω of engine torque fluctuation is smaller than the gain in the low frequency band lower than the frequency band Ω. Have. Therefore, the feedback control command value u_fb calculated by the feedback control unit 104 (integration controller) is a component in which the vibration component due to the engine torque fluctuation is suppressed, and the engine rotational speed ω_in in the low frequency band lower than the engine torque fluctuation. Is made to follow the target value ω_in_ref. Therefore, it is possible to suppress the occurrence of torque fluctuation due to the vibration component of the feedback control command value u_fb in the electromagnetic coupling torque T_c while suppressing the occurrence of a steady deviation between the target value ω_in_ref of the engine speed and the detected value ω_in. it can. In that case, the integral gain KI is lowered to such an extent that a steady deviation between the target value ω_in_ref of the engine speed and the detected value ω_in does not occur, thereby further reducing the vibration component due to engine torque fluctuation from the feedback control command value u_fb. be able to.

  In the present embodiment, the feedback control unit 104 can also be configured by a PI (proportional integration) controller. That is, the transfer function of the feedback control unit 104 (relation of the feedback control command value u_fb to the deviation (ω_in_ref−ω_in)) is expressed by KP × (1 + 1 / (TI × s)) (KP is a proportional gain, TI is an integration time) It is also possible to design so as to have a proportional integral characteristic. In that case, the feedback control unit 104 (proportional integral controller), for example, as shown in FIG. 9, has a gain smaller in the frequency band Ω of engine torque fluctuation than the gain in the low frequency band lower than the frequency band Ω. Has characteristics. Therefore, the feedback control command value u_fb calculated by the feedback control unit 104 (proportional integral controller) is one in which the vibration component due to engine torque fluctuation is suppressed, and the engine rotation speed is low in the low frequency band lower than the engine torque fluctuation. This is to make ω_in follow the target value ω_in_ref. Therefore, it is possible to suppress the occurrence of torque fluctuation due to the vibration component of the feedback control command value u_fb in the electromagnetic coupling torque T_c while suppressing the occurrence of a steady deviation between the target value ω_in_ref of the engine speed and the detected value ω_in. it can. In that case, the integration time TI is adjusted to such an extent that a steady deviation between the target value ω_in_ref of the engine rotational speed and the detected value ω_in does not occur, and the proportional gain KP is decreased, so that the engine torque is determined from the feedback control command value u_fb. The vibration component due to fluctuations can be further reduced.

  In this embodiment, in the feedback control system that controls the electromagnetic coupling torque T_c based on the feedback control command value u_fb shown in FIG. 10, the closed-loop transfer function Tcl (jω) from the engine torque T_eng to the electromagnetic coupling torque T_c. For (ω is an angular frequency), the feedback control unit 104 is designed so that the gain in the frequency band Ω of engine torque fluctuation has a smaller frequency characteristic than the gain in the low frequency band lower than the frequency band Ω. It is also possible. In this case, assuming that the frequency characteristic of engine torque fluctuation is D (jω), for example, as shown in FIG. 11, a weight function W (jω) that always satisfies | W (jω) |> | D (jω) | To design. At that time, the frequency characteristic D (jω) of engine torque fluctuation is measured and grasped in advance. Next, the closed loop transfer function Tcl (jω) is designed so that the following expression (1) is established. An example of the frequency characteristic of the closed loop transfer function Tcl (jω) is shown in FIG.

  Assuming that the transfer function of the block 107 is P (jω) and the transfer function of the system composed of the feedback control unit 104 and the block 106 is K (jω), the closed-loop transfer function Tcl (jω) is expressed by the following equation (2). expressed.

  In the equation (2), P (jω) = 1 / Jin × 1 / jω, and the responsiveness of the electromagnetic coupling torque T_c to the torque control command value u is sufficiently high below the frequency band Ω of engine torque fluctuation. Therefore, the transfer function of the block 106 can be considered as a constant gain characteristic. Therefore, the relational expression between the closed loop transfer function Tcl (jω) and the transfer function of the feedback control unit 104 is determined from the expression (2), and the transfer function of the feedback control unit 104 can be designed.

  For example, when the feedback controller 104 is a PI controller, the transfer function K (jω) can be expressed by the following equation (3).

  When the equation (3), P (jω) = 1 / Jin × 1 / jω is substituted into the equation (2), the closed-loop transfer function Tcl (jω) is expressed by the following equation (4).

FIG. 13 shows the frequency characteristics of the closed-loop transfer function Tcl (jω) expressed by the equation (4). As shown in FIG. 13, the closed-loop transfer function Tcl (jω) represented by the equation (4) has a low-pass filter characteristic, and its cutoff frequency is (2 × KP / (Jin × TI)) ^0.5. . By adjusting the proportional gain KP and the integration time TI of the feedback control unit 104, the cutoff frequency (2 × KP / (Jin × TI)) ^0.5 of the closed-loop transfer function Tcl (jω) can be adjusted, and the engine torque It is possible to design the closed-loop transfer function Tcl (jω) so that the gain in the fluctuation frequency band Ω has a smaller frequency characteristic than the gain in the low frequency band lower than the frequency band Ω.

  The closed loop transfer function Tcl (jω) having a frequency characteristic in which the gain in the frequency band Ω of engine torque fluctuation is smaller than the gain in the low frequency band lower than the frequency band Ω is also calculated by the feedback control unit 104. The feedback control command value u_fb is a component in which the vibration component due to engine torque fluctuation is suppressed, and causes the engine speed ω_in to follow the target value ω_in_ref in a low frequency band lower than the engine torque fluctuation. Therefore, it is possible to suppress the occurrence of torque fluctuation due to the vibration component of the feedback control command value u_fb in the electromagnetic coupling torque T_c while suppressing the occurrence of a steady deviation between the target value ω_in_ref of the engine speed and the detected value ω_in. it can.

  Further, the amplitude and frequency of torque fluctuation of the engine 36 change according to the operating state such as the rotational speed ω_in and torque T_eng of the engine 36. For example, when the engine rotational speed ω_in increases, the frequency band Ω of engine torque fluctuation increases, and when the engine torque T_eng increases, the amplitude of engine torque fluctuation increases. Therefore, in the present embodiment, it is possible to change the frequency characteristics and the feedback gain of the feedback control unit 104 in accordance with the operating state such as the rotational speed ω_in of the engine 36 and the torque T_eng.

  In the configuration example of FIG. 6 in which the feedback control unit 104 includes the filter 121, for example, as shown in the frequency characteristic of the filter 121 of FIG. 14, the cutoff frequency of the filter 121 (low-pass filter) is set with respect to the decrease in the engine speed ω_in. By making it low, even if the engine torque fluctuation frequency band Ω changes due to a change in the engine rotational speed ω_in, it is possible to maintain a state where the cutoff frequency is lower than the engine torque fluctuation frequency band Ω. Therefore, even if the engine rotational speed ω_in changes, a reduction in the amount of suppression on the drive shaft 37 due to engine torque fluctuations can be reduced while suppressing the occurrence of a steady deviation between the target value ω_in_ref of the engine rotational speed and the detected value ω_in. Can be prevented. Alternatively, the time constant τ of the filter 121 (temporary delay filter) can be increased with respect to the decrease in the engine speed ω_in. Further, for example, as shown in the frequency characteristic of the filter 121 in FIG. 15, by reducing the cutoff frequency of the filter 121 (low-pass filter) with respect to the increase in the engine torque T_eng, the increase in the engine torque T_eng causes the fluctuation in the engine torque. Even if the amplitude increases, it is possible to increase the suppression amount of the vibration component in the filter 121 due to engine torque fluctuation. Therefore, even if the engine torque T_eng changes, the occurrence of a steady deviation between the target value ω_in_ref of the engine rotation speed and the detected value ω_in is suppressed, and a decrease in the suppression amount of vibration on the drive shaft 37 due to engine torque fluctuation is prevented. be able to. Alternatively, it is possible to increase the time constant τ of the filter 121 (temporary delay filter) with respect to the increase in the engine torque T_eng.

  In the example in which the feedback control unit 104 is configured by an integral controller, for example, as shown in the frequency characteristic of the feedback control unit 104 in FIG. 16, the integral gain (feedback gain) KI is decreased with respect to the decrease in the engine speed ω_in. Thus, even if the engine torque fluctuation frequency band Ω is reduced due to the decrease in the engine rotational speed ω_in, it is possible to prevent the vibration component suppression amount from being reduced due to the engine torque fluctuation. Therefore, even if the engine rotational speed ω_in changes, a reduction in the amount of suppression on the drive shaft 37 due to engine torque fluctuations can be reduced while suppressing the occurrence of a steady deviation between the target value ω_in_ref of the engine rotational speed and the detected value ω_in. Can be prevented. Further, for example, as shown in the frequency characteristic of the feedback control unit 104 in FIG. 17, by reducing the integral gain (feedback gain) KI with respect to the increase in the engine torque T_eng, the amplitude of the engine torque fluctuation due to the increase in the engine torque T_eng. Even if increases, the amount of suppression of vibration components due to engine torque fluctuations can be increased. Therefore, even if the engine torque T_eng changes, the occurrence of a steady deviation between the target value ω_in_ref of the engine rotation speed and the detected value ω_in is suppressed, and a decrease in the suppression amount of vibration on the drive shaft 37 due to engine torque fluctuation is prevented. be able to.

In an example in which the feedback control unit 104 is configured by a proportional-integral controller, for example, as shown in the frequency characteristic of the feedback control unit 104 in FIG. 18, the proportional gain (feedback gain) KP is reduced with respect to the decrease in the engine rotational speed ω_in. . When the proportional gain KP decreases, the cutoff frequency (2 × KP / (Jin × TI)) ^{0.5 of the} closed loop transfer function Tcl (jω) shown in FIG. 13 decreases. By reducing the proportional gain KP with respect to the decrease in the engine speed ω_in, even if the frequency band Ω of the engine torque fluctuation is reduced due to the decrease in the engine speed ω_in, the amount of suppression of the vibration component due to the engine torque fluctuation is reduced. Can be prevented. Therefore, even if the engine rotational speed ω_in changes, a reduction in the amount of suppression on the drive shaft 37 due to engine torque fluctuations can be reduced while suppressing the occurrence of a steady deviation between the target value ω_in_ref of the engine rotational speed and the detected value ω_in. Can be prevented. Further, for example, as shown in the frequency characteristic of the feedback control unit 104 in FIG. 19, the proportional gain (feedback gain) KP is reduced with respect to the increase in the engine torque T_eng (the cutoff frequency (2 of the closed loop transfer function Tcl (jω)). XKP / (Jin × TI)) ^0.5 )), even if the amplitude of the engine torque fluctuation increases due to the increase of the engine torque T_eng, the suppression amount of the vibration component due to the engine torque fluctuation can be increased. Therefore, even if the engine torque T_eng changes, the occurrence of a steady deviation between the target value ω_in_ref of the engine rotation speed and the detected value ω_in is suppressed, and a decrease in the suppression amount of vibration on the drive shaft 37 due to engine torque fluctuation is prevented. be able to.

  When the electromagnetic coupling torque T_c is controlled by the torque control command value u = (u_ff + u_fb) described above, the input / output of the rotating electrical machine 10 can be switched. That is, the second rotor 18 may be mechanically connected to the engine 36, and the first rotor 28 may be mechanically connected to the drive shaft 37 (wheel 38) via the transmission 44. In this case, the power from the engine 36 is transmitted to the second rotor 18, and the power from the first rotor 28 is shifted by the transmission 44 and transmitted to the drive shaft 37. Thus, the first rotor 28 becomes the output side rotor. Further, when the electromagnetic coupling torque T_c is controlled by the torque control command value u described above, the stator 16 and the inverter 40 can be omitted.

  In the above embodiment, vibration due to engine torque fluctuation can be suppressed from being transmitted to the drive shaft 37 (wheel 38), while the input side rotating element including the engine 36, the input side rotor 28, and the slip ring 95 is provided. Therefore, vibration due to engine torque fluctuation remains. FIG. 20 shows a configuration example of the electronic control unit 50 for reducing the vibration of the input side rotating element due to engine torque fluctuation. The engine torque vibration estimation unit 132 estimates a vibration component ΔT of the torque of the engine 36. As described above, the torque generated by the engine 36 varies with respect to the crank angle. Further, when the engine rotational speed ω_in increases, the frequency of the engine torque vibration component ΔT increases, and when the engine torque T_eng increases, the engine torque vibration component increases. The amplitude of ΔT increases. Therefore, based on the crank angle, the engine speed ω_in, the throttle opening (in the case of a spark ignition type internal combustion engine such as a gasoline engine) or the fuel injection amount (in the case of a compression ignition type internal combustion engine such as a diesel engine), It is possible to estimate the engine torque vibration component ΔT. Further, in the case of a spark ignition type internal combustion engine, it is also preferable to add an air-fuel ratio and ignition timing to the estimation of the engine torque vibration component ΔT. The correction controller 133 generates and outputs a correction command value Δu1 corresponding to the engine torque vibration component (estimated value) ΔT from the engine torque vibration estimation unit 132. When the PM motor torque T_mg between the stator 16 and the output side rotor 18 is controlled by the correction command value Δu1, the PM motor torque T_mg in the engine rotation direction that acts on the output side rotor 18 from the stator 16 becomes equal to the estimated value ΔT. A correction command value Δu1 is calculated by the correction controller 133. The limiter 134 limits the correction command value Δu1 calculated by the correction controller 133 so as to be within a predetermined limit range (negative lower limit value−ulim or more and positive upper limit value ulim or less). For ulim, the smaller one of the maximum value of the electromagnetic coupling torque that can be applied between the input side rotor 28 and the output side rotor 18 and the maximum value of the PM motor torque that can be applied between the stator 16 and the output side rotor 18. Is set to the value of

  The adder 135 corrects the torque control command value u to (u + Δu1) by adding the correction command value Δu1 from the limiter 134 to the torque control command value u = (u_ff + u_fb) from the adder 105. Then, the electromagnetic coupling torque between the input side rotor 28 and the output side rotor 18 is controlled by the torque control command value (u + Δu1) corrected by the correction command value Δu1. The correction command value Δu1 is a command value based on a vibration component corresponding to engine torque fluctuation, and the electromagnetic coupling torque is controlled mainly by the torque control command value u (feedforward control command value u_ff and feedback control command value u_fb). The vibration component ΔT controlled by the correction command value Δu1 is superimposed on the torque T_c. At this time, the correction command value Δu1 is limited by the limiter 134 to be not less than the lower limit value −ulim and not more than the upper limit value ulim, so that the torque component ΔT based on the correction command value Δu1 becomes the maximum value of the electromagnetic coupling torque and the PM motor torque. It is limited not to exceed the smaller value of the maximum value of. The electromagnetic coupling torque in the engine rotation direction that acts on the output side rotor 18 from the input side rotor 28 becomes (T_c + ΔT), and as an opposite action, the electromagnetic coupling torque in the engine rotation direction that acts on the input side rotor 28 from the output side rotor 18. Becomes (−T_c−ΔT). The vibration component −ΔT of the electromagnetic coupling torque (−T_c−ΔT) acting on the input side rotor 28 cancels out with the vibration component ΔT included in the torque generated by the engine 36, so that the engine 36 transfers the input side rotor 28. It is possible to reduce fluctuations in the transmitted torque, and it is possible to reduce vibrations of the input side rotating elements including the engine 36, the input side rotor 28, and the slip ring 95.

  The sign inverter 136 inverts the sign of the correction command value Δu1 from the limiter 134 and outputs the result. The PM motor torque T_mg between the stator 16 and the output side rotor 18 is controlled by the correction command value −Δu1 from the sign inverter 136. The correction command value −Δu1 is a command value based on a vibration component corresponding to engine torque fluctuation, and the PM motor torque T_mg includes a vibration component ΔT. The PM motor in the engine rotation direction acting on the output-side rotor 18 from the stator 16 Torque T_mg is −ΔT. In this case, the correction command value Δu1 is limited by the limiter 134 to be not less than the lower limit value −ulim and not more than the upper limit value ulim, so that the absolute value of the torque −ΔT based on the correction command value −Δu1 is the maximum value of the electromagnetic coupling torque. And it is limited not to exceed the smaller value of the maximum value of PM motor torque. The vibration component −ΔT of the PM motor torque T_mg acting on the output side rotor 18 from the stator 16 cancels the vibration component ΔT of the electromagnetic coupling torque (T_c + ΔT) acting on the output side rotor 18 from the input side rotor 28. Variations in electromagnetic coupling torque acting on the output side rotor 18 from the input side rotor 28 are suppressed. As a result, the vibration component ΔT does not occur in the combined torque of the electromagnetic coupling torque and the PM motor torque acting on the output-side rotor 18, and the transmission of vibration to the drive shaft 37 can be suppressed. At that time, the limit value 134 limits the correction command value Δu1 to the lower limit value −ulim and the upper limit value ulim, so that the vibration component −ΔT of the PM motor torque T_mg and the vibration component ΔT of the electromagnetic coupling torque (T_c + ΔT). Can be reliably canceled by the output-side rotor 18. In FIG. 20, a block 146 represents the relationship of the PM motor torque −ΔT with respect to the correction command value −Δu1, and includes the characteristics of the inverter 40, the characteristics of the PM motor unit by the stator 16 and the output side rotor 18, and the like.

  According to the configuration example shown in FIG. 20 described above, not only the vibration due to the torque fluctuation of the engine 36 can be suppressed from being transmitted to the drive shaft 37, but also the input including the engine 36, the input-side rotor 28, and the slip ring 95. Also in the side rotation element, vibration due to engine torque fluctuation can be reduced.

  In Patent Document 2, in order to suppress vibration due to engine torque fluctuation, torque fluctuation corresponding to engine torque fluctuation is added to the torque of the motor generator arranged in the power transmission path between the engine and the drive shaft. Is output. However, in Patent Document 2, in order to increase the amount of vibration suppression due to engine torque fluctuation, it is necessary to increase the torque fluctuation level to be added to the output torque of the motor generator. For this purpose, the torque capacity of the motor generator is increased. It needs to be bigger. On the other hand, in the configuration example shown in FIG. 20, even if the level of the vibration component corresponding to the engine torque fluctuation in the correction command value Δu1 is small, the vibration component of the PM motor torque T_mg acting on the output side rotor 18 from the stator 16 − Since ΔT cancels out the vibration component ΔT of the electromagnetic coupling torque (T_c + ΔT) acting on the output-side rotor 18 from the input-side rotor 28, the amount of suppression of vibration due to engine torque fluctuations on the drive shaft 37 can be increased. . As a result, the amount of suppression on the drive shaft 37 due to engine torque fluctuations can be increased without increasing the torque capacity of the PM motor section by the stator 16 and the output-side rotor 18.

  FIG. 21 shows another configuration example of the electronic control unit 50 for reducing the vibration of the input side rotating element due to engine torque fluctuation. The correction feedback control unit 144 generates a correction feedback control command value u_fb0 based on the deviation (ω_in_ref−ω_in) from the differentiator 103. However, unlike the feedback control unit 104, the correction feedback control unit 144 here is configured so that the vibration component due to engine torque fluctuation included in the deviation (ω_in_ref−ω_in) is not suppressed in the correction feedback control command value u_fb0. Then, a correction feedback control command value u_fb0 is generated. For this purpose, the frequency characteristic of the correction feedback control unit 144 is designed to be larger than the frequency characteristic of the feedback control unit 104 so that the gain in the frequency band Ω of the vibration component due to engine torque fluctuation is increased. For example, in the configuration example of FIG. 6 in which the feedback control unit 104 includes the filter 121, the correction feedback control unit 144 is configured by a feedback controller that does not include the filter 121 and has a frequency characteristic equivalent to that of the feedback controller 122. Further, in the example in which the feedback control unit 104 and the correction feedback control unit 144 are configured by an integral controller, the integral gain of the correction feedback control unit 144 is made larger than the integral gain of the feedback control unit 104. Further, in the example in which the feedback control unit 104 and the correction feedback control unit 144 are configured by a proportional integral controller, the proportional gain of the correction feedback control unit 144 is made larger than the proportional gain of the feedback control unit 104.

  The differentiator 143 calculates a difference (u_fb0−u_fb) between the correction feedback control command value u_fb0 calculated by the correction feedback control unit 144 and the feedback control command value u_fb calculated by the feedback control unit 104. The value Δu1 is output to the limiter 134. The correction feedback control command value u_fb0 calculated by the correction feedback control unit 144 includes a vibration component due to engine torque fluctuation and a low frequency component lower than the vibration component without being suppressed, and the feedback control unit In the feedback control command value u_fb calculated in 104, the low frequency component is included without being suppressed, while the vibration component due to engine torque fluctuation is suppressed. Therefore, in the correction command value Δu1 = (u_fb0−u_fb) output from the difference unit 143 to the limiter 134, the low frequency component is suppressed, while the vibration component due to engine torque fluctuation remains, and the vibration component corresponding to the engine torque fluctuation. It becomes the command value by. Similarly to the configuration example shown in FIG. 20, the electromagnetic coupling torque between the input side rotor 28 and the output side rotor 18 is controlled by the torque control command value (u + Δu1), so that the engine 36 transmits the torque to the input side rotor 28. The electromagnetic cup acting on the output side rotor 18 from the input side rotor 28 can be reduced by controlling the PM motor torque between the stator 16 and the output side rotor 18 by the correction command value −Δu1. It is possible to suppress the vibration from being transmitted to the drive shaft 37 by suppressing the fluctuation of the ring torque.

  In the configuration example shown in FIG. 21, it is possible to change the frequency characteristics and feedback gain of the feedback control unit 104 and the correction feedback control unit 144 in accordance with the operation state such as the rotational speed ω_in of the engine 36 and the torque T_eng. . In the example in which the feedback control unit 104 and the correction feedback control unit 144 are configured by an integral controller, the integral gain (feedback gain) of the correction feedback control unit 144 is the integral of the feedback control unit with respect to the decrease in the engine speed ω_in. While maintaining a state larger than the gain (feedback gain), the integral gain of the feedback control unit 104 and the integral gain of the correction feedback control unit 144 are reduced. As a result, even if the engine torque fluctuation frequency band Ω is reduced due to the decrease in the engine rotational speed ω_in, the suppression amount of the vibration on the input side rotation element (input side rotor 28) and the drive shaft 37 due to the engine torque fluctuation is reduced. Can be prevented. Further, the integral gain of the feedback control unit 104 and the correction feedback control unit 144 are maintained while maintaining the state where the integral gain of the correction feedback control unit 144 is larger than the integral gain of the feedback control unit as the engine torque T_eng increases. Reduce the integral gain of. As a result, even if the amplitude of the engine torque fluctuation increases due to the increase in the engine torque T_eng, it is possible to prevent a reduction in the amount of suppression of the vibration on the input side rotation element (input side rotor 28) and the drive shaft 37 due to the engine torque fluctuation. it can.

  Further, in the example in which the feedback control unit 104 and the correction feedback control unit 144 are configured by a proportional integral controller, the proportional gain (feedback gain) of the correction feedback control unit 144 is feedback controlled with respect to the decrease in the engine speed ω_in. The proportional gain of the feedback control unit 104 and the proportional gain of the correction feedback control unit 144 are reduced while maintaining a state larger than the proportional gain (feedback gain) of the unit. As a result, even if the engine torque fluctuation frequency band Ω is reduced due to the decrease in the engine rotational speed ω_in, the suppression amount of the vibration on the input side rotation element (input side rotor 28) and the drive shaft 37 due to the engine torque fluctuation is reduced. Can be prevented. Further, the proportional gain of the feedback control unit 104 and the correction feedback control unit 144 are maintained while maintaining the state in which the proportional gain of the correction feedback control unit 144 is larger than the proportional gain of the feedback control unit with respect to the increase in the engine torque T_eng. Reduce the proportional gain of. As a result, even if the amplitude of the engine torque fluctuation increases due to the increase in the engine torque T_eng, it is possible to prevent a reduction in the amount of suppression of the vibration on the input side rotation element (input side rotor 28) and the drive shaft 37 due to the engine torque fluctuation. it can.

  As mentioned above, although the form for implementing this invention was demonstrated, this invention is not limited to such embodiment at all, and it can implement with a various form in the range which does not deviate from the summary of this invention. Of course.

  DESCRIPTION OF SYMBOLS 10 Rotating electric machine, 16 Stator, 18 Output side rotor (2nd rotor), 20 Stator winding, 28 Input side rotor (1st rotor), 30 Rotor winding, 32, 33 Permanent magnet, 36 Engine, 37 Drive shaft, 38 Wheel, 40, 41 Inverter, 42 Power storage device, 44 Transmission, 50 Electronic control unit, 51 Stator core, 52, 53 Rotor core, 61 Rotational speed sensor, 95 Slip ring, 96 Brush, 102 Feed forward control unit, 103, 143 Difference unit, 104 feedback control unit, 105,135 adder, 121 filter, 122 feedback control unit, 132 engine torque vibration estimation unit, 133 correction controller, 134 limiter, 136 sign inverter, 144 correction feedback control unit.

Claims (11)

A first rotor provided with a rotor conductor capable of generating a rotating magnetic field when an alternating current flows;
A second rotor that is rotatable relative to the first rotor and in which a torque acts between the first rotor and a rotating magnetic field generated by the rotor conductor;
A control device for controlling torque acting between the first rotor and the second rotor;
With
A power transmission device in which power from an engine is transmitted to one of a first rotor and a second rotor, and power is transmitted from the other of the first rotor and the second rotor to a drive shaft,
The control device
A feedforward control unit that generates a feedforward control command value based on a target value of torque acting between the first rotor and the second rotor;
A feedback control unit that generates a feedback control command value based on a deviation between a target value of the engine speed and a detected value;
And controlling the torque acting between the first rotor and the second rotor based on the torque control command value calculated from the feedforward control command value and the feedback control command value,
The feedback control unit generates a feedback control command value so that a vibration component due to engine torque fluctuation included in the deviation between the target value and the detected value of the engine rotation speed is suppressed in the feedback control command value. . The power transmission device according to claim 1,
A stator in which a stator conductor capable of generating a rotating magnetic field when an alternating current flows is provided, and the second rotor according to the rotating magnetic field generated in the stator conductor acting on the second rotor Further including a stator on which torque acts,
Power from the engine is transmitted to the first rotor, power is transmitted from the second rotor to the drive shaft,
The control device
The torque control command value is corrected with the correction command value based on the vibration component corresponding to the engine torque variation, and the variation of the torque transmitted from the engine to the first rotor is reduced based on the corrected torque control command value. Controlling the torque acting between the first and second rotors,
Furthermore, the power transmission device which controls the torque which acts between a stator and a 2nd rotor so that the fluctuation | variation of the torque which acts on a 2nd rotor from a 1st rotor based on the said correction | amendment command value may be controlled. The power transmission device according to claim 2,
The control device estimates a vibration component of the engine torque and generates the correction command value based on the estimated vibration component of the engine torque. The power transmission device according to claim 2,
The control device further includes a correction feedback control unit that generates a correction feedback control command value based on a deviation between the target value of the engine rotation speed and the detected value,
The frequency characteristic of the feedback control unit for correction has a larger gain in the frequency band of the vibration component due to engine torque fluctuation than the frequency characteristic of the feedback control unit,
A power transmission device that generates the correction command value based on a difference between a correction feedback control command value and a feedback control command value. The power transmission device according to claim 4,
The feedback gain of the feedback control unit and the feedback control unit for correction while maintaining the state where the feedback gain of the correction feedback control unit is larger than the feedback gain of the feedback control unit with respect to a decrease in engine speed or an increase in engine torque A power transmission device that reduces the feedback gain. The power transmission device according to any one of claims 2 to 5,
The torque according to the correction command value does not exceed the smaller value of the maximum torque that can be applied between the first rotor and the second rotor and the maximum torque that can be applied between the stator and the second rotor. The power transmission device in which the correction command value is limited. The power transmission device according to any one of claims 1 to 6,
The feedback control unit is a power transmission device including a filter that suppresses vibration components due to engine torque fluctuations. The power transmission device according to claim 7,
The filter is a low-pass filter, and lowers the cut-off frequency of the low-pass filter in response to a decrease in engine speed or an increase in engine torque. The power transmission device according to any one of claims 1 to 6,
The feedback control unit is a power transmission device in which a gain in a frequency band of a vibration component due to engine torque fluctuation is smaller than a gain in a low frequency band lower than the frequency band. The power transmission device according to any one of claims 1 to 6,
In a feedback control system that controls torque acting between the first and second rotors based on a feedback control command value, closed loop transmission from engine torque to torque acting between the first and second rotors The function is a power transmission device in which a gain in a frequency band of a vibration component due to engine torque fluctuation has a frequency characteristic smaller than a gain in a low frequency band lower than the frequency band. It is a power transmission device of any one of Claims 1-10,
A power transmission device that reduces a feedback gain of a feedback control unit in response to a decrease in engine rotation speed or an increase in engine torque.

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