JP2012205422A - Control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a rotary electric machine, which can estimate a response of a rotational speed of the rotary electric machine to driving force requested for the driving of a vehicle, in consideration of external resistance.SOLUTION: The control device controls the rotary electric machine as a drive power source for wheels included in the vehicle. The control device includes: a vehicle-requested rotational speed estimator for estimating the response of the vehicle-requested rotational speed that is the rotational speed of the rotary electric machine to vehicle-requested torque that is torque requested to drive the wheels, by use of an estimation model having variable parameters; and a parameter identification device for identifying a parameter that changes the variable parameter to reduce a deviation between the vehicle-requested rotational speed and a detected value of the rotational speed of the rotary electric machine.

Description

  The present invention relates to a control device for controlling a rotating electrical machine as a driving force source for wheels provided in a vehicle.

  Regarding the control device as described above, for example, the following Patent Literature 1 discloses the following technology of the vibration suppression control device. This vibration suppression control device performs vibration suppression control to suppress shaft torsional vibration generated in the power transmission system by controlling the output torque of the rotating electrical machine when starting a vehicle having a driving force source of the rotating electrical machine. . In the technique of Patent Document 1, disturbance torque is estimated based on the output torque of the rotating electrical machine and the rotational speed of the rotating electrical machine, and the control torque is calculated by multiplying the estimated disturbance torque by a control gain. The technique of Patent Document 1 calculates a torque command value for the rotating electrical machine by adding the control torque to the required torque. Therefore, in the technique of Patent Document 1, the torque command value is increased or decreased so that the disturbance torque can be canceled.

  However, in the technique of Patent Document 1, it is configured to suppress vibration by canceling disturbance torque. However, disturbance torque is caused by external resistance such as air resistance, slope resistance, tire friction resistance, and brake. If this occurs, if these disturbance torques are canceled, the acceleration or deceleration of the vehicle may change regardless of the driving state or brake operation, which may cause the driver to feel uncomfortable. .

JP 2001-28809 A

  Therefore, a control device for a rotating electrical machine that can estimate the response of the rotational speed of the rotating electrical machine to the driving force required for driving the vehicle in consideration of external resistance is required.

  A characteristic configuration of a control device for controlling a rotating electrical machine as a driving force source of a wheel provided in a vehicle according to the present invention is required for driving the wheel using an estimation model having a variable parameter. A vehicle required rotational speed estimator that estimates a response of a vehicle required rotational speed that is the rotational speed of the rotating electrical machine to a vehicle required torque that is a torque that is present, and a detected value of the vehicle required rotational speed and the rotational speed of the rotating electrical machine. And a parameter identifier for executing parameter identification for changing the variable parameter so that the deviation is reduced.

  In the present application, the “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator that functions as both a motor and a generator as necessary.

  According to this characteristic configuration, the vehicle required rotational speed estimator can estimate the response of the rotational speed of the rotating electrical machine to the vehicle required torque using an estimation model having a variable parameter. Note that various external resistances acting on the vehicle act on the rotating electrical machine via the wheels. However, since these various external resistances change with time, the estimation accuracy of the rotational speed of the rotating electrical machine varies. According to the above characteristic configuration, the parameter identifier changes the variable parameter of the estimation model so that the deviation between the vehicle required rotational speed and the detected value of the rotational speed of the rotating electrical machine is reduced. Each external resistance to be identified can be identified and reflected in the estimation model. Therefore, even if the external resistance changes, the estimation model can be adapted to the change in the external resistance, and the estimation accuracy of the vehicle required rotational speed can be maintained.

  Here, the vehicle includes an internal combustion engine in addition to the rotating electrical machine as the driving force source, and a power transmission system that drives and connects the engaging device, the rotating electrical machine, and the wheels in this order from the internal combustion engine side. Preferably, the parameter identifier executes the parameter identification when the engagement device is in a released state where no driving force is transmitted.

Since the internal combustion engine generates output torque by combustion, the actual output torque is likely to fluctuate with respect to the required torque. On the other hand, since the rotating electrical machine generates output torque in proportion to the current, the actual output torque matches the required torque relatively accurately.
According to the above configuration, when the engagement device is engaged, the output torque of the internal combustion engine and the output torque of the rotating electrical machine are transmitted to the wheels. On the other hand, when the engagement device is released, the output torque of the internal combustion engine is not transmitted to the wheel, and the output torque of the rotating electrical machine is transmitted to the wheel. Therefore, when the engagement device is released, the output torque transmitted to the wheels matches the vehicle required torque with high accuracy.
According to the above configuration, the parameter identification is executed when the engagement device is at least in the released state, so that the output torque transmitted to the vehicle and the vehicle required torque input to each controller are accurately obtained. Parameter identification can be performed in a state of coincidence. Therefore, the identification accuracy of the variable parameter can be improved, and the estimation accuracy of the vehicle required rotational speed can be improved.

  Further, the estimation model is set based on a vehicle model in which a response of the vehicle speed to the driving force transmitted to the wheels is represented by a first order lag, and the variable parameter corresponds to the first order lag parameter. This is preferable.

According to this configuration, the vehicle required rotational speed estimator uses the estimation model set based on the vehicle model that represents the response of the vehicle speed to the driving force transmitted to the wheels, and thus acts on the vehicle. The response of the rotational speed of the rotating electrical machine to the vehicle required torque can be estimated in consideration of various external resistances. Further, since the vehicle model is expressed by a first-order lag, the model does not take into account the torsion of the power transmission system from the rotating electrical machine to the wheels. Here, the shaft torsional vibration component generated in the rotational speed of the rotating electrical machine is a response of the rotational speed that is not required for the vehicle required torque. Therefore, by using the estimation model set based on the vehicle model expressed by the first-order lag, it is possible to estimate the rotational speed response of the rotating electrical machine in which the generation of the shaft torsional vibration component is suppressed.
In addition, according to the above configuration, the vehicle model is expressed by a simple first-order lag, so that the configuration of the vehicle required rotational speed estimator and the parameter identifier set based on the vehicle model is relatively simple. can do.

  The vehicle model linearizes a vehicle speed-dependent external resistance that is an external resistance that acts on the vehicle and changes according to the vehicle speed with respect to the vehicle speed, and acts on the vehicle and the vehicle acting on the vehicle. Based on vehicle speed-independent external resistance that does not change according to speed and vehicle inertia, the vehicle speed response to the driving force is a model represented by a first-order lag, and the variable parameter is the vehicle speed It is preferable to adopt a configuration corresponding to the dependence external resistance, the vehicle speed independent external resistance, and the vehicle inertia.

According to this configuration, since the vehicle speed dependent external resistance such as air resistance proportional to the square of the vehicle speed is linearized with respect to the vehicle speed, the vehicle speed that is the output of the vehicle model is multiplied by the linearization gain, It is possible to set a closed loop that returns to the input side of the vehicle model. Therefore, the vehicle model can be set to a first-order delay and can be adapted to the characteristics of the vehicle speed-dependent external resistance. In addition, since the vehicle model is a first-order lag set based on vehicle speed dependent external resistance, vehicle speed independent external resistance, and vehicle inertia, only the vehicle speed dependent external resistance acting on the vehicle is used. In addition, the vehicle required rotational speed can be accurately estimated in consideration of external resistance and vehicle inertia independent of the vehicle speed.
In addition, since the variable parameters correspond to vehicle speed dependent external resistance, vehicle speed independent external resistance, and vehicle inertia, vehicle speed dependent external resistance, vehicle speed independent external resistance, and vehicle inertia that change with time are identified. It can be reflected in the estimation model. Therefore, even if the vehicle speed-dependent external resistance, the vehicle speed-independent external resistance, and the vehicle inertia change, the estimation accuracy of the vehicle required rotational speed can be maintained.

  The vehicle includes an internal combustion engine as the driving force source in addition to the rotating electrical machine, and a power transmission system that drives and connects the engaging device, the rotating electrical machine, and the wheels in this order from the internal combustion engine side. The vehicle required rotational speed estimator is configured to engage the vehicle required torque with the engagement device within a specific period set in at least a part of a period from the start of engagement of the engagement device to the completion of engagement. The vehicle required rotational speed is estimated based on a detected value of the rotational speed of the rotating electrical machine before the start, and the parameter identifier includes the vehicle required torque and the vehicle required rotational speed within the specific period. It is preferable that the variable parameter is changed based on a deviation from a detected value of the rotational speed of the rotating electrical machine and a detected value of the rotational speed of the rotating electrical machine before starting the engagement of the engagement device. .

During the period from the start of engagement of the engagement device to the completion of engagement, a torque shock may occur due to fluctuations in the transmission torque of the engagement device, and shaft torsional vibration may occur in the power transmission system. For this reason, a shaft torsional vibration component may be superimposed on the detected value of the rotational speed of the rotating electrical machine.
According to the above configuration, the vehicle required rotational speed estimator estimates the vehicle required rotational speed based on the detected value of the rotational speed of the rotating electrical machine before the engagement device is engaged within the set specific period. Therefore, it is possible to suppress the axial torsional vibration component from being superimposed on the vehicle required rotational speed.
Further, according to the above configuration, the parameter identifier rotates the vehicle requested rotational speed while the detected value of the rotational speed of the rotating electrical machine input to each controller is held at the value before the start of engagement. The variable parameter is changed so as to coincide with the detected value of the rotation speed of the electric machine. Therefore, even if the detected value of the rotational speed of the rotating electrical machine is held at the value before the start of engagement, the vehicle required rotational speed is matched with the behavior of the detected value of the rotational speed of the rotating electrical machine excluding the shaft torsional vibration component. be able to.
Therefore, even when the shaft torsional vibration component is superimposed on the detected value of the rotational speed of the rotating electrical machine, such as when the engagement device is engaged, it is possible to suppress the shaft torsional vibration component from being superimposed on the vehicle required rotational speed, The vehicle required rotational speed can be made to coincide with the behavior of the detected value of the rotational speed of the rotating electrical machine excluding the shaft torsional vibration component. Therefore, it is possible to estimate the response of the rotational speed of the rotating electrical machine in which the generation of the shaft torsional vibration component is suppressed.

  The vehicle includes an internal combustion engine as the driving force source in addition to the rotating electrical machine, and a power transmission system that drives and connects the engaging device, the rotating electrical machine, and the wheels in this order from the internal combustion engine side. In the case of a slipping engagement state in which a rotational speed difference and torque transmission occur between the engaging members of the engaging device, the rotating electrical machine required torque, which is the output torque required for the rotating electrical machine, It is preferable that a value obtained by adding the transmission torque of the engagement device in which the direction of transmission to the wheel side is positive is set as the vehicle required torque.

When the engagement device is in the sliding engagement state, a torque obtained by adding the torque transmitted between the engagement members of the engagement device to the output torque of the rotating electrical machine is the transmission torque transmitted to the wheel side. . When the rotation speed of the engagement member on the internal combustion engine side is higher than the rotation speed of the engagement member on the wheel side, torque is transmitted between the engagement members from the internal combustion engine side to the wheel side. On the other hand, when the rotation speed of the engagement member on the internal combustion engine side is lower than the rotation speed of the engagement member on the wheel side, torque is transmitted between the engagement members from the wheel side toward the internal combustion engine side.
According to the above configuration, when the engagement device is in the sliding engagement state, the vehicle request torque is considered in consideration of the torque transmitting the engagement device including the torque transmission direction in addition to the output torque of the rotating electrical machine. Therefore, the vehicle required torque can be brought close to the transmission torque transmitted to the wheel side. Therefore, it is possible to improve the estimation accuracy of the vehicle required rotational speed estimated based on the vehicle required torque.

  Further, the vehicle required rotational speed estimator has a primary delay with respect to a value obtained by subjecting the vehicle required torque to a primary delay filter process and a multiplication process of a first variable parameter, and a detected value of the rotational speed of the rotating electrical machine. The vehicle required rotational speed is estimated using the estimation model that sets a value obtained by adding the filter processing and the value obtained by multiplying the second variable parameter to the vehicle required rotational speed, and the parameter identifier Multiplies the value obtained by performing the first-order lag filter process on the vehicle required torque by the deviation between the vehicle required rotational speed and the detected value of the rotational speed of the rotating electrical machine, and multiplies the multiplied value by a predetermined gain. A value obtained by integrating the values is set in the first variable parameter, and a value obtained by performing first-order lag filter processing on the detected value of the rotational speed of the rotating electrical machine is set to the value required for the vehicle requested rotational speed and Multiplied by the deviation between the detected value of the rotational speed of the electric machine is a value obtained by integrating the value obtained by multiplying a predetermined gain to the multiplication value is preferable to the configuration to be set in the second variable parameter.

  According to this configuration, the estimation model can be represented by a linear parametric model in which the output of the estimation model is linear with respect to each variable parameter by introducing two first-order lag filtering processes. is made of. Therefore, as in the above configuration, the parameter identifier can be set to an identifier based on a so-called integral type adaptive law in which a deviation is multiplied by a predetermined gain and a value obtained by integrating the multiplied value is set as a variable parameter. Therefore, the convergence of the variable parameter to the true value can be ensured.

  Further, based on a rotation speed controller that calculates a feedback torque command value that matches a detected value of the rotation speed of the rotating electrical machine with the vehicle request rotation speed, the vehicle request torque and the feedback torque command value, It is preferable to include a torque command value calculator that calculates an output torque command value that is a command value of the output torque of the rotating electrical machine.

According to this configuration, even if the rotational speed of the rotating electrical machine vibrates due to shaft torsional vibration or the like, the vibration component of the rotational speed of the rotating electrical machine is reduced by feeding back the rotational speed of the rotating electrical machine to the vehicle required rotational speed. Can be controlled.
The vehicle required rotational speed is a response of the rotational speed of the rotating electrical machine to the vehicle required torque estimated in consideration of the external resistance acting on the vehicle as described above. Therefore, by setting the vehicle required rotational speed as the target value, it is possible to suppress the rotational speed control by the rotating electric machine from acting to cancel the external resistance, and to act to reduce vibration components such as shaft torsional vibration. it can. Therefore, the vibration component of the rotational speed of the rotating electrical machine can be reduced while maintaining the acceleration or deceleration of the vehicle due to the traveling state or the brake operation.

  The vehicle includes an internal combustion engine as the driving force source in addition to the rotating electrical machine, and a power transmission system that drives and connects the engaging device, the rotating electrical machine, and the wheels in this order from the internal combustion engine side. The rotation speed controller is configured to start the engagement of the engagement device from completion of engagement for starting the internal combustion engine by transmitting torque from the rotating electrical machine to the internal combustion engine via the engagement device. It is preferable that the feedback torque command value is calculated in at least a part of the period.

  According to this configuration, it is possible to effectively suppress the vibration by performing the rotational speed control in at least a part of the period from the start of the engagement of the engagement device to the completion of the engagement where the shaft torsional vibration is likely to occur. .

It is a schematic diagram which shows schematic structure of the vehicle drive device and control apparatus which concern on embodiment of this invention. It is a block diagram which shows the structure of the control apparatus which concerns on embodiment of this invention. It is a block diagram which shows the structure of the control apparatus which concerns on embodiment of this invention. It is a figure for demonstrating the vehicle model which concerns on embodiment of this invention. It is a figure for demonstrating the vehicle model which concerns on embodiment of this invention. It is a figure for demonstrating the vehicle model which concerns on embodiment of this invention. It is a figure for demonstrating the vehicle model which concerns on embodiment of this invention. It is a figure for demonstrating the vehicle model which concerns on embodiment of this invention. It is a block diagram which shows the structure of the control apparatus which concerns on embodiment of this invention. It is a figure for demonstrating the vehicle model which concerns on embodiment of this invention. It is a block diagram which shows the structure of the control apparatus which concerns on embodiment of this invention. It is a time chart explaining the comparative example of this invention. It is a time chart explaining the process of the control apparatus which concerns on embodiment of this invention.

[First embodiment]
An embodiment of a rotating electrical machine control device 32 according to the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle drive device 1 according to the present embodiment. As shown in this figure, a vehicle equipped with the vehicle drive device 1 is a hybrid vehicle including an engine E that is an internal combustion engine and a rotating electrical machine MG as a driving force source of the vehicle. In this figure, the solid line indicates the driving force transmission path, the broken line indicates the hydraulic oil supply path, and the alternate long and short dash line indicates the signal transmission path. The rotating electrical machine MG is included in the power transmission system 2 from the driving force source of the vehicle to the wheels W. In the present embodiment, the rotating electrical machine MG is drivingly connected to the engine E according to the engagement state of the engine separation clutch CL, and is also drivingly connected to the wheels W via the power output mechanism. Therefore, the power transmission system 2 is drive-coupled from the engine E side in the order of the engine separation clutch CL, the rotating electrical machine MG, and the wheels W. In the present embodiment, the power output mechanism includes a transmission mechanism TM that is drive-coupled to the rotating electrical machine MG and can change the transmission gear ratio, and an output shaft O and an axle AX that drive-couple the transmission mechanism TM and the wheels W. . Therefore, the driving force of the driving force source is shifted at the gear ratio of the speed change mechanism TM and transmitted to the wheel side.

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

In such a configuration, the rotating electrical machine control device 32 according to the present embodiment, as shown in FIG. 2, uses a presumed model having a variable parameter, and a vehicle having a torque required for driving the wheels W. A vehicle required rotational speed estimator 41 that estimates the response of the vehicle required rotational speed ωm ^* , which is the rotational speed of the rotating electrical machine with respect to the required torque Tr, is provided.
In addition, the rotating electrical machine control device 32 includes a parameter identifier 42 that executes parameter identification for changing the variable parameter so that the deviation ε between the vehicle required rotational speed ωm ^* and the detected rotational speed value ωm of the rotating electrical machine decreases. I have. Hereinafter, the rotating electrical machine control device 32 according to the present embodiment will be described in detail.

1. Configuration of Vehicle Drive Device First, the configuration of the power transmission system 2 of the hybrid vehicle according to the present embodiment will be described. As shown in FIG. 1, the hybrid vehicle includes an engine E and a rotating electrical machine MG as a driving force source of the vehicle, and is a parallel hybrid vehicle in which the engine E and the rotating electrical machine MG are connected in series. Yes. The hybrid vehicle includes a speed change mechanism TM. The speed change mechanism TM shifts the rotational speeds of the engine E and the rotating electrical machine transmitted to the intermediate shaft M, converts torque, and transmits the torque to the output shaft O.

  The engine E is an internal combustion engine that is driven by the combustion of fuel. For example, various known engines such as a gasoline engine and a diesel engine can be used. In this example, an engine output shaft Eo such as a crankshaft of the engine E is selectively drive-coupled to an input shaft I that is drive-coupled to the rotating electrical machine MG via an engine separation clutch CL. That is, the engine E is selectively driven and connected to the rotating electrical machine MG via the engine separation clutch CL which is a friction engagement element. It is also preferable that the engine output shaft Eo is drivingly connected to the engagement member of the engine separation clutch CL via another member such as a damper.

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

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

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

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

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

  In the present embodiment, the engagement state is a state in which torque transmission (transmission torque capacity) is generated in the friction engagement element between the engagement members of the friction engagement element, and the release state is the friction engagement element. In this state, there is no transmission torque capacity. The slip engagement state is an engagement state in which there is a rotational speed difference (slip) between the engagement members of the friction engagement element, and the direct engagement state is between the engagement members of the friction engagement element. The engaged state has no rotational speed difference (slip).

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

3. Next, the configuration of the control devices 31 to 34 that control the vehicle drive device 1 will be described.
Each of the control devices 31 to 34 includes an arithmetic processing device such as a CPU as a core member, and a RAM (random access memory) configured to be able to read and write data from the arithmetic processing device, and an arithmetic processing device And a storage device such as a ROM (Read Only Memory) configured to be able to read data from. And each function part 41 of the control apparatuses 31-34 as shown in FIG. 2 by the software (program) memorize | stored in ROM of each control apparatus, hardwares, such as a separately provided arithmetic circuit, or both of them. , 42 and the like. The control devices 31 to 34 are configured to communicate with each other, share various information such as sensor detection information and control parameters, perform coordinated control, and have functions such as the functional units 41 and 42. Realized.

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

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

  The vehicle control device 34 is a torque required for driving the wheel W according to the accelerator opening, the vehicle speed, the battery charge amount, and the like, and is transmitted from the intermediate shaft M side to the output shaft O side. The vehicle request torque Tr that is a target driving force to be calculated is calculated, and the operation modes of the engine E and the rotating electrical machine MG are determined. The vehicle control device 34 includes a required torque command value calculator 45, and the required torque command value calculator 45 outputs an engine required torque, which is an output torque required for the engine E, to the rotating electrical machine MG. The required rotating electrical machine required torque Tb, which is the required output torque, and the target transmission torque capacity of the engine separation clutch CL are calculated, and these are commanded to the other control devices 31 to 33 to perform integrated control.

  In the present embodiment, when the engine separation clutch CL is in the slip engagement state, the required torque command value calculator 45 determines that the sum of the output torque Tm of the rotating electrical machine and the slip torque of the engine separation clutch is the vehicle The electric rotating machine required torque Tb and the target transmission torque capacity of the engine separation clutch CL are determined so as to coincide with the required torque Tr. In the present embodiment, the required torque command value calculator 45 determines the torque obtained by subtracting the estimated slip torque from the vehicle required torque Tr as the rotating electrical machine required torque Tb. In other words, a value obtained by adding a transmission torque (estimated slip torque) of the engine separation clutch CL with a positive direction of transmission to the wheel W side to the rotating electrical machine required torque Tb is set as the vehicle required torque Tr. Become.

On the other hand, when the engine separation clutch CL is in the direct engagement state, the required torque command value calculator 45 adds the torque obtained by adding the output torque Tm of the rotating electrical machine and the output torque Te of the engine to the vehicle required torque Tr. The rotating electrical machine required torque Tb and the engine required torque are determined so as to match. In the present embodiment, a torque obtained by subtracting the estimated engine output torque from the vehicle required torque Tr is determined as the rotating electrical machine required torque Tb.
Further, when the engine separation clutch CL is in the released state, the required torque command value calculator 45 determines the vehicle required torque Tr as the rotating electrical machine required torque Tb.

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

  Here, the operation modes in which the engine separation clutch CL is brought into the direct engagement state are a parallel mode, an engine power generation mode, and an engine start mode. As shown in an example to be described later, in the engine start mode, the engine separation clutch CL is brought into a sliding engagement state while the rotating electrical machine MG is rotating, and the transmission torque capacity from the engine separation clutch CL to the engine E side is increased. Positive torque is transmitted. As a reaction force, a negative torque (slip torque) having a transmission torque capacity is transmitted from the engine separation clutch CL to the rotating electrical machine MG side.

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

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

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

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

  Further, the power transmission control device 33 estimates the transmission torque capacity of the engine separation clutch CL. Then, when the engine separation clutch CL is in the sliding engagement state, the power transmission control device 33 is based on the estimated transmission torque capacity, and slip torque transmitted from the engine separation clutch CL to the rotating electrical machine MG side by dynamic friction. Is estimated. The power transmission control device 33 is configured to transmit the estimated slip torque as the estimated slip torque to another control device.

  In the present embodiment, the power transmission control device 33 estimates the transmission torque capacity by performing a response delay process that simulates the response delay of the hydraulic pressure supply system with respect to the target transmission torque capacity or the target hydraulic pressure (command pressure). Then, the power transmission control device 33 determines the direction of torque transmission based on the relationship of the rotational speed between the engaging members of the engine separation clutch CL, and the estimated transmission torque capacity with the direction of transmission to the wheel W side being positive. Is multiplied by a positive or negative sign (+1 or -1) to set the estimated slip torque. For example, when the rotational speed ωm of the rotating electrical machine is larger than the rotational speed ωe of the engine, the transmission is transmitted to the engine E side, and thus a value obtained by multiplying the estimated transmission torque capacity by a negative sign (−1) is the estimated slip torque. Set to On the other hand, when the rotational speed ωm of the rotating electrical machine is smaller than the rotational speed ωe of the engine, transmission is made to the wheel W side, so that a value obtained by multiplying the estimated transmission torque capacity by a positive sign (+1) is added to the estimated slip torque. Is set. Note that the estimated slip torque is set to zero when the engine separation clutch CL is in the direct engagement state or in the release state.

3-4. Rotating electrical machine control device The rotating electrical machine control device 32 includes a functional unit that controls the operation of the rotating electrical machine MG. In the present embodiment, as shown in FIG. 1, the rotating electrical machine control device 32 includes an inverter 50, an inverter control unit 51, a base torque determination unit 52, a vehicle required rotational speed estimator 41, a parameter identifier 42, and a rotational speed controller. 43 and a torque command value calculator 44.
The inverter 50 includes a plurality of switching elements for driving the rotating electrical machine MG by converting DC power of a battery (not shown) into AC power. Based on the output torque command value Tmo transmitted from the torque command value calculator 44, the inverter control unit 51 outputs a signal for driving on and off the plurality of switching elements provided in the inverter 50, and controls the drive of the inverter 50.

  As shown in FIG. 3, when the torque control mode is determined to be in the torque control mode, the torque command value calculator 44 sets the rotating electrical machine required torque Tb to the output torque command value Tmo and is determined to be in the rotation speed control mode. If it is, the torque obtained by adding the feedback torque command value Tp calculated by the rotation speed controller 43 to the required rotating electrical machine torque Tb is set as the output torque command value Tmo.

The rotational speed controller 43 sets the vehicle required rotational speed ωm ^* estimated by the vehicle required rotational speed estimator 41 as a target rotational speed, and makes a feedback torque command value that matches the rotational speed ωm of the rotating electrical machine with the target rotational speed. It is a function part which performs rotational speed control which calculates Tp. This rotational speed control acts to reduce the vibration component of the rotational speed ωm of the rotating electrical machine, that is, to control the vibration, and to make the vibration center of the rotational speed ωm of the rotating electrical machine coincide with the vehicle required rotational speed ωm ^*. Works.

3-4-1. Vehicle required rotational speed estimator 41 and parameter identifier 42
The rotating electrical machine control device 32 includes a vehicle required rotational speed estimator 41 and a parameter identifier 42 for estimating the vehicle required rotational speed ωm ^* .
The vehicle required rotational speed estimator 41 uses the estimation model having variable parameters, and the vehicle required rotational speed ωm that is the rotational speed of the rotating electrical machine with respect to the vehicle required torque Tr that is the torque required for driving the wheels W. Estimate the response of ^* .
Further, the parameter identifier 42 executes parameter identification for changing the variable parameter so that the deviation ε between the vehicle required rotational speed ωm ^* and the detected rotational speed value ωm of the rotating electrical machine decreases. Here, the estimation model is set based on a vehicle model representing a response of the vehicle speed Vs to the driving force Fpw transmitted to the wheels W, as will be described below.

なお、μは車両の前面投影面積及び空気抵抗係数などによって定まる係数である。
また、車速非依存外部抵抗Ｆｗｎｖには、車両慣性（質量）Ｍｖと道路勾配β（ｓｉｎβ）とに応じて変化する坂路抵抗、車両慣性（質量）Ｍｖに比例するタイヤ摩擦抵抗、ブレーキ操作により生じる制動力がある。
そして、車両速度Ｖｓは、次式に示すように、駆動力Ｆｐｗから車速依存外部抵抗Ｆｗｖ、及び車速非依存外部抵抗Ｆｗｎｖを減算した力を、車両慣性（質量）Ｍｖで除算した値に比例して変化する。なお、車両慣性（質量）Ｍｖには、動力伝達系２における各回転部材の慣性モーメントを慣性質量に換算した分が含まれる。

3-4-1-1. As shown in FIG. 4, the vehicle has a driving force Fpw transmitted from the driving force source to the wheels W, a vehicle speed-dependent external resistance Fwv that is an external resistance that changes according to the vehicle speed Vs, In addition, a vehicle speed-independent external resistance Fwnv, which is an external resistance that does not change according to the vehicle speed Vs, acts.
Here, the vehicle speed dependent external resistance Fwv has an air resistance proportional to the square of the vehicle speed Vs as shown in the following equation.

Note that μ is a coefficient determined by the front projected area of the vehicle and the air resistance coefficient.
Further, the vehicle speed-independent external resistance Fwnv is caused by a slope resistance that changes according to the vehicle inertia (mass) Mv and the road gradient β (sin β), a tire friction resistance proportional to the vehicle inertia (mass) Mv, and a brake operation. There is braking power.
The vehicle speed Vs is proportional to the value obtained by dividing the force obtained by subtracting the vehicle speed dependent external resistance Fwv and the vehicle speed independent external resistance Fwnv from the driving force Fpw by the vehicle inertia (mass) Mv, as shown in the following equation. Change. The vehicle inertia (mass) Mv includes an amount obtained by converting the moment of inertia of each rotating member in the power transmission system 2 into the inertial mass.

Vehicle Model FIG. 5 shows a vehicle model representing a response of the vehicle speed Vs to the driving force Fpw transmitted to the wheels W in a block diagram based on the model representing the motion characteristics of the vehicle.
A value obtained by subtracting the external resistances Fwv and Fwnv from the driving force Fpw is divided by the vehicle inertia Mv, and a value obtained by integrating (1 / s) is the vehicle speed Vs. As shown in the upper side of FIG. 5, the external resistances Fwv and Fwnv change according to the vehicle speed Vs, the road gradient β, the brake operation, and the like.

In the present embodiment, as shown in the lower side of FIG. 5, the vehicle model is modeled by expressing the response of the vehicle speed Vs to the driving force Fpw as a first order lag. More specifically, the vehicle model linearizes the vehicle speed dependent external resistance Fwv with respect to the vehicle speed Vs, and based on the vehicle speed dependent external resistance Fwv, the vehicle speed independent external resistance Fwnv, and the vehicle inertia Mv, the driving force Fpw. The response of the vehicle speed Vs to the vehicle is represented by a first order lag.
That is, a linearization gain K which is a gradient when the vehicle speed dependent external resistance Fwv consisting of air resistance that changes in proportion to the square of the vehicle speed Vs is linearized with respect to the vehicle speed Vs and the vehicle speed dependent external resistance Fwv is linearized. The sum of the value obtained by multiplying the vehicle speed Vs by the remaining external resistance Fd, which is the remaining external resistance consisting of the vehicle speed-independent external resistance Fwnv, is the total value of the external resistances Fwv and Fwnv. The residual external resistance Fd includes an intercept value when the vehicle speed dependent external resistance Fwv is linearized. Thereby, the vehicle model showing the response of the vehicle speed with respect to the driving force Fpw transmitted to the wheel W can be expressed by the first order lag.
Here, if the vehicle speed dependent external resistance Fwv can be expressed by Expression (1), the linearization gain K is a value obtained by differentiating the vehicle speed dependent external resistance Fwv of Expression (1) with respect to the vehicle speed Vs, and can be expressed by the following expression.

このように、一次遅れの各パラメータａ及びｂは、車両慣性Ｍｖ、車速依存外部抵抗Ｆｗｖの線形化ゲインＫ、及び車速非依存外部抵抗Ｆｗｎｖ等からなる残余外部抵抗Ｆｄに対応している。すなわち、一次遅れの各パラメータａ及びｂは、車両慣性Ｍｖ、車速依存外部抵抗Ｆｗｖ、及び車速非依存外部抵抗Ｆｗｎｖに対応している。
なお、車両慣性Ｍｖ、線形化ゲインＫ、及び残余外部抵抗Ｆｄは、時間に応じて変化する値（時変）であるため、一次遅れの各パラメータａ及びｂも時変となる。例えば、車両慣性Ｍｖは、乗員の質量又は車載物の質量に応じて変化する。また、車速依存外部抵抗Ｆｗｖの線形化ゲインＫは、式（３）に示すように、車両速度Ｖｓに応じて変化し、また風速に応じて変化する。残余外部抵抗Ｆｄは、道路勾配β及び制動力などに応じて変化する。 If the vehicle model on the lower left side of FIG. 5 is arranged, it can be expressed by a first-order lag transfer function as shown in the lower right side of FIG.

As described above, the first-order lag parameters a and b correspond to the residual external resistance Fd including the vehicle inertia Mv, the linearization gain K of the vehicle speed dependent external resistance Fwv, the vehicle speed independent external resistance Fwnv, and the like. That is, the first-order delay parameters a and b correspond to the vehicle inertia Mv, the vehicle speed dependent external resistance Fwv, and the vehicle speed independent external resistance Fwnv.
Note that the vehicle inertia Mv, the linearization gain K, and the remaining external resistance Fd are values (time-varying) that vary with time, and therefore, the first-order lag parameters a and b also vary with time. For example, the vehicle inertia Mv changes according to the mass of the occupant or the mass of the vehicle-mounted object. Further, the linearization gain K of the vehicle speed dependent external resistance Fwv changes according to the vehicle speed Vs and also changes according to the wind speed as shown in the equation (3). The residual external resistance Fd changes according to the road gradient β and the braking force.

車両と回転電機ＭＧの回転とは、車輪Ｗを介して連動して運動するように構成されている。よって、車両基準の式（５）の各変数と、回転電機ＭＧの回転基準のトルクＴ、回転角速度ω、及び車両慣性モーメントＪｖとの間の関係式は、車輪Ｗの半径ｒを用いて、次式のように表せる。

式（６）を式（５）に代入して整理すると、式（５）の車両モデルは、回転電機ＭＧの回転基準では、次式のように変換できる。

3-4-1-2. Conversion of the rotating electrical machine MG to a vehicle model based on the rotation The vehicle model described above is a model based on the vehicle, but the vehicle model is converted to a model based on the rotation of the rotating electrical machine MG.
In the vehicle standard, the response of the vehicle speed Vs to the force F acting on the vehicle is as shown in the upper side of FIG.

The vehicle and the rotation of the rotating electrical machine MG are configured to move in conjunction with each other via the wheels W. Therefore, a relational expression between each variable of the vehicle reference equation (5) and the rotation reference torque T, the rotation angular velocity ω, and the vehicle inertia moment Jv of the rotating electrical machine MG is obtained by using the radius r of the wheel W. It can be expressed as:

By substituting equation (6) into equation (5) and rearranging, the vehicle model of equation (5) can be converted into the following equation using the rotation reference of the rotating electrical machine MG.

ここで、Ｔｄは、残余外部抵抗Ｆｄを回転電機ＭＧの回転基準のトルクに変換した場合の残余外部抵抗であり、Ｊｖは、車両慣性（質量）Ｍｖを回転電機ＭＧの回転基準の慣性モーメントに変換した場合の車両慣性である。 Therefore, the vehicle-based vehicle model of Expression (4) can be converted into a rotation-based vehicle model of the rotating electrical machine MG as shown in FIG. 7 and the following expression.

Here, Td is a residual external resistance when the residual external resistance Fd is converted into a rotation-reference torque of the rotating electrical machine MG, and Jv is a vehicle inertia (mass) Mv being a rotation-based inertia moment of the rotating electrical machine MG. This is the vehicle inertia when converted.

-Reduction of axial torsional vibration In the vehicle model, as shown in the lower side of FIG. 8, the vehicle including the power transmission system 2 is modeled as a one-inertia system. For example, the three-inertia system shown in the upper side of FIG. Unlike a vehicle including an actual power transmission system 2 that can be modeled by the above-described configuration, the torsional vibration is not generated.
That is, the vehicle including the actual power transmission system 2 is modeled as a three-inertia system including an inertia Je of the engine, an inertia Jm of the rotating electrical machine, and an inertia Jl of the load (vehicle), as shown in the upper side of FIG. And a torsional vibration is generated in the shaft connecting the inertias. On the other hand, the vehicle model of the present embodiment is modeled by a one-inertia system in which the shaft torsion is omitted, so that shaft torsional vibration does not occur. The vehicle inertia Jv in the vehicle model is the sum of the inertia Je of the engine, the inertia Jm of the rotating electrical machine, and the inertia Jl of the load (vehicle) when the engine separation clutch CL is in the direct engagement state. When the engine separation clutch CL is in the disengaged state or the sliding engagement state, the sum is the inertia Jm of the rotating electrical machine and the inertia Jl of the load (vehicle).

The torsional vibration generated at the rotational speed ωm of the rotating electrical machine is a behavior of the rotational speed that is not required for the vehicle required torque Tr.
Therefore, by using an estimation model that is modeled based on a vehicle model that is modeled with one inertia system and omits the shaft torsion, the response of the vehicle required rotational speed ωm ^* that is the rotational speed of the rotating electrical machine to the vehicle required torque Tr Can be estimated by reducing the axial torsional vibration component.

上記したように、パラメータａ、ｂは、車両慣性Ｍｖ、車速依存外部抵抗Ｆｗｖ、及び車速非依存外部抵抗Ｆｗｎｖに対応しているため、可変パラメータａ^＊、ｂ^＊も、車両慣性Ｍｖ、車速依存外部抵抗Ｆｗｖ、及び車速非依存外部抵抗Ｆｗｎｖに対応している。 3-4-1-3. In this embodiment, as shown in FIG. 9, the vehicle required rotational speed estimator 41 represents the response of the vehicle speed Vs to the driving force Fpw transmitted to the wheels W. Variable parameters a ^* and b ^* corresponding to the first-order lag parameter, which is the first-order lag represented by equation (8), set based on the vehicle model represented by the first-order lag shown in (4). The response of the vehicle required rotational speed ωm ^* , which is the rotational speed of the rotating electrical machine with respect to the vehicle required torque Tr, is estimated using the estimated model.
In other words, the estimated model is obtained by converting the vehicle model representing the response of the vehicle speed Vs to the driving force Fpw with a first-order lag into the rotation reference of the rotating electrical machine MG. This model represents the response of the rotational speed ωm as a first-order lag, and as shown in the following equation, the first-order lag parameters a and b are variable parameters a ^* and b ^* . That is, a vehicle model that has been converted to a rotation reference of the rotating electrical machine MG and in which the parameters of the vehicle model have been changed into variable parameters is used as the estimation model.

As described above, since the parameters a and b correspond to the vehicle inertia Mv, the vehicle speed dependent external resistance Fwv, and the vehicle speed independent external resistance Fwnv, the variable parameters a ^* and b ^* are also dependent on the vehicle inertia Mv and the vehicle speed. This corresponds to the external resistance Fwv and the vehicle speed independent external resistance Fwnv.

The parameter identifier 42 then determines the variable parameters a ^* and b ^* corresponding to the first-order lag parameter so that the deviation ε between the vehicle required rotational speed ωm ^* and the detected rotational speed value ωm of the rotating electrical machine decreases ^. It is configured to perform parameter identification that changes.
In other words, the vehicle required rotational speed estimator 41 and the parameter identifier 42 are variable parameters a ^* and b ^* so that the output of the estimation model matches the plant (vehicle) whose output changes due to the change of the parameters a and b ^. It is an adaptive identifier that adjusts.

3-4-1-4. Equivalent conversion to linear parametric model In designing an adaptive identifier, it is desirable that the adaptive identifier is configured without using the differential values of the input and output signals of the plant. For this purpose, the estimation model is a non-minimum realization form that is described as a higher-order system by introducing an appropriate filter, and the form in which the output of the estimation model is linear with respect to the parameters, that is, linear It is desirable to express with a parametric model.
However, in the first-order lag described in the general minimum realization form as shown in the equations (8) and (9), for example, the variable parameter a ^* exists in the denominator in the form of (s + a ^* ). And is not represented by a linear parametric model.
Therefore, in the present embodiment, an example of designing an adaptive identifier after equivalently transforming the estimation models of Equations (8) and (9) described in the form of minimum realization into a linear parametric model in the following. explain.

すなわち、車両要求トルクＴｒに対して１／（ｓ＋λ）の一次遅れフィルタ処理を行った第一フィルタ値ζ１に第一パラメータθ１を乗算した値と、回転電機の回転速度ωｍに対して１／（ｓ＋λ）の一次遅れフィルタ処理を行った第二フィルタ値ζ２に第二パラメータθ２を乗算した値と、を合計した値が、回転電機の回転速度ωｍに設定される。また、一次遅れフィルタのパラメータλは、所定値に設定される。ここで、第一パラメータθ１及び第二パラメータθ２は、パラメータａ、ｂに代わる等価変化後の車両モデルのパラメータである。
図１０の右側及び式（１０）に示すモデルでは、回転電機の回転速度ωｍは、第一フィルタ値ζ１に第一パラメータθ１を乗算した値と、第二フィルタ値ζ２に第二パラメータθ２を乗算した値と、を合計した値に設定されており、回転電機の回転速度ωｍが、各パラメータθ１、θ２に対して線形となるような形で表現されている。 As shown on the left side of FIG. 10, the first order lag of the equations (8) and (9) described in the general minimum realization form is introduced, and a first order lag filter of 1 / (s + λ) is introduced. If it describes, it will become as shown in the right side of FIG. 10, and following Formula.

That is, the first filter value ζ1 obtained by performing the first-order lag filtering process on the vehicle required torque Tr by 1 / (s + λ) is multiplied by the first parameter θ1, and the rotational speed ωm of the rotating electrical machine is 1 / ( A value obtained by adding the second filter value ζ2 subjected to the first-order lag filtering process (s + λ) to the second parameter θ2 is set as the rotational speed ωm of the rotating electrical machine. The parameter λ of the first-order lag filter is set to a predetermined value. Here, the first parameter θ1 and the second parameter θ2 are parameters of the vehicle model after the equivalent change in place of the parameters a and b.
In the model shown on the right side of FIG. 10 and the equation (10), the rotational speed ωm of the rotating electrical machine is obtained by multiplying the first filter value ζ1 by the first parameter θ1 and the second filter value ζ2 by the second parameter θ2. The rotation speed ωm of the rotating electrical machine is expressed in a form that is linear with respect to the parameters θ1 and θ2.

式（１１）と式（８）から、最小実現の形のパラメータａ、ｂと、線形パラメトリックモデルのパラメータθ１、θ２との間には、次式の関係がある。

すなわち、線形パラメトリックモデルのパラメータθ１、θ２のそれぞれは、最小実現の形の一次遅れのパラメータｂ、ａのそれぞれに対応している。よって、線形パラメトリックモデルのパラメータθ１、θ２も、次式に示すように、パラメータｂ、ａと同様に、車両慣性Ｍｖ、車速依存外部抵抗Ｆｗｖ、及び車速非依存外部抵抗Ｆｗｎｖに対応している。

Since the following equation obtained by organizing equation (10) is a non-minimum realization form, pole-zero cancellation of (s + λ) occurs, but the transfer function after cancellation is the transfer function of the minimum realization of equations (8) and (9). The same shape as

From the equations (11) and (8), there is a relationship of the following equation between the parameters a and b in the form of minimum realization and the parameters θ1 and θ2 of the linear parametric model.

That is, each of the parameters θ1 and θ2 of the linear parametric model corresponds to each of the first-order lag parameters b and a in the form of minimum realization. Therefore, the parameters θ1 and θ2 of the linear parametric model also correspond to the vehicle inertia Mv, the vehicle speed-dependent external resistance Fwv, and the vehicle speed-independent external resistance Fwnv, as in the parameters b and a, as shown in the following equation.

ここで、第一可変パラメータθ１^＊は、式（１０）の線形パラメトリックモデルの第一パラメータθ１を可変パラメータ化したものであり、第二可変パラメータθ２^＊は、第二パラメータθ２を可変パラメータ化したものである。なお、可変パラメータθ１^＊、θ２^＊も、パラメータθ１、θ２と同様に、車両慣性Ｍｖ、車速依存外部抵抗Ｆｗｖ、及び車速非依存外部抵抗Ｆｗｎｖに対応している。 3-4-1-5. Vehicle required rotational speed estimator 41 using a linear parametric model
An adaptive identifier is set using the vehicle model after equivalent conversion to a linear parametric model.
As shown in FIG. 11, the estimated model of the vehicle required rotational speed estimator 41 is a model obtained by converting a first-order lag vehicle model into a linear parametric model, and the conversion model parameter is set to a variable parameter model. ing.
Specifically, the estimation model is configured as shown in FIG. 11 and the following equation, corresponding to the linear parametric model of equation (10).

Here, the first variable parameter θ1 ^* is a variable parameter of the first parameter θ1 of the linear parametric model of Equation (10), and the second variable parameter θ2 ^* is a variable parameter of the second parameter θ2. Is. Note that the variable parameters θ1 ^* and θ2 ^* also correspond to the vehicle inertia Mv, the vehicle speed dependent external resistance Fwv, and the vehicle speed independent external resistance Fwnv, similarly to the parameters θ1 and θ2.

That is, the estimation model includes a value obtained by performing a first-order lag filter process and a multiplication process of the first variable parameter θ1 ^{* on} the vehicle request torque Tr, and a first-order lag filter process on the rotation speed detection value ωm of the rotating electrical machine. A value obtained by adding the value obtained by multiplying the second variable parameter θ2 ^{* by} the multiplication process is set to the vehicle required rotational speed.

ここで、−Γ１は、第一適応ゲインであり、−Γ２は、第二適応ゲインである。εは、車両要求回転速度ωｍ^＊から回転電機の回転速度の検出値ωｍを減算して算出された偏差である。なお、Γ１、Γ２は、正の所定値に設定されている。また、適応ゲイン−Γ１、−Γ２を、時変とする可変ゲインの構成としてもよい。 3-4-1-6. Parameter identifier 42
In the present embodiment, the parameter identifier 42 is set using an integral type adaptive law as shown in the following equation.

Here, -Γ1 is a first adaptive gain, and -Γ2 is a second adaptive gain. ε is a deviation calculated by subtracting the detected value ωm of the rotational speed of the rotating electrical machine from the vehicle required rotational speed ωm ^* . Note that Γ1 and Γ2 are set to positive predetermined values. The adaptive gains -Γ1 and -Γ2 may be configured as variable gains that are time-varying.

すなわち、パラメータ同定器４２は、車両要求トルクＴｒに対して一次遅れフィルタ処理を行った値ζ１に、車両要求回転速度ωｍ^＊と回転電機の回転速度の検出値ωｍとの偏差εを乗算し、当該乗算値に第一適応ゲイン−Γ１を乗算した値を積分した値を第一可変パラメータθ１^＊に設定し、回転電機の回転速度の検出値ωｍに対して一次遅れフィルタ処理を行った値ζ２に、車両要求回転速度ωｍ^＊と回転電機の回転速度の検出値ωｍとの偏差を乗算し、当該乗算値に第二適応ゲイン−Γ２を乗算した値を積分した値を前記第二可変パラメータθ２^＊に設定するように構成されている。 By integrating both sides of the equation (15), arithmetic expressions of the variable parameters θ1 ^* and θ2 ^* shown in FIG. 11 and the following equation are obtained.

That is, the parameter identifier 42 multiplies the value ζ1 obtained by subjecting the vehicle required torque Tr to the first-order lag filter process by the deviation ε between the vehicle required rotational speed ωm ^* and the rotational speed detected value ωm of the rotating electrical machine, A value obtained by integrating a value obtained by multiplying the multiplied value by the first adaptive gain −Γ1 is set as the first variable parameter θ1 ^* , and a value ζ2 obtained by performing first-order lag filter processing on the detected value ωm of the rotational speed of the rotating electrical machine. Is multiplied by a deviation between the vehicle required rotational speed ωm ^* and the detected rotational speed value ωm of the rotating electrical machine, and a value obtained by integrating a value obtained by multiplying the multiplied value by the second adaptive gain −Γ2 is the second variable parameter θ2. ^It is configured to set to ^* .

式（１７）の評価関数Ｖの両辺を微分すると次式を得る。

ここで、偏差εは、次式で表せる。

式（１８）に式（１５）と式（１９）を代入し、整理すると次式を得る。

よって、評価関数Ｖの微分値はマイナスになる。これにより、パラメータ同定器４２により、時間が経過するに従い評価関数Ｖを小さくすることができる。すなわち、パラメータ同定器４２を、図１１及び式（１６）に示すように構成することにより、可変パラメータθ１^＊、θ２^＊を、パラメータθ１、θ２に収束させることができる。 Next, an identification operation in which the parameter identifier 42 makes the variable parameters θ1 ^* and θ2 ^* coincide with the plant parameters θ1 and θ2 will be described.
An evaluation function V representing the degree of convergence of the variable parameters θ1 ^* and θ2 ^{* to} the parameters θ1 and θ2 is defined by the following equation.

Differentiating both sides of the evaluation function V in Expression (17) yields the following expression.

Here, the deviation ε can be expressed by the following equation.

By substituting Equation (15) and Equation (19) into Equation (18) and rearranging, the following equation is obtained.

Therefore, the differential value of the evaluation function V is negative. Thereby, the parameter identifier 42 can make the evaluation function V small as time passes. That is, by configuring the parameter identifier 42 as shown in FIG. 11 and equation (16), the variable parameters θ1 ^* and θ2 ^* can be converged to the parameters θ1 and θ2.

ここで、−Γｐ１、−Γｐ２は、比例項の適応ゲインである。 Note that an integral + proportional adaptive law may be used for the parameter identifier 42. Even in this case, the convergence of the variable parameters θ1 ^* and θ2 ^* can be ensured. In this case, the equations for calculating the variable parameters θ1 ^* and θ2 ^* are as follows.

Here, −Γp1 and −Γp2 are adaptive gains of proportional terms.

3-4-1-7. Robustness improvement of estimator and identifier The vehicle required torque Tr and the rotation speed detection value ωm input to the parameter identifier 42 may include various disturbance components. In order to prevent the estimation accuracy and the identification accuracy from being deteriorated by this disturbance component, the vehicle required rotational speed estimator 41 and the parameter identifier 42 have the following measures.

When the engine separation clutch CL is in the released state For example, when the engine separation clutch CL is in the direct engagement state, the engine output torque Te may fluctuate with respect to the engine required torque Tr. The actual transmission torque that is actually transmitted to the wheel W side with respect to the vehicle required torque Tr varies. This is because the engine output torque Te is likely to fluctuate with respect to the engine required torque because the fuel supply amount, the ignition timing, the combustion state, and the like are complicatedly determined and determined.
Further, when the engine separation clutch CL is in the slip engagement state, the slip torque of the engine separation clutch may fluctuate with respect to the target transmission torque capacity. The actual transmission torque transmitted to the W side varies. This is because the slip torque of the engine separation clutch is likely to fluctuate with respect to the target transmission torque capacity due to changes with time of the friction material, delay in response and fluctuation of the hydraulic pressure, and the like.
Therefore, when the engine separation clutch CL is in the direct engagement state or the slip engagement state, the torque actually transmitted to the plant (vehicle) is input to the vehicle required rotational speed estimator 41 and the parameter identifier 42. As a result, the variable parameter identification accuracy deteriorates, and the estimation accuracy of the vehicle required rotational speed ωm ^* may deteriorate.

On the other hand, when the engine separation clutch CL is in the disengaged state, the output torque of the rotating electrical machine accurately matches the rotating electrical machine required torque Tr, so that the vehicle required torque Tr is actually transmitted to the wheel W side. The actual transmission torque matches with high accuracy.
For this reason, in the present embodiment, the parameter identifier 42 is configured to execute parameter identification at least when the engine separation clutch CL is in a disengaged state where the driving force is not transmitted. Therefore, when the engine separation clutch CL is in the released state, the torque that is actually transmitted to the plant (vehicle), the vehicle request torque Tr that is input to the vehicle request rotation speed estimator 41 and the parameter identifier 42, Therefore, the accuracy of the variable parameter identification is good and the estimation accuracy of the vehicle required rotational speed ωm ^* is good.
The parameter identifier 42 is configured to execute parameter identification as will be described below even when the engine separation clutch CL is in the sliding engagement state. Further, the parameter identifier 42 may be configured to execute parameter identification even when the engine separation clutch CL is in the direct engagement state.

-Shaft torsional vibration component When the torque acting on the power transmission system 2 fluctuates, shaft torsional vibration occurs in the power transmission system 2, and the shaft torsional vibration component may be superimposed on the detected value ωm of the rotational speed of the rotating electrical machine.
When the vehicle required rotational speed estimator 41 is configured as shown in FIG. 11 and the equation (14), the detected rotational speed value ωm of the rotating electrical machine is input to the vehicle required rotational speed estimator 41. It is configured. Then, the detected value ωm of the rotational speed of the rotating electrical machine is configured to be proportionally output as the vehicle required rotational speed ωm ^* after being filtered by the first-order lag filter. Therefore, in the vehicle required rotational speed estimator 41 shown in FIG. 11 and formula (14), when the axial torsional vibration component is superimposed on the detected value ωm of the rotational speed of the rotating electrical machine, this axial torsional vibration component is used as the vehicle required request. There is a risk of superimposing on the rotational speed ωm ^* .

In this embodiment, the cut-off frequency of the 1 / (s + λ) first-order lag filter provided in the vehicle required rotational speed estimator 41 and the parameter identifier 42 is the natural vibration frequency of the axial torsional vibration of the power transmission system 2 ( Resonance frequency) is set to a lower frequency. Here, the cutoff frequency of the first order lag filter of 1 / (s + λ) is the parameter λ, and the parameter λ is set to a value smaller than the natural vibration frequency of the axial torsional vibration. Further, the natural vibration frequency of the shaft torsional vibration is a predetermined value determined according to each moment of inertia, the torsion spring constant of each shaft, the gear ratio of the speed change mechanism TM, and the like. On the other hand, for the calculation of the deviation ε, the detected value ωm of the rotational speed of the rotating electrical machine that has not been filtered is used, and a shaft torsional vibration component is superimposed on the deviation ε. However, since the variable parameters θ1 ^* and θ2 ^* are calculated by integrating the value obtained by multiplying the deviation ε by the adaptive gain, the shaft torsional vibration component is reduced.
Therefore, the axial torsional vibration component of the detected value ωm of the rotational speed of the rotating electrical machine can be reduced by the first-order lag filter, and the axial torsional vibration component superimposed on the vehicle required rotational speed ωm ^* can be reduced.

However, when the amplitude of the shaft torsional vibration component is large, the first-order lag filter may not be able to sufficiently reduce the shaft torsional vibration component superimposed on the vehicle required rotational speed ωm ^* .
In particular, during the period from the start of engagement of the engine separation clutch CL to the completion of engagement, as will be described later using a time chart, there is a possibility that a large torque shock may occur with the engagement or release of the engine separation clutch CL. There is a risk that the amplitude of the shaft torsional vibration component superimposed on the detected value ωm of the rotational speed of the rotating electrical machine will increase.
For this reason, in the present embodiment, the vehicle required rotational speed estimator 41 determines the vehicle required torque Tr and the vehicle required torque Tr within a specific period set to at least a part of the period from the start of engagement of the engine separation clutch CL to the completion of engagement. The vehicle required rotational speed ωm ^* is estimated based on the detected value ωm of the rotational speed of the rotating electrical machine before the engagement of the engine separation clutch CL is started.
Further, the parameter identifier 42, during the specific period, the vehicle required torque Tr, the deviation ε between the vehicle required rotational speed ωm ^* and the detected rotational speed ωm of the rotating electrical machine, and the engagement of the engine separation clutch CL. The variable parameter is changed based on the detected value ωm of the rotational speed of the rotating electrical machine before the start.

The vehicle required rotational speed estimator 41 shown in FIG. 11 includes a hold unit that holds a detected value ωm of the rotational speed of the rotating electrical machine that is input to the first-order lag filter, and the hold unit is within a specific period, The detection value ωm of the rotational speed of the rotating electrical machine before the engagement of the engine separating clutch CL is started is held, and the held value before the start of engagement is input to the first-order lag filter. The detected value ωm of the rotational speed of the rotating electrical machine used for calculating the deviation ε is not held within a specific period. Therefore, the parameter identifier 42 determines that the vehicle required rotational speed ωm ^* is the value of the rotating electrical machine while the detected rotational speed value ωm of the rotating electrical machine input to the first-order lag filter is held at the value before the start of engagement. The variable parameters θ1 ^* and θ2 ^* are changed so as to coincide with the detected value ωm of the rotational speed.
With this configuration, even when the amplitude of the shaft torsional vibration component in the detected value ωm of the rotational speed of the rotating electrical machine becomes large, such as when the engine separation clutch is engaged, it is superimposed on the vehicle required rotational speed ωm ^* . As a result, the required rotational speed ωm ^{* of the} vehicle can be made to coincide with the behavior of the detected value ωm of the rotational speed of the rotating electrical machine excluding the axial torsional vibration component.

Alternatively, when the amplitude of the shaft torsional vibration component is likely to increase as in a specific period set in at least a part of the period from the start of engagement of the engine separation clutch CL to the completion of engagement, the vehicle requested rotation The cut-off frequency of the 1 / (s + λ) first-order lag filter provided in the speed estimator 41 and the parameter identifier 42 may be changed to a frequency lower than normal. With this configuration, when the amplitude of the axial torsional vibration component increases, the filter effect of the first-order lag filter can be enhanced, and the axial torsional vibration component superimposed on the vehicle required rotational speed ωm ^* can be reduced. Can do. Since the value of the second parameter θ2 changes as shown in the equation (12) by changing the cutoff frequency of the first-order lag filter, that is, the parameter λ, the second variable parameter θ2 ^* is changed to the parameter λ. The offset may be changed by the amount.

Alternatively, when the shaft torsional vibration component is likely to increase as in a specific period set in at least a part of the period from the start of engagement of the engine separation clutch CL to the completion of engagement, the vehicle required rotational speed estimation is performed. Instead of the detected value ωm of the rotational speed of the rotating electrical machine, the vehicle required rotational speed ωm ^* may be input to the first-order lag filter that calculates the second filter value ζ2 in the calculator 41 and the parameter identifier 42. Good. When configured in this way, the vehicle required rotational speed estimator 41 calculates the vehicle required rotational speed ωm ^* , which is its own output, in the same manner as in the right side of FIG. 10 and the expressions (10) and (11). , Can be fed back to the first-order lag filter. For this reason, the vehicle required rotational speed estimator 41 performs the first-order lag processing on the input of the vehicle required torque Tr without using the detected value ωm of the rotational speed of the rotating electrical machine on which the shaft torsional vibration is superimposed, The vehicle required rotational speed ωm ^* can be estimated. Therefore, it is possible to suppress the axial torsional vibration component from being superimposed on the vehicle required rotational speed ωm ^* . Alternatively, the vehicle required rotational speed ωm ^* is always input to the first-order lag filter that calculates the second filter value ζ2 in the vehicle required rotational speed estimator 41 and the parameter identifier 42 without being limited to within a specific period. May be.

  Note that the specific period may be set to a period in which the amplitude of the shaft torsional vibration increases in addition to at least a part of the period from the start of engagement of the engine separation clutch CL to the completion of engagement. Good. For example, the period in which the vehicle required torque Tr, actual transmission torque, and external resistance change suddenly, such as sudden acceleration, sudden deceleration (rapid braking), change of the gear stage of the transmission mechanism TM, and release of the engine separation clutch, are also specified. It may be configured to be included in the period.

3-4-2. Vibration suppression control using vehicle required rotational speed ωm ^* Hereinafter, vibration suppression control using vehicle required rotational speed ωm ^* will be described.
3-4-2-1. Rotational speed controller 43
As described above, the rotational speed controller 43 calculates the feedback torque command value Tp that makes the detected value ωm of the rotational speed of the rotating electrical machine coincide with the vehicle required rotational speed ωm ^* .

In the present embodiment, the rotational speed controller 43 performs feedback control based on the rotational speed deviation Δωm obtained by subtracting the detected rotational speed value ωm of the rotating electrical machine from the vehicle required rotational speed ωm ^* to obtain the feedback torque command value Tp. It is configured to calculate.
As the rotational speed controller 43, various feedback controllers such as a PID controller and a PI controller can be used.

  As shown in a time chart to be described later, in the engine start mode, the output torque Tm of the rotating electric machine, the engine for starting the engine E by torque transmission from the rotating electric machine MG to the engine E via the engine separating clutch CL. Output torque Te and slip torque of the engine separation clutch are greatly changed. Therefore, during the engine start mode, due to a control error, a control delay, and the like, the actual transmission torque obtained by adding these torques fluctuates from the vehicle request torque Tr, a torque shock occurs, and the torsional vibration of the power transmission system 2 is caused. May occur.

For this reason, the rotation speed controller 43 starts from the engagement start of the engine separation clutch CL to the completion of engagement in order to start the engine E by torque transmission from the rotary electric machine MG to the engine E via the engine separation clutch CL. The feedback torque command value Tp may be calculated in at least a part of the period.
Thereby, at least in the engine start mode in which shaft torsional vibration may occur, shaft torsional vibration can be suppressed by the feedback torque command value Tp calculated by the rotation speed controller 43.

3-4-2-2. Torque command value calculator 44
As described above, the torque command value calculator 44 calculates the output torque command value Tmo, which is a command value of the output torque Tm of the rotating electrical machine, based on the vehicle required torque Tr and the feedback torque command value Tp.

  In the present embodiment, as shown in FIG. 3, the torque command value calculator 44 adds the feedback torque command value Tp to the rotating electrical machine required torque Tb calculated based on the vehicle required torque Tr, and outputs an output torque command. The value Tmo is configured to be calculated. As described above, the rotating electrical machine required torque Tb is set to a value obtained by selectively subtracting the estimated slip torque or the estimated engine output torque from the vehicle required torque Tr according to the engagement state of the engine separation clutch CL. The rotating electrical machine control device 32 controls the rotating electrical machine MG via the inverter control unit 51 and the inverter 50 so that the rotating electrical machine MG outputs the torque of the output torque command value Tmo.

3-4-2-3. Behavior of Rotational Speed Control Next, behavior of rotational speed control by the rotational speed controller 43 will be described based on time charts shown in the examples of FIGS. 12 and 13 show an example in the case where the engine separation clutch CL changes from the released state to the directly connected state in the engine start mode. FIG. 12 is a comparative example when the rotational speed control is not performed, and FIG. 13 is an embodiment when the rotational speed control is performed.

3-4-2-3-1. First, the comparative example of FIG. 12 will be described. In the electric mode in which the engine E is stopped and the vehicle is driven by the rotational driving force of the rotating electrical machine MG, the transmission torque capacity of the engine separation clutch CL is increased from zero to start the engine E (time t11) From the released state to the sliding engagement state. After the target transmission torque capacity (command) of the engine separation clutch CL increases, the actual transmission torque capacity changes with a response delay of the hydraulic pressure supply system. In this example, the estimated value of the transmission torque capacity has an error in the phase advance direction with respect to the actual transmission torque capacity, and the estimated slip torque is calculated by multiplying this estimated value by a positive or negative sign. In addition, an estimation error of the phase advance direction occurs.

  Due to this estimation error, a phase advance error also occurs in the increase / decrease of the rotating electrical machine required torque Tb calculated by subtracting the estimated slip torque from the vehicle required torque Tr so as to cancel the slip torque change. Therefore, the actual transmission torque obtained by adding the output torque Tm of the rotating electrical machine and the slip torque varies from the vehicle request torque Tr at the timing when the transmission torque capacity is changed, and a torque shock is generated. Due to this torque shock, the torsional vibration of the natural vibration frequency is excited in the power transmission system 2. In the example shown in FIG. 12, since the rotational speed control is not performed, the vibration attenuation is small, and the vibration continues after vibration excitation.

On the other hand, no shaft torsional vibration is generated in the vehicle required rotational speed ωm ^* estimated by the vehicle required rotational speed estimator 41. As described above, the vehicle required rotational speed estimator 41 uses an estimated model set based on the vehicle model in which the shaft torsion is omitted, as well as the vehicle required rotational speed estimator 41 and the parameter identifier 42. This is because the axial torsional vibration component in the detected value ωm of the rotational speed of the rotating electrical machine is suppressed from being superimposed on the vehicle required rotational speed ωm ^* .
The rotational speed ωm of the rotating electrical machine vibrates around the vehicle required rotational speed ωm ^*, and it can be seen that vibration can be controlled by performing rotational speed control.

  When the transmission torque capacity of the engine separation clutch CL increases from zero, a positive slip torque of the magnitude of the transmission torque capacity is transmitted from the engine separation clutch CL to the engine E side, and the engine rotational speed ωe increases. . When the rotational speed ωe of the engine increases to a predetermined rotational speed, fuel supply to the engine E is started and combustion of the engine E starts. After the engine E is started, the estimated engine output torque is increased. In this example, there is an estimation error in which the estimated engine output torque is higher than the actual output torque of the engine E.

  In the engine start mode of this example, when it is determined that the start of the engine E is completed, the transmission torque capacity of the engine separation clutch CL is once reduced to zero and released (time t12). As in the case where the transmission torque capacity is increased at time t11, a torque shock is generated in the actual transmission torque obtained by adding the output torque Tm of the rotating electrical machine and the slip torque due to the slip torque estimation error. Therefore, vibration is also excited at this timing.

  When the engine rotational speed ωe increases due to the engine output torque Te and exceeds the rotational speed ωm of the rotating electrical machine, the transmission torque capacity of the engine separation clutch CL is increased again (time t13). Even at this timing, a torque shock occurs due to the slip torque estimation error, and vibration is excited. Since the engine rotational speed ωe is higher than the rotational speed ωm of the rotating electrical machine, a negative slip torque having a transmission torque capacity is transmitted from the engine separation clutch CL to the engine E side, and the engine rotational speed ωe decreases. To go. On the other hand, since the positive slip torque having the magnitude of the transmission torque capacity is transmitted from the engine separation clutch CL to the rotary electric machine MG side, the output torque Tm of the rotary electric machine is based on the estimated slip torque so as to cancel the slip torque. Has been reduced.

  When the rotational speed ωe of the engine decreases to the rotational speed ωm of the rotating electrical machine and the rotational speeds between the engagement members of the engine separation clutch CL coincide with each other, the engine separation clutch CL enters the direct engagement state (time t14). ). At this time, the slip torque decreases to zero, and instead, the engine output torque Te is transmitted to the rotating electrical machine MG side and increases from zero. Based on the estimated slip torque and the estimated engine output torque, the output torque Tm of the rotating electrical machine is changed so as to cancel the decrease in the slip torque and the increase in the engine output torque. In this example, since a steady estimation error has occurred in the estimated engine output torque, the actual transmission torque obtained by adding the torques fluctuates in a stepwise manner, resulting in a torque shock. Therefore, the vibration is also excited at the timing of the direct coupling state. At time t15, the transmission torque capacity of the engine separation clutch CL is increased, and the engine start mode is ended (time t15).

As shown in this example, in the engine start mode, the output torque Tm of the rotating electrical machine, the output torque Te of the engine, and the slip torque of the engine separation clutch are greatly changed. Therefore, during the engine start mode, due to a control error, a control delay, and the like, the actual transmission torque obtained by adding these torques fluctuates from the vehicle request torque Tr and a torque shock occurs, and the torsional vibration of the power transmission system 2 is caused. Likely to occur.
The rotational speed ωm of the rotating electrical machine vibrates around the vehicle required rotational speed ωm ^*, and it can be seen that vibration can be controlled by performing rotational speed control.

3-4-2-3-2. Next, based on FIG. 13, an embodiment in which the rotational speed control is performed under the same operating conditions as in FIG. 12 will be described. By performing the rotational speed control, the deviation of the rotational speed ωm of the rotating electrical machine from the vehicle required rotational speed ωm ^* is decreased, and the amplitude of the shaft torsional vibration is decreased.
In FIG. 13, in the engine start mode, the rotational speed controller 43 sets the feedback torque command value Tp for at least a part of the period from the start of engagement of the engine separation clutch CL to the completion of engagement in order to start the engine. An example in the case of being configured to calculate is shown. In the case 1, the control mode of the rotating electrical machine MG is changed from the torque control mode to the rotation speed control mode by the start of the engagement of the engine separation clutch CL, and during the period from the start of the engagement of the engine separation clutch CL to the completion of the engagement. This is a case where the rotational speed control mode is always executed. A predetermined period (hereinafter referred to as a first period) after the engagement of the engine separation clutch CL is completed is also set to the rotation speed control mode. In the case 2, when the transmission torque capacity of the engine separation clutch CL is changed, the control mode of the rotating electrical machine MG is changed from the torque control mode to the rotation speed control mode, and the rotation speed control is performed for a predetermined second period. This is when the mode is configured to be executed. In the example shown in FIG. 13, the torque control mode is changed during part of the period in which the engine separation clutch CL is in the released state. The first period and the second period of the case 1 and the case 2 are set to a preset period from when the transmission torque capacity is changed or after the direct engagement state is reached until the vibration is settled.

  In the example shown in FIG. 13, the specific period related to the vehicle required rotational speed estimator 41 and the parameter identifier 42 is a period in which axial torsional vibration occurs, and the rotational speed control mode of case 1 or case 2 is set. Is set to the period.

By the rotational speed control, a feedback torque command value Tp corresponding to the rotational speed deviation Δωm between the vehicle required rotational speed ωm ^* and the rotational speed ωm of the rotating electrical machine is calculated. As a result, the output torque Tm of the rotating electrical machine is changed by the change amount of the feedback torque command value Tp with respect to the rotating electrical machine required torque Tb. Further, the actual transmission torque is changed by an amount corresponding to the change of the feedback torque command value Tp as compared with the case without the control in FIG.

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

(1) In the above embodiment, the case where the engine E and the rotating electrical machine MG are provided as driving force sources for the wheels W has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the case where only the rotating electrical machine MG is provided as a driving force source for the wheels W is also one of the preferred embodiments of the present invention. In this case, the engine separation clutch CL is not provided in the vehicle.

(2) In the above embodiment, the case where the vehicle is provided with the speed change mechanism TM and the speed change mechanism TM is a stepped automatic speed change mechanism has been described as an example. However, the embodiment of the present invention is not limited to this. That is, in another preferred embodiment of the invention, the vehicle is not provided with the speed change mechanism TM and the rotating electrical machine MG is directly connected to the output shaft O.
Alternatively, when the speed change mechanism TM is a speed change mechanism other than the stepped automatic speed change mechanism, such as a continuously variable automatic speed change mechanism capable of continuously changing the speed change ratio, one preferred embodiment of the present invention. One.
In addition to the speed change mechanism TM, a friction engagement element for connecting / disconnecting the drive connection between the rotating electrical machine MG and the wheel W, or a friction engagement for bringing the torque converter and the input / output members of the torque converter into a direct connection engagement state. The case where an element is provided is one of the preferred embodiments of the present invention.

(3) In the above embodiment, the case where the engine separation clutch CL is a friction engagement element has been described as an example. However, the embodiment of the present invention is not limited to this. That is, when the engine separation clutch CL is an engagement device other than a friction engagement element such as an electromagnetic clutch or a meshing clutch, it is one of the preferred embodiments of the present invention.

(4) In the above embodiment, the hybrid vehicle includes the control devices 31 to 34, and the rotating electrical machine control device 32 includes the vehicle required rotational speed estimator 41, the parameter identifier 42, the rotational speed controller 43, and the torque. The case where the command value calculator 44 is provided has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the rotating electrical machine control device 32 may be provided as a control device integrated in any combination with the plurality of control devices 31, 33, and 34, and the sharing of the functional units provided in the control devices 31 to 34 is also arbitrary. Can be set to

(5) In the above embodiment, the case where the parameter identifier 42 is configured to execute parameter identification even when the engine separation clutch CL is not in the released state has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the parameter identifier 42 is one of the preferred embodiments of the present invention when configured to execute parameter identification only when the engine separation clutch CL is in the released state.

(6) In the above embodiment, the case where the vehicle model and the estimation model are expressed by the first order lag in the form of the minimum realization has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the vehicle model and the estimation model are also one of the preferred embodiments of the present invention when they are expressed by higher order (for example, second order) transfer functions in the form of minimum realization.

  INDUSTRIAL APPLICABILITY The present invention can be suitably used for a control device for controlling a rotating electrical machine as a driving force source for wheels included in a vehicle.

β: road gradient ε: deviation ζ1: first filter value ζ2: second filter value θ1: first parameter θ2: second parameter θ1 ^* : first variable parameter θ2 ^* : second variable parameter a, b: parameter a ^* , B ^* : Variable parameter λ: Parameter of first order lag filter ωm: Rotational speed of rotating electric machine (detected value)
ωm ^* : vehicle required rotational speed 1: vehicle drive device 2: power transmission system 31: engine control device 32: rotating electrical machine control device (control device)
33: Power transmission control device 34: Vehicle control device 41: Vehicle required rotational speed estimator 42: Parameter identifier 43: Rotational speed controller 44: Torque command value calculator 50: Inverter 51: Inverter controller CL: Engine separation clutch (Engagement device)
E: Engine (internal combustion engine)
Fd: Residual external resistance Fpw: Driving force Fwv: Vehicle speed dependent external resistance Fwnv: Vehicle speed independent external resistance I: Input shaft M: Intermediate shaft O: Output shaft Jv: Vehicle inertia (moment)
Mv: Vehicle inertia (mass)
K: linearization gain MG of vehicle speed dependent external resistance MG: rotating electrical machine PC: hydraulic pressure control device Se1: engine rotational speed sensor Se2: input shaft rotational speed sensor Se3: output shaft rotational speed sensor TM: transmission mechanism Tb: rotational electrical machine required torque Tm : Output torque Tmo of rotating electrical machine: Output torque command value Tp of rotating electrical machine: Feedback torque command value Tr: Vehicle required torque Vs: Vehicle speed W: Wheel

Claims (9)

A control device for controlling a rotating electrical machine as a driving force source for wheels provided in a vehicle,
A vehicle required rotational speed estimation that estimates a response of a vehicle required rotational speed that is a rotational speed of the rotating electrical machine to a vehicle required torque that is a torque required for driving the wheels, using an estimation model having a variable parameter. And
A parameter identifier for executing parameter identification for changing the variable parameter such that a deviation between the vehicle required rotational speed and a detected value of the rotational speed of the rotating electrical machine is reduced;
A control device comprising: The vehicle includes an internal combustion engine as the driving force source in addition to the rotating electrical machine, and a power transmission system that drives and connects the engaging device, the rotating electrical machine, and the wheels in this order from the internal combustion engine side.
The control device according to claim 1, wherein the parameter identifier executes the parameter identification when the engagement device is in a released state in which a driving force is not transmitted. The estimation model is set based on a vehicle model that expresses a response of the vehicle speed to the driving force transmitted to the wheels by a first-order lag,
The control device according to claim 1, wherein the variable parameter corresponds to the first-order lag parameter. The vehicle model linearizes a vehicle speed dependent external resistance, which is an external resistance that acts on the vehicle and changes according to the vehicle speed, with respect to the vehicle speed, and acts on the vehicle speed dependent external resistance and the vehicle to the vehicle speed. Based on a vehicle speed-independent external resistance that does not change according to the vehicle resistance, and a vehicle inertia, a vehicle speed response to the driving force is represented by a first order lag,
The control device according to claim 3, wherein the variable parameter corresponds to the vehicle speed dependent external resistance, the vehicle speed independent external resistance, and the vehicle inertia. The vehicle includes an internal combustion engine as the driving force source in addition to the rotating electrical machine, and a power transmission system that drives and connects the engaging device, the rotating electrical machine, and the wheels in this order from the internal combustion engine side.
The vehicle required rotational speed estimator is configured to start engagement of the vehicle required torque and the engagement device within a specific period set in at least a part of a period from the start of engagement of the engagement device to the completion of engagement. Based on the detection value of the rotational speed of the previous rotating electric machine, the vehicle required rotational speed is estimated,
The parameter identifier includes the vehicle request torque, a deviation between the vehicle request rotation speed and a detected value of the rotation speed of the rotating electrical machine, and the rotation before the engagement device is engaged within the specific period. The control device according to any one of claims 1 to 4, wherein the variable parameter is changed based on a detected value of the rotation speed of the electric machine. The vehicle includes an internal combustion engine as the driving force source in addition to the rotating electrical machine, and a power transmission system that drives and connects the engaging device, the rotating electrical machine, and the wheels in this order from the internal combustion engine side.
In the case of a sliding engagement state in which a rotational speed difference and torque transmission are generated between the engaging members of the engaging device, the rotating electrical machine required torque, which is the output torque required for the rotating electrical machine, is The control device according to any one of claims 1 to 5, wherein a value obtained by adding a transmission torque of the engagement device in which a direction of transmission to the wheel side is positive is set as the vehicle request torque. The vehicle required rotational speed estimator has a value obtained by multiplying the vehicle required torque by a first-order lag filter process and a first variable parameter, and a first-order lag filter process for a detected value of the rotation speed of the rotating electrical machine. And the value obtained by multiplying the second variable parameter, and using the estimation model that sets the value required for the vehicle required rotational speed, the vehicle required rotational speed is estimated,
The parameter identifier multiplies a value obtained by performing first-order lag filter processing on the vehicle request torque by a deviation between the vehicle request rotation speed and a detected value of the rotation speed of the rotating electrical machine, and the multiplication value is predetermined. A value obtained by integrating a value multiplied by a gain is set as the first variable parameter, and a value obtained by performing first-order lag filter processing on a detected value of the rotational speed of the rotating electrical machine is set to the value required for the vehicle and the rotating electrical machine. The control according to any one of claims 1 to 6, wherein a value obtained by multiplying a deviation of the detected value of the rotational speed by a predetermined gain and integrating a value obtained by multiplying the multiplied value by a predetermined gain is set in the second variable parameter. apparatus. A rotational speed controller that calculates a feedback torque command value that matches a detected value of the rotational speed of the rotating electrical machine with the vehicle required rotational speed;
A torque command value calculator that calculates an output torque command value that is a command value of an output torque of the rotating electrical machine based on the vehicle request torque and the feedback torque command value;
The control device according to any one of claims 1 to 7, further comprising: The vehicle includes an internal combustion engine as the driving force source in addition to the rotating electrical machine, and a power transmission system that drives and connects the engaging device, the rotating electrical machine, and the wheels in this order from the internal combustion engine side.
The rotation speed controller is configured to start a period from the engagement start of the engagement device to the completion of the engagement in order to start the internal combustion engine by torque transmission from the rotating electrical machine to the internal combustion engine via the engagement device. The control device according to claim 8, wherein the feedback torque command value is calculated at least in part.

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