JP7721990B2 - Hybrid vehicle control device - Google Patents

Description

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

Patent Document 1 describes an example of a misfire detection device that determines whether a misfire has occurred in some of the cylinders of an internal combustion engine. This misfire detection device is applied to a hybrid vehicle that includes an internal combustion engine, an electric motor, and a torsional damper located in the torque transmission path between the internal combustion engine and the electric motor.

When a misfire occurs in one of the multiple cylinders of an internal combustion engine, the engine torque, which is the output torque of the internal combustion engine, fluctuates. When engine torque fluctuates, torsional vibration occurs in the torsional damper, and resonance caused by this torsional vibration may occur in the rear shaft. The rear shaft is the shaft connected to the crankshaft of the internal combustion engine via the torsional damper. When resonance occurs in the rear shaft, the torque caused by this resonance, known as resonance-influence torque, is input to the crankshaft. As a result, the rotational angular velocity of the crankshaft fluctuates.

Therefore, to determine whether a misfire has occurred in an internal combustion engine, it is necessary to calculate engine torque and the rotational angular velocity of the crankshaft while taking into account resonance influence torque. The calculated value of the rotational angular velocity of the crankshaft ωef, which takes resonance influence torque into account, can be derived, for example, using the following relational expression (Equation 1). In Relational Expression (Equation 1), "ωe" is the detected value of the rotational angular velocity of the crankshaft, and is the rotational angular velocity derived based on the detection signal of the crank angle sensor. "Kdmp" is the spring constant of the torsional damper. "Ieng" is the inertia of the crankshaft. "θinp" is the rotational angle of the rear shaft. "θeng" is the rotational angle of the crankshaft.

In the above relational expression (Equation 1), the product of the difference between the rotation angle θinp of the rear shaft and the rotation angle θeng of the crank angle and the spring constant Kdmp corresponds to the resonance influencing torque.

Japanese Patent Application Laid-Open No. 2008-248877

Let's consider the case where the spring constant Kdmp of the torsional damper is set to a specified value determined from the vehicle specifications. The actual spring constant of the torsional damper installed in the vehicle will vary within the tolerance range of the torsional damper. Furthermore, over time, the characteristics of the torsional damper will gradually change, causing the spring constant to change.

A control device for a hybrid vehicle for solving the above-mentioned problems is applied to a hybrid vehicle including an internal combustion engine, an electric motor, and a torsional damper located in a torque transmission path between a crankshaft of the internal combustion engine and a rotating shaft of the electric motor, and when resonance occurs in the rotating shaft connected to the crankshaft via the torsional damper due to torsional vibration generated in the torsional damper, and when a torque input to the crankshaft due to the resonance is defined as a resonance-influencing torque, a torsional damper is calculated based on the product of a difference between a rotation angle of the rotating shaft and a rotation angle of the crankshaft and a spring constant of the torsional damper. The method executes a first derivation process that derives the resonance influence torque of the damper as a first resonance influence torque, a second derivation process that derives the resonance influence torque of the torsional damper, which is derived based on the product of the time-differentiated value of the rotational angular velocity of the rotating shaft and the inertia of the rotating shaft, as a second resonance influence torque, and a correction process that increases the spring constant used in the first derivation process when the amplitude of the first resonance influence torque is smaller than the amplitude of the second resonance influence torque, and decreases the spring constant used in the first derivation process when the amplitude of the first resonance influence torque is larger than the amplitude of the second resonance influence torque.

The resonance influence torque of the torsional damper can be derived based on the product of the time derivative of the rotational angular velocity of the electric motor's rotating shaft and the inertia of the rotating shaft. This resonance influence torque is defined as the second resonance influence torque. If resonance occurs in the rotating shaft due to torsional vibration in the torsional damper, the second resonance influence torque will fluctuate. Furthermore, if the resonance influence torque that can be derived based on the product of the difference between the rotation angle of the rotating shaft and the rotation angle of the crankshaft and the spring constant of the torsional damper is defined as the first resonance influence torque, the first resonance influence torque will also fluctuate if resonance occurs in the rotating shaft due to torsional vibration in the torsional damper.

In this case, if the spring constant used to derive the first resonance influence torque differs from the actual value of the spring constant, a deviation will occur between the amplitude of the second resonance influence torque and the amplitude of the first resonance influence torque. Therefore, in the above configuration, the spring constant is corrected based on the magnitude relationship between the amplitude of the second resonance influence torque and the amplitude of the first resonance influence torque. This prevents the spring constant of the torsional damper from deviating from its actual value.

By deriving the first resonance influence torque using this corrected spring constant, the discrepancy between the magnitude of the first resonance influence torque and the actual magnitude of the resonance influence torque can be reduced.

1 is a diagram showing a schematic configuration of a control device of a first embodiment and a vehicle equipped with the control device; FIG. 2 is a block diagram illustrating each process executed by the control device. 10 is a flowchart illustrating a second derivation process. FIG. 10 is a diagram showing an example of a transition of a first resonance influencing torque and a transition of a second resonance influencing torque; FIG. 10 is a block diagram showing a control device according to a second embodiment.

(First embodiment)
A first embodiment of a control device for a hybrid vehicle will be described below with reference to FIGS.
FIG. 1 shows a vehicle 10 to which a control device 80 according to this embodiment is applied.

<Configuration of vehicle 10>
The vehicle 10 is a hybrid vehicle and includes, as power sources, an internal combustion engine 20 and a motor generator 30. In this embodiment, the motor generator 30 corresponds to the "electric motor."

The internal combustion engine 20 has a plurality of cylinders 21 and a crankshaft 22. An air-fuel mixture containing fuel and air is combusted in each cylinder 21, causing the crankshaft 22 to rotate.
The vehicle 10 is equipped with a torsional damper 25 and a first clutch 27. The torsional damper 25 and the first clutch 27 are each disposed in a torque transmission path between the internal combustion engine 20 and the motor generator 30. The first clutch 27 is disposed in the torque transmission path between the torsional damper 25 and the motor generator 30. Therefore, engine torque, which is the output torque of the internal combustion engine 20, is transmitted to the first clutch 27 via the torsional damper 25.

The first clutch 27 is connected to the rotating shaft 31 of the motor generator 30. The first clutch 27 is switched between an engaged state and a disengaged state by the control device 80. When the first clutch 27 is in the engaged state, torque can be transmitted between the internal combustion engine 20 and the motor generator 30. In other words, when the first clutch 27 is in the engaged state, the output torque of the internal combustion engine 20 is input to the motor generator 30 via the torsional damper 25 and the first clutch 27. On the other hand, when the first clutch 27 is in the disengaged state, torque cannot be transmitted between the internal combustion engine 20 and the motor generator 30.

The rotating shaft 31 of the motor generator 30 is connected to the rotor 32 of the motor generator 30. Therefore, the rotating shaft 31 rotates integrally with the rotor 32. When the motor generator 30 functions as an electric motor, motor torque, which is the output torque of the motor generator 30, is output to the rotating shaft 31. On the other hand, when the motor generator 30 functions as a generator, torque is input from the rotating shaft 31 to the motor generator 30.

The vehicle 10 is equipped with a second clutch 35 and a transmission 40. The second clutch 35 is disposed in the torque transmission path between the motor-generator 30 and the transmission 40. Therefore, the second clutch 35 is connected to the rotating shaft 31 of the motor-generator 30. The second clutch 35 is also connected to the input shaft 41 of the transmission 40. The second clutch 35 is switched between an engaged state, a slip state, and a disengaged state by the control device 80. When the second clutch 35 is disengaged, torque transmission between the motor-generator 30 and the transmission 40 is disabled. When the second clutch 35 is engaged or in a slip state, torque transmission between the motor-generator 30 and the transmission 40 is possible. However, the torque transmission efficiency when the second clutch 35 is engaged is higher than the torque transmission efficiency when the second clutch 35 is in a slip state.

The transmission 40 has an output shaft 42 that outputs torque in addition to an input shaft 41. The transmission 40 is capable of adjusting the gear ratio under the control of a control device 80.
The vehicle 10 includes a differential gear 45 to which torque is input via the output shaft 42 of the transmission 40. The differential gear 45 distributes the input torque to two drive wheels 47.

<Electrical configuration of vehicle 10>
The vehicle 10 is equipped with an inverter 50 for driving the motor generator 30. When the motor generator 30 is made to function as an electric motor, the inverter 50 converts a DC voltage output from an on-board battery into an AC voltage and outputs the AC voltage to the motor generator 30. On the other hand, when the motor generator 30 is made to function as a generator, the inverter 50 converts an AC voltage generated by the motor generator 30 into a DC voltage and outputs the DC voltage to the battery.

The vehicle 10 is equipped with various sensors. Examples of sensors include a crank angle sensor 61 and a motor angle sensor 62, as shown in Figures 1 and 2. The crank angle sensor 61 detects the rotation angle of the crankshaft 22. The detected value of the rotation angle of the crankshaft 22 is referred to as the engine rotation angle θeng. The crank angle sensor 61 outputs a signal corresponding to the rotational angular velocity of the crankshaft 22 as a detection signal to the control device 80.

The motor angle sensor 62 detects the rotation angle of the rotating shaft 31 of the motor generator 30. The detected value of the rotation angle of the rotating shaft 31 is called the motor rotation angle θinp. The motor angle sensor 62 outputs a signal corresponding to the rotation angular velocity of the rotating shaft 31 as a detection signal to the control device 80.

<Control device 80>
The control device 80 controls the operation of the internal combustion engine 20. The control device 80 also controls the motor generator 30 by operating the inverter 50. Furthermore, the control device 80 controls the first clutch 27, the second clutch 35, and the transmission 40.

The control device 80 has a CPU 81, a ROM 82, and a storage device 83. The ROM 82 stores various control programs executed by the CPU 81. The storage device 83 is, for example, a non-volatile memory. The storage device 83 stores the results of calculations performed by the CPU 81.

<Processing flow for deriving calculated value ωef of rotational angular velocity of crankshaft 22>
2, the CPU 81 of the control device 80 derives a rotational angular velocity calculated value ωef. The rotational angular velocity calculated value ωef is a rotational angular velocity of the crankshaft 22 excluding the influence of resonance influence torque, which is a torque component caused by torsional vibration of the torsional damper 25. The rotational angular velocity calculated value ωef can be used, for example, in a process of determining whether a misfire has occurred in the internal combustion engine 20.

The CPU 81 executes a detection value derivation process M11 to derive the rotational angular velocity detection value ωe of the crankshaft 22. For example, the CPU 81 can derive the rotational angular velocity detection value ωe by time-differentiating the engine rotational angle θeng detected by the crank angle sensor 61. The rotational angular velocity detection value ωe is a value derived based on the detection signal of the crank angle sensor 61, and can be said to be the detection value of the rotational angular velocity of the crankshaft 22.

The CPU 81 executes a torsion component derivation process M12 to derive the torsion component rotational angular velocity ωr. The torsion component rotational angular velocity ωr is a rotational angular velocity resulting from the torsion of the torsional damper 25. The torsion component rotational angular velocity ωr has a magnitude corresponding to the rotational angle difference, which is the difference between the motor rotational angle θinp and the engine rotational angle θeng. The torsion component rotational angular velocity ωr can be derived based on the rotational angle difference, the spring constant Kdmp of the torsional damper 25, and the inertia Ieng of the crankshaft 22. For example, the CPU 81 can derive the torsion component rotational angular velocity ωr using the following relational expression (Equation 2):

The CPU 81 executes a rotational angular velocity calculation process M13 to derive a rotational angular velocity calculated value ωef. In the rotational angular velocity calculation process M13, the CPU 81 derives the rotational angular velocity calculated value ωef based on the rotational angular velocity detected value ωe and the torsion component rotational angular velocity ωr. For example, the CPU 81 can derive the rotational angular velocity calculated value ωef using the following relational expression (Equation 3):

The CPU 81 executes a first derivation process M14 to derive a first resonance influence torque TQr1 based on the motor rotation angle θinp and the engine rotation angle θeng. The first resonance influence torque TQr1 is the resonance influence torque of the torsional damper 25. For example, the CPU 81 can derive the first resonance influence torque TQr1 using the following relational expression (Equation 4). That is, the first resonance influence torque TQr1 is a calculated value of the resonance influence torque derived based on the product of the difference between the motor rotation angle θinp and the engine rotation angle θeng and the spring constant Kdmp.

The CPU 81 executes a motor rotation angular velocity derivation process M15 to derive a motor rotation angular velocity detected value ωmg, which is a detected value of the rotation angular velocity of the motor generator 30. In the motor rotation angular velocity derivation process M15, the CPU 81 derives a value obtained by differentiating the motor rotation angle θinp with respect to time as the motor rotation angular velocity detected value ωmg.

The CPU 81 executes a second derivation process M16 to derive a second resonance influence torque TQr2 based on the motor rotational angular velocity ωmg. The second resonance influence torque TQr2 is the resonance influence torque of the torsional damper 25.

The second derivation process M16 will be described with reference to FIG.
In the second derivation process M16, in the first step S11, the CPU 81 derives the virtual second resonance influence torque value TQr2A. For example, the CPU 81 can derive the virtual second resonance influence torque value TQr2A using the following relational expression (Equation 5). In the relational expression (Equation 5), "Iinp" is the inertia of the rotating shaft 31. The virtual second resonance influence torque value TQr2A is derived based on the time-differentiated value of the motor rotational angular velocity ωmg and the inertia Iinp of the rotating shaft 31.

Next, in step S13, the CPU 81 derives the second resonance affecting torque TQr2 by filtering the virtual second resonance affecting torque value TQr2A. The filtering executed here is bandpass filtering that extracts, from the virtual second resonance affecting torque value TQr2A, fluctuation components in a frequency range corresponding to the rotational angular velocity of the crankshaft 22. The frequency range corresponding to the rotational angular velocity of the crankshaft 22 is a frequency range in which 0.5-order fluctuation components of the rotational angular velocity can be extracted. After deriving the second resonance affecting torque TQr2 in this manner, the CPU 81 temporarily terminates the second derivation process M16.

As described above, the second resonance influence torque TQr2 is a calculated value of the resonance influence torque of the torsional damper 25, which can be derived based on the product of the time derivative of the motor rotational angular velocity ωmg and the inertia Iinp of the rotating shaft 31.

Returning to FIG. 2, the CPU 81 executes correction processing M17 to correct the spring constant Kdmp of the torsional damper 25 based on the first resonance influence torque TQr1 and the second resonance influence torque TQr2. In correction processing M17, the CPU 81 corrects the spring constant Kdmp based on the amplitude of the first resonance influence torque TQr1 and the amplitude of the second resonance influence torque TQr2.

In Figure 4, the progression of the first resonance influence torque TQr1 is shown schematically by a solid line, and the progression of the second resonance influence torque TQr2 is shown schematically by a dashed line. In the example shown in Figure 4, the spring constant Kdmp used to derive the first resonance influence torque TQr1 deviates from the actual value of the spring constant Kdmp of the torsional damper 25. As a result, the amplitude Amp1 of the first resonance influence torque TQr1 deviates from the amplitude Amp2 of the second resonance influence torque TQr2.

In this embodiment, in correction process M17, the CPU 81 corrects the spring constant Kdmp so that the amplitude Amp1 of the first resonance influence torque TQr1 approaches the amplitude Amp2 of the second resonance influence torque TQr2. For example, the CPU 81 can correct the spring constant Kdmp using the following relational expression (Equation 6). In relational expression (Equation 6), "KdmpA" is the spring constant Kdmp before correction. According to this, the CPU 81 can increase the spring constant Kdmp when the amplitude Amp1 of the first resonance influence torque TQr1 is smaller than the amplitude Amp2 of the second resonance influence torque TQr2. On the other hand, the CPU 81 can decrease the spring constant Kdmp when the amplitude Amp1 is larger than the amplitude Amp2.

It is desirable to execute the correction process M17 when torsional vibration occurs in the torsional damper 25. For example, the CPU 81 executes the correction process M17 when starting the internal combustion engine 20. When starting the internal combustion engine 20, the rotational angular velocity of the crankshaft 22 is likely to fluctuate, and torsional vibration is likely to occur in the torsional damper 25.

<Actions and Effects of the Present Embodiment>
A second resonance-influencing torque TQr2 is derived based on the product of the time-differentiated value of the motor rotational angular velocity ωmg of the motor generator 30 and the inertia Img of the rotating shaft 31. The second resonance-influencing torque TQr2 fluctuates when torsional vibration occurs in the torsional damper 25 and resonance occurs in the rotating shaft 31. Furthermore, the first resonance-influencing torque TQr1 derived based on the product of the difference between the motor rotational angle θinp and the engine rotational angle θeng and the spring constant Kdmp of the torsional damper 25 also fluctuates when resonance occurs in the rotating shaft 31.

At this time, if the spring constant Kdmp used to derive the first resonance influence torque TQr1 differs from the actual value of the spring constant, a discrepancy will occur between the magnitude of the amplitude Amp2 of the second resonance influence torque TQr2 and the magnitude of the amplitude Amp1 of the first resonance influence torque TQr1. In this embodiment, the spring constant Kdmp is corrected based on the magnitude relationship between the amplitudes Amp1 and Amp2. This allows the spring constant Kdmp of the torsional damper 25 to approach the actual value.

Furthermore, by deriving the first resonance influence torque TQr1 using the spring constant Kdmp corrected in this manner, the discrepancy between the magnitude of the first resonance influence torque TQr1 and the actual magnitude of the resonance influence torque can be reduced. Furthermore, the calculated rotational angular velocity value ωef of the crankshaft 22, which can be derived using the spring constant Kdmp, can be calculated with high accuracy. Therefore, it is possible to accurately determine whether a misfire has occurred in the internal combustion engine 20.

Now, consider the case where correction process M17 is executed when both the first clutch 27 and the second clutch 35 are engaged. In this case, because no torque converter is interposed in the torque transmission path between the motor generator 30 and the drive wheels 47, disturbances from the drive wheels 47 side may be superimposed on the rotating shaft 31 of the motor generator 30. In other words, there is a possibility that disturbance components input to the rotating shaft 31 from the drive wheels 47 side may be superimposed on the virtual second resonance influence torque value TQr2A.

In this regard, in the present embodiment, the second resonance influence torque TQr2 is derived by applying a filter process to the virtual second resonance influence torque value TQr2A. Disturbance components input to the rotating shaft 31 from the drive wheels 47 side are removed from the second resonance influence torque TQr2 derived by applying this filter process. Therefore, by performing the correction process M17 using this second resonance influence torque TQr2, it is possible to suppress a decrease in the correction accuracy of the spring constant Kdmp.

Second Embodiment
A second embodiment of a control device for a hybrid vehicle will be described with reference to Fig. 5. In the following description, differences from the first embodiment will be mainly described, and the same reference numerals will be used to designate the same or corresponding components as those in the first embodiment, and redundant description will be omitted.

As shown in FIG. 5, the control device 80A of this embodiment includes a first electronic control unit 110 and a second electronic control unit 120. Each electronic control unit 110, 120 includes a CPU, ROM, and storage device. The first electronic control unit 110 controls the operation of the internal combustion engine 20. To this end, detection signals are input to the first electronic control unit 110 from various sensors included in the internal combustion engine 20. That is, the detection signal from the crank angle sensor 61 is input to the first electronic control unit 110.

The second electronic control unit 120 controls the motor generator 30 and each clutch 27, 35. To this end, the second electronic control unit 120 receives detection signals from various sensors required to control the motor generator 30 and each clutch 27, 35. In other words, the second electronic control unit 120 receives a detection signal from the motor angle sensor 62.

The control device 80A is equipped with a signal line 140 for transmitting the crank counter CNTcr acquired by the first electronic control unit 110 to the second electronic control unit 120. The crank counter CNTcr is a value that is counted up each time the engine rotation angle θeng, which is the rotation angle of the crankshaft 22, increases by a predetermined rotation angle. When one cycle of the internal combustion engine 20 is completed, the crank counter CNTcr is reset to "0".

Note that signal line 140 is a dedicated signal line for transmitting the crank counter CNTcr from the first electronic control unit 110. Therefore, the delay when transmitting the crank counter CNTcr to the second electronic control unit 120 using signal line 140 is kept sufficiently small so as not to affect the execution of various processes based on the crank counter CNTcr.

The control device 80A is equipped with a CAN communication line 130 for transmitting and receiving various types of information between the electronic control units 110, 120. The CAN communication line 130 is used for transmitting and receiving information between the multiple electronic control units installed in the vehicle 10. Therefore, for example, if information obtained by the second electronic control unit 120 is transmitted to the first electronic control unit 110 via the CAN communication line 130, a delay will occur between the time the second electronic control unit 120 transmits the information and the time the first electronic control unit 110 receives the information.

For example, the first electronic control unit 110 executes processes M11 to M14 and M17 out of the processes M11 to M17 shown in Figure 2. The second electronic control unit 120 executes processes M15 and M16.

The second electronic control unit 120 transmits the motor rotation angle θinp to the first electronic control unit 110 via the CAN communication line 130. The crank counter CNTcr at the time of detecting the motor rotation angle θinp is set as the detection-time counter CNTcrA. In this case, the second electronic control unit 120 transmits the detection-time counter CNTcrA and the motor rotation angle θinp in association with each other.

The second electronic control unit 120 transmits the second resonance influence torque TQr2 derived in the second derivation process M16 to the first electronic control unit 110 via the CAN communication line 130. The crank counter CNTcr at the time of derivation of the second resonance influence torque TQr2 is set as the derivation counter CNTcrB. In this case, too, the second electronic control unit 120 transmits the derivation counter CNTcrB and the second resonance influence torque TQr2 in association with each other.

In the first derivation process M14, the first electronic control unit 110 derives the first resonance influence torque TQr1 based on the motor rotation angle θinp and engine rotation angle θeng received via the CAN communication line 130. In this case, the first electronic control unit 110 obtains the engine rotation angle θeng when the crank counter CNTcr is the same as the detection-time counter CNTcrA received along with the motor rotation angle θinp. The first electronic control unit 110 then derives the first resonance influence torque TQr1 based on the engine rotation angle θeng and the motor rotation angle θinp. In other words, the first resonance influence torque TQr1 is the calculated value of the resonance influence torque when the crank counter CNTcr is the same as the detection-time counter CNTcrA.

<Actions and Effects of the Present Embodiment>
According to this embodiment, in addition to the effects of the first embodiment, the following effects can be further obtained.

In this embodiment, the detection signal of the crank angle sensor 61 is input to the first electronic control unit 110, while the detection signal of the motor angle sensor 62 is input to the second electronic control unit 120. The first electronic control unit 110 then corrects the spring constant Kdmp of the torsional damper 25 and derives the calculated rotational angular velocity value ωef of the crankshaft 22.

In the first derivation process M14, the first resonance influence torque TQr1 is derived using the engine rotation angle θeng and motor rotation angle θinp acquired at the same time. This increases the accuracy of the derivation of the first resonance influence torque TQr1 compared to when the first resonance influence torque TQr1 is derived using the engine rotation angle θeng and motor rotation angle θinp acquired at different times. As a result, the spring constant Kdmp can be corrected with high accuracy. Furthermore, by using a highly accurate spring constant Kdmp, the calculated rotational angular velocity value ωef of the crankshaft 22 can be derived with high accuracy.

<Example of change>
The above embodiment can be modified as follows: The above embodiment and the following modifications can be combined with each other within the scope of technical compatibility.

- Correction process M17 may be performed at times other than when the internal combustion engine 20 is started, provided that torsional vibration occurs in the torsional damper 25. For example, combustion of the air-fuel mixture in one of the multiple cylinders 21 of the internal combustion engine 20 may be stopped to intentionally cause fluctuations in the rotational angular velocity of the crankshaft 22, and correction process M17 may be performed in this case.

- When performing the correction process M17 when starting the internal combustion engine 20, the second clutch 35 may be in a disengaged state. This prevents disturbances from being input to the rotating shaft 31 of the motor-generator 30 from the drive wheels 47, so filtering may be omitted in the second derivation process M16. In this case, the virtual second resonance influence torque value TQr2A is derived as the second resonance influence torque TQr2.

- The vehicle to which the control device 80, 80A is applied may be a hybrid vehicle with a configuration different from that of the vehicle 10 shown in FIG. 1, as long as it is equipped with an internal combustion engine 20, a motor generator 30, and a torsional damper 25. For example, the vehicle may not be equipped with the first clutch 27 or the second clutch 35.

The control device 80 is not limited to a device that includes a CPU and ROM and executes software processing. In other words, the control device 80 may have any one of the following configurations (a) to (c):
(a) The control device 80 includes one or more processors that execute various processes according to a computer program. The processor includes a CPU and memory such as RAM and ROM. The memory stores program code or instructions that cause the CPU to execute processes. Memory, i.e., computer-readable media, includes any available media that can be accessed by a general-purpose or special-purpose computer.
(b) The control device 80 includes one or more dedicated hardware circuits that perform various processes. Examples of dedicated hardware circuits include application specific integrated circuits (ASICs) or FPGAs. ASIC stands for "Application Specific Integrated Circuit," and FPGA stands for "Field Programmable Gate Array."
(c) The control device 80 includes a processor that executes some of the various processes in accordance with a computer program, and dedicated hardware circuits that execute the remaining processes of the various processes.

REFERENCE SIGNS LIST 10... Vehicle 20... Internal combustion engine 22... Crankshaft 25... Torsional damper 30... Motor generator 31... Rotating shaft 80, 80A... Control device

Claims (1)

The present invention is applied to a hybrid vehicle including an internal combustion engine, an electric motor, and a torsional damper located in a torque transmission path between a crankshaft of the internal combustion engine and a rotary shaft of the electric motor,
When resonance occurs in the rotating shaft connected to the crankshaft via the torsional damper due to torsional vibration generated in the torsional damper , torque input to the crankshaft due to the resonance is defined as a resonance influence torque,
a first derivation process for deriving, as a first resonance influence torque, the resonance influence torque of the torsional damper, the resonance influence torque being derived based on the product of a difference between a rotation angle of the rotating shaft and a rotation angle of the crankshaft and a spring constant of the torsional damper;
a second derivation process for deriving, as a second resonance influence torque, the resonance influence torque of the torsional damper, the resonance influence torque being derived based on the product of a time-differentiated value of a rotational angular velocity of the rotating shaft and an inertia of the rotating shaft;
a correction process for increasing the spring constant used in the first derivation process when the amplitude of the first resonance influence torque is smaller than the amplitude of the second resonance influence torque, and a correction process for decreasing the spring constant used in the first derivation process when the amplitude of the first resonance influence torque is larger than the amplitude of the second resonance influence torque.