Power generation system control method and power generation system control device

Abstract

A power generation system control method makes a rotational speed of a generator follow a target value when generating electric power by a power generation system that mounts on a vehicle and connects an engine and the generator via a damper. In the power generation system control method, a correction target value is calculated by subtracting a component of a natural vibration frequency of a suspension that supports the power generation system on the vehicle from the target value using a first filter determined based on an elastic characteristic of the suspension. In addition, a torque command value for making a detected value follow the correction target value is calculated based on the correction target value and the detected value, a feedback torque for the torque command value is calculated using the detected value and an inverse model of the power generation system, further, a gain characteristic of the feedback torque is adjusted using a second filter determined based on a power transmission characteristic of the power generation system and a feedback gain. Furthermore, a final torque command value used for control of the generator is calculated based on the torque command value and the feedback torque.

Description

Technical Field

[0001] This invention relates to a control method and control device for a power generation system mounted on a vehicle. Background Technology

[0002] JP2010-288332A discloses an inverse model (1 / G) using a vehicle model. p (s) Vibration damping control that suppresses torsional vibrations generated in the drive shaft. Specifically, this prior art discloses a method that uses the transmission characteristic G... z The filter (s) feeds back the target torque value (T) to the vehicle drive motor. m Torque (T) m 2) Perform calculations to suppress the vibration of the output torque caused by modeling errors or external disturbances. Summary of the Invention

[0003] Vehicles sometimes incorporate a power generation system that connects the engine and generator. When the engine and generator are connected via shock absorbers, the power generation system constitutes a vibration system. That is, when the power generation system generates electricity, it sometimes causes torsional vibration in the connection mechanism between the engine and generator. Therefore, vibration damping control, using an inverse model of the power generation system model, is applied to the power generation system, mimicking the vehicle's drive system (drive shaft). However, simply importing the vibration damping control of the vehicle's drive system directly sometimes fails to adequately suppress the vehicle body vibration caused by the power generation system. Therefore, inherent adjustments to the power generation system are necessary for vibration damping control.

[0004] The purpose of this invention is to provide a power generation system control method and a power generation system control device that can better suppress vehicle body vibrations caused by the power generation system.

[0005] One aspect of the present invention is a power generation system control method that enables the generator speed to follow a target value when generating electricity from a power generation system mounted in a vehicle and connecting the engine and generator via shock absorbers. In this power generation system control method, a correction target value is calculated by subtracting the natural vibration frequency of the suspension from the target value using a first filter determined based on the vibration characteristics of the suspension supporting the power generation system in the vehicle. Based on the correction target value and a detected speed value, a torque command value for making the detected value follow the correction target value is calculated. Using the detected value and an inverse model of the power generation system, a feedback torque for the torque command value is calculated. The gain characteristics of the feedback torque are adjusted using a second filter determined based on the power transmission characteristics of the power generation system and a feedback gain. Finally, based on the torque command value and the feedback torque, a final torque command value used for controlling the generator is calculated. Attached Figure Description

[0006] Figure 1 This is an explanatory diagram showing the general structure of an electric vehicle.

[0007] Figure 2 This is a curve representing the torsional characteristics of the shock absorber.

[0008] Figure 3 This is a block diagram showing the structure of the generator controller.

[0009] Figure 4 This is a block diagram showing the structure of the vibration control unit.

[0010] Figure 5 It is a Bode plot representing the gain of the shock absorber torque relative to the engine torque.

[0011] Figure 6 It is a curve that represents the change of acceleration, etc., generated by an electric vehicle over time.

[0012] Figure 7 This is a block diagram showing the structure of the vibration reduction control unit according to the second embodiment.

[0013] Figure 8 This is a block diagram showing the structure of the vibration reduction control unit according to the third embodiment. Detailed Implementation

[0014] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

[0015] [First Implementation]

[0016] Figure 1 This is an explanatory diagram showing the general structure of an electric vehicle 100. (For example...) Figure 1 As shown, the electric vehicle 100 is a vehicle driven by the power of the battery 10, and has a drive motor 11 and a power generation system 12.

[0017] The battery 10 stores electricity for driving various parts of the electric vehicle 100. The battery 10 is rechargeable. In this embodiment, the battery 10 is charged at least by electricity generated by the power generation system 12. The DC voltage output by the battery 10 (hereinafter referred to as the battery voltage V) dc A voltage sensor (not shown) can be used to properly detect the voltage. Additionally, the SOC (State of Charge) of battery 10 can be appropriately obtained.

[0018] The drive motor 11 is an electric motor used to drive the electric vehicle 100. The drive motor 11 is powered by the electricity from the battery 10. The drive motor 11 is, for example, a three-phase AC synchronous motor.

[0019] The drive motor 11 is connected to the drive shaft 14 via a reducer 13, etc. A drive wheel 15 is connected to the drive shaft 14. Therefore, the torque generated by the drive motor 11 on its output shaft causes the drive wheel 15 to generate driving force for the electric vehicle 100 via the reducer 13, etc. Furthermore, when the electric vehicle 100 decelerates, the drive motor 11 converts the kinetic energy of the electric vehicle 100 into electrical energy through so-called regenerative control. All or part of the electricity obtained during regenerative control is charged to the battery 10.

[0020] The drive motor 11 is connected to the battery 10 via the drive inverter 16. The drive inverter 16 is an inverter for the drive motor 11, which converts the DC power output from the battery 10 into AC power and supplies it to the drive motor 11. In addition, during regenerative control, the drive inverter 16 converts the AC power generated by the drive motor 11 into DC power.

[0021] The power generation system 12 is a system that generates electricity to charge the battery 10. That is, the electric vehicle 100 of this embodiment is a so-called series hybrid electric vehicle. The power generation system 12 includes an engine 17, a generator 18, and a shock absorber 19.

[0022] Engine 17, a so-called internal combustion engine, is the power source for power generation system 12. That is, generator 18 generates electricity using the power produced by engine 17. Furthermore, the engine speed or the output torque of engine 17 (hereinafter referred to as engine torque T) is also a factor in this process. E It can be properly detected.

[0023] The generator 18 generates electricity using the power from the engine 17. That is, the generator 18 rotates using the power input from the engine 17, thereby generating electricity. The generator 18 is connected to the battery 10 via a generator inverter 20, and the electricity generated is used to charge the battery 10. The generator inverter 20 converts the AC power generated by the generator 18 into DC power and supplies it to the battery 10. Furthermore, the generator inverter 20 can convert the DC power from the battery 10 into AC power and supply it to the generator 18, causing the generator 18 to rotate. Thus, when the engine 17 is started, the engine 17 is started by the crankshaft. Additionally, sometimes, as needed, the generator 18 is rotated to allow the engine 17 to idle, thereby actively consuming the power from the battery 10.

[0024] In this embodiment, generator 18 is a three-phase AC generator with U-phase, V-phase, and W-phase. The detected value of the U-phase current flowing through generator 18 is the U-phase current I. u Similarly, the detected value of the current flowing through phase V of generator 18 is the phase V current I. v The detected value of the current flowing through phase W of generator 18 is the phase W current I. wHereinafter, the measured values ​​of the current flowing through each phase of generator 18 will be collectively referred to as the three-phase current I. u I v I w The detected value of the d-axis current of generator 18 is the d-axis current I. d The detected value of the q-axis current of generator 18 is the q-axis current I. q d-axis current I d and q-axis current I q It is detected by converting the three-phase current. Additionally, the d-axis current I of generator 18 will be described below. d and q-axis current I q Collectively referred to as dq-axis current I d I q .

[0025] The rotational speed of generator 18 can be appropriately detected. In this embodiment, angular velocity (ω) is used as the parameter representing the rotational speed of generator 18. G [rad / s]. Hereinafter, the measured speed (angular velocity) of generator 18 will be referred to as the speed measurement value ω. G Additionally, the torque of generator 18 (hereinafter referred to as generator torque T) G For example, it can be based on the speed detection value ω G Wait for appropriate testing.

[0026] The shock absorber 19 is an element of the power transmission mechanism (not shown) that transmits power generated by the engine 17 to the generator 18. The shock absorber 19 moderates changes in the power generated by the engine 17 before transmitting it to the generator 18. Specifically, the shock absorber 19 in this embodiment is a so-called torsional shock absorber, which moderates power fluctuations through mechanical torsion while transmitting power. In addition to the shock absorber 19, the power transmission mechanism also includes gears and the like.

[0027] Figure 2 This is a curve representing the torsional characteristics of shock absorber 19. For example... Figure 2 As shown, if the shock absorber 19 twists when transmitting power, it generates a torque corresponding to that twist (hereinafter referred to as the shock absorber torque T). dmp Additionally, such as Figure 2 As shown, in this embodiment, the shock absorber 19 is, in principle, based on the shock absorber torque T. dmp With twist angle θ TW It is used within a range that is roughly proportional to the input power. That is, the shock absorber 19 is used within a range that does not become unable to mitigate changes in the input power (so-called bottoming out).

[0028] In addition to the aforementioned drive system (drive motor 11, etc.) and power generation system 12, the electric vehicle 100 also includes various controllers (see [reference]) for controlling driving and other functions, as well as controlling the power generation system 12. Figure 1 Specifically, such as Figure 1 As shown, the system includes a system controller 21, a drive motor controller 22, a battery controller 23, a generator controller 24, and an engine controller 25. Furthermore, in this embodiment, the system controller 21 includes a power generation control unit 26.

[0029] The system controller 21 is a higher-level control unit that centrally controls all parts of the electric vehicle 100. Furthermore, the drive motor controller 22, battery controller 23, generator controller 24, and engine controller 25 are lower-level control units that independently control each part of the electric vehicle 100 based on instructions from the system controller 21.

[0030] System controller 21, for example, is based on the amount of accelerator pedal operation given by the driver, i.e., accelerator pedal opening A. po The system controls the drive of electric vehicle 100 based on factors such as vehicle speed V and the gradient of the road surface where the electric vehicle 100 is located. Vehicle speed V or accelerator pedal opening A... po Appropriate detection can be performed using sensors not shown in the diagram.

[0031] Specifically, the system controller 21 is based on the accelerator pedal opening A po Vehicle speed V and battery voltage V dc The system calculates the drive torque command value. The drive torque command value is a command value that represents the target torque (hereinafter referred to as drive torque) that the drive motor 11 should output. The drive torque command value is input to the drive motor controller 22.

[0032] The drive motor controller 22 switches the drive inverter 16 on and off based on the drive torque command value. As a result, the drive motor controller 22 causes the drive motor 11 to operate, thereby generating the drive torque indicated by the system controller 21.

[0033] In addition, the system controller 21, based on the SOC of the battery 10, etc., controls the target generated power P. (Not shown) Setting is performed. The target power generation is the target value of the power that the power generation system 12 should produce in order to charge the battery 10 and / or supply the drive motor 11. Target power generation P It is input to the power generation control unit 26.

[0034] The power generation control unit 26 controls the power generation achieved by the power generation system 12 based on the target power generation. Specifically, the power generation control unit 26 controls the power generation based on the target power generation P. The target value related to the rotational speed of generator 18 (hereinafter referred to as the target rotational speed value ω) G1 and engine torque T E The relevant target value (hereinafter referred to as the engine torque target value T) E The settings are configured to enable the power generation system 12 to operate.

[0035] Target speed ω G1 This indicates that in order for the power generation system 12 to achieve the target power generation P The generator 18 should maintain a target speed (command value) for power generation. In other words, when the power generation system 12 is generating electricity, the generator 18 should, in principle, maintain a speed of ω detected by the speed sensor. G With the target speed ω G1 Consistent with or following the target speed value ω G1 The control method is as follows: That is, the control of generator 18 is speed control. The target speed value ω... G1 It is input to generator controller 24.

[0036] Engine torque target value T E This indicates that in order for the power generation system 12 to achieve the target power generation P The target value (command value) of torque that engine 17 should output. In other words, when the power generation system 12 is generating electricity, engine 17 should output a torque T. E With engine torque target value T E Consistent with or following the engine torque target value T E The control method is as follows: Specifically, engine 17 is controlled by torque control. The target engine torque value T... E It is input to the engine controller 25.

[0037] In addition, in this embodiment, the power generation control unit 26 is provided on the system controller 21, but the power generation control unit 26 may also be provided independently of the system controller 21, just like the generator controller 24 or the engine controller 25.

[0038] The battery controller 23 measures the State of Charge (SOC) based on the current and voltage of the battery 10 during discharge or charging. The measured SOC can be appropriately utilized by the system controller 21. Furthermore, the battery controller 23 adjusts the input power P of the battery 10 based on its temperature, internal resistance, and / or SOC. IN(Acceptable power) or power output P OUT Perform calculations. Input power P. IN It may be able to output electricity P OUT The calculation results can be appropriately utilized by the system controller 21.

[0039] The generator controller 24 controls the operation of the generator 18. More specifically, the generator controller 24 controls the operation based on the target speed value ω. G1 Based on the speed or voltage of generator 18, the generator inverter 20 is switched on and off. Thus, the generator controller 24 controls the generation of the target power P. The rotational speed of the generator (ω) G This causes generator 18 to operate.

[0040] The engine controller 25 controls the operation of the power source of the power generation system 12, namely the engine 17. More specifically, the engine controller 25 controls the operation based on the target engine torque value T. E Based on signals such as engine speed or temperature, the engine controller 25 adjusts the throttle valve, ignition timing, and / or fuel injection quantity of the engine 17. As a result, the engine 17 generates the target electrical power P. The torque of the generator T E (Power). Signals such as engine speed or temperature of engine 17 are appropriately obtained by sensors (not shown).

[0041] The aforementioned system controller 21, drive motor controller 22, battery controller 23, generator controller 24, and engine controller 25 are composed of one or more computers. Furthermore, these controllers are programmed to periodically execute the various controls described above within a predetermined control cycle.

[0042] Furthermore, while each of the aforementioned controllers has been described individually in this embodiment, some or all of these controllers can be integrated into a single unit. For example, all of the aforementioned controllers can be installed as a single unit in a computer. Alternatively, for example, the generator controller 24 and the engine controller 25 can be installed in a single computer, or a portion of the aforementioned controllers can be installed in a single computer. In other words, the distinction between the various controllers is merely for ease of explanation.

[0043] The generator controller 24, engine controller 25, and power generation control unit 26 among the various controllers mentioned above are, in particular, controllers related to the control of the power generation system 12. Therefore, the generator controller 24, engine controller 25, and power generation control unit 26 constitute a power generation system control device 101 for controlling the power generation system 12.

[0044] Figure 3 This is a block diagram showing the structure of the generator controller 24. (For example...) Figure 3 As shown, the generator controller 24 includes a vibration reduction control unit 31, a current command value calculation unit 32, a current control unit 33, a decoupling control unit 34, a voltage converter 35, and a current converter 36.

[0045] The vibration reduction control unit 31 is used to suppress the vibration of the power generation system 12 and to control the rotational speed (ω) of the generator 18. G ) and the target speed ω G1 Consistent with or following the target speed value ω G1 Therefore, the torque that generator 18 should maintain (generator torque T) G (Not shown) Perform calculations on the relevant instruction values.

[0046] In addition to suppressing the vibration generated by the power generation system 12, the vibration control unit 31 also makes it difficult for the vibration generated by the power generation system 12 to be transmitted to the vehicle body (especially the floor of the passenger compartment). In this embodiment, the control that integrates the suppression of the generation and transmission of vibration caused by the power generation system 12 is referred to as the vibration control of the power generation system 12.

[0047] Hereinafter, the torque that generator 18 should maintain will be referred to as generator torque T. G (Not shown), will be related to the generator torque T determined by vibration reduction control. G The relevant final command value is called the final generator torque command value T. G3 That is, the vibration reduction control unit 31 controls the final generator torque command value T through vibration reduction control. G3 The calculation is performed. Specifically, the vibration reduction control unit 31 performs calculations based on the target rotational speed value ω. G1 and rotational speed detection value ω G For the final generator torque command value T G3 The calculation is performed. Additionally, the rotational speed detection value ω... G The rotation is properly detected by the rotation sensor 37 installed on the generator 18.

[0048] The current command value calculation unit 32 uses the final generator torque command value T G3 Speed ​​detection value ω G and battery voltage V dc The command value I for the d-axis current of generator 18 d and q-axis current command value Iq Perform calculations. d-axis current command value I d and q-axis current command value I q It is related to the d-axis current I of generator 18 d and q-axis current I q Related instruction values.

[0049] The current control unit 33 controls the generator 18 through so-called current control. Specifically, the current control unit 33 uses the d-axis current command value I. d q-axis current command value I q d-axis current I d q-axis current I q and rotational speed detection value ω G The d-axis voltage command value V for generator 18 d and q-axis voltage command value V q Perform the calculation. d-axis voltage command value V d and q-axis voltage command value V q It is the d-axis voltage V of generator 18 d and q-axis voltage V q Related instruction values.

[0050] d-axis voltage command value V d The decoupling voltage V relative to the d-axis voltage is subtracted by subtraction part 38. d-dcpl (Not shown) Afterwards, it is input to voltage converter 35. The d-axis voltage command value (V) is then subtracted from the decoupling voltage for the d-axis voltage. d The final d-axis voltage command value for generator 18 (hereinafter referred to as the final d-axis voltage command value V) is the final d-axis voltage command value. d ).

[0051] q-axis voltage command value V q The decoupling voltage V relative to the q-axis voltage is subtracted by subtraction part 39. q-dclp (Not shown) Afterwards, it is input to voltage converter 35. The q-axis voltage command value (V) is then subtracted from the decoupling voltage for the q-axis voltage. q The final q-axis voltage command value (hereinafter referred to as the final q-axis voltage command value V) is for generator 18. q The following will specify the final voltage command value V for the d-axis. d and the final voltage command value V on the q-axis q This is called the final voltage command value V for the dq axis. d V q .

[0052] Decoupling control unit 34 uses d-axis current I d and q-axis current I q For the decoupling voltage V d-dcpl V q-dcpl Perform the calculation. Decoupling refers to reducing the voltage drop caused by interference between the d-axis and q-axis. These decoupling voltages V d-dcpl V q-dcpl As mentioned earlier, in subtraction units 38 and 39, the voltage command value V from the d-axis is respectively... d and q-axis voltage command value V q minus.

[0053] Voltage converter 35 calculates the final voltage command value V based on the dq axis. d V q The voltage command values ​​(three-phase voltage command values) for each phase of UVW. u V v V w Perform calculations. These three-phase voltage command values ​​V u V v V w The voltage is input to the generator inverter 20. Furthermore, the generator inverter 20, in turn, applies a U-phase voltage V to each phase of the generator 18 accordingly. u Phase V voltage V v and W-phase voltage V w As a result, generator 18 produces a torque equal to the final generator torque command value T. G3 The corresponding generator torque T G Driven, the rotational speed (ω) of generator 18 G ) and the target speed ω G1 Consistent with or following the target speed value ω G1 .

[0054] The current converter 36 converts the three-phase current I u I v I w Converted to dq axis current I d I q Three-phase current I u I v I w The current is detected by a current sensor 40 installed between the generator inverter 20 and the generator 18. In this embodiment, the U-phase current I is detected. u and V-phase current I v The current converter 36 calculates the W-phase current I through computation. w dq axis current I d I q As mentioned above, the current command value is input to the current command value calculation unit 32 and the decoupling control unit 34.

[0055] Figure 4 This is a block diagram showing the structure of the vibration reduction control unit 31. (Example) Figure 4 As shown, the vibration reduction control unit 31 includes a correction target value calculation unit 41, a speed control unit 42, a feedforward vibration reduction calculation unit 43, a feedback torque calculation unit 44, and a final command value calculation unit 45.

[0056] The correction target value calculation unit 41, through having G m (s) represents the first filter with the transfer characteristics (hereinafter referred to as the first filter G). m (s) for the target speed ω G1 Correction is performed, thereby adjusting the target speed ω. G2 Perform calculations. First filter G m (s) is a filter that reduces vibrations transmitted from the power generation system 12 to the vehicle body (carriage floor) by supporting the power generation system 12 on a mount (not shown) of the electric vehicle 100. First filter G m (s) is determined based on the elastic characteristics of the suspension. In this embodiment, the first filter G m (s) is the natural frequency component (natural frequency ω) that selectively reduces vibrations transmitted from the power generation system 12 to the vehicle body via the suspension. mnt Notch filters (band-stop filters) with components of ( ).

[0057] That is, the correction target value calculation unit 41 uses the first filter G m (s), for the basic target speed ω G1 The target corrected rotational speed ω after reducing the natural frequency component of the mount G2 The calculation is performed. As a result, the target value calculation unit 41 suppresses the transmission of vibrations generated in the power generation system 12 to the vehicle body.

[0058] Speed ​​control unit 42 so that the speed detection value ω G With the target value of the corrected rotational speed ω G2 Consistent with or following the target value ω of the correction speed G2 The method is based on the speed detection value ω G and the target value of the corrected rotational speed ω G2 For the torque command value T of the first generator G1 The calculation is performed. For example, the speed control unit 42 uses PI (Proportional-Integral) control to adjust the torque command value T of the first generator. G1 Perform the calculation.

[0059] The feedforward vibration reduction calculation unit 43 suppresses vibrations (torsional vibrations) generated in the power transmission system of the power generation system 12 by adjusting the torque command value T of the first generator. G1 Pre-corrected feedforward control is performed on the torque command value T of the second generator. G2 Perform the calculation.

[0060] In this embodiment, the feedforward vibration reduction calculation unit 43 is composed of the following model, namely, based on the transmission characteristic G p (s) represents the model of power generation system 12 (hereinafter referred to as power generation system model G). p (s) and the model representing its canonical response (hereinafter referred to as the canonical model G). r (s)). Specifically, the feedforward vibration reduction calculation unit 43 uses the power generation system model G. p The inverse model 1 / G of (s) p (s) and the canonical model G r (s) constitutes it. That is, the transmission characteristics of the feedforward damping calculation unit 43 are composed of G. r (s) / G p (s) represents.

[0061] In addition, the power generation system model G p (s) is the torque input-speed output transmission characteristic, that is, the torque input to the generator system 12 (generator torque T) G and engine torque T E (input) to speed output (ω) GThe transitive properties up to the output of ( ). Additionally, the canonical model G r (s) is the transmission characteristic of the standard response of torque input-speed output. Hereinafter, the first generator torque command value T, implemented by the feedforward damping calculation unit 43, will be described. G1 Correction (second generator torque command value T) G2 The operation of this is called feedforward vibration reduction control.

[0062] The feedback torque calculation unit 44 calculates the speed detection value ω. G With the target value of the corrected rotational speed ω G2 Consistent with or following the target value ω of the correction speed G2 Based on the speed detection value ω G The corresponding torque command value T is fed back to the second generator. G2 The torque (hereinafter referred to as feedback torque T) fb The calculation is performed by the feedback torque calculation unit 44 based on the final generator torque command value T. G3 and rotational speed detection value ω G For feedback torque T fb Perform the calculation.

[0063] In addition, such as Figure 2 As shown, the feedback torque calculation unit 44 includes a torque estimation unit 46, a torque detection unit 47, a deviation calculation unit 48, a gain characteristic adjustment unit 49, and a feedback gain multiplication unit 50.

[0064] Torque estimation unit 46 pairs according to the final generator torque command value T G3 Generator torque T under controlled conditions G (The following is the estimated value of generator torque T) G The torque estimation is performed by estimating the final generator torque command value T. In this embodiment, the torque estimation unit 46 is composed of a bandpass filter (hereinafter referred to as the bandpass filter H(s)), which is represented by the transfer characteristic H(s). That is, the torque estimation unit 46 estimates the final generator torque command value T by adjusting the bandpass filter H(s) to the specified value. G3 By using a bandpass filter H(s), the estimated value of generator torque T is obtained. G ^ Perform calculations.

[0065] Torque detection unit 47 detects torque based on speed detection value ω G The actual torque produced by generator 18 (hereinafter referred to as generator torque T) GThe torque detection unit 47 performs calculations to perform the detection. Specifically, the torque detection unit 47 consists of a bandpass filter H(s) and a power generation system model G. p The inverse model 1 / G of (s) p (s) constitutes the torque detection unit 47. That is, the transmission characteristics of the torque detection unit 47 are determined by H(s) / G. p (s) represents.

[0066] Deviation calculation unit 48 estimates generator torque T G ^ and generator torque T G deviation ΔT G The calculation is performed. In this embodiment, the deviation calculation unit 48 calculates the deviation from the generator torque T. G Subtract the generator torque estimate T G ^, thus affecting the deviation ΔT G Perform the calculation.

[0067] Gain characteristic adjustment unit 49 for feedback torque T fb The gain characteristics are adjusted. Specifically, the gain characteristic adjustment unit 49 adjusts the gain characteristics by means of the transfer characteristic G. z The filter represented by (s) (hereinafter referred to as the second filter G) z (s) for deviation ΔT G Processing is performed to adjust the feedback torque T. fb The gain characteristics of the second filter G are adjusted. z (s) is predetermined based on the characteristics of the power transmission system of the power generation system 12, namely the power transmission characteristics of the power generation system 12.

[0068] The feedback gain multiplication unit 50, in principle, multiplies the bias ΔT. G Multiply by the feedback gain K fb Thus, the feedback torque T fb The calculation is performed. In this embodiment, as described above, the gain characteristic adjustment unit 49 adjusts the deviation ΔT. G The gain characteristic adjustment process is implemented, therefore, the feedback gain multiplier 50 measures the deviation ΔT after the gain characteristic adjustment process. G Multiply by the feedback gain K fb Thus, the feedback torque T fb Perform the calculation.

[0069] The final command value calculation unit 45 calculates the second generator torque command value T based on the feedforward vibration reduction calculation unit 43. G2 The feedback torque T calculated by the feedback torque calculation unit 44 fb For the final generator torque command value T G3 The calculation is performed. In this embodiment, the final command value calculation unit 45 is a subtractor, which calculates the final command value from the second generator torque command value T. G2 Subtract feedback torque T fb This results in the final generator torque command value T. G3 The calculation will be performed. The following will use the feedback torque T. fb The second generator torque command value T G2 Correction (final generator torque command value T) G3 The operation of this process is called feedback vibration reduction control.

[0070] The power generation system 12, as the controlled object, is based on the engine torque target value T. E Control engine 17, and based on the aforementioned final generator torque command value T G3 The generator 18 is controlled. Therefore, the power generation system 12 suppresses the generation of torsional vibration in the power transmission system and the transmission of torsional vibration to the vehicle body, and generates the target electrical power P. A considerable amount of electricity.

[0071] <Power Generation System Model>

[0072] The following describes the power generation system model G used in the vibration reduction control unit 31. p (s) etc. will be described in detail.

[0073] The equations of motion for the power generation system 12 are expressed by the following equations (1) to (3).

[0074] [Mathematical Expression 1]

[0075] The parameters used in the above equations of motion are described below.

[0076] J G Generator inertia

[0077] J E Engine inertia

[0078] K dmp Shock absorber torsional rigidity

[0079] D dmp : Shock absorber torsional damping constant

[0080] N: Overall gear ratio

[0081] ω G The generator's rotational speed (angular velocity).

[0082] ω E Engine speed (angular velocity)

[0083] T G Generator torque

[0084] T E Engine torque

[0085] T dmp Shock absorber torque

[0086] Based on the above equations of motion, the power generation system model G... p (s) is expressed in the form of the following equation (4). “s” is the Laplace operator. Furthermore, if equation (4) is rearranged, the power generation system model G p (s) can use gain g p The natural frequency ω of the pole p Pole attenuation ratio ζ p The natural frequency ω at the zero point z and zero-point attenuation ratio ζ z The natural frequency ω of the pole is expressed in the form of equation (5) below. p and pole decay ratio ζ p These are the frequency and attenuation ratio of the natural vibrations generated in the power generation system 12. Additionally, the zero-point natural frequency ω... z and zero-point attenuation ratio ζ z Due to the inverse model 1 / G p The frequency and attenuation ratio of the inherent vibration generated by the use of (s).

[0087] [Mathematical Expression 2]

[0088] Additionally, the torque input to the power generation system 12 is converted to the rotational speed (ω). G The ideal characteristics up to the output of ) are achieved by adjusting the pole attenuation ratio ζ in equation (5). p This is obtained by setting it to 1. That is, the canonical model G of the power generation system 12. r (s) is represented by the following equation (6).

[0089] [Mathematical Expression 3]

[0090] Therefore, the transmission characteristics of the feedforward damping calculation unit 43, i.e., G r (s) / G p (s) is represented by the following formula (7).

[0091] [Mathematical Expression 4]

[0092] The bandpass filter H(s) used in the torque estimation section 46 and the torque detection section 47 passes through the pole natural frequency ω. p and pole decay ratio ζ p It is represented by the following formula (8).

[0093] [Mathematical Expression 5]

[0094] Additionally, the second filter G used in the gain characteristic adjustment unit 49 z (s), using the zero-point natural frequency ω z and zero-point attenuation ratio ζ z It is represented by the following equation (9). That is, the second filter G z (s) is represented by the transmission characteristics with poles and zeros, where the frequency and attenuation ratio of the natural vibration at the zero point are related to the power generation system model G. p The zero-point natural frequency ω of (s) z and zero-point attenuation ratio ζ z It is common. On the other hand, the second filter G z The natural frequency (ω) of the natural vibration at the pole of (s) c ) and attenuation ratio (ζ) c (This should be used in conjunction with the second filter G) z (s) refers to the parameters that are adjusted to match the specific system. Hereinafter, the variable that corresponds to the frequency of the natural vibration at the pole of equation (9) will be called the frequency variable ω. c The variable that corresponds to the damping ratio of the natural vibration at the pole of equation (9) is called the damping ratio variable ζ. c .

[0095] [Mathematical Expression 6]

[0096] For example, when the second filter G is used in the drive system of electric vehicle 100 z When (s), as shown in equation (10) below, in the second filter G of equation (9) z In (s), the attenuation ratio variable ζ c Set to 1 (ζ) c =1), and the frequency variable ω c Set as the zero-point natural frequency ω z (ω) c =ω z ).

[0097] [Mathematical Expression 7]

[0098] In the second filter G z (s) When used for vibration reduction control of power generation system 12, the attenuation ratio variable ζ in equation (9) c As shown in equation (11) below, it can be set to be greater than the zero-point attenuation ratio ζ. z And a value less than or equal to 1. In particular, the attenuation ratio variable ζ is preferred. c Set to a decay ratio greater than zero ζ z And values ​​less than 1 (ζ) z <ζ c <1). In this embodiment, the second filter G z The decay ratio variable ζ of (s) c Set as ζ z <ζ c Values ​​within the range of <1. Specifically, the attenuation ratio variable ζ. c It is adjusted in the following way, namely, the shock absorber torque T dmp The output relative to the engine torque T E The input gain does not diverge at specific frequencies (extreme rise), and remains approximately constant over a wide frequency band. This attenuation ratio variable ζ c The adjustment can be related to the frequency variable ω c Or feedback gain K fb The value of is independent and determined independently. However, the preferred attenuation ratio variable ζ is preferred. c The adjustment is related to the frequency variable ω c Or feedback gain K fb The adjustments and combinations were carried out in a manner that was carefully considered.

[0099] [Mathematical Expression 8]

[0100] Additionally, in the second filter G z (s) When used for vibration reduction control of power generation system 12, as shown in equation (12) below, the frequency variable ω in equation (9) c It can be set to a natural frequency ω that is greater than zero and less than or equal to zero. z The value of ω is preferred. Specifically, the frequency variable ω is preferred. c The natural frequency ω is set to be greater than zero and less than zero. z The value (0 < ω) c <ω z In this embodiment, the second filter G... z The frequency variable ω of (s) c Set to 0<ω c <ω z The values ​​within the range. Specifically, the frequency variable ω c It is adjusted in the following way, namely, the shock absorber torque T dmpRelative to engine torque T E The gain does not diverge at specific frequencies (except for extreme increases), and remains approximately constant over a wide frequency band. This frequency variable ω c The adjustment can be related to the attenuation ratio variable ζ c Or feedback gain K fb The value of ω is independent and performed independently. However, the frequency variable ω is preferred. c The adjustment is related to the attenuation ratio variable ζ. c Or feedback gain K fb The adjustments and combinations were carried out in a manner that was carefully considered.

[0101] [Mathematical Expression 9]

[0102] Furthermore, in the second filter G z (s) When used for vibration reduction control of power generation system 12, in conjunction with the second filter G z (s) Feedback gain K used together fb As shown in equation (13) below, it is preferably set to a value greater than zero and less than 1. Specifically, the feedback gain K fb It is adjusted in the following way, namely, the shock absorber torque T dmp Relative to engine torque T E The gain does not diverge at specific frequencies (except for extreme increases), and remains approximately constant over a wide frequency band. This feedback gain K... fb The adjustment can be related to the attenuation ratio variable ζ c or frequency variable ω c The value of is independent and performed independently. However, the preferred feedback gain K is... fb The adjustment is related to the attenuation ratio variable ζ. c or frequency variable ω c The adjustments and combinations were carried out in a manner that was carefully considered.

[0103] [Mathematical Expression 10]

[0104] The first filter G used in the correction target value calculation unit 41 m (s), in principle, uses the natural frequency ω determined by the elastic properties of the suspension. mnt and attenuation ratio ζ mnt It is represented by the following equation (14). That is, the first filter G m (s) is represented by the transmission characteristics with poles, where the frequency of the natural vibration at the pole and the attenuation ratio are the natural frequency ω. mnt and attenuation ratio ζ mnt .

[0105] [Mathematical Expression 11]

[0106] In this embodiment, the first filter G m The natural frequency ω of (s) mnt and attenuation ratio ζ mnt These are predetermined intrinsic values. For example, the vibration of the power generation system 12 is caused by the crankshaft starting action of the engine 17, which is implemented by the generator 18. The acceleration of the vehicle body in the longitudinal and vertical directions caused by this vibration is measured by an acceleration sensor installed on the vehicle body. The frequencies of these accelerations are analyzed by methods such as FFT (High-Speed ​​Fourier Transform). Thus, the first filter G can be determined. m The natural frequency ω of (s) mnt and attenuation ratio ζ mnt However, the first filter G m The natural frequency ω of (s) mnt Attenuation ratio ζ mnt Alternatively, these two can be set as variables that are adjusted accordingly to the temperature of engine 17.

[0107] The Role of Parameter Adjustment in Transmission Characteristics, etc.

[0108] Figure 5 This indicates the shock absorber torque T. dmp Relative to engine torque T E Bode plot of gain.

[0109] Figure 5 The solid line in (A) shows two gains, 51 and 52. Gain 51 is the gain when only feedforward damping control is performed without feedback damping control. Gain 52 is the gain when feedforward damping control is performed and the second filter G is omitted. z The gain under feedback damping control (s). Additionally, Figure 5 The dashed line in (A) shows the implementation of feedforward vibration reduction control and feedback vibration reduction control, and the second filter G, represented by equation (10), is used in the vibration reduction control implemented by feedback control. z The gain is 53 in the case of (s).

[0110] Figure 5 (B) shows how the second filter G is made z The decay ratio variable ζ of (s) c The change in gain under different conditions. Furthermore, in... Figure 5 In (B), it is shown that when the frequency variable ω is... c Set as the zero-point natural frequency ω z In the state of (ω) c =ω z ), making the attenuation ratio variable ζ c At the minimum value (ζ) c=0.1) and 1 (ζ) c Examples of variations between (=1).

[0111] Figure 5 (C) shows how the second filter G is made z The frequency variable ω of (s) c The change in gain under different conditions. Furthermore, in... Figure 5 In (C), it is shown that the attenuation ratio variable ζ is used. c When set to 0.5 (ζ) c =0.5), making the frequency variable ω c At zero (ω) c =0) and the natural frequency ω at zero point z (ω) c =ω z Examples of variations between )

[0112] Figure 5 (D) shows how the feedback gain K is made fb The change in gain under different conditions. Furthermore, in... Figure 5 In (D), it is shown that the attenuation ratio variable ζ is used. c When set to 0.5 (ζ) c =0.5), making the feedback gain K fb At the minimum value (K) fb =0.1) and 1 (K fb Examples of variations between (=1).

[0113] like Figure 5 As shown in (A) 51, in the case of only performing feedforward vibration reduction control and not feedback vibration reduction control, in the power generation system model G p The natural frequency ω of the pole in (s) p At the corresponding frequency, the shock absorber torque T dmp Relative to engine torque T E The gain increases. Additionally, as... Figure 5 As shown in gain 52 of (B), feedback damping control is performed in addition to feedforward damping control, but the second filter G is not used. z In the case of (s), in the power generation system model G p The natural frequency ω at the zero point in (s) z At the corresponding frequency, the shock absorber torque T dmp Relative to engine torque T E The gain increases. This is because, in the feedback vibration reduction control, the inverse model 1 / G of the power generation system 12 is used. p (s).

[0114] And, as Figure 5(A) shows the gain 53. If the second filter G is used in the feedback damping control... z The frequency variable ω of (s) c Set as the zero-point natural frequency ω z And the decay ratio variable ζ c If set to 1, then the natural frequency ω of the pole is... p Or the natural frequency ω at the zero point z The increase in gain at the corresponding frequency is mitigated. That is, the damper torque T dmp Relative to engine torque T E The gain is balanced and approaches a constant state over a wide frequency band. However, as shown in gain 53, at the natural frequency ω of the pole... p Or the natural frequency ω at the zero point z The corresponding frequency bands have residual, gentle peaks.

[0115] Therefore, if the second filter G is made z The decay ratio variable ζ of (s) c If the variation is within the range of 0.1 to 1, then as follows: Figure 5 As shown by the dashed line in (B), the magnitude of the peak is, for example, in ζ. c The value becomes a local minimum at approximately 0.5. Therefore, in this embodiment, the second filter G... z The decay ratio variable ζ of (s) c Set to be the intermediate value, i.e., 0 < ζ z <ζ c <1, thus reducing the shock absorber torque T dmp Relative to engine torque T E The gain is more balanced, approaching a constant state particularly across a wide frequency band. Although it also depends on the frequency variable ω. c Or feedback gain K fb The set value, but the attenuation ratio variable ζ c The optimal value is approximately 0.5 (ζ). c ≈0.5).

[0116] Furthermore, if set to ζ c When the frequency variable ω is approximately 0.5, make it ≈0.5. c In 0<ω c <ω z If the change occurs within a certain range, then as follows: Figure 5 As shown by the dashed line in (C), the reference is a value that minimizes the peak value. Therefore, in this embodiment, by using the second filter G... z The frequency variable ω of (s) c Set to be the intermediate value, i.e., 0 < ω c <ω zThe value within the range, thereby controlling the shock absorber torque T. dmp Relative to engine torque T E The gain is more balanced, approaching a constant state particularly across a wide frequency band. Although it also depends on the attenuation ratio variable ζ. c Or feedback gain K fb The set value, but the frequency variable ω c The optimal value is approximately the zero-point natural frequency ω z About 1 / 2 (ω) c ≈ω z / 2).

[0117] Furthermore, if set to ζ c ≈0.5 and ω c =ω z In the state of, make the feedback gain K fb In 0≤K fb If the variation is within the range of ≤1, then as follows: Figure 5 As shown by the dashed line in (D), there exists a value that minimizes the peak value. Therefore, in this embodiment, the feedback gain Kfb is set to an intermediate value, i.e., 0. <K fb Values ​​within the range of <1, thus reducing the shock absorber torque T. dmp Relative to engine torque T E The gain is more balanced, approaching a constant state particularly across a wide frequency band. Although it also depends on the attenuation ratio variable ζ. c or frequency variable ω c The set value, but the feedback gain K fb The optimal value is approximately 0.3 (K). fb ≈0.3).

[0118] In addition, in order to reduce the shock absorber torque T dmp Relative to engine torque T E Gain balancing, as mentioned earlier, can balance the attenuation ratio variable ζ. c Frequency variable ω c and feedback gain K fb Adjustments can be made to any one of the following, or multiple adjustments can be made in combination. In particular, it is preferable, as described above, to set it as ζ. c ≈0.5、ω c ≈ω z / 2 and K fb ≈0.3.

[0119] <The Role of Vibration Damping Control>

[0120] The vibration reduction control function performed by the power generation system control device 101 configured as described above will be explained below.

[0121] Figure 6It is a curve representing the change of acceleration, etc., generated by the electric vehicle 100 over time. Figure 6 (A) shows the target speed ω of generator 18. G1 Here, the scenario of starting the stopped power generation system 12 at time t0 is shown. Specifically, the scenario of starting the crankshaft of the engine 17 via the generator 18 is shown. Figure 6 (B) shows the final generator torque command value T. G3 . Figure 6 (C) shows the speed detection value ω of generator 18. G . Figure 6 (D) shows the engine torque T E . Figure 6 (E) shows the shock absorber torque T dmp . Figure 6 (F) shows the front-rear acceleration A of the vehicle body. x .exist Figure 6 (A) to Figure 6 In (F), the solid line shows this embodiment, and the dashed line shows the comparative example. The comparative example does not involve the first filter G. m (s) The target rotational speed ω G1 The correction is set to ζ in the feedback vibration reduction control. c =1、ω c =ω z And K fb Examples of =1.

[0122] like Figure 6 As shown in (A), when starting the stopped power generation system 12, firstly, the target speed ω... G1 rise.

[0123] In the comparative example, as shown by the dashed line, the first filter G is not used. m (s), therefore the target rotational speed ω G1 The step change is used for control as is. On the other hand, in this embodiment, as shown by the solid line, the first filter G... m (s), target rotational speed ω G1 Corrected to the target value ω of the correction speed G2 Therefore, the target speed ω is corrected. G2 It was used for control.

[0124] With the target speed ω G1 and the target value of the corrected rotational speed ω G2 The changes are corresponding, such as Figure 6 (B) and Figure 6 As shown in (C), the final generator torque command value T G3 and rotational speed detection value ω G As a result, engine 17 is started by the crankshaft of generator 18. And, if engine 17 begins to rotate at time t1, then as... Figure 6 As shown in (D), the engine torque T is achieved by the compression reaction force. E .

[0125] In addition, such as Figure 6 As shown in (E), the shock absorber torque T dmp The change is oscillating. As shown by the dashed line, in the comparative example, the damper torque T... dmp The amplitude is large and the convergence is poor. On the other hand, as shown by the solid line, in this embodiment, the damper torque T during crankshaft startup is... dmp The amplitude of the vibration is suppressed, and the convergence is improved. This is particularly significant during the period from crankshaft start-up until the engine 17 actually begins to rotate due to friction (frictional resistance) (the period from time t0 to time t1). That is, in this embodiment, the generation of vibration (torsional vibration) in the power generation system 12 is suppressed compared to the comparative example.

[0126] Furthermore, in the comparative example, the shock absorber torque T dmp Since the frequency of values ​​approaching zero is high, this embodiment reduces the damper torque T. dmp The number of times it becomes approximately zero. Furthermore, the shock absorber torque T... dmp When crossing zero, abnormal noise will occur due to the backlash of the gears included in the power transmission system. Therefore, in this embodiment, the frequency of abnormal noise occurrence is reduced compared to the comparative example.

[0127] As mentioned above, the shock absorber torque T dmp The change is transmitted to the vehicle body, causing variations in its forward and backward acceleration, etc. That is, if vibration is generated in the power generation system 12, that vibration causes the vehicle body to vibrate. For example, as... Figure 6 As shown in (F), if the power generation system 12 is started, the forward and backward acceleration A of the vehicle body will increase. x The changes are oscillating. However, as shown by the dashed line, in the comparative example, the acceleration A changes oscillatingly. x The amplitude is large, and the convergence is poor. In contrast, as shown by the solid line, in this embodiment, the forward and backward acceleration A... xThe amplitude of the vibration decreases, and the convergence is also improved. That is, in this embodiment, the vibration generated in the power generation system 12 is difficult to transmit to the vehicle body (the floor of the vehicle compartment), and the vibration transmitted to the vehicle body also converges rapidly.

[0128] [Second Implementation]

[0129] In the first embodiment described above, the first filter G m The attenuation ratio of (s) to ζ mnt These are preset intrinsic values, but not limited to them. In the second embodiment, the following example will be described: the first filter G... m The attenuation ratio of (s) to ζ mnt Let this be a variable, related to the temperature of engine 17 (hereinafter referred to as engine temperature θ). E Correspondingly, for the attenuation ratio ζ mnt Adjustments will be made.

[0130] Figure 7 This is a block diagram illustrating the structure of the vibration reduction control unit 31 according to the second embodiment. In addition to the correction target value calculation unit 41, speed control unit 42, feedforward vibration reduction calculation unit 43, feedback torque calculation unit 44, and final command value calculation unit 45, the vibration reduction control unit 31 of the second embodiment also includes an attenuation ratio setting unit 55. The correction target value calculation unit 41, speed control unit 42, feedforward vibration reduction calculation unit 43, feedback torque calculation unit 44, and final command value calculation unit 45 have the same structure as those in the first embodiment.

[0131] Attenuation ratio setting unit 55 and output power P of battery 10 OUT Engine temperature θ E The friction of engine 17 (hereinafter referred to as friction μ) E ) or their combinations accordingly, for the first filter G m The attenuation ratio of (s) to ζ mnt To make settings or changes.

[0132] For example, when the electric vehicle 100 is in a low-temperature environment, the output power P of the battery 10 is... OUT The power output P decreases. Furthermore, according to the output power P... OUT The degree of decrease in power supply means that when starting the generator system 12, the battery 10 is sometimes unable to supply enough power to the generator 18 to start the crankshaft of the engine 17. In this case, the final generator torque command value T... G3 Limited by the output power P OUT The corresponding torque limit T lim (Not illustrated). Torque limit T lim For example, it is set to output power P. OUT Divide by the speed detection value ωG The value after that. That is, T lim =P OUT / ω G Furthermore, at the final generator torque command value T... G3 Limited by torque limit T lim At that time, the vibration control performed by the vibration control unit 31 cannot achieve sufficient effect. That is, it cannot adequately suppress the generation and transmission of vibration in the power generation system 12.

[0133] Therefore, at least at the final generator torque command value T G3 Limited by torque limit T lim At that time, the attenuation ratio setting unit 55 adjusts according to the output power P OUT The more it decreases, the more it will decay to ζ. mnt The larger the setting, the better. For example, the attenuation ratio setting unit 55 sets the final generator torque command value T. G3 Is it greater than the torque limit T? lim A determination is made. Furthermore, the final generator torque command value T is determined. G3 Greater than the torque limit T lim At that time, the attenuation ratio setting unit 55 and the output power P OUT Increase the attenuation ratio ζ accordingly mnt The value of .

[0134] As described above, if set to output power P OUT The decrease corresponds to the decrease in the decay ratio ζ. mnt If it increases, the final generator torque command value T G3 Easy to output power P OUT The correspondingly set torque limit T lim The range is shifted. That is, the final generator torque command value T. G3 Not easily limited by torque limit T lim As a result, even in low-temperature environments, it can output power P. OUT Under the condition of a decrease, the generation and transmission of vibration in the power generation system 12 are also related to the output power P. OUT The situation that did not decrease was equally and sufficiently suppressed.

[0135] Additionally, engine temperature θ E With the output power P of battery 10 OUT There is a correlation. Specifically, when the power generation system 12 has stopped in a low-temperature environment, etc., at the engine temperature θ EWhen the temperature drops, battery 10 typically also reaches a low temperature, and its output power P decreases. OUT The temperature decreases. Therefore, at engine temperature θ E When it decreases, the final generator torque command value T G3 Easily limited by torque limit T lim .

[0136] Therefore, the attenuation ratio setting unit 55 can adjust according to the engine temperature θ E The greater the decrease, the greater the attenuation ratio ζ. mnt For example, the attenuation ratio setting unit 55 sets the engine temperature θ based on experiments or simulations. E Is it greater than the predetermined engine temperature threshold Th? θE (Not shown) A determination is made. Furthermore, the engine temperature θ is determined. E Below the engine temperature threshold Th θE At that time, the attenuation ratio setting unit 55 can be adjusted according to the engine temperature θ. E Increase the attenuation ratio ζ accordingly mnt The value of .

[0137] As mentioned above, if set to be related to engine temperature θ E The decrease corresponds to the decrease in the decay ratio ζ. mnt If it increases, the final generator torque command value T G3 Easy to output power P OUT The correspondingly set torque limit T lim The range is shifted. That is, the final generator torque command value T. G3 Not easily limited by torque limit T lim As a result, even in low-temperature environments, the engine temperature θ E Even when the temperature has decreased, the generation and transmission of vibrations in the power generation system 12 are also related to the engine temperature θ. E The situation that did not decrease was equally and sufficiently suppressed.

[0138] Furthermore, the friction μ of engine 17 E With the output power P of battery 10 OUT There is a correlation. Specifically, when the power generation system 12 has stopped in a low-temperature environment, etc., the friction μ of the engine 17... E When the temperature rises, battery 10 typically reaches a low temperature, at which point it can output power P. OUT The friction μ in engine 17 decreases. E When the value increases, the final generator torque command value T G3 Easily limited by torque limit T lim .

[0139] Therefore, the attenuation ratio setting unit 55 can adjust according to the friction μ of the engine 17. E The larger it gets, the greater the attenuation ratio ζ becomes. mnt For example, the attenuation ratio setting unit 55 sets the friction μ of the engine 17 based on experiments or simulations. E Is it greater than a predetermined friction threshold Th? μ (Not shown) A determination is made. Furthermore, the friction μ of engine 17 is determined. E Greater than the friction threshold Th μ At that time, the attenuation ratio setting unit 55 can reduce the friction μ with the engine 17. E Accordingly, increase the attenuation ratio ζ mnt The value of .

[0140] As mentioned above, if set to be related to friction μ E The increase in ζ corresponds to the decrease in attenuation ratio. mnt If it increases, the final generator torque command value T G3 Easy to output power P OUT The correspondingly set torque limit T lim The range is shifted. That is, the final generator torque command value T. G3 Not easily limited by torque limit T lim As a result, even in low-temperature environments, the friction μ of engine 17... E As the magnitude increases, the generation and transmission of vibrations in the power generation system 12 also become related to the friction μ of the engine 17. E The normal situation, which did not increase, was equally suppressed.

[0141] In addition, it can output electricity P OUT This information is obtained from the battery controller 23. Engine temperature θ E For example, the friction μ of the engine 17 can be measured by the temperature of the cooling water or cooling oil that cools the engine 17. E The engine oil temperature (hereinafter referred to as engine oil temperature θ) can be determined based on the temperature of the engine oil (not shown). oil Appropriate measurement. For example, the attenuation ratio setting unit 55 can pre-store the engine oil temperature θ based on experiments or simulations. oil Friction μ with engine 17 E The associated graph is used to obtain the relationship between the engine oil temperature θ and the temperature. oil The corresponding friction μ of engine 17 E .

[0142] [Third Implementation]

[0143] In the first and second embodiments described above, the correction target value calculation unit 41 of the vibration reduction control unit 31 is effective regardless of the situation. That is, the target speed ω of the generator 18 is maintained regardless of the situation. G1 All are composed of the first filter G m (s) Correction is the target value of the correction speed ω G2 However, sometimes, depending on the operating state of engine 17, the first filter G... m (s) The target rotational speed ω G1 Correction is set to the target value of the correction speed ω G2 This causes the power generation system 12 to vibrate. For example, through the first filter G m (s) The target rotational speed ω G1 Correction is set to the target value of the correction speed ω G2 Thus, when combustion begins in engine 17, the target speed value ω is sometimes corrected. G2 With the speed detection value ω G The magnitude relationship is reversed, causing a sudden, temporary sound or vibration to be generated from the power generation system 12. Therefore, it is preferable to activate or deactivate the first filter G as needed, based on the operating condition of the engine 17. m (s). In the third embodiment, the first filter G is adjusted according to the operating condition of the engine 17. m (s) Describe the appropriate structure for effective / ineffectiveness.

[0144] Figure 8 This is a block diagram illustrating the structure of the vibration reduction control unit 31 according to the third embodiment. (As shown...) Figure 3 As shown, in addition to the target value calculation unit 41, speed control unit 42, feedforward damping calculation unit 43, feedback torque calculation unit 44, final command value calculation unit 45, and attenuation ratio setting unit 55, a target value switching unit 56 is also included. The target value calculation unit 41, speed control unit 42, feedforward damping calculation unit 43, feedback torque calculation unit 44, and final command value calculation unit 45 have the same structure as in the first and second embodiments. Furthermore, the attenuation ratio setting unit 55 has the same structure as in the second embodiment. However, while the target value switching unit 56 is added to the damping control unit 31 in the second embodiment, it is not a limitation. The target value switching unit 56 may also be added to the damping control unit 31 in the first embodiment.

[0145] The target value switching unit 56, based on the operating state of the engine 17, switches the target value by means of the first filter G. m(s) The target rotational speed ω being processed G1 and by the first filter G m (s) Processed corrected rotational speed target value ω G2 The target speed value input to the speed control unit 42 is switched. That is, the target value switching unit 56, based on the operating state of the engine 17, causes the correction target value calculation unit 41 (first filter G) to switch accordingly. m (s) ) Validation or invalidation. Specifically, the target value switching unit 56 is composed, for example, of an engine operating state determination unit 57 and a target value switching switch 58.

[0146] Engine operating state determination unit 57, for example, based on the target speed value ω G1 Speed ​​detection value ω G and fuel cut-off sign F FC The operating status of engine 17 is determined. Fuel cut-off flag F FC This is a flag indicating the state of fuel supply to engine 17, obtained, for example, from engine controller 25. In this embodiment, the fuel cut-off flag F FC The setting is to become "0 (off)" when fuel is being supplied to engine 17, and "1 (on)" when fuel is not being supplied to engine 17.

[0147] The engine operating state determination unit 57 determines whether the operating state of the engine 17 is at least "stopped state", "crankshaft started state" or "combustible state".

[0148] "Stopped state" is the state in which the engine 17 stops rotating. "Crankshaft started state" is the state in which the engine 17 is started by the crankshaft of the generator 18. Furthermore, "combustible state" is the state in which the engine 17 can burn (ignite) when fuel is supplied. In this embodiment, the engine operating state determination unit 57 further divides the "combustible state" into "fuel cut-off state" where fuel is supplied but no fuel is supplied, and "ignition state" where fuel is supplied and the engine 17 is burning.

[0149] Specifically, before the power generation system 12 starts, the engine operating status determination unit 57 determines the engine speed target value ω. G1 The current value ω G1 [z0] is zero (ω) G1 [z0]=0), target rotational speed ω G1 Previous value ω G1 [z1] is zero (ω)G1 [z1]=0), speed detection value ω G zero (ω) G =0), and the fuel cut-off flag F FC When it is 1 (F) FC =1), indicating that the engine 17 is in a stopped state. Additionally, after the power generation system 12 starts, the engine operating state determination unit 57 determines the engine operating state at the target speed value ω. G1 The current value ω G1 [z0] is zero (ω) G1 [z0]=0), target rotational speed ω G1 Previous value ω G1 [z1] is a non-zero value (ω) G1 [z1]≠0), and the fuel cut-off flag F FC When it becomes 1 (F) FC =1), indicating that engine 17 has reached a stopped state.

[0150] Engine operating status determination unit 57 at target speed ω G1 The current value ω G1 [z0] is a non-zero value (ω) G1 [z0]≠0), target rotational speed ω G1 Previous value ω G1 [z1] is zero (ω) G1 [z1]=0), and the fuel cut-off flag F FC Become 1 (F) FC When =1), it is determined that engine 17 has entered the crankshaft starting state.

[0151] Engine operating status determination unit 57 at target speed ω G1 The current value ω G1 [z0] is a non-zero value (ω) G1 [z0]≠0), at the target speed value ω G1 Previous value ω G1 [z1] is a non-zero value (ω) G1 [z1]≠0), speed detection value ω G non-zero value (ω) G ≠0), and the fuel cut-off flag F FC When it becomes 1 (F) FC =1), indicating that engine 17 has entered the fuel cut-off state (combustible state).

[0152] Furthermore, the engine operating state determination unit 57 determines the engine speed target value ω. G1 The current value ω G1 [z0] is a non-zero value (ω) G1 [z0]≠0), target rotational speed ω G1 Previous value ω G1 [z1] is a non-zero value (ω) G1 [z1]≠0), and the fuel cut-off flag F FC When it becomes 0 (F) FC =0), indicating that engine 17 has entered the ignition state (combustible state).

[0153] The target value switching switch 58 sets the target speed value ω according to the operating state of the engine 17 described above. G1 Or correct the target speed value ω G2 Either input is sent to the speed control unit 42.

[0154] Specifically, when the engine 17 is in a stopped state, the target value switching switch 58 switches the target speed value input to the speed control unit 42 to the corrected target speed value ω until the crankshaft starts. G2 .

[0155] That is, the target value switching switch 58 ensures that the first filter G is activated at least from the engine 17's operating state from the stopped state until the crankshaft starts. m (s) Activation. In this embodiment, when the engine 17 is in a stopped state, the target value switching switch 58 switches the target speed value input to the speed control unit 42 to the corrected target speed value ω. G2 .

[0156] Furthermore, the target value switching switch 58 will switch the target speed value input to the speed control unit 42 to a value not controlled by the first filter G until the engine 17 changes to the ignition state. m(s) The target rotational speed ω being processed G1 In this embodiment, when the engine 17 is already in the crankshaft-started state, the target value switching switch 58 switches the target speed value input to the speed control unit 42 to a value that is not controlled by the first filter G when the engine changes to a combustible state (fuel cut-off state). m (s) The target rotational speed ω being processed G1 .

[0157] That is, in this embodiment, when the operating state of the engine 17 changes from the crankshaft starting state to the combustible state, the target value switching switch 58 causes the first filter G to... m (s) Invalidation. Additionally, the target value switching switch 58 ensures that the first filter G remains in the ignition state at least until the engine 17 is in the ignition state. m (s) Invalidation.

[0158] As described above, if the first filter G is adjusted according to the operating state of engine 17... m (s) If the filter is made effective or ineffective, then the first filter G m (s) is effective only when the engine 17 is in the crankshaft starting state.

[0159] When the crankshaft of engine 17 is started, the rotational speed (ω) of generator 18 is... G The target rotational speed ω of the power generation system 12 is less likely to generate vibration. G1 It increases continuously from zero. Therefore, the rotational speed (ω) G Through the power generation system model G p The natural frequencies (ω) of the poles and zeros in (s) p and ω z Therefore, vibrations generated in the power generation system 12 are particularly prone to becoming a problem. Thus, as described above, at least in the scenario where the engine 17 is in the crankshaft-start state, the first filter G... m (s) should be made effective.

[0160] On the other hand, when the engine 17 is in a state other than crankshaft starting, the speed (ω) G ) Far from the power generation system model G p The natural frequencies (ω) of the poles and zeros in (s) p and ω z The power generation system 12 is in a state where vibration is inherently less likely. Therefore, when the engine 17 is in a state other than crankshaft starting, as described above, the first filter G can be made to... m (s) Invalidation.

[0161] In addition, the target value switching switch 58 is based on the target speed value ω. G1 and rotational speed detection value ω G It was decided to use the first filter G m (s) The actual timing of activation or deactivation. Specifically, the target value switching switch 58 is activated at the target speed ω. G1 With the speed detection value ω G The timing for them to become equal (ω) G1 =ω G ), making the first filter G m (s) Activate or deactivate. Therefore, the target value switching switch 58 decreases by the first filter G. m (s) The impact caused by the switching of activation or deactivation. That is, the target value switching switch 58 reduces the discontinuity of the target speed value caused by the switching, and reduces the sound or vibration generated in the power generation system 12 by such discontinuous changes.

[0162] As described above, the power generation system control method according to the first to third embodiments involves controlling the rotational speed (ω) of the generator 18 when the power generation system 12, which is mounted on the vehicle (100) and connects the engine 17 and the generator 18 via the shock absorber 19, generates electricity. G Follow the target value (ω) G1 A power generation system control method is described. In this power generation system control method, a first filter G, determined based on the elastic characteristics of the suspension supporting the power generation system 12 on the vehicle (100), is used. m (s), from the target value (ω) G1 Subtract the natural vibration frequency of the suspension (ω) mnt The components of ) thus affect the correction target value (ω) G2 The calculation is performed based on the correction target value (ω). G2 ) and the detected value of rotational speed (ω) G ), for the detection value (ω) G Follow the correction target value (ω) G2 Torque command value (T) G1 ) is used for calculation, and the detection value (ω) is used. G ) and the inverse model 1 / G of the power generation system p (s), for the torque command value (T) G1 Feedback torque (T) fbThe calculation is performed, and the second filter G, determined based on the power transmission characteristics of the power generation system 12, is used. z (s) and feedback gain K fb For feedback torque T fb The gain characteristics are adjusted. Furthermore, based on the torque command value (T... G1 ) and feedback torque T fb The final torque command value (T) used for controlling generator 18 G3 ) to perform calculations.

[0163] As described above, in the power generation system control method according to the first to third embodiments described above, it is possible to control the power generation system by means of the first filter G. m (s) The target rotational speed ω G1 The correction and the second filter G z (s) The feedback torque T achieved fb The gain characteristics are corrected to appropriately reduce the generation of vibration in the power generation system 12 and its transmission to the vehicle body (the floor of the carriage).

[0164] In the power generation system control method according to the first to third embodiments described above, the second filter G z (s) is represented by the transfer characteristics with poles and zeros. Furthermore, the second filter G... z The damping ratio of the natural vibration at the pole of (s) (ζ) c The value is set to be less than 1 and greater than the second filter (G). z The decay value of the natural vibration at the zero point of ζ z The value of ).

[0165] As described above, through the second filter G z The attenuation ratio variable ζ in (s) c Set to satisfy ζ z <ζ c The intermediate value is less than 1, thus the shock absorber torque T dmp Relative to engine torque T E The gain is balanced across a wide frequency band. As a result, it is particularly easy to reduce the generation of vibrations in the power generation system 12.

[0166] In the power generation system control method according to the first to third embodiments described above, the second filter G z The natural vibration frequency (ω) at the pole of (s) c The value is set to be greater than 0 and less than the aforementioned second filter G. z The natural frequency of vibration (ω) at the zero point of (s) z The value of ).

[0167] As described above, through the second filter G z The frequency variable ω in (s) c Set to satisfy 0 < ω c <ω z The median value, thus the shock absorber torque T dmp Relative to engine torque T E The gain is balanced across a wide frequency band. As a result, it is particularly easy to reduce the generation of vibrations in the power generation system 12.

[0168] In the power generation system control method described in embodiments 1 to 3 above, the feedback gain K fb It is set to a value greater than 0 and less than 1.

[0169] As described above, through feedback gain K fb Set to satisfy 0 <K fb The intermediate value is less than 1, thus the shock absorber torque T dmp Relative to engine torque T E The gain is balanced across a wide frequency band. As a result, it is particularly easy to reduce the generation of vibrations in the power generation system 12.

[0170] In the power generation system control method according to the second to third embodiments (especially the second embodiment) described above, the first filter G m (s) is represented by the transfer characteristic with poles. Furthermore, the first filter G... m The damping ratio of the natural vibration at the pole of (s) (ζ) mnt () is variable.

[0171] As mentioned above, in the first filter G m The attenuation ratio of (s) to ζ mnt Even in the case of a variable value, the final generator torque command value T G3 Limited by torque limit T lim In scenarios where vibration reduction is often difficult to achieve, by adjusting the damping ratio ζ mnt With adjustments, it is easy to achieve sufficient vibration reduction.

[0172] In the power generation system control method described in the second to third embodiments (especially the second embodiment), the vehicle (100) has a battery 10 that is charged by electricity generated by the power generation system 12, and the output power P of the battery 10 is... OUT The decrease corresponds to an increase in the first filter G. m The attenuation ratio of (s) to ζ mnt .

[0173] As described above, if the output power P of battery 10 is... OUT Accordingly, increase the first filter G m The attenuation ratio of (s) to ζ mnt Even if the final generator torque command value T G3 Limited by torque limit T lim In scenarios where vibration reduction is usually difficult to achieve, it is also easy to obtain sufficient vibration reduction.

[0174] In the power generation system control method described in the second to third embodiments (especially the second embodiment), the temperature (θ) of the engine 17 is related to... E The decrease of ) correspondingly increases the first filter G. m The attenuation ratio of (s) to ζ mnt .

[0175] As mentioned above, if related to engine temperature θ E The decrease corresponds to an increase in the first filter G. m The attenuation ratio of (s) to ζ mnt Even if the final generator torque command value T G3 Limited by torque limit T lim In scenarios where vibration reduction is usually difficult to achieve, it is also easy to obtain sufficient vibration reduction.

[0176] In the power generation system control method according to the second and third embodiments (especially the second embodiment) described above, the first filter G is adjusted accordingly to the increase in frictional resistance (friction) of the engine 17. m The attenuation ratio of (s) to ζ mnt It gets bigger.

[0177] As described above, if the friction with engine 17 increases accordingly, the first filter G is increased. m The attenuation ratio of (s) to ζ mnt Even if the final generator torque command value T G3 Limited by torque limit T lim In scenarios where vibration reduction is usually difficult to achieve, it is also easy to obtain sufficient vibration reduction.

[0178] In the power generation system control method according to the first to third embodiments (especially the third embodiment) described above, the operating state of the engine 17 is determined, and based on the operating state of the engine 17, the first filter G is... m (s) Validation or invalidation.

[0179] As mentioned earlier, sometimes the first filter G determines the operating status of the engine 17. m(s) The target rotational speed ω G1 Correction is set to the target value of the correction speed ω G2 This causes the power generation system 12 to vibrate. Therefore, as described above, if the first filter G is made to vibrate based on the operating state of the engine 17... m (s) Activation or deactivation can reliably address the need for the first filter G. m The first filter G is used to determine the scene of (s). m (s).

[0180] In the power generation system control method described in the first to third embodiments (especially the third embodiment) above, based on the target value (ω) G1 ), detection value (ω) G ) and a symbol indicating the fuel supply status to engine 17 (F FC The operating status of engine 17 is determined.

[0181] As mentioned above, if the target rotational speed ω is used G1 Speed ​​detection value ω G and fuel cut-off sign F FC By determining the operating status of engine 17, it is possible to use the first filter G. m The "crankshaft starting state," which is of particular high necessity (s), can be accurately determined. Therefore, the first filter G can reliably... m (s) Validation or invalidation.

[0182] In the power generation system control method according to the first to third embodiments (especially the third embodiment) described above, as the operating state of the engine 17, a stopped state in which the engine 17 has stopped, a crankshaft-started state in which the crankshaft of the engine 17 is started, and a combustible state in which combustion of the engine can be realized are determined, at least until the operating state of the engine 17 changes from the stopped state to the crankshaft-started state, and the first filter G is then set to... m (s) Activation: When the operating state of engine 17 changes from crankshaft starting state to combustible state, the first filter G is activated. m (s) Invalidation.

[0183] As described above, if the first filter G is reliably activated when the engine 17 is in the crankshaft starting state... m (s) is made effective, and then, when it becomes a combustible state, the first filter G is made m (s) Invalidation allows the use of only the first filter G. m(s) is particularly necessary when the crankshaft starts, causing the first filter G to... m (s) Reliably effective.

[0184] In the power generation system control method described in the first to third embodiments (especially the third embodiment) above, the target value (ω) G1 ) and detection value (ω) G When they are consistent, make the first filter G m (s) Validation or invalidation.

[0185] As mentioned above, if the target rotational speed ω G1 With the speed detection value ω G Consistent timing enables the first filter G m (s) Activation or deactivation can reduce the rotational speed (ω) caused by the switching. G The discontinuity of the switch reduces the generation of sound or vibration caused by the switching.

[0186] The power generation system control device described in the first to third embodiments above ensures that the rotational speed of the generator 18 follows a target value (ω) when the power generation system 12, which is mounted on the vehicle (100) and connects the engine 17 and the generator 18 via the shock absorber 19, generates electricity. G1 The power generation system control device 101 (controller) includes a correction target value calculation unit 41, which uses a first filter G determined based on the elastic characteristics of the suspension supporting the power generation system 12 to the vehicle (100). m (s), from the target value (ω) G1 Subtract the natural vibration frequency of the suspension (ω) mnt The components of ) thus affect the correction target value (ω) G2 The speed control unit 42 performs calculations based on the correction target value (ω). G2 ) and the detected value of rotational speed (ω) G ), for the detection value (ω) G Follow the correction target value (ω) G2 Torque command value (T) G1 The calculation is performed by the feedback torque calculation unit 44, which uses the detected value (ω). G ) and the inverse model 1 / G of the power generation system p (s), for the torque command value (T) G1 Feedback torque Tfb The calculation is performed; the gain characteristic adjustment unit 49 uses the second filter G determined based on the power transmission characteristics of the power generation system 12. z (s) and feedback gain K fb For feedback torque T fb The gain characteristics are adjusted; and the final command value calculation unit 45, which is based on the torque command value (T) G1 ) and feedback torque T fb The final torque command value (T) used to control the generator. G3 ) to perform calculations.

[0187] As described above, the power generation system control device 101 (controller) according to the first to third embodiments described above can be controlled by the first filter G. m (s) The target rotational speed ω G1 The correction and the second filter G z (s) The feedback torque T is achieved fb The gain characteristics are corrected to appropriately reduce the generation of vibration in the power generation system 12 and its transmission to the vehicle body (the floor of the carriage).

[0188] The embodiments and variations of the present invention have been described above. However, the structures described in the above embodiments and variations are only a part of the application examples of the present invention and are not intended to limit the technical scope of the present invention.

[0189] For example, an electric vehicle 100 was described as an example of a vehicle equipped with a power generation system 12, but for the purposes of this invention, any vehicle equipped with a power generation system 12 is acceptable, and it is also applicable to vehicles other than electric vehicle 100.

Claims

1. A method for controlling a power generation system, wherein when a power generation system mounted in a vehicle and connecting an engine and a generator via shock absorbers generates electricity, the rotational speed of the generator follows a target value. In this power generation system control method, The target correction value is calculated by subtracting the component of the natural vibration frequency of the suspension from the target value using a first filter determined based on the elastic characteristics of the suspension that supports the power generation system to the vehicle. Based on the target correction value and the detected rotational speed value, a torque command value is calculated to make the detected value follow the target correction value. Using the detected value and the inverse model of the power generation system, the feedback torque for the torque command value is calculated. The gain characteristics of the feedback torque are adjusted using a second filter and feedback gain determined based on the power transmission characteristics of the power generation system. Based on the torque command value and the feedback torque, the final torque command value used for controlling the generator is calculated.

2. The power generation system control method according to claim 1, wherein, The second filter is represented by its transfer characteristics, which have poles and zeros. The attenuation ratio of the natural vibration at the pole of the second filter is set to be less than 1 and greater than the attenuation value of the natural vibration at the zero of the second filter.

3. The power generation system control method according to claim 2, wherein, The natural vibration frequency at the pole of the second filter is set to be greater than 0 and less than the natural vibration frequency at the zero of the second filter.

4. The power generation system control method according to claim 2, wherein, The feedback gain is set to a value greater than 0 and less than 1.

5. The power generation system control method according to claim 1, wherein, The first filter is represented by its transfer characteristic with poles. The attenuation ratio of the inherent vibration at the pole of the first filter is variable.

6. The power generation system control method according to claim 5, wherein, The vehicle has a battery that is charged by electricity generated by the power generation system. Corresponding to the decrease in the output power of the battery, the attenuation ratio of the first filter is increased.

7. The power generation system control method according to claim 5, wherein, Corresponding to the decrease in engine temperature, the attenuation ratio of the first filter is increased.

8. The power generation system control method according to claim 5, wherein, Corresponding to the increase in the frictional resistance of the engine, the attenuation ratio of the first filter is increased.

9. The power generation system control method according to claim 1, wherein, The operating status of the engine is determined. Based on the engine's operating state, the first filter is enabled or disabled.

10. The power generation system control method according to claim 9, wherein, The operating state of the engine is determined based on the target value, the detected value, and a flag indicating the state of fuel supply to the engine.

11. The power generation system control method according to claim 10, wherein, As to the operating states of the engine, the system distinguishes between a stopped state (where the engine has stopped), a crankshaft-started state (where the engine crankshaft is started), and a combustible state (where combustion can be achieved). The first filter is activated at least until the engine's operating state changes from the stopped state to the crankshaft starting state. When the engine's operating state changes from the crankshaft starting state to the combustible state, the first filter is deactivated.

12. The power generation system control method according to claim 11, wherein, When the target value matches the detected value, the first filter is either enabled or disabled.

13. A power generation system control device that, when generating electricity from a power generation system mounted in a vehicle and connecting an engine and a generator via shock absorbers, causes the rotational speed of the generator to follow a target value. The power generation system control device has the following features: The target value calculation unit, by using a first filter determined based on the elastic characteristics of the suspension supporting the power generation system on the vehicle, subtracts the natural vibration frequency (ω) of the suspension from the target value. mnt The components of ) are used to calculate the target value for correction; The speed control unit calculates a torque command value for making the detected speed follow the correction target value based on the correction target value and the detected speed value. The feedback torque calculation unit uses the detected value and the inverse model of the power generation system to calculate the feedback torque for the torque command value; The gain characteristic adjustment unit adjusts the gain characteristic of the feedback torque using a second filter and feedback gain determined based on the power transmission characteristics of the power generation system. as well as The final command value calculation unit calculates the final torque command value used for controlling the generator based on the torque command value and the feedback torque.

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