Motor control device and motor control program

Abstract

To provide a motor control device and the like which can suppress deterioration in behavior of a rotation speed of a motor generator caused by switching control gain.SOLUTION: An MG-ECU functions as a motor control device that controls a motor generator connected to an engine. The MG-ECU performs feedback control so that a ration speed approaches a command value, using a rotation speed-detected value determined by detecting a rotation speed of the motor generator, so as to make the motor generator output damping torque having antiphase to torque variation of the engine. The MG-ECU switches control gain for the feedback control, between a plurality of control gain including low gain and high gain. In at least second transition DT, of first transition UT from the low gain to the high gain and the second transition DT from the high gain to the low gain, transition of non-linear gain is executed.SELECTED DRAWING: Figure 10

Description

[Technical field]

[0001] The disclosure of this specification relates to a control technique for a rotating electric machine connected to an engine. [Background technology]

[0002] Patent Document 1 discloses a motor control device that is mounted on a hybrid vehicle and controls a rotating electric machine such as a motor generator connected to an engine. In this motor control device, the rotation speed of the motor generator is controlled so as to follow a command value. In Patent Document 1, the gain margin in the rotation speed control is maintained at a predetermined value. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2008-13026 A Summary of the Invention [Problem to be solved by the invention]

[0004] The inventors of the present disclosure have come up with the idea of ​​switching the control gain in the rotation speed control among a plurality of gains including a low gain and a high gain. However, when switching the control gain, the behavior of the rotation speed tends to become unstable when switching to a low gain, which has a lower responsiveness than a high gain.

[0005] The present disclosure aims to provide a motor control device and a motor control program that are capable of suppressing deterioration of rotation speed behavior that accompanies switching of control gains. [Means for solving the problem]

[0006] In order to achieve the above-mentioned object, one disclosed embodiment is a motor control device that controls a rotating electric machine (12) connected to an engine (11), and includes a control system (30) that uses a rotation speed detection value that detects the rotation speed of the rotating electric machine to perform feedback control so that the rotation speed approaches a command value, thereby outputting a vibration damping torque to the rotating electric machine that is in opposite phase to the torque fluctuations of the engine, and a gain switching unit (70) that switches the control gain of the feedback control among a plurality of gains including a low gain and a high gain, and performs a nonlinear gain transition at least in the second transition among a first transition (UT) from low gain to high gain and a second transition (DT) from high gain to low gain.

[0007] Another disclosed aspect is a motor control program for controlling a rotating electric machine (12) connected to an engine (11), which uses a rotation speed detection value that detects the rotation speed of the rotating electric machine to perform feedback control so that the rotation speed approaches a command value, thereby outputting a vibration damping torque that is in opposite phase to the torque fluctuation of the engine to the rotating electric machine, and causes at least one processing unit (23) to execute processing including switching (S13, S16) the control gain of the feedback control among a plurality of control gains including a low gain and a high gain, and performing a nonlinear gain transition (S17) in at least the second transition among a first transition (UT) from low gain to high gain and a second transition (DT) from high gain to low gain.

[0008] In these aspects, in the second transition in which the control gain is switched from a high gain to a low gain, a nonlinear gain transition is implemented. This allows a smooth transition from the transition period to the steady state period. As a result, it is possible to suppress deterioration of the behavior of the rotation speed due to the switching of the control gain.

[0009] In addition, the reference numbers in parentheses in the above and claims merely show an example of the correspondence with the specific configurations in the embodiments described below, and do not limit the technical scope in any way. In addition, claims that are not explicitly stated in the claims can be combined together as long as there is no particular problem with the combination. [Brief description of the drawings]

[0010] [Figure 1] FIG. 2 is a diagram showing an overall view of a control system and a power unit according to the first embodiment of the present disclosure. [Diagram 2] FIG. 2 is a block diagram showing the equivalent contents of motor control. [Diagram 3] FIG. 2 is a block diagram showing details of a speed PI controller. [Figure 4] FIG. 11 is a diagram for explaining details of switching of control gains. [Diagram 5] 10 is a flowchart showing details of a gain switching process. [Figure 6] FIG. 5 is an enlarged view of a region VI in FIG. 4, illustrating the windup phenomenon that occurs with switching of the control gain. [Figure 7] FIG. 11 is a diagram showing a transition manner of a control gain in a first transition. [Figure 8] FIG. 13 is a diagram showing a transition manner of the control gain in a second transition. [Figure 9] FIG. 13 illustrates the effect of nonlinear gain transition and anti-windup control. [Figure 10] FIG. 11 is a diagram showing transitions of control gains in second and third embodiments. [Figure 11] FIG. 11 is a diagram showing a transition mode of a control gain in a second transition in the second embodiment. [Figure 12] FIG. 13 is a diagram showing a transition mode of a control gain in a second transition in the third embodiment. [Figure 13] FIG. 13 is a block diagram showing details of a speed PI controller according to a fourth embodiment. [Figure 14] FIG. 13 is a block diagram showing details of a speed PI controller according to a fifth embodiment. [Figure 15] FIG. 13 is a block diagram showing details of a speed PI controller according to a sixth embodiment. [Figure 16] FIG. 13 is a diagram showing an overall view of a control system and a power unit of the first modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, multiple embodiments of the present disclosure will be described based on the drawings. In addition, by assigning the same reference numerals to corresponding components in each embodiment, duplicated descriptions may be omitted. When only a part of the configuration is described in each embodiment, the configuration of the other embodiment described above can be applied to the other parts of the configuration. In addition to the combination of configurations explicitly stated in the description of each embodiment, configurations of multiple embodiments can be partially combined even if not explicitly stated, as long as there is no particular problem with the combination. And, combinations of configurations described in multiple embodiments and modified examples that are not explicitly stated are also considered to be disclosed by the following description.

[0012] First embodiment A control system 100 according to a first embodiment of the present disclosure shown in Fig. 1 is applied to a power unit mounted on a vehicle. The power unit is a series hybrid system that generates power for running. The power unit is composed of an engine 11, motor generators 12 and 14, inverters 13 and 15, a battery 16, etc.

[0013] The engine 11 is an internal combustion engine that burns fuel to extract mechanical energy. The engine 11 is connected to a motor generator 12, and supplies the generated mechanical energy to the motor generator 12 through a crankshaft 11c. As an example, the engine 11 is a three-cylinder gasoline engine in which three cylinders are arranged in series and gasoline is burned in the combustion chamber of each cylinder in sequence. The number of cylinders, the arrangement of the cylinders, the displacement, and the like of the engine 11 may be changed as appropriate. Also, a diesel engine that burns diesel, a Wankel type rotary engine, or the like may be adopted as the power unit as the engine 11.

[0014] The motor generators 12 and 14 are, for example, three-phase brushless motors. The motor generators 12 and 14 are configured with a stator having a coil, a rotor having a permanent magnet, and a rotation angle sensor that detects the rotation angle (number of rotations) of the rotor. The motor generators 12 and 14 are of an outer rotor type in which the rotor is disposed on the outer periphery of the stator.

[0015] The type of electric motor employed as the motor generators 12, 14 may be changed as appropriate. For example, the motor generators 12, 14 may be an inner rotor type rotating electric machine. Furthermore, the motor generators 12, 14 may be a wound field type synchronous motor in which a field winding is provided on the rotor instead of a permanent magnet. Furthermore, the motor generators 12, 14 are not limited to the above-mentioned synchronous motor, and may be an induction motor or the like. Furthermore, electric motors of different types may be employed as the motor generators 12, 14.

[0016] The motor generator 12 is a generating electric motor that converts mechanical energy supplied from the engine 11 into electrical energy. The motor generator 12 is provided as a rotating electric machine dedicated to generating power. The motor generator 12 has an input shaft that rotates integrally with a rotor. The input shaft is physically separated from a drive shaft 19 that transmits driving power to the tires of the vehicle. This prevents input of disturbances from the road surface or the like to the input shaft. The crankshaft 11c of the engine 11 is directly connected to the input shaft. That is, the connection configuration between the engine 11 and the motor generator 12 is a damperless configuration that does not include a damper DM having a buffer function, and is a gearless configuration that does not include a gear GR for transmitting power. The damper DM is, for example, a torsion damper that attenuates torque fluctuations of the crankshaft 11c by expanding and contracting a torsional spring. The gear GR is, for example, a speed increaser that transmits the rotation of the crankshaft 11c to the motor generator 12 while increasing the speed.

[0017] The motor generator 14 is a driving electric motor that drives the vehicle. The motor generator 14 is directly or indirectly connected to a drive shaft 19 of the vehicle. The motor generator 14 converts electrical energy supplied from a battery 16 or the like into mechanical energy to rotate the drive shaft 19. In addition, when the vehicle decelerates, the motor generator 14 works in conjunction with the inverter 15 to convert mechanical energy (vehicle kinetic energy) input from the drive shaft 19 into electrical energy.

[0018] The inverters 13 and 15 are drive circuits mainly composed of a three-phase bridge circuit including U-phase, V-phase, and W-phase arms arranged in parallel between a positive line and a negative line, and switching elements and free wheel diodes connected in series to the arms of each phase. IGBTs (Insulated-Gate Bipolar Transistors) or MOS-FETs (Metal-Oxide-Semiconductor Field-Effect Transistors) are used as the switching elements. The inverters 13 and 15 control the operation of the motor generators 12 and 14 by turning on and off the switching elements.

[0019] The inverter 13 is combined with the motor generator 12 and controls the power generation operation of the motor generator 12. The inverter 13 generates torque in the braking direction on the rotor of the motor generator 12 by forming a free-wheel circuit, and outputs energy stored in the stator coil to the battery 16 or the inverter 15 as DC power. The supply of DC power to the battery 16 charges the battery 16. On the other hand, the DC power supplied to the inverter 15 is used to run the vehicle.

[0020] The inverter 15 is combined with the motor generator 14 and controls the power running and regeneration operations of the motor generator 14. The inverter 15 converts DC power supplied from the battery 16 or the inverter 13 into AC power to drive the motor generator 14. The inverter 15 controls the rotation speed and torque of the motor generator 14 by changing the frequency and voltage of the AC power.

[0021] The battery 16 is an energy store system capable of storing electric energy. The battery 16 is mainly composed of a battery pack formed by combining a large number of battery cells, such as nickel-metal hydride secondary batteries or lithium-ion secondary batteries. A capacitor or the like may be used for the battery 16. The battery 16 has a storage capacity of, for example, about 0.5 kWh to 2 kWh. The battery 16 stores power supplied from the inverters 13, 15 and supplies the stored power to the inverter 15. The battery 16 may be capable of storing power supplied from a charging station outside the vehicle. In this embodiment, the battery 16 may have a storage capacity of about 10 kWh to 20 kWh.

[0022] The control system 100 is composed of a hybrid ECU (Electronic Control Unit) 21, an engine ECU 22, a motor generator ECU (hereinafter, MG-ECU) 23, a battery ECU, etc. The ECUs 21 to 23 are connected to each other so as to be able to communicate with each other. Each of the ECUs 21 to 23 is mainly composed of a controller including at least a processor and a RAM, and functions as an on-board arithmetic device (computer). Each of the ECUs 21 to 23 has, in addition to the controller, a storage unit that stores a program, and various input / output interfaces.

[0023] The hybrid ECU 21 cooperates with the engine ECU 22 and the MG-ECU 23 to control the power unit in an integrated manner. The hybrid ECU 21 acquires various signals (information) used to control the power train. For example, the hybrid ECU 21 acquires a signal that detects the rotation speed of the engine 11, a signal from a rotation angle sensor that detects the rotation speeds of the motor generators 12, 14, a signal indicating the accelerator opening, and a signal indicating the remaining charge of the battery 16. The remaining charge information of the battery 16 is, for example, information such as SOC (State of Charge). The hybrid ECU 21 switches the operation mode of the power unit among a plurality of (five) modes based on the acquired signals.

[0024] Specifically, the hybrid ECU 21 implements a mode in which the engine 11 is stopped and the vehicle runs only on the charging power of the battery 16, and a mode in which the vehicle runs on the power generated by the engine 11 and the motor generator 12 and charges the battery 16 with surplus power. Furthermore, the hybrid ECU 21 implements a mode in which all the generated power is used for running, a mode in which the vehicle runs using both the generated power and the charging power, and a mode in which the engine 11 is stopped and regenerative energy is recovered in the battery 16.

[0025] The engine ECU 22 controls the operating state of the engine 11 according to the operation mode of the power unit. The engine ECU 22 calculates a target rotation speed and a target torque, and controls the engine 11 to operate at the target rotation speed and the target torque. For example, in a scene where the required driving force is low, such as driving in an urban area, the engine ECU 22 operates the engine 11 at a fixed point at a high efficiency point (see Ne1 in FIG. 4). The high efficiency point is one of the operating points where the power generation efficiency of the power generation system consisting of the engine 11, the motor generator 12, and the inverter 13 is the highest. At this time, the surplus of the generated power is charged to the battery 16. Also, in a scene where the required driving force is high, such as when overtaking, the engine ECU 22 operates the engine 11 at a fixed point at a high output point (see Ne2 in FIG. 4).

[0026] The MG-ECU 23 controls the operating state of each of the motor generators 12, 14 in cooperation with each of the inverters 13, 15 by performing pulse width modulation control on each of the inverters 13, 15. Specifically, the MG-ECU 23 calculates a target rotation speed and a target torque for each of the motor generators 12, 14, and controls each of the inverters 13, 15 so that each of the motor generators 12, 14 operates at the target rotation speed and target torque. A motor control program for controlling each of the motor generators 12, 14 is stored in the storage unit of the MG-ECU 23. The MG-ECU 23 has a plurality of MG control systems in which each of the motor generators 12, 14 is a control target (plant) by execution of the motor control program by a processor.

[0027] 2 is a block diagram equivalently showing the contents of the motor control performed by the MG-ECU 23, and conceptually shows a number of functional blocks constituting the MG control system 30. The MG control system 30 is a control system that controls the motor generator 12. The MG control system 30 performs feedback control using a rotation speed detection value obtained by detecting the rotation speed of the motor generator 12 so that the rotation speed approaches (follows) a command value. Note that the MG-ECU 23 further has an MG control system that controls the motor generator 14 (see FIG. 1) in addition to the MG control system 30.

[0028] The MG control system 30 includes a plurality of converters 31, 33, 35, 37, and 38, a plurality of subtraction units 32, 34, and 36, a speed Proportional-Integral (PI) controller 40, and a current PI controller 60.

[0029] The converter 31 receives the mechanical angular velocity command value ωm* generated by the MG-ECU 23. The converter 31 converts the mechanical angle into an electrical angle. Specifically, the converter 31 converts the mechanical angle into an electrical angle by multiplying the number of magnetic pole pairs Pm of the motor generator 12, and calculates the electrical angular velocity command value ωe* from the mechanical angular velocity command value ωm*. The converter 31 outputs the calculated electrical angular velocity command value ωe* to the subtraction unit 32.

[0030] The subtraction unit 32 receives the latest electrical angular velocity response value ωe in addition to the electrical angular velocity command value ωe*. The subtraction unit 32 calculates the deviation of the current electrical angular velocity response value ωe from the electrical angular velocity command value ωe* (hereinafter, referred to as the electrical angular velocity deviation). The subtraction unit 32 outputs the calculated electrical angular velocity deviation to the speed PI controller 40.

[0031] The speed PI controller 40 calculates a torque command value TM* according to the electrical angular velocity deviation input from the subtraction unit 32. The speed PI controller 40 operates to bring the electrical angular velocity deviation closer to zero by calculating a larger torque command value TM* as the electrical angular velocity deviation becomes larger. The speed PI controller 40 has a proportional unit 41, an integrator 42, and an adder 46 (see FIG. 3). The proportional unit 41 outputs a value obtained by multiplying the electrical angular velocity deviation by a speed proportional gain Kps. The integrator 42 outputs a value obtained by multiplying an accumulated value (time integral value) of the electrical angular velocity deviation by a speed integral gain Kis. The adder 46 adds the output value of the integrator 42 to the output value of the proportional unit 41. The speed PI controller 40 outputs the value added by the adder 46 to the converter 33 as the torque command value TM*.

[0032] Converter 33 calculates a d-axis current command value id* and a q-axis current command value iq* by calculation using the torque command value TM* input from speed PI controller 40 and a preset torque coefficient KT. The d-axis current is a component of the applied current that is used to generate magnetic flux. The q-axis current is a component of the applied current that corresponds to the torque that rotates the rotor. Converter 33 outputs the calculated current command values ​​id*, iq* to subtraction unit 34.

[0033] The subtraction unit 34 receives the latest current response values ​​id, iq as well as the current command values ​​id*, iq*. The subtraction unit 34 calculates the deviation of the current current response values ​​id, iq from the current command values ​​id*, iq* (hereinafter, current value deviation). The subtraction unit 34 outputs the calculated current value deviation to the current PI controller 60.

[0034] The current PI controller 60 calculates voltage command values ​​vd, vq according to the current value deviation input from the subtraction unit 34. The current PI controller 60 operates to bring the current value deviation closer to zero by calculating larger voltage command values ​​vd, vq as the current value deviation becomes larger. The current PI controller 60 has a proportional unit, an integrator, and an adder. The proportional unit outputs a value obtained by multiplying the current value deviation by a current proportional gain Kpc. The integrator outputs a value obtained by multiplying an accumulated value (time integral value) of the current value deviation by a current integral gain Kic. The adder adds an output value of the integrator to an output value of the proportional unit. The current PI controller 60 outputs the value added by the adder to the motor generator 12 as voltage command values ​​vd, vq.

[0035] A block (model) corresponding to the motor generator 12 is expressed as 1 / (L·s+R), where L is the armature inductance and R is the armature resistance. A d-axis current response value id and a q-axis current response value iq are detected from the motor generator 12. A current control minor loop is formed in the MG control system 30, connecting the rear part of the motor generator 12 to a subtraction unit 34. The current response values ​​id, iq are input to the subtraction unit 34 through the current control minor loop. This implements feedback control to make the current response values ​​id, iq follow (match) the current command values ​​id*, iq*, which are target values.

[0036] The latest current response values ​​id, iq output from the motor generator 12 are input to the converter 35. The converter 35 uses the same torque coefficient KT as the converter 33, but performs the exact opposite process to that of the converter 33. Specifically, the converter 35 calculates a torque response value TM of the motor generator 12 from the current response values ​​id, iq using the torque coefficient KT. The converter 35 outputs the calculated torque response value TM to a subtraction unit 36.

[0037] The subtraction unit 36 ​​receives the latest engine torque TE in addition to the torque response value TM. The subtraction unit 36 ​​calculates the deviation of the current engine torque TE from the torque response value TM (hereinafter, torque deviation). The subtraction unit 36 ​​outputs the calculated torque deviation to a converter 37.

[0038] The converter 37 calculates the mechanical angular velocity response value ωm from the torque deviation input from the subtraction unit 36, using the value of the inertia JM of a component (rotor, etc.) of the motor generator 12 that rotates integrally with the crankshaft 11c.

[0039] Converter 38 is provided on the line of the speed control outer loop that connects the rear part of converter 37 to subtraction unit 32. Converter 38 performs conversion from a mechanical angle to an electrical angle using the same number of pole pairs Pm as converter 31, and converts the mechanical angular velocity response value ωm into an electrical angular velocity response value ωe. The electrical angular velocity response value ωe is input to subtraction unit 32 through the speed control outer loop. The mechanical angular velocity response value ωm is a value based on the output of a rotation angle sensor of motor generator 12.

[0040] As a result, feedback control is implemented to make the electrical angular velocity response value ωe follow (match) the electrical angular velocity command value ωe*, which is a target value, and to bring the rotation speed of the motor generator 12 closer to the command value. As a result, the MG control system 30 can output to the motor generator 12 a counter torque (damping torque, see FIG. 1) that is in the opposite phase to the torque fluctuation of the engine 11. In the above-described MG control system 30, the electrical angular velocity response value ωe corresponds to the "detected rotation speed value," and the electrical angular velocity command value ωe* corresponds to the "command value."

[0041] <Control gain switching process> Next, the gain switching control performed by the gain switching unit 70 will be described in detail with reference to FIGS.

[0042] The MG-ECU 23 further includes a gain switching unit 70 (see FIG. 3) as a functional unit based on the motor control program. The gain switching unit 70 switches the control gain used in the feedback control of the MG control system 30 between a plurality of gains including a low gain and a high gain by performing a gain switching process (see FIG. 5).

[0043] In a gain switching process for switching between a low gain and a high gain, the gain switching unit 70 changes at least the values ​​of the speed proportional gain Kps and the speed integral gain Kis of the speed PI controller 40. The gain switching unit 70 may change the values ​​of the current proportional gain Kpc and the current integral gain Kic of the current PI controller 60 together with the values ​​of the speed proportional gain Kps and the speed integral gain Kis.

[0044] In a low gain state, the MG control system 30 responds slowly to the pulsation of the engine torque TE. In this case, the vibration damping torque output by the motor generator 12 becomes very small or zero (see the lower left side of FIG. 4). In this case, the motor generator 12 is in a state where it outputs a substantially constant torque. As a result, the effect of suppressing the pulsation of the engine torque TE by the feedback control is also reduced.

[0045] In the high gain state, the MG control system 30 responds quickly to the pulsation of the engine torque TE. In this case, the vibration damping torque output by the motor generator 12 is larger than that in the low gain state (see the lower right side of FIG. 4). As a result, the effect of suppressing the pulsation of the engine torque TE by the feedback control is also increased.

[0046] The gain switching unit 70 starts the gain switching process based on the start of the control system 100. The gain switching unit 70 continues the gain switching process until the control system 100 is stopped, and ends the gain switching process based on the stop of the control system 100. After starting the gain switching process, the gain switching unit 70 performs an initial process after startup (S11) and sets a low gain state. When the gain switching unit 70 estimates the occurrence of a scene in which the pulsation of the engine torque TE becomes large, it establishes a switching condition to a high gain (S12: YES) and switches from the low gain to the high gain (S13).

[0047] As an example, when the engine 11 speed reaches a high efficiency point (hereinafter, the first engine speed Ne1) due to cranking, the gain switching unit 70 starts switching from a low gain to a high gain. This starts ignition of fuel in the high gain state (see ENG ignition in FIG. 4). Therefore, a sudden increase in the engine speed accompanying the start of combustion (see the dashed line in FIG. 4) is suppressed.

[0048] The gain switching unit 70 switches from low gain to high gain at the timing of transition from the first rotation speed Ne1 to the rotation speed at the high power point (hereinafter, second rotation speed Ne2). This makes it difficult for the rotation speed of the crankshaft 11c to greatly exceed the second rotation speed Ne2. Furthermore, the gain switching unit 70 also switches from low gain to high gain at the timing of stopping the engine 11. This makes it difficult for the rotation of the crankshaft 11c to stop stably.

[0049] After switching to the high gain, the gain switching unit 70 switches from the high gain to the low gain (S16) based on the establishment of the condition for switching to the low gain (S15: YES). For example, when a predetermined time has elapsed after switching to the high gain, or when the rotation speed of the crankshaft 11c has stabilized, the gain switching unit 70 establishes the condition for switching to the low gain. As described above, vibration suppression control at the high gain is applied only in the minimum necessary scenes, and in other scenes, vibration suppression control is switched to vibration suppression control at the low gain, thereby realizing an operation with emphasis on efficiency.

[0050] <Nonlinear gain transition and anti-windup control> As shown in FIG. 6, by switching to a high gain, an overshoot in which the rotation speed exceeds the upper limit of the allowable fluctuation range TR at the start of ignition of the engine 11 can be suppressed (see the dashed line in FIG. 6). On the other hand, when switching from a high gain to a low gain, a wind-up phenomenon of the rotation speed can occur during the transition period. The wind-up phenomenon occurs due to the over-addition of the integral term in the speed PI controller 40, that is, the output value of the integrator 42 becoming excessive. When the wind-up phenomenon occurs, for example, an inappropriate increase in the vibration damping torque can cause an undershoot in which the rotation speed falls below the lower limit of the allowable fluctuation range TR. Note that the upper and lower thresholds that define the allowable fluctuation range TR may be appropriately set to values ​​that are allowable in the vehicle from the viewpoint of noise and vibration.

[0051] In order to suppress the occurrence of such a windup phenomenon, the gain switching unit 70 performs nonlinear gain transition. In addition, anti-windup control that changes the operation of the integrator 42 is applied to the speed PI controller 40. Details of the nonlinear gain transition and the anti-windup control will be described below in order with reference to Figs. 1 to 9.

[0052] In the gain switching process (see FIG. 5), the gain switching unit 70 performs nonlinear gain transition for the speed proportional gain Kps and the speed integral gain Kis of the speed PI controller 40 (S14, S17). The gain switching unit 70 performs nonlinear gain transition at least in the second transition DT among the transition from low gain to high gain (hereinafter, first transition UT, see FIG. 7) and the transition from high gain to low gain (hereinafter, second transition DT, see FIG. 8). The gain switching unit 70 of the first embodiment performs nonlinear gain transition in both the first transition UT and the second transition DT. Note that a linear gain transition (see reference line Lr in FIGS. 7 and 8) refers to a transition with substantially the same rate of change from the start of the transition to the end of the transition. On the other hand, a nonlinear gain transition refers to a transition in which the rate of change increases or decreases even once from the start of the transition to the end of the transition.

[0053] The gain switching unit 70 changes the control gain so that the wind-up phenomenon is suppressed compared to the rotation speed fluctuation (see FIG. 6) that occurs due to the wind-up phenomenon caused by the superaddition of the integral term of the feedback control when the control gain is linearly transitioned. Specifically, the gain switching unit 70 defines the gain change line Lg, which indicates the change in the control gain during the transition period, as a curved line that is curved downward (toward the low gain side) from the reference line Lr. That is, in both the first transition UT and the second transition DT, the gain change line Lg is a curved line that is convex downward. In the first transition UT, it is desirable that the gain change line Lg is below the reference line Lr, in other words, has a slope that is closer to horizontal than the reference line Lr, especially immediately after the start of the transition to the low gain side. Similarly, in the second transition DT, it is desirable that the gain change line Lg is below the reference line Lr, in other words, has a slope that is closer to horizontal than the reference line Lr, especially immediately before the end of the transition to the low gain side.

[0054] The gain switching unit 70 increases the rate of change of the gain per unit time in each transition period, the higher the gain state. As a result, the slope of the gain change line Lg in the latter half of the transition period (hereinafter, slope B) is made larger than the slope of the gain change line Lg in the first half of the transition period (hereinafter, slope A). In detail, in the first transition UT, the rate of increase of the gain in the latter half of the transition period is larger than the rate of increase of the gain in the first half of the transition period. Therefore, the slope B (e.g., 10) is larger than the slope A (e.g., 1). On the other hand, in the second transition DT, the rate of decrease of the gain in the latter half of the transition period is smaller than the rate of decrease of the gain in the first half of the transition period. Therefore, the slope B (e.g., -1) is larger than the slope A (e.g., -10).

[0055] When the current proportional gain Kpc and current integral gain Kic of the current PI controller 60 are included in the gain switching targets, the gain switching unit 70 also performs nonlinear transition on these gains in the same manner as the speed proportional gain Kps and speed integral gain Kis.

[0056] The speed PI controller 40 (see FIG. 3) has a limiter 51 and an integrator stopping circuit 52 as a configuration for applying anti-windup control (hereinafter, referred to as an anti-windup control unit 50).

[0057] The limiter 51 is provided after the adder 46. The limiter 51 sets an upper limit value and a lower limit value of the torque command value TM* output from the adder 46. When the torque command value TM* exceeds a preset upper limit value or lower limit value, the limiter 51 outputs the upper limit value or lower limit value instead of the torque command value TM*.

[0058] The integrator stopping circuit 52 performs anti-windup control to stop the integrator 42 when the torque command value TM* exceeds the upper limit value or the lower limit value of the limiter 51. The integrator stopping circuit 52 has a comparator 53 and a switch 54. The comparator 53 determines whether the input and output of the limiter 51 match or do not match. When the input and output of the limiter 51 match, in other words, when the limiter 51 is not operating, the comparator 53 outputs a value of "1". On the other hand, when the input and output of the limiter 51 do not match, in other words, when the limiter 51 is operating, the comparator 53 outputs a value of "0".

[0059] When a value of "1" is input from the comparator 53, the switch 54 is in the on state (True). In this case, the electrical angular velocity deviation is input to the integrator 42, and the integrator 42 is in a normal operating state. On the other hand, when a value of "0" is input from the comparator 53, the switch 54 is in the off state (False), and the input of the electrical angular velocity deviation to the integrator 42 is stopped. As a result, the integrator 42 is in a stopped state.

[0060] The limiter 51 may be provided between the integrator 42 and the adder 46. That is, the comparator 53 may be configured to compare the output value of the speed integral gain Kis1 with the values ​​before and after the limiter 51, instead of the configuration in which the comparator 53 compares the values ​​before and after the limiter 51 with respect to the sum of the outputs of the speed proportional gain Kps and the speed integral gain Kis.

[0061] The effect of the above nonlinear gain transition and anti-windup control will be explained with reference to Fig. 9. Fig. 9, like Fig. 6, shows the rotation speed fluctuation in a scene where the gain is switched from high to low at the timing when a predetermined time (n seconds) has elapsed since the start of ignition of the engine 11.

[0062] When gain transition is performed linearly, the windup phenomenon occurs, causing the fluctuation range F0 of the fluctuation line Cs0, which indicates the fluctuation range of the rotation speed, to become a value that greatly exceeds the allowable fluctuation range TR. On the other hand, when gain transition is performed nonlinearly, the windup phenomenon is suppressed. As a result, the fluctuation range F1 of the fluctuation line Cs1 becomes smaller than the fluctuation range F0 when gain transition is performed linearly. However, with only nonlinear gain transition, it is difficult for the fluctuation range F1 to fall within the allowable fluctuation range TR.

[0063] In contrast, when the gain transition is nonlinear and the anti-windup control is applied, the occurrence of the windup phenomenon is significantly suppressed. As a result, the fluctuation range F2 of the fluctuation line Cs2 becomes even smaller than the fluctuation range F1 when the anti-windup control is not applied. As a result, the fluctuation range F2 of the rotation speed can be reliably contained within the allowable fluctuation range TR.

[0064] (Summary of the embodiment) In the first embodiment described above, a nonlinear gain transition is performed in the second transition DT where the control gain is switched from a high gain to a low gain. This allows a smooth transition from the transition period to the steady state period (see FIG. 8). As a result, it is possible to suppress the deterioration of the rotation speed behavior, i.e., overshoot and undershoot, that accompanies the switching of the control gain.

[0065] In addition, in the first embodiment, nonlinear gain transitions are implemented in both the first transition UT and the second transition DT. Therefore, smooth gain transitions can be realized in both low-gain to high-gain switching scenes and high-gain to low-gain switching scenes. As a result, overshoot and undershoot of the rotation speed can be further suppressed.

[0066] In the first embodiment, in the gain change line Lg showing the change in the control gain in the transition period, the slope B in the latter half of the transition period is made larger than the slope A in the first half of the transition period. As a result, a smooth gain transition is realized in the connection from the transition period to the steady state period, so that overshoot, undershoot, and the like can be further suppressed.

[0067] Furthermore, in the first embodiment, the control gain is changed so as to suppress the wind-up phenomenon compared to the rotation speed fluctuation (see the fluctuation line Cs0 in FIG. 6) caused by the wind-up phenomenon due to the superaddition of the integral term of the feedback control when the control gain is linearly transitioned. By applying such a nonlinear gain transition, it is possible to reduce noise and vibration caused by the wind-up phenomenon.

[0068] Additionally, in the first embodiment, anti-windup control is applied to change the operation of the integrator 42 based on the occurrence of a windup phenomenon accompanying switching of the control gain. As a result, overshoot and undershoot accompanying changes in the control gain and transitions in the rotation speed can be further suppressed.

[0069] In the first embodiment, anti-windup control is applied to stop the operation of the integrator 42. By stopping the integrator 42 in this way, superaddition of the integral term can be reliably avoided. As a result, overshoot and undershoot are further suppressed, and noise and vibration can be further reduced.

[0070] Furthermore, in the first embodiment, the motor generator 12 directly connected to the crankshaft 11c outputs a vibration damping torque that is in the opposite phase to the torque fluctuation occurring in the crankshaft 11c. The motor generator 12 is connected to the crankshaft 11c without a damper DM that attenuates the torque fluctuation of the crankshaft 11c, and is connected to the crankshaft 11c without a gear GR that transmits the rotation of the crankshaft 11c.

[0071] In such a configuration without the damper DM and the gear GR, the damper DM and the gear GR cannot provide the damping effect of the damper DM and the gear GR on the rotation speed pulsation (see the lower left corner of FIG. 1). Therefore, compared to a configuration in which the damper DM and the gear GR are present (see the upper left corner of FIG. 1), it is necessary to perform high-gain vibration suppression control by the motor generator 12 and generate a large vibration suppression torque. However, if high-gain vibration suppression control is continued, unnecessary energy for the vibration suppression control is likely to be consumed. Therefore, performing high-gain vibration suppression control only in the minimum necessary situations by implementing gain switching is particularly effective in a configuration that employs a configuration without the damper DM and the gear GR.

[0072] Furthermore, if nonlinear gain transition and anti-windup control are applied in an integrated manner, the windup phenomenon caused by gain switching can be suppressed. As a result, even if a configuration without a damper DM and a gear GR is adopted, it is possible to suppress overshoot and undershoot that exceed the allowable fluctuation range TR.

[0073] As a result of the above, a configuration without the damper DM and the gear GR can be adopted without causing problems with noise and vibration. This can simplify the power unit and reduce its cost. In addition, since it is no longer necessary to reflect the characteristics of the damper DM and the gear GR in the calculation of the vibration damping torque, the calculation load of the vibration damping control can be reduced. Furthermore, with a configuration without the damper DM and the gear GR, the axial length of the power unit can be shortened, improving the mountability on the vehicle. As a result, the power unit can be accommodated in the engine room of a small vehicle where it is difficult to secure space in the width direction.

[0074] Additionally, in the first embodiment, the motor generator 12 provided in the vehicle exclusively for generating electricity outputs a vibration damping torque. In this configuration, there is no disturbance input from the road surface or the like to the motor generator 12. Therefore, vibration damping control capable of effectively suppressing pulsation of the engine torque TE is implemented.

[0075] In the first embodiment, the outer rotor type motor generator 12 outputs a vibration damping torque. Since the outer rotor type motor generator 12 is easy to generate a large torque, it is easier to reduce the axial length than an inner rotor type configuration when the torque that can be generated is the same. Therefore, by adopting the outer rotor type motor generator 12, the mountability of the power unit can be further improved. In addition, with the outer rotor type motor generator 12, it is easier to ensure rotor inertia than with the inner rotor type configuration. Therefore, the pulsation reduction effect utilizing rotor inertia is easily achieved.

[0076] In the first embodiment, the crankshaft 11c corresponds to the "output shaft", the motor generator 12 corresponds to the "rotating electric machine", the damper DM corresponds to the "damper section", and the gear GR corresponds to the "gear section". In addition, the MG-ECU 23 corresponds to the "processing section" and the "motor control device", and the MG control system 30 corresponds to the "control system".

[0077] (Second and third embodiments) The second and third embodiments of the present disclosure shown in Fig. 10 to Fig. 12 are modified examples of the first embodiment. As shown in Fig. 10, the gain switcher 70 (see Fig. 3) of the second and third embodiments performs a nonlinear gain transition only at the second transition DT (see S17 in Fig. 5) among the first transition UT and the second transition DT. On the other hand, at the first transition UT (see S14 in Fig. 5), a linear gain transition is performed instead of the nonlinear gain transition (see Fig. 7) of the first embodiment.

[0078] The gain change line Lg in the second transition DT of the second embodiment shown in Fig. 11 is a broken line formed by combining a number of straight lines. The rate of gain decrease in the transition period decreases stepwise as the gain decreases. As a result, in the second embodiment as well, the slope of the gain change line Lg in the latter half of the transition is greater than the slope of the gain change line Lg in the first half of the transition, in other words, a negative value with a smaller absolute value.

[0079] The gain change line Lg in the second transition DT of the third embodiment shown in Fig. 12 is defined in a step-like shape. The gain switching unit 70 reduces the control gain stepwise in the transition period of the second transition DT. The reduction width De in one instance in the transition period may be approximately the same, or may be gradually reduced. Meanwhile, the maintenance period Pe in which the control gain is temporarily maintained in the transition period may be approximately the same, or may be gradually increased.

[0080] In the second and third embodiments described so far, a nonlinear gain transition is performed at the second transition DT. Therefore, the same effect as in the first embodiment is obtained, and the transition from the transition period to the steady state period is smooth, so that overshoot and undershoot due to switching of the control gain are unlikely to occur.

[0081] Additionally, in the second and third embodiments, of the first transition UT and the second transition DT, a nonlinear gain transition is implemented only in the second transition DT. In the second transition DT, where switching to a low gain is performed, the effect of suppressing fluctuations after switching is weaker, so the wind-up phenomenon is more likely to occur than in the first transition UT. Therefore, if the second transition DT is a nonlinear gain transition, overshoot and undershoot of the rotation speed can be effectively suppressed. On the other hand, if the first transition UT is a linear gain transition, the calculation load of the MG-ECU 23 (see FIG. 1) can be reduced.

[0082] (Fourth embodiment) The fourth embodiment of the present disclosure shown in Fig. 13 is another modified example of the first embodiment. The speed PI controller 40 of the fourth embodiment has an anti-windup control unit 50 including subtraction units 55, 57 and a corrector 56 as a configuration replacing the integrator stop circuit 52 (see Fig. 3) of the first embodiment. The speed PI controller 40 applies anti-windup control in which the limiter 51, the subtraction units 55, 57, and the corrector 56 correct the integral signal output from the integrator 42 with a correction coefficient Kia.

[0083] The subtractor 55 outputs a value obtained by subtracting the output value of the limiter 51 from the input value of the limiter 51 to the corrector 56. When the limiter 51 is not operating, the output of the subtractor 55 is substantially zero. In this case, the output from the corrector 56 is also zero, and therefore the electrical angular velocity command value ωe* is input from the subtractor 57 to the integrator 42. As a result, the integral signal output from the integrator 42 is not corrected.

[0084] On the other hand, when the limiter 51 is operating, the subtractor 55 outputs a value according to the difference between the input and output. In this case, the corrector 56 outputs a value obtained by multiplying the output value of the subtractor 55 by the correction coefficient Kia (hereinafter, referred to as the windup correction value) to the subtractor 57. The subtractor 57 outputs a value obtained by subtracting the windup correction value from the electrical angular velocity command value ωe* to the integrator 42. As a result, the integral signal output from the integrator 42 is corrected. In this case, if the output from the integrator 42 to the adder 46 becomes excessive, the windup correction value also increases. Therefore, it is possible to suppress over-addition of the integral term.

[0085] The fourth embodiment described so far also has the same effect as the first embodiment, and overshoot and undershoot associated with switching of the control gain are less likely to occur. In addition, the fourth embodiment applies anti-windup control that corrects the integral signal output from the integrator 42 with a windup correction value using the correction coefficient Kia. By using such a correction function, superaddition of the integral term is less likely to occur. As a result, overshoot and undershoot associated with gain change and rotation speed transition are also less likely to occur, making it possible to reduce noise and vibration.

[0086] In the fourth embodiment, the limiter 51 may be disposed between the integrator 42 and the adder 46. In this modified example, the anti-windup control unit 50 corrects the output (integrated signal) of the integrator 42 with a windup correction value using the correction coefficient Kia, thereby making it difficult for the windup phenomenon to occur.

[0087] Fifth embodiment The fifth embodiment of the present disclosure shown in Fig. 14 is yet another modified example of the first embodiment. The MG control system 30 of the fifth embodiment is provided with two speed PI controllers 140a and 140b and a control switching determination unit 140s instead of the speed PI controller 40 (see Fig. 2). The speed PI controllers 140a and 140b are not provided with a configuration equivalent to the anti-windup control unit 50 (see Fig. 3).

[0088] The speed PI controller (hereinafter, normal controller) 140a is used during normal times when the windup phenomenon is not occurring, and calculates a torque command value TM* according to the electrical angular velocity deviation. The normal controller 140a has a proportional unit, an integrator, and an adder. The proportional unit outputs a value obtained by multiplying the electrical angular velocity deviation by a speed proportional gain Kps1. The integrator outputs a value obtained by multiplying the time integral value of the electrical angular velocity deviation by a speed integral gain Kis1. The adder outputs a value obtained by adding the output value of the proportional unit to the output value of the integrator as the torque command value TM*.

[0089] The speed PI controller (hereinafter, abnormal controller) 140b is used when an abnormality occurs such that a windup phenomenon occurs, and calculates a torque command value TM* according to the electrical angular velocity deviation. The abnormal controller 140b has a proportional unit, an integrator, and an adder. The proportional unit outputs a value obtained by multiplying the electrical angular velocity deviation by a speed proportional gain Kps2. The integrator outputs a value obtained by multiplying the time integral value of the electrical angular velocity deviation by a speed integral gain Kis2. The speed integral gain Kis2 is set to a value that suppresses over-addition of the integral term, compared to the speed integral gain Kis1 of the normal controller 140a. The adder outputs a value obtained by adding the output value of the proportional unit to the output value of the integrator as the torque command value TM*.

[0090] The control switching determination unit 140s applies switching from the normal controller 140a to the abnormal controller 140b based on the occurrence of a windup phenomenon accompanying switching of the control gain. The control switching determination unit 140s performs switching between the normal controller 140a and the abnormal controller 140b based on a signal related to the operation of the power unit. As an example, the control switching determination unit 140s compares the mechanical angular velocity command value ωm* with the mechanical angular velocity response value ωm, and switches from the normal controller 140a to the abnormal controller 140b when the difference between them exceeds a predetermined threshold value. Specifically, switching to the abnormal controller 140b is performed when the deviation of the rotation speed from the command value exceeds 100 rpm.

[0091] The fifth embodiment described so far also has the same effect as the first embodiment, and overshoot and undershoot accompanying switching of the control gain are less likely to occur. In addition, in the fifth embodiment, switching from the normal controller 140a to the abnormal controller 140b is applied based on the occurrence of the windup phenomenon accompanying switching of the control gain. By switching to the abnormal controller 140b in this way, the occurrence of superaddition of the integral term can be suppressed. As a result, the occurrence of overshoot and undershoot accompanying gain change and rotation speed transition can also be suppressed, making it possible to reduce noise and vibration.

[0092] Sixth embodiment The sixth embodiment of the present disclosure shown in Fig. 15 is yet another modified example of the first embodiment. The speed PI controller 40 of the sixth embodiment has two differentiators 143. The differentiators 143 are connected to the upstream stages of the proportional unit 41 and the integrator 42. The differentiators 143 output a value obtained by time-differentiating the electrical angular velocity deviation to the proportional unit 41 and the integrator 42. By including the differentiator 143, the speed PI controller 40 becomes a speed-type control system, and improves responsiveness to the electrical angular velocity deviation compared to a configuration that does not include the differentiator 143.

[0093] In the sixth embodiment, the same effect as in the first embodiment can be obtained, and the occurrence of the wind-up phenomenon can be suppressed. In addition, in the sixth embodiment, the differentiator 143 is connected in front of the integrator 42, so that the superaddition of the integral term accompanying the gain change and the rotation speed transition is unlikely to occur. As a result, it is possible to suppress overshoot and undershoot, and reduce noise and vibration.

[0094] (Other embodiments) Although several embodiments of the present disclosure have been described above, the present disclosure should not be construed as being limited to the above-described embodiments, and can be applied to various embodiments and combinations within the scope not departing from the gist of the present disclosure.

[0095] The control system 100 of the first modified example of the above embodiment is applied to a parallel type hybrid system (power unit) shown in Fig. 16. In the power unit of the first modified example, the motor generator 12 is connected to a drive shaft 19. The motor control method described in the above embodiment is also applicable to such a motor generator 12. The motor generator 12 may be an electric motor that serves both as a starter and an alternator and is connected to the engine 11 via a power transmission belt or the like.

[0096] In the powertrain of the second modification of the above embodiment, it is possible to switch between a state in which the engine 11 is connected to the drive shaft 19 and a state in which the engine 11 is connected to the motor generator 12. When the engine 11 is connected to the drive shaft 19, the vehicle can travel using the output of the engine 11. In the second modification, the motor control method described in the above embodiment can also be applied when the engine 11 is disconnected from the drive shaft 19 and connected to the motor generator 12. Note that in the second modification, the motor generator 12 is also configured exclusively for power generation.

[0097] Furthermore, the motor control method described in the above embodiment can also be applied to at least one of the motor generators 12, 14 connected to the engine 11 via a power split mechanism in a series-parallel hybrid system. In any type of power unit, components such as a damper, gears, a clutch, and a transmission may be provided between the motor generator 12 and the engine 11, or between the motor generator 12 and the drive shaft 19.

[0098] In the speed PI controller 40 of the third modification of the above embodiment, the application of anti-windup control is omitted. In the third modification, the occurrence of the windup phenomenon is suppressed so that the fluctuation of the rotation speed does not deviate from the allowable fluctuation range TR by performing nonlinear gain transition. In this way, if it is possible to suppress overshoot and undershoot so as not to exceed the allowable fluctuation range TR, the application of anti-windup control may be omitted.

[0099] In the fourth modification of the above embodiment, some of the functional blocks related to the MG control system 30 are configured by an ECU (e.g., the hybrid ECU 21, etc.) other than the MG-ECU 23. In addition, a functional unit corresponding to the gain switching unit 70 may be provided in an ECU other than the MG-ECU 23 or in the inverter 13.

[0100] In the fifth modification of the above embodiment, the processing function of the MG-ECU 23 is integrated into the hybrid ECU 21 or the engine ECU 22. In the sixth modification of the above embodiment, the control system 100 is configured by one integrated ECU having all the processing functions of the ECUs 21 to 23. In the seventh modification of the above embodiment, the processing function of the MG-ECU 23 is integrated into the inverter. As in the fifth to seventh modifications, the configuration of the ECUs included in the control system 100 may be modified as appropriate.

[0101] In the above embodiment, the various functions provided by each ECU can be provided by software and hardware that executes the software, software alone, hardware alone, or a combination of these. When such functions are provided by electronic circuits as hardware, each function can also be provided by a digital circuit including a large number of logic circuits, or an analog circuit.

[0102] The processor provided in each ECU in the above embodiment may include at least one arithmetic core such as a central processing unit (CPU) and a graphics processing unit (GPU). Furthermore, each ECU may be provided with a field-programmable gate array (FPGA), a neural network processing unit (NPU), and other IP cores with dedicated functions as processing units.

[0103] The form of the storage medium employed as each storage unit in the above embodiment and storing the program enabling the motor control method of the present disclosure may be changed as appropriate. For example, the storage medium is not limited to a configuration provided on the circuit board of each ECU, but may be provided in the form of a memory card or the like, inserted into a slot, and electrically connected to the bus of the ECU. Furthermore, the storage medium may be an optical disk or a hard disk drive used as a source for copying or distributing the program to a computer.

[0104] The control unit and the method described herein may be implemented by a special-purpose computer having a processor programmed to execute one or more functions embodied in a computer program. Alternatively, the device and the method described herein may be implemented by a special-purpose hardware logic circuit. Alternatively, the device and the method described herein may be implemented by one or more special-purpose computers configured by a combination of a processor that executes a computer program and one or more hardware logic circuits. The computer program may also be stored in a computer-readable non-transitory tangible recording medium as instructions to be executed by the computer.

[0105] (Disclosure of technical ideas) This specification discloses multiple technical ideas described in the following multiple dependent claims. Some of the claims may be described in a multiple dependent form, where the subsequent claim alternatively refers to the preceding claim. Furthermore, some of the claims may be described in a multiple dependent form, where the subsequent claim alternatively refers to the preceding claim. The claims described in these multiple dependent forms define multiple technical ideas.

[0106] (Technical thought 1) A motor control device that controls a rotating electric machine (12) connected to an engine (11), a control system (30) that performs feedback control using a rotation speed detection value obtained by detecting a rotation speed of the rotating electric machine so that the rotation speed approaches a command value, thereby outputting a vibration damping torque that is in antiphase with torque fluctuation of the engine to the rotating electric machine; a gain switching unit (70) that switches a control gain of the feedback control among a plurality of control gains including a low gain and a high gain, and performs a nonlinear gain transition at least in a first transition (UT) from the low gain to the high gain and a second transition (DT) from the high gain to the low gain; A motor control device comprising: (Technical thought 2) The motor control device according to Technical Idea 1, wherein the gain switching unit performs a nonlinear gain transition only in the second transition among the first transition and the second transition. (Technical Thought 3) The motor control device according to Technical Idea 1 or 2, wherein the gain switching unit transitions the control gain so that the slope of a gain change line (Lg) showing the change in the control gain during the transition period becomes greater in the latter half of the transition period than in the first half of the transition period. (Technical Thought 4) The motor control device according to any one of Technical Ideas 1 to 3, wherein the gain switching unit changes the control gain so that a wind-up phenomenon is suppressed compared to the rotation speed fluctuation caused by the wind-up phenomenon due to superaddition of the integral term of the feedback control when the control gain is transitioned linearly. (Technical Thought 5) The motor control device according to any one of Technical Ideas 1 to 4, wherein the control system applies anti-windup control that changes the operation of an integrator (42) based on the occurrence of a windup phenomenon accompanying the switching of the control gain. (Technical Thought 6) The motor control device according to Technical Idea 5, wherein the control system applies the anti-windup control that stops the operation of the integrator. (Technical Thought 7) The motor control device according to Technical Idea 5, wherein the control system applies the anti-windup control that corrects the integral signal output from the integrator using a correction coefficient. (Technical Thought 8) The motor control device according to any one of Technical Ideas 1 to 4, wherein the control system applies switching from a normal controller (140a) to an abnormal controller (140b) based on the occurrence of a windup phenomenon accompanying the switching of the control gain. (Technical Thought 9) The motor control device according to any one of Technical Concepts 1 to 4, wherein the control system includes a differentiator (143) connected in front of each of the proportional unit (41) and the integrator (42). (Technical Thought 10) The motor control device according to any one of technical ideas 1 to 9, wherein the control system outputs the vibration damping torque, which is in opposite phase to the torque fluctuation occurring in the output shaft, to the rotating electric machine directly connected to the output shaft (11c) of the engine. (Technical Thought 11) The motor control device according to Technical Idea 10, wherein the rotating electric machine is connected to the output shaft without a damper section (DM) that attenuates the torque fluctuation of the output shaft. (Technical Thought 12) The motor control device according to Technical Idea 10 or 11, wherein the rotating electric machine is connected to the output shaft without passing through a gear portion (GR) that transmits the rotation of the output shaft. (Technical Thought 13) 13. The motor control device according to any one of Technical Ideas 1 to 12, wherein the control system causes the rotating electric machine provided in a vehicle exclusively for power generation to output the vibration damping torque. (Technical Thought 14) 14. The motor control device according to any one of Technical Ideas 1 to 13, wherein the control system causes the rotating electric machine of an outer rotor type to output the vibration damping torque. [Explanation of symbols]

[0107] 11 engine, 11c crankshaft (output shaft), 12, 14 motor generator (rotating electric machine), 23 MG-ECU (motor control device, processing unit), 30 MG control system (control system), 41 proportional unit, 42 integrator, 70 gain switching unit, 140a normal controller, 140b abnormal controller, 143 differentiator, DM damper (damper unit), GR gear (gear unit), Lg gain change line, UT first transition, DT second transition

Claims

1. A motor control device that controls a rotating electric machine (12) connected to an engine (11), a control system (30) that performs feedback control using a rotation speed detection value obtained by detecting a rotation speed of the rotating electric machine so that the rotation speed approaches a command value, thereby outputting a vibration damping torque that is in an opposite phase to a torque fluctuation of the engine to the rotating electric machine; a gain switching unit (70) that switches a control gain of the feedback control among a plurality of gains including a low gain and a high gain, and performs a nonlinear gain transition at least in a first transition (UT) from the low gain to the high gain and a second transition (DT) from the high gain to the low gain, The motor control device, wherein the gain switching unit transitions the control gain so that the slope of a gain change line (Lg) showing the change in the control gain during a transition period is greater in a second half of the transition period than in a first half of the transition period.

2. 2. The motor control device according to claim 1, wherein the control system applies anti-windup control that changes the operation of an integrator (42) based on the occurrence of a windup phenomenon accompanying the switching of the control gain.

3. The motor control device according to claim 2 , wherein the control system applies the anti-windup control that stops the operation of the integrator.

4. 3. The motor control device according to claim 2, wherein the control system applies the anti-windup control in which the integral signal output from the integrator is corrected by a correction coefficient.

5. 2. The motor control device according to claim 1, wherein the control system applies switching from a normal controller (140a) to an abnormal controller (140b) based on the occurrence of a windup phenomenon accompanying the switching of the control gain.

6. 2. The motor control device according to claim 1, wherein the control system includes a differentiator (143) connected in front of each of the proportional unit (41) and the integrator (42).

7. A motor control device that controls a rotating electric machine (12) connected to an engine (11), a control system (30) that performs feedback control using a rotation speed detection value obtained by detecting a rotation speed of the rotating electric machine so that the rotation speed approaches a command value, thereby outputting a vibration damping torque that is in an opposite phase to a torque fluctuation of the engine to the rotating electric machine; a gain switching unit (70) that switches a control gain of the feedback control among a plurality of gains including a low gain and a high gain, and performs a nonlinear gain transition at least in a first transition (UT) from the low gain to the high gain and a second transition (DT) from the high gain to the low gain, The control system is a motor control device that applies switching from a normal controller (140a) to an abnormal controller (140b) based on the occurrence of a windup phenomenon accompanying the switching of the control gain.

8. A motor control device that controls a rotating electric machine (12) connected to an engine (11), a control system (30) that performs feedback control using a rotation speed detection value obtained by detecting a rotation speed of the rotating electric machine so that the rotation speed approaches a command value, thereby outputting a vibration damping torque that is in an opposite phase to a torque fluctuation of the engine to the rotating electric machine; a gain switching unit (70) that switches a control gain of the feedback control among a plurality of gains including a low gain and a high gain, and performs a nonlinear gain transition at least in a first transition (UT) from the low gain to the high gain and a second transition (DT) from the high gain to the low gain, The control system of the motor control device includes a differentiator (143) connected in front of a proportional unit (41) and an integrator (42).

9. The motor control device according to any one of claims 1 to 8, wherein the control system causes the rotating electric machine directly connected to the output shaft (11c) of the engine to output the vibration damping torque that is in opposite phase to the torque fluctuation occurring on the output shaft.

10. The motor control device according to claim 9 , wherein the rotating electric machine is connected to the output shaft without a damper unit (DM) that attenuates the torque fluctuation of the output shaft.

11. The motor control device according to claim 9 , wherein the rotating electric machine is connected to the output shaft without passing through a gear portion (GR) that transmits rotation of the output shaft.

12. A motor control device that controls a rotating electric machine (12) connected to an output shaft (11c) of an engine (11) without passing through at least one of a damper section (DM) that attenuates torque fluctuations of the output shaft (11c) and a gear section (GR) that transmits rotation of the output shaft, a control system (30) that performs feedback control using a rotation speed detection value obtained by detecting a rotation speed of the rotating electric machine so that the rotation speed approaches a command value, thereby outputting a vibration damping torque that is in an opposite phase to a torque fluctuation of the engine to the rotating electric machine; a gain switching unit (70) that switches a control gain of the feedback control among a plurality of gains including a low gain and a high gain, and performs a nonlinear gain transition at least in a first transition (UT) from the low gain to the high gain and a second transition (DT) from the high gain to the low gain, The motor control device, wherein the gain switching unit uses a torque command value (TM*) of the rotating electric machine calculated by the feedback control as information for estimating an engine torque (TE) output from the engine.

13. 13. The motor control device according to claim 1, wherein the gain switching unit performs a nonlinear gain transition only in the second transition out of the first transition and the second transition.

14. The motor control device according to any one of claims 1 to 8 and 12, wherein the gain switching unit changes the control gain so that a wind-up phenomenon is suppressed compared to a rotation speed fluctuation caused by a wind-up phenomenon due to superaddition of an integral term of the feedback control when the control gain is transitioned linearly.

15. 13. The motor control device according to claim 1, wherein the control system causes the rotating electric machine provided in a vehicle exclusively for power generation to output the vibration damping torque.

16. 13. The motor control device according to claim 1, wherein the control system causes the rotating electric machine of an outer rotor type to output the vibration damping torque.

17. A motor control program for controlling a rotating electric machine (12) connected to an engine (11), a rotation speed detection value obtained by detecting the rotation speed of the rotating electric machine is used to perform feedback control so that the rotation speed approaches a command value, thereby outputting a vibration damping torque, which is in opposite phase to a torque fluctuation of the engine, to the rotating electric machine; The control gain of the feedback control is switched among a plurality of gains including a low gain and a high gain (S13, S16); performing a nonlinear gain transition at least in the first transition (UT) from the low gain to the high gain and the second transition (DT) from the high gain to the low gain (S17); causing at least one processing unit (23) to execute a process including A motor control program in which, in the process of performing the gain transition, the control gain is transitioned so that the slope of a gain change line (Lg) showing the change in the control gain during the transition period becomes greater in the latter half of the transition period than in the first half of the transition period.

18. A motor control program for controlling a rotating electric machine (12) connected to an engine (11), a rotation speed detection value obtained by detecting the rotation speed of the rotating electric machine is used to perform feedback control so that the rotation speed approaches a command value, thereby outputting a vibration damping torque, which is in opposite phase to a torque fluctuation of the engine, to the rotating electric machine; The control gain of the feedback control is switched among a plurality of gains including a low gain and a high gain (S13, S16); A nonlinear gain transition is performed at least in the first transition (UT) from the low gain to the high gain and the second transition (DT) from the high gain to the low gain (S17); switching from a normal controller (140a) to an abnormal controller (140b) based on the occurrence of a wind-up phenomenon accompanying the switching of the control gain; A motor control program that causes at least one processing unit (23) to execute a process including the steps of:

19. A motor control program for controlling a rotating electric machine (12) connected to an output shaft (11c) of an engine (11) without passing through at least one of a damper section (DM) that attenuates torque fluctuations of the output shaft (11c) and a gear section (GR) that transmits rotation of the output shaft, a rotation speed detection value obtained by detecting the rotation speed of the rotating electric machine is used to perform feedback control so that the rotation speed approaches a command value, thereby outputting a vibration damping torque, which is in opposite phase to a torque fluctuation of the engine, to the rotating electric machine; The control gain of the feedback control is switched among a plurality of gains including a low gain and a high gain (S13, S16); performing a nonlinear gain transition at least in the first transition (UT) from the low gain to the high gain and the second transition (DT) from the high gain to the low gain (S17); causing at least one processing unit (23) to execute a process including A motor control program that, in the process of switching the control gain, uses a torque command value (TM*) of the rotating electric machine calculated by the feedback control as information for estimating an engine torque (TE) output from the engine.

Images