Motor control device and motor control program

Abstract

To provide a motor control device and the like which can suppress electric power consumption due to response lag of an engine, while avoiding control from being complicated.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 rotation speed approaches a command value NC, using a rotation speed-detected value determined by detecting the rotation speed of the motor generator. When a rotation speed of the engine increases, the MG-ECU outputs an increase-command for increasing the command value NC for the motor generator, on the basis of the fact that an average value in a predetermined time of engine torque TE outputted from the engine exceeds a threshold.SELECTED DRAWING: Figure 5

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 driving force 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 control device, when the driver requests acceleration, the response delay of the engine torque is taken into consideration and the assist power by the motor generator is suppressed until the engine torque rises. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2005-287234 A Summary of the Invention [Problem to be solved by the invention]

[0004] According to the process of setting a standby time corresponding to the response delay of the engine and increasing the rotation speed of the motor generator after the standby time has elapsed as in Patent Document 1, power consumption in a situation where the engine rotation speed is increased can be suppressed. However, in order to set an appropriate standby time, it may be unavoidable to complicate the control.

[0005] The present disclosure aims to provide a motor control device and a motor control program that are capable of reducing power consumption caused by engine response delays while avoiding complicated control. [Means for solving the problem]

[0006] In order to achieve the above 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 performs feedback control using a rotation speed detection value that detects the rotation speed of the rotating electric machine so that the rotation speed approaches a command value (NC); and a command control unit (80) that outputs an increase command to increase the command value of the rotating electric machine based on an average value (TaE) of engine torque (TE) output from the engine over a predetermined time period exceeding a threshold value when the engine rotation speed increases.

[0007] Another disclosed embodiment is a motor control program for controlling a rotating electric machine (12) connected to an engine (11), the motor control program causing at least one processing unit (23) to execute processes including: using a rotation speed detection value obtained by detecting the rotation speed of the rotating electric machine to perform feedback control so that the rotation speed approaches a command value (NC); and, when the engine rotation speed increases, outputting an increase command for increasing the command value of the rotating electric machine based on an average value (TaE) of engine torque (TE) output from the engine over a predetermined time period exceeding a threshold value (S31 to S34).

[0008] In these aspects, when the engine speed is increased, the process of increasing the command value for the rotation speed of the rotating electric machine is started when the average value of the engine torque in a predetermined time exceeds a threshold value. With this process, the increase in the rotation speed of the rotating electric machine can be started at an appropriate timing. As a result, it is possible to suppress power consumption caused by a delayed response of the engine while avoiding the complication of control.

[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] 11 is a diagram for explaining details of control for increasing the rotation speed of the motor generator based on detection of an increase in engine torque. FIG. [Figure 6] 13 is a flowchart showing details of an increase control process. [Figure 7] 11A and 11B are diagrams showing changes in torque when commands to increase the rotation speed of the engine and the motor generator are output simultaneously. [Figure 8] 7A to 7C are diagrams showing changes in each torque when the rotation speed of the motor generator is increased based on detection of an increase in engine torque. [Figure 9] 9A and 9B are diagrams showing a comparison of the difference in vibration damping performance before and after application of torque detection, where FIG. 9A is an enlarged view of region IX-A in FIG. 7, and FIG. 9B is an enlarged view of region IX-B in FIG. [Figure 10] 13 is a diagram for explaining details of control for increasing the rotation speed of the motor generator performed in the second embodiment. FIG. [Figure 11] FIG. 11 is a block diagram showing details of a speed PI controller according to a third embodiment. [Figure 12] FIG. 13 is a block diagram showing details of a speed PI controller according to a fourth embodiment. [Figure 13] FIG. 13 is a block diagram showing details of a speed PI controller according to a fifth embodiment. [Figure 14] 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 NC. 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 a mechanical angular velocity command value ωm* generated by the MG-ECU 23 (a command control unit 80 described later). 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 an 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 mechanical angle to electrical angle using the same number of magnetic pole pairs Pm as converter 31, and converts mechanical angular velocity response value ωm to 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. Note that mechanical angular velocity response value ωm is a value based on the output of a rotation angle sensor of motor generator 12. The mechanical angular velocity response value ωm or electrical angular velocity response value ωe corresponds to the "detected rotation speed value."

[0040] As a result, feedback control is performed 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 make the rotation speed of the motor generator 12 approach the command value NC. As a result, the MG control system 30 can cause the motor generator 12 to output a counter torque (oscillation damping torque, see FIG. 1) that is in the opposite phase to the torque fluctuation of the engine 11.

[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 performs a gain switching process to switch the control gain used in the feedback control of the MG control system 30 between a plurality of control gains including a low gain and a high gain.

[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 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 and switches from the low gain to the high gain.

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

[0050] <Anti-windup control> As shown in FIG. 4, when switching from a high gain to a low gain, a wind-up phenomenon of the rotation speed may occur during the transition period. The wind-up phenomenon occurs due to over-addition of the integral term in the speed PI controller 40, i.e., the output value of the integrator 42 becoming excessively large. When the wind-up phenomenon occurs, for example, due to an inappropriate increase in the vibration damping torque, an undershoot in which the rotation speed falls below the lower limit of the allowable fluctuation range, or an overshoot in which the rotation speed exceeds the upper limit of the allowable fluctuation range may occur. Note that the upper and lower thresholds that define the allowable fluctuation range 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, anti-windup control that changes the operation of the integrator 42 is applied to the speed PI controller 40. The speed PI controller 40 (see FIG. 3) has a limiter 51 and an integrator stop circuit 52 as a configuration for applying the anti-windup control (hereinafter, anti-windup control unit 50).

[0052] 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*.

[0053] 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".

[0054] 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.

[0055] 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.

[0056] <Lift command output based on torque detection> Next, the details of the ascent control process performed by the command control unit 80 will be described with reference to FIGS.

[0057] The MG-ECU 23 further includes a command control unit 80 (see FIG. 2) as a functional unit based on the motor control program. The command control unit 80 generates a command value NC for the rotation speed, and inputs a mechanical angular velocity command value ωm* based on the command value NC to the MG control system 30. When an increase in the power generation amount is determined by the hybrid ECU 21, the command control unit 80 increases the rotation speed of the motor generator 12 in accordance with the increase control of the engine torque TE by the control of the engine ECU 22, as shown in FIG.

[0058] Here, the response speed of the engine 11 is slower than the response speed of the motor generator 12. Therefore, when the rotation speeds of the engine 11 and the motor generator 12 are increased together, a power running operation may occur in the motor generator 12 due to the difference in response speed between the engine 11 and the motor generator 12.

[0059] More specifically, the engine ECU 22 increases the throttle opening of the engine 11 to increase the amount of intake air based on the power generation increase command received at time t1 (see Figs. 5 and 10). At this time, an intake delay DL of, for example, about 100 to 200 milliseconds occurs in the engine 11. That is, the engine torque TE starts to increase from time t2, which is the timing corresponding to the intake delay DL after the power generation increase command (see the upper middle part of Fig. 5 and the lower part of Fig. 7).

[0060] On the other hand, the response delay occurring in the motor generator 12 is very small (shorter) than the response delay occurring in the engine 11. Therefore, if the rotation speed command value NC starts to increase immediately after the power generation increase command (see the upper broken line in FIG. 5 and the upper line in FIG. 7), the increase in the engine torque TE does not follow the increase in the rotation speed. As a result, the torque (average value TaM in a predetermined time) of the motor generator 12 transitions to the positive side during the period until time t2 when the engine torque TE (average value TaE in a predetermined time) starts to increase (see the middle lower broken line in FIG. 5 and the lower line in FIG. 7). This causes the motor generator 12 to perform a power running operation, consuming electric power. As described above, in a scene in which the amount of electric power generation is increased due to a decrease in the remaining charge of the battery 16, it is problematic that the power running operation of the motor generator 12 wastes electric power.

[0061] In order to suppress the occurrence of such power running operation, it is conceivable to set a standby time equivalent to the response delay of the engine 11 and increase the rotation speed of the motor generator 12 after the standby time has elapsed. In such control, the responsiveness of the motor generator 12 is adjusted to be equal to the responsiveness of the engine 11. However, the standby time may change depending on the state of the engine 11. Therefore, it is difficult to set the standby time accurately, and setting an appropriate standby time inevitably makes the control more complicated. Furthermore, if a margin is provided in the standby time in order to suppress the power running operation, this causes a deterioration in responsiveness.

[0062] In order to suppress the occurrence of power running while maintaining good responsiveness, the command control unit 80 performs an increase control process (see FIG. 6) when the rotation speed of the engine 11 increases based on a power generation increase command. The increase control process is started based on acquisition of a power generation increase command. In the increase control process, the command control unit 80 grasps an average value TaE of the engine torque TE over a predetermined time period, and outputs an increase command to increase the command value NC of the motor generator 12 based on the average value TaE exceeding a threshold value.

[0063] More specifically, the command control unit 80 acquires the value of the engine torque TE in the increase control process (S31). The command control unit 80 replaces the value of the engine torque TE with a torque compensation value of the motor generator 12 calculated by feedback control (see the lower part of FIG. 5). Specifically, the command control unit 80 acquires a torque command value TM* as a torque compensation value as information for estimating the engine torque TE. The command control unit 80 can acquire the value of the engine torque TE by estimation using the torque command value TM*.

[0064] The command control unit 80 applies an averaging process to the acquired value of the engine torque TE (S32). In the averaging process, an average value TaE for a predetermined time is calculated. The command control unit 80 sets the predetermined time according to the rotation speed based on the rotation angle of the crankshaft 11c of the engine 11. Specifically, when the engine 11 is a four-stroke internal combustion engine, the command control unit 80 sets the period during which the crankshaft 11c rotates 720° (720CA), in other words, the period including combustion in all cylinders, as the predetermined time. In addition, the command control unit 80 sets a period corresponding to the ignition interval of the engine as the predetermined time. As an example, when the engine 11 is a three-cylinder engine, the period during which the crankshaft 11c rotates 240° (240CA) is set as the predetermined time.

[0065] The command control unit 80 compares the average value TaE of the engine torque TE for a predetermined time with a preset threshold value (S33). The threshold value is set to a value obtained by adding a fixed value or a variable value to the pre-increase value, based on the value of the engine torque TE before the power generation increase command is output (pre-increase value). When a variable value is used to set the threshold value, the command control unit 80 changes the threshold value (variable value) according to information indicating the state of the engine 11. For example, the temperature of the engine oil (hereinafter, oil temperature) or the like is used to set the threshold value. When the oil temperature is sufficiently high, the drag resistance of the engine 11 decreases. Therefore, the threshold value may be adjusted lower as the oil temperature increases, within a range that does not fall below the pre-increase value.

[0066] If the average value TaE is equal to or less than the threshold value (S33: NO), in other words, if the increase in the engine torque TE is very small, the command control unit 80 waits for the rotation speed to increase. That is, the rotation speed command value NC is maintained at the current value (first rotation speed Ne1). Then, if the average value TaE exceeds the threshold value (S33: YES), the command control unit 80 outputs an increase command to increase the command value NC (mechanical angular velocity command value ωm*).

[0067] According to the above increase control process, when an operation to increase the intake air amount of the engine 11 is performed based on the power generation increase command at time t1, the rotation speed command value NC is maintained until time t2 when the time corresponding to the intake delay DL has elapsed (see the solid line in the upper part of FIG. 5 and the upper part of FIG. 8). Then, when an increase in the engine torque TE is detected at time t2 (see the upper middle part of FIG. 5 and the lower part of FIG. 8), the command control unit 80 starts to increase the rotation speed command value NC. Therefore, the torque of the motor generator 12 (corresponding to the above-mentioned torque response value TM) starts to increase, in other words, the negative torque starts to decrease. After the engine torque TE starts to increase, the negative torque of the motor generator 12 starts to decrease, so that the torque response value TM (average value TaM at a predetermined time) does not transition to the positive side and can remain within the negative range (see the lower middle part of FIG. 5 and the lower part of FIG. 8). As a result, the power running operation of the motor generator 12 is suppressed, and power consumption is also avoided.

[0068] <Vibration suppression performance when torque detection is applied> Next, the difference in vibration damping performance before and after torque detection is applied to the rotation speed increase control will be described with reference to Fig. 9. Fig. 9 shows a command value NC and a response value NR of the rotation speed of the motor generator 12. The response value NR is a simulation result and corresponds to the above-mentioned mechanical angular velocity command value ωm*.

[0069] As shown in FIG. 9A, before torque detection is applied, the response value NR exhibits a behavior of periodically varying with respect to the command value NC when the rotation speed rises. Therefore, the motor generator 12 can output a vibration damping torque (see FIG. 1) that is in the opposite phase to the fluctuation of the engine torque TE. Also, as shown in FIG. 9B, even after torque detection is applied, the response value NR can exhibit a behavior of periodically varying with respect to the command value NC when the rotation speed rises. After time t2, vibration damping is possible with the average value remaining at 0 Nm. As described above, even when torque detection is applied, it is estimated that the motor generator 12 can exhibit vibration damping performance equivalent to that when torque detection is not applied.

[0070] (Summary of the embodiment) In the first embodiment described above, when the rotation speed of the engine 11 is increased, the process of increasing the command value NC for the rotation speed of the motor generator 12 is started when the average value TaE of the engine torque TE in a predetermined time exceeds a threshold value. This process allows the increase in the rotation speed of the motor generator 12 to be started at an appropriate timing. As a result, it is possible to suppress power consumption caused by a delayed response of the engine 11 while avoiding complicating the control.

[0071] Furthermore, to improve quietness or to realize a damperless configuration, a gain setting with higher response than that applied to a damper-equipped configuration is required. However, a gain setting with higher response is likely to waste the power of the battery 16. To address this problem, a configuration is adopted in which the engine torque TE is monitored and a command to increase the rotation speed is issued based on the start of an increase in the engine torque TE, thereby making it possible to maintain vibration damping performance while eliminating the need for a complex estimation model for calculating the standby time.

[0072] Additionally, in the first embodiment, the motor generator 12 outputs a vibration damping torque that is in the opposite phase to the torque fluctuation of the engine 11. This makes it possible to suppress pulsation in the rotation speed of the engine 11. Furthermore, even if control that detects an increase in the engine torque TE is applied, the effect of suppressing the pulsation can be achieved to the same extent as before the application (see FIG. 9). This makes it possible to achieve both suppression of power consumption and ensuring vibration damping performance.

[0073] In the first embodiment, the torque compensation value of the motor generator 12 calculated by feedback control, specifically, the torque command value TM*, is used as information for estimating the engine torque TE. This makes it possible to omit a configuration such as a torque sensor that directly measures the torque of the crankshaft 11c.

[0074] Furthermore, in the first embodiment, the period during which the crankshaft 11c of the engine 11 rotates 720° is set as the predetermined time, and an increase command is output based on the average value TaE of the engine torque TE for each period exceeding a threshold value. In this way, by using an angle average correlated with the rotation speed instead of a simple time average, the effect of the rotation pulsation generated in the crankshaft 11c on torque increase detection can be suppressed. In addition, if the calculation range of one average value TaE is set to 720CA, which corresponds to the crank angle of all cylinders, it becomes possible to detect torque increase without the effect of variations between cylinders.

[0075] Additionally, in the first embodiment, a period corresponding to the ignition interval of the engine 11 is set as the predetermined time, and an increase command is output based on the average value TaE of the engine torque TE for each period exceeding a threshold value. By setting the predetermined time in this manner, the effect of rotation pulsation on torque increase detection can be suppressed. Furthermore, if the period corresponding to the ignition interval (e.g., 240 CA) is set as the calculation range of one average value TaE, an increase in engine torque TE can be detected early.

[0076] In the first embodiment, the threshold value is changed according to the oil temperature of the engine 11. In this way, if the threshold value reflecting the state of the engine 11 is set, the command control unit 80 can accurately and early detect the start of an increase in the engine torque TE. As a result, the response delay due to the application of the increase detection of the engine torque TE can be minimized.

[0077] Furthermore, 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.

[0078] In addition, 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, super-addition 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.

[0079] Furthermore, the command control unit 80 in the first embodiment increases the rotation speed of the motor generator 12 directly connected to the crankshaft 11c based on the average value TaE of the engine torque TE exceeding the threshold value. In this manner, the motor generator 12 in the first embodiment is connected to the crankshaft 11c without passing through either the damper DM that attenuates torque fluctuations of the crankshaft 11c or the gear GR that transmits the rotation of the crankshaft 11c.

[0080] 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.

[0081] Furthermore, if a configuration without the damper DM and the gear GR can be adopted without causing problems with noise and vibration, the power unit can be simplified and its cost reduced. In addition, since it becomes unnecessary 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, according to the 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.

[0082] Furthermore, the command control unit 80 of the first embodiment outputs an ascending command to the motor generator 12 that is provided in the vehicle exclusively for generating electricity. In this configuration, there is no disturbance input from the road surface or the like to the motor generator 12. Therefore, vibration suppression control capable of effectively suppressing pulsation of the engine torque TE is performed.

[0083] In addition, the command control unit 80 of the first embodiment outputs an ascent command to the outer rotor type motor generator 12. 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 an outer rotor type motor generator 12, the mountability of the power unit can be further improved. Furthermore, with the outer rotor type motor generator 12, it is easier to ensure rotor inertia than with an inner rotor type configuration. Therefore, the pulsation reduction effect utilizing rotor inertia is easily achieved.

[0084] 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".

[0085] Second Embodiment The second embodiment of the present disclosure shown in Fig. 10 is a modified example of the first embodiment. In the second embodiment, the transition of the rotation speed command value NC is made multi-stage. The command control unit 80 outputs an increase command so that the gradient of the change line showing the relationship between the elapsed time and the rotation speed command value NC (hereinafter, the rotation speed change line Ln) changes stepwise during the increase transition period UTP in which the rotation speed is increased. The command control unit 80 changes the gradient of the rotation speed change line Ln in two stages.

[0086] The upward transition period UTP is a period from time t1 when the power generation increase command is output to time t4 when the rotation speed becomes the second rotation speed Ne2. The upward transition period UTP is divided into a first period TP1 and a second period TP2. The first period TP1 is the first half of the upward transition period UTP, and is the period from time t1 to time t3. The time t3 is set after the time t2 when the engine torque TE rises. The time t3 is sequentially set a predetermined time after the time t2 based on the determination of the time t2 by the torque detection similar to the first embodiment. The time t3 may be set to a time obtained by adding a predetermined time to the time t1 so that the time t3 is always later than the time t2.

[0087] The gradient of the rotation speed change line Ln in the first time period TP1 is set smaller than the gradient of the rotation speed change line Ln in the second time period TP2. The gradient of the rotation speed change line Ln is adjusted to a value that does not cause the motor generator 12 to perform power running. Therefore, even if the rotation speed starts to increase at time 1, the rate of increase is small, so the torque of the motor generator 12 in the first time period TP1 is maintained within the negative range. Then, when the engine torque TE starts to increase at time t2, a stronger command to increase the rotation speed is output at time t3. As a result, the torque of the motor generator 12 in the second time period TP2 also changes within the negative range.

[0088] In the second embodiment described above, the rotation speed of the motor generator 12 can be increased at an appropriate timing. As a result, it is possible to reduce power consumption caused by a delayed response of the engine 11 while avoiding complication of control.

[0089] Additionally, in the second embodiment, an increase command is output so that the slope of the rotation speed change line Ln changes stepwise during the increase transition period UTP in which the rotation speed is increased. The slope of the change line during the second period TP2 is set to be greater than the slope of the change line during the first period TP1. In this way, by suppressing the slope during the first period TP1, the power running operation immediately after the start-up can be appropriately suppressed. Furthermore, by increasing the slope during the second period TP2, it is also possible to suppress the response delay.

[0090] In the second embodiment, the rotation speed change line Ln corresponds to the "change line", the first period TP1 corresponds to the "first half of the upward transition period", and the second period TP2 corresponds to the "second half of the upward transition period".

[0091] Third embodiment The third embodiment of the present disclosure shown in Fig. 11 is another modified example of the first embodiment. The speed PI controller 40 of the third 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.

[0092] 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.

[0093] 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.

[0094] In the third embodiment described so far, the rotation speed of the motor generator 12 can be increased at an appropriate timing, so that the same effect as the first embodiment can be achieved, and power consumption due to a response delay of the engine 11 can be suppressed. In addition, in the third embodiment, anti-windup control is applied, which 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 accompanying gain changes and rotation speed transitions are less likely to occur, making it possible to reduce noise and vibration.

[0095] In the third 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.

[0096] (Fourth embodiment) The fourth embodiment of the present disclosure shown in Fig. 12 is yet another modified example of the first embodiment. The MG control system 30 of the fourth embodiment is provided with two speed PI controllers 140a and 140b and a control switch determination unit 140s instead of the speed PI controller 40 (see Fig. 2). Each of the speed PI controllers 140a and 140b is not provided with a configuration equivalent to the anti-windup control unit 50 (see Fig. 3).

[0097] 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*.

[0098] 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*.

[0099] 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 NC exceeds 100 rpm.

[0100] In the fourth embodiment described so far, the rotation speed of the motor generator 12 can be increased at an appropriate timing, so that the same effect as the first embodiment can be achieved, and power consumption caused by a response delay of the engine 11 can be suppressed. In addition, in the fourth embodiment, switching from the normal controller 140a to the abnormal controller 140b is applied based on the occurrence of a windup phenomenon accompanying switching of the control gain. By switching to the abnormal controller 140b in this manner, 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, so that noise and vibration can be reduced.

[0101] Fifth embodiment The fifth embodiment of the present disclosure shown in Fig. 13 is yet another modified example of the first embodiment. The speed PI controller 40 of the fifth 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.

[0102] In the fifth embodiment, the rotation speed of the motor generator 12 can be increased at an appropriate timing, and therefore the same effect as in the first embodiment can be achieved, and power consumption caused by a response delay of the engine 11 can be suppressed. In addition, in the fifth embodiment, the differentiator 143 is connected in front of the integrator 42, so that superaddition of the integral term accompanying gain change and rotation speed transition is less likely to occur. As a result, overshoot and undershoot can be suppressed, and noise and vibration can be reduced.

[0103] (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.

[0104] 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. 14. 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.

[0105] 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.

[0106] 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.

[0107] In the third 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 at least one of the gain switching unit 70 and the command control unit 80 may be provided in an ECU other than the MG-ECU 23 or in the inverter 13.

[0108] In the fourth 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 fifth 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 sixth modification of the above embodiment, the processing function of the MG-ECU 23 is integrated into the inverter. As in the fourth to sixth modifications, the configuration of the ECUs included in the control system 100 may be modified as appropriate.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] (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.

[0114] (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 the rotation speed of the rotating electric machine so that the rotation speed approaches a command value (NC); a command control unit (80) that outputs an increase command for increasing the command value of the rotating electric machine based on an average value (TaE) of an engine torque (TE) output from the engine over a predetermined time period exceeding a threshold value when the rotation speed of the engine increases; A motor control device comprising: (Technical thought 2) The motor control device according to Technical Idea 1, wherein the control system outputs to the rotating electric machine a vibration damping torque that is in opposite phase to torque fluctuations of the engine. (Technical Thought 3) The motor control device according to Technical Idea 1 or 2, wherein the command control unit uses a torque compensation value (TM*) of the rotating electric machine calculated by the feedback control as information for estimating the engine torque. (Technical Thought 4) The motor control device according to any one of Technical Ideas 1 to 3, wherein the command control unit sets the period during which the output shaft (11c) of the engine rotates 720° as the predetermined time, and outputs the increase command based on the average value of the engine torque for each period exceeding the threshold value. (Technical Thought 5) The motor control device according to any one of technical ideas 1 to 3, wherein the command control unit sets a period corresponding to the ignition interval of the engine as the predetermined time, and outputs the increase command based on the average value of the engine torque for each period exceeding the threshold value. (Technical Thought 6) The motor control device according to any one of Technical Concepts 1 to 5, wherein the command control unit changes the threshold value in response to an oil temperature of the engine. (Technical Thought 7) the command control unit outputs the increase command so that a slope of a change line (Ln) showing a relationship between an elapsed time and the command value of the rotation speed changes stepwise during an increase transition period (UTP) in which the rotation speed is increased; The motor control device according to any one of Technical Concepts 1 to 6, wherein the slope of the change line in the latter half (TP2) of the upward transition period is greater than the slope of the change line in the first half (TP1) of the upward transition period. (Technical Thought 8) The motor control device according to any one of Technical Ideas 1 to 7, wherein the control system applies anti-windup control that changes the operation of an integrator (42) used in the feedback control based on the occurrence of a windup phenomenon of the rotation speed. (Technical Thought 9) The motor control device according to Technical Idea 8, wherein the control system applies the anti-windup control that stops the operation of the integrator. (Technical Thought 10) The motor control device according to Technical Idea 8, wherein the control system applies the anti-windup control that corrects the integral signal output from the integrator using a correction coefficient. (Technical Thought 11) The motor control device according to any one of Technical Ideas 1 to 7, 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 12) The motor control device according to any one of Technical Concepts 1 to 7, wherein the control system includes a differentiator (143) connected in front of each of the proportional unit (41) and the integrator (42). (Technical Thought 13) The motor control device according to any one of technical ideas 1 to 12, wherein the command control unit increases the rotation speed of the rotating electric machine directly connected to the output shaft (11c) of the engine based on the average value of the engine torque exceeding the threshold value. (Technical Thought 14) The motor control device described in technical idea 13, wherein the rotating electric machine is connected to the output shaft without passing through at least one of a damper section (DM) that attenuates torque fluctuations of the output shaft and a gear section (GR) that transmits rotation of the output shaft. (Technical Thought 15) The motor control device according to any one of Technical Ideas 1 to 14, wherein the command control unit outputs the ascent command to the rotating electric machine provided in a vehicle exclusively for power generation. (Technical Thought 16) The motor control device according to any one of Technical Ideas 1 to 15, wherein the command control unit outputs the lift command to the rotating electric machine of an outer rotor type. [Explanation of symbols]

[0115] 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, 80 command control unit, DM damper (damper unit), GR gear (gear unit), Ln rotation speed change line (change line), NC command value, TE engine torque, TaE average value, TM* torque command value (torque compensation value), UTP rising transition period, TP1 first period (first half of rising transition period), TP2 second period (second half of rising transition period)

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 the rotation speed of the rotating electric machine so that the rotation speed approaches a command value (NC); a command control unit (80) that outputs an increase command for increasing the command value of the rotating electric machine based on an average value (TaE) of an engine torque (TE) output from the engine over a predetermined time period exceeding a threshold value when the rotation speed of the engine increases, The command control unit is a motor control device that changes the threshold value in accordance with an oil temperature of the engine.

2. 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 the rotation speed of the rotating electric machine so that the rotation speed approaches a command value (NC); a command control unit (80) that outputs an increase command for increasing the command value of the rotating electric machine based on an average value (TaE) of an engine torque (TE) output from the engine over a predetermined time period exceeding a threshold value when the rotation speed of the engine increases, the command control unit outputs the increase command so that a gradient of a change line (Ln) showing a relationship between an elapsed time and the command value of the rotation speed changes stepwise during an increase transition period (UTP) in which the rotation speed is increased; A motor control device, wherein the slope of the change line in the second half (TP2) of the upward transition period is greater than the slope of the change line in the first half (TP1) of the upward transition period.

3. 3. The motor control device according to claim 1, wherein the command control unit uses a torque compensation value (TM*) of the rotating electric machine calculated by the feedback control as information for estimating the engine torque.

4. 3. The motor control device according to claim 1, wherein the command control unit increases the rotation speed of the rotating electric machine directly connected to the output shaft (11c) of the engine based on the average value of the engine torque exceeding the threshold value.

5. 5. The motor control device according to claim 4, wherein the rotating electric machine is connected to the output shaft without passing through at least one of a damper section (DM) that attenuates torque fluctuations of the output shaft and a gear section (GR) that transmits rotation of the output shaft.

6. 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 the rotation speed of the rotating electric machine so that the rotation speed approaches a command value (NC); a command control unit (80) that outputs an increase command for increasing the command value of the rotating electric machine based on an average value (TaE) of an engine torque (TE) output from the engine over a predetermined time period exceeding a threshold value when the rotation speed of the engine increases, The command control unit is a motor control device that uses a torque compensation value (TM*) of the rotating electric machine calculated by the feedback control as information for estimating the engine torque.

7. 7. The motor control device according to claim 1, wherein the control system outputs to the rotating electric machine a vibration damping torque that is in an opposite phase to torque fluctuations of the engine.

8. The motor control device according to any one of claims 1, 2 and 6, wherein the command control unit determines the period during which the output shaft (11c) of the engine rotates 720° as the predetermined time, and outputs the increase command based on the average value of the engine torque for each period exceeding the threshold value.

9. 7. The motor control device according to claim 1, wherein the command control unit sets a period corresponding to an ignition interval of the engine as the predetermined time, and outputs the increase command based on the average value of the engine torque for each period exceeding the threshold value.

10. 7. The motor control device according to claim 1, wherein the control system applies anti-windup control that changes the operation of an integrator (42) used in the feedback control based on the occurrence of a windup phenomenon of the rotation speed.

11. The motor control device according to claim 10 , wherein the control system applies the anti-windup control that stops the operation of the integrator.

12. The motor control device according to claim 10 , wherein the control system applies the anti-windup control in which the integral signal output from the integrator is corrected by a correction coefficient.

13. 7. The motor control device according to claim 1, wherein the command control unit outputs the lift command to the rotating electric machine provided in a vehicle exclusively for power generation.

14. The motor control device according to claim 1 , wherein the command control unit outputs the lift command to the rotating electric machine of an outer rotor type.

15. A motor control program for controlling a rotating electric machine (12) connected to an engine (11), using a rotation speed detection value obtained by detecting the rotation speed of the rotating electric machine, feedback control is performed so that the rotation speed approaches a command value (NC); When the rotation speed of the engine increases, an increase command for increasing the command value of the rotating electric machine is output based on an average value (TaE) of an engine torque (TE) output from the engine in a predetermined time exceeding a threshold value (S31 to S34); changing the threshold value in response to an oil temperature of the engine; A motor control program that causes at least one processing unit (23) to execute a process including the steps of:

16. A motor control program for controlling a rotating electric machine (12) connected to an engine (11), using a rotation speed detection value obtained by detecting the rotation speed of the rotating electric machine, feedback control is performed so that the rotation speed approaches a command value (NC); When the rotation speed of the engine increases, an increase command for increasing the command value of the rotating electric machine is output based on an average value (TaE) of an engine torque (TE) output from the engine in a predetermined time exceeding a threshold value (S31 to S34). causing at least one processing unit (23) to execute a process including In the process of outputting the ascent command, outputting the increase command so that a gradient of a change line (Ln) showing a relationship between an elapsed time and the command value of the rotation speed changes stepwise during an increase transition period (UTP) in which the rotation speed is increased; A motor control program that makes the slope of the change line in the second half (TP2) of the upward transition period greater than the slope of the change line in the first half (TP1) of the upward transition period.

17. 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, using a rotation speed detection value obtained by detecting the rotation speed of the rotating electric machine, feedback control is performed so that the rotation speed approaches a command value (NC); When the rotation speed of the engine increases, an increase command for increasing the command value of the rotating electric machine is output based on an average value (TaE) of an engine torque (TE) output from the engine in a predetermined time exceeding a threshold value (S31 to S34). causing at least one processing unit (23) to execute a process including a torque compensation value (TM*) of the rotating electric machine calculated by the feedback control, the torque compensation value (TM*) being used as information for estimating the engine torque in the process of outputting the increase command;

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