Method for controlling power generating system and control device for power generating system

Abstract

To provide a method for controlling a power generation system that can suppress noise vibration, engine excessive rotation or reverse rotation, and to provide a control device.SOLUTION: In a power generation system in which an engine 17 and a power generator 18 are connected via a damper 19 and which includes a rotation speed controller 31 for causing a rotation speed detection value ωG of the power generator 18 to follow a rotation speed command value ωG* and determining a torque TG of the power generator 18 so as to suppress vibration of the damper 19, an operation state of the engine 17 is determined, and responsiveness of the rotation speed controller 31 is adjusted in accordance with the operation state of the engine 17.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to a control method and a control device for a power generation system in which an engine and a generator are connected via a damper. [Background technology]

[0002] Patent Document 1 discloses a technique for performing vibration damping control in a vehicle equipped with a power generation system in which an engine and a generator are substantially directly connected. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2015-74308 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the power generation systems installed in recent vehicles, the engine and the generator are sometimes connected via a damper with a large elastic force. In such a power generation system in which the engine and the generator are connected via a damper, problems arise when conventional vibration damping control is performed.

[0005] For example, if the responsiveness of the vibration control is set high, noise and vibration (hereinafter referred to as "noise and vibration") may occur due to gear rattle (rattle) of the gears connecting the engine, generator, damper, etc.

[0006] On the other hand, if the response of the vibration suppression control is set low, the engine may over-rev when combustion occurs. Also, if the response of the vibration suppression control is set low, the generator may rotate the engine in reverse when the engine is stopped.

[0007] It is difficult to preset the responsiveness of vibration suppression control so as to solve all these problems at once.

[0008] The present invention aims to provide a control method and control device for a power generation system that can suppress noise vibration and engine over-rotation or reverse rotation more effectively than conventional methods when performing vibration control to suppress vibration of the damper in a power generation system in which an engine and a generator are connected via a damper. [Means for solving the problem]

[0009] One aspect of the present invention is a control method for a power generation system in which an engine and a generator are connected via a damper, and the power generation system includes a rotational speed controller that determines the torque of the generator so that a rotational speed detection value of the generator follows a rotational speed command value and vibration of the damper is suppressed. In this power generation system control method, an operating state of the engine is determined, and the responsiveness of the rotational speed controller is adjusted in accordance with the operating state of the engine. Effect of the Invention

[0010] According to the present invention, it is possible to provide a control method and control device for a power generation system that can suppress noise vibration and over-rotation or reverse rotation of the engine 17 more effectively than in the past when performing vibration control to suppress vibration of the damper in a power generation system in which an engine and a generator are connected via a damper. [Brief description of the drawings]

[0011] [Figure 1] FIG. 1 is a block diagram showing the configuration of a vehicle. [Diagram 2] FIG. 2 is a graph showing the characteristics of the damper. [Diagram 3] FIG. 3 is a block diagram showing the configuration of the generator controller. [Figure 4] FIG. 4 is a block diagram showing the configuration of the rotation speed controller. [Diagram 5] FIG. 5 is a block diagram showing the configuration of the target rotation speed control unit. [Figure 6] FIG. 6 is a block diagram showing the configuration of the disturbance reduction control unit. [Figure 7]FIG. 7 is a block diagram showing the configuration of the F / B vibration suppression control unit. [Figure 8] FIG. 8 is a time chart showing the engine torque, the damper torque, and the rotation speed in the starting transition state. [Figure 9] FIG. 9 is a time chart showing the engine torque, the damper torque, and the rotation speed in a combustible state. [Figure 10] FIG. 10 is a time chart showing the engine torque, the damper torque, and the rotation speed in a stop transition state. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0013] 1 is a block diagram showing the configuration of a vehicle 100. As shown in FIG 1, the vehicle 100 is a so-called series type hybrid vehicle, and includes a battery 10, a drive motor 11, and a power generation device 12.

[0014] The battery 10 is a power source that stores electric power for driving each part of the vehicle 100. The battery 10 is rechargeable. In this embodiment, the battery 10 is charged at least with electric power generated by the power generation device 12.

[0015] The drive motor 11 is an electric motor for driving the vehicle 100. In this embodiment, the drive motor 11 is, for example, a three-phase synchronous motor.

[0016] The drive motor 11 is connected to drive wheels 15 via a reduction gear 13 and a drive shaft 14. Therefore, the drive motor 11 generates a driving force for the vehicle 100. When the vehicle 100 decelerates, the drive motor 11 converts the kinetic energy of the vehicle 100 into electrical energy by so-called regenerative control. A part or all of the electric power obtained by the regenerative control can be charged to the battery 10.

[0017] The drive motor 11 is connected to the battery 10 via a drive inverter 16. The drive inverter 16 is an inverter for the drive motor 11, and converts the output power of the battery 10 into AC power and supplies it to the drive motor 11. During regenerative control, the drive inverter 16 converts the AC power generated by the drive motor 11 into DC power.

[0018] The power generation device 12 generates electric power to charge the battery 10. In addition, the electric power generated by the power generation device 12 can be directly supplied to the drive motor 11 via a drive inverter 16. The power generation device 12 includes an engine 17, a generator 18, and a damper 19.

[0019] The engine 17 is a power source of the power generation device 12 during power generation. The engine 17 is, for example, an internal combustion engine. The torque generated by the engine 17 on its output shaft is input to the generator 18 via a damper 19. The engine 17 is cranked by the generator 18. In addition, in order to actively consume the power of the battery 10, the engine 17 may be idled (motored) by the generator 18.

[0020] The generator 18 generates electricity using power (torque) transmitted from the engine 17. The generator 18 is, for example, a three-phase synchronous generator. The generator 18 is connected to the battery 10 via a generator inverter 20, and the electric power generated by the generator 18 is charged to the battery 10. The generator inverter 20 converts the AC power generated by the generator 18 into DC power and supplies it to the battery 10. When supplying electric power from the battery 10 to the generator 18, the generator inverter 20 converts the DC power supplied from the battery 10 into AC power and inputs it to the generator 18.

[0021] The damper 19 connects the engine 17 and the generator 18. The damper 19 functions as an elastic element and / or a damping element in the input of power from the engine 17 to the generator 18.

[0022] In this embodiment, the damper 19 is a so-called torsion damper, and has the characteristics shown in Fig. 2. That is, the damper 19 generates a torsion torque T tor The damper 19 generates a torsional torque T tor The damper 19 transmits the torque to the engine 17, and transmits the reaction force to the generator 18. The torsional angle θ of the damper 19 is represented by the difference between the angle of the engine 17 and the angle of the generator 18.

[0023] Gears (not shown) are used to connect the engine 17, the generator 18, and the damper 19. As the damper 19, a damper of a type different from a torsion damper may be used.

[0024] In addition, the vehicle 100 includes various controllers that control the operations of the battery 10, the drive motor 11, the power generation device 12, etc. Specifically, the vehicle 100 includes a system controller 23, a drive motor controller 24, a battery controller 25, a generator controller 26, and an engine controller 27 (see FIG. 1).

[0025] The system controller 23 detects, for example, the accelerator opening A po , vehicle speed V sp The system controller 23 appropriately acquires information on the state of each part of the vehicle, such as the vehicle speed, the vehicle load, and the SOC (State of Charge) of the battery 10, and performs overall control of the drive motor 11, the power generation device 12, etc., based on this information. For example, the system controller 23 calculates a drive torque command value that commands the output torque of the drive motor 11, a target generated power that is a target value for the power generated by the power generation device 12, and a target power consumption that is a target value for the power consumed by the power generation device 12, etc.

[0026] In particular, the system controller 23 includes a power generation control unit 28 that controls power generation in the power generation device 12. The power generation control unit 28 controls an engine torque command value T E * and the rotation speed of the generator 18 (ω G) is a rotation speed command value ω G * Calculate and.

[0027] In this embodiment, the rotation speed (ω G ) is the angular velocity [rad / s] of the rotor of the generator 18. G ) and the rotation speed N G [rpm] can be converted into each other. Therefore, the rotation speed of the generator 18 and the rotation speed command value are G ) and its command value (ω G * ) instead of the number of revolutions N G and its command value (N G * The same applies to the rotation speed and rotation speed command value of the engine 17.

[0028] The drive motor controller 24 obtains a drive torque command value from the system controller 23. The drive motor controller 24 controls the output torque of the drive motor 11 by controlling the drive inverter 16 in accordance with the drive torque command value.

[0029] The battery controller 25 measures or calculates the SOC, temperature, internal resistance, available input power, available output power, etc. of the battery 10. These pieces of information relating to the state of the battery 10 are input to the system controller 23.

[0030] The generator controller 26 receives a rotation speed command value ω G * The generator controller 26 obtains the rotation speed command value ω G * The generator controller 26 drives the generator 18 by controlling the generator inverter 20 in accordance with the above. The configuration of the generator controller 26 will be described in detail later.

[0031] The engine controller 27 receives an engine torque command value TE * The engine controller 27 obtains the engine torque command value T E * That is, the engine controller 27 drives the engine 17 in accordance with the rotation speed ω E The engine torque command value T E * The corresponding engine torque T E And the engine torque T E is transmitted to the generator 18 via the damper 19, whereby the generator 18 generates the target generated power.

[0032] The above-mentioned various controllers and the power generation control unit 28 are composed of one or more computers. That is, each of these controllers, partially or as a whole, includes, for example, a central processing unit (CPU), a random access memory (RAM), and an input / output interface (I / O interface). Furthermore, these controllers are programmed to periodically execute the above-mentioned various controls at a predetermined control period.

[0033] Among the various parts of the vehicle 100, the part including the generator controller 26, the engine controller 27, the power generation control unit 28, and the power generation device 12 constitute a power generation system in the vehicle 100. In addition, the part including the generator controller 26, the engine controller 27, and the power generation control unit 28 constitutes a control device for the power generation system in the vehicle 100.

[0034] <Configuration of generator controller 26> Fig. 3 is a block diagram showing the configuration of the generator controller 26. As shown in Fig. 3, the generator controller 26 includes a rotation speed controller 31, a current command value calculator 32, a current controller 33, a decoupling controller 34, a current converter 35, and a voltage converter 36.

[0035] The rotation speed controller 31 detects the rotation speed ω G Rotation speed command value ω G * The torque T of the generator 18 is set to follow the torque T of the damper 19 and to suppress the vibration of the damper 19. G Specifically, the rotation speed controller 31 determines the rotation speed command value ω G * and the rotation speed detection value ω G Based on this, the rotation speed detection value ω G is the rotation speed command value ω G * Then, the rotational speed controller 31 calculates a vibration-damping torque command value for suppressing vibration (hereinafter referred to as torsional vibration) of the damper 19 based on the basic torque command value. Then, the rotational speed controller 31 calculates the vibration-damping torque command value as a final torque command value (hereinafter referred to as the rotational speed control torque command value T ωG * The output is then

[0036] In this embodiment, the rotation speed detection value ω G Rotation speed command value ω G * The torque command value before compensating for torsional vibration is called the "basic torque command value", and the torque command value after compensating for torsional vibration is called the "oscillating torque command value".

[0037] Rotation speed command value ω G * is acquired from the power generation control unit 28. The rotation speed detection value ω G is a detection value of the rotation speed of the generator 18, and is detected by, for example, a rotation sensor 37 provided in the generator 18, or is calculated using the output of the rotation sensor 37. The rotation sensor 37 is, for example, a resolver or an encoder. ωG * is the rotation speed detection value ω G Rotation speed command value ω G *The torque command value T ωG * The specific calculation method of the rotation speed control torque command value T ωG * is input to the current command value calculator 32.

[0038] The current command value calculator 32 calculates the rotational speed control torque command value T ωG * , rotation speed detection value ω G , and the battery voltage V (not shown) dc Based on this, the d-axis current command value I d * and q-axis current command value I q * Calculate the d-axis current command value I d * and q-axis current command value I q * is the rotation speed control torque command value T ωG * The torque T corresponding to G The d-axis current I d and q-axis current I q The d-axis current command value I d * and q-axis current command value I q * is input to the current controller 33.

[0039] The current controller 33 controls the generator 18 by so-called current control. Specifically, the current controller 33 controls the d-axis current command value I d * and q-axis current command value I q * and the d-axis current I d and q-axis current I q and the rotation speed detection value ω G Based on this, the d-axis voltage command value V d * and the q-axis voltage command value V q * Calculate the d-axis voltage command value Vd * and the q-axis voltage command value V q * is the rotation speed control torque command value T ωG * The torque T corresponding to G The d-axis voltage V d and q-axis voltage V q is the command value.

[0040] d-axis voltage command value V d * and the q-axis voltage command value V q * are input to subtractors 38 and 39, respectively, and the decoupling voltage is subtracted. As a result, the d-axis final voltage command value V′ d * and the q-axis final voltage command value V' q * The d-axis final voltage command value V' is calculated. d * and the q-axis final voltage command value V' q * is input to a voltage converter 36.

[0041] The decoupling controller 34 controls the d-axis current I d and q-axis current I q The decoupling voltage is calculated based on the d-axis voltage V d and q-axis voltage V q is a correction value for decoupling the d-axis and q-axis.

[0042] The current converter 35 converts the three-phase current I u ,I v ,I w The d-axis current I d and q-axis current I q Convert to three-phase current I u ,I v ,I w is detected by a current sensor 40 provided between the generator inverter 20 and the generator 18. In this embodiment, the U-phase current I u and V-phase current I vThe W-phase current I w The d-axis current I d and q-axis current I q is input to the current controller 33 and the decoupling controller 34.

[0043] The voltage converter 36 converts the d-axis final voltage command value V′ d * and the q-axis final voltage command value V' q * From the above, the three-phase voltage command value V u * ,V v * ,V w * The three-phase voltage command value V u * ,V v * ,V w * is input to the generator inverter 20. As a result, the generator inverter 20 outputs a U-phase voltage V u , V phase voltage V v , and W-phase voltage V w As a result, the generator 18 is driven in response to the rotation speed command value ω G * The rotation speed (detected rotation speed ω G ) to rotate.

[0044] <Configuration of the rotation speed controller 31> Fig. 4 is a block diagram showing the configuration of the rotation speed controller 31. As shown in Fig. 4, the controller 31 includes a target rotation speed control unit 41, a subtraction unit 42, a disturbance suppression control unit 43, an F / F vibration suppression control unit (feedforward vibration suppression control unit) 44, a subtraction unit 45, and an F / B vibration suppression control unit (feedback vibration suppression control unit) 46.

[0045] The target rotation speed control unit 41 determines the rotation speed command value ω G * and the rotation speed detection value ω G Based on this, the rotation speed detection value ω G is the rotation speed command value ω G* The first torque command value T G1 * The first torque command value T G1 * is a basic torque command value (first torque command value) before compensating for the torsional vibration of the damper 19. The specific configuration of the target rotational speed control unit 41 will be described in detail later.

[0046] The subtraction unit 42 calculates the first torque command value T G1 * from the estimated disturbance torque T d By subtracting ^, the second torque command value T G2 * That is, the second torque command value T G2 * is the first torque command value T G1 * For disturbance torque T d The second torque command value T G2 * is the basic torque command value before compensating for the torsional vibration of the damper 19. The disturbance torque estimate T d ^ is calculated by the disturbance suppression control unit 43.

[0047] The disturbance suppression control unit 43 determines the second torque command value T G2 * and the rotation speed detection value ω G Based on this, the disturbance torque estimate T d The specific configuration of the disturbance suppression control unit 43 will be described in detail later.

[0048] The target rotational speed control unit 41, the subtraction unit 42, and the disturbance reduction control unit 43 constitute a basic torque command value calculation unit that calculates a basic torque command value.

[0049] The F / F vibration suppression control unit 44 uses feedforward control to determine a third torque command value T G3 *Specifically, the F / F vibration suppression control unit 44 calculates the second torque command value T G2 * to the third torque command value T G3 * The third torque command value T G3 * is a vibration-damping torque command value in which torsional vibration has been compensated for. The configuration of the F / F vibration-damping control unit 44 will be described in detail later.

[0050] The subtraction unit 45 calculates the third torque command value T G3 * From the vibration suppression feedback torque T FB The fourth torque command value T G4 * The fourth torque command value T G4 * is the third torque command value T G3 * The fourth torque command value T G4 * is the vibration suppression torque command value that compensates for torsional vibration. Vibration suppression feedback torque T FB is calculated by the F / B vibration suppression control unit 46.

[0051] In this embodiment, the rotation speed controller 31 controls the fourth torque command value T G4 * The torque command value T ωG * The generator 18 outputs the fourth torque command value T G4 * At this time, the fourth torque command value T G4 * Rotation speed detection value ω G The actual transfer characteristics up to G p (s), ideally, the fourth torque command value T G4 * Transfer characteristic G p The result of applying (s) is the rotation speed detection value ωG However, in a real system, the fourth torque command value T G4 * The disturbance torque T d may be superimposed.

[0052] The F / B vibration suppression control unit 46 determines the fourth torque command value T G4 * and the rotation speed detection value ω G Based on this, the vibration suppression feedback torque T FB The specific configuration of the F / B vibration suppression control section 46 will be described in detail later.

[0053] The above-mentioned F / F vibration damping control unit 44, subtraction unit 45, and F / B vibration damping control unit 46 constitute a vibration damping torque command value calculation unit that calculates a vibration damping torque command value.

[0054] The rotation speed controller 31 of this embodiment further includes an engine operation state determination unit 47. The engine operation state determination unit 47 determines the operation state of the engine 17. The rotation speed controller 31 determines the rotation speed command value ω G * Fluctuations in or rotation speed detection value ω G In this embodiment, "adjusting" the responsiveness means changing the responsiveness in a direction that results in suppressing noise vibration or in a direction that reduces the risk of over-revving or reverse rotation of the engine 17. Therefore, depending on the situation, the rotation speed controller 31 may adjust the responsiveness to increase (increase the response speed) or may adjust the responsiveness to decrease (decrease the response speed).

[0055] In this embodiment, the rotation speed controller 31 adjusts the responsiveness of the "basic torque command value" before compensating for torsional vibration. That is, the rotation speed controller 31 changes the parameters of the target rotation speed control unit 41 in accordance with the operating state of the engine 17, thereby adjusting the first torque command value T G1 *In addition, the rotation speed controller 31 changes the parameters of the disturbance suppression control unit 43 in accordance with the operating state of the engine 17, thereby adjusting the response of the second torque command value T G2 * Of course, the rotation speed controller 31 changes the parameters of the target rotation speed control section 41 and the disturbance suppression control section 43 in accordance with the operating state of the engine 17, thereby adjusting the response of the first torque command value T G1 * and the second torque command value T G2 * The responsiveness can be adjusted.

[0056] The engine operation state determination unit 47 can determine the operation state of the engine 17 by acquiring information related to the operation state of the engine 17 from, for example, the system controller 23, the engine controller 27, the power generation control unit 28, or the like. G * and the rotation speed detection value ω G In this embodiment, the engine operating state determination unit 47 determines the operating state of the engine 17 based on the rotation speed command value ω G * Based on this, the operating state of the engine 17 is determined.

[0057] The engine operation state determination unit 47 determines at least three states, a starting transient state, a combustible state, and a stop transient state, as the operation state of the engine 17. The rotation speed controller 31 adjusts the responsiveness depending on whether the operation state of the engine 17 is the starting transient state, the combustible state, or the stop transient state.

[0058] In the start-up transient state, the engine 17 is cranked by the generator 18 to start (burn) the engine 17 and generate electricity, and the rotation speed ω E In this embodiment, the engine operating state determination unit 47 determines the rotation speed command value ω G* This time's value ω G * [z0] is the previous value ω G * [z1] and larger (ω G * [z0]>ω G * [z1]), it is determined that the operating state of the engine 17 is in a starting transition state.

[0059] When the engine 17 is in a starting transient state, the rotation speed controller 31 reduces the responsiveness compared to a predetermined standard responsiveness or a responsiveness when the engine 17 is in a combustion-enabled state or a stop transient state. That is, when the engine 17 is in a starting transient state, the rotation speed command value ω G * Fluctuations in or rotation speed detection value ω G The response to fluctuations in the

[0060] The engine operating state determination unit 47 determines, for example, the rotation speed detection value ω G is the rotation speed command value ω G * When the time t1 becomes approximately equal to t1, cranking of the engine 17 is determined to be complete (the starting transient has ended).

[0061] The combustion possible state is a state in which it is possible to perform combustion in the engine 17. In this embodiment, the engine operation state determination unit 47 determines whether the rotation speed command value ω G * This time's value ω G * [z0] is the previous value ω G * When it becomes almost equal to [z1] (ω G * [z0] ≒ ω G * [z1]), it is determined that the operating state of the engine 17 is in a combustible state.

[0062] When the engine 17 is in a combustion-enabled operating state, the rotation speed controller 31 enhances the responsiveness in comparison with a predetermined standard responsiveness or a responsiveness in a startup transient state. G * Fluctuations in or rotation speed detection value ω G This provides a faster response to fluctuations in the

[0063] The stop transient state is performed by decreasing the rotational speed ω of the engine 17 to stop the generator set 12. E In this embodiment, after the start-up transient state or the combustion-enabled state, the engine operation state determination unit 47 determines the rotation speed command value ω G * This time's value ω G * [z0] is the previous value ω G * [z1] and smaller (ω G * [z1]>ω G * [z0]), it is determined that the operating state of the engine 17 is in a stop transition state.

[0064] When the engine 17 is in a stop transition state, the rotation speed controller 31 enhances the responsiveness in comparison with a predetermined standard responsiveness or a responsiveness in a start transition state. That is, when the engine 17 is in a stop transition state, the rotation speed command value ω G * Fluctuations in or rotation speed detection value ω G This provides a faster response to fluctuations in the

[0065] The engine operating state determination unit 47 determines, for example, the rotation speed detection value ω G When the engine speed Vcc becomes substantially zero, it is determined that the engine 17 has stopped (the engine stop transition state has ended and the engine has reached a stopped state).

[0066] <Configuration of target rotation speed control unit 41> Fig. 5 is a block diagram showing the configuration of target rotation speed control unit 41. As shown in Fig. 5, target rotation speed control unit 41 includes a first gain multiplication unit 51, a subtraction unit 52, and a second gain multiplication unit 53.

[0067] The first gain multiplication unit 51 multiplies the rotation speed command value ω G * The subtraction unit 52 multiplies the rotation speed command value ω G * From the rotation speed detection value ω G The second gain multiplication unit 53 multiplies the output of the subtraction unit 52 by the second gain cp to obtain the first torque command value T G1 * Calculate the following.

[0068] The first gain gc and the second gain cp are G * Rotation speed detection value ω G is set in advance so that the response of "τ" is a first-order lag response. Specifically, the first gain gc and the second gain cp are expressed by the following formulas (1) and (2), respectively. "J" is the total inertia of the power generation device 12 (the generator 18, the damper 19, and the engine 17) converted to the output shaft of the generator 18. "C" is the viscous friction coefficient. The values ​​of the inertia J and the viscous friction system coefficient C are design values ​​or values ​​determined in advance by experiments, simulations, or the like. "τ m " is normally a time constant of a target response (standard response). However, in this embodiment, it is a parameter that can be changed depending on the operating state of the engine 17.

[0069]

number

[0070] The rotation speed controller 31 adjusts the time constant τ of the first gain gc and the second gain cp in accordance with the determination result of the engine operating state determination unit 47. mThat is, the rotation speed controller 31 changes the first gain gc and the second gain cp in accordance with the operating state of the engine 17. As a result, the rotation speed controller 31 changes the rotation speed command value ω G * Fluctuations in or rotation speed detection value ω G The first torque command value T G1 * Adjust the responsiveness.

[0071] Specifically, when the operating state of the engine 17 is in a starting transition state, the rotation speed controller 31 adjusts the time constant τ m is set to be larger than a predetermined standard value or a value used in a combustion-enabled state or a stop transient state. As a result, when the operating state of the engine 17 is in a start transient state, the responsiveness of the rotation speed controller 31, in particular the first torque command value T G1 * The responsiveness of the sensor decreases.

[0072] When the operating state of the engine 17 is in a combustion-enabling state, the rotation speed controller 31 adjusts the time constant τ m is set to be smaller than a predetermined standard value or a value used in a startup transition state. As a result, when the operating state of the engine 17 is in a combustion-enabled state, the responsiveness of the rotation speed controller 31, in particular the first torque command value T G1 * The responsiveness of the sensor is improved.

[0073] When the engine 17 is in a stop transition state, the rotation speed controller 31 adjusts the time constant τ m is set to be smaller than a predetermined standard value or a value used in a start-up transition state. As a result, when the operating state of the engine 17 is in a stop transition state, the responsiveness of the rotation speed controller 31, particularly the first torque command value T G1 * The responsiveness of the sensor is improved.

[0074] <Configuration of the disturbance suppression control unit 43> 6 is a block diagram showing the configuration of the disturbance reduction control unit 43. As shown in FIG. 6, the disturbance reduction control unit 43 includes a first filter 61, a second filter 62, and a subtraction unit 63.

[0075] The first filter 61 is a low-pass filter H1(s) expressed by the following equation (3). "s" in equation (3) is a Laplace operator. "τ h " is a time constant. The disturbance suppression control unit 43 calculates the second torque command value T G2 * By applying the first filter 61 to the torque T α1 In this embodiment, the time constant τ of the low-pass filter H1(s) is calculated. h is a parameter that can be changed depending on the operating state of the engine 17.

[0076]

number

[0077] The second filter 62 is a filter having a ratio H1(s) / Gp′(s) of a low-pass filter H1(s) and a transfer characteristic model Gp′(s) from a torque input to a rotational speed output. p The disturbance suppression control unit 43 detects the rotation speed ω G By applying the second filter 62 to the torque T α2 The transfer characteristic model G p '(s) is expressed by the following equation (4).

[0078]

number

[0079] The subtraction unit 63 calculates the torque T α2 Torque T α1 By subtracting the disturbance torque T d The estimated disturbance torque T d Calculates ^.

[0080] Then, the rotation speed controller 31 adjusts the time constant τ of the low-pass filter H1(s) in accordance with the determination result of the engine operating state determination unit 47. h That is, the rotation speed controller 31 changes the characteristics of the first filter 61 and the characteristics of the second filter 62 in accordance with the operating state of the engine 17. As a result, the rotation speed controller 31 changes the rotation speed command value ω G * Fluctuations in or rotation speed detection value ω G The second torque command value T G2 * Adjust the responsiveness.

[0081] Specifically, when the operating state of the engine 17 is in a starting transition state, the rotation speed controller 31 adjusts the time constant τ h is set to be larger than a predetermined standard value or a value used in a combustion-enabled state or a stop transient state. As a result, when the operating state of the engine 17 is in a start transient state, the responsiveness of the rotation speed controller 31, in particular the second torque command value T G2 * The responsiveness of the sensor decreases.

[0082] When the operating state of the engine 17 is in a combustion-enabling state, the rotation speed controller 31 adjusts the time constant τ h is set to be smaller than a predetermined standard value or a value used in a startup transition state. As a result, when the operating state of the engine 17 is in a combustion-enabled state, the response of the rotation speed controller 31, in particular the second torque command value T G2 * The responsiveness of the sensor is improved.

[0083] When the engine 17 is in a stop transition state, the rotation speed controller 31 adjusts the time constant τ h is set to be smaller than a predetermined standard value or a value used in a start-up transition state. As a result, when the operating state of the engine 17 is in a stop transition state, the response of the rotation speed controller 31, in particular the second torque command value T G2 *The responsiveness increases.

[0084] Note that, as described above, when adjusting the responsiveness of the second torque command value T G2 * that is, when changing the time constant τ of the low-pass filter H1(s), the rotational speed controller 31 initializes the first filter 71 and the second filter 72. Thereby, by changing the responsiveness of the second torque command value T h it is possible to suppress a sudden change in the torque T G2 * (disturbance torque estimated value T G ^). d

[0085] <Configuration of the F / F vibration control unit 44> The F / F vibration control unit 44 is configured using a transfer characteristic model G p ″(s) represented by the following equation (5) and a transfer characteristic model G r (s) represented by the following equation (6). Specifically, as shown in the following equation (7), the F / F vibration control unit 44 is a filter configured by the ratio G p ″(s) of the transfer characteristic model G r (s) and the transfer characteristic model G r (s) / G p ″(s). The coefficients b0, b1, b2 in equations (5) and (6) are determined by the characteristics of the power generation device 12 that is the control object. In equations (5) to (7), “ζ p ” is the damping coefficient of the power generation device 12 that is the control object, and “ω p ” is the natural frequency. The transfer characteristic model G p ″(s) represents the transfer characteristic from the torque input to the rotational speed output using the damping coefficient ζ p and the natural frequency ω p . The transfer characteristic model G r (s) represents the transfer characteristic of the response of a non-damping system (ideal system) in which the damping coefficient ζ p in the transfer characteristic model G p is set to 1, that is, the transfer characteristic of the ideal response (reference response). The F / F vibration control unit 44 is the second torque command value T G2 *to the ratio G r (s) / G p ″(s) by operating the filter represented by, the third torque command value T G3 * is calculated.

[0086]

Equation

[0087] <Configuration of the F / B vibration control unit 46> Figure 7 is a block diagram showing the configuration of the F / B vibration control unit 46. As shown in Figure 7, it includes a first filter 71, a second filter 72, and a subtractor 73.

[0088] The first filter 71 is a band-pass filter H2(s) represented by the following equation (8). The F / B vibration control unit 46 operates the band-pass filter H2(s) on the fourth torque command value T G4 * to calculate the torque T β1 .

[0089]

Equation

[0090] The second filter 72 is represented by the ratio H2(s) / G p ″(s) of the band-pass filter H2(s) and the transfer characteristic model G p ″(s). The F / B vibration control unit 46 operates the second filter 72 on the rotational speed detection value ω G to calculate the torque T β2 .

[0091] The subtractor 73 subtracts the torque T β2 from the torque T β1 to calculate the vibration control feedback torque T FB .

[0092] Hereinafter, the control operation of the power generation system of the vehicle 100 configured as described above will be described in comparison with a comparative example. The comparative example is a control example in which the responsiveness according to the operating state of the engine 17 is not changed, and the other control configurations are the same as those of the above embodiment.

[0093] Figure 8 shows the engine torque T E , damper torque T damp , and the rotation speed N G FIG. 8(A) is a time chart showing the engine torque T E FIG. 8B shows the damper torque T damp (torque at the damper end). Fig. 8(C) shows the rotation speed detection value ω G and the rotation speed command value ω G * [rad / s] is the rotation speed N G and rotation speed command value N G * 8(A) to 8(C), the comparative example is shown by a broken line, and the present embodiment is shown by a solid line. In FIG. 8(C), the rotation speed command value N G * The notations in the time charts of Fig. 9 and Fig. 10 described later are similar to those shown here.

[0094] As shown in FIG. 8C, the rotation speed N G When the power generating device 12 is started from a stopped state, for example, the rotation speed command value N G * Here, at time t1, the rotation speed command value N G * Therefore, in both the comparative example and the present embodiment, the rotation speed N G is the rotation speed command value N G * At this time, as shown in FIG. 8(A) and FIG. 8(B), the engine torque T E and damper torque T damp fluctuates oscillatorily.

[0095] At this time, as shown in FIG. 8(B), the damper torque T damp The vibration of the damper torque T damp In other words, in the comparative example, the damper torque T damp In this way, the damper torque T damp When the damper 19 vibrates so that the torque crosses zero, the gears used to connect the engine 17, the generator 18, and the damper 19 will rattle due to backlash, resulting in noise and vibration.

[0096] On the other hand, in this embodiment, the rotation speed command value N G * (Rotation speed command value ω G * When the time constant τ m , the time constant τ of the low-pass filter H1(s) h , or both of them are changed, and the responsiveness of the rotation speed controller 31 becomes lower than that of the comparative example. As a result, as shown in FIG. 8B, in this embodiment (solid line), the damper torque T damp Therefore, in this embodiment, the noise and vibration performance is improved when the engine 17 is in a starting transient state.

[0097] As shown in FIG. 8C, in this embodiment, the responsiveness of the rotation speed controller 31 is set relatively low, but the rotation speed N G is the rotation speed command value N G * The timing at which the noise and vibration characteristics are reached is only slightly later than in the comparative example. Therefore, according to this embodiment, the sound and vibration characteristics are improved without substantially any disadvantages.

[0098] FIG. 9 shows the engine torque T E , damper torque T damp , and the rotation speed N G In FIG. 9, the rotation speed N G is the rotation speed command value N G * t2, the engine 17 starts combustion.

[0099] As shown in FIG. 9A, when the combustion of the engine 17 starts at time t2, the engine torque T E As a result, as shown in FIG. 9(B), the engine torque T E The input of becomes a disturbance and the damper torque T damp However, as shown in Fig. 9(B), the torsional vibration of the damper 19 is suppressed by the vibration suppression control performed by the F / F vibration suppression control section 44 and the F / B vibration suppression control section 46.

[0100] Then, when combustion of the engine 17 is started at time t2, as shown in FIG. 9C, the rotation speed N G is the rotation speed command value N G * Overshoot.

[0101] However, in the comparative example (dashed line), the amount of overshoot (rotation speed N G and the rotation speed command value N G * Therefore, in the comparative example, the engine 17 may over-revolve and break down. G After the overshoot, the rotation speed command value N G * Therefore, in the comparative example, the engine 17 may continue to over-revolve, which may result in a breakdown.

[0102] On the other hand, since the operating state of the engine 17 is already in a combustion-enabling state, in this embodiment, the time constant τ m , the time constant τ of the low-pass filter H1(s) h , or both of them are changed, and the responsiveness of the rotation speed controller 31 is set to be higher than that of the comparative example. Therefore, as shown in FIG. 9C, in this embodiment (solid line), the rotation speed N G Therefore, in this embodiment, the risk of the engine 17 over-rotating and breaking down is reduced. G After the overshoot, the rotation speed command value N G * Therefore, in this embodiment, the risk of the engine 17 breaking down due to continued overspeed is reduced.

[0103] FIG. 10 shows the engine torque T E , damper torque T damp , and the rotation speed N G In FIG. 10, from time t3, the rotation speed N G This resulted in the engine 17 being shut down.

[0104] As shown in FIG. 10(C), the rotation speed command value N G * From a certain RPM, it switches to practically zero Nm, and the RPM N G At this time, the engine torque T due to the compression reaction force shown in FIG. E However, the disturbance torque T d Therefore, the damper 19 generates torsional vibration. However, as shown in FIG. 10B, the damper torque T damp The vibration is reduced.

[0105] In addition, the rotation speed command value N G *When the rotation speed Nm is changed from a predetermined rotation speed to substantially zero Nm, as shown in FIG. 10C, in both the comparative example and the present embodiment, G is the rotation speed command value N G * However, in the comparative example (dashed line), as shown in period P2, the rotation speed N G becomes a negative value. That is, in the comparative example, there is a possibility that the engine 17 will rotate in reverse, causing a breakdown.

[0106] On the other hand, in this embodiment, at time t3, the rotation speed command value N G * When the rotation speed of the engine 17 is changed from a predetermined rotation speed to substantially zero Nm, the engine operation state determination unit 47 determines that the engine 17 has entered a stop transition state. m , the time constant τ of the low-pass filter H1(s) h , or both of them are changed, and the responsiveness of the rotation speed controller 31 is set higher than that of the comparative example. As a result, as shown in FIG. 10C, in this embodiment (solid line), the rotation speed N G does not become a negative value, but converges to zero. Therefore, in this embodiment, the risk of the engine 17 rotating in reverse and breaking down when the engine 17 is in a stop transient state is reduced.

[0107] In the above embodiment, the target rotation speed control unit 41 determines the acquired rotation speed detection value ω G This is directly used as the first torque command value T G1 * However, the target rotation speed control unit 41 uses the rotation speed detection value ω G is processed by a low-pass filter, etc., and then the first torque command value T G1 * In this case, the time constant τ of the first gain gc and the second gain cp may be changed depending on the operating state of the engine 17, as in the above embodiment. m By changing the first torque command value T G1 * The response of the rotation speed detection value ωG The time constant of a low-pass filter or the like that processes the above may also be changed accordingly.

[0108] In the above embodiment, the basic torque command value (T G1 * ,T G2 * ) at the stage of rotation speed command value ω G * Fluctuations in or rotation speed detection value ω G This is because, in particular, noise and vibration and over-rotation or reverse rotation of the engine 17 are easily suppressed. Therefore, for example, G1 * ,T G2 * ) is adjusted, and the vibration damping torque command value (T G3 * ,T G4 * ) may be adjusted. That is, the time constant τ m , τ h In addition to the change in the characteristics of the F / F vibration suppression control section 44 and the F / B vibration suppression control section 46 (for example, ζ p ) may be changed.

[0109] As described above, the control method of the power generation system according to the above embodiment and modification is a method in which the engine 17 and the generator 18 are connected via the damper 19, and the rotation speed detection value ω G Rotation speed command value ω G * The torque T of the generator 18 is set to follow the torque T of the damper 19 and to suppress the vibration of the damper 19. G This power generation system control method includes a rotation speed controller 31 that determines the operating state of the engine 17, and adjusts the responsiveness of the rotation speed controller 31 according to the operating state of the engine 17.

[0110] In this way, in a power generation system in which the engine 17 and the generator 18 are connected via the damper 19, when vibration control is performed to suppress vibration of the damper 19, adjusting the responsiveness of the rotational speed controller 31 according to the operating state of the engine 17 makes it possible to suppress noise vibration and over-rotation or reverse rotation of the engine 17 more effectively than in the past.

[0111] In the control method for the power generation system according to the above embodiment and the modified example, the rotation speed controller 31 controls the rotation speed command value ω G * Based on the basic torque command value (T G1 * ,T G2 * ) is calculated, and based on this basic torque command value, a vibration suppression torque command value (T G3 * , T G4 * Then, the rotation speed command value ω G * Fluctuations in or rotation speed detection value ω G The basic torque command value (T G1 * ,T G2 * ) responsiveness.

[0112] In this way, the basic torque command value (T G1 * ,T G2 * ), the rotation speed command value ω G * Fluctuations in or rotation speed detection value ω G Adjusting the responsiveness to the fluctuations in the torque can particularly suppress noise vibration and over-revving or reverse revolution of the engine 17. In addition, there is also an advantage that the configuration for the original vibration suppression control (F / F vibration suppression control unit 44 and F / B vibration suppression control unit 46) can be designed independently without complicating it.

[0113] In the control method for the power generation system according to the above embodiment and the modified example, the rotation speed controller 31 controls the rotation speed command value ω G* Rotation speed detection value ω G The first torque command value T G1 * Then, the first torque command value T G1 * When calculating the rotation speed command value ω G * and the rotation speed detection value ω G By changing the gain (gc, pc) multiplied by the first torque command value T G1 * Adjust the responsiveness.

[0114] In this way, the first torque command value T G1 * In this embodiment, by adjusting the responsiveness of the rotation speed controller 31, noise and vibration and over-revolution or reverse rotation of the engine 17 can be suppressed more effectively than in the past.

[0115] In the control method for the power generation system according to the above embodiment and the modified example, the rotation speed controller 31 controls the rotation speed command value ω G * Rotation speed detection value ω G The first torque command value T G1 * Calculate the rotation speed detection value ω G Based on this, the torque T of the generator 18 G The disturbance torque T superimposed on d and the first torque command value T G1 * from the disturbance torque (T d The second torque command value T G2 * Then, the disturbance torque T d The filter (H1(s),H1(s) / G p The time constant τ of h By changing the second torque command value T G2 *Adjust the responsiveness.

[0116] In this way, the second torque command value T G2 * In this embodiment, by adjusting the responsiveness of the rotation speed controller 31, noise and vibration and over-revolution or reverse rotation of the engine 17 can be suppressed more effectively than in the past.

[0117] In the control method of the power generation system according to the above embodiment and the modified example, the second torque command value T G2 * When adjusting the response of the filter (H1(s), H1(s) / G p ′(s)).

[0118] In this way, the second torque command value T G2 * When adjusting the response of the rotation speed controller 31, the disturbance torque T d The filter (H1(s),H1(s) / G p ′(s)), the torque T G (Disturbance torque estimate T d ^) can be prevented from fluctuating rapidly.

[0119] In the control method for the power generation system according to the above embodiment and the modified example, the rotation speed controller 31 controls the rotation speed command value ω G * Rotation speed detection value ω G The first torque command value T G1 * Calculate the rotation speed detection value ω G Based on this, the torque T of the generator 18 G The disturbance torque T superimposed on d and the first torque command value T G1 * from disturbance torque T d (Disturbance torque estimate T d The second torque command value T G2 *Then, the first torque command value T G1 * When calculating the rotation speed command value ω G * and the rotation speed detection value ω G By changing the gain (gc, pc) multiplied by the first torque command value T G1 * The response of the external torque T d The filter (H1(s),H1(s) / G p The time constant τ of h By changing the second torque command value T G2 * Adjust the responsiveness.

[0120] In this way, the first torque command value T G1 * and the second torque command value T G2 * In both cases, by adjusting the responsiveness of the rotation speed controller 31, noise and vibration and over-revolution or reverse rotation of the engine 17 can be suppressed more effectively than in the past.

[0121] In the control method of the power generation system according to the above embodiment and modification, the rotation speed command value ω G * Based on this, the operating state of the engine 17 is determined.

[0122] In this way, the operating state of the engine 17 is controlled based on the rotation speed command value ω G * By making a determination based on this, the operating state of the engine 17 can be determined easily and accurately.

[0123] In the control method of the power generation system according to the above embodiment and the modified example, the operating state of the engine 17 includes a start-up transient state in which the engine 17 is cranked by the generator 18, a combustion-enabled state in which the engine 17 can be combusted, and a rotation speed ω Econverges toward zero. The responsiveness of the rotational speed controller 31 is adjusted depending on whether the operating state of the engine 17 is a starting transient state, a combustion-enabled state, or a stopping transient state.

[0124] Problems that arise and their causes differ depending on whether the operating state of the engine 17 is a start-up transient state, a combustion-enabled state, or a stop transient state. Therefore, by determining at least these operating states and adjusting the responsiveness of the rotational speed controller 31 in accordance with each state, noise and vibrations and over-speeding or reverse speeding of the engine 17 can be particularly appropriately suppressed.

[0125] In the control method for the power generation system according to the above embodiment and the modified example, when the operating state of the engine 17 is in a startup transition state, the responsiveness of the rotation speed controller 31 is reduced.

[0126] When the engine 17 is in a starting transition state, there is a problem that noise and vibration are generated due to the high responsiveness of the rotation speed controller 31. Therefore, as described above, when the engine 17 is in a starting transition state, the responsiveness of the rotation speed controller 31 is reduced, thereby suppressing the noise and vibration.

[0127] In the control method of the power generation system according to the above embodiment and the modified example, the responsiveness of the rotation speed controller 31 is increased when the operating state of the engine 17 is in a combustible state.

[0128] When the engine 17 is in a combustible state, there is a problem that the engine 17 over-revs due to the low responsiveness of the rotation speed controller 31. Therefore, as described above, when the engine 17 is in a combustible state, the risk of the engine 17 over-revving and breaking down can be reduced by increasing the responsiveness of the rotation speed controller 31.

[0129] In the control method of the power generation system according to the above embodiment and the modified example, the responsiveness of the rotation speed controller 31 is increased when the operating state of the engine 17 is in a stop transition state.

[0130] When the engine 17 is in a stop transition state, there is a problem that the engine 17 rotates in reverse due to low responsiveness of the rotation speed controller 31. Therefore, as described above, when the engine 17 is in a stop transition state, the risk of the engine 17 breaking down due to reverse rotation can be reduced by increasing the responsiveness of the rotation speed controller 31.

[0131] In the control device for the power generation system according to the above embodiment and modification, the engine 17 and the generator 18 are connected via a damper 19, and the rotation speed detection value ω G Rotation speed command value ω G * The torque T of the generator 18 is set to follow the torque T of the damper 19 and to suppress the vibration of the damper 19. G The control device (26, 27, 28) of the power generation system includes a rotation speed controller (31) that determines an operating state of the engine (17) and adjusts the responsiveness of the rotation speed controller (31) according to the operating state of the engine (17).

[0132] In this way, in a power generation system in which the engine 17 and the generator 18 are connected via the damper 19, when vibration control is performed to suppress vibration of the damper 19, adjusting the responsiveness of the rotational speed controller 31 according to the operating state of the engine 17 makes it possible to suppress noise vibration and over-rotation or reverse rotation of the engine 17 more effectively than in the past.

[0133] The above describes the embodiments and modifications of the present invention. However, the configurations described in the above embodiments and modifications merely illustrate some of the application examples of the present invention and are not intended to limit the technical scope of the present invention.

[0134] For example, in the above embodiment, the power generation system mounted on the vehicle 100 has been described as an example, but the present invention is not limited to this. The present invention is suitable for a power generation system in which the engine 17 and the generator 18 are connected via the damper 19 and vibration control is performed, and the power generation system to which the present invention is applied does not necessarily have to be mounted on a vehicle. The present invention is also suitable for hybrid vehicles other than those of the series type. [Explanation of symbols]

[0135] 10: Battery, 11: Drive motor, 12: Power generator, 13: Reducer, 14: Drive shaft, 15: Drive wheel, 16: Drive inverter, 17: Engine, 18: Generator, 19: Damper, 20: Generator inverter, 23: System controller, 24: Drive motor controller, 25: Battery controller, 26: Generator controller, 27: Engine controller, 28: Power generation control unit, 31: Rotational speed controller, 32: Current command value calculator, 33: Current controller, 34: Decoupling control device, 35: current converter, 36: voltage converter, 37: rotation sensor, 38: subtractor, 39: subtractor, 40: current sensor, 41: target rotation speed control section, 42: subtractor, 43: disturbance suppression control section, 44: F vibration suppression control section, 45: subtractor, 46: B vibration suppression control section, 47: engine operating state determination section, 51: first gain multiplication section, 52: subtractor, 53: second gain multiplication section, 61: first filter, 62: second filter, 63: subtractor, 71: first filter, 72: second filter, 73: subtractor, 100: vehicle

Claims

1. A control method for a power generation system including a rotational speed controller that determines a torque of the generator so that an engine and a generator are connected via a damper, the rotational speed detection value of the generator follows a rotational speed command value, and vibration of the damper is suppressed, the control method comprising the steps of: determining an operating condition of the engine; adjusting the responsiveness of the rotational speed controller in response to an operating state of the engine; A method for controlling a power generation system.

2. A method for controlling a power generation system according to claim 1, comprising: The rotation speed controller includes: A basic torque command value is calculated based on the rotation speed command value, and calculating a vibration-damping torque command value for suppressing vibration of the damper based on the basic torque command value; adjusting a responsiveness of the basic torque command value to a fluctuation in the rotation speed command value or a fluctuation in the rotation speed detection value in accordance with an operating state of the engine; A method for controlling a power generation system.

3. A method for controlling a power generation system according to claim 2, comprising the steps of: the rotation speed controller calculates a first torque command value that is the basic torque command value such that a response of the rotation speed detection value to the rotation speed command value is a first-order delay response; a gain by which the rotation speed command value and the rotation speed detection value are multiplied when the first torque command value is calculated is changed in response to an operating state of the engine, thereby adjusting the responsiveness of the first torque command value. A method for controlling a power generation system.

4. A method for controlling a power generation system according to claim 2, comprising: The rotation speed controller includes: calculating a first torque command value that is the basic torque command value such that a response of the rotational speed detection value to the rotational speed command value is a first-order delay response; A disturbance torque superimposed on a torque of the generator is estimated based on the rotation speed detection value, and calculating a second torque command value which is the basic torque command value obtained by reducing the disturbance torque from the first torque command value; adjusting a responsiveness of the second torque command value by changing a time constant of a filter used for estimating the disturbance torque in accordance with an operating state of the engine; A method for controlling a power generation system.

5. A method for controlling a power generation system according to claim 4, comprising the steps of: The filter is initialized when adjusting the responsiveness of the second torque command value. A method for controlling a power generation system.

6. A method for controlling a power generation system according to claim 2, comprising the steps of: The rotation speed controller includes: calculating a first torque command value that is the basic torque command value such that a response of the rotational speed detection value to the rotational speed command value is a first-order delay response; A disturbance torque superimposed on a torque of the generator is estimated based on the rotation speed detection value, and calculating a second torque command value which is the basic torque command value obtained by reducing the disturbance torque from the first torque command value; a gain by which the rotation speed command value and the rotation speed detection value are multiplied when the first torque command value is calculated is changed in response to an operating state of the engine, thereby adjusting a responsiveness of the first torque command value; and adjusting a responsiveness of the second torque command value by changing a time constant of a filter that estimates the disturbance torque in accordance with an operating state of the engine; A method for controlling a power generation system.

7. A method for controlling a power generation system according to claim 1, comprising: determining an operating state of the engine based on the rotational speed command value of the generator; A method for controlling a power generation system.

8. A control method for a power generation system according to any one of claims 1 to 7, comprising: determining, as operating states of the engine, a start-up transient state in which the engine is cranked by the generator, a combustion-enabled state in which the engine is capable of combustion, and a stop-down transient state in which the rotational speed of the engine is converged toward zero; adjusting the responsiveness of the rotational speed controller depending on whether the engine operating state is the start-up transient state, the combustion-enabled state, or the stop-transient state; A method for controlling a power generation system.

9. A method for controlling a power generation system according to claim 8, comprising the steps of: reducing the responsiveness of the rotational speed controller when the engine operating state is in the starting transient state; A method for controlling a power generation system.

10. A method for controlling a power generation system according to claim 8, comprising the steps of: increasing the responsiveness of the rotational speed controller when the operating state of the engine is in the combustion-enabling state; A method for controlling a power generation system.

11. A method for controlling a power generation system according to claim 8, comprising the steps of: increasing the responsiveness of the rotational speed controller when the engine operating state is in the stop transition state; A method for controlling a power generation system.

12. A control device for a power generation system, comprising: an engine and a generator connected via a damper; a rotational speed controller that determines a torque of the generator so that a rotational speed detection value of the generator follows a rotational speed command value and vibration of the damper is suppressed, determining an operating condition of the engine; adjusting the responsiveness of the rotational speed controller in response to an operating state of the engine; A control device for a power generation system.

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