Vehicle control method and vehicle control device

Abstract

To provide a vehicle control method and a vehicle control device which can suppress the vibration generated by the disturbance due to an operation of a power source for a vehicle mounted with a system that connects the power source with a rotary electric machine via an attenuator.SOLUTION: In an electric vehicle 100 having an engine 17, a power generator 18 and an attenuator 19 connecting them, a first torque target value Tg1* being torque to be generated by a power generator 18 is calculated. On the other hand, by using a rotation frequency detection value ωg of the power generator 18 and a vibration control filter 54, a second torque target value Tg2* to be fed back with respect to the first torque target value Tg1* is calculated. Then, a final torque target command value Tg* with respect to the power generator 18 is calculated on the basis of the first torque target value Tg1* and the second torque target value Tg2*. The characteristics of the vibration control filter 54 are adjusted in accordance with the rotation frequency detection value ωg or an engine rotation frequency detection value equivalent to it.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a vehicle control method for controlling a vehicle having a damper between a power source such as an engine and a rotating electric machine, and a vehicle control device.

Background Art

[0002] Patent Document 1 discloses a control method for an electric vehicle that controls the torque, rotational speed, etc. of a motor that drives the electric vehicle to a torque, rotational speed, etc. according to a request by feedback control based on the detected rotational speed value of the motor. In particular, in Patent Document 1, in the above feedback control, the transfer characteristic Gp(s) from the motor torque to the motor rotational speed is used, and a filter represented by the transfer characteristic Gz(s) determined according to the transfer characteristic Gp(s) (hereinafter referred to as the Gz filter) is used. And this Gz filter has an effect of suppressing vibrations generated in the vehicle by feedback control related to the motor torque.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] A power source such as an engine and a rotating electrical machine that is a motor or a generator may be connected via a so-called damper. Even when a damper is used between the power source and the rotating electrical machine in this way, in order to make the rotational speed, torque, etc. of the rotating electrical machine meet the requirements, if a Gz filter is simply introduced for feedback control using the detected rotational speed value of the rotating electrical machine, when disturbances caused by the operation of the power source occur, such as the compression reaction force of the engine, combustion torque pulsation, and abnormal combustion, vibration may occur in the torque transmitted through the damper. As a result, when a disturbance caused by the operation of the power source occurs, there is a problem that the vehicle vibrates (shakes) even though the Gz filter is introduced.

[0005] An object of the present invention is to provide a vehicle control method and a vehicle control device that can suppress vibrations caused by disturbances resulting from the operation of a power source in a vehicle equipped with a system that connects a power source and a rotating electrical machine via a damper.

Means for Solving the Problem

[0006] A certain aspect of the present invention is a vehicle control method for controlling a vehicle having a power source that generates power, a rotating electrical machine that is driven by the power, a damper that connects the power source and the rotating electrical machine and attenuates power fluctuations and inputs them to the rotating electrical machine. In this vehicle control method, in response to a request for the vehicle, a first torque target value, which is the torque that the rotating electrical machine should generate, is calculated. On the other hand, a second torque target value for feedback to the first torque target value is calculated using the detected value of the rotational speed of the rotating electrical machine, which is the detected rotational speed value of the rotating electrical machine, and a vibration damping filter that suppresses vibrations that occur when power is input from the power source to the rotating electrical machine. Then, based on the first torque target value and the second torque target value, a torque command value for the rotating electrical machine is calculated. And the characteristics of the vibration damping filter are adjusted according to the detected rotational speed value of the rotating electrical machine or the detected rotational speed value of the power source, which is the detected rotational speed value of the power source.

Effect of the Invention

[0007] According to the present invention, in a vehicle equipped with a system that connects a power source and a rotating electrical machine via a damper, it is possible to provide a vehicle control method and a vehicle control device that can suppress vibrations caused by disturbances resulting from the operation of the power source.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Embodiments for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[0010] [First Embodiment] FIG. 1 is an explanatory diagram showing a schematic configuration of an electric vehicle 100. As shown in FIG. 1, the electric vehicle 100 is a vehicle driven by the power of a battery 10, and includes a drive motor 11 and a power generation system 12.

[0011] The battery 10 stores electric power for driving each part of the electric vehicle 100. The battery 10 is rechargeable. In the present embodiment, the battery 10 is charged at least by the electric power generated by the power generation system 12. In the present embodiment, the battery 10 is a DC power source. The DC voltage output by the battery 10 (hereinafter referred to as the battery voltage V dc ) can be detected by a sensor or the like (not shown).

[0012] The drive motor 11 is a drive electric motor for driving the electric vehicle 100, and generates a driving force of the electric vehicle 100 using the power of the battery 10. In the present embodiment, the drive motor 11 is a three-phase AC motor.

[0013] The drive motor 11 is connected to a drive shaft 14 via a speed reducer 13 or the like. A drive wheel 15 is connected to the drive shaft 14. Therefore, the torque generated on the output shaft of the drive motor 11 generates a driving force of the electric vehicle 100 on the drive wheel 15 via the speed reducer 13 or the like. Further, when the electric vehicle 100 decelerates, the drive motor 11 converts the kinetic energy of the electric vehicle 100 into electric energy by so-called regenerative control. Part or all of the electric power obtained during regenerative control can be used to charge the battery 10.

[0014] 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 DC power output by the battery 10 into AC power and supplies it to the drive motor 11. Further, during regenerative control, the drive inverter 16 converts the AC power generated by the drive motor 11 into DC power.

[0015] The power generation system 12 is a system that generates electric power for charging the battery 10. That is, the electric vehicle 100 of the present embodiment is a so-called series hybrid electric vehicle. The power generation system 12 includes an engine 17, a generator 18, and a damper 19.

[0016] The engine 17 is a so-called internal combustion engine and is the power source of the power generation system 12. That is, the generator 18 generates electric power by the power generated by the engine 17. In the present embodiment, the power generation system 12 uses the engine 17, which is an internal combustion engine, as the power source, but the engine 17 may be replaced with a power source of other modes that can drive the generator 18. Parameters related to the operating state of the engine 17, such as the rotational speed of the engine 17 (hereinafter referred to as the engine rotational speed), can be appropriately detected by a sensor or the like (not shown).

[0017] The generator 18 generates electric power by the power of the engine 17. That is, the generator 18 generates electric power by rotating by the driving force of the engine 17. The generator 18 is connected to the battery 10 via a generator inverter 20, and the electric power generated by the power generation 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. The generator inverter 20 can convert the DC power of the battery 10 into AC power and supply it to the generator 18 to rotate the generator 18 in power running. Thereby, when the engine 17 starts, the engine 17 is cranked. Further, when necessary, the generator 18 is rotated in power running, and the engine 17 is idled, so that the electric power of the battery 10 is consumed. Such an operating mode of idling the engine 17 is called motoring.

[0018] In this embodiment, the generator 18 is a three-phase AC generator having a U-phase, a V-phase, and a W-phase. The detected value of the current flowing through the U-phase of the generator 18 is the U-phase current Iu. Similarly, the detected value of the current flowing through the V-phase of the generator 18 is the V-phase current Iv, and the detected value of the current flowing through the W-phase of the generator 18 is the W-phase current Iw. Hereinafter, the detected values of the currents flowing through the respective phases of the generator 18 may be collectively referred to as three-phase currents. The detected value of the d-axis current of the generator 18 is the d-axis current I d and the detected value of the q-axis current of the generator 18 is the q-axis current I q . The d-axis current I d and the q-axis current I q are detected by converting the three-phase currents. Hereinafter, the d-axis current I d and the q-axis current I q of the generator 18 may be collectively referred to as the dq-axis currents I d , I q . In addition, the detected value of the rotational speed of the generator 18 (hereinafter simply referred to as the rotational speed detection value ω g ) can be appropriately detected by a sensor or the like (not shown).

[0019] The damper 19 is a power transmission mechanism that transmits the power generated by the engine 17 to the generator 18. In this embodiment, the damper 19 is a so-called damper, and in addition to transmitting the power generated by the engine 17, it mitigates the change in the power generated by the engine 17 and transmits it to the generator 18. That is, the damper 19 connects the engine 17 and the generator 18 and attenuates the fluctuations in the power generated by the engine 17 and inputs it to the generator 18. In particular, the damper 19 of this embodiment is a so-called torsion damper, which directly connects the output shaft of the engine 17 and the input shaft of the generator 18 and attenuates the transmitted power by mechanical torsion. That is, the damper 19, which is a torsion damper, twists according to the power input from the engine 17 and / or the torque generated in the generator 18 for power generation (hereinafter referred to as the generator torque T g (not shown)) to attenuate the fluctuations in the transmitted power. In this embodiment, directly connecting without passing through other objects (members or mechanisms, etc.) and being mechanically coupled in a state where it cannot be arbitrarily disconnected is referred to as a direct connection.

[0020] FIG. 2 is a graph showing the power transmission characteristics (torsion spring characteristics) of the damper 19. As shown in FIG. 2, when the damper 19 twists when transmitting power, a torque corresponding to this twist (hereinafter referred to as damper torque T dmp is generated. When referring to the angle of twist of the damper 19 (hereinafter referred to as the twist angle θ TW ), while the twist angle θ TW is within a predetermined range, the damper torque T dmp is proportional to the twist angle θ TW . That is, as long as the twist angle θ TW is within a predetermined range, the damper 19 is linearly deformable.

[0021] In addition to the above-described power generation system 12 and the like, the electric vehicle 100 includes various controllers for controlling driving and the like and for controlling the power generation system 12 (see FIG. 1). Specifically, as shown in FIG. 1, a system controller 21, a drive motor controller 22, a battery controller 23, a generator controller 24, and an engine controller 25 are provided. In the present embodiment, the system controller 21 includes a power generation control unit 26.

[0022] The system controller 21 is a higher-level control unit that comprehensively controls each part of the electric vehicle 100 using vehicle information. The vehicle information is a parameter representing the operating state and the like of each part constituting the electric vehicle 100. For example, the accelerator opening Apo, which is the operation amount of the accelerator pedal by the driver, the vehicle speed V, and the gradient of the road surface on which the electric vehicle 100 is located, etc., parameters representing the driving state of the electric vehicle 100 are vehicle information. Also, the SOC (State Of Charge) of the battery 10, the inputtable power and outputtable power of the battery 10, and the generated power by the power generation system 12, etc., parameters representing the internal state of the electric vehicle 100 are also vehicle information. For example, the rotational speed detection value ω g of the generator 18, the d-axis current I d , and the q-axis current I q etc., and the rotational speed of the engine 17 etc. are vehicle information. These are examples of parameters representing the rotational state of the generator 18. The battery voltage V dcis vehicle information. In addition, information such as the actual torque of the engine 17 and the actual generator torque T g etc., which are directly obtained using sensors or the like, or indirectly obtained by calculations using vehicle information, are included in the vehicle information. The system controller 21 can obtain these various vehicle information as needed using sensors (not shown) and the above various controllers.

[0023] The system controller 21 calculates a motor torque command value using one or more pieces of vehicle information. The motor torque command value is a command value representing the target torque that the drive motor 11 should output. Therefore, the system controller 21 operates as a motor torque command value calculation unit that calculates the motor torque command value regarding the drive of the electric vehicle 100. The motor torque command value is input to the drive motor controller 22. In the present embodiment, the system controller 21 calculates a drive torque command value according to the accelerator opening Apo, vehicle speed V, SOC of the battery 10, inputtable power, outputtable power, generated power of the generator 18, etc.

[0024] The system controller 21 calculates a target generated power using one or more pieces of vehicle information. The target generated power is the target value of the power that should be generated by the power generation system 12 for charging the battery 10 and / or supplying the drive motor 11. Therefore, the system controller 21 operates as a target generated power calculation unit that calculates the target generated power regarding the power generation in the electric vehicle 100. The calculated target generated power is input to the power generation control unit 26.

[0025] The power generation control unit 26 controls the power generation by the power generation system 12 based on the target generated power. Specifically, the power generation control unit 26 calculates a generator speed command value ω g * and a generator torque command value T c * and an engine torque command value T E * and operates the power generation system 12 based on these.

[0026] Generator rotation speed command value ω g * is the target value (command value) for the rotation speed that the generator 18 should maintain in order for the power generation system 12 to achieve the target power generation. The generator rotation speed command value ω g * is input to the generator controller 24. Also, the generator torque command value T c * is the target value (command value) for the torque that should occur in the generator 18 in order for the power generation system 12 to achieve the target power generation. The generator torque command value T c * is input to the generator controller 24.

[0027] Note that the control modes of the generator 18 according to this embodiment include a rotation speed control mode and a torque control mode. The rotation speed control mode is a control mode for controlling the generator 18 based on the generator rotation speed command value ω g * The torque control mode is a control mode for controlling the generator 18 based on the generator torque command value T c * The power generation control unit 26 determines whether to control the generator 18 in the rotation speed control mode or the torque control mode based on various vehicle information and the like. Then, the power generation control unit 26 inputs a control mode switching flag F1 for mutually switching the rotation speed control mode and the torque control mode to the generator controller 24 as necessary.

[0028] Engine torque command value T E * is the target value (command value) for the torque that the engine 17 should output in order for the power generation system 12 to achieve the target power generation. The engine torque command value T E * is input to the engine controller 25. Also, the power generation control unit 26 monitors the rotation speed detection value ω g of the generator 18.

[0029] In the present embodiment, the power generation control unit 26 is provided in the system controller 21. However, the power generation control unit 26 may be provided independently of the system controller 21, similar to the generator controller 24 and the engine controller 25.

[0030] The drive motor controller 22, the battery controller 23, the generator controller 24, and the engine controller 25 are subordinate control units that individually control each part of the electric vehicle 100 based on commands from the system controller 21.

[0031] The drive motor controller 22 switches the drive inverter 16 according to the state of the rotational speed, voltage, etc. of the drive motor 11 based on the drive torque command value. Thereby, the drive motor controller 22 operates the drive motor 11 so as to generate the drive torque commanded by the system controller 21.

[0032] The battery controller 23 measures the SOC based on the current and voltage at which the battery 10 discharges or charges. The measured SOC is output to the system controller 21. Further, the battery controller 23 calculates the inputtable power and outputtable power of the battery 10 according to the temperature, internal resistance, and / or SOC of the battery 10. The calculation results of the inputtable power and outputtable power are output to the system controller 21.

[0033] The generator controller 24 controls the operation of the generator 18. More specifically, the generator controller 24 is the generator speed command value ω g * or the generator torque command value T c *Based on this, the generator inverter 20 is switched according to the state of the generator 18 such as the rotational speed and voltage. Thereby, the generator controller 24 operates the generator 18 so as to generate the target power generation power. In the present embodiment, the generator controller 24 controls the generator 18 so as to generate the target power generation power as described above, and also executes vibration suppression control for suppressing vibration generated in the power generation system 12. The configuration of the generator controller 24 will be described in detail later.

[0034] The engine controller 25 is a power source controller that controls the operation of the engine 17 which is a power source. More specifically, the engine controller 25 adjusts the throttle, ignition timing, and / or fuel injection amount of the engine 17 according to signals such as the rotational speed and temperature of the engine 17 based on the engine torque command value T E * Based on this, the engine controller 25 causes the engine 17 to generate power for realizing the generation of the target power generation power. Signals such as the rotational speed and temperature of the engine 17 are appropriately acquired by a sensor (not shown) or the like.

[0035] The above system controller 21, drive motor controller 22, battery controller 23, generator controller 24, and engine controller 25 are configured by one or more computers. That is, each of these controllers includes, in part or as a whole, for example, a central processing unit (CPU), a random access memory (RAM), and an input / output interface (I / O interface). Further, these controllers are programmed to periodically execute the above various controls at a predetermined control cycle.

[0036] In the present embodiment, the above-described various controllers are described separately, but some or all of these controllers may be integrally configured. For example, the above-described various controllers can be implemented by a single computer as a whole. Further, for example, some of the above-described various controllers, such as the generator controller 24 and the engine controller 25, may be implemented by a single computer. That is, the classification of the above-described various controllers is merely for convenience of explanation. Therefore, the entirety of the above-described various controllers constitutes a vehicle control device that controls the electric vehicle 100.

[0037] Among the above-described various controllers, the generator controller 24, the engine controller 25, and the power generation control unit 26 are controllers particularly related to the control of the power generation system 12. Therefore, the generator controller 24, the engine controller 25, and the power generation control unit 26 constitute a power generation system control device 101 that controls the power generation system 12.

[0038] <Configuration of Generator Controller> FIG. 3 is a block diagram showing the configuration of the generator controller 24. As shown in FIG. 3, the generator controller 24 includes a rotation speed control unit 28, a control mode selector 29, a vibration suppression control unit 31, a current command value calculation unit 32, a current control unit 33, a decoupling control unit 34, a current converter 35, and a voltage converter 36.

[0039] The rotation speed control unit 28 calculates a rotation speed control torque command value Tω g * which is a torque command value for the rotation speed control mode, based on the generator rotation speed command value ω g and the rotation speed detection value ω * . The rotation speed control torque command value Tω * is a target value (command value) for the torque that the generator 18 should generate in order to realize the generation of the target power generation while maintaining the rotation speed of the generator 18. The rotation speed control torque command value Tω * is input to the control mode selector 29.

[0040] Based on the control mode switching flag F1, the control mode selector 29 determines the generator torque command value T c * or the rotational speed control torque command value Tω * as the steady torque command value T gs * and outputs it to the vibration suppression control unit 31. That is, when the generator 18 is controlled in the torque control mode, the generator torque command value T c * is input to the vibration suppression control unit 31 as the steady torque command value T gs * On the other hand, when the generator 18 is controlled in the rotational speed control mode, the rotational speed control torque command value Tω * is input to the vibration suppression control unit 31 as the steady torque command value T gs * The steady torque command value T gs * defines the torque that the generator 18 should generate when the power generation system 12 is in a steady state without generating vibration.

[0041] Based on the steady torque command value T gs * and the rotational speed detection value ω g , the vibration suppression control unit 31 calculates the vibration suppression torque T v . The vibration suppression torque command value T v * defines the target value (command value) for the torque that should be generated by the generator 18 in order to suppress the vibration generated in the power generation system 12 while realizing the generation of the target power generation. The specific configuration of the vibration suppression control unit 31 will be described in detail later.

[0042] Using the vibration suppression torque command value T v * , the rotational speed detection value ω g , and the battery voltage V dc , the current command value calculation unit 32 calculates the d-axis current command value I d * and the q-axis current command value I q * of the generator 18. The d-axis current command value I d *is the vibration suppression torque command value T v * The generator torque T according to g In order to realize this, the d-axis current I d Similarly, the q-axis current command value I q * is the vibration suppression torque command value T v * The generator torque T according to g In order to realize this, the 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 control unit 33.

[0043] The current control unit 33 controls the generator 18 by so-called current control. Specifically, the current control unit 33 controls the d-axis current command value I d * , q-axis current command value I q * , d-axis current I d , q-axis current I q , and the rotation speed detection value ω g Using 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 V d * is the d-axis voltage V of the generator 18 d Similarly, the q-axis voltage command value V q * is the q-axis voltage V of the generator 18 q The d-axis voltage command value V d * is input to the voltage converter 36 after the subtraction unit 38 subtracts the non-interacting voltage for the d-axis voltage. d * is the final d-axis voltage command value for the generator 18 (hereinafter, the d-axis final voltage command value V′ d * The q-axis voltage command value Vq * After the non-interference voltage with respect to the q-axis voltage is subtracted by the subtraction unit 39, it is input to the voltage converter 36. The q-axis voltage command value V after the non-interference voltage with respect to the q-axis voltage is subtracted q * is the final q-axis voltage command value for the generator 18 (hereinafter, q-axis final voltage command value V′ q * as such). In the following, the d-axis final voltage command value V′ d * and the q-axis final voltage command value V′ q * are collectively referred to as the dq-axis final voltage command values V′ d * , V′ q * in some cases.

[0044] The non-interference control unit 34 calculates the non-interference voltage control voltage using the d-axis current I d and the q-axis current I q . Non-interference means reducing the voltage drop due to the interference between the d-axis and the q-axis. The non-interference voltage is an adjustment value for non-interfering the d-axis voltage and the q-axis voltage, and is calculated for the d-axis and the q-axis respectively. As described above, these non-interference voltages are respectively subtracted from the d-axis voltage command value V d * and the q-axis voltage command value V q * in the subtraction units 38 and 39.

[0045] The current converter 35 converts the three-phase currents I u , I v , I w into the dq-axis currents I d , I q . The three-phase currents I u , I v , I w are detected by the current sensor 40 provided between the generator inverter 20 and the generator 18. In this embodiment, the U-phase current I u and the V-phase current I v are detected, and the current converter 35 obtains the W-phase current I w by calculation. The dq-axis currents I d, I q is input into the current command value calculation unit 32 and the decoupling control unit 34 as described above.

[0046] The voltage converter 36 calculates the voltage command values (three-phase voltage command values) V d * , V′ q * for each of the U, V, and W phases from the dq-axis final voltage command values V′ u * , V v * , V w * These three-phase voltage command values V u * , V v * , V w * are input into the generator inverter 20. Then, the generator inverter 20 applies the U-phase voltage V u , the V-phase voltage V v , and the W-phase voltage V w to each phase of the generator 18 according to these. As a result, the generator 18 is driven by the generator torque T v * corresponding to the vibration suppression torque command value T g .

[0047] <Specific Configuration of Vibration Suppression Control Unit> FIG. 4 is a block diagram showing the configuration of the vibration suppression control unit 31. As shown in FIG. 4, the vibration suppression control unit 31 includes a first torque target value calculation unit 41, a second torque target value calculation unit 42, and a torque command value calculation unit 43.

[0048] The first torque target value calculation unit 41 is a feedforward controller, and calculates a first torque target value T gs * which is the target value of the torque that should be generated by the generator 18 based on the steady torque command value T g1 * . The steady torque command value T gs *is determined according to the power generation requirement for the electric vehicle 100. Therefore, the first torque target value calculation unit 41 calculates the first torque target value T g1 * according to the requirement for the electric vehicle 100.

[0049] Specifically, the first torque target value calculation unit 41 is composed of a feedforward filter represented by the ratio Gm(s) / Gp(s) of the ideal transfer characteristic Gm(s) and the transfer characteristic Gp(s).

[0050] The transfer characteristic Gp(s) is a model of the transfer characteristic from the torque input to the rotational speed (rotational speed detection value ω g ), and is represented in the form shown in the following formula (1). In the present embodiment, the transfer characteristic Gp(s) is a transfer characteristic considering the torsional characteristic of the damper 19. In formula (1), "s" is the Laplace operator. Also, the coefficients b2′, b1′, b0′, a3′, a2′, and a1′ are determined in advance according to the specific configuration of each part of the power generation system 12. The ideal transfer characteristic Gm(s) is a transfer characteristic with the damping coefficient ζ p (not shown) set to "1".

[0051]

Equation

[0052] The second torque target value calculation unit 42 is a feedback controller, and calculates the second torque target value T g * based on the final torque command value T g and the rotational speed detection value ω g2 * . The second torque target value T g2 * is a torque target value for feedback with respect to the first torque target value T g1 * . Also, the final torque command value T g * is the sum of the first torque target value T g1 * and the second torque target value T g2* is the final torque command value fed back.

[0053] The second torque target value calculation unit 42 includes a first term calculation unit 51, a second term calculation unit 52, a subtraction unit 53, and a vibration suppression filter 54.

[0054] The first term calculation unit 51 calculates a first term (first element) T g * for calculating the second torque target value T g2 * based on the final torque command value T. g2a * Specifically, the first term calculation unit 51 is constituted by a band-pass filter H(s). That is, the first term calculation unit 51 calculates the first term T g * by passing the final torque command value T g2a * through the band-pass filter H(s).

[0055] The second term calculation unit 52 calculates a second term (second element) T g for calculating the second torque target value T g2 * based on the rotational speed detection value ω. g2b * Specifically, the second term calculation unit 52 is constituted by a first feedback filter represented by the ratio H(s) / Gp(s) of the band-pass filter H(s) and the transfer characteristic Gp(s). That is, the second term calculation unit 52 calculates the second term T g by passing the rotational speed detection value ω g2b * through the first feedback filter.

[0056] The first feedback filter can also be said to be constituted by a band-pass filter H(s) and an inverse characteristic 1 / Gp(s) of the transfer characteristic Gp(s) (hereinafter simply referred to as the inverse characteristic 1 / Gp(s)). The attenuation coefficient ζ of the inverse characteristic 1 / Gp(s) zis represented by the following formula (2) using the coefficients b2′, b1′, and b0′ of formula (1). Also, the resonance frequency ω of the inverse characteristic 1 / Gp(s) z is represented by the following formula (3) using the coefficients b2′ and b0′ of formula (1).

[0057]

Equation

[0058] The subtraction unit 53 subtracts the second term T g2a * from the first term T g2b * and inputs the result to the vibration suppression filter 54. The deviation between the first term T g2a * which is the operation result of the subtraction unit 53 and the second term T g2b * substantially represents the torque target value to be fed back to the first torque target value T g1 * . However, if the deviation between the first term T g2a * and the second term T g2b * is directly fed back to the first torque target value T g1 * , vibrations may occur in the power generation system 12 and thus in the electric vehicle 100.

[0059] Specifically, when there is a deviation or an increase in the deviation between the actual transfer characteristic from the torque input to the rotational speed (rotational speed detection value ω g ) and the modeled transfer characteristic Gp(s), vibrations occur in the second torque target value T g2 * . That is, vibrations may occur in the second torque target value T g2 * due to errors in the modeling of the transfer characteristic Gp(s) (inverse characteristic 1 / Gp(s)).

[0060] Also, even when a disturbance (particularly a periodic disturbance) that is not considered in the transfer characteristic Gp(s) that models the torsional characteristics of the damper 19 occurs, such as the compression reaction force of the engine 17, combustion torque pulsation, and abnormal combustion, etc., vibration occurs in the second torque target value T g2 * That is, vibration may occur in the second torque target value T g2 * due to the disturbance.

[0061] As a result, vibration may occur in the power generation system 12, and thus in the electric vehicle 100. For this reason, in the present embodiment, the deviation between the first term T g2a * and the second term T g2b * is further processed by the vibration damping filter 54. Thereby, vibrations that occur when power is input from the engine 17 to the generator 18, such as the vibration due to the modeling error in [a] and the vibration due to the disturbance in [b], are suppressed. Note that suppressing vibration means reducing or eliminating the vibration.

[0062] The vibration damping filter 54 is a filter that suppresses vibrations caused by feedback control and vibrations that occur when power is input from the engine 17 to the generator 18. Specifically, the vibration damping filter 54 calculates the second torque target value T g2a * based on the deviation between the first term T g2b * and the second term T g2 * and feeds this back to the first torque target value T g1 *

[0063] ​The vibration damping filter 54 is a second feedback filter of the second torque target value calculation unit 42 and is determined in advance based on the transfer characteristic Gp(s). The vibration damping filter 54 is represented by a transfer characteristic Gz′(s) in the form shown in the following formula (4) in order to suppress at least the vibration caused by the modeling error of the above [a]. The coefficients b2′, b1′, and b0′ that make up each coefficient are the coefficients b2′, b1′, and b0′ used in formula (1).

[0064] [Number]

[0065] The damping coefficient ζ of the vibration damping filter 54 c is determined based on the damping coefficient ζ of the inverse characteristic 1 / Gp(s). Specifically, the damping coefficient ζ of the vibration damping filter 54 z is determined based on the damping coefficient ζ of the inverse characteristic 1 / Gp(s). c is larger than the damping coefficient ζ of the inverse characteristic 1 / Gp(s) z and is set in the range of greater than and equal to 1. That is, ζ z <ζ c ≦1. The damping coefficient ζz of the inverse characteristic 1 / Gp(s) is determined in advance by the characteristics of the power generation system 12 that is the control target, that is, the characteristics of the engine 17, the generator 18, and the damper 19. Therefore, in other words, the damping coefficient ζ of the vibration damping filter 54 c is larger than the damping coefficient ζ determined in advance by the characteristics of the engine 17, the generator 18, and the damper 19 that are the control target z and can be set to a value greater than and equal to 1.

[0066] Furthermore, in the present embodiment, in order to suppress the vibration caused by the disturbance of the above [b], instead of using the transfer characteristic Gz′(s) of formula (4) as it is as the vibration damping filter 54, the form of the vibration damping filter 54 is changed. Specifically, in the present embodiment, the vibration damping filter 54 is represented by a transfer characteristic Gz(s) shown in the following formula (5). This transfer characteristic Gz(s) is a modification of the above formula (4) in consideration of the fact that the resonance frequency ω of the inverse characteristic 1 / Gp(s) z is represented by formula (3).

[0067]

Number

[0068] The resonance frequency ω of the vibration damping filter 54 c is determined based on the resonance frequency ω of the inverse characteristic 1 / Gp(s). z Specifically, the resonance frequency ω of the vibration damping filter 54 c is greater than zero and is set within the following range of the resonance frequency ω of the inverse characteristic 1 / Gp(s). That is, 0 < ω z ≤ ω c ≤ ω z is satisfied. The resonance frequency ω of the inverse characteristic 1 / Gp(s) z is determined in advance by the characteristics of the power generation system 12 that is the control target, that is, the characteristics of the engine 17, the generator 18, and the damper 19. Therefore, in other words, the resonance frequency ω of the vibration damping filter 54 c can be set to a value equal to or less than the resonance frequency ω determined in advance by the characteristics of the engine 17, the generator 18, and the damper 19 that are the control target. z

[0069] In addition to the above format change, the transfer characteristic Gz(s) that constitutes the vibration damping filter 54 has a variable damping coefficient ζ c , resonance frequency ω c , or both of them. The vibration damping control unit 31 changes the damping coefficient ζ g of the transfer characteristic Gz(s) according to the detected value ω c of the rotational speed of the generator 18 or the detected value of the engine rotational speed (hereinafter referred to as the engine rotational speed detected value), and / or the resonance frequency ω c . Thereby, the vibration damping control unit 31 adjusts the characteristics of the vibration damping filter 54.

[0070] Since the engine 17 and the generator 18 are directly connected, there is a certain correlation between the detected value ω g of the rotational speed of the generator 18 and the detected value of the engine rotational speed. Therefore, the detected value ω g ​The engine speed detection value can be obtained, and the rotational speed detection value ω of the generator 18 can be obtained from the engine speed detection value. g That is, in the vibration suppression control, the rotational speed detection value ω of the generator 18 g and the engine speed detection value are substantially equivalent. Therefore, at least with respect to the vibration suppression control of the power generation system 12, the rotational speed detection value ω of the generator 18 g can be replaced with the engine speed detection value.

[0071] The adjustment regarding the characteristics of the vibration suppression filter 54 by the vibration suppression control unit 31 is specifically performed as follows.

[0072] In the present embodiment, the vibration suppression control unit 31 determines that when the rotational speed detection value ω g is less than a predetermined threshold value N TH , the resonance frequency ω of the transfer characteristic Gz(s) that functions as the vibration suppression filter 54 c , and / or the damping coefficient ζ c are adjusted according to the rotational speed detection value ω g . That is, in the present embodiment, the scene where the resonance frequency ω c and / or ζ c are adjusted is a scene where the engine 17 and the generator 18 are rotating at a low speed, such as when power generation starts in the power generation system 12.

[0073] The threshold value N TH is determined in advance based on the fundamental order of the vibration generated by the engine 17 (hereinafter referred to as the fundamental order of the engine 17). When the fundamental order of the engine 17 is X and the gear ratio is Y, the threshold value N TH is expressed by the following formula (6) using the resonance frequency f of the transfer characteristic Gp(s) p . The fundamental order of the engine 17, the gear ratio, and the resonance frequency f of the transfer characteristic Gp(s) p are all uniquely determined in advance by physical values such as the moment of inertia and torsional rigidity value of the power generation system 12. Therefore, it is not necessary to conform to the determination of the threshold value N TH .

[0074] [Number]

[0075] The vibration control unit 31 sets the resonance frequency ω c to be lower than the resonance frequency ω z determined by the control target. That is, the vibration control unit 31 sets 0 < ω c < ω z and adjusts the resonance frequency ω c within this range. Excluding the case where the resonance frequency ω c falls within the range it can take (0 < ω c ≤ ω z ) and becomes ω c = ω z is for suppressing the vibration caused by the disturbance of [b] through the adjustment of the resonance frequency ω c .

[0076] Also, the vibration control unit 31 sets the damping coefficient ζ c to be greater than the damping coefficient ζ z and less than 1. That is, the vibration control unit 31 sets ζ z < ζ c < 1 and adjusts the damping coefficient ζ c within this range. Excluding the case where the damping coefficient ζ c falls within the range it can take (ζ z < ζ c ≤ 1) and becomes ζ c = 1 is for suppressing the vibration caused by the disturbance of [b] through the adjustment of the damping coefficient ζ c .

[0077] In this way, the second torque target value calculation unit 42 calculates the first term T g2a * and the second term T g2b * , and passes these deviations through a vibration control filter 54 with the resonance frequency ω c and / or the damping coefficient ζ c adjusted to calculate the second torque target value T g2 * . The second torque target value T g2 *is fed back to the first torque target value T by being input to the torque command value calculation unit 43. g1 *

[0078] The torque command value calculation unit 43 is an adder, and calculates the final torque command value T by adding the second torque target value T to the first torque target value T. The generator 18 is driven according to this final torque command value T. g1 * to the second torque target value T g2 * g * g *

[0079] Note that disturbance torque T may be superimposed on the final torque command value T due to disturbances generated in the engine 17. Also, disturbance rotational speed ω may be superimposed on the rotational speed detection value ω of the generator 18 due to disturbances generated in the engine 17. Further, in FIG. 4, the control object is represented by the transfer characteristic Gp′(s). g * to the final torque command value T d g d

[0080] <Function> The function of the vibration control by the vehicle control device configured as described above will be described below.

[0081] FIG. 5 is a graph showing (A) the transfer characteristic from torque to rotational speed for the engine 17 and the generator 18, (B) the transfer characteristic from engine torque to disturbance torque T, and (C) the transfer characteristic from the rotational speed detection value ω to the second torque target value T. Note that the horizontal axis of FIG. 5 is on a logarithmic scale. d g g2 *

[0082] ​​​​​​​​​​The graph shown by the solid line in FIG. 5(A) represents the transmission characteristics from the torque to the rotational speed of the generator 18. The graph shown by the broken line in FIG. 5(A) represents the transmission characteristics from the engine torque to the engine rotational speed. Note that FIG. 5(A) is an example of the transmission characteristics of the engine 17 and the generator 18.

[0083] As shown in FIG. 5(A), in an example of the engine 17 and the generator 18, the power generation system 12 to be controlled has two zeros and one pole. The zeros are the frequencies ω1 and ω2, and the pole is the frequency ω3. As will be described later, in this example of the engine 17 and the generator 18, the frequency ω1 is the resonance frequency ω of the inverse characteristic 1 / Gp(s). z is.

[0084] In FIG. 5(B), the graph shown by the two-dot chain line represents the transmission characteristics of a comparative example without using the vibration suppression filter 54, that is, a comparative example in which the vibration suppression control is turned off (hereinafter referred to as the first comparative example). The graph shown by the broken line represents the attenuation coefficient ζ c of the vibration suppression filter 54 is set to 1, and the resonance frequency ω c is set to the frequency ω1, and the transmission characteristics of the comparative example (hereinafter referred to as the second comparative example) are shown. The graph shown by the solid line represents the attenuation coefficient ζ c of the vibration suppression filter 54 is set to 0.5, and the resonance frequency ω c is set to the frequency ω1, and the transmission characteristics of the example (hereinafter referred to as the first embodiment) are shown. The graph shown by the one-dot chain line represents the attenuation coefficient ζ c of the vibration suppression filter 54 is set to 1, and the resonance frequency ω c is set to 1 / 2 of the frequency ω1, and the transmission characteristics of the example (hereinafter referred to as the second embodiment) are shown. The graph shown by the dotted line represents the attenuation coefficient ζ c of the vibration suppression filter 54 is set to 0.5, and the resonance frequency ω c is set to 1 / 2 of the frequency ω1, and the transmission characteristics of the example (hereinafter referred to as the third embodiment) are shown.

[0085] In FIG. 5(B), when the vibration suppression control is off as in the first comparative example shown by the two-dot chain line, a peak P1 due to zero resonance appears corresponding to the frequency ω1. That is, in this example, ω1 = ω zTherefore, like the second comparative example shown by the dashed line, in order to reduce the peak P1 following the vibration damping filter introduced into the drive system, the damping coefficient ζ of the vibration damping filter 54 c and the resonance frequency ω c are set to ζ c = 1 and ω c = ω1 (= ω z ). However, when the damping coefficient ζ of the vibration damping filter 54 c and the resonance frequency ω c are set to ζ c = 1 and ω c = ω1, a peak P2 corresponding to the zero-point vibration at the frequency ω2 appears. In the power generation system 12 having the attenuator 19, due to this peak P2, the vibration of the second torque target value T g2 * caused by the disturbance of the engine 17 is transmitted.

[0086] Therefore, as in the first embodiment shown by the solid line, when the damping coefficient ζ of the vibration damping filter 54 c is halved, the amplitude of the peak P2 is reduced. Also, as in the second embodiment shown by the dashed-dotted line, even when the resonance frequency ω of the vibration damping filter 54 c is halved, the amplitude of the peak P2 is reduced. And, as in the third embodiment shown by the dotted line, when both the damping coefficient ζ of the vibration damping filter 54 c and the resonance frequency ω c are halved, the amplitude of the peak P2 is particularly reduced. Therefore, by adjusting the damping coefficient ζ c and / or the resonance frequency ω of the vibration damping filter 54 c , the vibration of the second torque target value T g2 * caused by the disturbance of the engine 17 is suppressed.

[0087] The rotational speed detection value ω shown in FIG. 5(C) g to the second torque target value T g2 *The transfer characteristics up to [a certain point] are the transfer characteristics of the second torque target value calculation unit 42. In FIG. 5(C), the graph indicated by the two-dot chain line represents the transfer characteristics of the first comparative example, and the graph indicated by the broken line represents the transfer characteristics of the second comparative example. Also, in FIG. 5(C), the graphs indicated by the solid line, the one-dot chain line, and the dotted line represent the transfer characteristics of the first embodiment, the second embodiment, and the third embodiment, respectively.

[0088] In FIG. 5(C), as can be seen by comparing the second comparative example indicated by the broken line, the first embodiment indicated by the solid line, and the third embodiment indicated by the dotted line, the damping coefficient ζ of the vibration damping filter 54 c When reduced, it has the effect of increasing the amplitude of the transfer characteristics. Thereby, the responsiveness of the feedback control by the second torque target value calculation unit 42 is improved with respect to the disturbance of the engine 17.

[0089] Also, in FIG. 5(C), as can be seen by comparing the second comparative example indicated by the broken line, the second embodiment indicated by the one-dot chain line, and the third embodiment indicated by the dotted line, the resonance frequency ω of the vibration damping filter 54 c When reduced, it has the effect of shifting the cut-off frequency to the low-frequency side. Thereby, the responsiveness of the feedback control by the second torque target value calculation unit 42 is improved with respect to the disturbance of the engine 17.

[0090] FIG. 6 is a graph showing (A) the rotational speed detection value ω g , (B) the generator torque T g , and (C) the damper torque T dmp under the control of the second comparative example in the scene where the disturbance of the engine 17 is input, and also (A) the rotational speed detection value ω g , (B) the generator torque T g , and (C) the damper torque T dmp under the control of the present embodiment in the scene where the disturbance of the engine 17 is input. Note that the horizontal axis of each graph in FIG. 6 is time (for example, seconds).

[0091] Due to the compression reaction force of the engine 17 or the like, the disturbance torque T dWhen input is received, the deviation from the modeled transfer characteristic Gp(s) increases. As a result, according to the inverse characteristic 1 / Gp(s), vibration occurs in the output torque. At this time, the characteristics of the vibration damping filter 54 are the same as those of the drive system without the damper 19, ζ c = 1 and ω c = ω1 = ω z is set, as shown in FIGS. 6(B) and 6(C), vibration occurs in the generator torque T g and the damper torque T dmp . Also, as shown in FIG. 6(A), vibration corresponding to these vibrations is superimposed on the rotational speed detection value ω g . That is, even when the vibration damping filter 54 is introduced, under the conditions of ζ c = 1 and ω c = ω1 = ω z , vibration occurs in the output torque and the like due to the input of the disturbance torque T d . Then, due to such vibration of the output torque, a shock (vibration) occurs in the electric vehicle 100.

[0092] On the other hand, by adjusting the damping coefficient ζ c within the range of ζ z < ζ c < 1, and / or by adjusting the resonance frequency ω c within the range of 0 < ω c < ω z , as shown in FIGS. 6(E) and 6(F), the vibration of the generator torque T g and the damper torque T dmp is suppressed. Therefore, as shown in FIG. 6(D), the vibration superimposed on the rotational speed detection value ω g is also suppressed. That is, by adjusting the characteristics of the vibration damping filter 54, even if the disturbance torque T d is input from the engine 17, the vibration of the output torque caused thereby is suppressed. As a result, the shock (vibration) to the electric vehicle 100 is suppressed.

[0093] Note that in order for the vibration damping control unit 31 to determine whether to adjust the resonance frequency ωc and / or the damping coefficient ζc of the vibration damping filter 54, the rotational speed detection value ω gA threshold value N for comparison with (or the engine speed detection value) TH has the following meaning.

[0094] FIG. 7 is a graph showing the frequencies related to the vibration of the engine 17. In FIG. 7, the graph indicated by the solid line represents the frequency change of the vibration of the fundamental order with respect to the engine speed. The graph indicated by the dashed-dotted line represents the frequency change of the higher-order vibration with respect to the engine speed. Here, as an example, the frequency change of the 1.5th-order vibration is shown. Also, the graph indicated by the broken line represents the frequency change of the lower-order vibration with respect to the engine speed. Here, as an example, the frequency change of the 0.5th-order vibration is shown. Also, let the engine speed at which the vibration of the fundamental order of the engine 17 becomes the frequency ω2 be N E2 Let the engine speed at which the frequency of the 1.5th-order vibration becomes the frequency ω2 be N E1 Let the engine speed at which the frequency of the 0.5th-order vibration becomes the frequency ω2 be N E3

[0095] Note that the frequency ω2 is the frequency corresponding to the peak P2 which is the cause of the vibration caused by the disturbance of the engine 17. Also, the first range R1 is the range of the rotational speed used in motoring, and the second range R2 is the range of the rotational speed when the engine 17 is rotated under power, that is, the range of the rotational speed used in firing. In the power generation system 12, the detected value ω g of the rotational speed of the generator 18 is, for example, about 6% of the engine speed.

[0096] As shown in FIG. 7, when it is determined that the engine 17 and the generator 18 are in a low-speed state based on the threshold value N TH determined according to the fundamental order, disturbances of higher-order vibrations such as the 1.5th-order vibration indicated by the dashed-dotted line and other harmonics become the frequency ω2 corresponding to the peak P2. For this reason, if the resonance frequency ω c and / or the attenuation coefficient ζ c of the vibration damping filter 54 are not adjusted, shocks (vibrations) will occur in the electric vehicle 100 due to such disturbances of higher-order vibrations. Therefore, in the present embodiment, the threshold value N g for the detected rotational speed value ω TH ​is determined according to the fundamental order. And this threshold value N TH is lower than the rotational speed detection value ω g . When it is determined that the power generation system 12 is in a low rotation state, in order to enhance the responsiveness of the feedback to the disturbance of the high-order vibration, the resonance frequency ω c and / or the damping coefficient ζ c of the vibration suppression filter 54 is adjusted.

[0097] On the other hand, when it is determined that the engine 17 and the generator 18 are in a high rotation state by the threshold value N TH , the disturbance of the low-order vibration such as the 0.5-order vibration indicated by the broken line becomes the frequency ω2 corresponding to the peak P2. Therefore, if the resonance frequency ω c and / or the damping coefficient ζ c of the vibration suppression filter 54 is not adjusted, shocks (vibrations) will occur in the electric vehicle 100 due to such disturbances of the low-order vibration. As described above, regarding the countermeasures against the vibrations that occur when the rotational speed detection value ω g is equal to or higher than the threshold value N TH , it will be described in detail in the second embodiment described later.

[0098] As described above, the vehicle control method according to the present embodiment includes an engine 17 that is a power source for generating power, a generator 18 that is a rotating electrical machine driven by the power, and a damper 19 that connects the engine 17 and the generator 18 and attenuates the power fluctuations and inputs them to the generator 18. This is a vehicle control method for controlling a vehicle having the above components. In this vehicle control method, according to the request for the electric vehicle 100, the first torque target value T g1 * , which is the torque that the generator 18 should generate, is calculated. On the other hand, using the rotational speed detection value ω g , which is the detection value of the rotational speed of the generator 18, and a vibration suppression filter 54 that suppresses the vibration that occurs when power is input from the engine 17 to the generator 18, the second torque target value T g1 * for feedback to the first torque target value T g2 * is calculated. And the first torque target value T g1 * and the second torque target value Tg2 * Based on this, the final torque command value T for the generator 18, which is the final torque command value, is calculated. g * Furthermore, the characteristics of the vibration damping filter 54 are adjusted according to the rotational speed detection value ω of the generator 18 g or an engine rotational speed detection value equivalent thereto.

[0099] In this way, in the vehicle control method according to this embodiment, by introducing the vibration damping filter 54 into the feedback control, vibrations caused by the deviation between the transfer characteristic Gp(s) and the actual transfer characteristic are suppressed. Moreover, since the power generation system 12, which is the source of vibrations, uses the damper 19, vibrations caused by disturbances generated in the engine 17, which is the drive source, may occur. However, since the characteristics of the vibration damping filter 54 are adjusted according to the rotational speed detection value ω g and the like, vibrations of the electric vehicle 100 caused by disturbances generated in the engine 17 are also suppressed.

[0100] In the vehicle control method according to this embodiment, in particular, when the rotational speed detection value ω of the generator 18 g or an engine rotational speed detection value equivalent thereto is less than a predetermined threshold value N TH that is predetermined, the resonance frequency ω of the vibration damping filter 54 c , and / or the damping coefficient ζ c are adjusted. That is, in a scene where the engine 17 and the generator 18 are rotating at low speeds, the resonance frequency ω of the vibration damping filter 54 c and / or the damping coefficient ζ c are adjusted.

[0101] As described above, when the engine 17 and the generator 18 are rotating at low speeds, disturbances that generate vibrations of higher orders than the fundamental order of the engine 17 become a problem. Therefore, in the vehicle control method according to this embodiment, in a low-speed scene, the resonance frequency ω of the vibration damping filter 54 c and / or the damping coefficient ζ c are adjusted. As a result, the responsiveness of the feedback control to disturbances of higher-order vibrations is enhanced, and the damper torque T dmpVibration is suppressed. As a result, the vibration of the electric vehicle 100 caused by the disturbance generated in the engine 17 is also suppressed.

[0102] As can be seen from FIG. 5(C), the resonance frequency ω of the vibration damping filter 54 c and / or the damping coefficient ζ c is adjusted such that the output torque or the like does not diverge and has little effect on the control stability. Therefore, according to the vehicle control method according to the present embodiment, it is possible to suppress the vibration caused by the disturbance generated in the engine 17 while ensuring the design freedom.

[0103] In the vehicle control method according to the present embodiment, in particular, the resonance frequency ω of the vibration damping filter 54 c is set lower than the resonance frequency ω determined by the characteristics of the engine 17, the generator 18, and the damper 19 that are the control targets. z Thereby, in particular, the responsiveness of the feedback control with respect to the disturbance of the high-order vibration is enhanced, and the vibration of the damper torque T dmp is suppressed. As a result, the vibration of the electric vehicle 100 caused by the disturbance generated in the engine 17 is also particularly well suppressed.

[0104] Conversely, when it is determined that the high rotation state is reached based on the threshold value N TH the resonance frequency ω of the vibration damping filter 54 c is set to the resonance frequency ω determined by the characteristics of the engine 17, the generator 18, and the damper 19 that are the control targets. z Thereby, in the high rotation scene, the natural vibration of the damper 19 caused by the disturbance generated in the engine 17 is reduced. As a result, the vibration of the electric vehicle 100 is suppressed.

[0105] In the vehicle control method according to the present embodiment, in particular, the damping coefficient ζ of the vibration damping filter 54 c is set to a value larger than the damping coefficient ζ determined in advance by the characteristics of the engine 17, the generator 18, and the damper 19 that are the control targets z and less than 1. Thereby, in particular, the responsiveness of the feedback control with respect to the disturbance of the high-order vibration is enhanced, and the damper torque Tdmp The vibration is suppressed. As a result, the vibration of the electric vehicle 100 caused by the disturbance generated in the engine 17 is also suppressed particularly well.

[0106] Conversely, when it is determined that the rotational speed is in the high-speed state based on the threshold value N TH the damping coefficient ζ of the vibration control filter 54 c is set to the damping coefficient ζ determined by the characteristics of the engine 17, the generator 18, and the damper 19 that are the control targets. z Thereby, in a high-speed scene, the natural vibration of the damper 19 caused by the disturbance generated in the engine 17 is reduced. As a result, the vibration of the electric vehicle 100 is suppressed.

[0107] In addition, in the vehicle control method according to the present embodiment, the threshold value N TH is determined based on the fundamental frequency of the vibration generated by the engine 17. That is, the threshold value N TN is set to the engine order rotational speed converted from the resonance frequency f of the power generation system 12 that is the control target. p Therefore, since the threshold value N TH is uniquely determined in advance by physical values such as the moment of inertia and torsional rigidity of the power generation system 12 that is the control target, there is an advantage that adaptation is not required.

[0108] [Second Embodiment] As described above, in the first embodiment, when the rotational speed detection value ω g is less than the threshold value N TH the vibration control unit 31 adjusts the resonance frequency ω c and / or the damping coefficient ζ of the vibration control filter 54. c However, when the rotational speed detection value ω g is less than the threshold value N THEven when the engine 17 and the generator 18 are in a high-speed rotation scene, vibrations may occur due to disturbances in the engine 17. Specifically, even in a high-speed rotation state, in a scene where low-order vibration disturbances such as 0.5-order vibration indicated by a broken line in FIG. 7 coincide with the frequency ω2 corresponding to the peak P2, or are at a frequency in the vicinity thereof, vibrations due to disturbances in the engine 17 occur. Therefore, when the resonance frequency ω c and / or the damping coefficient ζ c are not adjusted, shocks (vibrations) are generated in the electric vehicle 100 due to such low-order vibration disturbances. Therefore, in the second embodiment, even when the rotational speed detection value ω g is equal to or higher than the threshold value N TH , if necessary, the resonance frequency ω c of the vibration damping filter 54 and / or the damping coefficient ζ c are adjusted.

[0109] FIG. 8 is a block diagram showing the configuration of the vibration damping control unit 31 of the second embodiment. As shown in FIG. 8, the vibration damping control unit 31 of the second embodiment obtains an abnormal operation flag F2 indicating that an abnormal operation of the engine 17 has been detected indirectly from the generator controller 24 or directly from the engine controller 25. The abnormal operation flag F2 is generated, for example, by the engine controller 25. The engine controller 25 detects an abnormal operation of the engine 17, such as misfire or abnormal combustion in some cylinders of the engine 17, using a sensor (not shown) or by performing calculations using other information related to the engine 17. Then, the engine controller 25 outputs the abnormal operation flag F2 based on the detection result.

[0110] Then, in a high-speed rotation scene where the rotational speed detection value ω g is equal to or higher than the threshold value N TH , the vibration damping control unit 31 adjusts the characteristics of the vibration damping filter 54 based on the abnormal operation flag F2 of the engine 17. Specifically, when the rotational speed detection value ω g is equal to or higher than the threshold value N TH and an abnormal operation of the engine 17 is detected, the resonance frequency ωc and / or damping coefficient ζ c is adjusted.

[0111] The resonance frequency ω of the vibration damping filter 54 c is set lower than the resonance frequency ω determined in advance according to the characteristics of the engine 17, the generator 18, and the damper 19 that are the control targets. Also, the damping coefficient ζ z is set larger than the damping coefficient ζ determined in advance according to the characteristics of the engine 17, the generator 18, and the damper 19 that are the control targets, and to a value less than 1. That is, the method for adjusting the resonance frequency ω c and the damping coefficient ζ z is the same as in the first embodiment. Also, regarding other configurations and operations, etc., they are the same as those of the vibration damping control unit 31 in the first embodiment. c and the damping coefficient ζ c As described above, in the vehicle control method according to the second embodiment, an abnormal operation of the engine 17 that is the power source is detected. And when the rotational speed detection value ω

[0112] or an engine rotational speed detection value equivalent thereto is equal to or greater than the threshold value N g and an abnormal operation of the engine 17 is detected, the resonance frequency ω TH of the vibration damping filter 54 c and / or the damping coefficient ζ c is adjusted.

[0113] In a high - rotation scene where the rotational speed detection value ω g is equal to or greater than the threshold value N TH low - order vibrations lower than the fundamental order become a problem. However, such low - order vibrations are mainly caused by the abnormal operation of the engine 17. Therefore, as described above, in a high - rotation scene, when an abnormal operation of the engine 17 is detected, the resonance frequency ω c of the vibration damping filter 54 c and / or the damping coefficient ζ dmp is adjusted, so that the vibration of the damper torque T

[0114] As described above, in the vehicle control method according to the second embodiment, the resonance frequency ω c is a resonance frequency ω that is determined in advance by the characteristics of the engine 17, the generator 18, and the damper 19 that are the objects to be controlled. z This reduces the damper torque T dmp As a result, shocks (vibrations) of the electric vehicle 100 caused by disturbances of low-order vibrations are suppressed.

[0115] Similarly, in the vehicle control method according to the second embodiment, the damping coefficient ζ c is a damping coefficient ζ that is determined in advance by the characteristics of the engine 17, the generator 18, and the damper 19 that are the objects to be controlled. z This is set to a value larger than 1 and smaller than 1. This reduces the damper torque T dmp As a result, shocks (vibrations) of the electric vehicle 100 caused by disturbances of low-order vibrations are suppressed.

[0116] Although the embodiments of the present invention have been described above, the configurations described in the above embodiments and the respective modified examples merely represent some of the application examples of the present invention and are not intended to limit the technical scope of the present invention.

[0117] For example, in each of the above embodiments, the power generation system 12 is an example of a control target, and therefore the generator 18 is used, but the present invention is suitable for an apparatus or system having a rotating electric machine (including the case of an electric motor and the generator 18) connected to the engine 17 via a damper 19. In this case, the rotation speed detection value ω of the generator 18 in each of the above embodiments, etc. gis the rotational speed detection value of the rotating electrical machine (rotating electrical machine rotational speed detection value). Similarly, in each of the above embodiments, the power generation system 12 using the engine 17 is the control target, but a device or system that connects a power source other than the engine 17 to the rotating electrical machine via the damper 19 may be the control target. In this case, the rotational speed detection value of the engine 17 (engine rotation detection value) in each of the above embodiments, etc. is the power source rotational speed detection value. In addition, the vehicle controls of the first and second embodiments are compatible with each other and can be implemented in combination in one electric vehicle 100. Further, in each of the above embodiments, the electric vehicle 100 is exemplified, but the present invention can be preferably implemented in vehicles other than the electric vehicle 100, other devices or systems. Furthermore, the present invention can control a device or system other than the power generation system 12 exemplified in each of the above embodiments as long as it is a device or system in a form that connects a power source and a rotating electrical machine via a damper.

Explanation of Signs

[0118] 10: Battery, 11: Drive motor, 12: Power generation system, 13: Reducer, 14: Drive shaft, 15: Drive wheels, 16: Drive inverter, 17: Engine, 18: Generator, 19: Damper, 20: Generator inverter, 21: System controller, 22: Drive motor controller, 23: Battery controller, 24: Generator controller, 25: Engine controller, 26: Power generation control unit, 28: Rotational speed control unit, 29: Control mode selector, 31: Vibration control unit, 32: Current command value calculation unit, 33: Current control unit, 34: Decoupling control unit, 35: Current converter, 36: Voltage converter, 38: Subtraction unit, 39: Subtraction unit, 40: Current sensor, 41: First torque target value calculation unit, 42: Second torque target value calculation unit, 43: Torque command value calculation unit, 51: First term calculation unit, 52: Second term calculation unit, 53: Subtraction unit, 54: Vibration filter, 100: Electric vehicle, 101: Power generation system control device

Claims

1. A vehicle control method for controlling a vehicle having a power source that generates power, a rotating electrical machine driven by the power, and a damper that connects the power source and the rotating electrical machine and attenuates fluctuations in the power and inputs the power to the rotating electrical machine, calculating a first torque target value, which is the torque that the rotating electrical machine should generate, according to a request for the vehicle, calculating a second torque target value that feeds back to the first torque target value by using a detected value of the rotational speed of the rotating electrical machine, which is a detected rotational speed of the rotating electrical machine, and a vibration damping filter that suppresses vibration generated when the power is input from the power source to the rotating electrical machine, calculating a torque command value for the rotating electrical machine based on the first torque target value and the second torque target value, adjusting characteristics of the vibration damping filter according to the detected rotational speed of the rotating electrical machine or a detected value of the rotational speed of the power source, which is a detected rotational speed of the power source, Vehicle control method.

2. The vehicle control method according to claim 1, adjusting a resonance frequency of the vibration damping filter and / or an attenuation coefficient of the vibration damping filter when the detected rotational speed of the rotating electrical machine or the detected rotational speed of the power source is less than a predetermined threshold value determined in advance, Vehicle control method.

3. The vehicle control method according to claim 2, setting the resonance frequency of the vibration damping filter to be lower than a resonance frequency determined in advance according to characteristics of the power source, the rotating electrical machine, and the damper that are control targets, Vehicle control method.

4. The vehicle control method according to claim 2 or 3, setting the attenuation coefficient of the vibration damping filter to be larger than an attenuation coefficient determined in advance according to characteristics of the power source, the rotating electrical machine, and the damper that are control targets and to be less than 1, Vehicle control method.

5. The vehicle control method according to claim 1, wherein an abnormal operation of the power source is detected, when the detected value of the rotational speed of the rotary electric machine or the detected value of the rotational speed of the power source is equal to or greater than a predetermined threshold value, and the abnormal operation is detected, the resonance frequency of the vibration damping filter and / or the attenuation coefficient of the vibration damping filter are adjusted. Vehicle control method.

6. The vehicle control method according to claim 5, wherein the resonance frequency of the vibration damping filter is set lower than a resonance frequency predetermined according to the characteristics of the power source, the rotary electric machine, and the damper that are control targets. Vehicle control method.

7. The vehicle control method according to claim 5 or 6, wherein the attenuation coefficient of the vibration damping filter is set to be greater than an attenuation coefficient predetermined according to the characteristics of the power source, the rotary electric machine, and the damper that are control targets, and to a value less than 1. Vehicle control method.

8. The vehicle control method according to any one of claims 2 to 7, wherein the threshold value is determined in advance based on the fundamental frequency of the vibration generated by the power source. Vehicle control method.

9. A vehicle control device for controlling a vehicle having a power source that generates power, a rotary electric machine that is driven by the power, and a damper that connects the power source and the rotary electric machine and attenuates fluctuations in the power and inputs the power to the rotary electric machine, wherein in response to a request for the vehicle, a first torque target value calculation unit that calculates a first torque target value that is the torque that should be generated by the rotary electric machine. A second torque target value calculation unit that calculates a second torque target value for feedback with respect to the first torque target value, using a rotating electrical machine rotation speed detection value that is a detected value of the rotation speed of the rotating electrical machine, and a vibration damping filter that suppresses vibration generated when the power is input from the power source to the rotating electrical machine. A torque command value calculation unit that calculates a torque command value for the rotating electrical machine based on the first torque target value and the second torque target value. A vibration damping control unit that adjusts the characteristics of the vibration damping filter according to the rotating electrical machine rotation speed detection value or a power source rotation speed detection value that is a detected value of the rotation speed of the power source. A vehicle control device comprising the above.

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