Power generation system control method and power generation system control device

Abstract

Provided is a power generation system control method wherein, when power is generated by a power generation system that is mounted in a vehicle and connects an engine and a power generator via a damper, the rotation speed of the power generator is made to follow a target value. In this power generation system control method, a correction target value is calculated by using a first filter to decrease a component of a natural vibration frequency of a mount from a target value, the first filter being determined on the basis of an elastic characteristic of the mount that supports the power generation system with respect to the vehicle. In addition, a torque command value for making a detection value of the rotation speed follow the correction target value is calculated on the basis of the correction target value and the detection value. A feedback torque for the torque command value is calculated using the detection value and an inverse model of the power generation system. Further, a gain characteristic of the feedback torque is adjusted using the a feedback gain and a second filter that is determined on the basis of a power transmission characteristic of the power generation system 12. A final torque command value used to control the power generator 18 is calculated on the basis of the torque command value and the feedback torque.

Description

Power generation system control method and power generation system control device

[0001] The present invention relates to a control method and a control device for a power generation system mounted on a vehicle.

[0002] JP2010-288332A is an inverse model of the vehicle model (1 / G ｐ In particular, this prior art discloses a vibration suppression control that suppresses torsional vibrations occurring in a drive shaft by using a torque target value (T ｍ ＊ ) feedback torque (Tm ＊ 2) is the transfer characteristic G ｚ It is disclosed that the vibration of the output torque due to modeling errors and disturbances is suppressed by performing calculations using the filter (s).

[0003] Some vehicles are equipped with a power generation system that connects an engine and a generator. When the engine and the generator are connected via a damper, the power generation system constitutes a vibration system. That is, when generating electricity, the power generation system may cause torsional vibration in the connection mechanism between the engine and the generator. For this reason, vibration damping control using an inverse model of the power generation system model is performed on the power generation system, following the example of the vehicle drivetrain (drive shaft). However, simply introducing vibration damping control for the vehicle drivetrain may not be enough to sufficiently suppress vehicle body vibrations caused by the power generation system. For this reason, the vibration damping control for the power generation system requires adjustments specific to the power generation system.

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

[0005] One aspect of the present invention is a power generation system control method for controlling a rotational speed of a generator mounted on a vehicle, the power generation system connecting an engine and a generator via a damper, to track a target rotational speed. The power generation system control method includes: calculating a corrected target value by reducing a natural vibration frequency of the mount from the target value using a first filter determined based on vibration characteristics of the mount that supports the power generation system on the vehicle; calculating a torque command value for causing the detected value to track the corrected target value based on the corrected target value and a detected rotational speed; calculating a feedback torque for the torque command value using the detected value and an inverse model of the power generation system; and adjusting a gain characteristic of the feedback torque using a second filter and a feedback gain determined based on power transmission characteristics of the power generation system. The method then calculates a final torque command value to be used for controlling the generator based on the torque command value and the feedback torque.

[0006] FIG. 1 is an explanatory diagram showing a schematic configuration of an electric vehicle. FIG. 2 is a graph showing the torsional characteristics of a damper. FIG. 3 is a block diagram showing the configuration of a generator controller. FIG. 4 is a block diagram showing the configuration of a vibration suppression control unit. FIG. 5 is a Bode diagram showing the gain of damper torque with respect to engine torque. FIG. 6 is a graph showing changes over time in longitudinal acceleration and the like occurring in an electric vehicle. FIG. 7 is a block diagram showing the configuration of a vibration suppression control unit according to a second embodiment. FIG. 8 is a block diagram showing the configuration of a vibration suppression control unit according to a third embodiment.

[0007] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0008] 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 power from a battery 10, and includes a drive motor 11 and a power generation system 12.

[0009] The battery 10 stores electric power for driving each part of the electric vehicle 100. The battery 10 is rechargeable. In this embodiment, the battery 10 is charged by at least the electric power generated by the power generation system 12. The DC voltage output by the battery 10 (hereinafter referred to as the battery voltage Vｄｃ The SOC (State Of Charge) of the battery 10 can be obtained as needed.

[0010] The drive motor 11 is an electric motor used to drive the electric vehicle 100. The drive motor 11 is driven by electric power from the battery 10. The drive motor 11 is, for example, a three-phase AC synchronous motor.

[0011] The drive motor 11 is connected to a drive shaft 14 via a reduction gear 13 and the like. Drive wheels 15 are connected to the drive shaft 14. Therefore, the torque generated on the output shaft of the drive motor 11 generates driving force for the electric vehicle 100 in the drive wheels 15 via the reduction gear 13 and the like. Furthermore, when the electric vehicle 100 decelerates, the drive motor 11 converts the kinetic energy of the electric vehicle 100 into electrical energy through so-called regenerative control. All or part of the electric power obtained during regenerative control is charged to the battery 10.

[0012] 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 DC power output by the battery 10 into AC power and supplies it to the drive motor 11. During regenerative control, the drive inverter 16 also converts AC power generated by the drive motor 11 into DC power.

[0013] The power generation system 12 is a system that generates electric power to charge the battery 10. That is, the electric vehicle 100 of this embodiment is a so-called series hybrid electric vehicle. The power generation system 12 includes an engine 17, a generator 18, and a damper 19.

[0014] 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 electricity using the power generated by the engine 17. The rotation speed of the engine 17 and the output torque of the engine 17 (hereinafter referred to as engine torque T Ｅ ) can be detected accordingly.

[0015] The generator 18 generates electricity using the power of the engine 17. That is, the generator 18 generates electricity by rotating using the power input from the engine 17. The generator 18 is connected to the battery 10 via a generator inverter 20, and the generated electricity is charged into the battery 10. The generator inverter 20 converts AC power generated by the generator 18 into DC power and supplies it to the battery 10. The generator inverter 20 also converts DC power from the battery 10 into AC power and supplies it to the generator 18, allowing the generator 18 to power-run. As a result, when the engine 17 is started, the engine 17 is cranked. Furthermore, the generator 18 may be powered and the engine 17 may be idled, as necessary, to actively consume the power of the battery 10.

[0016] 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 I ｕ Similarly, the detected value of the current flowing through the V-phase of the generator 18 is the V-phase current I ｖ and the detected value of the current flowing through the W-phase of the generator 18 is the W-phase current I ｗ Hereinafter, the detected values ​​of the currents flowing through the phases of the generator 18 will be referred to as three-phase currents I ｕ , I ｖ , I ｗ 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 q-axis current I ｑ is detected by converting the three-phase current. In the following, the d-axis current I ｄ and q-axis current I ｑ The dq axis current I ｄ , I ｑ These are collectively referred to as:

[0017] The rotation speed of the generator 18 can be detected as needed. In this embodiment, the angular velocity (ω Ｇ ) [rad / s]. In the following, the detected value of the rotational speed (angular velocity) of the generator 18 is referred to as the rotational speed detected value ωＧ In addition, the torque of the generator 18 (hereinafter referred to as the generator torque T Ｇ ) is, for example, the rotation speed detection value ω Ｇ It can be detected appropriately based on the above.

[0018] The damper 19 is an element of a power transmission mechanism (not shown) that transmits the power generated by the engine 17 to the generator 18. The damper 19 reduces changes in the power generated by the engine 17 and transmits the power to the generator 18. In particular, the damper 19 of this embodiment is a so-called torsion damper, which transmits power while reducing power fluctuations through mechanical torsion. In addition to the damper 19, the power transmission mechanism also includes gears and the like.

[0019] 2 is a graph showing the torsional characteristics of the damper 19. As shown in FIG. 2, when the damper 19 is twisted during power transmission, a torque corresponding to this twist (hereinafter referred to as damper torque T ｄｍｐ As shown in FIG. 2, in this embodiment, the damper 19 generates a damper torque T ｄｍｐ is the torsion angle θ ＴＷ That is, the damper 19 is used within a range in which it does not reach a state where it is no longer possible to reduce fluctuations in the input power (a so-called bottoming-out state).

[0020] In addition to the drive system (drive motor 11, etc.) and power generation system 12, the electric vehicle 100 is equipped with various controllers (see FIG. 1) for controlling driving and the power generation system 12. Specifically, as shown in FIG. 1, the electric vehicle 100 is equipped with a system controller 21, a drive motor controller 22, a battery controller 23, a generator controller 24, and an engine controller 25. In this embodiment, the system controller 21 is also equipped with a power generation control unit 26.

[0021] The system controller 21 is a higher-level control unit that comprehensively controls each part of the electric vehicle 100. The drive motor controller 22, the battery controller 23, the generator controller 24, and the engine controller 25 are lower-level control units that individually control each part of the electric vehicle 100 based on commands from the system controller 21.

[0022] The system controller 21 may, for example, determine the accelerator opening A, which is the amount of accelerator pedal operation by the driver. ｐｏ The driving of the electric vehicle 100 is controlled based on the vehicle speed V, the gradient of the road surface on which the electric vehicle 100 is located, etc. ｐｏ etc. can be detected appropriately using a sensor or the like (not shown).

[0023] Specifically, the system controller 21 determines the accelerator opening A ｐｏ , vehicle speed V, and battery voltage V ｄｃ The drive torque command value is a command value that indicates a target torque (hereinafter referred to as drive torque) that should be output by the drive motor 11. The drive torque command value is input to the drive motor controller 22.

[0024] The drive motor controller 22 switches on and off the drive inverter 16 based on the drive torque command value. As a result, the drive motor controller 22 operates the drive motor 11 so as to generate the drive torque commanded by the system controller 21.

[0025] Furthermore, the system controller 21 determines the target power generation P ＊ The target generated power is a target value of the power to be generated by the power generation system 12 in order to charge the battery 10 and / or supply to the drive motor 11. The target generated power P ＊ is input to the power generation control unit 26.

[0026] The power generation control unit 26 controls the power generation by the power generation system 12 based on the target power generation. ＊Based on this, a target value for the rotation speed of the generator 18 (hereinafter referred to as the rotation speed target value ω Ｇ１ ＊ ), and engine torque T Ｅ (hereinafter referred to as the engine torque target value T Ｅ ＊ ) and operates the power generation system 12 based on them.

[0027] Rotation speed target value ω Ｇ１ ＊ is the target power generation power P ＊ In other words, when the power generation system 12 generates power, the generator 18, in principle, maintains a rotational speed equal to or greater than the rotational speed detection value ω Ｇ is the rotation speed target value ω Ｇ１ ＊ That is, the control of the generator 18 is a rotational speed control. Ｇ１ ＊ is input to the generator controller 24.

[0028] Engine torque target value T Ｅ ＊ is the target power generation power P ＊ In other words, when the power generation system 12 generates power, the engine 17 outputs a torque T Ｅ is the engine torque target value T Ｅ ＊ That is, the control of the engine 17 is a torque control. Ｅ ＊ is input to the engine controller 25.

[0029] In this embodiment, the power generation control unit 26 is provided in the system controller 21, but 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 battery controller 23 measures the SOC based on the current and voltage discharged or charged by the battery 10. The measured SOC can be used by the system controller 21 as appropriate. The battery controller 23 also calculates the inputtable power P of the battery 10 according to the temperature, internal resistance, and / or SOC of the battery 10. ＩＮ (receivable power) and output power P ＯＵＴ The available input power P ＩＮ and output power P ＯＵＴ The calculation results can be used by the system controller 21 as needed.

[0031] The generator controller 24 controls the operation of the generator 18. More specifically, the generator controller 24 controls the rotational speed target value ω Ｇ１ ＊ Based on this, the generator controller 24 switches on and off the generator inverter 20 in accordance with the state of the generator 18, such as the rotation speed and voltage. ＊ The rotation speed (ω Ｇ ) to operate the generator 18.

[0032] The engine controller 25 controls the operation of the engine 17, which is the power source of the power generation system 12. More specifically, the engine controller 25 controls the engine torque target value T Ｅ ＊ Based on this, the engine controller 25 adjusts the throttle, ignition timing, and / or fuel injection amount of the engine 17 in response to signals such as the rotation speed and temperature of the engine 17. As a result, the engine controller 25 adjusts the target generated power P ＊ Torque T that realizes power generation Ｅ Signals of the rotation speed, temperature, etc. of the engine 17 are appropriately acquired by sensors (not shown).

[0033] The system controller 21, drive motor controller 22, battery controller 23, generator controller 24, and engine controller 25 are each configured with one or more computers. These controllers are programmed to periodically execute the various controls described above at predetermined control intervals.

[0034] Although the above-described various controllers are described separately in this embodiment, some or all of these controllers may be configured as an integrated unit. For example, the above-described various controllers may be implemented as a whole on a single computer. Also, some of the above-described various controllers may be implemented on a single computer, such as by implementing the generator controller 24 and the engine controller 25 on a single computer. In other words, the above-described classification of the various controllers is merely for the convenience of explanation.

[0035] Of the various controllers described above, 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.

[0036] 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 vibration suppression control unit 31, a current command value calculation unit 32, a current control unit 33, a decoupling control unit 34, a voltage converter 35, and a current converter 36.

[0037] The vibration suppression control unit 31 controls the rotation speed (ω Ｇ ) is the rotation speed target value ω Ｇ１ ＊ The torque that the generator 18 must maintain (generator torque T Ｇ (not shown)).

[0038] The vibration damping control unit 31 not only suppresses the generation of vibrations by the power generation system 12 itself, but also makes it difficult for the vibrations generated by the power generation system 12 to be transmitted to the vehicle body (particularly the passenger compartment floor). In this embodiment, such control that comprehensively suppresses the generation and transmission of vibrations by the power generation system 12 is referred to as vibration damping control of the power generation system 12.

[0039] Hereinafter, the torque that the generator 18 should maintain will be referred to as the generator torque T Ｇ (not shown), and the generator torque T Ｇ The final command value for the generator torque is the final generator torque command value T Ｇ３ ＊ That is, the vibration suppression control unit 31 performs vibration suppression control to obtain the final generator torque command value T Ｇ３ ＊ Specifically, the vibration suppression control unit 31 calculates the rotation speed target value ω Ｇ１ ＊ and rotation speed detection value ω Ｇ Based on this, the final generator torque command value T Ｇ３ ＊ The rotation speed detection value ω Ｇ is suitably detected by a rotation sensor 37 provided on the generator 18.

[0040] The current command value calculation unit 32 calculates the final generator torque command value T Ｇ３ ＊ , rotation speed detection value ω Ｇ , and the battery voltage V ｄｃ The d-axis current command value I of the generator 18 is calculated using ｄ ＊ and the q-axis current command value I ｑ ＊ The d-axis current command value I ｄ ＊ and the q-axis current command value I ｑ ＊ is the d-axis current I of the generator 18 ｄ and q-axis current I ｑ is the command value for

[0041] The current control unit 33 controls the generator 18 by so-called current control. Specifically, the current control unit 33 controls the generator 18 by controlling 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 of the generator 18 is calculated. ｄ ＊ and the q-axis voltage command value V ｑ ＊ The d-axis voltage command value V ｄ ＊ and the q-axis voltage command value V ｑ ＊ is the d-axis voltage V of the generator 18 ｄ and q-axis voltage V ｑ is the command value for

[0042] d-axis voltage command value V ｄ ＊ is calculated by the subtractor 38 as the decoupling voltage V ｄ－ｄｃｐｌ (not shown) is subtracted from the d-axis voltage, and then input to the voltage converter 35. The d-axis voltage command value (V ｄ ＊＊ ) is the final d-axis voltage command value for the generator 18 (hereinafter referred to as the d-axis final voltage command value V ｄ ＊＊ (That is,

[0043] q-axis voltage command value V ｑ ＊ is calculated by the subtractor 39 as the decoupling voltage V ｑ－ｄｃｌｐ (not shown) is subtracted from the q-axis voltage, and then input to the voltage converter 35. The q-axis voltage command value (V ｑ ＊＊ ) is the final q-axis voltage command value for the generator 18 (hereinafter referred to as the q-axis final voltage command value V ｑ ＊＊ Hereinafter, the d-axis final voltage command value V ｄ ＊＊ and the q-axis final voltage command value V ｑ ＊＊ The final voltage command value V ｄ ＊＊ , V ｑ ＊＊ That's what they say.

[0044] The decoupling control unit 34 controls the d-axis current I ｄ and q-axis current I ｑ Using this, the decoupling voltage V ｄ－ｄｃｐｌ , V ｑ－ｄｃｐｌ Decoupling means reducing the voltage drop caused by interference between the d-axis and q-axis. These decoupling voltages V ｄ－ｄｃｐｌ , V ｑ－ｄｃｐｌ As described above, the subtractors 38 and 39 subtract the d-axis voltage command value V ｄ ＊ and the q-axis voltage command value V ｑ ＊ is subtracted from

[0045] The voltage converter 35 converts the dq axis final voltage command value V ｄ ＊＊ , V ｑ ＊＊ From the above, the voltage command value of each phase of UVW (three-phase voltage command value) V ｕ ＊ , V ｖ ＊ , V ｗ ＊ These three-phase voltage command values ​​V ｕ ＊ , V ｖ ＊ , V ｗ ＊ are input to the generator inverter 20. In response to these, 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 applies the final generator torque command value T Ｇ３ ＊ The generator torque T Ｇ and the rotation speed of the generator 18 (ω Ｇ ) is the rotation speed target value ω Ｇ１ ＊ Match or follow.

[0046] The current converter 36 converts the three-phase current I ｕ , I ｖ , I ｗ The dq axis current I ｄ , I ｑ Convert into three-phase current Iｕ , 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 ｖ is detected, and the current converter 36 detects the W-phase current I ｗ is calculated. The dq axis current I ｄ , I ｑ As described above, this is input to the current command value calculation unit 32 and the non-interference control unit 34.

[0047] Fig. 4 is a block diagram showing the configuration of vibration suppression control unit 31. As shown in Fig. 4, vibration suppression control unit 31 includes a correction target value calculation unit 41, a rotational speed control unit 42, a feedforward vibration suppression calculation unit 43, a feedback torque calculation unit 44, and a final command value calculation unit 45.

[0048] The correction target value calculation unit 41 calculates G ｍ A first filter (hereinafter referred to as the first filter G) having a transfer characteristic expressed as (s) ｍ (s)) to obtain the rotation speed target value ω Ｇ１ ＊ By correcting the rotation speed target value ω Ｇ２ ＊ The first filter G ｍ (s) is a filter that reduces vibrations transmitted from the power generation system 12 to the vehicle body (floor of the passenger compartment) via a mount (not shown) that supports the power generation system 12 on the electric vehicle 100. ｍ (s) is determined based on the elasticity characteristics of the mount. ｍ (s) is the natural frequency component of the vibration transmitted from the power generation system 12 to the vehicle body via the mount (natural frequency ω ｍｎｔ This is a notch filter (band-stop filter) that selectively reduces the components of the signal.

[0049] That is, the correction target value calculation unit 41 calculates the first filter G ｍ (s) to obtain the basic rotation speed target value ω Ｇ１ ＊ The corrected rotation speed target value ω that reduces the natural frequency component of the mount fromＧ２ ＊ In this way, the correction target value calculation unit 41 suppresses the transmission of vibrations generated in the power generation system 12 to the vehicle body.

[0050] The rotation speed control unit 42 detects the rotation speed ω Ｇ is the corrected rotation speed target value ω Ｇ２ ＊ The rotation speed detection value ω is set to match or follow the Ｇ and the corrected rotation speed target value ω Ｇ２ ＊ Based on this, the first generator torque command value T Ｇ１ ＊ The rotation speed control unit 42 calculates the first generator torque command value T Ｇ１ ＊ Calculate the following.

[0051] The feedforward vibration suppression calculation unit 43 calculates the first generator torque command value T Ｇ１ ＊ The second generator torque command value T Ｇ２ ＊ Calculate the following.

[0052] In this embodiment, the feedforward vibration control calculation unit 43 calculates the transfer characteristic G ｐ A model of the power generation system 12 represented by (s) (hereinafter referred to as the power generation system model G ｐ (s)) and a model that represents the normative response (hereinafter, normative model G ｒ Specifically, the feedforward vibration control calculation unit 43 is configured by a power generation system model G ｐ Inverse model 1 / G of (s) ｐ (s) and normative model G ｒ That is, the transfer characteristic of the feedforward vibration suppression calculation unit 43 is constructed using G ｒ (s) / G ｐ It is represented by (s).

[0053] In addition, the power generation system model G ｐ(s) is the torque input-rotational speed output transfer characteristic, that is, the torque input to the power generation system 12 (generator torque T Ｇ and engine torque T Ｅ input) to the rotation speed output (ω Ｇ The transfer characteristic is the output of the reference model G. ｒ (s) is the transfer characteristic of the reference response of the torque input-rotational speed output. Ｇ１ ＊ Correction of the second generator torque command value T Ｇ２ ＊ This calculation is called feedforward vibration suppression control.

[0054] The feedback torque calculation unit 44 calculates the rotational speed detection value ω Ｇ Corrected rotation speed target value ω Ｇ２ ＊ In order to make the rotation speed detection value ω Ｇ The second generator torque command value T Ｇ２ ＊ The torque to be fed back to the ｆｂ Specifically, the feedback torque calculation unit 44 calculates the final generator torque command value T Ｇ３ ＊ and rotation speed detection value ω Ｇ Based on this, the feedback torque T ｆｂ Calculate the following.

[0055] As shown in FIG. 2 , the feedback torque calculation unit 44 includes a torque estimation unit 46 , a torque detection unit 47 , a deviation calculation unit 48 , a gain characteristic adjustment unit 49 , and a feedback gain multiplication unit 50 .

[0056] The torque estimation unit 46 estimates the final generator torque command value T Ｇ３ ＊ When controlled according to the generator torque T Ｇ (Hereinafter, the generator torque estimate T ＧIn this embodiment, the torque estimation unit 46 is configured by a band-pass filter (hereinafter referred to as band-pass filter H(s)) represented by a transfer characteristic H(s). That is, the torque estimation unit 46 estimates the final generator torque command value T Ｇ３ ＊ is passed through a bandpass filter H(s) to obtain the generator torque estimate T Ｇ Calculate ^.

[0057] The torque detector 47 detects the rotation speed ω Ｇ Based on this, the torque actually generated by the generator 18 (hereinafter simply referred to as the generator torque T Ｇ Specifically, the torque detection unit 47 detects the torque by calculating the band-pass filter H(s) and the power generation system model G ｐ Inverse model 1 / G of (s) ｐ That is, the transfer characteristic of the torque detection unit 47 is H(s) / G ｐ It is represented by (s).

[0058] The deviation calculation unit 48 calculates the generator torque estimate T Ｇ ^ and generator torque T Ｇ Deviation ΔT Ｇ In this embodiment, the deviation calculation unit 48 calculates the generator torque T Ｇ From the generator torque estimate T Ｇ By subtracting ^, the deviation ΔT Ｇ Calculate the following.

[0059] The gain characteristic adjustment unit 49 adjusts the feedback torque T ｆｂ Specifically, the gain characteristic adjuster 49 adjusts the gain characteristic of the deviation ΔT Ｇ , the transfer characteristic G ｚ (s) (hereinafter referred to as the second filter G ｚ (s)) to obtain the feedback torque T ｆｂ Adjust the gain characteristics of the second filter G ｚ (s) is determined in advance based on the characteristics of the power transmission system of the power generation system 12, that is, the power transmission characteristics of the power generation system 12.

[0060] In principle, the feedback gain multiplication unit 50 calculates the deviation ΔT Ｇ to the feedback gain K ｆｂ By multiplying by ｆｂ In this embodiment, as described above, the deviation ΔT Ｇ is subjected to gain characteristic adjustment processing in the gain characteristic adjustment unit 49, the feedback gain multiplication unit 50 calculates the deviation ΔT Ｇ For feedback gain K ｆｂ By multiplying by ｆｂ Calculate the following.

[0061] The final command value calculation unit 45 calculates the second generator torque command value T Ｇ２ ＊ and the feedback torque T calculated by the feedback torque calculation unit 44. ｆｂ Based on this, the final generator torque command value T Ｇ３ ＊ In this embodiment, the final command value calculation unit 45 is a subtractor, and calculates the second generator torque command value T Ｇ２ ＊ from the feedback torque T ｆｂ By subtracting Ｇ３ ＊ In the following, the feedback torque T ｆｂ The second generator torque command value T Ｇ２ ＊ Correction of the final generator torque command value T Ｇ３ ＊ This calculation is called feedback vibration suppression control.

[0062] The power generation system 12 to be controlled is controlled by the engine torque target value T Ｅ ＊ The engine 17 is controlled based on the final generator torque command value T Ｇ３ ＊ As a result, the power generation system 12 controls the generator 18 based on the target generated power P ＊It generates electricity equivalent to

[0063] <Power Generation System Model> Hereinafter, the power generation system model G used in the vibration damping control unit 31 will be described. ｐ (s) etc. will be explained in detail.

[0064] The equations of motion of the power generation system 12 are expressed by the following equations (1) to (3).

[0065]

[0066] The parameters used in the above equation of motion are as follows:

[0067] J Ｇ : Generator inertia J Ｅ : Engine inertia K ｄｍｐ : Damper torsional rigidity D ｄｍｐ : Damper torsional damping constant N: Overall gear ratio ω Ｇ : Rotational speed (angular velocity) of the generator ω Ｅ : Engine rotation speed (angular velocity) T Ｇ : Generator torque T Ｅ : Engine torque T ｄｍｐ : Damper torque

[0068] According to the above equation of motion, the power generation system model G ｐ (s) is expressed in the form of the following equation (4). "s" is the Laplace operator. Then, by rearranging equation (4), the power generation system model G ｐ (s) is the gain g ｐ , polar natural frequency ω ｐ , pole damping ratio ζ ｐ , zero-point natural frequency ω ｚ , and zero point damping ratio ζ ｚ The pole natural frequency ω can be expressed in the form of the following equation (5) using ｐ and the pole damping ratio ζ ｐ are the frequency and damping ratio of the natural vibration generated in the power generation system 12. Also, the zero-point natural frequency ω ｚ and zero point damping ratio ζ ｚ is the inverse model 1 / G ｐ(s) are the natural vibration frequencies and damping ratios resulting from the use of the

[0069]

[0070] In addition, the rotational speed (ω Ｇ ) is expressed as the pole damping ratio ζ ｐ That is, the reference model G of the power generation system 12 ｒ (s) is expressed by the following equation (6).

[0071]

[0072] Therefore, the transfer characteristic of the feedforward vibration suppression calculation unit 43, G ｒ (s) / G ｐ (s) is expressed by the following equation (7).

[0073]

[0074] The bandpass filter H(s) used in the torque estimation unit 46 and the torque detection unit 47 has a polar natural frequency ω ｐ and the pole damping ratio ζ ｐ This is expressed by the following equation (8).

[0075]

[0076] The second filter G used in the gain characteristic adjustment unit 49 ｚ (s) is the zero-point natural frequency ω ｚ and zero point damping ratio ζ ｚ That is, the second filter G ｚ (s) is expressed by a transfer characteristic having poles and zero points, and the frequency and damping ratio of the natural vibration at the zero points are calculated by the power generation system model G ｐ (s) zero point natural frequency ω ｚ and zero point damping ratio ζ ｚ On the other hand, the second filter G ｚ The natural frequency of the natural vibration at the pole of (s) (ω ｃ ) and damping ratio (ζ ｃ ) is the second filter G ｚ(s) is a parameter that should be adjusted to suit the specific system that uses it. In the following, we will use the frequency variable ω ｃ The variable corresponding to the damping ratio of the natural vibration at the pole of equation (9) is called the damping ratio variable ζ ｃ That's what they say.

[0077]

[0078] For example, the second filter G ｚ When (s) is used in the drive system of the electric vehicle 100, the second filter G ｚ In (s), the damping ratio variable ζ ｃ is set to 1 (ζ ｃ = 1), and the frequency variable ω ｃ is the zero-point natural frequency ω ｚ is set to (ω ｃ =ω ｚ ).

[0079]

[0080] Second filter G ｚ When (s) is used for vibration control of the power generation system 12, the damping ratio variable ζ in Equation (9) is ｃ is expressed by the zero-point damping ratio ζ as shown in the following equation (11): ｚ can be set to a value greater than ζ and less than or equal to 1. ｃ is the zero point damping ratio ζ ｚ It is preferable that the value be set to a value greater than ζ and smaller than 1. ｚ <ζ ｃ <1). In this embodiment, the second filter G ｚ (s) damping ratio variable ζ ｃ is ζ ｚ <ζ ｃ < 1. Specifically, the damping ratio variable ζ ｃ is the engine torque T Ｅ Damper torque T ｄｍｐ The damping ratio variable ζ is adjusted so that the gain of the output of the amplifier does not diverge (extremely increase) at a specific frequency, but remains roughly constant over a wide frequency range. ｃThe adjustment of the frequency variable ω ｃ and feedback gain K ｆｂ However, the damping ratio variable ζ ｃ The adjustment of the frequency variable ω ｃ or feedback gain K ｆｂ It is preferable to carry out this in combination with the adjustment of

[0081]

[0082] In addition, the second filter G ｚ When (s) is used for vibration suppression control of the power generation system 12, the frequency variable ω in Equation (9) can be expressed as shown in Equation (12) below. ｃ is greater than zero and the zero-point natural frequency ω ｚ In particular, the frequency variable ω ｃ is greater than zero and the zero-point natural frequency ω ｚ It is preferable that the value be set to a value smaller than (0<ω ｃ <ω ｚ In this embodiment, the second filter G ｚ Frequency variable ω of (s) ｃ is 0 < ω ｃ <ω ｚ Specifically, the frequency variable ω ｃ is the engine torque T Ｅ Damper torque T ｄｍｐ The gain of this frequency variable ω is adjusted so that it does not diverge (extremely increase) at a specific frequency, but remains roughly constant over a wide frequency range. ｃ The damping ratio variable ζ ｃ and feedback gain K ｆｂ However, the frequency variable ω ｃ The damping ratio variable ζ ｃ or feedback gain K ｆｂ It is preferable to carry out this in combination with the adjustment of

[0083]

[0084] The second filter G ｚWhen (s) is used for vibration control of the power generation system 12, the second filter G ｚ The feedback gain K used in conjunction with (s) ｆｂ is preferably set to a value greater than zero and less than 1, as shown in the following equation (13). Specifically, the feedback gain K ｆｂ is the engine torque T Ｅ Damper torque T ｄｍｐ The gain of this feedback gain K is adjusted so that it does not diverge (extremely increase) at a specific frequency and remains roughly constant over a wide frequency band. ｆｂ The damping ratio variable ζ ｃ and frequency variable ω ｃ However, it can be performed independently regardless of the value of the feedback gain K ｆｂ The damping ratio variable ζ ｃ or the frequency variable ω ｃ It is preferable to carry out this in combination with the adjustment of

[0085]

[0086] The first filter G used in the correction target value calculation unit 41 ｍ (s) is the natural frequency ω, which is determined in principle by the elastic characteristics of the mount. ｍｎｔ and damping ratio ζ ｍｎｔ That is, the first filter G ｍ (s) is expressed by a transfer characteristic having a pole, and the frequency and damping ratio of the natural vibration at the pole are the natural frequency ω ｍｎｔ and damping ratio ζ ｍｎｔ is.

[0087]

[0088] In this embodiment, the first filter G ｍ Natural frequency ω of (s) ｍｎｔ and damping ratio ζ ｍｎｔis a predetermined fixed value. For example, vibration of the power generation system 12 is excited by the cranking operation of the engine 17 by the generator 18, and the acceleration in the longitudinal direction and the vertical direction of the vehicle body caused by the vibration is measured by an acceleration sensor installed on the vehicle body, and the frequency of these accelerations is analyzed by a method such as FFT (Fast Fourier Transform), thereby obtaining the first filter G ｍ Natural frequency ω of (s) ｍｎｔ and damping ratio ζ ｍｎｔ However, the first filter G ｍ Natural frequency ω of (s) ｍｎｔ , damping ratio ζ ｍｎｔ , or both of these may be variables that are adjusted depending on the temperature of the engine 17, etc.

[0089] <Effect of parameter adjustment on transmission characteristics, etc.> FIG. 5 shows the engine torque T Ｅ Damper torque T ｄｍｐ 1 is a Bode plot showing the gain of

[0090] The solid lines in Fig. 5A show two types of gains 51 and 52. The gain 51 is a gain when only feedforward vibration suppression control is performed without feedback vibration suppression control. The gain 52 is a gain when feedforward vibration suppression control and the second filter G ｚ The dashed line in FIG. 5A represents the gain when the feedback vibration suppression control is performed without the (s) parameter. The dashed line in FIG. 5A represents the gain when the feedforward vibration suppression control and the feedback vibration suppression control are performed and the second filter G ｚ The gain 53 when (s) is used is shown.

[0091] FIG. 5B shows the second filter G ｚ (s) damping ratio variable ζ ｃ 5B shows the change in gain when the frequency variable ω is changed. ｃ The zero-point natural frequency ω ｚ With the setting set to (ω ｃ =ω ｚ ), damping ratio variable ζ ｃ The minimum value (ζ ｃ = 0.1) and 1(ζ ｃAn example is shown in which the value is changed between 0 and 1.

[0092] FIG. 5C shows the second filter G ｚ Frequency variable ω of (s) ｃ 5C shows the transition of the gain when the damping ratio variable ζ is changed. ｃ With ζ set to 0.5, ｃ = 0.5), frequency variable ω ｃ to zero (ω ｃ = 0) and the zero-point natural frequency ω ｚ (ω ｃ =ω ｚ ) is shown.

[0093] FIG. 5D shows the feedback gain K ｆｂ 5(D) shows the change in gain when the damping ratio variable ζ ｃ With ζ set to 0.5, ｃ = 0.5), feedback gain K ｆｂ The minimum value (K ｆｂ = 0.1) and 1 (K ｆｂ An example is shown in which the value is changed between 0 and 1.

[0094] As shown by the gain 51 in FIG. 5A, when only feedforward vibration suppression control is performed and feedback vibration suppression control is not performed, the power generation system model G ｐ The natural frequency ω of the pole at (s) ｐ At a frequency corresponding to Ｅ Damper torque T ｄｍｐ As shown by the gain 52 in FIG. 5B, the feedback vibration suppression control is performed in addition to the feedforward vibration suppression control, but the gain of the second filter G ｚ If (s) is not used, the power generation system model G ｐ Natural frequency ω of the zero point in (s) ｚ At a frequency corresponding to Ｅ Damper torque T ｄｍｐ This is because the gain of the inverse model 1 / G of the power generation system 12 increases in the feedback vibration suppression control. ｐThis is because (s) is used.

[0095] As shown by the gain 53 in FIG. 5A, the second filter G ｚ Frequency variable ω of (s) ｃ The zero-point natural frequency ω ｚ and the damping ratio variable ζ ｃ When set to 1, the natural frequency of the pole ω ｐ and the natural frequency ω of the zero point ｚ That is, the increase in the gain at the frequency corresponding to the engine torque T Ｅ Damper torque T ｄｍｐ The gain of is balanced and approaches a constant state over a wide frequency range. However, as the gain 53 indicates, the natural frequency ω ｐ and the natural frequency ω of the zero point ｚ A gentle peak remains in a frequency band different from the frequency corresponding to the

[0096] Therefore, the second filter G ｚ (s) damping ratio variable ζ ｃ When is changed in the range of 0.1 to 1, the magnitude of the peak changes, for example, as shown by the dashed line in FIG. ｃ Therefore, in this embodiment, the second filter G ｚ (s) damping ratio variable ζ ｃ Set the value to an intermediate value, i.e., 0 < ζ ｚ <ζ ｃ By setting the engine torque T Ｅ Damper torque T ｄｍｐ The gain of the frequency variable ω is more balanced and especially close to constant over a wide frequency range. ｃ and feedback gain K ｆｂ Although it depends on the setting value of ｃ The optimum value of is about 0.5 (ζ ｃ ≒0.5).

[0097] And, ζ ｃ ≒0.5, and the frequency variable ω ｃ 0 < ω ｃ <ω ｚWhen the second filter G is changed within the range of ｚ Frequency variable ω of (s) ｃ is set to an intermediate value, i.e., 0<ω ｃ <ω ｚ By setting the engine torque T Ｅ Damper torque T ｄｍｐ The gain of the damping ratio variable ζ is more balanced and especially close to a constant value over a wide frequency range. ｃ and feedback gain K ｆｂ Depending on the setting value of , the frequency variable ω ｃ The optimum value of is approximately the zero-point natural frequency ω ｚ is about half of (ω ｃ ≒ω ｚ / 2).

[0098] Furthermore, ζ ｃ ≒0.5 and ω ｃ =ω ｚ With the feedback gain set to ｆｂ 0≦K ｆｂ 5D, there is a value that can minimize the magnitude of the peak. Therefore, in this embodiment, the feedback gain Kfb is set to an intermediate value, i.e., 0<K ｆｂ By setting the engine torque T Ｅ Damper torque T ｄｍｐ The gain of the damping ratio variable ζ is more balanced and especially close to a constant value over a wide frequency range. ｃ and frequency variable ω ｃ Although it depends on the setting value of the feedback gain K ｆｂ The optimum value of is about 0.3 (K ｆｂ ≒0.3).

[0099] In addition, the engine torque T Ｅ Damper torque T ｄｍｐ To balance the gain of ｃ , frequency variable ω ｃ, and feedback gain K ｆｂ In particular, as described above, ζ ｃ ≒0.5, ω ｃ ≒ω ｚ / 2, and K ｆｂ It is preferable that the ratio is approximately 0.3.

[0100] <Operation of Vibration Suppression Control> The operation of vibration suppression control executed by the power generation system control device 101 configured as above will be described below.

[0101] 6A and 6B are graphs showing temporal changes in the longitudinal acceleration and the like occurring in the electric vehicle 100. FIG. 6A shows the target rotational speed ω of the generator 18. Ｇ１ ＊ Here, at time t ０ 6(B) shows a scene in which the power generation system 12 is started up after being stopped. Specifically, it shows a scene in which the engine 17 is cranked by the generator 18. FIG. 6(C) shows a scene in which the final generator torque command value T Ｇ３ ＊ FIG. 6C shows the rotation speed detection value ω of the generator 18. Ｇ FIG. 6(D) shows the engine torque T Ｅ FIG. 6(E) shows the damper torque T ｄｍｐ FIG. 6(F) shows the longitudinal acceleration A of the vehicle body. ｘ 6A to 6F, the solid lines indicate the present embodiment, and the dashed lines indicate the comparative example. The comparative example is the first filter G ｍ Rotation speed target value ω by (s) Ｇ１ ＊ In the feedback vibration suppression control, ｃ = 1, ω ｃ =ω ｚ , and K ｆｂ This is an example where .times. ...

[0102] As shown in FIG. 6A, when the power generation system 12 is started after being stopped, first, the rotation speed target value ω Ｇ１ ＊ In the comparative example, as shown by the dashed line, the first filter G ｍ Since (s) is not used, the rotation speed target value ωＧ１ ＊ On the other hand, in this embodiment, as shown by the solid line, the step change of the first filter G ｍ (s) determines the target rotation speed ω Ｇ１ ＊ is the corrected rotation speed target value ω Ｇ２ ＊ Therefore, the corrected rotation speed target value ω Ｇ２ ＊ is used for control.

[0103] This rotation speed target value ω Ｇ１ ＊ and the corrected rotation speed target value ω Ｇ２ ＊ As shown in Figs. 6B and 6C, the final generator torque command value T Ｇ３ ＊ and rotation speed detection value ω Ｇ As a result, the engine 17 is cranked by the generator 18. Then, at time t １ When the engine 17 starts to rotate, the engine torque T Ｅ is entered.

[0104] Furthermore, as shown in FIG. 6(E), the damper torque T ｄｍｐ As shown by the dashed line, in the comparative example, the damper torque T ｄｍｐ On the other hand, as shown by the solid line, in this embodiment, the damper torque T ｄｍｐ This is because the amplitude of the torque is suppressed and the convergence is improved during the period from the start of cranking until the engine 17 actually starts rotating due to friction (time t ０ From time t １ That is, in this embodiment, the occurrence of vibration (torsional vibration) in the power generation system 12 is suppressed more than in the comparative example.

[0105] Furthermore, in the comparative example, the damper torque T ｄｍｐ becomes almost zero many times, and in this embodiment, the damper torque T ｄｍｐ The number of times when the damper torque Tｄｍｐ When the value of the rotational speed of the vehicle exceeds zero, a rattle noise occurs due to backlash of the gears included in the power transmission system. Therefore, in this embodiment, the number of times that a rattle noise occurs is reduced compared to the comparative example.

[0106] As described above, the damper torque T ｄｍｐ fluctuates, and this fluctuation is transmitted to the vehicle body, causing fluctuations in the longitudinal acceleration of the vehicle body. That is, when vibration occurs in the power generation system 12, the vibration vibrates the vehicle body. For example, as shown in FIG. 6(F), when the power generation system 12 is started, the longitudinal acceleration A of the vehicle body ｘ However, as shown by the broken line, in the comparative example, the longitudinal acceleration A ｘ On the other hand, as shown by the solid line, in this embodiment, the longitudinal acceleration A ｘ That is, in this embodiment, the vibrations generated in the power generation system 12 are less likely to be transmitted to the vehicle body (floor of the passenger compartment), and any vibrations that are transmitted to the vehicle body are quickly subsided.

[0107] [Second embodiment] In the first embodiment, the first filter G ｍ (s) damping ratio ζ ｍｎｔ is a preset fixed value, but is not limited to this. ｍ (s) damping ratio ζ ｍｎｔ is used as a variable, and the temperature of the engine 17 (hereinafter referred to as engine temperature θ Ｅ The damping ratio ζ ｍｎｔ An example of adjusting the above will be described.

[0108] 7 is a block diagram showing the configuration of vibration suppression control unit 31 according to the second embodiment. Vibration suppression control unit 31 of the second embodiment includes a correction target value calculation unit 41, a rotational speed control unit 42, a feedforward vibration suppression calculation unit 43, a feedback torque calculation unit 44, and a final command value calculation unit 45, as well as a damping ratio setting unit 55. Correction target value calculation unit 41, rotational speed control unit 42, feedforward vibration suppression calculation unit 43, feedback torque calculation unit 44, and final command value calculation unit 45 have the same configurations as those in the first embodiment.

[0109] The attenuation ratio setting unit 55 determines the outputtable power P of the battery 10. ＯＵＴ , engine temperature θ Ｅ , the friction of the engine 17 (hereinafter simply referred to as friction μ Ｅ ), or a combination of these, the first filter G ｍ (s) damping ratio ζ ｍｎｔ Set or change the

[0110] For example, when the electric vehicle 100 is in a low temperature environment, the outputtable power P ＯＵＴ Then, the available output power P ＯＵＴ Depending on the degree of decrease in the final generator torque command value T Ｇ３ ＊ is the available output power P ＯＵＴ Torque limit T according to ｌｉｍ (not shown) is used to limit the torque. ｌｉｍ is, for example, the available output power P ＯＵＴ The rotation speed detection value ω Ｇ That is, T ｌｉｍ =P ＯＵＴ / ω Ｇ Then, the final generator torque command value T Ｇ３ ＊ is the torque limit T ｌｉｍ When the power generation system 12 is limited by the above equation, the vibration damping control performed by the vibration damping control unit 31 does not have a sufficient effect. That is, the generation and transmission of vibrations in the power generation system 12 are not sufficiently suppressed.

[0111] Therefore, at least the final generator torque command value T Ｇ３ ＊ is the torque limit T ｌｉｍ When the output power is limited by ＯＵＴ The lower the damping ratio ζ ｍｎｔ For example, the damping ratio setting unit 55 increases the final generator torque command value T Ｇ３ ＊ is the torque limit T ｌｉｍThen, it is determined whether the final generator torque command value T Ｇ３ ＊ is the torque limit T ｌｉｍ When it is determined that the available output power P ＯＵＴ Depending on the damping ratio ζ ｍｎｔ Increase the value of .

[0112] In this way, the available output power P ＯＵＴ As the damping ratio ζ decreases ｍｎｔ is set to be large, the final generator torque command value T Ｇ３ ＊ is the available output power P ＯＵＴ The torque limit T is set according to ｌｉｍ That is, the final generator torque command value T Ｇ３ ＊ is the torque limit T ｌｉｍ As a result, the available output power P ＯＵＴ Even if the available power output P ＯＵＴ is suppressed as well as if the

[0113] In addition, the engine temperature θ Ｅ and the outputtable power P of the battery 10 ＯＵＴ Specifically, when the power generation system 12 is stopped in a low-temperature environment, the engine temperature θ Ｅ When the temperature of the battery 10 is low, the battery 10 is also usually at a low temperature, and its available output power P ＯＵＴ Therefore, the engine temperature θ Ｅ When the torque command value T Ｇ３ ＊ is the torque limit T ｌｉｍ is likely to be limited by

[0114] Therefore, the damping ratio setting unit 55 determines the damping ratio based on the engine temperature θ Ｅ The lower the damping ratio ζ ｍｎｔ For example, the damping ratio setting unit 55 can increase the engine temperature θ Ｅis set to an engine temperature threshold value Th θＥ (not shown) is determined. Ｅ is the engine temperature threshold Th θＥ When it is determined that the engine temperature θ Ｅ Depending on the damping ratio ζ ｍｎｔ The value of can be increased.

[0115] In this way, the engine temperature θ Ｅ As the damping ratio ζ decreases ｍｎｔ is set to be large, the final generator torque command value T Ｇ３ ＊ is the available output power P ＯＵＴ The torque limit T is set according to ｌｉｍ That is, the final generator torque command value T Ｇ３ ＊ is the torque limit T ｌｉｍ As a result, the engine temperature θ Ｅ Even if the engine temperature θ Ｅ is suppressed as well as if the

[0116] Furthermore, the friction μ of the engine 17 Ｅ and the outputtable power P of the battery 10 ＯＵＴ Specifically, when the power generation system 12 is stopped in a low-temperature environment, the friction μ of the engine 17 Ｅ When the battery 10 is high, the battery 10 is usually at a low temperature and its available output power P ＯＵＴ Therefore, the friction μ of the engine 17 Ｅ When the final generator torque command value T Ｇ３ ＊ is the torque limit T ｌｉｍ is likely to be limited by

[0117] Therefore, the damping ratio setting unit 55 determines the friction μ of the engine 17. ＥThe larger the damping ratio ζ ｍｎｔ For example, the damping ratio setting unit 55 can increase the friction μ of the engine 17. Ｅ is a friction threshold Th that is determined in advance based on an experiment or a simulation. μ (not shown) is used to determine whether the friction μ of the engine 17 is greater than the Ｅ is the friction threshold Th μ When it is determined that the friction μ of the engine 17 is greater than Ｅ Depending on the damping ratio ζ ｍｎｔ The value of can be increased.

[0118] In this way, friction μ Ｅ As the damping ratio ζ increases, ｍｎｔ is set to be large, the final generator torque command value T Ｇ３ ＊ is the available output power P ＯＵＴ The torque limit T is set according to ｌｉｍ That is, the final generator torque command value T Ｇ３ ＊ is the torque limit T ｌｉｍ As a result, the friction μ of the engine 17 is reduced in a low temperature environment. Ｅ Even when the friction μ of the engine 17 is large, the generation and transmission of vibration in the power generation system 12 is Ｅ is suppressed as well as in the normal case where there is no increase.

[0119] The available output power P ＯＵＴ is obtained from the battery controller 23. The engine temperature θ Ｅ can be measured, for example, by the temperature of the cooling water or cooling oil that cools the engine 17. Ｅ is the temperature of the engine oil (not shown) (hereinafter referred to as the engine oil temperature θ ｏｉｌ For example, the damping ratio setting unit 55 may measure the damping ratio as needed depending on the engine oil temperature θ ｏｉｌ and engine 17 friction μ ＥA map in which the engine oil temperature θ is correlated based on experiments or simulations is stored in advance, and by referring to this map, the engine oil temperature θ ｏｉｌ Friction μ of the engine 17 according to Ｅ can be obtained.

[0120] [Third Embodiment] In the first and second embodiments, the correction target value calculation unit 41 of the vibration suppression control unit 31 is effective regardless of the situation. Ｇ１ ＊ Regardless of the situation, the first filter G ｍ (s) to obtain the corrected rotation speed target value ω Ｇ２ ＊ However, depending on the operating state of the engine 17, the first filter G ｍ (s) determines the target rotation speed ω Ｇ１ ＊ Corrected rotation speed target value ω Ｇ２ ＊ Correcting the first filter G ｍ (s) determines the target rotation speed ω Ｇ１ ＊ Corrected rotation speed target value ω Ｇ２ ＊ When combustion in the engine 17 starts, the corrected rotation speed target value ω Ｇ２ ＊ and rotation speed detection value ω Ｇ The magnitude relationship between the first filter G and the second filter G may be reversed, causing sudden temporary noise or vibration from the power generation system 12. ｍ The first filter G (s) is preferably used as needed by being enabled or disabled based on the operating conditions of the engine 17. ｍ A suitable configuration for appropriately enabling / disabling (s) depending on the operating conditions of the engine 17 will be described.

[0121] FIG. 8 is a block diagram showing the configuration of a vibration suppression control unit 31 according to the third embodiment. As shown in FIG. 3, in addition to the correction target value calculation unit 41, rotational speed control unit 42, feedforward vibration suppression calculation unit 43, feedback torque calculation unit 44, final command value calculation unit 45, and damping ratio setting unit 55, a target value switching unit 56 is further included. The correction target value calculation unit 41, rotational speed control unit 42, feedforward vibration suppression calculation unit 43, feedback torque calculation unit 44, and final command value calculation unit 45 have the same configurations as those in the first and second embodiments. The damping ratio setting unit 55 also has the same configuration as that in the second embodiment. Note that, although the target value switching unit 56 is added to the vibration suppression control unit 31 of the second embodiment, this is not limiting. The target value switching unit 56 may also be added to the vibration suppression control unit 31 of the first embodiment.

[0122] The target value switching unit 56 switches the rotation speed target value to be input to the rotation speed control unit 42 through the first filter G ｍ The rotation speed target value ω not processed in (s) Ｇ１ ＊ and the first filter G ｍ The corrected rotation speed target value ω processed in (s) Ｇ２ ＊ That is, the target value switching unit 56 switches between the correction target value calculation unit 41 (first filter G ｍ Specifically, the target value switching unit 56 is configured by, for example, an engine operating state determination unit 57 and a target value changeover switch 58.

[0123] The engine operating state determination unit 57 determines, for example, the rotation speed target value ω Ｇ１ ＊ , rotation speed detection value ω Ｇ , and fuel cut flag F ＦＣ The operating state of the engine 17 is determined based on the fuel cut flag F ＦＣ is a flag indicating the state of fuel supply to the engine 17, and is acquired from, for example, the engine controller 25. In this embodiment, the fuel cut flag F ＦＣis set to "0 (off)" when fuel is being supplied to the engine 17, and to "1 (on)" when fuel is not being supplied to the engine 17.

[0124] The engine operating state determination unit 57 determines whether the operating state of the engine 17 is at least one of a "stopped state," a "cranking state," and a "combustible state."

[0125] The "stopped state" is a state in which the engine 17 is stopped from rotating. The "cranking state" is a state in which the engine 17 is cranked by the generator 18. The "combustible state" is a state in which the engine 17 is capable of combustion (firing) by supplying fuel. In this embodiment, the engine operating state determination unit 57 determines the "combustible state" by further dividing it into a "fuel cut state" in which combustion is possible but fuel is not being supplied, and a "firing state" in which fuel is being supplied and the engine 17 is burning.

[0126] Specifically, before the power generation system 12 is started, the engine operating state determination unit 57 determines the rotation speed target value ω Ｇ１ ＊ This time's value ω Ｇ１ ＊ [z ０ ] is zero and (ω Ｇ１ ＊ [z ０ ]=0), rotation speed target value ω Ｇ１ ＊ The previous value of ω Ｇ１ ＊ [z １ ] is zero and (ω Ｇ１ ＊ [z １ ]=0), rotation speed detection value ω Ｇ is zero (ω Ｇ = 0), and the fuel cut flag F ＦＣ When is 1, (F ＦＣ After the power generation system 12 is started, the engine operation state determination unit 57 determines that the engine 17 is in a stopped state. Ｇ１ ＊ This time's value ω Ｇ１ ＊[z ０ ]is zero (ω Ｇ１ ＊ [z ０ ]=0), rotation speed target value ω Ｇ１ ＊ The previous value of ω Ｇ１ ＊ [z １ ] is a non-zero value and (ω Ｇ１ ＊ [z １ ]≠0), and the fuel cut flag F ＦＣ When becomes 1 (F ＦＣ = 1), it is determined that the engine 17 has reached a stopped state.

[0127] The engine operating state determination unit 57 determines the rotation speed target value ω Ｇ１ ＊ This time's value ω Ｇ１ ＊ [z ０ ] is a non-zero value and (ω Ｇ１ ＊ [z ０ ]≠0), the target rotation speed value ω Ｇ１ ＊ The previous value of ω Ｇ１ ＊ [z １ ] is zero and (ω Ｇ１ ＊ [z １ ]=0), and the fuel cut flag F ＦＣ is 1 (F ＦＣ = 1), it is determined that the engine 17 has entered a cranking state.

[0128] The engine operating state determination unit 57 determines the rotation speed target value ω Ｇ１ ＊ This time's value ω Ｇ１ ＊ [z ０ ] is a non-zero value and (ω Ｇ１ ＊ [z ０ ]≠0), the target rotation speed value ω Ｇ１ ＊ The previous value of ω Ｇ１ ＊ [z １ ] is a non-zero value and (ω Ｇ１ ＊ [z １ ]≠0), rotation speed detection value ωＧ is a non-zero value (ω Ｇ ≠0), and the fuel cut flag F ＦＣ When becomes 1 (F ＦＣ = 1), it is determined that the engine 17 has entered a fuel cut state (a combustion-enabled state).

[0129] Then, the engine operating state determination unit 57 calculates the rotation speed target value ω Ｇ１ ＊ This time's value ω Ｇ１ ＊ [z ０ ] is a non-zero value and (ω Ｇ１ ＊ [z ０ ]≠0), the target rotation speed value ω Ｇ１ ＊ The previous value of ω Ｇ１ ＊ [z １ ] is a non-zero value and (ω Ｇ１ ＊ [z １ ]≠0), and the fuel cut flag F ＦＣ When becomes 0 (F ＦＣ = 0), it is determined that the engine 17 has entered a firing state (a state in which combustion is possible).

[0130] The target value changeover switch 58 changes the rotation speed target value ω Ｇ１ ＊ or the corrected rotation speed target value ω Ｇ２ ＊ Either of the above is input to the rotation speed control section 42.

[0131] Specifically, when the engine 17 is in a stopped state, the target value changeover switch 58 changes the rotation speed target value to be input to the rotation speed control unit 42 to the corrected rotation speed target value ω Ｇ２ ＊ Switch to.

[0132] That is, the target value changeover switch 58 is configured to change the first filter G at least until the operating state of the engine 17 transitions from the stopped state to the cranking state. ｍIn this embodiment, when the engine 17 is stopped, the target value changeover switch 58 changes the rotation speed target value to be input to the rotation speed control unit 42 to the corrected rotation speed target value ω Ｇ２ ＊ Switch to.

[0133] The target value changeover switch 58 changes the rotation speed target value to be input to the rotation speed control unit 42 through the first filter G ｍ (s) Unprocessed rotation speed target value ω Ｇ１ ＊ In this embodiment, when the operating state of the engine 17 is already in the cranking state, the target value changeover switch 58 changes the rotation speed target value to be input to the rotation speed control unit 42 to the first filter G when the operating state of the engine 17 subsequently transitions to the combustion-enabled state (fuel cut state). ｍ (s) Unprocessed rotation speed target value ω Ｇ１ ＊ Switch to.

[0134] That is, in this embodiment, the target value changeover switch 58 switches the first filter G ｍ Furthermore, the target value changeover switch 58 disables the first filter G ｍ (s) is invalidated.

[0135] As described above, the first filter G ｍ When (s) is enabled or disabled, the first filter G ｍ (s) is valid only when the engine 17 is in a cranking state.

[0136] When cranking the engine 17, the rotation speed (ω Ｇ ) is the rotation speed target value ω at which the power generation system 12 is less likely to generate vibrations. Ｇ１ ＊ Therefore, the rotation speed (ω Ｇ) is a power generation system model G ｐ The natural frequency of the poles and zeros in (s) (ω ｐ and ω ｚ ), vibrations occurring in the power generation system 12 are particularly likely to be a problem. For this reason, as described above, at least in a scene where the engine 17 is in a cranking state, the first filter G ｍ (s) should be enabled.

[0137] On the other hand, when the engine 17 is not in the cranking state, the rotation speed (ω Ｇ ) is a power generation system model G ｐ The natural frequency of the poles and zeros in (s) (ω ｐ and ω ｚ ), and the power generation system 12 is in a state where vibration is unlikely to occur in the first place. Therefore, when the engine 17 is not in a cranking state, as described above, the first filter G ｍ (s) can be disabled.

[0138] The target value changeover switch 58 is also ｍ The actual timing for enabling or disabling (s) is determined by the rotation speed target value ω Ｇ１ ＊ and rotation speed detection value ω Ｇ Specifically, the target value changeover switch 58 determines the rotation speed target value ω Ｇ１ ＊ and rotation speed detection value ω Ｇ When the timing becomes equal (ω Ｇ１ ＊ =ω Ｇ ), first filter G ｍ As a result, the target value changeover switch 58 activates or deactivates the first filter G ｍ That is, the target value changeover switch 58 reduces discontinuities in the rotation speed target value that occur due to the changeover, thereby reducing noise and vibrations that occur in the power generation system 12 due to such discontinuous changes.

[0139] As described above, the power generation system control methods according to the first to third embodiments are implemented by the power generation system 12 mounted on the vehicle (100) and connecting the engine 17 and the generator 18 via the damper 19, and are used to control the rotation speed (ω Ｇ ) to the target value (ω Ｇ１ ＊ In this power generation system control method, a first filter G is determined based on the elasticity characteristics of a mount that supports the power generation system 12 on the vehicle (100). ｍ (s) to obtain the target value (ω Ｇ１ ＊ ) to the mount's natural vibration frequency (ω ｍｎｔ ) component, the correction target value (ω Ｇ２ ＊ ) is calculated. Also, the correction target value (ω Ｇ２ ＊ ) and the detected value of the rotation speed (ω Ｇ ) based on the detected value (ω Ｇ ) to the correction target value (ω Ｇ２ ＊ ) to make the torque command value (T Ｇ１ ＊ ) and calculate the detected value (ω Ｇ ) and the inverse model of the power generation system 1 / G ｐ (s) to obtain the torque command value (T Ｇ１ ＊ ) to the feedback torque (T ｆｂ ) and further, a second filter G determined based on the power transmission characteristics of the power generation system 12 is calculated. ｚ (s) and feedback gain K ｆｂ Using the feedback torque T ｆｂ The gain characteristic of the torque command value (T Ｇ１ ＊ ) and feedback torque T ｆｂ Based on this, the final torque command value (T Ｇ３ ＊ ) is calculated.

[0140] In this way, in the power generation system control methods according to the first to third embodiments, the first filter G ｍRotation speed target value ω by (s) Ｇ１ ＊ and the second filter G ｚ Feedback torque T by (s) ｆｂ By correcting the gain characteristic of the power generation system 12, it is possible to suitably reduce the generation of vibrations in the power generation system 12 and the transmission of the vibrations to the vehicle body (floor of the passenger compartment).

[0141] In the power generation system control methods according to the first to third embodiments, the second filter G ｚ (s) is represented by a transfer characteristic with poles and zeros. ｚ The damping ratio of the natural vibration at the pole of (s) (ζ ｃ ) is less than 1 and the second filter (G ｚ The damping value of the natural vibration at the zero point of ｚ ) is set to a value greater than

[0142] In this way, the second filter G ｚ The damping ratio variable ζ in (s) ｃ But, ζ ｚ <ζ ｃ < 1, the engine torque T Ｅ Damper torque T ｄｍｐ The gains of the power generating system 12 are balanced over a wide frequency band. As a result, the occurrence of vibrations in the power generating system 12 is particularly likely to be reduced.

[0143] In the power generation system control methods according to the first to third embodiments, the second filter G ｚ The natural frequency (ω) at the pole of (s) ｃ ) is greater than 0, and the second filter G ｚ The natural vibration frequency (ω) at the zero point of (s) ｚ ) is set to a value smaller than

[0144] In this way, the second filter G ｚ The frequency variable ω in (s) ｃ is 0<ω ｃ <ω ｚ By setting the engine torque T Ｅ Damper torque Tｄｍｐ The gains of the power generating system 12 are balanced over a wide frequency band. As a result, the occurrence of vibrations in the power generating system 12 is particularly likely to be reduced.

[0145] In the power generation system control methods according to the first to third embodiments, the feedback gain K ｆｂ is set to a value greater than 0 and less than 1.

[0146] In this way, the feedback gain K ｆｂ is 0<K ｆｂ < 1, the engine torque T Ｅ Damper torque T ｄｍｐ The gains of the power generating system 12 are balanced over a wide frequency band. As a result, the occurrence of vibrations in the power generating system 12 is particularly likely to be reduced.

[0147] In the power generation system control method according to the second and third embodiments (particularly the second embodiment), the first filter G ｍ (s) is represented by a transfer characteristic with a pole. ｍ The damping ratio of the natural vibration at the pole of (s) (ζ ｍｎｔ ) is variable.

[0148] In this way, the first filter G ｍ (s) damping ratio ζ ｍｎｔ When the torque command value T Ｇ３ ＊ is the torque limit T ｌｉｍ Even in situations where it is usually difficult to obtain vibration control effects, the damping ratio ζ ｍｎｔ By adjusting the above, it becomes easier to obtain a sufficient vibration damping effect.

[0149] In the power generation system control method according to the second and third embodiments (particularly the second embodiment), the vehicle (100) has a battery 10 that is charged by power generated by a power generation system 12, and the available output power P ＯＵＴ In response to the decrease in ｍ (s) damping ratio ζ ｍｎｔ Make it bigger.

[0150] In this way, the outputtable power P of the battery 10 ＯＵＴ In response to ｍ (s) damping ratio ζ ｍｎｔ When the value of the final generator torque command T Ｇ３ ＊ is the torque limit T ｌｉｍ Therefore, even in a scene where it is usually difficult to obtain a sufficient vibration suppression effect, it becomes easier to obtain a sufficient vibration suppression effect.

[0151] In the power generation system control method according to the second and third embodiments (particularly the second embodiment), the temperature (θ Ｅ ) in response to the decrease in the first filter G ｍ (s) damping ratio ζ ｍｎｔ Make it bigger.

[0152] In this way, the engine temperature θ Ｅ In response to the decrease in ｍ (s) damping ratio ζ ｍｎｔ When the value of the final generator torque command T Ｇ３ ＊ is the torque limit T ｌｉｍ Therefore, even in a scene where it is usually difficult to obtain a sufficient vibration suppression effect, it becomes easier to obtain a sufficient vibration suppression effect.

[0153] In the power generation system control method according to the second and third embodiments (particularly the second embodiment), the first filter G ｍ (s) damping ratio ζ ｍｎｔ Make it bigger.

[0154] In this way, the first filter G ｍ (s) damping ratio ζ ｍｎｔ When the value of the final generator torque command T Ｇ３ ＊ is the torque limit T ｌｉｍ Therefore, even in a scene where it is usually difficult to obtain a sufficient vibration suppression effect, it becomes easier to obtain a sufficient vibration suppression effect.

[0155] In the power generation system control method according to the first to third embodiments (particularly the third embodiment), the operating state of the engine 17 is determined, and the first filter G ｍ (s) to be enabled or disabled.

[0156] As described above, depending on the operating state of the engine 17, the first filter G ｍ (s) determines the target rotation speed ω Ｇ１ ＊ Corrected rotation speed target value ω Ｇ２ ＊ Therefore, as described above, the first filter G ｍ When (s) is enabled or disabled, the first filter G ｍ (s) is accurately determined and the first filter G ｍ (s) can be used.

[0157] In the power generation system control method according to the first to third embodiments (particularly the third embodiment), the target value (ω Ｇ１ ＊ ), detected value (ω Ｇ ), and a flag (F ＦＣ ) based on which the operating state of the engine 17 is determined.

[0158] In this way, the rotation speed target value ω Ｇ１ ＊ , rotation speed detection value ω Ｇ , and fuel cut flag F ＦＣ If the operating state of the engine 17 is determined using ｍ Therefore, the first filter G ｍ (s) can be enabled or disabled.

[0159] In the power generation system control method according to the first to third embodiments (particularly the third embodiment), the operating state of the engine 17 is distinguished among a stop state in which the engine 17 is stopped, a cranking state in which the engine 17 is cranked, and a combustible state in which combustion in the engine is possible, and the first filter G ｍ (s) is enabled, and when the operating state of the engine 17 transitions from the cranking state to the combustible state, the first filter G ｍ (s) is invalidated.

[0160] In this way, when the engine 17 is in a cranking state, the first filter G ｍ (s) is enabled, and then when the first filter G ｍ If (s) is invalidated, the first filter G ｍ Only during cranking, when the need to use (s) is particularly high, the first filter G ｍ (s) can be validated precisely.

[0161] In the power generation system control method according to the first to third embodiments (particularly the third embodiment), the target value (ω Ｇ１ ＊ ) and the detected value (ω Ｇ ) match, the first filter G ｍ (s) to enable or disable.

[0162] In this way, the rotation speed target value ω Ｇ１ ＊ and rotation speed detection value ω Ｇ When the first filter G ｍ When (s) is enabled or disabled, the rotation speed (ω Ｇ ) discontinuity can be reduced. As a result, the generation of noise and vibration due to this switching can be reduced.

[0163] The power generation system control device according to the first to third embodiments is mounted on a vehicle (100), and when generating electricity by a power generation system 12 that connects an engine 17 and a generator 18 via a damper 19, controls the rotation speed of the generator 18 to a target value (ωＧ１ ＊ The power generation system control device 101 (controller) controls the power generation system 12 to follow the first filter G determined based on the elasticity characteristics of the mount that supports the power generation system 12 on the vehicle (100). ｍ (s) to obtain the target value (ω Ｇ１ ＊ ) to the mount's natural vibration frequency (ω ｍｎｔ ) component, the correction target value (ω Ｇ２ ＊ ), and a correction target value calculation unit 41 that calculates the correction target value (ω Ｇ２ ＊ ) and the detected value of the rotation speed (ω Ｇ ) based on the detected value (ω Ｇ ) to the correction target value (ω Ｇ２ ＊ ) to make the torque command value (T Ｇ１ ＊ ) and a rotation speed control unit 42 that calculates the detected value (ω Ｇ ) and the inverse model of the power generation system 1 / G ｐ (s) to obtain the torque command value (T Ｇ１ ＊ ) feedback torque T ｆｂ and a second filter G determined based on the power transmission characteristics of the power generation system 12. ｚ (s) and feedback gain K ｆｂ Using the feedback torque T ｆｂ a gain characteristic adjusting unit 49 for adjusting the gain characteristic of the torque command value (T Ｇ１ ＊ ) and feedback torque T ｆｂ Based on this, the final torque command value (T Ｇ３ ＊ and a final command value calculation unit 45 that calculates the final command value.

[0164] In this way, the power generation system control device 101 (controller) according to the first to third embodiments described above controls the first filter G ｍ Rotation speed target value ω by (s) Ｇ１ ＊ and the second filter Gｚ Feedback torque T by (s) ｆｂ By correcting the gain characteristic of the power generation system 12, it is possible to suitably reduce the generation of vibrations in the power generation system 12 and the transmission of the vibrations to the vehicle body (floor of the passenger compartment).

[0165] The above describes embodiments and modifications of the present invention, but 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.

[0166] For example, the electric vehicle 100 has been described as an example of a vehicle equipped with a power generation system 12, but the present invention is also suitable for vehicles other than the electric vehicle 100 as long as they are equipped with a power generation system 12.

Claims

1. A power generation system control method for controlling a power generation system mounted on a vehicle, which connects an engine and a generator via a damper, to cause the rotational speed of the generator to follow a target value when generating electricity using the power generation system, the method comprising: calculating a corrected target value by using a first filter determined based on the elastic characteristics of a mount that supports the power generation system on the vehicle to reduce components of the natural vibration frequency of the mount from the target value; calculating a torque command value for causing the detected value to follow the corrected target value based on the corrected target value and the detected value of the rotational speed; calculating a feedback torque for the torque command value using the detected value and an inverse model of the power generation system; adjusting the gain characteristics of the feedback torque using a second filter and a feedback gain determined based on the power transmission characteristics of the power generation system; and calculating a final torque command value to be used for controlling the generator based on the torque command value and the feedback torque.

2. A power generation system control method according to claim 1, wherein the second filter is represented by a transfer characteristic having a pole and a zero point, and the damping ratio of the natural vibration at the pole of the second filter is set to a value smaller than 1 and larger than the damping value of the natural vibration at the zero point of the second filter.

3. A power generation system control method according to claim 2, wherein the natural vibration frequency at the pole of the second filter is set to a value greater than 0 and smaller than the natural vibration frequency at the zero point of the second filter.

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

5. A power generation system control method according to claim 1, wherein the first filter is represented by a transfer characteristic having a pole, and a damping ratio of natural vibration at the pole of the first filter is variable.

6. A power generation system control method according to claim 5, wherein the vehicle has a battery that is charged with power generated by the power generation system, and the damping ratio of the first filter is increased in response to a decrease in the available output power of the battery.

7. A power generation system control method according to claim 5, wherein the damping ratio of the first filter is increased in response to a decrease in the temperature of the engine.

8. A power generation system control method according to claim 5, wherein the damping ratio of the first filter is increased in response to an increase in the frictional resistance of the engine.

9. A power generation system control method according to claim 1, comprising: determining an operating state of the engine; and enabling or disabling the first filter based on the operating state of the engine.

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

11. A power generation system control method as claimed in claim 10, comprising: discriminating, as the operating state of the engine, a stopped state in which the engine is stopped, a cranking state in which the engine is cranked, and a combustible state in which combustion in the engine is possible; enabling the first filter at least until the operating state of the engine transitions from the stopped state to the cranking state; and disabling the first filter when the operating state of the engine transitions from the cranking state to the combustible state.

12. A power generation system control method according to claim 11, wherein the first filter is enabled or disabled when the target value and the detected value match.

13. A power generation system control device that is mounted on a vehicle and that controls the rotational speed of the generator to follow a target value when generating electricity using a power generation system that connects an engine and a generator via a damper, and that uses a first filter determined based on the elastic characteristics of a mount that supports the power generation system on the vehicle to calculate the natural vibration frequency (ω ｍｎｔ a rotational speed control unit that calculates a torque command value for making the detected value follow the corrected target value, based on the corrected target value and a detected value of the rotational speed; a feedback torque calculation unit that calculates a feedback torque for the torque command value, using the detected value and an inverse model of the power generation system; a gain characteristic adjustment unit that adjusts a gain characteristic of the feedback torque, using a second filter and a feedback gain determined based on a power transmission characteristic of the power generation system; and a final command value calculation unit that calculates a final torque command value to be used for controlling the generator, based on the torque command value and the feedback torque.

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