JP2023023269A - Vehicle control method and vehicle control device - Google Patents

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

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

Patent Document 1 discloses a control method for an electric vehicle that controls the torque, rotation speed, etc., of a motor that drives the electric vehicle by feedback control based on a detected rotation speed value of the motor to a torque or rotation speed that meets a request. It is In particular, in Patent Document 1, in the above feedback control, the transmission characteristic Gp(s) from the motor torque to the motor rotation speed is used, and the transmission characteristic Gz(s) determined according to the transmission characteristic Gp(s) is expressed. A filter (hereinafter referred to as a Gz filter) is used. This Gz filter has the effect of suppressing vibrations that occur in the vehicle due to feedback control related to motor torque.

JP 2010-288332 A

A power source such as an engine and a rotating electrical machine such as a motor or a generator may be connected via a so-called damper. Even when an attenuator is used between the power source and the rotating electrical machine, the rotation speed detection value of the rotating electrical machine is used to make the rotation speed, torque, etc. of the rotating electrical machine meet the requirements. If the Gz filter is simply introduced for feedback control, when disturbances due to the operation of the power source such as engine compression reaction force, combustion torque pulsation, and abnormal combustion occur, they are transmitted through the damper. Torque may oscillate. As a result, there is a problem that shock (vibration) occurs in the vehicle when a disturbance caused by the operation of the power source occurs, even though the Gz filter is installed.

It is an object of the present invention to provide a vehicle control method and a vehicle control apparatus capable of suppressing vibration caused by disturbance caused by the operation of a power source in a vehicle equipped with a system that connects a power source and a rotating electric machine via a damper. aim.

An aspect of the present invention includes a power source that generates power, a rotating electrical machine that is driven by the power, and a damper that connects the power source and the rotating electrical machine to attenuate fluctuations in the power and input the power to the rotating electrical machine. A vehicle control method for controlling a vehicle having In this vehicle control method, a first torque target value, which is the torque to be generated by the rotating electric machine, is calculated according to a request to the vehicle. On the other hand, a rotating electrical machine rotation speed detection value, which is a rotation speed detection value of the rotating electrical machine, and a damping filter that suppresses vibrations that occur when power is input to the rotating electrical machine from the power source, are used to generate the first torque. A second torque target value to be fed back with respect to the target value is calculated. After that, a torque command value for the rotating electric machine is calculated based on the first torque target value and the second torque target value. Then, the characteristic of the damping filter is adjusted according to the power source rotation speed detection value, which is the rotation speed detection value of the rotary electric machine or the rotation speed detection value of the power source.

According to the present invention, there is provided a vehicle control method and a vehicle control apparatus capable of suppressing vibration caused by disturbance caused by 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. be able to.

FIG. 1 is an explanatory diagram showing a schematic configuration of an electric vehicle. FIG. 2 is a graph showing power transmission characteristics of the damper. FIG. 3 is a block diagram showing the configuration of the generator controller. FIG. 4 is a block diagram showing the configuration of the damping control section. FIG. 5 shows (A) transmission characteristics from torque to rotation speed for the engine and generator, (B) transmission characteristics from engine torque to disturbance torque, and (C) rotation speed detection value to second torque target value. is a graph showing the transfer characteristics up to . FIG. 6 shows the rotation speed detection value, the generator torque, and the damper torque under the control of the second comparative example in a scene where engine disturbance is input, and the control according to the present embodiment in a scene where engine disturbance is input. 4 is a graph showing a detected rotational speed value, generator torque, and damper torque; FIG. 7 is a graph showing frequencies related to engine vibration. FIG. 8 is a block diagram showing the configuration of the damping control section of the second embodiment.

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

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

Battery 10 stores electric power for driving each part of electric vehicle 100 . Battery 10 is rechargeable. In this embodiment, the battery 10 is charged with at least the power generated by the power generation system 12 . In this embodiment, the battery 10 is a DC power supply. A DC voltage (hereinafter referred to as battery voltage _Vdc ) output by the battery 10 can be detected by a sensor or the like (not shown).

Drive motor 11 is an electric motor for driving electric vehicle 100 , and generates driving force for electric vehicle 100 using electric power of battery 10 . In this embodiment, the drive motor 11 is a three-phase AC motor.

The drive motor 11 is connected to a drive shaft 14 via a reduction gear 13 and the like. A drive wheel 15 is connected to the drive shaft 14 . Therefore, the torque generated at the output shaft of drive motor 11 generates driving force for electric vehicle 100 at drive wheels 15 via reduction gear 13 and 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. A part or all of the electric power obtained during regeneration control can be charged to the battery 10 .

Drive motor 11 is connected to battery 10 via drive inverter 16 . The drive inverter 16 is an inverter for the drive motor 11 , converts the DC power output by the battery 10 into AC power, and supplies the AC power to the drive motor 11 . During regeneration control, the drive inverter 16 converts AC power generated by the drive motor 11 into DC power.

The power generation system 12 is a system that generates 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 an attenuator 19 .

The engine 17 is a so-called internal combustion engine and is a power source of the power generation system 12 . That is, the generator 18 generates power using the power generated by the engine 17 . In this embodiment, the power generation system 12 uses the engine 17, which is an internal combustion engine, as a power source. A parameter related to the operating state of the engine 17 such as the number of revolutions of the engine 17 (hereinafter referred to as engine number of revolutions) can be appropriately detected by a sensor or the like (not shown).

The generator 18 generates power with the power of the engine 17 . That is, the generator 18 generates power by being rotated by the driving force of the engine 17 . The generator 18 is connected to the battery 10 via the generator inverter 20, and the battery 10 is charged with electric power generated by the power generation. The generator inverter 20 converts AC power generated by the generator 18 into DC power and supplies the DC power to the battery 10 . In addition, the generator inverter 20 can convert the DC power of the battery 10 into AC power and supply it to the generator 18 , so that the generator 18 can be powered and rotated. As a result, the engine 17 is cranked when starting the engine 17 . In addition, the electric power of the battery 10 is consumed by power-running the generator 18 and idling the engine 17 as necessary. The operation mode of idling the engine 17 in this way is called motoring.

In this embodiment, generator 18 is a three-phase alternator having U, V, and W phases. 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. Below, the detected value of the current flowing through each phase of the generator 18 may be collectively referred to as three-phase current. The detected value of the d-axis current of the generator 18 is the d-axis current _Id , and the detected value of the q-axis current of the generator 18 is _{the q} -axis current Iq. The d-axis current _Id and the q-axis current _Iq are detected by transforming the three-phase currents. Hereinafter, the d-axis current _Id and the q-axis current _Iq of the generator 18 may be collectively referred to as dq-axis currents _Id and _Iq . In addition, the detected value of the rotation speed of the generator 18 (hereinafter simply referred to as the detected rotation speed value _ωg ) can be appropriately detected by a sensor or the like (not shown).

The damper 19 is a power transmission mechanism that transmits power generated by the engine 17 to the generator 18 . In this embodiment, the attenuator 19 is a so-called damper, which not only transmits the power generated by the engine 17 but also mitigates changes in the power generated by the engine 17 and transmits the power to the generator 18 . That is, the attenuator 19 connects the engine 17 and the generator 18 , attenuates the fluctuation of 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 torsional damper, which directly connects the output shaft of the engine 17 and the input shaft of the generator 18 and dampens the transmitted power by mechanical twist. That is, the attenuator 19, which is a torsional damper, responds to the power input from the engine 17 and/or the torque generated in the generator 18 for power generation (hereinafter referred to as generator torque _Tg (not shown)). It dampens fluctuations in the power to be transmitted by twisting. In the present embodiment, a direct connection means a direct mechanical connection that cannot be arbitrarily cut without using other objects (members, mechanisms, etc.).

FIG. 2 is a graph showing power transmission characteristics (torsion spring characteristics) of the damper 19. As shown in FIG. As shown in FIG. 2, when the damper 19 is twisted when transmitting power, a torque corresponding to this twist (hereinafter referred to as damper torque _Tdmp ) is generated. Assuming that the torsion angle of the damper 19 (hereinafter referred to as torsion angle θ _TW ), the damper torque T _dmp is proportional to the torsion angle θ _TW while the torsion angle θ _TW is within a predetermined range. That is, if the torsion angle θ _TW is within a predetermined range, the attenuator 19 can be linearly deformed.

The electric vehicle 100 includes, in addition to the above-described power generation system 12 and the like, various controllers for controlling travel and the like and controlling the power generation system 12 (see FIG. 1). Specifically, as shown in FIG. 1, it includes a system controller 21, a drive motor controller 22, a battery controller 23, a generator controller 24, and an engine controller 25. FIG. Further, in this embodiment, the system controller 21 includes a power generation control section 26 .

The system controller 21 is a high-level control unit that controls each unit of the electric vehicle 100 using vehicle information. The vehicle information is a parameter representing the operating state of each part that constitutes the electric vehicle 100 . For example, parameters representing the driving state of the electric vehicle 100, such as the accelerator opening Apo, which is the amount of operation 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, are vehicle information. Further, parameters representing the internal state of the electric vehicle 100, such as the SOC (State Of Charge) of the battery 10, the power that can be input and the power that can be output from the battery 10, and the power generated by the power generation system 12, are also vehicle information. For example, the rotational speed detection value ω _g of the generator 18, the d-axis current I _d , the q-axis current I _q , etc., and the rotational speed of the engine 17 are vehicle information. These are examples of parameters representing the rotation state of the generator 18 . The battery voltage _Vdc is vehicle information. In addition, information such as the actual torque of the engine 17 and the actual generator torque _Tg , which is directly obtained using a sensor or the like, or indirectly obtained by calculation using vehicle information, is vehicle information. include. The system controller 21 can acquire these various types of vehicle information as necessary using sensors (not shown), various types of controllers described above, and the like.

The system controller 21 uses one or more pieces of vehicle information to calculate a motor torque command value. The motor torque command value is a command value representing a 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 a motor torque command value for driving the electric vehicle 100 . A motor torque command value is input to the drive motor controller 22 . In this embodiment, the system controller 21 calculates the driving torque command value according to the accelerator opening Apo, the vehicle speed V, the SOC of the battery 10, the power that can be input, the power that can be output, the power generated by the generator 18, and the like. .

The system controller 21 uses one or more pieces of vehicle information to calculate the target power generation. The target power generation is a target value of power to be generated by the power generation system 12 to charge the battery 10 and/or supply the drive motor 11 . Therefore, the system controller 21 operates as a target generated power calculation unit that calculates a target generated power regarding power generation in the electric vehicle 100 . The calculated target power generation is input to the power generation control unit 26 .

The power generation control unit 26 controls power generation by the power generation system 12 based on the target power generation. Specifically, the power generation control unit 26 calculates the generator rotation speed command value ω _g ^* , the generator torque command value T _c ^* , and the engine torque command value T _E ^* based on the target generated power. , the power generation system 12 is operated based on these.

The generator rotation speed command value ω _g ^* is a target value (command value) for the rotation speed that the generator 18 should maintain in order for the power generation system 12 to generate the target generated power. The generator rotation speed command value ω _g ^* is input to the generator controller 24 . The generator torque command value T _c ^* is a target value (command value) for the torque that should be generated by the generator 18 in order for the power generation system 12 to generate the target generated power. The generator torque command value T _c ^* is input to the generator controller 24 .

It should be noted that the control mode of the generator 18 according to this embodiment includes 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 the power generator 18 should be controlled in the rotational 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 switching between the rotation speed control mode and the torque control mode to the generator controller 24 as necessary.

The engine torque command value T _E ^* is a 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 .

In this embodiment, the power generation control unit 26 is provided in the system controller 21, but the power generation control unit 26 is provided independently of the system controller 21 like the generator controller 24 and the engine controller 25. may

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 .

The drive motor controller 22 switches the drive inverter 16 according to the state of the drive motor 11, such as the number of revolutions and voltage, 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 .

The battery controller 23 measures the SOC based on the current or voltage that the battery 10 discharges or charges. The measured SOC is output to the system controller 21 . The battery controller 23 also calculates the possible input power and the possible output power of the battery 10 according to the temperature, internal resistance and/or SOC of the battery 10 . The calculation results of the possible input power and the possible output power are output to the system controller 21 .

Generator controller 24 controls the operation of generator 18 . More specifically, the generator controller 24 controls the generator inverter according to the state of the generator 18 such as the rotation speed and voltage based on the generator rotation speed command value ω _g ^* or the generator torque command value T _c ^*. 20. Thereby, the generator controller 24 operates the generator 18 so as to achieve the target power generation. In this embodiment, the generator controller 24 controls the generator 18 so as to achieve the target power generation as described above, and also performs damping control to suppress vibrations occurring in the power generation system 12 . The details of the configuration of the generator controller 24 will be described later.

The engine controller 25 is a power source controller that controls the operation of the engine 17 that is the power source. More specifically, the engine controller 25 adjusts the throttle, ignition timing, and/or fuel injection amount of the engine 17 based on the engine torque command value T _E ^* according to signals such as the rotation speed and temperature of the engine 17. adjust. As a result, the engine controller 25 causes the engine 17 to generate power for achieving the target power generation. Signals such as the rotation speed and temperature of the engine 17 are appropriately acquired by a sensor or the like (not shown).

The system controller 21, drive motor controller 22, battery controller 23, generator controller 24, and engine controller 25 described above are composed of one or more computers. That is, each of these controllers may partially or wholly include, for example, a central processing unit (CPU), a random access memory (RAM), an input/output interface (I/O interface), and the like. Further, these controllers are programmed to periodically execute the various controls described above in a predetermined control cycle.

In this embodiment, the various controllers described above are described separately, but some or all of these controllers may be integrally configured. For example, the various controllers described above can be implemented in a single computer as a whole. Also, for example, one computer may implement some of the various controllers described above, such as implementing the generator controller 24 and the engine controller 25 in one computer. In other words, the division of various controllers described above is merely for convenience of explanation. Therefore, all of the various controllers described above constitute a vehicle control device that controls the electric vehicle 100 .

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

<Configuration of generator controller>
FIG. 3 is a block diagram showing the configuration of the generator controller 24. As shown in FIG. As shown in FIG. 3, the generator controller 24 includes a rotation speed control unit 28, a control mode selector 29, a damping control unit 31, a current command value calculation unit 32, a current control unit 33, a non-interfering control unit 34, a current A converter 35 and a voltage converter 36 are provided.

The rotation speed control unit 28 calculates a rotation speed control torque command value Tω*, 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 _g ^. . The rotational speed control torque command value Tω ^* is a target value (command value) for the torque that should be generated by the generator 18 in order to realize power generation of the target generated power while maintaining the rotational speed of the generator 18. . The rotational speed control torque command value Tω ^* is input to the control mode selector 29 .

Based on the control mode switching flag F1, the control mode selector 29 sets either the generator torque command value _Tc ^* or the rotation speed control torque command value Tω ^* as the steady torque command value _Tgs ^* to the damping control unit 31. output to That is, when the generator 18 is controlled in the torque control mode, the generator torque command value T _c ^* is input to the damping control section 31 as the steady torque command value T _gs ^* . On the other hand, when the generator 18 is controlled in the rotation speed control mode, the rotation speed control torque command value Tω ^* is input to the damping control section 31 as the steady torque command value _Tgs ^* . The steady-state torque command value T _gs ^* determines the torque that should be generated by the generator 18 when the power generation system 12 is in a steady state in which vibration is not generated.

The damping control unit 31 calculates the damping torque T _v based on the steady torque command value T _gs ^* and the rotational speed detection value ω _g . The damping torque command value T _v ^* determines a target value (command value) for the torque that should be generated by the generator 18 in order to suppress vibrations generated in the power generation system 12 and achieve power generation of the target power generation. A specific configuration of the damping control unit 31 will be described in detail later.

The current command value calculator 32 calculates the d-axis current command value I _d ^* and the q-axis current command value of the generator 18 using the damping torque command value T _v ^* , the rotation speed detection value ω _g , and the battery voltage V _dc Compute I _q ^* . The d-axis current command value _Id ^* is ^a command value for commanding the d-axis current _Id of the generator 18 in order to realize the generator torque _Tg corresponding to the damping torque command value Tv _* . Similarly, the q-axis current command value _Iq ^* is a command value for commanding the q-axis current _Iq of the generator 18 in order to realize the generator torque _Tg corresponding to the damping torque command value _Tv ^* . be. The d-axis current command value I _d ^* and the q-axis current command value I _q ^* are input to the current controller 33 .

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 ^* , the q-axis current command value I _q ^* , the d-axis current I _d , the q-axis current I _q , and the rotational speed detection value ω _g to are used to calculate the d-axis voltage command value V _d ^* and the q-axis voltage command value V _q ^* of the generator 18 . The d-axis voltage command value V _d ^* is a command value for commanding the d-axis voltage V _d of the generator 18 . Similarly, the q-axis voltage command value V _q ^* is a command value for commanding the q-axis voltage V _q of the generator 18 . The d-axis voltage command value V _d ^* is input to the voltage converter 36 after the non-interfering voltage is subtracted from the d-axis voltage by the subtractor 38 . The d-axis voltage command value V _d ^* obtained by subtracting the decoupling voltage from the d-axis voltage 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 ^* ). be. The q-axis voltage command value V _q ^* is input to the voltage converter 36 after the decoupling voltage is subtracted from the q-axis voltage by the subtractor 39 . The q-axis voltage command value V _q ^* obtained by subtracting the decoupling voltage from the q-axis voltage 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 ^* ). be. Hereinafter, the d-axis final voltage command value _V'd ^* and the q-axis final voltage command value _V'q ^* may be collectively referred to as dq-axis final voltage command values _V'd ^* and _V'q ^* .

The non-interacting control unit 34 uses the d-axis current _Id and the q-axis current _Iq to calculate the non-interacting voltage control voltage. Decoupling refers to reducing voltage drop due to interference between the d-axis and the q-axis. A decoupling voltage is an adjustment value for decoupling the d-axis voltage and the q-axis voltage, and is calculated for each of the d-axis and the q-axis. These non-coupling voltages are 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, respectively, as described above.

The current converter 35 converts the three-phase currents _Iu , _Iv , _Iw into dq-axis currents _Id , _Iq . Three-phase currents I _u , I _v , and I _w are detected by current sensor 40 provided between generator inverter 20 and generator 18 . In this embodiment, the U-phase current _Iu and the V-phase current _Iv are detected, and the current converter 35 calculates the W-phase current _Iw . The dq-axis currents I _d and I _q are input to the current command value calculation unit 32 and the non-interacting control unit 34 as described above.

The voltage converter 36 calculates voltage command values (three-phase voltage command values) _Vu ^* , _Vv ^* , _Vw ^* for each phase of UVW from the dq-axis final voltage command values _V'd ^* , _V'q ^* . do. 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 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 . As a result, the generator 18 is driven with the generator torque _Tg corresponding to the damping torque command value _Tv ^* .

<Specific Configuration of Damping Control Unit>
FIG. 4 is a block diagram showing the configuration of the damping control section 31. As shown in FIG. As shown in FIG. 4 , the damping control section 31 includes a first torque target value calculation section 41 , a second torque target value calculation section 42 and a torque command value calculation section 43 .

The first torque target value calculation unit 41 is a feedforward controller, and calculates a first torque target value T _g1 ^* , which is the target value of the torque to be generated by the generator 18, based on the steady torque command value T _gs ^* . Calculate. Steady-state torque command value T _gs ^* is determined according to a power generation request for electric vehicle 100 . Therefore, first torque target value calculation unit 41 calculates first torque target value T _g1 ^* in response to a request to electric vehicle 100 .

Specifically, the first torque target value calculator 41 is configured by a feedforward filter represented by a ratio Gm(s)/Gp(s) between the ideal transmission characteristic Gm(s) and the transmission characteristic Gp(s). be.

The transmission characteristic Gp(s) is a model of the transmission characteristic from the torque input to the rotation speed (rotational speed detection value ω _g ), and is expressed in the form shown in Equation (1) below. In this embodiment, the transfer characteristic Gp(s) is a transfer characteristic that considers the torsional characteristics of the attenuator 19 . In Equation (1), "s" is the Laplacian operator. Coefficients b2', b1', b0', a3', a2', and a1' are determined in advance by the specific configuration of each part of the power generation system 12. FIG. The ideal transfer characteristic Gm(s) is a transfer characteristic in which the damping coefficient ζ _p (not shown) of the transfer characteristic Gp(s) is "1".

The second torque target value calculation unit 42 is a feedback controller, and calculates a second torque target value T _g2 ^* based on the final torque command value T _g ^* and the rotation speed detection value ω _g . The second torque target value T _g2 ^* is a torque target value that is fed back to the first torque target value T _g1 ^* . The final torque command value T _g ^* is a final torque command value obtained by feeding back the second torque target value T _g2 ^* to the first torque target value T _g1 ^* .

The second torque target value calculator 42 includes a first term calculator 51 , a second term calculator 52 , a subtractor 53 , and a damping filter 54 .

The first term calculation unit 51 calculates a first term (first element) T _g2a ^* for calculating the second torque target value T _g2 ^* based on the final torque command value T _g ^* . Specifically, the first term calculation unit 51 is configured by a bandpass filter H(s). That is, the first term calculation unit 51 calculates the first term T _g2a ^* by passing the final torque command value T _g ^* through the bandpass filter H(s).

The second term calculation unit 52 calculates a second term (second element) T _g2b ^* for calculating the second torque target value T _g2 ^* based on the rotation speed detection value ω _g . The second term calculator 52 is specifically composed of a first feedback filter represented by the ratio H(s)/Gp(s) between the bandpass filter H(s) and the transfer characteristic Gp(s). . That is, the second term calculation unit 52 calculates the second term T _g2b ^* by passing the rotation speed detection value ω _g through the first feedback filter.

The first feedback filter is said to be composed of a bandpass filter H(s) and the inverse characteristic 1/Gp(s) of the transfer characteristic Gp(s) (hereinafter simply referred to as the inverse characteristic 1/Gp(s)). can also The damping coefficient _.zeta.z of the inverse characteristic 1/Gp(s) is expressed by the following equation (2) using coefficients b2', b1' and b0' of equation (1). Also, the resonance frequency _ωz of the inverse characteristic 1/Gp(s) is expressed by the following equation (3) using coefficients b2' and b0' of equation (1).

The subtraction unit 53 subtracts the second term T _g2b ^* from the first term T _g2a ^* and inputs the result to the damping filter 54 . The deviation between the first term T _g2a ^* and the second term T _g2b ^* , which is the calculation result of the subtractor 53, substantially represents the torque target value to be fed back to the first torque target value T _g1 ^* . However, if the difference between the first term T _g2a ^* and the second term T _g2b ^* is fed back to the first torque target value T _g1 ^* as it is, the power generation system 12 and thus the electric vehicle 100 may vibrate.

Specifically, [a] the actual transmission characteristic from the torque input to the rotation speed (rotational speed detection value ω _g ) and the modeled transmission characteristic Gp(s) diverge or diverge. Occasionally, oscillations occur in the second torque target value T _g2 ^* . That is, an error in modeling the transfer characteristic Gp(s) (inverse characteristic 1/Gp(s)) may cause oscillation in the second torque target value T _g2 ^* .

[b] Compression reaction force of the engine 17, combustion torque pulsation, abnormal combustion, and other disturbances (especially periodic disturbance ) occurs, the second torque target value T _g2 ^* also oscillates. That is, the second torque target value T _g2 ^* may oscillate due to disturbance.

As a result, the power generation system 12 and, in turn, the electric vehicle 100 may vibrate. Therefore, in the present embodiment, the deviation between the first term T _g2a ^* and the second term T _g2b ^* is further processed by the damping filter 54 . This suppresses vibrations that occur when power is input from the engine 17 to the generator 18, such as the vibrations due to modeling errors in [a] and the vibrations due to disturbances in [b]. It should be noted that suppression of vibration means reducing or eliminating vibration.

The damping filter 54 is a filter that suppresses vibration caused by feedback control and suppresses vibration that occurs when power is input from the engine 17 to the generator 18 . Specifically, _the damping filter 54 calculates the second torque target value T g2 ^* based on the deviation between the first term T _g2a ^* and the second term T _g2b ^* , and converts this to the first torque target value T Let _g1 ^* feed back.

The damping filter 54 is a second feedback filter that the second torque target value calculator 42 has, and is predetermined based on the transmission characteristic Gp(s). The damping filter 54 is represented by a transmission characteristic Gz'(s) of the form shown in the following equation (4) in order to suppress at least the vibration caused by the modeling error of [a] above. The b2', b1' and b0' constituting each next coefficient are the coefficients b2', b1' and b0' used in the equation (1).

The damping coefficient _ζc of the damping filter 54 is determined based on the damping coefficient _ζz of the inverse characteristic 1/Gp(s). Specifically, the damping coefficient _ζc of the vibration damping filter 54 is set within a range larger than the damping coefficient _ζz of the inverse characteristic 1/Gp(s) and 1 or less. 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 to be controlled, that is, the characteristics of the engine 17 , generator 18 and damper 19 . Therefore, in other words, the damping coefficient _ζc of the damping filter 54 is larger than the damping coefficient _ζz predetermined by the characteristics of the engine 17, the generator 18, and the damper 19, which are the objects to be controlled, and is 1 or less. can be set to the value of

Furthermore, in the present embodiment, in order to suppress the vibration caused by the disturbance of [b] above, instead of using the transmission characteristic Gz'(s) of the equation (4) as the damping filter 54 as it is, The format of filter 54 is changed. Specifically, in this embodiment, the damping filter 54 is represented by the transfer characteristic Gz(s) shown in the following equation (5). This transfer characteristic Gz(s) is obtained by modifying the above equation (4) in consideration of the fact that the resonance frequency _ωz of the inverse characteristic 1/Gp(s) is expressed by the equation (3).

The resonance frequency _ωc of the damping filter 54 is determined based on the resonance frequency _ωz of the inverse characteristic 1/Gp(s). Specifically, the resonance frequency ω _c of the damping filter 54 is set in a range greater than zero and equal to or less than the resonance frequency ω _z of the inverse characteristic 1/Gp(s). That is, 0<ω _c ≦ω _z . The resonance frequency ω _z of the inverse characteristic 1/Gp(s) is predetermined by the characteristics of the power generation system 12 to be controlled, that is, the characteristics of the engine 17 , generator 18 and attenuator 19 . Therefore, in other words, the resonance frequency _ωc of the damping filter 54 can be set to a value equal to or lower than the resonance frequency _ωz predetermined by the characteristics of the engine 17, the generator 18, and the damper 19, which are the objects to be controlled. That is.

In addition to the above-described change in form, the transmission characteristic Gz(s) that constitutes the damping filter 54 has a variable damping coefficient ζ _c , a resonance frequency ω _c , or both. The damping control unit 31 controls the damping coefficient _{ζ c of} the transmission characteristic Gz(s) and the /or change the resonance frequency _ωc . Thereby, the damping control section 31 adjusts the characteristics of the damping filter 54 .

Since the engine 17 and the generator 18 are directly connected, there is a certain correlation between the rotation speed detection value _ωg of the generator 18 and the engine rotation speed detection value. Therefore, the engine speed detection value can be obtained from the rotation speed detection value _ωg of the generator 18, and the rotation speed detection value _ωg of the generator 18 can be obtained from the engine speed detection value. That is, in the damping control, the rotation speed detection value _ωg of the generator 18 and the engine rotation speed detection value are substantially equivalent. Therefore, at least the rotation speed detection value ω _g of the generator 18 used for damping control of the power generation system 12 can be replaced with the engine rotation speed detection value.

Specifically, the adjustment of the characteristics of the damping filter 54 by the damping control section 31 is performed as follows.

In the present embodiment, the damping control unit 31 controls _the resonance _frequency ω _c and/or the damping coefficient ζ _c is adjusted according to the rotational speed detection value ω _g . That is, the scene in which the resonance frequencies ω _c and/or ζ _c are adjusted in this embodiment is a scene in which the engine 17 and the generator 18 are rotating at a low speed, such as when the power generation system 12 starts power generation.

The threshold value N _TH is determined in advance based on the basic order of vibration generated by the engine 17 (hereinafter referred to as the basic order of the engine 17). Assuming that the basic order of the engine 17 is the X order and the gear ratio is Y, the threshold value _NTH is expressed by the following equation (6) using the resonance frequency _fp of the transmission characteristic Gp(s). The basic order of the engine 17, the gear ratio, and the resonance frequency _fp of the transmission characteristic Gp(s) are all predetermined and uniquely determined by physical values such as the moment of inertia and the torsional rigidity value of the power generation system 12. FIG. Hence, no adaptation is required to determine the threshold N _TH .

The damping control unit 31 sets the resonance frequency _ωc lower than the resonance frequency _ωz determined by the object to be controlled. That is, the damping control unit 31 adjusts the resonance frequency ω _c within the range of 0<ω _c <ω _z . Except for the case where _ωc = _ωz from the range ₍ 0 < _ωc ≤ _ωz ) that the resonance frequency ωc can take, the vibration caused by the disturbance in [b] is suppressed by adjusting the resonance frequency _ωc . It is for

The damping control unit 31 also sets the damping coefficient _ζc to a value greater than the damping coefficient _ζz and less than one. That is, the damping control unit 31 adjusts the damping coefficient ζ _c within the range of ζ _z < ζ _c <1. Excluding the case where ζ _c = 1 from the range (ζ _z < ζ _c ≤ 1) that the damping coefficient _ζ c can take is to suppress the vibration caused by the disturbance in [b] by adjusting the damping coefficient ζ _c It's for.

In this way, the second torque target value calculation section 42 calculates the first term T _g2a ^* and the second term T _g2b ^* , and adjusts the resonance frequency ω _c and/or the damping coefficient ζ _c using the deviation between them. The second torque target value T _g2 ^* is calculated by passing it through the damping filter 54 . The second torque target value T _g2 ^* is fed back to the first torque target value T _g1 ^* by being input to the torque command value calculator 43 .

_The torque command value calculator 43 is an adder, and calculates the final torque command value T g ^* by adding the second torque target value T _g2 ^* to the first torque target value T _g1 ^* . The generator 18 is driven according to this final torque command value T _g ^* .

Note that the disturbance torque T _d may be superimposed on the final torque command value T _g ^* due to disturbance generated in the engine 17 . In some cases, a disturbance rotation speed ω _d is superimposed on the detected rotation speed value ω _g of the generator 18 due to a disturbance occurring in the engine 17 . In addition, in FIG. 4, the controlled object is represented by the transfer characteristic Gp'(s).

<Action>
The operation of the vehicle control apparatus configured as described above regarding damping control will be described below.

FIG. 5 shows (A) the transmission characteristics from the torque to the rotation speed, (B) the transmission characteristics from the engine torque to the disturbance torque _Td , and (C) the rotation speed detection value ω _g for the engine 17 and the generator 18. to the second torque target value T _g2 ^* . Note that the horizontal axis in FIG. 5 is a logarithmic scale.

A graph indicated by a solid line in FIG. 5A represents the transmission characteristic from the torque of the generator 18 to the rotation speed. A graph indicated by a dashed line in FIG. 5(A) represents the transmission characteristic from the engine torque to the engine speed. FIG. 5A is an example of transfer characteristics of the engine 17 and the generator 18. FIG.

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

In FIG. 5B, the graph indicated by the chain double-dashed line represents the transfer characteristic of a comparative example in which the damping filter 54 is not used, that is, a comparative example in which the damping control is turned off (hereinafter referred to as a first comparative example). A graph indicated by a dashed line represents the transfer characteristic of a comparative example (hereinafter referred to as a second comparative example) in which the damping coefficient _ζc of the damping filter 54 is set to 1 and the resonance frequency _ωc is set to the frequency ω1. The solid line graph shows the transfer characteristics of an embodiment (hereinafter referred to as the first embodiment) in which the damping coefficient _ζc of the damping filter 54 is set to 0.5 and the resonance frequency _ωc is set to the frequency ω1. show. The graph indicated by the dashed-dotted line shows the results of an embodiment (hereinafter referred to as the second embodiment) in which the damping coefficient _ζc of the damping filter 54 is set to 1 and the resonance frequency _ωc is set to 1/2 of the frequency ω1. represents the transfer characteristic. The graph indicated by the dotted line is an example in which the damping coefficient _ζc of the damping filter 54 is set to 0.5 and the resonance frequency _ωc is set to 1/2 of the frequency ω1 (hereinafter referred to as the third example). represents the transfer characteristic of

In FIG. 5B, as in the first comparative example indicated by the two-dot chain line, when the damping control is off, a peak P1 due to zero-point resonance appears corresponding to the frequency ω1. That is, ω ₁ =ω _z in this example. Therefore, as in the second comparative example indicated by the dashed line, the damping coefficient ζ _c and the resonance frequency ω _{c of} the damping filter 54 are set to = 1 and ω _c = ω ₁ (=ω _z ). However, when the damping coefficient ζ _c and resonance frequency ω _c of the damping filter 54 are set to ζ _c =1 and ω _c =ω1, a peak P2 corresponding to the zero-point oscillation of frequency ω ₂ appears. In the power generation system 12 having the damper 19, this peak P2 transmits the oscillation of the second torque target value T _g2 ^* caused by the disturbance of the engine 17. FIG.

Therefore, if the damping coefficient _ζc of the damping filter 54 is halved as in the first embodiment indicated by the solid line, the amplitude of the peak P2 is reduced. Also, the amplitude of the peak P2 is reduced even if the resonance frequency _ωc of the damping filter 54 is halved as in the second embodiment indicated by the dashed-dotted line. Then, as in the third embodiment indicated by the dotted line, when both the damping coefficient ζ _c and the resonance frequency ω _c of the damping filter 54 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 _c of the damping filter 54, the vibration of the second torque target value T _g2 ^* caused by the disturbance of the engine 17 is suppressed.

The transmission characteristic from the rotational speed detection value ω _g to the second torque target value T _g2 ^* shown in FIG. In FIG. 5C, the graph indicated by a two-dot chain line represents the transfer characteristic of the first comparative example, and the graph indicated by the broken line represents the transfer characteristic of the second comparative example. In FIG. 5C, the solid line, dashed line, and dotted line represent the transfer characteristics of the first, second, and third embodiments, respectively.

In FIG. 5C, as can be seen by comparing the second comparative example indicated by the dashed line, the first embodiment indicated by the solid line, and the third embodiment indicated by the dotted line, the damping coefficient _ζc of the damping filter 54 is reduced. Then, there is an effect of increasing the amplitude of the transfer characteristic. This improves the responsiveness of the feedback control by the second torque target value calculation section 42 with respect to the disturbance of the engine 17 .

Further, in FIG. 5C, as can be seen by comparing the second comparative example indicated by the broken line, the second example indicated by the dashed line, and the third example indicated by the dotted line, the resonance frequency ω of the damping filter 54 Reducing _c has the effect of shifting the cutoff frequency to the lower frequency side. This improves the responsiveness of the feedback control by the second torque target value calculation section 42 with respect to the disturbance of the engine 17 .

FIG. 6 shows (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 a scene in which a disturbance of the engine 17 is input. Graphs and graphs showing (A) the detected rotation speed value ω _g , (B) the generator torque T _g , and (C) the damper torque T _dmp under the control of the present embodiment in a scene in which a disturbance of the engine 17 is input. is. Note that the horizontal axis of each graph in FIG. 6 is time (for example, seconds).

When the disturbance torque _Td is input due to the compression reaction force of the engine 17, etc., the deviation from the modeled transmission characteristic Gp(s) increases, and as a result, the output Oscillation occurs in torque. At this time, if the characteristics of the damping filter 54 are set to ζ _c =1 and ω _c =ω1=ω _z as in the drive system without the damper 19, FIGS. ), the generator torque _Tg and the damper torque _Tdmp oscillate. Further, as shown in FIG. 6A, vibrations corresponding to these vibrations are also superimposed on the rotational speed detection value _ωg . That is, even if the damping filter 54 is introduced, under the conditions of ? _c = 1 and ? _c = ?1 = ? _z , the input of the disturbance torque _Td causes oscillations in the output torque and the like. A shock (vibration) occurs in the electric vehicle 100 due to the oscillation of the output torque.

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 (F), oscillations of the generator torque _Tg and the damper torque _Tdmp are suppressed. Therefore, as shown in FIG. 6(D), the vibration superimposed on the rotational speed detection value _ωg is also suppressed. That is, by adjusting the characteristics of the damping filter 54, even if the disturbance torque _Td is input from the engine 17, the oscillation of the output torque due to this is suppressed. As a result, shock (vibration) to electric vehicle 100 is suppressed.

In addition, in order to determine whether or not the damping control unit 31 adjusts the resonance frequency ωc and/or the damping coefficient ζc of the damping filter 54, it is compared with the rotational speed detection value _ωg (or the engine rotational speed detection value). The significance of the threshold N _TH to be used is as follows.

FIG. 7 is a graph showing frequencies related to vibrations of the engine 17. As shown in FIG. 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. A graph indicated by a 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 dashed line represents the frequency change of the low-order vibration with respect to the engine speed. Here, as an example, frequency change of 0.5 order vibration is shown. Further, let _NE2 be the engine speed at which the vibration of the fundamental order of the engine 17 has a frequency ω2. Further, let _NE1 be the engine speed at which the frequency of the 1.5th-order vibration is the frequency ω2, and let _NE3 be the engine speed at which the frequency of the 0.5th-order vibration is the frequency ω2.

Note that the frequency ω2 is the frequency corresponding to the peak P2 that is the cause of the vibration caused by the disturbance of the engine 17 . The first range R1 is the range of revolutions used for motoring, and the second range R2 is the range of revolutions used for power running of the engine 17, ie, firing. In the power generation system 12, the rotation speed detection value ω _g of the generator 18 is, for example, about 6% of the engine rotation speed.

As shown in FIG. 7, when it is determined that the engine 17 and the generator 18 are in a low rotation state by the threshold value N _TH determined according to the basic order, the 1.5th order vibration indicated by the dashed line and other harmonics, etc. has a frequency ω2 corresponding to the peak P2. Therefore, unless the resonance frequency ω _c and/or the damping coefficient ζ _c of the damping filter 54 is adjusted, the electric vehicle 100 will experience shock (vibration) due to the disturbance of such higher-order vibrations. Therefore, in this embodiment, the threshold value N _TH for the rotational speed detection value ω _g is determined according to the basic order. Then, when it is determined that the rotation speed detection value ω _g is lower than the threshold value N _TH and the power generation system 12 is in a low rotation state, the vibration damping is performed in order to improve the responsiveness of the feedback to the disturbance of higher-order vibrations. Adjust the resonant frequency ω _c and/or the damping coefficient ζ _c of filter 54 .

On the other hand, when the threshold value _NTH determines that the engine 17 and the generator 18 are in the high rotation state, the disturbance of the low-order vibration such as the 0.5th-order vibration indicated by the dashed line is at the frequency ω2 corresponding to the peak P2. Become. Therefore, unless the resonance frequency _ωc and/or the damping coefficient _ζc of the damping filter 54 is adjusted, the disturbance of such low-order vibrations causes shock (vibration) in the electric vehicle 100 . In this way, countermeasures against vibration that occurs when the rotational speed detection value ω _g is equal to or greater than the threshold value N _TH will be described in detail in a second embodiment described later.

As described above, the vehicle control method according to the present embodiment includes the engine 17 that is a power source that generates power, the generator 18 that is a rotating electrical machine driven by the power, and the engine 17 and the generator 18 that are connected. and an attenuator 19 that attenuates fluctuations in the power and inputs the power to the generator 18 . In this vehicle control method, a first torque target value T _g1 ^* , which is the torque to be generated by the generator 18, is calculated according to a request to the electric vehicle 100. FIG. On the other hand, using the rotation speed detection value ω _g that is the detection value of the rotation speed of the generator 18 and the damping filter 54 that suppresses vibrations that occur when power is input to the generator 18 from the engine 17, A second torque target value T _g2 ^* to be fed back to the first torque target value T _g1 ^* is calculated. Then, the final ^torque command value T g *, _which is the final torque command value for the generator 18, is calculated based on the first torque target value T _g1 ^* and the second torque target value T _g2 ^* . Furthermore, the characteristics of the damping filter 54 are adjusted in accordance with the rotational speed detection value ω _g of the generator 18 or an equivalent engine rotational speed detection value.

As described above, in the vehicle control method according to the present embodiment, by introducing the damping filter 54 into the feedback control, the vibration caused by the difference between the transfer characteristic Gp(s) and the actual transfer characteristic is suppressed. In addition, since the power generation system 12, which is the source of vibration, uses the damper 19, vibration may occur due to disturbances generated in the engine 17, which is the drive source. Since the adjustment is made according to the detected value ω _g and the like, the vibration of the electric vehicle 100 caused by the disturbance generated in the engine 17 is also suppressed.

In the vehicle control method according to the present embodiment, especially when the generator 18 rotation speed detection value ω _g or an equivalent engine rotation speed detection value is less than the predetermined threshold value N _TH , the damping filter 54 The resonance frequency ω _c and/or the damping coefficient ζ _c are adjusted. That is, in a scene where the engine 17 and the generator 18 rotate at low speeds, the resonance frequency ω _c and/or the damping coefficient ζ _c of the damping filter 54 is adjusted.

As described above, when the engine 17 and the generator 18 are rotating at low speeds, disturbances that cause higher-order vibrations than the fundamental order of the engine 17 pose a problem. Therefore, in the vehicle control method according to the present embodiment, the resonance frequency ω _c and/or the damping coefficient ζ _c of the damping filter 54 is adjusted in a low rotation scene. As a result, the responsiveness of the feedback control to the disturbance of higher-order vibration is enhanced, and the vibration of the damper torque T _dmp is suppressed. As a result, vibrations of electric vehicle 100 caused by disturbances occurring in engine 17 are also suppressed.

As can be seen from FIG. 5(C), the adjustment of the resonance frequency _ωc and/or the damping coefficient _ζc of the damping filter 54 does not diverge the output torque, etc., and has almost no effect on 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 securing the degree of freedom in design.

In the vehicle control method according to the present embodiment, in particular, the resonance frequency _ωc of the damping filter 54 is set lower than the resonance frequency _ωz determined by the characteristics of the engine 17, the generator 18, and the damper 19, which are objects to be controlled. be done. As a result, the responsiveness of the feedback control to the disturbance of higher-order vibrations is particularly enhanced, and the vibration of the damper torque T _dmp is suppressed. As a result, vibrations of electric vehicle 100 caused by disturbances occurring in engine 17 are suppressed particularly well.

Conversely, when the threshold value N _TH determines that the engine is in a high rotation state, the resonance frequency ω _c of the damping filter 54 is set to the characteristic is set to the resonance frequency ω _z determined by As a result, the natural vibration of the damper 19 caused by the disturbance generated in the engine 17 is reduced in the high-speed scene. As a result, vibration of electric vehicle 100 is suppressed.

Further, in the vehicle control method according to the present embodiment, the damping coefficient _ζc of the damping filter 54 is more than the damping coefficient _ζz predetermined by the characteristics of the engine 17, the generator 18, and the damper 19, which are the objects to be controlled. is set to a value that is also large and less than one. As a result, the responsiveness of the feedback control to the disturbance of higher-order vibrations is particularly enhanced, and the vibration of the damper torque T _dmp is suppressed. As a result, vibrations of electric vehicle 100 caused by disturbances occurring in engine 17 are suppressed particularly well.

Conversely, when the threshold value N _TH determines that the engine is in a high rotation state, the damping coefficient ζ _c of the damping filter 54 is set to the characteristic is set to the damping coefficient ζ _z determined by As a result, the natural vibration of the damper 19 caused by the disturbance generated in the engine 17 is reduced in the high-speed scene. As a result, vibration of electric vehicle 100 is suppressed.

In addition, in the vehicle control method according to the present embodiment, the threshold value _NTH is determined based on the fundamental order of vibration generated by the engine 17 . That is, the threshold _NTN is set to the engine order rotation speed converted from the resonance frequency _fp of the power generation system 12 to be controlled. For this reason, the threshold _NTH is uniquely determined in advance by physical values such as the moment of inertia and torsional rigidity of the power generation system 12 to be controlled, so there is the advantage that adaptation is not required.

[Second embodiment]
As described above, in the first embodiment, when the rotational speed detection value ω _g is less than the threshold value _NTH , the damping control unit 31 adjusts the resonance frequency ω _c and/or the damping coefficient ζ _c of the damping filter 54 to adjust. However, even in a scene where the rotation speed detection value ω _g is equal to or greater than the threshold value N _TH and the engine 17 and the generator 18 are rotating at high speeds, there are cases where vibration due to disturbance of the engine 17 occurs. Specifically, even in a high rotation state, disturbance of low-order vibration such as 0.5th-order vibration indicated by a dashed line in FIG. Vibration due to the disturbance of the engine 17 occurs in the scene where . Therefore, when the resonance frequency _ωc and/or the damping coefficient _ζc of the damping filter 54 is not adjusted, the disturbance of such low-order vibration causes shock (vibration) in the electric vehicle 100. FIG. Therefore, in the second embodiment, the resonance frequency ω _c and/or the damping coefficient ζ _c of the damping filter 54 is adjusted as necessary even when the rotational speed detection value ω _g is equal to or greater than the threshold value N _TH . .

FIG. 8 is a block diagram showing the configuration of the damping control section 31 of the second embodiment. As shown in FIG. 8 , the damping control unit 31 of the second embodiment receives an abnormality signal indicative of detecting an abnormal operation of the engine 17 indirectly from the generator controller 24 or directly from the engine controller 25 . Acquire the operation flag F2. The abnormal operation flag F2 is generated by the engine controller 25, for example. The engine controller 25 detects abnormal operation of the engine 17, such as misfires or abnormal combustion in some cylinders of the engine 17, by using a sensor or the like (not shown) or by performing calculations using other information regarding the engine 17. Then, the engine controller 25 outputs an abnormal operation flag F2 based on the detection result.

Then, the damping control unit 31 adjusts the characteristics of the damping filter 54 based on the abnormal operation flag F2 of the engine 17 in a high-speed scene where the rotational speed detection value ω _g is equal to or greater than the threshold value N _TH . Specifically _, the damping control unit 31 controls the _resonance frequency ω _c of the damping filter 54 and the /or adjust the damping factor ? _c .

The resonance frequency _ωc of the damping filter 54 is set lower than the resonance frequency _ωz predetermined by the characteristics of the engine 17, the generator 18, and the damper 19, which are the objects to be controlled. Further, the damping coefficient _ζc is set to a value greater than and less than 1 than the damping coefficient _ζz predetermined by the characteristics of the engine 17, the generator 18, and the damper 19 to be controlled. That is, the method of adjusting the resonance frequency ω _c and the damping coefficient ζ _c is the same as in the first embodiment. Further, other configurations and operations are the same as those of the damping control section 31 of the first embodiment.

As described above, in the vehicle control method according to the second embodiment, abnormal operation of the engine 17, which is the power source, is detected. Then, when the rotational speed detection value ω _g or an equivalent engine rotational speed detection value is equal to or greater than the threshold value N _TH and an abnormal operation of the engine 17 is detected, the resonance frequency ω _c of the damping filter 54 and /or the damping factor ? _c is adjusted.

In a high-speed scene where the rotational speed detection value ω _g is equal to or greater than the threshold value N _TH , vibrations of a lower order than the basic order pose a problem. caused by Therefore, as described above, in a high-speed scene, when an abnormal operation of the engine 17 is detected, the resonance frequency ω _c and/or the damping coefficient ζ _c of the damping filter 54 is adjusted, so that the engine The vibration of the damper torque T _dmp caused by the abnormal operation of 17 is properly suppressed. As a result, the shock (vibration) of the electric vehicle 100 caused by the disturbance of the engine 17 is suppressed even in a high rotation scene.

Further, as described above, also in the vehicle control method according to the second embodiment, the resonance frequency ω _c of the damping filter 54 is predetermined by the characteristics of the engine 17, the generator 18, and the damper 19, which are the objects to be controlled. It is set lower than the resonance frequency _ωz . This suppresses the vibration of the damper torque _Tdmp caused by the disturbance of the low-order vibration. As a result, the shock (vibration) of electric vehicle 100 due to disturbance of low-order vibration is suppressed.

Similarly, in the vehicle control method according to the second embodiment, the damping _coefficient .zeta. Set to a value greater than _z and less than one. This suppresses the vibration of the damper torque _Tdmp caused by the disturbance of the low-order vibration. As a result, the shock (vibration) of electric vehicle 100 due to disturbance of low-order vibration is suppressed.

Although the embodiments of the present invention have been described above, the configurations described in the above embodiments and modifications merely show a part of application examples of the present invention, and are not intended to limit the technical scope of the present invention. do not have.

For example, in each of the above-described embodiments, the generator 18 is used because the power generation system 12 is used as an example of the controlled object. machine 18). In this case, the rotation speed detection value _ωg of the generator 18 in each of the above-described embodiments is the rotation speed detection value of the rotating electric machine (rotational electric machine rotation speed detection value). Similarly, in each of the above embodiments, the power generation system 12 using the engine 17 is controlled. good. In this case, the rotation speed detection value of the engine 17 (engine rotation detection value) in each of the above-described embodiments is the power source rotation speed detection value. In addition, each vehicle control of the first embodiment and the second embodiment can be compatible, and can be implemented in combination in one electric vehicle 100 . Moreover, although the electric vehicle 100 is illustrated in each of the above-described embodiments, the present invention can be suitably implemented in vehicles other than the electric vehicle 100 and other devices or systems. Furthermore, the present invention can control a device or system other than the power generation system 12 illustrated in each of the above embodiments, as long as it is a device or system in which a power source and a rotating electric machine are connected via an attenuator. can.

10: Battery, 11: Drive Motor, 12: Power Generation System, 13: Reducer, 14: Drive Shaft, 15: Drive Wheel, 16: Drive Inverter, 17: Engine, 18: Generator, 19: Attenuator, 20: Generator inverter, 21: system controller, 22: drive motor controller, 23: battery controller, 24: generator controller, 25: engine controller, 26: power generation controller, 28: rotation speed controller, 29: control mode selector, 31: damping control unit, 32: current command value calculation unit, 33: current control unit, 34: non-interference control unit, 35: current converter, 36: voltage converter, 38: subtraction unit, 39: subtraction unit , 40: current sensor, 41: first torque target value calculator, 42: second torque target value calculator, 43: torque command value calculator, 51: first term calculator, 52: second term calculator, 53: subtraction unit, 54: damping filter, 100: electric vehicle, 101: power generation system control device

Claims (9)

A vehicle having a power source that generates power, a rotating electrical machine that is driven by the power, and a damper that connects the power source and the rotating electrical machine to attenuate fluctuations in the power and input the power to the rotating electrical machine. A vehicle control method for controlling
calculating a first torque target value, which is the torque to be generated by the rotating electrical machine, in accordance with a request for the vehicle;
By using a rotation speed detection value that is a detection value of the rotation speed of the rotation electric machine, and a damping filter that suppresses vibration generated when the power is input to the rotation electric machine from the power source, the calculating a second torque target value to be fed back with respect to the first torque target value;
calculating a torque command value for the rotating electrical machine based on the first torque target value and the second torque target value;
Adjusting the characteristics of the damping filter according to the power source rotation speed detection value, which is the rotating electric machine rotation speed detection value or the rotation speed detection value of the power source,
Vehicle control method. The vehicle control method according to claim 1,
adjusting the resonance frequency of the damping filter and/or the damping coefficient of the damping filter when the rotational electric machine rotational speed detection value or the power source rotational speed detection value is less than a predetermined threshold;
Vehicle control method. The vehicle control method according to claim 2,
setting the resonance frequency of the damping filter to be lower than a resonance frequency predetermined by the characteristics of the power source, the rotating electric machine, and the damper to be controlled;
Vehicle control method. The vehicle control method according to claim 2 or 3,
The damping coefficient of the damping filter is set to a value greater than a damping coefficient predetermined by the characteristics of the power source, the rotating electrical machine, and the damper that are controlled objects, and less than 1;
Vehicle control method. The vehicle control method according to claim 1,
detecting abnormal operation of the power source;
When the rotating electric machine rotation speed detection value or the power source rotation speed detection value is equal to or greater than a predetermined threshold and the abnormal operation is detected, the resonance frequency of the damping filter and/or the adjust the damping coefficient of the damping filter,
Vehicle control method. A vehicle control method according to claim 5,
setting the resonance frequency of the damping filter to be lower than a resonance frequency predetermined by the characteristics of the power source, the rotating electric machine, and the damper to be controlled;
Vehicle control method. The vehicle control method according to claim 5 or 6,
The damping coefficient of the damping filter is set to a value greater than a damping coefficient predetermined by the characteristics of the power source, the rotating electrical machine, and the damper that are controlled objects, and less than 1;
Vehicle control method. The vehicle control method according to any one of claims 2 to 7,
the threshold is predetermined based on a fundamental order of vibration generated by the power source;
Vehicle control method. A vehicle having a power source that generates power, a rotating electrical machine that is driven by the power, and a damper that connects the power source and the rotating electrical machine to attenuate fluctuations in the power and input the power to the rotating electrical machine. A vehicle control device for controlling
a first torque target value calculation unit that calculates a first torque target value, which is torque to be generated by the rotating electric machine, according to a request for the vehicle;
By using a rotation speed detection value that is a detection value of the rotation speed of the rotation electric machine, and a damping filter that suppresses vibration generated when the power is input to the rotation electric machine from the power source, the a second torque target value calculation unit that calculates a second torque target value to be fed back with respect to the first torque target value;
a torque command value calculation unit that calculates a torque command value for the rotating electric machine based on the first torque target value and the second torque target value;
a damping control unit that adjusts characteristics of the damping filter in accordance with a power source rotational speed detection value that is the rotational electric machine rotational speed detection value or the rotational speed detection value of the power source;
A vehicle control device comprising:

Images