JP6838470B2 - Power generation system - Google Patents

Description

The present invention relates to a power generation system that generates power using the power of an engine.

Conventionally, as a hybrid vehicle, there is one described in Patent Document 1. This hybrid vehicle includes a power distribution mechanism that distributes engine power to a first electric motor and an output gear, a gear mechanism that is connected to the output gear, a second electric motor that is connected to the gear mechanism, and a control unit. The power from the engine and the second electric motor is transmitted to the output gear and then to the pair of drive wheels via the differential gear device. The first electric motor generates electricity from the output of the engine. The electric energy generated by the power generation by the first electric motor can be stored in the power storage device and can also be used for driving the second electric motor.

In this hybrid vehicle, the control unit adjusts the differential state of the power distribution mechanism by controlling the operating state of the first generator. More specifically, the control unit moves the cold engine operating point of the power distribution mechanism to a side where the transmission efficiency of mechanical transmission is improved more than the engine operating point after the power distribution mechanism is warmed up. In this way, when the power distribution mechanism is cold, the total efficiency (transmission efficiency of the entire device) is increased, and the fuel efficiency of the vehicle is improved.

Japanese Unexamined Patent Publication No. 2013-67203

The power distribution mechanism functions as a speed reducer and receives torque from the engine side and torque from the first generator side. As a result, a shear torque based on these two torques acts on the power distribution mechanism. Normally, in a hybrid vehicle, the size (rigidity) of the power distribution mechanism does not cause destruction due to insufficient strength even if the maximum shear torque assumed when the engine is operating at the maximum torque acts on the power distribution mechanism. Set to size.

Therefore, the power distribution mechanism tends to be large. Further, it is difficult to use a transmission having a small allowable torque such as a magnetic gear transmission as the power distribution mechanism, and the degree of freedom in selecting the power distribution mechanism is also reduced.

Therefore, an object of the present invention is to provide a control device for a power generation system capable of reducing the torque applied to the transmission to an allowable torque or less and reducing the size of the transmission.

The power generation system according to the present invention controls a power generation device including an engine, a generator driven by the engine, and a transmission for transmitting the rotational power of the output shaft of the engine to the rotor of the generator, and the power generation device. A power generation system including a control device for determining a target engine output, an engine operating point determining unit for determining a target engine torque, and an output of the engine based on the state of the power generation device. It has an engine combustion control unit that controls combustion of the engine so that the torque becomes the target engine torque determined by the engine operating point determination unit, and the inertial moment of the engine and the transmission coupled thereto. Is Ie, the inertial moment of the generator and the transmission coupled thereto is Ig, and the speed ratio of the transmission defined as the ratio of the rotation speed of the rotor of the generator to the rotation speed of the output shaft of the engine. was a G, when the Tga the allowable torque of the transmission, the engine operating point determination unit, wherein in the condition that the target engine output is identical, the target engine torque T _E ^* and the target engine speed omega _E ^* the [(1 + 1 / G) T E * - (Ie + GIg) dω E * / dt] is set to a value that satisfies ≦ Tga.

When the engine side torque generated in the transmission is defined as Tge, the generator side torque generated in the transmission is defined as Tgg, and the direction of the generator side torque is defined as positive as the direction opposite to the direction of the engine side torque, the transmission is defined as positive. Shear torque (Tge + Tgg) is generated. If this shear torque exceeds the allowable torque Tga of the transmission, the transmission may be damaged due to insufficient strength, and the mechanism cannot be established. In such a background, as will be described later, the torque of the engine and T _E, when the rotational speed of the engine and _{ω E, (Tge + Tgg)} = [(1 + 1 / G) T E - (Ie + GIg) dω E / Dt] holds. Therefore, according to the present invention, the target engine torque T _E ^* and the target engine speed omega _E ^* is [(1 + 1 / G) T E * - (Ie + GIg) dω E * / dt] is set to satisfy the ≦ Tga Therefore, the shear torque exceeding the allowable torque is not applied to the transmission, and the transmission can be prevented from being destroyed. Further, conventionally, [(1 + 1 / G ) T E - (Ie + GIg) dω E / dt> Tga] there is a possibility small transmission could not be used for the present (stiffness low transmission) also can be used Become. Therefore, the size of the transmission can be reduced.

Further, in the present invention, the engine operating point determining unit has an equal output line in which the target engine output becomes constant in a two-dimensional plane in which the engine torque is one parameter and the engine rotation speed is the other parameter. A provisional torque determination unit that determines a provisional engine torque Te and a provisional engine speed ωe based on the intersection with the optimum fuel consumption line of the engine, and [(1 + 1 / G) Te- (Ie + GIg) dωe / when dt] ≦ Tga is satisfied, and sets the target engine torque T _E ^* to the provisional engine torque Te, while setting a target engine speed omega _E ^* in the temporary engine speed .omega.e, [(1 + 1 / G) Te- (Ie + GIg) dωe / dt]> when Tga is satisfied, provided that the target engine torque T _E ^* and the target engine speed omega _E ^*, the target engine output becomes the same In, a new engine torque Te'satisfying [(1 + 1 / G) Te'-(Ie + GIg) dωe'/ dt] ≤ Tga and a target torque setting unit for setting a new engine rotation speed ωe'are provided. It is also good.

According to the configuration, [(1 + 1 / G ) Te- (Ie + GIg) dωe / dt]> If Tga is established only, the target engine torque T _E ^* and target rotation speed ^{_{ω E *, [(1 +}} 1 / G) Te'-(Ie + GIg) dωe'/ dt] ≤ Tga is satisfied, but optimum fuel consumption is not realized. Te'and ω'are set. Therefore, the shear torque can be kept within the allowable range while suppressing the increase in fuel consumption as much as possible.

Further, in the present invention, the generator control unit for controlling the torque of the generator is provided, and the generator control unit determines the target generator torque based on the target engine torque and the speed ratio, and the generator. The generator may be controlled so that the torque of the above matches the target generator torque.

According to the above configuration, in addition to the torque control on the engine side, the torque control is also executed on the generator side, so that the accuracy of the torque control is improved.

Further, the power generation system according to the present invention includes a power generation device including an engine, a generator driven by the engine, and a transmission for transmitting the rotational power of the output shaft of the engine to the rotor of the generator, and the power generation device. A power generation system including a control device for controlling the above, wherein the power generation device has a crank angle detection unit for detecting the crank angle of the engine, and the control device determines based on the state of the power generation device. The speed change is based on the engine torque estimation unit that estimates the engine torque based on the provisional engine torque and the crank angle, the engine torque estimated by the engine torque estimation unit, and the provisional engine torque. It has a generator torque calculation unit that calculates a generator torque so that the torque acting on the machine does not exceed the allowable torque of the transmission.

According to the present invention, by controlling the torque of the generator to the generator torque calculated by the generator torque calculation unit, it is possible to prevent the transmission from exceeding the allowable torque, and the torque applied to the transmission is the allowable torque. Small transmissions that could not be used due to the possibility of exceeding the above can also be used.

Further, in the present invention, the rotor rotation speed detection unit for detecting the rotor rotation speed of the generator and the engine rotation speed detection unit for detecting the engine rotation speed are provided, and the generator torque calculation unit is the engine and the engine. Based on the engine side torque calculation unit that calculates the engine side torque Tge of the transmission based on the inertial moment of the transmission coupled to it, the engine rotation speed, and the engine torque, and the provisional engine torque. the tentative generator side torque TGG transmission 'and provisional generator side torque setting unit that determines a when the allowable torque of the transmission and the Tg a, (Tge-Tgg' ) if ≦ Tga is satisfied The generator side torque Tgg is set to the provisional generator side torque Tgg', while when (Tge-Tgg')> Tga is established, the generator side torque Tgg is set to Tgg''≧. It may have a generator-side torque setting unit for setting a new generator-side torque Tgg'' that satisfies (Tge-Tga).

According to the above configuration, only when (Tge-Tgg')> Tga is satisfied, the generator side torque Tgg is set to Tgg'' which satisfies Tgg''≧ (Tge-Tga) but does not realize the optimum fuel consumption. .. Therefore, the shear torque can be kept within the allowable range while suppressing the increase in fuel consumption as much as possible.

Further, in the present invention, the engine side torque may include the pulsating component, and the generator side torque may include the pulsating component.

When the engine burns, pulsating torque that correlates with the combustion timing is generated by the engine, and the pulsating torque may contribute to the generation of NV. According to the above configuration, since the pulsating component of the torque on the generator side can cancel the pulsating component of the torque on the engine side, the shear torque applied to the transmission does not include the pulsating component, and the generation of NV can be suppressed.

Further, in the present invention, the engine torque estimation unit may estimate the engine torque based on the crank angle and a map in which the crank angle and the engine torque are associated with each other.

According to the above configuration, the engine torque can be estimated by simple control.

Further, in the present invention, the in-cylinder pressure detecting unit for detecting the in-cylinder pressure in the combustion chamber of the engine is provided, and the engine torque estimating unit calculates the engine torque based on the crank angle and the in-cylinder pressure. You may estimate.

According to the above configuration, a more accurate engine torque can be estimated by comparison with the case where the map is used.

Further, in the present invention, a fuel specifying unit capable of specifying the fuel injection amount injected into the combustion chamber of the engine, an ignition device for igniting the fuel in the combustion chamber, and ignition capable of specifying the ignition timing of the ignition device. The engine torque estimation unit may estimate the engine torque based on the crank angle, the fuel injection amount, and the ignition timing.

According to the above configuration, a more accurate engine torque can be estimated by comparison with the case where the map is used.

Further, in the present invention, the transmission may be a magnetic gear transmission.

According to the above configuration, there is no physical contact portion. Therefore, problems that occur in transmissions that use gears in which the tooth surfaces come into direct contact with each other, such as wear of the gears, generation of vibration and abnormal noise due to the contact of the gears, generation of dust and dirt due to meshing of the gears, etc. occur. There is no.

According to the power generation system according to the present invention, the torque applied to the transmission can be made equal to or less than the allowable torque, and the size of the transmission can also be reduced.

It is a block diagram of the power generation system which concerns on 1st Embodiment of this invention. It is a figure which shows the map which shows the relationship between the equi-output line which makes a target engine output constant, and the optimum fuel consumption line of an engine in a two-dimensional plane which has engine torque as one parameter and engine speed as the other parameter. .. It is a block diagram of the power generation system which concerns on 2nd Embodiment of this invention. It is a figure explaining the procedure which the generator side torque setting part determines the target generator side torque, and even if the generator side torque is set to the provisional generator side torque, it acts on a magnetic gear transmission. It is a figure explaining the case where the shear torque is within the permissible torque. It is a figure explaining the procedure which the generator side torque setting part determines the target generator side torque, and when the generator side torque is set to the provisional generator side torque, a part of the crank angle region (engine). It is a figure explaining the case where the shear torque acting on a magnetic gear transmission exceeds an allowable torque in (a part of the operation cycle of).

Hereinafter, embodiments according to the present invention will be described in detail with reference to the accompanying drawings. In addition, when a plurality of embodiments and modifications are included in the following, it is assumed from the beginning that a new embodiment is constructed by appropriately combining the characteristic portions thereof. Further, as the unit of each physical quantity described below, the unit of the MKS unit system may be uniformly adopted, or other unit systems may be adopted uniformly.

FIG. 1 is a block diagram of a power generation system 1 according to the first embodiment of the present invention. In the first embodiment, an example in which the power generation system 1 is mounted on a hybrid vehicle (hereinafter, simply referred to as a vehicle) will be described, but the power generation system may be mounted on a vehicle other than the hybrid vehicle, or the vehicle. It may be mounted on equipment or machines unrelated to the above. As shown in FIG. 1, the power generation system 1 includes a power generation device 10 and a control device 60.

The power generation device 10 includes an engine 20, a magnetic gear transmission 40 as an example of a transmission, and a generator 50. The magnetic gear transmission 40 includes a ring magnetic gear (not shown) whose rotation is stopped by being fixed to a case (not shown) and an input side arranged inside the ring magnetic gear (inside in the radial direction). The sun magnetic gear 41 as a magnetic gear and the output side magnetism arranged between the ring magnetic gear and the sun magnetic gear 41 at intervals (equal intervals) along the circumferential direction of the ring magnetic gear. It includes a plurality of planetary magnetic gears 42 as gears and an output shaft 43 that functions as a carrier that rotatably supports each planetary magnetic gear 42. The central axes of the ring magnetic gear and the sun magnetic gear 41 are aligned. The central axis of each planetary magnetic gear 42 is parallel to the central axes of the ring magnetic gear and the sun magnetic gear 41. The magnetic gear transmission 40 transmits the rotational power of the engine 20 to the generator 50 without using physical contact (mechanical contact). The magnetic gear transmission 40 fluctuates the output torque of the engine 20 and transmits the fluctuated torque to the rotor 51 of the generator 50.

The control device 60 controls the power generation device 10. The control device 60 includes an engine control unit 70 that controls the engine 20 and a generator control unit 80 that controls the generator 50. The control device 60 controls the power generation device 10 so that the shear torque applied to the magnetic gear transmission 40 is equal to or less than the allowable torque of the magnetic gear transmission 40.

Specifically, the engine torque is _TE , the engine rotation speed is ω _E , the torque of _{the generator 50 is TG} , the rotation speed of the rotor 51 of the generator 50 is ω _G , and the engine 20 and the magnetic gear transmission 40 coupled thereto The inertial moment is Ie, the inertial moment of the generator 50 and the magnetic gear transmission 40 coupled to it is Ig, and the speed ratio of the magnetic gear transmission 40 (the rotation of the rotor 51 of the generator 50 with respect to the rotation speed of the output shaft of the engine 20). When G is the ratio of numbers), the engine side torque Tge applied to the engine side of the magnetic gear transmission 40 is represented by the following equation (1), and the generator side applied to the generator side of the magnetic gear transmission 40. The torque Tgg (the direction of the torque on the generator side is defined as positive in the direction opposite to the direction of the torque on the engine side) is expressed by the following equation (2). The shear torque acting on the magnetic gear transmission 40 is represented by (Tge + Tgg).

Therefore, since the shear torque needs to be equal to or less than the allowable torque Tga of the magnetic gear transmission 40, the equation (3) is established, and the following equation (4) is established from the above equations (1) to (3). Further, the following equations (5) and (6) regarding the speed ratio G also hold. Therefore, when Eqs. (5) and (6) are used _{to eliminate TG} and ω _G from Eq. (4), Eq. (7) is established. Thus, - if [(1 + 1 / G) T E (Ie + GIg) dω E / dt] is allowable torque Tga less, without shearing torque exceeding the allowable torque on the magnetic gear transmission 40 is applied, magnetic gear transmission The step-out of the machine 40 is suppressed. The control device 60 controls the power generation device 10 so that the following equation (7) holds when the allowable torque of the magnetic gear transmission 40 is Tga.

The engine control unit 70 includes an engine operating point determination unit 71 and an engine combustion control unit 77, and the engine operating point determination unit 71 includes a provisional torque determination unit 72 and a target torque setting unit 73. The provisional torque determination unit 72 calculates the target engine output based on the signal indicating the accelerator opening degree from the accelerator opening degree sensor 11 of the vehicle and the signal indicating the vehicle speed from the vehicle speed sensor 12. Known sensors can be adopted as the accelerator opening sensor 11 and the vehicle speed sensor 12, and the vehicle speed sensor 12 is attached to an axle or the like including, for example, a Hall element or a coil, and has a number of pulse signals proportional to the rotation speed of the axle. Is output. The provisional torque determination unit 72 calculates the target engine output based on the map. Such a map correlates engine output and vehicle speed with target engine output. For example, the control device 60 has a built-in storage unit, and the map is stored in the storage unit in advance. However, the storage unit may be arranged outside the control device, and the map may be stored in the storage unit outside the control device.

In the storage unit, the relationship between the equi-output line in which the target engine output becomes constant and the optimum fuel consumption line of the engine in a two-dimensional plane in which the engine torque is one parameter and the engine speed is the other parameter is further stored. The map to be represented is stored. FIG. 2 shows an example of such a map. With reference to FIG. 2, the provisional torque determination unit 72 determines the provisional engine torque Te and the provisional engine speed ωe from the intersection of the calculated equal output line of the target engine output and the optimum fuel consumption line.

Again, referring to FIG. 1, the target torque setting unit 73 determines whether or not Te and ωe determined by the provisional torque determination unit 72 satisfy [(1 + 1 / G) Te- (Ie + GIg) dωe / dt] ≤ Tga. To judge. Here, dωe / dt is calculated by, for example, dividing the difference of the provisional engine speed ωe between two points separated by a slight predetermined time of 0.5 seconds or less by the predetermined time, and Te is the two points. The larger value is adopted. The determination is executed every short time.

Then, at each predetermined time, when the [(1 + 1 / G) Te- (Ie + GIg) dωe / dt] ≦ Tga is satisfied, the target engine torque T _E ^*, and sets the provisionally determined Te , Set the target engine speed ω _E ^* to the tentatively determined ω e.

On the other hand, either at a given time, when the Te satisfies [(1 + 1 / G) Te- (Ie + GIg) dωe / dt]> Tga , at the predetermined time, the target engine torque T _E ^* and target engine The number ω _E ^{* is set} to Te'and ωe' satisfying [(1 + 1 / G) Te'-(Ie + GIg) dωe'/ dt] ≤ Tga. That is, when it is [(1 + 1 / G) Te- (Ie + GIg) dωe / dt]> Tga , even at the expense of the conditions of optimum fuel consumption, the target engine torque T _E ^*, the magnetic gear transmission 40 Set so that the acting shear torque is less than the allowable torque.

In the example shown in FIG. 2, since the provisional torque Te [(1 + 1 / G) Te- (Ie + GIg) dωe / dt] does not satisfy ≦ Tga, the target engine torque T _E ^* and the target engine speed omega _E ^* is, like _{The target engine torque TE} ^* is set to a value smaller than the value that satisfies the optimum fuel consumption so that the output line is located in the R1 region indicated by the thick line. As is clear from FIG. 2, when the target engine torque _TE ^* is set to a value smaller than the value satisfying the optimum fuel consumption, the target engine speed ω _E ^* becomes a value larger than the value satisfying the optimum fuel consumption.

As an example of a specific method for determining Te', for example, a constant torque satisfying α ≧ 0 is adopted, and [(1 + 1 / G) Te'-(Ie + GIg) dωe'/ dt] = (Tga-α) Determine Te'and ωe'. Here, dωe'/ dt is calculated as follows, for example. _{That is, the target torque setting unit 73 identifies the engine speed ω E} of the torque based on the signal from the engine speed sensor 25 (see FIG. 1) attached to the output rotation shaft of the engine 20, and the target engine torque. The _{target engine speed ω E} ^* is set on the condition that the target engine output is the same when the _{T E} ^{* is the torque in the R1 region.} As a result, the difference in engine speed between the two in a short time (this short time may be set to be the same as the predetermined time or may be set to a time different from the predetermined time) Δω _E can be calculated, and dωe'/ dt can be calculated by calculating [Δω _E / the above-mentioned short time]. The engine speed detection unit 25 detects, for example, the speed of the crank pulley, flywheel, camshaft, and the like. Any known sensor can be used as the engine speed detection unit 25, and for example, an electromagnetic sensor using magnetic force or an optical sensor can be used. The engine speed may be specified by a signal from the crank angle detection sensor 14 described below.

The engine operating point determination unit 71 _{outputs a signal representing the determined target engine torque TE} ^* and a signal representing the specified target engine speed ω _E ^* to the engine combustion control unit 77. Further, the engine operating point determination unit 71 _{outputs a signal representing the determined target engine torque TE} ^* to the target generator torque determination unit 81, which will be described later. The engine combustion control unit 77 _{rotates the engine based on a signal representing the target engine torque TE} ^* , a signal representing the target engine rotation speed ω _E ^*, and a signal representing the crank angle θe from the crank angle detection sensor 14. The air-fuel ratio of the engine 20, the fuel injection amount, the fuel injection timing, the ignition timing, etc. so that the number ω _E becomes the target engine rotation speed ω _E ^* and the engine torque _TE becomes the target engine torque _TE ^*. To control. As the crank angle detection sensor 14, any known sensor can be used. For example, an optical sensor that detects the crank angle using a phototransistor, or an electromagnetic pickup and a protrusion that detect the crank angle using electromagnetic force. A magnetic sensor can be used.

The generator control unit 80 includes a target generator torque determination unit 81 and a control signal output unit 82. The target generator torque determination unit 81 calculates the _{target generator torque as TE} ^* _{/ G from, for example, the target engine torque TE} ^* determined by the engine control unit 70 and the speed ratio G of the magnetic gear transmission 40. To do. In this embodiment, since the transmission is the magnetic gear transmission 40, it is not necessary to consider the mechanical loss of the transmission, but when the transmission is a transmission including contact gears, the target generator It is preferable to determine the torque on a trial basis in consideration of the mechanical loss of the transmission. Even in this case, the target generator torque is determined only from the _{target engine torque TE} ^*.

The control signal output unit 82 controls the load current flowing through the coil of the generator 50 based on the signal representing _{the rotation angle ω G} of the rotor 51 from the rotation angle detection sensor 15 of the rotor 51 of the generator to control the generator. Perform 50 torque controls. For example, when the generator 50 is a three-phase AC generator, the control signal output unit 82 executes on / off control of a plurality of switching elements included in the inverter of the generator 50 to control the torque of the generator 50. Take control. As the rotation angle detection sensor 15, any known sensor can be used, and for example, an electromagnetic sensor using magnetic force or an optical sensor can be used. _{When the generator torque TG} acting on the generator 50 and the electric power generated by the generator 50 are balanced, the rotor 51 of the generator 50 rotates at a constant speed.

According to the first embodiment, the engine operating point determination unit 71 sets the target engine torque _TE ^* and the target engine speed ω _E ^* to [(1 + 1 / G), provided that the target engine output is the same. ^{_{T E * - (Ie + GIg}} ) dω E * / dt] is set to a value that satisfies ≦ Tga. Therefore, when the engine is rotating at a constant speed, the magnetic gear transmission 40 is not subjected to a shear torque exceeding the allowable torque, and the magnetic gear transmission 40 can be suppressed from stepping out. [(1 + 1 / G) _TE − A small transmission that could not be used due to the possibility of (Ie + GIg) dω _{E / dt]> Tga can also be used.}

Further, in a two-dimensional plane in which the engine operating point determination unit 71 uses the engine torque as one parameter and the engine rotation speed as the other parameter, the equal output line at which the target engine output becomes constant and the optimum fuel consumption line of the engine. The provisional engine torque Te and the provisional engine speed ωe are determined based on the points where and intersect. Then, temporary torque determining section 72, when the [(1 + 1 / G) Te- (Ie + GIg) dωe / dt] ≦ Tga is satisfied, and sets the target engine torque T _E ^* a tentative engine torque Te, the target while setting the engine speed omega _E ^* to provisional engine speed ωe, [(1 + 1 / G) Te- (Ie + GIg) dωe / dt]> when Tga is established, the target engine torque T _E ^* and the target New engine torque Te'and new engine rotation that satisfy [(1 + 1 / G) Te'-(Ie + GIg) dωe'/ dt] ≤ Tga under the condition that the engine speed ω _E ^{* is the same as the target engine output.} Set to a few ωe'. Therefore, [(1 + 1 / G ) Te- (Ie + GIg) dωe / dt]> If Tga is established only, the target engine torque T _E ^* and the target engine speed ^{_{ω E *, [(1 +}} 1 / G) Te'- Since (Ie + GIg) dωe'/ dt] ≤ Tga is set to Te'and ωe', which satisfy the optimum fuel consumption but do not realize the optimum fuel consumption, the shear torque can be kept within the allowable range while suppressing the increase in the fuel consumption as much as possible.

Further, the generator control unit 80 _{determines the target generator torque as TE} ^* _{/ G based on the target engine torque TE} ^* and the speed ratio G of the magnetic gear transmission 40, and the torque of the generator 50 is set. The generator 50 is controlled so as to have the target generator torque _TE ^{* / G.} Therefore, in addition to the torque control on the engine side, the torque control is also executed on the generator side, so that the accuracy of the torque control is improved.

Furthermore, [(1 + 1 / G ) T E - (Ie + GIg) dω E / dt]> Tga compact transmission that could not be used because the may occur can be used, small such as a magnetic gear transmission 40 The applicable range of the transmission can be expanded. Further, a magnetic gear transmission 40 having a small allowable torque can be used, and it is based on problems that occur in a transmission in which tooth surfaces are in direct contact with each other, for example, gear wear, vibration or abnormal noise caused by gear contact, and gear meshing. It is possible to suppress the generation of dust and dirt.

Although the case where the target engine output is specified from the accelerator opening and the vehicle speed has been described, the target engine output is determined based on the air-fuel ratio of the engine, the fuel injection amount, the fuel injection timing, the ignition timing, and the like. May be good. The target engine output may be obtained based on the state of the power generation device.

Further, a case where the transmission is a magnetic gear transmission of a planetary gear mechanism having a sun magnetic gear 41, a ring magnetic gear, and a planetary magnetic gear 42 has been described. However, the magnetic gear transmission does not have to be a magnetic gear transmission of a planetary gear mechanism, and has, for example, only two magnetic gears that are spaced apart so that their central axes are on the same straight line. However, any other configuration may be used. Further, the transmission may be any transmission having gears that come into contact with each other mechanically. When a planetary gear mechanism including a contact gear is used as the transmission, for example, the output shaft of the engine is connected to the sun gear, and the internal gear is connected to the rotor of the power generation device. Also, the planetary carrier is fixed and the internal gear is rotated in the opposite direction to the sun gear. In this case, the rotation speed of the engine is decelerated by the magnetic gear transmission mechanism, and the rotation speed of the rotor matches the decelerated rotation speed.

Further, the engine control unit 70 controls the shear torque acting on the magnetic gear transmission 40 so as not to exceed the allowable torque Tga of the magnetic gear transmission 40, and the generator control unit 80 also controls the shear torque to be the allowable torque. The case of executing the control not exceeding Tga has been described. However, the generator control unit 80 does not have to exist, and the torque control by the generator 50 does not have to be executed.

FIG. 3 is a block diagram of the power generation system 101 according to the second embodiment of the present invention. In the second embodiment, the same configuration as that of the first embodiment is designated by the same reference number, and the description thereof will be omitted, and the description of the same effects and modifications as those of the first embodiment will also be omitted. The second embodiment is different from the first embodiment in that torque control is mainly executed by the generator control unit 180 and that pulsating torque generated by combustion of fuel in the combustion chamber is taken into consideration. Hereinafter, configurations, effects, and modifications different from those of the first embodiment will be described.

As shown in FIG. 3, the power generation system 101 includes a power generation device 110 and a generator control unit 180, and the generator control unit 180 includes an engine torque estimation unit 181 and a generator torque calculation unit 182. The engine torque estimation unit 181 receives a signal representing the provisional engine torque from the engine control unit 70 (not shown). The provisional engine torque matches the target engine torque determined by the engine control unit 70 in the first embodiment.

The engine torque estimation unit 181 estimates the engine torque by a signal representing a constant provisional engine torque from an engine operating point determination unit 71 (not shown), a signal representing a crank angle θe from the crank angle detection sensor 14, and a map. To do. The above map is created on a trial basis in advance. The actual engine torque includes a pulsating component that depends on the crank angle θe. The map correlates the provisional engine torque and the crank angle θe with the engine torque including the assumed pulsation component on a one-to-one basis. The map is stored in advance in, for example, a storage unit 160 built in the generator control unit 180.

The generator torque calculation unit 182 determines the target generator torque from the engine torque estimated by the engine torque estimation unit 181 and the provisional engine torque. The generator torque calculation unit 182 includes an engine side torque calculation unit 183, a provisional generator side torque determination unit 184, and a generator side torque setting unit 185. The engine side torque calculation unit 183 is based on the moment of inertia Ie (known for each specification) of the engine and the transmission connected to the engine, the engine speed ω _E, and the estimated engine torque estimated by the engine torque estimation unit 181. The engine side torque Tge of the magnetic gear transmission 40 is calculated using the above equation (1). Such calculation is _{executed by setting the engine torque TE} to the above estimated torque. The power generation device 110 includes an engine speed detection unit 125. The engine side torque calculation unit 183 specifies the _{engine speed ω E} based on the signal from the engine speed detection unit 125. The engine speed detection unit 125 detects, for example, the speed of the crank pulley, flywheel, camshaft, and the like. Any known sensor can be used as the engine speed detection unit 125, and for example, an electromagnetic sensor using magnetic force or an optical sensor can be used.

The provisional generator side torque determination unit 184 determines the provisional generator side torque Tgg'of the magnetic gear transmission 40 based on the provisional engine torque. More specifically, the provisional generator side torque determination unit 184 determines the provisional generator side torque based on the constant engine torque and the speed ratio G of the magnetic gear transmission 40.

Next, a procedure in which the generator-side torque setting unit 185 determines the target generator-side torque Tgg will be described with reference to FIGS. 4 and 5. FIG. 4 is a diagram illustrating a case where the shear torque acting on the magnetic gear transmission 40 is within the allowable torque even when the generator side torque Tgg is set to the provisional generator side torque Tgg'. Specifically, FIG. 4A is a diagram illustrating an example in which the generator side torque Tgg is set to −a / G, and FIG. 4B is a diagram in which the generator side torque Tgg is included in the Tge. It is a figure explaining the example which set the pulsation component to the torque applied to −a / G.

In the example shown in FIG. 4A, the engine side torque Tge pulsates around the target engine torque a due to the inclusion of the pulsating component in the engine torque. On the other hand, the provisional generator-side torque Tgg'is determined to be constant (-a / G).

In the example shown in FIG. 4A, the allowable torque Tga of the magnetic gear transmission 40 is larger than (Tge-Tgg'). Therefore, the target generator-side torque Tgg can be set to the provisional generator-side torque Tgg'. Further, in the example shown in FIG. 4A, Tge has a pulsating component, whereas Tgg is constant. Therefore, the shear torque (Tge-Tgg) acting on the magnetic gear transmission 40 includes a pulsating component.

On the other hand, in the example shown in FIG. 4B, as the provisional generator-side torque Tgg', a torque obtained by adding a pulsating component of the engine-side torque Tge to a constant (-a / G) is adopted. That is, [-a / G + (Tge-a)] is adopted as Tgg'.

Even in the case shown in FIG. 4B, the allowable torque Tga is larger than (Tge-Tgg'). Therefore, the target generator-side torque Tgg can be set to the provisional generator-side torque Tgg'. On the other hand, in the case shown in FIG. 4B, unlike the case shown in FIG. 4A, the provisional generator-side torque Tgg'includes the pulsating component of the engine-side torque Tge. Therefore, the shear torque (Tge-Tgg) acting on the magnetic gear transmission 40 is constant because the pulsating components are offset. As a result, since the shear torque (Tge-Tgg) does not have a pulsating component, NV can be suppressed.

FIG. 5 shows the magnetic gear transmission 40 in a part of the crank angle region (a part of the operating cycle of the engine 20) when the generator side torque Tgg is set to the provisional generator side torque Tgg'. It is a figure explaining the case where the shear torque acting on is exceeding the permissible torque. Specifically, in FIG. 5, when b is a constant provisional engine torque determined by the engine operating point determination unit 71, the generator side torque Tgg is the provisional generator side torque Tgg'-b / G. When set to, it is a figure explaining the case where the shear torque (Tge-Tgg') exceeds the permissible torque Tga at the time corresponding to the half cycle of the pulsation of Tge.

In the example shown in FIG. 5A, at the half-cycle timing (t1 <t <t2, t3 <t <t4) where the shear torque (Tge-Tgg') exceeds the allowable torque Tga, at (Tge-Tgg'). The torque obtained by adding the torque amount exceeding the allowable torque Tga to the provisional generator side torque Tgg'is adopted as the generator side torque Tgg.

That is, when the provisional generator side torque is Tgg', the generator side torque Tgg is set to Tgg'= -b / at the timing when (Tge-Tgg') ≤ Tga is satisfied (t2 ≤ t ≤ t3). Set to G.

Further, at the timing of satisfying (Tge-Tgg')> Tga (t1 <t <t2, t3 <t <t4), the generator side torque Tgg is set to the torque exceeding the allowable torque Tga in (Tge-Tgg'). Minutes are set to [Tgg'+ (Tga-b)] = [-b / G + (Tga-b)] added to the provisional generator-side torque Tgg'.

In this way, the shear torque acting on the magnetic gear transmission is prevented from exceeding the allowable torque. In the example shown in FIG. 5A, the shear torque (Tge-Tgg) is the allowable torque at the timing of satisfying (Tge-Tgg')> Tga (t1 <t <t2, t3 <t <t4). Matches Tga. However, the Tgg may be determined so that the shear torque (Tge-Tgg) becomes smaller than the allowable torque Tga at the timing when (Tge-Tgg')> Tga is satisfied.

In the example shown in FIG. 5B, the generator side torque Tgg is set to the provisional generator side even at the timing when the shear torque acting on the magnetic gear transmission 40 does not exceed the allowable torque (t2 ≦ t ≦ t3). Set the torque by adding the pulsating component to the torque Tgg'. In this way, the shear torque (Tge-Tgg) is prevented from including the pulsating component. In the example shown in FIG. 5B, Tgg is determined so that the shear torque (Tge-Tgg) matches the allowable torque. However, Tgg may be determined so that the shear torque (Tge-Tgg) does not contain a pulsating component and is smaller than the allowable torque. In the example shown in FIG. 5 (b), in comparison with the example shown in FIG. 5 (a), the shear torque (Tge-Tgg) does not include the pulsating component in the entire engine operation cycle. Therefore, it is preferable that NV is less likely to occur in comparison with the example shown in FIG. 5 (a).

When the generator side torque setting unit 185 determines the target generator side torque Tgg, the generator torque calculation unit 182 is based on the Tgg and the rotation speed ω _{G of the rotor 51 based on the above equation (2).} Calculate the target generator torque T _G ^*. Then, to control the power supplied to the coil of the generator 50 such that the torque T _G of the generator 50 coincides with the target generator torque T _G ^*.

In the second embodiment, the case where the engine torque estimation unit 181 estimates the engine torque Te including the pulsating component based on the crank angle θe and the map in which the crank angle and the engine torque are associated with each other has been described.

However, even if the power generation system further includes an in-cylinder pressure detection unit that detects the in-cylinder pressure in the combustion chamber of the engine, and the engine torque estimation unit estimates the engine torque based on the crank angle and the in-cylinder pressure. Good.

The degree of combustion in the combustion chamber can be measured by the pressure inside the cylinder of the engine. Therefore, it is possible to identify the position of the piston and how it is moving from the in-cylinder pressure and the crank angle. Since the capacity of the combustion chamber can be calculated from the position of the piston, the force pressing the piston can be specified from the pressure inside the cylinder. Therefore, since the position of the piston and the force for pressing the piston are known, the torque acting on the crankshaft can be calculated, and the engine torque can be calculated.

Alternatively, the power generation device can specify the fuel injection amount injected into the combustion chamber of the engine, the ignition device that ignites the fuel in the combustion chamber, and the ignition timing identification unit that can specify the ignition timing of the ignition device. The engine torque estimation unit may estimate the engine torque based on the crank angle, the fuel injection amount, and the ignition timing. The in-cylinder pressure can be specified from the fuel injection amount and the ignition signal. Therefore, the engine torque can be calculated even with the configuration of this modified example. According to the above two modifications, the engine torque is actually calculated. Therefore, the engine torque can be estimated more accurately by comparison with the second embodiment using the map.

1,101 generator system, 10,110 generator, 20 engine, 40 magnetic gear transmission, 50 generator, 51 generator rotor, 60 controller, 71 engine operating point determination unit, 72 provisional torque determination unit, 73 target Torque setting unit, 77 engine combustion control unit, 80, 180 generator control unit, 181 engine torque estimation unit, 182 generator torque calculation unit, 183 engine side torque calculation unit, 184 provisional generator side torque determination unit, 185 generator Side torque setting unit.

Claims (10)

A power generation device including an engine, a generator driven by the engine, and a transmission for transmitting the rotational power of the output shaft of the engine to the rotor of the generator, and a control device for controlling the power generation device. It ’s a system,
The control device is
An engine operating point determination unit that determines a target engine output and a target engine torque based on the state of the power generation device.
An engine combustion control unit that controls combustion of the engine so that the output torque of the engine becomes the target engine torque determined by the engine operating point determination unit.
Have,
The moment of inertia of the engine and the transmission coupled to it is Ie, the moment of inertia of the generator and the transmission coupled to it is Ig, and the rotation speed of the rotor of the generator with respect to the rotation speed of the output shaft of the engine. When the speed ratio of the transmission defined as the ratio of the above is G and the permissible torque of the transmission is Tga, the target engine operating point determining unit determines the target engine under the condition that the target engine output is the same. A power generation system that sets the engine torque T _E ^* and the target engine speed ω _E ^* to values that satisfy [(1 + 1 / G) T _E ^* -(Ie + GIg) dω _E ^{* / dt] ≤ Tga.} In the power generation system according to claim 1,
The engine operating point determination unit
Based on the point where the equi-output line at which the target engine output becomes constant and the optimum fuel consumption line of the engine intersect in a two-dimensional plane in which the engine torque is one parameter and the engine speed is the other parameter. A provisional torque determination unit that determines the provisional engine torque Te and the provisional engine speed ωe,
[(1 + 1 / G) Te- (Ie + GIg) dωe / dt] When ≦ Tga is satisfied, and sets the target engine torque _T ^{E *} to the provisional engine torque Te, the target engine speed omega _E ^* while set in the temporary engine speed ωe, [(1 + 1 / G) Te- (Ie + GIg) dωe / dt]> when Tga is established, the target engine torque _T ^{E *} and the target engine speed omega _E ^* , A new engine torque Te'and a new engine speed ωe' satisfying [(1 + 1 / G) Te'-(Ie + GIg) dωe'/ dt] ≤ Tga under the condition that the target engine output is the same. A power generation system that has a target torque setting unit, which is set to. In the power generation system according to claim 2,
A generator control unit that controls the torque of the generator is provided.
The generator control unit determines a target generator torque based on the target engine torque and the speed ratio, and controls the generator so that the torque of the generator matches the target generator torque. Power generation system. A power generation device including an engine, a generator driven by the engine, and a transmission for transmitting the rotational power of the output shaft of the engine to the rotor of the generator, and a control device for controlling the power generation device. It ’s a system,
The power generation device has a crank angle detection unit that detects the crank angle of the engine.
The control device is
An engine torque estimation unit that estimates the engine torque based on the provisional engine torque determined based on the state of the power generation device and the crank angle.
A generator torque that calculates a generator torque so that the torque acting on the transmission does not exceed the allowable torque of the transmission based on the engine torque estimated by the engine torque estimation unit and the provisional engine torque. Calculation part and
Has a power generation system. In the power generation system according to claim 4,
A rotor rotation speed detection unit that detects the rotor rotation speed of the generator, and
The engine speed detector that detects the engine speed and the engine speed detector
With
The generator torque calculation unit
An engine-side torque calculation unit that calculates an engine-side torque Tge of the transmission based on the moment of inertia of the engine and the transmission coupled to the engine, the engine speed, and the engine torque.
A provisional generator-side torque setting unit that determines the provisional generator-side torque Tgg'of the transmission based on the provisional engine torque, and
When the allowable torque of the transmission and the Tg a, while set to (Tge-Tgg ') when ≦ Tga is satisfied, the generator side torque TGG, the tentative generator side torque TGG', ( Generator side torque setting unit that sets the generator side torque Tgg to a new generator side torque Tgg'' that satisfies Tgg''≧ (Tge-Tga) when Tge-Tgg')> Tga is established. And, has a power generation system. In the power generation system according to claim 5,
The engine side torque contains a pulsating component,
A power generation system in which the pulsating component is included in the torque on the generator side. In the power generation system according to any one of claims 4 to 6.
The engine torque estimation unit is a power generation system that estimates the engine torque based on the crank angle and a map in which the crank angle and the engine torque are associated with each other. In the power generation system according to any one of claims 4 to 6.
A cylinder pressure detecting unit for detecting the pressure inside the combustion chamber of the engine is provided.
The engine torque estimation unit is a power generation system that estimates the engine torque based on the crank angle and the in-cylinder pressure. In the power generation system according to any one of claims 4 to 6.
A fuel identification unit that can specify the fuel injection amount injected into the combustion chamber of the engine, and
An ignition device that ignites the fuel in the combustion chamber,
An ignition timing specifying unit capable of specifying the ignition timing of the ignition device,
With
The engine torque estimation unit is a power generation system that estimates the engine torque based on the crank angle, the fuel injection amount, and the ignition timing. In the power generation system according to any one of claims 1 to 9.
The transmission is a power generation system that is a magnetic gear transmission.

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