WO2024053413A1 - Dispositif de commande de moteur, et programme de commande de moteur - Google Patents

Dispositif de commande de moteur, et programme de commande de moteur Download PDF

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Publication number
WO2024053413A1
WO2024053413A1 PCT/JP2023/030504 JP2023030504W WO2024053413A1 WO 2024053413 A1 WO2024053413 A1 WO 2024053413A1 JP 2023030504 W JP2023030504 W JP 2023030504W WO 2024053413 A1 WO2024053413 A1 WO 2024053413A1
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WIPO (PCT)
Prior art keywords
engine
command
value
torque
motor control
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PCT/JP2023/030504
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English (en)
Japanese (ja)
Inventor
瞭弥 橋爪
章 坂本
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株式会社デンソー
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Publication of WO2024053413A1 publication Critical patent/WO2024053413A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors

Definitions

  • the disclosure in this specification relates to a control technology for a rotating electric machine connected to an engine.
  • Patent Document 1 discloses a driving force control device that is installed in a hybrid vehicle and controls a rotating electric machine such as a motor generator connected to an engine.
  • a rotating electric machine such as a motor generator connected to an engine.
  • the assist power by the motor generator is suppressed until the engine torque increases, taking into consideration the response delay of the engine torque.
  • the present disclosure aims to provide a motor control device and a motor control program that can suppress power consumption caused by engine response delay while avoiding complication of control.
  • a motor control device that controls a rotating electrical machine connected to an engine, and uses a rotational speed detection value that detects the rotational speed of the rotating electrical machine to control the rotational speed.
  • a control system that performs feedback control so that when the engine speed increases, the command value of the rotating electrical machine is adjusted based on the fact that the average value of engine torque output from the engine over a predetermined time exceeds a threshold value.
  • a motor control device includes a command control unit that outputs a command to raise the motor.
  • Another disclosed aspect is a motor control program that controls a rotating electrical machine connected to an engine, and uses a rotational speed detection value obtained by detecting the rotational speed of the rotating electrical machine so that the rotational speed approaches a command value. and outputting an increase command to increase the command value of the rotating electric machine based on the fact that the average value of engine torque output from the engine over a predetermined time exceeds a threshold value when the engine rotation speed increases.
  • the motor control program causes at least one processing unit to execute processing including the following.
  • the process of increasing the command value of the rotational speed of the rotating electric machine is started based on the fact that the average value of the engine torque over a predetermined period of time exceeds a threshold value. According to such processing, the increase in the rotational speed of the rotating electric machine can be started at an appropriate timing. As a result, power consumption due to engine response delay can be suppressed while avoiding complication of control.
  • FIG. 1 is a diagram showing an overall view of a control system and a power unit according to a first embodiment of the present disclosure.
  • FIG. 2 is a block diagram equivalently showing the details of motor control.
  • FIG. 2 is a block diagram showing details of a speed PI controller.
  • FIG. 3 is a diagram for explaining details of switching control gains.
  • FIG. 3 is a diagram for explaining details of control for increasing the rotation speed of a motor generator based on detection of an increase in engine torque. It is a flowchart which shows the detail of a rise control process.
  • FIG. 6 is a diagram illustrating changes in each torque when commands to increase the rotational speed of the engine and motor generator are output at the same time.
  • FIG. 6 is a diagram showing changes in each torque when increasing the rotational speed of a motor generator based on detection of an increase in engine torque.
  • 9A is an enlarged view of region IX-A in FIG. 7, and FIG. 9B is an enlarged view of region IX-A in FIG. 8.
  • FIG. It is an enlarged view of B.
  • FIG. 7 is a diagram for explaining details of control for increasing the rotation speed of a motor generator performed in a second embodiment. It is a block diagram showing details of a speed PI controller of a third embodiment. It is a block diagram showing details of a speed PI controller of a fourth embodiment. It is a block diagram showing details of a speed PI controller of a fifth embodiment. 7 is a diagram illustrating an overall view of a control system and a power unit of Modification 1. FIG.
  • a control system 100 according to the first embodiment of the present disclosure shown in FIG. 1 is applied to a power unit mounted on a vehicle.
  • the power unit is a series hybrid system that generates power for driving.
  • the power unit includes an engine 11, motor generators 12 and 14, inverters 13 and 15, a battery 16, and the like.
  • the engine 11 is an internal combustion engine that burns fuel and extracts mechanical energy.
  • the engine 11 is connected to a motor generator 12, and supplies generated mechanical energy to the motor generator 12 through the crankshaft 11c.
  • the engine 11 is a three-cylinder gasoline engine in which three cylinders are arranged in series and gasoline is sequentially burned in the combustion chamber of each cylinder. Note that the number of cylinders, cylinder arrangement, displacement, etc. of the engine 11 may be changed as appropriate. Further, a diesel engine that burns light oil, a Wankel type rotary engine, or the like may be employed as the engine 11 in the power unit.
  • the motor generators 12 and 14 are, for example, three-phase brushless motors.
  • the motor generators 12 and 14 include a stator having a coil, a rotor having a permanent magnet, a rotation angle sensor that detects the rotation angle (rotation speed) of the rotor, and the like.
  • the motor generators 12 and 14 have an outer rotor type structure in which a rotor is disposed on the outer peripheral side of a stator.
  • motor generators 12 and 14 may be inner rotor type rotating electric machines. Further, the motor generators 12 and 14 may be wound field type synchronous motors in which the rotor is provided with a field winding instead of a permanent magnet. Further, the motor generators 12 and 14 are not limited to the above-mentioned synchronous motors, but may be induction motors or the like. Further, different types of electric motors may be employed as motor generators 12 and 14.
  • the motor generator 12 is an electric motor for power generation that converts mechanical energy supplied from the engine 11 into electrical energy.
  • the motor generator 12 is provided as a rotating electrical machine dedicated to power generation.
  • Motor generator 12 has an input shaft that rotates integrally with the rotor. The input shaft is physically separated from the drive shaft 19 that transmits driving power to the tires of the vehicle. As a result, no disturbance is input to the input shaft from the road surface or the like.
  • a crankshaft 11c of the engine 11 is directly connected to the input shaft. That is, the connection configuration between the engine 11 and the motor generator 12 is a damperless configuration in which the damper DM having a buffering function is not interposed, and a gearless configuration in which the gear GR for power transmission is not interposed.
  • the damper DM is a torsional damper that damps torque fluctuations of the crankshaft 11c by, for example, expanding and contracting a torsional spring.
  • Gear GR is, for example, a speed increaser that speeds up the rotation of crankshaft 11c and transmits it to motor generator 12.
  • the motor generator 14 is an electric motor for driving the vehicle.
  • Motor generator 14 is directly or indirectly connected to a drive shaft 19 of the vehicle.
  • the motor generator 14 converts electrical energy supplied from a battery 16 or the like into mechanical energy, and rotates the drive shaft 19 .
  • the motor generator 14 works with the inverter 15 to convert mechanical energy (kinetic energy of the vehicle) input from the drive shaft 19 into electrical energy.
  • the inverters 13 and 15 are three-phase inverters including U-phase, V-phase, and W-phase arms arranged in parallel between the positive electrode line and the negative electrode line, and a switching element and a free-wheeling diode connected in series to the arms of each phase.
  • This is a drive circuit mainly consisting of a bridge circuit.
  • the switching element an IGBT (Insulated-Gate Bipolar Transistor) or a MOS-FET (Metal-Oxide-Semiconductor Field-Effect Transistor) is used.
  • Inverters 13 and 15 control the operation of motor generators 12 and 14 by turning on and off each switching element.
  • the inverter 13 is combined with the motor generator 12 and controls the power generation operation by the motor generator 12.
  • the inverter 13 generates a braking torque on the rotor of the motor generator 12 by forming a circulation circuit, and outputs the energy stored in the stator coil to the battery 16 or the inverter 15 as DC power.
  • the battery 16 is charged.
  • the DC power supplied to the inverter 15 is used for driving the vehicle.
  • the inverter 15 is combined with the motor generator 14 and controls power running and regeneration operations by the motor generator 14.
  • Inverter 15 converts DC power supplied from battery 16 or inverter 13 into AC power, and drives motor generator 14 .
  • Inverter 15 controls the rotation speed and torque of motor generator 14 by changing the frequency and voltage of AC power.
  • the battery 16 is an energy store system that can store electrical energy.
  • the battery 16 is mainly composed of an assembled battery formed by combining a large number of battery cells such as nickel metal hydride secondary batteries or lithium ion secondary batteries.
  • the battery 16 may include a capacitor or the like.
  • the battery 16 has a power storage capacity of, for example, about 0.5 kWh to 2 kWh.
  • the battery 16 stores the power supplied from the inverters 13 and 15 and supplies the stored power to the inverter 15.
  • the battery 16 may be capable of storing power supplied from a charging station outside the vehicle. In such a configuration, the battery 16 may have a storage capacity of about 10 kWh to 20 kWh.
  • the control system 100 includes a hybrid ECU (Electronic Control Unit) 21, an engine ECU 22, a motor generator ECU (hereinafter referred to as MG-ECU) 23, a battery ECU, and the like.
  • the ECUs 21 to 23 are connected to each other so as to be able to communicate with each other.
  • Each of the ECUs 21 to 23 has a configuration mainly consisting of a controller including at least a processor and a RAM, and functions as an on-vehicle arithmetic unit (computer).
  • each ECU 21 to 23 has a storage unit that stores programs and various input/output interfaces.
  • the hybrid ECU 21 cooperates with the engine ECU 22 and MG-ECU 23 to integrally control the power unit.
  • the hybrid ECU 21 acquires various signals (information) used to control the power train. For example, the hybrid ECU 21 sends a signal that detects the rotation speed of the engine 11, a signal from a rotation angle sensor that detects the rotation speed of the motor generators 12 and 14, a signal that indicates the accelerator opening, a signal that indicates the remaining amount of the battery 16, etc. be obtained.
  • the remaining amount information of the battery 16 is, for example, information such as SOC (State of Charge).
  • the hybrid ECU 21 switches the operation mode of the power unit among a plurality of (five) modes based on the acquired signal.
  • the hybrid ECU 21 operates in two modes: one mode in which the engine 11 is stopped and the vehicle runs only on the charging power of the battery 16, and another mode in which the vehicle runs on the power generated by the engine 11 and motor generator 12 while charging the battery 16 with surplus power. mode. Further, the hybrid ECU 21 has three modes: a mode in which all generated power is used for driving, a mode in which both generated power and charging power are used for driving, and a mode in which the engine 11 is stopped and regenerated energy is recovered into the battery 16. implement.
  • the engine ECU 22 controls the operating state of the engine 11 according to the operating mode of the power unit.
  • the engine ECU 22 calculates a target rotation speed and target torque, and controls the engine 11 to operate at the target rotation speed and target torque.
  • the engine ECU 22 operates the engine 11 at a fixed point at a high efficiency point (see Ne1 in FIG. 4).
  • the high efficiency point is one of the operating points at which the power generation efficiency of the power generation system including the engine 11, motor generator 12, and inverter 13 is highest.
  • the battery 16 is charged with the surplus of the generated power.
  • the engine ECU 22 operates the engine 11 at a fixed point at a high output point (see Ne2 in FIG. 4).
  • the MG-ECU 23 controls the operating state of each motor generator 12, 14 in cooperation with each inverter 13, 15 by performing pulse width modulation control on each inverter 13, 15. Specifically, the MG-ECU 23 calculates the target rotation speed and target torque of each motor generator 12, 14, and adjusts each inverter 13, 14 so that each motor generator 12, 14 is operated at the target rotation speed and target torque. 15.
  • the storage unit of the MG-ECU 23 stores a motor control program for controlling each motor generator 12, 14.
  • the MG-ECU 23 has a plurality of MG control systems that control each motor generator 12, 14 as a control target (plant) by executing a motor control program by a processor.
  • FIG. 2 is a block diagram equivalently showing the details of motor control performed by the MG-ECU 23, and conceptually shows a plurality of functional blocks forming the MG control system 30.
  • MG control system 30 is a control system that controls motor generator 12.
  • the MG control system 30 uses a rotation speed detection value obtained by detecting the rotation speed of the motor generator 12 to perform feedback control so that the rotation speed approaches (follows) the command value NC.
  • the MG-ECU 23 further includes an MG control system that controls the motor generator 14 (see FIG. 1), separate from the MG control system 30.
  • the MG control system 30 includes a plurality of converters 31, 33, 35, 37, 38, a plurality of subtraction units 32, 34, 36, a speed PI (Proportional-Integral) controller 40, and a current PI controller 60. There is.
  • a mechanical angular velocity command value ⁇ m* generated by the MG-ECU 23 (command control unit 80 described later) is input to the converter 31.
  • the converter 31 converts mechanical angles into electrical angles. Specifically, the converter 31 performs conversion from mechanical angle to electrical angle by multiplying by the number of magnetic pole pairs Pm of the motor generator 12, and calculates the electrical angular velocity command value ⁇ e* from the mechanical angular velocity command value ⁇ m*.
  • the converter 31 outputs the calculated electrical angular velocity command value ⁇ e* to the subtraction unit 32.
  • the latest electrical angular velocity response value ⁇ e is input to the subtraction unit 32.
  • the subtraction unit 32 calculates the deviation of the current electrical angular velocity response value ⁇ e from the electrical angular velocity command value ⁇ e* (hereinafter referred to as electrical angular velocity deviation).
  • the subtraction unit 32 outputs the calculated electrical angular velocity deviation to the speed PI controller 40.
  • the speed PI controller 40 calculates a torque command value TM* according to the electrical angular velocity deviation input from the subtraction unit 32.
  • the speed PI controller 40 operates to bring the electrical angular velocity deviation closer to zero by calculating a larger torque command value TM* as the electrical angular velocity deviation becomes larger.
  • the speed PI controller 40 includes a proportional device 41, an integrator 42, and an adder 46 (see FIG. 3).
  • the proportional device 41 outputs a value obtained by multiplying the electrical angular velocity deviation by the velocity proportional gain Kps.
  • the integrator 42 outputs a value obtained by multiplying the cumulative value (time integral value) of the electrical angular velocity deviation by the velocity integral gain Kis.
  • the adding section 46 adds the output value of the integrator 42 to the output value of the proportional device 41.
  • the speed PI controller 40 outputs the value added by the adding unit 46 to the converter 33 as a torque command value TM*.
  • the converter 33 calculates the d-axis current command value id* and the q-axis current command value by calculation using the torque command value TM* input from the speed PI controller 40 and a preset torque coefficient KT. iq* is calculated.
  • the d-axis current is a component of the applied current that is used to generate magnetic flux.
  • the q-axis current is a component of the applied current that corresponds to the torque that rotates the rotor.
  • the converter 33 outputs the calculated current command values id*, iq* to the subtraction unit 34.
  • the subtraction unit 34 calculates the deviation (hereinafter, current value deviation) of the current response values id, iq with respect to the current command values id*, iq*.
  • the subtraction unit 34 outputs the calculated current value deviation to the current PI controller 60.
  • the current PI controller 60 calculates voltage command values vd, vq according to the current value deviation input from the subtraction unit 34.
  • the current PI controller 60 operates to bring the current value deviation closer to zero by calculating larger voltage command values vd, vq as the current value deviation becomes larger.
  • the current PI controller 60 has a proportional device, an integrator, and an adder.
  • the proportional device outputs a value obtained by multiplying the current value deviation by a current proportional gain Kpc.
  • the integrator outputs a value obtained by multiplying the cumulative value (time integral value) of the current value deviation by the current integral gain Kic.
  • the addition section adds the output value of the integrator to the output value of the proportional device.
  • Current PI controller 60 outputs the added values in the adding section to motor generator 12 as voltage command values vd, vq.
  • a block (model) corresponding to the motor generator 12 is expressed as 1/(L ⁇ s+R), where L is armature inductance and R is armature resistance.
  • a d-axis current response value id and a q-axis current response value iq are detected from the motor generator 12.
  • a current control minor loop is formed in the MG control system 30 to connect the rear part of the motor generator 12 to the subtraction section 34 .
  • Each current response value id, iq is input to the subtraction unit 34 through a current control minor loop.
  • feedback control is performed to cause the current response values id, iq to follow (match) the current command values id*, iq*, which are target values.
  • the latest current response values id, iq output from the motor generator 12 are input to the converter 35.
  • the converter 35 uses the same torque coefficient KT as the converter 33 and performs processing that is exactly the opposite of that of the converter 33. Specifically, converter 35 calculates torque response value TM of motor generator 12 from current response values id and iq using torque coefficient KT. The converter 35 outputs the calculated torque response value TM to the subtractor 36.
  • the latest engine torque TE is input to the subtraction unit 36.
  • the subtraction unit 36 calculates the deviation of the current engine torque TE from the torque response value TM (hereinafter referred to as torque deviation).
  • the subtraction unit 36 outputs the calculated torque deviation to the converter 37.
  • the converter 37 calculates the mechanical angular velocity response value ⁇ m from the torque deviation input from the subtraction unit 36 using the value of the inertia JM of a component (rotor, etc.) of the motor generator 12 that rotates integrally with the crankshaft 11c. do.
  • the converter 38 is provided on the line of the speed control outer loop that connects the rear part of the converter 37 with the subtraction section 32.
  • the converter 38 uses the same magnetic pole logarithm Pm as the converter 31 to perform conversion from mechanical angle to electrical angle, and converts the mechanical angular velocity response value ⁇ m to the electrical angular velocity response value ⁇ e.
  • the electrical angular velocity response value ⁇ e is input to the subtraction unit 32 through the speed control outer loop.
  • the mechanical angular velocity response value ⁇ m is a value based on the output of the rotation angle sensor of the motor generator 12.
  • the mechanical angular velocity response value ⁇ m or the electrical angular velocity response value ⁇ e corresponds to a “rotation speed detection value”.
  • the MG control system 30 can cause the motor generator 12 to output a counter torque (damping torque, see FIG. 1) that has a phase opposite to the torque fluctuation of the engine 11.
  • the MG-ECU 23 further includes a gain switching section 70 (see FIG. 3) as a functional section based on the motor control program.
  • the gain switching unit 70 switches the control gain used in the feedback control of the MG control system 30 from among a plurality of control gains including a low gain and a high gain by performing gain switching processing.
  • the gain switching unit 70 changes at least each value of the speed proportional gain Kps and the speed integral gain Kis of the speed PI controller 40 in the gain switching process of switching between low gain and high gain.
  • the gain switching section 70 may change each value of the current proportional gain Kpc and current integral gain Kic of the current PI controller 60, as well as each value of the speed proportional gain Kps and speed integral gain Kis.
  • the MG control system 30 has a low response to pulsations in the engine torque TE.
  • the damping torque output by the motor generator 12 becomes very small or zero (see the lower left side of FIG. 4).
  • the motor generator 12 is in a state where it outputs a substantially constant torque. As a result, the effect of suppressing pulsation of engine torque TE due to feedback control also becomes smaller.
  • the MG control system 30 has a high response to pulsations in the engine torque TE.
  • the damping torque output by the motor generator 12 becomes larger compared to the low gain state (see the lower right side of FIG. 4).
  • the effect of suppressing engine torque TE pulsation due to feedback control also increases.
  • the gain switching unit 70 starts gain switching processing based on the activation of the control system 100.
  • the gain switching unit 70 continues the gain switching process until the control system 100 stops, and ends the gain switching process based on the stoppage of the control system 100.
  • the gain switching unit 70 performs post-startup initial processing and sets the gain to a low gain state.
  • the gain switching unit 70 estimates the occurrence of a scene in which the pulsation of the engine torque TE becomes large, the gain switching unit 70 establishes a switching condition to a high gain, and performs switching from a low gain to a high gain.
  • the gain switching unit 70 starts switching from low gain to high gain at the timing when the rotation speed of the engine 11 reaches the high efficiency point rotation speed (hereinafter referred to as first rotation speed Ne1) due to cranking. do.
  • first rotation speed Ne1 the high efficiency point rotation speed due to cranking.
  • ignition of the fuel is started under a high gain condition (see ENG ignition in FIG. 4). Therefore, a sudden increase in the rotational speed (see broken line in FIG. 4) accompanying the start of combustion is suppressed.
  • the gain switching unit 70 switches from low gain to high gain at the transition timing from the first rotation speed Ne1 to the high output point rotation speed (hereinafter referred to as second rotation speed Ne2). Thereby, a situation in which the number of rotations of the crankshaft 11c greatly exceeds the second number of rotations Ne2 becomes less likely to occur. Furthermore, at the timing of stopping the engine 11, the gain switching unit 70 switches from low gain to high gain. This makes it less likely that the crankshaft 11c will not stably stop rotating.
  • the gain switching unit 70 After switching to the high gain, the gain switching unit 70 performs switching from the high gain to the low gain based on the establishment of the switching condition to the low gain. For example, when a predetermined time has elapsed after switching to high gain, or when the rotational speed of crankshaft 11c becomes stable, the gain switching unit 70 establishes the conditions for switching to low gain. According to the above, high-gain vibration suppression control is applied only to the minimum necessary scenes, and in other scenes, switching to low-gain vibration suppression control realizes efficiency-oriented operation. Ru.
  • ⁇ Anti-windup control> When switching from high gain to low gain as shown in FIG. 4, a wind-up phenomenon of rotational speed may occur during the transition period.
  • the windup phenomenon occurs due to excessive addition of integral terms in the speed PI controller 40, that is, the output value of the integrator 42 becomes excessive.
  • the rotational speed may undershoot below the lower limit of the allowable variation range or overshoot above the upper limit of the allowable variation range.
  • the upper and lower thresholds that define the permissible variation range may be appropriately set to values that can be tolerated in the vehicle from the viewpoint of noise and vibration.
  • the speed PI controller 40 includes a limiter 51 and an integrator stop circuit 52 as a configuration for applying anti-windup control (hereinafter referred to as anti-windup control section 50).
  • the limiter 51 is provided after the adder 46.
  • the limiter 51 sets an upper limit value and a lower limit value of the torque command value TM* output from the adding section 46.
  • the limiter 51 outputs the upper limit value or the lower limit value in place of the torque command value TM*.
  • the integrator stop circuit 52 performs anti-windup control to stop the integrator 42 when the torque command value TM* exceeds the upper limit or lower limit of the limiter 51.
  • the integrator stop circuit 52 includes a comparator 53 and a switch 54.
  • the comparator 53 determines whether the input and output of the limiter 51 match or do not match. When the input and output of the limiter 51 match, in other words, when the limiter 51 is not operating, the comparator 53 outputs a value of "1". On the other hand, if the input and output of the limiter 51 do not match, in other words, if the limiter 51 is operating, the comparator 53 outputs a value of "0".
  • the switch 54 is turned on (True) when a value of "1" is input from the comparator 53. In this case, the electrical angular velocity deviation is input to the integrator 42, and the integrator 42 is in a normal operating state. On the other hand, when a value of "0" is input from the comparator 53, the switch 54 is turned off (false), and input of the electrical angular velocity deviation to the integrator 42 is stopped. As a result, the integrator 42 comes to a halt.
  • the limiter 51 may be provided between the integrator 42 and the addition section 46. That is, the comparator 53 compares the output value of the speed integral gain Kis1 with respect to the output value of the speed integral gain Kis1, instead of comparing the values before and after the limiter 51 with respect to the sum of the respective outputs of the speed proportional gain Kps and the speed integral gain Kis. It may be configured to compare the values before and after.
  • the MG-ECU 23 further includes a command control unit 80 (see FIG. 2) as a functional unit based on a motor control program.
  • the command control unit 80 generates a rotation speed command value NC, and inputs a mechanical angular velocity command value ⁇ m* based on the command value NC to the MG control system 30.
  • the command control unit 80 increases the rotation speed of the motor generator 12 in accordance with the increase control of the engine torque TE under the control of the engine ECU 22, as shown in FIG. .
  • the response speed of the engine 11 is slower than the response speed of the motor generator 12. Therefore, when the rotational speeds of the engine 11 and the motor generator 12 are increased together, a power operation may occur in the motor generator 12 due to the difference in response speed between the engine 11 and the motor generator 12.
  • the engine ECU 22 increases the throttle opening of the engine 11 and increases the amount of intake air based on the acquisition of the power generation increase command at time t1 (see FIGS. 5 and 10).
  • an intake delay DL of, for example, about 100 to 200 milliseconds occurs in the engine 11. That is, the engine torque TE starts to increase from time t2, which is a timing that is after the intake delay DL with respect to the power generation increase command (see the upper middle part of FIG. 5 and the lower part of FIG. 7).
  • the response delay occurring in the motor generator 12 is much smaller (shorter) than the response delay occurring in the engine 11. Therefore, if the rotational speed command value NC starts increasing immediately after the power generation increase command is issued (see the broken line in the upper part of FIG. 5, and the upper part of FIG. 7), the increase in the engine torque TE will not follow the increase in the rotational speed. As a result, during the period until time t2 when engine torque TE (average value TaE over a predetermined time) starts to increase, the torque of the motor generator 12 (average value TaM over a predetermined time) transitions to the positive side (Fig. 5. Broken lines in the middle and lower rows, see Figure 7, lower rows). This causes the motor generator 12 to perform a powering operation, and power is consumed. As described above, in a scene where the amount of power generation is increased due to a decrease in the remaining capacity of the battery 16, it becomes a problem that the power operation of the motor generator 12 wastes power.
  • the command control unit 80 performs an increase control process (see FIG. 6) when the rotational speed of the engine 11 increases based on the power generation increase command in order to suppress the occurrence of power operation while maintaining good responsiveness.
  • the increase control process is started based on the acquisition of the power generation increase command.
  • the command control unit 80 grasps the average value TaE of the engine torque TE over a predetermined period of time, and issues an increase command to increase the command value NC of the motor generator 12 based on the fact that the average value TaE exceeds the threshold value. Output.
  • the command control unit 80 acquires the value of the engine torque TE in the increase control process (S31).
  • the command control unit 80 substitutes the value of the engine torque TE with the torque compensation value of the motor generator 12 calculated by feedback control (see the lower part of FIG. 5).
  • the command control unit 80 acquires the torque command value TM* as the torque compensation value as information for estimating the engine torque TE.
  • the command control unit 80 can obtain the value of the engine torque TE by estimation using the torque command value TM*.
  • the command control unit 80 applies averaging processing to the obtained value of the engine torque TE (S32). In the averaging process, an average value TaE over a predetermined period of time is calculated.
  • the command control unit 80 sets a predetermined time according to the number of rotations based on the rotation angle of the crankshaft 11c of the engine 11. Specifically, when the engine 11 is a 4-cycle internal combustion engine, the command control unit 80 sets the predetermined time to a period during which the crankshaft 11c rotates 720 degrees (720CA), in other words, a period including combustion in all cylinders. Set. Further, the command control unit 80 sets a period corresponding to the ignition interval of the engine as a predetermined time. As an example, when the engine 11 has three cylinders, a period (240CA) during which the crankshaft 11c rotates 240 degrees is set as the predetermined time.
  • the command control unit 80 compares the average value TaE of the engine torque TE over a predetermined period of time with a preset threshold value (S33).
  • the threshold value is set to a value obtained by adding a fixed value or a variable value to the pre-increase value, based on the value of the engine torque TE before the power generation increase command is output (pre-increase value).
  • the command control unit 80 changes the threshold (variable value) according to information indicating the state of the engine 11. For example, the temperature of engine oil (hereinafter referred to as oil temperature) is used to set the threshold value. When the oil temperature is sufficiently high, the drag resistance of the engine 11 decreases. Therefore, as the oil temperature rises, the threshold value may be adjusted lower within a range that does not fall below the pre-rise value.
  • the command control unit 80 waits for the rotation speed to increase. That is, the rotation speed command value NC is maintained at its current state (first rotation speed Ne1). Then, when the average value TaE exceeds the threshold value (S33: YES), the command control unit 80 outputs an increase command to increase the command value NC (mechanical angular velocity command value ⁇ m*).
  • the rotation speed is The numerical command value NC is maintained (see the solid line in the upper row of FIG. 5, and the upper row of FIG. 8). Then, at time t2, when an increase in engine torque TE is detected (Fig. 5 middle upper row, Fig. 8 (see lower row), the command control unit 80 starts increasing the command value NC of the rotation speed. Therefore, the torque of the motor generator 12 (corresponding to the torque response value TM described above) starts to increase, or in other words, the negative torque starts to decrease.
  • the torque response value TM (average value TaM over a predetermined time) does not change to the positive side and remains within the negative range. (See Figure 5, lower middle row, and Figure 8, lower row). As a result, the power operation of the motor generator 12 is suppressed, and power consumption is also avoided.
  • FIG. 9 shows a command value NC and a response value NR of the rotation speed of the motor generator 12.
  • the response value NR is a simulation result and corresponds to the mechanical angular velocity command value ⁇ m* described above.
  • the response value NR exhibits a behavior that periodically fluctuates with respect to the command value NC when the rotational speed rises. Therefore, the motor generator 12 is able to output vibration damping torque (see FIG. 1) that is in the opposite phase to fluctuations in the engine torque TE. Further, as shown in FIG. 9B, even after application of torque detection, the response value NR is able to show a behavior that periodically fluctuates with respect to the command value NC when the rotational speed rises. After this time t2, damping can be performed at an average of 0 Nm. As described above, even if torque detection is applied, it is estimated that the motor generator 12 can exhibit the same vibration damping performance as when torque detection is not applied.
  • the process of increasing the command value NC of the rotation speed of the motor generator 12 is such that the average value TaE of the engine torque TE in a predetermined time exceeds a threshold value. It is started based on that. According to such processing, increase in the rotation speed of motor generator 12 can be started at an appropriate timing. As a result, power consumption caused by response delay of the engine 11 can be suppressed while avoiding complication of control.
  • the motor generator 12 outputs vibration damping torque that has an opposite phase to the torque fluctuations of the engine 11. Therefore, pulsations in the rotational speed of the engine 11 can be suppressed. Furthermore, even if control for detecting an increase in engine torque TE is applied, the effect of suppressing pulsation can be achieved at the same level as before application (see FIG. 9). Therefore, it is possible to simultaneously suppress power consumption and ensure vibration damping performance.
  • the torque compensation value of the motor generator 12 calculated by feedback control is used as information for estimating the engine torque TE. Therefore, a configuration such as a torque sensor that directly measures the torque of the crankshaft 11c can be omitted.
  • a period in which the crankshaft 11c of the engine 11 rotates 720 degrees is defined as a predetermined period of time, and an increase command is output based on the average value TaE of the engine torque TE for each period exceeding a threshold value.
  • the range for calculating the average value TaE at one time is 720CA, which corresponds to the crank angle of all cylinders, it becomes possible to detect an increase in torque without the influence of variations among cylinders.
  • a period corresponding to the ignition interval of the engine 11 is set as a predetermined time, and an increase command is output based on the average value TaE of the engine torque TE for each period exceeding a threshold value.
  • a predetermined time By setting such a predetermined time, the influence of rotational pulsation on torque increase detection can be suppressed.
  • the period corresponding to the ignition interval for example, 240 CA
  • the period corresponding to the ignition interval is set as the calculation range for one average value TaE, it becomes possible to detect an increase in the engine torque TE at an early stage.
  • the threshold value is changed depending on the oil temperature of the engine 11. In this way, if the threshold value that reflects the state of the engine 11 is set, the command control unit 80 can detect the start of an increase in the engine torque TE with high accuracy and early. As a result, response delay due to application of engine torque TE increase detection can be minimized.
  • anti-windup control is applied to change the operation of the integrator 42 based on the occurrence of a windup phenomenon accompanying switching of the control gain.
  • anti-windup control is applied to stop the operation of the integrator 42.
  • the command control unit 80 of the first embodiment increases the rotation speed of the motor generator 12 directly connected to the crankshaft 11c based on the fact that the average value TaE of the engine torque TE exceeds the threshold value. In this way, the motor generator 12 of the first embodiment is connected to the crankshaft 11c without using either the damper DM that damps torque fluctuations of the crankshaft 11c or the gear GR that transmits the rotation of the crankshaft 11c. ing.
  • the power unit can be simplified and reduced in cost.
  • the calculation load of vibration damping control can be reduced.
  • the axial length of the power unit can be shortened, so that the mountability on the vehicle is improved. As a result, the power unit can be accommodated even in the engine room of a small vehicle where it is difficult to secure space in the width direction.
  • the command control unit 80 of the first embodiment outputs a lift command to the motor generator 12 provided exclusively for power generation in the vehicle.
  • the command control unit 80 of the first embodiment outputs a lift command to the outer rotor type motor generator 12. Since the outer rotor type motor generator 12 easily generates large torque, it is easier to reduce the axial length than the inner rotor type configuration when the torque that can be generated is the same. Therefore, by adopting the outer rotor type motor generator 12, the mountability of the power unit can be further improved. Furthermore, in the outer rotor type motor generator 12, it is easier to ensure rotor inertia than in the inner rotor type configuration. Therefore, the pulsation reduction effect using rotor inertia is more likely to be achieved.
  • crankshaft 11c corresponds to an "output shaft”
  • the motor generator 12 corresponds to a “rotating electric machine”
  • the damper DM corresponds to a "damper section”
  • the gear GR corresponds to a "gear section.”
  • the MG-ECU 23 corresponds to a "processing section” and a “motor control device”
  • the MG control system 30 corresponds to a "control system”.
  • the second embodiment of the present disclosure shown in FIG. 10 is a modification of the first embodiment.
  • the rotational speed command value NC changes in multiple stages.
  • the command control unit 80 causes the slope of a change line (hereinafter referred to as a rotation speed change line Ln) that indicates the relationship between the elapsed time and the rotation speed command value NC to change in stages during an upward transition period UTP in which the rotation speed is increased. Outputs the ascending command as follows.
  • the command control unit 80 changes the slope of the rotation speed change line Ln in two stages.
  • the upward transition period UTP is a period from time t1 when the power generation increase command is output to time t4 when the rotational speed becomes the second rotational speed Ne2.
  • the upward transition period UTP is divided into a first period TP1 and a second period TP2.
  • the first period TP1 is the first half of the rising transition period UTP, and is a period from time t1 to time t3.
  • Time t3 is set after time t2 at which engine torque TE rises.
  • the time t3 is sequentially set a predetermined time after the time t2 based on the identification of the time t2 by torque detection similar to the first embodiment.
  • Time t3 may be set to time t1 plus a predetermined time that always comes after time t2.
  • the slope of the rotation speed change line Ln in the first period TP1 is made smaller than the slope of the rotation speed change line Ln in the second period TP2.
  • the slope of the rotation speed change line Ln is adjusted to a value such that the motor generator 12 does not perform a power operation. Therefore, even if the rotation speed starts to increase at time 1, the rate of increase is small, so the torque of the motor generator 12 during the first period TP1 is maintained within the negative range. Then, at time t2, the engine torque TE starts to increase, and at time t3, a stronger command to increase the rotational speed is output. As a result, the torque of the motor generator 12 during the second period TP2 also changes within the negative range.
  • the rotation speed of the motor generator 12 can be increased at an appropriate timing. As a result, power consumption caused by response delay of the engine 11 can be suppressed while avoiding complication of control.
  • an increase command is output so that the slope of the rotational speed change line Ln changes in stages.
  • the slope of the change line in the second period TP2 is made larger than the slope of the change line in the first period TP1. In this way, by suppressing the slope of the first period TP1, the power action immediately after rising can be appropriately suppressed. Furthermore, by increasing the slope of the second period TP2, response delay can also be suppressed.
  • the rotational speed change line Ln corresponds to a "change line”
  • the first period TP1 corresponds to the "first half of the upward transition period”
  • the second period TP2 corresponds to the "second half of the upward transition period”.
  • the third embodiment of the present disclosure shown in FIG. 11 is another modification of the first embodiment.
  • the speed PI controller 40 of the third embodiment includes an anti-windup control section 50 including subtraction sections 55, 57 and a corrector 56 as a configuration replacing the integrator stop circuit 52 (see FIG. 3) of the first embodiment. are doing.
  • Anti-windup control is applied to the speed PI controller 40 in which a limiter 51, subtraction units 55, 57, and a corrector 56 correct the integral signal output from the integrator 42 using a correction coefficient Kia.
  • the subtraction unit 55 outputs a value obtained by subtracting the output value of the limiter 51 from the input value of the limiter 51 to the corrector 56.
  • the output of the subtractor 55 becomes substantially zero.
  • the electrical angular velocity command value ⁇ e* is input from the subtraction unit 57 to the integrator 42. As a result, the integrated signal output from the integrator 42 is not corrected.
  • the subtraction unit 55 when the limiter 51 is operating, the subtraction unit 55 outputs a value according to the difference between input and output.
  • the corrector 56 outputs a value obtained by multiplying the output value of the subtraction unit 55 by the correction coefficient Kia (hereinafter referred to as a windup correction value) to the subtraction unit 57.
  • the subtraction unit 57 outputs to the integrator 42 a value obtained by subtracting the windup correction value from the electrical angular velocity command value ⁇ e*.
  • the integral signal output from the integrator 42 is corrected.
  • the windup correction value also increases. Therefore, it is possible to suppress superaddition of integral terms.
  • the limiter 51 may be placed between the integrator 42 and the adder 46. Even in such a modification, the anti-windup control unit 50 can correct the output (integral signal) of the integrator 42 using a windup correction value using the correction coefficient Kia, thereby making it difficult for the windup phenomenon to occur.
  • the fourth embodiment of the present disclosure shown in FIG. 12 is yet another modification of the first embodiment.
  • the MG control system 30 of the fourth embodiment is provided with two speed PI controllers 140a and 140b and a control switching determination section 140s instead of the speed PI controller 40 (see FIG. 2).
  • Each speed PI controller 140a, 140b is not provided with a configuration corresponding to the anti-windup control section 50 (see FIG. 3).
  • the speed PI controller 140a (hereinafter referred to as the normal controller) 140a is used during normal times when no windup phenomenon occurs, and calculates the torque command value TM* according to the electrical angular velocity deviation.
  • the normal controller 140a has a proportional device, an integrator, and an adder.
  • the proportional device outputs a value obtained by multiplying the electrical angular velocity deviation by the velocity proportional gain Kps1.
  • the integrator outputs a value obtained by multiplying the time integral value of the electrical angular velocity deviation by the velocity integral gain Kis1.
  • the addition section outputs a value obtained by adding the output value of the integrator to the output value of the proportional device as a torque command value TM*.
  • the speed PI controller 140b is used when an abnormality occurs when a windup phenomenon occurs, and calculates a torque command value TM* according to the electrical angular velocity deviation.
  • the abnormality controller 140b includes a proportional device, an integrator, and an adder.
  • the proportional device outputs a value obtained by multiplying the electrical angular velocity deviation by the velocity proportional gain Kps2.
  • the integrator outputs a value obtained by multiplying the time integral value of the electrical angular velocity deviation by the velocity integral gain Kis2.
  • the speed integral gain Kis2 is set to a value that suppresses super-addition of the integral term compared to the speed integral gain Kis1 of the normal controller 140a.
  • the addition section outputs a value obtained by adding the output value of the integrator to the output value of the proportional device as a torque command value TM*.
  • the control switching determination unit 140s applies switching from the normal controller 140a to the abnormal controller 140b based on the occurrence of a windup phenomenon accompanying switching of the control gain.
  • the control switching determination unit 140s performs switching between the normal controller 140a and the abnormal controller 140b based on a signal related to the operation of the power unit.
  • the control switching determination unit 140s compares the mechanical angular velocity command value ⁇ m* and the mechanical angular velocity response value ⁇ m, and when the difference between them exceeds a predetermined threshold value, the control switching determination unit 140s switches the control switching from the normal controller 140a to the abnormal controller 140b. Switch. Specifically, when the deviation of the rotation speed from the command value NC exceeds 100 rpm, switching to the abnormality controller 140b is performed.
  • the rotation speed of the motor generator 12 can be increased at an appropriate timing, so the same effect as in the first embodiment can be achieved, and the power consumption due to the response delay of the engine 11 can be reduced. It becomes possible to suppress it.
  • switching from the normal controller 140a to the abnormal controller 140b is applied based on the occurrence of a windup phenomenon accompanying switching of the control gain.
  • the abnormality controller 140b By switching to the abnormality controller 140b in this manner, the occurrence of superaddition of integral terms can be suppressed.
  • the occurrence of overshoots and undershoots accompanying gain changes and rotational speed changes can be suppressed, making it possible to reduce noise and vibration.
  • the fifth embodiment of the present disclosure shown in FIG. 13 is yet another modification of the first embodiment.
  • the speed PI controller 40 of the fifth embodiment has two differentiators 143.
  • the differentiator 143 is connected to each previous stage of the proportional device 41 and the integrator 42.
  • the differentiator 143 outputs a time-differentiated value of the electrical angular velocity deviation to the proportional device 41 and the integrator 42 .
  • the speed PI controller 40 becomes a speed-type control system, and improves responsiveness to electrical angular velocity deviations compared to a configuration that does not include the differentiator 143.
  • the rotation speed of the motor generator 12 can be increased at an appropriate timing, the same effects as in the first embodiment can be achieved, and power consumption caused by the delayed response of the engine 11 can be suppressed. It becomes possible.
  • the differentiator 143 before the integrator 42 by connecting the differentiator 143 before the integrator 42, super-addition of integral terms accompanying gain changes and rotational speed transitions becomes less likely to occur. As a result, overshoot and undershoot can be suppressed, and noise and vibration can be reduced.
  • the control system 100 of Modification 1 of the above embodiment is applied to a parallel hybrid system (power unit) shown in FIG. 14.
  • motor generator 12 is connected to drive shaft 19 .
  • the motor control method described in the above embodiment can also be applied to such a motor generator 12.
  • the motor generator 12 may be an electric motor connected to the engine 11 via a power transmission belt or the like, serving as both a starter and an alternator.
  • a state in which the engine 11 is connected to the drive shaft 19 and a state in which the engine 11 is connected to the motor generator 12 are mutually switchable.
  • the vehicle can travel by the output of the engine 11.
  • the motor control method described in the above embodiment can be applied in a state where the engine 11 is separated from the drive shaft 19 and connected to the motor generator 12.
  • the motor generator 12 has a configuration exclusively for power generation.
  • the motor control method described in the above embodiment can also be applied to at least one of the motor generators 12 and 14 connected to the engine 11 via a power split mechanism in a series-parallel hybrid system.
  • components such as a damper, a gear, a clutch, a transmission, etc. may be provided between the motor generator 12 and the engine 11 or between the motor generator 12 and the drive shaft 19. good.
  • some of the functional blocks related to the MG control system 30 are configured by an ECU (eg, hybrid ECU 21, etc.) that is different from the MG-ECU 23. Further, a functional unit corresponding to at least one of the gain switching unit 70 and the command control unit 80 may be provided in an ECU different from the MG-ECU 23 or in the inverter 13.
  • the processing function of the MG-ECU 23 is integrated into the hybrid ECU 21 or the engine ECU 22. Further, in the fifth modification of the above embodiment, the control system 100 is configured by one integrated ECU that has all the processing functions of the ECUs 21 to 23. Furthermore, in the sixth modification of the above embodiment, the processing function of the MG-ECU 23 is integrated into the inverter. As in Modifications 4 to 6, the configuration of the ECU included in the control system 100 may be changed as appropriate.
  • each ECU in the above embodiments can be provided by software and hardware that executes it, only software, only hardware, or a complex combination thereof. If these functions are provided by electronic circuits as hardware, each function can also be provided by digital circuits that include multiple logic circuits, or by analog circuits.
  • each ECU of the above embodiment may include at least one arithmetic core such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit). Furthermore, each ECU may be provided with an FPGA (Field-Programmable Gate Array), an NPU (Neural Network Processing Unit), an IP core with other dedicated functions, etc. as a processing unit.
  • arithmetic core such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit).
  • each ECU may be provided with an FPGA (Field-Programmable Gate Array), an NPU (Neural Network Processing Unit), an IP core with other dedicated functions, etc. as a processing unit.
  • the storage medium non-transitory tangible storage medium employed as each storage unit in the above embodiments and storing the program that enables the motor control method of the present disclosure may be changed as appropriate.
  • the storage medium is not limited to the configuration provided on the circuit board of each ECU, but may be provided in the form of a memory card, etc., and configured to be inserted into a slot and electrically connected to the bus of the ECU. It's fine.
  • the storage medium may be an optical disk, a hard disk drive, a solid state drive, etc. used as a source for copying or distributing programs to a computer.
  • control unit and its method described in the present disclosure may be implemented by a dedicated computer comprising a processor programmed to perform one or more functions embodied by a computer program.
  • the apparatus and techniques described in this disclosure may be implemented with dedicated hardware logic circuits.
  • the apparatus and techniques described in this disclosure may be implemented by one or more special purpose computers configured by a combination of a processor executing a computer program and one or more hardware logic circuits.
  • the computer program may also be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium.
  • a motor control device comprising: (Technical thought 2) The motor control device according to technical idea 1, wherein the control system causes the rotating electric machine to output a damping torque having a phase opposite to the torque fluctuation of the engine. (Technical thought 3) The motor control device according to technical concept 1 or 2, wherein the command control unit uses a torque compensation value (TM*) of the rotating electric machine calculated by the feedback control as information for estimating the engine torque. (Technical thought 4) The command control unit sets a period in which the output shaft (11c) of the engine rotates by 720 degrees as the predetermined time, and issues the increase command based on the fact that the average value of the engine torque for each period exceeds the threshold value.
  • TM* torque compensation value
  • the motor control device for outputting.
  • the command control unit sets a period corresponding to an ignition interval of the engine as the predetermined time, and the technical idea is to output the increase command based on the average value of the engine torque for each period exceeding the threshold value.
  • the motor control device according to any one of 1 to 3.
  • the motor control device according to any one of technical ideas 1 to 5, wherein the command control unit changes the threshold value depending on the oil temperature of the engine.
  • the command control unit is configured such that the slope of a change line (Ln) indicating the relationship between the elapsed time and the command value of the rotation speed changes in stages during a rising transition period (UTP) in which the rotation speed is increased. outputting the rising command;
  • the motor according to any one of technical ideas 1 to 6, wherein the slope of the change line in the second half of the upward transition period (TP2) is greater than the slope of the change line in the first half of the upward transition period (TP1).
  • Control device (Technical Thought 8) According to any one of technical ideas 1 to 7, the control system applies anti-windup control that changes the operation of the integrator (42) used for the feedback control based on the occurrence of the rotation speed windup phenomenon.
  • the motor control device described in . (Technical Thought 9) The motor control device according to technical idea 8, wherein the control system applies the anti-windup control that stops the operation of the integrator. (Technical Thought 10) The motor control device according to technical concept 8, wherein the control system applies the anti-windup control that corrects the integral signal output from the integrator using a correction coefficient. (Technical Thought 11) The control system adopts any one of technical ideas 1 to 7, in which switching from a normal controller (140a) to an abnormal controller (140b) is applied based on the occurrence of a windup phenomenon accompanying switching of the control gain.
  • the motor control device according to any one of technical ideas 1 to 7, wherein the control system includes a differentiator (143) connected to each preceding stage of a proportional device (41) and an integrator (42).
  • the command control unit is configured to increase the rotational speed of the rotating electric machine directly connected to the output shaft (11c) of the engine based on the fact that the average value of the engine torque exceeds the threshold value.
  • the motor control device according to any one of Ideas 1 to 12.
  • the rotating electrical machine is technically connected to the output shaft without going through at least one of a damper part (DM) that damps torque fluctuations of the output shaft and a gear part (GR) that transmits the rotation of the output shaft.
  • DM damper part
  • GR gear part
  • the motor control device according to Idea 13.
  • the motor control device according to any one of technical ideas 1 to 14, wherein the command control unit outputs the ascending command to the rotating electric machine provided exclusively for power generation in the vehicle.
  • the motor control device according to any one of technical ideas 1 to 15, wherein the command control unit outputs the ascending command to the outer rotor type rotating electric machine.

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  • Hybrid Electric Vehicles (AREA)

Abstract

Selon la présente invention, une unité de commande électronique de moteur générateur MG-ECU fonctionne comme un dispositif de commande de moteur pour commander un moteur-générateur connecté à un moteur. L'unité MG-ECU utilise une valeur détectée de vitesse de rotation obtenue par détection d'une vitesse de rotation du moteur-générateur pour effectuer une commande de rétroaction de sorte que la vitesse de rotation s'approche d'une valeur de commande (NC). Lorsque la vitesse de rotation du moteur augmente, si une valeur moyenne, sur un temps prédéterminé, d'un couple moteur (TE) délivré par le moteur dépasse un seuil, l'unité MG-ECU, en réponse, émet en sortie une commande de montée entraînant l'acccroissement de la valeur de commande de générateur de moteur (NC).
PCT/JP2023/030504 2022-09-05 2023-08-24 Dispositif de commande de moteur, et programme de commande de moteur WO2024053413A1 (fr)

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JP2022140862A JP2024036126A (ja) 2022-09-05 2022-09-05 モータ制御装置、及びモータ制御プログラム

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05312255A (ja) * 1992-05-11 1993-11-22 Mazda Motor Corp 無段変速機の変速制御装置
JPH11315735A (ja) * 1999-03-18 1999-11-16 Aqueous Reserch:Kk ハイブリッド型車両
JP2000083304A (ja) * 1998-09-03 2000-03-21 Denso Corp ハイブリッド車の制御装置
JP2001057706A (ja) * 1999-08-09 2001-02-27 Mazda Motor Corp 車両の駆動装置
JP2020065416A (ja) * 2018-10-19 2020-04-23 株式会社ケーヒン ベクトル制御装置
JP2022064740A (ja) * 2020-10-14 2022-04-26 ダイハツ工業株式会社 ハイブリッド車両の制御装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05312255A (ja) * 1992-05-11 1993-11-22 Mazda Motor Corp 無段変速機の変速制御装置
JP2000083304A (ja) * 1998-09-03 2000-03-21 Denso Corp ハイブリッド車の制御装置
JPH11315735A (ja) * 1999-03-18 1999-11-16 Aqueous Reserch:Kk ハイブリッド型車両
JP2001057706A (ja) * 1999-08-09 2001-02-27 Mazda Motor Corp 車両の駆動装置
JP2020065416A (ja) * 2018-10-19 2020-04-23 株式会社ケーヒン ベクトル制御装置
JP2022064740A (ja) * 2020-10-14 2022-04-26 ダイハツ工業株式会社 ハイブリッド車両の制御装置

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