WO2025196914A1 - Procédé de commande de système de génération de puissance et dispositif de commande de système de génération de puissance - Google Patents

Procédé de commande de système de génération de puissance et dispositif de commande de système de génération de puissance

Info

Publication number
WO2025196914A1
WO2025196914A1 PCT/JP2024/010613 JP2024010613W WO2025196914A1 WO 2025196914 A1 WO2025196914 A1 WO 2025196914A1 JP 2024010613 W JP2024010613 W JP 2024010613W WO 2025196914 A1 WO2025196914 A1 WO 2025196914A1
Authority
WO
WIPO (PCT)
Prior art keywords
power generation
generation system
engine
value
filter
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/JP2024/010613
Other languages
English (en)
Japanese (ja)
Inventor
貴裕 菊地
司 一場
俊行 古賀
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to PCT/JP2024/010613 priority Critical patent/WO2025196914A1/fr
Publication of WO2025196914A1 publication Critical patent/WO2025196914A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output

Definitions

  • the present invention relates to a control method and control device for a power generation system installed in a vehicle.
  • JP2010-288332A discloses vibration suppression control that uses an inverse model (1/G p (s)) of a vehicle model to suppress torsional vibrations occurring in a drive shaft.
  • this prior art discloses that torque (Tm * 2) that is fed back to a torque target value (T m * ) of a vehicle drive motor is calculated using a filter with transfer characteristics G z (s), thereby suppressing vibrations in output torque due to modeling errors and disturbances.
  • Some vehicles are equipped with a power generation system that connects the engine and generator.
  • the power generation system forms a vibration system.
  • the power generation system may cause torsional vibration in the connection mechanism between the engine and generator.
  • power generation systems also employ vibration damping control using an inverse model of the power generation system model, similar to the vehicle drivetrain (drive shaft).
  • vibration damping control for the vehicle drivetrain may not be enough to sufficiently suppress vehicle body vibrations caused by the power generation system.
  • power generation system vibration damping control requires adjustments specific to the power generation system.
  • the present invention aims to provide a power generation system control method and power generation system control device that can better suppress vehicle body vibrations caused by the power generation system.
  • One aspect of the present invention is a power generation system control method for controlling the rotational speed of a generator mounted on a vehicle, when generating electricity using a power generation system that connects an engine and a generator via a damper.
  • This power generation system control method calculates a corrected target value by reducing the natural vibration frequency of the mount that supports the power generation system on the vehicle from the target value using a first filter determined based on the vibration characteristics of the mount.
  • a torque command value for causing the detected value to follow the corrected target value is calculated.
  • a feedback torque for the torque command value is calculated.
  • the gain characteristics of the feedback torque are adjusted using a second filter and feedback gain determined based on the power transmission characteristics of the power generation system.
  • a final torque command value to be used for controlling the generator is calculated based on the torque command value and the feedback torque.
  • FIG. 1 is an explanatory diagram showing a schematic configuration of an electric vehicle.
  • FIG. 2 is a graph showing the torsional characteristics of the damper.
  • FIG. 3 is a block diagram showing the configuration of the generator controller.
  • FIG. 4 is a block diagram showing the configuration of the vibration suppression control unit.
  • FIG. 5 is a Bode diagram showing the gain of the damper torque relative to the engine torque.
  • FIG. 6 is a graph showing temporal changes in longitudinal acceleration and the like occurring in an electric vehicle.
  • FIG. 7 is a block diagram showing the configuration of a vibration damping control unit according to the second embodiment.
  • FIG. 8 is a block diagram showing the configuration of a vibration damping control unit according to the third embodiment.
  • FIG. 1 is an explanatory diagram showing a schematic configuration of an electric vehicle 100.
  • the electric vehicle 100 is a vehicle driven by power from a battery 10, and includes a drive motor 11 and a power generation system 12.
  • the battery 10 stores electric power for driving each part of the electric vehicle 100.
  • the battery 10 is rechargeable.
  • the battery 10 is charged with electric power generated at least by the power generation system 12.
  • the direct current voltage output by the battery 10 (hereinafter referred to as battery voltage Vdc ) can be detected as needed using a voltage sensor (not shown).
  • the SOC (State of Charge) of the battery 10 can be obtained as needed.
  • the drive motor 11 is an electric motor used to drive the electric vehicle 100.
  • the drive motor 11 is driven by power from the battery 10.
  • the drive motor 11 is, for example, a three-phase AC synchronous motor.
  • the drive motor 11 is connected to the drive shaft 14 via a reduction gear 13, etc., which in turn is connected to the drive wheels 15. Therefore, the torque generated on the output shaft of the drive motor 11 generates driving force for the electric vehicle 100 at the drive wheels 15 via the reduction gear 13, etc. Furthermore, when the electric vehicle 100 decelerates, the drive motor 11 converts the kinetic energy of the electric vehicle 100 into electrical energy through so-called regenerative control. All or part of the power obtained during regenerative control is charged to the battery 10.
  • the drive motor 11 is connected to the battery 10 via a drive inverter 16.
  • the drive inverter 16 is an inverter for the drive motor 11, and converts the DC power output by the battery 10 into AC power and supplies it to the drive motor 11. During regenerative control, the drive inverter 16 also converts the AC power generated by the drive motor 11 into DC power.
  • the power generation system 12 is a system that generates electricity to charge the battery 10.
  • the electric vehicle 100 of this embodiment is a so-called series hybrid electric vehicle.
  • the power generation system 12 includes an engine 17, a generator 18, and a damper 19.
  • the engine 17 is a so-called internal combustion engine, and is the power source of the power generation system 12. That is, the generator 18 generates electricity using the power generated by the engine 17.
  • the rotation speed of the engine 17 and the output torque of the engine 17 (hereinafter referred to as engine torque TE ) can be detected as appropriate.
  • the generator 18 generates electricity using the power of the engine 17. That is, the generator 18 generates electricity by rotating using the power input from the engine 17.
  • the generator 18 is connected to the battery 10 via the generator inverter 20, and the electricity generated by the generator 18 is charged to the battery 10.
  • the generator inverter 20 converts the AC power generated by the generator 18 into DC power and supplies it to the battery 10.
  • the generator inverter 20 also converts the DC power of the battery 10 into AC power and supplies it to the generator 18, allowing the generator 18 to rotate in powered mode. As a result, when the engine 17 is started, the engine 17 is cranked. Furthermore, if necessary, the generator 18 can be rotated in powered mode and the engine 17 can be idled, thereby actively consuming the power of the battery 10.
  • the generator 18 is a three-phase AC generator having a U-phase, a V-phase, and a W-phase.
  • the detected value of the current flowing through the U-phase of the generator 18 is the U-phase current Iu .
  • the detected value of the current flowing through the V-phase of the generator 18 is the V-phase current Iv
  • the detected value of the current flowing through the W-phase of the generator 18 is the W-phase current Iw .
  • the detected values of the currents flowing through the phases of the generator 18 will be collectively referred to as the three-phase currents Iu , Iv , and Iw .
  • the detected value of the d-axis current of the generator 18 is the d-axis current Id
  • the detected value of the q-axis current of the generator 18 is the q-axis current Iq .
  • the d-axis current Id and the q-axis current Iq are detected by converting the three-phase currents.
  • the d-axis current Id and the q-axis current Iq of the generator 18 will be collectively referred to as the dq-axis currents Id and Iq .
  • the rotational speed of the generator 18 can be detected as appropriate.
  • angular velocity ( ⁇ G ) [rad/s] is used as a parameter representing the rotational speed of the generator 18.
  • the detected value of the rotational speed (angular velocity) of the generator 18 will be referred to as a rotational speed detection value ⁇ G.
  • the torque of the generator 18 (hereinafter referred to as generator torque T G ) can be detected as appropriate based on, for example, the rotational speed detection value ⁇ G.
  • the damper 19 is an element of a power transmission mechanism (not shown) that transmits the power generated by the engine 17 to the generator 18.
  • the damper 19 reduces changes in the power generated by the engine 17 and transmits it to the generator 18.
  • the damper 19 in this embodiment is a so-called torsional damper, which transmits power while reducing power fluctuations through mechanical torsion.
  • the power transmission mechanism also includes gears, etc.
  • Fig. 2 is a graph showing the torsional characteristics of the damper 19.
  • damper torque Tdmp a torque
  • the damper 19 is used, in principle, within a range in which the damper torque Tdmp is approximately proportional to the torsional angle ⁇ TW .
  • the damper 19 is used within a range in which it is not able to mitigate fluctuations in the input power (a so-called bottoming-out state).
  • the electric vehicle 100 is equipped with various controllers for controlling driving and the power generation system 12 (see Figure 1). Specifically, as shown in Figure 1, the electric vehicle 100 is equipped with a system controller 21, a drive motor controller 22, a battery controller 23, a generator controller 24, and an engine controller 25. In this embodiment, the system controller 21 is also equipped with a power generation control unit 26.
  • the system controller 21 is a higher-level control unit that performs overall control of each part of the electric vehicle 100.
  • the drive motor controller 22, battery controller 23, generator controller 24, and engine controller 25 are lower-level control units that individually control each part of the electric vehicle 100 based on commands from the system controller 21.
  • the system controller 21 controls the driving of the electric vehicle 100 based on, for example, an accelerator opening Apo , which is the amount of accelerator pedal operation by the driver, the vehicle speed V, the gradient of the road surface on which the electric vehicle 100 is located, etc.
  • the vehicle speed V, the accelerator opening Apo , etc. can be detected as appropriate using a sensor (not shown) or the like.
  • the system controller 21 calculates a drive torque command value based on the accelerator opening Apo , vehicle speed V, battery voltage Vdc, etc.
  • the drive torque command value is a command value that represents a target torque (hereinafter referred to as drive torque) that should be output by the drive motor 11.
  • the drive torque command value is input to the drive motor controller 22.
  • the drive motor controller 22 switches the drive inverter 16 based on the drive torque command value. As a result, the drive motor controller 22 operates the drive motor 11 so as to generate the drive torque commanded by the system controller 21.
  • the system controller 21 also sets a target generated power P * (not shown) based on the SOC of the battery 10 and other factors.
  • the target generated power is a target value for the power to be generated by the power generation system 12 to charge the battery 10 and/or supply to the drive motor 11.
  • the target generated power P * is input to the power generation control unit 26.
  • the power generation control unit 26 controls the power generation by the power generation system 12. Specifically, based on the target generated power P * , the power generation control unit 26 sets a target value for the rotation speed of the generator 18 (hereinafter referred to as the rotation speed target value ⁇ G1 * ) and a target value for the engine torque T E (hereinafter referred to as the engine torque target value T E * ), and operates the power generation system 12 based on these.
  • the rotation speed target value ⁇ G1 * a target value for the engine torque T E
  • T E * a target value for the engine torque T E
  • the target rotational speed value ⁇ G1 * is a target value (command value) that represents the rotational speed that the generator 18 should maintain in order to realize the power generation of the target generated power P * by the power generation system 12.
  • the generator 18 is controlled, in principle, so that the detected rotational speed value ⁇ G coincides with or follows the target rotational speed value ⁇ G1 * .
  • the control of the generator 18 is rotational speed control.
  • the target rotational speed value ⁇ G1 * is input to the generator controller 24.
  • the engine torque target value T E * is a target value (command value) that represents the torque that the engine 17 should output in order to achieve the target generated power P * by the power generation system 12.
  • the engine 17 is controlled so that the torque T E coincides with or follows the engine torque target value T E * . That is, the control of the engine 17 is torque control.
  • the engine torque target value T E * is input to the engine controller 25.
  • the power generation control unit 26 is provided in the system controller 21, but the power generation control unit 26 may be provided independently of the system controller 21, similar to the generator controller 24 and engine controller 25.
  • the battery controller 23 measures the SOC based on the current and voltage discharged or charged by the battery 10. The measured SOC can be used by the system controller 21 as appropriate.
  • the battery controller 23 also calculates the available input power PIN (acceptable power) and available output power POUT of the battery 10 according to the temperature, internal resistance, and/or SOC of the battery 10.
  • the system controller 21 can use the calculation results of the available input power PIN and available output power POUT as appropriate.
  • the generator controller 24 controls the operation of the generator 18. More specifically, the generator controller 24 switches the generator inverter 20 in accordance with the rotational speed, voltage, and other conditions of the generator 18 based on the rotational speed target value ⁇ G1 * . In this way, the generator controller 24 operates the generator 18 at a rotational speed ( ⁇ G ) that realizes the power generation of the target generated power P * .
  • the engine controller 25 controls the operation of the engine 17, which is the power source of the power generation system 12. More specifically, the engine controller 25 adjusts the throttle, ignition timing, and/or fuel injection amount of the engine 17 in accordance with signals such as the rotational speed and temperature of the engine 17 based on the engine torque target value T E * . In this way, the engine controller 25 causes the engine 17 to generate torque T E (power) that realizes power generation of the target power generation P * . Signals such as the rotational speed and temperature of the engine 17 are acquired as appropriate by sensors (not shown) or the like.
  • the above-mentioned system controller 21, drive motor controller 22, battery controller 23, generator controller 24, and engine controller 25 are each composed of one or more computers. Furthermore, these controllers are programmed to periodically execute the above-mentioned various controls at predetermined control intervals.
  • the various controllers described above are described separately, but some or all of these controllers may be configured as an integrated unit.
  • the various controllers described above may be implemented as a whole on a single computer.
  • some of the various controllers described above may be implemented on a single computer, such as by implementing the generator controller 24 and engine controller 25 on a single computer.
  • the classification of the various controllers described above is merely for the convenience of explanation.
  • the generator controller 24, engine controller 25, and power generation control unit 26 are controllers particularly related to the control of the power generation system 12. Therefore, the generator controller 24, engine controller 25, and power generation control unit 26 constitute a power generation system control device 101 that controls the power generation system 12.
  • FIG. 3 is a block diagram showing the configuration of the generator controller 24.
  • the generator controller 24 includes a vibration suppression control unit 31, a current command value calculation unit 32, a current control unit 33, a decoupling control unit 34, a voltage converter 35, and a current converter 36.
  • the vibration suppression control unit 31 calculates a command value for the torque (generator torque T G (not shown)) that the generator 18 should maintain so that the rotational speed ( ⁇ G ) of the generator 18 matches or tracks the rotational speed target value ⁇ G1 * while suppressing vibrations of the power generation system 12.
  • the vibration damping control unit 31 not only suppresses the generation of vibrations by the power generation system 12 itself, but also makes it difficult for the vibrations generated by the power generation system 12 to be transmitted to the vehicle body (particularly the passenger compartment floor).
  • this control that comprehensively suppresses the generation and transmission of vibrations by the power generation system 12 is referred to as vibration damping control of the power generation system 12.
  • the vibration suppression control unit 31 calculates the final generator torque command value T G3 * by vibration suppression control. Specifically, the vibration suppression control unit 31 calculates the final generator torque command value T G3 * based on the target rotational speed value ⁇ G1 * and the detected rotational speed value ⁇ G. The detected rotational speed value ⁇ G is detected as appropriate by a rotation sensor 37 provided in the generator 18.
  • the current command value calculation unit 32 uses the final generator torque command value T G3 * , the rotational speed detection value ⁇ G , and the battery voltage V dc to calculate a d-axis current command value I d * and a q-axis current command value I q * of the generator 18.
  • the d-axis current command value I d * and the q-axis current command value I q * are command values for the d-axis current I d and the q-axis current I q of the generator 18.
  • the current control unit 33 controls the generator 18 by so-called current control. Specifically, the current control unit 33 uses the d-axis current command value Id * , the q-axis current command value Iq * , the d-axis current Id , the q-axis current Iq , and the rotational speed detection value ⁇ G to calculate a d-axis voltage command value Vd * and a q-axis voltage command value Vq * of the generator 18.
  • the d-axis voltage command value Vd * and the q-axis voltage command value Vq * are command values for the d-axis voltage Vd and the q-axis voltage Vq of the generator 18.
  • the d-axis voltage command value V d * has a decoupling voltage V d-dcpl (not shown) for the d-axis voltage subtracted by a subtraction unit 38, and is then input to the voltage converter 35.
  • the d-axis voltage command value (V d ** ) from which the decoupling voltage for the d-axis voltage has been subtracted is the final d-axis voltage command value for the generator 18 (hereinafter referred to as the d-axis final voltage command value V d ** ).
  • the q-axis voltage command value V q * is input to the voltage converter 35 after a subtraction unit 39 subtracts a decoupling voltage V q-dclp (not shown) for the q-axis voltage.
  • the q-axis voltage command value (V q ** ) from which the decoupling voltage for the q-axis voltage has been subtracted is the final q-axis voltage command value for the generator 18 (hereinafter referred to as the q-axis final voltage command value V q ** ).
  • the d-axis final voltage command value V d ** and the q-axis final voltage command value V q ** will be referred to as the dq-axis final voltage command values V d ** , V q ** .
  • the decoupling control unit 34 calculates decoupling voltages V d-dcpl and V q-dcpl using the d-axis current I d and the q-axis current I q .
  • Decoupling refers to reducing the voltage drop due to interference between the d-axis and q-axis. As described above, these decoupling voltages V d - dcpl and V q-dcpl are subtracted from the d-axis voltage command value V d * and the q-axis voltage command value V q * in subtraction units 38 and 39, respectively.
  • the voltage converter 35 calculates voltage command values (three-phase voltage command values) Vu * , Vv * , and Vw * for the U, V , and W phases from the d- and q-axis final voltage command values Vd ** and Vq ** .
  • These three-phase voltage command values Vu * , Vv * , and Vw * are input to the generator inverter 20.
  • the generator inverter 20 then applies a U-phase voltage Vu , a V-phase voltage Vv , and a W-phase voltage Vw to each phase of the generator 18 in response to these values.
  • the generator 18 is driven by a generator torque T G corresponding to the final generator torque command value T G3 * , and the rotational speed ( ⁇ G ) of the generator 18 matches or tracks the rotational speed target value ⁇ G1 * .
  • the current converter 36 converts the three-phase currents Iu , Iv , and Iw into d-axis and q-axis currents Id and Iq .
  • the three-phase currents Iu , Iv , and Iw are detected by a current sensor 40 provided between the generator inverter 20 and the generator 18.
  • the U-phase current Iu and the V-phase current Iv are detected, and the current converter 36 calculates the W-phase current Iw .
  • the d-axis and q-axis currents Id and Iq are input to the current command value calculation unit 32 and the decoupling control unit 34, as described above.
  • FIG. 4 is a block diagram showing the configuration of the vibration suppression control unit 31.
  • the vibration suppression control unit 31 includes a correction target value calculation unit 41, a rotational speed control unit 42, a feedforward vibration suppression calculation unit 43, a feedback torque calculation unit 44, and a final command value calculation unit 45.
  • the correction target value calculation unit 41 calculates the corrected rotational speed target value ⁇ G2 * by correcting the rotational speed target value ⁇ G1 * using a first filter (hereinafter referred to as the first filter G m ( s)) having a transfer characteristic represented by G m (s ) .
  • the first filter G m (s) is a filter that reduces vibrations transmitted from the power generation system 12 to the vehicle body (floor of the passenger compartment) via a mount (not shown) that supports the power generation system 12 with respect to the electric vehicle 100.
  • the first filter G m (s) is determined based on the elastic characteristics of the mount.
  • the first filter G m (s) is a notch filter (bandstop filter) that selectively reduces the natural frequency component (component of the natural frequency ⁇ mnt ) of the vibrations transmitted from the power generation system 12 to the vehicle body via the mount.
  • the correction target value calculation unit 41 uses the first filter G m (s) to calculate a corrected rotational speed target value ⁇ G2 * by reducing the natural frequency component of the mount from the basic rotational speed target value ⁇ G1 * . In this way, the correction target value calculation unit 41 suppresses the transmission of vibrations generated in the power generation system 12 to the vehicle body.
  • the rotational speed control unit 42 calculates the first generator torque command value T G1 * based on the detected rotational speed value ⁇ G and the corrected rotational speed target value ⁇ G2 * so that the detected rotational speed value ⁇ G matches or follows the corrected rotational speed target value ⁇ G2 * .
  • the rotational speed control unit 42 calculates the first generator torque command value T G1 * by, for example, PI (Proportional-Integral) control.
  • the feedforward vibration suppression calculation unit 43 calculates the second generator torque command value T G2 * using feedforward control that pre-corrects the first generator torque command value T G1 * so that vibrations (torsional vibrations ) occurring in the power transmission system of the power generation system 12 are suppressed.
  • the feedforward vibration suppression calculation unit 43 is configured by a model of the power generation system 12 expressed by a transfer characteristic Gp (s) (hereinafter referred to as the power generation system model Gp (s)) and a model representing its reference response (hereinafter referred to as the reference model Gr (s)).
  • the feedforward vibration suppression calculation unit 43 is configured using an inverse model 1/ Gp (s) of the power generation system model Gp (s) and the reference model Gr (s).
  • the transfer characteristic of the feedforward vibration suppression calculation unit 43 is expressed as Gr (s)/ Gp (s).
  • the power generation system model G p (s) is the transfer characteristic of torque input-rotational speed output, that is, the transfer characteristic from torque input (input of generator torque T G and engine torque T E ) to the power generation system 12 to rotational speed output (output of ⁇ G ).
  • the reference model G r (s) is the transfer characteristic of the reference response of torque input-rotational speed output.
  • the feedback torque calculation unit 44 calculates a torque (hereinafter referred to as feedback torque Tfb ) to be fed back to the second generator torque command value T G2 * in accordance with the detected rotational speed value ⁇ G so that the detected rotational speed value ⁇ G coincides with or follows the corrected target rotational speed value ⁇ G2 *. Specifically, the feedback torque calculation unit 44 calculates the feedback torque Tfb based on the final generator torque command value T G3 * and the detected rotational speed value ⁇ G.
  • the feedback torque calculation unit 44 includes a torque estimation unit 46, a torque detection unit 47, a deviation calculation unit 48, a gain characteristic adjustment unit 49, and a feedback gain multiplication unit 50.
  • the torque estimator 46 estimates the generator torque T G (hereinafter referred to as the generator torque estimated value T G ⁇ ) when controlled in accordance with the final generator torque command value T G3 * .
  • the torque estimator 46 is configured by a bandpass filter (hereinafter referred to as the bandpass filter H(s)) represented by a transfer characteristic H(s). That is, the torque estimator 46 calculates the generator torque estimated value T G ⁇ by passing the final generator torque command value T G3 * through the bandpass filter H(s).
  • the torque detection unit 47 detects the torque actually generated by the generator 18 (hereinafter simply referred to as generator torque T G ) by calculation based on the detected rotational speed value ⁇ G.
  • the torque detection unit 47 is composed of a band-pass filter H(s) and an inverse model 1/G p (s) of the power generation system model G p (s).
  • the transfer characteristic of the torque detection unit 47 is expressed by H(s)/G p (s).
  • the deviation calculation unit 48 calculates the deviation ⁇ T G between the generator torque estimate value T G ⁇ and the generator torque T G. In this embodiment, the deviation calculation unit 48 calculates the deviation ⁇ T G by subtracting the generator torque estimate value T G ⁇ from the generator torque T G.
  • the gain characteristic adjustment unit 49 adjusts the gain characteristic of the feedback torque Tfb . Specifically, the gain characteristic adjustment unit 49 adjusts the gain characteristic of the feedback torque Tfb by processing the deviation ⁇ T G with a filter (hereinafter referred to as a second filter Gz (s)) represented by a transfer characteristic Gz(s).
  • the second filter Gz ( s ) is determined in advance based on the characteristics of the power transmission system of the power generation system 12, i.e., the power transmission characteristics of the power generation system 12.
  • the feedback gain multiplication unit 50 calculates the feedback torque Tfb by multiplying the deviation ⁇ T G by the feedback gain Kfb .
  • the deviation ⁇ T G is subjected to the gain characteristic adjustment process in the gain characteristic adjustment unit 49, so the feedback gain multiplication unit 50 calculates the feedback torque Tfb by multiplying the deviation ⁇ T G after the gain characteristic adjustment process by the feedback gain Kfb .
  • the final command value calculation unit 45 calculates the final generator torque command value T G3 * based on the second generator torque command value T G2 * calculated by the feedforward vibration suppression calculation unit 43 and the feedback torque T fb calculated by the feedback torque calculation unit 44.
  • the final command value calculation unit 45 is a subtractor, and calculates the final generator torque command value T G3 * by subtracting the feedback torque T fb from the second generator torque command value T G2 * .
  • the correction of the second generator torque command value T G2 * using the feedback torque T fb (calculation of the final generator torque command value T G3 * ) is referred to as feedback vibration suppression control.
  • the engine 17 is controlled based on the engine torque target value T E *
  • the generator 18 is controlled based on the final generator torque command value T G3 * .
  • the power generation system 12 generates power equivalent to the target power generation power P * while suppressing the occurrence of torsional vibration in the power transmission system and the transmission of torsional vibration to the vehicle body.
  • the equations of motion for the power generation system 12 are expressed by the following equations (1) to (3).
  • the power generation system model G p (s) is expressed in the form of the following equation (4).
  • "s" is the Laplace operator.
  • the power generation system model G p (s) can be expressed in the form of the following equation (5 ) using the gain g p , the pole natural frequency ⁇ p , the pole damping ratio ⁇ p , the zero-point natural frequency ⁇ z , and the zero-point damping ratio ⁇ z .
  • the pole natural frequency ⁇ p and the pole damping ratio ⁇ p are the frequency and damping ratio of the natural vibration generated in the power generation system 12.
  • the zero-point natural frequency ⁇ z and the zero-point damping ratio ⁇ z are the frequency and damping ratio of the natural vibration generated by using the inverse model 1/G p (s).
  • the ideal characteristic from torque input to the power generation system 12 to the output of the rotational speed ( ⁇ G ) can be obtained by setting the pole damping ratio ⁇ p to 1 in equation (5). That is, the reference model G r (s) of the power generation system 12 is expressed by the following equation (6).
  • the bandpass filter H(s) used in the torque estimation unit 46 and the torque detection unit 47 is expressed by the following equation (8) using the pole natural frequency ⁇ p and the pole damping ratio ⁇ p .
  • the second filter G z (s) used in the gain characteristic adjustment unit 49 is expressed by the following equation (9) using a zero-point natural frequency ⁇ z and a zero-point damping ratio ⁇ z . That is, the second filter G z (s) is expressed by a transfer characteristic having poles and zero points, and the frequency and damping ratio of the natural vibration at the zero points are common to the zero-point natural frequency ⁇ z and zero-point damping ratio ⁇ z of the power generation system model G p (s).
  • the natural frequency ( ⁇ c ) and damping ratio ( ⁇ c ) of the natural vibration at the poles of the second filter G z (s) are parameters that should be adjusted to suit the specific system using the second filter G z (s).
  • a variable corresponding to the frequency of the natural vibration at the poles of equation (9) will be referred to as a frequency variable ⁇ c
  • a variable corresponding to the damping ratio of the natural vibration at the poles of equation (9) will be referred to as a damping ratio variable ⁇ c .
  • the damping ratio variable ⁇ c in equation (9) can be set to a value greater than the zero-point damping ratio ⁇ z and less than 1, as shown in the following equation (11).
  • the damping ratio variable ⁇ c be set to a value greater than the zero-point damping ratio ⁇ z and less than 1 ( ⁇ z ⁇ ⁇ c ⁇ 1).
  • the damping ratio variable ⁇ c of the second filter G z (s) is set to a value within the range of ⁇ z ⁇ ⁇ c ⁇ 1.
  • the damping ratio variable ⁇ c is adjusted so that the gain of the output of the damper torque T dmp with respect to the input of the engine torque T E does not diverge (extremely increase) at a specific frequency and remains approximately constant over a wide frequency band.
  • This adjustment of the damping ratio variable ⁇ c can be performed independently, regardless of the values of the frequency variable ⁇ c and the feedback gain K fb .
  • the damping ratio variable ⁇ c is adjusted in combination with the adjustment of the frequency variable ⁇ c or the feedback gain K fb .
  • the frequency variable ⁇ c in equation (9) can be set to a value greater than zero and equal to or less than the zero-point natural frequency ⁇ z , as shown in the following equation (12).
  • the frequency variable ⁇ c be set to a value greater than zero and smaller than the zero-point natural frequency ⁇ z (0 ⁇ ⁇ c ⁇ ⁇ z ).
  • the frequency variable ⁇ c of the second filter Gz (s) is set to a value within the range of 0 ⁇ ⁇ c ⁇ ⁇ z .
  • the frequency variable ⁇ c is adjusted so that the gain of the damper torque Tdmp with respect to the engine torque TE does not diverge (extremely increase) at a specific frequency and is generally constant over a wide frequency band.
  • This adjustment of the frequency variable ⁇ c can be performed independently, regardless of the values of the damping ratio variable ⁇ c and the feedback gain Kfb .
  • it is preferable that the adjustment of the frequency variable ⁇ c is performed in combination with the adjustment of the damping ratio variable ⁇ c or the feedback gain K fb .
  • the feedback gain Kfb used in conjunction with the second filter Gz (s) is preferably set to a value greater than zero and less than 1, as shown in the following equation (13). Specifically, the feedback gain Kfb is adjusted so that the gain of the damper torque Tdmp with respect to the engine torque TE does not diverge (extremely increase) at a specific frequency and remains approximately constant over a wide frequency band.
  • This adjustment of the feedback gain Kfb can be performed independently, regardless of the values of the damping ratio variable ⁇ c or the frequency variable ⁇ c . However, it is preferable that the adjustment of the feedback gain Kfb be performed in combination with the adjustment of the damping ratio variable ⁇ c or the frequency variable ⁇ c .
  • the first filter G m (s) used in the correction target value calculation unit 41 is expressed by the following equation (14) using the natural frequency ⁇ mnt and damping ratio ⁇ mnt determined in principle by the elastic characteristics of the mount. That is, the first filter G m (s) is expressed by a transfer characteristic having a pole, and the natural frequency and damping ratio of the natural vibration at the pole are the natural frequency ⁇ mnt and the damping ratio ⁇ mnt .
  • the natural frequency ⁇ mnt and damping ratio ⁇ mnt of the first filter G m (s) are predetermined fixed values.
  • vibration of the power generation system 12 is excited by the generator 18 cranking the engine 17, and the acceleration in the longitudinal and vertical directions of the vehicle body caused by the vibration is measured by an acceleration sensor installed on the vehicle body.
  • the frequencies of these accelerations are analyzed using a technique such as FFT (Fast Fourier Transform), thereby determining the natural frequency ⁇ mnt and damping ratio ⁇ mnt of the first filter G m (s).
  • FFT Fast Fourier Transform
  • the natural frequency ⁇ mnt , the damping ratio ⁇ mnt , or both of these of the first filter G m (s) can be variables that are adjusted depending on the temperature of the engine 17, etc.
  • FIG. 5 is a Bode diagram showing the gain of the damper torque T dmp relative to the engine torque T E.
  • Gain 51 is the gain when only feedforward vibration suppression control is performed without feedback vibration suppression control.
  • Gain 52 is the gain when feedforward vibration suppression control and feedback vibration suppression control are performed without using the second filter Gz (s).
  • the dashed line in Fig. 5(A) shows gain 53 when feedforward vibration suppression control and feedback vibration suppression control are performed and the second filter Gz (s) expressed by equation (10) is used in vibration suppression control using feedback control.
  • 5B shows the change in gain when the damping ratio variable ⁇ c of the second filter Gz (s) is changed.
  • gain 51 in Fig. 5(A) when only feedforward vibration damping control is performed without feedback vibration damping control, the gain of damper torque T dmp with respect to engine torque T E increases at the frequency corresponding to the natural frequency ⁇ p of the poles in the power generation system model G p (s).
  • gain 52 in Fig. 5(B) when feedback vibration damping control is performed in addition to feedforward vibration damping control but the second filter G z (s) is not used, the gain of damper torque T dmp with respect to engine torque T E increases at the frequency corresponding to the natural frequency ⁇ z of the zero points in the power generation system model G p (s). This is because the inverse model 1/G p (s) of the power generation system 12 is used in the feedback vibration damping control.
  • the damping ratio variable ⁇ c of the second filter Gz (s) is set to an intermediate value, i.e., 0 ⁇ ⁇ z ⁇ ⁇ c ⁇ 1, so that the gain of the damper torque Tdmp with respect to the engine torque TE is more balanced and approaches a constant state in particular over a wide frequency band.
  • the optimal value of the damping ratio variable ⁇ c is approximately 0.5 ( ⁇ c ⁇ 0.5).
  • the frequency variable ⁇ c When the frequency variable ⁇ c is varied within the range of 0 ⁇ ⁇ c ⁇ ⁇ z with ⁇ c ⁇ 0.5, there is a value that can minimize the magnitude of the peak, as shown by the dashed line in Figure 5(C). Therefore, in this embodiment, by setting the frequency variable ⁇ c of the second filter Gz (s) to an intermediate value, that is, a value within the range of 0 ⁇ ⁇ c ⁇ ⁇ z , the gain of the damper torque Tdmp with respect to the engine torque TE is more balanced and approaches a constant state in a wide frequency band. Although it depends on the set values of the damping ratio variable ⁇ c and the feedback gain Kfb , the optimal value of the frequency variable ⁇ c is generally about half the zero-point natural frequency ⁇ z ( ⁇ c ⁇ ⁇ z /2).
  • any one of the damping ratio variable ⁇ c , the frequency variable ⁇ c , and the feedback gain K fb can be adjusted, or a combination of these can be adjusted.
  • FIGS. 6A to 6F are graphs showing temporal changes in longitudinal acceleration and the like occurring in the electric vehicle 100.
  • FIG. 6A shows the target rotational speed value ⁇ G1 * of the generator 18.
  • FIG. 6B shows the final generator torque command value T G3 * .
  • FIG. 6C shows the detected rotational speed value ⁇ G of the generator 18.
  • FIG. 6D shows the engine torque T E.
  • FIG. 6E shows the damper torque T dmp .
  • FIG. 6F shows the longitudinal acceleration A x of the vehicle body.
  • the rotational speed target value ⁇ G1 * first rises.
  • the first filter Gm (s) is not used, and therefore the step change in the rotation speed target value ⁇ G1 * is used for control as is.
  • the rotation speed target value ⁇ G1 * is corrected to the corrected rotation speed target value ⁇ G2 * by the first filter Gm (s), and therefore the corrected rotation speed target value ⁇ G2 * is used for control.
  • the damper torque T dmp varies in an oscillatory manner.
  • the amplitude of the damper torque T dmp is large and the convergence is poor.
  • the amplitude of the damper torque T dmp during cranking is suppressed and the convergence is improved. This is particularly noticeable during the period from the start of cranking until the engine 17 actually starts to rotate due to friction (frictional resistance) (between time t0 and time t1 ).
  • the occurrence of vibrations (torsional vibrations) in the power generation system 12 is suppressed more than in the comparative example.
  • the damper torque T dmp becomes nearly zero many times, whereas in this embodiment, the number of times the damper torque T dmp becomes nearly zero is reduced.
  • the damper torque T dmp crosses zero, rattle noise occurs due to backlash of gears included in the power transmission system. Therefore, in this embodiment, the number of times rattle noise occurs is reduced compared to the comparative example.
  • the damper torque T dmp fluctuates, and this fluctuation is transmitted to the vehicle body, causing fluctuations in the longitudinal acceleration of the vehicle body, etc.
  • the vibrations cause the vehicle body to vibrate.
  • FIG. 6(F) when the power generation system 12 is started, the longitudinal acceleration A x of the vehicle body changes in an oscillatory manner.
  • the dashed line in the comparative example, the amplitude of the longitudinal acceleration A x is large and the convergence is poor.
  • the amplitude of the longitudinal acceleration A x is reduced and the convergence is improved.
  • the vibrations generated in the power generation system 12 are less likely to be transmitted to the vehicle body (the passenger compartment floor), and any vibrations that have been transmitted to the vehicle body are quickly subsided.
  • the damping ratio ⁇ mnt of the first filter G m (s) is a preset fixed value, but this is not limiting.
  • the damping ratio ⁇ mnt of the first filter G m (s) is a variable and the damping ratio ⁇ mnt is adjusted according to the temperature of the engine 17 (hereinafter referred to as engine temperature ⁇ E ) and the like.
  • FIG. 7 is a block diagram showing the configuration of the vibration suppression control unit 31 according to the second embodiment.
  • the vibration suppression control unit 31 of the second embodiment includes a correction target value calculation unit 41, a rotational speed control unit 42, a feedforward vibration suppression calculation unit 43, a feedback torque calculation unit 44, and a final command value calculation unit 45, as well as a damping ratio setting unit 55.
  • the correction target value calculation unit 41, the rotational speed control unit 42, the feedforward vibration suppression calculation unit 43, the feedback torque calculation unit 44, and the final command value calculation unit 45 have the same configurations as those in the first embodiment.
  • the damping ratio setting unit 55 sets or changes the damping ratio ⁇ mnt of the first filter G m (s) according to the available output power P OUT of the battery 10, the engine temperature ⁇ E , the friction of the engine 17 (hereinafter simply referred to as friction ⁇ E ), or a combination of these.
  • the available output power P OUT of the battery 10 decreases.
  • the battery 10 may not be able to supply the generator 18 with enough power required to crank the engine 17 when starting the power generation system 12.
  • the final generator torque command value T G3 * is limited by a torque limit T lim (not shown) that corresponds to the available output power P OUT .
  • the vibration damping control performed by the vibration damping control unit 31 does not have a sufficient effect. That is, the generation and transmission of vibrations in the power generation system 12 are not sufficiently suppressed.
  • the damping ratio setting unit 55 increases the damping ratio ⁇ mnt as the permissible output power P OUT decreases. For example, the damping ratio setting unit 55 determines whether the final generator torque command value T G3 * is greater than the torque limit T lim . Then, when it is determined that the final generator torque command value T G3 * is greater than the torque limit T lim , the damping ratio setting unit 55 increases the value of the damping ratio ⁇ mnt in accordance with the permissible output power P OUT .
  • the final generator torque command value T G3 * tends to fluctuate within the range of the torque limit T lim set according to the available output power P OUT .
  • the final generator torque command value T G3 * is less likely to be limited by the torque limit T lim .
  • the engine temperature ⁇ E there is a correlation between the engine temperature ⁇ E and the available output power POUT of the battery 10. Specifically, when the engine temperature ⁇ E is low, such as when the power generation system 12 is stopped in a low-temperature environment, the battery 10 is also usually at a low temperature, and its available output power POUT is reduced. Therefore, when the engine temperature ⁇ E is low, the final generator torque command value T G3 * is likely to be limited by the torque limit T lim .
  • the damping ratio setting unit 55 can increase the damping ratio ⁇ mnt as the engine temperature ⁇ E decreases. For example, the damping ratio setting unit 55 determines whether the engine temperature ⁇ E is higher than a predetermined engine temperature threshold Th ⁇ E (not shown) based on an experiment or a simulation. When it is determined that the engine temperature ⁇ E is lower than the engine temperature threshold Th ⁇ E , the damping ratio setting unit 55 can increase the value of the damping ratio ⁇ mnt in accordance with the engine temperature ⁇ E.
  • the final generator torque command value T G3 * tends to fluctuate within the range of the torque limit T lim set according to the available output power P OUT .
  • the final generator torque command value T G3 * is less likely to be limited by the torque limit T lim .
  • the damping ratio setting unit 55 can increase the damping ratio ⁇ mnt as the friction ⁇ E of the engine 17 increases. For example, the damping ratio setting unit 55 determines whether the friction ⁇ E of the engine 17 is greater than a friction threshold Th ⁇ (not shown) that is determined in advance based on an experiment or a simulation. When it is determined that the friction ⁇ E of the engine 17 is greater than the friction threshold Th ⁇ , the damping ratio setting unit 55 can increase the value of the damping ratio ⁇ mnt in accordance with the friction ⁇ E of the engine 17.
  • the final generator torque command value T G3 * tends to stay within the range of the torque limit T lim set according to the available output power P OUT .
  • the final generator torque command value T G3 * is less likely to be limited by the torque limit T lim .
  • the available output power P OUT is obtained from the battery controller 23.
  • the engine temperature ⁇ E can be measured, for example, by the temperature of the coolant or cooling oil that cools the engine 17.
  • the friction ⁇ E of the engine 17 can be measured appropriately according to the temperature of the engine oil (not shown) (hereinafter referred to as the engine oil temperature ⁇ oil ).
  • the damping ratio setting unit 55 stores in advance a map that associates the engine oil temperature ⁇ oil with the friction ⁇ E of the engine 17 based on experiments or simulations, and can obtain the friction ⁇ E of the engine 17 corresponding to the engine oil temperature ⁇ oil by referring to this map.
  • the correction target value calculation unit 41 of the vibration suppression control unit 31 is effective regardless of the situation. That is, the rotational speed target value ⁇ G1 * of the generator 18 is corrected to the corrected rotational speed target value ⁇ G2 * by the first filter G m (s) regardless of the situation. However, depending on the operating state of the engine 17, correcting the rotational speed target value ⁇ G1 * to the corrected rotational speed target value ⁇ G2 * by the first filter G m (s) may cause the power generation system 12 to vibrate.
  • correcting the rotational speed target value ⁇ G1 * to the corrected rotational speed target value ⁇ G2 * by the first filter G m (s) may reverse the magnitude relationship between the corrected rotational speed target value ⁇ G2 * and the detected rotational speed value ⁇ G when combustion of the engine 17 begins, which may result in sudden, temporary noise or vibration from the power generation system 12.
  • a preferred configuration will be described in which the first filter G m (s) is appropriately enabled/disabled depending on the operating state of the engine 17.
  • FIG. 8 is a block diagram showing the configuration of the vibration suppression control unit 31 according to the third embodiment.
  • a target value switching unit 56 is further provided in addition to the correction target value calculation unit 41, rotational speed control unit 42, feedforward vibration suppression calculation unit 43, feedback torque calculation unit 44, final command value calculation unit 45, and damping ratio setting unit 55.
  • the correction target value calculation unit 41, rotational speed control unit 42, feedforward vibration suppression calculation unit 43, feedback torque calculation unit 44, and final command value calculation unit 45 have the same configurations as those in the first and second embodiments.
  • the damping ratio setting unit 55 has the same configuration as that in the second embodiment. Note that, although the target value switching unit 56 is added to the vibration suppression control unit 31 of the second embodiment here, this is not limiting. The target value switching unit 56 may also be added to the vibration suppression control unit 31 of the first embodiment.
  • the target value switching unit 56 switches the rotation speed target value input to the rotation speed control unit 42 between the rotation speed target value ⁇ G1 * not processed by the first filter G m (s) and the corrected rotation speed target value ⁇ G2 * processed by the first filter G m (s) depending on the operating state of the engine 17.
  • the target value switching unit 56 enables or disables the corrected target value calculation unit 41 (first filter G m (s)) depending on the operating state of the engine 17.
  • the target value switching unit 56 is composed of, for example, an engine operating state determination unit 57 and a target value switching switch 58.
  • the engine operating state determination unit 57 determines the operating state of the engine 17 based on, for example, the target rotation speed value ⁇ G1 * , the detected rotation speed value ⁇ G , and a fuel cut flag F FC .
  • the fuel cut flag F FC is a flag that indicates the state of fuel supply to the engine 17, and is obtained, for example, from the engine controller 25. In this embodiment, the fuel cut flag F FC is set to "0 (off)" when fuel is being supplied to the engine 17, and to "1 (on)" when fuel is not being supplied to the engine 17.
  • the engine operating state determination unit 57 determines whether the operating state of the engine 17 is at least one of the "stopped state,” "cranking state,” and "combustible state.”
  • the “stopped state” is a state in which the engine 17 has stopped rotating.
  • the “cranking state” is a state in which the engine 17 is cranked by the generator 18.
  • the “combustible state” is a state in which combustion (firing) is possible in the engine 17 by supplying fuel.
  • the engine operating state determination unit 57 further classifies the "combustible state” into a “fuel cut state” in which combustion is possible but fuel is not being supplied, and a “firing state” in which fuel is being supplied and the engine 17 is burning.
  • the target value changeover switch 58 inputs either the rotation speed target value ⁇ G1 * or the corrected rotation speed target value ⁇ G2 * to the rotation speed control unit 42 according to the operating state of the engine 17 .
  • the target value changeover switch 58 switches the rotational speed target value input to the rotational speed control unit 42 to the corrected rotational speed target value ⁇ G2 * before the engine 17 transitions to a cranking state.
  • the target value changeover switch 58 activates the first filter G m (s) at least until the operation state of the engine 17 transitions from the stopped state to the cranking state.
  • the target value changeover switch 58 changes the rotational speed target value to be input to the rotational speed control unit 42 to the corrected rotational speed target value ⁇ G2 * .
  • the target value changeover switch 58 switches the rotational speed target value input to the rotational speed control unit 42 to the rotational speed target value ⁇ G1 * that has not been processed by the first filter G m (s) at least until the operating state of the engine 17 transitions to the firing state.
  • the target value changeover switch 58 switches the rotational speed target value input to the rotational speed control unit 42 to the rotational speed target value ⁇ G1 * that has not been processed by the first filter G m (s) when the operating state of the engine 17 subsequently transitions to the combustible state (fuel cut state).
  • the target value changeover switch 58 disables the first filter G m (s) when the operating state of the engine 17 transitions from the cranking state to the combustible state. Also, the target value changeover switch 58 disables the first filter G m (s) at least until the operating state of the engine 17 transitions to the firing state.
  • the first filter G m (s) when the first filter G m (s) is enabled or disabled depending on the operating state of the engine 17, the first filter G m (s) is enabled only when the operating state of the engine 17 is in the cranking state.
  • the rotational speed ( ⁇ G ) of the generator 18 continuously increases from zero toward the rotational speed target value ⁇ G1 * at which the power generation system 12 is less likely to generate vibrations. Therefore, since the rotational speed ( ⁇ G ) passes through the natural vibration frequencies ( ⁇ p and ⁇ z ) of the poles and zeros in the power generation system model G p (s), vibrations generated in the power generation system 12 are likely to be particularly problematic. For this reason, as described above, the first filter G m (s) should be enabled at least in scenes where the engine 17 is cranking.
  • the rotation speed ( ⁇ G ) is away from the natural vibration frequencies ( ⁇ p and ⁇ z ) of the poles and zeros of the power generation system model G p (s), and the power generation system 12 is in a state where it is difficult to generate vibrations in the first place. Therefore, when the engine 17 is not in the cranking state, the first filter G m (s) can be disabled as described above.
  • the power generation system control methods according to the first to third embodiments are power generation system control methods that cause the rotational speed ( ⁇ G ) of the generator 18 to follow the target value ( ⁇ G1 * ) when power is generated by the power generation system 12 that is mounted on the vehicle (100) and connects the engine 17 and the generator 18 via the damper 19.
  • a first filter G m (s) determined based on the elastic characteristics of the mount that supports the power generation system 12 on the vehicle (100) is used to reduce the component of the mount's natural vibration frequency ( ⁇ mnt ) from the target value ( ⁇ G1 * ), thereby calculating a corrected target value ( ⁇ G2 * ).
  • a torque command value (T G1 * ) for making the detected value ( ⁇ G ) follow the corrected target value ( ⁇ G2 * ) is calculated based on the corrected target value ( ⁇ G2 * ) and the detected value ( ⁇ G ) of the rotation speed
  • a feedback torque (T fb ) for the torque command value (T G1 * ) is calculated using the detected value ( ⁇ G ) and the inverse model 1/ G p (s) of the power generation system
  • the gain characteristics of the feedback torque T fb are adjusted using a second filter G z (s) and feedback gain K fb determined based on the power transmission characteristics of the power generation system 12.
  • a final torque command value (T G3 *) used to control the generator 18 is calculated based on the torque command value (T G1 * ) and the feedback torque T fb .
  • the correction of the rotational speed target value ⁇ G1 * by the first filter G m (s) and the correction of the gain characteristic of the feedback torque T fb by the second filter G z (s) can effectively reduce the generation of vibrations in the power generation system 12 and their transmission to the vehicle body (floor of the passenger compartment).
  • the second filter G z (s) is represented by a transfer characteristic having poles and zeros, and the damping ratio ( ⁇ c ) of the natural vibration at the poles of the second filter G z (s) is set to a value smaller than 1 and larger than the damping value ( ⁇ z ) of the natural vibration at the zeros of the second filter (G z ).
  • the natural frequency ( ⁇ c ) at the poles of the second filter G z (s) is set to a value greater than 0 and smaller than the natural frequency ( ⁇ z ) at the zero points of the second filter G z (s).
  • the feedback gain K fb is set to a value greater than 0 and less than 1.
  • the first filter G m (s) is represented by a transfer characteristic having a pole, and the damping ratio ( ⁇ mnt ) of the natural vibration at the pole of the first filter G m (s) is variable.
  • the damping ratio ⁇ mnt of the first filter G m (s) is variable, the final generator torque command value T G3 * is limited by the torque limit T lim , and even in situations where it is normally difficult to obtain a vibration damping effect, it becomes easier to obtain a sufficient vibration damping effect by adjusting the damping ratio ⁇ mnt .
  • the vehicle (100) has a battery 10 that is charged with power generated by a power generation system 12, and the damping ratio ⁇ mnt of the first filter G m (s) is increased in response to a decrease in the available output power P OUT of the battery 10.
  • the damping ratio ⁇ mnt of the first filter G m (s) is increased in response to a decrease in the temperature ( ⁇ E ) of the engine 17 .
  • the damping ratio ⁇ mnt of the first filter G m (s) is increased in accordance with an increase in the friction resistance of the engine 17 .
  • the operating state of the engine 17 is determined, and the first filter G m (s) is enabled or disabled based on the operating state of the engine 17.
  • the operating state of the engine 17 is determined based on the target value ( ⁇ G1 * ), the detected value ( ⁇ G ), and a flag (F FC ) representing the state of fuel supply to the engine 17.
  • the operating state of the engine 17 is distinguished between a stopped state in which the engine 17 is stopped, a cranking state in which the engine 17 is cranked, and a combustible state in which combustion in the engine is possible, and the first filter G m (s) is enabled at least until the operating state of the engine 17 transitions from the stopped state to the cranking state, and the first filter G m (s) is disabled when the operating state of the engine 17 transitions from the cranking state to the combustible state.
  • the first filter G m (s) can be reliably enabled only during cranking, when the need to use the first filter G m (s) is particularly high.
  • the first filter G m (s) is enabled or disabled.
  • the power generation system control device is a power generation system control device 101 (controller) that is mounted on a vehicle (100) and that causes the rotational speed of the generator 18 to follow a target value ( ⁇ G1 * ) when generating electricity using a power generation system 12 that connects an engine 17 and a generator 18 via a damper 19.
  • the power generation system control device 101 includes a corrected target value calculation unit 41 that calculates a corrected target value ( ⁇ G2 * ) by reducing the component of the mount's natural vibration frequency ( ⁇ mnt ) from the target value ( ⁇ G1 * ) using a first filter G m (s) determined based on the elastic characteristics of the mount that supports the power generation system 12 on the vehicle (100), a rotational speed control unit 42 that calculates a torque command value (T G1 * ) for making the detected value ( ⁇ G ) follow the corrected target value ( ⁇ G2 * ) based on the corrected target value ( ⁇ G2 * ) and the detected value ( ⁇ G ), a feedback torque calculation unit 44 that calculates a feedback torque T fb for the torque command value (T G1 * ) using the detected value ( ⁇ G ) and an inverse model 1/G p (s) of the power generation system, and a second filter G z (s) and a feedback gain K
  • the control system is equipped with a gain characteristic adjustment
  • the power generation system control device 101 (controller) according to the first to third embodiments can effectively reduce the generation of vibrations in the power generation system 12 and their transmission to the vehicle body (floor of the passenger compartment) by correcting the rotational speed target value ⁇ G1 * using the first filter G m (s) and correcting the gain characteristic of the feedback torque T fb using the second filter G z (s).
  • the electric vehicle 100 has been described as an example of a vehicle equipped with a power generation system 12, but the present invention is also suitable for vehicles other than the electric vehicle 100 as long as they are equipped with a power generation system 12.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Control Of Eletrric Generators (AREA)

Abstract

L'invention concerne un procédé de commande de système de génération de puissance, lorsque de la puissance est générée par un système de génération de puissance qui est monté dans un véhicule et connecte un moteur et un générateur de puissance par l'intermédiaire d'un amortisseur, la vitesse de rotation du générateur de puissance étant amenée à suivre une valeur cible. Selon ce procédé de commande de système de génération de puissance, une valeur cible de correction est calculée en utilisant un premier filtre pour diminuer une composante d'une fréquence de vibration naturelle d'un support à partir d'une valeur cible, le premier filtre étant déterminé sur la base d'une caractéristique élastique du support qui supporte le système de génération de puissance par rapport au véhicule. De plus, une valeur d'instruction de couple pour amener une valeur de détection de la vitesse de rotation à suivre la valeur cible de correction est calculée sur la base de la valeur cible de correction et de la valeur de détection. Un couple de rétroaction pour la valeur d'instruction de couple est calculé en utilisant la valeur de détection et un modèle inverse du système de génération de puissance. En outre, une caractéristique de gain du couple de rétroaction est ajustée en utilisant le gain de rétroaction et un second filtre qui est déterminé sur la base d'une caractéristique de transmission de puissance du système de génération de puissance 12. Une valeur d'instruction de couple finale utilisée pour commander le générateur de puissance 18 est calculée sur la base de la valeur d'instruction de couple et du couple de rétroaction.
PCT/JP2024/010613 2024-03-18 2024-03-18 Procédé de commande de système de génération de puissance et dispositif de commande de système de génération de puissance Pending WO2025196914A1 (fr)

Priority Applications (1)

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PCT/JP2024/010613 WO2025196914A1 (fr) 2024-03-18 2024-03-18 Procédé de commande de système de génération de puissance et dispositif de commande de système de génération de puissance

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PCT/JP2024/010613 WO2025196914A1 (fr) 2024-03-18 2024-03-18 Procédé de commande de système de génération de puissance et dispositif de commande de système de génération de puissance

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001028809A (ja) * 1999-07-12 2001-01-30 Toyota Motor Corp 電動機を備える車両における動力制御装置
JP2020093602A (ja) * 2018-12-11 2020-06-18 トヨタ自動車株式会社 ハイブリッド車両
JP2023023269A (ja) * 2021-08-04 2023-02-16 日産自動車株式会社 車両制御方法、及び、車両制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001028809A (ja) * 1999-07-12 2001-01-30 Toyota Motor Corp 電動機を備える車両における動力制御装置
JP2020093602A (ja) * 2018-12-11 2020-06-18 トヨタ自動車株式会社 ハイブリッド車両
JP2023023269A (ja) * 2021-08-04 2023-02-16 日産自動車株式会社 車両制御方法、及び、車両制御装置

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