JP2021054330A - Motor control device for electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a motor control device for an electric vehicle capable of suppressing the generation of rattling noise by a meshing means for transmitting power between an engine and a generator without causing such a problem. An engine torque fluctuation component calculation unit calculates an engine torque fluctuation component from an engine crank angle and an estimated engine torque Te ^. The engine torque fluctuation component is multiplied by the ratio of inertia I12 / Ie before and after the damper. As a result, the motor torque fluctuation component having the same phase as the engine torque fluctuation component is calculated. Then, the motor command torque including the motor torque fluctuation component is set. [Selection diagram] Fig. 5

Description

The present invention relates to a motor control device for an electric vehicle such as an electric vehicle (EV) or a hybrid vehicle (HV).

Conventionally, a vehicle using a hybrid system as a drive system, a so-called hybrid vehicle, is known. For example, in a series hybrid vehicle, the power of the engine is converted into electric power by a generator, the drive motor is driven by the electric power, and the power of the drive motor is transmitted to the drive wheels.

The engine and the generator are connected via a gear train. Therefore, when the transmission torque of the gear train between the engine and the power generation motor is reversed across zero during engine start-up or light load operation, a rattling noise is generated in the gear train.

In order to suppress the generation of this rattling noise, Patent Document 1 determines the generator in consideration of the torque fluctuation amplitude of the engine so that the transmission torque of the gear train does not continuously fluctuate with zero torque in between. A technique for continuously applying the torque of the above is disclosed. Further, in Patent Document 2, when the engine is started, the rotation speed of the generator is increased to a predetermined value or more and then decreased, and the engine is ignited after the torque in the regeneration direction of the generator becomes equal to or more than the friction torque of the engine. Is disclosed.

International Publication No. 2018/0472224 JP-A-2018-17212

However, the technology of Patent Document 1 does not allow light load operation of the engine. Therefore, if the catalyst for purifying the exhaust gas is not sufficiently warmed, harmful substances in the exhaust gas may increase or the operating point of the engine may be from the optimum efficiency point. There is a problem that it comes off. Further, the technique of Patent Document 2 has a problem that it takes time to ignite the engine and the time lag from the request for power generation to the start of power generation becomes large.

An object of the present invention is to provide a motor control device for an electric vehicle capable of suppressing the generation of rattling noise by a meshing means for transmitting power between an engine and a generator without causing such a problem.

In order to achieve the above object, the motor control device for an electric vehicle according to the present invention has a damper and teeth that attenuate the vibration of the engine rotation shaft between the engine rotation shaft and the power generation motor rotation shaft. An engine torque fluctuation component calculation that is a motor control device that controls a motor and calculates an engine torque fluctuation component of an engine in an electric vehicle having a configuration in which a meshing means that transmits power by meshing with a tooth groove is interposed. The means, the motor command torque setting means for setting the motor command torque including the motor torque fluctuation component having the same phase as the engine torque fluctuation component calculated by the engine torque fluctuation component calculation means, and the motor command set by the motor command torque setting means. It includes a motor operation control means for controlling the operation of the motor so as to generate torque.

According to this configuration, by including the motor torque fluctuation component in phase with the engine torque fluctuation component in the motor command torque, the twist angle of the damper can be theoretically made constant, and the reversal of torque across zero torque in the meshing means is suppressed. it can. As a result, it is possible to suppress the generation of rattling noise due to the meshing means.

The motor command torque setting means may set a compensation term for suppressing the occurrence of vibration of the damper twist angle generated in the damper, and may set a motor command torque including the compensation term.

Further, the motor command torque setting means sets an estimated engine torque compensation term according to the estimated engine torque of the engine and / or an inertia shuttle compensation term according to the target engine angular acceleration of the engine, and the set estimated engine torque compensation term. And / or the motor command torque may be set including the inner shuttle torque compensation term as the compensation term.

It is preferable that the motor command torque setting means removes the resonance frequency component from the compensation term and sets the motor command torque including the compensation term from which the resonance frequency component is removed.

As a result, it is possible to suppress the occurrence of vibration of the torsion angle of the damper due to the inclusion of the resonance frequency component in the compensation term.

The motor command torque setting means may calculate the motor torque fluctuation component by multiplying the engine torque fluctuation component by the ratio of the inertia on the motor side of the damper to the inertia on the engine side of the damper.

When the condition that the engine speed is equal to or higher than the predetermined rotation speed is satisfied, the motor command torque setting means may set the motor torque fluctuation component to a smaller value than when the condition is not satisfied.

When the condition that the absolute value of the engine torque of the engine or the time average value of the motor torque of the motor is equal to or more than a predetermined value is satisfied, the motor command torque setting means sets the motor torque fluctuation component more than when the condition is not satisfied. It may be set to a small value.

According to the present invention, it is possible to suppress the generation of rattling noise by the meshing means for transmitting power between the engine and the generator.

It is a block diagram which shows the structure of the electric vehicle which concerns on one Embodiment of this invention. It is a figure which shows the plant model which modeled the power transmission system between an engine and a motor for power generation. It is a graph which shows an example of the relationship between the crank angle of an engine, and an engine torque. It is a figure which shows an example (example of the conventional control) of time change of engine torque, damper output shaft conversion motor torque, damper output shaft angular velocity, engine angular velocity, twist angle and gear part torque at the time of starting an engine. It is a block diagram which shows the structure for setting a motor command torque. Time change of engine torque at engine start, damper output shaft equivalent motor torque, damper output shaft angular velocity, engine angular velocity, torsion angle and gear torque by control using motor command torque set by the configuration shown in FIG. It is a figure which shows an example. It is a block diagram which shows another structure for setting a motor command torque. Time change of engine torque, damper output shaft equivalent motor torque, damper output shaft angular velocity, engine angular velocity, torsion angle and gear torque at engine start by control using motor command torque set by the configuration shown in FIG. It is a figure which shows an example. It is a figure which shows the relationship between the engine speed and the torque fluctuation reflection rate. Time change of engine torque at engine start, damper output shaft equivalent motor torque, damper output shaft angular velocity, engine angular velocity, torsion angle and gear portion torque by control using the motor command torque set according to the configuration of the fifth embodiment. It is a figure which shows an example.

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

<Hybrid system configuration>
FIG. 1 is a block diagram showing a configuration of an electric vehicle 1 according to an embodiment of the present invention.

The electric vehicle 1 employs a series-type hybrid system, and is equipped with an engine (E / G) 2, a power generation motor (MG1) 3, and a drive motor (MG2) 4.

The engine 2 is, for example, a 3-cylinder 4-stroke gasoline engine, and has an electronic throttle valve for adjusting the amount of intake air into the combustion chamber of the engine 2, an injector (fuel injection device) for injecting fuel into intake air, and a combustion chamber. It is equipped with a spark plug that causes an electric discharge. The rotating shaft (crankshaft) of the engine 2 is connected to the engine gear 6 via a damper 5 that reduces torsional vibration and bending vibration of the rotating shaft.

The power generation motor 3 includes, for example, a permanent magnet synchronous motor. The rotating shaft of the power generation motor 3 is provided so that the motor gear 7 rotates integrally. The motor gear 7 meshes with the engine gear 6.

The drive motor 4 is composed of, for example, a permanent magnet synchronous motor larger than the power generation motor 3. The rotating shaft of the drive motor 4 is connected to a power transmission mechanism. The power transmission mechanism includes a differential gear, and the power of the drive motor 4 is transmitted to the differential gear and distributed from the differential gear to the left and right drive wheels (front wheels or rear wheels) 8.

Further, the electric vehicle 1 is equipped with a PCU (Power Control Unit) 11 and a battery (BAT) 12.

The PCU 11 is a unit for controlling the drive of the power generation motor 3 and the drive motor 4, and includes an MG1 inverter (INV1) 13, an MG2 inverter (INV2) 14, and a boost converter (BstCONV) 15. In the MG1 inverter 13 and the MG2 inverter 14, two IGBT (Insulated Gate Bipolar Transistors) series circuits are provided corresponding to the U-phase, V-phase, and W-phase, and the series thereof are provided. It has a circuit configuration in which circuits are connected in parallel with each other.

The battery 12 is an assembled battery in which a plurality of secondary batteries are combined, and outputs DC power.

When the electric vehicle 1 is accelerating, the drive motor 4 is power-running, and the drive motor 4 generates power for power-running. At this time, the DC power output from the battery 12 is boosted by the boost converter 15, the boosted DC power is converted into three-phase AC power by the MG2 inverter 14, and the three-phase AC power is converted to the drive motor 4. Be supplied. This consumes the power of the battery 12.

Further, at the start of traveling of the electric vehicle 1, the DC power output from the battery 12 is boosted by the boost converter 15, and the boosted DC power is converted into three-phase AC power by the MG1 inverter 13 to be converted into three-phase AC power. Is supplied to the power generation motor 3. As a result, the power generation motor 3 is motorized, and the engine 2 is motorized by the power generation motor 3. This motoring causes the crankshaft of the engine 2 to rotate, and when the rotation speed rises to the rotation speed required for starting, the spark plug of the engine 2 is sparked and the engine 2 is started.

When the power generation motor 3 is operated for power generation while the engine 2 is operating, the power generation motor 3 generates three-phase AC power. The three-phase AC power generated by the power generation motor 3 is converted into DC power by the MG1 inverter 13. Then, the DC power output from the MG1 inverter 13 is converted into three-phase AC power by the MG2 inverter 14, and the three-phase AC power is supplied to the drive motor 4. When it is not necessary to supply electric power to the drive motor 4, the DC power output from the MG1 inverter 13 is stepped down by the boost converter 15, and the DC power after the step-down is supplied to the battery 12. The battery 12 is charged.

When the electric vehicle 1 decelerates, the drive motor 4 is regeneratively operated, and the power transmitted from the drive wheels 8 to the drive motor 4 is converted into three-phase AC power. At this time, the drive motor 4 becomes a resistance of the traveling drive system, and the resistance acts as a braking force (regenerative braking force) for braking the electric vehicle 1. The three-phase AC power generated by the drive motor 4 is converted into DC power by the MG2 inverter 14. Then, the DC power output from the MG2 inverter 14 is stepped down by the boost converter 15, and the DC power after the step-down is supplied to the battery 12, so that the battery 12 is charged.

<Control system>
The electric vehicle 1 is provided with an ECU (Electronic Control Unit) having a configuration including a microcomputer. Although FIG. 1 shows only one ECU 16 for controlling the PCU 11, the electric vehicle 1 is equipped with a plurality of ECUs for controlling each part. A plurality of ECUs including the ECU 16 are connected so as to enable two-way communication by a CAN (Controller Area Network) communication protocol. Further, various sensors necessary for control are connected to the ECU 16.

<Plant model>
FIG. 2 is a diagram showing a plant model that models a power transmission system between the engine 2 and the power generation motor 3.

In this plant model, the damper 5 is approximated as a viscous damper having a damper torsional spring constant K and a damper torsional viscosity coefficient C.

Ie is the inertia of the engine 2 (engine inertia). Te is the torque of the engine 2 (engine torque), and θe is the rotation angle of the engine 2 (engine rotation angle).

Further, I12 is a damper output shaft conversion motor inertia in which the motor inertia Img of the power generation motor 3 is converted into a value on the output shaft of the damper 5 (the shaft connected to the engine gear 6), and the inertia Img is converted into the engine gear 6. It is obtained by dividing by the square of the gear ratio between the motor gear 7 and the motor gear 7. T12 is a damper output shaft equivalent motor torque obtained by converting the motor torque Tmg of the power generation motor 3 into a value on the output shaft of the damper 5, and the motor torque Tmg is divided by the gear ratio between the engine gear 6 and the motor gear 7. Demanded by. θ12 is the rotation angle of the output shaft of the damper 5 (damper output shaft rotation angle).

が得られる。 The angular velocity of the engine 2 is ωe (equal to the differential value of the engine rotation angle θe), and the angular velocity of the output shaft of the damper 5 is ω12 (equal to the differential value of the damper output shaft rotation angle θ12). When you make an equation,

Is obtained.

となり、式（１）、（２）、（３）および（４）から、次式（５）および（６）が得られる。

Assuming that the twist angle of the damper 5 is θ,

Therefore, the following equations (5) and (6) can be obtained from the equations (1), (2), (3) and (4).

そして、

とおいて、式（７）を整理すると、式（７）は、

となる。 Further, from the equations (5) and (6), the following equation (7) is obtained.

And

By the way, if the formula (7) is rearranged, the formula (7) is

Will be.

Therefore, the transfer function G1 (s) from the input of the damper output shaft equivalent motor torque T12 to the output of the twist angle θ in the plant model shown in FIG. 2 is expressed by the following equation (9), and is expressed by the following equation (9) from the input of the engine torque Te. The transfer function Ge (s) up to the output of the twist angle θ is expressed by the following equation (10).

ここで、

である。 When these equations (9) and (10) are converted into the standard form of the quadratic transfer function, the equations (9) and (10) become the following equations (11) and (12), respectively.

here,

Is.

となる。 Therefore,

Will be.

であり、エンジンギヤ６とモータギヤ７との間での歯打ち音を発生させないためには、ギヤ部トルクＴｇがゼロトルクを跨いで正負反転しないようにすればよく、それには、ねじれ角θをなるべく一定にすることが有効である。式（１１）および（１２）より、ダンパ５は、減衰振動系であることが理解されるので、ダンパ５には、振動を発生させないようなトルク入力を与える必要がある。 The transmission torque (hereinafter referred to as "gear torque") Tg between the engine gear 6 and the motor gear 7 is

Therefore, in order not to generate a rattling noise between the engine gear 6 and the motor gear 7, the gear portion torque Tg should not be positively or negatively reversed across zero torque, and the twist angle θ should be set as much as possible. It is effective to keep it constant. From equations (11) and (12), it is understood that the damper 5 is a damped vibration system. Therefore, it is necessary to apply a torque input to the damper 5 so as not to generate vibration.

FIG. 3 is a graph showing an example of the relationship between the crank angle of the engine 2 and the engine torque Te.

In the 3-cylinder 4-stroke engine 2, the engine torque Te fluctuates according to the crank angle. Therefore, even if the damper output shaft equivalent motor torque T12 on the power generation motor 3 side is kept constant, the twist angle θ vibrates due to the fluctuation of the engine torque Te, and the resonance point of the damper 5 is particularly high in the region where the engine speed is low. Vibration tends to increase because it is close.

FIG. 4 is a diagram showing an example of time changes in engine torque Te, damper output shaft equivalent motor torque T12, damper output shaft angular velocity ω12, engine angular velocity ωe, twist angle θ, and gear portion torque Tg when the engine 2 is started. ..

In this example, the engine torque fluctuation component is not taken into consideration in the setting of the command torque of the power generation motor 3, and the engine 2 is motorized by the power generation motor 3 from the state where the engine 2 is stopped, and the rotation speed of the engine 2 is increased. This is the case where the engine 2 is ignited after the engine 2 has risen to the number of revolutions required for starting, and the power generation motor 3 is regenerated after the ignition. In this example, after the engine 2 is ignited, the engine torque Te fluctuates greatly, vibration is generated in the twist angle θ of the damper 5, and the gear portion torque Tg straddles zero torque many times, so that a rattling noise is generated. it seems to do.

となり、ダンパ５の前後（エンジン２側および発電用モータ３側）での等価イナーシャＴｅ，Ｔ１２の比に応じたエンジントルク変動成分をダンパ５の発電用モータ３側に与えれば、理論的にダンパ５のねじれ角θを一定にでき、歯打ち音の発生を抑制できる。 Therefore, it is considered that the fluctuation of the engine torque Te (the fluctuation of the engine torque) is offset by the motor torque Tmg. The damper output shaft conversion motor torque T12 capable of canceling the engine torque fluctuation is obtained by substituting θ (s) = 0 into the above equation (13) and solving the equation with the damper output shaft conversion motor torque T12. Can be done. That is, the damper output shaft equivalent motor torque T12 capable of canceling the engine torque fluctuation is

Therefore, if the engine torque fluctuation component corresponding to the ratio of the equivalent inertia Te and T12 before and after the damper 5 (engine 2 side and power generation motor 3 side) is given to the power generation motor 3 side of the damper 5, the damper is theoretically used. The twist angle θ of 5 can be made constant, and the generation of beating noise can be suppressed.

<Control block diagram>
FIG. 5 is a block diagram showing a configuration for setting the motor command torque.

The motor command torque is set by the PCU 11.

When setting the motor command torque, in order to control the engine 2 to the target rotation speed, the time-averaged estimated engine torque Te ^ excluding the engine torque fluctuation component is obtained as the estimated engine torque compensation term.

Further, the target engine angular velocity ωetgt is set according to the target rotation speed of the engine 2. Then, the differential value of the target engine angular velocity ωetgt is multiplied by the sum of the engine inertia Ie and the damper output shaft conversion motor inertia I12, and the multiplied value is used as the inertia torque compensation term. The inertia shuttle compensation term is added to the value obtained by multiplying the estimated engine torque compensation term by "-1".

Further, in order to perform feedback control according to the difference between the target engine angular velocity ωetgt and the actual engine angular velocity ωe, for example, the difference between the target engine angular velocity ωetgt and the actual engine angular velocity ωe is multiplied by the feedback gain and multiplied. The value is the feedback control term. Then, the feedback control term is further added to the added value of the value obtained by multiplying the estimated engine torque compensation term by "-1" and the inertia shuttle compensation term.

On the other hand, the engine torque fluctuation component calculation unit calculates the engine torque fluctuation component from the crank angle of the engine 2 and the estimated engine torque Te ^. The engine torque fluctuation component calculation unit is a functional processing unit that is realized by software by program processing executed by the CPU of PCU 11 or by hardware such as a logic circuit. For example, a map showing the relationship between the crank angle and the engine torque Te shown in FIG. 3 is stored in the non-volatile memory of the PCU 11, and the engine torque fluctuation component calculation unit uses the map to indicate the engine torque Te according to the crank angle. May be obtained by interpolating with the estimated engine torque Te ^, or may be obtained by another method.

The engine torque fluctuation component is multiplied by the ratio of inertia I12 / Ie before and after the damper 5. As a result, the motor torque fluctuation component having the same phase as the engine torque fluctuation component is calculated. Then, the motor torque fluctuation component is further added to the value obtained by multiplying the estimated engine torque compensation term by "-1", the inner shuttlek compensation term, and the feedback control term, and the engine gear 6 and the motor gear 7 are added to the added value. The gear ratio KGR is multiplied by, and the multiplied value is taken as the motor command torque.

The PCU 11 controls the operation of the power generation motor 3 so that the motor command torque is output from the power generation motor 3.

FIG. 6 shows the engine torque Te at the time of starting the engine 2 by the control using the motor command torque set by the configuration shown in FIG. 5, the damper output shaft equivalent motor torque T12, the damper output shaft angular velocity ω12, and the engine angular velocity ωe. It is a figure which shows an example of the time change of a torsion angle θ and a gear part torque Tg.

In the example shown in FIG. 6, the engine 2 is motorized by the power generation motor 3 from the state in which the engine 2 is stopped by the control using the motor command torque set by the configuration shown in FIG. This is the case where the engine 2 is ignited after the number of rotations of the engine 2 has risen to the number required for starting, and the power generation motor 3 is regeneratively operated after the ignition. In this example, although the engine torque Te has fluctuated greatly since the ignition of the engine 2, no large vibration is generated in the twist angle θ of the damper 5, and the reversal of the gear torque Tg straddling zero torque is reversed. Only once. Therefore, it can be seen that the beating sound is suppressed.

<Effect>
As described above, since the torsion angle θ of the damper 5 can be theoretically made constant by including the motor torque fluctuation component having the same phase as the engine torque fluctuation component in the motor command torque, the inversion of the gear portion torque Tg straddling zero torque. Can be suppressed. As a result, it is possible to suppress the generation of rattling noise caused by the engine gear 6 and the motor gear 7.

Since the motor torque fluctuation component may be in phase with the engine torque fluctuation component, for example, 1 to N (an integer of N: 1 or more) with a combustion interval (240 ° in a 3-cylinder 4-stroke engine) as one cycle. It may be approximated to the superposition of the next component, or the primary component may be approximated by a triangular wave or a square wave. When reducing the amount of calculation, N may be reduced.

The crank angle of the engine 2 is preferably calculated by the PCU 11 by connecting a crank angle sensor that outputs a detection signal according to the crank angle to the PCU 11. The crank angle sensor may be connected to the ECU 16 or the like, and the PCU 11 may receive the crank angle from the ECU 16 by CAN communication. In this case, the crank angle sensor is applied to the motor command torque of the power generation motor 3 due to a communication delay or the like. There is a concern that the phase of the torque fluctuation component will be delayed and the effect will be reduced. Therefore, the rotation angle of the power generation motor 3 corresponding to the crank angle reference point is learned and stored at low rotation speed where the influence of communication delay is unlikely to appear as an error of the crank angle, and the engine is stored from the rotation angle of the power generation motor 3. By estimating the crank angle of 2, a torque fluctuation component of a desired phase is added to the motor command torque of the power generation motor 3 without being affected by the communication delay even in a region where the rotation speeds of the engine 2 and the power generation motor 3 are high. can do.

<Second Embodiment>
FIG. 7 is a block diagram showing another configuration for setting the motor command torque.

In the configuration shown in FIG. 7, the value obtained by multiplying the estimated engine torque compensation term by “-1” and the added value of the inertia shuttle compensation term are passed through the normative model M (s) × plant inverse model P ^-1 (s). Will be done. The transfer function M (s) × P ^-1 (s) is intended to prevent vibration of the twist angle θ of the damper 5 due to the frequency of the resonance component being included in the estimated engine torque Te ^ and the target engine angular velocity ωetgt. Therefore, the low frequency (DC) gain is set to 1. For the plant model P (s), G1 (s) represented by the above equation (11) may be used, and for the normative model M (s), the output vibration does not occur and the operation amount does not become too large. It is preferable to set it to any desired characteristic so that a quick response can be obtained.

With the configuration shown in FIG. 7, even if the estimated engine torque Te ^ and the target engine angular velocity ωetgt include the frequency of the resonance component, it is possible to suppress the setting of the feed forward operation amount such that the twist angle θ vibrates. , The generation of rattling noise can be further suppressed.

FIG. 8 shows the engine torque Te at the time of starting the engine 2 by the control using the motor command torque set by the configuration shown in FIG. 7, the damper output shaft equivalent motor torque T12, the damper output shaft angular velocity ω12, and the engine angular velocity ωe. It is a figure which shows an example of the time change of a torsion angle θ and a gear part torque Tg.

In the example shown in FIG. 8, the engine 2 is motorized by the power generation motor 3 from the state in which the engine 2 is stopped by the control using the motor command torque set by the configuration shown in FIG. 7, and the engine 2 is used. This is the case where the engine 2 is ignited after the number of rotations of the engine 2 has risen to the number required for starting, and the power generation motor 3 is regeneratively operated after the ignition. In this example, as compared with the example shown in FIG. 6, the vibration of the twist angle θ of the damper 5 at the initial stage of cranking is further suppressed, and the gear portion torque Tg near the center of the firing period shown in FIG. 8 is suppressed. It can be seen that the overshoot is suppressed. Therefore, it can be seen that the effect of suppressing the generation of beating noise is further enhanced.

<Third Embodiment>
As the third embodiment, a notch filter for removing the resonance frequency component may be adopted instead of the normative model M (s) × plant inverse model P- ^{1 (s) in the configuration shown in FIG.} With this configuration, the same effect as that of the second embodiment can be obtained.

<Fourth Embodiment>
As a fourth embodiment, in the configuration shown in FIG. 5 or 7, the feedback control term is ^{passed through a normative model M (s) × plant inverse model P-1} (s) or a notch filter that removes the resonant frequency component. May be good. As a result, the vibration of the twist angle θ of the damper 5 due to the feedback control term can be suppressed, and the generation of rattling noise can be further suppressed.

<Fifth Embodiment>
FIG. 9 is a diagram showing the relationship between the engine speed and the torque fluctuation reflection rate.

As a fifth embodiment, in the configuration shown in FIG. 5 or 7, when the rotation speed of the engine 2 (engine rotation speed) is less than a predetermined rotation speed including the rotation speed corresponding to the resonance point corresponding to the resonance point of the damper 5. , When the torque fluctuation reflection rate is set to 1 and the engine speed is equal to or higher than the predetermined rotation speed, the torque fluctuation reflection rate is set to a smaller value as the engine speed is higher, and the torque fluctuation is added to the engine torque fluctuation component. The reflection rate may be multiplied. As a result, the motor torque fluctuation component is set small in the region where the engine speed is high. In the high rotation region of the engine 2, due to the effect of the damper 5, the fluctuation of the gear portion torque Tg becomes considerably smaller than the fluctuation of the engine torque Te, so that it is unlikely that the engine gear 6 and the motor gear 7 will be toothed. .. In a region where the engine speed is high, a large amount of power is required and the current flowing through the battery 12 and the wiring becomes large. Therefore, it is preferable that the motor torque fluctuation component is set small.

FIG. 10 shows the engine torque Te at the time of starting the engine 2 by the control using the motor command torque set by the configuration of the fifth embodiment, the damper output shaft equivalent motor torque T12, the damper output shaft angular velocity ω12, and the engine angular velocity ωe. It is a figure which shows an example of the time change of a torsion angle θ and a gear part torque Tg.

In the example shown in FIG. 10, the engine 2 is motorized by the power generation motor 3 from the state where the engine 2 is stopped by the control using the motor command torque set by the configuration of the fifth embodiment, and the engine 2 is used. This is the case where the engine 2 is ignited after the number of rotations of the engine 2 has risen to the number required for starting, and the power generation motor 3 is regeneratively operated after the ignition. In this example, it can be seen that the fluctuation of the gear portion torque Tg in the region where the engine speed is high remains, but the fluctuation of the gear portion torque Tg in the region where the engine speed is low is well suppressed.

<Sixth Embodiment>
As the sixth embodiment, in the region where the absolute value of the time average value of the engine torque Te or the motor torque Tmg is equal to or less than a predetermined value, the motor torque fluctuation component is a theoretical value, that is, the ratio of the engine torque fluctuation generation and the inertia I12 / Ie. In the region set to the multiplication value and larger than the predetermined value, the motor torque fluctuation component is set smaller than the theoretical value.

When the absolute value of the time average value of the engine torque Te or the motor torque Tmg is large, it becomes difficult for the gear torque Tg to cross zero torque, so that the motor torque fluctuation component is lowered and the operating amount of the power generation motor 3 is lowered. It is preferable to be

<7th Embodiment>
When vibration is generated at the twist angle θ of the damper 5, it is preferable to quickly converge the vibration to suppress the occurrence of tooth striking. Therefore, as the seventh embodiment, the angular velocity difference between the engine angular velocity ωe and the damper output shaft angular velocity ω12 is calculated, and the motor torque value such that the angular velocity difference is in the zero direction is superimposed on the motor command torque. It is possible to electrically exert the same effect as strengthening the viscous damper and the friction damper. When the power generation motor 3 is provided with a resolver, the engine angular velocity ωe and the damper output shaft are used by using the damper output shaft angular velocity ω12 calculated from the motor command torque or motor torque estimated value of the power generation motor 3 and the motor angular velocity ωmg. The relative angular velocity with the angular velocity ω12 may be estimated.

<Modification example>
Although some embodiments of the present invention have been described above, the present invention can also be implemented in other embodiments, and the above-described configurations include various embodiments within the scope of the claims. It is possible to make design changes.

1: Electric vehicle 2: Engine 3: Power generation motor (power generation motor)
5: Damper 6: Engine gear (meshing means)
7: Motor gear (meshing means)
11: PCU (motor control device, engine torque fluctuation component calculation means, motor command torque setting means, motor operation control means)

Claims (7)

Between the rotating shaft of the engine and the rotating shaft of the motor for power generation, a damper for attenuating the vibration of the rotating shaft of the engine and a meshing means for transmitting power by meshing between the teeth and the tooth groove are interposed. A motor control device that controls the motor in an electric vehicle having a configuration.
An engine torque fluctuation component calculation means for calculating the engine torque fluctuation component of the engine, and an engine torque fluctuation component calculation means.
A motor command torque setting means for setting a motor command torque including a motor torque fluctuation component having the same phase as the engine torque fluctuation component calculated by the engine torque fluctuation component calculation means, and a motor command torque setting means.
A motor control device for an electric vehicle, including a motor operation control means for controlling the operation of the motor so as to generate a motor command torque set by the motor command torque setting means. The motor command torque setting means according to claim 1, wherein the motor command torque setting means sets a compensation term for suppressing the occurrence of vibration of the damper twist angle generated in the damper, and sets the motor command torque including the compensation term. Motor control device. The motor command torque setting means sets an estimated engine torque compensation term according to the estimated engine torque of the engine and / or an inertia shuttle compensation term according to the target engine angular acceleration of the engine, and the set estimated engine torque. The motor control device for an electric vehicle according to claim 1 or 2, wherein the motor command torque including the compensation term and / or the inner shuttlek compensation term is set as the compensation term. The electric vehicle according to claim 2 or 3, wherein the motor command torque setting means removes a resonance frequency component from the compensation term and sets the motor command torque including the compensation term from which the resonance frequency component is removed. Motor control device. The motor command torque setting means calculates the motor torque fluctuation component by multiplying the engine torque fluctuation component by the ratio of the inertia of the damper on the motor side to the inertia of the engine side of the damper. 4. The motor control device for an electric vehicle according to any one of 4. The motor command torque setting means claims that when the condition that the rotation speed of the engine is equal to or higher than a predetermined rotation speed is satisfied, the motor torque fluctuation component is set to a smaller value than when the condition is not satisfied. The motor control device according to any one of 1 to 5. When the condition that the absolute value of the engine torque of the engine or the time average value of the motor torque of the motor is equal to or more than a predetermined value is satisfied, the motor command torque setting means is more than the case where the condition is not satisfied. The motor control device according to any one of claims 1 to 6, wherein the torque fluctuation component is set to a small value.

Images