Title: Electrically operated vehicle drive controller, electrically operated vehicle drive control method and its program
Abstract: An apparatus and a method to stably run an electrically operated vehicle is disclosed. The invention has an electric generator target torque calculation processor, a first determination processor for calculating an inertia correction determining value, a second determination processor for calculating an integral term correction determining value, a determining mode switching condition judgment processor, and a drive motor target torque calculation processor. When a determining mode switching condition exists, the drive motor target torque calculation processor switches between a first determining mode for calculating drive motor target torque, and a second determining mode for calculating the drive motor target torque. When the determining mode switching condition exists, the first determining mode and the second determining mode are switched so that the drive motor target torque is calculated on the basis of the integral term correction determining value.
Patent Number: 7,010,400 Issued on 03/07/2006 to Hisada, et al.
| Inventors:
|
Hisada; Hideki (Aichi-ken, JP);
Aoki; Kazuo (Aichi-ken, JP);
Izawa; Kazuyuki (Aichi-ken, JP);
Nomura; Masaki (Aichi-ken, JP);
Hasegawa; Kazuma (Aichi-ken, JP)
|
| Assignee:
|
Aisin AW Co., Ltd. (Aichi-ken, JP)
|
| Appl. No.:
|
076015 |
| Filed:
|
March 10, 2005 |
Foreign Application Priority Data
| Mar 12, 2004[JP] | 2004-070904 |
| Current U.S. Class: |
701/22; 290/40; 477/3 |
| Current Intern'l Class: |
B60K 41/00 (20060101) |
| Field of Search: |
701/1,22,84,87
290/40.C,40.A,40.B
477/2,3,5
180/651-658
|
References Cited [Referenced By]
U.S. Patent Documents
| 6196345 | Mar., 2001 | Lyons et al.
| |
| 6208034 | Mar., 2001 | Yamaguchi.
| |
| 6244368 | Jun., 2001 | Ando et al.
| |
| 6278915 | Aug., 2001 | Deguchi et al.
| |
| 6295487 | Sep., 2001 | Ono et al.
| |
| 6301529 | Oct., 2001 | Itoyama et al.
| |
| 6452286 | Sep., 2002 | Kubo et al.
| |
| Foreign Patent Documents |
| 9-170533 | Jun., 1997 | JP.
| |
Primary Examiner: Camby; Richard M.
Attorney, Agent or Firm: Sughrue Mion, PLLC
Claims
What is claimed is:
1. An electrically operated vehicle drive controller comprising:
electric generator target torque calculation processing means for calculating
electric generator target torque that is a target value of electric generator torque
by feedback control for performing at least integral control;
first determination processing means for calculating an inertia correction determining
value based on said electric generator target torque and inertia of an electric generator;
second determination processing means for calculating an integral term correction
determining value based on an integral term component of the electric generator
target torque using said integral control;
determining mode switching condition judgment processing means for judging whether
a predetermined determining mode switching condition exists; and
drive motor target torque calculation processing means for switching a first
determining mode for calculating drive motor target torque that is a target value
of drive motor torque based on the inertia correction determining value, and a
second determining mode for calculating the drive motor target torque based on
the integral term correction determining value when said determining mode switching
condition exists.
2. The electrically operated vehicle drive controller according to claim 1, wherein
said drive motor target torque calculation processing means comprises smoothing
processing means for performing smoothing processing based on said inertia correction
determining value and the integral term correction determining value.
3. The electrically operated vehicle drive controller according to claim 1, wherein
said smoothing processing means changes the inertia correction determining value
and the integral term correction determining value by a predetermined unit time
switching amount.
4. The electrically operated vehicle drive controller according to claim 1, wherein
said determining mode switching condition judgment processing means judges whether
said determining mode switching condition exists by judging whether the electric
generator lies in a transient state.
5. The electrically operated vehicle drive controller according to claim 1, wherein
said drive motor target torque calculation processing means calculates the drive
motor target torque based on said inertia correction determining value when the
electric generator lies in a transient state, and also calculates the drive motor
target torque based on said integral term correction determining value when the
electric generator does not lie in the transient state.
6. The electrically operated vehicle drive controller according to claim 1, wherein
said electric generator target torque is calculated by adding at least a proportional
term component proportional to a speed deviation, and an integral term component
proportional to an integral value of said speed deviation.
7. The electrically operated vehicle drive controller according to claim 1, wherein
said first determination processing means calculates the inertia correction determining
value by subtracting inertia torque obtained by the inertia of the electric generator
from the electric generator target torque.
8. The electrically operated vehicle drive controller according to claim 1 further
comprising a differential rotating device in which a first differential element,
a second differential element, and a third differential element are arranged and
the first differential element is mechanically connected to the electric generator
and the second differential element is mechanically connected to the drive motor
and the third differential element is mechanically connected to an engine; and
said drive motor target torque is calculated based on an output required by a driver
and the electric generator target torque.
9. An electrically operated vehicle drive control method comprising:
calculating electric generator target torque that is a target value of electric
generator torque by feedback control for performing at least integral control;
calculating an inertia correction determining value based on the electric generator
target torque and inertia of the electric generator;
calculating an integral term correction determining value based on an integral
term component of the electric generator target torque using said integral control;
judging whether a predetermined determining mode switching condition exists; and
switching between a first determining mode for calculating drive motor target
torque that is a target value of drive motor torque based on the inertia correction
determining value, and a second determining mode for calculating the drive motor
target torque based on the integral term correction determining value when said
determining mode switching condition exists.
10. A computer-readable recording medium for recording a program for enabling
a computer to provide a service of an electrically operated vehicle drive control,
the service comprising:
calculating electric generator target torque that is a target value of electric
generator torque by feedback control for performing at least integral control;
calculating an inertia correction determining value based on said electric generator
target torque and inertia of the electric generator;
calculating an integral term correction determining value based on an integral
term component of the electric generator target torque using said integral control;
judging whether a predetermined determining mode switching condition exists; and
switching between a first determining mode for calculating drive motor target
torque that is a target value of drive motor torque based on the inertia correction
determining value, and a second determining mode for calculating the drive motor
target torque based on the integral term correction determining value when said
determining mode switching condition exists.
Description
BACKGROUND OF THE INVENTION
This application claims priority of Japanese Patent Application No. 2004-070904,
filed on Mar. 12, 2004, in the Japan Patent Office, the disclosure of which is
incorporated in its entirety by reference.
1. Field of the Invention
The present invention relates to an electrically operated vehicle drive controller,
an electrically operated vehicle drive control method and its program.
2. Background Art
A planetary gear unit having a sun gear, a ring gear and a carrier is conventionally
arranged in a vehicle drive unit mounted to a hybrid type vehicle as an electrically
operated vehicle and transmitting one portion the of engine torque as torque of
an engine to an electric generator (electric generator motor) and transmitting
the remaining engine torque to a drive wheel. The above carrier and the engine
are connected to each other. The ring gear, a drive motor and the drive wheel are
connected to each other. The sun gear and the electric generator are connected
to each other. Driving force is generated by transmitting the rotation outputted
from the above ring gear and the drive motor to the drive wheel.
In the hybrid type vehicle of this kind, when the engine is driven in accordance
with an engine target rotating speed this is a target value of the engine rotating
speed as the rotating speed of the engine, the engine torque becomes ring gear
torque as torque of the ring gear and appears in the ring gear, and is transmitted
to the drive wheel. An insufficient amount of the ring gear torque with respect
to vehicle request torque as torque required to run the hybrid type vehicle is
compensated by drive motor torque as torque of the drive motor.
Therefore, electric generator torque as torque of the electric generator
is calculated on the basis of the above engine target rotating speed. Electric
generator target torque that is a target value of the electric generator torque
is converted into a value on the ring gear and the ring gear torque is calculated.
This ring gear torque is further converted into a value on the output shaft of
the drive motor, and the drive shaft torque is determined. On the other hand, the
above vehicle request torque is converted into a value on the output shaft of the
drive motor, and output shaft request torque is calculated. The difference between
this output shaft request torque and the drive shaft torque is set to drive motor
target torque that is a target value of the drive motor torque.
In this case, when the ring gear torque is calculated on the basis of the electric
generator target torque and the drive shaft torque is determined, the influence
of torque of an inertia (inertia of a rotor and a rotor shaft) amount of the electric
generator at a changing time of the electric generator torque, i.e., inertia torque
appears in the ring gear torque. Therefore, the ring gear torque is calculated
by expecting the inertia torque, and the drive shaft torque is determined.
However, in the above conventional hybrid type vehicle, an angular acceleration
of the electric generator is required to calculate the inertia torque of the electric
generator. However, it is necessary to differentiate the rotor position of the
electric generator detected by a resolver twice to calculate this angular acceleration.
When a periodic change is generated in the rotor position by the characteristics
of the resolver, dispersion is generated with respect to the calculated angular
acceleration so that an error is generated in the inertia torque of the electric generator.
Accordingly, an error is also generated in the drive shaft torque determined
on the basis of the inertia torque, and an error is further generated in the drive
motor target torque. Accordingly, it is impossible to stably run the hybrid type vehicle.
Therefore, sending the angular acceleration αG to a limiter and
removing an excessively large value and an excessively small value by this limiter
has been considered. However, this dispersion of the angular acceleration (αG
can not be removed and it is impossible to stably run the hybrid type vehicle.
SUMMARY OF THE INVENTION
An aspect of the present invention is to provide an electrically operated vehicle
drive controller, an electrically operated vehicle drive control method and its
program able to stably run the electrically operated vehicle by solving the above
problems of the hybrid type vehicle.
Therefore, an electrically operated vehicle drive controller of the present
invention comprises electric generator target torque calculation processing means
for calculating electric generator target torque that is a target value of electric
generator torque by feedback control for performing at least integral control;
first determination processing means for calculating an inertia correction determining
value on the basis of the electric generator target torque and inertia of the electric
generator; second determination processing means for calculating an integral term
correction determining value on the basis of an integral term component of the
electric generator target torque using the integral control; determining mode switching
condition judgment processing means for judging whether a predetermined determining
mode switching condition is formed; and drive motor target torque calculation processing
means for switching a first determining mode for calculating drive motor target
torque that is a target value of drive motor torque on the basis of the inertia
correction determining value, and a second determining mode for calculating the
drive motor target torque on the basis of the integral term correction determining
value when the determining mode switching condition is formed.
In another electrically operated vehicle drive controller of the present invention,
the drive motor target torque calculation processing means further has smoothing
processing means for performing smoothing processing on the basis of the inertia
correction determining value and the integral term correction determining value.
In still another electrically operated vehicle drive controller of the present
invention, the smoothing processing means further changes the inertia correction
determining value and the integral term correction determining value by a predetermined
unit time switching amount.
In still another electrically operated vehicle drive controller of the present
invention, the determining mode switching condition judgment processing means further
judges whether the determining mode switching condition is formed by judging whether
the electric generator lies in a transient state.
In still another electrically operated vehicle drive controller of the present
invention, the drive motor target torque calculation processing means further calculates
the drive motor target torque on the basis of the inertia correction determining
value when the electric generator lies in a transient state, and also calculates
the drive motor target torque on the basis of the integral term correction determining
value when no electric generator lies in the transient state.
In still another electrically operated vehicle drive controller of the present
invention, the electric generator target torque is further calculated by adding
at least a proportional term component proportional to a speed deviation, and an
integral term component proportional to an integral value of the speed deviation.
In still another electrically operated vehicle drive controller of the present
invention, the first determination processing means further calculates the inertia
correction determining value by subtracting inertia torque obtained by the inertia
of the electric generator from the electric generator target torque.
In still another electrically operated vehicle drive controller of the present
invention, the electrically operated vehicle drive controller further comprises
a differential rotating device in which first to third differential elements are
arranged and the first differential element is mechanically connected to the electric
generator and the second differential element is mechanically connected to the
drive motor and the third differential element is mechanically connected to an
engine; and the drive motor target torque is calculated on the basis of an output
required by a driver and the electric generator target torque.
In an electrically operated vehicle drive control method of the present invention,
electric generator target torque that is a target value of electric generator torque
is calculated by feedback control for performing at least integral control; an
inertia correction determining value is calculated on the basis of the electric
generator target torque and inertia of the electric generator; an integral term
correction determining value is calculated on the basis of an integral term component
of the electric generator target torque using the integral control; it is judged
whether a predetermined determining mode switching condition is formed; and a first
determining mode for calculating drive motor target torque that is a target value
of drive motor torque on the basis of the inertia correction determining value,
and a second determining mode for calculating the drive motor target torque on
the basis of the integral term correction determining value are switched when the
determining mode switching condition is formed.
In a program of the electrically operated vehicle drive control method of the
present invention, a compute functions as electric generator target torque calculation
processing means for calculating electric generator target torque that is a target
value of electric generator torque by feedback control for performing at least
integral control; first determination processing means for calculating an inertia
correction determining value on the basis of the electric generator target torque
and inertia of the electric generator; second determination processing means for
calculating an integral term correction determining value on the basis of an integral
term component of the electric generator target torque using the integral control;
determining mode switching condition judgment processing means for judging whether
a predetermined determining mode switching condition is formed; and drive motor
target torque calculation processing means for switching a first determining mode
for calculating drive motor target torque that is a target value of drive motor
torque on the basis of the inertia correction determining value, and a second determining
mode for calculating the drive motor target torque on the basis of the integral
term correction determining value when the determining mode switching condition
is formed.
In accordance with the present invention, the electrically operated vehicle drive
controller comprises the electric generator target torque calculation processing
means for calculating electric generator target torque that is a target value of
electric generator torque by feedback control for performing at least integral
control; the first determination processing means for calculating an inertia correction
determining value on the basis of the electric generator target torque and inertia
of the electric generator; the second determination processing means for calculating
an integral term correction determining value on the basis of an integral term
component of the electric generator target torque using the integral control; the
determining mode switching condition judgment processing means for judging whether
a predetermined determining mode switching condition is formed; and the drive motor
target torque calculation processing means for switching a first determining mode
for calculating drive motor target torque that is a target value of drive motor
torque on the basis of the inertia correction determining value, and a second determining
mode for calculating the drive motor target torque on the basis of the integral
term correction determining value when the determining mode switching condition
is formed.
In this case, when the above determining mode switching condition is formed,
the
first determining mode for calculating the drive motor target torque on the basis
of the inertia correction determining value, and the second determining mode for
calculating the drive motor target torque on the basis of the integral term correction
determining value are switched so that the drive motor target torque is calculated
on the basis of the integral term correction determining value.
Accordingly, while the electric generator is located in a stable state,
the drive motor target torque is calculated on the basis of the integral term correction
determining value of the electric generator target torque. When the electric generator
is located in a transient state, the drive motor target torque is calculated on
the basis of the inertia correction determining value. Accordingly, it is possible
to stably run the electrically operated vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
The above and other features and aspects of the present invention will become
more apparent by describing in detail exemplary embodiments thereof with reference
to the attached drawings in which:
FIG. 1 is a block diagram showing a PI control processing section and a drive
motor target torque calculation processing section in an embodiment of the present invention;
FIG. 2 is a conceptual view of a hybrid type vehicle in the embodiment of the
present invention;
FIG. 3 is a view for explaining the operation of a planetary gear unit in the
embodiment of the present invention;
FIG. 4 is a vehicle speed diagram at a normal running time in the embodiment
of the present invention;
FIG. 5 is a torque diagram at the normal running time in the embodiment of the
present invention;
FIG. 6 is a conceptual view of an electrically operated vehicle drive controller
in the embodiment of the present invention;
FIG. 7 is a first main flow chart showing the operation of the electrically
operated vehicle drive controller in the embodiment of the present invention;
FIG. 8 is a second main flow chart showing the operation of the electrically
operated vehicle drive controller in the embodiment of the present invention;
FIG. 9 is a third main flow chart showing the operation of the electrically
operated vehicle drive controller in the embodiment of the present invention;
FIG. 10 is a view showing a first vehicle request torque map in the embodiment
of the present invention;
FIG. 11 is a view showing a second vehicle request torque map in the embodiment
of the present invention;
FIG. 12 is a view showing an engine target operating state map in the embodiment
of the present invention;
FIG. 13 is a view showing an engine driving area map in the embodiment of the
present invention;
FIG. 14 is a view showing a subroutine of electric generator rotating speed
control processing in the embodiment of the present invention;
FIG. 15 is a view showing a subroutine of drive shaft torque determination processing
in the embodiment of the present invention;
FIG. 16 is a speed diagram showing states of the hybrid type vehicle in the
embodiment of the present invention; and
FIG. 17 is a time chart showing the operation of the electrically operated vehicle
drive controller in the embodiment of the present invention.
DESCRIPTION OF THE EXEMPLARY EMBODIMENTS
The embodiments of the present invention will next be explained in detail with
reference to the drawings. In this case, the hybrid type vehicle as an electrically
operated vehicle will be explained.
FIG. 2 is a conceptual view of the hybrid type vehicle in an embodiment of the
present invention.
In this figure, reference numerals
11 and
12 respectively designate
an engine (E/G) arranged on a first axis, and an output shaft arranged on this
first axis and outputting rotation generated by driving this engine
11.
This output shaft
12 is connected to a crank shaft
19 of the engine
11. Reference numeral
13 designates a planetary gear unit as a differential
rotating device arranged on the above first axis and which changes speeds with
respect to the rotation inputted through the above output shaft
12. Reference
numeral
14 designates an output shaft arranged on the above first axis and
the rotation after the speed change in the above planetary gear unit
13
is outputted to this output shaft
14. Reference numeral
15 designates
a first counter drive gear as an output gear fixed to the output shaft
14.
Reference numeral
16 designates an electric generator (G) as a first electrically
operated machine arranged on the above first axis and connected to the above planetary
gear unit
13 through a transmission shaft
17 and mechanically connected
to the engine
11 so as to be differentially freely rotated. The above engine
11 and the electric generator
16 are mechanically connected to a
drive wheel
37 as a vehicle wheel.
The above output shaft
14 has a sleeve shape and is arranged so as to
surround the above output shaft
12. Further, the above first counter drive
gear
15 is arranged on the engine
11 side from the planetary gear
unit
13.
The above planetary gear unit
13 has at least a sun gear S as a first
differential element, a pinion P engaged with this sun gear S, a ring gear R as
a second differential element engaged with this pinion P and a carrier CR as a
third differential element for rotatably supporting the above pinion P. The above
sun gear S is connected to the electric generator
16 through the above transmission
shaft
17. The ring gear R is arranged on a second axis parallel to the above
first axis through the output shaft
14 and a predetermined gear series,
and is connected to a drive motor (M)
25 and a drive wheel
37 as
a second electrically operated machine mechanically connected to the above engine
11 and the electric generator
16 so as to be differentially freely
rotated. The carrier CR is connected to the engine
11 through the output
shaft
12. The above drive motor
25 is mechanically connected to the
drive wheel
37.
Further, a one-way clutch F is arranged between the above carrier CR and
a case
10 of a vehicle drive unit. This one-way clutch F becomes free when
the rotation of the positive direction is transmitted from the engine
11
to the carrier CR. When the rotation of the reverse direction is transmitted from
the electric generator
16 or the drive motor
25 to the carrier CR,
this one-way clutch F is locked so that the rotation of the engine
11 is
stopped and the rotation in the reverse direction is not transmitted to the engine
11. Accordingly, when the electric generator
16 is operated in the
stopping state of the driving of the engine
11, reaction force is applied
to torque transmitted from the electric generator
16 by the above one-way
clutch F. A brake as a stopping means can be also arranged instead of the one-way
clutch F between the above carrier CR and the case
10.
The above electric generator
16 is constructed by a rotor
21 fixed
to the above transmission shaft
17 and rotatably arranged, a stator
22
arranged around this rotor
21, and a coil
23 wound around this stator
22. The above electric generator
16 generates electric power by the
rotation transmitted through the transmission shaft
17. The above coil
23
is connected to a battery and supplies a direct electric current to this battery.
An electric generator brake B is arranged between the above rotor
21 and
the above case
10. The rotor
21 is fixed by engaging the electric
generator brake B and the rotation of the electric generator
16 can be mechanically stopped.
Reference numeral
26 designates an output shaft arranged on the
above second axis, and the rotation of the above drive motor
25 is outputted
to this output shaft
26. Reference numeral
27 designates a second
counter drive gear as an output gear fixed to this output shaft
26. The
above drive motor
25 is constructed by a rotor
40 fixed to the above
output shaft
26 and rotatably arranged, a stator
41 arranged around
this rotor
40, and a coil
42 wound around this stator
41.
The above drive motor
25 generates drive motor torque TM by the electric
currents of U-phase, V-phase and W-phase as alternating electric currents supplied
to the coil
42. Therefore, the above coil
42 is connected to the
above battery, and the direct electric current from this battery is converted into
the electric current of each phase and is supplied to the above coil
42.
A counter shaft
30 is arranged on a third axis parallel to the above first
and second axes to rotate the above drive wheel
37 in the same direction
as the rotation of the engine
11. A first counter driven gear
31
and a second counter driven gear
32 having a tooth number larger than that
of this first counter driven gear
31 are fixed to this counter shaft
30.
The above first counter driven gear
31 and the above first counter drive
gear
15 are engaged with each other. Further, the above second counter driven
gear
32 and the above second counter drive gear
27 are engaged with
each other. The rotation of the above first counter drive gear
15 is inverted
and transmitted to the first counter driven gear
31. The rotation of the
above second counter drive gear
27 is inverted and transmitted to the second
counter driven gear
32. Further, a diff pinion gear
33 having a tooth
number smaller than that of the above first counter driven gear
31 is fixed
to the above counter shaft
30.
A differential device
36 is arranged on a fourth axis parallel to the
above
first to third axes. A diff ring gear
35 of this differential device
36
and the above diff pinion gear
33 are engaged with each other. Accordingly,
rotation transmitted to the diff ring gear
35 is distributed by the above
differential device
36 and is transmitted to the drive wheel
37 through
a drive shaft
50. Thus, the rotation generated by the engine
11 can
be transmitted to the first counter driven gear
31, and the rotation generated
by the drive motor
25 can be also transmitted to the second counter driven
gear
32. Accordingly, it is possible to run the hybrid type vehicle by driving
the engine
11 and the drive motor
25. The vehicle drive unit is constructed
by the engine
11, the planetary gear unit
13, the electric generator
16, the drive motor
25, the counter shaft
30, the differential
device
36, etc.
An air conditioner as an auxiliary machine is arranged in the above hybrid type
vehicle, and this air conditioner can be operated by driving a motor
24
for an air conditioner as a driving section for an air conditioner. Therefore,
a drive pulley
18 as a rotating body of the driving side is attached to
the above crank shaft
19, and a driven pulley
34 as a rotating body
of the driven side is attached to the output shaft of the motor
24 for an
air conditioner. A belt
20 as a rotation transmitting member is extended
and arranged between the drive pulley
18 and the driven pulley
34.
An electromagnetic clutch as an engagement-disengagement member is arranged between
the above motor
24 for an air conditioner and the driven pulley
34.
The air conditioner can be operated and stopped by operating and stopping the above
motor
24 for an air conditioner by engaging and disengaging this electromagnetic clutch.
Reference numeral
38 designates a rotor position sensor such as
a resolver, etc. as a first position detecting section for detecting the position
of the rotor
21, i.e., a rotor position θG Reference numeral
39
designates a rotor position sensor such as a resolver, etc. as a second position
detecting section for detecting the position of the rotor
40, i.e., a rotor
position θM. The detected rotor position θG is sent to a vehicle controller
and an electric generator controller. The rotor position θM is sent to the
vehicle controller and a drive motor controller. Reference numeral
52 designates
an engine rotating speed sensor as an engine rotating speed detecting section for
detecting an engine rotating speed NE. The engine rotating speed NE is sent to
the vehicle controller and an engine controller.
The operation of the above planetary gear unit
13 will next be explained.
FIG. 3 is a view for explaining the operation of the planetary gear unit in
the embodiment of the present invention. FIG. 4 is a vehicle speed diagram at a
normal running time in the embodiment of the present invention. FIG. 5 is a torque
diagram at the normal running time in the embodiment of the present invention.
In the above planetary gear unit
13 (FIG. 2), the carrier CR is connected
to the engine
11, and the sun gear S is connected to the electric generator
16. The ring gear R is connected to the above drive motor
25 and
the drive wheel
37 through the output shaft
14 and a predetermined
gear series, respectively. Accordingly, a ring gear rotating speed NR as the rotating
speed of the ring gear R and an output shaft rotating speed as the rotating speed
outputted to the output shaft
14 are equal to each other. The rotating speed
of the carrier CR and the engine rotating speed NE are equal to each other. The
rotating speed of the sun gear S and an electric generator rotating speed NG as
the rotating speed of the electric generator
16 are equal to each other.
When the tooth number of the ring gear R is set to ρ times (twice in this
embodiment) the tooth number of the sun gear S, the relation of
(ρ+1)·
NE=1·
NG+ρ·NR [EQN. 1]
is formed. Accordingly, the engine rotating speed NE
NE=(1·
NG+ρ·NR)/(ρ+1) [EQN. 2]
can be calculated on the basis of the ring gear rotating speed NR and the electric
generator rotating speed NG. The rotating speed relation of the planetary gear
unit
13 is constructed by the above EQN. 2.
The relation of
TE:TR:TG=(ρ+1):ρ:1 [EQN. 3]
is formed with respect to the engine torque TE, the ring gear torque TR and the
electric generator torque TC, and reaction forces are applied to each other. The
torque relation equation of the planetary gear unit
13 is constructed by
the above EQN. 3.
At the time of normal running of the hybrid type vehicle, each of the ring gear
R, the carrier CR and the sun gear S is rotated in the positive direction. As shown
in FIG. 4, each of the ring gear rotating speed NR, the engine rotating speed NE
and the electric generator rotating speed NG has a positive value. The above ring
gear torque TR and the electric generator torque TG are obtained by proportionally
dividing the engine torque TE in a torque ratio determined by the tooth number
of the planetary gear unit
13. Accordingly, in the torque diagram shown
in FIG. 5, torque obtained by adding the ring gear torque TR and the electric generator
torque TG becomes the engine torque TE.
The electrically operated vehicle drive controller for controlling the operation
of the above vehicle drive unit will next be explained.
FIG. 6 is a conceptual view of the electrically operated vehicle drive controller
in the embodiment of the present invention.
In this figure, reference numerals
10,
11 and
13 respectively
designate the case, the engine (E/G) and the planetary gear unit. Reference numerals
16, B and
25 respectively designate the electric generator (G), an
electric generator brake for fixing the rotor
21 of the electric generator
16, and the drive motor (M). Reference numerals
28,
29 and
37 respectively designate an inverter as an electric generator inverter
for operating the above electric generator
16, an inverter as a drive motor
inverter for driving the above drive motor
25, and the drive wheel. Reference
numerals
38,
39 designate the rotor position sensors. Reference numeral
43 designates the battery.
The above inverters
28,
29 are connected to the battery
43
through a power switch SW. This battery
43 supplies a direct electric current
to the above inverters
28,
29 when the above power switch SW is turned
on. Each of the above inverters
28,
29 has plural transistors, e.g.,
six transistors as switching elements. Each transistor is in a unit pair constituting
a transistor module (IGBT) of each phase.
An electric generator inverter voltage sensor
75 as a first direct current
voltage detecting section is arranged on the inlet side of the above inverter
28
to detect an electric generator inverter voltage VG as a direct current voltage
applied to the inverter
28. An electric generator inverter electric current
sensor
77 as a first direct electric current detecting section is arranged
on the inlet side of the above inverter
28 to detect an electric generator
inverter electric current IG as a direct electric current supplied to the inverter
28. A drive motor inverter voltage sensor
76 as a second direct current
voltage detecting section is arranged on the inlet side of the above inverter
29
to detect a drive motor inverter voltage VM as a direct current voltage applied
to the inverter
29. A drive motor inverter electric current sensor
78
as a second direct electric current detecting section is arranged on the inlet
side of the above inverter
29 to detect a drive motor inverter electric
current IM as a direct electric current supplied to the inverter
29. The
above electric generator inverter voltage VG and the electric generator inverter
electric current IG are sent to a vehicle controller
51 and an electric
generator controller
47. The drive motor inverter voltage VM and the drive
motor inverter electric current IM are sent to the vehicle controller
51
and a drive motor controller
49. A capacitor C for smoothing signals is
connected between the above battery
43 and the inverters
28,
29.
Further, the above vehicle controller
51 is constructed by CPU, recorder,
etc. and controls the entire operation of the vehicle drive unit. An engine controller
46, the electric generator controller
47 and the drive motor controller
49 are connected to the above vehicle controller
51. The above engine
controller
46 is constructed by CPU, recorder, etc., and sends instruction
signals of a throttle aperture θ, valve timing, etc. to the engine
11
and the vehicle controller
51 to control the operation of the engine
11.
The above electric generator controller
47 is constructed by CPU, recorder,
etc., and sends a driving signal SG
1 to the inverter
28 to control
the operation of the above electric generator
16. The drive motor controller
49 is constructed by CPU, recorder, etc., and sends a driving signal SG
2
to the inverter
29 to control the operation of the above drive motor
25.
A first controller located in a lower position from the vehicle controller
51
is constructed by the above engine controller
46, the electric generator
controller
47 and the drive motor controller
49. A second controller
located in an upper position from the engine controller
46, the electric
generator controller
47 and the drive motor controller
49 is constructed
by the above vehicle controller
51. Further, the above vehicle controller
51, the engine controller
46, the electric generator controller
47
and the drive motor controller
49 function as a computer in accordance with
predetermined program, data, etc.
The above inverter
28 is operated in accordance with the driving signal
SG
1. At a power applying time, the inverter
28 receives the direct
electric current from the battery
43 and generates electric currents IGU,
IGV, IGW of the respective phases, and supplies the electric currents IGU, IGV,
IGW of the respective phases to the electric generator
16. At a regenerative
time, the inverter
28 receives the electric currents IGU, IGV, IGW of the
respective phases from the electric generator
16, and generates and supplies
the direct electric current to the battery
43.
The above inverter
29 is operated in accordance with the driving signal
SG
2. At the power applying time, the inverter
29 receives the direct
electric current from the battery
43 and generates electric currents IMU,
IMV, IMW of the respective phases, and supplies the electric currents IMU, IMV,
IMW of the respective phases to the drive motor
25. At the regenerative
time, the inverter
29 receives the electric currents IMU, IMV, IMW of the
respective phases from the drive motor
25 and generates and supplies the
direct electric current to the battery
43.
Reference numeral
44 designates a battery remaining amount detector
for detecting a state of the above battery
43, i.e., a battery remaining
amount SOC as the battery state. Reference numeral
45 designates an electromagnetic
clutch for operating and stopping the motor
24 for an air conditioner. Reference
numeral
52 designates an engine rotating speed sensor for detecting the
engine rotating speed NE. Reference numeral
53 designates a shift position
sensor for detecting a shift position SP as the position of a shift lever as a
selecting speed operation means. Reference numeral
54 designates an accelerator
pedal. Reference numeral
55 designates an accelerator switch as an accelerator
operation detecting section for detecting an accelerator pedal position AP as the
position (stepping-in amount) of the accelerator pedal
54. Reference numeral
61 designates a brake pedal. Reference numeral
62 designates a brake
switch as a brake operation detecting section for detecting a brake pedal position
BP as the position (stepping-in amount) of the brake pedal
61. Reference
numeral
63 designates an engine temperature sensor for detecting the temperature
tmE of the engine
11. Reference numeral
64 designates an electric
generator temperature sensor for detecting the temperature of the electric generator
16, e.g., the temperature tmG of the coil
23 (FIG. 2). Reference
numeral
65 designates a drive motor temperature sensor for detecting the
temperature of the drive motor
25, e.g., the temperature tmM of the coil
42. Reference numeral
70 designates a first inverter temperature
sensor for detecting the temperature tmGI of the inverter
28. Reference
numeral
71 designates a second inverter temperature sensor for detecting
the temperature tmMI of the inverter
29.
Further, reference numerals
66 to
69 designate electric current
sensors as an electric current detecting section for detecting the electric currents
IGU, IGV, IMU, IMV of the respective phases. Reference numeral
72 designates
a battery voltage sensor as a voltage detecting section for the battery
43
for detecting a battery voltage VB as the above battery state. The above battery
voltage VB and the battery remaining amount SOC are sent to the electric generator
controller
47, the drive motor controller
49 and the vehicle controller
51. A battery electric current, battery temperature, etc. can be also detected
as the battery state. A battery state detecting section is constructed by the battery
remaining amount detector
44, the battery voltage sensor
72, a battery
electric current sensor, a battery temperature sensor, etc. Further, the electric
currents IGU, IGV are sent to the electric generator controller
47 and the
vehicle controller
51. The electric currents IMU, IMV are sent to the drive
motor controller
49 and the vehicle controller
51.
The vehicle controller
51 sends an engine control signal to the above
engine controller
46, and sets starting and stoppage of the engine
11
by the engine controller
46. A vehicle speed calculation processing means
of the above vehicle controller
51 performs vehicle speed calculation processing
and calculates a change ΔθM of the rotor position θM and also
calculates the vehicle speed V on the basis of this change ΔθM and
a gear ratio γV in a torque transmission system from the above output shaft
26 to the drive wheel
37.
The vehicle controller
51 then sets an engine target rotating speed NE*
that is a target value of the engine rotating speed NE, electric generator target
torque TG* that is a target value of the electric generator torque TG, drive motor
target torque TM* that is a target value of the drive motor torque TM, an electric
generator target rotating speed NG* that is a target value of the electric generator
rotating speed NG, a drive motor target rotating speed NM* that is a target value
of the drive motor rotating speed NM as the rotating speed of the drive motor
25,
etc. The engine target rotating speed NE* is sent to the engine controller
46.
The electric generator target torque TG* and the electric generator target rotating
speed NG* are sent to the electric generator controller
47. The drive motor
target torque TM* and the drive motor target rotating speed NM* are sent to the
drive motor controller
49.
Further, an air conditioner operation processing means of the vehicle controller
51 performs air conditioner operation processing. When a predetermined air
conditioner operating condition exists, the air conditioner operation processing
means generates an electromagnetic clutch engaging request and engages an electromagnetic
clutch
45. When no predetermined air conditioner operating condition exists,
the air conditioner operation processing means generates an electromagnetic clutch
releasing request and releases the electromagnetic clutch
45.
A first rotating speed calculation processing means of the above electric generator
controller
47 performs first rotating speed calculation processing, and
reads the above rotor position θG and calculates the above electric generator
rotating speed NG by calculating a change ΔθG by differentiating the
rotor position θG. A first angular acceleration calculation processing means
of the electric generator controller
47 performs first angular acceleration
calculation processing and calculates an angular acceleration αG by further
differentiating the above change ΔθG
A second rotating speed calculation processing means of the above drive motor
controller
49 performs second rotating speed calculation processing and reads the above
rotor position θM and calculates the drive motor rotating speed NM by calculating
the change ΔθM by differentiating the rotor position θM. A second
angular acceleration calculation processing means of the above drive motor controller
49 performs second angular acceleration calculation processing and calculates
an angular acceleration αM by further differentiating the above change ΔθM.
The above rotor position θG and the electric generator rotating speed NG
are proportional to each other. The rotor position θM, the drive motor rotating
speed NM and the vehicle speed V are proportional to each other. Accordingly, the
rotor position sensor
38 and the above first rotating speed calculation
processing means can be also set to function as an electric generator rotating
speed detecting section as a first rotating speed detecting section for detecting
the electric generator rotating speed NG The rotor position sensor
39 and
the above second rotating speed calculation processing means can be also set to
function as a drive motor rotating speed detecting section as a second rotating
speed detecting section for detecting the drive motor rotating speed NM. The rotor
position sensor
39 and the above vehicle speed calculation processing means
can be also set to function as a vehicle speed detecting section for detecting
the vehicle speed V.
The operation of the electrically operated vehicle drive controller of the above
construction will next be explained.
FIG. 1 is a block diagram showing a PI control processing section and a drive
motor target torque calculation processing section in the embodiment of the present
invention. FIG. 7 is a first main flow chart showing the operation of the electrically
operated vehicle drive controller in the embodiment of the present invention. FIG.
8 is a second main flow chart showing the operation of the electrically operated
vehicle drive controller in the embodiment of the present invention. FIG. 9 is
a third main flow chart showing the operation of the electrically operated vehicle
drive controller in the embodiment of the present invention. FIG. 10 is a view
showing a first vehicle request torque map in the embodiment of the present invention.
FIG. 11 is a view showing a second vehicle request torque map in the embodiment
of the present invention. FIG. 12 is a view showing an engine target operating
state map in the embodiment of the present invention. FIG. 13 is a view showing
an engine driving area map in the embodiment of the present invention. FIG. 14
is a view showing a subroutine of electric generator rotating speed control processing
in the embodiment of the present invention. FIG. 15 is a view showing a subroutine
of drive shaft torque determination processing in the embodiment of the present
invention. In FIGS. 10,
11 and
13, the vehicle speed V is set on
the axis of abscissa, and vehicle request torque TO* is set on the axis of ordinate.
In FIG. 12, the engine rotating speed NE is set on the axis of abscissa and the
engine torque TE is set on the axis of ordinate.
An initialization processing means of the vehicle controller
51 (FIG.
6)
first sets various kinds of variables to initial values by performing initialization
processing. Next, a vehicle request torque determination processing means of the
above vehicle controller
51 performs vehicle request torque determination
processing and reads the accelerator pedal position AP from the accelerator switch
55 and also reads the brake pedal position BP from the brake switch
62.
The above vehicle speed calculation processing means reads the rotor position θM
and calculates the change ΔθM of the rotor position θM and also
calculates the vehicle speed V on the basis of the change ΔθM and the
above gear ratio γV.
Subsequently, when the accelerator pedal
54 is stepped in, the
above vehicle request torque determination processing means refers to the first
vehicle request torque map of FIG. 10 recorded to the recorder of the above vehicle
controller
51. When the brake pedal
61 is stepped in, the above vehicle
request torque determination processing means refers to the second vehicle request
torque map of FIG. 11 recorded to the above recorder. The vehicle request torque
determination processing means then determines vehicle request torque TO* on the
drive shaft
50 (FIG. 2) required to run the hybrid type vehicle and set
in advance correspondingly to the accelerator pedal position AP, the brake pedal
position BP and the vehicle speed V.
Next, a vehicle request torque judgment processing means of the above vehicle
controller
51 performs vehicle request torque judgment processing and converts
the vehicle request torque TO* into torque on the output shaft
26 on the
basis of the gear ratio from the drive shaft
50 to the output shaft
26.
The vehicle request torque judgment processing means then judges whether output
shaft request torque TOUT* is greater than drive motor maximum torque TMmax that
is a maximum value of the drive motor torque TM. When the above output shaft request
torque TOUT* is greater than the drive motor maximum torque TMmax, the above vehicle
controller
51 judges whether the operation of the engine
11 has stopped.
When the operation of the engine
11 has stopped, a sudden acceleration control
processing means of the vehicle controller
51 performs sudden acceleration
control processing, and runs the hybrid type vehicle by driving the drive motor
25 and the electric generator
16.
In contrast to this, when the output shaft request torque TOUT* is the drive
motor
maximum torque TMmax or less and the output shaft request torque TOUT* is greater
than the drive motor maximum torque TMmax and the operation of the engine
11
is not stopped, a driver request output calculation processing means of the above
vehicle controller
51 performs driver request output calculation processing
and calculates a driver request output PD as an output required by the driver
PD=TO*·V [EQN. 4]
by multiplying the above vehicle request torque TO* and the vehicle speed V.
Next, a battery charge-discharge request output calculation processing means
of the above vehicle controller
51 performs battery charge-discharge request
output calculation processing and reads the battery remaining amount SOC from the
above battery remaining amount detector
44 and calculates a battery charge-discharge
request output PB on the basis of this battery remaining amount SOC.
Subsequently, a vehicle request output calculation processing means
of the above vehicle controller
51 performs vehicle request output calculation
processing and calculates a vehicle request output PO
PO=PD+PB [EQN. 5]
by adding the above driver request output PD and the battery charge-discharge
request output PB.
Next, an engine target operating state setting processing means of the above
vehicle controller
51 performs engine target operating state setting processing.
With reference to the engine target operating state map of FIG. 12 recorded to
the recorder of the above vehicle controller
51, the engine target operating
state setting processing means determines crossing points A
1 to A
3,
Am of lines PO
1, PO
2, and PO
3 that are the above vehicle request
output PO and an optimum fuel cost curve L highest in efficiency of the engine
11 in each of accelerator pedal positions AP
1 to AP
6 as operating
points of the engine
11 as an engine target operating state. The engine
target operating state setting processing means also determines engine torques
TE
1 to TE
3, TEm at these operating points as engine target torque
TE* that is a target value of the engine torque TE. The engine target operating
state setting processing means further determines engine rotating speeds NE
1
to NE
3, NEm at the above operating points as the engine target rotating
speed NE* and sends this engine target rotating speed NE* to the engine controller
46.
A driving judgment processing means of the above vehicle controller
51
performs
driving judgment processing and judges whether the engine
11 is located
in a driving area AR
1 with reference to the engine driving area map of FIG.
13 recorded to the above recorder of the vehicle controller
51. In FIG.
13, AR
1 shows the driving area for driving the engine
11, and AR
2
shows a stopping area for stopping the driving of the engine
11, and AR
3
shows a hysteresis area. Further, LE
1 shows a line for driving the stopped
engine
11, and LE
2 shows a line for stopping the driving of the driven
engine
11. As the battery remaining amount SOC is increased, the above line
LE
1 is moved rightward in FIG. 13 and the driving area AR
1 is narrowed.
In contrast to this, as the battery remaining amount SOC is reduced, the above
line LE
1 is moved leftward in FIG. 13 and the driving area AR
1 is widened.
When the engine
11 is located in the driving area AR
1 but the
engine
11 is not driven, an engine starting control processing means of
the vehicle controller
51 performs engine starting control processing and
generates and sends an engine starting request to the engine controller
46
and starts the engine
11. When the engine
11 is not located in the
driving area AR
1 but the engine
11 is driven, an engine stopping
control processing means of the vehicle controller
51 performs engine stopping
control processing and generates and sends an engine stopping request to the engine
controller
46 and stops the driving of the engine
11. When the engine
11 is not located in the driving area AR
1 and engine
11 is
not driven, a drive motor target torque calculation processing section
85
as a drive motor target torque calculation processing means of the above vehicle
controller <
