JP3094685B2 - Drive control device for electric vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive control device for controlling an engine and a generator mounted on an electric vehicle, that is, a drive control device for an electric vehicle.

[0002]

2. Description of the Related Art An electric vehicle is a vehicle driven by a motor. As an electric vehicle, for example, a configuration in which a generator is driven by an engine and a motor is driven by an output of the generator, that is, a so-called series hybrid vehicle is known. FIG. 4 shows a system configuration of a series hybrid vehicle using an AC induction motor as a motor.

[0003] The system shown in FIG.
It has. The engine 10 is driven under the control of the ECU 12, and the output of the engine 10 is transmitted through a speed increaser 14 to a generator 16.
It is connected to. The generator 16 generates power by the output of the engine 10 under the control of the ECU 12, and supplies the generated output to the rectifier 18. The rectifier 18 rectifies the power output of the generator 16 and supplies the rectified output to the inverter 20 while also supplying the output to the battery 22. The inverter 20 converts a DC voltage supplied from the rectifier 18 or the battery 22 into a three-phase AC current under the control of the ECU 12, and supplies this to the motor 24. The mechanical output of the motor 24 is connected to the drive wheel 28 via a transaxle 26 and the like, and the drive wheel 28 is rotated by the motor 24.

The output of the system shown in FIG. 1 is controlled by the ECU 12 based on the accelerator amount and the brake amount. The ECU 12 controls the switching elements of the inverter 20 according to the accelerator amount and the brake amount.
N / OFF control is performed, and vector control of the current supplied to the motor 24 is performed to generate a necessary output torque.

[0005] The ECU 12 controls the operating conditions of the engine 10 so as to rotate in the best fuel consumption range shown in FIG. The operating conditions to be controlled include, for example, a fuel injection amount, an ignition timing, a throttle opening, and the like. The best fuel efficiency range is, for example, 1200 rpm to 280 for a four-cylinder engine.
The range is 0 rpm. In this region, the emission of the engine 10 is usually good.

When trying to obtain required power from the generator 16 while causing the engine 10 to perform such high efficiency operation, the ECU 12 controls the field current of the generator 16.
In this way, it is possible to control the amount of power generated from the generator 16 to the target value while driving the engine 10 in the best fuel consumption range. Such control is described, for example, in Japanese Patent Application Laid-Open No. 51-398.
No. 13 and the like.

[0007]

However, when the control of the power generation amount of the generator is executed by controlling the operating conditions of the engine and the control of the field current of the generator, the rotation speed of the engine always falls within the best fuel consumption range. May not be a value. That is, the individual characteristics of the engine and the generator vary in mass production and the like, and the individual difference between the engine and the generator changes due to a temporal factor. If such variations and changes over time occur, the engine speed varies even when the power generation amount corresponding to the target value is obtained from the generator by the field control.

[0008] The present invention has it been made as object to solve such problems, while obtaining the power generation amount according from the generator to the target value, aims to enable OPERATION The engine always And

[0009]

In order to achieve such an object, a drive control device for an electric vehicle according to the present invention comprises:
Means for output of the generator performs field control of the generator so that the power generation target value, fuel economy engine speed when the output of the generator is equal to approximately the power generation target value by field control
Means for controlling the throttle opening of the engine so as to be substantially equal to the target value for rotation within the best range. Further, the drive control device for an electric vehicle according to the present invention, when the output of the generator is deviated from the target power generation value by controlling the throttle opening, such that the power output of the generator becomes the power generation target value. And means for controlling the field of the machine.

[0010]

In the present invention, first, the field control of the generator is performed so that the output of the generator becomes the power generation target value. As a result of this control, when the output of the generator becomes substantially equal to the target power generation value, control of the throttle opening of the engine is executed at that time. This control, which engine speed is performed so that substantially equal to the rotation speed target value, the result, a predetermined number of rotations of the fuel best range of engine speed while obtaining an output in accordance with the power target value from the generator It is possible to maintain the area. Further, in the present invention, the field control of the generator is performed when the output of the generator deviates from the target power generation value by controlling the throttle opening.
This field control is executed so that the output of the generator is set to the power generation target value. As a result of such control, in the present invention, it is possible to suppress a change in the output of the generator accompanying the control of the throttle opening.

In the present invention, the output of the generator is
Field current control to approach the power generation target value and engine
Throttle to bring the engine speed closer to the speed target
With the opening control, target control can be executed in a so-called
To achieve targets for both power generation and engine speed
it can. This action is also effective as a response when the target changes.
is there.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings. The same components as those in the conventional example shown in FIGS. 4 and 5 are denoted by the same reference numerals, and description thereof is omitted.

FIG. 1 shows a control block of an apparatus according to an embodiment of the present invention. The device according to this embodiment is
The system configuration can be realized by the configuration shown in FIG. 4, and the feature is mainly in the internal configuration of the ECU 12.

As shown in FIG. 1, in this embodiment, the ECU 12 has a power generation amount determining means 30, an engine speed determining means 32, a throttle opening degree determining means 34, and a throttle opening degree adjusting means 36. . Power generation amount determination means 3
0 determines the target power generation amount of the generator 16 with reference to the map based on the catalyst bed temperature and the capacity of the battery 22. The engine speed determination means 32 determines a target rotation speed of the engine 10 based on the target power generation amount determined by the power generation amount determination means 30. The throttle opening determining means 34
The command value of the throttle opening is determined based on the target engine speed and the engine water temperature determined by the engine speed determining means 32. At this time, the throttle opening determination means 34 is provided with a power generation amount detection means 38 attached to the generator 16.
And the output of the engine speed detecting means 40 attached to the engine 10 are determined. The power generation amount detection means 38 detects the power generation amount of the generator 16, and the engine speed detection means 40 detects the rotation speed of the engine 10. The throttle opening adjustment means 36 controls the engine 10 according to a command value given from the throttle opening determination means 34.
Adjust throttle opening.

The ECU 12 also controls the field current determining means 4
2 and a field current adjusting means 44. The field current determining means 42 inputs the power generation amount target value of the generator 16 determined by the power generation amount determining means 30, and outputs the power generation amount detecting means 38.
, The field current command value of the generator 16 is determined. The field current adjusting means 44 includes the field current determining means 4
2 according to the field current command value determined by
The field current of No. 6 is adjusted.

FIG. 2 shows the ECU 12 in this embodiment.
3 shows a control flow, particularly, a flow of a throttle opening calculation routine. This routine is a routine that is repeatedly executed at predetermined intervals within a period in which the engine 10 and the generator 16 are driven.

In this routine, first, a target power generation amount _PT is calculated (100). As described above, the target power generation amount _PT is determined by the power generation amount determining means 30 based on the battery capacity and the catalyst bed temperature. Next, the target engine speed _NT is calculated by the engine speed determining means 32 (102). This value is determined based on the target power generation amount _PT determined by the power generation amount determining means 30. Further, the basic throttle opening S0 is calculated by the throttle opening determining means 34 based on the target power generation amount _PT and the engine coolant temperature (104). At this time, the basic throttle opening S0 is substituted for the throttle opening command value S.

The throttle opening determining means 34 further includes _PT
It is determined whether or not -ΔP <P (106).
When this determination is made, the throttle opening determining means 34 further determines whether P <P _T + ΔP (1
08). Here, P is a power generation amount detection value by the power generation amount detecting means 38, and ΔP is a value indicating an allowable error of the power generation amount. That is, steps 106 and 108
This is a determination as to whether or not the power generation amount detection value P of No. 6 is within a predetermined range with respect to the target power generation amount _PT . When the detected power generation value P substantially equal to the target generated power _PT is obtained, the conditions of steps 106 and 108 are all satisfied, and the subsequent steps 110 and 112 are executed.

In step 110, N _T -ΔN <
It is determined whether or not Ne is satisfied. If this condition is satisfied, then in step 112, Ne <N _T + ΔN
Is determined. Here, Ne is an engine speed detection value detected by the engine speed detecting means 40, and ΔN is a value indicating an allowable error of the engine speed. Therefore, steps 110 and 1
12 indicates that the engine speed Ne is equal to the target engine speed _NT.
Is within a predetermined range. At this time, the rotation speed Ne of the engine 10 becomes the target engine rotation speed N
If it is almost equal to _T , steps 110 and 11
Both conditions 2 are satisfied. In this case, the subsequent step 114 is executed, and the throttle opening command value S is output from the throttle opening determining means 34 to the throttle opening adjusting means 36.

It is assumed that the engine coolant temperature changes in a state where both the detected power generation value P and the detected engine speed Ne are controlled to the target values ( _PT and _NT ). Then, the basic throttle opening S0 calculated in step 104 changes. If the slot opening S of the engine 10 is changed without changing the field current of the generator 12, the power generation amount of the generator 16 changes and the detected value P also changes. The condition of 108 is not satisfied. In this case, the field control is executed according to the change in the throttle opening S (116).

In step 116, a field current command value is calculated so as to suppress a change in the detected power value P caused by a change in the throttle opening S. When this command value is given to the field current adjusting means 44, the amount of power generated by the generator 16 and, consequently, the detected value P changes to a value closer to the target power generation amount _PT . After execution of step 116, the process proceeds to step 114. When such a field current control is executed for a predetermined cycle, at some point, steps 106 and 1
All the conditions of 08 are satisfied, and the detected value of the power generation amount P and the detected value of the engine speed Ne both coincide with the target values ( _PT , _NT ).

If the target power generation amount _PT changes due to a change in the battery capacity or the catalyst bed temperature (100), the target engine speed _NT and the basic throttle opening S
0 changes (102, 104). If the change in the target power generation amount _PT is remarkable, the condition of step 106 or 108 is not satisfied, and step 116 is executed.
In step 116, the control of the field current of the generator 16 is executed so that the power generation amount P of the generator becomes a value closer to the target power generation amount _PT as described above. Thereafter, step 114 is executed, and the command value S of the throttle opening changed by the change in the battery capacity or the catalyst bed temperature is output.

When this cycle is repeatedly executed, the conditions of steps 106 and 108 are satisfied at a certain point in time. When these conditions are satisfied, step 110 is executed,
Further, if the condition is satisfied, step 11
2 is executed. At this point, steps 110 and 112
If both of the conditions are satisfied, the routine proceeds to step 114, where the detected power value P and the detected engine speed Ne both coincide with the target values ( _PT , _NT ). Target engine speed _NT due to changes in temperature and catalyst bed temperature
Are large, the conditions of steps 110 and 112 are not necessarily satisfied. If the condition of step 110 is not satisfied, step 118 for increasing the throttle opening command value S is executed, and if the condition of step 112 is not satisfied, step 120 for decreasing the throttle opening command value S is performed. Is executed.

Here, the determination condition in step 110 is that the detected engine speed Ne is equal to the target engine speed _NT.
Since the condition is a determination condition regarding whether or not the engine speed is shifted downward with respect to the engine speed, by increasing the throttle opening command value S in step 118, the engine speed increases and the target engine speed _NT becomes higher. It will be a close value. Conversely, since the determination condition in step 112 is to determine whether or not the engine speed detection value Ne has deviated to the upper side of the target engine speed _NT , the decrease in the engine speed Ne accompanying the execution of step 120 causes Step 112
Will be satisfied.

As described above, in the present embodiment, the control is performed so that both the power generation amount and the engine speed are equal to the target values (P _T , N _T ). This control is particularly effective in coping with the following deviation of the engine speed Ne. FIG. 3 shows the characteristic control contents in this embodiment.

As shown at 200 in this figure,
At a certain point, the power generation amount of the generator 16 is equal to the target power generation amount P _T
When the engine speed is not substantially equal to the target engine speed _NT , but the throttle opening calculation routine shown in FIG. 2 is executed, the engine speed becomes the target engine speed _NT. That is, the throttle opening and the field current are controlled so as to shift from the point 200 to the point 202. Such a shift in the engine speed is caused by an individual difference between the engines 10 and the generators 16 or a temporal change thereof as described above.

Next, the contents of this control will be described in accordance with the flow of FIG.

It is assumed that the control state at a certain point is point 200. In this state, since the engine speed is shifted downward with respect to the target engine speed _NT , step 110 is executed.
Is not established, the command value S of the throttle opening is corrected upward in step 118. When the throttle opening command value S is output in step 114, the power generation amount P increases along the field current large line in FIG. Then, the next time the throttle opening calculation routine is executed, the condition of step 108 is not satisfied, and thus step 116 relating to field control is executed. In this step 116, the field current is changed so that the power generation amount P becomes closer to the target power generation amount _PT . As a result of this control, when the power generation amount P becomes substantially equal to the target power generation amount _PT , the conditions of steps 106 and 108 are satisfied when the next throttle opening calculation routine is executed, and the process proceeds to steps 110 and 112. I do. In this state, if the engine speed Ne is not yet sufficiently close to the target engine speed _NT , step 118 is executed again, and the command value S of the throttle opening corrected upward is output in step 114. You. Then, along with this, the power generation amount of the generator 16 increases again. As a result of this increase, when the conditions of Steps 106 and 108 are not satisfied, Step 116 relating to the field control is executed again.

When such control is repeated, the point 200
, The power generation amount and the engine speed gradually change in a saw-tooth waveform. The power generation amount P is sufficiently close to the target power generation amount _PT , and the engine speed Ne is equal to the target engine speed N
_When the state becomes sufficiently close to _T , that is, when the point 202 is reached, all of the conditions of steps 106 to 112 are satisfied, and this control state is maintained.

As described above, according to the present embodiment, the difference between the engines 10 and the generator 16 and the deviation of the engine speed caused by the aging thereof are suppressed.
It is possible to make the value almost equal to the target value together with the power generation amount of. Therefore, despite the fact that the target power generation amount _PT is obtained from the generator 16, it is less likely that the engine speed Ne will deviate from the best fuel consumption range and the emission will increase.

[0031]

As described above, according to the present invention,
When the output of the generator is almost equal to the target power generation value by the field control, the throttle opening of the engine is controlled so that the engine speed substantially matches the target rotation speed value. output is eliminated that despite the engine speed is obtained out of the predetermined region within the fuel best range, as a result, to obtain a power generation amount required while reducing emissions and maintaining good fuel economy It becomes possible.

According to the present invention, when the output of the generator is deviated from the target power generation value by controlling the throttle opening, the output of the generator is controlled to the target power generation value by the field control of the power generator. Thus, it is possible to suppress a change in the output of the generator accompanying the control of the throttle opening.

Further, according to the present invention, the field current and the slot current
The amount of power generation and energy
The gin speed can be controlled as desired and the target changes.
This also provides advantages such as being less likely to deviate from the best fuel economy range.

[Brief description of the drawings]

FIG. 1 is a control block diagram of an apparatus according to an embodiment of the present invention.

FIG. 2 is a control flowchart showing the flow of a throttle opening calculation routine in this embodiment.

FIG. 3 is a diagram showing characteristic control contents in this embodiment.

FIG. 4 is a block diagram illustrating an example of a system configuration of the electric vehicle.

FIG. 5 is a diagram showing the best fuel consumption range of the engine.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 Engine 12 ECU 16 Generator 20 Inverter 24 Motor 30 Power generation amount determining means 32 Engine speed determining means 34 Throttle opening degree determining means 36 Throttle opening degree adjusting means 38 Power generation amount detecting means 40 Engine speed detecting means 42 Field current detection Means 44 Field current adjusting means _PT Target power generation _NT Target engine rotation speed S0 Basic throttle opening S Throttle opening command value P Power generation detection value Ne Engine rotation detection value

Continuation of the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) F02D 29/06 B60K 6/02 B60L 11/02-11/12 H02P 9/04 H02P 9/14

Claims (4)

(57) [Claims] 1. An electric vehicle equipped with an engine, a generator that generates electric power by rotation of the engine, and a motor that is driven by the output of the generator and generates a propulsion force of the vehicle, and controls at least the engine and the electric generator. Means for controlling the field of the generator so that the output of the generator is equal to the target value of the power generation; and, when the output of the generator is substantially equal to the target value of the power generation by the field control, the engine speed is best for the fuel consumption. Means for controlling the throttle opening of the engine so as to be substantially equal to the target value of the number of revolutions in the range. 2. The drive control device for an electric vehicle according to claim 1, wherein when the output of the generator deviates from the target power generation value by controlling the throttle opening, the output of the generator becomes the power generation target value. A drive control device for an electric vehicle, comprising: means for controlling a field of a generator. 3. An engine and power generation by rotation of the engine.
And the propulsion of the vehicle driven by the generator output
Installed in electric vehicles with motors to generate
Driving an electric vehicle that controls at least the engine and generator
The control unit controls the power generation so that the output of the generator approaches the power generation target value.
Field current determining and adjusting means for changing the field current of a machine
And the engine speed depends on the target
Change the throttle opening of the engine to get closer
Means for determining and adjusting the throttle opening, and a generator according to a change in the throttle opening of the engine.
Field current determination and adjustment means when the output of
The engine speed changes with the change in the generator's field current.
The throttle opening determination and adjustment means
A drive control device for an electric vehicle, which operates. 4. A drive control device for an electric vehicle according to claim 3.
At least one of the power generation target value and the rotation speed target value
Field current determination and adjustment
Means and throttle opening determination and adjustment means alternate operation
Drive control device for electric vehicle characterized by more following
Place.