JPH118908A - Motor torque controller for electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a motor torque controller for an electric vehicle which increases the operability at the time of running at low speeds and starting up the vehicle on the slope, without feeling being out of place. SOLUTION: A motor torque controller 1 is constituted of a detecting section 2, a controlling section 3, and an output section 4. The detecting section 2 is provided with a road gradient detecting means 5, an accelerator operation detecting means 6, a brake operation detecting means 7, and other means. The controlling section 3 is constituted of a storage means 15, a judging means 16, a calculating means 17, and a command means 18. The storage device 15 has first through fifth storing sections 19-23, the judging means 16 has a first and a second judging section 26, 27, and the calculating means 17 has first through fifth calculating sections 28-32. The second judging section 27 estimates the overheating of a motor 12, and the fifth calculating section 32 gradually reduces creep torque with the passage of time.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motor torque control device for an electric vehicle, which generates a torque corresponding to the creep torque of a vehicle equipped with an automatic transmission.

[0002]

2. Description of the Related Art In an electric vehicle, when the motor torque is controlled so that the motor torque becomes zero when the operation amount of the accelerator is zero, a creep torque like a vehicle equipped with an automatic transmission (hereinafter referred to as an automatic vehicle) is generated. do not do. For this reason, a driver who is used to driving an automatic vehicle is obliged to operate the vehicle.

[0003] Therefore, conventionally, a motor torque control device that generates torque to a motor when both an accelerator pedal and a brake pedal are not operated has been used. This motor torque control device generates a torque equivalent to the creep torque of an automatic vehicle by generating a constant torque in the motor.

[0004]

If the above-described motor torque control device for generating a constant creep torque is used, unless the accelerator pedal or the like is operated when climbing a hill, the vehicle is unlikely to move forward and may move backward. Is not preferred.

Therefore, if the motor torque control device is configured to increase the creep torque according to the road gradient in order to improve the operability at the time of climbing a hill, the motor has a relatively small number of revolutions and a comparative torque at the time of climbing a hill. This results in a large motor lock state, which causes a reduction in the reliability of the motor and the like. SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a motor torque control device for an electric vehicle that improves operability when climbing a hill or the like and ensures the reliability of the motor.

[0006]

In order to solve the above-mentioned problems and to achieve the object, a motor torque control device for an electric vehicle according to the present invention provides a motor overheat prevention device when motor overheat prediction means predicts motor overheat. Means gradually reduce the creep torque generated by the motor. For this reason, the motor is prevented from being in the motor locked state, so that the reliability of the motor and the like is ensured.

In addition, since the motor overheating prevention means gradually reduces the creep torque, the vehicle is prevented from retreating as much as possible without operating the accelerator and the brake when climbing a slope or the like.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to FIGS. As shown in FIG. 1, a motor torque control device 1 for an electric vehicle includes a detection unit 2
, A control unit 3, an output unit 4, and the like.

The detecting section 2 comprises a road gradient detecting means 5, an accelerator operation detecting means 6, a brake operation detecting means 7, a vehicle speed detecting means 8, a motor speed detecting means 9, and the like. The accelerator operation detecting means 6 detects an on / off operation and an operation amount of an accelerator pedal, and outputs an accelerator pedal operation signal Ac to the control unit 3. The brake operation detecting means 7 detects the ON / OFF operation and the operation amount of the brake pedal, and outputs a brake pedal operation signal Br to the control unit 3.

The vehicle speed detecting means 8 is obtained by a known speed sensor capable of detecting the rotation of the wheels 14 and the like, detects the vehicle speed of the electric vehicle, and outputs a vehicle speed signal V to the control unit 3. I have.

The motor rotation speed detecting means 9 is connected to the output unit 4.
And outputs the motor rotation speed signal Mt to the control unit 3 by detecting the rotation speed of the motor 12.

Further, if necessary, when a transmission is provided in the electric vehicle, a shift position detecting means 10 for detecting a shift position of the transmission and outputting a shift position signal St to the control unit 3 is provided. It is desirable.

The road gradient detecting means 5 calculates, among the forces acting on the vehicle traveling on the road, a force directed along the road and toward the rear of the vehicle, that is, a so-called gradient resistance Kr. It has the function of outputting to the user. The gradient resistance Kr calculated by the road gradient detecting means 5
Is a combination of a force generated by gravitational acceleration and a force due to friction from a road surface or the like on an uphill having a gradient.

The road gradient detecting means 5 includes a tire driving force F obtained from the torque output from the motor 12 and the like.
The gradient resistance Kr is calculated using Expression 1 derived from the fact that the sum of the acceleration resistance Ra acting on the vehicle during traveling and the traveling resistance is substantially equal.

W × sin θ = F−Ra−W × μr−μc × S × V ² −Rc Equation 1 where W × sin θ: gradient resistance W: gross vehicle weight θ: gradient degree F: tire driving force or Tire braking force Ra: acceleration resistance μr: rolling resistance coefficient μc: air resistance coefficient S: vehicle front projected area V: vehicle speed Rc: turning resistance Note that the road gradient detecting means 5 is used before running such as the total vehicle weight W. A clear numerical value is stored, and a numerical value such as a vehicle speed V that needs to be detected during traveling is supplied from the vehicle speed detecting means 8 or the like. As described above, the road gradient detecting means 5 calculates the road gradient based on the balance of the force related to the traveling of the vehicle, and estimates the road gradient.

The output section 4 comprises a power conversion circuit 11. The power conversion circuit 11 includes a motor 12
And the battery 13 are connected. Power conversion circuit 11
Is an inverter or the like, and controls the powering torque of the motor 12 by changing the frequency and the like of the voltage supplied from the battery 13 and applied to the motor 12 in accordance with a later-described final command torque TT output from the control unit 3. It has the function to do. The power conversion circuit 11 has a function of controlling a regenerative torque for accumulating electric power generated by forcibly rotating the motor 12 in the battery 13.

The motor 12 has a wheel 14 as an output shaft.
And the motor rotation speed detecting means 9 and the like are connected. The motor 12 generates a powering torque for driving the wheels 14 by applying a voltage supplied from the battery 13 through the power conversion circuit 11, and also generates electric power by being forcibly rotated by the wheels 14. I do.

The control section 3 comprises a storage means 15, a determination means 16, a calculation means 17, and an instruction means 18. The control unit 3 calculates a final command torque TT based on the signals Kr, Ac, Br, V, St, and Mt output from the detection unit 2 and outputs the calculated torque to the power conversion circuit 11. I have.

The storage means 15 includes a first storage unit 19, a second storage unit 20, a third storage unit 21, and a fourth storage unit 2.
2 and a fifth storage unit 23. First storage unit 1
Reference numeral 9 designates a first command for calculating a first command creep torque KT1 in which the first predetermined torque obtained from the maximum torque of the motor 12 or the like is set as an upper limit and which is proportional to the calculated gradient resistance Kr outputted by the road gradient detecting means 5. I remember the map.

The second storage unit 20 stores a second map in which the gain decreases as the vehicle speed signal V (vehicle speed) output from the vehicle speed detecting means 8 increases. When the vehicle speed signal V (vehicle speed) is faster than a target vehicle speed VL calculated by a third calculating unit 30 of the calculating means 17 described later, the second map gradually increases the gain in inverse proportion to the vehicle speed signal V. I'm making it smaller. When the vehicle speed signal V exceeds the sum of the target vehicle speed VL and the first predetermined vehicle speed, the gain becomes zero. This first predetermined vehicle speed is, for example, 5 k
It is desirable to use a relatively low speed such as m / h.

The second map shows the vehicle speed signal V
When (vehicle speed) is higher than 0 and lower than the target vehicle speed VL, the first predetermined gain is maintained. When the vehicle speed signal V is negative, that is, when the vehicle is moving backward, the second predetermined gain is set as an upper limit and the gain is increased from the first predetermined gain as the vehicle speed decreases, that is, as the reverse vehicle speed increases. Is proportionally increased.

The third storage unit 21 stores a third map for calculating a target vehicle speed VL during creep running from the vehicle speed signal V. The third storage unit 21 may include a congestion determining unit that determines whether or not there is a congestion. If this traffic congestion determination means is provided and it is determined that there is no traffic congestion, it is desirable to set the target vehicle speed VL to an extremely low speed, for example, 2 km / h. On the other hand, if it is determined that there is traffic, the target vehicle speed VL is
It is desirable to set the second predetermined vehicle speed as an upper limit and to make the speed proportional to the average vehicle speed within a relatively short predetermined time such as, for example, 30 seconds.

The traffic congestion determining means calculates a running time ratio, which is a ratio of the average vehicle speed within a relatively long predetermined time, such as three minutes, to the predetermined time and the actual traveling time within the predetermined time. Then, it is determined whether or not there is a traffic jam.

The fourth storage section 22 stores the third predetermined gain as an upper limit, and stores the elapsed time after the accelerator operation detecting means 6 and the brake operation detecting means 7 no longer detect the accelerator operation and the brake operation. A fourth map for calculating a proportional gain is stored. In the fourth map, the gain is 0 when one or both of the accelerator operation and the brake operation are detected.

The first predetermined time during which the third predetermined gain is equal to the gain calculated by the fourth map is calculated in accordance with the calculated gradient resistance Kr calculated by the road gradient detecting means 5. desirable. At this time, it is desirable that the first predetermined time is shortened as the calculated gradient resistance Kr increases, that is, as the gradient of the road becomes steeper.

As shown in FIG. 3, the fifth storage section 23 has determined that the motor 12 has been overheated by the second determination section 27 of the determination section 16 which may cause the motor 12 to overheat and burn out. In this case, a fifth map 24 is stored in which the gain gradually decreases with the lapse of time after the accelerator operation detecting means 6 and the brake operation detecting means 7 stop detecting the accelerator operation and the brake operation.

The fifth map 24 includes a fourth predetermined gain G
4 as the upper limit and the second predetermined time T when the gain becomes 0
The second predetermined time T3 and the fourth predetermined time T4 are obtained by dividing 2 into approximately three equal parts.

In the fifth map 24, the elapsed time is 0
From the fourth predetermined time T3 to the third predetermined time T3.
And the gain at the fourth predetermined time T4 is a fifth predetermined gain G5, which is approximately 0.8 times the fourth predetermined gain G4. It is desirable that the fourth predetermined gain G4, the second predetermined time T2, and the like be set based on the performance and specifications of the motor 12 used in the electric vehicle.

The determination means 16 includes a first determination unit 26
And a second determination unit 27. The first determination unit 26 has a function of determining whether to generate a creep torque, as shown in FIG. The first determination unit 26 does not generate creep torque when the brake pedal is operated, and generates creep torque in other cases.

The second judging section 27 has a function of judging whether or not the motor is overheated. The second determination unit 27
When the motor 12 is in a motor locked state in which the motor 12 is easily overheated and the rotation speed is lower than a predetermined rotation speed and the torque is higher than a second predetermined torque, the motor 12 has a function of determining a motor overheating condition. It is desirable that the above-mentioned predetermined number of revolutions and the second predetermined torque be set based on the performance and specifications of the motor 12. The second determination unit 27 constitutes a motor overheat prediction unit described in this specification.

The calculating means 17 includes a first calculating unit 28
, A second computing unit 29, a third computing unit 30, a fourth computing unit 31, and a fifth computing unit 32. The calculation means 17 can read the first to fifth maps 24 of the storage means 15 as indicated by the arrow R shown in FIGS.

As shown in FIG. 2, the first calculating unit 28 uses the first map of the first storage unit 19 to calculate the first slope from the calculated slope resistance Kr output by the road slope unit 5.
Of the command creep torque KT1 of the second
9 is output.

The second calculation unit 29 calculates the vehicle speed signal V output by the vehicle speed detection means 8, the target vehicle speed VL calculated by the third calculation unit 30, and the second map of the second storage unit 20. Is multiplied by the first command creep torque KT1 calculated by the first calculation unit 28, and the second command creep torque KT2 is output to the fourth calculation unit 31. It has become.

The third calculation unit 30 calculates the target vehicle speed VL from the vehicle speed signal V output from the vehicle speed detection means 8 using the third map of the third storage unit 21 and calculates the second vehicle speed VL. Is output to the calculation unit 29.

The fourth arithmetic unit 31 calculates the gain obtained by using the fourth map of the fourth storage unit 22 with the second command creep torque K output by the second arithmetic unit 29.
The second command creep torque KT3 is output by multiplying T2.

In the fourth map, when one or both of the accelerator operation and the brake operation are detected, the gain is 0. Therefore, one or both of the accelerator operation and the brake operation are detected. In this case, the fourth computing unit 31 does not generate creep torque. In addition, the first arithmetic unit 28,
The first storage unit 19, the fourth calculation unit 31, and the fourth storage unit 22 constitute a creep torque control unit described in this specification.

The fifth calculating section 32 calculates a gain obtained by using the fifth map 24 of the fifth storage section 23 when the second determining section 27 determines that the motor is overheated. The fourth command creep torque KT multiplied by the third command creep torque KT3 output by the fourth arithmetic unit 31 is output.
4 is output. The fifth arithmetic unit 32 and the fifth storage unit 23 constitute a motor overheat prevention unit described in this specification.

The instruction means 18 is, as shown in FIG.
The fourth command creep torque KT4 obtained through the first calculation unit 28 to the fifth calculation unit 32 or the third command creep obtained through the first calculation unit 28 to the fourth calculation unit 31 The final command torque TT is calculated by adding the regenerative torque command signal BT and the powering torque command signal AT by the accelerator pedal 33 to the torque KT3,
The final command torque TT is output to the power conversion circuit 11.

As shown in FIG. 2, in the control section 3, the command creep torques KT3 and KT4 are applied between the fifth arithmetic section 32 and the instruction means 18 by the motor 1 as shown in FIG.
It is desirable to provide a limiter section 34 which does not exceed the maximum torque of 2.

When a transmission is provided, it is desirable to provide a shift compensator 35 for correcting the creep torque according to the shift position of the transmission. In the illustrated example, it is provided between the first arithmetic unit 28 and the second arithmetic unit 29.

According to the above-described configuration, as shown in FIG. 4, it is first determined in step S1 whether or not to generate a creep torque. In step S1, the first determination unit 26 determines whether or not the brake pedal is operated. If the brake pedal is not operated, the process proceeds to step S2 and step S3.

In step S2, the first computing section 28 computes the first command creep torque KT1 and proceeds to step S2.
4 and in step S3, the third operation unit 30
Calculates the target speed VL and proceeds to step S4.

In step S4, the second operation unit 29
Multiplies the first command creep torque KT1 by a gain based on the second map to obtain a second command creep torque K
T2 is calculated, and the process proceeds to step S5.

In step S5, the fourth operation unit 31
Calculates the third command creep torque KT3 by multiplying the second command creep torque KT2 calculated in step S4 by a gain based on the fourth map, and calculates the third command creep torque KT3.
Proceed to 6.

In step S6, the second determination unit 27
Is determined whether or not the motor is overheated. Second determination unit 27
If it is determined that the motor is overheated as described above, the process proceeds to step S7, and if it is determined that the motor is not overheated, the process proceeds to step S8.

In step S7, the fifth command section 32 multiplies the third command creep torque KT3 calculated in step S5 by a gain based on the fifth map 24 to obtain a fourth command creep torque KT4. After the calculation, the process proceeds to step S8.

In step S8, the third command creep torque KT3 calculated in step S5 or the fourth command creep torque KT4 calculated in step S7.
The command means 18 adds the regenerative torque command signal BT and the powering torque command signal AT to the final command torque TT
Is output.

The voltage applied to the motor 12 by the power conversion circuit 11 is controlled in accordance with the final command torque TT obtained in this way, so that the creep torque generated by the motor 12 is controlled. Then, the process from step S1 is repeated.

According to the motor torque control device 1 of the above embodiment, the second determination section 27 determines whether or not the motor is overheated, and if the motor is overheated, the fifth operation Since the creep torque is gradually reduced by the section 32, overheating of the motor 12 is suppressed as much as possible, and the reliability of the motor 12 and the like is secured.

In the fifth map 24, since the fourth predetermined gain G4 is maintained until the third predetermined time T3, the accelerator and the brake are not operated when climbing a slope such as starting on a slope. This also suppresses the retreat of the vehicle as much as possible. For this reason, the operability at the time of climbing a slope such as starting on a slope is improved.

[0051]

According to the present invention, when the motor overheating predicting unit predicts the motor overheating, the motor overheating preventing unit gradually reduces the creep torque generated by the motor.
Therefore, it is possible to prevent the motor from being in the motor lock state. Therefore, the reliability of the motor and the like is secured. Further, since the motor overheating prevention means gradually reduces the creep torque, the operability at the time of climbing a slope such as starting on a slope is improved.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a motor torque control device for an electric vehicle according to an embodiment of the present invention.

FIG. 2 is a block diagram showing a control unit of the motor torque control device of the embodiment shown in FIG.

FIG. 3 is a view showing a fifth map of the motor torque control device shown in FIG. 2;

FIG. 4 is a flowchart showing a procedure of a process of the motor torque control device shown in FIG. 2;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Motor torque control device 6 ... Accelerator operation detecting means 7 ... Brake operation detecting means 12 ... Motor 19 ... First storage unit (creep torque control unit) 22 ... Fourth storage unit (creep torque control unit) 23 ... 5 storage unit (motor overheating prevention unit) 27 ... second determination unit (motor overheating prediction unit) 28 ... first calculation unit (creep torque control unit) 31 ... fourth calculation unit (creep torque control unit) 32 ... Fifth calculation unit (motor overheating prevention means)

 ──────────────────────────────────────────────────の Continued on the front page (72) Inventor Tomiji Owada 5-33-8 Shiba, Minato-ku, Tokyo Inside Mitsubishi Motors Corporation

Claims (1)

[Claims] 1. A motor torque control device for an electric vehicle, comprising: an accelerator operation detecting means for detecting an accelerator operation; and a brake operation detecting means for detecting a brake operation, wherein the accelerator operation detecting means, the brake operation detecting means, Creep torque control means for generating a creep torque to the motor when does not detect the accelerator operation and the brake operation, motor overheating prediction means for predicting overheating of the motor, the motor overheating prediction means predicted motor overheating A motor torque control device for an electric vehicle, comprising: a motor overheating prevention means for gradually reducing creep torque as time passes.