Nippon Soken, Inc.

Denso Corporation

Toyota Jidosha Kabushiki Kaisha

Nippondenso Co., Ltd.

Other

Tsuneyuki Egami

Tokio Kohama

Hisasi Kawai

Hideki Obayashi

Tsutomu Saito

Keiichi Kawakami

Kimitaka Saito

Hiroya Tsuji

Kazuyoshi Obayashi

Takashi Ogawa

Hiroshi Takahashi

Kunihiko Sato

Takeshi Sawada

Keiichiro Banzai

Kazunori Yoshida

Seizi Huzino

Hiroshi Fujita

Takashi Kamo

Shingo Kawasaki

Tatsuru Morioka

Ryuzou Hori

Mitosi Ando

Norihito Tokura

Shigeki Iwanami

Hidetaka Nohira

Masahiro Seguchi

Hironori Asa

Youhei Morimoto

Masahiko Miyaki

Yasuhiro Takeuchi

Takumi Shimizu

Yukio Suzuki

Hiroaki Kajiura

Kenzi Iwamoto

Kanji Takeuchi

Kunimasa Yoshimura

Kouichi Mori

Toshihiko Takeda

Yousuke Setaka

Yasumasa Kaji

Tooru Kosuda

Takuo Sakai

Tomoya Katoh

Toyoaki Kurita

Susumu Nogami

Jiro Asai

Satoshi Mori

Umeo Arao

Takesi Matuyama

Planetary ratios of first and second planetary gear mechanisms are set such that all of the following values become equal to each other: a maximum value of a drive force of a first MG, which is generated when a total input-to-output speed ratio is a minimum value upon operation of the first MG as a motor; a maximum value of a drive force of the first MG, which is generated when the total input-to-output speed ratio is a maximum value upon operation of the first MG as the motor; and a maximum value of a drive force of the first MG, which is generated when the total input-to-output speed ratio is in a range from the minimum value to the maximum value upon operation of the first MG as a generator.

Drive force output apparatus and vehicle having the same

In a drive system of a vehicle, the drive power of an engine is divided by a planetary gear set to drive two power transfer shafts. One of the two shafts includes a continuously variable transmission unit and a clutch. The output sides of the two shafts are coupled to a common power output shaft, which is coupled to an AC motor. In a power transfer condition of the clutch, the vehicle is driven with only the output drive power of the engine or both drive powers of the engine and the AC motor. In a power interruption condition of the clutch, the vehicle is driven with only the drive power of the AC motor. The kinetic energy generated at deceleration of the vehicle is converted into electric energy by the AC motor thereby to perform regenerative braking.

Vehicle drive system

A motor control unit controls the input electric power of a MG unit to thereby suppress variations of a system voltage and stabilize the system voltage. The torque control of an AC motor and the input electric power control of the MG unit are executed independently from each other, so that the torque control and the input electric power control are stabilized. Further, torque variation zeroing control for correcting a phase of a pulse waveform voltage is executed so that a difference between a first estimated torque computed based on a torque control detection current vector of the AC motor and a second estimated torque computed based on a detection motor current vector is reduced to zero. Thus, uncomfortable torque variation is suppressed in a transient condition of the input electric power control of the MG unit.

Control apparatus for electric vehicles

A motor control apparatus for an electric vehicle has an AC motor system including a power conversion unit and a motor/generator. The power conversion unit performs conversion between DC power and AC power to drive the motor/generator. The motor control apparatus further includes a decoupling control section configured to perform decoupling control, which restricts interference between system voltage control and motor torque control, by correcting a control state amount of one of the system voltage control and the motor torque control by a control state amount of the other of the system voltage control and the motor torque control.

In an electric vehicle having a plurality of MG units each including an AC motor and an inverter, a control apparatus executes system voltage stabilization control to suppress variations in a system voltage by adjusting an input power of a first MG unit or a second MG unit so as to reduce the difference between a target value and detected value of the system voltage. In execution of this control, either one or both of the MG units is selected by a selector by using information on the first MG unit and the second MG unit. The system voltage stabilization control is executed on the selected MG unit. Alternatively, the control apparatus may execute the system voltage stabilization control by selecting a voltage boosting converter.

In a hybrid vehicle control apparatus, a motor control unit executes input power control on a MG unit to stabilize a system voltage. This input power control for MG unit is executed independently from torque control on an AC motor so that the input power control and the torque control are stabilized. The motor control unit further adjusts a current control gain for torque control in accordance with an input power amount of the MG unit. As a result, the current control gains of a q-axis current and a d-axis current for torque control are varied in correspondence to variations in torque variation rate in the q-axis direction and the d-axis direction in accordance with the input power amount, so that the torque is restricted from varying with variations in the q-axis current or the d-axis current.

In a hybrid vehicle control apparatus, a motor control unit executes the input power control on a MG unit independently from a torque control on an AC motor so that the input power control and the torque control are stabilized. The motor control unit further executes a torque difference reduction control, which controls current vector of the AC motor, to reduce a torque difference to zero substantially thereby preventing uncomfortable torque variation in a transient condition of input power control of the MG unit. The torque difference is calculated based on a first estimated torque calculated from a detected motor torque of the AC motor and a second estimated torque calculated from a command current vector for torque control of the AC motor.

Right after a system operation start but before a smoothing capacitor has been sufficiently pre-charged, conversion voltage control is executed to control a voltage boosting converter so that a system voltage is first raised to a target value. After the smoothing capacitor has been pre-charged, the conversion voltage control is changed over to conversion power control to control the output power of the voltage boosting converter, so that the output power of the voltage boosting converter is brought into agreement with a command value. While the conversion power control is being executed, system voltage control by operating the input power to the MG unit is prohibited.

A control apparatus for a vehicle controls the input power of an AC motor to reduce the difference between a target value and detected value of the system voltage. When a rotation speed of the AC motor increases to be higher than a predetermined value or when a command value of a torque generated by the AC motor increases to be greater than a predetermined value, a current vector is adjusted to a value on a lagging side in order to control the input power of the AC motor. Thus, an input power operation quantity required for stabilizing the system voltage can be realized with a high degree of reliability. When the rotation speed and the command value decrease, the current vector is adjusted to a value on a leading side in order to control the input power of the AC motor.

In electric vehicle control, system voltage stabilization control is executed to reduce the difference between a target value and detected value of a system voltage generated by a voltage boosting converter for an AC motor. Further, conversion power control is executed to reduce the difference between a command value and detected value of the conversion power, which is defined as the output power of the voltage boosting converter. Thus, variations in a system voltage caused by an error or the conversion power control can be reduced.

Control apparatus and method for electric vehicles

In electric vehicle control, system voltage stabilization control is executed to reduce the difference between a target value and detected value of a system voltage generated by a voltage boosting converter for an AC motor. Further, conversion power control is executed to reduce the difference between a command value and detected value of the conversion power, which is defined as the output power of the voltage boosting converter. A conversion power correction quantity is computed from an input power operation quantity of the system voltage stabilization control and reflected in the conversion power control to correct the conversion power. Thus, variations in a system voltage caused by an error or the conversion power control can be reduced.

A hybrid vehicle includes an internal combustion engine and a motor. A power split means splits a crankshaft power of the internal combustion engine into two drivelines to drive traction wheels of the vehicle using one of the drivelines. A generator is coupled to the other driveline such that torque of the motor is allowed to act upon the one of the drivelines to drive the traction wheels during operation of the motor. A controller includes motor drive mode determination means and control means. The motor drive mode determination means determines whether the vehicle is in a motor drive mode. The control means controls the torque produced in the generator in such a manner that if it is determined that the vehicle is in the motor drive mode, the torque to act upon the crankshaft from outside the internal combustion engine is generally zero.

Hybrid vehicle controller

A motor control unit executes a system voltage stabilization control for suppressing variation in a system voltage by operating reactive power of a motor/generator unit including an AC motor, and executes a conversion power control to control the output power of a voltage boosting converter to a command value. A target power operation amount necessary for stabilizing the system voltage is distributed to a motor/generator power operation amount command value and to a conversion power operation amount correction value. The target power operation amount can be obtained by being shared by the motor/generator unit and the voltage boosting converter, even when the target power operation amount is in excess of a limit value of power control amount of the motor/generator unit.

In a control apparatus for an electric vehicle, an input power operation quantity that reduces the difference between a target value of a system voltage and a detected value of the voltage is computed, and a duty ratio of a rectangular waveform applied to an inverter is set at a value that changes the input power of a MG unit by the input power operation quantity. The phase of the rectangular waveform is set at a value that suppresses torque variations caused by the duty ratio as variations of a torque generated by the AC motor. 3-phase voltage command signals are computed on the basis of the phase and the duty ratio and supplied to the inverter. In this way, variations in system voltage can be suppressed by controlling the input power of the AC motor, while sustaining the torque generated by the AC motor unchanged.

In a hybrid vehicle control apparatus, a motor control unit executes a system voltage stabilization control, in which an input power to a MG unit is controlled to suppress variations in the system voltage. The motor control unit executes the input power control on the MG unit independently from a torque control on an AC motor so that the input power control and the torque control are stabilized. Before a smoothing capacitor is sufficiently, a conversion voltage control is executed to control an output voltage of a voltage booster converter while prohibiting the system voltage stabilization control. After the pre-charging of the capacitor, the conversion voltage control is changed to the conversion power control.

Growing community of inventors

Gamagori, Japan

Tsuneyuki Egami