Variable current limit control for vehicle electric drive system

• US 6,492,785 B1
• Filed: 06/27/2000
• Issued: 12/10/2002
• Est. Priority Date: 06/27/2000
• Status: Expired due to Fees

• Current Assignee: Deere & Company
• Original Assignee: Deere & Company
• Inventors: Kasten, Robert Eugene, Newendorp, Bruce Craig, Lemmon, Norman Frederick
• Primary Examiner(s): Nappi, Robert E.
• Assistant Examiner(s): SMITH, TYRONE W
• Application Number:
  US09/604,148
• Time in Patent Office: 896 Days
• Field of Search: 318/139, 318/432, 318/434, 318/140, 318/145, 180/65.1, 180/65.2, 180/65.3, 180/165
• US Class Current: 318/434
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 17/12 of electric gearing of electrically-actuated clutches B60K17/02
• CPC Class Codes: B60K 17/356 having fluid or electric motor, for driving one or more wheels disposition of motor in, or adjacent to, traction wheel B60K7/00
• CPC Class Codes: B60K 6/26 characterised by the motors or the generators
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60K 6/52 Driving a plurality of drive axles, e.g. four-wheel drive
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60Y 2200/221 Tractors
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility
• CPC Class Codes: Y10S 903/906 Motor or generator
• CPC Class Codes: Y10S 903/916 with plurality of drive axles
• CPC Class Codes: Y10S 903/919 Stepped shift

Abstract

A vehicle electric drive system includes an internal combustion engine, an electric motor/generator driven by the engine, a first inverter/rectifier coupled to motor/generator, a bus coupled to the first inverter/rectifier, a second inverter/rectifier coupled to the bus, and a traction motor/generator coupled to an output of the second inverter/rectifier, an operator speed control member, and a controller coupled to the second inverter/rectifier for controlling a current output of the second inverter/rectifier as a function of a position of the speed control member. Also included is an operator controlled foot pedal and a transducer coupled to the foot pedal and generating a signal representing foot pedal position which is supplied to the controller. The controller limits current supplied by the second inverter/rectifier to the traction motor/generator to a limit current as a function of the transducer signal. The controller, foot pedal and transducer cooperate to vary the limit current in response to movement of the foot pedal. A spring biases the foot pedal to an upper limit position. The controller causes the second inverter/rectifier to supply to the traction motor/generator a maximum amount of current, (such maximum current being a function of the foot pedal position), but not more than that required to achieve the speed commanded by the speed control.

Claims

1. In vehicle electric drive system having an internal combustion engine, an electric motor/generator driven by the engine, a first inverter/rectifier coupled to motor/generator, a bus coupled to the first inverter/rectifier, a second inverter/rectifier coupled to the bus, and a traction motor/generator coupled to an output of the second inverter/rectifier, an operator speed control member, and a controller coupled to the second inverter/rectifier for controlling a current output of the second inverter/rectifier as a function of a position of the speed control member, a limit control comprising:

an operator controlled limit control member; and

a transducer coupled to the limit control member and generating a limit command signal representing the position of the limit control member, the controller receiving the limit command signal and limiting current supplied by the second inverter/rectifier to the traction motor/generator to a limit current which is a function of the limit command signal so that from an operators viewpoint, in response to manipulation of the operator controlled limit control member, the electric drive system operates and reacts like a mechanical slipping clutch.

2. The control of claim 1, wherein:

the controller, limit control member and transducer cooperate to vary the limit current in response to movement of the limit control member.

3. The control of claim 1, wherein:

a spring biases the limit control member to an upper limit position; and

the controller causing the second inverter/rectifier to supply to the traction motor/generator the limit current, but not more than that required to achieve a speed commanded by the speed control.

4. The control of claim 1, wherein:

the limit control member is a foot pedal.

5. The control of claim 1, wherein:

the controller scales the signal from the transducer so that the limit command signal will vary from zero to a maximum value.

6. The control of claim 5, wherein:

the limit control member is movable from a fully raised position to a fully depressed position; and

the controller applies an offset to the signal from the transducer so that a limit command signal of zero corresponds to a less than fully depressed limit control member position and a limit command signal of 100 percent corresponds to a less than fully raised limit control member position.

7. In vehicle electric drive system having an internal combustion engine, an electric motor/generator driven by the engine, a first inverter/rectifier coupled to motor/generator, a bus coupled to the first inverter/rectifier, a second inverter/rectifier coupled to the bus, and a traction motor/generator coupled to an output of the second inverter/rectifier, an operator speed control member, and a controller coupled to the second inverter/rectifier for controlling a current output of the second inverter/rectifier as a function of a position of the speed control member, a further control comprising:

an operator controlled foot pedal; and

a transducer coupled to the foot pedal and generating a limit signal representing a position of the foot pedal, the controller receiving the transducer signal and limiting current supplied by the second inverter/rectifier to the traction motor/generator to a limit current which is a function of the transducer signal so that from an operator'"'"'s viewpoint, in response to manipulation of the operator controlled foot pedal, the electric drive system operates and reacts like a mechanical slipping clutch.

8. The control of claim 7, wherein:

the controller, foot pedal and transducer cooperate to vary the limit current in response to movement of the foot pedal.

9. The control of claim 7, wherein:

a spring biases the foot pedal to an upper limit position; and

the control unit causing the second inverter/rectifier to supply to the traction motor/generator a maximum amount of current, but not more than that required to achieve a speed commanded by the speed control, when the foot pedal is in its upper limit position.

10. A vehicle electric drive system comprising:

an internal combustion engine;

an electric motor/generator driven by the engine;

a first inverter/rectifier coupled to motor/generator;

a bus coupled to the first inverter/rectifier;

a second inverter/rectifier coupled to the bus;

a traction motor/generator coupled to an output of the second inverter/rectifier;

an operator speed control member;

a controller coupled to the second inverter/rectifier for controlling a current output of the second inverter/rectifier as a function of a position of the speed control member;

an operator controlled foot pedal; and

a transducer coupled to the foot pedal and generating a transducer signal representing foot pedal position, said transducer signal being communicated to the controller, the controller limiting current supplied by the second inverter/rectifier to the traction motor/generator to a limit current as a function of the transducer signal so that from an operator'"'"'s viewpoint, in response to manipulation of the operator controlled foot pedal, the electric drive system operates and reacts like a mechanical slipping clutch.