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.

Description:
BACKGROUND OF THE INVENTION 
     This invention relates to an electric drive system for a vehicle. 
     Vehicle electric drive systems or AC electric traction drives have been proposed to overcome some of the deficiencies of mechanical transmission systems, such as a limited number of speeds, increased costs of engineering and manufacturing components, and limiting vehicle configuration options. Such an electric drive system, as shown in U.S. Pat. No. 5,568,023 issued Oct. 22, 1996 to Grayer et al., typically includes an engine-driven 3-phase electric motor/generator coupled to an inverter/rectifier, which, in turn, is coupled to a DC bus. The bus feeds an inverter/rectifier which supplies power to a traction motor/generator which drives an axle or a wheel. The inverter/rectifiers invert the DC current on the bus to 3-phase AC current at a frequency to drive the wheels at the speed directed by the operator. An external power source applied to the tractor through the drive wheels and tending to move the tractor at a speed faster than the requested speed will cause the motors to act as generators and the whole sequence of power conversion will be reversed, regenerating mechanical power back into the engine. This regeneration action causes the engine to absorb power from externally forced loads in a manner similar to that of current mechanical transmissions. 
     Typically, the speed of the traction motor/generators is controlled by controlling the frequency of the current driving the motor. When the speed control is engaged, the drive will engage with full force or torque authority. Operators of conventional tractors with mechanical transmissions can depress a clutch pedal to release or reduce the torque driving the vehicle. By slowly engaging or disengaging such a mechanical clutch, the operator can control the torque being applied by the engine to move the vehicle. Therefore, by modulating the engagement of the clutch, the operator controls movement of the vehicle by controlling the driving force or torque that the wheels can exert. It would be desirable to have a similar clutch type control capability in an electric drive system. 
     SUMMARY OF THE INVENTION 
     Accordingly, an object of this invention is to provide a vehicle electric drive system with a control which operates in a manner similar to a clutch control of a conventional mechanical drive vehicle. 
     These and other objects are achieved by the present invention, wherein a vehicle electric drive system includes an engine driven electric motor/generator, 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. Electronic controllers control operation of the inverter/rectifiers in response to an operator speed control member. In addition, an operator controlled foot pedal is coupled to a transducer which generates a limit command signal representing the position of the foot pedal. An electronic control unit receives the limit command signal and limits 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 and motor speed. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a simplified schematic diagram of a vehicle electric drive system according to the present invention; 
     FIG. 2 is a simplified schematic diagram of a operator control assembly for use with the present invention; 
     FIG. 3 is a logic flow diagram of an algorithm executed by the vehicle ECU of the control system of FIG.  1 . 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
     Referring to FIG. 1, a vehicle electric drive system  10  includes an internal combustion engine  12  controlled by electronic engine control unit (ECU)  13 . The engine  12  drives a 3-phase electric motor/generator  14  which supplies electrical power to and receives power from a bi-directional inverter/rectifier  16 , which is coupled to a high voltage DC bus  18 . The bus  18  feeds power to and receives power from bi-directional inverter/rectifiers  20  and  22 . Inverter/rectifier  20  is coupled to traction motor/generator  24  which drives and receives power from front wheels  26 . Inverter/rectifier  22  is coupled to traction motor/generator  28  which drives and receives power from rear wheels  30  via axle  32  via speed reducer  34 . Speed reducer  34  includes a high/low range box  35  which is controlled by a high/low range selector lever  37 . Each inverter/rectifier  16 ,  20  and  22  is controlled by a corresponding micro-controller  17 ,  21  and  23 , respectively. There are no batteries involved in the drive train as are normally used on drives for automobiles and buses. 
     The motors  24  and  28  are preferably DC brushless permanent magnet motors. Preferably, the rear motor  28  drives the rear axle through a two speed mechanically shifted gear box. Two speed gearing results in efficient motor operation because high gear provides the required speed to the axle for transport speeds, while the low gear provides the required torque to the axle for heavy pulling at low speeds. 
     An electronic vehicle control unit VCU  40  communicates with an operator control assembly  36 , the ECU  13 , various sensors (not shown), and the micro-controllers  21  and  23 . As best seen in FIG. 2, control assembly  36  includes a speed control lever  62  (or pedal or the equivalent) movable in a guide slot  64  with a forward branch  66 , a reverse branch  68 , a park branch  70 , a neutral position  72  and a hold zero speed position  74 . Control assembly  36  also includes conventional transducers  76  which are operatively coupled to the lever  62  and which generate lever position signals which are communicated to the VCU  40 . Control assembly may be similar to the shift quadrant which is used on production John Deere 7000 Series tractors. Control assembly  36  also preferably includes a torque hold switch  78  which is operatively coupled to the lever  62  and which generates a torque hold signal when lever  62  is in a neutral or park position. 
     Referring again to FIG. 1, rotor position sensors  44 ,  46  and  48  are coupled to each of the motor/generators  14 ,  24  and  28  and supply a rotation position signal to the corresponding micro-controllers  21  and  23 ,  42 , which derive a speed signal therefrom. The inverter/rectifiers  20 ,  22  invert and convert the DC bus current to a 3-phase AC current at a frequency to drive the wheels at a speed commanded by the operator via the speed control lever  62 . The rotor position sensors  46 ,  48 , and the micro-controllers  21 ,  23  form a closed speed control loop for each of the electric drive motors  24  and  28 , in which the microcontrollers  21 ,  23  calculate a speed error from the difference between the commanded speed from lever  62  and the actual speed derived from sensors  46 ,  48 , and a current is applied to the motors as a function of the speed error. 
     According to the present invention, an additional operator control device, preferably a foot operated pedal  50 , is coupled to a transducer  52 , such as a potentiometer, which generates a transducer signal (or limit command signal) representing the position of the pedal  50 . A spring  54  biases the pedal  50  to its raised position. A three position front wheel drive FWD switch  56 , and left and right brake switches  58  and  60  are also coupled to the VCU  40 . The brake switches are preferably operatively coupled to left and right brake pedals (not shown). The VCU  40  receives signals from the switches  56 ,  58  and  60 , the speed control lever  62  and the clutch pedal transducer  52 . The VCU  40  also receives signals from a range box sensor switch  61  which provides VCU  40  with a signal representing the status of the high/low range box  35 . The VCU  40  executes an algorithm represented in simplified form by FIG. 2, and generates a torque limit signal which has a value which can vary from 0 to 100%. The inverter/rectifiers  20 ,  22  and their associated microcontrollers  21 ,  23  cooperate in response to the torque limit signal to limit the current supplied to the traction motor/generators  24 ,  28  to limit the torque thereof accordingly. 
     Referring now to FIG. 2, the algorithm begins at step  100  when called from a main algorithm loop (not shown) which generates a vehicle speed command value which is applied to the micro-controllers  21 ,  23 . Step  102  scans the various sensors and operator inputs and converts analog signals to digital signals. Step  104  converts the values from step  102  to engineering units. Step  106  scales and adds an offset to the signal from transducer  52  to form a clutch command signal so that the range of the clutch command signal corresponds to an upper portion of the movement range of the pedal  50 . Preferably, 100% clutch command signal will correspond to a position of pedal  50  slightly below its fully raised position, and a zero clutch command signal will correspond to when pedal  50  is depressed about 75%. Step  108  calculates a vehicle speed command signal (Veh_spd_cmd) based on a vehicle mode and the position of the speed control lever  62 . 
     Step  110  checks the consistency of the inputs commands and performs a safety check. If there is a failure, step  110  directs the algorithm to step  112  which sets a vehicle speed command value to zero and sets a torque limit value to zero, else to step  114 . 
     Step  114  limits a rate of change of the vehicle speed command value. 
     Step  116  calculates a rear motor speed required to achieve the desired speed, based on the vehicle speed command value, Veh_spd_cmd, and upon a rear gear ratio, as per the following C language computer statements: 
     RRGrat=Hi_Gear Ratio; 
     if(Lo_Rng) 
     RRGrat=Lo_Gear_Ratio; 
     Rmot_Spd_Cmd=RRGrat * veh_spd_cmd; 
     Veh_spd_cmd is the vehicle speed command computed from operator inputs, limited by actual vehicle speed. It is a function of an effective rear gearbox/tire ratio value, RRGrat determined from a range box sensor  61 . Lo_Rng is True when selector  37  is in its low speed range position. Hi_Gear_Ratio is the ratio of rear wheel speed to vehicle speed in the high speed range of the range box  35 . It includes the effect of rear tire rolling radius as well as the actual gear reduction. Lo_Gear_Ratio is the ratio of rear wheel speed to vehicle speed in the low speed range. Finally, the rear motor speed command, Rmot_Spd_Cmd, is calculated as a function of gear ratio, RRGrat, times veh_spd_cmd. 
     Step  118  calculates a rear motor torque limit value as a function of the position of the clutch command signal and of the speed control lever  62 , as per the following C language computer statements: 
     Rmot_Torq_Lim=Torq_Lim; 
     if ((Trq_Hld==FALSE)) 
     Rmot_Torq_Lim=0.0; 
     The Rear Axle Torque Level is set equal to Torq_Lim, which is the desired percentage of available torque to be used for speed control based on the position of the operator&#39;s clutch pedal. The resultant Rmot_Torq_Lim is passed to the rear motor controller and it is the maximum percentage of available torque that the controller can apply in its attempt to maintain the commanded rear motor speed. If the load torque is below this level, the commanded motor(wheel)speed is maintained. If the load torque is above this level, the motor (wheel) speed slows down. 
     The Torq_Hld==FALSE statement checks for the Neutral position  72  of speed control lever  62 . Trq_Hld is always True if the operator&#39;s lever  62  is not at the zero speed position  74 . When the lever  62  is in the zero speed position, the operator can engage or disengage the Trq_Hld switch  78  to make Trq_Hld True in which case the motor controller  17  applies torque (up to the Torq_Lim) to maintain the commanded speed (zero), or False, in which case the operator is commanding free wheeling (neutral) or zero motor torque, regardless of the position of clutch pedal  50 . 
     Step  120  calculates a front motor speed command value, Fmot_Spd_Cmd, required to achieve the desired speed, based on the vehicle speed command value and upon a front gear ratio, as per the following C language computer statements: 
     Fmot_Spd_Cmd=veh_spd_cmd * FRGrat * Bst; where FRGrat is a ratio between front and rear wheel speeds (it includes the effect of rear tire rolling radius as well as the actual gear reduction. Bst is an effective boost ratio of the front wheel to rear wheel speed to maintain adequate load sharing. Thus, the front motor speed command is the product of the vehicle speed command, the effective gear ratio, and the boost factor. 
     Simultaneous application of both brake pedals modifies this speed command as described below in connection with step  122 . 
     Step  122  calculates a front motor torque limit value as a function of the position of the pedal  50  and of the speed control lever  62 , as per the following C language computer statements: 
     
       
         Fmot_Torq_Lim=Torq_Lim;  (1) 
       
     
     
       
         if ((Trq_Hld==FALSE))  (2) 
       
     
     
       
         Fmot_Torq_Lim=0.0;  (3) 
       
     
     
       
         if (MFWD_On==FALSE)  (4) 
       
     
     
       
         Fmot_Torq_Lim=0.0;  (5) 
       
     
     
       
         if ((MFWD_On)&amp;&amp;(MFWD_Auto))  (6) 
       
     
     
       
         {  (7) 
       
     
      if ((veh_spd_cmd−Auto_maxf)&gt;0.)  (8) 
     
       
         Fmot_Torq_Lim=0.0;  (9) 
       
     
     
       
         if ((veh_spd_cmd+Auto_maxr)&lt;0.)  (10) 
       
     
     
       
         Fmot_Torq_Lim=0.0;  (11) 
       
     
     
       
         }  (12) 
       
     
     
       
         if (Fmot_Spd_Cmd&gt;3000.)  (13) 
       
     
     
       
         {  (14) 
       
     
     
       
         if ((Fmot_Torq_Lim&lt;10.)&amp;&amp;(Torq_Lim&gt;10.))  (15) 
       
     
     
       
         Fmot_Torq_Lim=10.;  (16) 
       
     
     
       
         }  (17) 
       
     
     
       
         if((Rt_Brk)&amp;&amp;(Lt_Brk))  (18) 
       
     
     
       
         {  (19) 
       
     
     
       
         Fmot_Torq_Lim=Brk_Torq;  (20) 
       
     
     
       
         Fmot_Spd_Cmd=0.0; }  (21) 
       
     
     In statement (1) a front motor torque limit is set based on the position of clutch pedal  50  where Torq_Lim is the desired percentage of available torque to be used for speed control based on the position of the clutch pedal  50 . The resultant Fmot Torq_Lim is passed to the front motor controller  21  and it is the maximum percentage of available torque that the controller can apply in its attempt to maintain the commanded front motor speed. If the load torque is below this level, the commanded motor (wheel) speed is maintained. If the load torque is above this level, the motor (wheel) speed slows down. 
     In statements  2  and  3 , the Trq_Hld value represents the status of switch  78 , and is always True if the operator&#39;s lever  62  is not at the zero speed position  74 . When the control lever  62  is in the zero speed position  74 , the operator can engage or disengage the Trq_Hld switch  78  to make Trq_Hld True in which case the motor controller applies torque (up to the Torq_Lim) to maintain the commanded speed (zero), or False, in which case the operator is commanding free wheeling (neutral) or zero motor torque, regardless of the position of clutch pedal  50 . 
     With respect to statements  4  and  5 , the  3  position switch  56  controls the engagement of the front wheel drive. The  3  positions of switch  56  set MFWD_On to True or False or to a third automatic mode. In the automatic mode, the front wheel drive is engaged (Fmot_Torq_Lim=Torq_Lim) below a speed of Auto_maxf (if moving forward) and is disengaged (Fmot_Torq_Lim=0) above that speed. In reverse and automatic mode, the front wheel drive is engaged (Fmot_Torq_Lim=Torq_Lim) below a speed of -Auto_maxr and is disengaged (Fmot_Torq_Lim=0) above that speed. 
     Statements  6 - 12  implement the MFWD_Auto feature. 
     In statements  13 - 17 , operate to cause the front motor controller  21  to maintain the torque of the front motor  24  at a minimum of 10% of maximum whenever the front motor speed command exceeds 3000 rpm, unless the a lower torque is commanded by the clutch pedal  50 . 
     Statements  18 - 21  provide a brake pedal override function. To provide front wheel braking torque when both brakes  58 , 60  are applied (Rt_Brk=True and Lt_Brk=True) statements  18 - 21  override all other speed and torque commands to the front wheel motor. Whenever both brakes are applied, a retarding torque up to the magnitude of Brk_Torq will be applied to slow the vehicle (regardless of vehicle direction). 
     Step  124  modifies the front motor torque limit value to zero if the FWD switch  56  is in its OFF, or if the FWD switch  56  is in its AUTO position and the front motor speed exceeds a preset limit speed. 
     Step  126  sets front motor speed to zero and sets the front motor torque limit value to a preset percentage of maximum available torque at current motor speed if the left and right brake switches  58  and  60  are both on. 
     Step  128  causes an exit from this subroutine. 
     Thus, the fully raised position of the pedal  50  represents a 100% current limit, that is 100% of the torque that the motor  24  or  28  is able to exert at its present operating speed. Depressing the pedal  50  rotates the potentiometer  52  and changes the clutch command signal supplied to the VCU  40 . The operator inputs a vehicle speed command through the speed control lever  62 , which the VCU, by steps  116  and  120 , converts to rear and front motor speed commands for the rear electric drive motor  28  and for the front electric drive motor  24 . Each of the electric drive motors  24  and  28  is in a closed speed control loop formed by the rotor position sensors  46 ,  48 , and the micro-controllers  21 ,  23 , in which the micro-controllers  21 ,  23  generate a motor torque command value which is a function of a speed error, which is the difference between the commanded speed calculated from lever  62  in steps  116  and  120  and the actual speed derived from sensors  46 ,  48 . The torque generated by each motor  24 ,  28  is a function of the motor current. Preferably, the current is also electronically limited by the micro-controllers  21  and  23  in order to protect the motor and the controller. In addition, according to the present invention, the motor current and torque is further limited or varied as a function of the position of pedal  50 . 
     As the pedal  50  is depressed, the VCU  40  responds to the changing clutch command signal from potentiometer  52  by causing the microcontrollers  21 ,  23  to reduce the current supplied to motors  24 ,  28  and to thereby limit the torque of the motors until the torque reaches zero at a nearly fully depressed position of pedal  50 . From the operator&#39;s viewpoint, this system operates and reacts like a mechanical slipping clutch, however, there are no slipping surfaces to wear out, and control is easier to achieve. The system can operate indefinitely at low torque levels without damaging any components. The system allows an operator to move a vehicle slowly and with little force, such as when maneuvering close to buildings or hitching up to implements. This system permits an operator to engage the drive slowly and smoothly, and to precisely control the force exerted. It is possible for the drive axle to be exerting full torque at low or zero speed with the engine essentially at idle. With the clutch/inching pedal, the operator has full control of axle torque, so that the desired level of drive line torque can be maintained, even though one of the operator&#39;s cues to drive line torque level, engine noise, is less noticeable. This makes it easier to control the vehicle when hitching up to a mounted implement, for example, 
     With this system, engine power is transmitted to traction drives independent of engine speed, with a mechanically simple design and with an infinitely variable speed ratio. 
     While the present invention has been described in conjunction with a specific embodiment, it is understood that many alternatives, modifications and variations will be apparent to those skilled in the art in light of the foregoing description. Accordingly, this invention is intended to embrace all such alternatives, modifications and variations which fall within the spirit and scope of the appended claims.