CN101428562A - 监视电流传感系统的方法和设备 - Google Patents

监视电流传感系统的方法和设备 Download PDF

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CN101428562A
CN101428562A CNA2008101744615A CN200810174461A CN101428562A CN 101428562 A CN101428562 A CN 101428562A CN A2008101744615 A CNA2008101744615 A CN A2008101744615A CN 200810174461 A CN200810174461 A CN 200810174461A CN 101428562 A CN101428562 A CN 101428562A
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CN101428562B (zh
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A·M·策特尔
J·帕马纳布汉
M·J·米勒
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Abstract

本发明涉及监视电流传感系统的方法和设备。具体地，提供了一种监视传感系统的方法和产品，该传感系统用于监视蓄电装置和电机之间的传输线路的电流。传感系统包括用于监视第一电流范围的第一传感器和用于监视第二电流范围的第二传感器。该方法包括，确定第一和第二传感器为有效，当电流基本为零时比较第一和第二传感器的输出。该方法包括，当被监视的电流处于第一和第二传感器共有的监视范围内时比较第一和第二传感器的输出的大小，以及监视第一和第二传感器每个输出的极性。

Description

监视电流传感系统的方法和设备
技术领域
[0001]本发明涉及一种电流传感系统。
背景技术
[0001]电动和混合动力系结构利用电机来产生向车辆传动系统传递的动力转矩。电机可操作地连接于蓄电装置，以在其间相互转换电能。电机还能用于将经由车辆传动系统传递的车辆行驶动能向可存储在蓄电装置中的电位能转换。控制系统监视来自车辆和操作者的各种输入，并提供动力系统的操作性控制，其包括控制转矩产生装置和调整蓄电装置和电机之间的电能转换。
[0002]采用这种动力系结构的车辆受益于确定蓄电装置充电状态的强健的方法，因为基于此动力系统的操作和管理能够优化。确定充电状态的参量值需要对从蓄电装置流入或流出的电流进行精确确定。然而，在整体的蓄电装置中，为了向电转矩产生装置提供电能和满足车辆中其他的电力需要，电流范围能够从低于1.0安培至高达300安培。据此，具有能够在这种操作范围内保持精准电流的监视装置是有益的。
[002]电流监视装置中产生的错误会导致系统无法按照需要来操作，进而引起消费者的不满。此外，州政府和联邦法规强行规定需要诸如电流监视装置的监视操作，其包括在规定情况下诊断错误的存在和告知车辆操作者存在错误。监视条件可包括存在开路或短路、超范围/合理检查、和对输入的正确功能响应。
发明内容
[0003]一种产品和方法，其监视蓄电装置和电机之间的传输线路的电流。传感系统包括用于监视第一电流范围的第一传感器和用于监视第二电流范围的第二传感器。方法包括：确定第一和第二传感器的输出是有效的，当传输线路的电流基本为零时比较第一和第二传感器的输出。方法还包括：当被监视的电流处于第一和第二传感器共有的监视范围内时，比较第一和第二传感器的输出的大小，以及监视第一和第二传感器的每个输出的极性。
附图说明
[0004]下面将结合附图以示例方式对一个或多个实施例进行描述，附图中：
[0005]图1是根据本发明的一种用于动力系的控制系统的示例性结构的示意图；和
[0006]图2是根据本发明的逻辑流程图。
具体实施方式
[0007]参照附图，其中所示旨在描述某些具体实施例，并非限制性的，图1描述的系统包括引擎14和分布式控制模块系统，其中引擎14通过轴12连接于电动可变变速箱10，该变速箱经由轴64连接于传动系统，而其中分布式控制模块系统则是根据本发明的实施例构造的。引擎14优选包含与引擎控制模块(ECM)23可操作地连接的常规内燃机。ECM 23的功能是从各种传感器中获得数据并通过多条独立的线路(这些线路共同由集合线35表示)分别控制引擎14的各种致动器。
[0008]示例性的变速箱优选包含双模式复合分离(compound-split)机电混合型变速箱，该变速箱包括复合式行星齿轮配置和四个由电动液压控制系统控制的扭矩传递离合器。变速箱控制模块(TCM)17可操作地连接于变速箱10并具有从多种传感器获得数据和向变速箱的电动液压控制系统提供控制信号的功能。变速箱与一对包括马达/发电机的电机56，72(下文将它们称为MG-A 56和MG-B 72)结合在一起。由于来自燃料的或者来自存储在蓄电装置(ESD)74中的电势的能量转换，变速箱10从包括引擎14、MG-A 56和MG-B 72在内的转矩产生装置中获得动力转矩。ESD 74通常含有一个或多个能够存储和传输高电力级别的电池。能够存储电能和分配电能的其它电能或电化学能存储装置也可以用来替代电池，这并没有超出本发明的范围。ESD 74的尺寸优选基于以下因素确定，这些因素包括可再生要求、与典型道路等级和温度有关的应用问题、以及诸如排放、助力和电力里程等推进要求。ESD 74经由电传输线路27高压直流耦合于变速箱功率转换器模块(TPIM)19。
[0009]TPIM 19产生MG-A 56和MG-B 72的转矩命令是基于来自混合控制模块(HCP)5的输入，其是通过运用用户界面(UI)13的操作员输入和其他系统操作参量来驱动的。包括控制MG-A和MG-B的TPIM 19的控制系统执行MG-A和MG-B的马达转矩命令。蓄电装置74经由传输线路27高压直流耦合于TPIM 19。根据ESD 74是否正在充电或放电来决定可将电流传送至TPIM 19或由TPIM 19传送出。TPIM 19通过传输导线29与第一电机56连接，TPIM 19类似地通过传输导线31与第二电机MG-B 72连接。
[0010]TPIM19包含一对功率变换器和相应的马达控制模块，该马达控制模块配置为接收马达控制命令并由此控制变换器的状态，以提供马达驱动或再生功能。在马达控制中，相应的变换器经由传输线路27接收来自ESD 74的直流电，并通过传输导线29和31来向相应的电机(如MG-A和MG-B)提供交流电。在再生控制中，相应的变换器通过传输导线29和31接收来自电机的交流电，并经由电传输线路27向ESD 74供给直流电。电流监视系统30被构造成监视通过传输线路27的电流。由向转换器供给的或由转换器送出的净直流电流来确定蓄电装置74的充放电操作模式。优选地，MG-A 56和MG-B 72为三相交流电机，转换器包含互补式三相电力电子装置。
[0011]如图1所示，控制系统的其他元件包括分布式控制模块结构，其包括整个车辆控制结构中的子集，以为车辆动力系统提供协作的系统控制。控制系统用于综合相关的信息和输入，并执行算法以控制各种致动器，从而达到控制目标，该目标包括诸如燃料经济性、排放、性能、可操纵性、以及硬件保护等参数，该硬件包括ESD 74和MG-A 56、MG-B72的电池。分布式控制模块结构包括引擎控制模块(ECM)23、变速箱控制模块(TCM)17、电池组控制模块(BPCM)21和变速箱功率转换器模块(TPIM)19。混合控制模块(HCM)5提供前述控制模块的统筹控制和协调。UI 13可操作地连接于多个装置，车辆操作者通常可通过这些装置并经由转矩请求来控制或协调动力系的操作，该动力系包括变速箱10。对用户界面13的示例性车辆操作者的输入包括油门踏板、刹车踏板、变速齿轮选择器和车辆速度巡航控制。每一上述控制模块通过局域网(LAN)通信总线6与其它控制模块、传感器和致动器通信。该通信总线6允许各个控制模块之间的控制参数和命令进行结构化通信。所采用的特定通信协议是应用特定的。LAN通信总线和合适的协议在上述的控制模块和其他模块之间提供强健的消息传送和多控制模块接口，该其他模块可提供诸如防抱死、牵引控制和车辆稳定性的功能。
[0012]HCP 5提供混合动力系统的统筹控制，用于协调ECM 23、TCM 17、TPIM 19和BPCM 21的操作。基于来自UI 13和包括电池组在内的动力系的各种输入信号，HCP 15产生各种命令，包括：操作者转矩(operator torque)、引擎转矩和用于变速箱10的离合器的离合转矩；以及分别用于MG-A和MG-B的马达转矩命令。BPCM 21信号地连接于一个或多个用于监视ESD 74的电流和电压参数的传感器，以便向HCP 5提供关于电池状态的信息。
[0013]每个上述控制模块优选是通用的数字计算机，其通常包括微处理器或中央处理器、存储介质(包括只读存储器(ROM)、随机存储器(RAM)、电可编程序只读存储器(EPROM))、高速时钟、模数转换(A/D)和数模转换(D/A)电路、输入/输出电路和装置(I/O)以及合适的信号调节和缓冲电路。每一控制模块具有一组控制算法，包括驻留的程序指令和校准(或称标定)，它们存储在ROM中并被执行以为每一计算机提供相应功能。各个计算机之间的信息传输优选使用上述的LAN 6来实现。
[0014]在每一控制模块中用于控制和状态估计的算法通常在预置的循环中执行，使得每一算法在每一循环中执行至少一次。利用预置的校准，存储在非易失性存储器件中的算法由一个中央处理单元执行，并且用于监视来自传感器的输入和执行控制和诊断例程，从而控制相应装置的操作。这些循环通常是以规则间隔来执行的，例如在进行的发动机和车辆工作过程中为每3.125，6.25，12.5，25和100毫秒。可替换地，可响应于事件的发生来执行算法。
[0015]ESD 74和TPIM 27之间的电传输线路27构造成带有电流监视系统30，该电流监视系统30包括第一和第二电流传感器。每个传感器用于监视流向ESD的电流的大小和方向。来自电流监视系统30的电流传感器的信号输出被输入到TPIM，并被用来帮助监视ESD74的操作，例如充电状态估计。每个第一和第二电流传感器优选包括公知的开环霍尔效应传感器，这些开环霍尔效应传感器用于产生与电流大小基本成比例的电压输出。第一电流传感器优选是适于在+/-30安培的低电流范围上以约1％或0.3安培的精度提供线性输出的开环霍尔效应传感器。第二传感器优选为适于在+/-300安培的高电流范围上以约为1％或3安培的精度提供线性输出的开环霍尔效应传感器。在构造成具有第一和第二电流监视传感器的控制系统中，当电流级别约在-30安培和+30安培之间时，控制系统优选使用来自第一电流传感器的信号信息，当电流级别约在30安培和300安培之间时，控制系统则转而使用来自第二电流传感器的信号信息。传感器读取中产生的误差原因包括在零安培时的磁滞和温度漂移。应该理解的是，这里特别描述的开环霍尔效应传感器仅是示例性的而非限定性的。本发明本质上可采用各种类型的电流传感器。
[0016]现参照图2，提供的流程图描述了为监视电流传感系统30的操作而在控制系统中执行的过程或动作。此处所述的过程优选作为使用预定校准的，驻留在分布式控制模块其中之一的一个或多个算法来执行。虽然本发明是参照前述动力系和控制系统来描述的，但是应该理解的是，本发明可用于各种需要监视电流监视装置操作的系统。
[0017]初始时，优选通过一个控制模块(例如TPIM)的I/O装置读取来自传感系统30的第一和第二电流传感器的输出信号(方框102)。分析输出信号，以确定输出信号是否已经短路接地或者是否由于例如电线中断而为开路(方框104)。这优选是通过将信号输出与系统接地电压和系统操作电压比较来实现的。如果确定在电流传感器的电气系统中不存在开路或短路，那么就认为输出信号有效(方框106)，并在正在进行的工作中对其进行监视。如果确定输出信号不是有效的，例如存在短路或开路，那么在这种情况下，就要识别故障、设置传感器输出无效标记(方框122)，并且中断电流传感系统的监视(方框124)。
[0018]监视输出信号包括在零电流时监视传感器输出(方框108)。这可包括在所有电流命令之前，在车辆操作的初始接通和启动时通过第一和第二传感器测量零电流时的初始值。进一步地，零电流输出也可以在操作过程中其它已知存在零电流的适宜时刻或时机测量，例如当电路接触器被命令打开时。每次测量零电流输出，都要比较来自第一和第二传感器的零电流输出的信号(方框110)。如果来自其中一个传感器的输出实质上不同于来自另一传感器的输出，例如大于传感器误差值或者测量精度(在本实施例中为满量程的1％)，那么就识别出并且记录传感器合理性的故障(方框126)，并中断监视(方框128)。
[0019]在车辆正在进行工作的过程中，在本实施例中，以约20毫秒的采样速率来定期监视和获取来自第一和第二电流传感器的输出(方框112)。当电流大小处于第一和第二传感器共同的线性监视范围内时，例如在本实施例中为0至30安培之间时，比较第一和第二电流传感器的输出大小(方框114)。确定第一和第二传感器的输出之间的差异，并与在控制模块中预定或预校准的第一和第二传感器的测量精度相比较来评定该差异。在本实施例中，第一传感器的测量精度为0.3安培，第二传感器的测量精度为3.0安培。据此，第一和第二电流传感器输出之间的小于3.3安培的差异在所述示例性系统中被认为是可接受的。大于3.3安培的差异被认为是不能接受的，从而导致故障识别，并中断进一步的监视。
[0020]来自第一和第二电流传感器的输出的极性被确定和关联(方框116)。确定来自第一和第二电流传感器的电流输出的极性优选包括在经过的时间范围上监视电流传感器输出信号和ESD74的电压。ESD电压的方向改变与所传感的电流中可知的方向改变有关。如果来自第一和第二电流传感器的传感电流的方向改变与ESD电压的改变有关，那么就可以确定，电流传感器已经通过了极性检查(方框118)。如果来自第一和第二电流传感器的传感电流的方向改变与ESD电压的方向改变没有关联，那么就可以确定，电流传感器未通过极性检查(方框116)，在系统中存在故障。传感器合理性的故障被识别和记录(方框126)，并中断监视(方框128)。
[0021]如果故障在系统中被识别，那么控制系统进行相关操作，例如所述操作包括点亮车辆仪表盘中的故障标识灯、禁止其他相关的诊断算法、执行控制系统中适当的校正操作，包括防止损害其他部件所必须的操作。
[0022]本公开已经描述了一些特定的优选实施例及其修改。在阅读和理解了本发明之后，可以对其作进一步的修改和替换。因而，这意味着，本发明并不限于作为实施本发明的最好示例而公开的具体实施例，而应包括落入所附权利要求范围内的所有实施例。

Claims (19)

1.一种监视传感系统的方法，该传感系统用于监视蓄电装置和电机之间传输线路的电流，并且包括用于监视第一电流范围的第一传感器和用于监视第二电流范围的第二传感器，所述方法包括：
确定第一和第二传感器的输出是有效的；
当传输线路的电流基本为零时，比较第一和第二传感器的输出；
当被监视的电流处于第一和第二传感器共有的监视范围内时，比较第一和第二传感器的输出的大小；
监视第一和第二传感器的每个输出的极性。
2.如权利要求1所述的方法，其中，确定第一和第二传感器的输出有效的步骤包括：监视第一和第二传感器的输出，并且识别出在第一和第二传感器的输出中不存在短路和开路。
3.如权利要求2所述的方法，还包括：当第一和第二传感器中任一个的输出为无效时，识别出故障，并且中断进一步的监视。
4.如权利要求1所述的方法，其中，当传输线路的电流基本为零时比较第一和第二传感器的输出的步骤包括：当传输线路存在开路时监视第一和第二传感器的输出。
5.如权利要求4所述的方法，还包括：当第一和第二传感器中任一个的输出基本不为零时识别出故障，并且中断进一步的监视。
6.如权利要求1所述的方法，其中，当所监视的电流处于第一和第二传感器共有的监视范围内时比较第一和第二传感器的输出的大小的步骤还包括：确定第一和第二传感器的输出之间的差异没有超出第一和第二传感器的测量精度。
7.如权利要求6所述的方法，还包括：当第一和第二传感器的输出之间的差异超出了第一和第二传感器的测量精度时识别出故障，并且中断进一步的监视。
8.如权利要求1所述的方法，其中，监视第一和第二传感器的每个输出的极性的步骤还包括：在经过的时间范围内监视蓄电装置的电压，并且将蓄电装置的被监视电压的方向变化与第一和第二传感器的输出的方向变化相比较。
9.如权利要求8所述的方法，还包括：当蓄电装置的被监视电压的方向变化与第一和第二传感器的输出的方向变化不相关时，识别出故障，并且中断进一步的监视。
10.如权利要求1所述的方法，其中，用于监视第一电流范围的第一传感器包括用于监视限制在大约在+/-30安培之间的电流范围并且具有0.3安培测量精度的第一传感器。
11.如权利要求1所述的方法，其中，用于监视第二电流范围的第二传感器包括用于监视限制在大约在+/-300安培之间的电流范围并且具有3.0安培测量精度的第二传感器。
12.一种产品，包括存储介质，计算机程序被编码在存储介质中以执行监视传感系统操作的方法，该传感系统用于监视蓄电装置和电机之间的传输线路的电流，并且包括用于监视第一电流范围的第一传感器和用于监视第二电流范围的第二传感器，所述程序包括：
用于确定第一和第二传感器为有效的代码；
用于当传输线路的电流基本为零时比较第一和第二传感器的输出的代码；
用于当被监视的电流处于第一和第二传感器共有的监视范围内时比较第一和第二传感器的输出的大小的代码；
用于监视第一和第二传感器的每个输出的极性的代码。
13.如权利要求12所述的产品，其中，用于当传输线路的电流基本为零时比较第一和第二传感器的输出的代码包括：
用于当传输线路存在开路时监视第一和第二传感器的输出的代码。
14.如权利要求12所述的产品，其中，用于当被监视的电流处于第一和第二传感器共有的监视范围内时比较第一和第二传感器的输出的大小的代码还包括：
用于确定第一和第二传感器的输出之间的差异没有超出第一和第二传感器的测量精度的代码。
15.如权利要求12所述的产品，其中，用于监视第一和第二传感器的每个输出的极性的代码还包括，用于在经过的时间范围内监视蓄电装置的电压的代码，以及用于将蓄电装置的被监视电压的方向变化与第一和第二传感器的输出的方向变化进行比较的代码。
16.一种动力系统，包括：
蓄电装置，其电连接到用于向车辆传动系统传输动力转矩的电机；
传感系统，其用于监视电机和蓄电装置之间的传输线路的电流；
控制系统：
用于监视蓄电装置和控制电机；并且
包括具有存储介质的控制模块，计算机程序被编码在该存储介质中以执行监视传感系统操作的方法，该传感系统包括用于监视第一电流范围的第一传感器和用于监视第二电流范围的第二传感器，所述程序包括：
用于确定第一和第二传感器为有效的代码；
用于当传输线路的电流基本为零时比较第一和第二传感器的输出的代码；
用于当被监视的电流处于第一和第二传感器共有的监视范围内时比较第一和第二传感器的输出的大小的代码；
用于监视第一和第二传感器的每个输出的极性的代码。
17.如权利要求16所述的动力系统，其中，第一传感器和第二传感器都包括开环霍尔效应传感器。
18.如权利要求17所述的动力系统，其中，第一传感器用于监视限定在约+/-30安培之间的电流范围。
19.如权利要求17所述的动力系统，其中，第二传感器用于监视限定在约+/-300安培之间的电流范围。
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