CN116176451A - Method for diagnosing the plausibility of signals of an electrical system - Google Patents
Method for diagnosing the plausibility of signals of an electrical system Download PDFInfo
- Publication number
- CN116176451A CN116176451A CN202211489541.6A CN202211489541A CN116176451A CN 116176451 A CN116176451 A CN 116176451A CN 202211489541 A CN202211489541 A CN 202211489541A CN 116176451 A CN116176451 A CN 116176451A
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- China
- Prior art keywords
- accelerator pedal
- electric vehicle
- signal
- motor
- gradient
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
- B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
- B60R16/0232—Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
- B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/429—Current
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Combustion & Propulsion (AREA)
- Chemical & Material Sciences (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
Abstract
The invention relates to a method for diagnosing an accelerator pedal signal in an electric vehicle, wherein a plausibility check is performed for at least one second electrical signal that is not an accelerator pedal signal.
Description
Technical Field
The invention relates to a method for diagnosing the plausibility of signals of an electrical system.
Background
In diagnosing an accelerator pedal signal of an electric vehicle, a plausibility check is required for the second independent signal. For this purpose, the signal of the accelerator pedal is doubly detected. The signal of the accelerator pedal contains information about whether the accelerator pedal is depressed, i.e., whether it is accelerating. Each of the two accelerator pedal signals is sent individually to the computing unit. The two signals are processed electrically separately and calculated independently of each other in software and then compared with each other. If both signals are reasonable, the signal is error free and the diagnosis can be accomplished with certainty.
The disadvantage is the expected high cost of the electrical assembly.
Disclosure of Invention
To save costs, there are electrical systems that perform the accelerator pedal signal only once. For this reason, a second individual signal is present, for which the plausibility must be checked during diagnosis.
Thus, a rationality check is required for the additional signals during diagnosis.
An advantage of the present invention is a method for diagnosing an accelerator pedal signal that provides only one signal in an electric vehicle.
The plausibility check is advantageously performed using at least one second signal which is not an accelerator pedal signal.
The second individual signal is a current signal in which current flows from the battery of the electric vehicle into the motor of the electric vehicle when the accelerator pedal is depressed, wherein the current flowing from the battery of the electric vehicle into the motor of the electric vehicle increases when the accelerator pedal is depressed and decreases again when the accelerator pedal is not depressed.
Thus, in the defined state of the electrical system, the accelerator pedal signal is proportional to the current flowing through the motor.
Advantageously, the diagnosis starts when an accelerator pedal of the electric vehicle is depressed and a motor of the electric vehicle is energized.
The diagnosis is continuously run as long as the electrical system is energized, wherein the release of the diagnostic calculations is performed by satisfying defined parameters Cond1 and Cond 2.
According to the present invention, cond1 is the speed of the electric vehicle, and Cond2 is the current flowing from the battery to the motor when the accelerator pedal is depressed. Thus, the diagnosis is easy to apply and can be adapted to various electrical systems.
Advantageously, the current gradient of the current flowing from the battery to the motor and the gradient of the accelerator pedal signal are measured.
Since both gradients can be both positive and negative, the absolute value of the gradient is formed and only used. The diagnosis can thus be used both in negative gradients and in positive gradients. The diagnosis is calculated more frequently.
If the current gradient is greater than the defined threshold value, the gradient of the accelerator pedal signal should exceed a value when the current gradient is greater than the defined threshold value. An error situation can thus be recognized safely and simply. An error condition occurs if only one gradient changes and the other gradient does not.
Further advantages can be derived from the figures and the description.
Drawings
Fig. 1 shows a method for diagnosing an accelerator pedal signal.
Fig. 2 shows signals of the current gradient and the accelerator pedal gradient.
Detailed Description
Fig. 1 shows an accelerator pedal signal S for diagnosing in an electric vehicle Gas And a second separate electrical signal. An electric vehicle includes a battery and an electric motor. If acceleration is desired, current flows from the battery to the electric motor of the electric vehicle when the accelerator pedal is depressed. In this embodiment, the second individual signal is a current signal S strom . The current flowing from the battery of the electric vehicle into the motor of the electric vehicle increases when the accelerator pedal is depressed (i.e., when accelerating), and decreases when the accelerator pedal is not depressed (i.e., when retracting the accelerator). The current is the second separate signal.
If the electric vehicle is stationary, i.e., the motor is not energized, the diagnostic will not begin. The diagnosis starts when an accelerator pedal of the electric vehicle is depressed and a motor of the electric vehicle is energized.
The release of the diagnostic calculations is performed by satisfying defined parameters. These parameters are labeled with Cond1 and Cond2 in fig. 1. In this embodiment, cond1 is the speed of the electric vehicle, which increases when the accelerator pedal is depressed.
For example, the speed of an electric vehicle can be determined by detecting the rotational speed in the motor or on the wheels, wherein the speed can be calculated given the tire size.
Cond2 is the current flowing from the battery to the motor when the accelerator pedal is depressed. Cond2, however, may also be other signals of the system, such as battery voltage, which also changes when the accelerator pedal is depressed.
As an additional condition (Cond 3), it should be ensured that no recovery is carried out. In this case, too, current flows from the motor to the battery without depressing the accelerator pedal. This is the case in electric braking.
If it is determined in step 100 that all conditions are met, diagnosis is started in 110. The values defined vary depending on the size and performance of the motor. It is thus possible to start the diagnosis when Cond1 exceeds 2km/h and Cond2 exceeds 4A. The values to be defined may be adapted to different electrical systems and applications. If all parameters are met, a current gradient, i.e. the change in current in the motor over time, is calculated as a new signal in 120, on the one hand, and a gradient of the accelerator pedal signal, i.e. the change in accelerator pedal signal over time, on the other hand. The calculation result is output at 130.
Two signals are shown in fig. 2. As can be seen from fig. 2, in the defined state of the electrical system, the accelerator pedal signal is proportional to the current flowing through the motor. Specifically, the gradient of the current in the motor and the gradient of the accelerator pedal signal are evaluated. If the current gradient of the motor is greater than a threshold value, the gradient of the accelerator pedal signal should also exceed the expected value. In this case, the accelerator pedal signal is reasonable and error-free, and the diagnosis ends in a positive manner. Otherwise, a plausibility error of the accelerator pedal signal will be identified and reported to the diagnostic manager.
Thus, diagnostics may be set by the following parameters:
current gradient parameters: in normal operation, a current gradient is created during motor energization. If the current gradient exceeds a threshold value set in the current gradient parameter, a diagnosis of an accelerator pedal signal is calculated.
Gradient accelerator pedal signal: in the error-free state, the gradient of the accelerator pedal signal should exceed the threshold value set in the accelerator pedal gradient parameter, so that the accelerator pedal signal is error-free. Otherwise an error will be reported.
Claims (10)
1. A method for diagnosing an accelerator pedal signal in an electric vehicle, wherein a plausibility check is performed for at least one second electrical signal that is not an accelerator pedal signal.
2. The method of claim 1, wherein the second individual signal is a current signal, wherein when an accelerator pedal is depressed, current flows from a battery of an electric vehicle into a motor of the electric vehicle.
3. The method according to claim 2, wherein the current flowing from the battery of the electric vehicle into the motor of the electric vehicle increases when the accelerator pedal is depressed, and decreases again when the accelerator pedal is not depressed.
4. The method according to any one of claims 1 or 2, wherein the diagnosis starts when an accelerator pedal of the electric vehicle is depressed and a motor of the electric vehicle is energized.
5. The method according to claim 4, wherein the release of the calculation of the diagnosis is performed by satisfying defined parameters Cond1 and Cond 2.
6. The method of claim 4, wherein Cond1 is a speed of the electric vehicle, wherein the speed of the electric vehicle increases upon depression of the accelerator pedal.
7. The method of claim 4, wherein Cond2 is a current flowing from the battery to the motor when the accelerator pedal is depressed.
8. The method according to claims 5 to 7, wherein a current gradient of a current flowing from the battery to the motor and a gradient of the accelerator pedal signal are measured when parameters Cond1 and Cond2 are satisfied.
9. The method of any one of claims 2 to 8, wherein the accelerator pedal signal is proportional to a current flowing through the motor under defined conditions of an electrical system.
10. The method of claim 9, wherein the gradient of the accelerator pedal signal should exceed a value if the current gradient is greater than a defined threshold.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102021213359.2A DE102021213359A1 (en) | 2021-11-26 | 2021-11-26 | Procedure for diagnosing the plausibility of a signal from an electrical system |
| DE102021213359.2 | 2021-11-26 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116176451A true CN116176451A (en) | 2023-05-30 |
Family
ID=86317008
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211489541.6A Pending CN116176451A (en) | 2021-11-26 | 2022-11-25 | Method for diagnosing the plausibility of signals of an electrical system |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN116176451A (en) |
| DE (1) | DE102021213359A1 (en) |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3542198B2 (en) | 1995-04-28 | 2004-07-14 | 本田技研工業株式会社 | Control device for electric vehicle |
| DE102013213267A1 (en) | 2013-07-05 | 2015-01-08 | Robert Bosch Gmbh | Method for battery management and battery management system |
-
2021
- 2021-11-26 DE DE102021213359.2A patent/DE102021213359A1/en active Pending
-
2022
- 2022-11-25 CN CN202211489541.6A patent/CN116176451A/en active Pending
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| Publication number | Publication date |
|---|---|
| DE102021213359A1 (en) | 2023-06-01 |
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