Classifications

• • 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
• • 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
  • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
  • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• • 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
  • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
  • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
  • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
• • 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
  • B60L3/06—Limiting the traction current under mechanical overload conditions
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
  • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
  • H02P29/02—Providing protection against overload without automatic interruption of supply
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
  • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
  • H02P29/10—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors for preventing overspeed or under speed
• • 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
  • B60L2240/423—Torque
• • 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
  • B60L2240/46—Drive Train control parameters related to wheels
  • B60L2240/463—Torque
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
  • H02P2205/00—Indexing scheme relating to controlling arrangements characterised by the control loops
  • H02P2205/05—Torque loop, i.e. comparison of the motor torque with a torque reference
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/64—Electric machine technologies in electromobility
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/72—Electric energy management in electromobility

Definitions

• the technical field of the invention is the control systems and more particularly the torque control systems of a motor fitted to a vehicle, for example an electric traction vehicle.
• the control of the torque exerted by the engine of a vehicle makes it possible in particular to detect a lack of coherence corresponding to an unsuitability between the torque demanded by the driver and the torque exerted by the engine.
• the torque monitoring strategies of the state of the art are based on the comparison with a tolerance threshold of the difference between a torque setpoint and one or more estimated torques.
• An object of the invention is therefore to propose a method of controlling the torque of the motor which can operate in particular during the phases of rapid variation of a torque setpoint.
• the object of the invention is a method for monitoring the torque produced by a motor vehicle engine, in particular an electric motor comprising:
• the method further comprises a step of calculating said low or high limit value, said calculation step comprising:
• the invention adds in the calculation of the low or high limit the application of a delay.
• This delay corresponds to a maximum acceptable delay of the motor response in the case of an increase or a decrease in the torque demand.
• limit values are obtained for which a normal engine delay in the event of an increase or a decrease does not trigger a crossing.
• the method further comprises a step of recognizing an increase or a decrease in the torque demand, and wherein:
• the monitoring process is simple.
• the two low and high limits are not tested in a systematic way.
• the calculation step for obtaining a low or high limit value comprises a step of filtering the intermediate signal delayed by a low pass filter having a cutoff pulse representing a dynamics of response of the motor to a request for increase. or decrease in torque.
• the low-pass filtering corresponding to an acceptable dynamics of the motor, it avoids a crossing of the limits due to the dynamics of the engine if it remains within an acceptable range.
• the calculation step for obtaining the low limit value comprises:
• the calculation step for obtaining the high limit value comprises:
• the recognition step comprises: a high pass filter step of the torque request;
• a comparison step comprising:
• a comparison of the filtered torque demand passes high with a first positive threshold to recognize the beginning of a phase of increase in torque demand expressed by the driver of the vehicle;
• a comparison of the filtered torque demand passes high with a first negative threshold to recognize the beginning of a phase of decrease in the torque demand expressed by the driver of the vehicle;
• a comparison of the filtered torque demand goes high with a second negative threshold to recognize the end of a torque demand reduction phase, said second negative threshold being greater than said first negative threshold.
• phase of increase or decrease is simple on the one hand and fast on the other hand thanks to the presence of high pass filtering. Using these steps to recognize the beginning and end of the increase and decrease phases, it is possible to determine windows in which the torque increases or decreases respectively. It is then possible to control the engine torque only during these phases of increase and decrease.
• the invention also relates to a torque monitoring system realized by a motor vehicle engine, in particular an electric motor comprising:
• the system further comprises means for calculating said low or high limit value, said calculation means comprising:
• the system further comprises means for recognizing an increase or a decrease in the torque demand expressed by the driver of the vehicle, said comparison means comprising:
• the means for calculating said low or high limit value comprises a low-pass filtering means of the delayed intermediate signal having a cut-off pulse representing a dynamic response of the motor to a request for increasing the torque or decreasing the torque expressed by the driver of the vehicle.
• the calculation means for obtaining the low limit value comprises:
• the calculating means for obtaining the high limit value comprises:
• FIG. 1 illustrates a mode of implementation of a method of monitoring the pair according to the invention
• FIG. 2 to 5 illustrate block diagrams of a torque monitoring system according to one embodiment of the invention.
• the torque monitoring method of FIG. 1 is a control method that monitors a motor M, for example the electric motor of a motor vehicle, to detect anomalies in the torque produced by this motor M.
• the realized torque is the result of a demand for DC torque transmitted to the motor M.
• the motor M must then realize a torque in accordance with this request for DC torque.
• the demand for DC torque may, for example, be expressed by the driver of the vehicle or may also be expressed by a computer receiving vehicle running conditions and a speed reference from the driver.
• Step 10 of the monitoring method is to detect whether the demand for DC torque is in an increase phase or whether the DC torque demand is in a decrease phase.
• step 10 of the method is a step of recognizing a phase of increasing or decreasing the DC torque setpoint.
• Step 10 of the monitoring method includes a high pass filtering sub-step 1 of the DC torque request to obtain the FCC high pass filtered torque request.
• This step is for example performed by a high pass filter whose transfer function is:
• wc is the cutoff pulse of the high pass filter in rad.s "1 and s is the Laplace variable.
• Step 10 comprises on the one hand two sub-steps 2, 3 for detecting a phase of increasing the requested torque CC:
• step 2 of the high pass filtered torque request FCC with a first positive threshold SI to recognize the start of a phase of increasing the demand for DC torque.
• the start of an increase phase is recognized if the filtered torque setpoint FCC is greater than the threshold S1;
• step 3 of the high pass filtered torque request FCC with a second positive threshold S2 to recognize the end of a phase of increasing the torque demand.
• the end of an increase phase is recognized if the filtered torque setpoint FCC is below the threshold S2.
• the positive threshold S2 is lower than the first positive threshold SI, and the thresholds S1 and S2 are sufficiently far apart. Thus, it avoids recognitions and cessations of untimely recognition.
• step 10 further comprises sub-steps 2 and 3, two further sub-steps:
• a first additional sub-step 4 which is a step for recognizing the end of a phase of increasing the torque demand. It includes the comparison of the derivative of the couple asked CC with the null value. According to this first additional step, the end of an increase phase is recognized if the derivative of the requested torque CC is negative;
• a second additional sub-step 5 which is a step for recognizing the end of a phase of increasing the torque demand. It includes measuring the length of time the demand for DC torque ceases to increase. That is, the time during which the derivative of the requested torque CC takes a negative or zero value.
• the end of an increase phase is recognized if the derivative of the requested torque CC takes a negative or zero value for at least a duration TZA, for example equal to 0.05 second, which is a parameter for adjusting the process monitoring.
• Step 10 further comprises two sub-steps 6, 7 for detecting a phase of decreasing the requested torque CC:
• step 6 of the filtered high FCC torque request with a first negative threshold C 1 to recognize the beginning of a phase of decreasing the torque demand.
• the beginning of a decrease phase is recognized if the filtered setpoint is below the threshold C 1;
• step 7 of the high pass filtered torque request FCC with a second negative threshold C2 to recognize the end of a phase of decrease in the torque demand.
• the end of a decrease phase is recognized if the filtered setpoint FCC is greater than the threshold C2.
• the second negative threshold C2 is greater than the first negative threshold C 1, and the thresholds C 1 and C 2 are sufficiently far apart. Thus, it avoids recognitions and cessations of untimely recognition.
• step 10 further comprises sub-steps 6 and 7, two additional sub-steps 8 and 9:
• Step 8 is a step to recognize the end of a phase of decreasing the torque demand. It includes comparing the derivative of the requested pair CC with the null value. According to step 8, the end of a decrease phase is recognized if the derivative of the requested torque CC is positive;
• Step 9 is a step to recognize the end of a phase of decreasing the torque demand. It includes measuring the length of time the CC torque request ceases to decrease. That is, the time during which the derivative of the requested torque CC takes a positive value or zero. According to step 9, the end of a decrease phase is recognized if the derivative of the requested torque CC takes a positive or zero value for at least one duration TZB, for example equal to 0.05 second, which is a parameter for adjusting the process monitoring.
• the step 14 of the monitoring method is a calculation step to obtain a low limit value VLIMB, this limit value being used for a comparison in step 15.
• Step 14 comprises calculation steps 1 1, 12 and 13.
• Step 1 1 is a subtraction step according to which the value of a first static error ⁇ is subtracted from the DC torque request to obtain a low intermediate signal SIB.
• This static error can be expressed as a static error in absolute value, a static error as a percentage of the torque demand, or both.
• the formula to be applied to obtain the SIB signal is:
• ⁇ is the static error and% ⁇ is the static error expressed as a percentage of the DC setpoint.
• Step 12 is a step of applying a delay of a duration TMA on the low intermediate signal SIB.
• Step 13 is a low pass filtering step of the low signal SIB after it has been delayed by the duration TMA.
• a PBA pass filter having a cut-off pulse wca is used.
• the Laplace transform transfer function of the PBA filter is:
• the low limit VLIMB is equal to the signal SIB determined in step 1 1 to which a delay has been applied according to step 12 and low pass filtering according to step 13.
• the low limit value VLIMB is equal to the signal SIB determined in step 11, which has been applied a delay according to step 12, the filtering step 13 being suppressed.
• Step 15 of the method consists in comparing an estimated or measured measured torque CE with the value VLIMB and the null value.
• the estimated or measured measured torque CE may be directly measured by a torque measuring sensor or may according to another embodiment be calculated by an estimation means (i.e. a calculator) from other measurement parameters such as the currents consumed by the electric motor according to different calculation methods well known to those skilled in the art.
• an estimation means i.e. a calculator
• Step 15 comprises receiving an estimated or measured torque value CE made by the motor M.
• step 15 the following four conditions are monitored:
• torque value CE is lower than the low value VLIMB
• condition 4 the torque value CE is less than the zero value; If and only if conditions 1 to 3 are observed, a lack of acceleration is detected. This information is then indicated via a PM boolean value that takes the value 1.
• the step 19 of the monitoring method is a calculation step to obtain a high limit value VLIMH, this limit value being used for a comparison in step 20.
• Step 19 includes calculation steps 16, 17 and 18.
• Step 16 is an addition step in which the value of a first static error ⁇ is added to the DC torque request to obtain a high intermediate signal SIH.
• This static error can be expressed as a static error in absolute value, a static error as a percentage of the torque demand, or both.
• the formula to be applied to obtain the SIH signal is:
• ⁇ is the static error and% ⁇ is the static error expressed as a percentage of the DC setpoint.
• Step 17 is a step of applying a delay of a duration TMB on the high intermediate signal SIH.
• Step 1 8 is a low pass filtering step of the high signal
• a PBB pass filter with a web break pulse is used.
• the high limit VLIMH is equal to the signal SIH determined in step 16 to which a delay according to step 17 has been applied and a low pass filtering according to step 1 8
• the high limit value VLIMH is equal to the signal SIH determined in step 16 which has been applied a delay according to step 17, the filtering step 1 8 being suppressed.
• the step 20 of the monitoring method consists in comparing an estimated or measured CE measured torque with the VLIMH value and the zero value.
• the estimated or measured measured torque CE may be directly measured by a torque measurement sensor or may according to another embodiment be calculated by an estimation means (ie a computer) from other parameters. such as the currents consumed by the electric motor according to different calculation methods well known to those skilled in the art.
• Step 20 comprises receiving an estimated or measured torque value CE made by the motor M. During step 20, the following four conditions are monitored:
• torque value CE is greater than the high value VLIMH
• FIG. 2 illustrates an embodiment of a SYSCOM system for monitoring the torque produced by a motor M.
• the SYSCOM system includes a first high pass filter block 1 and a second torque monitor block 2.
• the SYSCOM system receives the estimated or measured torque CE and the DC torque request.
• Block 1 will filter the DC torque request to obtain the FCC signal corresponding to the filtered high pass torque setpoint.
• the blo c 1 performs step 1 of FIG.
• the blo c 1 corresponds to a high pass filter whose parameter is its cutoff pulse wc.
• the monitoring block 2 receives the estimated or measured torque CE, the request for DC torque and the filtered high pass setpoint FCC.
• Figure 3 illustrates an embodiment of the monitoring block 2.
• the monitoring block 2 comprises a first monitoring block 21 in the case of the decrease of the DC setpoint and a second monitoring block 22 in the case of the increase of the DC setpoint.
• Block 21 receives the estimated or measured torque CE, the torque request CC and the high pass filtered set point FCC and derives the two Boolean values PM and SF. Block 21 performs steps 2, 3, 4, 5, 14 and 15 of the monitoring method of FIG.
• Block 22 receives the estimated or measured torque CE, the torque request CC and the high pass filtered set point FCC and deduces the two boolean values AI and PF.
• Block 21 performs steps 6, 7, 8, 9, 19 and 20 of the monitoring method of FIG.
• FIG. 4 illustrates one embodiment of the monitoring block 21.
• the monitoring block 21 comprises a recognition block of a torque demand increase phase 211 and a detection block 212 of an excess of braking and / or insufficient acceleration of the motor M.
• Block 211 recognizes a phase of increasing the demand for DC torque. It receives the DC torque request and the high pass filtered set point FCC and derives the AUG boolean value indicative of the recognition of an increase phase. For this, block 211 also receives the parameters S1, S2, and TZA and performs steps 2 to 5 of FIG.
• the block 211 thus comprises means for comparing the high pass filtered torque request FCC, with the thresholds S1 and S2.
• the block 211 also comprises means for calculating the derivative of the torque demand CC, means for comparing the derivative of the torque demand with the zero value and means for measuring the duration during which the derivative of the demand of torque takes the null value.
• the block 211 is configured to provide a Boolean value AUG which takes the value 1 indicating the recognition of an increase phase of the request for DC torque or which takes the value 0 indicating the non-recognition of a phase of increasing the demand for DC torque.
• Block 212 receives the estimated or measured torque CE, the torque request CC and the boolean value AUG. He deduces a value IEC 60050 - International Electrotechnical Vocabulary - Details for IEV number 701-23-8 Signaling and distribution - Non - pollutant Boolean PM indicating the detection of a lack of acceleration and a Boolean value SF indicating the detection of excess braking It also receives the parameters ⁇ ,% ⁇ , TMA and wca and perform steps 14 and 15 of FIG.
• Blo c 212 thus comprises means for calculating a low limit value VLIMB and means for comparing the estimated or measured torque CE with the value VLIMB.
• the block 212 comprises means for subtracting a static error ⁇ and / or% ⁇ to calculate an intermediate signal SIB, means for applying a delay TMA and filtering means not passing.
• the PBA lowpass pulse filter wca For example, the PBA lowpass pulse filter wca.
• Block 212 further comprises means for monitoring the four following conditions:
• monitoring means are, by way of example embodiment, of the means of logical combinations of these four conditions which can be expressed in the following mathematical format:
• FIG. 5 illustrates an embodiment of the monitoring block 22.
• the monitoring block 22 comprises a recognition block for a torque demand reduction phase 221 and a block of detection 222 of excess acceleration and / or insufficient braking of the motor M.
• Block 221 recognizes a phase of decreasing the demand for DC torque. It receives the DC torque request and the high pass filtered set point FCC and deduces the Boolean value DIM indicating the recognition of a decrease phase. For this purpose, the block 22 1 also receives the parameters C 1, C 2, and TZB and performs steps 6 to 9 of FIG.
• the block 22 1 therefore comprises means for comparing the high pass filtered torque request FCC, with the thresholds C 1 and C 2.
• Block 221 also comprises means for calculating the derivative of the torque demand CC, means for comparing the derivative of the torque demand with the zero value and means for measuring the duration during which the derivative of the torque request takes the null value.
• the block 221 is configured to provide a Boolean value DIM which takes the value 1 indicating the recognition of a phase of decrease of the request for torque CC or which takes the value 0 indicating the non-recognition of a phase of reducing the demand for DC torque.
• Block 222 receives the estimated or measured torque CE, the torque request CC and the boolean value DIM. It deduces a Boolean value PF indicating the detection of a braking failure and a Boolean value AI indicating the detection of an excess of acceleration. It also receives the parameters ⁇ ,% ⁇ , TMB and web and perform steps 19 and 20 of FIG.
• the blo c 222 thus comprises means for calculating a low limit value VLIMH and means for comparing the estimated or measured torque CE with the value VLIMH.
• the block 222 comprises means for adding a static error ⁇ and / or% ⁇ to calculate an intermediate signal SIH, means for applying a delay TMB and filtering means not passing.
• the web break pulse pass PBB filter For example, the web break pulse pass PBB filter.
• Block 222 further comprises means for monitoring the following four conditions:
• torque value CE is greater than the high value VLIMH
• monitoring means are, by way of example embodiment, of the means of logical combinations of these four conditions which can be expressed in the following mathematical format:
• the SYSCOM control system can be integrated in an electronic control unit of the engine M.
• the blocks 1, 2, 21, 22, 222, 221, 21 1, 212 of the SYSCOM control system can for example in the form of software modules, or for some of them in the form of logic circuits.
• Setting one of the Boolean values AI, PF, SF, PM can trigger a safety measurement on the motor M by a central computer or the electronic control unit of the motor M.

Landscapes

• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
• Hybrid Electric Vehicles (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Control Of Electric Motors In General (AREA)

Applications Claiming Priority (3)

Publications (1)

Family

ID=46650728

Family Applications (1)

Country Status (9)

Families Citing this family (4)

Family Cites Families (14)

• 2012
  • 2012-05-30 FR FR1254994A patent/FR2991526B1/fr not_active Expired - Fee Related
• 2013
  • 2013-05-16 KR KR1020147036013A patent/KR20150021531A/ko not_active Withdrawn
  • 2013-05-16 WO PCT/FR2013/051067 patent/WO2013178907A2/fr not_active Ceased
  • 2013-05-16 CN CN201380027595.3A patent/CN104349927A/zh active Pending
  • 2013-05-16 JP JP2015514552A patent/JP2015536122A/ja active Pending
  • 2013-05-16 BR BR112014029818-1A patent/BR112014029818A2/pt not_active Application Discontinuation
  • 2013-05-16 RU RU2014153516A patent/RU2014153516A/ru unknown
  • 2013-05-16 US US14/404,554 patent/US9199552B2/en not_active Expired - Fee Related
  • 2013-05-16 EP EP13728451.9A patent/EP2855191A2/de not_active Withdrawn

Also Published As

Similar Documents

Legal Events