WO2023099484A1 - Procédé de surveillance d'une unité d'entraînement d'un véhicule - Google Patents

Procédé de surveillance d'une unité d'entraînement d'un véhicule Download PDF

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Publication number
WO2023099484A1
WO2023099484A1 PCT/EP2022/083687 EP2022083687W WO2023099484A1 WO 2023099484 A1 WO2023099484 A1 WO 2023099484A1 EP 2022083687 W EP2022083687 W EP 2022083687W WO 2023099484 A1 WO2023099484 A1 WO 2023099484A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric motor
temperature
observer
winding
phase resistances
Prior art date
Application number
PCT/EP2022/083687
Other languages
German (de)
English (en)
Inventor
Alexander Reimann
Timo Benzel
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from DE102022212726.9A external-priority patent/DE102022212726A1/de
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to EP22822546.2A priority Critical patent/EP4441885A1/fr
Publication of WO2023099484A1 publication Critical patent/WO2023099484A1/fr

Links

Classifications

    • 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
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/14—Estimation or adaptation of motor parameters, e.g. rotor time constant, flux, speed, current or voltage
    • 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
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • 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
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/20—Electric propulsion with power supplied within the vehicle using propulsion power generated by humans or animals
    • 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
    • H02P29/024—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load
    • 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
    • H02P29/60—Controlling or determining the temperature of the motor or of the drive
    • H02P29/64—Controlling or determining the temperature of the winding
    • 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
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/34—Modelling or simulation for control purposes
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • 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
    • B60L2240/425—Temperature
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/44—Control modes by parameter estimation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H9/00—Emergency protective circuit arrangements for limiting excess current or voltage without disconnection
    • H02H9/001—Emergency protective circuit arrangements for limiting excess current or voltage without disconnection limiting speed of change of electric quantities, e.g. soft switching on or off

Definitions

  • the present invention relates to a method for monitoring a drive unit of a vehicle, a control unit, and an electric motor.
  • the method according to the invention with the features of claim 1 is characterized in that a particularly reliable and flexible monitoring of an electric motor can be carried out in a simple and cost-effective manner.
  • no additional sensors are required for this, for example in addition to the sensors required for the basic operation of the electric motor.
  • this is achieved by a method for monitoring a drive unit of a vehicle.
  • the drive unit has an electric motor and a control unit.
  • the procedure includes the following steps:
  • the method is carried out when the system starts up the drive unit.
  • test current An actuation current of the electric motor without torque generation taking place is regarded as the test current in the non-torque-generating direction.
  • the test current is generated in such a way that a stator magnetic field is aligned parallel to a rotor magnetic field.
  • no magnetic force is exerted on the rotor by the stator magnetic field, which would generate a drive torque.
  • the test current can also be referred to as d current or Id current.
  • test current has a current intensity of at least 10 A, preferably a maximum of 20 A.
  • the test current is preferably increased from 0 A to 20 A within 0.5 seconds.
  • a start routine of the drive unit of the vehicle with electric motor and control unit is regarded as a system start, with the drive unit being placed completely in a standby mode or ready to drive within this start routine.
  • at least the electric motor and/or the control unit is/are preferably put into the standby mode or ready to drive.
  • the system start preferably has a maximum duration of 2 seconds, particularly preferably a maximum of 1 second. This means that the method is carried out exclusively within this period of time of the system start.
  • the electric motor is preferably actuated at least for a predetermined period of time exclusively with the test current in the non-torque-generating direction, that is to say without an actuation with a current in a torque-forming direction.
  • the method is advantageously carried out when the vehicle is stationary.
  • the method thus offers the advantage that a software diagnosis of the electric motor can be carried out with simple means, in particular without additional sensors.
  • the motor parameters can be determined with high accuracy.
  • the method can be carried out easily at any time, for example even when the vehicle is at a standstill, such as immediately after the system start of the electric motor.
  • the method can thus preferably be carried out before an electric bicycle starts to ride, in order to determine the phase resistances.
  • Functionality or defects of the electric motor can preferably be determined on this basis.
  • the method is carried out only for a short period of time, preferably of a maximum of 200 ms, particularly preferably 100 ms. As a result, for example, a system test can be carried out that is essentially unnoticed by a driver of the vehicle.
  • the electric motor is preferably a permanent magnet synchronous machine (PMSM for short).
  • the electric motor can thus be designed at least partially as a brushless DC motor.
  • Such an electric motor is characterized, for example, by high performance with low weight and is particularly suitable for use in electric bicycles.
  • the method further includes the step: detecting the following parameters of the electric motor while actuating the electric motor with the test current: an angular change in an electrical angle, a test voltage in the non-torque-forming direction, and the test current, in particular a current strength of the test current, in the non-torque-forming direction.
  • the motor parameters are estimated by calculating a previously known machine model of the electric motor based on the following parameters: recorded change in angle, recorded test voltage, and recorded test current.
  • variables that are easy to detect namely the electrical angle, the test voltage, and the test current, are detected during an actuation of the electric motor with the test current in the non-torque-forming direction.
  • the motor parameters are estimated by a corresponding calculation of the machine model using the machine model, which, for example, depicts properties of the electric motor using mathematical equations that are characteristic of the electric motor.
  • the machine model preferably has a voltage offset of the electric motor as an unknown degree of freedom.
  • the calculation can thus be carried out in a particularly simple manner, with a high level of accuracy being made possible when estimating the motor parameters.
  • At least one phase resistance of the electric motor is particularly preferably estimated as the motor parameter. All phase resistances of the electric motor are preferably estimated. In particular, respective electrical resistances of different electrical phases of the electric motor are regarded as phase resistances. The phase resistances are each dependent on the temperature, so that the temperature is advantageously taken into account when determining the phase resistances for precise knowledge of the states of the electric motor. The method allows such a temperature-dependent determination of the phase resistances, in particular since the recorded values that are used to calculate the machine model are also dependent on the temperature. For example, in the case of a star-connected electric motor, there are a total of three electrical phases and therefore a total of three phase resistances.
  • phase resistances are preferably estimated based on the following equations:
  • Id is the current in the non-torque-forming direction and Iq is the current in the torque-forming direction.
  • Iq is at the Implementation of the procedure equal to zero.
  • Ud is the voltage in the non-torque-forming direction and llq is the voltage in the torque-forming direction.
  • ⁇ Ud, offset + Ud Rll - Id
  • Ra, Rb and Rc are the phase resistances of the electric motor and p is the electrical angle. This results in the following equation based on which the phase resistances Ra, Rb and
  • Rc can be estimated:
  • An instantaneous angle between electric currents of the different phases of the electric motor can preferably be regarded as the electric angle.
  • the estimated phase resistances are preferably compared with one another. Based on the comparison of the estimated phase resistances, it is then determined whether the electric motor is defective. In particular, it is assumed that in a fault-free state, all phase resistances of the electric motor have the same resistance values at the same temperature. Thus, by comparing the phase resistances precisely estimated using the method, for example if there are significant deviations from there are at least two phase resistances from each other, faults in the electric motor can be easily and reliably inferred. For example, if a defect is detected, a corresponding message can be issued to the driver of the vehicle. Alternatively or additionally, in response to a detected defect, operation of the electric motor, for example power supply with a current in the torque-generating direction, can be prevented.
  • the electric motor is particularly preferably identified as defective if at least two phase resistances of the plurality of estimated phase resistances deviate from one another by a predefined amount.
  • the electric motor is determined to be defective if at least two phase resistances differ significantly from one another. Since essentially the same phase resistances are present at the same temperature, particularly in the case of a functional or non-defective electric motor, it is thus possible to identify in a particularly simple manner whether there is a defect in the electric motor.
  • An electrical contact problem of the electric motor and/or a partial short circuit on the electric motor is preferably detected if at least two of the estimated phase resistances deviate from one another by a factor of at least 1.5, particularly preferably at least 2.
  • an estimated phase resistance that is at least 1.5 times, in particular at least twice, another estimated phase resistance is regarded as an indication of a defect in the form of an electrical contact problem and/or a partial short circuit.
  • an electrical contact problem can occur due to an improperly connected plug for powering the electric motor. This can be detected particularly easily and reliably by the method.
  • the method is also preferably carried out while the vehicle is operating in a ferry mode.
  • the electric motor can also be monitored easily and reliably during ferry operation.
  • the method is preferably only carried out during driving operation when a speed of the electric motor is less than or equal to a predetermined test speed.
  • the test speed is preferably at most 50%, in particular at most 20%, of a maximum speed of the electric motor.
  • the ferry operation of the vehicle can only be restricted as little as possible by carrying out the method.
  • the method is preferably carried out repeatedly at regular time intervals while the vehicle is in operation, preferably if the condition mentioned in the previous paragraph is met.
  • regular monitoring of the electric motor can be provided in order to be able to determine its properties and/or defects in a particularly reliable manner.
  • phase resistances are particularly preferably estimated by calculating the previously known machine model, in particular the mathematical equations described above, using a fast DSFI algorithm (also known as a fast DSFI algorithm). As a result, a particularly high level of accuracy can be provided for the phase resistances that are determined.
  • a fast DSFI algorithm also known as a fast DSFI algorithm
  • the method preferably also includes the step of determining winding temperatures using a temperature observer.
  • the estimated phase resistances, as well as previously known calibration phase resistances and previously known calibration winding temperatures, are used as input variables for the temperature observer.
  • a control system is regarded as a temperature observer, which reconstructs non-measurable variables from known input variables, and for example also output variables, of an observed system.
  • a winding temperature of the electric motor which corresponds to the instantaneous temperature of one of the windings or phases of the electric motor, is determined by means of the temperature observer. Winding temperatures for all windings or phases of the electric motor are particularly preferably determined in each case.
  • Phase resistances or temperatures of the windings of the electric motor are regarded as previously known calibration phase resistances and previously known calibration winding temperatures, which, for example, in a one-time test procedure, for example during the Production of the electric motor, were measured, and are preferably stored.
  • the temperature observer can thus determine the instantaneous winding temperatures of the electric motor with simple means and precisely on the basis of the estimated instantaneous phase resistances.
  • winding temperatures ⁇ are particularly preferably determined using the following equation:
  • R( ⁇ ) is the respective estimated phase resistance
  • R0( ⁇ 0) is the calibration phase resistance
  • ⁇ 0 is the calibration winding temperature
  • a0 is a heat transfer coefficient of a material of the winding of the electric motor.
  • ⁇ 0 is the heat transfer coefficient of copper when the winding is made of copper.
  • the method also includes the step: detecting a sensor temperature of the electric motor by means of a temperature sensor at the same time as determining the winding temperature by means of the temperature observer.
  • the sensor temperature recorded is used as an additional input variable for the temperature observer. In particular, this can further increase the accuracy of the winding temperature determined by means of the temperature observer.
  • a hardware sensor such as a thermocouple or a thermistor can preferably be used as the temperature sensor.
  • the method further comprises the steps:
  • the observer sensor temperature is additionally determined by means of the temperature observer in such a way that it corresponds to a temperature at the point at which the temperature sensor measures the sensor temperature.
  • An estimation error of the temperature observer can thus be determined by the comparison and the temperature observer can be corrected based on this estimation error. A particularly high degree of accuracy of the temperature monitor can thus be provided.
  • a winding temperature is preferably determined separately for each winding of the electric motor.
  • the temperatures of the electric motor can be monitored particularly precisely.
  • a global winding temperature is preferably determined jointly for all windings of the electric motor.
  • the method also includes the steps:
  • the winding power loss P toss can be determined based on the following equation:
  • the determined winding power loss is preferably used in order to further improve the estimation quality of the temperature observer.
  • the determined winding power loss can be used as an additional input variable for the temperature monitor.
  • the winding power loss acts as a heat flow that stimulates the temperature model.
  • a particularly high level of accuracy of the temperature monitor can be made possible.
  • the invention leads to a control unit of an electric motor.
  • the control unit is set up to actuate the electric motor, in particular to supply the electric motor with a current in a torque-generating direction and in a non-torque-generating direction.
  • the current is preferably provided by an electrical energy store.
  • the control unit is set up to carry out the method described above.
  • the invention relates to an electric motor which includes the control unit described.
  • the electric motor is preferably provided for use in a vehicle, particularly preferably in an electric bicycle.
  • FIG. 1 shows a schematic view of an electric bicycle in which a method according to a preferred exemplary embodiment of the invention is carried out
  • FIG. 2 shows a greatly simplified schematic view of the process steps of the process according to the invention.
  • FIG. 1 shows a simplified schematic view of an electric bicycle 10.
  • the electric bicycle 10 comprises a drive unit 1 which has an electric motor 2.
  • the electric motor 2 is arranged in the area of a bottom bracket 7 of the electric bicycle 10 and is provided in order to support a manual pedaling force applied by a rider of the electric bicycle 10 by means of pedals 4 with a torque generated by an electric motor.
  • the drive unit 1 comprises an electrical energy store 3, by means of which the electric motor 2 can be supplied with electrical energy.
  • a control unit is also integrated into the electric motor 2 .
  • the control unit is set up to carry out a method 20 for monitoring the electric motor 2 .
  • Phase resistances of the electrical windings of the electric motor 2 can be determined using the method 20 .
  • the temperature of the electric motor 2 can be monitored using the method 20 .
  • the course of the method 20 is shown schematically in FIG. 2 in a highly simplified manner.
  • Method 20 is carried out when the electric motor 2 is started up, preferably when the electric bicycle 10 is stationary.
  • method 20 can be carried out repeatedly at regular time intervals during driving operation of the electric bicycle 10, with method 20 in this case only at low speeds of the Electric motor 2 is feasible.
  • the electric motor 2 is first actuated 21 with a test current in a non-torque-forming direction, ie in such a way that no torque is generated.
  • a detection 22 of an angular change in an electrical angle, a test voltage in the non-torque-generating direction, and the test current in the non-torque-generating direction takes place.
  • Estimation 23 is carried out by calculating a previously known machine model of electric motor 2 using a fast DSFI algorithm.
  • the machine model is designed in such a way that it has a voltage offset of the electric motor 2 as an unknown degree of freedom.
  • the method 20 can thus be used to estimate the instantaneous phase resistances of the electric motor 2 in a simple and cost-effective manner, in particular without requiring additional sensors.
  • the estimated phase resistances are then used to determine 25 whether the electric motor 2 is defective. This is performed based on comparing 24 the estimated phase resistances with one another. If the comparison 24 shows that at least two of the estimated phase resistances differ by a factor of 2 or more, i.e. if one of the two compared phase resistances is at least twice as large as the other, the electric motor 2 is identified as "defective". In detail, an electrical contact problem of the electric motor 2 and/or a partial short circuit on the electric motor 2 can be inferred from this.
  • the method also includes the step of determining 26 a winding temperature of electric motor 2 . Determining 26 is preferably carried out at the same time as or immediately after step 23 .
  • the winding temperature is determined 26 by means of a temperature observer, which uses the phase resistances estimated by the estimator 23 as well as previously known calibration phase resistances and a previously known calibration winding temperature of the electric motor 2 as input variables.
  • the calibration phase resistances and the calibration winding temperature are preferably previously known parameters which were determined, for example, in a manufacturing process for the electric motor 2, for example at the so-called end of line.
  • a sensor temperature is detected 27 at the same time as the determination 26 by means of a temperature sensor which, for example, detects a temperature inside the electric motor 2 .
  • an observer sensor temperature is determined 28 by means of the temperature observer, ie in step 26, in such a way that the observer sensor temperature represents the sensor temperature of the temperature sensor.
  • a comparison 29 of the detected sensor temperature and the ascertained observer sensor temperature then takes place with one another. Based on this comparison 29, the temperature observer is corrected 30, in particular in step 26, in order to improve the results of the temperature observer.
  • the method 20 can include steps 31 and 32, preferably while the electric bicycle 10 is being driven.
  • step 31 an actuation current is detected 31, in particular in a torque-forming direction, by means of which the electric motor 2 is actuated.
  • a winding power loss of the electric motor 2 is determined 42 based on the phase resistances estimated in step 23 and additionally based on the determined actuating current.
  • the winding power loss determined in step 32 can preferably also be used as an input variable for the temperature observer in order to further improve the accuracy of the temperature observer.
  • the winding power loss stimulates the temperature observer in the form of a heat flow.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Control Of Electric Motors In General (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé (20) de surveillance d'une unité d'entraînement (1) d'un véhicule (10), l'unité d'entraînement (1) comprenant un moteur électrique (2) et une unité de commande, le procédé comprenant les étapes suivantes consistant à : actionner (21) le moteur électrique (2) avec un courant d'essai dans une direction ne formant pas de couple, et estimer (23) au moins un paramètre du moteur pendant l'actionnement (21) du moteur électrique (2) avec le courant d'essai, le procédé (20) étant exécuté pendant un démarrage du système de l'unité d'entraînement (1).
PCT/EP2022/083687 2021-11-30 2022-11-29 Procédé de surveillance d'une unité d'entraînement d'un véhicule WO2023099484A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP22822546.2A EP4441885A1 (fr) 2021-11-30 2022-11-29 Procédé de surveillance d'une unité d'entraînement d'un véhicule

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102021213521.8 2021-11-30
DE102021213521 2021-11-30
DE102022212726.9 2022-11-28
DE102022212726.9A DE102022212726A1 (de) 2021-11-30 2022-11-28 Verfahren zur Überwachung einer Antriebseinheit eines Fahrzeugs

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WO2023099484A1 true WO2023099484A1 (fr) 2023-06-08

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011075605A1 (de) * 2010-05-12 2012-03-15 Gm Global Technology Operations Llc, ( N.D. Ges. D. Staates Delaware) Elektromotor-Statorwicklungs-Temperaturschätzsysteme und -verfahren
DE102012209057A1 (de) * 2011-06-02 2012-12-06 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Verfahren und vorrichtung zur temperaturüberwachung eines permanentmagnet-elektromotors
EP3306813A1 (fr) * 2015-06-04 2018-04-11 Hitachi Industrial Equipment Systems Co., Ltd. Dispositif de conversion de puissance
JP6863121B2 (ja) * 2016-06-24 2021-04-21 トヨタ自動車株式会社 推定器及び推定器システム
US20210351728A1 (en) * 2018-08-15 2021-11-11 Technelec Ltd Position Observer for Electrical Machines

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011075605A1 (de) * 2010-05-12 2012-03-15 Gm Global Technology Operations Llc, ( N.D. Ges. D. Staates Delaware) Elektromotor-Statorwicklungs-Temperaturschätzsysteme und -verfahren
DE102012209057A1 (de) * 2011-06-02 2012-12-06 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Verfahren und vorrichtung zur temperaturüberwachung eines permanentmagnet-elektromotors
EP3306813A1 (fr) * 2015-06-04 2018-04-11 Hitachi Industrial Equipment Systems Co., Ltd. Dispositif de conversion de puissance
JP6863121B2 (ja) * 2016-06-24 2021-04-21 トヨタ自動車株式会社 推定器及び推定器システム
US20210351728A1 (en) * 2018-08-15 2021-11-11 Technelec Ltd Position Observer for Electrical Machines

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