Embedded controller frequency inputs re-used for speed sensor diagnostics

专利摘要:
A vehicle is provided having an electric machine and a speed detector coupled to the electric machine. A controller is coupled to the speed detector. The controller may analyze the integrity of communication between the speed detector and the controller based on a frequency signal provided with the speed detector.
公开号:SE1250147A1
申请号:SE1250147
申请日:2012-02-20
公开日:2012-09-02
发明作者:Tyge Alan Sopko；Zimin Wu Vilar；Christopher John John Tremel
申请人:Deere & Co；
IPC主号:

专利说明:

[1] [0001] system and method for diagnosing a speed sensor of a vehicle using embedded controller The present disclosure relates to sensor diagnostics, and more particularly to a frequency inputs.BACKGROUN D AND SUMMARY
[2] [0002] contain several inputs for communicating with various vehicle Sensors. Vehicle sensors Modern electronic control units (ECU's) found in on- and off-road vehicles are often provided in embedded systems having a microprocessor and software. Due tothe complexity and the number of sensors in many of these embedded systems, it isdesirable for the ECU to determine When a sensor is malfunctioning. In some instances,a sensor may fail but still produce a valid in~range signal. Traditional methods ofdetecting sensor malfunction include voltage or current biasing and electronic keying.Biasing may involve biasing a line of an electrical connector with a voltage and detectinga failed sensor or sensor connector based on detection of an electrical abnormality.Electronic keying may involve grounding one or more lines of an electrical connector anddetecting a failed sensor or damaged connector based on the detected grounding scheme of the lines of the electrical connector.
[3] [0003] including a Chassis, a ground engaging mechanism configured to support the chassis, and According to an embodiment of the present disclosure, a vehicle is provided an electric machine supported by the chassis. The electric machine includes at least oneof a generator and a motor. A detector is configured to detect a speed of the electricmachine. A controller coupled to the detector is configured to control the electric machine. The detector is configured to provide a frequency output to the controller .-^.~.~^.«^M+n+.'.v^ AC t-L- Af. -Ao-hfl n-AAAA Å-C a-Lf. nln/.MJA AA . f. ñu/J n AI^~..^..+2^ »Zßfinl aÅ f-LAICFLCDCIILCLLIVC Ul UIÜ UCLCULCU DPCCU Ul LllC CIÜL/Lllb UlClblU IC CUIU d LlldëllUbllb blålldl LU LllC l controller having a predetermined frequency. The detector automatically provides thediagnostic signal to the controller upon activation of the detector and prior to providingthe frequency output to the controller. The controller is configured to detect acoinmuiiication fault between the detector and the controller based on the diagnostic signal.
[4] [0004] diagnosing sensor communication for a vehicle is provided. The method includes the According to another einbodiment of the present disclosure, a method of step of providing a vehicle having a ground engaging mechanism and a motor configuredto drive the ground engaging mechanism. The vehicle includes a control system' including a controller and a detection system, and the controller is configured to control the motor. The detection system is coupled to the motor and is configured to providemotor speed feedback to the controller. The method includes the steps of activating thecontrol system of the vehicle and generating a diagnostic signal with the detection systemupon activation of the control system. The diagnostic signal has a predeterminedfrequency. The method further includes generating a frequency-based speed signalrepresentative of the detected speed of the motor after generation of the di agnostic signal.The method further includes detecting a communication fault between the controller andthe detection system based on a comparison of a detected frequency of the diagnostic signal With the predetermined frequency.
[5] [0005] provided including a chassis, a ground engaging mechanism supporting the chassis, and According to yet another embodiment of the present disclosure, a vehicle is an electric machine. A machine control unit is configured to control the electric machine.
[6] [0006] The above-inentioned and other features and advantages of the invention, andthe manner of attaining them, will become more apparent and the disclosure itself will bebetter understood by reference to the following description taken in conjunction with the accompanying drawings, wherein:
[7] [0007] system of the present disclosure; FIG. l illustrates an exemplary vehicle incorporatíng the sensor diagnostic FIG. 2 illustrates a representative view of an exemplary control system of the vehicle of FIG. l;
[9] [0009] system of the vehicle of FIG. l including a transmission control unit and a controller FIG. 3 illustrates a representative view of an exemplary sensor diagnostic coupled to a motor and a generator;
[10] [0010]controller of FIG. 3; FIG. 4 illustrates a representative view of an exemplary control unit of the
[11] [0011]feedback signal provided with the control unit of FIG. 4; FIG. 5A illustrates an exemplary diagnostic signal and an exemplary speed
[12] [0012]control unit of FIG. 4; FIG. SB illustrates another exemplary diagnostic signal provided with the
[13] [0013]control unit of FIG. 3; and FIG. 6 illustrates exemplary feedback signals detected at the transmission
[14] [0014] FIG. 7 illustrates exemplary fault codes provided with the transmission controlunit of FIG. 3.[0015] Corresponding reference characters indicate correspondin g parts throughout the several views. The exemplifications set out herein illustrate exemplary embodiments of 6201 942V] the invention, and such exemplifications are not to be construed as limiting the scope of the invention in any manner.
[16] [0016] The embodiments disclosed herein are not intended to be exhaustive or to limitthe disclosure to the precise forms disclosed in the following detailed description.Rather, the ernbodiments are chosen and described so that others skilled in the art may utilize their teachings.
[17] [0017]provided. Although the utility vehicle is illustrated and described herein as loader 10, the Referring to FIG. 1, an exemplary utility vehicle in the form of a loader 10 is utility vehicle 10 may include a motor grader, a tractor, a bulldozer, a feller buncher, acrawler, an excavator, a skidder, a forwarder, or another utility vehicle. Loader 10includes a chassis 12 and a ground engaging mechanism 14. Ground engagingmechanism 14 is capable of supporting chassis 12 and propelling chassis 12 across theground 15. Although the illustrated loader 10 includes wheels as ground engagingmechanism 14, loader 10 may include other ground engaging mechanisms, such as steel tracks, rubber tracks, or other suitable ground engaging members.
[18] [0018] Loader 10 further includes a loader assembly 16. As illustrated in FIG. l, loader assembly 16 includes a loader boom 18 and a Work tool 20 in the form of a bucket.
[19] [0019] one or more electric machines. Controller 30 may include multiple control units for Referring to FIG. 2, vehicle 10 includes a controller 30 configured to control controlling multiple electric machines, as described herein. In the illustrated 6201942v1 embodiment, controller 30 controls a motor 34 and a generator 36, although additional orfewer electric machines may be controlled by controller 30. Vehicle 10 illustrativelyincludes a transmission control unit (TCU) 32 coupled to controller 30 and to atransmission 38. TCU 32, which includes a processor 46 and software stored in amemory 48 of processor 46, is configured to receive user input and various vehicleparameters for controlling transmission 38 and for issuing electric machine commands tocontroller 30 for controlling motor 34 and generator 36. For example, controller 30 mayprovide vehicle parameters, such as electric machine speed feedback, to TCU 32. In oneembodiment, transmission 38 may include a speed sensor providing transmission speedfeedback to TCU 32. Vehicle 10 may further include various sensors 45, such astemperature or pressure sensors, configured to provide additional vehicle parameters toTCU 32 and controller 30. Based on vehicle parameters and user input, TCU 32 isconfigured to control and modulate transmission 38. In one embodiment, TCU 32 usesclosed-loop controls for providing motor commands, such as motor torque demand, to controller 30.
[20] [0020] transmission 38. Additional motors 34 may be provided to drive one or more drive axles Motor 34 is configured to drive a drive axle 40 of vehicle 10 through 40 of vehicle 10. In the illustrated embodiment, drive axle 40 drives a ground engagingmechanism 14. In one embodiment, vehicle 10 may not include a transmission 38, and motor 34 may be coupled to a final drive of ground engaging mechanism 14.
[21] [0021] electrical power for use by vehicle 10. In particular, generator 36 is mechanically Generator 36 is coupled to a prime mover 39 and is configured to generate coupled to prime mover 39 such that the rotation of prime mover 39 causescorresponding rotation of a rotor of generator 36, thereby generating electrical powerthrough windings of generator 36. Generator 36 routes the generated power to controller30 for storage in a voltage bus 37. In one embodiment, voltage bus 37 is a high voltageDC bus including several capacitors for storing generated power and providing the powerto motor 34 or to other devices of control system 10. In one embodiment, a generatorcontrol unit 52 (see FIG. 3) routes the generated power to voltage bus 37, and a motor control unit 50 (see FIG. 3) routes the power from the voltage bus 37 to motor 34. Prime 620l942vl mover 39 may be controlled by a controller, such as one of controllers 28, 30, 32. In oneembodiment, prime mover 39 is a diesel engine, although other suitable prime moversmay be used. In one embodiment, controller 30 may also direct the generated power to avehicle battery for storage. Motor 34 and generator 36 may include permanent magnetdirect current (PMDC) inachines, switched reluctarice machines, or other suitable electric machines.
[22] [0022] inputs, feedback, and controls for vehicle 10. For example, operator interface 42 may Vehicle 10 further includes an operator interface 42 providing an operator With include a steering device, a brake, an accelerator, a transmission shifter, and other inputdevices. Operator interface 42 may include a display providing various vehicleparameters such as vehicle speed, ground speed, and other parameters. In the illustratedembodiment, operator interface 42 includes a monitor 44 providing diagnosticinformation received from controller 30 and/or TCU 32, as described herein. In theillustrated embodiment, vehicle 10 further includes a vehicle control unit (VCU) 28configured to drive the operator interface 42. For example, VCU 28 may provide vehiclespeed, transmission gear, vehicle temperature data, and other vehicle parameters tooperator via monitor 44. In one embodiment, VCU 28 may provide operator inputs received from operator interface 42 to the appropriate controllers 30, 32.
[23] [0023] described herein. Referring to FIG. 3, controller 30 includes motor control unit 50 and Vehicle 10 includes a sensor diagnostic system 88, as illustrated in FIG. 3 and generator controlunit 52. In one embodiment, control units 50, 52 may be provided in ahousing or cabinet along with other components of controller 30. ln the illustratedembodiment, motor control unit 50 and generator control unit 52 are embeddedcontrollers comprising a control board having a processor 102 (see FIG. 4) for controllingmotor 34 and generator 36. Motor control unit 50 and generator control unit 52 areconfigured to control motor 34 and generator 36, respectively, based on processorsoftware instructions, controls from TCU 32, and feedback from various sensors onvehicle 10. Motor control unit 50 and generator control unit 52 serve as detectors or detection systems for detecting machine speed based on feedback from electric machines 620l942vl 34, 36. In the illustrated einbodiinent, control units 50, 52 serve as inverters configured to provide speed feedback to TCU 32.
[24] [0024] generator 36 to voltage bus 37. Motor control unit 50 includes a driver 54 configured to Generator control unit 52 includes a driver 56 for providing electric power from provide electric power from voltage bus 37 to motor 34. ln one embodiment, drivers 54,56 are embedded systems or control boards having a processor or application specificintegrated circuit (ASIC) and a plurality of insulated-gate bipolar transistors (IGBT's). Inone embodiment, driver 56 receives power from generator 36 over power lines 72 anddirects rectified power to voltage bus 37 for storage, and driver 54 provides power from voltage bus 37 to motor 34 over power lines 70.
[25] [0025] 52 are coupled together for communication therebetween, as illustrated with connection In the illustrated enibodiment, motor control unit 50 and generator control unit 69. For example, one control unit 50, 52 may notify the other control unit 50, 52 of theexistence of a fault. In one ernbodiment, motor control unit 50 and generator control unit52 communicate over serial bus communication, such as controller area network (CAN) bus, for example.
[26] [0026] for communication With TCU 32. Referring to FIG. 3, a wire harness 90 is coupled Each controller 50, 52 includes a connector or wire harness coupled to TCU 32 between motor control unit 50 and TCU 32 and includes a connector 82 for attachingharness 90 to motor control unit 50 and a connector 83 for attaching harness 90 to TCU32. Similarly, a Wire harness 92 is coupled between generator control unit 52 and TCU32 and includes a connector 84 for attaching harness 92 to generator control unit 52 and aconnector 85 for attaching harness 92 to TCU 32. TCU 32 further includes one or moreconnectors 86 for receiving connectors 83, 85 of harnesses 90, 92. In one embodiment, connectors 83, 85 are included on a single connector.
[27] [0027]proper connection to TCU 32. As such, frequency inputs provided with control units 50, In one embodirnent, connectors 83, 85 are mechanically keyed to provide 52 are in pre-determined input pin positions at TCU 32. As described herein, connectors 83, 85 rnay be provided with a signal ph vsical connector srrch that the freqtiency input v. - _ ___! _.. 6201 942vl positions are provided in a common physical enclosure. Mechanically-keyed connectorsserve to reduce the likelihood of installing a connector in a reversed or otherwise iniproper orientation.
[28] [0028] configured to support different communication protocols. In the illustrated embodiment, Harnesses 90, 92 illustratively each include several connmunication lines harness 90 includes a standard hard-Wired line 74 and a serial communication line 76,and each line 74, 76 may include one or more wires for communication. Motor controlunit 50 provides motor feedback, such as speed feedback, over standard communicationline 74 to TCU 32, and TCU 32 and motor control unit 50 provide control and othercommunication signals over serial communication line 76. Similarly, harness 92 includesa standard hard-wired line 78 for generator feedback, such as speed feedback, to TCU 32and a serial communication line 80 for control and other communication between TCU32 and generator control unit 52. In one embodiment, machine speed feedback is alsoprovided over serial communication lines 76, 80. Standard or direct communication lines74, 78 may provide frequency feedback and digital inputs to TCU 32. In oneembodiment, the data provided over standard lines 74, 78 is more deterministic than thedata provided over serial communication lines 76, 80. In the illustrated embodiment, serial communication lines 76, 80 are CAN bus lines.
[29] [0029]92 between TCU 32 and control units 50, 52. The battery supply may provide power to A battery supply and switched power may also be provided over harnesses 90, electronics on TCU 32 and low-voltage electronics on control units 50, 52. The switched power may be energized from an ignition relay provided on vehicle 10.
[30] [0030] vehicle 10 and each corresponding control unit. Referring to FIG. 3, a wire harness 58 A connector or wire harness is also coupled between each electric machine of coupled between motor control unit 50 and motor 34 includes a connector 60 forattaching harness 58 to motor control unit 50 and a connector 62 for attaching harness 58to motor 34. Similarly, a wire harness 64 coupled between generator control unit 52 andgenerator 36 includes a connector 66 for attaching harness 64 to generator control unit 52 and a connector 68 for attaching harness 64 to generator 36. In the illustrated 620l942vl l0 embodiment, harnesses 58, 64 provide standard analog or digital communication,although harnesses 58, 64 may support other communication protocols. Power may alsobe provided over harnesses 58, 64 to energize sensors on machines 34, 36. In theillustrated embodiment, motor 34 includes a position sensor 94 for detecting therotational position of motor 34 and for providing speed feedback from motor 34 tocontrol unit 50 via harness 58. Similarly, generator 36 includes a position sensor 96 fordetecting the rotational position of generator 36 and for providing speed feedback fromgenerator 36 to control unit 52 via harness 64. In one embodiment, position sensors 94,96 are resolvers. Alternatively, position sensors 94, 96 may be encoders, such asmechanical or optical quadrature encoders or magnetoresistive encoders, for example.Control units 50, 52 and respective position sensors 94, 96 cooperate to serve as speed detection systems for vehicle l0.
[31] [0031]52 are confígured to provide outputs to TCU 32 representative of the speed of the In the illustrated embodiment, motor control unit 50 and generator control unit corresponding electric machine 34, 36. In the illustrated embodiment, control units 50,52 calculate the rotational Velocity of the respective electric machine 34, 36 based onfeedback from the position sensor 94, 96 and transmit a corresponding pulsed speedsignal or square wave to TCU 32. The pulsed speed signal provided with control units50, 52 may be configured to rninimize electromagnetic interference (EMI) in harnesses58, 64 and to maximize sampling accuracy on the signal with TCU 32. In oneembodiment, a high frequency signal corresponds to a maximum reverse machine speed,a median frequency signal corresponds to a zero machine speed, and a low frequencysignal corresponds to a maximum forward machine speed. As such, a zero frequencysignal detected at TCU 32 may indicate a communication error. In one embodiment, thefrequency of the pulsed signal is proportional to a rotational speed of the electric machine34,36. In the illustrated embodiment, the pulsed speed signal is provided over standardlines 74, 78. In one embodiment, speed feedback is also provided to TCU 32 over serial communication lines 76, 80.
[32] [0032] the following describes FIG. 4 with reference to motor control unit 50 and motor 34, the Referring to FIG. 4, an exemplary motor control unit 50 is illustrated. While 620l942vl description of FIG. 4 also applies to generator control unit 52 and generator 36. Motorcontrol unit 50 of FIG. 4 includes a sensor or inverter 100 configured to provide a pulsedsignal having a frequency corresponding to the rotational speed of motor 34. Inparticular, inverter 100 produces an analog or square wave speed feedback signal basedon the speed information provided With position sensor 94 of motor 34 (see FIG. 3).Motor control unit 50 communicates the pulsed signal provided with inverter 100 overstandard line 74 to provide real-time speed feedback to TCU 32. In one einbodiinent,motor control unit 50 also communicates speed feedback provided with inverter 100 overserial or CAN bus line 76. Motor control unit 50 illustratively includes one or more linedrivers 108 configured to provide the pulsed signal to TCU 32 over standard line 74.Line drivers 108 may include field-effect transistors. In one embodiment, line drivers108 include MOSFET drivers for providing the pulsed speed feedback signal from asensor 104 of inverter 100 to TCU 32. Motor control unit 50 also may include digital-to- analog convertors 106 and voltage regulators 110.
[33] [0033]sensor 104 cooperating to provide the speed feedback to TCU 32. A memory 103 In the illustrated embodiment, inverter 100 includes a microprocessor 102 and contains software for controlling and/or programming sensor 104. Memory 103 may beinternal or external to microprocessor 102. In the illustrated embodiment, sensor 104 is asignal generator configured to generate a speed signal based on feedback from positionsensor 94 of motor 34. In one embodiment, sensor 104 is a field-programmable gatearray (FPGA) configured to convert the digital feedback from position sensor 94 to ananalog or square wave signal that is transmitted to TCU 32 via line drivers 108. In theillustrated ernbodiment, inverter 100 includes a programming file 114, such as an end-of-line (EOL) file 114, stored in memory 103. Microprocessor 102 may use data stored inpro gramming file 114 to control or command sensor 104. For example, microprocessor102 may cause sensor 104 to generate a signal at a particular frequency, such as adiagnostic frequency, based on data in programming file 114, as described herein.
[34] [0034] 103. In one embodiment, sensor 104 is re-prograrnmed over CAN bus line 76 by Sensor 104 is illustratively re-programmable based on instructions in memory l 062o1942v1 updating programming file 1 14 contained in memory 103. Alternatively, motor controlunit 50 may include a separate programming connector 1 12 for connecting an externalcomputer or programmin g device to motor control unit 50 for re-programmin g sensor104. In one embodiinent, processor 102 is also re-programinable through CAN bus line 76 or programming connector 112.
[35] [0035] speed feedback to TCU 32, microprocessor 102 also controls the operation of motor 34.
[37] [0037]feedback signal 132 illustrated in FIG. 5A. Diagnostic signal 130 illustratively has a See, for example, the exemplary diagnostic signal 130 and motor speed frequency of about 2 kilohertz (kHz), and the motor speed signal 132 has a frequency 1 16201 942v1 ranging from about 0.01 kHz to about 1 kHz. As such, the diagnostic signal 130 may bedistinguisliable from the speed feedback. Alternatívely, the frequency range of motorspeed signal 132 may overlap with the frequency of diagnostic signa] 130. In oneembodiment, the diagnostic signals of the control units of controller 30 have a duty cycle of about 50% and a duration ranging from about 100 milliseconds (ms) to about 140 ms.
[38] [0038] Diagnostic signal 130' includes an initial zero-frequency period 133 of about 50 ms, Referring to FIG. 5B, another exemplary diagnostic signal 130' is illustrated. followed by a diagnostic frequency period 134 of about 50 to 70 ms, followed by anotherzero-frequency period 135 of about 20 ms. In the illustrated embodiment, the machinespeed feedback provided with control units 50, 52 has frequencies ranging from low tohigh with no periods of zero frequency. As such, a period of zero-frequency before andafter the period of the diagnostic frequency distinguishes the diagnostic signal from normal machine speed feedback.
[39] [0039] including the frequency and duration, of the diagnostic signal associated With each In the illustrated embodiment, TCU 32 stores in memory 48 the signature, control unit of controller 30. A variation between the expected diagnostic signal stored inTCU 32 and the actual diagnostic signal received by TCU 32 may indicate a problem inthe operation of the control unit 50, 52. For example, TCU 32 may analyze the receiveddiagnostic signal to detect an improper or missing harness connection, a malfunctioningsensor, or a problem with software. Upon detecting a problem with the control unit,software, or connector based on the diagnostic signal, TCU 32 is configured to provide a warning or fault to the operator of vehicle 10, as described herein.
[40] [0040]the generation of the diagnostic signal by control unit 50, TCU 32 may determine that In one example, if TCU 32 detects zero frequency at the frequency input upon harness 90 is disconnected or that harness 90 or inverter 100 has failed. In particular, ifTCU 32 is able to communicate properly with inverter 100 via serial line 76, TCU 32may determine that sensor 104 of inverter 100 has failed. If TCU 32 is not able tocommunicate with inverter 100 over serial line 76, TCU 32 may determine that harness 90 has disconnected or failed. 126201 942m
[41] [0041] In another example, if TCU 32 identifies missing pulses in a diagnostic signalfrom motor control unit 50, an improper connection of harness 90 may be detected byTCU 32. In particular, if the signature of the diagnostic si gnal received at TCU 32 haserratic pulses compared to the signature stored at memory 48 of TCU 32, a loose or unstable connection of harness 90 may be detected.
[42] [0042]controller 30 to identify each control unit 50, 52 to TCU 32 and to verify proper In the illustrated embodiment, the diagnostic signal is generated at startup of connection between TCU 32 and the respective control unit 50, 52. In particular, TCU 32identifies the associated control unit 50, 52 based on the unique frequency in thediagnostic signal. TCU 32 may analyze the received diagnostic signal to detect animproper connection to the corresponding control unit 50, 52 or to detect amalfunctioning inverter 100 or position sensor 94, 96, as described herein. Followinggeneration of the diagnostic signal at startup, inverter 100 is configured to providemachine speed feedback to TCU 32. In one embodiment, each control unit 50, 52 alsoautomatically generates the diagnostic signal after exiting a standby state and entering an active state to re-initialize TCU 32.
[43] [0043] 36 are running as a system diagnostic. As described below, the runtime generation of the The diagnostic signal may also be generated while motor 34 and/or generator diagnostic signal may be initiated by TCU 32 on command or by the control unit 50, 52 in response to a reset condition.
[44] [0044] standard line 74, 78 that exceed the inertia limits of the corresponding electric machine If TCU 32 detects erratic speed changes in the frequency signal provided over 34, 36, TCU 32 may request transmission of the diagnostic signal during runtime as adiagnostic check of the control unit 50, 52 and connectors. For example, referring tosignal 138 of FIG. 6, TCU 32 detects a first generator speed with a frequency 137,followed by a second generator speed with a frequency 139, followed by a third generatorspeed with a frequency 141. If detected frequencies 137, 139, and 141 indicate that thespeed of generator 36 changed at rate that exceeds the capability of machine 34, 36, such erratic frequency changes may be indicative of a poor or loose electrical connection 1 3szoi 942v1 between TCU 32 and the control unit 50, 52. For example, a detected rate of speedchange of 2000 rpm per second may indicate a communication error. TCU 32 mayrequest re-production of the diagnostic signal upon detection of erratic speed changes tocheck that the proper diagnostic frequency and duration is received at the input. Basedon analysis of the diagnostic signal detected at the input, TCU 32 may determine harness90, 92 is improperly connected, as described herein. In one embodiment, TCU 32 requests the re-production of the diagnostic signal via CAN bus communication.
[45] [0045] In one embodiment, TCU 32 may determine an improper electrical connectionbased on erratic speed change upon detection of the electric machine 34, 36 changingspeeds at a rate that exceeds a predeterrnined maximum or threshold rate. For example, the predetermined maximum rate may be a rate of 1000 rpm per second.
[46] [0046] serial communication line 76, 80. In this configuration, TCU 32 may detect erratic speed As described herein, control unit 50, 52 may also provide speed feedback over feedback based on a comparison of the real-time speed feedback provided over standardline 74, 78 and the speed feedback provided over serial line 76, 80. Upon detectinginconsistencies in speed feedback at different inputs, TCU 32 may initiate the generation of the diagnostic signal to further analyze the connection of harness 90, 92.
[47] [0047]standards lines 74, 78 is routed through a filter of control unit 50, 52 before reaching In one embodiment, the real-time machine speed feedback provided over TCU 32. As such, some pulses or noise in the machine speed feedback may be filteredout prior to reaching TCU 32. Further, the filter may be disabled during generation of thediagnostic signal such that each pulse of the diagnostic signal is received at TCU 32. Assuch, the diagnostic signal provides a complete and unfiltered signal that may beanalyzed by TCU 32. As such, TCU 32 is better able to diagnose system errors With thediagnostic signal as compared to normal machine speed feedback due to the lack of filtering of the diagnostic signal.
[48] [0048] diagnostic signal at runtime due to a reset of inverter 100. Inverter 100 may reset during Control unit 50, 52 may also automatically cause re~generation of the operation of vehicle 10 due to f system malfunotion, a board ailtire a powe faiILJe, etc, 1462oi942v1 Upon reset, inverter 100 is configured to generate the diagnostic signal automatically dueto the Startup condition. TCU 32 may detect the unexpected reset of inverter 100 uponobservin g normal machine speed feedback, followed by a period of zero frequency,followed by the diagnostic signal frequency. For example, referring to exemplary signal140 of FIG. 6, TCU 32 detects a machine speed signal 142, followed by signal 144 withzero frequency, followed by the diagnostic signal 130. Based on the detected resetcondition, TCU 32 may determine that the control unit 50, 52 has malfunctioned. Forexample, TCU 32 may receive a fault code from inverter 100 via serial line 76, 80indicating a cause of the reset. Further, TCU 32 may determine the cause of the reset based on an analysis of the diagnostic signal.
[49] [0049] failures between control unit 50, 52 and the respective electric machine 34, 36. In Control unit 50, 52 is also configured to detect and diagnose communication particular, inverter 100 may detect an error with position sensor 94, 96 or with harness58, 64 and transmit a fault code to TCU 32 via serial communication line 76, 80indicative of the detected error. With this fault notification from inverter 100, TCU 32may determine that improper or erratic machine speed feedback detected over standardline 74, 78 is the result of a problem with position sensor 94, 96 or harness 58, 64 ratherthan with inverter 100 or harness 90, 92. Further, in this configuration, inverter 100 maynotify TCU 32 of a communication problem between electric machine 34, 36 and inverter 100 that would otherwise be undetectable by TCU 32 with the diagnostic signal.
[50] [0050] control units of vehicle 10 may power up in a different sequence at the startup of vehicle The diagnostic frequency may also be used for runtime timestamping. Specific or controller 30. Based on the diagnostic signal received from each control unit atstartup, TCU 32 is provided with a timebase for the local clocks of each control unitrelative to the clock of TCU 32. Accordingly, TCU 32 may provide an offset algorithmto coordinate the initiation of control signals (for example, torque Command) to thecontrol units based on the calculated timebase. For example, in a vehicle with multiplemotors, TCU 32 may offset torque commands to the different motors based on thecalculated timebase such that all motors of the vehicle provide the torque to the drive axle or axles in a synchronized fashion. 1 562o194zv1
[51] [0051]diagnostic frequency. For example, if TCU 32 detects a proper diagnostic signal from TCU 32 may also detect software problems and conflicts based on the control unit 50, 52 having a frequency that does not match the expected frequency forthat control unit 50, 52, TCU 32 may determine a software conflict exists due to incorrectsoftware being loaded on control unit 50, 52 and/or TCU 32. Similarly, if TCU 32detects a diagnostic signal from motor control unit 50 that matches the expecteddiagnostic signal from another control unit of controller 30, such as generator control unit 52, TCU 32 may determine that the wrong software is loaded on motor control unit 50.
[52] [0052] having several standard hard-Wired lines providing communication between TCU 32 and In an alternative configuration, inverter 100 may comprise an intelligent sensor the control unit 50, 52. In this configuration, the intelligent sensor may transmit themachine speed feedback and/or diagnostic signal over one or more lines and a fault codeor other control data over other lines. Further, the fault code may be in the form of aparticular frequency. For example, the intelligent sensor may transmit a first frequencyfor the diagnostic signal, a second frequency indicating a hard reset, a third frequencyindicating a software mismatch or failure, and a fourth frequency indicating a communication failure with position sensors 94, 96, etc.
[53] [0053] problem with the control unit, software, or harness connection, TCU 32 is configured to Upon detecting a system malfunction with the diagnostic signal, such as a provide a warning or fault code to the operator of vehicle 10. In the illustratedembodiment, TCU 32 provides an error code to the operator via monitor 44 of operatorinterface 42 (see FIG. 2). See, for example, several exemplary error or fault codes 150illustrated in FIG. 7. Referring to FIG. 7, when TCU 32 detects observable noise on thediagnostic signal, TCU 32 may issue a harness shielding fault indicating that theconnector or harness 90, 92 is not properly shielded. Similarly, when TCU 32 fails todetect a frequency input or determines the frequency input is missing pulses, TCU 32issues a harness connection fault indicating a loose or missing connection of the harness90, 92. As described herein, this fault may be further determined based on feedback frominverter 100 over serial line 76, 80. When the frequency of the diagnostic signal from one control unit 50, 52 matches the expected frequency of the diagnostic signal of the 1662o1942v1 other control unit 50, 52, TCU 32 issues an inverter software mismatch fault indicatingthe Wrong software is loaded on at least one of control units 50, 52. Although not shownin FIG. ï, TCU 32 is configured to generate additional fault codes for various otherdetected failures. In some conditions, TCU 32 may generate a system f ault upondetection of the system rnalfunction that is configured to halt or suspend one or more operations of vehicle 10 until the fault is corrected.
[54] [0054] vehicle, the system may also be used on any electric vehicle having at least one motor or While sensor diagnostic system 88 is described in conjunction with a utility generator. Further, the control units of controller 30 may be used to control more thanone electric machine. For example, control unit 50 may include multiple Sensors 104 forproviding speed feedback from multiple electric machines, and microprocessor 102 maybe programmed to set the diagnostic frequency for each sensor 104. Similarly, a microprocessor 102 may be configured to control multiple electric machines.
[55] [0055] invention can be further modified within the spirit and scope of this disclosure. This While this invention has been described as having preferred designs, the present application is therefore intended to cover any Variations, uses, or adaptations of theinvention using its general principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customary practice in theart to which this disclosure pertains and which fall within the limits of the appended claims. 1762oi942vi

权利要求:
Claims (28)
[1] 1. l. A vehicle including: a Chassis; a ground engaging mechanism configured to support the Chassis; an electric machine supported by the chassis, the electric machine including atleast one of a generator and a motor; a detector configured to detect a speed of the electric machine; and a controller coupled to the detector and configured to control the electric machine,the detector being configured to provide a frequency output to the controllerrepresentative of the detected speed of the electric machine and a diagnostic signal to thecontroller having a predetermined frequency, the detector automatically providing thediagnostic signal to the controller upon activation of the detector and prior to providingthe frequency output to the controller, the controller being configured to detect acommunication fault between the detector and the controller based on the diagnosticsignal.
[2] 2. The vehicle of claim l, further including an electrical connector coupling thedetector to the controller for communication between the detector and the controller, thecontroller detecting an improper connection of the electrical connector between thedetector and the controller based on the diagnostic signal.
[3] 3. The vehicle of claim 2, wherein the diagnostic signal is comprised of a series ofpulses, wherein the controller identifies the improper connection based on the detectionof missing pulses in the diagnostic signal received at the controller.
[4] 4. The vehicle of claim 2, wherein the electric connector includes a firstcommunication line supporting a first communication protocol and a secondcommunication line supporting a second communication protocol, wherein the controlleris configured to communicate control signals with the detector over the firstcommunication line and to receive the diagnostic signal and the frequency output fromthe detector over the second communication line.
[5] 5. The vehicle of claim 4, wherein the first communication protocol includes serialbus communication and the second communication protocol includes standard communication. l 862o1942v1
[6] 6. The vehicle of claim 1, wherein the detector includes a processor and a si gnalgenerator provided on a control board assembly, wherein the processor includes amemory containing software configured to instruct the signal generator to generate thediagnostic signal at the predeterinined frequency.
[7] 7. The vehicle of claim 6, wherein the controller is configured to detect a softwarefault based on a detected frequency of the diagnostic signal being different from thepredetermined frequency.
[8] 8. The vehicle of claim 6, wherein the signal generator includes a field-programmable gate array, the electric machine includes a position sensor providingposition data to the detector, and the signal generator converts the position data providedwith the position sensor into a frequency signal representative of the detected speed of theelectric machine.
[9] 9. The vehicle of claim 1, further including a second electric machine and a seconddetector configured to detect a speed of the second electric machine, the second detectorbeing configured to provide a diagnostic signal to the controller having a secondfrequency different from] the predetermined frequency of the diagnostic signal of thedetector, the diagnostic signals provided with the detector and the second detector beingreceived at different frequency inputs of the controller.
[10] 10. The vehicle of claim 9, wherein the diagnostic signal of the detector is configuredto identify the detector to the controller, and the diagnostic signal of the second detectoris configured to identify the second detector to the controller.
[11] 11. ll. The vehicle of claim 9, wherein the electric machine and the second electricmachine are motors configured to drive the ground-engaging mechanism, the controller isconfigured to provide torque commands to the electric machine and the second electricmachine, the controller is configured to timestamp the receipt of the diagnostic signalsfrom the detector and the second detector, and the controller determines an offsetalgorithm based on the difference of arrival time of the diagnostic signals received fromthe detector and the second detector to coordinate the torque commands provided with the controller to the electric machine and the second electric machine. 196201 942v1
[12] 12. The vehicle of claim 9, Wherein the controller is configured to detect a softwarefault based on a detected frequency of the diagnostic signal of the second detector beingsubstantially the same as the predetermined frequency of the first detector,
[13] 13. The vehicle of claim 1, Wherein the processor of the detector includes an activestate and a standby state, Wherein the detector is configured to automatically generate thediagnostic signal upon transitioning from the standby state to the active state.
[14] 14. The vehicle of claim 1, Wherein the controller detects the communication faultwhen the controller receives the diagnostic signal from the detector during an operationof the electric machine.
[15] 15. The vehicle of claim 1, Wherein the detector includes at least one dip switchconfigured to set the predetermined frequency of the detector.
[16] 16. A method of diagnosing sensor communication for a vehicle, the methodincluding the steps of: providing a vehicle having a ground engaging mechanism and a motor configuredto drive the ground engaging mechanism, the vehicle further including a control systemincluding a controller and a detection system, the controller being configured to controlthe motor, the detection system being coupled to the motor and being configured toprovide motor speed feedback to the controller;activating the control system of the vehicle;generating a diagnostic signal With the detection system upon activation of thecontrol system, the diagnostic signal having a predetermined frequency;generating a frequency-based speed signal representative of the detected speed ofthe motor after generation of the diagnostic signal; anddetecting a communication fault between the controller and the detection system based on a comparison of a detected frequency of the diagnostic signal With thepredetermined frequency.
[17] 17. The method of claim 16, Wherein the vehicle further includes an electricalconnector coupling the detection system to the controller for communication between thedetection system and the controller, the detecting step including detecting an improperconnection of the electrical connector between the detection system and the controller based on the diagnostic signal. s2o1942v1
[18] 18. The method of claim 16, wherein the diagnostic signal includes a series of pulses,the detecting step including detecting the communication fault based on the identificationof niissing pulses in the diagnostic signal.
[19] 19. The method of claim 16, further including the step of generating the diagnosticsignal upon the frequency-based speed signal indicating an improper speed of the motor.
[20] 20. The method of claim 16, wherein the diagnostic signal and the frequency-basedspeed signal are transmitted over a single communication line.
[21] 21. The method of claim 16, wherein the communication fault is detected based onthe detected frequency of the diagnostic signal being different from the predeterminedfrequency.
[22] 22. The method of claim 21, wherein the detected frequency of the diagnostic signalis substantially zero.
[23] 23. A vehicle including: a chassis; a ground engaging mechanism supporting the chassis; an electric machine; a machine control unit configured to control the electric machine, the machinecontrol unit including a sensor configured to detect a speed of the electric machine; a controller in communication with the machine control unit, the controller beingconfigured to provide a command to the machine control unit, the machine control unitbeing configured to provide a frequency output to the controller representative of thedetected speed of the electric machine and a diagnostic signal to the controller having apredetermined frequency, the machine control unit generating the diagnostic signal uponthe frequency output detected at the controller indicating an improper speed of thevehicle, the controller being configured to detect a communication fault based on thediagnostic signal.
[24] 24. The vehicle of claim 23, wherein the improper speed indicated with the detectedfrequency output exceeds a capability of the electric machine.
[25] 25. . The vehicle of claim 23, further including a diagnostic monitor configured todisplay information to an operator, the controller providing a fault message to the diagnostic monitor upon detection of the communication fault. 216zo1942v1
[26] 26. The vehicle of claim 23, wherein the frequency output has a frequency rangecorresponding to a speed range of the electric machine, wherein the predeterininedfrequency of the diagnostic signal is within the frequency range of the frequency output,the diagnostic signal including a first period of zero frequency and a second period of thepredetermined frequency.
[27] 27. The vehicle of claim 23, wherein the diagnostic signal has a predeterininedduration including a plurality of periods, wherein the diagnostic signal includes a firstperiod having a frequency of about zero, a second period having the predeterininedfrequency, and a third period having a frequency of about zero.
[28] 28. The vehicle of claim 23, wherein the frequency output and the diagnostic signalprovided with the machine control unit are received at a single frequency input of the controller. 226201 942v1

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法律状态:
2020-09-29| NUG| Patent has lapsed|

优先权:

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申请号 | 申请日 | 专利标题

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