• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    AB STRACT In a vehicle data network with power storage and distribution systems, a ground fault detectoror ground insulation monitoring device provides detection of power leakages. Integrity of thepower system is reported to a body computer connected to the data network. Responsive todetection of leakage, controllers for high voltage sub-systems report out of norm power usagecompared to expected power demand. The system can take corrective actions including:indicating to the operator occurrence of a ground fault; indicating the likely to the source ofthe fault; reconf1guring operation of the sub-system which is the likely source of the fault,including tuming the sub-system off but not otherwise restricting vehicle operation; tumingthe sub-system off or limiting its operation after a limited time allowing the operator toconfigure the vehicle for restricted operation; or, placing the vehicle in a restrictive mode of operation. 14
    公开号:SE537844C2
    申请号:SE1450021
    申请日:2011-06-22
    公开日:2015-11-03
    发明作者:Jay E Bissontz
    申请人:Int Truck Intellectual Prop Co；
    IPC主号:
    专利说明:

    VEHICLES WITH FELISOLATION AND REACTION CONTROL BACKGROUND Technical field The technical field is generally for vehicles with systems for high-voltage direct current, in particular electric and electric hybrid vehicles and especially for the identification and reaction of earth faults in such vehicles.
    Description of the technical field The interest in meeting the need for improved fuel economy for motor vehicles has seen an increase in the penetration of hybrid vehicles in the motor vehicle market, including the truck market. Various hybrid designs exist, but especially popular are electric hybrid designs that use high-voltage traction batteries. In such an embodiment, the high voltage traction batteries are used to store electrical power from and supply electrical power to an AC motor via an inverter / converter for DC / AC (direct current / analog current) at potentials of up to or exceeding 700 volts DC. There has also been an increased interest in the use of high voltage electric motors for supplying accessories such as ventilation, power control and air compressors for pneumatic systems, both in conventional vehicles and electric hybrid vehicles.
    Improved industry economy has been achieved through the use of electric motors to supply accessories and performs despite electrical resistance losses, which occur when generating and storing electrical power. There are several reasons for this. In contrast to power supply of the accessories directly Than the vehicle's internal combustion engine, electric motors are only driven alit as needed. Electric motors can be run with the minimum level needed to meet the instantaneous power requirements of each individual accessory. Power can be obtained from the vehicle battery while avoiding any need to run the combustion engine in the event of a power outage, potentially reducing the parasitic losses of the combustion engine.
    Each of the high voltage loads represented by accessory motors, as well as the traction machine, is a potential ground for a ground fault. As with conventional vehicles, the vehicle's own mass serves as a ground reference for the electrical system. Significant resistance may exist between different parts of the vehicle, which increases the possibility that different parts of the vehicle's physical construction may be at significantly different electrical potential levels as a result of a ground fault. Earth fault detection is routinely arranged on electric vehicles and hybrid vehicles. An example of a device for detecting fault drums is described in US-A-6 392 422 (Kammer et al.). A related example of an earth fault detector sold by W. Bender GmbH & Co. KG in Grunberg, Germany under the market "A-isometer", in particular including this company's model "IR155-3204". This device generates a pulsed supply voltage which is superimposed on the distribution system for high voltage power. The device feeds the signal every five minutes and monitors the chassis for the signal to occur. When fault conditions are detected, an indication signal is generated.
    SUMMARY Where a vehicle includes a data network, such as a control network, and where a high voltage power storage and distribution system utilizes an earth fault detector or ground insulation monitoring device to detect power leakage to the vehicle chassis ground, the power storage and distribution system integrity is reported to the vehicle. data network. In response to the detection of leakage, controls for individual subsystems for high voltage power consumption report in addition to the normal comparison with expected power use. The vehicle computer can then control appropriate correction functions including: indicating to the vehicle operator the occurrence of a ground fault; to indicate a subsystem that is likely to be the cause of the error; reconfiguring the operation of the subsystem that is the probable cause of the fault, including disconnecting the subsystem or reducing its operating level by selecting limiting the operation of the vehicle; to disconnect the subsystem or limit its operation after a limited period of time to allow the vehicle operator to take the vehicle out of service.
    BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 shows a vertical projection of a truck and trailer system which may be equipped with an electric hybrid driveline.
    Figs. 2A and 2B show high level block diagrams for a truck control system according to Fig. 1.
    Fig. 3 shows a high level flow diagram illustrating the operation of the system. 2 DETAILED DESCRIPTION In the following detailed description, the same reference numerals and characters may be used to indicate identical, corresponding or similar components in different drawings. Furthermore, exemplary sizes / models / values / areas can be stated with regard to specific embodiments, but should not be considered as generally limiting.
    Referring now to Fig. 1, it appears that a truck / trailer combination 10 comprises a hybrid truck 12 with a trailer 14 connected thereto along the axis of a fifth wheel 20. The trailer 14 runs on a plurality of wheels 16. The truck 12 runs on a combination of wheels 16 and drive wheels 18. The drive wheels 18 are connected to an electric hybrid drive line for movement. The rotation of the wheels 16 and the drive wheels 18 can be braked to the standstill of the vehicle via the service brake system 99, which is activated using a pneumatic system. The rotation of the drive wheels 18 can also be slowed down by their use to reverse the electric hybrid driveline 19 to generate electricity (often referred to as dynamic or regenerative braking).
    Figs. 2A and 2B show the high level rail for an electric power distribution system and associated control systems, which are representative of systems that can be used with an electric hybrid driveline 19. The power flow is led through a high voltage distribution box 37, to which two high voltage battery subpackets 38 and 39 are connected. , as well as the high-voltage inverter / converter 46, a plurality of high-voltage direct current controllers 31, 56 and 58 for electric direct current motors 32, 57 and 59 and a pair of bi-directional direct current / direct current converters 62. Electric direct current motors 32, 57 and 59 are used to drive a pneumatic compressor 33, an HVAC compressor (not shown) and a power control system (not shown). The DC / DC converters supply a layered (12 volt) electric vehicle DC system, which includes 12 volt chassis batteries 60, 61.
    The electric hybrid driveline 19 Merges as a parallel system, although the present description is not limited to such a system. The electric hybrid driveline 19 includes a thermal engine / internal combustion engine (IC) 48, a dual mode electric machine 47 which may act as an electric traction motor or which may be alternately driven from the drive wheels 18 (or the internal combustion engine 48) to operate as an electric generator. The electric machine 47 may be a three-phase alternating current (AC) (including synchronous) motors. Electric power is converted into direct current for storage and distribution. The connection between the DC 3 system and the electric machine 47 goes via a high voltage inverter / converter 46, which works with 700 volts DC on its distribution system side for direct current power and high voltage, variable frequency, three phase AC on the side of the inverter / converter 46 for the electric machine 47 .
    Traction batteries are installed in subpackages 38, 39 for the high voltage battery.
    These receive power generated by the dual mode electric machine 47 in its generator operation, output power to the electric machine in its traction motor operation, and stabilize the voltage in the power distribution system. Each battery subpacket hails a potential difference of 350 volts DC and can be connected in series across its inputs to the high voltage inverter / converter 46 to supply 700 volts DC to the inverter / converter 46.
    Electric power to drive the dual mode type electric machine 47 as a traction motor is supplied to the dual mode electric machine via an inverter / converter 46 and a high voltage distribution box 37 from the high voltage battery subpackets 38, 39. Power generated by the dual mode electric machine 47 as a generator passes through the inverter / converter 46 back to the subpackets 38, 39 of the high voltage battery for storage during regenerative braking up to the limits of the charge rate and the total capacity of the subpackets 38, 39 for the high voltage battery. Use of a divided battery equipment, ie. two subpackages 38, 39 for the high voltage battery, allow distribution of direct voltage power (DC) via the high voltage distribution box 37 to accessory motors at 350 volts DC. Taken together, the subpackages 38, 39 for the high voltage battery or any other arrangement of one or more traction batteries may be termed a battery equipment.
    Power is distributed to high-voltage accessory motors and to DC / DC converters 62 for a 12-volt electric power storage and distribution system at 350 volts DC. First and second sets of contactors include isolation contactors 55 and accessory contactors 34, respectively, for controlling power line. The contactors 55 include a plurality of charging resistors 64 for limiting the initial incoming current flow. The drive of the contactors 55 and the charging resistor 64 is conventional with charging resistance which is disconnected from the circuit after a short initialization period at start-up. The contactors 55 control the supply of power to the inverter / converter 46 and to the buses for 350 volts DC. Located inside the high voltage distribution box 37 is a ground fault detector 65. The ground fault detector 65 is connected to power buses 24 and can input pulsed signals into the power buses 24 and from there to the high voltage inverter / converter 46, accessory motors 32, 57, 59 and to DC / The DC transducers 62. The earth fault detector is further connected to the vehicle ground reference to detect the occurrence of corresponding responses to input pulsed signals at the vehicle ground reference and to report detected strength of the input pulsed signal to the vehicle control system. The reporting can occur via a connection to a remote power module (RPM) 35, which acts as a requirement for an electronic system control (ESC) 40 (a kind of vehicle computer) and also controls the laws on the sets of isolation contactors 55 and accessory contactors 34. The distribution box 37 for high voltage generates connection points Than power buses 24 via accessory contactors 34 and via motor controllers 31, 56 and 58 to accessory motors 32, 57 and 59. Accessory contactors 34 also provide power connections to bidirectional DC / DC converters 62, through which power is transferred to and taken from the first and second twelve volts chassis batteries 60, 61.
    Total vehicle control is implemented via a number of data links and controls, of which only a fatal functional detail is of interest. There are two high-capacity bus / control area networks / data lanes 23 and 25, which form the backbone of the driveline control area network (CAN) and a hybrid area control area network (CAN), respectively. Data links 23, 25, to which connected controls comply with the physical requirements of the Society of Automotive Engineers standard J1939 and implement a communication protocol that conforms to its standard. There is a law capacitive bus 63 that conforms to the SAE J1708 protocol used to transmit switch layer information than an instrument panel 49 to the ESC 40. A driver display 41 associated with the hybrid system relationship is connected to the hybrid data link 25.
    Steering is implemented by using a plurality of programmable controls connected by means of data links 23, 25. The controls are generally connected to the vehicle's main system as identified by their names, for example the control 43 for the anti-lock braking system (ABS). The ABS guide 43 measures the rotational speed of the wheels 16, 18 and generates consent data included in the control of the truck / slap combination service brake system 99 and the control of individual wells. Data for the ABS control 43 can also provide data to be used to calculate the speed of the truck / trailer 10. Other controls include a transmission control unit (TCU) 42, a motor valve control module (44), a motor control unit (ECU) 45, battery management controls associated with subpackages 38 and 39 for high-speed traction batteries and a hybrid control unit (HCU) 51. In addition, ESC 40 generates integration functions control of the layers of the contactors 34, 35 in the high-span distribution box 37 via programmable remote power modules (RPM) 35, 36. In addition, the ESC 40 generates monitoring control of the manifold solenoid valve unit (MSVA) 30 and the compressor motor control 31 which relates to the pneumatic system 22. RPM 35, 36 can be treated as generic controls, through which the ESC 40 operates accessory systems and from which it can obtain data.
    The controllers that are connected to the ESC 40 via one or more data links 23, 25 and sensors that are directly connected to the ESC 40 or that can communicate with the ESC 40 via another controller, generate data related to the truck's 12 operating variables, which in in turn, this refers to the expected power consumption of a dual-node type electric machine 47, the flag of the accessory nodes 32, 57, 59 or the DC / DC converters 62. To take an example, either the ABS controller 43 or the TCU 42 can be used to generate an estimate. of vehicle speed. The vehicle speed is in turn inversely related to the power consumption of the power steering machine 59 provided that the rate of change of the angle of rotation of the wheels is constant. Another example would be the need for the HVAC compressor machine 57. The power requirement in this engine for the air conditioning will be related to the ambient temperature and the cab temperature required by the driver.
    Controls can be connected to either one or to the CAN data lanes 23, 25. As intended, the ESC 40 and TCU 42 are connected to both the driveline data lane 23 and to the hybrid data lane 25. Instrument set-up and guide 53 and motor valve control module 44 are only connected to the driveline data link 23. The hybrid controller 51 and ECU 45 communicate directly and with the hybrid data link 25 and the driveline data link 23. The battery management system (BMS) controls for the subpackets 38, 39 of the high-span traction battery are only connected to the hybrid data link 25, as for for heating, ventilation and air conditioning (HVAC) intended pressure flight control 52. RPM 35, 36 is controlled via the hybrid data link 25 from ESC 40. Network interaction as Ors possible med-deist CAN technology meant that ESC 40 has access to data related to a number vehicle working conditions, such as the vehicle speed (which refers to the power-controlling power request), and ambient temperature (which refers to compressor power cups for air conditioning) and so on. This allows the expected power requests to be compared with current power consumption.
    RPM 35, 36 provide direct control via contactors 34, 35. ESC 40 controls the motor controls 58, 56 and 31 via the hybrid data 25 and thus controls the electric compressor machine 32, which is the drive machine for the pneumatic system compressor 33.
    The interaction of one of the high-span auxiliary systems with the high-span distribution system illustrates a functional aspect of the present description. The base or service brake system 99 may be used for this illustrative breath. The base brake system 99 is assisted by the pneumatic system 22, which operates as a vehicle auxiliary system driven by the electric compressor machine 32 and the pneumatic compressor 33. The compressor machine control 31 and the electric compressor machine 32 draw electric power from the traction batteries or the dual mode electric machine 47. The pneumatic system includes a pneumatic compressor 33 which feeds compressed air to feed flakes and storage tanks 27, 28 and 29 and compressed air saint an air dryer 26. A valve guide (MSVA) 30 allows the use of compressed air tan storage tanks to drive vent valves 67 for the drying tank, for supplying air to the service brake system 99 and other breaths.
    The pneumatic system compressor 33 feeds compressed air to an air dryer 26, which in turn feeds a feed tank 27, from which the compressed air is delivered to primary and secondary air tanks 28, 29. The vent valves 67 may be mounted on the air dryer 26 and the primary ones. and the secondary air tanks 28, 29. The control of the air distribution to the service brake system 99, between the various storage tanks (not shown) and via the vent line to the vent taps 67 is handled by a manifold solenoid valve unit (MSVA) 30, which itself is under direct control of ESC 40 in communication with requests from the ABS control 43. The service brake system 99 shall be taken as including ABS sensors and the actual service brakes applied to the wheels 16, 18. Typical of the service brake system 99 is the primary user of compressed air from the primary and secondary air tanks 28, 29 although other pneumatic systems may be installed in the vehicle, such as an air intake rtare for the IC / thermal machine 48.
    The ESC 40 is also provided with connections (not shown) for receiving the pressure signal value Than pressure sensors 66. The pressure sensors 66 are connected to the primary and secondary air tanks 28, 29. Successive pressure readings can be used by the ESC 40 to develop the speed of the pressure change value as well as it can be used to trigger the operation of the electric compressor machine 32. Static pressure gauges are also used to trigger the pressurization of the primary and secondary storage tanks 28, 29. The elimination of current static pressure during operation of the pneumatic compressor 33 essentially explains the power consumption of the compressor machine 32. Million for the existing vehicle data link 23, 25 is used to control the operation of the existing chassis and electric hybrid vehicle components, systems and subsystems, in particular the compressor machine 32 and at least one of the electronagnetically pneumatically controlled vent valves 67 for condensed moisture from the vehicle's system.
    ESC 40 interprets print value series and generates CAN communications for erasing to the primary and secondary tanks 28, 29 via one or more Dada CAN data links 23, 25. Reconfigurable software and electronic control structure allows control of the operation of a pneumatic compressor 33, which sucks in air at atmospheric pressure and compresses it for delivery to the air dryer 26. Determining whether or not a particular pneumatic compressor 33 is to be operated and at what level / speed (e.g. angular velocity, torque and duration) is a factor of pressure sensor 66 pressure feeds and speed for pressure changes in the vehicle's primary and secondary tanks 28, 29. The indicated pressure level generated by the pressure sensors 66, reported to the ESC 40, allows an estimate to be generated by the ESC of the power to be taken by the electric compressor machine 32 to drive it. the pneumatic compressor 33 for supplying air to the pneumatic system 22. The compressor machine s control 31 develops current power utilization food values and from the food values it can be determined whether deviations have occurred from expected power consumption, an action that can indicate the team for an earth fault while correlated below such an indication from the earth fault detector 65. 8 Expected estimates of power consumption can be look-up table in the memory accessible by ESC 40 or the applicable control. The look-up table can be queried with fitted vehicle operating variables.
    In response to the detection of a ground fault, reported over one of the CAN -Iran ESC 40, individual controls for individual high-voltage subsystems can report deviating standardized power usage compared to the expected power requirement on the CAN. The ESC 40 can then take appropriate corrective action and indicate the fault on the driver's display 41. For example, if the fault appears to have occurred in the high-speed inverter / converter 46, the truck 12 can be taken out of hybrid mode and motion power only fed to the combustion engine 48. To extend it In the operational field, electrical power rationing can be resorted to, so that auxiliary systems which are essential for vehicle operation, such as power control and braking 99, continue to be available. Non-essential systems, such as air conditioning and sockets on the 12 volt DC system can be disconnected (especially if the fault appears to be in an insignificant subsystem). If the fault appears to be related to a subsystem required for the operation of the truck 12, such as the compressor machine 32 for the pneumatic system 22, then the driver may be given a limited time to remove the vehicle from the road or preliminarily to such a stage where the pneumatic system can be installed. in a reduced operating mode by reducing ground air pressure to 90 psi tan 120 psi, to see if the earth fault indication can be eliminated.
    In general, steps can be taken to control or isolate a ground fault, including: to indicate to the driver of the vehicle the occurrence of a ground fault, to indicate to the system the probable cause of the fault, to reconfigure the operation of the subsystem which is probable. operations of the flow chart according to Fig. 3, wherein after an indication of an earth fault (step 102) it is determined by the earth fault detector 65 whether a high voltage component consumes too much power (or generates less power than expected, whereby the electrical machine 47 '
    权利要求:
    Claims (10)
    [1] 1. l. A vehicle comprising: a direct current power distribution system having a ground reference in the vehicle; a ground fault detector for generating indication of a ground fault; a plurality of loads connected to the direct current power distribution system; data storage providing expected power consumption values for each of the plurality ofloads; and a data processing system including controllers relating to the loads for providingmeasured power consumption values for each of the plurality of loads and connected toreceive indication of a ground fault and to compare measured power consumption values withexpected power consumption values for developing an indication of a source of the ground fault.
    [2] 2. A vehicle as set forth in claim l, the data processing system further comprising:a data link;a body computer; and the body computer and the controllers communicating over the data link.
    [3] 3. A vehicle as set forth in claim 2, fiarther comprising:a dual mode electrical machine having a traction mode and a generation mode; andtraction batteries connectable to the dual mode electrical machine for supplying power tothe dual mode electrical machine in its traction mode and receiving power from the dual mode electrical machine in its generation mode.
    [4] 4. A vehicle as set forth in claim 3 wherein the dual mode electrical machine is installed in a hybrid electric drive train. ll
    [5] 5. A vehicle as set forth in claim 3, fiarther comprising: sensor inputs to the body computer providing values relating to vehicle operatingvariables; the controllers being programmed to develop additional values relating to vehicleoperating variables; power consumption estimates for a plurality of the loads for different values of the vehicle operating variables.
    [6] 6. A vehicle as set forth in claim 5, fiarther comprising: sets of vehicle operational responses to identification of a specific load as source of aground fault including one or more of following; turning the specific load off, reducing theoperational level of the specific load, applying selected restriction on operation of the vehicle,delaying an operational response to allow a vehicle operator to remove the vehicle from service.
    [7] 7. A vehicle as set forth in claim 6 wherein the dual mode electrical machine is installed in a hybrid electric drive train.
    [8] 8. A vehicle comprising: a dual mode three phase electrical machine having a generation mode and a tractionmode; a direct current power distribution and storage system; an inverter/converter connecting the dual mode three phase electrical machine to thedirect current power distribution and storage system; a plurality of direct current loads connected to the direct current power distribution andstorage system; a plurality of controllers for the direct current loads; a body computer; a controller area network linking the plurality of controllers and the body computer fordata communication; sources of data relating to vehicle operating variables;12 a ground fault detector; means for generating estimates of direct current loads power consumption for,responsiVe to the data relating to Vehicle operating Variables, values for expected direct currentlo ads power consumption; and means responsiVe to indication of a ground fault and excessiVe direct current load power consumption for identifying a direct current load as a location of a ground fault.
    [9] 9. A Vehicle as set forth in claim 8, fiarther comprising:sets of Vehicle operational responses programmed into the controllers which, uponidentification of a direct current load as source of a ground fault, include tuming the load off or reducing its operational leVel with selected restriction on operation of the Vehicle or tuming the load off.
    [10] 10. l0. A Vehicle as set forth in claim 9, fiarther comprising:means for proViding delay of any of the sets of Vehicle operation responses for a limited period of time. 13
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    同族专利:
    公开号 | 公开日
    DE112011105374T5|2014-03-06|
    WO2012177243A1|2012-12-27|
    SE1450021A1|2014-03-24|
    US20140107887A1|2014-04-17|
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    法律状态:
    2017-01-31| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/US2011/041334|WO2012177243A1|2011-06-22|2011-06-22|Vehicle with fault isolation and response control|
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