AUTOMATIC TRACTION CONTROL FOR TWO SEPARATELY EXCITED MOTORS UTILIZING A SINGLE ELECTRONIC CONTROL

• US 20090139782A1
• Filed: 12/03/2008
• Published: 06/04/2009
• Est. Priority Date: 12/03/2007
• Status: Active Grant

• Current Assignee: PG Trionic, Inc.
• Original Assignee: PG Trionic, Inc.
• Inventors: Cull, Ian Dirk, Peyla, Christian Charles Elie
• Granted Patent: US 7,956,558 B2
• Time in Patent Office: Days
• US Class Current: 180/65.800
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2520/26 Wheel slip
• CPC Class Codes: B60W 2710/081 Speed
• CPC Class Codes: B60W 30/18172 Preventing, or responsive to skidding of wheels
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility

Abstract

An automatic traction control system is provided for an electric or hybrid-electric vehicle. The automatic traction control system may be used with vehicles using two separately excited motors where the armatures of the motors are connected in series to provide differential control. The automatic traction control system monitors and compares the voltages across the armatures of the two motors. If the voltage differential exceeds a predetermined threshold, it is determined that one of the wheels is spinning and current is diverted from the motor driving the spinning wheel to the motor driving the non-spinning wheel.

Claims

1. An automatic traction control system for a vehicle driven by first and second serially connected electric motors that are powered by batteries, said system comprising:

an operator interface for generating an operator input signal representing a desired acceleration for the vehicle as applied to an accelerator pedal of the vehicle;

a main electronic power switch coupled between the second electronic motor and a negative terminal of the batteries for selectively varying current flowing through the first and second serially connected electric motors in response to a main power switch control signal;

a first electronic power switch coupled across an armature of the first electric motor for selectively diverting current from the armature of the first electric motor in response to a first power switch control signal;

a second electronic power switch coupled across an armature of the second electric motor for selectively diverting current from the armature of the second electric motor in response to a second power switch control signal;

a first voltage monitor terminal coupled between the armatures of the first and second electric motors;

a second voltage monitor terminal coupled between the armature of the second electric motor and the main electronic power switch; and

a microprocessor coupled to said operator interface for receiving the operator input signal, said microprocessor monitors the voltage across the armatures of the first and second electric motors, and generates the switch control signals as a function of the operator input signal, the voltage across the armature of the first electric motor, and the voltage across the armature of the second electric motor.

2. The automatic traction control system of claim 1 and further comprising a power interface coupled to said microprocessor, said main electronic power switch, said first electronic power switch, said second electronic power switch, said first voltage monitor terminal, and said second voltage monitor terminal.

3. The automatic traction control system of claim 1 and further comprising:

a first current monitor for monitoring the current passing through the armature of the first electric motor; and

a second current monitor for monitoring the current passing through the armature of the second electric motor,

wherein said microprocessor monitors the current flowing through each of the armatures of the first and second electric motors, and generates the switch control signals as a function of said operator input signal, the current flowing through the armature of the first electric motor, the current flowing through the armature of the second electric motor, the voltage across the armature of the first electric motor, and the voltage across the armature of the second electric motor.

4. The automatic traction control system of claim 3 and further comprising a power interface coupled to said microprocessor, said main electronic power switch, said first electronic power switch, said second electronic power switch, said first current monitor, said second current monitor, said first voltage monitor terminal, and said second voltage monitor terminal.

5. The automatic traction control system of claim 3, wherein said microprocessor generates the first power switch control signal to divert current from the armature of the first electric motor when the voltage monitored across the armature of the second electric motor exceeds the voltage monitored across the armature of the first electric motor by more than a predetermined voltage threshold and the current monitored by said first and second current monitors is lower than a predetermined current threshold.

6. The automatic traction control system of claim 5, wherein said microprocessor generates the second power switch control signal to divert current from the armature of the second electric motor when the voltage monitored across the armature of the first electric motor exceeds the voltage monitored across the armature of the second electric motor by more than the predetermined voltage threshold and the current monitored by said first and second current monitors is lower than the predetermined current threshold.

7. The automatic traction control system of claim 1, wherein said microprocessor generates the first power switch control signal to divert current from the armature of the first electric motor when the voltage monitored across the armature of the second electric motor exceeds the voltage monitored across the armature of the first electric motor by more than a predetermined voltage threshold.

8. The automatic traction control system of claim 7, wherein said microprocessor generates the second power switch control signal to divert current from the armature of the second electric motor when the voltage monitored across the armature of the first electric motor exceeds the voltage monitored across the armature of the second electric motor by more than the predetermined voltage threshold and the current monitored by said first and second current monitors is lower than the predetermined current threshold.

9. The automatic traction control system of claim 1, wherein said microprocessor generates the main power switch control signal in response to the operator input signal.

10. The automatic traction control system of claim 9, wherein the main power switch control signal is a pulse-width-modulated signal.

11. The automatic traction control system of claim 1 and further comprising:

a first field component having a first terminal and a second terminal;

a first low power switch coupled between a positive terminal of the batteries and said first terminal of said first field component, and having a gate coupled to said power interface;

a second low power switch coupled between a negative terminal of the batteries and said first terminal of said first field component, and having a gate coupled to said power interface;

a third low power switch coupled between the positive terminal of the batteries and said second terminal of said first field component, and having a gate coupled to said power interface; and

a fourth low power switch coupled between the negative terminal of the batteries and said second terminal of said first field component, and having a gate coupled to said power interface.

12. The automatic traction control system of claim 11 and further comprising:

a second field component having a first terminal and a second terminal, the first terminal of said second field component being coupled to the second terminal of said first field component;

a fifth low power switch coupled between the positive terminal of the batteries and said first terminal of said second field component, and having a gate coupled to said power interface; and

a sixth low power switch coupled between the negative terminal of the batteries and said first terminal of said second field component, and having a gate coupled to said power interface.

13. A drive system for an electric vehicle comprising:

an accelerator pedal;

batteries having a positive terminal and a negative terminal;

a first electronic motor having an armature and a first field component;

a second electronic motor having an armature and a second field component, said armatures of said first and second electric motors being serially connected between said positive and negative terminal of said batteries;

an operator interface for generating an operator input signal representing a desired acceleration for the vehicle as applied to said accelerator pedal;

a main electronic power switch coupled between said second electronic motor and said negative terminal of said batteries for selectively varying current flowing through said armatures of said first and second electric motors in response to a main power switch control signal;

a first electronic power switch coupled across said armature of said first electric motor for selectively diverting current from said armature of said first electric motor in response to a first power switch control signal;

a second electronic power switch coupled across said armature of said second electric motor for selectively diverting current from said armature of said second electric motor in response to a second power switch control signal;

a first current monitor for monitoring the current passing through said armature of said first electric motor;

a second current monitor for monitoring the current passing through said armature of said second electric motor;

a first voltage monitor terminal coupled between said armatures of said first and second electric motors;

a second voltage monitor terminal coupled between said armature of said second electric motor and said main electronic power switch;

a power interface coupled to said main electronic power switch, said first electronic power switch, said second electronic power switch, said first current monitor, said second current monitor, said first voltage monitor terminal, and said second voltage monitor terminal; and

a microprocessor coupled to said operator interface for receiving the operator input signal, and coupled to said power interface for monitoring the current flowing through each of said armatures of said first and second electric motors, the voltage across said armatures of said first and second electric motors, and for generating the switch control signals as a function of the operator input signal, the current flowing through said armature of said first electric motor, the current flowing through said armature of said second electric motor, the voltage across said armature of said first electric motor, and the voltage across said armature of said second electric motor.

14. The drive system of claim 13 and further comprising:

a first low power switch coupled between a positive terminal of said batteries and a first terminal of said first field component, and having a gate coupled to said power interface;

a second low power switch coupled between a negative terminal of said batteries and the first terminal of said first field component, and having a gate coupled to said power interface;

a third low power switch coupled between the positive terminal of said batteries and a second terminal of said first field component, and having a gate coupled to said power interface; and

a fourth low power switch coupled between the negative terminal of said batteries and the second terminal of said first field component, and having a gate coupled to said power interface.

15. The drive system of claim 14 and further comprising:

a fifth low power switch coupled between the positive terminal of said batteries and the first terminal of said second field component, and having a gate coupled to said power interface; and

a sixth low power switch coupled between the negative terminal of said batteries and the first terminal of said second field component, and having a gate coupled to said power interface,

wherein the first terminal of said second field component is coupled to the second terminal of said first field component.

16. The drive system of claim 13, wherein said microprocessor generates the first power switch control signal to divert current from the armature of the first electric motor when the voltage monitored across the armature of the second electric motor exceeds the voltage monitored across the armature of the first electric motor by more than a predetermined voltage threshold.

17. The drive system of claim 16, wherein said microprocessor generates the second power switch control signal to divert current from the armature of the second electric motor when the voltage monitored across the armature of the first electric motor exceeds the voltage monitored across the armature of the second electric motor by more than the predetermined voltage threshold and the current monitored by said first and second current monitors is lower than the predetermined current threshold.

18. An automatic traction control system for a vehicle driven by first and second serially connected electric motors that are powered by batteries, said system comprising:

an operator interface for generating an operator input signal representing a desired acceleration for the vehicle as applied to an accelerator pedal of the vehicle;

a main electronic power switch coupled between the second electronic motor and a negative terminal of the batteries for selectively varying current flowing through the first and second serially connected electric motors in response to a main power switch control signal;

a first electronic power switch coupled across an armature of the first electric motor for selectively diverting current from the armature of the first electric motor in response to a first power switch control signal;

a second electronic power switch coupled across an armature of the second electric motor for selectively diverting current from the armature of the second electric motor in response to a second power switch control signal;

a first current monitor for monitoring the current passing through the armature of the first electric motor;

a second current monitor for monitoring the current passing through the armature of the second electric motor; and

a microprocessor coupled to said operator interface for receiving the operator input signal, said microprocessor monitors the current flowing through each of the armatures of the first and second electric motors, and generates the switch control signals as a function of the operator input signal, the current flowing through the armature of the first electric motor, and the current flowing through the armature of the second electric motor.

19. The automatic traction control system of claim 18 and further comprising a power interface coupled to said main electronic power switch, said first electronic power switch, said second electronic power switch, said first current monitor, and said second current monitor.

20. The automatic traction control system of claim 18 and further comprising:

a first field component having a first terminal and a second terminal;

a first low power switch coupled between a positive terminal of the batteries and said first terminal of said first field component;

a second low power switch coupled between a negative terminal of the batteries and said first terminal of said first field component;

a third low power switch coupled between the positive terminal of the batteries and said second terminal of said first field component; and

a fourth low power switch coupled between the negative terminal of the batteries and said second terminal of said first field component.

21. The automatic traction control system of claim 20 and further comprising:

a second field component having a first terminal and a second terminal, the first terminal of said second field component being coupled to the second terminal of said first field component;

a fifth low power switch coupled between the positive terminal of the batteries and said first terminal of said second field component; and

a sixth low power switch coupled between the negative terminal of the batteries and said first terminal of said second field component, and having a gate coupled to said power interface.