In-vehicle estimation of electric traction motor performance

• US 8,666,574 B2
• Filed: 04/21/2011
• Issued: 03/04/2014
• Est. Priority Date: 04/21/2011
• Status: Active Grant

• Current Assignee: Deere & Company
• Original Assignee: Deere & Company
• Inventors: Gratton, Michael R., Anderson, Eric R., Vilar, Zimin W.
• Primary Examiner(s): Olszewski, John R
• Assistant Examiner(s): CASS, JEAN PAUL
• Application Number:
  US13/091,613
• Publication Number:
  US 20120271493A1
• Time in Patent Office: 1,048 Days
• Field of Search: 701/22
• US Class Current: 701/22
• CPC Class Codes: B60L 15/20 for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• CPC Class Codes: B60L 2200/40 Working vehicles
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

A vehicle is provided having an electric motor and a controller configured to control the electric motor. The controller may calculate the torque output of the motor based on the acceleration and deceleration rates of the motor. Moments of inertia for components rotationally coupled to the motor may be employed in the torque calculation.

Claims

1. A method of diagnosing motor performance of a vehicle, the method including:

providing a vehicle including a chassis, a motor having an output, a ground engaging mechanism driven by the motor, an energy source configured to provide power to the motor, and a controller configured to control the motor;

determining an observed torque of the motor based on an acceleration rate of the output of the motor;

determining a loss torque of the motor based on a deceleration rate of the output of the motor; and

calculating an actual torque output of the motor based on the loss torque and the observed torque.

2. The method of claim 1, wherein the actual torque output of the motor is based on a sum of the magnitudes of the loss torque and the observed torque.

3. The method of claim 1, further including commanding a substantially maximum torque to the motor to accelerate the motor from a substantially zero speed to a predetermined maximum speed, wherein the determining the observed torque includes monitoring the speed of the output of the motor as the output of the motor accelerates from the substantially zero speed to the predetermined maximum speed.

4. The method of claim 3, wherein the determining the loss torque includes coasting the output of the motor from the predetermined maximum speed to the substantially zero speed and monitoring a speed of the output of the motor as the output of the motor decelerates from the predetermined maximum speed to the substantially zero speed, the coasting including commanding substantially zero torque to the motor.

5. The method of claim 4, wherein the speed of the output of the motor is sampled at predetermined intervals during the determining the loss torque and the determining the observed torque.

6. The method of claim 1, further including identifying a moment of inertia of at least the motor, the loss torque being determined based on a monitored speed during a deceleration of the output of the motor and the moment of inertia of the at least the motor, the observed torque being determined based on a monitored speed during an acceleration of the output of the motor and the moment of inertia of the at least the motor.

7. The method of claim 6, the vehicle further including at least one drive train component rotationally coupled to the output of the motor, wherein the identifying includes identifying the moment of inertia for the motor and the at least one drive train component rotationally coupled to the motor.

8. The method of claim 1, further including at least one of removing the ground engaging mechanism from a contact with the ground and decoupling the output of the motor from the ground engaging mechanism.

9. The method of claim 8, the vehicle further including a transmission coupled between the output of the motor and the ground engaging mechanism, the transmission including a clutch, wherein the decoupling includes disengaging the clutch of the transmission.

10. The method of claim 1, further including comparing the actual torque output to a threshold torque range to determine an output performance of the motor.

11. A vehicle including:

a chassis;

a ground engaging mechanism configured to support the chassis;

an electric motor including an output configured to drive the ground engaging mechanism;

a power source configured to provide power to the electric motor;

a sensor configured to detect a speed of the output of the electric motor; and

a controller configured to control the electric motor and to monitor the speed of the output of the motor based on the sensor, the controller being configured to determine a loss torque of the motor based on a deceleration rate of the output of the motor, the controller being configured to determine a torque output of the motor based on an acceleration rate of the output of the motor and the loss torque of the motor.

12. The vehicle of claim 11, wherein the deceleration rate is based on the monitored speed of the output of the motor as the output of the motor decelerates from a predetermined maximum speed to a substantially zero speed, and the acceleration rate is based on the monitored speed of the output of the motor as the output of the motor accelerates from the substantially zero speed to the predetermined maximum speed.

13. The vehicle of claim 11, wherein the controller is configured to determine an observed torque of the motor based on the acceleration rate, and the torque output of the motor is the sum of the magnitudes of the observed torque and the loss torque.

14. The vehicle of claim 11, wherein the loss torque and the torque output are further based on a moment of inertia of at least the motor.

15. The vehicle of claim 14, further including at least one drive train component coupled to the motor, the loss torque and the torque output being based on the moment of inertia of the motor and the at least one drive train component coupled to the motor.

16. The vehicle of claim 15, wherein the at least one drive train component includes a final drive coupled between the output of the motor and the ground engaging mechanism, wherein the motor is fixedly coupled to the final drive, the final drive including at least one drive shaft.

17. The vehicle of claim 12, further including a transmission coupled between the output of the motor and the ground engaging mechanism, the transmission including a clutch, the clutch being disengaged during the deceleration of the output of the motor from the predetermined maximum speed to the substantially zero speed and during the acceleration of the output of the motor from the substantially zero speed to the predetermined maximum speed.

18. The vehicle of claim 12, wherein the controller is configured to command substantially maximum torque to the motor to accelerate the output of the motor from the substantially zero speed to the predetermined maximum speed.

19. The vehicle of claim 11, the controller being configured to detect an output performance of the motor based on a comparison of the torque output to a specified torque range of the motor.

20. The vehicle of claim 19, wherein the controller is configured to provide an indication to an operator of the vehicle upon the torque output of the motor falling outside the specified torque range of the motor, the indication including at least one of an audio indication and a visual indication.