Common use of Functions Description Clause in Contracts

Functions Description. It is necessary in electric vehicles to distribute high voltage through the vehicle. It has to be assured that no one touches high voltage unintentionally. Furthermore it is important to supervise the proper function of all high voltage connections. For this reason the interlock line is established. That is every high voltage connector has two additional contacts which are connected to each other as long as the connector is plugged in completely. As soon as one connector is released the interlock is opened. When this occurs the high voltage supply is disconnected immediately. This function is required to assure that persons do not have contact to the high voltage under all circumstances. Maybe a connector is damaged after an accident. Then the high voltage supply has to be stopped to avoid any further damage of persons. It is dangerous to stop the emachine in case the interlock line was opened by mistake. If this happens during a takeover maneuver the vehicle will lose driving energy immediately (refer to Figure 4 for a data flow diagram). As the Electric Vehicle Controller is the main controller for many powertrain functions of an electric vehicle it provides the information to feed the interlock line to the HVJB. For the ‘hard wired version’ this is done by a dedicated signal on the connection Feed interlock between EVC and HVJB (refer to Figure 2). Thus is this version the EVC is the beginning of the interlock line. Furthermore the EVC is then the endpoint of the interlock line – connection Evaluate interlock between HVJB and EVC. In the EVC the evaluation of the status of the interlock line is done. As a result of this evaluation the EVC may decide to shut down the high voltage which is done with the connection PowerSourceEnable and to stop the torque request from the Powerelectronic (refer to Figure 2). With the ‘CAN based version’ the EVC sends a CAN message to the HVJB to start to feed the interlock line. That is the interlock line physically begins and ends in the HVJB. Thus the HVJB has to send a status of the actual interlock line to the EVC where the evaluation of the interlock line is done as in the hardwired version. Again, if the result of the evaluation is to shut down the high voltage, an appropriate message has to be sent to the battery – in this version by CAN. Furthermore the torque request from the Powerelectronic has to be stopped as well. As an electric vehicle does not need more gears for transmission there is no need for a transmission box. But the vehicle has to be able to change direction forward and backward electrically. Furthermore is has to be possible to bring the vehicle in a parking mode. That is why at least 3 buttons are necessary to indicate the drivers wish to the EVC: - Normal driving (forward direction) – D - Backward driving – R - Parking mode (no energy provided to the emachine) – P. A logic has to be established to be sure that there is no accident due to unintended change of motion Normal driving (D) A status change from P to D will only be accepted when vehicle speed is below 5 km/h and brake pedal is pressed. A status change from R to D will only be accepted when vehicle speed is below 5 km/h. Backward driving (R) A status change to R will not be accepted above 6 km/h forward speed. Parking mode (P) For any change from P to another status brake pedal has to be pressed. P will be engaged as soon as vehicle speed is below 6km/h. A status change to P will not be accepted above 6 km/h forward speed. In this case no more drive torque is commanded by the accelerator pedal. As soon as the vehicle speed decreases below 6 km/h the parking mode is activated.

Functions Description. It is necessary in electric vehicles to distribute high voltage through the vehicle. It has to be assured that no one touches high voltage unintentionally. Furthermore it is important to supervise the proper function of all high voltage connections. For this reason the interlock line is established. That is every high voltage connector has two additional contacts which are connected to each other as long as the connector is plugged in completely. As soon as one connector is released the interlock is opened. When this occurs the high voltage supply is disconnected immediately. This function is required to assure that persons do not have contact to the high voltage under all circumstances. Maybe a connector is damaged after an accident. Then the high voltage supply has to be stopped to avoid any further damage of persons. It is dangerous to stop the emachine in case the interlock line was opened by mistake. If this happens during a takeover maneuver the vehicle will lose driving energy immediately (refer to Figure 4 Error! Reference source not found. for a data flow diagram). As the Electric Vehicle Controller is the main controller for many powertrain functions of an electric vehicle it provides the information to feed the interlock line to the HVJB. For the ‘hard wired version’ this is done by a dedicated signal on the connection Feed interlock between EVC and HVJB (refer to Figure 2Error! Reference source not found.). Thus is this version the EVC is the beginning of the interlock line. Furthermore the EVC is then the endpoint of the interlock line – connection Evaluate interlock between HVJB and EVC. In the EVC the evaluation of the status of the interlock line is done. As a result of this evaluation the EVC may decide to shut down the high voltage which is done with the connection PowerSourceEnable and to stop the torque request from the Powerelectronic (refer to Figure 2Error! Reference source not found.). With the ‘CAN based version’ the EVC sends a CAN message to the HVJB to start to feed the interlock line. That is the interlock line physically begins and ends in the HVJB. Thus the HVJB has to send a status of the actual interlock line to the EVC where the evaluation of the interlock line is done as in the hardwired version. Again, if the result of the evaluation is to shut down the high voltage, an appropriate message has to be sent to the battery – in this version by CAN. Furthermore the torque request from the Powerelectronic has to be stopped as well. As an electric vehicle does not need more gears for transmission there is no need for a transmission box. But the vehicle has to be able to change direction forward and backward electrically. Furthermore is has to be possible to bring the vehicle in a parking mode. That is why at least 3 buttons are necessary to indicate the drivers wish to the EVC: - Normal driving (forward direction) – D - Backward driving – R - Parking mode (no energy provided to the emachine) – P. A logic has to be established to be sure that there is no accident due to unintended change of motion Normal driving (D) A status change from P to D will only be accepted when vehicle speed is below 5 km/h and brake pedal is pressed. A status change from R to D will only be accepted when vehicle speed is below 5 km/h. Backward driving (R) A status change to R will not be accepted above 6 km/h forward speed. Parking mode (P) For any change from P to another status brake pedal has to be pressed. P will be engaged as soon as vehicle speed is below 6km/h. A status change to P will not be accepted above 6 km/h forward speed. In this case no more drive torque is commanded by the accelerator pedal. As soon as the vehicle speed decreases below 6 km/h the parking mode is activated.