CN113574400A - Arc fault detection in motor control unit of vehicle and method of operating the same - Google Patents
Arc fault detection in motor control unit of vehicle and method of operating the same Download PDFInfo
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- CN113574400A CN113574400A CN202080019240.XA CN202080019240A CN113574400A CN 113574400 A CN113574400 A CN 113574400A CN 202080019240 A CN202080019240 A CN 202080019240A CN 113574400 A CN113574400 A CN 113574400A
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- control unit
- motor control
- vehicle
- arc fault
- motor
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/12—Testing dielectric strength or breakdown voltage ; Testing or monitoring effectiveness or level of insulation, e.g. of a cable or of an apparatus, for example using partial discharge measurements; Electrostatic testing
- G01R31/14—Circuits therefor, e.g. for generating test voltages, sensing circuits
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H1/00—Details of emergency protective circuit arrangements
- H02H1/0007—Details of emergency protective circuit arrangements concerning the detecting means
- H02H1/0015—Using arc detectors
- H02H1/0023—Using arc detectors sensing non electrical parameters, e.g. by optical, pneumatic, thermal or sonic sensors
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H5/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal non-electric working conditions with or without subsequent reconnection
- H02H5/04—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal non-electric working conditions with or without subsequent reconnection responsive to abnormal temperature
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/08—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
- H02H7/0822—Integrated protection, motor control centres
Abstract
The subject matter described herein relates to a motor control unit (200) configured for arc fault detection in a vehicle. The motor control unit (200) described herein is provided with a plurality of power terminals (201, 202, 203, 204, 205) to connect to a battery and a motor. In particular, each of the plurality of power supply terminals (201, 202, 203, 204, 205) is provided with an arc fault detection element (210), each for detecting an arc fault generated therein. More particularly, the arc fault detection element provided is a thermistor arranged within the motor control unit at the power supply terminal. The motor control unit (200) provided with said thermistor is thus configured to deactivate the vehicle based on detection of an arc fault in said power supply terminals (201, 202, 203, 204, 205) by said thermistor. By providing the arc fault detection element (210) within the motor control unit, compactness of the motor control unit and the vehicle is ensured.
Description
Technical Field
The subject matter described herein relates generally to arc fault detection in a vehicle.
Background
Recently, there has been an increasing demand for improving the efficiency of transmission systems and controlling emissions from automobiles. Therefore, many hybrid vehicles and electric vehicles are still in the corner to minimize emissions.
Generally, hybrid vehicles and electric vehicles use 400-500V battery packs and high voltage direct current throughout the vehicle. High voltage power networks within vehicles are often susceptible to a phenomenon known as arc fault, which occurs when there is a high power discharge between two or more conductors or between a phase conductor and ground. The discharge is typically converted to heat, which can damage the insulation of the wires carrying the high power currents and cause an electrical fire, which can be devastating. The power of an arc fault ranges from a few amperes up to several thousand amperes and can vary in duration and intensity. If left uncontrolled, the development of such arc faults can lead to potential fires/undesirable safety risks to vehicle users. Common causes of arc faults include connection errors due to initial installation errors or corrosion. The current generated may sometimes be lower than the trip current of the protection device. In these cases, the fault is cleared temporarily or not at all.
Drawings
The subject matter is described in detail with reference to embodiments of a two-wheeled saddle type vehicle and the accompanying drawings. Throughout the drawings, the same reference numerals are used to refer to the same features and components.
Fig. 1 illustrates a saddle type vehicle provided with a motor control unit configured for arc fault detection according to an embodiment of the present invention.
FIG. 2 illustrates a schematic diagram of a motor control unit operatively connected to different electrical components of the vehicle, according to an embodiment of the present invention.
Fig. 3 illustrates a front side perspective view of a motor control unit configured for arc fault detection according to an embodiment of the present invention.
Fig. 4 illustrates a flow diagram depicting a method of operating a motor control unit configured for arc fault detection, in accordance with an embodiment of the present invention.
Detailed Description
Exemplary embodiments will be described below which detail features of a motor control unit configured for arc fault detection according to the present invention. The embodiments described herein are applicable to vehicles having a battery pack and powered by an electric machine alone or by both an internal combustion engine and an electric machine. Also, while the embodiments have been exemplified for a two-wheeled saddle type vehicle, the invention is applicable to all types of vehicles having a battery pack and powered by an electric motor alone or both an internal combustion engine and an electric motor. The battery pack may be composed of lead-acid battery cells or lithium-ion battery cells or fuel cell cells, or the like.
The prior art provides an arc fault detection device for an electric vehicle, which includes a current transformer, a signal conversion circuit, an amplification filter circuit, a digital signal processor, a CAN communication transceiver, and a serial port transceiver. The arc fault detection arrangement thus described is for arc fault detection on a dc high voltage bus and works by quickly detecting what is happening and communicating it to a remote controller which ultimately operates to clear the arc fault. Thus, although several components are used in the arc fault detection apparatus, these components do not directly contribute to clearing the arc fault, and clearing the arc fault is achieved by a remote controller. The cost associated with such arc fault detection devices is undesirably high.
Another prior art describes arc fault detection equipment that includes an arc fault detection circuit that includes a current sensing circuit coupled to a line conductor carrying a current. The current sensing circuit operates to sense a current and output data indicative of the sensed current. The apparatus also includes a processing circuit that identifies an arc fault condition on the line conductor by identifying a difference in the frequency data between at least two subsequent observation windows. Therefore, the arc fault detection equipment as described above includes complicated and elaborate circuitry for detecting an arc fault, which is uneconomical.
In addition to including several components, the arc fault detection apparatus described in the background also includes a large controller for processing arc fault data and clearing the arc fault. The size of the controller becomes a limitation, especially in relatively small two-or three-wheeled saddle-type electric vehicles that will perform arc fault detection.
Accordingly, there is a need for a compact, low cost and efficient arc fault detection device/assembly and controller of compact size for an electric/hybrid vehicle.
The present subject matter has been made in view of the above circumstances.
It is an object of the present subject matter to provide a vehicle having a motor control unit configured for arc fault detection that is compact in size.
It is another object of the present subject matter to provide a method of arc fault detection in a motor control unit that is simple, convenient to use, and economical.
It is a further object of the present subject matter to provide a motor control unit configured not only to detect an arc fault, but also to deactivate a running vehicle in case an arc fault is detected.
In view of the above and other objects, the present invention provides a vehicle including a motor control unit configured to detect arc discharge in a high current path connecting different components, the high current path forming part of different circuits provided in the vehicle. For example, typically, high current cables connect the battery and the motor of the vehicle to the motor control unit. When connecting components such as batteries or motors to a motor control unit, arcing is most common when the connection is loose. The heat generated by the arc discharge can damage the insulation of the wire/cable and cause an electrical fire which can be devastating. All electric vehicles and hybrid vehicles that employ a motor control unit to operate the vehicle are very susceptible to electrical fires due to arcing. Different ways and techniques of arc fault detection in vehicles are known. However, arc fault detection in two-and three-wheeled saddle-type electric and hybrid vehicles is extremely challenging due to the layout and cost constraints involved in manufacturing two-or three-wheeled saddle-type electric and hybrid vehicles. Accordingly, there is a need for a simple and economical way for arc fault detection that does not involve the use of complex arc fault detection circuits.
The present subject matter seeks to provide a simple and cost-effective way of performing arc fault detection by providing an arc fault detection system within the motor control unit of a vehicle. In particular, according to one aspect of the present subject matter, the arc fault detection system is configured with a temperature sensitive element, such as a thermistor, and a signal conditioning circuit that connects the temperature sensitive element to a microcontroller of a motor control unit. In particular, said element is mounted on the top portion of the power supply terminals of the motor control unit. More particularly, the elements are connected in parallel with each other. Further, the other end of the power terminal of the motor control unit is connected to respective (corresponding) power terminals of the battery and the motor. For example, when terminals GND and DC Link are operatively connected to corresponding terminals of the battery, phase terminals R, Y and B are operatively connected to corresponding terminals of the motor.
In the case where the connection is loosened at any one of the above-mentioned five power terminals, arc discharge occurs at the corresponding power terminal, resulting in an increase in temperature at the power terminal. Due to the affected power supply terminalThe temperature increases and the resistance of the corresponding thermistor decreases. This results in a decrease in the effective resistance of the parallel thermistor circuit. In particular, once the vehicle starts running, the temperature at the power supply terminal also normally increases, and the equivalent resistance correspondingly starts to decrease. Under normal operating conditions, this temperature rise has a limit TlimitAnd accordingly, the equivalent resistance drop of the thermistor also has an equivalent resistance limit (R)eq_limit). If any loose contact in any of the power terminals causes arcing, the temperature at that point quickly increases to a very high value. In this case, the resistance of the corresponding thermistor decreases to a very low value, resulting in an equivalent resistance (R) of the thermistoreq) Well below the equivalent resistance limit (R)eq_limit). Further, below the limit (R) corresponding to said equivalent resistanceeq_limit) Corresponds to the voltage of (R)eq) Is communicated to a microcontroller of the motor control unit.
According to an aspect of the subject matter, the motor control unit is configured to control the motor based on a value below a value corresponding to the equivalent resistance limit (R)eq_limit) Voltage corresponding to (R)eq) The communication of the voltage to the microcontroller transmits a deactivation of the vehicle. In other words, the motor control unit is configured to deactivate the vehicle based on detecting an arc fault in either power terminal of the vehicle. The first step in the method of operating the control unit involves detecting the vehicle speed (V)rpm) Subsequently checking said vehicle speed (V)rpm) Whether or not greater than a threshold vehicle speed (V)rpm_th). Further, if the vehicle speed (V)rpm) Greater than a threshold vehicle speed (V)rpm_th) The control unit checks the equivalent resistance (R) of the thermistor circuiteq) Whether or not less than the equivalent resistance limit (R) of the circuit stored in a memory of a microcontrollereq_limit). If found at vehicle speed (V)rpm) Greater than the threshold speed (V)rpm_th) Said equivalent resistance (R) of the thermistor circuiteq) Is less than the (R)eq_limit) The control unit deactivates the vehicle, thereby ensuring any in the high current pathArcing in one or more paths does not cause damage to the vehicle or to a rider of the vehicle.
The summary provided above explains the essential features of the present invention and does not limit the scope of the present invention.
Referring to fig. 1, a vehicle 100 according to an embodiment of the invention is described, the vehicle 100 being a hybrid two-wheeled saddle-type vehicle. Fig. 1 is a side view of a vehicle 100. The vehicle 100 is shown with a step frame assembly. The straddle frame assembly includes a head tube 101, a main tube 102, and a pair of side tubes 103. Specifically, the main tube 102 extends downward from a rear portion of the head tube 101, and then extends rearward in an inclined manner. Further, the pair of side pipes 103 extend obliquely upward from the main pipe 102. Thus, the frame assembly extends from the front portion to the rear portion of the vehicle.
The vehicle 100 further includes a plurality of body panels for covering and mounting to the frame assembly. In the present embodiment, the plurality of panels include a front panel 104, a leg shield 105, a seat lower cover 106, and left and right side panels 107. Further, a glove box may be mounted to the leg shield 105.
In a step space formed between the leg shield 105 and the seat lower cover 106, a floor 108 is provided. Further, a seat assembly 110 is disposed above the seat lower cover 106 and is mounted to a pair of side tubes 103. A utility box (not shown) is disposed below the seat assembly 110. A fuel tank (not shown) is positioned at one end of the utility box. A rear fender 111 for covering at least a portion of the rear wheel 112 is positioned below the utility box.
One or more suspension/shock absorbers 120 are provided in a rear portion of the vehicle 100 to enable comfortable riding. Further, the vehicle 100 includes a plurality of electrical and electronic components including a head lamp 115, a tail lamp (not shown), a Transistor Controlled Ignition (TCI) unit (not shown), a starter motor (not shown), and the like. A touch screen LCD unit (not shown) is provided on the handlebar 109 to display various operation modes, power flow modes, and warning signals. The rear view mirror 113 is mounted on the left and right sides of the handlebar 109. The vehicle 100 is also provided with a hazard warning lamp (not shown). Further, the vehicle also includes an arc fault detection indicator (not shown) proximate to a touch screen of the instrument panel. Upon detection of any arc fault in the vehicle, the indicator illuminates, indicating that the vehicle will soon be deactivated.
An internal combustion engine 135 (hereinafter referred to as "engine") is disposed behind the floor panel 108 and is supported between a pair of side pipes 103. In particular, the internal combustion engine 135 is supported by a swing arm 136. Swing arm 136 is attached to a lower portion of main tube 102 via a crank link (not shown). The other end of the swing arm 136 holds the rear wheel 112. The rear wheel 112 and the swing arm 136 are connected to a pair of side tubes 103 via one or more shock absorbers 120 disposed on either side of the vehicle 100.
The 100 further includes a traction motor 150 mounted on the hub of the rear wheel 112. The traction motor 150 is powered by a battery (shown in fig. 2) disposed in the rear portion of the vehicle. However, in another embodiment, the battery may be disposed in a front portion of the vehicle. A Motor Control Unit (MCU)200 (shown in fig. 2) is also provided to control the various vehicle operating modes.
The vehicle 100 is configured to be propelled by the engine 135 alone or by the traction motor 150 alone or by both the engine 135 and the traction motor 150 simultaneously. When the vehicle speed is zero, the rider can select any one of the following four operational driving modes with the aid of the mode switch. The four operating driving modes of the vehicle 100 are: (a) a single engine mode, in which the engine 135 alone powers the vehicle; (b) a single motor mode, in which the traction motors 150 alone power the vehicle; (c) a hybrid mode, in which the engine 135 and the traction motor 150 together power the vehicle 100; (d) a hybrid economy mode in which either only the engine 135 or only the traction motor 150, or both, power the vehicle, depending on the vehicle operating conditions.
In other words, the rear wheels 112 of the vehicle are driven by the engine 135 alone or by the motor 150 alone or by both the engine 135 and the motor 150 simultaneously. In particular, according to an embodiment of the present invention, power from the engine 135 to the rear wheels 112 is transmitted by a transmission assembly including a drive system (not shown). However, when the traction motor 150 is driven, power from the motor 150 is directly transmitted to the rear wheels 112. In this embodiment, the traction motor 150 is covered from at least one side by a motor cover (not shown).
Referring to fig. 2, a schematic diagram of a motor control unit 200 of the vehicle 100 according to an embodiment of the present invention is described. The motor control unit 200 is configured to be communicatively connected with various components of the vehicle, such as a transmission system integrated with hall sensors, the instrument panel 125, an energy source such as a battery 160, and to be communicatively connected to a plurality of vehicle sensors, such as a throttle position sensor 161, and vehicle switches including an ignition switch 151, a brake switch 152, and the like, so as to receive various inputs related to vehicle operating conditions. In one embodiment, the drive train may be a traction motor 150.
Further, the instrument panel is configured with an arc detection indicator and a driving mode selection to interact with the user.
According to one aspect of the present subject matter, motor control unit 200 communicates with the above-described components, sensors, and switches via Controller Area Network (CAN) communications. Some of the above components (such as the battery 160 and the dashboard 125) may include their own controls. For example, the battery 160 may have a Battery Control Module (BCM) (not shown) or a battery management system (BSM) (not shown) that transmits and receives signals to and from the battery 160 and the motor control unit 200. In this embodiment, the instrument panel 125 includes a digital signal processor (not shown) for communicating with the motor control unit 200. Further, the traction motor 150 is integrated with one or more hall sensors to communicate with the motor control unit 200. Further, a motor control unit 200 is operatively connected to the battery 160 and the traction motor 150. When the battery 160 supplies power to the motor control unit 50, the power transmitted from the battery 160 to the traction motor 150 is controlled by the motor control unit 200.
For example, fig. 3 illustrates a motor control unit 200 according to an embodiment of the present invention. It can be seen that the motor control unit 200 comprises a plurality of power terminals (201, 202, 203, 204, 205) for connection with the battery 160 (shown in fig. 2) and the motor 150 (shown in fig. 2). For example, when the two extreme terminals GND 201 and DC Link 202 are connected to the corresponding power terminals of the battery, the three middle power terminals R203, Y204, and B205 of the motor control unit 200 are operatively connected to the corresponding power terminals of the motor 150. The above-described power terminals form a part of a high current path between the motor control unit 200 and the battery 160 and a part of a high current path between the motor control unit 200 and the motor 150. Due to the high current through the power supply terminals (201, 202, 203, 204, 205), the possibility of an arc being generated in the high current path is high, which may lead to a fire of the vehicle, thereby posing a safety risk to the user.
In order to detect arc discharges in the above mentioned power terminals (201, 202, 203, 204, 205), the motor control unit 200 is provided with an arc fault detection system comprising a plurality of arc fault detection elements 210 at said power terminals (201, 202, 203, 204, 205), said power terminals (201, 202, 203, 204, 205) being connected in parallel as shown in fig. 3. Further, the detection system comprises a corresponding signal conditioning circuit (not shown) connecting the element 210 to a microcontroller (not shown) of the control unit 200. In particular, the arc fault detection element 210 is a temperature sensitive element such as a thermistor, according to embodiments of the present subject matter. More particularly, in accordance with embodiments of the present subject matter, the thermistor is a negative coefficient thermistor. Further, at each power terminal, one or more thermistors may be provided. In accordance with embodiments of the present subject matter, and as shown in fig. 3, the arc fault detection element is connected in a top portion of each of the power terminals (201, 202, 203, 204, 205). When one end of each thermistor is connected to each power terminal, the other end of each terminal is connected to a connector 213 provided in a top signal board portion 214 of the motor control unit 200. Accordingly, the arc fault detection element 210 is fixed within the motor control unit 200. The arrangement of the arc fault detection element 210 within the motor control unit 200 ensures compactness of the motor control unit 200. Having a compact motor control unit 200 further contributes to having a compact vehicle layout, because motor control unit 200 can be easily accommodated in the vehicle.
When the motor control unit 200 is connected to the battery 160 and the motor 150, if connection looseness occurs at any one of the five power terminals, arc discharge may occur at the corresponding power terminal, resulting in an increase in temperature at the power terminal. As the temperature of the affected power supply terminal increases, the resistance of the corresponding thermistor decreases. This results in a decrease in the effective resistance of the parallel thermistor circuits. In particular, once the vehicle starts running, the temperature at the power supply terminal also normally increases, and the equivalent resistance correspondingly starts to decrease. Under normal operating conditions, this temperature rise has a predetermined limit TlimitAnd accordingly, the equivalent resistance drop of the arc fault detection element 210 (i.e., thermistor) also has an equivalent resistance limit (R)eq_limit). If any loose contact in any of the power terminals causes arcing, the temperature at that point quickly increases to a very high value. In this case, the resistance of the corresponding thermistor decreases to a very low value, resulting in an equivalent resistance (R) of the thermistoreq) Well below the equivalent resistance limit (R)eq_limit). Further, corresponding to a lower than the equivalent resistance limit (R)eq_limit) Said R ofeqIs communicated to a microcontroller (not shown) of the motor control unit 200. A signal conditioning circuit (not shown) gives a voltage corresponding to the temperature change measured by the thermistor. Further, the motor control unit 200 is configured to operate according to the steps of the method outlined below to eliminate arcing.
The method involving the steps of operating the motor control unit, and in particular the microcontroller, upon detection of an arc fault in a high current path connected to the motor control unit 200 through the power supply terminals (201, 202, 203, 204, 205) is described below with reference to a flowchart 300 depicted in fig. 4.
In a first step of its operation at block 301, the motor control unit 200 detects the vehicle speed (V)rpm) Then examined at block 302Checking whether the vehicle speed at a specific moment is greater than a threshold vehicle speed (V)rpm_th). Further, if the vehicle speed (V)rpm) Greater than the threshold vehicle speed (V) stored in the memory of the control unitrpm_th) Then, at block 303, the control unit 200 checks the equivalent resistance (R) of the parallel thermistor circuiteq) Whether or not less than the equivalent resistance limit (R) of the thermistor circuiteq_limit) Equivalent resistance limit (R)eq_limit) Is stored in a memory of the control unit. If the equivalent resistance (R)eq) Less than the equivalent resistance limit (R)eq_limit) Then, at block 304, the control unit 200 deactivates the vehicle 100. In other words, when the equivalent resistance of the parallel thermistor circuit drops below the equivalent resistance limit due to a temperature rise at one or more or all of the power supply terminals (201, 202, 203, 204, 205) of the motor control unit, indicating that an arc fault is present in the thermistor current, the motor control unit deactivates the vehicle at block 304. This step is performed in particular when the vehicle speed is above a certain threshold (for example, speed per hour above 10 km). Further, if the limit condition of the vehicle speed or the resistance is not satisfied, the control unit continues the normal operation.
Thus, the motor control unit according to the present subject matter is not only configured to detect an arc fault, but is also configured to perform a vehicle deactivation function at the instant when an arc fault is detected. Therefore, the motor control unit functions as a compact multi-function unit. In particular, according to embodiments of the present subject matter, the control unit deactivates the vehicle by turning off the MOSFETS (not shown) to stop operation of the electric machine 150. More particularly, the MOSFETS are turned off by controlling PWM (pulse width modulation) pulses to the MOSFETS. According to one embodiment, the MOSFETS are disposed behind the heat sink bar 212 (shown in fig. 3) of the motor control unit 200.
The invention described herein therefore seeks to provide a compact motor control unit that is capable of not only performing arc fault detection, but also of disabling the vehicle in the event of an arc fault being detected. The motor control unit operates in a simple and efficient manner. The method of operation of the control unit thus ensures not only protection of the control unit, but also protection of the vehicle in an arc discharge condition. Furthermore, the compactness of the control unit is ensured, since the arc fault element in the form of a thermistor is arranged within the control unit. Also, arc fault detection does not require components other than a thermistor. Therefore, not only the compactness and simplicity of the arc fault detection system but also the compactness and simplicity of the entire vehicle are ensured. Further, since the motor control unit is configured to operate using a simple thermistor for arc fault detection, cost-effectiveness in manufacturing the control unit and the vehicle is ensured.
Claims (12)
1. A motor control unit (200) for a vehicle, the vehicle comprising a battery (160) and a motor (150) operatively connected to the motor control unit (200); the motor control unit (200) is configured for arc fault detection in a high current path connecting the battery (160) and the motor (150) to the control unit (200), the motor control unit (200) being configured with an arc fault detection system having a plurality of arc fault detection elements (210) therein.
2. The motor control unit (200) of claim 1, wherein the motor control unit (200) comprises a plurality of power terminals (201, 202, 203, 204, 205) to operatively connect the motor control unit (200) to the battery (160) and the motor (150), and wherein one or more of the plurality of arc fault detection elements (210) are arranged in a top portion of each of the plurality of power terminals (201, 202, 203, 204, 205).
3. The motor control unit (200) of claim 1, wherein the arc fault detection element (210) is a temperature sensitive element.
4. The motor control unit (200) of claim 3, wherein the arc fault detection element (210) is a thermistor.
5. The motor control unit (200) of claim 4, wherein said thermistor is a negative coefficient thermistor.
6. The motor control unit (200) of claim 4, wherein said thermistors are connected in parallel with each other.
7. The motor control unit (200) of claim 1, wherein the motor control unit (200) is configured to deactivate the vehicle upon detection of an arc fault related to the battery (160) or the motor (150) or both the battery and the motor (150).
8. A method of operating a motor control unit (200), the motor control unit (200) being configured for arc fault detection in a vehicle (100), wherein the motor control unit (200) comprises a plurality of power terminals (201, 202, 203, 204, 205) operatively connected to a battery (160) and a motor (150) of the vehicle, each power terminal being provided with one or more arc fault detection elements (210) comprising a thermistor, the method of operating a motor control unit (200) in response to detecting an arc fault comprising the steps of:
measuring vehicle speed (V)rpm)；
Checking vehicle speed (V)rpm) Whether or not greater than a threshold vehicle speed (V)rpm_th)；
If the threshold vehicle speed (V)rpm_th) Greater than said vehicle speed (V)rpm) Then, the equivalent resistance (R) of the thermistor circuit is checkedeq) Whether or not less than an equivalent resistance limit (R) of the thermistor circuiteq_limit)；
If the equivalent resistance (R) of the thermistor circuiteq) Less than the equivalent resistance limit (R) of the thermistor circuiteq_limit) -deactivating said vehicle (100).
9. Method of operating a motor control unit (200) according to claim 8, wherein the thermistor connected at the power supply terminal (201, 202, 203, 204, 205) is a negative coefficient thermistor.
10. The method of operating a motor control unit (200) according to claim 8, wherein the thermistors at the power supply terminals (201, 202, 203, 204, 205) are connected in parallel with each other, thereby forming the thermistor circuit.
11. Method of operating a motor control unit (200) according to claim 8, wherein the motor control unit (200) deactivates the vehicle (100) by controlling pulse width modulated pulses to the motor (150).
12. The method of operating a motor control unit (200) of claim 11, wherein controlling a pulse width modulated pulse to the motor (150) causes the motor (150) to be turned off.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| IN201941010994 | 2019-03-21 | ||
| IN201941010994 | 2019-03-21 | ||
| PCT/IN2020/050217 WO2020188592A1 (en) | 2019-03-21 | 2020-03-08 | Arc fault detection in a motor control unit of a vehicle and a method of operation thereof |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113574400A true CN113574400A (en) | 2021-10-29 |
Family
ID=70277437
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202080019240.XA Pending CN113574400A (en) | 2019-03-21 | 2020-03-08 | Arc fault detection in motor control unit of vehicle and method of operating the same |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP3942310A1 (en) |
| CN (1) | CN113574400A (en) |
| WO (1) | WO2020188592A1 (en) |
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- 2020-03-08 CN CN202080019240.XA patent/CN113574400A/en active Pending
- 2020-03-08 WO PCT/IN2020/050217 patent/WO2020188592A1/en active Application Filing
- 2020-03-08 EP EP20718397.1A patent/EP3942310A1/en not_active Withdrawn
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Also Published As
| Publication number | Publication date |
|---|---|
| EP3942310A1 (en) | 2022-01-26 |
| WO2020188592A1 (en) | 2020-09-24 |
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