WO2020188592A1 - Détection de défaut d'arc dans une unité de commande de moteur d'un véhicule et son procédé de fonctionnement - Google Patents

Détection de défaut d'arc dans une unité de commande de moteur d'un véhicule et son procédé de fonctionnement Download PDF

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Publication number
WO2020188592A1
WO2020188592A1 PCT/IN2020/050217 IN2020050217W WO2020188592A1 WO 2020188592 A1 WO2020188592 A1 WO 2020188592A1 IN 2020050217 W IN2020050217 W IN 2020050217W WO 2020188592 A1 WO2020188592 A1 WO 2020188592A1
Authority
WO
WIPO (PCT)
Prior art keywords
control unit
motor control
vehicle
arc fault
motor
Prior art date
Application number
PCT/IN2020/050217
Other languages
English (en)
Inventor
Surajit Das
Junia Sosa GEORGE
Banda Jambunath RAJENDRANATH
Original Assignee
Tvs Motor Company Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Tvs Motor Company Limited filed Critical Tvs Motor Company Limited
Priority to CN202080019240.XA priority Critical patent/CN113574400A/zh
Priority to EP20718397.1A priority patent/EP3942310A1/fr
Publication of WO2020188592A1 publication Critical patent/WO2020188592A1/fr

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Classifications

    • 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
    • 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
    • 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
    • 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

Definitions

  • the present subject matter described herein generally relates to arc fault detection in a vehicle.
  • hybrid and electric vehicles make use of 400-500V battery packs and high voltage direct current throughout the vehicle.
  • High voltage electric networks within the vehicles very often become susceptible to a phenomenon called arc fault which occurs when there is high power discharge of electricity between two or more conductors or between phase conductors and ground. The discharge often translates into heat which has the potential to damage the insulation of wires carrying high power current and trigger electrical fire which can be devastating.
  • the arc faults can range in power from few amperes to up to few thousands of amperes and can be variable in terms of duration and strength. Development of such arc faults if left unchecked can lead to a potential fire / undesirable safety risk to the user of the vehicle.
  • Fig.l illustrates a saddle-type vehicle provided with a motor control unit configured for arc fault detection in accordance with an embodiment of the present invention.
  • Fig.2 illustrates a schematic representation of the motor control unit operatively connected to different electrical components of said vehicle in accordance with an embodiment of the present invention.
  • Fig.3 illustrates a front perspective view of the motor control unit configured for arc fault detection as per an embodiment of the present invention.
  • Fig.4 illustrates a flow chart depicting steps of a method of operation of the motor control unit configured for arc fault detection in accordance with an embodiment of the present invention.
  • Exemplary embodiments detailing features of the motor control unit configured for arc fault detection in accordance with the present invention will be described hereunder.
  • the embodiments described herein apply to a vehicle having a battery pack and powered by either a motor alone or by both internal combustion engine, and the motor.
  • the embodiments have been exemplified for a two-wheeled saddle-type vehicle, the present invention is applicable for all types of vehicles having a battery pack and powered by either a motor alone or by both the internal combustion engine, and the motor.
  • the battery pack may be composed of lead acid cells or Li ion cells or fuel cells and the like.
  • a known art provides an arc fault detection apparatus for an electric vehicle which includes a current transformer, a signal conversion circuit, an amplifying and a filtering circuit, a digital signal processor, a CAN communication transceiver and a serial port transceiver.
  • the arc fault detection apparatus thus described is used for arc fault detection on a DC high voltage bus, and works by quickly detecting the occurrence and communicating the same to a remote controller, which finally operates to clear the arc fault.
  • the components do not directly contribute to clearing the arc fault and the same is achieved by a remote controller.
  • the cost entailed in such an arc fault detection apparatus is significantly high which is undesirable.
  • an art fault detection equipment including an arc fault detection circuit comprising a current sensing circuit coupled to a line conductor carrying a current.
  • the current sensing circuit operates to sense current and output data indicative of the sensed current.
  • the equipment also includes a processing circuit which identifies an arc fault condition on the line conductor by identifying differences in said frequency data between at least two subsequent observation windows.
  • the arc fault detection equipments described in the background arts include a large sized controller for processing arc fault data and clearing arc fault.
  • the size of the controller becomes a constraint especially in relatively small sized two-wheeled or three-wheeled saddle type electric vehicles, in which arc fault detection is to be performed.
  • the present invention provides a vehicle comprising a motor control unit configured to detect arcing in high current paths connecting different components forming parts of different electric circuits provided in said vehicle.
  • a motor control unit configured to detect arcing in high current paths connecting different components forming parts of different electric circuits provided in said vehicle.
  • typically high current cables connect a battery and a motor of said vehicle with a motor control unit.
  • the phenomenon of arcing is most common when a loose connection is made while connecting components such as the battery or the motor with a motor control unit.
  • the heat generated due to arcing has the potential to damage the insulation of wires/cables and trigger an electrical fire which can be devastating.
  • All electric and hybrid vehicles employing a motor control unit for the operation of the vehicle are very susceptible to electric fire due to arcing. Different means and techniques are known for arc fault detection in vehicles.
  • the present subject matter seeks to provide a simple and cost effective means of performing arc fault detection by providing an arc fault detection system within a motor control unit of the vehicle.
  • said arc fault detection system is configured with temperature sensitive elements such as thermistors and a signal conditioning circuit connecting said temperature sensitive elements to a microcontroller of the motor control unit.
  • said elements are mounted on a top portion of power terminals of the motor control unit. More particularly, said elements are connected in parallel with one another. Further, the other ends of the power terminals of the motor control unit are connected to respective power terminals of the battery and the motor. For example, while 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.
  • said motor control unit is configured to disable the vehicle based on communication of voltage corresponding to said (Req) which is lower than a voltage corresponding to said equivalent resistance limit (Reqjimit) to the microcontroller.
  • said motor control unit is configured to disable the vehicle based on detection of arc fault in any one of the power terminals thereof.
  • a first step in the method of operation of said control unit involves detection of vehicle speed (Vrpm), followed by checking if said vehicle speed (Vrpm) is greater than a threshold vehicle speed (Vrpm h).
  • said control unit checks if equivalent resistance (Req) of the thermistor circuit is lesser than said equivalent resistance limit (Reqjimit) of said circuit which is stored in memory of the microcontroller. If it is found that said equivalent resistance (Req) of the thermistor circuit is lesser than said (Reqjimit) when vehicle speed (Vrpm) is greater than said threshold speed (Vrpmjh), then said control unit disables the vehicle, thereby ensuring that arcing in any one or more of the high current paths does not cause damage either to the vehicle or to the rider of the vehicle.
  • FIG.l is a side view the vehicle 100.
  • the vehicle 100 illustrated has a step-through type frame assembly.
  • the step-through type frame assembly includes a head tube 101, a main tube 102 and a pair of side tubes 103.
  • the main tube 102 extends downwards from a rear portion of the head tube 101 and then extends rearwards in an inclined manner.
  • the pair of side tubes 103 extends inclinedly upwardly from the main tube 102.
  • the frame assembly extends from a front portion to a rear portion of the vehicle.
  • the vehicle 100 further includes a plurality of body panels for covering said frame assembly, and is mounted thereto.
  • said plurality of panels includes a front panel 104, a leg shield 105, an under-seat cover 106, and a left and a right side panel 107.
  • a glove box may be mounted to said leg shield
  • a floorboard 108 is provided in a step through space formed between said leg shield 105 and said under seat cover 106. Further, a seat assembly 110 is disposed above said under-seat cover 106, and is mounted to the 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 a rear wheel 112 is positioned below the utility box.
  • One or more suspension(s)/shock absorbers 120 are provided in a rear portion of said vehicle 100 for comfortable ride.
  • vehicle 100 comprises of plurality of electrical and electronic components including a headlight 115, a taillight (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 a handle bar 109 to display various operating modes, power flow pattern and warning signals.
  • Rear view mirrors 113 are mounted on the right and left sides of the handle bar 109.
  • Said vehicle 100 is also provided with hazard lamps (not shown).
  • vehicle also includes an arc fault detection indicator (not shown) near the touch screen of the instrument cluster. The indicator glows on detection of any arc fault in the vehicle indicating that the vehicle would be disabled shortly.
  • An internal combustion engine 135, hereinafter“engine”, is arranged behind said floorboard 108 and supported between the pair of side tubes 103. Particularly, said internal combustion engine 135 is supported by a swing arm 136.
  • the swing arm 136 is attached to a lower portion of the main tube 102 by means of a toggle 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 the pair of side tubes 103 by means of one or more shock absorbers 120 provided on either side of said vehicle 100.
  • Said 100 further includes a traction motor 150 mounted on a hub of the rear wheel 112.
  • Said traction motor 150 is powered by a battery (shown in Fig.2) disposed in a rear portion of the vehicle.
  • 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 various vehicle operative modes.
  • Said vehicle 100 is configured to be propelled either by the engine 135 alone or by the traction motor 150 alone or by both engine 135 and traction motor 150 simultaneously.
  • a rider can select any of the following four operating drive modes with the help of a mode switch.
  • the four operating drive modes of said vehicle 100 are: (a) a sole engine mode where engine 135 alone powers the vehicle (b) a sole motor mode where the traction motor 150 alone powers the vehicle (c) a hybrid power mode wherein the engine 135 and the traction motor 150 together power the vehicle 100 (d) a hybrid economy mode wherein only the engine 135 or only the traction motor 150 or both power the vehicle depending on the vehicle operating conditions.
  • the rear wheel 112 of the vehicle is driven by either the engine 135 alone or by the motor 150 alone or by both the engine 135 and the motor 150 simultaneously.
  • power from the engine 135 to the rear wheel 112 is transmitted by a transmission assembly including a drive system (not shown) as per an embodiment of the present invention.
  • the traction motor 150 drives, power from the motor 150 is directly transmitted to the rear wheel 112.
  • said traction motor 150 is covered by a motor shroud (not shown) from at least one side.
  • the motor control unit 200 is configured to be communicatively connected with various components of the vehicle such as a powertrain integrated with hall sensor, an instrument cluster 125, an energy source like battery 160, and to a plurality of vehicle sensors such as throttle position sensor 161, and vehicle switches including ignition switch 151, a brake switch 152, and the like, in order to receive various inputs relating to vehicle operating conditions.
  • the powertrain may be the traction motor 150.
  • instrument cluster is configured with an arc detection indicator & a drive mode selection for the user to interact with.
  • the 200 communicates with the above mentioned components, sensors and switches via controller area network (CAN) communication.
  • the battery 160 may have a battery control module (BCM) (not shown) or a battery management system (BMS) (not shown) that sends and receives signals to and from the battery 160 and the motor control unit 200.
  • said instrument cluster 125 includes a digital signal processor (not shown) for communication with the motor control unit 200.
  • the traction motor 150 is integrated with one or more hall sensors for communication with the motor control unit 200.
  • the motor control unit 200 is operatively connected to the battery 160 and the traction motor 150. While the battery 160 powers the motor control unit 50, power delivered to the traction motor 150 from the battery 160 is controlled by the motor control unit 200.
  • Fig.3 illustrates the motor control unit 200 as per an embodiment of the present invention.
  • 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).
  • 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).
  • the motor 150 shown in Fig.2
  • two extreme terminals GND 201 and DC Link 202 are connected to corresponding power terminals of the battery
  • three central power terminals R 203, Y 204 and B 205 of the motor control unit 200 are operatively connected to the corresponding power terminals of the motor 150.
  • the above mentioned power terminals form part of the high current path between the motor control unit 200 and the battery 160 and that of the high current path between the motor control unit 200 and the motor 150.
  • high current passes through said power terminals (201,202,203,204,205)
  • the motor control unit 200 is configured with an arc fault detection system comprising a plurality of arc fault detecting elements 210 at said power terminals (201, 202, 203, 204, 205) connected in parallel as may be seen in Fig.3. Further, said detection system comprises a corresponding signal conditioning circuit (not shown) connecting said elements 210 to a microcontroller (not shown) of said control unit 200.
  • said arc fault detecting elements 210 are temperature sensitive elements such as thermistors. More particularly, as per an embodiment of the present subject matter, said thermistors are negative coefficient thermistors. Further, at each power terminal one or more thermistors may be provided.
  • said arc fault detecting elements are connected in a top portion of each of said power terminals (201, 202, 203, 204, 205). Whereas one end of each thermistor is connected to each power terminal, other end of each terminal is connected to a connector 213 provided in a top signal board portion 214 of said motor control unit 200.
  • the arc fault detecting elements 210 are secured within the motor control unit 200. Provision of said arc fault detecting elements 210 within the motor control unit 200 ensures compactness of the motor control unit 200. Having a compact motor control unit 200 further aids in having a compact vehicle layout as the motor control unit 200 may be easily accommodated in the vehicle.
  • the temperature at that point increases rapidly to a very high value. In that situation, the resistance of the corresponding thermistor decreases to a very low value resulting in the equivalent resistance (Req) of thermistors becoming much lower than the equivalent resistance limit (Reqjimit). Further, a voltage corresponding to said Req which is lower than said equivalent resistance limit (Reqjimit) is communicated to a microcontroller (not shown) of said motor control unit 200.
  • the signal conditioning circuit (not shown) gives voltage corresponding to temperature variations measured by said thermistors.
  • the motor control unit 200 is configured to operate as per a steps of a method outlined below to eliminate arcing.
  • said control unit 200 checks if equivalent resistance (Req) of the parallel thermistor circuit is lesser than said equivalent resistance limit (Req iimit) of said thermistor circuit, a value of which is stored in memory of said control unit. If said equivalent resistance (Req) is less than said equivalent resistance limit (Req iimit), then at block 304 said control unit 200 disables the vehicle 100.
  • the motor control unit as per the present subject matter is not only configured to detect arc faults, but is also configured to perform a vehicle disabling function on instantaneous detection of the arc fault.
  • the motor control unit serves to be a compact multi-functional unit.
  • said control unit disables the vehicle by switching OFF MOSFETS (not shown) in order to stop functioning of the motor 150. More particularly, said MOSFETS are switched OFF by controlling the PWM (pulse width modulation) pulses to the MOSFETS.
  • said MOSFETS are disposed behind a heat sink bar 212 (shown in Fig.3) of the motor control unit 200.
  • the present invention described herein thus seeks to provide a compact motor control unit which is not only capable of performing arc fault detection but is also capable of disabling the vehicle in a condition where arc fault is detected.
  • the motor control unit operates in a simple and efficient manner.
  • the method of operation of said control unit not only ensures protection of the control unit but also that of the vehicle under arcing conditions.
  • the arc fault elements in the form of thermistors are disposed within said control unit, compactness of said control unit is ensured.
  • no other components other than the thermistors are required for arc fault detection.
  • compactness and simplicity of not only the arc fault detection system but that of the entire vehicle is ensured.
  • the motor control unit is configured to operate with simple thermistors for arc fault detection, cost effectiveness for manufacture of the control unit and that of the vehicle is ensured.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne une unité de commande de moteur (200) configurée pour détecter un défaut d'arc dans un véhicule. L'unité de commande de moteur (200) décrite ici est pourvue d'une pluralité de bornes de puissance (201, 202, 203, 204, 205) destinées à être connectées à une batterie et à un moteur. En particulier, chaque borne de puissance de ladite pluralité de bornes de puissance (201, 202, 203, 204, 205) est pourvue d'un élément de détection de défaut d'arc (210) destiné à détecter chacun des défauts d'arc qui y sont générés. Plus particulièrement, lesdits éléments de détection de défaut d'arc prévus sont des thermistances disposées à l'intérieur de l'unité de commande de moteur auxdites bornes de puissance. L'unité de commande de moteur (200) ainsi équipée desdites thermistances est configurée pour désactiver le véhicule sur la base de la détection d'un défaut d'arc dans lesdites bornes de puissance (01, 202, 203, 204, 205) par lesdites thermistances. En fournissant lesdits éléments de détection de défaut d'arc (210) à l'intérieur de l'unité de commande de moteur, la compacité de l'unité de commande de moteur et celle du véhicule sont assurées.
PCT/IN2020/050217 2019-03-21 2020-03-08 Détection de défaut d'arc dans une unité de commande de moteur d'un véhicule et son procédé de fonctionnement WO2020188592A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN202080019240.XA CN113574400A (zh) 2019-03-21 2020-03-08 车辆的电机控制单元中的电弧故障检测及其操作方法
EP20718397.1A EP3942310A1 (fr) 2019-03-21 2020-03-08 Détection de défaut d'arc dans une unité de commande de moteur d'un véhicule et son procédé de fonctionnement

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN201941010994 2019-03-21
IN201941010994 2019-03-21

Publications (1)

Publication Number Publication Date
WO2020188592A1 true WO2020188592A1 (fr) 2020-09-24

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PCT/IN2020/050217 WO2020188592A1 (fr) 2019-03-21 2020-03-08 Détection de défaut d'arc dans une unité de commande de moteur d'un véhicule et son procédé de fonctionnement

Country Status (3)

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EP (1) EP3942310A1 (fr)
CN (1) CN113574400A (fr)
WO (1) WO2020188592A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020183944A1 (en) * 2001-03-29 2002-12-05 Siemens Corporation Direct current electrical system arc detection apparatus and method
US20020179346A1 (en) * 2001-03-29 2002-12-05 Siemens Corporation Vehicle electrical system arc detection apparatus and method
US20080106832A1 (en) * 2006-10-31 2008-05-08 Carlos Restrepo Systems and methods for arc fault detection
DE102015220162A1 (de) * 2015-10-16 2017-04-20 Robert Bosch Gmbh Steuergerät für ein Fahrzeug mit einem Lichtbogensensor

Family Cites Families (5)

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Publication number Priority date Publication date Assignee Title
JP2878493B2 (ja) * 1991-07-26 1999-04-05 株式会社神戸製鋼所 消耗電極式アーク溶接機の出力制御装置
JP5778787B2 (ja) * 2011-02-28 2015-09-16 エスエムエー ソーラー テクノロジー アーゲー 電力回路におけるアーク故障を検出するための方法およびシステム
WO2012159652A1 (fr) * 2011-05-20 2012-11-29 Sma Solar Technology Ag Procédé et système pour détecter un défaut d'arc dans un circuit d'alimentation
DE102015209588B3 (de) * 2015-05-26 2016-10-06 Lisa Dräxlmaier GmbH Vorrichtung und Verfahren zum Erkennen von Störungen in einem Bordnetz
CN111147000A (zh) * 2020-02-21 2020-05-12 纳恩博（北京）科技有限公司 一种电机绕组工作状态的切换装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020183944A1 (en) * 2001-03-29 2002-12-05 Siemens Corporation Direct current electrical system arc detection apparatus and method
US20020179346A1 (en) * 2001-03-29 2002-12-05 Siemens Corporation Vehicle electrical system arc detection apparatus and method
US20080106832A1 (en) * 2006-10-31 2008-05-08 Carlos Restrepo Systems and methods for arc fault detection
DE102015220162A1 (de) * 2015-10-16 2017-04-20 Robert Bosch Gmbh Steuergerät für ein Fahrzeug mit einem Lichtbogensensor

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Publication number Publication date
CN113574400A (zh) 2021-10-29
EP3942310A1 (fr) 2022-01-26

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