Abstract:
A vehicle includes a ferromagnetic core having a winding, defining a gap, and configured to concentrate a net field in the gap. The vehicle also includes a controller programmed to flow a current in the winding such that an angle of the net field relative to a unipolar sensor in the gap is approximately zero and an intensity of the net field is at least twice that of a bi-directional field in the gap radiated from a conductor.

Description:
TECHNICAL FIELD 
       [0001]    This application generally relates to bi-directional current measurement using a unipolar sensor with closed loop feedback. 
       BACKGROUND 
       [0002]    A hybrid-electric vehicle includes a traction battery constructed of multiple battery cells in series and/or parallel. The traction battery provides power for vehicle propulsion and accessory features. Power is the product of two components: voltage and current. Hall Effect sensors are predominately used to monitor traction battery current due to its magnitude along with vehicular size and cost constraints. 
       SUMMARY 
       [0003]    A vehicle includes a ferromagnetic core assembly, a conductor, a unipolar sensor and a controller. The ferromagnetic core assembly defines a gap and has a winding configured to create a base magnetic field in the gap. The conductor couples a traction battery with an electric machine. The conductor radiates a bi-directional magnetic field in the gap. The unipolar sensor has a sensitivity range and is located within the gap. The unipolar sensor is configured to measure an intensity of the magnetic field in the gap. The controller is programmed to flow a current in the winding to drive an angle of the magnetic field towards zero. The flow of current in the winding is such that an intensity of the net magnetic field falls within the sensitivity range. A magnitude of the current is proportional to a torque of the electric machine, and a polarity of the current is indicative of a direction of traction battery current flow. 
         [0004]    A method of controlling a traction battery includes outputting a current to a winding to induce a base magnetic field in a ferromagnetic core having a conductor passing through a center thereof, and adjusting, via closed loop feedback, the current such that a net magnetic field is generally maintained within a sensitivity range of a unipolar sensor operatively arranged with the ferromagnetic core. A lower threshold of the sensitivity range is greater than twice a maximum absolute value of a magnitude of an induced field from a bi-directional current expected to flow through the conductor. The method further includes operating the traction battery based on the current. 
         [0005]    A vehicle includes a ferromagnetic core having a winding, defining a gap, and configured to concentrate a net field in the gap. The vehicle also includes a controller programmed to flow a current in the winding such that an angle of the net field relative to a unipolar sensor in the gap is approximately zero and an intensity of the net field is at least twice that of a bi-directional field in the gap radiated from a conductor. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0006]      FIG. 1  is an exemplary diagram of a hybrid vehicle illustrating typical drivetrain and energy storage components. 
           [0007]      FIG. 2  is an exemplary diagram of a battery pack controlled by a Battery Energy Control Module. 
           [0008]      FIG. 3  is an exemplary diagram of a unipolar magnetic sensor in a flux concentrating core employing closed loop feedback. 
       
    
    
     DETAILED DESCRIPTION 
       [0009]    Embodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations. 
         [0010]    The control of a hybrid electric automotive system is based on multiple factors including a current flowing from a traction battery to an electric machine. The current may flow from the battery to the electric machine to propel the vehicle. Likewise, the current may flow from the electric machine to the battery to charge the battery. A challenge to controlling the battery and electric machine is measuring the current in both magnitude and direction. Traditionally the use of a bi-directional sensor element is used to allow determination of the direction of the current flow. Here the use of a unipolar sensor, having the capability of measuring magnitude but not direction, is configured with a core assembly in a way to measure both magnitude and direction. The control of torque in the electric machine requires accurate measurement of multiple parameters including a measurement of an electric machine current flow. For automotive use, a current sensor must meet requirements for accuracy along with size and robustness requirements. Emerging technologies can be applied to meet these requirements and reduce the cost when compared to present current sensors. 
         [0011]    Sensor technology may utilize different methods to measure current. One type of sensor utilizes a change in resistance of a material when in the presence of a magnetic field or field, called the Magnetoresistive Effect, (MR or MR-effect). MR sensors have become practically possible through advancements in thin-film technology and provide a cost effective means of measuring a magnetic field. The magnetic field may be induced by a current flowing in a conductor. The term MR sensor is a collective term for sensors based on a range of different, but related physical principles. All MR sensors operate by changing an electrical resistance of the sensor due to the influence of a magnetic field. However, different sensor structures allow for multiple characteristics to be determined including a magnetic field angle, magnetic field strength or a magnetic field gradient. For example, Anisotropic Magnetoresistive (AMR) effects occur in ferromagnetic materials, in which an impedance changes based on a direction of an applied magnetic field. Tunnel Magnetoresistive (TMR) effects change resistance in response to an angle of a magnetization direction in each of two layers separated by a tunnel barrier (insulator). Giant Magnetoresistive (GMR) effects occur in layer systems with at least two ferromagnetic layers and a single non-magnetic, metallic intermediate layer. A change in resistance is based on the applied field and the angle of the field. When the angle of the field is at 0 degrees, the change in resistance is high and when the angle is at 90 degrees, the change in resistance is low. Therefore, when the direction of the field is perpendicular to the axis of sensitivity the change in resistance is low. Although the change in resistance is affected by the angle, the change in resistance is generally equal when at 0 degrees and 180 degrees or parallel, and does not depend on the direction of the current. 
         [0012]      FIG. 1  depicts a typical plug-in hybrid-electric vehicle (PHEV). A typical plug-in hybrid-electric vehicle  12  may comprise one or more electric machines  14  mechanically connected to a hybrid transmission  16 . The electric machines  14  may be capable of operating as a motor or a generator. In addition, the hybrid transmission  16  is mechanically connected to an engine  18 . The hybrid transmission  16  is also mechanically connected to a drive shaft  20  that is mechanically connected to the wheels  22 . The electric machines  14  can provide propulsion and deceleration capability when the engine  18  is turned on or off. The electric machines  14  also act as generators and can provide fuel economy benefits by recovering energy that would normally be lost as heat in the friction braking system. The electric machines  14  may also reduce vehicle emissions by allowing the engine  18  to operate at more efficient speeds and allowing the hybrid-electric vehicle  12  to be operated in electric mode with the engine  18  off under certain conditions. 
         [0013]    A traction battery or battery pack  24  stores energy that can be used by the electric machines  14 . A vehicle battery pack  24  typically provides a high voltage DC output. The traction battery  24  is electrically connected to one or more power electronics modules  26 . One or more contactors  42  may isolate the traction battery  24  from other components when opened and connect the traction battery  24  to other components when closed. The power electronics module  26  is also electrically connected to the electric machines  14  and provides the ability to bi-directionally transfer energy between the traction battery  24  and the electric machines  14 . For example, a typical traction battery  24  may provide a DC voltage while the electric machines  14  may operate using a three-phase AC current. The power electronics module  26  may convert the DC voltage to a three-phase AC current for use by the electric machines  14 . In a regenerative mode, the power electronics module  26  may convert the three-phase AC current from the electric machines  14  acting as generators to the DC voltage compatible with the traction battery  24 . The description herein is equally applicable to a pure electric vehicle. For a pure electric vehicle, the hybrid transmission  16  may be a gear box connected to an electric machine  14  and the engine  18  may not be present. 
         [0014]    In addition to providing energy for propulsion, the traction battery  24  may provide energy for other vehicle electrical systems. A typical system may include a DC/DC converter module  28  that converts the high voltage DC output of the traction battery  24  to a low voltage DC supply that is compatible with other vehicle loads. Other high-voltage loads  46 , such as compressors and electric heaters, may be connected directly to the high-voltage without the use of a DC/DC converter module  28 . The low-voltage systems may be electrically connected to an auxiliary battery  30  (e.g., 12V battery). 
         [0015]    The vehicle  12  may be an electric vehicle or a plug-in hybrid vehicle in which the traction battery  24  may be recharged by an external power source  36 . The external power source  36  may be a connection to an electrical outlet that receives utility power. The external power source  36  may be electrically connected to electric vehicle supply equipment (EVSE)  38 . The EVSE  38  may provide circuitry and controls to regulate and manage the transfer of energy between the power source  36  and the vehicle  12 . The external power source  36  may provide DC or AC electric power to the EVSE  38 . The EVSE  38  may have a charge connector  40  for plugging into a charge port  34  of the vehicle  12 . The charge port  34  may be any type of port configured to transfer power from the EVSE  38  to the vehicle  12 . The charge port  34  may be electrically connected to a charger or on-board power conversion module  32 . The power conversion module  32  may condition the power supplied from the EVSE  38  to provide the proper voltage and current levels to the traction battery  24 . The power conversion module  32  may interface with the EVSE  38  to coordinate the delivery of power to the vehicle  12 . The EVSE connector  40  may have pins that mate with corresponding recesses of the charge port  34 . Alternatively, various components described as being electrically connected may transfer power using a wireless inductive coupling. 
         [0016]    One or more wheel brakes  44  may be provided for decelerating the vehicle  12  and preventing motion of the vehicle  12 . The wheel brakes  44  may be hydraulically actuated, electrically actuated, or some combination thereof. The wheel brakes  44  may be a part of a brake system  50 . The brake system  50  may include other components to operate the wheel brakes  44 . For simplicity, the figure depicts a single connection between the brake system  50  and one of the wheel brakes  44 . A connection between the brake system  50  and the other wheel brakes  44  is implied. The brake system  50  may include a controller to monitor and coordinate the brake system  50 . The brake system  50  may monitor the brake components and control the wheel brakes  44  for vehicle deceleration. The brake system  50  may respond to driver commands and may also operate autonomously to implement features such as stability control. The controller of the brake system  50  may implement a method of applying a requested brake force when requested by another controller or sub-function. 
         [0017]    One or more electrical loads  46  may be connected to the high-voltage bus. The electrical loads  46  may have an associated controller that operates and controls the electrical loads  46  when appropriate. Examples of electrical loads  46  may be a heating module or an air-conditioning module. 
         [0018]    The various components discussed may have one or more associated controllers to control and monitor the operation of the components. The controllers may communicate via a serial bus (e.g., Controller Area Network (CAN), Ethernet, Flexray) or via discrete conductors. A system controller  48  may be present to coordinate the operation of the various components. 
         [0019]    A traction battery  24  may be constructed from a variety of chemical formulations. Typical battery pack chemistries may be lead acid, nickel-metal hydride (NIMH) or Lithium-Ion.  FIG. 2  shows a typical traction battery pack  24  in a series configuration of N battery cells  72 . Other battery packs  24 , however, may be composed of any number of individual battery cells connected in series or parallel or some combination thereof. A battery management system may have a one or more controllers, such as a Battery Energy Control Module (BECM)  76  that monitors and controls the performance of the traction battery  24 . The BECM  76  may include sensors and circuitry to monitor several battery pack level characteristics such as pack current  78 , pack voltage  80  and pack temperature  82 . The BECM  76  may have non-volatile memory such that data may be retained when the BECM  76  is in an off condition. Retained data may be available upon the next key cycle. 
         [0020]    In addition to the pack level characteristics, there may be battery cell level characteristics that are measured and monitored. For example, the terminal voltage, current, and temperature of each cell  72  may be measured. The battery management system may use a sensor module  74  to measure the battery cell characteristics. Depending on the capabilities, the sensor module  74  may include sensors and circuitry to measure the characteristics of one or multiple of the battery cells  72 . The battery management system may utilize up to N c  sensor modules or Battery Monitor Integrated Circuits (BMIC)  74  to measure the characteristics of all the battery cells  72 . Each sensor module  74  may transfer the measurements to the BECM  76  for further processing and coordination. The sensor module  74  may transfer signals in analog or digital form to the BECM  76 . In some embodiments, the sensor module  74  functionality may be incorporated internally to the BECM  76 . That is, the sensor module  74  hardware may be integrated as part of the circuitry in the BECM  76  and the BECM  76  may handle the processing of raw signals. 
         [0021]    The BECM  76  may include circuitry to interface with the one or more contactors  42 . The positive and negative terminals of the traction battery  24  may be protected by contactors  42 . 
         [0022]    Battery pack state of charge (SOC) gives an indication of how much charge remains in the battery cells  72  or the battery pack  24 . The battery pack SOC may be output to inform the driver of how much charge remains in the battery pack  24 , similar to a fuel gauge. The battery pack SOC may also be used to control the operation of an electric or hybrid-electric vehicle  12 . Calculation of battery pack SOC can be accomplished by a variety of methods. One possible method of calculating battery SOC is to perform an integration of the battery pack current over time. This is well-known in the art as ampere-hour integration. 
         [0023]    Battery SOC may also be derived from a model-based estimation. The model-based estimation may utilize cell voltage measurements, the pack current measurement, and the cell and pack temperature measurements to provide the SOC estimate. 
         [0024]    The BECM  76  may have power available at all times. The BECM  76  may include a wake-up timer so that a wake-up may be scheduled at any time. The wake-up timer may wake up the BECM  76  so that predetermined functions may be executed. The BECM  76  may include non-volatile memory so that data may be stored when the BECM  76  is powered off or loses power. The non-volatile memory may include Electrical Eraseable Programmable Read Only Memory (EEPROM) or Non-Volatile Random Access Memory (NVRAM). The non-volatile memory may include FLASH memory of a microcontroller. 
         [0025]    A GMR sensor is based on the GMR-effect, wherein the resistance of the sensor is a function of the strength or magnitude and angle of the magnetic field in which it exists. In operation, an electrical current flowing through a conductor induces a corresponding magnetic field. A measurement of this magnetic field can, therefore, be used to provide information about the state of the electrical current through the conductor. 
         [0026]    The GMR sensor is generally a unipolar device, in that it is unable to distinguish the direction of magnetic flux. As the electric drive in an electrified power train requires bi-directional current sensing capabilities, a method is disclosed that enables a direction or angle of the magnetic field to be determined using a unipolar sensor. The direction or angle of the magnetic field is in relation to an axis of sensitivity of the unipolar sensor in which a zero degree angle is parallel to the axis of sensitivity, 90 degrees is perpendicular to the axis of sensitivity, and 180 degrees is parallel to the axis of sensitivity with the field direction opposite to the zero degree field. Additionally, the linear range of the sensor is limited and likewise a method is disclosed that enables the measurement of a large change in magnetic field by a sensor with a limited operational range. 
         [0027]    A ferromagnetic core is used to concentrate the magnetic flux created by the electrical current through the conductor being measured. The core has a gap on one side to allow placement of a GMR sensor. As the GMR is directly in the path of the magnetic flux, and the core focuses the majority of the flux through that path, the sensitivity of the GMR to the electrical current through the conductor is increased. The concept is shown graphically in  FIG. 3 . 
         [0028]    Wrapped around the core is a winding that can create a magnetic flux through the core, creating an offset or base magnetic field. A closed-loop controller can regulate the current through the winding to maintain a net flux in the core at generally a constant level. This ensures that the net flux through the core and GMR sensor is within the linear range of the GMR sensor. By measuring the current through the offset winding, the current through the sensed conductor can be calculated. This measurement may be accomplished in many ways including the use of a shunt in series with the winding in which a voltage across the shunt is measured. 
         [0029]      FIG. 3  is an exemplary diagram of a bi-directional current measuring system  300 . A conductor  302  capable of carrying a current is coupled to a ferroelectric core  304 . The conductor  302  being capable of carrying a bi-directional current may then induce a bi-directional field in the ferroelectric core  304 . The ferroelectric core  304  may be in the shape of a “C”, toroidal, or other suitable shape. The conductor  302  may be coupled via placement in proximity to the ferroelectric core  304  or the conductor may pass through an opening defined by the core  304 . The conductor  302  may be made of a metal such as copper or aluminum, a metal alloy, a conductive composite or plated material. The conductor  302  may be configured as wire, cable, ribbon, cable or other suitable structure. The electromagnetic core  304  may be a ferromagnetic material such as metals and alloys of iron, nickel and cobalt, and some rare earth metal compounds. The electromagnetic core  304  may generally surround the conductor  302  having a gap  306  and a winding  308  as shown in  FIG. 3 . The core  304  and gap  306  may be sized to accommodate a magnetic sensor  310  such as a giant magnetoresistance (GMR) sensor, a tunneling magnetoresistance (TMR) sensor, or other suitable unipolar sensor. The winding  308  is configured to carry an electric current inducing a magnetic field in the core  304  in addition to the magnetic field induced by the conductor  302 . The electric current in the winding  308  is detected by a voltage across a resistive shunt  312 . The current in the winding is generated by a current source or amplifier  314 . The amplifier  314  converts a signal from an ECU or controller  316  to a current. The current is based on a measured magnetic flux in the core  304 . The measured magnetic flux in the core may be controlled by a closed loop mechanism such as an analog feedback circuit or a digital feedback circuit. The GMR  310  operates by changing resistance in response to a change in magnetic flux encompassing the GMR  310 . 
         [0030]    A measurement of current obtained from the GMR sensor including the offset winding  308  and closed-loop control mechanism, and configured as shown in  FIG. 3 , may be used to control a torque of a shaft in the electric motor  14  in hybrid/battery electric vehicles as well as in heavier traction applications such as electric locomotives. The measurement of current can also be used to estimate the torque produced by the electric motor  14 . In a vehicle, the measurement of current can also be used to estimate and control vehicle speed, via the measurement and control of electrical current/torque. The measurement of current can also be used to measure and control the flow of power between the battery  24  on a hybrid/full electric vehicle and the various power converters  26 , 28  and electric loads  46  on the vehicle. The measurement of current from a charging source  36  can also be used to control the recharging of the battery  24  through the power conversion module  32 . 
         [0031]    The ECU  316  controls the current magnitude through the offset winding via a signal sent to the amplifier  314 . The current flowing through the winding  308  creates a base or offset magnetic field  328  in the core  304 . A current flowing in the conductor  302  in the direction  320  induces a magnetic field  322  in the core  304 , and a current flowing in the conductor  302  in the direction  324  induces a magnetic field  326  in the core  304 . For example, the system may be designed such that the offset field  328  is greater than twice the absolute value of a maximum of the induced field ( 322  and  324 ). In this example, a current flowing in the conductor in the direction of  324  inducing a field  326  may require a small current to flow in the winding  308  such that a small offset field  328  is generated. However, a current flowing in the conductor in the direction of  320  inducing a field  322  may require a greater current to flow in the winding  308  such that a large offset field  328  is required to offset the field  322 . The current flowing in the winding  308  induces a field such that when added with the induced field from the current flowing in the conductor  302 , a net flux in the core  304  and across the sensor  310  is maintained within the operational limits of the sensor  310 . This configuration allows for the measuring of a change in an induced field in which the induced field change is larger than the operational range of the sensor  310 . As the current through the offset winding  308  is controlled to create a constant net flux through the sensor  310 , the current in the offset winding  308  will have a known relationship with the current flowing in the sensed conductor  302  and can be used to calculate the current through the sensed conductor  302 . The known relationship may include a function such as linear, weighted, or curvilinear function. 
         [0032]    An alternative embodiment may include a second ferromagnetic core assembly. The second ferromagnetic core assembly or core assembly may include a second gap wherein a second unipolar sensor may be located. The second core assembly may be configured to measure an ambient magnetic field or field. The ambient magnetic field or ambient field may be generated by a vehicle electric system, an electric system outside the vehicle or may occur due to the magnetic properties of the earth. Another alternative embodiment may include a temperature sensor coupled to the unipolar sensor. An accuracy of the unipolar sensor may change in relation to operating parameters. Operating parameter include voltage, time, life, construction, and temperature. Each operating parameter may include a calibration coefficient based on theoretical or measured data. For example, a change in temperature of the unipolar sensor may cause change in the accuracy based on a temperature drift of the unipolar sensor. Based on a measured operating parameter, the output of the unipolar sensor may be offset by the coefficient of the improve accuracy. 
         [0033]    The processes, methods, or algorithms disclosed herein can be deliverable to/implemented by a processing device, controller, or computer, which can include any existing programmable electronic control unit or dedicated electronic control unit. Similarly, the processes, methods, or algorithms can be stored as data and instructions executable by a controller or computer in many forms including, but not limited to, information permanently stored on non-writable storage media such as ROM devices and information alterably stored on writeable storage media such as floppy disks, magnetic tapes, CDs, RAM devices, and other magnetic and optical media. The processes, methods, or algorithms can also be implemented in a software executable object. Alternatively, the processes, methods, or algorithms can be embodied in whole or in part using suitable hardware components, such as Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), state machines, controllers or other hardware components or devices, or a combination of hardware, software and firmware components. 
         [0034]    While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes can be made without departing from the spirit and scope of the disclosure. As previously described, the features of various embodiments can be combined to form further embodiments of the invention that may not be explicitly described or illustrated. While various embodiments could have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art recognize that one or more features or characteristics can be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. These attributes may include, but are not limited to cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. As such, embodiments described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and can be desirable for particular applications.