[0001] The present subject matter described herein relates to a system and method for controlling the movement of an electric vehicle. More particularly, the present invention relates to applying a counteracting torque for controlling the undesired vehicle movement.
BACKGROUND
[0002] Background description includes information that may be useful in understanding the present disclosure. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed subject matter, or that any publication specifically or implicitly referenced is prior art.
[0003] With the community development and the increase in the environmental awareness among the people, an electric vehicle with the power of the vehicle-mounted power supply is able to solve the problems of the environmental pollution caused by the exhaust emission of the fuel vehicle and the high fuel consumption, and thus become more and more popular in the automotive industry.
[0004] However, charging of the electric vehicle is the problem which people are highly concerned about, and relevant to the popularization and the promotion of the electric vehicle. The conventional charging modes of the conventional charger does not provide comprehensive safety features.
[0005] For the purpose of this disclosure, it is important to understand electric vehicle safety features. All electric cars don’t have a conventional fuel tank, rather than filling the car with conventional petrol or diesel as fuels, people simply plug the car into its charging station to fuel up, or charge up the traction battery. Charging an electric car is a simple process, the user is required to simply plug the car into a charger that is connected to the electric grid. Electric car drivers plug-in whenever they park and return to a vehicle with a charged battery than when they left it for charging.
[0006] The above stated purpose however, lacks a safety feature. At times, the user or the driver plugs the electric car for charging during parking at a mall or at home and may forget to engage the parking brakes. If the vehicle is parked on a slope, it may become prone to sliding while charging. As the vehicle slides on the slope while connected or plugged to the electric charging station, irrespective of the fact whether it is charging or not, may cause damage to the charging cable, sockets, plugs, etc. if it gets extended beyond the length of the charging cable. The slope on which the vehicle is parked will cause the sliding movement as the parking brakes are not applied thus generating movement of the wheels. Eventually the vehicle rolls towards the slope causing revolutions per minute (RPM) value of the wheels to be increased more than zero. We consider that at the ‘resting stage’ or ‘idle stage’ or at a point of time when the vehicle is parked steady and the RPM value tends to be zero.
[0007] The present disclosure proposes an affordable solution to the problem of vehicle movement while being connected to the charging station via the charging cable. Movement of vehicle may happen due to it, being acted upon by an external force such as gravity, a collision with another vehicle, forced movement by a human being etc. While the vehicle is conductively coupled with a charging station via the charging cable, such movement may result in excessive tension on the charging cable which may lead to tearing of the cable or damage to vehicle or charging station connectors, vehicle body, person etc. leading to permanent damage to components essential for vehicle operation or hazard to life of a person around it.
[0008] In the types of vehicles covered under the scope of this disclosure, the electric machine being directly coupled, at all times, to the drivetrain, there is disclosed a system and method to detect this unintended movement and prevent such movement whilst also stopping the charging process and alerting the driver/ user/ customer regarding the event such that the situation may be resolved by proper human intervention. The electric machine is generally used in automotive applications as a braking mechanism in addition to its usage as an instrument for acceleration. The electric machine may be effectively employed in the current scope of the disclosure such that by activating the electric machine and generating a torque or a counteracting torque at the wheels, unintended motion may be prevented during charging such that damage to components or other hazards may be avoided.
OBJECTS OF THE DISCLOSURE
[0009] It is therefore the object of the present disclosure to overcome the aforementioned and other drawbacks in prior system/method.
[0010] In an object of the invention, a vehicle control unit (VCU) receives sensing data through sensors. The sensing data is representative of the RPM value of the wheels greater than zero. Thus, the VCU sends signal to a e-machine controller.
[0011] It is a primary object of the present disclosure to provide a system and method to generate a counteracting torque by the e-machine upon receiving signal at the e-machine controller from the VCU.
[0012] In an object of the invention, the VCU activates an alarming system.
[0013] In an object of the invention, the e-machine controller estimates the counteracting torque required and commands the e-machine to generate that amount of torque to cease the undesired movement of vehicle.
[0014] These and other objects and advantages of the present subject matter will be apparent to a person skilled in the art after consideration of the following detailed description taken into consideration with accompanying drawings in which preferred embodiments of the present subject matter are illustrated.
SUMMARY
[0015] Solution to one or more drawbacks of existing technology and additional advantages are provided through the present disclosure. Additional features and advantages are realized through the technicalities of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered to be a part of the claimed disclosure.
[0016] The present disclosure offers a solution in the form of a control system for an electric vehicle includes a one or more processing circuitry configured to execute a one or more routines, wherein the one or more routines which include a vehicle control unit (VCU) configured to operate a powertrain system of the electric vehicle, which when operated by the processing circuitry receives an input representative of the electric vehicle in a charging state from an on-board charger controller coupled to the processing circuitry. The VCU receives a sensing data from one or more sensors coupled to the control system. The VCU is optionally also operative to sense the charging cable connection state with the vehicle.
[0017] In an aspect of the invention an e-machine controller coupled with the processing circuitry and configured to receive a signal from the VCU and based on the signal enable a torque mode state, wherein in the torque mode state, the e-machine controller estimates the counteracting torque required and e-machine configured to generate and provide a counteracting torque to the powertrain system.
[0018] In an aspect of the invention the e-machine configured to apply the counteracting torque on the powertrain system.
[0019] In an another aspect of the invention, the powertrain system is disengaged from controls of a mechanical and/or an electric brake.
[0020] In an another aspect of the invention, the sensing data provide revolutions per minute (RPM) value of the wheels to the VCU.
[0021] In yet another aspect of the invention the RPM value is greater than zero.
[0022] In yet another aspect of the invention the one or more sensors are speed sensors installed on at least a wheel of the electric vehicle.
[0023] In another aspect of the invention the RPM value is greater than zero, the VCU is configured to communicate with the on-board charger controller to cease the charging state of the electric vehicle.
[0024] In an aspect of the invention, the VCU is configured to activate an alarm.
[0025] In another aspect of the invention the e-machine controller coupled with the processing circuitry, connected to a battery of the electric vehicle is configured to calculate a switching pattern of a power electronic switch and send gate signals to the processing circuitry for computing the counteracting torque.
[0026] In yet another aspect of the invention, the e-machine controller coupled with the processing circuitry, connected to an external electric charging station is configured to calculate a switching pattern of a power electronic switch and send gate signals to the processing circuitry for computing the counteracting torque.
[0027] In another aspect of the invention, the counteracting torque applied on the powertrain system ceases the electric vehicle movement.
[0028] According to another aspect of the present disclosure relates to a method for operating a control system in an electric vehicle, including determining a charging state of the electric vehicle with an on-board charger controller and sending the input signal representative of the charging state to a vehicle control unit (VCU) configured to operate a powertrain system of the electric vehicle; receiving, at the VCU, a sensing data from one or more sensors coupled to the control system, generating a signal by the VCU based on the sensing data; receiving the signal at an e-machine controller, and estimating and enabling a torque mode state based on the signal. The method further includes generating a counteractive torque by the e-machine and providing the counteractive torque to the powertrain system.
[0029] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE DRAWINGS
[0030] It is to be noted, however, that the appended drawings illustrate only typical embodiments of the present subject matter and are therefore not to be considered for limiting of its scope, for the present disclosure may admit to other equally effective embodiments. The detailed description is described with reference to the accompanying figures. In the figures, a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the figures to reference like features and components. Some embodiments of system or methods or structure in accordance with embodiments of the present subject matter are now described, by way of example, and with reference to the accompanying figures, in which:
[0031] Fig. 1 is an illustration of the vehicle connected to charging station via cable;
[0032] Fig. 2 is the architecture of the processing circuitry of the present invention;
[0033] Fig. 3 is the flowchart depicting the method and steps to accomplish the objects of the present invention.
[0034] The figures depict embodiments of the present subject matter for illustration only. A person skilled in the art will easily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
[0035] While the embodiments of the disclosure are subject to various modifications and alternative forms, a specific embodiment thereof has been shown by way of example in the figures and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
[0036] The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that a device, system, assembly that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, or assembly, or device. In other words, one or more elements in a system or device proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or device.
[0037] Referring to Fig.1 is a representative diagram of a vehicle (101) with an electrified powertrain, connected to a charging station (107) having outlet connector (106) by means of a charging cable (105) to its inlet connector (104). The vehicle (101) is stationed on the surface (108). The vehicle (101) may have any number of wheels i.e. it may be a two wheeled scooter, e-bike or a motorcycle, a three-wheeled e-rickshaw, a four wheeled passenger car or commercial vehicle as well as a bus or a truck having more than four wheels. The vehicle has an electric powertrain and primarily powered by a traction battery pack which may be charge by conductive energy transfer from a charging station (107) by means of a cable (105). Besides being a pure electric vehicle being powered by a battery pack solely, the vehicle may also be a plug in hybrid electric vehicle but with a configuration wherein the e-machine is directly coupled to the wheels via a drivetrain at all times i.e. in no configuration is the e-machine able to be disconnected mechanically from the wheels via a clutching arrangement etc. The vehicle also has sensors (102, 103) at its front and/or rear ends which may normally assist a driver while parking by detection of objects at a set distance away from the vehicle and alerting the driver accordingly. An alarm mechanism (101) which may be an audio, visual, audio-visual etc. type of alarm including blinking of headlights or activation of buzzer/ horn or an alarm mechanism via an alert using the vehicle’s telematics system, is also present.
[0038] Referring to Fig.2, is a description of an electrical architecture or a processing circuitry enabling the functioning of the control system of the present invention. The processing circuitry executes one or more routines together with the elements of the electric vehicle covered under the scope of this disclosure. The processing circuitry (200) is represented through line connections and described as communication channels or communication lines throughout the description. The processing circuitry is the representation of the active connection among the elements of the present invention through which the outines are operable and executed. The routines are communicated through the processing circuitry connections as depicted in the Fig.2.
[0039] The higher level vehicle controller unit (VCU) (5) is responsible for communication and co-ordination of routines coupled with the processing circuitry with other component controllers like the battery management system (31), the on-board charger controller (11), the DC-DC converter controller (22), the e-machine controller (81) as well as control of relays like the vehicle main relays (34), accepting inputs from sensors such as wheel speed sensors (109) and actuating systems such as alarm systems (111).
[0040] Upon ‘wakeup of the vehicle, the VCU (5) judges the mode of wakeup – AC charge, DC Charge or Drive mode of wakeup based on the trigger signal received by various sources. A signal like the control pilot signal may wake up the vehicle in any of the charging modes which the VCU (5) may detect via communication channels 61 or 71. Depending on the Charging protocol followed the sockets (6, 7) and the communication line (61, 71) may be the same or two different entities. Also a key signal or pressing of a switch equivalent to a start/stop switch by the driver may indicate the VCU (5) to start operation in a drive mode.
[0041] When the vehicle is woken up in a ‘Drive’ mode operation effected by an input from the driver such as a button press or key input, the powertrain system (82) produces torque as demanded by the driver and indicated to the VCU (5) by the depression of the accelerator pedal or the brake pedal, resulting in corresponding torque demand to the e-machine controller (81) via communication channel 86 which may be the powertrain CAN bus or another medium of communication. The VCU (5) commands the e-machine controller (81) to transition from its ‘idle’ state to a ‘torque control’ state such that the e-machine controller (81) may operate the power electronic switches to perform energy transfer from the battery pack (32) to the powertrain system (82). The e-machine controller (81) is responsible for applying a suitable voltage/ set of voltages via harness (84) drawn from the battery pack (32), such that the torque demand of the driver may be satisfied by real world torque production at the e-machine shaft. Depending on the type of e-machine, which may be a DC machine, an AC Induction machine, an AC synchronous machine, or any other e-machine type, the e-machine controller (81) may be an AC to DC converter or a DC to DC converter and apply DC or multiphase AC power via harness (84) which in turn may be a single phase, multiphase or a DC harness. A closed loop control is essential for stability due to which sensors such as current sensors and speed/ position sensors may stream information over lines to the e-machine controller (81) regarding the state of operation of the system.
[0042] The powertrain system (82) may also operate as a generator when desired and indicated by the VCU (5) to the e-machine controller (81) via demand of a negative torque value or known as a counteracting torque. This leads to regenerative braking and charging of the traction battery pack (32) which may be affected by release of the accelerator pedal in certain driving modes as well as by pressing of the brake pedal. Also temperature sensors may provide data about e-machine winding temperature or temperatures of power electronic switches like IGBT’s and MOSFET’s that are a part of the e-machine controller’s (81) power circuit.
[0043] Depending on the states of operation of the e-machine (81), temperatures may rise to unacceptable values such that continuous delivery of requested torque may not be possible for a long time. In such cases, the e-machine controller (81) or the VCU (5) may be programmed to perform supervisory de-ration of the torque such that peak torques at the operating speeds may no longer be available. This condition may lead to performance degradation and appropriate cooling methodology for the power components has to be in place to delay such occurrence or restore the system to its guaranteed operating state as soon as possible after a de-ration event.
[0044] Also the traction battery pack (32) may not always be in a state to provide enough power for the powertrain system (82) for generation of the requested torque. In such cases the battery management system (31) may obtain values of the cell voltages and temperatures via sensors over line 39 and communicate to the VCU (5) via communication channel 310, which may be the Powertrain CAN bus or another communication medium.
[0045] When the battery management system (31) indicates a limitation of the available output power from the battery pack (32) due to conditions such as low battery pack voltage or high battery pack temperature, the VCU (5) may adjust the torque demand to the e-machine controller (81), to a level such that, the power draw from the battery pack (32) may not violate the limits communicated by the battery management system (31). This might also lead to performance degradation. The full extent of regeneration may not be available for the system to harness when the battery pack’s (32) state of charge is high and the battery management system (31) indicates this to the VCU (5) by lowering the maximum charging power limit. For systems relying largely, on regenerative braking, this condition may lead to braking performance degradation.
[0046] The DC-DC converter is involved with supplying the auxiliary battery (4) and the auxiliary loads (10) with power at 12 V levels by conversion from the traction battery pack (32) voltage level, which is generally higher. During all modes of operation, the operation of the loads on the auxiliary bus (9) requires that power be input to the DC-DC converter (24) via traction DC bus (18). The VCU (5) communicates with the DC-DC converter controller (22) via communication channel 25 which may be the powertrain CAN bus of the vehicle or another communication medium.
[0047] When the vehicle is woken up in an ‘AC Charge’ mode of operation via input (61) to the VCU (5) over communication channel representative of a charging state of the electric vehicle, effected by insertion of the AC charging plug into the AC charging socket (6), the VCU (5) communicates with the on-board charger controller (11) via communication channel 19, which may be the vehicle Powertrain CAN bus or another communication medium. The on-board charger controller (11) then commands the on-board charger (12) such that suitable charging current as commanded by the VCU (5) via communication channel (19), may be provided to the traction battery pack (32).
[0048] When the vehicle is woken up in a ‘DC Charge’ mode of operation via input (71) to the VCU (5) over communication channel representative of a charging state of the electric vehicle, effected by the insertion of the DC Charging plug into the DC charging socket (7), the VCU (5), communicates with the external charging station via communication channel 71, such that required charging current, may flow into the battery pack (32) via DC charging harness (36).
[0049] During any of the Charging modes, the e-machine controller (81) may be commanded by the VCU (5) to remain in an ‘Idle’ or a ‘Standby’ state; such that it does not operate the power electronic switches to perform energy transfer (85) to the powertrain system (82).
[0050] It is intuitive that the powertrain system (82) should not be allowed to operate and rotate resulting in vehicle motion whilst the vehicle is connected via the charging cable (105) to a charging station (107) which might also be a wall socket in a residential place. Such motion of the vehicle by operation of the e-machine (82) may result in tension in the charging cable (105), consequently leading to cable breakage, or damage to the vehicle inlet, the charging station or wall socket and the connectors.
[0051] However, if the vehicle moves due to application of external unbalanced force such as in the situation of it being parked on an incline, such damage to the cable or the vehicle/ charging station body is imminent. Such conditions may occur when the driver forgets to apply the parking brake before exiting the vehicle and connecting the charging cable, or if the vehicle is light, like a two wheeler, the driver may not notice a charging cable connected to the vehicle and attempt to ‘walk’ the vehicle away from its parking location in a hurry. Also a faulty parking brake may result in a false sense of security for the driver when he decides to connect the charging cable and leave the vehicle unattended. A minor collision may also cause the vehicle to roll slightly and be pushed into a situation where rolling is imminent.
[0052] In these situations, there is no protection against the damage imminent to the charging sockets, plugs and the charging cable. In vehicles without braking systems, that may be triggered by wire/ triggered automatically and sufficiently by pre-defined processes, the braking system cannot be configured to hold the vehicle when the driver is not present inside. The present disclosure proposes a solution to this without requiring any hardware changes but by configuring a system and method as disclosed in the foregoing claims of this invention to detect such a scenario and take action in combination with hardware components.
[0053] When a vehicle is connected to a charging cable in a charging station in either uphill or downhill condition, then there is a possibility of sliding of vehicle due to an external force. If the slope is beyond a threshold limit, then there may be damage in charging cable or to vehicle charging socket due to exceeding threshold speed. Due to this unintended motion of vehicle, it is dangerous for both charging socket & charging station. So as a result, situation becomes uncontrollable beyond a threshold speed. When the vehicle attains speed, immediately there should be a buzzer for alerting the driver about unintended movement & simultaneously for stop charging based on HV battery pack state of charge conditions. If the driver is not nearby & rate of change of speed is already achieved within threshold limit, then there is a special action of vehicle controller to command the power controller circuit to go into a torque controlled mode during charging for applying reverse torque on e-machine.
[0054] Current disclosure is about braking by powertrain system as commanded by the e-machine controller circuit while vehicle is connected to the charging station and/or in a charging state & there is a chance of undesired movement due to any external factors. A control state flow of actions in this special condition are mentioned in Fig. 3.
[0055] While charging (301), HV battery is already connected to the HV terminals in the junction box & along with that all HV components are also connected in parallel. When any movement happens in vehicle, then speed sensors installed on atleast a wheel of the electric vechile sends RPM value generated (302) at the machine end to the VCU & E-machine controller circuits as per sensor connections. VCU detects it as a special situation as vehicle is in charging state or connected to charging cable & still receives RPM value from the speed sensor which is unexpected behavior of vehicle. The on-board charger controller send the input to the VCU representative of the electric vehicle in a charging state. The VCU starts operating in a special operation of “receiving RPM while charging plug connected”.
[0056] In an embodiment of the present invention, before proceeding to any operation, VCU checks whether the HV battery is in a condition of providing electrical power.
[0057] If yes, the VCU immediately communicates with the on-board charger controller to cease the charging state of the electric vehicle and stop charging from station & activate buzzer or alarm for driver attention (303). The VCU sends a signal (304), commanding the e-machine controller to enable a torque mode state from initialization state. On receiving the signal from the VCU, the e-machine controller transits to torque mode state to generate (305) and provide (85) the reverse torque or the counteracting torque to the powertrain system, required for the vehicle to stop or basically counter act the generated RPM. The e-machine controller provides the maximum allowable torque in both motoring & regeneration modes to the VCU by considering the available power limit of the VCU.
[0058] The e-machine controller estimates the switching pattern of switches & provides gate signals to the power controller circuits so that required torque can be generated. Required reverse torque can be generated at the machine end by this switching operation but only condition is e-machine controller should be in enabled torque mode state. By considering the thermal behavior of switches, e-machine controller simultaneously monitors the temperatures of switches from the temperature sensors present near switches. When the temperature exceeds the threshold beyond its operating range, then it has to estimate the allowable torque as zero for opening the switches such that temperature of them reach within threshold. As switches are small electronic components so they will reach within threshold soon. Then after e-machine controller again estimate the required reverse torque for stopping the vehicle & it will iterate this control operation till the situation becomes in control.
[0059] In an another embodiment, the invention proposes a situation, if the HV battery is dead or not capable of providing the electrical power. Once the HV battery is not capable of providing power, an external source, such as an external electric grid is used for both the charging of battery & providing required reverse torque by e-machine controller to the powertrain system in parallel manner. So once the VCU receives the RPM value as non-zero while the charging plug connected or the vehicle is in charging state, then the VCU does not command for stop charging rather command to the e-machine controller to transit to enable the torque mode state based on lower state of charge of HV battery. e-machine controller transit to enabled torque mode state & compute the required reverse torque from the RPM value received from the speed sensor. In parallel the temperature of switches also measured to release torque in case the temperature reaches out of threshold. This operation continues till the vehicle stops & RPM value becomes equivalent to zero.
[0060] Additionally invention shall also work in case of charging station is power off or charging station/ device no communication with vehicle controller or only charging cable is inserted in vehicle without charging. Once charging cable is inserted in vehicle, there is mechanical switch which can operated and send signal to VCU controller.
[0061] An additional embodiment, e-machine controller is able to control the powertrain system to apply required reverse torque to return back the vehicle to its initial position when it achieves RPM beyond a threshold. Control action will remain same except the reverse torque application is different from the previous one.
[0062] Therefore, the proposed innovation results in an affordable solution for vehicles with electric powertrain and traction battery pack including two, three, four or more wheeled vehicles which may be battery electric vehicles and plug in hybrid electric vehicles in configurations where the e-machine is capable of braking to prevent any unintended movement due to external factors.
[0063] As an advantageous effect of the present invention, when movement is observed while charging cable is connected to vehicle inlet, speed sensor from machine shaft receives the instantaneous RPM and feedbacks the same to VCU. The VCU receives the instantaneous RPM & estimates the rate of change of RPM. It calculates corresponding counteracting torque required from rate of change of RPM. Rate of change of RPM depends on the external factor causing unintended movement. It estimates the current required from HV battery to generate required counteracting torque. To flow the estimated current from HV battery to powertrain system, the e-machine controller circuit provides switching pattern for power electronics switches. Resulting from the switching pattern, estimated current from the HV battery flows to the powertrain system which results the counteracting torque required to stop movement. As a result counteracting torque will be produced and resultant motion will be stopped.
[0064] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation, no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to disclosures containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. Also, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general, such construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances, where a convention analogous to “at least one of A, B, or C, etc.” is used, in general, such construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”
[0065] It will be further appreciated that functions or structures of a plurality of components or steps may be combined into a single component or step, or the functions or structures of one-step or component may be split among plural steps or components. The present disclosure contemplates all of these combinations. Unless stated otherwise, dimensions and geometries of the various structures depicted herein are not intended to be restrictive of the disclosure, and other dimensions or geometries are possible. Also, while a feature of the present disclosure may have been described in the context of only one of the illustrated embodiments, such feature may be combined with one or more other features of other embodiments, for any given application. It will also be appreciated from the above that the fabrication of the unique structures herein and the operation thereof also constitute methods in accordance with the present disclosure. The present disclosure also encompasses intermediate and end products resulting from the practice of the methods herein. The use of “comprising” or “including” also contemplates embodiments that “consist essentially of” or “consist of” the recited feature.

Claims:1. A control system for an electric vehicle comprising:
a one or more processing circuitry (200) configured to execute a one or more routines, wherein the one or more routines include:
a vehicle control unit (VCU) (5) configured to operate a powertrain system (82) of the electric vehicle, which when operated by the processing circuitry (200),
receive an input (61,71) representative of the electric vehicle in a charging state from an on-board charger controller (11) coupled to the processing circuitry (200);
receive a sensing data (110) from one or more sensors (109) coupled to the control system;
an e-machine controller (81) coupled with the processing circuitry (200) and configured to receive a signal (86) from the VCU (5) and based on the signal (86) enable a torque mode state,
wherein in the torque mode state the e-machine controller (81) configured to generate and provide (85) a counteracting torque to the powertrain system (82).
2. The control system as claimed in claim 1 wherein the powertrain system is disengaged from controls of a mechanical and/or an electric brake.
3. The control system as claimed in claim 1 wherein the sensing data (110) provide revolutions per minute (RPM) value to the VCU (5).
4. The control system as claimed in claim 3, wherein the RPM value is greater than zero.
5. The control system as claimed in claim 1 wherein the one or more sensors are speed sensors (109) installed on at least a wheel of the electric vehicle.
6. The control system as claimed in claim 1 and 4, wherein the RPM value is greater than zero, the VCU (5) configured to communicate with the on-board charger controller (11) to cease the charging state of the electric vehicle.
7. The control system as claimed in claim 1 and 6, wherein the VCU configured to activate an alarm (111).
8. The control system as claimed in claim 1 wherein the e-machine controller (81) coupled with the processing circuitry (200), connected to a battery (32) of the electric vehicle, configured to calculate a switching pattern of a power electronic switches and send gate signals to the processing circuitry for computing the counteracting torque.
9. The control system as claimed in claim 1 wherein the e-machine controller coupled with the processing circuitry, connected to an external electric grid, configured to calculate a switching pattern of a power electronic switch and send gate signals to the processing circuitry for computing the counteracting torque.
10. The control system as claimed in claim 1 wherein the counteracting torque in the powertrain system ceases the electric vehicle movement.
11. A method for operating a control system in an electric vehicle, the method comprising
determining (301) a charging state of the electric vehicle with an on-board charger controller and sending the input signal representative of the charging state to a vehicle control unit (VCU) configured to operate a powertrain system of the electric vehicle;
receiving (302), at the VCU, a sensing data from one or more sensors coupled to the control system, generating a signal by the VCU based on the sensing data;
receiving (304) the signal at an e-machine controller and enabling a torque mode state based on the signal;
generating (305) a counteractive torque by the e-machine controller and providing the counteractive torque to the powertrain system.
12. The method as claimed in claim 11, wherein the powertrain system is disengaged from controls of a mechanical and/or an electric brake.
13. The method as claimed in claim 11, wherein VCU receiving (302) the sensing data includes revolutions per minute (RPM) value greater than zero.
14. The method as claimed in claim 11 and 13, wherein the RPM value is greater than zero includes:
sending (303) a cease signal from the VCU to the on-board controller to cease the charging state.
15. The method as claimed in claim 11, wherein generating the counteractive torque includes:
calculating a switching pattern of a power electronic switch;
sending gate signals to a processing circuitry coupled with the VCU for computing the counteracting torque.
16. The method as claimed in claim 11 and 15, wherein the e-machine controller generates the counteractive torque through the power from a battery of the electric vehicle or an external electric grid.
17. The method as claimed in claim 11, wherein applying (305) the counteractive torque to the powertrain system coupled ceases (306) the electric vehicle movement.