Claims:We claim:
1. A motor control unit (MCU) (300) of an electric vehicle (100) to restrict backward movement of the electric vehicle (100) to avoid collision with another vehicle or obstruction behind the electric vehicle (100), the motor control unit (MCU) (300) comprising:
a motor lock detection unit (310) configured to detect a motor lock condition when acceleration actuation amount is greater than zero and vehicle speed is zero;
a reverse distance determining unit (314) configured to determine distance (X1) between rear end of the electric vehicle (100) and front end of the other vehicle or obstruction behind the electric vehicle (100) based on data received from a reverse parking sensor;
a temperature of winding, rotor position, and torque determining unit (312) configured to:
determine temperature (Tpu, Tpv, Tpw) of each winding (u, v, w) of a three-phase traction motor (103) by temperature sensors coupled with the each winding (u,v,w);
determine rotor position based on inputs received from a rotor position sensor;
determine a torque applied by the motor based on percentage press of accelerator pedal;
generate a series of motor lock in and lock out map based on the determined torque; and
a coolant flow control unit (314) configured to:
regulate the coolant flow when:
determined distance (X1) is greater than a pre-set distance value (AX) where X is distance to be covered by the electric vehicle (100) corresponding to change of phase between two phases of the three-phase motor (103); and
difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is greater than a pre-stored calibrated temperature (Tc) and current coolant flow is less than permissible limit (P1) to decrease the determined temperature of the locked phase.

2. The motor control unit (MCU) (300) as claimed in claim 1, wherein the coolant flow control unit (316) is configured to:
regulate the coolant flow when:
determined distance (X1) is less than a pre-set distance value (AX) where X is distance to be covered by the electric vehicle (100) corresponding to change of phase between two phases of the three-phase motor (103); and
difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is greater than a pre-stored calibrated temperature (Tc) and current coolant flow is less than permissible limit (P1) to decrease the determined temperature of the locked phase.

3. The motor control unit (MCU) (300) as claimed in claim 1, wherein the traction motor control unit (MCU) (300) comprises a motor locked phase control unit (318) configured to change locked phase of the three-phase motor (103) to next phase as per the generated motor lock in and lock out map when:
determined distance (X1) is greater than a pre-set distance value (AX) where X is distance covered by the electric vehicle (100) corresponding to change of phase between two phases of the three-phase motor (103); and
difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is less than the pre-stored first calibrated temperature (Tc) and determined temperature (Tpu, Tpv, Tpw) of at least one of the winding (u, v, w) of the three-phase traction motor (103) is less than to a pre-stored second calibrated temperature (Tc1).

4. The motor control unit (MCU) (300) as claimed in claim 1, wherein the traction motor control unit (MCU) (300) comprises an automatic brake actuation control unit (320) configured to:
display a timer on instrument panel to instruct user to apply manual brake within a predefined time span when the current coolant flow is equal to or greater than the permissible coolant flow limit (P1); and
apply automatic brake when no manual brake is applied and the timer on the instrument panel is equal to zero.

5. The motor control unit (MCU) (300) as claimed in claim 2, wherein the traction motor control unit (MCU) (300) comprises an automatic brake actuation control unit (320) that is configured to:
display a timer on instrument panel to instruct user to apply manual brake within a predefined time span when the current coolant flow is equal to or greater than the permissible coolant flow limit (P1); and
apply automatic brake when no manual brake is applied and the timer on the instrument panel is equal to zero.
6. The motor control unit (MCU) (300) as claimed in claim 3, wherein the traction motor control unit (MCU) (300) comprises an automatic brake actuation control unit (320) configured to:
display a timer on instrument panel to instruct user to apply manual brake within a predefined time span when determined temperature (Tpu, Tpv, Tpw) of each winding (u, v, w) of the three-phase traction motor (103) is greater than or equal to a pre-stored second calibrated temperature (Tc1); and
apply automatic brake when no manual brake is applied and the timer on the instrument panel is equal to zero.

7. The motor control unit (MCU) (300) as claimed in claim 1, wherein the coolant flow control unit (316) is coupled with a vehicle control unit (VCU) to receive the current coolant flow and give coolant flow input (206) to regulate the coolant flow to cool the windings of the three-phase motor (103).

8. The motor control unit (MCU) (300) as claimed in claim 1, wherein the series of motor lock in and lock out map is generated based on temperature of the other two phases and rotor position.

9. A method (400) to restrict backward movement of an electric vehicle (100) to avoid collision with another vehicle or obstruction behind the electric vehicle (100), the method (400) comprising:
detecting (402), by a motor lock detection unit (310), a motor lock condition when acceleration actuation amount is greater than zero and vehicle speed is zero;
determining (404), based on inputs received from reverse parking sensor, distance (X1) between rear end of the electric vehicle (100) and front end of the other vehicle or obstruction behind the electric vehicle (100);
determining (406), by a temperature of winding, rotor position, and torque determining unit (312), temperature (Tpu, Tpv, Tpw) of each winding (u, v, w) of a three-phase traction motor (103) by temperature sensors coupled with the each winding (u,v,w), a rotor position based on inputs received from a rotor position sensor,and a torque applied by the motor based on percentage press of accelerator pedal, and coolant temperature and coolant flow from a vehicle control unit (VCU) (105);
generating a series of motor lock in and lock out map based on the determined torque,
comparing (408) the determined distance (X1) with pre-set distance value (AX) where X is distance covered by the electric vehicle (100) corresponding to change of phase between two phases of the three-phase motor (103);
regulating (416), by a coolant flow control unit (316), regulate the coolant flow when:
determined distance (X1) is greater than a pre-set distance value (AX) where X is distance to be covered by the electric vehicle (100) corresponding to change of phase between two phases of the three-phase motor (103); and
difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is greater than a pre-stored calibrated temperature (Tc) and current coolant flow is less than permissible limit (P1) to decrease the determined temperature of the locked phase.
10. The method (400) as claimed in claim 9, wherein the method (400) comprises regulating (434), by the coolant flow control unit (316), to regulate the coolant flow when:
determined distance (X1) is less than a pre-set distance value (AX) where X is distance to be covered by the electric vehicle (100) corresponding to change of phase between two phases of the three-phase motor (103); and
difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is greater than a pre-stored calibrated temperature (Tc) and current coolant flow is less than permissible limit (P1) to decrease the determined temperature of the locked phase.

11. The method (400) as claimed in claim 9, wherein the method (400) comprises changing (418), by motor lock phase control unit (318), locked phase of the three-phase motor (103) to next phase as per the generated motor lock in and lock out map when:
determined distance (X1) is greater than a pre-set distance value (AX) where X is distance covered by the electric vehicle (100) corresponding to change of phase between two phases of the three-phase motor (103); and
difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is less than the pre-stored first calibrated temperature (Tc) and determined temperature (Tpu, Tpv, Tpw) of at least one of the winding (u, v, w) of the three-phase traction motor (103) is less than to a pre-stored second calibrated temperature (Tc1).

12. The method (400) as claimed in claim 9, wherein the method (400) further comprises:
displaying (420), by an automatic brake actuation control unit (320), a timer on an instrument panel to instruct user to apply manual brake within a predefined time span when the current coolant flow is equal to or greater than the permissible coolant flow limit (P1); and
applying (428), by the automatic brake actuation control unit (320), automatic brake when no manual brake is applied and the timer on the instrument panel is equal to zero.

13. The method (400) as claimed in claim 10, wherein the method (400) comprises:
displaying (436), by an automatic brake actuation control unit (320), a timer on instrument panel to instruct user to apply manual brake within a predefined time span when the current coolant flow is equal to or greater than the permissible coolant flow limit (P1); and
applying (444), by the automatic brake actuation control unit (320), automatic brake when no manual brake is applied and the timer on the instrument panel is equal to zero.

14. The method (400) as claimed in claim 11, wherein the method (400) comprises:
displaying (420), by an automatic brake actuation control unit (320), a timer on instrument panel to instruct user to apply manual brake within a predefined time span when determined temperature (Tpu, Tpv, Tpw) of each winding (u, v, w) of the three-phase traction motor (103) is greater than or equal to a pre-stored second calibrated temperature (Tc1); and
applying (428), by the automatic brake actuation control unit (320), automatic brake when no manual brake is applied and the timer on the instrument panel is equal to zero.

15. The method (400) as claimed in claim 9, wherein the regulating (416, 434) comprises: receiving the current coolant flow from a vehicle control unit (VCU) and giving coolant flow input (205) to regulate the coolant flow to cool the windings of the three-phase motor (103).
, Description:MOTOR CONTROL UNIT FOR ENHANCING SAFETY OF AN ELECTRIC VEHICLE
TECHNICAL FIELD
[0001] The present disclosure relates, in general, to motor control unit (MCU) of an electric vehicle.
[0002] In particular, the present disclosure relates to a motor control unit and a method for enhancing safety of an electrical vehicle while driving the electric vehicle on up-hill or upward slope. The present disclosure discloses increasing time of motor lock operation without any additional component and restrict movement of the vehicle in backward direction to avoid collision with another vehicle or object behind the electric vehicle.
BACKGROUND
[0003] Background description includes information that may be useful in understanding the present subject matter.
[0004] The electric vehicles have drive motor which generates a traction force to move the wheels of the vehicle. The drive motor receives the AC current from an inverter that converts direct current (DC) coming from a battery pack to the AC current to drive the motor. The drive motor is generally a three-phase alternating-current motor. During uphill movement or upward slope movement on traffic condition, the driver keeps the vehicle stationary or stopped by applying accelerator and continuously supplying maximum constant current to only one phase of the coils of the three phase motor to keep a rotor in locked position. The present condition of vehicle where maximum constant current is being supplied to only one phase to lock the rotor position is referred as motor lock condition. Continuous supply of constant current to one phase might overheat the locked phase coil which may damage the coil. Hence, motor lock control logic is designed in such a way that after reaching temperature limit of the coil, the vehicle comes out of the motor lock condition leading to backward movement of the vehicle on a slope.
[0005] To overcome the present technical problem of overheating of locked phase coils of the vehicle, the existing solution given in US8676469B2 discloses a vehicle drive motor control system which is capable of, when a vehicle drive motor is in a locked state as a result of actuating an accelerator, making the vehicle slowly move backward (or providing other stimulus to the driver) by decreasing the maximum drive torque value. This may effectively cause the driver to make the switch from actuation of the accelerator to actuation of the brake.
[0006] In the existing solution, the drive torque is decreased to allow slow backward movement of the vehicle to indicate or to make the driver to apply brake. In the existing solution, the electric vehicle moves slowly in backward direction until driver applies the brake, therefore, there is high chance that the electric vehicle collides with another vehicle or any obstruction standing behind the electric vehicle.
[0007] The existing solution doesn’t increase the motor lock time and doesn’t hint the driver to apply brake by slow backward movement. In case the driver does not pay attention to backward movement of vehicle, the vehicle keeps moving in backward direction with slow speed and hits with the rear standing vehicle which is again dangerous in bumper to bumper movement of the vehicles.
[0008] Other existing system or technology also doesn’t provide solution to technical problem of coil overheating and backward movement of the vehicle.
[0009] Therefore, there is a need to provide a system and a method for increasing the motor lock operation time and to avoid overheating of the coils of the drive motor and also to avoid backward movement of the vehicle during uphill or upward slope movement of the vehicle.

OBJECTS OF THE DISCLOSURE
[0010] Some of the objects of the present disclosure, which at least one embodiment herein satisfy, are listed herein below.
[0011] A general object of the present disclosure is to provide a method and a system for increasing time of motor lock during an upward slope or uphill drive.
[0012] An object of the present disclosure is to provide a method and a system to decrease temperature of the motor coils during the motor lock condition by regulating the motor coolant flow.
[0013] Another object of the present subject matter is to provide a system and a method to restrict backward movement of the vehicle during upward slope or uphill drive.
[0014] Another object of the present subject matter is to provide a system and a method to indicate driver to apply brake when the motor lock condition is over.
[0015] Yet another object of the present subject matter is to provide a system and a method to apply automatic brake to restrict backward movement of the vehicle and to avoid collision with any obstruction or another vehicle standing behind the electric vehicle.
[0016] These and other objects and advantages of the present disclosure will be apparent to those skilled in the art after a consideration of the following detailed description taken in conjunction with the accompanying drawings in which a preferred form of the present invention is illustrated.
SUMMARY
[0017] This summary is provided to introduce concepts related to a method and a system to restrict backward movement of an electric vehicle to avoid collision of the electric vehicle with another vehicle or obstruction behind the electric vehicle. The concepts are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.
[0018] The present disclosure relates to a motor control unit (MCU) of an electric vehicle to restrict backward movement of the electric vehicle to avoid collision with another vehicle or any obstruction behind the electric vehicle. The motor control unit (MCU) comprising a motor lock detection unit that is configured to detect a motor lock condition when acceleration actuation amount is greater than zero and vehicle speed is zero. The MCU is coupled with a reverse parking sensor and to determine distance (X1) between rear end of the electric vehicle and front end of the other vehicle or any obstruction behind the electric vehicle based on data received from a reverse parking sensor. Further, a temperature of winding, rotor position, and torque determining unit (312) is configured to determine temperature (Tpu, Tpv, Tpw) of each winding (u, v, w) of a three-phase traction motor (103) by temperature sensors coupled with the each winding (u,v,w), determine rotor position based on inputs received from a rotor position sensor, determine a torque applied by the motor based on percentage press of accelerator pedal, and generate a series of motor lock in and lock out map. The MCU further comprises a coolant flow control unit that is configured to regulate the coolant flow when: determined distance (X1) is greater than a pre-set distance value (AX) where X is distance covered by the electric vehicle corresponding to change of phase between two phases of the three-phase motor; and difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is greater than a pre-stored calibrated temperature (Tc) and current coolant flow is less than permissible limit (P1) to decrease the determined temperature of the locked phase.
[0019] In an aspect, the coolant flow control unit is configured to regulate the coolant flow when: determined distance (X1) is less than a pre-set distance value (AX) where X is distance covered by the electric vehicle corresponding to change of phase between two phases of the three-phase motor; and difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is greater than a pre-stored calibrated temperature (Tc) and current coolant flow is less than permissible limit (P1) to decrease the determined temperature of the locked phase.
[0020] In an aspect, the traction motor control unit (MCU) comprises a motor locked phase control unit is configured to change locked phase of the three-phase motor to next phase as per the generated motor lock in and lock out map when: determined distance (X1) is greater than a pre-set distance value (AX) where X is distance covered by the electric vehicle corresponding to change of phase between two phases of the three-phase motor; and difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is less than the pre-stored first calibrated temperature (Tc) and determined temperature (Tpu, Tpv, Tpw) of at least one of the winding (u, v, w) of the three-phase traction motor is less than to a pre-stored second calibrated temperature (Tc1).
[0021] In an aspect, the MCU comprises an automatic brake actuation control unit that is configured to: display a timer on instrument panel to instruct user to apply manual brake within a predefined time span when the current coolant flow is equal to or greater than the permissible coolant flow limit (P1); and apply automatic brake when no manual brake is applied and the timer on the instrument panel is equal to zero.
[0022] In an aspect, the automatic brake actuation control unit that is configured to: display a timer on instrument panel to instruct user to apply manual brake within a predefined time span when the current coolant flow is equal to or greater than the permissible coolant flow limit (P1); and apply automatic brake when no manual brake is applied and the timer on the instrument panel is equal to zero.
[0023] In an aspect, the automatic brake actuation control unit is configured to: display a timer on instrument panel to instruct user to apply manual brake within a predefined time span when determined temperature (Tpu, Tpv, Tpw) of each winding (u, v, w) of the three-phase traction motor is greater than or equal to a pre-stored second calibrated temperature (Tc1); and apply automatic brake when no manual brake is applied and the timer on the instrument panel is equal to zero.
[0024] In an aspect, the coolant flow control unit is coupled with a vehicle control unit (VCU) to receive the current coolant flow and give coolant flow input to regulate the coolant flow to cool the windings of the three-phase motor.
[0025] In aspect, the series of motor lock in and lock out map is generated based on the temperature of the other two phases and rotor position.
[0026] In another embodiment of the present subject matter discloses a method to restrict backward movement of an electric vehicle to avoid collision with another vehicle or obstruction behind the electric vehicle on an upward slope or uphill. The method comprising steps of detecting, by a motor lock detection unit, a motor lock condition when acceleration actuation amount is greater than zero and vehicle speed is zero and determining (404), based on inputs received from reverse parking sensor, distance (X1) between rear end of the electric vehicle and front end of the other vehicle or obstruction behind the electric vehicle. The method further comprises determining, by a temperature of winding, rotor position, and torque determining unit, temperature (Tpu, Tpv, Tpw) of each winding (u, v, w) of a three-phase traction motor by temperature sensors coupled with the each winding (u,v,w), a rotor position based on inputs received from a rotor position sensor, and a torque applied by the motor based on percentage press of accelerator pedal and coolant temperature and coolant flow from a vehicle control unit (VCU); and generating a series of motor lock in and lock out map based on the determined torque. The method further compares the determined distance (X1) with pre-set distance value (AX) where X is distance covered by the electric vehicle corresponding to change of phase between two phases of the three-phase motor. Upon comparing, the method proceeds to regulate the coolant flow when determined distance (X1) is greater than a pre-set distance value (AX) where X is distance covered by the electric vehicle corresponding to change of phase between two phases of the three-phase motor; and difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is greater than a pre-stored calibrated temperature (Tc) and current coolant flow is less than permissible limit (P1) to decrease the determined temperature of the locked phase.
[0027] In an aspect, the method includes regulating the coolant flow when: determined distance (X1) is less than a pre-set distance value (AX) where X is distance covered by the electric vehicle corresponding to change of phase between two phases of the three-phase motor; and difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is greater than a pre-stored calibrated temperature (Tc) and current coolant flow is less than permissible limit (P1) to decrease the determined temperature of the locked phase.
[0028] In an aspect, the method includes changing the locked phase of the three-phase motor to next phase as per the generated motor lock in and lock out map when: determined distance (X1) is greater than a pre-set distance value (AX) where X is distance covered by the electric vehicle corresponding to change of phase between two phases of the three-phase motor; and difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is less than the pre-stored first calibrated temperature (Tc) and determined temperature (Tpu, Tpv, Tpw) of at least one of the winding (u, v, w) of the three-phase traction motor is less than to a pre-stored second calibrated temperature (Tc1).
[0029] In an aspect, the method includes displaying a timer on an instrument panel to instruct user to apply manual brake within a predefined time span when the current coolant flow is equal to or greater than the permissible coolant flow limit (P1); and applying, by the automatic brake actuation control unit, automatic brake when no manual brake is applied and the timer on the instrument panel is equal to zero.
[0030] In an aspect, the method includes displaying a timer on instrument panel to apply manual brake within a predefined time span when the current coolant flow is equal to or greater than the permissible coolant flow limit (P1); and applying automatic brake when no manual brake is applied and the timer on the instrument panel is equal to zero.
[0031] In an aspect, the method includes displaying a timer on instrument panel to apply manual brake within a predefined time span when determined temperature (Tpu, Tpv, Tpw) of each winding (u, v, w) of the three-phase traction motor is greater than or equal to a pre-stored second calibrated temperature (Tc1); and applying automatic brake when no manual brake is applied and the timer on the instrument panel is equal to zero.
[0032] In an aspect, the method includes receiving the current coolant flow from a vehicle control unit (VCU) and giving coolant flow input to regulate the coolant flow to cool the windings of the three-phase motor.
[0033] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which numerals represent like components.
[0034] It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined to form a further embodiment of the disclosure.
[0035] 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
[0036] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles. In the figures, the left-most digit(s) of 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 and/or methods in accordance with embodiments of the present subject matter are now described, by way of example only, and with reference to the accompanying figures, in which:
[0037] Fig. 1 illustrates block diagram of electric vehicle as known;
[0038] Fig. 2 illustrates a block diagram of motor control unit receiving inputs for processing and giving output to restrict backward movement of the electric vehicle, in accordance with an embodiment of the present disclosure;
[0039] Fig. 3 illustrates block diagram of motor control unit (MCU) in the electrical vehicle, in accordance with an embodiment of the present disclosure;
[0040] Fig. 4 illustrates method for restricting backward movement of the electric vehicle on upward slope or uphill, in accordance with an embodiment of the present disclosure.
[0041] It should be appreciated by those skilled in the art that any block diagrams herein represent conceptual views of illustrative systems embodying the principles of the present subject matter. Similarly, it will be appreciated that any flow charts, flow diagrams, state transition diagrams, pseudo code, and the like represent various processes which may be substantially represented in a computer-readable medium and executed by a computer or processor, whether or not such computer or processor is explicitly shown.
DETAILED DESCRIPTION
[0042] The detailed description of various exemplary embodiments of the disclosure is described herein with reference to the accompanying drawings. It should be noted that the embodiments are described herein in such details as to clearly communicate the disclosure. However, the amount of details provided herein is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the scope of the present disclosure as defined by the appended claims.
[0043] It is also to be understood that various arrangements may be devised that, although not explicitly described or shown herein, embody the principles of the present disclosure. Moreover, all statements herein reciting principles, aspects, and embodiments of the present disclosure, as well as specific examples, are intended to encompass equivalents thereof.
[0044] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments. As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises”, “comprising”, “includes” and/or “including,” when used herein, specify the presence of stated features, integers, steps, operations, elements and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components and/or groups thereof.
[0045] It should also be noted that in some alternative implementations, the functions/acts noted may occur out of the order noted in the figures. For example, two figures shown in succession may, in fact, be executed concurrently or may sometimes be executed in the reverse order, depending upon the functionality/acts involved.
[0046] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which example embodiments belong. It will be further understood that terms, e.g., those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
Definitions:
[0047] Motor Lock in and Motor Lock out map: The lock in lock out map tells the motor to shift the next available phase for motor locking based on the temperature of the other two phases and the rotor position, once the temperature threshold of already existing locked phase is about to be reached.
[0048] Vehicle Control Unit (VCU): VCU is a controller which controls functionality of the electrical vehicle. The functionalities include functioning of brake pedal, accelerator pedal, coolant flow control, air conditioner control, and other electrical appliances of the electrical vehicle. The VCU is communicatively coupled preferably over CAN bus communication with Motor control unit (MCU) and other components of the electrical vehicle.
[0049] Motor Control Unit (MCU): MCU is a controller which is coupled with an electric motor and inverter to control functionality of the electric motor. Based on the requirements, the MCU takes voltage from the battery and supplies the converted voltage to the motor for traction of the vehicle. The MCU receives all inputs corresponding to the motor. The MCU can be provided inside the inverter and can be referred as inverter or motor control unit.
[0050] Battery Management System (BMS): BMS is a controller which is coupled with the battery pack to determine health, state of charge, and all other functions associated with the battery. The battery pack is coupled with the MCU to supply high voltage DC voltage which is converted into AC voltage for running of the generally three phase motor.
[0051] Reverse Parking Sensor: Reverse parking sensor is provided at the rear bumper of the vehicle to determine distance between the vehicle and any object lying behind the vehicle. Based on distance, the reverse parking assistance system (RPAS) alert the driver about the object to avoid collision.
[0052] Calibrated Temperature:
Calibrated Temperature: Tc This temperature is used to command the motor lock operation to continue either by regulating the coolant flow or by changing the phase.
T0-Tp where
1. T0 = Threshold temperature of per phase winding of locked phase
2. Tp= per phase actual temperature of locked phase.
For example, if T0= 100 and Tp= 20, so it will compare with ‘calibrated temperature’ which is 30 (for example), T0-Tp is greater than calibrated temperature, therefore by increasing the flow of coolant would keep the temperature of locked phase within the workable range for some duration.
Now, if Tp=80 so T0-Tp =100-80=20 and at this point of time it is not recommended to increase the coolant flow to control the temperature of locked phase, instead, change of the phase of motor is required.
Calibrated Temperature_1 (Tc1): This temperature is used to check threshold of winding temperature for all phases.
For example, per phase winding temperature is Tpu= 60=locked phase, Tpv=40 and Tpw=30 so it will compare with ‘calibrated temperature_1’ which is 50 (for example), Tpv & Tpw is less than calibrated temperature_1, so the phase of motor is changes based on the rotor position
[0053] All controllers and control units are coupled with each other via CAN bus communication path.
[0054] The present subject matter enhances the safety of the user vehicle by avoiding collision with any other vehicle or obstruction at the rear side of user vehicle during backward motion caused due to phase change of motor lock in motor lock condition. The present subject matter deals with the motor lock operation on an upward slope implementing a control logic based on RPAS data providing the distance between the user vehicle and rear vehicle.
[0055] FIG. 1 illustrates block diagram of the electric vehicle 100. The electric vehicle 100 comprises a drive motor 103 which is connected with a transmission system 101 that is further connected to wheels 102. The drive motor 103 is connected to a battery pack 109 via an inverter. The inverter receives DC voltage from the battery pack 109 and converts the same into AC voltage to operate the drive motor 103 which is three phase electric motor. Upon receiving the AC voltage, the drive motor 103 generates a drive torque for traction of the vehicle, therefore, the drive motor 103 can be referred as traction motor.
[0056] The three-phase driver motor 103 includes coils U, V and W of U, V and W phases. The inverter comprises a motor control unit 104 to control the operations of the drive motor 103 based on inputs, such as acceleration actuation, brake actuation.
[0057] The motor control unit (MCU) 104 is coupled with a vehicle control unit (VCU) 105 to receive inputs from the driver and give instructions to the MCU 104 to control and operate the drive motor 103. As shown in fig. 1, the VCU 105 is coupled with the coolant control unit 106 of the vehicle, brake control unit 107, an acceleration control unit 108, and Reverse Parking Assistance System (RPAS) 111. The coolant control unit 106 controls flow of coolant in the drive motor 103 to dissipate the heat. The coolant control unit 106 also detects temperature of the coolant. The brake control unit 107 is coupled with brake pedal to detect brake actuation amount applied by the user. The acceleration control unit 108 is coupled with accelerator pedal of the vehicle to determine actuation amount of the acceleration based on the accelerator pedal press condition. The reverse parking assistance system 111 is coupled with reverse parking sensors to determine distance between the user vehicle (in the present subject matter. vehicle is electric vehicle and any vehicle of obstruction at rear side of the vehicle.
[0058] The MCU 104 is coupled with a rotor position sensor to detect position of the rotor with respect to stator of the motor and to determine angular speed of the rotor. The MCU 104 is coupled with a drive torque detection means to detect driving torque of the motor. The percentage press of accelerator pedal based on which the VCU calculates the required torque and send this signal to the Inverter for generation of the required torque.
[0059] Each coil of the three phase motor has a temperature sensor which detects current temperature of each of the coil of the three phase motor. Each sensor is coupled with the MCU 104 to detect real time temperature of the respective coils U, V, and W inside the three-phase drive motor.
[0060] As shown in the fig. 1, the VCU 105 determine real time values of acceleration actuation amount, brake actuation amount, coolant flow speed, coolant temperature, a distance between the user vehicle and any other object at rear side of the user vehicle, and vehicle speed. The VCU 105 is coupled with the MCU 104 via CAN bus path to communicate all real time values for further processing and to control operations of the drive motor 103.
[0061] Referring to Fig. 1, the battery pack 109 is coupled with a charger to convert the AC voltage into DC voltage to charge the battery pack 106. The battery pack 109 is coupled with a battery management system 110 which constantly check State of Health (SoH), State of Charge (SoC) and Depth of Discharge (DoD) and other functions associated with the battery pack 109.
[0062] Referring to fig. 2, in order enhance safety of the user vehicle by restricting backward movement of the electric vehicle (which is current or user vehicle where present system is present) to avoid collision of the electric vehicle with any vehicle or obstruction at the rear side of the electric vehicle during phase change of rotor in motor lock condition, the present subject matter decreases temperature of the locked phase coil of the three phase drive motor 103 and changes locked phase of the three phase drive motor 103, to increase the time of motor lock condition. In case, it is not possible to further decrease the temperature of the three-phase drive motor 103 to increase the lock time or there is no possibility for change of locked phase, the present subject matter alerts the user to apply brake and apply automatic brake in the absence of manual brakes. The MCU 300 (104 is referred in Fig. 1) receives acceleration actuation amount from the acceleration determining unit 201 (i.e., 108 of Fig. 1), speed of vehicle from speed determining unit 202, coolant flow and coolant temperature from coolant flow control unit 203 (i.e., 106 of Fig. 1), brake actuation amount from the brake control unit 204 (i.e., 107 of fig 1), and distance between the user vehicle and any other vehicle or obstruction at rear side from the RPAS 205 (i.e., 111 of Fig. 1). Upon receiving the inputs from the VCU 105, the MCU 300 process the inputs as per the present subject matter to generate coolant flow input 206, change of phase of motor input 207, and automatic brake actuation input 208, to decrease the temperature of the coils of the locked phase of three phase drive motor 103 to increase the time of motor lock operation, and to change locked phase of motor to increase the time of motor lock operation. In case, where no further motor lock condition is maintained, the MCU instructs or alerts the user/driver to apply manual brake and apply automatic brake in the absence of the manual brake to avoid collision. In another words, at the end when it is not possible to maintain or continue the motor lock operation, the MCU 300 prompt the driver to apply the brake and in case the driver doesn’t apply brake in a predefined time span, for example, 30 seconds, the MCU 300 sends signal to apply the automatic brake to avoid backward movement of the vehicle when there is no motor lock condition.
[0063] Fig. 3 illustrates components or processing units of the MCU 300, in accordance with some embodiments of the present disclosure. The MCU 300 can work as a central system to communicate with a plurality of electronic components and other controllers as shown in fig. 1. Present specification does not provide detailed explanation about the VCU, BMS, brake control unit, acceleration control unit, coolant control unit, RPAS, traction system and structure of the AC current three-phase drive motor as a person skilled in the art would know about the functioning and the components of these units. The MCU 300 is positioned inside the inverter to control the drive motor 103. In an embodiment, the MCU 300 can be provided as standalone controller to control the operations of the drive motor 103. The MCU 300 includes a processor(s) 302, an interface(s) 304, and a memory 306.
[0064] The processor(s) 302 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, logic circuitries, and/or any devices that manipulate data based on operational instructions. The MCU 300 can be provide as a micro-controller to operate the drive motor to achieve the objectives.
[0065] Among other capabilities, the one or more processor(s) 302 are configured to fetch and execute instructions and one or more routines stored in the memory 306. The memory 306 may store one or more readable instructions or routines or maps which may be fetched and executed to increase time for motor lock operating during uphill or upward slope driving and apply automatic brakes to avoid backward movement. The memory 306 may include any non-transitory storage device including, for example, volatile memory such as RAM, or non-volatile memory such as EPROM, flash memory, and the like.
[0066] The interface(s) 304 may include a variety of interfaces, for example, interfaces for data input and output devices referred to as I/O devices, storage devices, and the like. The interface(s) 304 may facilitate communication of the MCU 300 with various other controllers, such as VCU 105, BMS 107, the battery pack 109, the drive motor 103, and RPAS 111. The interface(s) 304 may also provide a communication pathway for one or more components of the MCU 300. Examples of such components include, but are not limited to, processing unit(s) 308 and data 322. The MCU and other components are coupled with the each other via CAN bus or any other existing communication line in the vehicles.
[0067] The processing unit(s) 308 may be implemented as a combination of hardware and programming (for example, programmable instructions) to implement one or more functionalities of the processing unit(s) 308. In examples described herein, such combinations of hardware and programming may be implemented in several different ways. For example, the programming for the processing unit(s) 308 may be processor-executable instructions stored on a non-transitory machine-readable storage medium and the hardware for the processing unit(s) 308 may include a processing resource (for example, one or more processors), to execute such instructions. In the present examples, the machine-readable storage medium may store instructions that, when executed by the processing resource, implement the processing unit(s) 308. In such examples, the MCU 300 may include the machine-readable storage medium storing the instructions and the processing resource to execute the instructions or the machine-readable storage medium may be separate but accessible to the MCU 300 and the processing resource. In other examples, the processing unit(s) 308 may be implemented as electronic circuitry to perform the functions and to control the drive motor 103 and brake control unit 107 as per present subject matter.
[0068] In an aspect, the processing unit(s) 308 may include motor lock detection unit 310, a temperature of winding, rotor position, and torque determining unit 312 which is coupled with the drive motor 103, a reverse distance determining unit 314, a coolant flow control unit 316 to control flow of coolant, a motor lock phase control unit 318 to change the locked phase of the drive motor 103, and an automatic brake actuation control unit 320. The processing unit(s) 308 may include other unit(s) which may implement functionalities that supplement applications or functions performed by the MCU 300 or the processing unit(s) 308. As shown in fig. 3, the reverse distance determining unit 314 and the automatic brake actuation control unit 320 can be provided as part of the VCU 105 which do dual way communication with the MCU 300.
[0069] Further, the data 322 may include data that is either stored or generated as a result of functionalities implemented by any of the components of the processing unit(s) 308. In some aspects, the data 322 may be stored in the memory 306 in the form of various data structures. Additionally, the data 322 can be organized using data models, such as relational or hierarchical data models. The data 322 may store data, including temporary data and temporary files, generated by the processing unit(s) 308 for performing the various functions of the MCU 300. In the present subject matter, the data 322 may store the series of motor lock in and lock out map.
[0070] In the present subject matter, the data 322 or the memory 306 may store series of motor lock in and lock out map, drive torque map and pre-stored values. The maps may be stored in the form of tables or lookup tables having values for each instant corresponding to the parameters. The stored predefined maps provide real-time assistance in computation to the units of the processing unit(s) 308 to increase the time of motor lock condition.
[0071] The MCU 300 is coupled with the VCU 105 and the BMS 110 in bi-communication mode. The MCU 300 is also coupled with accelerator pedal and brake pedal to receive driver instructions in the form of acceleration actuation amount, and brake actuation amount. Referring to fig. 2 and 3 together for better understanding of flow of information and working of the present subject matter, the MCU 300 coupled with the drive motor 103 and the VCU 105 to increase the time of motor lock operation and to apply brake to restrict backward movement of the electrical vehicle during uphill or upward slope driving of the vehicle.
[0072] In operation, when driver holds the vehicle stopped on an uphill or upward slope road by actuating the accelerator pedal where speed of the vehicle is zero and the brake pedal is not actuated, the drive motor enters a motor locked state. The motor lock detection unit 310 is configured to detect the motor lock condition when the acceleration actuation amount is greater than zero ‘0’ and speed of the vehicle is zero ‘0’. The motor lock detection unit 310 receives actuated acceleration amount from the acceleration control unit 108 via the VCU 105 and vehicle speed from the VCU 105 to detect motor lock state/condition.
[0073] Once the motor lock condition is detected, the reverse distance determining unit 314 determine distance ‘X1’ between rear end of the electric vehicle and front end of the other vehicle or obstruction based on data received from a reverse parking sensor. The temperature of winding, rotor position, and torque determining unit 312 is configured to determine temperature (Tpu, Tpv, Tpw) of each winding (u, v, w) of the three-phase traction motor 103 by temperature sensors coupled with the each winding (u,v,w). The temperature of winding, rotor position, and torque determining unit 312 further determines rotor position based on inputs received from the rotor position sensor placed in the drive motor 103. The rotor position is sensed from the resolver or rotor position sensor present in the motor. The temperature of winding, rotor position, and torque determining unit 312 determine a torque applied by the drive motor based on percentage press of accelerator pedal which is calculated by the VCU for the required torque and send the calculated signal to the Inverter for generation of the required torque. Based on the determined torque, the temperature of winding, rotor position, and torque determining unit 312 generates a series of motor lock in and lock out map and stores the same either in data 322 or in the memory 306 based on the initial instructions.
[0074] The reverse distance determination unit 314 of the MCU 300 compares the determined distance ‘X1’ with a pre-stored or pre-set distance value ‘AX’ where X is distance to be covered by the electric vehicle 100 corresponding to change of phase between the two phases and A is multiplying factor which is calibrated and depends on motor design. When the distance ‘X1’ is greater than the pre-set distance value ‘AX’, the temperature of winding, rotor position, and torque determining unit 312 calculates the difference between threshold temperature (To) and determined temperature (Tp) of locked phase. The coolant flow control unit 316 is configured to regulate the coolant flow when difference of temperature (To-Tp) between threshold temperature (To) and determined temperature (Tp) of locked phase is greater than a pre-stored calibrated temperature (Tc) and current coolant flow is less than permissible limit (P1) to decrease the determined temperature (Tp) of the locked phase. With the dissipation of heat from the drive motor 103, the time of motor lock condition increases.
[0075] The motor lock phase control unit 318 is configured to change locked phase of the three-phase motor 103 to next phase as per the generated motor lock in and lock out map. The motor lock phase control unit 318 changes the locked phase when difference (To – Tp) of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is less than the pre-stored calibrated temperature (Tc) and determined temperature (Tpu, Tpv, Tpw) of at least one of the winding (u, v, w) of the three-phase traction motor 103 is less than a pre-stored second calibrated temperature (Tc1). The motor lock phase control unit 316 changes the locked phase to next phase as per the series of motor lock in and motor lock out. With the change of locked phase, the duration of motor lock condition increases.
[0076] The automatic brake actuation control unit 320 is configured to display a timer on instrument panel to instruct or inform the driver to apply brake within a predefined time span when the determined current coolant flow is equal to permissible coolant flow limit (P1) and determined temperature (Tpu, Tpv, Tpw) of each winding (u, v, w) of the three-phase traction motor 103 is greater than or equal to a pre-stored second calibrated temperature (Tc1). When the driver applies the brake manually, the time stops and vehicle remain in stationary condition on the uphill or upward slope path or road with actuation of brake pedal. However, when the driver ignores the indication to apply brake, the automatic brake actuation control unit 320 applies automatic brake when the timer on the instrument panel is equal to zero which indicates that the driver did not apply the manual brake. In order to avoid backward movement of the vehicle, the present MCU 300 provides a signal to apply automatic brakes even in the absence of actuation of brake pedal by the driver. The timer can be calibrated based on limiting temperature. Therefore, the present subject matter provides complete protection to the motor and the vehicle.
[0077] In an embodiment, the automatic brake actuation control unit 320 is configured to display a timer on instrument panel to instruct or inform the driver to apply manual brake within a predefined time span when the current coolant flow is equal to or greater than the permissible coolant flow limit (P1); and apply automatic brake when no manual brake is applied and the timer on the instrument panel is equal to zero.
[0078] In an embodiment, the automatic brake actuation control unit 320 is configured to display a timer on instrument panel to instruct or inform the driver to apply manual brake within a predefined time span when determined temperature (Tpu, Tpv, Tpw) of each winding (u, v, w) of the three-phase traction motor 103 is greater than or equal to a pre-stored second calibrated temperature (Tc1). The automatic brake actuation control unit 320 apply automatic brake when no manual brake is applied and the timer on the instrument panel is equal to zero.
[0079] The coolant flow control unit 314 is coupled with the vehicle control unit (VCU) 105 to receive the current coolant flow and give coolant flow input 205 to regulate the coolant flow to cool the windings of the three phase motor 103.
[0080] In an embodiment, the series of motor lock in and lock out map is generated based on the temperature of the other two phases and rotor position The lock in lock out map informs the motor to shift the next available phase for motor locking based on the temperature of the other two phases and the rotor position, once the temperature threshold of already existing locked phase is about to be reached.
[0081] When the distance ‘X1’ is less than the pre-set distance value ‘AX’, the temperature of winding, rotor position, and torque determining unit 312 calculates the difference between the between threshold temperature (To) and determined temperature (Tp) of locked phase. The coolant flow control unit 316 is configured to regulate the coolant flow when difference of temperature (To-Tp) between threshold temperature (To) and determined temperature (Tp) of locked phase is greater than a pre-stored calibrated temperature (Tc) and current coolant flow is less than permissible limit (P1) to decrease the determined temperature (Tp) of the locked phase. With the dissipation of heat from the drive motor 103, the time of motor lock condition increases.
[0082] When difference of temperature (To-Tp) between threshold temperature (To) and determined temperature (Tp) of locked phase is less than or equal to the pre-stored calibrated temperature (Tc), the automatic brake actuation control unit 320 is configured to display a timer on instrument panel to instruct or inform the driver to apply brake within a predefined time span. When the driver applies the brake manually, the timer stops and vehicle remain in stationary condition on the uphill or upward slope path or road with actuation of brake pedal. However, when the driver ignores the indication to apply brake, the automatic brake actuation control unit 320 applies automatic brake when the timer on the instrument panel is equal to zero which indicates that the driver did not apply the manual brake. In order to avoid backward movement of the vehicle, the present MCU 300 applies automatic brake even in the absence of actuation of brake pedal by the driver. The timer can be calibrated based on limiting temperature and the coolant flow. Therefore, the present subject matter provides complete protection to the motor and the vehicle.
[0083] FIG. 4 illustrates a method 400 to increase time of motor lock operation by regulating the coolant flow as well as by changing the motor locked phase. The order in which the method 400 is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any appropriate order to carry out the method 400 or an alternative method. Additionally, individual blocks may be deleted from the method 400 without departing from the scope of the subject matter described herein.
[0084] At step 402, the method 400 includes detecting, by a motor lock detection unit 310, a motor lock condition when acceleration actuation amount is greater than zero and vehicle speed is zero.
[0085] At step 404, the method 400 includes determining, by RPAS, distance (X1) between rear end of the electric vehicle 100 and front end of the other vehicle or obstruction at rear side.
[0086] At step 406, the method include 400 determining, by a temperature of winding, rotor position, and torque determining unit 312, temperature (Tpu, Tpv, Tpw) of each winding (u, v, w) of a three-phase traction motor 103 by temperature sensors coupled with the each winding (u,v,w), a rotor position based on inputs received from a rotor position sensor. The position of the rotor is determined by tthe resolver or rotor position sensor present in the motor. Further, torque applied by the motor is determined based on the percentage press of accelerator pedal. The VCU receives the input of percentage press of accelerator pedal and calculates the required torque and send the signal to the inverter. The temperature of winding, rotor position, and torque determining unit 312 receives the signal corresponding to current coolant temperature and coolant flow from the vehicle control unit (VCU) 105.
[0087] The step 406 includes generating a series of motor lock in and lock out map or cycle based on the determined torque.
[0088] At step 408, the method 400 includes comparing the determined distance ‘X1’ with a pre-set distance value ‘AX’. When the determined distance ‘X1’ is greater than the pre-set distance value ‘AX’, the method 400 proceeds to case A. When the determined distance ‘X1’ is less than the pre-set distance value ‘AX’, the method 400 proceeds to case B.
[0089] Case A: when X1 is greater than AX
[0090] At step 410, the method 400 includes calculating the difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase of the drive motor and compare the same with the pre-stored first calibrated temperature (Tc). When the difference of temperature (To-Tp) is greater than the pre-stored first calibrated temperature (Tc), the method proceeds to step 412. When the difference of temperature (To-Tp) is less than the pre-stored first calibrated temperature (Tc), the method proceeds to step 414.
[0091] At step 412, the method 400 includes comparing the current coolant flow with the pre-stored permissible limit (P1) of the coolant flow. When the current coolant flow is less than the pre-stored permissible limit (P1) of the coolant flow, the method proceeds to step 416. When the current coolant flow is greater than the pre-stored permissible limit (P1) of the coolant flow, the method proceeds to step 420.
[0092] At step 416, the method 400 includes regulating, by the coolant flow control unit 316, regulate the coolant flow when difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is greater than a pre-stored calibrated temperature (Tc) and current coolant flow is less than permissible limit (P1) to decrease the determined temperature of the locked phase.
[0093] At step 420, the method 400 includes display, by an automatic brake actuation control unit 320, a timer on an instrument panel to instruct user to apply manual brake within a predefined time span.
[0094] At step 414, the method includes comparing the determined temperature (Tpu, Tpv, Tpw) of each winding (u, v, w) of the three-phase traction motor 103 to a pre-stored second calibrated temperature (Tc1). When the determined temperature (Tpu, Tpv, Tpw) of each winding (u, v, w) is greater than or equal to the pre-stored second calibrated temperature (Tc1), the method proceeds to step 420. When the determined temperature (Tpu, Tpv, Tpw) of at least one of the winding (u, v, w) is less than the pre-stored second calibrated temperature (Tc1), the method proceeds to step 418.
[0095] At step 420, the method 400 includes display, by an automatic brake actuation control unit 320, a timer on an instrument panel to instruct user to apply manual brake within a predefined time span.
[0096] At step 418, the method 400 changes the locked phase of the three-phase motor 103 to next phase as per the generated motor lock in and lock out map.
[0097] When the driver or user applies manual brake at step 422, the method proceed to step 424 to stop the timer and keeps the electric vehicle 100 stationary with actuation of brake by the driver or user.
[0098] When the driver or the user does not apply brake within the pre-defined time span and the timer is equal to zero at step 426, the method proceeds to step 428 to apply automatic brake to keep the electric vehicle stationary and to restrict backward movement of the vehicle to avoid collision.
[0099] Case B: when X1 is less than AX
[00100] At step 430, the method 400 includes calculating the difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase of the drive motor and compare the same with the pre-stored first calibrated temperature (Tc). When the difference of temperature (To-Tp) is greater than the pre-stored first calibrated temperature (Tc), the method proceeds to step 432. When the difference of temperature (To-Tp) is less than the pre-stored first calibrated temperature (Tc), the method proceeds to step 436.
[00101] At step 432, the method 400 includes comparing the current coolant flow with the pre-stored permissible limit (P1) of the coolant flow. When the current coolant flow is less than the pre-stored permissible limit (P1) of the coolant flow, the method proceeds to step 434. When the current coolant flow is greater than or equal to the pre-stored permissible limit (P1) of the coolant flow, the method proceeds to step 436.
[00102] At step 434, the method 400 includes regulating, by the coolant flow control unit 316, regulate the coolant flow when difference of temperature between threshold temperature (To) and determined temperature (Tp) of locked phase is greater than a pre-stored calibrated temperature (Tc) and current coolant flow is less than permissible limit (P1) to decrease the determined temperature of the locked phase.
[00103] At step 436, the method 400 includes displaying, by an automatic brake actuation control unit 320, a timer on an instrument panel to instruct user to apply manual brake within a predefined time span.
[00104] When the driver or user applies manual brake at step 438, the method proceed to step 442 to stop the timer and keeps the electric vehicle 100 stationary with actuation of the brake by the driver or user.
[00105] When the driver or the user does not apply brake within the pre-defined time span and timer is equal to zero at step 440, the method proceeds to step 444 to apply automatic brake to keep the electric vehicle stationary and to restrict backward movement of the vehicle to avoid collision.
[00106] Technical advantages:
[00107] With the implementation of the present subject matter, the time of motor lock operation increases by regulating the coolant flow as well as changing the phase of the motor operation on the uphill or upward slope.
[00108] With the implementation of the present subject matter, the MCU 300 restricts backward movement of the electric vehicle 100 considering the distance between rear end of the electric vehicle and front end of the other vehicle based on data received from the reverse parking sensor. The MCU 300 applies automatic brake even when the driver ignores the indication or warning on the instrument panel to apply brake to keep the vehicle stationary and avoid moving the vehicle in backward direction.
[00109] The above description does not provide specific details of the manufacture or design of the various components. Those of skill in the art are familiar with such details, and unless departures from those techniques are set out, techniques, known, related art or later developed designs and materials should be employed. Those in the art can choose suitable manufacturing and design details.
[00110] It should be understood, however, that all of these and similar terms are to be associated with the appropriate physical quantities and are merely convenient labels applied to these quantities. Unless specifically stated otherwise, as apparent from the discussion herein, it is appreciated that throughout the description, discussions utilizing terms such as “receiving,” or “setting,” or “transmitting,” or the like, refer to the action and processes of an electronic control unit, or similar electronic device, that manipulates and transforms data represented as physical (electronic) quantities within the control unit’s registers and memories into other data similarly represented as physical quantities within the control unit memories or registers or other such information storage, transmission or display devices.
[00111] Further, the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. It will be appreciated that several of the above-disclosed and other features and functions, or alternatives thereof, may be combined into other systems or applications. Various presently unforeseen or unanticipated alternatives, modifications, variations, or improvements therein may subsequently be made by those skilled in the art without departing from the scope of the present disclosure as encompassed by the following claims.
[00112] It will be appreciated that variants of the above-disclosed and other features and functions, or alternatives thereof, may be combined into many other different systems or applications. Various presently unforeseen or unanticipated alternatives, modifications, variations, or improvements therein may be subsequently made by those skilled in the art which are also intended to be encompassed by the following claims.
[00113] The claims, as originally presented and as they may be amended, encompass variations, alternatives, modifications, improvements, equivalents, and substantial equivalents of the embodiments and teachings disclosed herein, including those that are presently unforeseen or unappreciated, and that, for example, may arise from applicants and others.