Test & Measurement
Making Sense Of Current Sensing
New technology provides high accuracy current measurement solutions for automotive applications. Ramon Portas, European Automotive Sales Manager at LEM, & Gauthier Plagne, Automotive Program Manager at LEM, explore automotive current measurement solutions in this article from ES Design magazine.The
There are several existing technologies for making a good automotive battery current sensor. The shunt has been the choice of some car manufacturers, while others prefer to use Hall-effect or fluxgate sensors in their designs. As with most things, each technology has its advantages and its drawbacks.
Shunt-based current sensors have been used widely in the last decade to measure battery currents predominantly in premium-segment cars. These cars employ advanced electronics to accurately track the battery’’s charging capacity and overall health, and sometimes some form of performance-enhancing electrical assistance. The shunt is a resistor made of relatively expensive materials such as Manganese or Nickel-Chrome alloys, whose impedance is very low, well known and precisely characterised over a range of temperatures and voltages.
By measuring the voltage drop across the shunt resistor, the current flow through the resistor can be calculated using Ohm’’s Law. This resistor is placed in the path of current flow to and from the car’’s battery, providing accurate, high resolution information about the voltage and current (a temperature sensing feature is also added). Additionally, they can measure a very wide range of current amplitudes, from milliamperes to over one thousand amperes in short bursts which are experienced when the car starts.
Shunts do have a problem when measuring very high currents, as they must be dimensioned to accept the high current flows, and they dissipate significant power. These advantages and the absence of equivalent-performance alternatives over the past decade have made them a preferred choice for premium-market car makers, albeit at a relatively high unit cost.
Hall-effect based current sensors have been around in industrial applications for several decades and in the automotive industry for many years as well. Hall-effect sensors are sensitive to magnetic fields. By concentrating the magnetic fields generated by the currents passing in the battery cable on the sensor’’s Hall-cell, for example, the sensor will output a signal that is proportional to the passing current. This signal can then be further processed in the analog or digital domain to eliminate noise and to compensate for the errors inherent to the technology. An analog voltage output, or some form of PWM, or SENT signal output can then be provided to the vehicle’’s battery management processors, which, in turn will integrate it to determine the charge and/or battery health.
One of the characteristics of Hall-effect sensors that have prevented some car makers, especially premium-market ones, from using them in their battery-management systems is their offset error. The electrical- and magnetic-offset errors increase the uncertainty of the measured signal. They cannot be fully compensated and can thus affect the calculations of battery-charge levels. Offset error is also temperature dependent, sometimes with significant part-to-part variations. Shunt-based sensors lack these magnetic hysteresis effects. Overall errors of 3% to 5% were common in Hall-cell sensors of only a few years ago.The latest technological improvements reduce this error to 1% to 2% in many cases. Chip- and magnetic-core designs of Hall-effect sensors are the main drivers of this improvement. As a comparison, shunts have an accuracy of about 1%.
Hall-effect sensors have several advantages over shunt-based sensors. The biggest being isolation and reliability. Hall-effect sensors are galvanically isolated from the primary current since they are placed around the cable and capture the magnetic field through space to give their reading. They can withstand much higher current and voltage peaks without sustaining any damage. Furthermore, placement of Hall-effect sensors is not limited to the battery terminal post as it is for most shunts, but they can be placed anywhere along the cable or conductor whose current needs to be measured.
This provides car manufacturers with significant economic benefits because they can source a single, standard component for use in any and all different engine and battery configurations with different cable lengths.
Hall-effect sensors are generally much less costly to manufacture than equivalent shunts. Shunts employ high quantities of expensive materials and electronics to filter and condition the output signal, whereas Hall-effect sensors only require modest amounts of ferrous material and an integrated circuit. If a shunt needs to provide a galvanically-isolated output, considerable additional cost needs to be added to the product. The compelling cost-benefit of Hall-effect technology has made many car manufacturers choose this technology for their battery current sensing applications, in exchange for modest reduction in accuracy, as compared to shunt-based alternatives.
Bridging The Gap
Fluxgate technology bridges the gap between Hall-effect sensors and shunts by providing the advantages of an isolated sensor with negligible signal-offset. For many years this has been a technology used in expensive industrial components but fluxgate current sensors are now available in automotive-qualified solutions at comparable costs to the shunt. Much like Hall-effect sensors, they are sensitive to the magnetic fields generated around the primary cable. However, their measurement principle is unique, and any signal offset is automatically cancelled by the alternating currents in the windings of the solid magnetic core.
Fluxgate sensors’ measurement error is less than 0.5% with a global offset lower than 10mA in a 400A range product, giving them an inherent advantage. When integrating current values over time to obtain the state-of-charge calculation in a vehicle, for example, the impact of the improved accuracy is multiplied, giving fluxgate sensors a clear advantage over Hall-effect, and even shunt-based technologies.
They can also be placed anywhere along the conductor, close to or far away from the battery, and thus offer flexibility of design to car manufacturers that helps them reduce costs. Fluxgate sensors are ideal for hybrid- and electric-vehicles where accurate current measurement is critical, and where the high-current amplitudes and sensor isolation pose a challenge to shunt-based alternatives.
Several technologies exist for measuring automotive battery currents, each with particular advantages and disadvantages. Premium-segment car makers have hitherto preferred shunt-based solutions due to their high accuracy and wide measurement range. Fluxgate technology, once reserved for very high-end industrial applications, has now been re-engineered to become price-competitive for automotive applications, and offers better accuracy than shunts whilst remaining galvanically isolated. When cost remains the biggest priority, Hall-effect sensors are the ideal solution. Their main historical drawback (offset errors) is being addressed with technological advances to provide accuracy in a low-cost product. The increasing need for electrical current measurements in cars gives an opportunity for these various technologies to further develop and become an essential element in the design and production of future automotive systems.
Author Profile: Gauthier Plagne is the Automotive Program Manager for LEM. Plagne has an engineering degree in electronics from ESIEE (France). He worked for 5 years as design engineer in the field of power electronics at Schneider Electrics before joining LEM, where he has been responsible for the development of new sensors for the automotive market for the last five years. Ramon Portas is the European Automotive Sales Manager for LEM. Portas has a degree in mechanical engineering from Cornell University, Ithaca NY, USA and an MBA from Insead, Fontainebleau, France. He has over 15 years' experience in the automotive industry and for the last six years has worked with LEM's automotive division in Geneva.
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