CN101003259B - 车辆驱动*** - Google Patents

车辆驱动*** Download PDF

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CN101003259B
CN101003259B CN2007100860474A CN200710086047A CN101003259B CN 101003259 B CN101003259 B CN 101003259B CN 2007100860474 A CN2007100860474 A CN 2007100860474A CN 200710086047 A CN200710086047 A CN 200710086047A CN 101003259 B CN101003259 B CN 101003259B
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ultracapacitor
voltage
energy storage
vehicle
traction drive
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CN101003259A (zh
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R·D·金
X·黄
G·R·基林斯基
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General Electric Co
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General Electric Co
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/02—Dynamic electric resistor braking
    • B60L7/06—Dynamic electric resistor braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
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    • B60W30/18127—Regenerative braking
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    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

车辆驱动***(100)包括交流AC牵引驱动(147)，第一能量存储***通过直流DC连接线路(114)与牵引驱动电连接，第二能量存储***与牵引驱动电连接，通过使用双向升压转换器(120)使得从第二能量存储***输出的电压与DC连接线路断开，能量管理***配置成当车辆在预充电模式和牵引驱动***(147)启动的正常运行模式中的至少一种情况下运行时，控制所述第一和第二能量存储***。

Description

车辆驱动***
相关申请的交叉引用
本申请享有2006年1月18日提交的序列号为60/759991的临时美国专利申请的利益和优先权，“采用多个能量存储单元的电驱动能量管理***控制”的全部内容合并到本申请中，并且作为参考。
技术领域
本发明通常涉及车辆驱动***，尤其是，涉及电池供能的驱动***，例如：用于电池供能的电动车辆或混合动力车辆。
背景技术
图1显示了已知的交流(AC)电驱动***，该交流电驱动***用于电池电动车辆和混合动力车辆上。如图所示，能量存储单元与DC-AC牵引逆变器的直流(DC)连接线路相电力连接，该能量存储单元可以是电池。
图2显示了已知的混合驱动***，该***包括第一电池和第二电池，第一电池与升压转换器的低压侧相连接，第二电池与升压转换器的高压侧相连接。在运行过程中，这种结构可以使得高比能电池用作能量存储单元，其中低压侧能量存储单元的额定电压通常比DC-AC牵引逆变器的DC连接线路低。
图3显示了已知的混合驱动***，该***包括高比能电池，超级电容器以及二极管，当采用图3所示的结构布置时，该二极管连接得以使得当超级电容器电压低于电池电压时允许电流通过。图3中的结构允许功率增加的级别通过双通道升压转换器从电池传递到DC连接线路，其中每一通道或相具有相同的最大额定功率。
尽管，上述***在各种驱动条件下都是有效的，但当车辆在示例性的城市驾驶过程中如所常见的相对低的速度行驶时，它们就可能不是很有效。结果，可能会降低车辆的行驶性能或燃油效率。
发明内容
一方面，提供一种车辆驱动***。驱动***包括交流(AC)牵引驱动，第一能量存储***通过直流(DC)连接线路与牵引驱动电连接，第二能量存储***与牵引驱动电连接，通过使用双向升压转换器，使得来自于第二能量存储***输出的电压与DC连接线路断开，以及能量管理***，所述的能量管理***配置成当车辆在牵引驱动***已启动的情况下以预充电模式和正常运行模式中的至少一种情况下运行时，控制所述的第一和第二能量存储***。
附图说明
图1显示了已知的交流(AC)电驱动***；
图2显示了已知的混合驱动***；
图3显示了已知的混合驱动***；
图4显示了示例性的车辆驱动***；
图5显示了另一示例性的车辆驱动***；
图6为显示用于控制车辆驱动***的示例性的算法的流程图；
图7为显示用于控制车辆驱动***的另一示例性的算法的流程图；
图8显示了另一示例性的车辆驱动***；
图9显示了另一示例性的车辆驱动***；
图10显示了另一示例性的车辆驱动***；
图11显示了另一示例性的车辆驱动***；
图12为图4-11中的***在运行过程中的图例；
图13显示了另一示例性的车辆驱动***；以及
图14显示了另一示例性的车辆驱动***。
具体实施方式
在此描述的是控制和能量存储***，其可以用在电动或混合动力车辆上。在此使用的混合动力车辆代表了使用电动机和热力发动机结合以向车辆提供驱动力的车辆。并且，如在此使用的那样，电动车辆代表了包括电机和多个电池的车辆，其中，电池提供用于车辆运行的至少一部分驱动力。
***包括交流(AC)牵引驱动，第一能量存储***通过直流(DC)连接线路与牵引驱动电连接，第二能量存储***与牵引驱动电连接，通过使用双向升压转换器，使得来自于能量存储***输出的电压与DC连接线路断开，以及单向电流装置使得引导电流从升压转换器的低压侧到升压转换器的高压侧。
特别地，图4显示了示例性的的车辆驱动***100，其包括第二存储单元110，该存储单元具有输入端或负极端，其与第一总线114(也称之为负DC连接线路)相连接，输出或正极端子与第二总线112(也称之为正DC总线)相连接。在示例性的实施例中，第二存储单元110为高比能电池，该电池分别连接于正极和负极DC总线112与114之间。同样的，高能电池110的负极端子和超级电容器130分别与升压转换器的负极DC连接线路114和DC-AC逆变器电连接。
***100还包括能量管理***(EMS)120，该能量管理***包括升压转换器电路(电路细节未示出)，用于升高从第二存储单元110获得的电压。升压转换器电路可以包括电感(未示出)，该电感将第二总线112连接到半导体开关装置(未示出)。半导体开关装置与EMS120的高压侧124相连接，EMS120的高压侧称之为高压侧DC连接线路。在此使用的术语DC连接线路(或有时称之为逆变器DC连接线路)指的是正极和负极DC总线124对114。DC连接线路的负极部分与高比能电池110的负极端子、第一无源存储装置140的负极端子以及DC-AC逆变器144的负极端子电连接。尤其是，EMS120具有输入侧122，其电压大约等于第二储存单元110的电压，并且将该电压转换到EMS输出侧124的第一更高电压。因此，升压转换器的输出侧124称作电路的高压侧。***100还包括电流传感器160和电压传感器162，它们所产生的信号被传送到EMS120，EMS120利用这些信号分别监控EMS高压侧124的电压和DC连接线路负载电流。***100还包括电流传感器164，用以监控第二高比能电池110的相应电流。电流传感器164配置成在初始预充电过程中、正常运行过程中以及使用任意的非车载电池充电器(未示出)的过程中感测电流。电流和电压传感器(EMS内部)提供了分别对EMS低压侧122和128的监控。
***100还包括第二无源存储装置130，例如超级电容器130，其通过电感(未示出)与升压转换器的低压侧的第二通道128相连接。单向导通装置132(例如二极管)使得引导电流从升压变换器的高能电池的输入通道到超级电容器130。如图所示，无源存储装置130，单向导通装置132以及接触器134串联于第二通道升压转换器低压侧128，并位于正极DC总线112和负极DC连接线路114之间。此处使用的超级电容器表示由多个串联的电容器单体组成的电容器，其中，每个电容器单体具有高于500法拉的电容量。超级电容器通常称为“双电层”电容器或超级电容器。在示例性的实施例中，超级电容器130具有63个串联的单体，其中，每个单体具有大约2.7伏的额定电压以及每单体高于1000法拉的电容量。
***100还包括第一无源存储装置140，其在正极DC连接线路124和负极DC连接线路114之间与升压转换器120并联。特别地，无源存储装置140与升压转换器120的高压侧124并联。在示例性的实施例中，第一存储装置140为超级电容器。
***100还包括动态延迟***142，其在正极DC连接线路124和负极DC连接线路114之间与第一存储装置140并联，牵引电机146与逆变器144相连接。逆变器144与牵引电机146的组合通常标记为牵引驱动***147。AC电机速度传感装置(例如电机转速表149)提供与电机旋转速度和方向成比例的电信号。在示例性的实施例中，动态延迟***142可以包括高功率耗散栅极电阻器，串联的开关装置以及反馈二极管，该二极管以反并联的方式与开关装置连接，以便可控的改变施加在DC连接线路124上的有效阻抗，从而当牵引电机146以再生制动模式运行时限制回路124上DC电压的升高，其中再生制动模式通过逆变器144将电能返回到连接线路。
在一个实施例中，逆变器144为DC/AC逆变器，其用于提供交流，牵引驱动***147使用AC电机146。任选的是，逆变器144为DC斩波器或脉宽调制电路，用于提供直流，以及牵引驱动电机146为DC电机。***100还包括控制***，在此标记为车辆***控制器(VSC)148，该控制器以各种模式配置于运行***100中，将在下文中进行说明。
在示例性的实施例中，***100还包括外部单向电流装置150，其连接得以允许电流从第二存储单元110流到牵引升压转换器120的高压侧124、预充电电路152和至少一个DC接触器154。在示例性的实施例中，单向电流装置150为二极管。在使用中，外部单向电流装置150使得来自预充电电路152的电流通到牵引升压转换器120的高压侧124，以使高压侧的超级电容器140自其原来应当放电的状态变成至少部分预充电，并且也在升压转换器***出现故障时运行“自我保护模式(Limp-home mode)”期间向牵引驱动***147提供电力。
在运行过程中，高压侧超级电容器140使用预充电电路152快速地预充电到接近高比能电池110的标称电压，该高比能电池连接在升压转换器120的低压侧122上。用于初始预充电功能的能量由高比能电池110提供，例如：即使车辆处于静止时，也可以在操作者经由点火开关发出启动命令的的几秒内完成。当超级电容器140的初始预充电完成后，DC接触器154导通，并且其相关联的功率接触均电力切断。在该时刻点，牵引驱动***147可以启动，使得车辆能够以相对低的速度运行。高压侧电压124的额外增加的电压可以在车辆再生制动、车辆减速过程中由牵引驱动147提供，和/或来自于混合动力车辆中的热力发动机。
在正常运行模式下，低压侧超级电容器130使用来自高压侧的由高比能电池110提供的能量部分地预充电。在升压转换器120的低压侧输入122，128部分地预充电后，DC接触器134关闭，并且超级电容器140经由升压转换器120继续预充电。在使用中，超级电容器130的最大电压至少大约为高比能电池110的电压的两倍，然而，可能超级电容器130的最大电压约为比高比能电池110的电压的25倍。并且，在正常运行过程中，超级电容器130从其最大电压下降至大约50％的最大电压时，消耗了约75％的总存储能量(可用能量)。当超级电容器130的可用能量已经消耗完，并且操作者继续需求额外功率以运行车辆时，二极管132导通，升压转换器120以高效模式运行，在这两相升压转换器的例子中，用约两倍的功率容量来升高从高比能电池110到牵引驱动***147的电压。动态延迟功能142及其相关联的控制器位于升压转换器120的高压侧上。
图5显示了实质上与图4中所示的车辆***100相似的车辆***101。在该实施例中，车辆***101不包括单向导通装置132(图4所示)。在此种情况下的实施例中，电流并不通过二极管从升压转换器的高能电池输入通道流到超级电容器130。并且，***101不包括外部单向电流装置150(图4所示)。在此种情况下的实施例中，电流不能从第一存储单元110连通到牵引升压转换器120的高压侧124，而是通过能量管理***120的外部装置连通到牵引升压转换器120的高压侧124。
图6为显示程式化在EMS120(图4所示)中的功率控制算法200的流程图。在示例性的实施例中，至少有四个输入提供给EMS120。这些输入至少包括通过电压传感器162感测到的DC总线电压，通过电流传感器160感测到的DC负载电流，通过电机转速表149感测到的并在车辆***控制器148中处理的牵引电机速度，模式信号164显示当混合动力车辆驱动运行在电动模式时，也就是当车辆以前进方向运行时的正转矩，或运行在再生制动模式，也就是当车辆以前进方向运行时的负电动转矩。如以上所论述的，当车辆以反方向运行时，电动和再生制动模式也都存在。
在示例性的实施例中，算法200包括分隔的子程序，它们合并以产生总EMS功率命令220。第一子程序210包括比例-积分控制器(PI控制器或PID控制器)，其接收来自DC总线电压传感器162的输入，并基于该信号驱动高压侧124(图4和5所示)以改变DC总线基准电压166。第二子程序212接收并过滤从传感器160传送来的电流信号，该信号在与DC总线电压感测信号相乘后计算出牵引驱动负载功率。牵引驱动负载功率乘以可调整的增益，该增益基于DC总线电压162的值和运行信号164的特定模式。第三子程序214产生比例增益以用于过压保护。利用二维查询表217在子程序210中计算而改变DC总线基准电压166的信号，具体如下：当基于从车辆***控制器148接收的牵引电机速度完成低通滤波后，处理器计算出以电机转速信号的百分比表示的信号，该信号为查询表217的一个输入。作为子程序212的一部分的所计算出的牵引驱动负载功率作为查询表217的第二输入。查询表217配置成提供DC总线基准电压命令输出信号，该信号随电机速度的函数而变化，此函数是以优化方式得到的电机转矩曲线族，该优化方式最小化了电机和驱动部件***的损失以提高轻转矩运行(尤其是在低速)过程中的驱动***效率。子程序210，212及214的输出随即进行加和216，并通过不对称限制器函数218产生EMS总功率命令220，在示例性的实施例中，该命令是决定经由总线124(图4和5所示)向牵引驱动***147提供功率的命令。在运行中，不对称限制器218可以用于了相比于与电动运行相关联的正功率的负的或再生功率的更高级别。
图7为显示程式化在EMS120(图4所示)中的另一功率控制算法230的程序框图。在该示例性的实施例中，EMS总功率命令220分布在低压侧超级电容器130和相对低电压的高比能电池110之间。由电流传感器164感测到的电池DC电流输入到EMS控制器，并用于计算高比能电池110的安时量(AH)。算法230为瞬态电池安时量(AH)和低压侧超级电容器130的电压的函数。在使用中，如果电池110的AH在预定阈值之上，算法230执行第一子程序232，其中功率中更高的部分分配到超级电容器130，该过程由升压转换器中的b相控制。尤其是，与感测到的升压转换器的b相电压相对的功率的分段线性限定函数用于限定功率命令。在示例性的实施例中，不同的功率限定函数的使用取决于模式为电动还是再生制动。提供需求功率不受限制，a相功率命令加b相功率命令之和等于EMS总功率命令220。
任选的，如果电池110Ah在特定阈值之下，算法230执行第二子程序234，其中功率中更高的部分分配到电池110，该过程由升压转换器中的a相控制。并且，附加信号236在此称为能量存储充电命令，送到车辆***控制器(VSC)148中以增加充电功率。与感测到的电池电流相对的功率的分段线性限定函数和计算得到的升压转换器的安时量(AH)用于限定功率命令。不同的功率限定函数的使用取决于模式为电动还是再生制动，也就是，如果为电动，限定总是为零。提供需求功率不受限制，a相功率命令加b相功率命令之和等于EMS总功率命令220。
图8显示了与图4中所示***100基本上相似的***300。在图4中标记部件所使用的数字用于标记与图8中的部件相似的部件。在该实施例中，高压侧超级电容器140的部分预充电以图4中所示的相同方式提供，然而，用于低压侧能量存储单元的预充电装置和控制得以简化。尤其是，***300不包括接触器134(图4所示)，相反，使用图4-7中所示的EMS120完成对高能电池110的电压级别的高压侧的部分预充电。
在使用过程中，EMS120启动，程式化在EMS120中相关联的控制算法，为本地a相滤波电容器310预充电。特别地，EMS120通过合适的电感312为电容器310及其相关联的电压传感器313预充电至大约等于高能电池110的电压级别的级别。在该点处，接触器314通过相关联的电接触器316以最小瞬态电流导通，因此实现了长的使用寿命。使用来自高能电池110的能量完成将高压测超级电容器140进一步预充电到预定的电压值。b相滤波电容器330及其相关联的电压传感器332随即通过合适的电感315预充电到大约0.95*Vc1的电压级别，其中Vc1为电容器130的电压级别。另一个接触器340随即通过其相关联的电接触以最小瞬态电流导通，因此实现了长的使用寿命。在该点处，超级电容器130使用EMS120和由高压侧超级电容器140与高能电池110合并提供的能量，部分地预充电到预定的电压级别，该电压级别低于高压侧总线124的电压级别。
图9显示了与图4中所示***100基本上相似的***400。在图4中标记部件所使用的数字用于标记与图9中的部件相似的部件。在该实施例中，***400配置成利用车辆交流发电机410为高能电池110充电。尤其是，***400包括交流发电机410，该发电机由热力发动机412驱动，整流器414，以及通过DC-DC转换器418为高比能电池110充电的12伏起动型照明和点火(SLI)电池416。在示例性的实施例中，转换器418便利地将提供给电池110的电压与车架隔离开来。在示例性的实施例中，交流发电机410与车辆上已知的发动机412连接并由该发动机驱动。在运行过程中，电池110的充电功率级别可以基于交流发电机410的额定电流及其相关联的电流，同时也是由于交流发电机相对低的效率而受到限制。然而，该特征提供了一些工况下低级别的充电，尤其当车辆处于怠速或低速运行时。
在运行过程中，EMS120被程式化以启动DC-DC转换器418，如图6所描述的，其中DC-DC转换器418是如King在美国专利5589743中所教导的用于串联混合驱动***的整合曲轴逆变器和升压转换器的AC-DC转换器的简化版本。并且，***400仍然包括在前文述及的附图中所示的动态延迟器142。
图10显示了与图9中所示***400基本上相似的***500。在图9中标记部件所使用的数字用于标记图10中相似的部件。在该实施例中，***500包括绝缘DC-DC转换器518，该转换器具有相比于图9中所示的DC-DC转换器418升高了的输出电压，以使得在运行过程中，EMS120传递的启动信号被程式化以用于为高压侧能量存储单元(即：超级电容器140)充电。
图11显示了与图9中所示***400基本上相似的***600。在图9中标记部件所使用的数字用于标记图11中相似的部件。特别是，图11显示了另一示例性的在超级电容器130运行在低电压的运行过程中采用高效的EMS运行控制的预充电。例如，***600还包括接触器610和二极管612，在超级电容器130放电到约等于高能电池110的级别的周期过程中通过使用EMS的两相，接触器和二极管共同作用以提高EMS120的运行效率。
在示例性的实施例中，***600还包括外部单向电流装置620，该装置连接得以允许电流经由预充电电路152从第二能量存储单元110到EMS120的高压侧124。在示例性的实施例中，外部单向电流装置620为二极管。在使用中，外部单向电流装置150使得来自预充电电路152的电流通到EMS/牵引升压转换器120的高压侧124，以使高压侧的超级电容器140自其原来应当放电的状态变成至少部分地预充电，并且也在升压转换器***出现故障时运行“自我保护模式”期间向牵引驱动***147提供电力。任选地的是***600不包括外部二极管620。
图12为图解示例，其中DC连接线路电压124显示为电机速度和转矩的函数，虚线代表相关联能量存储部件电压的示例性的基准值。如图所示，为示例性的AC电机设计的全驱动转矩通过从某一预定最小值到约为额定速度50％的电机速度时的预定最大基准值倾斜参考电压而得到。从50％到100％额定电机速度，基准DC连接线路电压基本保持恒定。如图所示，超级电容器140电压随着能量取出或提供到装置而在基准线上下波动。当超级电容器140的电压，也就是充电状态接近限定值，只要在其正常的运行范围(SOC)内，闭环控制提供主要来源于超级电容器130的额外能量。当超级电容器130不能提供能量时，利用更低效率的电池110提供额外能量，例如，在用延长的时间周期爬陡峭的坡的运行过程中，高比能电池110提供能量，因为存储在超级电容器130和140中的能量基本上已被耗尽。同时，在自我保护模式中，提供给驱动车辆的能量将使用电池110来补充。
图13显示了与图4中所示***100基本上相似的***700。在图4中标记部件所使用的数字用于标记图13中相似的部件。在***700中，动态延迟器142不与升压转换器120的高压侧相连接，相反，动态延迟器142与升压转换器120的低压侧相连接。EMS120的额外相在剧烈地再生制动运行过程中，当能量存储单元接近它们的最大电压限定时，使用功率命令控制dc连接线路的值。尤其是在该结构中，动态延迟器142通过升压转换器的控制可控地改变耗散在DC连接线路124上的高效功率，从而限定相对于114横跨逆变器DC连接线路124而升高的DC电压。
图14显示了与图4中所示***100基本上相似的***800。在图4中标记部件所使用的数字用于标记图14中相似的部件。在该实施例中，***800配置成提供具有至少一个风扇810的绝缘电功率运行，通过使用位于电力驱动***低压侧的高比能电池110提供的能量，以便提供对包括超级电容器130、140和/或电池110的的能量存储单元进行温度控制。车辆***控制器使用从各能量存储单元110、130和140感测到的反馈温度提供闭环运行。当温度超出了预设点，绝缘的DC-DC转换器812可以从它们预设的12VDC或24VDC功率供给中隔开能量存储单元。在示例性的实施例中，***800允许在当牵引驱动不可用的周期过程中冷却能量存储单元。当车辆在明亮的阳光周期过程中停在柏油路上时，这种冷却是尤其重要的。因为超级电容器或电池的寿命在温升周期过程中降低，***800激活冷却风扇810以降低各能量存储装置上的温度。往后，当车辆再次运行时，高比能电池再次充电，充电所使用的能量或者来自再生制动过程中的牵引驱动，或者是由热力发动机为能量存储***充电。
在此描述的***便利地提供了对超级电容器/电池能量存储***的高效利用。特别地，在高电机速度和转矩运行的瞬态能量主要使用在高效模式下的高电压超级电容器，以及在中等速度和转矩运行的瞬态能量主要使用高电压和中等电压超级电容器的组合，在低电机速度和电机全转矩范围内运行的瞬态能量主要由低电压电池和中等电压超级电容器组合提供。例如，超级电容器单元的平衡问题通过使用具有高和中等电压需求的多个超级电容器能量存储单元而最小化。
因此，在此描述的***便利地将DC连接线路电压从中等和低电压能量存储部件中断开，这样可以通过利用适当的能量存储***和作为电机速度和转矩函数的相关控制而提高***性能和效率。***重量和由此产生的车辆重量通过使用电压低、重量轻的电池作为能量存储的一个部件而最小化。在运行的全电力模式中，以及在自我保护模式中，***提供相比较于仅使用超级电容器能量存储***的结构增加了的里程。并且，通过规定能量存储单元的大小，同时在为电力驱动***而限定的部件尺寸和重量的范围内又满足需求的性能的情况下，整个***的成本得以减少，高压侧超级电容器能量存储的预充电功能在比如果预充电是由传统高压电池而完成的情况要短的时间内完成。
本发明已经按照各种特定的实施例而进行了说明，本领域技术人员将能够认识到本发明能够在权利要求的构思和范围内变化而实施。
车辆驱动***
零件目录
100    车辆驱动***
101    车辆***
110    高比能电池或第二存储单元
112    正极DC总线
114    负极DC总线
120    能量管理***(EMS)或升压转换器
122    低压侧输入
124    高压侧电压
128    低压侧输入
130    超级电容器
132    二极管
134    接触器
140    超级电容器
142    动态延迟***
144    DC-AC逆变器
146    牵引电机
147    牵引驱动***
148    车辆***控制器
149    电机转速表
150    单向电流装置
152    预充电电路
154    DC接触器
160    电流传感器
162    电压传感器
164    电流传感器
164    电流传感器
166    DC总线基准电压
200    功率控制算法
210    子程序
212    第二子程序
214    第三子程序
216    子程序
217    查询表
218    不对称限定函数
220    EMS总功率命令
230    功率控制算法
232    第一子程序
234    第二子程序
236    附加信号
300    ***
310    预充电电容器
310    本地a相滤波电容器
312    电感
313    电压传感器
314    接触器
315    电感
316    电接触器
330    b相滤波电容器
332    电压传感器
340    接触器
400    ***
410    车辆交流发电机
412    热力发动机
414    整流器
416    电池
418    DC-DC转换器
500    ***
518    DC-DC转换器
600    ***
610    接触器
612    二极管
620    单向电流装置或外部二极管
700    ***
800    ***
810    冷却风扇
812    DC-DC转换器

Claims (8)

1.一种车辆驱动***(100)包括：
交流AC牵引驱动***(147)；
包括高压侧和低压侧的双向升压转换器，所述双向升压转换器与所述交流AC牵引驱动***电连接；
包括直流DC连接线路(114)的第一能量存储***，所述直流DC连接线路(114)将所述第一能量存储***通过所述直流DC连接线路与所述交流AC牵引驱动***电连接，所述第一能量存储***包括连接在所述高压侧的第一超级电容器和第一高比功率电池中的至少一个；
与所述交流AC牵引驱动***电连接的第二能量存储***，通过使用所述双向升压转换器(120)，使得来自于所述第二能量存储***输出的电压从所述DC连接线路上断开；
能量管理***，配置成当车辆在所述交流AC牵引驱动***已启动的情况下以预充电模式和正常运行模式中的至少一种情况下运行时，控制所述第一和第二能量存储***；以及
配置成至少部分地为所述第一超级电容器充电的预充电电路。
2.根据权利要求1所述的车辆驱动***(100)，其特征在于：所述第二能量存储***包括均连接在所述升压转换器低压侧(128)的第二超级电容器(140)和第二高比能电池(110)中的至少一个。
3.根据权利要求1所述的车辆驱动***(100)，其特征在于：所述能量管理***配置成当所述第一超级电容器以较低电压运行时控制所述预充电电路。
4.根据权利要求3所述的车辆驱动***(100)，其特征在于：所述第二超级电容器(140)具有额定电压，所述额定电压在所述第二高比能电池(110)的名义额定电压的大约两倍到大约二十五倍之间。
5.根据权利要求2所述的车辆驱动***(100)，其特征在于：所述第一超级电容器(160)具有额定电压，所述额定电压在所述第二超级电容器(140)的最大额定电压的大约两倍到大约四倍之间。
6.根据权利要求1所述的车辆驱动***(100)，进一步包括连接在所述预充电电路(152)和所述第一超级电容器(130)之间的二极管(132)。
7.根据权利要求要求1所述的车辆驱动***(100)，进一步包括与所述直流连接线路(114)相连接的电流传感器(164)，所述能量管理***(120)配置成接收来自所述电流传感器的输出，以在配置成当车辆在牵引驱动***(147)已启动的情况下以预充电模式和正常运行模式中的至少一种情况下运行时，控制所述第一和第二能量存储***。
8.根据权利要求7所述的车辆驱动***(100)，进一步包括与所述直流连接线路(114)相连接的电压传感器(162)，所述能量管理***(120)配置成接收来自所述电压传感器的输出，以在配置成当车辆在牵引驱动***(147)已启动的情况下以预充电模式和正常运行模式中的至少一种情况下运行时，控制所述第一和第二能量存储***。
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