CN101570148B - Double ended inverter system for a vehicle having two energy sources - Google Patents

Double ended inverter system for a vehicle having two energy sources Download PDF

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Publication number
CN101570148B
CN101570148B CN2008101737062A CN200810173706A CN101570148B CN 101570148 B CN101570148 B CN 101570148B CN 2008101737062 A CN2008101737062 A CN 2008101737062A CN 200810173706 A CN200810173706 A CN 200810173706A CN 101570148 B CN101570148 B CN 101570148B
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China
Prior art keywords
subsystem
inverter
energy
alternating
battery
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CN2008101737062A
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CN101570148A (en
Inventor
G·S·史密斯
B·A·维尔奇科
G·约翰
S·查克拉巴蒂
M·佩里西克
J·M·纳加施马
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • 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
    • 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
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • 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
    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/0004—Control strategies in general, e.g. linear type, e.g. P, PI, PID, using robust control
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present invention relates to a double ended inverter system for a vehicle having two energy sources. A double ended inverter system for an AC electric traction motor of a vehicle is disclosed. Theinverter system serves as an interface between two different energy sources having different operating characteristics. The inverter system includes a first energy source having first operating chara cteristics associated therewith, and a first inverter subsystem coupled to the first energy source and configured to drive the AC electric traction motor. The inverter system also includes a second energy source having second operating characteristics associated therewith, wherein the first operating characteristics and the second operating characteristics are different, and a second inverter subsystem coupled to the second energy source and configured to drive the AC electric traction motor. In addition, the inverter system has a controller coupled to the first inverter subsystem and to the second inverter subsystem. The controller is configured to influence operation of the first inverter subsystem and the second inverter subsystem to manage power transfer among the first energy source, the second energy source, and the AC electric traction motor.

Description

For thering is the double-ended inverter system of vehicle of two energy
Cross reference to related application
The application requires the preceence (full content of this temporary patent application is incorporated herein for your guidance) of the U.S. Provisional Patent Application that the sequence number of application on July 30th, 2007 is 60/952,754.
Technical field
The embodiment of theme as described herein relates generally to traction generator.More specifically, the embodiment of this theme is related to the method and apparatus that traction generator is utilized various energy resources, and the wherein said energy has different operating characteristic.
Background technology
Recent years, the taste that the development that carry out the progress of technical elements and style aspect changes has caused the great change of automobile design.The power that one of them variation relates to various electric systems in automobile is used and complexity, especially alternative fuel vehicle, for example motor vehicle driven by mixed power, elec. vehicle and fuel-cell vehicle.
In most of elec. vehicles and hybrid electric vehicle, battery is normally used for providing the electric power storage.Battery technology is known, and its shortcoming is also known.The battery that real drawback is exactly given type may be only applicable to the particular job condition.For example, some batteries are suitable for working at low temperatures, and are unsuitable at high temperature working, and the other battery is suitable at high temperature working, and is unsuitable for working at low temperatures.Therefore, technological challenge is exactly to have at low-down temperature and the single battery that can well move at relative high temperature, and described low-down temperature is usually relevant with the operation of elec. vehicle and hybrid electric vehicle with relatively high temperature.
As another example, some batteries had performed the best in high-performance fast burst (quick burst) time, and the other battery has performed the best while providing smaller power in a long time.In this respect, lithium ion battery can be competent in the high-energy applications that needs the continuous power in a period of time, but they are difficult to provide at short notice power burst (bursts of power).Therefore, in elec. vehicle or hybrid vehicle applications, once vehicle is cruising, lithium ion battery can fully provide power, but they but are difficult to such as accelerating and the so short event transfer power of time length of cold start-up.On the other hand, as the substitute of lithium ion battery, Ni-MH battery (NiMH) and lead-acid battery are studied for hybrid electric vehicle.Although these batteries can provide enough power to process peak hook load, use by this way them can significantly reduce their cycle life.Therefore, another technological challenge is exactly will have to show for the energy of elec. vehicle and hybrid electric vehicle applications and the single battery of horsepower characteristic.
Summary of the invention
The double-ended inverter system of a kind of motor of the alternating-current propulsion for vehicle (electric traction motor) is provided.This double-ended inverter system comprises first energy with relative first operating characteristic, and second energy with relative second operating characteristic, and wherein the first operating characteristic and the second operating characteristic are different.This system also comprises the first inverter subsystem that is coupled to first energy, and the second inverter subsystem that is coupled to second energy.These two inverter subsystems are configured to drive the alternating-current propulsion motor.This system also comprises the controller that is coupled to the first inverter subsystem and the second inverter subsystem.This controller is configured to affect the operation of the first inverter subsystem and the second inverter subsystem, to manage at first energy, and the power delivery between second energy and alternating-current propulsion motor.
A kind of double-ended inverter system for vehicle also is provided.This double-ended inverter system comprises: have the alternating-current propulsion motor of one group of winding, wherein each winding in this group winding has first end and the second end; Low-temperature energy sources with first nominal operation range of temperatures; Be coupled to low-temperature energy sources and be configured to drive the first inverter subsystem of alternating-current propulsion motor, wherein the first end of each winding in this group winding is coupled to the first inverter subsystem; The high temperature energy with second nominal operation range of temperatures, wherein the first nominal operation range of temperatures is lower than the second nominal operation range of temperatures; And be coupled to the high temperature energy and be configured to drive the second inverter subsystem of alternating-current propulsion motor, wherein the second end of each winding in this group winding is coupled to the second inverter subsystem.
Another embodiment for the double-ended inverter system of vehicle also is provided.This system comprises the alternating-current propulsion motor with one group of winding, and wherein each winding in this group winding has first end and the second end.This system also comprises electrokinetic cell (power battery) subsystem with the first voltage and relative low ampere-hour rated capacity (amp-hours rating), and energy cell (energy battery) subsystem with second voltage and relative high ampere-hour rated capacity, wherein the first voltage is usually above second voltage.This system adopts the first inverter subsystem that is coupled to the electrokinetic cell subsystem and is configured to drive the alternating-current propulsion motor, wherein the first end of each winding in this group winding is coupled to the first inverter subsystem, and adopt the second inverter subsystem that is coupled to the energy cell subsystem and is configured to drive the alternating-current propulsion motor, wherein the second end of each winding in this group winding is coupled to the second inverter subsystem.
Provide content of the present invention to introduce some selected concepts with the form of simplifying, partly describe the specific embodiment below in detail these concepts.Key feature or the essential feature of theme that content of the present invention is not planned the identification patent protection that requires, the scope of also not planning with the theme of helping definite patent protection that requires.
The accompanying drawing explanation
Can be in conjunction with the drawings about more complete understanding of the present invention, with reference to the specific embodiment and claims and obtain, wherein, in institute's drawings attached, same Reference numeral means similar element.
Fig. 1 is the schematic diagram of example vehicle that has merged the embodiment of double-ended inverter system;
Fig. 2 is the schematic circuit of the first embodiment that is applicable to the double-ended inverter system of elec. vehicle or hybrid electric vehicle;
Fig. 3 is the schematic circuit of the second embodiment that is applicable to the double-ended inverter system of elec. vehicle or hybrid electric vehicle.
The specific embodiment
It is only illustrative the following specifically describes from essence, and does not plan the embodiment of this theme or application and the purposes of these embodiment are limited.As used herein, " exemplary " means " as example, example or illustration ".Here being described as exemplary any embodiment, might not to be interpreted as comparing other embodiments be preferred or favourable.In addition, do not plan to be subject to the technical field of front, background technology, the constraint of the given theory of expressing or implying in summary of the invention or the following specific embodiment.
Here according to function and/or logical block components, and with reference to the symbol of operation, Processing tasks and the function that can be carried out by various calculating units or equipment, mean technology and technique are described.For the purpose of brief, all routine techniques that relates to other function aspects (and each operating unit of system) of inverter, AC Motor Control, electronic and hybrid electric vehicle operation and system are not described in detail at this.In addition, the connection lead in each accompanying drawing of here comprising is intended to mean example functional relationships and/or the physical coupling between various elements.Should note can also existing many optional or additional functional relationships or physical connection in the embodiment of this theme.
Below describe and relate to element or node or the feature be " connected " or " coupled " together.As used herein, unless expressly stated otherwise,, " connection " refers to an element/node/feature and directly joins another element/node/feature (or directly communicating with) to, and not necessarily mechanically.Equally, unless expressly stated otherwise,, " coupling " refers to an element/node/feature and joins directly or indirectly another element/node/feature (or communicating with directly or indirectly) to, and not necessarily mechanically.Therefore, although the schematic diagram shown in Fig. 1 has been described a kind of exemplary arrangement of element, additional intermediary element, device, feature or parts may reside in the embodiment of described theme.
With reference to Fig. 1-3, the embodiment of double-ended inverter allows by two different power drives single electric motors.When existence has the different operating characteristic, rated capacity, optimum service conditions scope, during two power supplys of range of temperatures etc., this can be very useful.An example is the lithium ion battery group with finite temperature scope, and it requires battery pack (cabin mounted) to be installed in vehicle with the form in cabin.The double-ended inverter that use has the power supply of additional wide temperature range allows to carry out work outside the limit of lithium ion battery group, especially in battery pack by hot dipping for a long time thoroughly (thermally soaked), during and cabin heating/cooling does not make the temperature of battery pack get back to its cold start-up or warm start of normal range of operation.
Therefore, double-ended inverter can be used to two batteries that combination has the different operating range of temperatures.For example, have the second nominal operation range of temperatures-20 ° C to the lithium ion battery group of+80 ° of C can with there is the first nominal operation range of temperatures-40 ° C and use together with the lead-acid battery of+95 ° of C.During the cold start-up lower than-20 ° of C, lead-acid battery can operating electrical machines, until lithium ion battery warms up.In interchangeable embodiment, double-ended inverter system can for example, be used together with other energy storing devices with different operating range of temperatures (dissimilar ultracapacitor).
Battery by the battery by wide temperature range and finite temperature scope is combined, total working range of temperatures that can expanding system.Double-ended inverter is a kind of with two power supplys of low cost combination, and the extraordinary mode of battery charging and state-of-charge (SOC) management is provided under the prerequisite that does not produce extra cost.
According to another exemplary embodiment, double-ended inverter is configured to allow to have by two the different electrical power that different-energy fills/put characteristic and drives single electric motor.When hope utilizes two different batteries, and while not adopting single battery to make trade-off of performance, this will be useful.Therefore, energy cell can be by double-ended inverter topology and electrokinetic cell coupling.
For example, lithium ion battery can be processed continuous duty and require while cruising with quite constant speed (this often occur in vehicle).Use lead-acid battery can provide power for the short time length peak power event of picture acceleration and so on as the double-ended inverter of secondary power.This will significantly reduce or eliminate the needs of the single battery of energy to having combination and horsepower characteristic.
This embodiment has many advantages.For example, it has combined the battery of two types, and two battery pack are all managed, and has has significantly reduced or eliminated the needs of the single battery of energy to having combination and horsepower characteristic, and allows to use existing battery technology.
Specifically, with reference to figure 1, described the schematic diagram of example vehicle 100.Vehicle 100 has preferably merged the embodiment of double-ended inverter system as described in more detail below.Vehicle 100 generally includes chassis 102,104, four wheels 106 of car body, and electronic control system 108.Car body 104 is arranged on chassis 102, and the miscellaneous part of enclosed vehicle 100 basically.Car body 104 and chassis 102 can form vehicle frame jointly.Each wheel 106, at the corresponding corner near car body 104, is coupled to chassis 102 rotatably.
Vehicle 100 can be any in many dissimilar automobiles, small passenger car for example, lorry, truck, or sport utility vehicle (SUV), and can be two-wheel drive (2WD) (being back-wheel drive or f-w-d), four wheel drive (4WD), or full wheel drive (AWD).Vehicle 100 also can be incorporated to any one or its combination of the driving engine of number of different types and/or traction system, for example gasoline or diesel engine, " flexible fuel type automobile " (flex fuel vehicle) be driving engine (using the compound of gasoline and alcohol) (FFV), gaseous compound (for example, hydrogen and natural fuels) engine fuel, combustion engine/electrical motor hybrid engine, and electrical motor.
In the exemplary embodiment shown in Fig. 1, vehicle 100 is all-electric or hybrid electric vehicle, and vehicle 100 also comprises electrical motor (or traction electric machine) 110, first energy 112 with relative first operating characteristic, second energy 114 with relative second operating characteristic, double-ended inverter system 116, and radiator 118.For embodiment as described herein, first energy 112 and second energy 114 are batteries of dissimilar, rank, kind, rated capacity etc.Really, double-ended inverter system 116 be suitably configured the first operating characteristic that makes first energy 112 can different from the second operating characteristic of second energy 114 (and may be incompatible with the second operating characteristic of second energy 114).As directed, but first energy 112 and second energy 114 are with electronic control system 108 and double-ended inverter system 116 operation communications and/or be electrically connected to electronic control system 108 and double-ended inverter system 116.Be to be further noted that in an illustrated embodiment, vehicle 100 does not comprise the component part of DC-to-DC (DC/DC) power converter as vehicle traction propulsion system.
In one embodiment, motor 110 is three-phase alternating current (AC) electric traction motors.As shown in Figure 1, motor 110 can also comprise change-speed box or cooperate with it, makes motor 110 and change-speed box be mechanical coupling at least some wheels 106 by one or more axle drive shaft 120.Radiator 118 is connected to the outside of vehicle frame, although and be not shown specifically, radiator comprises a plurality of cooling-gallerys that contain cooling fluid (being cooling system conditioner), described cooling fluid is water and/or ethylene glycol (that is, anti-freeze additive) for example.Radiator 118 is coupled to double-ended inverter system 116 and motor 110, is used for cooling system conditioner is sent to these parts.In one embodiment, double-ended inverter system 116 receives cooling system conditioner and shares cooling system conditioner with motor 110.In other embodiments, double-ended inverter system 116 can be air cooling.
Electronic control system 108 and motor 110, the first energy 112, but second energy 114 and double-ended inverter system 116 operation communications.Although be not shown specifically, but electronic control system 108 comprises various sensors and automatic control module, or electronic control unit (ECU), for example the inverter control module (, controller as shown in Figures 2 and 3) and vehicle control device, and the memory device of at least one treater and/or the instruction that comprises (or in another kind of computer-readable medium) stored thereon, this instruction is for carrying out process as described below and method.
Fig. 2 is the schematic circuit of embodiment that is applicable to the double-ended inverter system 200 of electronic or hybrid electric vehicle.In certain embodiments, shown in double-ended inverter system 116(Fig. 1) can implement by this way.As shown in Figure 2, double-ended inverter system 200 is coupled to alternating-current propulsion motor 202, the first battery subsystem 204 and the second battery subsystem 206, and cooperates with them.Double-ended inverter system 200 generally includes but is not limited to: the first inverter subsystem 208 that is coupled to the first battery subsystem 204; Be coupled to the second inverter subsystem 210 of the second battery subsystem 206, and the controller 212 that is coupled to the first inverter subsystem 208 and the second inverter subsystem 210.Although do not illustrate in Fig. 2, corresponding cond can with the first battery subsystem 204 and the second battery subsystem 206 parallel coupled, with smoothing current ripple during operation.
Double-ended inverter system 200 allows alternating-current propulsion motor 202 to be powered by the different battery types with diverse nominal operation range of temperatures.This topological structure makes vehicle can utilize the better performance of different battery types, and needn't be because of adopting single battery to compromise.For this specific embodiment, the first battery subsystem 204 is implemented as the low temperature battery group with first nominal operation range of temperatures.In other words, the low temperature battery group can provide the failure-free operating power to double-ended inverter system 200 under cryogenic conditions, and this cryogenic conditions may adversely affect the work of the second battery subsystem 206.
In one embodiment, the first battery subsystem 204 comprises that the nominal operation range of temperatures is approximately greatly the lead-acid battery group of 200-350 volt (typically, being approximately 300 volts) to+95 ° of C and nominal DC voltage about-40 ° of C.On the contrary, the second battery subsystem 206 is implemented as the high-temperature battery group with second nominal operation range of temperatures.Thereby the high-temperature battery group can provide the failure-free operating power to double-ended inverter system 200 under hot conditions, this hot conditions may adversely affect the work of the first battery subsystem 204.In one embodiment, the second battery subsystem 206 comprises that the nominal operation range of temperatures is approximately greatly the lithium ion battery group of 200-350 volt (typically, being approximately 300 volts) to+80 ° of C and nominal DC voltage about-20 ° of C.Especially, the lithium ion battery group is unsuitable for the temperature lower than about-20 ° of C, and, so the lead-acid battery group is more suitable at this extremely low temperature.Although be not necessary condition, in a preferred embodiment, the voltage of low temperature battery group approximates greatly the voltage of high-temperature battery group.
In certain embodiments, the lithium ion battery group is positioned at the cabin (for example, in passenger accommodation) of vehicle, makes it may be subject to cabin heating and/or cooling impact.Therefore, even, in extremely cold environment, can utilize the vehicle heating system on main vehicle that the temperature of lithium ion battery group is taken in the working temperature range of its nominal.In addition, after vehicle starts in cold environment, the operation of double-ended inverter system 200 is by the temperature of rising lithium ion battery group.
In one embodiment, alternating-current propulsion motor 202 is the three phase electric machines that comprise one group three windings (or coil) 214, a phase of the corresponding alternating-current propulsion motor 202 of each winding, as is well known.In one embodiment, the neutral of alternating-current propulsion motor 202 is unfolded so that it becomes the three phase electric machine of six terminals.Although do not illustrate, as understood by one of ordinary skill in the art, alternating-current propulsion motor 202 comprises stator assembly (comprising coil) and armature (comprising ferromagnetic core).
In this embodiment, each comprises the first inverter subsystem 208 and the second inverter subsystem 210 and has anti-paralleled diode (, the direction of current that flows through transistor switch and the tolerable current opposite in direction that flows through respective diode) six switches (for example, semiconductor devices, for example transistor).As directed, the switch in the part 216 of the first inverter subsystem 208 is arranged to three to (or leg (legs)): to 218,220 and 222.Similarly, the switch in the part 224 of the second inverter subsystem 210 is arranged to three to (or leg): to 226,228 and 230.First winding of this group in winding 214 at its opposite end electrical hookup in to 218(part 216) switch and to 226(part 224 in) switch between.Second winding coupled of this group in winding 214 is in to 220(part 216) switch and in 228(part 224) switch between.The tertiary winding in this group winding 214 is coupled in 222(part 216) switch and in 230(part 224) switch between.Thereby an end of each winding is coupled to the first inverter subsystem 208, and the second inverter subsystem 210 is coupled in the opposite end of each winding.
The first inverter subsystem 208 and the second inverter subsystem 210 are configured to individually or jointly (depend on specific service conditions) drive alternating-current propulsion motor 202.In this respect, controller 212 is suitably configured to affect the operation of the first inverter subsystem 208 and the second inverter subsystem 210, to manage the power delivery between the first battery subsystem 204, the second battery subsystem 206 and alternating-current propulsion motor 202.Response is made in 212 pairs of orders that for example, receive from vehicle driver (passing through accelerator pedal) of controller, and provide control signal or order to the part 216 of the first inverter subsystem 208 and the part 224 of the second inverter subsystem 210, with the output of control part 216 and 224.Can adopt high-frequency pulsed width modulation (PWM) technology to come control part 216 and 224 to manage by part 216 and 224 voltages that produce.
Or, referring to Fig. 1, by via the alternating-current propulsion motor, to wheel 106, providing power to operate vehicle 100, the alternating-current propulsion motor receives its work capacity from the first battery subsystem 204 and/or the second battery subsystem 206.In order to power to motor, provide DC power to the first inverter subsystem 208 and the second inverter subsystem 210 respectively from the first battery subsystem 204 and the second battery subsystem 206, the first inverter subsystem and the second inverter subsystem convert DC power to AC power, as known in the art.In certain embodiments, if motor does not need the maximum power output of the first battery subsystem 204, the excess power from the first battery subsystem 204 can be used to the second battery subsystem 206 is charged.Similarly, if motor does not need the maximum power output of the second battery subsystem 206, the excess power from the second battery subsystem 206 can be used to the first battery subsystem 204 is charged.Certainly, under some service conditions, can utilize controller 212 use to carry out drive motor from the energy of two energy.
At work, the torque command that controller 212 receives for alternating-current motor/AC motor 202, and determine and how to manage best between the first battery subsystem 204 and the first inverter subsystem 208, and the flow of power between the second battery subsystem 206 and the second inverter subsystem 210.In this way, controller 212 is also managed the mode of the first inverter subsystem 208 and the second inverter subsystem 210 driving alternating-current motor/AC motors 202.Double-ended inverter system 200 can adopt any suitable control method, strategy, scheme or technology.For example, all transfer General Motors Coporation at U.S. Patent number 7154237 and 7199535() in can be adopted by double-ended inverter system 200 aspect some of the technology described and method.The related content of these patents is incorporated herein for your guidance.
For embodiment as described herein, controller 212 also suitably is configured to management: be that the first battery subsystem 204 is main energy sources, the second battery subsystem 206 is main energy sources, or these two are all contributed energy to drive alternating-current propulsion motor 202.For example, in some occasion, controller 212 work are mainly by the first battery subsystem 204, to drive alternating-current propulsion motor 202, until the second battery subsystem 206 reaches its normal working temperature scope.When the temperature of the second battery subsystem 206 normal range of operation lower than it, and when the temperature of the first battery subsystem 204 during the normal range of operation in it, can this thing happens.The normal working temperature scope that reaches it when the second battery subsystem 206 (for example, by the heating of vehicle hold or by internal work heat (operating heat)) afterwards, controller 212 can mainly drive alternating-current propulsion motor 202 by the second battery subsystem 206.
In fact, vehicle can comprise battery controller, and this battery controller can separate with controller 212, or with integrated (usually, it separates) of controller 212.Battery controller suitably is configured to monitoring temperature and state-of-charge information (and other information, for example battery equilibrium (cell balancing)).Battery controller can be analyzed and/or be processed these information, and provides power capability (power capability) to vehicle control device.Vehicle control device is to the information that obtains from battery controller and driver-commandedly processed together, determines and how to meet best the request of chaufeur and meet any subsystem request, for example power balance between two energy.
Fig. 3 is the schematic circuit of alternative embodiment that is applicable to the double-ended inverter system 300 of electronic or hybrid electric vehicle.In certain embodiments, can implement by this way shown in double-ended inverter system 116(Fig. 1).As Fig. 3 is described, double-ended inverter system 300 is coupled to alternating-current propulsion motor 302, and electrokinetic cell subsystem 304 and energy cell subsystem 306 also cooperate with them.Double-ended inverter system 300 generally includes but is not limited to: the first inverter subsystem 308 that is coupled to electrokinetic cell subsystem 304; Be coupled to the second inverter subsystem 310 of energy cell subsystem 306, and the controller 312 that is coupled to the first inverter subsystem 308 and the second inverter subsystem 310.Double-ended inverter system 300 is similar to double-ended inverter system 200, and, for for the purpose of brief, in the context of double-ended inverter system 300, will describe no longer redundantly common element, feature and function.
Double-ended inverter system 300 allows to be come to 302 power supplies of alternating-current propulsion motor by the different battery types with diverse power/energy transmission characteristic.This topological structure makes vehicle can utilize the better performance of different battery types, and needn't be because of adopting single battery to compromise.For this specific embodiment, electrokinetic cell subsystem 304 has the first voltage and relative low ampere-hour rated capacity, and energy cell subsystem 306 has the first voltage and relative high ampere-hour rated capacity, and wherein the first voltage is usually above second voltage.In fact, the electrokinetic cell subsystem 304 required energy of short time length peak power event (for example vehicle acceleration) that suitably is configured to provide support.On the contrary, energy cell subsystem 306 suitably is configured to provide and maintains the required energy of loading condition continuous and quite stable (for example vehicle " cruises " with quite constant speed).Therefore, electrokinetic cell subsystem 304 can be supported effective operation of alternating-current propulsion motor 302 under certain conditions, and energy cell subsystem 306 can be supported effective operation of alternating-current propulsion motor 302 under other conditions.
In one embodiment, electrokinetic cell subsystem 304 comprises that nominal DC voltage is approximately plumbic acid or NiMH battery pack that 200-350 volt (typically, about 300 volts) and typical energy rated value (energy rating) are approximately 1-2kWh.On the contrary, energy cell subsystem 306 may be implemented as nominal DC voltage and is approximately the lithium ion battery group that 200-350 volt (typically, about 300 volts) and typical energy rated value are approximately 10-20kWh.Although be not necessary condition, in a preferred embodiment, the voltage of the common specific energy battery subsystem 306 of the voltage of electrokinetic cell subsystem 304 is high.In fact, the voltage of electrokinetic cell subsystem 304 is not usually higher than the twice of the voltage of energy cell subsystem 306.
For embodiment as described herein, controller 312 suitably is configured to management: be that electrokinetic cell subsystem 304 is main energy sources, energy cell subsystem 306 is main energy sources, or these two are all contributed energy to drive alternating-current propulsion motor 302.For example, in some specific occasion, controller 312 operations are mainly to drive alternating-current propulsion motor 302 with energy cell subsystem 306 during the continuous load event relevant with vehicle operating.Such continuous load event includes but not limited to: vehicle is with the operation of constant speed; The operation of vehicle when static; Some energy of contribution in accelerator; Perhaps during the braking event, accept some energy.In addition, controller 312 is configured to, during the short time length peak power event relevant to vehicle operating, mainly with electrokinetic cell subsystem 304, drive alternating-current propulsion motor 302.Short time length peak power event like this includes but not limited to: vehicle accelerates; The vehicle initial start; Braking (in this process, expectation recharges to electrokinetic cell subsystem 304 with regenerating braking energy); The perhaps fast charge event associated with external charger.
In fact, vehicle control device will be determined when maximizing fuel efficiency, how operate best vehicle to meet the request of chaufeur.It receives the input from other control subsystem on vehicle.Controller 312 is based on temperature, and speed and available voltage provide the part of this information, and for example what motor can provide.Then the mode that vehicle control device can be suitable is processed this information, and indicating controller 312 as required.In this way, can control double-ended inverter and adapt to different mode of operations, and and then determine which battery is more suitable.
Double-ended inverter topological structure described above can be used for docking two different energy sources that (interface) has different and diverse operating characteristic, the operation of the controlled and management of being combined for the AC traction electric motor with electronic or hybrid electric vehicle.These double-ended inverter topological structures, in the mode of the advantage of the performance separately of utilizing every kind of battery, have promoted the use of existing available battery.
Although disclose at least one exemplary embodiment in detailed description in front, be to be appreciated that and have a large amount of modification.It will also be appreciated that exemplary embodiment as described herein do not plan to limit by any way scope, applicability or the configuration of the theme of required patent protection.On the contrary, the detailed description of front provides approach easily for those skilled in the art implement described embodiment.Should be realized that, under the prerequisite that does not break away from claims limited range, can do various changes to function and the layout of element, known equivalent and foreseeable equivalent when described scope is included in applying date of present patent application.

Claims (1)

1. the double-ended inverter system of the motor of the alternating-current propulsion for vehicle, this system comprises:
First energy with relative first operating characteristic;
Be coupled to first energy and be configured to drive the first inverter subsystem of alternating-current propulsion motor;
Second energy with relative second operating characteristic, wherein said the first operating characteristic and the second operating characteristic are different;
Be coupled to second energy and be configured to drive the second inverter subsystem of alternating-current propulsion motor; And
Be coupled to the controller of the first inverter subsystem and the second inverter subsystem, this controller is configured to affect the operation of the first inverter subsystem and the second inverter subsystem, power delivery with management between first energy, second energy and alternating-current propulsion motor
Its middle controller is configured to during the load event relevant with vehicle operating, mainly with second energy, drive the alternating-current propulsion motor, and, during the short time peak power event relevant with vehicle operating, mainly with first energy, drive the alternating-current propulsion motor.
2, double-ended inverter system as claimed in claim 1, wherein:
First energy comprises the first battery subsystem with first nominal operation range of temperatures; And
Second energy comprises the second battery subsystem with second nominal operation range of temperatures,
Wherein the first nominal operation range of temperatures is lower than the second nominal operation range of temperatures.
3, double-ended inverter system as claimed in claim 2, wherein:
The first battery subsystem comprises the lead-acid battery group; And
The second battery subsystem comprises the lithium ion battery group.
4, double-ended inverter system as claimed in claim 2, wherein said controller is configured to mainly by the first battery subsystem, drive the alternating-current propulsion motor, until the second battery subsystem reaches its normal working temperature scope.
5, double-ended inverter system as claimed in claim 4, wherein said controller is configured to, after the second battery subsystem reaches its normal working temperature scope, mainly by the second battery subsystem, drive the alternating-current propulsion motor.
6, double-ended inverter system as claimed in claim 2, wherein the second battery subsystem is positioned at the cabin of vehicle, thereby makes the second battery subsystem be subject to cabin heating/cooling impact.
7, double-ended inverter system as claimed in claim 1, wherein:
First energy comprises the electrokinetic cell subsystem with the first voltage and first ampere-hour rated capacity; And
Second energy comprises the energy cell subsystem with second voltage and second ampere-hour rated capacity,
Wherein the first voltage higher than second voltage and the first ampere-hour rated capacity lower than the second ampere-hour rated capacity.
8, double-ended inverter system as claimed in claim 7, wherein:
The electrokinetic cell subsystem comprises the lead-acid battery group; And
The energy cell subsystem comprises the lithium ion battery group.
9, double-ended inverter system as claimed in claim 7, wherein:
The electrokinetic cell subsystem comprises the Ni-MH battery group; And
The energy cell subsystem comprises the lithium ion battery group.
10, a kind of double-ended inverter system for vehicle, this system comprises:
The alternating-current propulsion motor that comprises one group of winding, wherein each winding in this group winding has first end and the second end;
Low-temperature energy sources with first nominal operation range of temperatures;
Be coupled to low-temperature energy sources and be configured to drive the first inverter subsystem of alternating-current propulsion motor, wherein the first end of each winding in this group winding is coupled to the first inverter subsystem;
The high temperature energy with second nominal operation range of temperatures, wherein the second nominal operation range of temperatures is higher than the first nominal operation range of temperatures;
Be coupled to the high temperature energy and be configured to drive the second inverter subsystem of alternating-current propulsion motor, wherein the second end of each winding in this group winding is coupled to the second inverter subsystem; And
Be coupled to the controller of the first inverter subsystem and the second inverter subsystem, wherein this controller is configured to mainly with low-temperature energy sources, drive the alternating-current propulsion motor, until the high temperature energy reaches its normal working temperature scope, and, after the high temperature energy reaches its normal working temperature scope, mainly with the high temperature energy, drive the alternating-current propulsion motor.
11, double-ended inverter system as claimed in claim 10, wherein the alternating-current propulsion motor comprises three phase electric machine.
12, double-ended inverter system as claimed in claim 10, wherein this controller is configured to affect the operation of the first inverter subsystem and the second inverter subsystem, the power delivery with management between low-temperature energy sources, the high temperature energy and alternating-current propulsion motor.
13, a kind of double-ended inverter system for vehicle, this system comprises:
The alternating-current propulsion motor that comprises one group of winding, wherein each winding in this group winding has first end and the second end;
Electrokinetic cell subsystem with the first voltage and first ampere-hour rated capacity;
Be coupled to the electrokinetic cell subsystem and be configured to drive the first inverter subsystem of alternating-current propulsion motor, wherein the first end of each winding in this group winding is coupled to the first inverter subsystem;
Energy cell subsystem with second voltage and second ampere-hour rated capacity, wherein second voltage lower than the first voltage and the second ampere-hour rated capacity higher than the first ampere-hour rated capacity;
Be coupled to the energy cell subsystem and be configured to drive the second inverter subsystem of alternating-current propulsion motor, wherein the second end of each winding in this group winding is coupled to the second inverter subsystem; And
Be coupled to the controller of the first inverter subsystem and the second inverter subsystem, wherein this controller is configured to during the load event relevant with vehicle operating, mainly with the energy cell subsystem, drive the alternating-current propulsion motor, and, during the short time peak power event relevant with vehicle operating, mainly with the electrokinetic cell subsystem, drive the alternating-current propulsion motor.
14, double-ended inverter system as claimed in claim 13, wherein the alternating-current propulsion motor comprises three phase electric machine.
CN2008101737062A 2008-04-28 2008-09-28 Double ended inverter system for a vehicle having two energy sources Active CN101570148B (en)

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