• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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  • 优先权
    • 专利摘要:
    propulsion system the present invention generally relates to vehicle drive systems and, more specifically, to the supply of propulsion power from an auxiliary engine of a vehicle or non-vehicle system. the propulsion system comprising a power system (102) comprising a bidirectional lift converter (112) coupled to a direct current (dc) connection (114), the bidirectional lift converter (112) comprising a plurality of input channels ( a, b); and a first energy storage device (108,110) coupled to a first input channel (a, b) of the bidirectional lift converter (112) via a dc bus; an auxiliary system (104) coupled to the power system (102), the auxiliary system (104) comprising an auxiliary power source (110, 126, 164), an auxiliary load (130, 134, 158) and a charge controller auxiliary (132, 136, 160) coupled to the auxiliary power source (110, 126, 164) and the auxiliary load (130, 134, 158); and a system controller (106) configured to cause the auxiliary load controller (132, 136, 160) to reduce auxiliary load power consumption (130, 134, 158) from the auxiliary power source (110, 126, 164); and causing the bidirectional lift converter (112) to raise a voltage supplied by the auxiliary power source (110, 126, 164) and supply the high voltage for the dc connection (114).
    公开号:BR102012006427B1
    申请号:R102012006427-8
    申请日:2012-03-22
    公开日:2020-09-24
    发明作者:Robert Dean King
    申请人:General Electric Company；
    IPC主号:
    专利说明:

    [0001] [001] The present invention generally relates to vehicle drive systems and, more specifically, to the supply of propulsion power from an auxiliary engine of a vehicle or non-vehicle system. BACKGROUND OF THE INVENTION
    [0002] [002] Electric vehicles and hybrid electric vehicles are typically powered by one or more power storage devices, alone or in combination with an internal combustion engine. In pure electric vehicles, one or more energy storage devices feeds the entire drive system, thus eliminating the need for an internal combustion engine. Hybrid electric vehicles, on the other hand, include the power of the energy storage device to supplement power through an internal combustion engine, which greatly increases the fuel efficiency of the internal combustion engine and the vehicle. Traditionally, energy storage devices in electric or hybrid electric propulsion systems include batteries, ultracapacitors, steering wheels, or a combination of these elements to provide enough energy to power an electric motor.
    [0003] [003] In some applications, an auxiliary engine is provided in addition to the propulsion system to operate the auxiliary equipment. Such applications may include, for example, medium-service (MD) and heavy-duty (HD) applications, which include transit buses, trucks, light rail vehicles and other industrial equipment. Often, a reduction in cost, size, weight and improved subsystem and component packaging plus the results of improved system efficiency by feeding auxiliaries through a separate motor driven alternator or auxiliary power unit (APU) to produce electrical power to operate auxiliaries, such as air conditioning components that include Freon compressors, pumps, fans and heaters. In other potential applications, auxiliaries can be powered by a fuel cell. The electrical power produced can consist of alternating current (AC) power or direct current (DC) power. The motor-driven auxiliary loads can be operated at a constant speed and frequency or operate at a variable speed by controlling the frequency and voltage of the APU's electrical output.
    [0004] [004] For additional control, components of the subsystem, such as in an air conditioning unit, for example, are often operated in an on / off mode based on the required temperature level. Typically, the APU's power rating is designed to handle the maximum load of all auxiliary loads. Since not all auxiliary loads will be fed at the same time, typical APU systems operate at partial load with less than optimal efficiency
    [0005] [005] Therefore, it is desirable to provide an electric and / or electric hybrid propulsion system that allows the excess power capacity of the APU to be used to supply a portion of the propulsion load of the traction or propulsion drive system. In addition, it is desirable to direct a portion of the regenerative energy to supply auxiliary loads during periods of deceleration instead of dissipating this energy in conventional brake systems. Alternatively, a part of this regenerative energy can be used to partially recharge the energy storage system. DESCRIPTION OF THE INVENTION
    [0006] [006] In accordance with an embodiment of the invention, a propulsion system includes a power system, an auxiliary system and a system controller. The power system includes a bidirectional elevator converter coupled to a direct current (DC) connection, the bidirectional elevator converter comprising a plurality of input channels. The power system also includes a first energy storage device coupled to a first input channel of the bidirectional lift converter via a DC bus. The auxiliary system is coupled to the power system and includes an auxiliary power source, an auxiliary load, and an auxiliary load controller coupled to the auxiliary power source and the auxiliary load. The system controller is configured to cause the auxiliary load controller to reduce auxiliary load power consumption from the auxiliary power source and to cause the bidirectional lift converter to raise a voltage supplied by the auxiliary power source and supply the high voltage for the DC connection.
    [0007] [007] According to another embodiment of the invention, a method of mounting a propulsion power system includes coupling a power system to a direct current (DC) connection, wherein the power system includes a two-way elevator converter of multiple channels coupled to the DC link and an energy storage device coupled to a first input channel of the bidirectional lift converter via a DC bus. The method also includes coupling an auxiliary system to the power system that includes a power source, a charge controller coupled to the power source and a charge coupled to the charge controller. The method also includes attaching a controller to the power system and the auxiliary system and configuring the controller to cause a reduction in power consumption of the auxiliary system load from the auxiliary system power source and to make the DC connection receive high voltage from the multi-channel bidirectional lift converter based on the reduction in power consumption.
    [0008] [008] According to another embodiment of the invention, a vehicle system includes a direct current (DC) energy storage device coupled to a first channel of a bidirectional ACC converter and an auxiliary power source coupled to a first charge controller and a second channel of the two-way DC-DC lift converter. The vehicle system also includes a first auxiliary load coupled to the first load controller and a vehicle system controller. The vehicle system controller is programmed to reduce a load energy supplied by the auxiliary power source to the first auxiliary load from a first energy value to a second energy value and to reinforce at least part of the reduced energy through from the bidirectional DC-DC lift converter to supply the same for a DC connection. BRIEF DESCRIPTION OF THE DRAWINGS
    [0009] [009] Several other features and advantages will become evident from the following detailed description and drawings.
    [0010] [010] The drawings illustrate the preferred embodiments presently considered for carrying out the invention.
    [0011] [011] Figure 1 schematically illustrates an embodiment of the propulsion system according to the invention.
    [0012] [012] Figure 2 schematically illustrates another embodiment of the propulsion system according to the invention.
    [0013] [013] Figure 3 schematically illustrates another embodiment of the propulsion system according to the invention.
    [0014] [014] Figure 4 schematically illustrates another embodiment of the propulsion system according to the invention.
    [0015] [015] Figure 5 schematically illustrates another embodiment of the propulsion system according to the invention.
    [0016] [016] Figure 6 is a flow chart illustrating the steps of the system controller procedure according to an embodiment of the invention. DESCRIPTION OF ACCOMPLISHMENTS OF THE INVENTION
    [0017] [017] Figure 1 illustrates a propulsion system 100 according to an embodiment of the invention. The propulsion system 100 can be used in vehicle applications. The vehicle propulsion system 100 includes, in part, a power system 102, an auxiliary power system 104 and a vehicle system controller 106. The power system 102 includes a first energy storage device 108, a second energy storage device 110 and an elevator converter assembly 112 having multiple input channels coupled to the respective bidirectional DC-DC boost converters. Although the first energy storage device 108 is illustrated as an ultracapacitor, another type of energy storage devices, such as a battery, fuel cell, steering wheel, or the like, is also considered. The first energy storage device 108 consists of a high-energy, low-voltage storage device coupled via a DC link 114 to an electric drive unit 116 that includes a DC-AC inverter 118 and a motor 120. Motor 120 preferably consists of an AC motor, but is not limited as such. The second energy storage device 110 is configured to provide greater power than the first energy storage device 108 and to transfer energy or electrical power to the DC link 114 and, in turn, to the first storage device energy 108 via the bidirectional elevator converter 112. Although the second energy storage device 110 is illustrated as a battery, other types of energy storage devices, such as an ultracapacitor, fuel cell, steering wheel, or the like , is also considered. Although not shown, it should be understood that each of a plurality of motors 120 can be coupled to a respective wheel or that each motor 120 can be coupled to a differential for the distribution of rotational power to the wheels.
    [0018] [018] According to the embodiment illustrated in Figure 1, the auxiliary power system 104 is coupled to a second channel (b) of the bidirectional lift converter 112 via a low voltage side bus 122. The auxiliary power system 104 includes a heating engine (or internal combustion engine) 124 coupled to an alternator powered by engine 126. Alternator 126 converts the mechanical energy received from heating engine 124 into AC energy or power and supplies the energy or power of AC for a rectifier assembly 128 configured to convert AC power or power to DC power or power to supply to bus 122. Alternatively, although not shown, a fuel cell could replace heating engine 124 and alternator 126.
    [0019] [019] Auxiliary power system 104 includes one or more AC auxiliary loads 130 controlled by one or more AC auxiliary load controls 132 coupled to alternator 126. In addition, auxiliary power system 104 may include one or more loads DC 134 auxiliary loads controlled by one or more DC 136 auxiliary load controls, which may include DC-AC inverters coupled to AC auxiliary loads. Auxiliary AC or DC loads may include, for example, an air conditioning unit, a pneumatic unit or other fluid compressing unit, a pump, a cooling fan, a heater, lights and other electrical charges separate from the drive system. In one embodiment, heating engine 124 and alternator 126 can be sized to handle the maximum load required to operate all aggregate loads.
    [0020] [020] Generally, in a cruise operation mode, the bidirectional lift converter 112 acts to reinforce the voltage supplied by the low voltage side 138 of the power system 102 to the high voltage side 140 of the power system 102. That is , the voltage from the first energy storage device 108 is supplied to the bidirectional elevator converter 112 via a bus 142 coupled to a first channel (a) on the low voltage side 138 of the energy system 102. The voltage supplied is raised by the bidirectional lift converter 112 in such a way that the voltage supplied to the DC connection 114 on the high voltage side 140 of the power system 102 is increased to an operating level of the electric drive unit 116. During a acceleration operation, the second energy storage device 110 helps the first energy storage device 108 to provide the necessary acceleration power.
    [0021] [021] Voltage and current measurements over DC link 114 are provided to vehicle system controller 106 by means of a voltage measurement device 144 and a current measurement device 146, respectively. Feedback from the voltage and current over the DC link 114 allows the vehicle system controller 106 to determine whether the first and second energy storage devices 108, 110 are providing the necessary acceleration power for the electric drive unit 116.
    [0022] [022] If the acceleration demand is greater than that provided by the first and second energy storage device 108, 110, the vehicle system controller 106 is configured to cause the b-channel of the bidirectional lift converter 112 to convert to voltage from the auxiliary power system 104 to provide the necessary extra acceleration power. Based on feedback from AC 132 auxiliary load controls and any DC 136 auxiliary load controls, vehicle system controller 106 can determine which loads 130, 134 are receiving power from alternator 126 and whether the surplus power is available or if additional power from heating engine 124 and alternator 126 is required. If a sufficient amount of excess power is available without having to disconnect one or more loads 130, 134, then the vehicle system controller 106 can cause the bidirectional lift converter 112 to raise the voltage available on bus 122 for acceleration.
    [0023] [023] However, if vehicle system controller 106 determines that there is no excess power or that the excess power is not high enough to provide the required additional acceleration power, then vehicle system controller 106 is configured to interrupt or reduce power consumption from one or more loads 130, 134, such that power from heating engine 124 and alternator 126 can be used to supplement the power provided by the first storage device energy 108 and second energy storage device 110 for acceleration. That is, the vehicle system controller 106 can control the AC or DC auxiliary load controls 132, 136 in such a way that the loads 130, 134 respectively coupled consume less power from the alternator 126, thus releasing this power for use in conversion and acceleration.
    [0024] [024] In another embodiment, heating engine 124 and alternator 126 can be reduced in size to handle power requirements without reaching full loads, such that, in conjunction with vehicle system controller 106, loads 130, 134 can be prioritized according to the available power from heating motor 124 and alternator 126. That is, in addition to controlling the auxiliary AC or DC load controls 132, 136 during acceleration periods, the vehicle system controller 106 can be configured to interrupt or reduce power consumption from one or more loads 130, 134 during periods of non-acceleration to benefit from a lighter and smaller heating engine / alternator combination . In this way, vehicle system controller 106 can constantly monitor and control load controls 132, 136 and loads 130, 134 and, when additional acceleration power is required, activate the bidirectional lift converter 112 to convert power or energy on bus 122 in additional power or acceleration power on DC link 114.
    [0025] [025] In an embodiment of the invention, controller 106 can be configured to operate electric drive unit 116 in a regenerative mode, in which power or electrical energy is returned to the DC 114 connection via the DC-AC inverter 118 during a regenerative braking event. In a first regenerative braking mode, controller 106 can cause the regenerative energy or power to partially replenish the second energy storage device 110 directly coupled to DC link 114 or partially replenish the first energy storage device 108 through the channel a of the bidirectional lift converter 112. That is, during such a regenerative braking event, a portion of the regenerative braking energy or power can also be stored in the second energy storage device 110, and the bidirectional lift converter 112 can be configured to dynamically reduce to the voltage supplied via the DC link 114, such that an optimum amount of energy or regenerative power is capable of being captured and stored in the first energy storage device 108. A dynamic retarder 148 coupled to the DC link 114 can also be controlled to moderate energy levels or regenerative power that develop at DC link 114, when electric drive unit 116 is operated in regenerative mode.
    [0026] [026] In a second mode of regenerative braking, controller 106 can cause the energy or regenerative power to feed auxiliary loads 130, 134. In addition, controller 106 can cause auxiliary loads 130, 134 to be operated with an increased power consumption if excess energy or regenerative power is available. In one embodiment, controller 106 can supply power to auxiliary loads 130, 134 through the reduction control of the elevator converter assembly 112, such that power or energy is available in channel b of the elevator converter assembly 112. In event where high regenerative power is available during high power regenerative events that may exceed the power or current rate of channel b of the elevator converter assembly 112, a coupling device 150 can be activated to provide an alternate path of such so that the power flow to the regenerative power can be passed from the DC link 114 directly to the elevator converter assembly 112 to substantially supply the DC auxiliary controls 136 and the respective DC auxiliary loads 134. The coupling device 150 could be implanted, for example, as a diode that is polarized to conduct current and power flow go from DC link 114 to bus 122. Alternative deployments of coupling device 150 could also be deployed with power semiconductor device (s), which include silicon controlled rectifiers (SCR’s) or a contactor. In addition, a resistor, such as a power resistor, can be coupled in series with a power semiconductor contactor or device to control a voltage on the low voltage side bus 122 when the power semiconductor contactor or device is coupled closed with the DC link 114 to the low voltage side bus 122. As long as the voltage of the DC link 114 during a regenerative event exceeds the bus link voltage 122, then it results in highly effective power transfer, since that the coupling device essentially exceeds the elevator converter 112.
    [0027] [027] In addition to providing additional power or accelerating power as described above, auxiliary power system 104 can also be used to provide power or charging energy to recharge the first 108 energy storage device or the second device energy storage 110. That is, vehicle system controller 106 can be configured to use the excess energy or power supplied by alternator 126 during low power operation, for example, during constant speed or cruising mode , or non-propelled moments (such as when the vehicle is stationary) to boost energy or surplus power to recharge the second energy storage device 110 via the DC link 114 or to recharge the first energy storage device 108 via reduction control of channel a of the bidirectional lift converter 112.
    [0028] [028] Figure 2 illustrates another embodiment of the invention. The propulsion system 152 shown in Figure 2 includes components similar to the components shown in system 100 in Figure 1 and, therefore, the numbers used to indicate the components in Figure 1 will also be used to indicate similar components in Figure 2.
    [0029] [029] In addition to the components in common with the vehicle propulsion system 100, system 152 includes a coupling device 154 configured to selectively couple bus 122 to bus 142. During operation, the maximum voltage of the first storage device energy 108 is greater than the rated voltage supplied by the rectifier assembly 128 to bus 122. In one embodiment, the maximum voltage of the first energy storage device 108 is approximately twice the rated voltage supplied by the rectifier assembly 128; however, other values are also considered. During normal operation of system 152, the first energy storage device 108 is configured to operate from its maximum voltage to below approximately 50% of its maximum voltage, such that approximately 75% of the stored or usable power or energy within the first energy storage device 108 is used. In the event that the power or energy usable or stored by the first energy storage device 108 is depleted and the additional propulsion energy is still required to operate the vehicle, the coupling device 154 conducts in such a way that the voltage from of the auxiliary power system 104 can be raised to the DC link voltage 114 with the use of two channels (a and b) of the bidirectional lift converter 112, thus allowing approximately twice the rated power compared to a single channel of the converter bidirectional lift 112 facilitates vehicle operation.
    [0030] [030] In one embodiment, coupling device 154 consists of a diode configured to automatically couple bus 122 to bus 142, when the usable voltage of the first energy storage device 108 decreases below the usable voltage of rectifier assembly 128 and falls through the diode. In another embodiment, coupling device 154 includes a voltage sensor (not shown) and a contactor (not shown). In this embodiment, when the detected voltage of the first energy storage device 108 decreases to or below a specified threshold, the vehicle system controller 106 can cause the contactor to close, thereby coupling bus 122 to bus 142.
    [0031] [031] Figure 3 illustrates another embodiment of the invention. The propulsion system 156 shown in Figure 3 includes components similar to the components shown in Figures 1 and 2 and, therefore, the numbers used to indicate the components in Figures 1 and 2 will also be used to indicate similar components in Figure 3.
    [0032] [032] As shown, auxiliary power system 104 is shown as a DC system that has one or more DC 134 auxiliary loads with respective DC 136 auxiliary load controls. As shown, an DC auxiliary load 158 may include a DC-AC 160 inverter that controls a DC 162 load, such as a motor configured to operate auxiliary loads, for example, air conditioning compressors, air compressors, cooling fan loads, and the like. A DC energy storage device 164, illustrated as a battery, is configured to supply DC power or power to power loads 134 and controls 136. While the DC energy storage device 164 is illustrated as a battery, others types of energy storage devices, such as an ultracapacitor, a fuel cell, a steering wheel, or the like, are also considered.
    [0033] [033] In this embodiment, the vehicle system controller 106 is configured to operate in a similar manner as described above. That is, the vehicle system controller 106 can control the power or energy required for loads 134 during periods of acceleration or non-acceleration of system 156. During acceleration demands, if the excess energy or power from the control device DC 164 energy storage is not properly available, vehicle system controller 106 may cause one or more loads 134 to shut down or have a reduced power supplied to them, such that the power or energy from the device DC energy storage 164 can be raised via channel b of the bidirectional lift converter 112 for assistance during the acceleration period. In this way, the load power or energy supplied for loads 134 can be reduced from a first power or energy value to a second power or energy value. The second power or energy value can be zero in the event of a reduction in power or load energy to the load disconnection point 134. In addition, as described above in relation to the supply of power or recharge energy, the power system auxiliary 104 of the vehicle propulsion system 156 can also be controlled by the vehicle system controller 106 to supply power or energy to recharge the first energy storage device 108 or the second energy storage device 110 via the bidirectional lift converter 112 .
    [0034] [034] The propulsion system 156 can also include the coupling device 150. As described above, in a first regenerative braking mode, controller 106 can cause the regenerative energy or power to partially replenish the second energy storage device 110 directly coupled to the DC link 114 or partially replenish the first energy storage device 108 via channel a of the bidirectional lift converter 112. In addition, in a second regenerative braking mode, controller 106 can cause the energy or regenerative power feed auxiliary loads 134, 158. The supply of power or energy to the low voltage side bus 122 for auxiliary loads 134, 158 can occur through the reduction control of the elevator converter assembly 112, such that the power or energy is available in channel b of the elevator converter assembly 112 or through direct supply from r from the DC connection 114 through the coupling device 150.
    [0035] [035] When the high power regenerative power is transferred to the low voltage side bus 122 via the coupling device 150, it can be captured in the energy storage device 164 evaluated by relatively large power and energy, as well as being supplied to auxiliary loads 134, 158. In this way, it is possible to prevent the regenerative power from being lost or dissipated as heat in the dynamic retarder 148, and the capture of the regenerative power in the DC 164 energy storage device allows a range of increased operation of the 156 propulsion system in a vehicle application.
    [0036] [036] Also as described above, in the event that the usable power or energy stored by the first energy storage device 108 is depleted and additional propulsion energy is still required to operate the vehicle, the coupling device 154 is activated for coupling bus 122 to bus 142, such that the voltage from the DC energy storage device 164 can be raised to the DC link voltage 114 using two channels (a and b) of the bidirectional lift converter 112, thus allowing approximately twice the rated power compared to a single channel of the bidirectional lift converter 112 to facilitate vehicle operation.
    [0037] [037] Figure 4 illustrates another embodiment of the invention. The propulsion system 166 shown in Figure 4 includes components similar to the components shown in Figures 1 to 3 and, therefore, the numbers used to indicate the components in Figures 1 to 3 will also be used to indicate similar components in Figure 4.
    [0038] [038] As illustrated, a separate auxiliary power source (such as the DC energy storage device 164 shown in Figure 3) is not included in the propulsion system 166. Thus, the propulsion system 166 operates as a only specific high power battery 110. Battery 110 is sized to supply power or energy to the electric drive unit 116 and DC 134, 136, 162 auxiliary controls and loads. As such, the power or energy used by the controls and loads DC auxiliary devices 134, 136 can be supplied to channel b of the elevator converter assembly 112 through the voltage reduction control on the DC connection 114 from battery 110.
    [0039] [039] As described above, if excess power is required during, for example, an acceleration demand from the electric drive unit 116, vehicle system controller 106 can cause power consumption from a or more loads 134, 162 are reduced or turned off so that such excess power can be released to the electric drive unit 116 from battery 110.
    [0040] [040] During periods when the regenerative power can be used from the electric drive unit 116, the coupling device 150 can be induced to couple the DC link 114 with the low voltage side bus 122 in such a way that regenerative power can directly supply power to the DC auxiliary controls and loads 134, 136, 162. In addition, coupling device 154 can also cause power on the low voltage side bus 122 to be supplied to the bus 142 to recharge the first energy storage device 108 during such periods of regenerative power.
    [0041] [041] Figure 5 illustrates another embodiment of the invention. The propulsion system 168 shown in Figure 5 includes components similar to the components shown in Figures 1 to 4 and, therefore, the numbers used to indicate the components in Figures 1 to 4 will also be used to indicate similar components in Figure 5.
    [0042] [042] As shown, the auxiliary power system 104 includes heating engine 124, alternator 126, rectifier assembly 128 and AC auxiliary controls and loads 130, 132. Vehicle propulsion system 168 includes the DC 164 energy storage; however, in this embodiment, the DC energy storage device 164 is used as part of the energy system 102 to assist the first energy storage device 108 in providing energy or propulsion power to propel the vehicle. The DC 164 energy storage device preferably consists of a specific high energy battery.
    [0043] [043] In the embodiment shown in Figure 5, the maximum voltage of the first energy storage device 108 is greater than the nominal voltage supplied by the DC energy storage device 164 for a bus 170 coupled to the b channel of the bidirectional elevator converter 112 and greater than the rated voltage supplied by the rectifier assembly 128 for the bus 122. In addition, the maximum voltage of the DC energy storage device 164 is greater than the rated voltage supplied by the rectifier assembly 128 for the bus 122. In the event that the usable energy stored by the first energy storage device 108 is depleted and additional propulsion power is still required to operate the vehicle, the coupling device 154 conducts in such a way that the voltage from DC 164 energy storage device can be raised to the DC link voltage 114 using two channels (a and b) of the elevator converter b idirectional 112, thus allowing approximately twice the rated power compared to a single channel of the bidirectional lift converter 112 to facilitate vehicle operation. In addition, in the event that the usable energy stored by the DC 164 energy storage device is also depleted and additional propulsion power is still required to operate the vehicle, another coupling device 172 coupled between bus 170 and the bus 122 conducts in such a way that the voltage from the DC energy storage device 164 can be raised to the DC link voltage 114 with the use of three channels (a, b and c) of the bidirectional lift converter 112, thus allowing , that approximately three times the rated power compared to a single channel of the bidirectional lift converter 112 facilitates vehicle operation.
    [0044] [044] It is observed that although the first and second energy storage device 108, 110 is illustrated as ultracapacitors and the DC energy storage device 164 is illustrated as a battery, other combinations of energy storage devices are considered.
    [0045] [045] Referring now to Figure 6, a flow chart 174 is shown which describes an operation of the vehicle system controller 106, according to an embodiment of the invention. In step 176, the vehicle system controller determines the power or energy requirements required by the propulsion system to propel the vehicle. For example, it can be determined that the vehicle is in a cruise propulsion mode, in an acceleration propulsion mode, in a no-propulsion mode, such as when the vehicle is stationary, or in a deceleration mode. In step 178, the vehicle system controller determines whether propulsion is necessary. If not 180, then an action without propulsion can be performed in step 182, such as capturing regenerative braking power or energy or recharging energy storage devices through the auxiliary system.
    [0046] [046] If the vehicle system controller determines 184 similarly that propulsion is required, the availability of the power or energy required for propulsion from a power system is determined in step 186. The power system includes a first device energy storage coupled to a low voltage side of a bidirectional lift converter. A second energy storage device can be coupled to a high voltage side of the two-way elevator converter. The availability of power or energy can be determined from feedback information from a DC connection that supplies power or energy to an electric motor. The feedback can be provided by a current and / or voltage sensor. Based on feedback information, an ability of at least the first energy storage device to supply the desired power or energy can be determined. In step 188, it is determined whether the power system is capable of meeting the propulsion requirements. If the power system has enough power or power to supply the required power or propulsion power 190, then the vehicle system controller causes the power system to supply the power or power in step 192. If not 194, then , the vehicle system controller determines whether surplus power or power is available from an auxiliary system in step 196. An amount of additional power or energy required can be determined from a difference between the power or energy required by the requirement propulsion power and the power or energy capable of being supplied by the first and / or second energy storage device.
    [0047] [047] If the excess energy or power greater than the difference is available 198, then the vehicle system controller causes both the power system and the auxiliary system to supply the power or propulsion power required in step 200. If the excess energy or power is not available or is less than the 202 difference, then the vehicle system controller causes one or more auxiliary loads to reduce the demand for power or energy from the auxiliary system step 204. The reduction in demand for power or energy is at least equal to the amount of power or energy determined from the difference between the power or energy required by the propulsion requirement and the power or energy capable of being supplied by the first and / or second control device. energy storage. The vehicle system controller can prioritize auxiliary loads to shut down or reduce the power or energy consumed for the loads. Prioritization can start with the least necessary loads and end with important loads. As an example, the vehicle system controller may temporarily shut down an air conditioning load during a vehicle acceleration, to make additional auxiliary power or power available to assist the power system in supplying the required power or propulsion power. The disconnection of the air conditioning load may even be imperceptible to the vehicle operator. Another example includes disconnecting a compressor from a pneumatic semi-retractable system until power or energy from the auxiliary system is no longer needed for propulsion. Other systems capable of being shut down or reduced are also considered.
    [0048] [048] In step 206, any previously disconnected or reduced loads can be returned to their original state, once the reason for their reduction in power or energy consumption (for example, such as during an acceleration mode) is ended. That is, the previously reduced power or load energy from a first power or energy value to a second lower power or energy value can be returned back to the pre-reduction, the first power state or energy value. or to a different power state or energy value.
    [0049] [049] One skilled in the art will observe that the vehicle system controller 106 can be deployed through a plurality of components, such as one or more among the electronic components, hardware components and / or computer software components. These components may include one or more tangible computer-readable storage media that generally store instructions, such as software language, firmware and / or assembly for the execution of one or more parts among one or more deployments or modalities. Examples of a tangible computer-readable storage medium include a recordable data storage medium and / or mass storage device. Such tangible computer-readable storage medium may employ, for example, one or more of a magnetic, electrical, optical, biological and / or atomic data storage medium. In addition, such media may take the form of, for example, diskettes, magnetic tapes, CD-ROMs, DVD-ROMs, hard disk drives and / or electronic memory. Other forms of unrelated, tangible computer-readable storage media can be employed with the embodiments of the invention.
    [0050] [050] A series of such components can be combined or divided into an implementation of the systems described in this document. In addition, such components may include a set and / or series of computer instructions recorded or deployed with any one of a number of programming languages, as will be noted by a person skilled in the art.
    [0051] [051] A technical contribution to the method and apparatus presented provides a computer-implanted device capable of providing propulsion power from an auxiliary engine in a vehicle or non-vehicle system.
    [0052] [052] Therefore, according to an embodiment of the invention, a propulsion system includes a power system, an auxiliary system and a system controller. The power system includes a bidirectional elevator converter coupled to a direct current (DC) connection, the bidirectional elevator converter comprising a plurality of input channels. The power system also includes a first energy storage device coupled to a first input channel of the bidirectional lift converter via a DC bus. The auxiliary system is coupled to the power system and includes an auxiliary power source, an auxiliary load, and an auxiliary load controller coupled to the auxiliary power source and the auxiliary load. The system controller is configured to cause the auxiliary load controller to reduce auxiliary load power consumption from the auxiliary power source and to cause the bidirectional lift converter to raise a voltage supplied by the above and auxiliary power source the high voltage for the DC connection.
    [0053] [053] According to another embodiment of the invention, a method of assembling a propulsion power system includes coupling a power system to a direct current (DC) connection, the power system which includes a multi-directional multi-directional converter channels coupled to the DC link and an energy storage device coupled to a first input channel of the bidirectional lift converter via a DC bus. The method also includes coupling an auxiliary system to the power system that includes a power source, a charge controller coupled to the power source and a charge coupled to the charge controller. The method also includes attaching a controller to the power system and the auxiliary system and configuring the controller to cause a reduction in power consumption of the auxiliary system load from the auxiliary system power source and to make the DC connection receive high voltage from the multi-channel bidirectional lift converter based on the reduction in power consumption.
    [0054] [054] In accordance with yet another embodiment of the invention, a vehicle system includes a direct current (DC) energy storage device coupled to a first channel of a bidirectional DC-DC lift converter, and an auxiliary power source coupled to a first load controller and a second channel of the bidirectional DC-DC lift converter. The vehicle system also includes a first auxiliary load coupled to the first load controller and a vehicle system controller. The vehicle system controller is programmed to reduce a load energy supplied by the auxiliary power source to the first auxiliary load from a first energy value to a second energy value and to reinforce at least part of the reduced energy through from the bidirectional DC-DC lift converter to supply the same for a DC connection.
    [0055] [055] Although the invention has been described in detail in conjunction with only a limited number of modalities, it should be readily understood that the invention is not limited to such presented modalities. Preferably, the invention can be modified to incorporate any number of variations, alterations, substitutions or equivalent provisions not described to date, but which are proportionate to the spirit and scope of the invention. In addition, although several embodiments of the invention have been described, it should be understood that aspects of the invention may include only some of the described embodiments. Consequently, the invention should not be considered as limited by the description mentioned above, but is only limited by the scope of the appended claims.
    权利要求:
    Claims (7)
    [0001]
    PROPULSION SYSTEM, comprising: an energy system (102) comprising: a bidirectional lift converter (112) coupled to a direct current (DC) connection (114), the bidirectional lift converter (112) comprising a plurality of input channels (a, b); and a first energy storage device (108,110) coupled to a first input channel (a, b) of the bidirectional lift converter (112) via a DC bus; an auxiliary system (104) coupled to the power system (102), the auxiliary system (104) comprising: an auxiliary power source (110, 126, 164); an auxiliary load (130, 134, 158); and an auxiliary load controller (132, 136, 160) coupled to the auxiliary power source (110, 126, 164) and the auxiliary load (130, 134, 158); and a system controller (106) configured to: causing the auxiliary load controller (132, 136, 160) to reduce an auxiliary load's power consumption (130, 134, 158) from the auxiliary power source (110, 126, 164); causing the bidirectional lift converter (112) to raise a voltage supplied by the auxiliary power source (110, 126, 164) and supply the high voltage for the DC connection (114); wherein the system controller (106) is additionally configured to: determining a desired amount of propulsion power to be supplied to the electric drive unit (116); receiving DC link feedback information (114) from one of a current sensor (146) and a voltage sensor (144); and determine, based on the feedback information, a capacity of the first energy storage device (108,110) to supply the amount of propulsion power for the DC connection (114); characterized by the system controller (106) being additionally configured to: determining a power difference between the desired amount of propulsion power to be supplied to the electric drive unit (116) and an amount of power capable of being supplied by the first energy storage device (108,110); and cause the auxiliary load controller (132, 136, 160) to reduce the power consumption of the auxiliary load (130, 134, 158) by at least an amount equal to the power difference.
    [0002]
    PROPULSION SYSTEM, according to claim 1, characterized in that the system controller (106) is configured to cause the auxiliary load controller (132, 136, 160) to interrupt the power consumption of the auxiliary load (130, 134, 158) from the auxiliary power source (110, 126, 164).
    [0003]
    PROPULSION SYSTEM, according to any one of claims 1 to 2, characterized in that the auxiliary energy source (110, 126, 164) comprises: an internal combustion engine (124); an alternator (126) coupled to the internal combustion engine (124); and a rectifier (128) coupled to the alternator (126) and a second input channel (a, b) of the bidirectional elevator converter (112).
    [0004]
    PROPULSION SYSTEM, according to claim 3, characterized in that the auxiliary load (130, 134, 158) comprises an alternating current (AC) load coupled to receive AC power from the alternator (126).
    [0005]
    PROPULSION SYSTEM according to any one of claims 3 to 4, characterized in that the auxiliary load (130, 134, 158) comprises a DC load (134, 158) coupled to receive DC power from the rectifier (126).
    [0006]
    PROPULSION SYSTEM, according to claim 5, characterized in that the DC load (134, 158) comprises a DC-AC inverter (160) coupled to a DC load (162).
    [0007]
    PROPULSION SYSTEM according to any one of claims 1 to 6, characterized in that the auxiliary energy source (110, 126, 164) comprises a second energy storage device (164) coupled to a second input channel (a, b ) of the bidirectional lift converter (112); and wherein the auxiliary load (130, 134, 158) comprises a DC load (134, 158) coupled to receive DC power from the second energy storage device (164).
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    同族专利:
    公开号 | 公开日
    CN106956593A|2017-07-18|
    CN106956593B|2019-11-29|
    JP6247811B2|2017-12-13|
    US20120245772A1|2012-09-27|
    BR102012006427A8|2019-01-08|
    JP2012205495A|2012-10-22|
    EP2502773A3|2018-06-20|
    CN102689603B|2017-03-01|
    EP2502773B1|2019-06-12|
    CN102689603A|2012-09-26|
    US8761978B2|2014-06-24|
    EP2502773A2|2012-09-26|
    BR102012006427A2|2018-09-18|
    IN2012DE00716A|2015-08-21|
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    法律状态:
    2018-09-18| B03A| Publication of an application: publication of a patent application or of a certificate of addition of invention|
    2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-01-08| B03H| Publication of an application: rectification|Free format text: REFERENTE AO CODIGO 3.1 PUBLICADO NA RPI2489 DE 18/09/2018 RELATIVO AO CAMPO INID (30) DADOS DA PRIORIDADE. CONSIDEREM-SE OS DADOS ATUAIS. |
    2019-09-17| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2020-04-22| B09A| Decision: intention to grant|
    2020-09-24| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 22/03/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US13/069,533|US8761978B2|2011-03-23|2011-03-23|System for supplying propulsion energy from an auxiliary drive and method of making same|
    US13/069,533|2011-03-23|
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