• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    ABSTRACT OF THE DISCLOSURE An isolation system for traction batteries for a vehicle includes batterycontactors having a closed state and an open state. The current drawn from the tractionbatteries during transitions between the two states is managed by selecting loads foreither reduced levels of operation or cutoff to reduce the total current draw. Vehicleoperating conditions, such as the direction of the state transition, may control the selection of loads for operation during the transition. Page 14 of 14QIGr0thGTHDOCSDOCTEMPL.TU~Patent appIiCatiOnZOI 102240302443031Td0c
    公开号:SE1150187A1
    申请号:SE1150187
    申请日:2011-03-02
    公开日:2011-09-05
    发明作者:Jay E Bissontz
    申请人:Int Truck Intellectual Prop Co；
    IPC主号:
    专利说明:

    [1] [001] The technical field relates generally to electric vehicles and hybrid-electricvehicles and, more particularly, to control over high voltage battery isolation contactors.
    [2] [002] Electric and hybrid electric vehicles carry relatively high voltage battery plants(traction batteries) for supplying power to vehicle traction motors and other vehicleelectrical systems. Traction batteries typically have a nominal output voltage sufficientto support of 340 volt rms three phase power, and in some cases 700 volts rms power,from an inverter. ln contrast, conventional automotive batteries supply voltage at about12 volts DC.
    [3] [003] The traction battery plant is usually physically isolated in its own compartment toavoid inadvertent exposure of high voltages to people working on the vehicle.Contactors, which functionally are analogous to circuit breakers, are provided within thecompartment for selectively connecting and disconnecting the battery plant from thevehicle electrical system. Under some circumstances the battery plant is electricallyisolated by opening the contactors within the compartment to prevent high voltages fromappearing at points on the vehicle electrical system outside the battery compartment.
    [4] [004] Electric and hybrid electric vehicles make more extensive use of electrical powerthan do conventional vehicles to support vehicle functions such as power steering or airconditioning compressor operation from electric motors. On an electric vehicle this islargely unavoidable. On a hybrid vehicle using electric motors to operate an airconditioning or power steering pump makes these functions operationally independentof the vehicle's internal combustion engine. ln addition, contemporary vehicles makePage 1 of 14QIGr0thGTHDOCSDOCTEMPL.TU~Patent application.20l 102240302443031Td0cextensive use of electronic computers which are consumers of electrical power. As aresult, current loads on vehicle traction batteries can become quite high.
    [5] [005] High current loads can compromise traction battery isolation contactor servicelife. Relatively high currents, on the order of hundreds of amps, can be drawn by avehicle if many or all of the vehicle's potential electrical loads are active. Contactorarcing during opening and particularly on closing can result in isolation contactordegradation and in the development of welds during closing which can hold thecontactors in the closed position. Such a result compromises the contactor's isolationfunction.
    [6] [006] An isolation system for traction batteries for a vehicle includes battery contactorshaving a closed state and an open state. The current drawn from the traction batteriesduring transitions between the two states is managed by selecting loads for eitherreduced levels of operation or cutoff to reduce the total current draw. Vehicle operatingconditions, such as the direction of the state transition, may control the selection ofloads for operation during the transition.
    [7] [007] Fig. 1 is a high level schematic of a vehicle drive train and vehicle control systemfor a hybrid-electric vehicle.
    [8] [008] ln the following detailed description example sizes/models/values/ranges may begiven with respect to specific embodiments but are not to be considered generallylimiting. Though a parallel hybrid-electric vehicle is used for illustration, the principalsPage 2 of 14QIGr0thGTHDOCSDOCTEMPL.TU~Patent appIiCatiOnZOI 102240302443031Td0ctaught here are readily extended to an all electric vehicle or a series hybrid-electricvehicle.
    [9] [009] Referring to Fig. 1, a high level schematic of a control system 21 which providescontrol and energy use management for a vehicle drive train 20 is illustrated. Anelectrical system controller (ESC) 24, a type of a body computer, operates as a systemsupervisor and is linked by a public data link 18 to a variety of local controllers which inturn implement direct control over vehicle functions not directly controlled by the ESC24. As may be inferred, ESC 24 is typically directly connected to selected inputs(including sensors) and outputs. A sensors package 16 represents such sensors andmay include a brake pedal position sensor, a throttle position sensor and abruptdeceleration sensors. ln addition ESC 24 communicates with a dash panel 44 fromwhich it may obtain signals indicating ignition state, headlight on/off switch position andprovide on/off signals to other items, such as headlights (not shown). Signals relating toa power take-off operation (PTO) are communicated between an in cab switch pack 56and ESC 24 over a SAE J1708 compliant data link 64. Data link 64 is a low baud ratedata connection, typically about 9.7K baud.
    [10] [0010] Six representative local controllers in addition to the ESC 24 are illustrated asconnected to the public data link 18. These controllers include an engine controller 46,a transmission controller 42, a hybrid controller 48, a gauge controller 58 and an anti-lock brake system controller (ABS) 50. lt will be understood that other controllers maybe installed on the vehicle in communication with data link 18. These controllers bothcontrol various vehicle electrical loads and represent loads themselves. Theseadditional controllers are represented by a generic “load” controller 17 for the control ofloads 19. Various sensors may be connected to several of the local controllers. Datalink 18 is preferably the bus for a public controller area network (CAN) conforming to theSAE J1939 standard and under current practice supports data transmission at up to250K baud.
    [11] [0011] Hybrid controller 48, transmission controller 42 and engine controller 46coordinate operations of the drive train to select between the engine 28 and the tractionmotor 32 as the prime mover for the vehicle (or to combine the output of the engine andthe traction motor if called for). During braking these same controllers coordinatedisengagement and shut-down of engine 28 and operation of traction motor 32 in itsgenerator mode to recapture the vehicle's kinetic energy. The ESC 24 and the ABScontroller 50 provide data over data link 18 used for these operations, including brakepedal position, data relating to skidding, throttle position and other power demands suchas for PTO 22. The hybrid controller further monitors a proxy relating to battery 34 stateof charge (SOC).
    [12] [0012] Drive train 20 is a parallel hybrid diesel electric system in which the tractionmotor/generator 32 is connected in line with an engine 28 through an auto-clutch 30 sothat the engine 28, the traction motor 32, or both in combination, can function as thevehicle's prime mover. As with other hybrid designs, the system is intended to recapturea vehicle's inertial momentum and store it as potential energy for later use includingreinsertion to the drive train 20. ln a parallel hybrid-electric vehicle the tractionmotor/generator 32 is used to recapture vehicle kinetic energy during deceleration byusing the drive wheels 26 to back drive the traction motor/generator 32, capturing aportion of the vehicle's kinetic energy by generating electricity therefrom. Engine 28 isdisengaged from the other components in drive train 20 by opening auto-clutch 30during periods when the traction motor 32 is back driven.
    [13] [0013] Transitions between positive and negative traction motor 32 electrical powerconsumption are detected and managed by a hybrid controller 48. Tractionmotor/generator 32, during braking, generates three phase alternating current which isapplied to an inverter 36 for conversion to direct current (DC) and then throughcontactors 35 to traction battery plant battery 34. When the traction motor 32 is used asa vehicle prime mover the flow of power is reversed. Battery 34 is usually a lithium ionbattery plant and may be supplemented as a source of stored electrical power, forexample, by a conventional 12 volt battery.
    [14] [0014] High mass vehicles tend to exhibit poorer gains from hybrid locomotion than doautomobiles. Thus electrical power available from traction battery 34 is often used topower other vehicle systems such as a PTO device 22 based on an electric motor (suchPTO systems may include a manned “cherry picker”, a motor for a winch, etc). Thetraction motor 32 itself may provide the motive power for the PTO device 22 (such as ahydraulic motor). ln addition, traction motor/generator 32 may be used for startingengine 28. lf requests for such operations were honored contemporaneously with atransition of contactors 35 to a closed position substantial current could be drawn fromthe traction battery 34 to support such operations before the contactors 35 closedresulting in arcing before the contactors were fully closed.
    [15] [0015] The various local controllers may be programmed to respond to data from ESC24 passed to data link 18. Hybrid controller 48 determines, based on available batterycharge state, requests for power. Hybrid controller 48 with ESC 24 generates theappropriate signals for application to data link 18 for instructing the engine controller 46to turn engine 28 on and off and, if on, at what power output to operate the engine.Transmission controller 42 controls engagement of auto clutch 30. Transmissioncontroller 42 further controls the state of transmission 38 in response to transmissionpush button controller 72, determining the gear the transmission is in or if thetransmission is to deliver drive torque to the drive wheels 26 or to a hydraulic pumpwhich is part of PTO system 22 (or simply pressurized hydraulic fluid to PTO system 22where transmission 38 serves as the hydraulic pump) or if the transmission is to be inneutral.
    [16] [0016] PTO control is implemented through one or more remote power modules(RPl/ls) 40. Remote power modules 40 are data linked expansion input/output modulesdedicated to the ESC 24, which is programmed to utilize them. RPMs 40 function as thecontroller for PTO 22, and provide any hardwire outputs 70 and hardwire inputs 66associated with the PTO device 22 and possibly to and from a PTO load 23. Requestsfor operation of load 23 and potentially response reports are applied to the data link 74Page 5 of 14Q:Gr0thGTHDOCSDOCTEMPLJU~Patent app1icati0n.201 102240302443031Td0cfor transmission to the ESC 24, which translates them into specific requests for the othercontrollers, e.g. a request for power. ESC 24 is also programmed to control valve statesthrough RPl/ls 40 in PTO device 22. Remote power modules are more fully described inUnited States Patent 6,272,402 which is assigned to the assignee of the presentinvention and is fully incorporated herein by reference. At the time the '402 patent waswritten what are now termed "Remote Power l/lodules" were called "Remote Interfacel/lodules".
    [17] [0017] lf a supplementary 12 volt system is present some electrical power may bediverted from hybrid inverter 35 to maintain the charge of a conventional 12-volt DCchassis battery 60 through a DC/DC inverter 62. Twelve volt DC motor vehicle powersystems based on an engine driven alternator and 12 volt, 6 cell lead acid batteries havebeen in use for decades and are well known to those skilled in the art. ln vehiclescontemporary to the writing of this application numerous 12 volt applications remain incommon use and a hybrid electric vehicle incorporating drive train 20 may be equippedwith a supplemental 12 volt system to support such systems. ln such cases electricalpower may be diverted from hybrid inverter 36 to a DC/DC inverter 62 which stepspower down to maintain a charge on a conventional 12-volt DC chassis battery 60.lnclusion of such a parallel system would allow the use of readily available andinexpensive components designed for motor vehicle use, such as incandescent bulbsfor illumination. Otherwise the use of 12 volt components carries a weight penalty andadds complexity to the vehicle. Battery 34 is sometimes referred to as a traction batteryto distinguish it from the supplemental 12 volt battery 60.
    [18] [0018] Transmission controller and ESC 24 both operate as portals and/or translationdevices between the various data links 68, 18, 74 and 64. Data links 68 and 74 may beproprietary and operate at substantially higher baud rates than does the public data link18, and accordingly, buffering is provided for a message passed from one link toanother. Additionally, a message may have to be reformatted, or a message on one linkmay require another type of message on the second link, e.g. a movement request overdata link 74 may translate to a request for transmission engagement from ESC 24 toPage 6 of 14Q:Gr0thGTHDOCSDOCTEMPLJU~Patent app1icati0n.201 102240302443031Td0ctransmission controller 42. Data links 18, 68 and 74 are usually controller area networkbuses and may conform to the SAE J1939 protocol.
    [19] [0019] On heavy hybrid vehicles where the high voltage isolation contactors 35separate the stored energy in the hybrid system's traction batteries 34 from the rest ofthe hybrid, the movable parts can become welded together as a result of transitions (theopening and closing) of the high voltage isolation contactors 35 while the high voltagesystem is under load. Welding can be further exacerbated by additional current loadsoriginating from the chassis' electrical system and sub-electrical systems which arecarried by the hybrid high voltage system by way of the hybrid system's DC to DCconverters 62 at the time of the high voltage isolation contactor 35 transitions resulting inarcing and welding of the contactors.
    [20] [0020] Control system 21 implements cooperation of the control elements to ordervehicle operations to minimize current draw during contactor 35 transitions. Chassisimposed electrical loads are reduced before, during and after the opening and or closingof the high voltage hybrid isolation contactors 35. A reconfigurable software and anelectrical hardware architecture coordinates the turning on and turning off of currentloads imposed by the chassis electrical system and or its sub-electrical systemcoordinated with the opening and closing of the hybrid system's high voltage contactors.Changes of state occurring among sensors 16 or on dash panel 44 can operate asindicators of an incipient demand for a transition of contactors 35. For example,movement of an ignition switch from OFF to ON or START will likely trigger a demand toclose contactors 35. An indication of abrupt deceleration from sensors used to triggerdeployment of air bags may be used as a trigger to open the contactors 35.
    [21] [0021] The existing vehicle data link environment allows control over the operation ofthe vehicle's hybrid-electric drive train 20 and various loads represented by loads 19,PTO 22, DC/DC inverter 62 and the various local controllers, for example the ABScontroller 50, all of which draw power. Vehicle components, systems and subsystemssuch as: the chassis load manager, electric condenser pusher fans, electrifiedPage 7 of 14Q:Gr0thGTHDOCSDOCTEMPLJU~Patent app1icati0n.201 102240302443031Td0caccessories (AC Compressor, power steering, air Compressor DC to DC converters andthe like), truck equipment manufacture (TEl/l) installed equipment (lights, motors,solenoids and the like) are all subject to central control. With fully integrated loadmanagement system between the chassis, TEl/I installed equipment and the hybridelectric power electronics system electrical current loads are reduced as much aspossible during the actual opening and closing of the hybrid high voltage contactors.
    [22] [0022] Implementation of load control is through a controller area network (CAN)communication strategy where different CAN modules/local controllers communicateover a data link environment (including data link 18) to control various chassis electricalloads (including loads 19 and PTO 22) and the various local controllers in conjunctionwith the opening and closing of two hybrid high voltage isolation contactors 35. Highvoltage isolator contactors 35 have a default open state and an energized (closed) state.For example, a transition from the open state to their closed state would be associatedwith cycling of the in-can key switch to its “On” state initializing the hybrid electric systemand the vehicle control system.
    [23] [0023] The hybrid controller 48, which typically controls the hybrid high voltage isolationcontactors 35 (alternatively these may be controlled by the ESC 24), sends an encodeddigital message to the body controller (ESC 24) over the data 18 requesting the ESC,through its own physical outputs 44 or through a secondary CAN module such as theremote power module (RPM) 40, turn off or reduce all “non-critical” electrical loads 19,22 in anticipation of the hybrid controller 48 closing of the hybrid high voltage isolationcontactors 35. Once the ESC 24 (either directly, through the RPl/I 40 or through othercontrollers) has turned “Off” and, or reduced all available electrical loads under thepresent vehicle mode of operation, or delayed a load from turning on, the ESC 24 thentransmits encoded digital message over the data link 18 containing the instant loadingstatus of the chassis electrical system. This status communication can be as simple asbroadcasting a discrete message indicating that the electrical loads that can be turned“Off”, or be reduced, have been turned “Off” or reduced to their fullest extent. The statuscommunication could also contain actual or calculated current loads. Once the hybridPage 8 of 14Q:Gr0thGTHDOCSDOCTEMPLJU~Patent app1icati0n.201 102240302443031Td0ccontroller 48 receives the ESC 24 status message, it then can decide to transition thehybrid high voltage isolation contactors 35 from their current state or maintain them intheir present state based on the information contained in the message status.
    [24] [0024] PTO devices 22 are a good example of the flexibility which may be incorporatedinto the present system. Normally PTO 22 would be a lead candidate for shut down orreduced level operation on a contactors 35 transition. However, whether or notoperation of the PTO 22 can be discontinued on particular transition event can be left tothe operator's determination based on the character and circumstances of the transitionevent
    [25] [0025] An initialization timer is also provided, typically through appropriate programmingof the ESC 24. The purpose of the initialization timer is to create an interval of timeduring the activation of the hybrid system (such as turning “On” the in-cab key switch)which automatically turns “Off' or reduces a series of predetermined loads. These loadsare turned “Off” or reduced for a programmable interval of time minimizing the currentloading imposed on the hybrid high voltage isolation contactors 35 prior to all associatedcontrollers involved in the normal load management process becoming fully initialized.By the time the initialization timer expires, all involved controllers should have hadadequate time to initialize and assume the normal mode of load managementfunctionality as describe in the first part of this teaching.
    [26] [0026] By managing loads the amount of current being carried through the hybrid highvoltage isolation contactors 25 during their transitions is reduced whereby prematurefailure and weld issues are mitigated.
    [27] [0027] The control of various loads originating from the chassis' electrical system andsub-electrical systems is based on “logical” and data link signals. This allows forcustomization of vehicle equipment features and functionality with little to no changes toactual vehicle hardware architecture. Due to the data link and software driven characterof the control arrangements the control of particular loads may be conditional upon thePage 9 of 14Q:Gr0thGTHDOCSDOCTEMPLJU~Patent app1icati0n.201 102240302443031Td0cOperating mode of the vehicle and allows selection of vehicle loads to cut off or restrictbased on whether the transition is from opened to closed or closed to opened. Forexample, windshield wiper function through the dash panel 44 or load controller 17 maybe shed if the vehicle is in a stationary mode of operation and the headlights are off.Under other circumstances windshield wipers may be a priority function which ismaintained through a transition of the contactors 35. Examples of loads that may beconsidered for mode sensitive availability for turning off or reducing for transitionsinclude headlights, marker lights, heating, ventilation and air conditioning blower motors,electrically powered power steering, electric air compressors, truck equipmentmanufacturer (TEl/l) accessories, electric cooling fans, various system controllers (e.g.the ABS controller 50 if the vehicle is stationary and the parking brake is set).
    [28] [0028] Costs are reduced since this system uses the existing vehicle architecture.System robustness is enhanced by using the data link and controller environment.increased robustness enhances safety by improving the chances that contactors 35 willopen in case of a accident to reduce voltages on exposed portions of the vehicleelectrical system.
    Page 10 of 14Q:Gr0thGTHDOCSDOCTEMPLJU~Patent app1ication.201 1022403024430317.d0c
    权利要求:
    Claims (9)
    [1] 1. A vehicle, comprising: a high voltage electrical system; traction batteries; contactors between the traction batteries and the high voltage electrical system, the contactors having a closed state and an opened state; a plurality of vehicle electrical loads; sensors for indicating vehicle operating conditions; a vehicle control system coupled to receive output signals generated by thesensors including output signals generating a transition in state of thecontactors and including means for controlling transition in the state of thecontactors and further including means for controlling the amount of electricity each vehicle electrical load can draw; and the vehicle control system being responsive to vehicle operating conditionsgenerating a change in state of the of the contactors for reducing the current draw of the plurality of vehicle loads.
    [2] 2. The vehicle as set forth in claim 1, further comprising: the vehicle control system being programmed to provide selection of vehicle electrical loads for reduction in response to different vehicle operating conditions. Page 11 of 14QIGr0thGTHDOCSDOCTEMPL.TU~Patent appIiCatiOnZOI 102240302443031Td0c
    [3] 3. The vehicle as set forth in claim 1, further comprising: the vehicle control system being programmed to provide selection of vehicleelectrical loads for reduction in response to the state transition being from opened to closed and from closed to opened.
    [4] 4. The vehicle as set forth in claim 2, further comprising: the vehicle control system being programmed to provide selection of vehicleelectrical loads for reduction in response to the state transition being fromopened to closed and from closed to opened.
    [5] 5. The vehicle as set forth in claim 4, wherein the vehicle has a hybrid electricdrive train and the hybrid electric drive train includes an electric traction motorand an internal combustion engine wherein either the internal combustion engine or the electric traction motor can operate as the vehicle prime mover.
    [6] 6. A traction battery isolation system for a vehicle comprising: battery contactors having a closed state and an open state; means for establishing vehicle operating conditions; control means responsive to vehicle operating conditions for moving the battery contactors between states; a plurality of vehicle electrical loads; and the control means being further responsive to particular vehicle operatingconditions for selecting vehicle electrical loads for limited operation duringa state transition of the battery contactors. Page 12 of 14QIGr0thGTHDOCSDOCTEMPL.TU~Patent appIiCatiOnZOI 102240302443031Td0c
    [7] 7. The traction battery isolation system of claim 6, further comprising: the selection of vehicle loads by the control means being further responsive towhether the state transition of the contactors is from closed to opened or from opened to closed.
    [8] 8. The traction battery isolation system of claim 7, further comprising: the selection of vehicle loads by the control means being further responsive tochanges in vehicle operating conditions.
    [9] 9. ln a hybrid-electric or electric vehicle equipped with an electrical powerdistribution system, a plurality of loads which can draw current from theelectrical power distribution system, a traction battery plant and contactorshaving closed and open states for coupling or isolating the traction batteryplant from the electrical power distribution system, a method of operating the contactors comprising the steps of: responsive to a change in vehicle operating conditions selecting loads foroperation during a transition in state of the contactors; implementing a transition in state of the contactors; and selecting loads for operation based on vehicle operating conditions followingcompletion of the transition in state of the contactors. Page 13 of 14Q:Gr0thGTHDOCSDOCTEMPLJU~Patent app1ication.201 1022403024430317.d0c
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    优先权:
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