Brake resistor control

专利摘要:
An electric drive system comprises a generator, a traction motor, a brake resistor, a bus, and a control unit. The generator, the traction motor, and the brake resistor are coupled electrically to the bus. The control unit is configured to determine a pulse-width-modulation duty cycle for the brake resistor ("brake duty") and control operation of the brake resistor according to the brake duty, wherein the brake duty can be a value intermediate of constant OFF and constant ON. A method of operating the electric drive system is also disclosed.
公开号:SE1150340A1
申请号:SE1150340
申请日:2011-04-19
公开日:2011-10-27
发明作者:Vilar W Zimin
申请人:Deere & Co；
IPC主号:

专利说明:

10Regarding when the vehicle turns direction, the vehicle may have a UN R steeringmaneuverable by the vehicle operator ("FNR" means forward, neutral andbackwards). If the FNR control is switched from forwards to backwards or backwards toneutral causes the engine to command to maneuver so that its speed decreasesto zero by means of electric braking so that electric energy is supplied tothe bus, and then reduces its speed by using the engineso that electrical energy is removed from the bus.
It is known for a generator control device to receive voltage readings fromDC bus voltage and to control the generator to try to maintain the DCbus voltage at nominal constant voltage (“nominal DCbus voltage ”or“ rated voltage ”) using a closedvoltage control circuit, such as PI-based voltage control ("PI")means proportional / integrated), hysteresis control of the braking resistor.
By using such a previously known PI-basedvoltage control diagram, the generator control device operates the generator in ageneration mode to convert mechanical energy into electrical energy so thatelectrical energy is supplied to the DC bus, or the motor mode to convertelectrical energy from the DC bus to mechanical energy so that electrical energyremoved from the DC bus to assist the motor. If the engine speed reaches onelimit value depending on e.g. the extra energy from the operation of the generator inmode when the engine is in use, the generator control stops or otherwiseprevents operation of the generator in mode when the engine is in use.
Meanwhile, the voltage of the DC bus is monitored. According to prior art forhysteresis control scheme so that the DC bus voltage exceeds a DCbus limit value (eg due to electric braking of the engine withoutadequate monitoring of the generator) the braking resistance is driven at a constantON mode to consume electrical energy from the DC bus. About the DC busvoltage is lower than the DC bus threshold, the braking resistance is constantOFF mode.
Summary of the inventionFrom an energy efficient standpoint, it does not give according to prior art knownPI-based voltage control scheme usinghysteresis brake resistance control optimal use of the electricthe braking capacity below, e.g. transmission shift and fast turnaroundof the direction of the vehicle.
In one aspect, the present invention relates to an electric drive systemcomprising a generator, a traction motor, a braking resistor, a bus, anda control unit. The generator, traction motor and braking resistor are electricconnected to the bus. The control unit is configured to determine onepulse width modulation pulse ratio of the braking resistor ("brake ratio") andthe control operation of the braking resistor according to the braking ratio, whereby the braking ratio canbe a value between constant OFF and constant ON. The control unit isconfigured to determine the braking ratio depending on the desired amount of powerconsumed by the braking resistor ("desired power consumption" or "DPC")and power consumption capacity ("PCC") according to the equation: braking ratio =DPC / PCC. The invention also relates to a method of operating itelectric drive system.
Such a brake resistance control scheme benefits energy efficiency throughoptimization of brake resistance use. It offers the opportunity todrive the braking resistor at a medium brake ratio rather than justconstant ON or constant OFF. Furthermore, it takes into account the amount of powerdesired to consume. In this way, the brake resistance control scheme can take into account oneestimated power available from the bus in relation to a reference powerwhich is non-zero from the bus and an engine power that is foreseenused (added or removed) from the bus by the engine. As providedcapacity improves the sensitivity of the brake resistance control scheme, whichfurther promotes energy efficiency.
The above and other features will become clearer from the followingthe description and the accompanying figures.
Brief description of the accompanying drawingsThe detailed description of the invention refers to the accompanying figuresin what:Figure 1 shows a schematic view of a work vehicle having an electric onedrive system with a brake resistor;Figure 2 shows a schematic view showing an example of an embodiment ofparts of the electric drive system;Figure 3 shows a fl fate diagram of a part of a brake ratio control diagram;Figure 4 shows a fl fate diagram of another part of the brake ratio control scheme;OCllFigures 5 and 6 are possible modifications to the brake ratio control scheme.
Detailed description of the inventionReferring to Figure 1, there is schematically shown a series hybrid vehicle 10 whichhas an electric drive system 12 with a driveline 13 for the vehicle 10. The vehiclecan be a work vehicle (eg for construction, forestry, agriculture,for grass, just to name a few) or another type of vehicle that has oneelectric drive system. For example, the vehicle 10 may be a four-wheel driveloader with a front part and a rear part articulated to the front part, thethe front part has e.g. a bucket for digging or dumping material, the rearthe section has e.g. the operator's cab and there behind the engine compartment.
The electric drive system 12 has a generator 14, a traction motor 16, abrake resistor 18, a bus 20 (eg a DC bus), and a control unit 22.
The generator 14, the traction motor 16 and the braking resistor 18 may be electricconnected to the bus 20. The control unit 22 may be configured todetermine a pulse width modulation (PWM) pulse ratio for the braking resistor("Braking ratio") and the control operation of the braking resistor 18 according to the braking ratio,wherein the braking ratio can have a value between constant OFF and constant ON.
The braking ratio determines the length of time that the resistor 18 is ONrelation to the period of a braking resistor control signal controlling the operation ofthe brake resistor. A number of PWM schemes can be used such as e.g.modify the rear fl ank of the PÃ pulse for the brake resistance control signal.
In an example of the electric drive system 12, there is only one generator14 and only one traction motor 16, and such a system will applyto Figures 5 and 6 are discussed, in which fl your generators 14 or fl your motors 16Can be used.
A power source 23 for the driveline 13 may have a motor 24 configured toprovide drive power to the vehicle 10. The engine 24 may be configuredfor example as a diesel engine or other internal combustion engine, which canoperated at a substantially constant speed (eg 1800 rpm),whereby, however, the engine may feel, or be allowed to feel, any minimalspeed variation depending on e.g. load on the engine or mechanical energyreturned to the engine by the generator 14. Together, the power source 23 andthe electric drive system 12 is called a series hybrid for an electric onedrive system.
The motor 24 may be directly or indirectly connected to the generator 14 toestablish a mechanical or other coupling between the motor 24 andgenerator 14. Eg. the power source 23 may have a gearbox 26 which is connectedbetween the motor 24 and the generator 14 and provides an increased speed from the motor24 to the generator 14, which allows the generator 14 to have a smaller physical sizeand power (ie continuous load capacity), with associatedcost reduction. The reduction in volume of the generator 14 can be roughbe inverted proportional to such speed increase. In one example,gearbox 26 give a 3: 1 speed increase (ratio in the form of output fromgearbox input from the gearbox) for the generator 14. It is within the range ofthis invention to eliminate the gearbox 26 so that the motor 24 is engagedto the generator 14 with an intermediate gearbox 26. The engine 24 (orthe gearbox 26) may have a number of other outputs for driving one or fl erashydraulic pumps, etc. for the vehicle 10.
The generator 14 be configured to convert mechanical energy to electricalenergy ("generation mode"), or to convert electrical energy into mechanicalenergy as a motor ("motor mode"). In generation mode, generator 14 is operatedto convert mechanical energy from the power source 23 to electrical energy tosupply electrical energy to the bus 20. In the motor mode, the generator 14 is driven forto remove electrical energy from the bus 20 and convert it to mechanicalenergy for the power source 23, which may be useful for example toassist the motor 24 with a load such as e.g. a hydraulic load (eg to raisea bucket hydraulically). As an example, the generator 14 may be in the form of athree-phase internal permanent magnet synchronous generator for high speed that isbrushless and having three-phase coils or other suitable shape.
The generator 14 can be controlled by a generator control device 42.
The generator controller 42 can receive a DC bus voltage commandfrom a transmission control device 36 via a communication bus 37 (e.g.
CAN bus) which gives command to the generator control device 42 to controlgenerator 14 to try to maintain the voltage of the DC bus 20 atrated constant voltage (the rated DC bus voltage) (eg 700VDC). The generator control device 42 can receive read voltages forthe current voltage of the bus 20 from a voltage sensor connected electrically tothe bus 20 (Lex. a voltage sensor 52 for the generator control device 42).
When a closed circuit voltage control is used, such as PI ~ basedvoltage control, the generator control device 42 can be driven by the generator 14in generator mode or in motor mode to try to maintain the voltage forDC bus 20 nominal at nominal DC bus voltage (which isvoltage reference point for P1-based voltage control).
The generator control device 42 can determine a reference point Tgen forthe torque of the generator, at which the generator 14 is driven to achieve itnominal DC bus voltage (adjustments of Tgen can be made, eg toavoid overheating of the generator), and can give command to operate thegenerator 14 at such a reference point.
The motor 16 may be configured to convert electrical energy to mechanicalenergy ("motor mode"), or to convert mechanical energy into electrical energy("Brake mode"). In motor mode, the motor 16 is driven to dissipate electrical energyfrom bus 20 and convert it to mechanical energy. In brake mode is operatedthe motor 16 for converting mechanical energy into electrical energy so thatelectrical energy is supplied to the bus 20 whereby braking (ie slowing down) ofthe speed of the engine 16 and thus the speed of the vehicle 10. For examplethe motor 16 may be in the form of a three-phase internal permanent magnetsynchronous generator which is brushless and which has three-phase coils, or othersuitable shape, which is operated at variable speed with a speed range(negative and positive speed limit).
The motor 16 can be controlled by the motor control device 52. The motor control device52 can receive a torque request fromthe transmission control device 36. The torque request may be forto use the engine in engine mode or electric brake inbraking mode. The motor control device 52 can determine onereference point Tmot for engine torque when torque requestor adjust the Tmot reference point for the engine torque from the requesttorque if it deems it necessary (eg to avoid overheatingof the engine). The motor controller 52 can then give command to operatethe motor 16 at the reference point Tmot for the engine torque.
The braking resistor 18 may be configured to deliver electrical energy tothe bus as heat. The energy emitted can be transferred as heat fromthe braking resistor 18 to a liquid cooler or other suitable coolant.
The braking resistor 18 may be in the form of a series of resistors having onenumber of discrete resistor elements, which may be arranged (eg in series orin parallel) to provide the desired resistance and may be water cooled(eg by using liquid coolant for engine).
Bus 20 may be configured as a DC bus. Bus 20 can have onepositive DC power rail 28 and negative DC power rail 30 (Figure 2). Thenominal voltage for bus 20 between the positive and negative DCthe power rail can be e.g. 700 volts DC (“VDC”).
The drive line 13 may have a drive mechanism 32 for transmitting drive power fromdrive motor 16 to the ground. The drive mechanism 32 may have e.g.fl speed transmission 34 (eg three speed transmission) belowcontrol of a transmission control device 36 and two drive outputs. Eachdrive output may have a shaft coupled to the transmission 34, a traction member(eg a wheel), and a last drive that provides a fixed gear reduction betweenthe shaft and the traction element. The drive mechanism 32 as such can provide onemechanical coupling between the motor 16 and the traction elements.
For example, when a four-wheel drive loader is used, the first canthe drive output is supplied to the first axle, left and right front wheels, andthe left and right front last drive of the front section ofthe loader, and the other output can be fed to the rear axle, leftand the right rear wheel, and the left and right rear last drive unit forthe rear section of the loader.
The bus 20 and the brake resistor 18 may be included in the power electronics40 for the electric drive system 12. The power electronics 40 can be controlled bythe control unit 22, which is electrically connected to the power electronics 40 and canelectrically interconnect the generator 14 and the traction motor 16.
The power electronics 40 as such controlled by the control unit 22 can be usedto handle the interconnection between the generator 14 and the traction motor 16and controlling the braking resistor 18. The control unit 22 and the power electronics 40collaborates to provide adequate microprocessor and power semiconductor technology forto monitor and regulate the associated electromechanical devices.
Referring to Figure 2, the power electronics 40 may include a typical onepower converter in the form of an AC / DC converter for converting three-phaseAC power from the generator to DC power for the bus 20. The power convertermay be the illustrated power converter 100, and the generator 14 maybe configured as a three-phase internal permanent magnet synchronous generator.
The power converter 100 may include six insulated gates of bipolarswitching transistor (IGBT) packet 104, each IGBT packet 104 includes onediode 104-1 and an IGBT 104-2 (which can be seen as a switch). RespectiveIGBT packet 104 can be connected to the respective generator phase coil for conversionof AC power from that coil to DC power on bus 20 at ratedvoltage for e.g. 700 VDC between the positive DC power strip 28 and thenegative DC power rail 30. When the appropriate voltage is applied to the base foran IGBT 104-2 in the power converter 100, the switch (ie the IGBT) can be activatedand the collector can be electrically connected to the center to supply electricityeffect. The power converter 100 can be operated in reverse if the generator 14 is operatedas a motor (eg by means of the motor 24 at a hydraulic load).
The power converter 100 can be controlled by a generator control device 42 forthe control unit 22. The base of each IGBT 104-2 can be electrically connectedrespective drive stage 44 of the generator control device 42 belonging to the IGBT104-2 and provides a low DC voltage that can turn the IGBT 104-2 on and off.
Thus, there may be a drive 44 for each IGBT 104-2 forpower converter 100. Drive 44 for lGBTs 104-2 forthe power converter 100 can be controlled by a microprocessor 46 forgenerator control device 42, which may use apulse width modulation control scheme, such as one well known to a personwith normal knowledge in the field of technology (eg space vector modulation), forcontrolling these drive stages 44 and IGBTs 104-2 of the power converter 100to supply electrical energy to the bus 20 in the generation mode forgenerator 14 and remove electrical energy from the bus 20 in the motor mode forgenerator 14.
The power electronics 40 may comprise a typical power converter in the form of aDC / AC converter that converts DC power to three-phase AC power for the motor16. The power converter may be in the form of the power converter 200 shown,and the motor 16 may be configured as a three-phase interiorpermanent magnet motor with three-phase coils. Electrical power at nominalvoltage for, e.g. 700 VDC is transferred to the power converter 200 usingthe positive and negative DC power rails 28, 30 for the bus 20.
The power converter 200 may include 6 IGBT packets 204, each IGBT packet204 includes a diode 204-1 and an IGBT 204-2 (which may be seen as aswitch). The respective IGBT packets 204 can be connected to the respectivemotor phase coil to convert power supplying that coil. When appropriatevoltage is applied to the base of an IGBT 204-2 for the power converter 200the switch (ie the IGBT) can be activated and the collector can be electrically connected11to the emitter to supply electrical power. The power converter 200 canoperated in reverse if the motor 16 is to be operated as a generator.
The power converter 200 can be controlled by a motor control device 52 forthe control unit 22. The base of each IGBT 204-2 may be electrically connectedrespective drive stage 44 of the motor control device 52 intended for itIGBT 204-2 and provides a low DC voltage that turns the IGBT 204- on or offThe drive stages 44 of the motor control device 52 can be controlled by onemicroprocessor 46 for the motor controller 42, which may use apulse width modulation control scheme such as one well known to a personwith normal knowledge of the field (eg space vector modulation) tocontrol the drive stages 44 of the motor controller 52, the IGBTs 204-2 andthus the motor 16 (including varying the amplitudes andthe frequencies of the motor coils) so that the output of the torque for that motor16 when the motor 16 is in its motor mode or electric generation capacity forthe motor 16 when the motor 16 is in its braking mode.
The power electronics 40 may include a cutting transistor for controlthe use of the braking resistor 18 to distribute electrical power frombus 20. The cutting transistor may have the design shown forthe cut transistor 300. The cut transistor 300 may include an IGBT packet304, with its diode 304-1 and IGBT 304-2 and a diode 306. Diode 306 maybe parallel to the braking resistor 18. When the appropriate voltage is applied tothe IGBT 304-2 base for the cutter transistor 300 can switch (ie the IGBT)activated and the collector can be electrically connected to the emitter to allowconsumption of electrical power through the braking resistor 18. The drive forThe cutting transistor 300 lGBTzn 304 transmits the braking resistor control signal inform of e.g. a pulse width modulation voltage signal that hangs upthe voltage to the base of the lGBTzn 304-2, the voltage signal is onepulse width modulation according to the braking ratio that sets the braking resistance1218 to distribute electrical energy from the bus 20, and turn it OFF oncorrespondingly.
The drive stage of the IGBT 804-2 for the cut transistor 300 may be one ofdrive stage 44 for the motor controller 52. Such drive stage 44 for the IGBT304-2 may be controlled by the microprocessor 46 of the motor controller 52 tocontrol the drive 44, lGBTzn 204-2, and the braking resistor 18.
It is to be expected that in the other embodiments the driving stage forlGBTzn 304-2 be one of the drive stages 44 of the generator control device 42. Iin such a case, the drive stage 44 may be controlled by the microprocessor 46 forgenerator control device 42 for controlling the drive stage 44, the IGBT 304-2 andbrake resistor 18.
A DC link capacitor 400 (eg 700 VDC) can be arranged betweenpower rails 28, 30. Capacitor 400 may be configured e.g. asa row of capacitors.
The electric drive system 12 may have one or more voltage sensors, eachand an electrically connected one over the rails 28, 30 to sense the current busvoltage (Vbus). Such voltage sensors may be independentvoltage sensors or be included in any of the control devices 42,52 for the control unit 22. Eg. one or both of the control devices 42, 52 mayhave a voltage sensor 54 electrically connected across the rails 28, 30 todetect current bus voltage (Vbus). Each control device 42, 52 has onesuch voltage sensor 54, which may be included in the respectivecontrol device 42, 52 (ie on the control panel of that control device).
Alternatively, one or both voltage sensors 54 may each be onestand-alone voltage sensor to have a single stand-alone voltage sensor54 or two separate such sensors, as shown by the dashed linestand-alone voltage sensor 54 in Figure 2.13If excessive voltage on the bus 20 is detected by a voltage sensor(e.g., voltage sensor 54 for generator control device 42) dependingfor example. electric braking of the motor 16, the generator control device 42 can forits closed circuit of voltage control home (e.g. PI-basedvoltage control) as a priority try to bring together over fl necessaryenergy at the power source 23 to assist the motor 24 with a hydraulic load(e.g. to lift the bucket hydraulically) or other load operated bygenerator 14 in its motorized mode to convert electrical energy fromthe bus 20 to mechanical energy. About the engine speed 24("Engine speed") reaches a limit speed, depending on e.g. the energy appliedto the power source 23 for motor use of the generator 14 cangenerator control device 42 stop or otherwise prevent operation ofgenerator 14 in motor mode, which may increase the bus voltageand the associated electrical energy for the bus 20 at continuousbraking of the motor 16, whereby the braking resistor 18 can be driven according to onebrake resistance control diagram for distributing such over fl excess electrical energy.
The speed of the motor 24 can be specified when using onegenerator speed sensor 62 electrically connectedgenerator control device 42 and positioned to sense the speed ofthe axis of the generator 14, such a generator speed indicating the motorspeed. It should be considered that the speed sensor may be positionedin another place to sense the speed that indicates the speed ofthe motor 24 (eg the output shaft of the motor 24).
The controller 22 may be configured to perform onebrake resistance control diagram. The control unit can be configured to controlthe operation of the braking resistor 18 according to the braking resistor control home todistribute over fl waste electrical energy (actual or expected) from the bus 20.
A hysteresis portion of the brake resistance control diagram is shown in Figure 3 as14hysteresis control diagram 500. A pulse width modulation part forthe brake resistance control diagram is shown in Figure 4 as PVM control diagram 600.
Referring to Figure 3 according to the hysteresis control scheme 500, the control unit may22 continuously monitor the actual voltage of the bus 20 ('actuallybus voltage ”or“ Vbus ”). The controller 22 can perform the hysteresis control scheme500 so that the brake ratio is constant OFF if the actual bus voltage isless than a predetermined lower bus voltage (“V10w”) constant ON ifcurrent bus voltage is greater than a predetermined upper bus voltage(Vmgif), and between constant OFF and constant ON if the actual bus voltageis between the predetermined lower bus voltage and the predetermined oneupper bus voltage. The actual bus voltage may increase with electricbraking of the motor 16 without sufficient engine use of the generator 14,which can happen e.g. in the case of transmission (eg especially in the case of transmission)and then the vehicle turns direction. The actual bus voltage can be efficientbe constant (eg in digital sampling format) monitored by one ofthe voltage sensors 54, so that the voltage sensor 54 forthe motor control device 52 or for the generator control device 42 or astand-alone voltage sensor.
For example, in step 502, the controller 22 determines whether the actual busthe voltage is lower than or equal to a predetermined lower bus voltage.
If YES at step 504, the controller 22 determines that the braking ratio is zero, i.e.constant OFF. If NO, routine 500 advances to step 506. In step 506the control unit 22 determines if the actual bus voltage is greater thanor equal to the predetermined upper bus voltage. If YES at step 508the control unit 22 determines that the braking ratio is 1, i.e. constantly ON. About NOat step 501, the controller 22 executes the PWM control scheme 600 to determinethe brake ratio according to the PWM control scheme 600.
Referring to Figure 4, the controller 22 may perform the PWM control scheme 600.
In the control diagram 600, the control unit can determine the braking ratio depending onamount of desired power to be consumed by the braking resistor 18 ("desiredpower consumption "or DPC") and a power consumption capacity forbraking resistor 18 (“PCC”). The control unit 22 can calculate the braking ratioaccording to the equation: brake ratio = DPC / PCC. The control unit 22 can decidedesired power consumption depending on 1) a difference ("power difference" or"Pduf") between an estimated power available for bus 20 and areference power non-zero from bus 20 (the power difference can thusis seen as an estimated power available to bus 20 relative tothe reference power is non-zero for the bus 20), and 2) a motor powerpredetermined to be applied to the bus 20 by the traction motor 16 ('predetermined')engine power ”or“ Pmot ”). The control unit 22 can calculate the desiredpower consumption DPC according to the equation DPC = Pdiff- Pmøt. Control unit 22can determine the power difference, the predetermined engine power andthe power consumption capacity in respective parts 610, 630 and 650 forroutine 600.
In the power difference part 610 of the sequence 600, the control unit 22 can calculatethe power difference according to the equation: Pdiff = [(Vbus2 - Vrefz) (C / 2)] / t, whereby “Vbuåis the actual bus voltage for bus 20 (such as fromthe voltage sensor 54 for the motor controller 52 or forgenerator control device 42, or the voltage sensor 54 may be onestand-alone voltage sensor fl; "Vmf" is a reference voltage different from zero forthe bus 20, such as t.eX. the nominal voltage of bus 20 (eg 700VDC) (Vref can be constant or variable); "C" is the capacitance of the DClink capacitor 400; and "t" is the time. The control unit 22 can from itapplicable voltage sensor 54 or other voltage sensor receive itcurrent bus voltage Vbus in step 612 and squares that value in step614. The control unit 22 can square the reference voltage Vref step 616. In step618, the control unit 22 can subtract the squared reference voltage Vfef216from the squared actual bus voltage Vbus In step 620, this candifference is multiplied by half for the DC link capacitor 400capacitance to give the numerator for Pdiff. In step 622, the counter for Pdiff can be dividedwith time t, giving the power difference Pdiff.
The counter for Pdi fl can be the difference between the electrical energy forbus 20 [(Vbus2) (C / 2)] and an energy reference level [(Vfef2) (C / 2)]. Thecan thus be referred to as the energy difference and can represent oneextra electrical energy for the bus 20 and the energy difference is positive or onedeficit of electrical energy for the bus 20 if the energy difference is negative.
Dividing the energy difference with time t gives the power difference Pdiff.
The time t can be determined by the designer and programmed in the sequence 600.
The upper limit of time t may depend on how fast the actualthe voltage of the bus can increase from its nominal voltage to an upper onelimit for the hardware voltage, such as e.g. the upper voltage limit forDC link capacitor 400 (eg 900 VDC). The upper limit can thenbe a function of how fast the hardware can react andthe event speed of the brake resistance control scheme of the control deviceor the control devices performing the brake resistance control schemegenerator control device 42 or motor control device 52 or both, such asdiscussed in more detail below). A lower limit for time t may be duethe magnitude of the braking resistor 18, in particular the power estimate forbrake resistance 18. The time t can thus be chosen by the designer to bebetween the upper and lower time limits.
In the predetermined motor power portion 603 of the sequence 600 maythe control unit 22 determines the predetermined motor power Pmot dependentat the engine torque reference point (Tmot) at which the motor 16 receivescommand to be driven by the control unit 22, an actual speed of the motor 16axle ("actual engine speed" or "Smot"), and an efficiency (nmot) (whichíš Gf. 4ff 'we131113kar: häxvixfísas tiil som ”forstärífmíïxg fi vid ví fl šírrzskanísk. erxefgí tiil ešekïrísk energi. The control unit 22 vessels; calculate it* föruzïíwestäïnfía momrras * arícïïrzofxxf-: Irt 13mm according to ekvatíonfsïï FHM == {^ L¿-, ~ ¿Ûï} {sy_wf} {rgmog. Arigšxoncíe sign convention ssoïn can be used in (uranium: aänxïxdaekvatíotf: íöï 'Pfm kan refereospunídor: för: motorns vririmoïnfent Txnm; bepositive in motonnoaien and negative in vhmmsmodon.
In step öíšíë .. can styfronheftorz 22 besïiärnarna. roffrreïxspxxzxktfsr: for ïnotornsvrídxnonïent * Éïmw As discussed above. šsan motcfrstyranordrzingen 52nußtta en vrícímomentsförfràgarz íïàn * írarlsxnissíonsstyranordazí-zagor: 35 ochazajpassa vrídzmomontsförfz ° å.ga.n if it is needed to 'tili referensïzfuonkvïenfor the engine vridrxxoxïxerzt. 311m,In step (584), the control node 22 can be set to the speed of the motor 15.indication thereof ("'SH, O {'"). A motorhaæsiígšzoissorxsor 69 can passitíorxoras foratï avkàzlxaa Sim; och kan faíoktrisíit koppïas tiïï: notorstffrar1ordni.11ge11 52 förto give such information to it. In step 636, the control unit can be multiplied: aacd: feferexxsprufflkteïa för 'motorns vrícírnonxent' Eliot och mo torhastígheten53111, »E * 6338 kan cioffma produkt muítíguíi.csï'as vorkrzírlgsgradora. nmßt,which gives it föruïbestänxcia rrzcætoreífelkteïï Pmm.ï oïåïeí fi tíäor: suxtxntšfnïskapexcítetons del öšší) íöï 'se1 <>; f <; ~ ._nse1f1 6SC3113 kan siïyrorfnfaïox:boståàïrxzrza. efff fi lkiišfziorzsißrntíor: skexgazunítotfzri FCC íöï '111131111sïnotoàånfioï 38dependent 33:21 actually 'kmsspånning Vom, and rosísian fi soaz for brorxzsrffzoïståncíet{"R"}. I kar: styrf: n} '1oior1 2.25 moïtza. iíoï; íaktiskaï "änusspäruïiïzggorx V-kmífršm tíïíärnpííg S¿:> ài11ni11gssf: 11sol "(iof moïorsïyraiuorfínirxgen eífioï 'goneïaïorsïyrarlorainingoxz 42) oïíor anïxara spänningssezïsox fl ï 554 kar;oï fi gfrozi fl fzfzïsexrx 2223 kïracšxwïfvra tion aikïz: zfzí.š.zi bzlsszgfßärnw.ångar: WMS. ékšit z = z11xfê = íncï: a.fícsmxa kwfaaïrfsraaáio ssgxšiïfnzqš.x'z.g: mh rosístexxzsoï: šší (xfiïï fi oïx zïír en Ikå- “f-.rr-.cïíozz ^ axšzteëxíssti fl åi íïšr mfsísstorïr; 'š_é $ ä} i Ešíåíš iom styïrf fi riírifatf-: zri be: * ක <_n: ¿: _o'š7ff: šïï: .š§: .1nsilïrxïíoï: sšiæ fi çßz fi czåïff: Fíïlšlï feofàígepï. oíf:. faoiï; š_f> _ =; 1f: ~ r1: Éëíïíl f'r _; = _ 1. <= 2 / 'R.18After calculating the power difference Pd fl f and the predetermined onethe motor power Pmot, the control sohemat 600 can proceed to step 670. In step 670the control unit 22 can determine the desired power consumption DPC depending onthe power difference Pdiff and the predetermined motor power Pmot. Control unit 22can calculate the desired power consumption DPC according to the equation DPC =Pd fl f- Pmot. The desired power consumption DPC can thus be taken into accountthe difference between the estimated power available from the busand the power of the reference bus as well as the engine power predetermined toapplied to the bus 20 (i.e., supplied or removed from the bus 20) bythe motor 16. The desired power consumption DPC can thusis characterized as the power difference Pdiffjusted with how much poweris predetermined to be removed or supplied to the bus 20 by the motor 16 Pmot.
As such, the desired power consumption DPC can be seen as onepredetermined power difference.
For example, if the power difference Pdiff is positive (indicating an excess ofpower available from the bus 20) and the motor 16 is commanded to drive inmotor mode so that power is removed from the bus 20 (positive predeterminedmotor power Pmot) can be the amount of predetermined power to be removed fromthe bus 20 of the motor 16 (Pmot) offset the excess power and get results0 in braking ratio, or be insufficient to offset the excess power asresults in an appropriate braking ratio to handle the excess power. Ifthe power difference Pdiff is positive (indicating the estimated excess poweraccessible from the bus 20) but the motor 16 is commanded to drive inbrake mode so that power can be applied to the bus 20 (negative predeterminedengine power Pmot) would be the amount of predetermined power to be applied tothe bus 20 of the motor 16 (Pmot) increase the excess power even more asresults in an appropriate braking ratio to handle the excess power.19If the power difference Pdiff is negative (indicating the estimated power asis available from the bus 20 is less than the reference bus power by onedeficit power) and the motor 16 is commanded to operate in the motor mode sothat power removed from the bus 20 (positive predetermined motor power Pmot)would the amount of predetermined power to be removed from the bus 20 byengine 16 (Pmot) increase the deficit effect even more, giving the result 0 inbrake ratio. If the power difference Pdiff is negative (indicating onedeficit power) but the motor 16 is commanded to operate in braking modeso that power is supplied to the bus 20 (negative predetermined motor power Pmot) canthe amount of predetermined power to be applied to the bus 20 by the engine16 (Pmot) is offset by the deficit effect which gives result 0 in braking ratio,or may be sufficient to produce an excess effect that resultsin a suitable braking ratio to handle the excess power.
After the desired power consumption DPC and power consumption capacity PCChas been calculated, the control scheme 600 can continue with step 680. In step 680 canthe control unit 22 determines the braking ratio (“BD”) which depends on the desired onepower consumption DPC and power consumption capacity PCC.
The control unit 22 can calculate the braking ratio according to the equation: BD =DPC / PCC. In step 682 (saturation block), the controller 22 may determine thatthe braking ratio is 0 if the braking ratio calculated in step 680 is less thanzero, and may determine that the braking ratio is 1 if the braking ratio ascalculated in step 680 is greater than 1.
By thereby determining the brake ratio, the control scheme 600 continues withstep 690. In step 690, the controller 22 gives command to operatethe braking resistor 18 according to the braking ratio, to distribute the excess ofelectrical energy from the bus 20. The control unit 22 stops operationthe braking resistance when the condition for the braking ratio is 0 is met, ie. then Vbusis less than or equal to V10w.
As mentioned above, the electric drive system 12 may have a control unit 22.
The control unit 22 may comprise one or more of the control devices for performingdifferent functions for the control unit 22. For example when a single generator 14and a single motor 16 is used, the control unit 22 may have onegenerator control device 42 for the generator 14 and a motor control device 52for the engine 16.
In a first example of the control unit 22, the motor control device 52 andvoltage sensor 54 perform the brake ratio control scheme (i.e.hysteresis control scheme 500 and PWM control scheme 600). In such a case canmotor control device 52 be electrically connected to IGBT 304-2 forthe clipping transistor 300 to control the clipping transistor 30 and the braking resistor18 therefore, as shown in Figure 2 of the solid line betweenthe motor controller 52 and the clip transistor 300.
In a second example of the control unit 22, the generator control device 52 andits voltage sensor 54 perform the brake ratio control scheme, except for itpredetermined engine power portion 630, which can be performed bymotor control device 42. In such a case, the generator control device 42be electrically connected to IGBT 304-2 for the clip transistor 300 to controlthe clipping transistor 30 and the braking resistor 18 thereof, as shown in Fig. 2 ofa dashed line between generator control device 42 and the clip transistor300.
In each example of the control unit 22, the control devices 42, 52 may beelectrically connected to a communication bus (eg CAN bus)together with the transmission control device 36. In addition, in eachexample, as in the second example, is onehigh-speed communication interface (eg 500 kband Can bus) onlybetween the generator and the motor control device 42, 52, as shown by adashed line between the one in Figure 2, which allows communication between21the control devices 42, 52. In this way, althoughthe generator controller 42 can directly control the cutting transistor 300 andthe braking resistor 18 therefore, the motor control device 52 can controlthe cutting transistor 300 and the braking resistor 18 therefore viagenerator control device 42. On the other hand, the motor control device 52be electrically connected to the cutting transistor 300 so that it directly controlsthe cutting transistor 300 and the braking resistor 18 therefore, and canthe generator controller 42 controls the cut transistor 300 andthe braking resistor 18 therefore via the motor control device 52.
It can also be understood that other designs of the control devices canbe used for the control unit 22. For example, the control devices 42, 52(and also the transmission control device 36) are merged into a single onecontrol device. Further in other examples, other control devices may beresponsible for controlling the transducers 100, 200 and the cutting transistor 300.
Referring to Figure 5, the electric drive system 12 has more than onegenerator 14 or more than one traction motor 16, each electrically connectedbus 20 (as shown in Figure 1 using the multiplier (“s”)thus, the electric drive system 12 may have only one generator 14 andfl your traction motors 16, fl your generators and only one traction motor 16, orfl your generators 14 and fl your traction motors 16. In the case of fl your generators14, the generators 14 may be arranged parallel to each other betweenthe power source 23 and the bus 20. In the case of fl your motors 16, the motors can16 be arranged parallel between the bus 20 and ground. Each generator 14can be configured to operate in generation and engine mode, and eachengine 16 may be configured to operate in engine and brake mode.
The control unit 22 may have a separate generator control device 42 for eachgenerator 14 and a separate motor control device 52 for each motor 16. In oneIn such a case, there may be a power converter 100 controlled by the respective22generator control device 42 and respective power converters 200 which are controlledof the respective motor control device 52.
The PMW control scheme 600 may be adapted to account for additionalgenerators and motors. Respective control devices 42, 52 can calculate itpredetermined power for each generator 14 or motor 16 inrespectively predetermined power portion 630 or 730, and provide itthe information to a handling control device.
One of the control devices 42, 52 may be configured ashandling control device that has the overall responsibility for handling the executionof the brake resistance control scheme. The handling control device can performhysteresis control scheme 500 and PWM control scheme 600 except for thosepredetermined power portions 630, 730, to which any of the othersthe control devices 42, 52 have been assigned.
The brake resistance control scheme can use only one voltage sensor 54for the control unit 22. This voltage sensor 54 may be included in one ofthe generator or motor control devices 42, 52, such ashandling control device, or be a stand-alone voltage sensor. Alsoif the brake resistance control scheme can use only one voltage sensor54, it is contemplated that each control device 42, 52 may have a respective onevoltage sensor 54 connected to it, either included in the control device42, 52 or as a stand-alone voltage sensor.
If there are fl your motors 16, the sequence 600 may have a predetermined oneengine power portion 630 for each motor 16, with each such portion 630 feedingits predetermined motor power Pmot to step 670. Each motor control device52 can perform the part 630 associated with its respective motor 16.
There may be an engine speed sensor 60 for each engine 16. Each oneengine speed sensor 60 may be positioned to sense23the motor speed Smot for the output shaft of each motor 16 and can beelectrically connected to the respective motor control device 52 to supply suchinformation therefor.
Referring to Figure 6, if there are fl your generators 14, the sequence may600 ha a corresponding predetermined generator power part 730 for eachapplicable generator 14, i.e. each generator 14 except the firstgenerator 14 (there is no predetermined generator power portion 730 for itthe first generator 14), with the respective generator control device 42 performingthe part 730.
In the predetermined generator power portion '730 for each applicable generator14, the respective generator control device 42 can determine the predetermined onegenerator power Pgen depending on a reference point of the generatortorque (Tgen) at which generator 14 is commanded to drive by itgenerator control device 42, the actual speed of generator 14axis or an indication therefore that the speed of the motor 24 axis("Actual generator speed" or "Sgen"), and an efficiency (ngen) (whichcan be referred to as "gain"), at which the generator convertsmechanical energy to electrical energy. Respective generator control device 42can calculate the predetermined generator power according to the equation Pgen =(TgenNSgenKngen). Regarding the sign convention that can be used in itthe above equation for each Pgen, can be the reference point of the generatordrive torque T gene be positive in the generation mode and negative in the engine modefor the generator 14.
In step 732, the generator control device 42 for each applicable generator 14determine the reference point of the generator torque Tgen for itgenerator 14 depending on the command the DC bus voltage receives fromthe transmission controller 36. The generator controller 42 for itthe first generator 14 can be determined by the reference point of the generator24torque Tgen for that generator 14 depending on the command that the DCthe voltage is obtained from the transmission control device 36, but not as apart of the PWM control diagram 600.
To achieve the purposes of the PWM control scheme, the vehicle 10 may have onegenerator speed sensor 62 for each applicable generator 14. Each sensor62 may be positioned to sense Sgen for each generator 14 (e.g.positioned to sense the speed of the alternator shaft or a motor shaft) andmay be electrically connected to the respective generator control device 42 toprovide such information in addition.
In step 7 34, the generator control device 42 for each applicable generator 14receive Sgen from the respective sensor 62. In step 736 cangenerator control device 42 multiply the reference point of the generatortorque Tgen and generator speed Sgm. In step 738 cangenerator controller 42 multiply this product byefficiency ngen, resulting in predetermined generator power Pgen forthe generator 14.
Referring again to Figure 5, the desired power consumption mayDPC thus be dependent on the power difference Pdiff and the predictedthe engine powers and the predicted generator power according to the equation:DPC = Pdiff- zPmat + ZPgen, where "n" is the number of motors 16, and "m" is1 2the number of generators 14. "-" and "+" are based on the abovesign convention for the generators 14 and the motors 16. It can be understoodthat another sign convention can be used as long as added energy tothe bus 20 and wasted energy to the bus 20, either for a generator 14or an engine 16 are then considered in a concise manner.
In the case of traction motors 16, the vehicle 10 may have a drive mechanism 32connected to the respective motor 16 shown in Figure 1. Each drive mechanism 32may have a traction element (eg a wheel) and a final drive unit mechanicallyconnected to the respective motor 16 and the traction element for attachmentgear reduction between the motor 16 and the traction element. In the case of onefour-wheel drive loader, there can thus be a motor 16 for each ofthe four wheels.In a first example of the control unit 22, one of the motor control devices 52 maybe the handling control devices and may be electrically connected to IGBT304-2 for the cut transistor 300 to control the operation of the cut transistor 300and the braking resistor 18. In the second example of the controller 22, one ofthe control generators 42 may be the handling control device and may beelectrically connected to IGBT 304-2 for the cut transistor 300 for controlthe operation of the shear transistor 300 and the braking resistor 18 therefor. It canit is understood that other designs of the control devices can be used forthe control unit 22.
In each example of the control unit 22, the control devices 42, 52 may beelectrically connected to a communication bus (eg CAN bus)together with the transmission control device 36. In addition in anotherexample as in the second example, there may be an interface forhigh-speed communication (eg CAN bus or other suitablehigh speed coupling) directly between generator andmotor control devices 42, 52, as shown by the broken linein between in Figure 2 which allows communication between the control devices42, 52. In this way, although the generator control device 42 can directly controlthe cutting transistor 300 and the braking resistor 18 can thereforethe motor controller 52 controls the cutting transistor 300 and the braking resistor18 therefore via generator control device 42. It can be understood that otherscontrol device designs can be used for the control unit 22,26including e.g. merging of the control devices 42, 52 (and alsothe transmission control device 36) to a single control device.
If there are generators 14, one of the generator controllers 42 canhave overall responsibility for performing the voltage controls for itclosed circuit (eg PI-based voltage control) for the DC voltagebus 20 to try to maintain actual bus voltage at nominal valuefor nominal DC bus voltage. In such a case can, to performthe voltage control for the closed circuit, the generator control device42 receive the voltage grain mandate from the transmission controller 36 asrepresents the nominal DC bus voltage at which the bus voltagemaintained at nominal value and voltage readings for the bus voltage.
It can also receive speed readings from its attendantgenerator speed sensor 62. Based on the voltage control scheme for itclosed circuit and such speed readings it canthe generator control device 42 give command to operate another or the otherthe second generator controller 42 and its own generator 14 to tryachieve the nominal DC bus voltage. It can give command to onethe other or the other generator control device 42 by transmitting tothem a torque command (or electric current command that isrepresentative of the torque) which could be changed individually bysuch other or other generator control device 42 as is needed (e.g. forto deal with generator overheating). The generator control device 42may be the handling control device that is responsible forthe handling execution of the brake resistance control scheme, in which case it alsocan perform the brake resistance control scheme. Otherwise it canthe generator controller 42 communicates with the handling controllerthat is needed.
The brake resistance control scheme favors energy efficiency throughoptimization of the use of the braking resistor. This is done by offering27the ability to drive the braking resistor at medium braking ratio rather thanonly at constant ON or constant OFF. The brake resistance control scheme canconsider the estimated power available from bus 20 irelative to a reference power other than zero for bus 20 andthe power predicted to be applied to the bus 20 by the engine orthe motors 16 and an extra or extra your extra generators (i.e. the generatorsin addition to the first generator). Such predicted ability increases sensitivityfor the brake resistance control scheme, which further promotesenergy efficiency. The brake ratio control scheme can offer such optimizeduse of the braking resistor 18 during e.g. transmission shift and thenthe vehicle turns direction. It is thought that such optimization may increasethe fuel economy of the vehicle 10 and can prevent or otherwisereduce the risk of voltage surges in the system 12.
In an alternative embodiment of the control devices 42, 52, eachgenerator and motor control device 42, 52 be included in afield-programmed gate matrix (“FPGA”) (not shown). In such a case canFPGAzn for each control device 42, 52 be electrically connected tothe microprocessor 46 and the memory 48 of the controller 42, 52(the microprocessor 46 and the memory 48 may be electrically connectedeach other), and the drive stages 44 and the voltage sensor 54 thereforthe controller 42, 52 may be electrically connected to the FPGAzn instead ofthe microprocessor 46 so that the drive stages 44 are controlled by the FPGA and the FPGAznreceives the voltage readings from the voltage sensor 54.
Voltage command from the transmission controller 36 can be received bythe microprocessor 46 in a first example of the controller 22 and of the FPGAzn ia second example of the controller 22. Speed readings from the engine andthe generator speed sensors 60, 62 can be received from the FPGAzn in the firstthe example of the controller 22 and the microprocessor 46 in the second example ofthe control unit 22.28The microprocessor 46 can perform a number of functions. For example, canthe microprocessor 46 handles the CAN communication relative tothe control devices 42, 52. To control the drive stages 44 associated withthe power converters 100, 200 the microprocessor 46 can performthe pulse width modulation control scheme for such drive steps 44 (e.g.space vector modulation). Microprocessor 46 for applicablegenerator control device 42 can perform PI-based voltage control for itcurrent bus voltage.
The FPGA and microprocessor 46 for applicable controller 42, 52 maycooperate to perform the brake resistance control scheme. FPGAzn can performhysteresis control scheme 500. The microprocessor 46 can calculate the braking ratiowithin the PWM control scheme 600. The FPGA can control the operation of the braking resistor18 by generating an on / off signal for applicable drive stage 44 as suchcalculated braking ratio.
It can be understood that the generator or generators, the traction motor orthe traction motors, brake resistor and bus shown herein are an electric onegenerator or generators, an electric traction motor or motors, an electricbrake resistor and an electric bus respectively.
While the invention has been illustrated and described in detail in the figures anddescription above, such illustration and description shall be construed as oneexamples and not as limiting, it should be understood that shownembodiments have been shown and described and that all changes andvariations may exist within the scope of the invention which is intended to be protected.
It should be noted that alternative embodiments of the present inventiondoes not have to include all the features described, however, take advantage of at leastsome of the benefits of these features. People with normal knowledgein the field of technology can easily devise their own implementations such asmay incorporate one or more of the features of the present invention and falls29within the scope of the present invention as defined by theattached requirements.

权利要求:
Claims (15)
[1]
An electric drive system, comprising: a generator, a traction motor, a braking resistor, a bus, the generator, the traction motor and the braking resistor are electrically connected to the bus, and a control unit configured to determine a pulse width modulation pulse ratio of the braking resistance ("brake ratio"). ") And the control operation of the brake resistor according to the brake ratio, whereby the brake ratio can be a value between constant OFF and constant ON, and the control unit is configured to determine the brake ratio depending on the desired amount of power consumed by the resistor (" desired power consumption "or" DPC "). "PCC") according to the equation: brake ratio = DPC / PCC. .
[2]
The electric drive system according to claim 1, wherein the braking ratio is constant OFF if an actual bus voltage ("actual bus voltage") is less than a predetermined lower bus voltage and is constant ON if the actual bus voltage is greater than a predetermined upper bus voltage, and is between constant OFF and constant ON if the actual bus voltage is between the predetermined lower bus voltage and the predetermined upper bus voltage. .
[3]
The electric drive system according to claim 1, wherein the control unit is configured to determine the desired power consumption with respect to a difference between an estimated power available from the bus and a reference power of the bus other than 0 ("power difference" or "Pdiff"), and an engine power predictable to be applied to the bus by the traction motor ("predictable motor power" or "Pm01;") according to the equation: 10 15 20 25 31 DPC = Pam - Pmot, so that, with respect to the predictable motor power, the supply of electrical power to the bus is negative and removal of electrical power is positive.
[4]
The electric drive system according to claim 1, wherein the control unit is configured to determine the desired power consumption with respect to a difference between an estimated power available from the bus and a reference power of the bus that is different from 0..
[5]
The electric drive system according to claim 1, wherein the control unit is configured to determine the desired power consumption with respect to an actual voltage for the bus, a reference power of the bus which is different from 0 and a capacitance of a switching capacitor electrically connected to the bus. .
[6]
The electric drive system according to claim 1, wherein the control unit is configured to determine the desired power consumption with respect to a motor power predictable to be applied to the bus of the traction motor ("predictable motor power"). .
[7]
The electric drive system according to claim 6, wherein the control unit is configured to determine the foreseeable motor power with respect to a reference point of the motor torque of the traction motor and the speed of the traction motor. .
[8]
The electric drive system according to claim 1, wherein the control unit is configured to determine the desired power consumption capacity of the braking resistor with respect to an actual voltage for the bus and a resistance for the braking resistor. .
[9]
A method of operating an electric drive system, the electric drive system comprising a generator, a traction motor, a braking resistor, and a bus, the generator, the traction motor and the braking resistor being electrically connected to the bus, the method comprising: determining a pulse width modulation pulse ratio of the braking resistor ("braking ratio"), and controlling the operation of the braking resistor according to the braking cycle, the braking cycle being a value between constant OFF and constant ON, and determining the braking cycle includes determining the amount of power desired to be consumed by the braking resistor ("desired power consumption"). or "DPC") and a power consumption capacity of the braking resistor ("PCC") according to the equation: braking ratio = DPC / PCC.
[10]
The method of claim 9, wherein determining the desired power consumption comprises determining a difference between an estimated power that can be obtained from the bus and a reference power of the bus that is different from 0 ("power difference" or "Pdiff"), and an engine power predictable that applied to the bus by the traction motor ("predictable motor power" or "Pmot") according to the equation: DPC = Pdüf - Pmot, so that, with respect to the predictable motor power, the supply of electric power to the bus is negative and the removal of electric power is positive.
[11]
The method of claim 9, wherein determining the desired power consumption comprises determining a difference between an estimated power available from the bus and a reference power of the bus other than 0.
[12]
The method of claim 9, wherein determining the desired power consumption comprises determining the desired power consumption with respect to an actual voltage for the bus, a reference power of the bus other than 0 and a capacitance of a switching capacitor electrically connected to the bus. 33
[13]
The method of claim 9, wherein determining the desired power consumption comprises determining an engine power predictable to be applied to the bus by the traction motor ("predictable engine power").
[14]
The method of claim 13, wherein determining the predictable engine power comprises determining the predictable engine power with respect to a reference point of the torque of the traction motor and the speed of the traction motor.
[15]
The method of claim 9, wherein determining the power consumption capacity of the brake resistor comprises determining the power consumption capacity with respect to an actual voltage for the bus and a resistance of the brake resistor.

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法律状态:

优先权:

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申请号 | 申请日 | 专利标题

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US12/767,191|US8427086B2|2010-04-26|2010-04-26|Brake resistor control|

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