CN104169152A - 隔离接触器转变极性控制 - Google Patents

隔离接触器转变极性控制 Download PDF

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Publication number
CN104169152A
CN104169152A CN201280071294.6A CN201280071294A CN104169152A CN 104169152 A CN104169152 A CN 104169152A CN 201280071294 A CN201280071294 A CN 201280071294A CN 104169152 A CN104169152 A CN 104169152A
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CN
China
Prior art keywords
power
polarity
generator
electrical
isolation
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CN201280071294.6A
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English (en)
Inventor
J·E·比松茨
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International Truck Intellectual Property Co LLC
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International Truck Intellectual Property Co LLC
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Publication date
Application filed by International Truck Intellectual Property Co LLC filed Critical International Truck Intellectual Property Co LLC
Publication of CN104169152A publication Critical patent/CN104169152A/zh
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    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
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Abstract

电功率分配系统包括双模式电动机/发电机、高电压牵引电池、可连接在所述双模式电动机/发电机和所述高电压牵引电池之间的双向直流功率传输线、包括磁吹灭弧并连接至所述功率传输线中以呈现出相反极性的第一和第二隔离接触器以及电气系统控制器。为了对所述电功率分配系统解除供能，所述双向传输线上的电流的极性被确定。一旦极性已被确定，相应极性的隔离接触器被选择以打开。

Description

隔离接触器转变极性控制
背景技术
技术领域
本技术领域总地涉及电机动车和混合电机动车，更具体地涉及对用于这种车辆上的高电压隔离接触器上的状态变化的控制。
背景技术
混合型电动车通常配有一个或多个高电压直流电功率分配子系统，在其上将功率提供给车辆牵引电动机和其它高电压负载。这种功率子系统的代表性配置可包括两个350伏直流(DC)子系统和一个700伏DC子系统或总线。混合型电驱动系电动机/发电机(或更准确地说，交流到直流的逆变器/整流器)与可连接至这些DC子系统中的至少一者的高电压蓄电池之间的电流是双向的。电流可根据车辆高电压蓄电池是对电动机/发电机接收功率还是向其供给功率而改变方向。
高电压隔离接触器已被用来控制车辆上的高电压DC功率分配子系统的供能和解除供能，并附加地控制功率向车辆电负载的流动。已长时间地发现，在任何直流电路中打开高电压隔离接触器的动作由于起弧会显著地缩短接触器的使用寿命。如Hewlett的美国专利567,137所示出的，“磁吹灭弧”接触器或断路器很久以前就有了。灭弧磁铁可促发电弧在设备触点打开时连同远离该触点的灭弧磁铁的磁通线一起形成电弧，由此延长和中断电弧。
高电压灭弧型隔离接触器的操作取决于接触器对于电路的极性(即电流流动方向)被“正确地”布线。如果电路的极性与高电压隔离接触器的极性相反，则随着触点开始打开，灭弧磁铁的磁通线倾向于促使电弧进入触点区域，而不是远离触点区域。这加强了灭弧磁铁意图防止的情形。配置有灭弧磁铁的高电压隔离接触器对提高电路中的接触器寿命相当有效，在所述电路中高电压电路的极性与隔离接触器的极性是一致的。
由于某些混合电动车DC功率总线上的电流流动要经历改变方向，因此至少一个高电压分配子系统的电势的极性也要经历改变。在由产生足够电势以支持车辆即时电力需要以及高电压电池的电力需要的牵引电动机/发电机定义的——混合电动车作业的发电模式期间，高电压分配子系统的极性从牵引电动机/发电机通过高电压隔离接触器流至高电压蓄电池和其余的高电压分配子系统。这种情形在这里被称为“正极性”。负的系统极性被定义为电势从高电压电池流出通过高电压隔离接触器流至牵引电动机/发电机以及其余的高电压车辆架构。
高电压功率分配子系统极性反转在某些情况下可频繁地发生。一种这样的情形是其中牵引电动机/(多个)发电机正在发电，但发电速率在满足来自车辆的各个不同电负载的功率需求的分界线上，所述各个不同的电负载例如是电辅助电动机、DC-DC转换器、集成卡车设备制造商(TEM)的本体设备等等。在这些情形下，任何车辆的高电压功率分配子系统上的极性可频繁地改变极性，尤其是如果附件上的负载改变的情况。这进而可降低灭弧磁铁在对由于接触器的打开导致的起弧进行中断上的有效性。
发明内容
一种操作混合电动车上的电功率分配系统的方法，其中该功率分配系统包括至少第一双模式电动机/发电机、高电压牵引电池、可连接在双模式电动机/发电机和高电压牵引电池之间的双向直流功率传输线、包括磁吹灭弧并连接到功率传输线内以表现出相反极性的第一和第二隔离接触器以及电气系统控制器。该方法包括如下步骤：响应于对电功率分配系统解除供能的请求，确定双向直流功率传输线上的电流的极性。一旦极性已被确定，相应极性的隔离接触器被选择为打开。在选择接触器之前或之后，采取步骤以建立双向直流功率传输线的稳态操作。在稳态操作期间，传输线上的功率流的极性将保持不变。然后打开选择的隔离接触器。未被选择的隔离接触器在选择的隔离接触器打开后被打开。
附图简述
图1是机动车辆的混合电驱动系的控制系统的高级框图。
图2是图1的驱动系的高电压功率分配系统的示意图。
具体实施方式
在下面的详细说明中，相同的附图标记和符号在不同附图中可用来表示相同、相应或相似的组件。
现在参见附图，尤其参照图1。图1是用于车辆的混合电驱动系20的控制系统22的总体高级示意图。混合电驱动系一般是并联和串联这两种类型中的一种。在并联式混合电系统中，推进扭矩可由电动机、燃烧燃料的发动机或两者的组合来提供给驱动轮。在串联式混合系统中，驱动推进力仅由电动机直接提供。这里披露的隔离接触器控制的方法的示例不限于特定的混合电系统。混合电驱动系20可配置成串联式、并联式和混合的串联/并联式操作，并且系统在任何模式下工作。诸如混合电驱动系22之类的多配置驱动系示出了许多可能的情形，藉此所述驱动系可在高电压功率分配系统19中产生极性反转。
混合电驱动系20包括内燃(IC)发动机28和两个双模式电机(电动机/发电机30、32)，它们可作为发电机或者电动机工作。单独工作或与电动机/发电机30一起工作的电动机/发电机32可用来提供车辆推进。电动机/发电机30、32中的任一个也可通过驱动轮26的再生制动或通过由IC发动机28发动机驱动而发电。在混合电驱动系20中，IC机28可提供直接推进扭矩或可工作在串联式混合电驱动系配置中，在这种配置中局限于驱动电动机/发电机30、32中的一者或两者。混合电驱动系20也包括行星齿轮60，用于将来自IC发动机28的功率输出与来自两个电动机/发电机30、32的功率输出进行组合。传动机构38将行星齿轮60与驱动轮26耦合。功率可通过推进源和驱动轮26之间的传动机构38和行星齿轮60沿任一方向传输。在制动期间，行星齿轮60可将扭矩从驱动轮26传至电动机/发电机30、32，或者如果车辆配备发动机制动，则行星齿轮60将扭矩传至发动机28，在电动机/发电机30、32和IC发动机28之间分配扭矩。
多个离合器52、54、56和58提供各种选择以配置电动机/发电机30、32和发动机28从而通过向驱动轮26施加扭矩来推动车辆，以便从发动机从电动机/发电机30、32发电，并通过将它们从驱动轮26向回驱动从电动机/发电机30、32发电。电动机/发电机30、32可在牵引电动机模式下运行以向驱动轮26供电，或者当离合器56、58啮合时，它们可从驱动轮26被向回驱动以起到发电机的作用。在通过离合器58、行星齿轮60和传动机构38耦合至驱动轮26的同时，电动机/发电机32可运行在牵引电动机模式下或者发电机模式下，而与此同时离合器56脱离啮合，从而允许电动机/发电机32通过离合器54从发动机28被向回驱动以作为发电机工作。相反地，离合器56可脱离啮合并且离合器58啮合，并且两个电动机/发电机30、32运行在电动机模式下。在这种配置下，电动机/发电机32可推进车辆，而电动机/发电机32用于曲柄起动发动机28。离合器52可啮合以允许使用IC发动机28来推动车辆或允许使用柴油机(如果配备有“Jake发动机制动器”)以补充车辆制动。当离合器52和54啮合并且离合器56脱离啮合时，发动机28可同时推动车辆和驱动电动机/发电机30以发电。更进一步的操作配置是可能的，尽管不使用所有这些。一些配置的省去可允许离合器58被当作是“可选的”并可允许离合器58用永久耦合代替。
离合器52、54和56的选择性啮合或脱离啮合允许混合电驱动系20被配置成在“并联”模式、“串联”模式或混合的“串联/并联”模式下工作。为了配置驱动系20用于串联模式工作驱动系，离合器54和58(如果存在)可被啮合并且离合器52和56可被脱离啮合。推进功率随后由电动机/发电机32提供，并且电动机/发电机30作为发电机工作。为了实现驱动系20用于并联模式工作驱动系，至少离合器52和58被啮合。离合器54被脱离啮合。电动机/发电机32和IC发动机28可用来提供直接推进。电动机/发电机30可用于推进。提供混合的并联/串联模式的驱动系20的配置具有啮合的离合器52、54和58以及脱离啮合的离合器56。电动机/发电机32作为电动机操作以提供推进，或者以再生模式工作以补充制动。IC发动机28工作以提供推进并驱动作为发电机的电动机/发电机30。
混合电驱动系20在两个能量储备上为电动机/发电机30、32以及IC发动机28的燃料箱62汲取一个能量储备。电动机/发电机30、32的电能可被直接存储在电容器中，但更普遍地源自电池34。电池34经历充电和放电。来自电能储备的功率的可用性可按照其供能状态(SOE)或更常见地对于带有电池的按照其充电状态(SOC)来测量。
牵引电池34可从外部电源或通过驱动系20的操作被充电。如之前已描述的那样，电动机/发电机30和32可一起或者独立地作为发电机工作，以通过混合逆变器36和高电压功率分配系统19的高电压总线17供能以对牵引电池34再充电。混合逆变器36提供电压阶梯下降或阶梯上升，并且如果电动机/发电机30、32是交流设备，则提供三相同步电动机/发电机和电池34之间的电流整流和解除整流。来自燃料箱62的燃料可被转化成电能，该电能被用来对牵引电池34充电。牵引电池34也可通过再生制动被再充电。
对驱动系20、混合逆变器36、牵引电池34和功率系统19隔离接触器64、68(见图2)的控制是通过控制系统22实现的。控制系统22可使用基于公共数据链路18和混合系统数据链路44的控制器区域网(CAN)来实现。控制系统22响应通过电子系统控制器(ESC)24接收的用于移动(ACC/TP)和停止(BRAKE(制动))车辆的操作者/驾驶员命令来协调驱动系20和运行制动器40的元件的操作。控制系统22选择如何对操作者命令作出响应，包括对功率分配系统19解除供能并同时保护功率分配系统19的组件不受损坏。
除了数据链路18、44，控制系统22还包括控制器，该控制器广播并接收在数据链路18、44上的数据和指令。这些控制器中有ESC24。ESC24是一种实体计算机并且不被分派给特定的车辆系统。ESC24具有许多管理的任务并被连接以直接或间接地接收各种各样的操作者/驾驶员输入/命令，包括制动器踏板位置(BRAKE(制动))、点火开关位置(IGN(点火))和加速器踏板/节流位置(ACC/TP)。ESC24或有时为发动机控制器46也可用来采集其它数据，诸如环境空气温度(TEMP)。响应于这些和其它信号，ESC24生成消息/命令，所述消息/命令可在数据链路18或数据链路44上向反锁住制动系统(ABS)控制器50、量表群控制器48、传动机构控制器42、发动机控制单元(ECU)46、混合控制器48、一对附属电动机控制器12、14广播，并通过远程电源单元(RPM)70以控制隔离接触器64、66和68的打开和关闭，如图2所示。
附属电动机控制器12、14响应于来自其它CAN节点(主要是ESC24)的指示控制高电压附属电动机13、15。高电压附属电动机13、15是用来支持组件的操作的直流电动机，所述组件诸如是空调压缩机(未示出)、电池冷却循环泵(未示出)或动力操纵泵(未示出)。在许多混合电动车上，由于发动机的分散可用性，没有直接从内燃发动机向这种组件供电的合理选择，并且驱动附属组件的电动机12、14当工作在发电机模式下或对牵引电池34进行操作时是电动机/发电机30、32上的寄生负载。由这些应用产生的负载可为高度可变的，例如在车辆102碰上缓慢移动的交通状况的条件下，对动力操纵可能要作更多的要求。在高热和高湿度的条件下，可能将更多的需要放在空调和电池冷却上，并由此驱动与这些系统一起使用的压缩机泵的电动机趋于看上去为比功率分配系统19更大的负载。由附属系统汲取的功率可在CAN混合数据链路44上被报告给ESC24。
操作者对于驱动系20上功率的需求应变于加速器/节流位置(ACC/TP)。ACC/TP是对ESC24的输入，ESC24将信号传递至混合管理控制模块48。在发动机28的供电既用于推进又用于对牵引电池34充电的情形下，来自发动机28的可用功率的分配由混合管理控制模块48进行。
现在参见图2，讨论对供能状态的控制，或更具体地说，通过隔离接触器64和68的操作对高电压电功率分配系统19的部分进行解除供能。高电压电功率分配系统19包括三个子系统17、74、76。功率分配子系统17、74、76是由若干导电体形成的。近地导体27通过隔离接触器64连接至高电压牵引电池34A的接地端子，连接至逆变器36的一个端子。牵引电池34A的正端子(通常是非接地端子)通过高电压导体29连接至牵引电池34B的负端子。牵引电池34B的正端子通过电阻器预充电电路63连接至隔离接触器68，并从那里通过高电压导体27连接至逆变器36的其余端子。导体25、27、29上的电流传输是直流的，但是双向的。流动的方向取决于电流是由牵引电池组34A、34B作为电源还是流入到牵引电池组中。
当子系统被供能时，子系统17在近地导体25和高电压导体27之间携带700伏的DC电势。子系统74支持高电压(350伏)导体29和近地导体25之间的350伏电势。子系统76支持高电压(350伏)导体29和高电压(700伏)导体27之间的350伏电势。
高电压功率分配系统19可通过打开隔离接触器64、68中的任一者而解除供能。隔离接触器64、68是极性固定的设计。它们配有磁吹灭弧以抑制在接触器打开期间的起弧。第一隔离接触器64与在电池组34A和逆变器36之间的近地导体25在物理上为串联关系。第二隔离接触器68在导体27内与牵引电池34B的正端子和逆变器36成串联关系。高电压隔离接触器64、68在电路中定位成相反/逆转极性关系(一个相对于另一个)。
当电池34A、34B放电时，功率流进入逆变器36。当电池34A、34B被充电时，功率流离开逆变器36。电流通过隔离接触器64、68的方向反转可取决于逆变器36是汲取功率还是作为功率源的改变。如果混合逆变器36汲取功率，则电池34A和34B作为电源。可能电池34A、34B和混合逆变器36将同时作为电源，尤其是在温和再生制动和重负载周期期间。正是在这些周期期间，电流流动的频繁反转的可能性会上升。
电池管理系统(BMS)35A、35B监视流入和流出高电压电池组34A、34B的电势。该数据由控制器区域网(CAN)数据链路44上的BMS35A、35B报告。连接至功率子系统74、76的高电压附属负载包括控制器，并且这些控制器能报告数据链路44上的负载状态和功率汲取。在这些系统之中有用于高电压电池冷却电动机13A的电动机控制器12A、用于低电压功率分配系统83和低电压电池82A、82B的DC-DC转换器80A、80B、用于动力操纵泵电动机13B的电动机控制器12B、用于气动压缩机电动机15A的电动机控制器14A以及用于HVAC(加热、通风和空调)压缩机电动机15B的电动机控制器14B。ESC24监视数据链路44上的BMS35A、35B和负载状态数据。
电流流动的方向由ESC24根据电池管理系统(BMS)35A、35B对牵引电池组34A、34B生成的报告确定。为了对高电压功率分配系统19解除供能，隔离接触器64、68中的一个根据电流流动的方向首先被打开。对于功率降低操作，在将在电路内流动的直流电流的当前极性考虑在内的情况下，由ESC24使用数据以选择隔离接触器64或68中的正确一个被打开。
一旦在导体25、29上的电流流动的极性已被标识并且隔离接触器64、68中的适当一个已被选择，ESC24命令与目标电路关联的所有高电压设备呈现“稳态”状态，以便维持电路和选择的隔离接触器内的正确能量极性关系，直到选择的隔离接触器能被打开为止。典型地，稳态周期随着附属负载已被最小化而出现，尽管不总是如此。稳态周期的持续时间经常是相当短暂的，在几微秒数量级，并因此起因于稳态操作的不利后果应当被最小化。在稳态周期期间，导体25、27、29中的电流流动的极性被维持。这可能需要负载管理以调整源自混合逆变器36的功率的量上的改变和/或由电动机/发电机30、32产生的功率的量上的改变。另外，当稳态被锁定时，可能牵引电池组34A、34B可以在最大充电状态附近经历充电。牵引电池34A、34B可在短持续时间稳态期间被过充电到达的程度将是最小的。在选择的隔离接触器已打开后，其余的、非选择的隔离接触器64、68被打开一短周期。
在打开隔离接触器64、68中选定的一个之前，建立稳态条件防止了导体25、27中的极性改变。在选择的隔离接触器的转变期间发生的极性变化可导致对在高电压隔离接触器内形成的电弧进行抑制的失败。起弧的重复发生，尤其是持续起弧，会对高电压隔离接触器64、68产生损害。一旦第一隔离接触器已转变为打开，第二隔离接触器(相反极性)将随后转变为打开。结果，尽管事实上当ESC24命令第一接触器转变至其打开状态时磁吹灭弧及时位于所述点的反向极性，由于没有能量在电路内流动，第二隔离接触器将不会遭受损坏。用来将附属控制器和电动机分别连接至功率分配子系统74、76的附属隔离接触器43A、43B被保持在稳态周期期间的当前状态。在稳态周期期间，各种附件可以呈现出恒定负载的方式工作。例如，当稳态周期开始时，气动压缩机电动机15A工作，它将继续工作，只要稳态周期保持有效。这可能导致车辆上的压缩空气存储罐的略微过压。
考虑到高电压电池34A、34BSOC“动态容限”需要维持在稳定功率状态条件下，预期对导体25、27的当前极性选择正确极化的隔离接触器。例如：对于高电压电池再充电/再生循环的开始和结束的正常的上和下充电状态(SOC)值一般可在85％-25％SOC区域中。然而，在ESC24选择过程期间，SOC范围可增加至87％-23％SOC以允许在稳态间隔期间可能招致的附加能量流入或流出。

Claims (13)

1.一种电功率系统，包括：
可再充电的能量存储系统；
用于对所述可再充电能量存储系统进行充电的装置；
用于在所述用于充电的装置和所述可再充电能量存储系统之间提供双向直流电功率传输的装置；
响应于电功率分配系统的状态改变的请求确定在所述双向电功率总线上的功率流的极性的控制系统；
在所述用于提供的装置中提供磁吹灭弧中断的第一和第二隔离接触器，所述第一和第二隔离接触器连接在所述用于提供的装置中以呈现出相反的极性；以及
所述控制系统进一步响应所述电功率分配系统的状态从导通至断开的改变的请求和功率流的极性的确定来选择所述第一和第二隔离接触器中的一个首先打开。
2.如权利要求1所述的电功率系统，其特征在于，还包括：
包括编程装置的所述控制系统，用于发起有限持续时间的稳态周期，在所述有限持续时间期间连接至所述电功率分配系统的负载被管理以维持功率流的极性。
3.如权利要求2所述的电功率系统，其特征在于：
所述可再充电能量存储系统包括电存储电池；以及
所述用于充电的装置包括至少第一双模式电动机/发电机。
4.如权利要求3所述的电功率系统，其特征在于，还包括：
所述稳态周期具有预定的最大持续时间。
5.如权利要求4所述的电功率系统，其特征在于，还包括：
所述稳态周期包括对所述双模式电动机/发电机的管理。
6.一种操作混合电动车上的电功率系统的方法，所述电功率分配系统包括至少第一双模式电动机/发电机、高电压牵引电池、可连接在所述双模式电动机/发电机和所述高电压牵引电池之间的双向直流功率传输线、包括磁吹灭弧并连接到所述功率传输线内以呈现出相反极性的第一和第二隔离接触器以及电气系统控制器，所述方法包括以下步骤：
响应于对所述电功率分配系统解除供能的请求，确定所述双向直流功率传输线上的电流的极性；
选择所述第一和第二隔离接触器中的一个要打开；
对所述双向直流功率传输线建立稳态，在此期间极性保持不变；
打开所述选择的隔离接触器；以及
随后打开未选择的隔离接触器。
7.如权利要求6所述的方法，其特征在于，还包括：
所述稳态具有预定的最大持续时间。
8.如权利要求7所述的方法，其特征在于，还包括以下步骤：
管理连接至所述功率分配系统的负载以维持所述稳态。
9.一种混合车辆，包括：
可再充电的能量存储系统；
对所述可再充电能量存储系统进行充电的电动机/发电机；
用于在所述电动机/发电机和所述可再充电能量存储系统之间提供双向直流电功率传输的装置；
响应于所述电功率分配系统的状态的改变请求确定在所述双向电功率总线上的功率流的极性的控制系统；
在所述用于提供的装置中提供磁吹灭弧中断的第一和第二隔离接触器，所述第一和第二隔离接触器连接在所述用于提供的装置中以呈现出相反的极性；以及
所述控制系统进一步响应所述电功率分配系统的状态从导通至断开的改变的请求和对功率流的极性的确定来选择所述第一和第二隔离接触器中的一个首先打开。
10.如权利要求9所述的混合车辆，其特征在于，还包括：
包括编程装置的所述控制系统，用于发起有限持续时间的稳态周期，在所述有限持续时间期间连接至所述电功率分配系统的负载被管理以维持功率流的极性。
11.如权利要求10所述的混合车辆，其特征在于：
所述可再充电能量存储系统包括电存储电池。
12.如权利要求11所述的混合车辆，其特征在于，还包括：
所述稳态周期具有预定的最大持续时间。
13.如权利要求12所述的混合车辆，其特征在于，还包括：
所述稳态周期包括对所述电动机/发电机的管理。
CN201280071294.6A 2012-05-10 2012-05-10 隔离接触器转变极性控制 Pending CN104169152A (zh)

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