CN106170415B - 高功率低电压电气化动力装置 - Google Patents

高功率低电压电气化动力装置 Download PDF

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CN106170415B
CN106170415B CN201580017885.9A CN201580017885A CN106170415B CN 106170415 B CN106170415 B CN 106170415B CN 201580017885 A CN201580017885 A CN 201580017885A CN 106170415 B CN106170415 B CN 106170415B
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electrified
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voltages
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vehicle
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CN106170415A (zh
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亚当·蒂蒙斯
阿南德·沙蒂安
马里安·米罗斯基
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Co Ltd Of Fca Us
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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Abstract

电气化动力装置包括电动机，其具有与四个或更多AC相相对应的四个或更多线圈，且配置为生成驱动力矩以推动所述电气化车辆；该电气化动力装置还包括低压电气系统，其包括独立的电池模块，每个电池模块配置为输出单独的DC低压；以及逆变器模块(PIM)，其配置为：从所述电池模块接收所述单独的DC低压的每一个，针对每个AC相利用所有少于全部的所述单独的DC低压生成单独的AC低压，并将所述单独的AC低压输出至所述电动机的线圈，以驱动所述电动机生成所述驱动力矩，从而推动所述电气化车辆，其中，没有一个所述单独的DC低压是电隔离的并且没有一个所述单独的AC电压被认为是高压。

Description

高功率低电压电气化动力装置
相关申请的交叉引用
本申请要求于2014年4月7日递交的、序列号为14/246,636的美国专利申请的权益。上面申请的公开内容通过引用全部并入本文中。
技术领域
本公开一般涉及电气化车辆，并且更具体地涉及用于电气化车辆的高功率、低电压电气化动力装置。
背景技术
电气化车辆操作电动机以生成驱动力矩用于推动。电动机接收交流电流，其使得电动机旋转转动以生成驱动力矩。逆变器将来自电池系统的直流电转化成交流电用于电动机。由于电气化车辆中的电动机的功率输出要求，电池系统通常具有高电压，例如，几百伏特。高电压车辆电气化系统需要电隔离，其增加了成本和/或系统复杂性。因而，仍然存在对用于电气化车辆的高功率电气化动力装置相关领域的改进需求。
发明内容
在一个示例性方面，根据本公开的教导提供了一种用于电气化车辆的高功率、低电压电气化动力装置。所述电气化动力装置包括电动机，其具有与四个或更多交流(AC)相相对应的四个或更多线圈，所述电动机配置为生成驱动力矩以推动所述电气化车辆。所述电气化动力装置还包括低压电气系统，其包括四个或更多独立的电池模块，每个电池模块配置为输出单独的直流(DC)低压，以及逆变器模块(PIM)，其配置为从所述电池模块接收所述单独的DC低压的每一个，(i)利用所述单独的DC低压生成用于每个AC相的单独的AC低压或(ii)利用少于全部的所述单独的DC低压生成用于每个AC相的单独的AC低压，以及将所述单独的AC低压输出至所述电动机的线圈，以驱动所述电动机生成驱动力矩，从而推动所述电气化车辆，其中，没有一个所述单独的DC低压是电隔离的。
在一些实现方式中，四个或更多独立的电池模块不是串联连接的。在一些实现方式中，单独的DC低压的每一个都小于需要电隔离的DC最低压。在一个示例性实现方式中，需要电隔离的所述DC最低压大约为60伏特DC。
在一些实现方式中，所述单独的DC低压的每一个都小于认为是高电压的AC电压。在一个示例性实现方式中，认为是高电压的所述AC电压大约为30伏特AC。
本公开教导的可用性的另外领域将从后面提供的具体实施方式、权利要求和附图而变得显而易见，其中相同的编号遍及附图的若干视图引用相同的特征。应理解，具体实施方式，包括其中引用的所公开的实现方式和附图，本质上仅仅是示例性的，其意图仅出于例示性目的并且并不意图限制本公开、其应用或使用的范围。因而，并未脱离本公开主旨的变化意图处于本公开的范围内。
附图说明
图1是根据本公开的原理的具有电气化动力装置的电气化车辆的示例性功能框图；以及
图2是根据本公开的原理的电气化动力装置的示例性示意图。
具体实施方式
如之前所提及的，在高功率电气化动力装置的相关领域中，由于在这种电气化动力装置中所用的高电压电气系统需要电隔离，所以仍然存在对电气化车辆进行改进的需求。更具体地，任何比特定电压阈值大的DC电压都需要电隔离，并且任何比特定电压阈值大的DC或AC电压都需要电隔离检测和检测高电压是否已经暴露的系统。例如，这些电压阈值可由政府条例定义。如本领域普通技术人员将容易理解的，电隔离包含实现额外的接触器和控制电路，以及用于检测和核实电隔离和高电压暴露的传感器电路。这增加了用于电气化车辆的电气化系统的成本和/或复杂性。
因此，提出了具有用于电气化车辆的低电压、高功率电气化动力装置的系统。该电气化动力装置包括低电压组件，其不需要电隔离或检测高电压的暴露的系统，但其可总体提供高功率，用于为电动机供电，以推动电气化车辆。在一种实现方式中，该电气化动力装置包括四个或更多分布式或独立的电池模块，每个电池模块配置为生成并向控制器输出单独的DC低电压。这些独立的电池模块并不是串联连接的，以便不生成单个DC高电压用于供电电动机。如此，单独的DC低电压中的每一个都小于DC隔离阈值，例如～60伏特DC，且因此其并不需要电隔离。
独立的电池模块的每一个还可为了最优化协同工作能力而独立整流和调节。控制器将单独的DC低电压转化成单独的AC低电压并将单独的AC低电压输出至电动机的四个或更多的线圈。在一个实施例中，控制器是逆变器模块(PIM)。虽然本文讨论了6个和9个独立电池模块和电动机线圈的特定实现方式，但应理解，本公开还可适用于大于3个(4个、5个、7个、8个、10个等)的任何数目的独立的电池模块和电动机线圈。当需要更小的驱动力矩时，控制器可向电动机线圈输出小于所有单独的AC低电压的电压，由此增加电气化动力装置的效率，且在一些情况下增加力矩输出。
类似地，为了获得最大的驱动力矩，控制器还可将所有单独的AC低电压输出至电动机的线圈，其可大于具有单个AC电压的常规电动机。单独的AC低电压中的每一个都小于被认为是高电压且因而需要检测隔离和检测高电压暴露的AC电压，例如，～30伏特AC，且因此不需要电隔离或检测高电压暴露。通过不需要电隔离、电隔离检测或检测高电压暴露，电气化动力装置需要更少的组件/复杂性，而仍提供推动电气化车辆所需要的高功率。更具体地，电气化动力装置不需要额外的接触器和传感器电路用于检测并核实电隔离。类似地，用于电气化动力装置的控制器不需要额外的软件以执行检测和核实例程。
此外，用于实现高电压电气化系统中的隔离的设计措施(诸如负DC电压系统终端)是与高电压系统中的电气化设备的壳体隔离但附接到低电压系统中的壳体。而且，高电压体系架构需要高电压互锁安全系统，其能够检测高电压的接入点是否是暴露的，这需要控制器高压互锁回路(HVIL)溯源(sourcing)和检测以及相关软件，然而对于低压系统来说这种规定都不是必须的。而且，低压电气化动力装置还能够由未被培训过高压安全的终端用户容易地定制和维护。例如，此定制可包括给电气化动力装置增加升级，诸如性能升级。相反，需要电隔离的高压电气化动力装置则不容易例如由电气化车辆的所有者定制。
现在参考图1，例示了电气化车辆100的功能性框图。电气化车辆100的示例包括电池式电动车(BEV)、增程式电动汽车(EREV)、燃料电池电动汽车(FCEV)和混合动力电动汽车(HEV)，诸如插电式混合动力电动汽车(PHEV)和非插电式HEV。电气化车辆100还可以是另一合适的电气化车辆。EV 100包括控制器104，其控制电气化车辆100的操作。在一些实现方式中，控制器104被称为电气化车辆控制单元(EVCU)。
特别是，响应于力矩请求，控制器104经由驱动接口112控制供应到传动装置108(一个或多个车轮、差速器)的驱动力矩。驱动接口112是配置为允许电气化车辆100的驱动器输入力矩请求的一个或多个装置，例如，加速踏板。驱动力矩从电气化动力装置116供应到传动装置108。电气化动力装置116是能够生成足够的驱动力矩以推动电气化车辆100的高功率电气化动力装置。在一个示例性实现方式中，用于BEV的电气化动力装置116包括电动机120、电源124、逆变器模块128(PIM)或另外其他合适的直交流逆变器，以及变速器132。变速器132将由电动机120生成的驱动力矩转移到传动装置108。
电源124输出单独的DC低电压，其由PIM 128转化成单独的AC低电压。单独的AC低电压由PIM 128输出并用于转动地驱动电动机120以生成驱动力矩。电动机120的示例是同步电动机和感应(异步)电动机。在一些实现方式(EREV、HEV等)中，电气化动力装置116可选地包括内燃机136。内燃机136燃烧气缸内的空气和燃料(例如汽油)的混合物，以旋转地驱动曲轴并生成驱动力矩。在一个实现方式中，内燃机136利用两个电动机120耦连至电动可变变速器(EVT)132，并用于例如在驱动电气化车辆100期间提供动力和给电源124充电。在这点上，将理解，电气化动力装置116可以多种形式实现，以不需要电隔离或高压系统(诸如HVIL)所必需的其他设计需求，如下面将更加详细讨论的。
现在参考图2，例示了电气化动力装置116的示例性示意图。PIM 128是单独模块或控制器104的一部分。PIM 128(或控制器104，如果是控制器104的一部分)包括配置为执行本公开的操作的一个或多个处理器，包括但不限于控制下面进一步详细讨论的直交流电压转换。电源124和PIM 128(和控制器104，如果适用的话)被统称为低压电气系统140。低压电气系统140具有低电压，其不需要电隔离或高压系统(诸如HVIL)所必需的其他设计。
电源124包括N个电池模块200-1…200-N(N＞3，统称为“电池模块200”)，每个电池模块配置为生成并输出单独的DC低电压(VDC-L)。在一个示例性实现方式中，电池模块200不是串联连接且因而还被称为分布式或独立的电池模块200。电池模块200生成并输出的单独的DC低电压VDC-L功率的总幅值足够大(在直交流转换后)，以便为电动机120供电，从而推动电气化车辆100。在一个实施例中，所生成的单独的DC低电压VDC-L功率的总幅值为几十千瓦(kW)。然而如之前所提及的，任何大于各自的阈值的电压都需要电隔离。因此，单独的DC低电压VDC-L中的每一个都小于DC隔离阈值。在一个实施例中，DC隔离阈值由政府条例指定。仅为例子，DC隔离阈值为60伏特DC或大约60伏特DC。
仅为例子，示例性的BEV可需要电源124具有大约400伏特DC的额定电压，以便为大约100kW的电动机120供电最多250安培(A)的电流。此400伏特DC线路要求电隔离。相反，根据本公开，可以实现7个或更多个电池模块200。仅为例子，可实现7个电池模块200，其每个都具有大约57伏特DC的额定电压，其总和对应于大约400伏特DC。可替代地，仅为例子，可以实现8个电池模块200，8个或更多电池模块200的每一个都具有大约500伏特DC的额定电压，其总和对应于400伏特DC。选择适当数目的电池模块200和电动机线圈的相同或类似的程序可用于确保AC电压线路(在PIM 128后面)上没有电隔离检测或检测高电压暴露的约束条件被满足。
PIM 128接收N个单独的DC低电压VDC-L并利用N个单独的DC低电压VDC-L生成M个单独的AC电压(M＞3)。在一个实施例中，N等于M。然而应理解，M可以是与N不同的整数。更具体地，PIM 128作为逆变器工作，以将N个单独的DC低电压VDC-L转化成M个单独的AC低电压(VAC-L)。在一个示例性实现方式中，PIM 128包括多个晶体管212，且PIM 128配置为控制多个晶体管212，以(i)利用N个单独的DC低电压VDC-L生成用于M个AC相的M个AC低电压VAC-L或(ii)利用少于所有N个单独的DC低电压VDC-L生成用于AC相的M个AC低电压VAC-L。例如，PIM配置为控制多个晶体管212，以实现更高效率的电动机120。PIM 128所生成和输出的单独的AC低电压VAC-L功率的总幅值足够大，以给电动机120供电，从而推动电气化车辆100。再者，任何大于各自阈值的电压需要电隔离检测和检测是否具有高电压暴露的其他措施。因此，单独的AC低电压VAC-L中的每一个都小于AC高电压阈值。在一个实施例中，AC高电压阈值由政府条例指定。仅为例子，AC隔离阈值为30伏特AC或大约30伏特AC。
PIM 128输出M个单独的AC低电压VAC-L给M个线圈204-1…204-M(统称为“线圈204”)，例如，电动机120的定子。在一些实现方式中，PIM 128选择性地分别将单独的AC低电压VAC-L提供给线圈204。例如，当请求更小的驱动力矩时，PIM 128可供应小于所有单独的AC低电压VAC-L的电压给线圈204。在一个实施例中，M等于6。在另一实施例中，M等于9。然而应理解，电动机120可包括大于3的任意数目的线圈204。M个单独的AC电压使得电流流经各自的线圈204，其生成磁场。这些磁场使得电动机120的转子208旋转地转动，由此生成驱动力矩。然后驱动力矩例如经由变速器132传递至传动装置112，以推动电气化车辆100。
将理解，在一些示例性实施例中，高压电池可与低压相的集合配对，或低压电池模块可与高压的电机相集合配对。本领域技术人员将理解，配置在单独的低压模块中而不是单个高压源中的相同存储能量的电池以及来自每个单独的模块的对电动机相的单独的相关分立供应可提供更高的可靠性并且增加最少数目的额外组件。例如，低压元件的示例性实施例包含一个PIM、一个电动机和一个由若干模块或若干分布式电池模块组成的电池，其等同描述高压系统。
例如，在包含高压电池的模块中，所述模块包含串联配置的电池单元，如果单个电池单元未能通过电流，则整个电池不能通过电流，然而如果包含电池单元的模块是并联的，则如果模块中的电池未能通过电流，则仅仅该模块将不能通过电流。在此实例中，其他模块仍将提供电压和电流给电动机的其他相并且电驱动将继续起作用。例如，在PIM中，如果在电池正极和电动机相之间以及电池负极和电动机相之间的开关，例如晶体管(其可以是指定为绝缘栅双极晶体管(IGBT)类型)，被同时激活，则如此提供DC电源的正极和负极电压和电流的电池会发生短路。在一个实施例中短路使得串联的熔丝起作用，因而使得电池此后不能提供额外的电流。在装备单独相的电池模块的低压实施例中，在任何一个相上的两个IGBT的同时激活会使该相上的电池模块处于短路而不会影响其他相。
本领域技术人员还将理解，低压系统为电气化车辆平台之间的通用组件结余和可扩展性提供了可能。例如，在高压系统的情况下，单个高压电池会通过一个PIM供应为不止一个电动机提供动力所必需的电压和电流，并且以相同的方式，低压系统电池模块可提供电压和电流，以便为不止一个电动机相或不止一个电动机中的一个或多个相提供动力。另外，在低压系统中，具有P个相的单个电动机可用在多个车辆平台上，由此在一个示例性平台中，所有P个相由P个电池模块使用和支持，并且在另一实施例中，针对相同的示例性平台，少于P个电池模块提供少于P个相，并且在相同示例性平台的另一示例性实施例中，少于P个电池模块提供P个相。相同的组合可能对于其他示例性平台也是可用的。如果使用了少于P个相，则PIM可能尽量减少例如IGBT。在一种示例性情况下电池模块的数目与车辆封装可能相对应。
将理解，多个示例之间的特征、元件、方法和/或功能的混合和匹配可在此文中表达性考虑，使得本领域技术人员从本教导会理解，除上面描述的以外合适的，一个示例的特征、元件和/或功能可以并入另一示例。

Claims (14)

1.一种用于电气化车辆的高功率、低电压电气化动力装置，所述电气化动力装置包括：
电动机，其具有与四个或更多交流AC相对应的四个或更多线圈，所述电动机配置为生成驱动力矩以推动所述电气化车辆；以及
低压电气系统，其包括：
四个或更多独立的电池模块，每个电池模块配置为输出单独的直流DC低压；以及
逆变器模块PIM，其包括多个晶体管并且配置为：
从所述电池模块接收所述单独的直流DC低压中的每一个；
控制所述多个晶体管；
(i)对于最大的驱动力矩，利用所述单独的直流DC低压生成用于所述电动机的每个AC相的单独的AC低压，和
(ii)当需要较小的驱动力矩时，利用少于全部的所述单独的直流DC低压生成用于所述电动机的每个AC相的单独的AC低压；以及
将所述单独的AC低压输出至所述电动机的线圈，以驱动所述电动机生成所需要的驱动力矩以推动所述电气化车辆，其中，所述单独的直流DC低压中的每一个都小于60伏特DC的DC隔离阈值，并且没有一个所述单独的直流DC低压是电隔离的，所述电气化动力装置的特征在于所述逆变器模块配置为当所述电动机不需要最大的驱动力矩时生成小于所有的单独的AC低电压的电压。
2.如权利要求1所述的电气化动力装置，其中所述四个或更多独立的电池模块不是串联连接的。
3.如权利要求1所述的电气化动力装置，其中所述PIM配置为控制所述多个晶体管，以实现更高效率的所述电动机。
4.如权利要求1所述的电气化动力装置，其中所述单独的AC低压中的每一个都小于AC隔离阈值。
5.如权利要求4所述的电气化动力装置，其中所述AC隔离阈值为30伏特AC。
6.如权利要求1所述的电气化动力装置，其中所述电动机具有6个线圈和6个相应的AC相。
7.如权利要求1所述的电气化动力装置，其中所述电动机具有9个线圈和9个相应的AC相。
8.如权利要求1所述的电气化动力装置，其中所述电气化车辆是电池式电动车。
9.如权利要求1所述的电气化动力装置，其中所述电气化车辆是增程式电动汽车。
10.如权利要求1所述的电气化动力装置，其中所述电气化车辆是燃料电池电动汽车。
11.如权利要求1所述的电气化动力装置，其中所述电气化车辆是混合动力电动汽车。
12.如权利要求1所述的电气化动力装置，其中所述电气化车辆是插电式混合动力电动汽车。
13.如权利要求1所述的电气化动力装置，其中所述电动机为单个的、能够接受不大于250安培电流的100千瓦的电动机。
14.如权利要求1所述的电气化动力装置，其中，所述单独的直流DC低压的总和为400伏特DC。
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