CN107791851A - 用于主电容器放电的备用电力供应 - Google Patents

用于主电容器放电的备用电力供应 Download PDF

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CN107791851A
CN107791851A CN201710790714.0A CN201710790714A CN107791851A CN 107791851 A CN107791851 A CN 107791851A CN 201710790714 A CN201710790714 A CN 201710790714A CN 107791851 A CN107791851 A CN 107791851A
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inverter
switch
controller
power
high voltage
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CN107791851B (zh
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周彦
杨水涛
陈礼华
唐宇清
吴宏杰
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Ford Global Technologies LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • 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
    • B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • 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
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/345—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering using capacitors as storage or buffering devices
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/22—Conversion of dc power input into dc power output with intermediate conversion into ac
    • H02M3/24—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters
    • H02M3/28—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac
    • H02M3/325—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal
    • H02M3/335—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/33507—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of the output voltage or current, e.g. flyback converters
    • H02M3/33523—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of the output voltage or current, e.g. flyback converters with galvanic isolation between input and output of both the power stage and the feedback loop
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K17/00—Electronic switching or gating, i.e. not by contact-making and –breaking
    • H03K17/51—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used
    • H03K17/56—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used by the use, as active elements, of semiconductor devices
    • H03K17/687—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used by the use, as active elements, of semiconductor devices the devices being field-effect transistors
    • H03K17/689—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used by the use, as active elements, of semiconductor devices the devices being field-effect transistors with galvanic isolation between the control circuit and the output circuit
    • H03K17/691—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used by the use, as active elements, of semiconductor devices the devices being field-effect transistors with galvanic isolation between the control circuit and the output circuit using transformer coupling
    • H—ELECTRICITY
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    • H03K2217/0081—Power supply means, e.g. to the switch driver
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

本公开涉及一种用于主电容器放电的备用电力供应。一种车辆可包括电驱动系统，所述电驱动系统包括开关，所述开关具有被配置为控制所述开关的栅极。所述车辆可包括电气隔离耦合装置，所述电气隔离耦合装置具有与输入电源电连接的初级侧和与栅极驱动器电路电连接的次级侧。所述栅极驱动器电路具有被配置为驱动所述栅极的控制器以及电连接到所述控制器以提供备用电力的供电电路。所述电气隔离耦合装置可以是反激式转换器。

Description

用于主电容器放电的备用电力供应
技术领域
本公开涉及用于电机的逆变器。
背景技术
用于电机的牵引逆变器可包括连接到逆变器的正轨道(rail)和负轨道的高电压电容器，以保持逆变器的开关两端的电压电位。在中断期间，从逆变器的开关到马达的交流电引线可能会断开。此外，栅极驱动器控制器可能会断电。在任意情况下，高电压电容器可保持高电压水平。
发明内容
一种车辆可包括电驱动系统，所述电驱动系统包括开关，所述开关具有被配置为控制所述开关的栅极。所述车辆可包括电气隔离耦合装置，所述电气隔离耦合装置具有与输入电源电连接的初级侧和与栅极驱动器电路电连接的次级侧。所述栅极驱动器电路具有被配置为驱动所述栅极的控制器以及电连接到所述控制器以提供备用电力的供电电路。电气隔离耦合装置可以是反激式转换器。
一种车辆动力系统可包括马达。所述车辆动力系统可包括控制器，所述控制器被配置为：响应于从逆变器到马达的电力的中断，对逆变器持续进行开关操作，以对逆变器的高电压电容器所储存的能量进行放电，使得与所述开关操作相关联的电损耗耗散逆变器的高电压电容器储存的能量，其中，所述高电压电容器通过耦合装置被电磁耦合到逆变器的轨道和栅极驱动器。所述耦合装置可包括反激式转换器。
一种车辆动力系统可包括马达。所述车辆动力系统可包括控制器，所述控制器被配置为：响应于到逆变器的栅极驱动器的电力的中断，对逆变器持续进行开关操作，以对逆变器的高电压电容器所储存的能量进行放电，使得与马达相关联的感应损耗耗散逆变器的高电压电容器所存储的能量，其中，所述高电压电容器通过耦合装置被电磁耦合到逆变器的轨道和栅极驱动器。所述耦合装置可包括反激式转换器。
附图说明
图1是具有逆变器和电动马达的车辆的概略图；
图2是用于车辆的逆变器；
图3是用于栅极驱动器和控制器板的电气隔离和电压转换器；
图4是描绘电容器的电压的减小的曲线图；
图5是描绘控制器对电力中断事件的响应的流程图。
具体实施方式
在此描述了本公开的多个实施例。然而，应当理解的是，公开的实施例仅为示例，并且其它实施例可采取各种可替代的形式。附图不需要按比例绘制；一些特征可被夸大或最小化，以示出特定组件的细节。因此，在此公开的具体结构和功能细节不应被解释为限制，而仅仅作为用于教导本领域技术人员以多种形式利用本发明的代表性基础。如本领域普通技术人员将理解的，参照任一附图示出和描述的各种特征可与一个或更多个其它附图中示出的特征组合，以产生未被明确示出或描述的实施例。示出的特征的组合提供了用于典型应用的代表性实施例。然而，与本公开的教导一致的特征的各种组合和变型可被期望用于特定的应用或实施方式。
图1描绘了电气化车辆112，电气化车辆112可称为插电式混合动力电动车辆(PHEV)。插电式混合动力电动车辆112可包括机械地连接到混合动力传动装置116的一个或更多个电机114。电机114能够作为马达或发电机运转。此外，混合动力传动装置116机械地连接到发动机118。混合动力传动装置116还机械地连接到驱动轴120，驱动轴120机械地连接到车轮122。电机114能够在发动机118开启或关闭时提供推进和减速的能力。电机114还可用作发电机，并通过回收在摩擦制动系统中通常作为热损失掉的能量来提供燃料经济性效益。电机114还可通过允许发动机118以更高效的转速运转以及在某些状况下允许混合动力电动车辆112在发动机118关闭的情况下以电动模式运转，来减小车辆排放。电气化车辆112还可以是电池电动车辆(BEV)。在BEV构造中，发动机118可以不存在。在其它构造中，电气化车辆112可以是不具有插电能力的全混合动力电动车辆(FHEV)。
牵引电池或电池组124储存可由电机114使用的能量。车辆电池组124可提供高电压直流(DC)输出。牵引电池124可电连接到一个或更多个电力电子模块126。一个或更多个接触器142可在断开时将牵引电池124与其它组件隔离，并且可在闭合时将牵引电池124连接到其它组件。电力电子模块126还电连接到电机114，并提供在牵引电池124与电机114之间双向传输能量的能力。例如，牵引电池124可提供DC电压，而电机114可利用三相交流电流(AC)来运转。电力电子模块126可将DC电压转换为三相AC电流以运转电机114。在再生模式下，电力电子模块126可将来自用作发电机的电机114的三相AC电流转换为与牵引电池124兼容的DC电压。
车辆112可包括电连接在牵引电池124与电力电子模块126之间的可变电压转换器(VVC)152。VVC 152可以是被配置为增大或升高由牵引电池124提供的电压的DC/DC升压转换器。通过增大电压，可减小电流需求，从而导致电力电子模块126和电机114的布线尺寸减小。此外，电机114可以以更高的效率和更低的损耗进行运转。
牵引电池124除了提供用于推进的能量之外，还可提供用于其它车辆电力系统的能量。车辆112可包括DC/DC转换器模块128，DC/DC转换器模块128将牵引电池124的高电压DC输出转换为与低电压车辆负载兼容的低电压DC供应。DC/DC转换器模块128的输出可电连接至辅助电池130(例如，12V电池)，用于对辅助电池130进行充电。低电压系统可电连接至辅助电池130。一个或更多个电负载146可连接至高电压总线。电负载146可具有适时地操作和控制电负载146的关联的控制器。电负载146的示例可以是风扇、电加热元件和/或空调压缩机。
电气化车辆112可被配置为通过外部电源136对牵引电池124进行再充电。外部电源136可以连接到电插座。外部电源136可电连接至充电器或电动车辆供电设备(EVSE)138。外部电源136可以是由公共电力公司提供的配电网络或电网。EVSE 138可提供用于调节和管理电源136与车辆112之间的能量传输的电路和控制。外部电源136可将DC或AC电力提供给EVSE 138。EVSE 138可具有用于插入到车辆112的充电端口134中的充电连接器140。充电端口134可以是被配置为将电力从EVSE 138传输至车辆112的任何类型的端口。充电端口134可电连接至充电器或车载电力转换模块132。电力转换模块132可调节由EVSE 138供应的电力，以将适当的电压水平和电流水平提供给牵引电池124。电力转换模块132可与EVSE138接口连接，以协调对车辆112的电力传输。EVSE连接器140可具有与充电端口134的相应凹部配合的插脚。可选地，被描述为被电耦合或电连接的各种组件可使用无线感应耦合来传输电力。
可提供一个或更多个车轮制动器144，用于使车辆112减速和防止车辆112移动。车轮制动器144可以是液压致动的、电气致动的或前述致动方式的某种组合。车轮制动器144可以是制动系统150的一部分。制动系统150可包括用于操作车轮制动器144的其它组件。为了简要起见，附图描绘了制动系统150与车轮制动器144中的一个之间的单个连接。隐含了制动系统150与其它车轮制动器144之间的连接。制动系统150可包括用于监测和协调制动系统150的控制器。制动系统150可监测制动组件并且控制车轮制动器144以使车辆减速。制动系统150可对驾驶员命令做出响应，并且还可自主运转以实施诸如稳定性控制的功能。制动系统150的控制器可实施当被另一控制器或子功能请求时施加请求的制动力的方法。
车辆112中的电子模块可通过一个或更多个车辆网络进行通信。车辆网络可包括多个用于通信的信道。车辆网络的一个信道可以是诸如控制器局域网(CAN)的串行总线。车辆网络的信道中的一个可包括由电气与电子工程师协会(IEEE)802标准族定义的以太网。车辆网络的其它信道可包括模块之间的离散连接，并可包括来自辅助电池130的电力信号。不同的信号可通过车辆网络的不同信道进行传输。例如，视频信号可通过高速信道(例如，以太网)进行传输，而控制信号可通过CAN或者经由离散信号进行传输。车辆网络可包括协助在模块之间传输信号和数据的任意硬件组件和软件组件。车辆网络未在图1中示出，但是可以隐含了车辆网络可连接到存在于车辆112中的任何电子模块。可存在车辆系统控制器(VSC)148以协调各个组件的操作。
电力电子模块可包括多个开关以将直流电转换为交流电。开关可以是半导体。开关可以是任意类型的半导体开关。开关可以是绝缘栅双极型晶体管(IGBT)。开关可具有栅极、发射极和集电极。可通过连接到逆变器的每个半桥的轨道或母线上的DC电压源在发射极与集电极之间产生电位。DC电压源可存储在电池中或根据需求被产生。DC电压源可由高电压电容器保持。高电压电容器可被构造为对源电压中的振荡和由切换引起的瞬变进行平滑。
开关的栅极可由栅极驱动器板上的栅极驱动器驱动。栅极驱动器板可被构造为从多个源接收电力。这些源中的一个可以是12伏特电源。12伏特电源可以是来自较高电压DC母线的降压电源。栅极驱动器板还可接收来自高电压电容器的电力。高电压电容器可电磁耦合到栅极驱动器板并对栅极供电。电磁耦合可以是电气隔离(galvanic isolation)。电气隔离可被实现为反激式转换器、光学隔离或电气隔离的其它方式。
在断开电源中的一个的情况下，栅极驱动器板可从一个电源自动切换到另一个电源。两个电源都可被构造为向栅极驱动器板提供电力，使得无需电力切换的损失。
利用前述构造，栅极驱动器板被构造为在高电压电容器带电时向逆变器的栅极提供电力。如果需要对电容器中储存的能量进行耗散，则栅极驱动器板可对逆变器的栅极持续进行开关操作，并通过开关将储存在电容器中的能量耗散到马达的绕组。
到马达的电连接可被中断。在中断期间，可通过对栅极的开关操作耗散电容器。栅极的切换(toggling)通过热耗散储存在电容器中的能量。可通过散热器从半导体开关汲取产生的热。增大的开关频率使通过开关耗散的能量增加。出于这个原因，可在中断期间增大开关频率，以尽快耗散储存在电容器中的能量。还可设置开关频率以确保开关不超过阈值温度。控制器可监测开关的温度，并调节开关频率以使温度保持在阈值以下。在逆变器输出与马达之间的电力连接被中断并且12伏特栅极驱动器板电源被断开的情况下，所述构造可通过利用栅极驱动器板(由电容器中储存的能量供电)切换开关的栅极来耗散电容器的电力。
现在参照图2，示出了具有对电机M 114供电的DC源Vbatt 124的电力电子模块126。示出了具有用于为马达114产生交流信号的多个开关202A、202B、204A、204B、206A和206B的逆变器电路200。如图所示，逆变器具有一组上开关202A、204A、206A和一组下开关202B、204B、206B。开关被划分为相位组202A-B、204A-B和206A-B。上开关202A、204A、206A中的每一个针对其相对相位提供正极性。下开关202B、204B、206B中的每一个针对其相对相位提供负极性。开关中的每一个与反并联二极管连接，以在必要时传导反向电流。控制器利用由栅极驱动器驱动的脉冲宽度调制(PWM)信号来控制开关中的每一个，以产生用于定子绕组的三相正弦电流。尽管被示出为三相系统，但是本公开还考虑在多于或少于三相的情况下运转的机器。
电力电子模块126还可包括被构造为对DC轨道或母线216、218的电压进行平滑并吸收与开关操作相关的波纹(ripple)的高电压主电容器214。开关202A、202B、204A、204B、206A和206B分别具有被构造为使电流能够流动的栅极208A、208B、210A、210B、212A和212B。可能需要将电容器214中剩余的电荷耗散到预定值。电容器214中剩余的电荷可通过马达114被耗散。预定值可远低于正常工作电压。预定值可以是60伏特。电容器214中剩余的电荷可通过对栅极208A、208B、210A、210B、212A和212B进行开关操作经由马达114被放电。栅极开关操作可将电容器214中储存的能量以热的形式耗散并且正常旋转马达。在逆变器200与马达114之间的电力中断期间，电容器214可保持充电。电容器214可通过与开关202A、202B、204A、204B、206A和206B相关联的开关损耗而被耗散。栅极驱动器板可增大开关202A、202B、204A、204B、206A和206B的开关频率，以迅速耗散储存的能量。
现在参照图3，示出了栅极驱动器电源220A、220B、222A、222B、224A和224B和栅极控制器232的电路构造。电容器214可被构造为对电气耦合装置234的初级侧绕组218供电。初级侧218可包括用于控制电气耦合234两端的输出功率的开关。电气耦合装置234可被构造为反激式转换器。电气耦合装置可具有多个次级侧绕组220A、220B、222A、222B、224A、224B和226。次级侧绕组220A、220B、222A、222B、224A、224B和226可被构造为分接(tap)初级侧绕组218。次级侧绕组226中的一个可被构造为向控制器板232提供备用电力或辅助电力。控制器板232可由多个源供电。控制器板232可被构造为具有来自12伏特辅助电池130的额外电力输入。二极管230可用于确保12伏特辅助电池不被逆向馈送。控制器板232可向栅极驱动器板提供输入。因此，控制器板232能够在电容器214被充电时向栅极驱动器板提供电力。在辅助电池130与控制器板232断开连接的情况下，控制器板232仍然可利用来自电容器214的电力向栅极控制器板提供输入。
在逆变器输出与马达之间的电流中断期间，栅极控制器232可被配置为对电子开关持续进行开关操作，直到储存的能量的电压被耗散到60伏特以下为止。栅极控制器232可被进一步配置为增大开关的开关频率以提高对储存的能量的耗散。开关频率可增大到逆变器中断发生时的开关频率以上。即，逆变器可以以给定的频率在PWM方案下对开关进行开关操作。该频率可以是逆变器中断频率。开关频率可增大到超出逆变器中断频率，以增大开关损耗。开关频率可增大到开关的最大开关频率。开关制造商可指定最大开关频率阈值，该最大开关频率阈值可在制造商之间以及使用的开关之间变化。控制器可被配置为将开关频率增大到最大开关频率并且随后减小开关频率，以确保不超过开关的最大温度限制。可利用控制器形成温度反馈回路，以确保不超过温度限制。在另一实施例中，控制器可被配置为超过温度限制，以确保电容器放电。在该实施例中，开关可到达已知的故障模式。
现在参照图4，示出了曲线图400。曲线图400公开了在ti 404处的关闭(shutdown)事件之前和之后的电容器电压402和逆变器开关频率410的特性。在to处，电容器电压402大到足以利用逆变器产生的交流电驱动马达。在ti 404处，关闭事件或电力中断事件发生。控制器可持续操作开关以减少储存在电容器中的能量，直到在td 408处达到预定阈值406为止。控制器可在逆变器中断事件之后从412处的逆变器中断频率增大开关频率410。当电容器电压在td处耗散时，逆变器开关频率下降至零。尽管被示出为线性函数，但是可在中断之后将开关频率调节为阶跃输入或任意其它类型的变化。预定阈值可以是60伏特。
现在参照图5，示出了具有开始502的流程图500。示出的流程图500具有第一确定步骤504。步骤504可与步骤506和步骤514互换。即，控制器可被配置为对12伏特电源的中断或逆变器与马达之间的电力的中断首先作出响应。控制器还可配置有每个确定步骤504、506和514作为选择语句。
在步骤502，电力中断事件发生。电力中断事件可在逆变器装置中的任何一个断开与电源的连接时发生。在步骤504，如果逆变器输出与马达之间的电力中断未发生，则控制器移至步骤506。在步骤506，控制器确定从12伏特电池到栅极驱动器控制器的电力中断是否存在。在步骤508，如果中断未发生，则栅极驱动器控制器将从12伏特电池接收电力，并在步骤512，通过马达绕组对电容器放电，直到达到预定阈值为止。在步骤510，如果中断已发生，则栅极驱动器控制器将从反激式耦合装置接收电力，并在步骤512，通过马达绕组对电容器放电，直到达到预定阈值为止。在步骤522，关闭逆变器和栅极。
返回参照步骤504，如果逆变器输出与马达之间的电力中断已发生，则控制器移至步骤514。在步骤514，控制器确定从12伏特电池到栅极驱动器控制器的电力中断是否存在。在步骤516，如果中断未发生，则栅极驱动器控制器将从12伏特电池接收电力，并在步骤520，通过与IGBT相关联的开关损耗对高电压电容器放电，直到达到预定阈值为止。在步骤518，如果中断已发生，则栅极驱动器控制器将从反激式耦合装置接收电力，并在步骤520，通过与IGBT相关联的开关损耗对高电压电容器放电，直到达到预定阈值为止。在步骤522，关闭逆变器和栅极。
说明书中使用的词语为描述性词语而非限制性词语，并且应理解的是，可在不脱离本公开的精神和范围的情况下做出各种改变。如前所述，可组合各个实施例的特征以形成本发明的可能未被明确描述或示出的进一步的实施例。尽管各个实施例可能已经被描述为提供优点或者就一个或更多个期望特性来说优于其它实施例或现有技术的实施方式，但是本领域普通技术人员应该认识到，根据具体应用和实施方式，可以对一个或更多个特征或特性进行折衷以实现期望的整体系统属性。这些属性可包括但不限于成本、强度、耐久性、生命周期成本、市场性、外观、包装、尺寸、可维修性、重量、可制造性、易组装性等。因此，被描述为在一个或更多个特性上不如其它实施例或现有技术的实施方式合意的实施例并不在本公开的范围之外，并且可被期望用于特定的应用。

Claims (20)

1.一种车辆，包括：
电驱动系统，包括开关，所述开关具有被配置为控制所述开关的栅极；
电气隔离耦合装置，具有与输入电源电连接的初级侧和与栅极驱动器电路电连接的次级侧，所述栅极驱动器电路具有被配置为驱动所述栅极的控制器以及电连接到所述控制器以提供备用电力的供电电路。
2.根据权利要求1所述的车辆，其中，所述电气隔离耦合装置是反激式转换器。
3.根据权利要求2所述的车辆，其中，所述栅极驱动器电路和所述供电电路具有从初级绕组汲取电力的独立绕组。
4.根据权利要求1所述的车辆，其中，所述开关是绝缘栅双极型晶体管。
5.根据权利要求1所述的车辆，其中，所述输入电源是高电压电容器。
6.根据权利要求1所述的车辆，其中，所述输入电源和所述开关的轨道电源是同一电源。
7.一种车辆动力系统，包括：
马达；
控制器，被配置为：响应于从逆变器到马达的电力的中断，对逆变器的电子开关持续进行开关操作，以对逆变器的高电压电容器所储存的能量进行放电，使得与所述开关操作相关联的电阻性损耗耗散逆变器的高电压电容器所储存的能量，其中，所述高电压电容器通过耦合装置被电磁耦合到逆变器的轨道和栅极驱动器板。
8.根据权利要求7所述的系统，其中，所述耦合装置包括反激式转换器。
9.根据权利要求8所述的系统，其中，所述反激式转换器在高电压电容器与栅极驱动器板之间提供电气隔离。
10.根据权利要求7所述的系统，其中，所述电子开关是绝缘栅双极型晶体管。
11.根据权利要求7所述的系统，其中，所述耦合装置是栅极驱动器控制板的备用电源。
12.根据权利要求7所述的系统，其中，所述控制器被进一步配置为：对电子开关持续进行开关操作，直到逆变器的高电压电容器所储存的能量的电压被耗散到60伏特以下为止。
13.根据权利要求7所述的系统，其中，所述控制器被进一步配置为：将电子开关的开关频率增大到逆变器中断频率以上。
14.根据权利要求13所述的系统，其中，所述开关频率是电子开关的最大开关频率。
15.一种车辆动力系统，包括：
马达；
控制器，被配置为：响应于到逆变器的栅极驱动器的电力的中断，对逆变器的电子开关持续进行开关操作，以对逆变器的高电压电容器所储存的能量进行放电，使得与马达相关联的感应损耗耗散逆变器的高电压电容器所存储的能量，其中，所述高电压电容器通过耦合装置被电磁耦合到逆变器的轨道和栅极驱动器。
16.根据权利要求15所述的系统，其中，所述耦合装置包括反激式转换器。
17.根据权利要求16所述的系统，其中，所述反激式转换器在高电压电容器与栅极驱动器之间提供电气隔离。
18.根据权利要求15所述的系统，其中，所述耦合装置是栅极驱动器控制板的备用电源。
19.根据权利要求15所述的系统，其中，所述控制器被进一步配置为：对电子开关持续进行开关操作，直到逆变器的高电压电容器所储存的能量的电压被耗散到60伏特以下为止。
20.根据权利要求15所述的系统，其中，所述控制器被进一步配置为：将电子开关的开关频率增大到所述中断发生时电子开关的开关频率以上。
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