CN107809169A - 车辆中的直流电压钳制 - Google Patents

车辆中的直流电压钳制 Download PDF

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Publication number
CN107809169A
CN107809169A CN201710785934.4A CN201710785934A CN107809169A CN 107809169 A CN107809169 A CN 107809169A CN 201710785934 A CN201710785934 A CN 201710785934A CN 107809169 A CN107809169 A CN 107809169A
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China
Prior art keywords
voltage
vehicular system
controller
current
output
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Granted
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CN201710785934.4A
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CN107809169B (zh
Inventor
杨水涛
周彦
徐帆
陈礼华
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Ford Global Technologies LLC
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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
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • 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
    • H02M1/00—Details of apparatus for conversion
    • H02M1/32—Means for protecting converters other than automatic disconnection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/025—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using field orientation; Vector control; Direct Torque Control [DTC]
    • 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
    • B60L15/20—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
    • B60L15/2054—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 by controlling transmissions or clutches
    • 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
    • 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
    • B60L50/16—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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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
    • H02M7/46—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes without control electrode or semiconductor devices without control electrode
    • 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
    • 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
    • H02M7/53871—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 with automatic control of output voltage or current
    • H02M7/53875—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 with automatic control of output voltage or current with analogue control of three-phase output
    • H—ELECTRICITY
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    • H—ELECTRICITY
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    • 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
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    • B60L2240/421—Speed
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Abstract

本公开涉及一种车辆中的直流电压钳制。一种混合动力车辆中的车辆系统包括控制器，该控制器被配置为：响应于通过直流电压钳制控制块接收到基准电流，产生用于向直流电容器输出的调制的电压，以防止直流电容器上的电压尖峰，其中，所述直流电压钳制控制块响应于反馈电压与基准电压之间的差超过阈值而输出基准电流。

Description

车辆中的直流电压钳制
技术领域
本公开涉及利用直流(DC)电路和高电压(HV)DC电路的车辆。
背景技术
混合动力车辆可利用分配DC电压的高电压电池。可基于混合动力车辆的混合动力电池或马达而输出高电压负载。在特定情况下，这种高电压负载可增大电压负荷(stress)。
发明内容
根据一个实施例，一种混合动力车辆中的车辆系统包括控制器，所述控制器被配置为：响应于通过直流电压钳制控制块接收到基准电流而产生用于向直流电容器输出的调制的电压，以防止直流电容器的电压尖峰，其中，所述直流电压钳制控制块响应于反馈电压与基准电压之间的差超过阈值而输出基准电流。
根据第二实施例，一种混合动力车辆中的车辆系统包括控制器，所述控制器被配置为：响应于通过直流电压钳制控制块接收到基准电流而产生用于向直流电容器输出的调制的电压，以防止直流电容器的电压尖峰，其中，所述直流电压钳制控制块被配置为：响应于反馈电压与基准电压之间的差超过阈值而输出基准电流。
第三实施例公开了一种用于混合动力车辆的方法，所述方法包括：接收限定阈值电压值的基准电压和限定车辆马达逆变器的直流(DC)电容器的DC电压的反馈电压。所述方法还包括以下步骤：响应于所述反馈电压与所述基准电压之间的差超过阈值而通过至少一个电压限制器产生用于输出的基准电流，以防止DC电容器的电压尖峰。
根据本发明，提供一种混合动力车辆中的车辆系统，所述车辆系统包括：控制器，被配置为：接收限定阈值电压值的基准电压和限定车辆马达逆变器的直流(DC)电容器的DC电压的反馈电压，并响应于所述反馈电压与所述基准电压之间的差超过阈值而通过至少一个电压限制器产生用于输出的基准电流，以防止DC电容器的电压尖峰。
附图说明
图1是混合动力电动车辆(HEV)的示意图的示意性实施例。
图2是示出混合动力电动车辆的逆变器系统控制器(ISC)的实施例的系统图。
图3示出了具有DC电压钳制控制的马达控制方法的实施例。
图4A示出了利用电压调节器的电压钳制的实施例。
图4B示出了利用查找表的电压钳制的实施例。
图5A示出了未利用钳制控制块的仿真结果的示例。
图5B示出了利用钳制控制块的仿真结果的示例。
具体实施方式
在此描述本公开的实施例。然而，将理解的是，公开的实施例仅为示例，其他实施例可采用各种可替代的形式。附图不一定按比例绘制；可夸大或最小化一些特征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，而仅作为用于教导本领域技术人员以各种方式使用实施例的代表性基础。如本领域普通技术人员将理解的，可将参照任一附图示出并描述的各种特征与在一个或更多个其他附图中示出的特征相结合以产生未明确示出或描述的实施例。示出的特征的组合为典型应用提供代表性实施例。然而，可期望将与本公开的教导一致的特征的各种组合和变型用于特定应用或实施方式。
下面公开的实施例提出了直流(DC)电压钳制控制系统和方法，所述系统和方法用于钳制可由高速转动马达的高电动势(EMF)引起的极端的高电压(HV)DC电压。
参照图1，示出了根据本公开的实施例的混合动力电动车辆(HEV)10的示意图。图1示出了组件之间的代表性关系。车辆内的组件的物理布局和方位可变化。HEV 10包括动力传动系统12。动力传动系统12包括驱动变速器16的发动机14，变速器16可称为模块化混合动力变速器(modular hybrid transmission，MHT)。如将在下文进一步详细描述的，变速器16包括电机(诸如，电动马达/发电机(M/G)18)、相关联的牵引电池20、变矩器22以及多级自动变速器或齿轮箱24。如图1所示，发动机14、M/G 18、变矩器22和自动变速器16依次串联连接。
发动机14和M/G 18两者都是HEV 10的驱动源。发动机14通常代表可以包括内燃发动机(诸如，汽油、柴油或天然气驱动的发动机)或燃料电池的动力源。当发动机14和M/G 18之间的分离离合器26至少部分地接合时，发动机14产生被供应到M/G 18的发动机动力和对应的发动机扭矩。M/G 18可以由多种类型的电机中的任何一种来实现。例如，M/G 18可以是永磁同步马达。如下文将描述的，电力电子器件将电池20提供的直流(DC)电力调节至符合M/G 18的要求。例如，电力电子器件可向M/G 18提供三相交流电(AC)。
当分离离合器26至少部分接合时，从发动机14流向M/G 18或从M/G 18流向发动机14的动力流是可能的。例如，分离离合器26可以接合并且M/G 18可以作为发电机运转，以将由曲轴28和M/G轴30提供的旋转动能转换成电能储存在电池20中。分离离合器26也可分离以将发动机14与动力传动系统12的其它部分隔离，使得M/G 18可以用作HEV 10的唯一驱动源。轴30延伸通过M/G 18。M/G 18持续地可驱动地连接到轴30，而发动机14仅在分离离合器26至少部分接合时才可驱动地连接到轴30。
单独的起动马达31能够与发动机14选择性地接合以使发动机旋转，从而使燃烧开始。一旦发动机启动，起动马达31便能够通过例如起动马达31与发动机14之间的离合器(未示出)而与发动机分离。在一个实施例中，在分离离合器26断开时由起动马达31起动发动机14，以保持发动机与M/G 18分离。一旦发动机已启动并升高到与M/G 18相同的转速，分离离合器26便能够将发动机结合到M/G，以允许发动机提供驱动扭矩。
在另一实施例中，不设置起动马达31，替代地，由M/G 18启动发动机14。为此，分离离合器26部分地接合以将扭矩从M/G 18传递到发动机14。可要求M/G 18的扭矩升高，以在满足驾驶员需求的同时还启动发动机14。随后，一旦发动机转速升高到M/G的转速，分离离合器26便可完全接合。
M/G 18经由轴30连接到变矩器22。因此，当分离离合器26至少部分接合时，变矩器22连接到发动机14。变矩器22包括固定到M/G轴30的泵轮和固定到变速器输入轴32的涡轮。这样，变矩器22在轴30与变速器输入轴32之间提供液力耦合。当泵轮旋转得比涡轮快时，变矩器22将动力从泵轮传递至涡轮。涡轮扭矩和泵轮扭矩的大小通常取决于相对转速。当泵轮转速与涡轮转速之比足够高时，涡轮扭矩是泵轮扭矩的数倍。变矩器旁通离合器34可被设置为使得当其接合时将变矩器22的泵轮与涡轮以摩擦方式或机械方式结合，以允许更高效的动力传输。变矩器旁通离合器34还可以作为起步离合器运转，以提供平稳的车辆起步。可替代地或者相结合地，对于不包括变矩器22或变矩器旁通离合器34的应用，可以在M/G18和齿轮箱24之间设置类似于分离离合器26的起步离合器。在一些应用中，分离离合器26通常称为上游离合器，起步离合器34(可以是变矩器旁通离合器)通常称为下游离合器。
齿轮箱24可包括齿轮组(未示出)，所述齿轮组通过诸如离合器和制动器(未示出)的摩擦元件的选择性接合而被选择性地置于不同的传动比，以建立期望的多个离散传动比或阶梯传动比。可以通过连接和断开齿轮组的某些元件以控制变速器输出轴36与变速器输入轴32之间的传动比的换挡计划来控制摩擦元件。通过相关联的控制器(诸如，动力传动系统控制单元(PCU))基于各种车辆和环境工况而使齿轮箱24从一个传动比自动换挡至另一个传动比。齿轮箱24随后将动力传动系统输出扭矩提供到输出轴36。
应理解的是，与变矩器22一起使用的液压控制式齿轮箱24仅是齿轮箱或变速器布置的一个示例；从发动机和/或马达接收输入扭矩并随后以不同的传动比将扭矩提供至输出轴的任何多传动比齿轮箱都是可以被接受用于本公开的实施例的。例如，可通过包括沿换挡轨平移/旋转换挡拨叉以选择期望传动比的一个或更多个伺服马达的自动机械式(或手动)变速器(AMT)来实现齿轮箱24。如本领域普通技术人员通常所理解的，例如，AMT可用于具有较高的扭矩需求的应用中。
如图1中的代表性实施例所示，输出轴36连接到差速器40。差速器40经由连接到差速器40的各个车桥44驱动一对车轮42。差速器向每个车轮42传递大致相等的扭矩，同时允许轻微的转速差异(诸如当车辆转弯时)。可以使用不同类型的差速器或类似的装置将扭矩从动力传动系统分配到一个或更多个车轮。例如，在一些应用中，扭矩分配可根据特定的运转模式或状况而改变。
动力传动系统12还可包括诸如动力传动系统控制单元(PCU)的相关联的控制器50。虽然示出为一个控制器，但控制器50可以是较大控制系统的一部分并且可以受整个车辆10中的多个其它控制器(诸如，车辆系统控制器(VSC))控制。因此，应理解的是，动力传动系统控制单元50和一个或更多个其它控制器可以统称为“控制器”，所述“控制器”响应于来自多个传感器的信号而控制多个致动器以控制多种功能，诸如启动/停止、运转M/G 18以提供车轮扭矩或为电池20充电、选择或计划变速器换挡等。控制器50可包括与多种类型的计算机可读存储装置或介质通信的微处理器或中央处理器(CPU)。例如，计算机可读存储装置或介质可包括只读存储器(ROM)、随机存取存储器(RAM)和保活存储器(KAM)中的易失性和非易失性存储器。KAM是可以用于在CPU掉电时存储多个操作变量的持久性或非易失性存储器。计算机可读存储装置或介质可以使用多个已知的存储装置中的任何存储装置来实施，诸如PROM(可编程只读存储器)、EPROM(电可编程只读存储器)、EEPROM(电可擦除可编程只读存储器)、闪存或能够存储数据的任何其它电、磁、光学或其组合的存储装置，这些数据中的一些代表由控制器使用以控制发动机或车辆的可执行指令。
控制器经由输入/输出(I/O)接口与多个发动机/车辆传感器和致动器通信，所述输入/输出(I/O)接口可以实现为提供各种原始数据或信号调节、处理和/或转换、短路保护等的单个集成接口。或者，在将特定信号提供至CPU之前，一个或更多个专用硬件或固件芯片可以用于调节和处理所述特定信号。如图1中的代表性实施例总体上示出的，控制器50可以将信号发送到发动机14、分离离合器26、M/G 18、起步离合器34、变速器齿轮箱24和电力电子器件56和/或从它们接收信号。尽管未明确说明，但是本领域的普通技术人员将识别出在上述每个子系统内可由控制器50控制的各种功能或组件。可使用通过控制器执行的控制逻辑直接或间接致动的参数、系统和/或组件的代表性示例包括燃料喷射正时、速率和持续时间、节气门位置、火花塞点火正时(针对火花点火式发动机)、进气门/排气门正时和持续时间、诸如交流发电机的前端附件驱动(FEAD)组件、空调压缩机、电池充电、再生制动、M/G运转、用于分离离合器26和起步离合器34的离合器压力以及变速器齿轮箱24等。例如，通过I/O接口传输输入的传感器可以用于指示涡轮增压器增压压力、曲轴位置(PIP)、发动机转速(RPM)、车轮转速(WS1、WS2)、车速(VSS)、冷却剂温度(ECT)、进气歧管压力(MAP)、加速踏板位置(PPS)、点火开关位置(IGN)、节气门位置(TP)、空气温度(TMP)、排气氧(EGO)或其它排气成分浓度或存在度、进气流量(MAF)、变速器的挡位、传动比或模式、变速器油温(TOT)、传动涡轮转速(TS)、变矩器旁通离合器34的状态(TCC)、减速或换挡模式(MDE)。
可以通过一个或更多个附图中的流程图或类似图表来表示通过控制器50执行的控制逻辑或功能。这些附图提供可以使用一个或更多个处理策略(诸如事件驱动、中断驱动、多任务、多线程等)来实现的代表性控制策略和/或逻辑。因此，示出的多个步骤或功能可以以示出的序列执行、并行执行或在某些情况下有所省略。尽管没有总是明确地说明，但是本领域内的普通技术人员将认识到根据使用的特定处理策略可以重复执行说明的步骤或功能中的一个或更多个。类似地，处理顺序对于实现在此描述的特征和优点并非是必需的，而是为了便于说明和描述而提供。控制逻辑可以主要在通过基于微处理器的车辆、发动机和/或动力传动系统控制器(诸如控制器50)执行的软件中实现。当然，根据特定应用，可以在一个或更多个控制器中的软件、硬件或者软件和硬件的组合中实现控制逻辑。当在软件中实现时，控制逻辑可以设置在存储了代表通过计算机执行以控制车辆或其子系统的代码或指令的数据的一个或更多个计算机可读存储装置或介质中。计算机可读存储装置或介质可以包括利用电、磁和/或光学存储器来保持可执行指令和关联的校准信息、操作变量等的多个已知物理装置中的一个或更多个。
车辆驾驶员使用加速踏板52来提供需求的扭矩、动力或驱动命令以推进车辆。通常，踩下和松开踏板52产生加速踏板位置信号，该加速踏板位置信号可分别被控制器50解读为增加动力或减小动力的需求。至少基于来自踏板的输入，控制器50命令来自发动机14和/或M/G 18的扭矩。控制器50还控制齿轮箱24内的换挡正时以及分离离合器26和变矩器旁通离合器34的接合或分离。与分离离合器26类似，可在接合位置和分离位置之间的范围内调节变矩器旁通离合器34。除了由泵轮和涡轮之间的液力耦合产生的可变打滑之外，这也在变矩器22中产生可变打滑。或者，根据特定应用，变矩器旁通离合器34可以操作为锁止或断开而不使用调节的操作模式。
为了利用发动机14驱动车辆，分离离合器26至少部分地接合以将发动机扭矩的至少一部分通过分离离合器26传递至M/G 18然后从M/G 18传递通过变矩器22和齿轮箱24。当发动机14单独提供推进车辆所必需的扭矩时，该运转模式可称为“发动机模式”、“纯发动机模式”或“机械模式”。
M/G 18可以通过提供额外动力来使轴30转动而辅助发动机14。该运转模式可称为“混合动力模式”、“发动机-马达模式”或“电动辅助模式”。
为了使用M/G 18作为唯一动力源来驱动车辆，除了分离离合器26将发动机14与动力传动系统12的其余部分隔离之外，动力流保持不变。在这段时间期间可以禁用发动机14中的燃烧或者以其它方式关闭发动机14以节省燃料。牵引电池20通过线路54将储存的电能传输至可包括例如逆变器的电力电子器件56。电力电子器件56将来自电池20的DC电压转换成供M/G 18使用的AC电压。控制器50命令电力电子器件56将来自电池20的电压转换为提供给M/G 18的AC电压，以将正扭矩或负扭矩提供到轴30。该运转模式可以称为“纯电动模式”、“EV(电动车辆)模式”或“马达模式”。
在任意运转模式中，M/G 18可用作马达并为动力传动系统12提供驱动力。可选地，M/G 18可用作发电机并将来自动力传动系统12的动能转换成电能而储存在电池20中。例如，当发动机14正为车辆10提供推进动力时，M/G 18可用作发电机。M/G 18还可在再生制动期间用作发电机，在再生制动中，来自旋转车轮42的旋转能量经齿轮箱24回传并被转换为电能而储存在电池20中。
应理解的是，图1中示出的示意图仅仅是示例性的并不意味着限制。可以考虑利用发动机和马达两者的选择性接合以通过变速器进行传递的其它配置。例如，M/G 18可以相对于曲轴28偏移，和/或M/G 18可设置在变矩器22和齿轮箱24之间。在不脱离本公开的范围的情况下，可以考虑其它配置。
图2示出了混合动力电动车辆的MHT逆变器系统控制器(ISC)的系统图200的实施例。在典型运转期间，高电压(HV)电池201可使其电池接触器203闭合。电池201可向逆变器系统控制器(ISC)供电，该ISC可包括(例如)ISC的六个绝缘栅双极型晶体管(IGBT)209。可利用电容器207储存来自HV电池201的电荷，以向ISC供电。
在电池接触器203闭合时，HV DC电压可等于电池201的电压。马达211可由马达控制单元(MCU)控制，以根据车辆水平需求输出期望的扭矩。在这种系统中，由于马达驱动器逆变器和其它HV负载213通过电池接触器203直接连接到HV电池201，因此可不需要DC-Link电压控制回路。其它HV负载可包括压缩机或DC-DC转换器。
如果电池接触器203无意中断开(例如，因电池单元故障、接触器故障或高电压DC连接器接触不良等)，则HV DC电路脱离HV电池201。在这种情况下，HV DC电路可基于马达211的运转模式而充电或放电。如果马达运行在再生模式下，则从马达侧流至DC侧的功率流和DC-Link电压可非常快速地增大。在电压从正常值(例如，小于或等于411V)增大到保护阈值(例如，480V)时，这可使ISC过电压保护跳闸，并且ISC的全部IGBT选通(gating)将被强制变为“OFF”。此后，可由马达的反EMF确定HV DC电压，该反EMF可与马达转速成比例。当从马达侧看HV DC电路时，逆变器桥可充当三相二极管整流器。如果马达以高转速运行，则HV DC电压可充电至最高680V，这有可能增大电压负荷甚至损坏ISC或连接到HV DC总线的任何其它HV负载。
当马达以高转速运转在再生模式下并且电池接触器无意中断开时，HV DC可从正常DC电压(小于或等于411V)充电到过电压保护阈值(例如，480V)。此外，电池接触器无意中变为断开可引起触发和关断每个IGBT 209的过电压故障。在另一情况下，电池接触器无意中变为闭合可使逆变器桥变为三相二极管整流器，并且HV DC总线可由高速转动的马达的反EMF进一步充电至高电位(例如，680V)。此外，在电池接触器无意中断开期间，连接到HVDC总线的ISC或任何其它HV负载将经受高电压负荷或者甚至可能被损坏。
图3示出了利用DC电压钳制控制的马达控制方法的实施例。从与车辆组件(包括混合动力车辆或电动车辆的马达)交互的车辆系统控制器输入扭矩命令(Cmd)301。此外，来自旋转变压器的标准化转速303被输出到电流命令生成器(CCG)309。CCG 309可接收扭矩命令301，并可输出基准正交电流值315和基准直流电流值313。在DC电压钳制控制块(CCB)处，由于DC钳制产生的电压Vdc_clampingvalue305和反馈电压Vdc_fbk307被输出到DC电压钳制控制器311。可从高电压DC电容器207接收反馈电压307。
钳制控制块(CCB)被输入HV DC电压反馈Vdc_fbk307和预设的DC钳制电压基准Vdc_clampingvalue305(例如，480V)。继而，CCB可输出诸如DC基准正交电流Iqref_dcreg321的基准电流。通过将原始正交电流Iqref315与基准电流(例如，Iqref_dcreg321)相加，CCB输出可用于修改根据原始正交电流Iqref315的q轴基准电流。如图4(A)和图4(B)更详细示出的，两个实施例示出了CCB的多种实施方法。图4(A)和图4(B)中的每个方法可由DC电压调节器(G(s))实施，所述DC电压调节器(G(s))可以是简单的比例调节器(Kp)或利用包括校准查找表的微处理器或其它类型处理器(例如，数字信号处理器等)的校准查找表。
在高电位，CCB将对高电压(HV)DC电压反馈Vdc_fbk307与预设的DC钳制电压基准Vdc_clampingvalue305(例如，480V)进行比较。Vdc_clampingvalue305可以是由系统控制器确定的基准值，Vdc_fbk307可以是来自HV DC电容器207的反馈。如果HV DC电压低于DC钳制电压基准305，则CCB输出Iqref_dcreg321可为零并可指示将不会对马达控制算法造成影响。然而，如果DC反馈高于电压钳制基准，则CCB将激活，这将使功率流逆转，将马达从再生模式改变为马达驱动模式，以减小/释放HV DC电压。这可通过将调节输出Iqref_dcreg321与原始Iqref315相加来实现。CCB输出还可被添加到取代Iqref315的扭矩命令。当HV DC电压高于钳制电压基准时，CCB将通过调节功率流(通过修改扭矩命令或扭矩电流Iqref315)来控制/钳制DC电压。
电流调节回路323可接收反馈电流Iqfbk319与基准电流(例如，将Iqref315与基准电流(例如，Iqref_dcreg321)相加)之间的差。电流调节回路323可被配置为对从CCB和CCG 319输入的电流值进行整流，从而为DC电压(Vd)325和正交电压(Vq)327两者输出较高或较低的电压值。DC电压325和正交电压327可输入到电压调制器329。电压调制器329可利用来自DC电压325和正交电压327的值而向与马达211通信的绝缘栅双极型晶体管(IGBT)209输出选通信号331。电压调制器329可根据输入电压命令Vd325和Vq327输出选通信号，以使IGBT 209导通/截止，上述处理可通过不同的调制方法(例如，脉冲宽度调制(PWM)、六步(six step，SS))来实现。
图4A示出了利用电压调节器的电压钳制控制块的实施例。将基于DC电容器207的电压反馈而输入HV DC电压反馈Vdc_fbk307。将基于预设值输入预设的DC钳制电压基准Vdc_clampingvalue305。Vdc_clampingvalue305可以是用于减小DC电容器207的电压反馈的定义值。例如，所述定义值可以为480V。可将电压反馈Vdc_fbk307和预设的DC钳制电压基准Vdc_clampingvalue305两者都输入到电压限制器405。可利用电压限制器来限制从钳制控制块输入的电压反馈307和基准电压值305。
电压限制器405可输出限制的电压Vdcreg_error407，限制的电压Vdcreg_error407将被输入到电压调节器409。该限制的电压可用于限制反馈电压307与基准电压305之间的差。在所述差超过阈值时，电压限制器405可用于对所述差落入预定范围内或低于预定范围进行确认。电压调节器可用于将期望的设置点与测量的过程变量之间的差计算为误差值。电压调节器409可用于通过调节控制变量，使所述误差(包括随着时间的误差)最小化。电压调节器409可以是比例-积分-微分控制器或其它控制回路反馈机制。随后，电压调节器409可输出调节的电流Iqref_dcreg321。如图3所示，在电流调节回路中进一步结合其它电流值利用所述调节的电流。
图4B示出了利用电压查找表的电压钳制控制块的实施例。将基于DC电容器207的电压反馈来输入HV DC电压反馈Vdc_fbk307。可将电压反馈Vdc_fbk307和预设的DC钳制电压基准Vdc_clampingvalue305两者都输入到电压限制器405。在所述差超过阈值时，电压限制器405可用来对所述差落在预定范围以内进行确认。
电压限制器405可输出限制电压Vdcreg_error407，限制电压Vdcreg_error407将与存储在一个或更多个控制器上的查找表413一起被利用。查找表413可用来相对于限制电压而确定相对应的调节基准电流Iqref_dcreg321。查找表413可将基准电流值映射到限制的误差电压值。如图3所示，随后钳制控制块将利用从查找表413获得的映射的电流值输出调节的电流。
图5A公开了未利用钳制控制块的仿真结果的示例。如图所示，当电池电路在0.2s时导通时，可在不利用CCB的情况下将HV DC充电到过电压保护阈值(例如，680V以上)。
图5B公开了利用上面公开的钳制控制块的仿真结果的示例。当电池电路在0.2s时导通时，钳制控制块激活并将HV DC电压钳制到预设的DC钳制电压基准(在图5B中示出预设为450V)。可将可反映电压过冲的最大电压设置为550V(或另一电压)，但过电压故障将不被触发。
在此公开的处理、方法或算法可被传送到处理装置、控制器或计算机，或者通过处理装置、控制器或计算机来实现，其中，所述处理装置、控制器或计算机可包括任何现有的可编程电子控制单元或专用电子控制单元。类似地，所述处理、方法或算法可以以多种形式被存储为可由控制器或计算机执行的数据和指令，所述多种形式包括但不限于：信息被永久存储在非可写存储介质(诸如，ROM装置)上以及信息被可变地存储在可写存储介质(诸如，软盘、磁带、CD、RAM装置以及其它磁性介质和光学介质)上。所述处理、方法或算法也可被实现为软件可执行对象。可选地，可使用合适的硬件组件(诸如，专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或者其它硬件组件或装置)或者硬件、软件和固件组件的组合来整体地或部分地实现所述处理、方法或算法。
虽然上文描述了示例性实施例，但是并不意味着这些实施例描述了权利要求所包含的所有可能的形式。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，在不脱离本公开的精神和范围的情况下可以做出各种改变。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明确描述或示出的进一步的实施例。虽然关于一个或更多个期望特性，多个实施例可能已被描述为提供优点或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，一个或更多个特征或特性可被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、耐用性、生命周期成本、可销售性、外观、包装、尺寸、可维护性、重量、可制造性、易装配性等。因此，就任何实施例被描述为在一个或更多个特性方面不如其它实施例或现有技术的实施方式的程度而言，这些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)

1.一种混合动力车辆中的车辆系统，包括：
控制器，被配置为：接收限定阈值电压值的基准电压和限定车辆马达逆变器的直流(DC)电容器的DC电压的反馈电压，并响应于所述反馈电压与所述基准电压之间的差超过阈值而通过至少一个电压限制器产生用于输出的基准电流，以防止DC电容器的电压尖峰。
2.如权利要求1所述的车辆系统，其中，所述控制器还被配置为：通过调节器和电压限制器产生用于输出的基准电流。
3.如权利要求2所述的车辆系统，其中，所述电压限制器根据所述差输出限制的误差电压，并且其中，所述限制的误差电压限定调节的电压。
4.如权利要求3所述的车辆系统，其中，所述差和所述限制的误差电压相等。
5.如权利要求2所述的车辆系统，其中，所述电压调节器是比例-积分-微分控制器。
6.如权利要求1所述的车辆系统，其中，所述控制器还被配置为：通过查找表和电压限制器产生用于输出的基准电流。
7.如权利要求6所述的车辆系统，其中，所述查找表将基准电流值映射到限制的误差电压值。
8.如权利要求1所述的车辆系统，其中，所述控制器还被配置为：向电流调节回路输出基准电流。
9.一种混合动力车辆中的车辆系统，包括：
控制器，被配置为：响应于通过直流(DC)电压钳制控制块接收到基准电流而产生用于向DC电容器输出的调制的电压，以防止DC电容器的电压尖峰，其中，所述DC电压钳制控制块被配置为：响应于反馈电压与基准电压之间的差超过阈值而输出基准电流。
10.如权利要求9所述的车辆系统，其中，所述控制器还被配置为：通过被配置为对所述差进行整流的电流调节回路产生用于输出的调制的电压。
11.如权利要求10所述的车辆系统，其中，所述电流调节回路被配置为：输出直流电压和正交电压。
12.如权利要求9所述的车辆系统，其中，所述控制器还被配置为：通过电压调制器产生用于输出的调制的电压。
13.如权利要求9所述的车辆系统，其中，响应于所述反馈电压与所述基准电压之间的差超过阈值，所述DC电压钳制控制块利用电压限制器输出基准电流，以防止DC电容器的电压尖峰。
14.如权利要求9所述的车辆系统，其中，所述DC电压钳制控制块还被配置为：通过查找表与电压限制器产生用于输出的基准电流。
15.如权利要求14所述的车辆系统，其中，所述查找表将基准电流值映射到限制的误差电压值。
16.如权利要求9所述的车辆系统，其中，所述控制器还被配置为：通过电压调制块产生用于输出的调制的电压，所述电压调制块被配置为对DC电压和正交电压进行调制。
17.一种混合动力车辆的方法，包括：
接收限定阈值电压值的基准电压和限定车辆马达逆变器的直流(DC)电容器的DC电压的反馈电压；
响应于所述反馈电压与所述基准电压之间的差超过阈值而通过至少一个电压限制器产生用于输出的基准电流，以防止DC电容器的电压尖峰。
18.如权利要求17所述的方法，其中，产生用于输出的基准电流是通过调节器和电压限制器执行的。
19.如权利要求17所述的方法，其中，所述方法还包括以下步骤：根据所述差而通过电压限制器输出限制的误差电压，并且其中，所述限制的误差电压限定调节的电压。
20.如权利要求19所述的方法，其中，所述差和限制的误差电压相等。
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