CN111907347B - 电动车辆推进系统中的故障处理系统和方法 - Google Patents

电动车辆推进系统中的故障处理系统和方法 Download PDF

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CN111907347B
CN111907347B CN202010367605.XA CN202010367605A CN111907347B CN 111907347 B CN111907347 B CN 111907347B CN 202010367605 A CN202010367605 A CN 202010367605A CN 111907347 B CN111907347 B CN 111907347B
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phase
voltage battery
inverter
voltage
phase system
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CN111907347A (zh
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R·埃里克松
N·西迪罗普洛斯
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Volvo Car Corp
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Volvo Car Corp
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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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • 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
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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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
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    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
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    • B60L3/0038—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to sensors
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    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
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    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
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    • 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
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    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • 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
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    • H02P29/028—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the motor continuing operation despite the fault condition, e.g. eliminating, compensating for or remedying the fault
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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Ac Motors In General (AREA)

Abstract

用于电动车辆的推进系统(100、200、300、400)，包括高压电池单元(102)和一个或多个电源逆变器(105、106、302、502)，高压电池单元具有与第二高压电池串联连接的第一高压电池，第一高压电池和第二高压电池也称为第一高压电池组和第二高压电池组，所述一个或多个电源逆变器布置为将所述电池组连接到一个或多个电机(202、304、402、504)。所述一个或多个电源逆变器和所述一个或多个电机配置为形成第一三相系统和第二三相系统。所描述的架构结合了双电池组、和双和/或多相逆变器和电机，其能够提供增强的冗余和跛行回家功能，使得如果在逆变器和/或电机中发生故障或错误，有故障三相系统能够以安全状态模式进行操作。

Description

电动车辆推进系统中的故障处理系统和方法
技术领域
本公开涉及电动车辆推进系统中的故障处理系统和方法。
背景技术
电动车辆通常涉及具有存储能量的电池或电池单元的车辆，其中电池设计为提供电力以推进和加速车辆以及还向车辆中使用的电力系统提供电力。在驱动电动车辆时所存储的能量被消耗，并且电池需要通过连接到外部电源来再充电以补充所存储能量的水平。
由于现有充电基础设施具有不同性能的充电站，已经发现能够使用不同的充电电压(诸如400V和800V)对车辆充电是有利的。此外，存在用于在400V或800V工作的推进系统。鉴于上述情况，存在对能够接收400V和800V这两种充电电压的电动车辆推进系统的持续发展。
在电动车辆的推进系统中，必须以如下方式处理诸如电机中或逆变器(inverter)中的传感器故障的错误和故障：即使功能和性能降低，例如在所谓的跛行回家模式(limphome mode)中，直到驾驶员可以将车辆带到安全位置或工场，车辆都仍然能够运行。此外，如果发生故障时车辆速度是高的，那么重要的是，出故障的系统可以维持安全状态的时间足够长，以使车辆速度降低到足够低以能够退出安全状态模式的水平，并且在跛行回家模式下驾驶车辆更长的时间，或者使驾驶员能够安全地将车辆驾驶到工场。
考虑到上述情况，存在对能够接收400V和800V这两种充电电压的电动车辆的推进系统的持续发展。然而，能够处理400V和800V两者的推进系统架构的开发面临挑战，也提供了如何实现所需的故障处理功能的新机会。
因此，存在对于允许安全状态和跛行回家操作的电动车辆的推进系统中的故障处理进一步改进的空间。
发明内容
一般而言，本文所公开的主题涉及用于电动车辆的推进系统以及双电池宝(dualbattery bank，也可称为双电池组)推进系统中的故障处理。该系统包括高压电池单元以及被布置为将电池宝连接到一个或多个电机的一个或多个电源逆变器(power inverters)，所述高压电池单元包括第一高压电池，第一高压电池与第二高压电池串联连接，所述第一高压电池和第二高压电池也可以被称为第一电池宝和第二电池宝。所述一个或多个电源逆变器和所述一个或多个电机被共同配置为形成第一和第二三相系统。
本发明基于以下认识：在逆变器和/或电机中发生故障或错误的情况下，结合了双电池宝和双和/或多相逆变器和电机的架构能够提供增强的冗余和跛行回家功能，使得可以在安全状态模式下操作有故障三相系统。当在逆变器和/或电机中发生故障或错误时使用的两种安全状态模式被称为安全脉冲停止(safe pulse-off)模式和主动短路(activeshort-circuit)模式。
所述安全脉冲停止是这样一种安全状态模式，即逆变器晶体管保持在断开状态，晶体管的切换被停止，并且不再控制关于电机的电压、电流和相位角度。只要电机中的反电动势(back-EMF,back electromotive force)低于经由逆变器施加反电动势的电池的相应DC电压，就可以使用安全脉冲停止模式。AC反电动势电压与DC电压之间的关系包括当电力在逆变器中从DC转变到AC(反之亦然)时发生的电压降。电压降的幅值根据逆变器中使用的调制技术而变化。
主动短路是这样一种安全状态模式，即可以通过使每个相脚中的下部逆变器晶体管处于导通状态，停止所述晶体管的切换以及电流和电压在闭合的短路回路中在逆变器的相和电机的相之间循环来实现。所述主动短路模式能够因此也用于比所述高压电池的相应DC电压更高的反电动势。但是，这也意味着，所述逆变器的部件和所述电机的部件必须能够在使用该安全状态模式的时间内管理主动短路电流水平。此外，由于电机中的磁路而产生制动力矩。该制动扭矩可能影响车辆的安全性，并因此必须不超过特定的制动扭矩阈值水平，以避免过度和不安全的速度迟滞。
电机的反电动势，有时被称为反向电动势(counter-electromotive force)，是磁通常数和电机的转速的函数或幂(power)，电机的转速又与车辆速度成比例。只要电池的相应的DC电压未被反电动势超过，则没有电流将充电回到所述高压电池，并且因此没有过度充电或电池接触器断开(battery contactor)的风险。然而，在反电动势高于电池的相应的DC电压的情况下，电流将通过反并联二极管(anti-parallel diodes)流向DC链(DC link)并以不受控的方式对电池充电。因此，可以使用安全脉冲停止模式而没有任何电流回输到DC电路中直到达到电机的某个旋转速度。在所述反电动势高于相应的DC电池电压的情形中，相反地，优选使用所述主动短路模式。
所描述的推进系统还包括推进系统控制单元，其配置为检测第一三相系统或第二三相系统中的故障，其中如果所述有故障三相系统的反电动势高于所述电池的相应DC工作电压，则包含被检测到故障的相的三相系统的逆变器被配置为以主动短路模式进行操作，并且如果有故障三相系统的反电动势低于所述高压电池单元的相应DC工作电压，则以安全脉冲停止模式进行操作。
因此，借助于所描述的包括双电池宝(或称双电池组)的系统架构，与在单组电池系统中相比，能够在更高的车辆速度时执行安全脉冲停止，因为反电动势可能与第一高压电池和第二高压电池的组合电压一样高，即与包括串联布置的第一高压电池和第二高压电池的高压电池单元的标称工作电压一样高。对于甚至更高的反电动势，所述主动短路模式可以被用作安全状态模式，而所述无故障三相系统提供车辆的跛行回家功能。由此，安全脉冲停止和主动短路功能两者可得以改善或避免，并且因此可以实现增强的冗余和跛行回家功能。
根据示例性实施例，第一高压电池和第二高压电池的各自工作电压可以是400V，这意味着可以针对高达800V的反电动势执行安全脉冲停止，而800V则是高压电池单元的标称工作电压。
当研究所附权利要求和以下描述时，本公开的实施例的更多特征和优点将变得显而易见。本领域技术人员认识到，在不脱离本发明的范围的情况下，可以组合本发明的不同特征以创建除下面描述的那些实施例之外的实施例。
附图说明
图1示意性地示出了根据本发明的一个实施例的推进系统；
图2示意性地示出了根据本发明的一个实施例的推进系统；
图3示意性地示出了根据本发明的一个实施例的推进系统；
图4示意性地示出了根据本发明的一个实施例的推进系统；
图5是根据本发明实施例的推进系统的控制方法的步骤的示意性地概述的流程图；和
图6是根据本发明实施例的推进系统的控制方法的步骤的示意性概述的流程图。
具体实施方式
在本详细说明中，描述了根据本发明的推进系统和用于控制推进系统的方法的各种实施例。然而，本发明可以以许多不同的形式来实施，并且不应当被解释为限于本文所阐述的实施例；相反，提供这些实施例是为了彻底性和完整性，并且将本发明的范围完全传达给技术人员。在全文中，相同的附图标记指代相同的要素。
图1示意性地示出了根据本发明的一个实施例的推进系统100。推进系统100包括高压电池单元102，高压电池单元102具有与第二高压电池104串联连接的第一高压电池103，使得高压电池单元102的标称工作电压是第一高压电池103的电压和第二高压电池104的电压的总和。第一高压电池103和第二高压电池104也可被称为电池宝(battery banks，或电池组)103、104。
图1所示的系统100还包括连接到双绕组三相电机202的三相的第一组204的第一三相电源逆变器105和连接到双绕组三相电机202的三相的第二组206的第二三相电源逆变器106。第一三相系统在这里由第一三相电源逆变器105和双绕组三相电机202的三相的第一组204形成，并且第二三相系统由第二三相电源逆变器106和双绕组三相电机202的三相的第二组206形成。
该系统还包括推进系统控制单元(未示出)，其配置为检测所述第一或第二三相系统中的故障，其中包含被检测到故障的相的三相系统的逆变器被配置为以安全状态模式操作。
如果有故障三相系统的反电动势(back-EMF)低于或等于高压电池单元的工作电压，则推进系统控制单元被配置为控制所述有故障三相系统的逆变器以在安全脉冲停止模式操作，其中所述逆变器的晶体管处于断开状态并且所述晶体管的切换被停止。在安全脉冲停止模式中，有故障三相系统中的电源逆变器的晶体管保持在断开状态，并且停止所述晶体管的切换。可以认为对于三相系统的大多数故障，逆变器晶体管能保留在断开状态，并且能停止晶体管的切换。故障的示例包括电机中的旋转变压器(resolver)故障、逆变器中的电流传感器故障、和逆变器中或电机中的温度传感器故障。所述第一和第二三相系统中已经被检测到故障的那个将被称为有故障三相系统，并且另一三相系统将被称为无故障三相系统。因此，即使在例如电机的相位中检测到故障，包含故障相位的整个三相系统将被视为有故障的。
如果所述有故障三相系统的反电动势，back-EMF，高于所述高压电池单元的工作电压，则所述推进系统控制单元配置为控制所述有故障三相系统的逆变器以在主动短路模式下操作，其中所述逆变器的晶体管保持在闭合状态，所述晶体管的切换被停止，并且电流和电压在无故障三相系统的逆变器与电机之间在闭合的短路回路中循环。
由于所述主动短路模式在逆变器与电机之间的闭合回路中引入了短路电流，并且还在电机中引入了制动力，因此期望在最大程度上使用安全脉冲停止模式。在所描述的架构中，有可能利用安全脉冲停止模式直到达到对应于高压电池单元的工作电压的反电动势，例如800V。由于反电动势是电机的速度的线性函数，这意味着安全脉冲停止模式可以在更高的车辆速度时使用。如果车辆速度过高，导致反电动势高于高压电池单元的工作电压，则不能使用所述安全脉冲停止模式，而是使用所述主动短路模式。于是优选使用所述主动短路模式，直到车辆速度充分降低以适于使用安全脉冲关闭模式。因此，当车辆速度降低以使得所述反电动势降低到等于或低于所述高压电池单元的工作电压时，存在从所述主动短路模式到所述安全脉冲停止模式的转变。
如果电机中的反电动势减小，则可以减小主动短路电流和制动扭矩。因此，通过引入在有故障系统中减少反电动势例如通过从无故障系统中引入磁场减弱来减少反电动势的构思，在有故障系统中可以减少主动短路电流和制动扭矩。因为短路电流所流经的受影响部件将具有关于它们电流能力的更高设计裕度，因此这能使所述系统在主动短路模式下运行更长的时间。通过来自无故障并联系统的磁场减弱来减少反电动势并且因而减少主动短路的另一个潜在益处是，由于可以允许设计有更高的反电动势，电机在性能和效率方面能得到更好的优化。除了反电动势以外，影响主动短路电流和制动扭矩的其他参数是电机的电感和电阻。
由于与例如400V系统的单电池宝(本文中也称单电池组)系统中相比，所述电源逆变器可以被配置为在更高的电压(例如800V)下工作，当在包括单个电源逆变器的所述系统的实施例中使用主动短路时，也存在损害逆变器部件的较低风险。在包括双逆变器的实施例中，每个转换器可以被配置为在400V下操作并且被连接到高压电池，在这种情况下，与反电动势进行比较的相应DC电压是一个电池组的电压，例如400V。类似地，在包括被配置为提供与高压电池单元的工作电压相应的DC电压(例如800V)的一个逆变器的实施例中，允许更高的反电动势。然而，在包括两个逆变器的实施例中，也可以提供能够处理高压电池单元的电压(例如800V)的双逆变器。
根据本发明的示例性实施例，所述无故障三相系统被配置为在车辆的跛行回家模式中提供车辆推进和/或再生制动。因此，由于无故障三相系统(此处为400V系统)仍可用于操作车辆，因此改善了跛行回家功能。
在以下示例中，第一和第二高压电池103，104的标称工作电压取为400V。这意味着在任何给定时间点实际工作电压可以稍微高于或低于标称工作电压，这取决于例如电池的荷电状态和其他工况。因此，高压电池单元102的标称工作电压在这里是800V。
由于反电动势(其被定义为电压)与电机的转速成正比，而电机的转速又与车辆速度成比例，因此更高的允许的反电动势意味着可以在更高的车辆速度时进入安全脉冲停止模式。此外，作为由所描述的包括第一和第二三相系统的推进系统100所提供的冗余的结果，车辆能进入所谓的跛行回家模式(limp home mode)，在跛行回家模式中，车辆由无故障三相系统操作。
反电动势的最大幅值由所使用的电机的特性、特别是电机的功率决定。根据本发明的各种实施例，所述系统可以设计成使得推进系统的有故障的子系统，即，第一三相系统或第二三相系统，能够对于车辆速度的整个可允许范围以安全脉冲停止模式操作。在操作中，反电动势可以被确定为电机的速度和磁通量常数的乘积，其中电机的速度可以通过测量转子位置来确定。
根据所使用的系统配置，所使用的一个或多个电源逆变器中的晶体管部件的尺寸可以被设定为承受当切换到最高DC总线电压时发生的电压瞬态水平，在该示例中高达800V。依据电机202是在发电机模式下工作还是在电动机模式下工作，这允许来自无故障的三相系统的电流从电机202通过无故障的逆变器，流到高压电池单元102，反之亦然。因此，一个或多个电源逆变器中的每一个可以被配置为在对应于高压电池单元102的标称工作电压的电压下操作。在正常操作期间(即当两个三相系统都是无故障的时)，在切换期间将存在高于DC工作电压电平的电压瞬变。因此，额定为1200V的逆变器晶体管优选用于800V应用。瞬变将出现在峰值扭矩和场减弱速度区域中。在安全模式操作期间，将不存在有故障三相系统的切换瞬变，因为其已停止切换，而正常操作的三相系统将照常经历瞬变。
推进系统控制单元可以是单独的控制单元，或者推进系统控制单元的功能可以由若干不同的控制单元提供。每个电源逆变器可以例如包括能够检测所描述的三相系统中的任一个中的故障并且控制推进系统在如上所述的安全脉冲停止模式下操作的控制单元。
此外，控制单元可包括微处理器、微控制器、可编程的数字信号处理器或另一可编程装置。控制单元可以还包括或替代地包括专用集成电路、可编程门阵列或可编程阵列逻辑电路、可编程逻辑器件或数字信号处理器。在控制单元包括诸如上述微处理器、微控制器或可编程数字信号处理器的可编程器件的情况下，处理器可以进一步包括用以控制可编程器件的操作的计算机可执行代码。控制单元可以例如是通用电控单元(electric controlunit,ECU)或一个或多个专用控制单元。
因此，所要求保护的用于控制车辆推进系统的方法可以由各种所述部件的控制单元来执行，例如在协调推进系统控制单元的控制下或由一个或多个通用车辆电子控制单元(ECU)执行。
根据本发明的一个示例性实施例，推进系统控制单元被配置为控制第一和第二三相系统中的无故障三相系统，以提供磁场减弱电流控制来减小有故障三相系统中的磁场。通过控制电机中的D-轴电流和Q-轴电流来实现磁场减弱。电流控制例如由电源逆变器中的电机芯部软件(motor core software)来完成。D-轴电流在负方向上增加以减小机器中的磁通量(因此称为磁场减弱)。正Q-轴电流同时减小。通过使用无故障系统中的磁场减弱，减少了有故障系统的短路电流和制动扭矩，这又减小了反电动势，从而允许推进系统在与没有使用磁场减弱的情形相比更高的车辆速度下使用安全脉冲停止模式，这意味着可以避免使用主动短路模式。
图示的推进系统100还包括多个负载110、112、114，这些负载在这里被布置为由第一高压电池103供电。应当注意的是，负载同样也可以由第二高压电池104供电。通过将负载连接到400V电池宝103、104中的一个，常规的400V部件也可以在800V推进系统中使用，以便使与400V系统共同的特征最大化，从而降低800V系统100的成本和复杂性，特别有利于从400V到800V系统架构的转变。负载110、112、114可以例如是在400V下操作的部件，诸如在加热器、气候控制系统等处，或者负载可以是将400V电压向下转换以向48V系统和/或12V系统提供电力的DC/DC转换器。
此外，系统100包括被连接到DC充电入口117的开关116，开关116被配置为基于从DC充电入口117接收的电压的幅值，将DC充电入口117连接到第一高压电池103或高压电池单元102。因此，车辆可由使用400V或800V输入电压的外部充电单元充电。
图2示意性地示出了根据本发明的一个示例性实施例的推进系统200。该系统包括连接到六相电机304的六相电源逆变器302，其中第一三相系统由六相电源逆变器302的第一组三相306和六相电机304的对应第一组三相306形成，并且第二三相系统由六相电源逆变器302的第二组三相308和六相电机304的对应第二组三相308形成。
六相电源逆变器302被配置为提供两种不同的电压，例如，400V和800V，以便能够对第一高压电池103和第二高压电池104两者以及高压电池单元102充电。图2的系统的操作类似于上面参考图1所示的系统所描述的内容。被配置为在800V操作的电源逆变器302可以优选地被额定为1200V，这意味着其能够处理比可以额定为例如700V的400V逆变器更高的反电动势。
图3示意性地示出了根据本发明的一个示例性实施例的推进系统300。推进系统300包括连接到六相电机402的第一组三相406的第一三相逆变器105和连接到六相电机402的第二组三相408的第二三相逆变器106，其中，第一三相系统由第一三相电源逆变器105和六相电机402的第一组三相406形成，并且第二三相系统由第二三相电源逆变器106和六相电机402的第二组三相408形成。图3的系统的操作3类似于上面参考图1-2所示的系统所描述的内容。
图4示意性地示出了根据本发明的一个示例性实施例的推进系统400。推进系统400包括连接到电机504的多级电源逆变器502，其中推进系统控制单元被配置为检测多级逆变器502的级中的故障并且控制多级逆变器502的无故障的级以提供车辆推进和/或再生制动。多级逆变器502可以是六相电源逆变器，并且电机可以是对应的三相或六相电机。多级逆变器502的级中的故障是指该逆变器中的两个级之间的故障。图4中的多级逆变器502可以具有3个级：0V、400V和800V。逆变器502的模块的一半包含在0V与400V之间操作的晶体管和二极管，并且它们的一半在400V与800V之间。如果连接到第一电池宝的在0-400V之间工作的模块中发生故障，则连接到第二电池宝的在400与800V之间工作的其它模块仍然可以操作车辆，但是与当所有模块都操作相比具有降低的性能，例如在跛行回家模式中时。图4的系统的进一步操作类似于上面参考图1-3所示的系统所描述的内容。
图5是概述根据本发明实施例的方法的一般步骤的流程图。该方法包括由推进系统控制单元检测S1第一三相系统或第二三相系统中的故障；和以安全状态模式操作S2所述第一三相系统和第二三相系统。所述安全状态模式可以是上述的安全脉冲停止模式或者主动短路模式。
图6是概述根据本发明实施例的方法的一般步骤的流程图。该方法包括，如果S3有故障三相系统的反电动势高于高压电池单元102的工作电压，则以主动短路模式操作S4有故障三相系统的逆变器。如果S3有故障三相系统的反电动势相反地低于或等于高压电池单元102的工作电压，则所述方法包括以安全脉冲停止模式操作S5有故障三相系统的逆变器。确定S3有故障三相系统的反电动势是否低于或高于电池电压的步骤，可以通过将所测量的反电动势与所测量的电池电压进行比较来执行。
尽管已经参考本发明的特定示例性实施例描述了本发明，但是对于本领域技术人员来说，许多不同的变更、改型等将变得显而易见。此外，应当注意的是，系统的部件可以以各种方式被省略、互换或布置，系统仍能够执行本发明的功能。
另外，根据对附图、本公开和所附权利要求的研究，在实施所要求保护的发明时，本领域技术人员可以理解并实现所公开的实施例的变型。在权利要求中，词语“包括”不排除其他元件或步骤，并且不定词“一个”或“一种”不排除复数个。在彼此不同的从属权利要求中陈述某些量度的仅仅事实并不指示这些量度的组合不能用于带来优点。

Claims (11)

1.一种用于电动车辆的推进系统(200、400)，所述系统包括：
高压电池单元(102)，其具有与第二高压电池(104)串联连接的第一高压电池(103)，使得所述高压电池单元(102)的标称工作电压是所述第一高压电池(103)的电压和所述第二高压电池(104)的电压之和；
六相电源逆变器(302、502)，其被布置成将所述高压电池单元(102)和所述第一高压电池(103)连接到六相电机(304、504)，其中所述逆变器和所述电机被配置为形成第一三相系统和第二三相系统；和
推进系统控制单元，其被配置为：
检测所述第一三相系统或所述第二三相系统的故障和以安全状态模式操作所述第一三相系统和第二三相系统，其中，如果有故障三相系统的反电动势高于所述高压电池单元的工作电压，则所述推进系统控制单元被配置为控制所述逆变器以在主动短路模式下操作所述有故障三相系统，其中所述逆变器的晶体管保持在闭合状态，所述逆变器的切换被停止并且电流和电压在有故障三相系统的逆变器与电机之间在闭合的短路回路中循环。
2.根据权利要求1所述的推进系统，其中被配置的所述推进系统控制单元进一步被配置为以跛行回家模式操作所述车辆，其中所述车辆的速度不超过阈值速度。
3.根据权利要求1或2所述的推进系统，其中如果有故障三相系统的反电动势低于或等于所述高压电池单元的工作电压，则所述推进系统控制单元被配置为控制所述逆变器以在安全脉冲停止模式下操作所述有故障三相系统，其中所述逆变器的晶体管处于断开状态并且所述晶体管的切换被停止。
4.根据权利要求1或2所述的推进系统，其中所述推进系统控制单元被配置为控制所述第一三相系统和第二三相系统的无故障三相系统以提供场减弱电流控制来减小所述有故障三相系统中的磁场。
5.根据权利要求1或2所述的推进系统，其中所述电源逆变器中的每个电源逆变器被配置为在对应于所述高压电池单元的标称工作电压的电压下操作。
6.根据权利要求1或2所述的推进系统(200)，包括连接到六相电机(304)的六相电源逆变器(302)，其中所述第一三相系统由所述六相电源逆变器的第一组三相(306)和所述六相电机(304)的对应第一组三相(306)形成，并且所述第二三相系统由所述六相电源逆变器的第二组三相(308)和所述六相电机的对应第二组三相(308)形成。
7.根据权利要求1或2所述的推进系统(400)，其中所述六相电源逆变器是连接到所述六相电机(504)的多级电源逆变器(502)，其中所述推进系统控制单元被配置为检测所述多级电源逆变器的级中的故障并且控制所述多级电源逆变器的无故障级以提供车辆推进和/或再生制动。
8.一种用于控制电动车辆的推进系统(200、400)的方法，所述电动车辆的推进系统(100、200、300、400)具有高压电池单元(102)和六相电源逆变器(302、502)，所述高压电池单元(102)具有与第二高压电池(104)串联连接的第一高压电池(103)，使得所述高压电池单元(102)的标称工作电压是所述第一高压电池(103)的电压和所述第二高压电池(104)的电压之和，所述六相电源逆变器(302、502)布置成将所述高压电池单元(102)和第一高压电池(103)连接到六相电机(304、504)，其中所述电源逆变器和所述电机被配置为形成第一三相系统和第二三相系统；
所述方法包括：
由推进系统控制单元检测(S1)所述第一三相系统或所述第二三相系统中的故障；和
以安全状态模式操作(S2)所述第一三相系统和第二三相系统，包括如果(S3)有故障三相系统的反电动势高于所述高压电池单元的工作电压，则以主动短路模式操作(S4)所述有故障三相系统，其中所述逆变器的晶体管保持在闭合状态，所述逆变器的切换被停止并且电流和电压在有故障三相系统的逆变器与电机之间在闭合的短路回路中循环。
9.根据权利要求8所述的方法，还包括以跛行回家模式操作所述车辆，其中所述车辆的速度不超过阈值速度。
10.根据权利要求8至9中任一项所述的方法，还包括，如果(S3)有故障三系统的反电动势低于或等于所述高压电池单元的工作电压，则以安全脉冲停止模式操作(S5)所述有故障三相系统的逆变器，其中所述逆变器的晶体管处于断开状态并且所述晶体管的切换被停止。
11.根据权利要求8至9中任一项所述的方法，还包括在无故障三相系统中提供场减弱电流控制以减小所述有故障三相系统中的磁场。
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