CN115107534A - 具有用于降压的功率逆变器和电动机的车辆电气系统 - Google Patents

具有用于降压的功率逆变器和电动机的车辆电气系统 Download PDF

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CN115107534A
CN115107534A CN202111525471.0A CN202111525471A CN115107534A CN 115107534 A CN115107534 A CN 115107534A CN 202111525471 A CN202111525471 A CN 202111525471A CN 115107534 A CN115107534 A CN 115107534A
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voltage
inverter
ress
motor
power inverter
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R·普拉萨德
C·S·纳姆杜里
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GM Global Technology Operations LLC
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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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    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac 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
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    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac 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 with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1584—Conversion of dc power input into dc power output without intermediate conversion into ac 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 with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load with a plurality of power processing stages connected in parallel
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    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
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    • 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
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    • 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
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    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
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Abstract

车辆电气系统的示例包括具有第一电压的可再充电能量存储系统(RESS)和电性连接至RESS的功率逆变器。该系统还包括具有多个电机绕组的电动机，其中每个电机绕组包括电性连接至功率逆变器的多相端子。电动机还包括与多相端子分开设置的中性端子。该系统还包括连接至功率逆变器和电动机的中性端子的附件负载，其中所述附件负载需要的第二电压低于所述第一电压。电流流过电机绕组以将第一电压降低到第二电压。功率逆变器被配置为在第一和第二操作状态之间循环，使得功率逆变器将第一电压降低到第二电压。

Description

具有用于降压的功率逆变器和电动机的车辆电气系统
技术领域
本发明涉及一种车辆电气系统，更具体地，涉及一种具有用于降低电池电压的功率逆变 器和电动机的车辆电气系统。
背景技术
纯电池电动车辆(BEV)的推进系统通常包括一个或多个高压多相电机，其以电动发电 机组或牵引电机的形式存在。电机向可再充电直流(DC)电池组输送电力或从其汲取电力。 通电电机可调节推进系统各个齿轮组的扭矩，以达到最佳系统效率。BEV还包括单独的 DC/DC转换器，用于降低电池组的电压以支持附件负载的低于电池组可用电压的电压。DC/DC转换器可能会增加车辆电气系统的成本、质量和体积。
推进系统通常还包括具有半导体开关的功率逆变器模块，这些半导体开关通过脉宽调制 或其他切换控制信号进行控制，以将电池输出电压转换为交流(AC)输出电压。功率逆变器 模块的交流输出电压最终传输到电机的各个相绕组。通电电机向车辆的推进系统提供扭矩或 其他驱动力。
因此，虽然现有的车辆电气系统包括DC/DC转换器以实现其预期目的，但仍需要一种新 的改进的车辆电气系统来解决这些问题。
发明内容
根据本公开的几个方面，一种车辆电气系统包括具有第一电压的可再充电能量存储系统 (RESS)和电性连接至RESS的功率逆变器。该系统还包括具有多个电机绕组的电动机，其 中每个电机绕组均包括电性连接至功率逆变器的多相端子。电机绕组还包括与多相端子分开 设置的中性端子。该系统还包括与选择性地连接至RESS或电动机的中性端子的附件负载， 其中所述附件负载所需的第二电压低于所述第一电压。电流流过电机绕组中的至少一个以将 电压从RESS的第一电压降低到附件负载的第二电压。功率逆变器被配置为在功率逆变器将 RESS连接至电动机的多个电机绕组的第一操作状态和功率逆变器断开RESS与电机绕组之 间的连接并中断输送到电机绕组的电流的第二操作状态之间循环，使得功率逆变器将RESS 的第一电压降低到附件负载的第二电压。
在一个方面，该系统还包括设置在电动机的中性端子和附件负载之间的附件负载开关。 附件负载开关被配置为在使得电流从电动机流到附件负载的闭合状态和防止电流流到附件负 载的打开状态之间转换。
在另一方面，电机绕组是多个电感器。
在另一方面，功率逆变器包括一组半导体逆变器开关，所述半导体逆变器开关被配置为 将直流电转换为交流电。
在另一方面，每个半导体逆变器开关均包括压控切换装置。
在另一方面，压控切换装置包括硅绝缘栅双极晶体管(IGBT)、碳化硅(SiC)金属氧化 物半导体场效应晶体管(MOSFET)、硅(Si)超结MOSFET、氮化镓(GaN)场效应晶体管(FET)、SiC栅结场效应晶体管(JFET)、宽带隙(WBG)或超宽带隙(UWBG)半导体功 率开关器件中的至少一种。
在另一方面，功率逆变器包括多个相臂，每个相臂均包括一对半导体逆变器开关，并且 每个相臂均连接至所述电感器中的相应一个电感器。
在另一方面，多个相臂包括第一、第二和第三相臂，并且第一、第二和第三相臂的半导 体逆变器开关中的至少一个进行脉宽调制以使得电流流过第一、第二和第三相臂中的相关联 的一个相臂。
在另一方面，该系统还包括串联在电动机的中性端子和附件负载之间的纹波电感器，其 中纹波电感器被配置为减轻电流纹波和转矩扰动。
在另一方面，附件负载开关是接触器。
根据本公开的几个方面，一种车辆电气系统包括具有第一电压的可再充电能量存储系统 (RESS)和电性连接至RESS的功率逆变器。该系统还包括具有多个电机绕组的电动机，其 中每个电机绕组均包括电性连接至功率逆变器的多相端子。电机绕组还包括与多相端子分开 设置的中性端子。该系统还包括选择性地连接至RESS或电动机的中性端子的附件负载。附 件负载所需的第二电压低于第一电压。该系统还包括控制器，所述控制器电性连接至功率逆 变器并且被配置为响应于控制器接收到用于降压操作的命令而将多个控制信号传输到功率逆 变器。功率逆变器可以设置在将RESS连接至电动机的电机绕组的第一操作状态，并且，响 应于功率逆变器从控制器接收到相关联的控制信号，功率逆变器还可以被设置在断开RESS 与电机绕组之间的连接的第二操作状态。功率逆变器被配置为在第一和第二操作状态之间循 环，使得功率逆变器和电动机将RESS的第一电压降低到附件负载的第二电压。
在一方面，该系统还包括设置在电动机的中性端子和附件负载之间的附件负载开关。附 件负载开关被配置为在使得电流从电动机流到附件负载的闭合状态和防止电流流到附件负载 的打开状态之间转换。
在另一方面，附件负载包括推进支持系统、气候控制系统和驾驶员舒适系统中的至少一 个。
在另一方面，电机绕组是多个电感器。
在另一方面，功率逆变器包括一组半导体逆变器开关，所述半导体逆变器开关被配置为 将直流电转换为交流电。
在另一方面，每个半导体逆变器开关均包括压控切换装置。
在另一方面，功率逆变器包括多个相臂，每个相臂均包括一对半导体逆变器开关，并且 每个相臂均连接至所述电感器中的相应一个电感器。
在另一方面，相臂包括第一相臂和第二相臂，并且第一相臂和第二相臂的半导体逆变器 开关中的至少一个进行脉宽调制以使得电流流过第一相臂和第二相臂中的相关联的一个相臂。
根据本公开的几个方面，提供了一种操作车辆电气系统的方法。该系统包括可再充电能 量存储系统(RESS)、功率逆变器和包括多个电机绕组的电动机。该系统还包括连接至电动 机的电机绕组的附件负载。该方法包括响应于控制器接收到用于降压操作的命令，通过控制 器产生多个控制信号。响应于功率逆变器从控制器接收到控制信号，功率逆变器在第一和第 二操作状态之间循环。响应于功率逆变器在第一和第二操作状态之间循环，功率逆变器和电 动机将RESS的第一电压降低到用于支持附件负载的第二电压。
在一个方面，该方法还包括响应于控制器接收到用于降压操作的命令，通过控制器产生 第一和第二控制信号。该方法还包括响应于功率逆变器从控制器接收到第一控制信号，将功 率逆变器置于第一操作状态。该方法还包括响应于功率逆变器被置于第一操作状态，通过功 率逆变器将RESS电性连接至电动机的电机绕组，而电动机又电性连接至附件负载。该方法 还包括响应于功率逆变器从控制器接收到第二控制信号，将功率逆变器置于第二操作状态。 该方法还包括响应于将功率逆变器置于第二操作状态，通过功率逆变器断开RESS与电动机 的电机绕组之间的电性连接。该方法还包括响应于通过功率逆变器将RESS电性连接至电动 机的电机绕组以及断开RESS和电动机的电机绕组之间的电性连接，通过功率逆变器和电动 机将RESS的第一电压降低到附件负载的第二电压。
从本文提供的描述中，进一步的适用领域将变得显而易见。应当理解，描述和具体示例 仅用于说明的目的，并不用于限制本公开的范围。
附图说明
在此描述的附图仅用于说明目的，并不旨在以任何方式限制本公开的范围。
图1是具有连接至非车载电源的车辆电气系统的机动车辆的一个示例的透视图。
图2是图1所示系统的方框图，示出了具有功率逆变器和电动机的系统，它们用于将电 压从可再充电能量存储系统(RESS)的第一电压降低到附件负载的第二电压。
图3A是图2所示系统的电路示意图，示出了置于第一操作状态的功率逆变器，在该状 态下，功率逆变器将RESS电性连接至电动机，而电动机又电性连接至附件负载。
图3B是图2所示系统的电路示意图，示出了置于第二操作状态的功率逆变器，在该状 态下，功率逆变器断开RESS与电动机之间的电性连接。
图4是图1所示系统的另一个示例的方框图，示出了具有用于将附件负载连接至电动机 或RESS的单刀双掷开关的系统。
图5A是图4所示系统的电路示意图，示出了置于第一操作状态的功率逆变器，在该状 态下，功率逆变器将RESS电性连接至电动机，而电动机又电性连接至附件负载。
图5B是图4所示系统的电路示意图，示出了置于第二操作状态的功率逆变器，在该状 态下，功率逆变器断开RESS与电动机之间的电性连接。
图6是图1所示系统的另一个示例的方框图。
图7是示出了用于操作图2所示系统的方法的一个示例的流程图。
具体实施方式
以下描述本质上仅是示例性的，并不旨在限制本公开、应用或用途。
本公开描述了具有电气系统(图2、图3A和图3B)的机动车辆100(图1)的一个示例，该电器系统用于在对RESS 104进行充电时降低车载可再充电能量存储系统104(RESS)的电压以支持一个或多个附件负载106。如下文详细描述的，系统102包括具有一组开关110的功率逆变器108和具有连接至开关110的多个电机绕组L1-L3的电动机112。系统102还 包括控制器116和逆变器控制器180，它们用于在打开状态和闭合状态之间选择性地转换一个或多个开关110，以便能够从RESS通过电机绕组L1-L3引导电力以降低RESS的第一电压并支持附件负载106的第二电压。
参考图1，机动车辆100的一个示例是具有车身118、多个驱动轮120和系统102的插电 式电动车辆。系统102可以包括直流充电电路128(图2)，其结合了车辆100的推进/牵引驱 动部件。这些部件的普遍功能可包括为电动机112(例如牵引电动机)提供动力，以产生电 动机扭矩并将其传递到驱动轮120，以便向驱动轮120提供扭矩或其他驱动力，或用于在车 辆100上执行其他有用的工作。
系统102可以用作具有非车载电源122的任何移动系统中的一部分，例如设置在固定位 置并被配置为对RESS 104进行充电的直流快速充电站。在直流快速充电操作期间，充电电缆 124和充电端口126将直流充电电路128(图2)电性连接至直流快速充电站122。车身118 可以在用户可接近的位置处限定或包括充电端口126。充电电缆124的一个非限制性示例可 以是SAE J1772充电连接器、CHAdeMO或另一合适的地区或国家标准充电插头或连接器。本 教导与最终在涉及直流快速充电站122的直流快速充电操作中采用的特定充电标准无关，因 此这里描述的示例仅仅是说明性的。在其他非限制性示例中，该系统可用作固定或移动发电 厂、机器人或平台中的一部分。该系统还可用作飞机、船舶和轨道车辆中的一部分。为了说 明的一致性，在下文中将描述作为机动车辆100的组成部分的系统的应用，而本公开不限于 这样的实施方式。
现在参考图3A和图3B，系统102包括RESS 104，所示RESS 104可以包括一个或多个高压、可独立再充电的电池组。RESS的非限制性示例包括多单元锂离子电池组、锌空气电池组、镍金属氢化物电池组和铅酸直流电池组。RESS 104适配成存储用于推进车辆的高压电能。 RESS 104可以是额定电压为第一电压的深循环、高安培容量电池系统。第一电压可以在400 伏至约800伏直流电压(VDC)之间的范围内。然而，可以想到，RESS 104的额定第一电压 高于800VDC，这取决于车辆行驶里程、车辆总重量和从RESS 104汲取电力的各种负载的额定功率。如图3A、图3B、图5A和图5B所示，直流链接电容器Ci可以连接在正极端子 和负极端子之间。RESS 104可以电性连接至高压直流母线136和功率逆变器108，以控制电 能传输到电动机112和传输电动机112中的电能。
系统102还包括可以选择性地将RESS 104连接至电动机112的功率逆变器108。功率逆 变器108可以是传输功率逆变器模块(TPIM)的一部分，其将非车载电源122，例如非车载 直流快速充电站或车辆，连接至RESS 104。功率逆变器108可包括半导体逆变器开关S1-S6 ("逆变器开关")组110，这些开关将RESS 104的直流电协作地转换为交流电，从而通过高 频切换为电动机112供电。每个逆变器开关S1-S6均可实现为压控切换装置，其以如下形式 存在：硅绝缘栅双极晶体管(IGBT)、碳化硅(SiC)金属氧化物半导体场效应晶体管(MOSFET)、 硅(Si)超结MOSFET、氮化镓(GaN)场效应晶体管(FET)、SiC栅结场效应晶体管(JFET)、 宽带隙(WBG)或超宽带隙(UWBG)半导体功率开关器件、或具有施加有栅信号以改变给 定开关的开/关状态的相应栅极的其他合适的开关。
一个或多个逆变器开关可以与三相电动机112的每一相相关联。在该示例中，针对三相 牵引电机112的每一相，逆变器开关均包括至少一对半导体开关。每对开关，例如开关S1和 S2(A相)、开关S3和S4(B相)，以及开关S5和S6(C相)，都可以称为功率逆变器108 的相臂。例如，功率逆变器108可以包括至少三(3)个相臂。在该示例中，逆变器开关S1-S6 是接触器，适配成在电力负载下闭合，以确保瞬时或近乎瞬时地将电力输送到车辆的推进系 统并驱动任意数量的车载附件。功率逆变器108可结合多个相和相应的电机控制模块，它们可操作为接收电机控制命令并由此控制逆变器状态，从而为电机提供驱动或再生功能。
系统102还包括具有电机绕组L1-L3的电动机112，每个绕组具有电性连接至功率逆变 器108的多相端子132(图2)。电机绕组L1-L3还包括与多相端子132分开设置的中性端子 134(图2)。在该示例中，电动机是具有三个绕组L1-L3和相关端子132的三相牵引电动机112，并且电机绕组L1-L3是电感器。每个电感器L1-L3均电性连接至功率逆变器108的三个相端子中的相应一个端子。电感器L4可以电性连接至电机112的中性端子并与电机绕组L1-L3中的一个或多个串联定位以减少(例如减轻)电流纹波和转矩扰动。虽然如图所示仅包括三个电机绕组L1-L3，但应理解牵引电动机112可根据电动机配置包括附加的电机绕组166。
系统102还可包括一个或多个附件负载106，其电性连接至功率逆变器108和电动机112 的中性端子134，其中附件负载106所需的第二电压低于RESS 104的第一电压。附件负载106 可以表示为Vload 138，并且滤波电容器Co可电性跨接在Vload 138的两端。继续参考RESS 104可以适配成存储约八百(800)VDC的先前示例，附件负载106可能需要第二电压，例如 约400VDC。然而，可以想到，附件负载106的电压可以是低于RESS 104的第一电压的任 何电压。附件负载的非限制性示例可包括推进支持系统、气候控制系统和驾驶员舒适系统中 的至少一个。在系统包括多个附件负载的其他示例中，可以想到，附件负载可以包括彼此不 同并且从RESS 104汲取电力的各种负载。
继续本示例，其中附件负载106由低于RESS 104的可用第一电压的第二电压支持。系统 102还包括设置在电动机112的中性端子134和附件负载106之间的附件负载开关140，用于 控制降压操作。附件负载开关140被配置为在使得电流从电动机112流到附件负载106的闭 合状态和防止电流流到附件负载106的打开状态之间转换。系统102还包括设置在RESS 104 和附件负载之间的附件负载开关142，用于例如当附件负载的电压等于RESS 104的可用电压 时使得电流从RESS 104直接流到附件负载而不降低电压。
该系统还包括控制器116和逆变器控制器180，它们电性连接至功率逆变器108的逆变 器开关S1-S6和附件负载开关140、142。控制器116和/或逆变器控制器180被配置为向逆变 器开关S1-S6和附件负载开关140、142传输多个控制信号，从而在第一操作状态(图3A) 期间使电流从RESS 104通过电机绕组L1-L3流到附件负载106，以及在第二操作状态期间(图 3B)防止电流从RESS 104通过电机绕组L1-L3流到附件负载106。
控制器116和逆变器控制器180中的每一个均包括至少一个处理器和足够数量的用于存 储计算机可读指令的存储器。存储器包括有形的、非暂时性的存储器，例如只读存储器，无 论是光学的、磁性的、闪存的还是其他存储器。控制器116和/或逆变器控制器180还包括足 够数量的随机存取存储器、电可擦除可编程只读存储器等，以及高速时钟、模数和数模电路， 以及输入/输出电路和设备，以及适当的信号调节和缓冲电路。控制器116和/或逆变器控制器 180可以从车辆100的一个或多个电子控制单元(ECU)中接收充电请求信号。例如，ECU 可以提供指示RESS 104需要向附件负载提供由第二电压(即，低于RESS 104的第一电压) 支持的已降电压的信号，并且控制器116和/或逆变器控制器180可以启动降压DC-DC操作， 如下所述。如果RESS 104能够直接为附件负载提供所需的电压，则控制器116可以向开关 140、142发送控制信号，使得开关140打开而开关142闭合。
在一个示例中，逆变器控制器180可以从控制器116和/或从牵引电动机112内的传感器 接收信号。例如，牵引电动机112可以包括相电流传感器和/或转子位置传感器并且提供分别 指示相电流和/或转子位置的信号。逆变器控制器180可以通过向一个或多个栅极提供信号以 使得半导体开关S1-S6在打开状态和闭合状态之间转换来控制半导体开关至S1-S6，如下文更 详细讨论的。
在一些实施方式中，控制器116和/或逆变器控制器180的软件可以基于空中编程进行更 新。例如，软件更新可以通过一个或多个合适的通信网络从数据源(例如原始设备制造商 (OEM))传输到控制器116。空中更新可以经由逆变器控制器180根据充电功率水平通过调 整逆变器控制信号(例如，电流命令、频率、占空比、相移等)为一个或多个开关S1-S6提 供所需的参数以调整充电功率。
功率逆变器108被配置为在功率逆变器108将RESS 104连接至电动机112的电机绕组 L1-L3的第一操作状态(图3A)和功率逆变器108断开RESS与电动机112的电机绕组L1-L3之间的连接并中断输送到电机绕组L1-L3的电流的第二操作状态(图3B)之间循环，使得功率逆变器108将RESS 104的第一电压降低到附件负载106的第二电压。
如图3A所示，功率逆变器108被置于第一操作状态，在该状态下，逆变器开关S1、S3和S5中的一个或多个被置于闭合状态，逆变器开关S2、S4和S6被置于打开状态，并且附 件负载开关142被置于闭合状态以使得电流从RESS 104流到相关联的电感器L1-L3。响应于逆变器开关S1-S6和附件负载开关140从控制器116和/或逆变器控制器180接收到控制信号， 相关联的电机绕组L1-L3执行降压转换。在所示示例中，响应于逆变器开关S1和附件负载开 关140被置于闭合状态并且逆变器开关S2-S6被置于打开状态，电流流过电感器L1、L4。类 似地，响应于逆变器开关S5和附件负载开关140被置于闭合状态并且逆变器开关S1-S4和 S6被置于打开状态，电流流过电感器L2、L4。响应于逆变器开关S3和附件负载开关140被 置于闭合状态并且逆变器开关S1、S2和S4-S6被置于打开状态，电流流过电感器L3、L4。逆变器开关S1、S3和/或S5可以受到来自逆变器控制器180的脉宽调制信号的影响，以在打开状态和闭合状态之间转换逆变器开关S1、S3和S5。在该非限制性示例中，占空比可以是百分之五十(50％)。
参考图3B，功率逆变器108被置于第二操作状态，在该状态下，逆变器开关S1、S3和S5中的每一个均被置于打开状态以防止电流从RESS 104流到电动机112的相关联的电感器L1-L3。逆变器开关S2、S4和S6中的一个或多个被置于闭合状态以使得电流继续从相关联的电感器L1-L3中的一个或多个流到附件负载106。在所示示例中，响应于附件负载开关142和逆变器开关S2被置于闭合状态并且逆变器开关S1-S3、S5和S6被置于打开状态，电流从电感器L1、L4流到附件负载106。在另一示例中，响应于附件负载开关142和逆变器开关 S6被置于闭合状态并且逆变器开关S1-S5被置于打开状态，电流从电感器L2、L4流到附件 负载106。在又一示例中，响应于附件负载开关142和逆变器开关S4被置于闭合状态并且逆 变器开关S1-S3、S5和S6被置于打开状态，电流从电感器L3、L4流到附件负载106。可 以想到，当RESS与电感器断开连接时，任何一个或多个电感器都可以继续向附件负载供电。 逆变器开关S2、S4和/或S6可以受到来自逆变器控制器180的脉宽调制信号的影响，以在打 开状态和闭合状态之间转换逆变器开关S2、S4和S6。在该非限制性示例中，占空比可以是 百分之五十(50％)。
参考图4、图5A和图5B，电气系统202的另一个示例类似于图2、图3A和图3B所示 的系统102并且其具有的相同部件由相同附图标记数字增加100来标注。虽然图2、图3A和 图3B所示的系统包括附件负载开关140、142，但是系统202具有将附件负载206选择性地 连接至电动机212或RESS 204的单刀双掷开关244。
参考图6，电气系统302的另一个示例类似于图2、图3A和图3B所示的系统102并且其具有的相同部件由相同附图标记数字增加200来标注。虽然图2、图3A和图3B所示的系 统102包括设置在电动机112的中性端子134和附件负载106之间的附件负载开关140，但 是系统302包括设置在电动机112的中性端子134和非车载电源322之间的非车载开关350。 虽然图2、图3A和图3B的系统102包括设置在RESS 104和附件负载104之间的附件负载 开关142，但是系统302包括设置在RESS 304和非车载电源322之间的非车载开关352。系 统302还包括设置在RESS 304和非车载电源322之间的非车载开关352。在降压操作期间， 开关350、354可以移动到闭合状态并且开关352可以移动到打开状态，从而功率逆变器308 和电动机312可以降低RESS的电压以支持非车载电源322或对非车载电源322进行充电。 此外，当RESS 304和非车载电源322的额定电压为公共电压时，开关352和354可以移动到 闭合状态，而开关350可以移动到打开状态。非车载电源322可以是用于V2V充电操作的另 一车辆的RESS。在其他非限制性示例中，非车载电源可替代地是附件负载，例如从卡车的系 统300中接收电能的电动工具。
参考图7，提供了用于操作图2所示的系统102以支持车辆100的一个或多个附件负载 106的示例性方法300的流程图。方法400中的方框可以由控制器116和逆变器控制器180执行。方法400开始于方框402，其中控制器116确定控制器116是否接收到与降压操作相 关联的充电信号。例如，与附件负载106相关联的一个或多个ECU可以向逆变器控制器180 发送指示附件负载106需要充电的充电信号。如果控制器116已经接收到充电信号，则该方 法进行到方框404。如果控制器116未接收到充电信号，则该方法400重复方框402。
在方框404处，控制器116和/或逆变器控制器180产生一个或多个控制信号。控制信号 可以是使功率逆变器108的开关S1-S6转变为打开状态和闭合状态的电压信号。更具体地， 在该示例中，控制器116和/或逆变器控制器180产生与电性连接至电机绕组的电感器L1-L3 中的一个或多个的RESS 104相关联的第一控制信号，并且控制器116和/或逆变器控制器180 产生与电机绕组的电感器L1-L3中的一个或多个之间断开电性连接的RESS 104相关联的第 二控制信号。控制器116还向附件负载开关140、142传输控制信号，以使开关140、142转 换到期望的操作状态，例如打开状态或闭合状态。
在方框406处，响应于功率逆变器108从逆变器控制器180接收到控制信号，功率逆变 器108在第一和第二操作状态之间循环。更具体地，响应于功率逆变器108从逆变器控制器 180接收到第一控制信号，功率逆变器108被置于第一操作状态。在第一操作状态下，逆变 器开关S1-S3中的一个或多个被置于闭合状态，而逆变器开关S4-S6中的每一个都被置于打 开状态。逆变器开关S1、S3和/或S5可受到来自逆变器控制器180的脉宽调制信号形式的第 一控制信号的影响，以便在第一操作状态期间，逆变器开关S1、S3和S5在打开状态和闭合 状态之间转换。响应于功率逆变器108从逆变器控制器180接收到第二控制信号，功率逆变 器108被置于第二操作状态。在第二操作状态下，逆变器开关S1-S3中的每一个都被置于打 开状态，而逆变器开关S4-S6中的一个或多个被置于闭合状态。逆变器开关S2、S4和/或S6 可受到来自逆变器控制器180的脉宽调制信号形式的第二控制信号的影响，以便在第二操作 状态期间，逆变器开关S2、S4和S6在打开状态和闭合状态之间转换。
在方框408处，功率逆变器108将RESS 104电性连接至电动机112的电机绕组L1-L3中的一个或多个，并且响应于功率逆变器被置于第一操作状态，电流从RESS 104通过电机绕 组L1-L3中的一个或多个流到附件负载106。响应于功率逆变器108被置于第二操作状态， 功率逆变器断开RESS 104与电动机112的电机绕组L1-L3之间的电性连接，并且电流不从 RESS 104流到电机绕组L1-L3。如上所述，逆变器108和电机绕组L1-L3通过使电流从逆变 器108流过电动机112的电机绕组L1-L3而起到降压转换器的作用，以便将电压从第一电压 (例如，800V)降低到第二电压(例如，400V)。在该示例中，附件负载开关142也处于闭 合状态以实现附件负载106和电机绕组L1-L3之间的连接。
在方框410处，响应于功率逆变器108在第一和第二操作状态之间循环，功率逆变器108 和电动机112将电压从RESS 104的可用第一电压降低到支持附件负载106的第二电压。
在方框412处，控制器116确定控制器116是否已从与附件负载106相关联的一个或多 个ECU接收到终止充电信号。如果控制器116未接收到终止充电信号，则该方法400返回方 框404。如果控制器116已接收到终止充电信号，则该方法400进行到方框414。
在方框414处，控制器116和/或逆变器控制器180传输信号以转换逆变器开关S1-S6和 附件负载开关140、142，从而使RESS 104向电动机112输送电力。
本公开的描述在本质上仅是示例性的，并且不脱离本公开的主旨的变化旨在落入本公开 的范围内。这种变化不应被视为背离本公开的精神和范围。

Claims (10)

1.一种车辆电气系统，包括：
具有第一电压的可再充电能量存储系统(RESS)；
电性连接至所述RESS的功率逆变器；
具有多个电机绕组的电动机，其中每个所述电机绕组均包括电性连接至所述功率逆变器的多相端子，并且所述电动机还具有与所述多相端子分开设置的中性端子；以及
附件负载，其选择性地连接至所述RESS和所述电动机的中性端子中的一者，其中所述附件负载所需的第二电压低于所述第一电压；
其中，所述功率逆变器被配置为在所述功率逆变器将所述RESS连接至所述电动机的所述多个电机绕组的第一操作状态和所述功率逆变器断开所述RESS与所述电动机的所述多个电机绕组之间的连接并中断输送到所述电机绕组的电流的第二操作状态之间循环，使得所述功率逆变器将所述RESS的所述第一电压降低到所述附件负载的所述第二电压。
2.根据权利要求1所述的车辆电气系统，还包括至少一个设置在所述电动机的所述中性端子和所述附件负载之间的附件负载开关，其中，所述至少一个附件负载开关被配置为在使得电流从所述电动机流到所述附件负载的闭合状态和防止电流流到所述附件负载的打开状态之间转换。
3.根据权利要求2所述的车辆电气系统，其中，所述多个电机绕组包括多个电感器。
4.根据权利要求3所述的车辆电气系统，其中，所述功率逆变器包括一组半导体逆变器开关，所述半导体逆变器开关被配置为将直流(DC)电转换为交流(AC)电。
5.根据权利要求4所述的车辆电气系统，其中，每个所述半导体逆变器开关均包括压控切换装置。
6.根据权利要求5所述的车辆电气系统，其中，所述压控切换装置包括硅绝缘栅双极晶体管(IGBT)、碳化硅(SiC)金属氧化物半导体场效应晶体管(MOSFET)、硅(Si)超结MOSFET、氮化镓(GaN)场效应晶体管(FET)、SiC栅结场效应晶体管(JFET)、宽带隙(WBG)或超宽带隙(UWBG)半导体功率开关器件中的至少一种。
7.根据权利要求4所述的车辆电气系统，其中，所述功率逆变器包括多个相臂，每个所述相臂均包括一对半导体逆变器开关，并且每个所述相臂均连接至所述电感器中的相应一个电感器。
8.根据权利要求7所述的车辆电气系统，其中，所述多个相臂包括第一、第二和第三相臂，并且所述第一、第二和第三相臂的半导体逆变器开关中的至少一个进行脉宽调制以使得电流流过所述第一、第二和第三相臂中的相关联的一个相臂。
9.根据权利要求8所述的车辆电气系统，还包括串联在所述电动机的所述中性端子和所述附件负载之间的纹波电感器，其中，所述纹波电感器被配置为减轻电流纹波和转矩干扰。
10.根据权利要求9所述的车辆电气系统，其中，所述至少一个附件负载开关包括接触器。
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