Electric propulsion systems, mode selection methods for them, and motor vehicles

Abstract

This invention relates to an operator-selectable operation of an electric propulsion system with a reconfigurable series / parallel voltage source. The electric propulsion system includes a rotating electric motor with an output component, a rechargeable energy storage system (“RESS”) connected to the motor, a user interface device, and a controller. The RESS includes multiple battery modules and switching circuitry configured to connect the battery modules in either a parallel (“P-connection”) or series (“S-connection”) configuration as a selected battery configuration in response to an electronic switching control signal. The user interface device receives a driving mode signal requested by the operator, indicating a desired driving mode for the electric propulsion system. A controller programmed with mode-specific electrical losses associated with the desired driving mode establishes a selected battery configuration in response to the driving mode signal and presents a driving mode recommendation via the user interface device when the losses associated with the desired driving mode exceed a calibrated loss threshold.

Description

Technical Field

[0001] This disclosure relates to an electric propulsion system having at least one rotating motor configured to power a driven load, and a reconfigurable battery pack capable of operating in either a series connection (“S-connection”) or a parallel connection (“P-connection”) configuration. Background Technology

[0002] Rotating electric motors, in the form of electric traction or propulsion motors, are typically powered by an onboard voltage source. For example, in battery-electric or hybrid motor vehicles, the onboard voltage source may include a multi-cell battery pack configured to output a dedicated battery voltage. This occurs directly in a DC traction motor and indirectly via a power inverter module when the motor is specifically implemented as a multiphase / AC traction motor. High-power mobility applications traditionally utilize a single battery pack to output the aforementioned battery voltage, where, in some configurations, the battery pack can be recharged using an external charging station.

[0003] Battery technology continues to evolve as manufacturers attempt to provide increasingly higher charging and output voltages. For example, potential users of battery-electric vehicles benefit from the expanding charging infrastructure, including a growing network of DC fast-charging stations designed to minimize total charging time. For this purpose, multi-module battery configurations exist that utilize the different maximum charging voltages of AC and DC charging stations, particularly through automatic selection of a higher-voltage S-connect configuration or a lower-voltage P-connect configuration, where the selection is typically based on the available charging voltage. Electric powertrain systems can utilize component configurations rated and constructed to handle the higher battery voltages and currents achieved by the S-connect and P-connect configurations, respectively. In this case, higher-performance propulsion modes can also be enabled. Summary of the Invention

[0004] This document discloses an electric propulsion system including a rotating motor, a rechargeable energy storage system (RESS) electrically connected to the rotating motor, a user interface device, and an electronic control unit (“controller”). In a possible embodiment, the RESS includes a plurality of battery modules and switching circuitry, wherein the switching circuitry is configured to selectively interconnect the battery modules in a parallel connection (“P-connection”) configuration or a series connection (“S-connection”) configuration of a generally aforementioned type. This is in response to a corresponding electronic switch control signal from the controller (e.g., a first or second electronic switch control signal, respectively, for commanding the P-connection or S-connection configuration).

[0005] As described in detail herein, the user interface device is configured to receive a driving mode request from an operator, wherein this operator-requested driving mode request is in the form of an electrical driving mode signal indicating the desired driving mode. The controller communicating with the user interface device can be programmed with mode-specific electrical loss information, i.e., predetermined or estimated losses associated with continuous operation in the operator's desired driving mode. Other embodiments may use different criteria, such as, but not limited to, electric driving range, state of charge, available output power, etc., to name just a few. The controller responds to this driving mode signal by selecting and establishing a P-connection or S-connection configuration as the selected battery configuration. Thereafter, the controller selectively presents driving mode recommendations to the operator via the user interface device, such as when the electrical loss information exceeds a calibrated loss threshold.

[0006] The controller can be optionally configured to detect the start of a driving cycle and receive a driving mode signal requested by the operator via a user interface device at the start of the driving cycle. In some embodiments, the controller can receive the driving mode signal via a user interface device during the driving cycle and can command a switch from a P-connected configuration to an S-connected configuration, or vice versa, at any time during the duration of the driving cycle.

[0007] Alternatively, the controller described herein can command the transition from a P-connected configuration to an S-connected configuration, or vice versa, during a driving cycle, only when the electric propulsion system is stationary.

[0008] In one aspect of this disclosure, the controller is configured to detect electrical fault conditions or limitations in the electric propulsion system. In such embodiments, the controller automatically selects a P-connection configuration or limits the output power of an S-configuration in response to said electrical fault conditions or limitations.

[0009] For example, a cooling system can be configured to regulate the temperature of a rotating motor. In this case, an electrical fault or limitation may include an electrical fault or limitation of the cooling system and / or the temperature of the RESS regulated by such a cooling system. P-connection configurations may include multiple different P-connection configurations.

[0010] In a possible non-limiting implementation, the switching circuit includes nine or more switches, wherein a representative four-voltage embodiment using such a switching circuit is described herein.

[0011] In some configurations, the controller can be operated to present a driving mode recommendation with expected electric driving range penalties or rewards via a user interface device, where the controller may do so based on mode-specific electrical loss information or other criteria.

[0012] In this configuration, or alternatively in other configurations, the user interface device may present a penalty or reward for the expected power level of the selected driving mode or driving mode recommendation based on mode-specific electrical loss information.

[0013] In some embodiments, the driven load includes one or more wheels of a motor vehicle.

[0014] This document also discloses a mode selection method for the electric propulsion system described above. The method may include determining mode-specific electrical loss information associated with a desired driving mode of the electric powertrain system. In this embodiment, the method further includes selectively presenting driving mode recommendations via a user interface device when the mode-specific electrical loss associated with the desired driving mode exceeds a calibrated loss threshold.

[0015] As part of the disclosed method, the controller receives a driver-requested driving mode signal from a user interface device, wherein the driving mode signal indicates the desired driving mode of the electric propulsion system. In response to the driving mode signal, the controller selects either a P-connection configuration or an S-connection configuration of the RSS as the selected battery configuration. As described above, the RSS includes multiple battery modules and switching circuitry, and the method includes transmitting electronic switching control signals via the controller to the switching circuitry of the RSS to establish the selected battery configuration.

[0016] This document also discloses a motor vehicle. According to an exemplary embodiment, the motor vehicle includes wheels, a vehicle body connected to the wheels, and an electric propulsion system connected to the wheels and the vehicle body. In this particular embodiment, the electric propulsion system includes a multiphase rotary motor having phase leads and an output member, wherein the output member is connected to a driven load and configured to impart motor torque to the driven load. The aforementioned RESS, or an RESS with an additional P-connection configuration, is electrically connected to the rotary motor. A switching circuit is configured to selectively connect the battery module in either a P-connection configuration (one or more) or an S-connection configuration in response to an electronic switch control signal.

[0017] As part of a motor vehicle, the user interface device is configured to receive a driving mode signal requested by the operator, indicating a desired driving mode for the electric propulsion system, and may default to a P-connection configuration if no such operator-requested driving mode signal is received. A controller communicating with the user interface is programmed with mode-specific electrical loss information associated with the desired driving mode. The controller is configured to select either a P-connection or S-connection configuration via control of a switching circuit in response to the occurrence of the driving mode signal. The controller also presents a driving mode recommendation, along with the expected electric driving range and / or power penalty or reward based on the mode-specific electrical loss information via the user interface device when the mode-specific electrical loss information exceeds a calibrated loss threshold.

[0018] This invention provides the following technical solutions:

[0019] 1. An electric propulsion system, comprising:

[0020] A rotary electric motor having an output member connectable to a driven load, wherein the output member is configured to impart an output torque from the rotary electric motor to the driven load;

[0021] A rechargeable energy storage system (“RESS”) electrically connected to the rotating motor, the rechargeable energy storage system comprising:

[0022] Multiple battery modules; and

[0023] A switching circuit configured to selectively interconnect the plurality of battery modules in response to a corresponding first or second electronic switch control signal in a parallel connection (“P-connection”) or a series connection (“S-connection”) configuration;

[0024] User interface device, the user interface device being configured to receive a driving mode request from an operator indicating a desired driving mode of the electric propulsion system; and

[0025] A controller, which communicates with the user interface and is programmed with mode-specific electrical loss information associated with the desired driving mode, wherein the controller is configured to select and establish the P-connection configuration or the S-connection configuration as the selected battery configuration via a first or second electronic switch control signal in response to a driving mode signal requested by the operator, and to selectively present driving mode recommendations via the user interface device when the mode-specific electrical loss information exceeds a calibrated loss threshold.

[0026] 2. The electric propulsion system according to technical solution 1, wherein the controller is configured to detect the start of a driving cycle and receive a driving mode signal requested by the operator via the user interface device at the start of the driving cycle.

[0027] 3. The electric propulsion system according to technical solution 2, wherein the controller is configured to receive a driving mode signal requested by the operator via the user interface device during the driving cycle, and to command a transition from the P-connection configuration to the S-connection configuration, or vice versa, during the driving cycle.

[0028] 4. The electric propulsion system according to technical solution 3, wherein the controller is configured to command the transition from the P-connection configuration to the S-connection configuration, or vice versa, only when the electric propulsion system is stationary during the driving cycle.

[0029] 5. The electric propulsion system according to technical solution 1, wherein the controller is configured to detect electrical fault conditions or limitations of the electric propulsion system, and automatically select the P-connection configuration or limit the output power of the S-configuration in response to the electrical fault conditions or limitations.

[0030] 6. The electric propulsion system according to technical solution 5, further comprising:

[0031] A cooling system configured to regulate the temperature of the rotating motor, wherein the electrical fault or limitation includes an electrical fault or limitation of the cooling system and / or the temperature of the rotating motor.

[0032] 7. The electric propulsion system according to technical solution 1, wherein the P-connection configuration includes multiple different P-connection configurations.

[0033] 8. The electric propulsion system according to technical solution 7, wherein the switching circuit includes nine or more switches.

[0034] 9. The electric propulsion system according to technical solution 1, wherein the controller is configured to present, via the user interface device, a recommended electric driving range and / or power penalty or reward for the driving mode based on the mode-specific electrical loss information.

[0035] 10. The electric propulsion system according to technical solution 1, further comprising the driven load, wherein the driven load comprises a set of wheels of a motor vehicle.

[0036] 11. A mode selection method for an electric propulsion system having a rotary motor connectable to a driven load and a rechargeable energy storage device (“RESS”) connected to the rotary motor, the method comprising: determining mode-specific electrical loss information associated with a desired driving mode of the electric powertrain system via a controller;

[0037] When the mode-specific electrical loss associated with the desired driving mode exceeds a calibrated loss threshold, driving mode recommendations are selectively presented via a user interface device.

[0038] The controller receives a driving mode signal requested by the operator from the user interface device, wherein the driving mode signal requested by the operator indicates the desired driving mode of the electric propulsion system.

[0039] In response to a driving mode signal requested by the operator, the parallel connection (“P-connection”) or series connection (“S-connection”) configuration of the RESS is selected as the selected battery configuration via a first or second electronic switch control signal, wherein the RESS includes multiple battery modules and a switching circuit; and

[0040] The controller transmits the first or second electronic switch control signal to the switching circuit of the RESS to establish the selected battery configuration.

[0041] 12. The method according to technical solution 11 further includes:

[0042] The start of the driving cycle is detected via the controller; and

[0043] At the start of the driving cycle, the operator receives a driving mode signal requested by the user interface device.

[0044] 13. The method according to technical solution 12 further includes:

[0045] During the driving cycle, the operator receives a driving mode signal requested by the user interface device; and commands a transition from the P-connection configuration to the S-connection configuration, or vice versa, during the driving cycle.

[0046] 14. The method according to technical solution 12 further includes:

[0047] Detecting when the electric propulsion system comes to a standstill; and

[0048] The transition from the P-connection configuration to the S-connection configuration is commanded only when the electric propulsion system is stationary during the driving cycle, or vice versa.

[0049] 15. The method according to technical solution 11 further includes:

[0050] Detecting electrical fault conditions or limitations of the electric propulsion system; and

[0051] In response to the electrical fault condition or limitation, the P-connection configuration is automatically selected or the output power of the S-configuration is limited.

[0052] 16. The method according to technical solution 15, wherein the electric power transmission system includes a cooling system configured to regulate the temperature of the rotary motor, the method further comprising, wherein the P-connection configuration is automatically selected in response to a failure or limitation of the cooling system, or in response to the occurrence of the electrical fault condition or limitation.

[0053] 17. The method according to technical solution 11, wherein the switching circuit comprises nine or more switches, and wherein selecting the P-connection configuration or the S-connection configuration of the RESS includes controlling the on / off state of each of the nine or more switches of the switching circuit.

[0054] 18. The method according to technical solution 11, further comprising:

[0055] Based on the mode-specific electrical losses, the controller uses the user interface device to present the recommended electric driving range and / or power penalty or reward for the driving mode.

[0056] 19. A motor vehicle comprising:

[0057] A set of wheels;

[0058] The vehicle body connected to the set of wheels; and

[0059] An electric propulsion system connected to the set of wheels and the vehicle body, the electric propulsion system comprising:

[0060] A multiphase rotary motor having a set of phase leads and an output member connected to the driven load and configured to impart motor torque to the driven load;

[0061] A rechargeable energy storage system (“RESS”) electrically connected to the rotating motor, the rechargeable energy storage system comprising:

[0062] Multiple battery modules; and

[0063] A switching circuit having multiple switches and configured to selectively connect the battery module in parallel connection (“P-connection”) or series connection (“S-connection”) configuration in response to a first or second electronic switch control signal, respectively.

[0064] A user interface device configured to receive a driving mode signal requested by an operator indicating a desired driving mode of the electric propulsion system; and

[0065] A controller, which communicates with the user interface and is programmed with mode-specific electrical loss information associated with the desired driving mode, wherein the controller is configured to receive a driving mode signal requested by the operator via the user interface device during the driving cycle, and to select either the P-connection configuration or the S-connection configuration via control of the switching circuit in response to the driving mode signal requested by the operator, and to present a driving mode recommendation and the expected electric driving range and power penalty or reward of the driving mode recommendation via the user interface device based on the mode-specific electrical loss information when the mode-specific electrical loss information exceeds a calibrated loss threshold.

[0066] 20. The motor vehicle according to technical solution 19, wherein the plurality of battery modules includes four or more battery modules, and the plurality of switches includes at least nine switches.

[0067] The foregoing summary is not intended to represent every embodiment or aspect of this disclosure. Rather, the foregoing overview illustrates certain novel aspects and features as set forth herein. The above and other features and advantages of this disclosure will become apparent when considered in conjunction with the accompanying drawings and appended claims, based on the following detailed description of representative embodiments and modes for carrying out this disclosure. Attached Figure Description

[0068] Figure 1 It is a schematic illustration of an exemplary mobile platform having an electric propulsion system, a user interface device, and a controller that are collectively configured to operate as described herein.

[0069] Figure 2 This is a schematic circuit diagram of a dual-module embodiment of a reconfigurable rechargeable energy storage system (“RESS”) according to the present disclosure.

[0070] Figure 3 This is a schematic circuit diagram of an embodiment of RESS according to one aspect of this disclosure.

[0071] Figure 4 It describes supply and demand. Figure 1The flowcharts show representative embodiments and other possible embodiments of the method used with the electric propulsion system shown.

[0072] Figure 5 It is a simplified diagram of a user interface device configured to display mode-specific electric vehicle driving range and / or power levels during the implementation of this method.

[0073] This disclosure allows for modifications and alternatives, with representative embodiments illustrated by way of example in the accompanying drawings and described in detail below. The inventive aspects of this disclosure are not limited to the specific forms disclosed. Rather, this disclosure is intended to cover modifications, equivalents, combinations, and alternatives that fall within the scope of this disclosure as defined by the appended claims. Detailed Implementation

[0074] This disclosure allows for many different forms of embodiments. Representative examples of this disclosure are shown in the accompanying drawings and are described in detail herein as non-limiting examples of the disclosed principles. For this purpose, elements and limitations described in the abstract, introduction, summary, and detailed description sections but not expressly set forth in the claims should not be incorporated into the claims, individually or collectively, by implication, inference, or otherwise.

[0075] For the purposes of this specification, unless specifically denied, the use of the singular includes the plural, and vice versa; the terms “and” and “or” should be conjunctions and antonymous conjunctions; “any” and “all” should both mean “any and all”; and the words “including,” “contains,” “includes,” “has,” etc., should mean “including but not limited to.” Furthermore, approximate terms (such as “about,” “almost,” “substantially,” “roughly,” “approximately,” etc.) may be used herein in the sense of “being, near, or almost being,” or “within ±5%,” or “within acceptable manufacturing tolerances,” or logical combinations thereof.

[0076] Referring to the accompanying drawings, in which similar reference numerals refer to the same or similar components in several figures, an electric propulsion system 10 is disclosed herein, which includes a reconfigurable rechargeable energy storage system (“RESS”) 11 and a rotary electric motor (“M”). E 12. For simplicity, in Figure 1A single rotary motor 12 is depicted, wherein this teaching applies to alternative designations and / or configurations. An electric propulsion system 10 may be used as part of a mobile platform 13, for example, a battery-powered vehicle 13A having a vehicle body 25 connected to a set of wheels 16, wherein such an embodiment is used hereinafter for the sake of consistency. However, those skilled in the art will understand that this teaching can be extended to other types of vehicles or mobile platforms 13, such as, but not limited to, industrial robots, boats, aircraft, tracked vehicles, rail-based vehicles, and the like.

[0077] Figure 1 The reconfigurable RESS11 is "reconfigurable" in the sense that it responds to operator-user interface device (INT) 52 as described below: RESS11 can be selectively configured with one or more available parallel connection ("P-connection") and series connection ("S-connection") configurations. These specific configurations enable RESS11 to span positive and negative DC bus rails 17. + and 17 - Provides mode-specific battery voltage, where in Figures 1-3 In Chinese, battery voltage is abbreviated as "V". BAT ".

[0078] The following details the user-selectable battery configurations that allow users to choose between (a) increased power performance at the temporary cost of reduced electric driving range and higher electrical losses, and (b) improved electrical efficiency at the temporary cost of reduced power performance. Figure 2 and Figure 3 An exemplary embodiment of the reconfigurable RESS11 is shown below. Figure 2 and Figure 3 Two possible options are described, in which this teaching can be readily extended to various alternative configurations of the RESS11 with one or more P-connection configurations and associated driving modes, as well as S-connection configurations / driving modes.

[0079] The controller (C) 50 forms part of the electric propulsion system 10. The controller 50 is configured to execute instructions of the specific implementation method 100, which are specifically referenced below. Figure 4An example of method 100 is described. The controller 50 contemplated herein includes at least one processor (“Pr”) (e.g., a central processing unit having one or more processing cores) and computer-readable memory (M) of appropriate level and type. The memory (M) may include tangible, non-transitory memory, such as read-only memory, whether optical, magnetic, flash, or otherwise. The controller 50 also includes a sufficient number of random access memories, electrically erasable programmable read-only memories, etc., as well as high-speed clocks, analog-to-digital and digital-to-analog circuit systems, input / output circuit systems and means, and appropriate signal conditioning and buffering circuit systems.

[0080] When this method 100 is executed, the controller 50 receives an input signal (arrow CC) from the user interface device 52. I This includes the operator-requested driving mode signal (arrow CC) indicating the driving mode requested by the operator. 52 For example, voltage signals or other suitable electrical signals. Input signals (arrow CC) I Other components include, for example, the requested output torque and / or speed of motor 12 from the accelerator and brake pedals (not shown), predetermined electrical loss information for various possible driving modes, and calibrated operating limits for motor 12 and its associated power electronics. As should be understood in this art, such limits typically include the maximum torque, current, and operating speed of motor 12. Input signals (arrow CC) I It also includes signals indicating detected or diagnosed electrical faults and / or limitations of motor 12 and RESS 11, which, when this occurs, indicate thermal management and electrical health.

[0081] In response to the input signal (arrow CC) I ), Figure 1 Controller 50 will control the signal (arrow CC) O Output to switching circuit 15 ( Figure 2 ) or 150 ( Figure 3 The system can switch from an S-connection configuration of RESS11 to a P-connection configuration and vice versa. This control action responds to a driving mode signal (arrow CC) requested by the operator from the user interface device 52 in the absence of detected faults or limitations. 52 This occurs, and therefore offers potential advantages over methods that utilize automatic mode selection.

[0082] Figure 1The reconfigurable RESS 11 depicted includes a cooling system 27 configured to regulate the temperature of the RESS 11 and its associated power electronic devices. Although shown schematically for simplicity, the cooling system 27 may include coolant channels and / or conduits, heat dissipation fins and / or plates, and other structures adapted to guide coolant (arrow F) from coolant source 21 through the RESS 11. For example, a coolant pump (P) 19 may be used to circulate the coolant (arrow F) through or around the constituent battery cells (not shown) of the RESS 11. This cooling system 27 can also be extended to cool... Figure 1 Other electronic components, such as those used in the cooling system 27 * Such electronic components include a rotating motor 12, a traction power inverter module (TPIM) 18, and a DC-DC converter 20. Therefore, as those skilled in the art will understand, a cooling system 27... * The boundary can extend well beyond the shell of RESS11. Similarly, the cooling system 27 * It may contain multiple interconnected or separate cooling subsystems or loops, such as the corresponding loops of each of RESS11, TPIM 18, motor 12, DC-DC converter 20, etc.

[0083] Figure 1 The rotary motor 12 in the illustrated battery-electric vehicle embodiment includes an output member 120 mechanically connected to a driven load, such as a gearbox (T) 14 coupled to wheels 16. The motor output torque from motor 12 (arrow T) M The power is transmitted via the transmission 14 to the wheels 16 to provide power to the wheels 16, thereby propelling the moving platform 13. The motor 12 may optionally be implemented as a multiphase / alternating current (AC) unit, with its phase leads connected to the AC side of the TPIM 18, such that the TPIM 18 outputs AC voltage (VAC) to the phase leads of the motor 12. As will be understood, power inverter modules such as the TPIM 18 include internal IGBTs, MOSFETs, or other application-appropriate semiconductor switches, each having corresponding on / off states controlled via pulse-width modulation (PWM), pulse-density modulation (PDM), or another switching control technique.

[0084] The DC side of TPIM 18 is also connected to the positive and negative bus rails 17. + and 17 - Connected to RESS11, allowing passage across bus rail 17 + and 17 - There exists a DC voltage (VDC), where the voltage measured across the output terminals (not shown) of RESS11 is referred to hereinafter as the battery voltage (V). BATA DC-DC converter 20, also referred to herein as an auxiliary power module, can be used to selectively reduce the DC bus voltage to an auxiliary voltage (V). AUX The voltage level is typically 12-15V. Auxiliary batteries, such as lead-acid batteries, are examples. AUX )22 can be connected to DC-DC converter 20 and used to provide power to auxiliary or low-voltage accessories (not shown) on mobile platform 13.

[0085] As will be understood, a battery pack with a relatively high C-rate (i.e., a specific rate at which the battery pack is charged or discharged) produces more energy per battery cell compared to a battery pack with a relatively low C-rate, where the concept of C-rate is roughly analogous to the ampere-hour rating of the battery pack. If RESS11 is configured with a high C-rate, it may sometimes experience failures or loads on the cooling system 27 and / or the battery cells and other electronic hardware components of RESS11. For example... Figure 1 The cooling system 27, schematically shown, may be unable to handle the full thermal load of the TPIM 18, motor 12, and RESS 11, such as during continuous operation of the electric propulsion system 10 in hot ambient weather conditions or under high loads. Overheating may similarly degrade the C-rate of the RESS 11. Therefore, the controller 50 is programmed to take into account such failures and limitations of the cooling system 27 and / or other hardware of the RESS 11 when responding to a user's choice between available P-connection and S-connection configurations, whereby the controller 50 may make a configuration selection opposite to the user's choice in the face of such failures or limitations.

[0086] refer to Figure 2 In a simplified embodiment, the RESS 11 envisioned herein includes a pair of battery modules 11A and 11B. A DC link capacitor (C1) 23 may be connected across bus rail 17. + and 17 - As shown in the figure. The battery modules 11A and 11B consist of battery cells (not shown) that can be constructed from lithium, nickel metal hydride, or another suitable high-energy battery chemistry as known in the art. The term "module" as it relates in this disclosure to the reconfigurable RESS 11 refers to an application-specific collection of interconnected battery cells commonly housed in a common battery casing (not shown). Again, for simplicity, it is not shown, but it is well understood in the art that battery cell sensing circuitry is typically mounted to such a battery casing and used to monitor battery cell parameters (i.e., temperature, voltage, current, etc.). Thus, each battery module 11A and 11B is effectively operated as a discrete battery by its own capability, wherein battery modules 11A and 11B can be connected in series or parallel to provide a battery voltage (V) at a specific level. BAT ).

[0087] For clarity and in a simplified schematic form, the aforementioned switching circuit 15 includes multiple binary (on / off and off / non-on) switches 30, which are actuated as indicated by arrow XX and are labeled S1, S2, and S3 for clarity. Switch S1 is connected to the negative (-) terminal of the battery module 11A and the negative bus rail 17. - Between. Switch S2 is connected to the positive (+) terminal of battery module 11B and positive bus rail 17. + The switch S3 is then connected between the negative (-) terminal of the battery module 11A and the positive (+) terminal of the battery module 11B.

[0088] To establish Figure 2 The P-connection configuration responds to the driver's requested driving mode signal (arrow CC). 52 ), Figure 1 The controller 50 depicted in the diagram closes command switches S1 and S2 and opens command switch S3, which in turn causes the battery voltage V to... BAT This is equal to the module voltage (V1). In a non-limiting representative embodiment, for example, the module voltage of battery modules 11A and 11B can be approximately 300-400V, and therefore, in this case, V... BAT It is approximately 300-400V. When Figure 1 The operator of the electric propulsion system 10 requests the driving mode signal (arrow CC) via the operator. 52 Communication increases battery voltage V BAT When desired, controller 50 can respond by closing switch S3 and opening switches S1 and S2. This control action establishes an S-connection configuration. With the two battery modules 11A and 11B connected in this manner, the resulting S-connection configuration of RESS 11 will affect the battery voltage (V... BAT The value is set to be equal to the sum of the individual module voltages (i.e., V1 + V1), or, consistent with the 300-400V example above, approximately 600-800V.

[0089] Selecting the S-connection configuration provides torque and power boost capabilities at higher rotational speeds of motor 12. In such an embodiment, controller 50 can progressively limit the high-speed torque and power performance of electric powertrain 10 as needed in response to the aforementioned faults or limitations. The various embodiments described herein require the construction of hardware components rated for higher voltage levels, wherein overall control of the switching operation of RESS 11 and the operation of rotating motor 12 is maintained during the transition between P-connection and S-connection configurations in order to minimize powertrain disturbances and current transitions.

[0090] Those skilled in the art will understand that other configurations of the RESS11 can be envisioned within the scope of this teaching. Brief Reference Figure 3 In an alternative configuration, RESS 111 may include a switching circuit 150, whose individual switches 30 may be arranged relative to battery modules 11A, 11B, 11C, and 11D. Nine such switches 30 are used in this representative circuit topology, while additional switches 30 are possible in other embodiments, depending on the number of interconnected battery modules.

[0091] That is, switches 30 labeled S1, S2, and S3 can be used to connect battery modules 11A and 11B in series or parallel. Switches 30 labeled S4, S5, and S6 similarly connect battery modules 11C and 11D in series or parallel. Elsewhere, similar... Figure 2 Switches S1, S2, and S3 control switches S7, S8, and S9, that is, enabling battery modules 11A and 11B (connected in series or in parallel) to be configured in an S-connection or P-connection configuration with battery modules 11C and 11D (also connected in series or in parallel). Therefore, relative to Figure 2 A simplified dual-module implementation, Figure 3 The increased number of switches 30 and battery modules allows for more than one P-connection configuration, and therefore allows for a wider range of user-selectable driving modes and battery voltages (V). BAT ).

[0092] As part of this method 100, Figure 1 The controller 50 can be programmed with predetermined or calibrated baseline mode-specific electric drive loss information for available S-connection and P-connection configurations. As explained below, this baseline loss information can be used by the controller 50 to inform the operator in real time via the user interface device 52 of the associated power and / or efficiency or electric driving range penalty for a given mode selection. Similarly, the controller 50 can inform the operator of the associated operating efficiency or electric driving range bonus for a given mode selection, i.e., by presenting a graph to show the operator the positive or negative results of a given driving mode selection in terms of efficiency, loss, driving range, power, etc.

[0093] Baseline electrical losses can be determined offline and stored. Figure 1 The baseline loss is stored in the memory (M) of the controller 50 shown. During the execution of method 100, the baseline loss can be retrieved from the memory (M) and subsequently adjusted or scaled by the controller 50 in real time. For example, the controller 50 can calculate a loss scaling factor based on temperature or other system feedback values. Similarly, the baseline peak torque curve can be scaled in real time based on such calculations to appropriately account for different operating conditions.

[0094] refer to Figure 4 The method described in this article is implemented in 100 ways. Figure 1 The electric propulsion system 10 allows for user-initiated driving mode selection. For clarity and simplicity, Figure 4 The flowchart illustrates how method 100 is organized into several discrete task groups or logical blocks. For each block, the described functionality is programmed into... Figure 1 The controller 50 and / or user interface device 52 are schematically shown and implemented using corresponding sensors, communication equipment and protocols, digital signal processing hardware, etc., as will be readily understood by those skilled in the art.

[0095] Starts at block B102 ("REC CC") 52 The controller 50 receives a driving mode signal (arrow CC) requested by the operator as an electrical signal from the user interface device 52. 52 ), wherein the driver-requested driving mode signal (arrow CC) 52 Instructions for use Figure 1 The electric propulsion system 10 is operated in the driver's desired driving mode. Then, method 100 proceeds to block B104.

[0096] Block B103 (“FLT?”), which operates concurrently with block B102 and other blocks of method 100, may include detecting electrical faults or limiting conditions in the electric propulsion system 10. These electrical faults or limiting conditions may cover a wide range of possible conditions, such as, but not limited to, electrical short circuits, open circuit conditions, RESS 11, TPIM 18, extremely high or low temperatures of the rotating motor 12, high current and / or overvoltage conditions, etc. In response to such electrical fault conditions, Figure 4 Method 100 proceeds to block B107. However, if no fault condition or limitation is detected, block B102 is repeated in a controlled loop to continuously monitor for fault conditions or limitations.

[0097] Block B104(“CC 52 =M PERF This includes determining, via controller 50, the driver-requested driving mode signal initially received at block B102 (arrow CC). 52 Whether to instruct the operator to select a high-performance mode (e.g., maximum power mode or power boost mode). When the operator has requested such a high-performance mode, method 100 proceeds to block B106, wherein, alternatively, controller 50 proceeds to block B105.

[0098] Block B105(“CC 52 =M NSimilar to block B104, and includes a driving mode signal (arrow CC) requested by the operator and determined via controller 50 at block B102. 52 Does it indicate N different efficiency modes M? N (For example, operator selection of one or more lower power, higher efficiency / range-extended driving modes corresponding to the available P-connection configuration of RESS11.) Such as in Figure 2 In the embodiment, when RESS11 is capable of a single P-connection configuration, N = 1; where in Figure 3 In the non-restrictive alternative configuration, N=2. When the operator requests the driving mode signal (arrow CC)... 52 When this mode is in effect, method 100 proceeds to block B116, where, in an alternative, controller 50 proceeds to block B107.

[0099] In block B106(“DET P”) L @M PERF In this embodiment, controller 50 automatically determines electrical loss information associated with operation in the high-performance mode described above. An optional implementation of block B106 includes accessing a lookup table (where loss information is stored for corresponding temperature or other operating conditions), calculating or estimating loss information in real time, etc. Method 100 then proceeds to block B108.

[0100] Block B107 (“DFLT”) includes the execution of default control actions, including establishing an S-connection configuration or a P-connection configuration based on the specific application and calibrated settings. In possible variations, this default setting (e.g., P-connection configuration) can be selected by the user. Block B107 can be reached in response to the failure to select an effective driving mode at blocks B102 and B105 and in response to the detection of an electrical fault condition at block B103. Upon arrival at block B103, controller 50 can establish a P-connection configuration, or, for example, in an S-connection configuration, progressively limit the high-speed torque and power performance of the electric powertrain system 10 as needed by limiting output power in a fault-specific manner. This may include enabling a low-speed / low-torque “limp-home” mode or disabling propulsion or charging, delimiting TPIM 18, or performing other appropriate control actions to balance operator expectations with the protection of the electric propulsion system 10.

[0101] To address the potential issue of insufficient operator selection for mode selection, controller 50 is programmed with an appropriate default mode. In this case, the default mode can be specific to the electric propulsion system 10. For example, if the electric propulsion system 10 is used in a high-performance vehicle, and assuming no electrical fault mode, insufficient RESS 11 capacity, or low / or other related factors affecting RESS 11 capacity, controller 50 can use a switch control signal as... Figure 1 The output signal (arrow CC O ) is transmitted to a separate switch 30 to thereby trigger a switch control action and automatically default to the S-connection configuration of RESS11, where such signals may be in the form of separate first and second electronic switch control signals commanding the corresponding P-connection or S-connection configuration. Then, method 100 returns to block B102.

[0102] At block B108 (“P L <CAL1”), the controller 50 next compares the mode-specific electrical loss information determined in block B106 with a calibrated loss limit (i.e., a calibrated or pre-recorded value suitable for the corresponding selected driving mode). When the electrical loss does not exceed the calibrated loss limit, method 100 proceeds to block B110; and in the alternative, when the electrical loss exceeds the calibrated loss limit, method 100 proceeds to block B109.

[0103] When the mode-specific electrical loss associated with the selected desired driving mode (in this case, the performance mode) exceeds the calibrated loss threshold for this mode, block B109 (“DISPL OPT = M N ”) is required to selectively present alternative driving mode recommendations (via Figure 1 the user interface device 52). Then, method 100 proceeds to block B111.

[0104] Block B110 (“EXEC M PERF ”) includes executing the selected driving mode. In Figure 4 an example embodiment, where the driving mode is the maximum power mode, the power boost mode, or another high-performance mode, block B110 is required to select and implement the S-connection configuration of RESS11 as the selected battery configuration. Thereafter, the controller 50 transmits the electronic switch control signal as Figure 1 a part of the output signal (arrow CC O ) to the switch circuit 15 of RESS11 to establish the selected S-connection configuration. As is understood in the art, such electronic switch control signals can be voltage signals delivered to the gate or other control terminals of switch 30, where the voltage signal has the effect of changing the on / off state of each receiving switch 30 within the switch circuit 15.

[0105] At block B111 (“REC CC 52 * ), the controller 50 receives an updated operator-requested driving mode signal (arrow CC 52 *)。In possible usage scenarios, a high-performance mode (M PERF ) is selected at block B102, and the operator can then be presented with one or more higher-efficiency / lower-power modes corresponding to one or more available P-connection configurations of RESS11 at block B109. The operator can confirm the selection implemented at the initial block B102 in response to the displayed prompt on the user input device 52, or the operator can select to replace it, for example, by touching the corresponding icon on the user interface device 52. Then, method 100 proceeds to block B112.

[0106] Block B112 (“OVR?”) needs to process the input from block B111 to determine whether the operator has decided to replace the driving mode recommended by the controller 50. In this case, method 100 proceeds to block B110. Otherwise, when the operator has selected one of the driving modes powered by the available P-connection configurations of RESS11, method 100 proceeds to block B116.

[0107] At block B116 (“DET P L @M N ”), the controller 50 determines the electrical loss information associated with continued operation in the higher-efficiency mode M N implemented through the P-connection configuration of RESS11. Optional embodiments include accessing a look-up table (such electrical loss information is stored in the look-up table for corresponding operating conditions), or calculating and / or estimating the losses, etc. Once the controller 50 has determined the electrical loss information associated with operation in mode M N , method 100 proceeds to block B118.

[0108] Block B118 (“P L <CAL2?”) requires the controller 50 of Figure 1 to compare the mode-specific electrical loss information from block B116 with the calibrated loss limit. When the determined electrical loss is less than the calibrated loss limit, method 100 proceeds to block B119; and in the alternative, when such losses exceed the calibrated loss limit, method 100 proceeds to block B120.

[0109] Block B119 (“EXEC CA”) can include performing appropriate control actions on the electric propulsion system 10 of Figure 1 , where the controller 50 takes such actions in response to exceeding the calibrated loss limit at block B118. For example, in response to determining that the electrical loss associated with a given P-connection configuration of RESS11 is still high relative to the calibrated loss limit, the controller 50 can respond differently based on the available configurations of RESS11. When using Figure 2In a simplified dual-module implementation, for example, when in a P-connection available configuration, the output torque and / or speed of motor 12 can typically be limited via PWM-based derating of TPIM 18. Other actions, such as those via RESS 11, can also be taken. Figure 1 Cooling system 27 * Cooling, recommending charging operations to the operator based on the magnitude exceeding the calibrated loss limit, etc. Then, method 100 returns to block B102.

[0110] In block B120("EXEC M") N At the designated location, controller 50 executes the selected higher-efficiency driving mode and its corresponding P-connection configuration. For this purpose, controller 50 uses the electronic switch control signal as... Figure 1 Output signal (arrow CC) O A portion of the transmission is performed to establish the selected P-connection configuration. Afterward, method 100 returns to block B102.

[0111] In some embodiments, Figure 4 Method 100 can be executed in response to predetermined entry conditions. For example, Figure 1 The controller 50 can detect the start of a driving cycle, for example, by detecting an engagement event in which the operator activates the electric powertrain system 10 before placing the transmission 14 into the appropriate gear. This method allows the controller 50 to receive a driving mode signal requested by the operator (arrow CC) via the user interface device 52 at the start of a driving cycle. 52 Other embodiments may permit operation during an ongoing driving cycle (i.e., after the aforementioned activation event and before a subsequent deactivation event terminating the driving cycle). Figure 1 The user interface device 52 receives the driving mode signal requested by the operator (arrow CC). 52 ).

[0112] Therefore, embodiments are conceivable that command switching from a P-connected configuration to an S-connected configuration, or vice versa, of RESS 11 can be implemented during an ongoing driving cycle. Further embodiments may include detecting when the electric propulsion system 10 is stationary, such as at a red light or during heavy traffic, by processing speed signals from wheel speed sensors, transmission output speed sensors, etc., as well as is well understood in the art. Thereafter, the controller 50 can command a switch from the P-connected configuration to the S-connected configuration, or vice versa, only when the electric propulsion system 10 is stationary during a driving cycle.

[0113] refer to Figure 5 The implementation of this method 100 is intended to relate to Figure 1The electric propulsion system 10 shown illustrates an intuitive, user-friendly interaction between the operator and controller 5. This interaction is facilitated by an intermediate user interface device 52. Figure 5 As depicted, the user interface device 52 can be configured, for example, to display a mode selection screen 52-1 via a touchscreen 53. One or more P-connection higher efficiency modes (M... ECO-1 M ECO-2 It can be displayed with the corresponding icon 55. S-connection high-performance mode (M PERF (For example, maximum power mode or power boost mode) can be displayed with its own corresponding icon 55. When the operator touches the mode selection icon 55 on the screen 52-1 for a given displayed mode, the user interface device 52 will send the operator's requested driving mode signal (arrow CC). 52 The data is transmitted to controller 50.

[0114] In response to the driver's request for a driving mode signal (arrow CC) 52 The controller 50 executes method 100 as described above, wherein it receives a driving mode signal requested by the operator (arrow CC). 52 ) corresponds to Figure 4 The aforementioned block B102. As part of this method 100, the controller 50 may display control signals (arrow CC). D The information is transmitted to the user interface device 52 so that the user interface device 52 displays a specific set of information, including the aforementioned mode selection screen 52-1.

[0115] Additionally, display control signals (arrow CC) D This can cause the user interface device 52 to display a mode effect screen 52-2. For example, the controller 50 can be configured to display an electric driving range or efficiency bonus (+) (as indicated by arrow AA) or an electric driving range or efficiency penalty (-) (as indicated by arrow BB). Similarly, display control signals (arrow CC) D This can cause the user interface device 52 to display an output power bonus (+) (i.e., arrow CC) or an output power penalty (-) (as indicated by arrow DD). The electric driving range / efficiency and / or output power penalty or bonus that will be achieved by implementing the operator's specific driving mode recommendation can be based on the above-described mode-specific electrical loss information, or, in alternative embodiments, on other criteria.

[0116] While some preferred modes and other embodiments have been described in detail, various alternative designs and embodiments exist for practicing the teachings as defined in the appended claims. Those skilled in the art will recognize that modifications can be made to the disclosed embodiments without departing from the scope of this disclosure. Furthermore, this concept explicitly includes combinations and sub-combinations of the described elements and features. The detailed description and accompanying drawings are intended to support and illustrate the teachings, the scope of which is defined only by the claims.

Claims

1. An electric propulsion system, comprising: A rotary electric motor having an output member connectable to a driven load, wherein the output member is configured to impart an output torque from the rotary electric motor to the driven load; A rechargeable energy storage system electrically connected to the rotating motor, the rechargeable energy storage system comprising: Multiple battery modules; and A switching circuit configured to selectively interconnect the plurality of battery modules in parallel or series connection configuration in response to a corresponding first or second electronic switch control signal; User interface device, the user interface device being configured to receive a driving mode request from an operator indicating a desired driving mode of the electric propulsion system; and A controller, which communicates with the user interface device and is programmed with mode-specific electrical loss information associated with the desired driving mode, wherein the controller is configured to select and establish the parallel connection configuration or the series connection configuration as the selected battery configuration in response to a driving mode signal requested by the operator via a first or second electronic switch control signal, and to selectively present driving mode recommendations via the user interface device when the mode-specific electrical loss information exceeds a calibrated loss threshold.

2. The electric propulsion system according to claim 1, wherein, The controller is configured to detect the start of a driving cycle and receive a driving mode signal requested by the operator via the user interface device when the driving cycle begins.

3. The electric propulsion system according to claim 2, wherein, The controller is configured to receive a driving mode signal requested by the operator via the user interface device during the driving cycle, and to command a transition from the parallel connection configuration to the series connection configuration, or vice versa, during the driving cycle.

4. The electric propulsion system according to claim 3, wherein, The controller is configured to command the transition from the parallel connection configuration to the series connection configuration, or vice versa, only when the electric propulsion system is stationary during the driving cycle.

5. The electric propulsion system of claim 1, wherein the controller is configured to detect electrical fault conditions or limitations of the electric propulsion system, and automatically select the parallel connection configuration or limit the output power of the series connection configuration in response to the electrical fault conditions or limitations.

6. The electric propulsion system according to claim 5, further comprising: A cooling system configured to regulate the temperature of the rotating motor, wherein the electrical fault or limitation includes an electrical fault or limitation of the cooling system and / or the temperature of the rotating motor.

7. The electric propulsion system according to claim 1, wherein, The parallel connection configuration includes multiple different parallel connection configurations.

8. The electric propulsion system according to claim 7, wherein, The switching circuit includes nine or more switches.

9. The electric propulsion system according to claim 1, wherein, The controller is configured to present recommended electric driving range and / or power penalty or reward for the driving mode via the user interface device based on the mode-specific electrical loss information.

10. The electric propulsion system according to claim 1, further comprising the driven load, wherein, The driven load includes a set of wheels of a motor vehicle.

11. A mode selection method for an electric propulsion system, the electric propulsion system having a rotating motor connectable to a driven load and a rechargeable energy storage device connected to the rotating motor, the method comprising: The controller determines mode-specific electrical loss information associated with the desired driving mode of the electric propulsion system. When the mode-specific electrical loss associated with the desired driving mode exceeds a calibrated loss threshold, driving mode recommendations are selectively presented via a user interface device. The controller receives a driving mode signal requested by the operator from the user interface device, wherein the driving mode signal requested by the operator indicates the desired driving mode of the electric propulsion system. In response to a driving mode signal requested by the operator, the parallel connection configuration or series connection configuration of the rechargeable energy storage device is selected as the selected battery configuration via a first or second electronic switch control signal, wherein the rechargeable energy storage device includes multiple battery modules and a switching circuit; and The controller transmits the first or second electronic switch control signal to the switching circuit of the rechargeable energy storage device to establish the selected battery configuration.

12. The method of claim 11, further comprising: The start of the driving cycle is detected via the controller; as well as At the start of the driving cycle, the operator receives a driving mode signal requested by the user interface device.

13. The method of claim 12, further comprising: During the driving cycle, the user interface device receives a driving mode signal requested by the operator. as well as During the driving cycle, commands are sent to switch from the parallel connection configuration to the series connection configuration, or vice versa.

14. The method of claim 12, further comprising: Detecting when the electric propulsion system comes to a complete stop; as well as The command to switch from the parallel connection configuration to the series connection configuration, or vice versa, is made only when the electric propulsion system is stationary during the driving cycle.

15. The method of claim 11, further comprising: Detect electrical fault conditions or limitations of the electric propulsion system; as well as In response to the electrical fault condition or limitation, the parallel connection configuration is automatically selected or the output power of the series connection configuration is limited.

16. The method according to claim 15, wherein, The electric propulsion system includes a cooling system configured to regulate the temperature of the rotating electric motor, and the method further includes automatically selecting the parallel connection configuration in response to a failure or limitation of the cooling system or in response to the occurrence of the electrical fault condition or limitation.

17. The method according to claim 11, wherein, The switching circuit includes nine or more switches, and wherein selecting the parallel connection configuration or the series connection configuration of the rechargeable energy storage device includes controlling the on / off state of each of the nine or more switches of the switching circuit.

18. The method of claim 11, further comprising: Based on the mode-specific electrical losses, the controller uses the user interface device to present the recommended electric driving range and / or power penalty or reward for the driving mode.

19. A motor vehicle comprising: A set of wheels; The vehicle body connected to the set of wheels; as well as An electric propulsion system connected to the set of wheels and the vehicle body, the electric propulsion system comprising: A multiphase rotary motor having a set of phase leads and an output member connected to a driven load and configured to impart motor torque to the driven load; A rechargeable energy storage system electrically connected to the rotating motor, the rechargeable energy storage system comprising: Multiple battery modules; and A switching circuit having multiple switches and configured to selectively connect the battery module in parallel or in series connection configuration in response to a first or second electronic switch control signal, respectively. User interface device, configured to receive a driving mode signal requested by an operator indicating a desired driving mode of the electric propulsion system; and A controller, which communicates with the user interface device and is programmed with mode-specific electrical loss information associated with the desired driving mode, wherein the controller is configured to receive a driving mode signal requested by the operator via the user interface device during a driving cycle, and to select one of the parallel connection configuration or the series connection configuration via control of the switching circuit in response to the driving mode signal requested by the operator, and to present a driving mode recommendation and the expected electric driving range and power penalty or reward of the driving mode recommendation via the user interface device based on the mode-specific electrical loss information when the mode-specific electrical loss information exceeds a calibrated loss threshold.

20. The motor vehicle according to claim 19, wherein, The plurality of battery modules includes four or more battery modules, and the plurality of switches includes at least nine switches.

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