Impedance estimation of the power supply via the motor inverter circuit

Abstract

This invention relates to impedance estimation of a power supply via a motor inverter circuit. A vehicle motor drive system includes: an inverter that receives power from a power source via a bus, wherein the inverter is connected to the vehicle's motor; a driver that drives the inverter; a filter that filters a current signal received from the bus to generate a filtered signal; and a control module that operates in an impedance determination mode. The impedance determination mode includes: controlling the driver and inverter to generate a pulse signal applied to the power source based on the filtered signal; determining the current level and voltage of the power source due to the generation of the pulse signal; and determining the impedance based on the current level and voltage. The control module is configured to: determine characteristic parameters of the power source based on the impedance; and perform control operations or countermeasures based on the characteristic parameters.

Description

Technical Field

[0001] The information provided in this section is for the purpose of presenting the overall context of this disclosure. The work of the currently attributed inventors, to the extent described in this section, and in all aspects of that description which at the time of filing may not be regarded as prior art, is neither expressly nor implicitly considered prior art to this disclosure.

[0002] This disclosure relates to power supplies for electric vehicles. Background Technology

[0003] Electric vehicles include one or more power sources for supplying electrical energy to one or more electric motors. The electric motors are used for propulsion and can also be used to reduce the vehicle's speed and recharge, for example, individual power source cells (or "battery units"). As an example, during regenerative braking operations, the electric motors can operate as generators to decelerate the vehicle and / or recharge the power source. Summary of the Invention

[0004] A motor drive system for a vehicle is disclosed. The motor drive system includes: an inverter configured to receive power from a power source via a bus, wherein the inverter is connected to a motor of the vehicle; a driver configured to drive the inverter; a filter configured to filter a current signal received from the bus to generate a filtered signal; and one or more control modules configured to operate in an impedance determination mode. The impedance determination mode includes: controlling the driver and inverter to generate a pulse signal applied to the power source based on the filtered signal; determining the current level and voltage of the power source due to the generation of the pulse signal; and determining the impedance based on the current level and voltage. The one or more control modules are configured to: determine characteristic parameters of the power source based on the impedance; and perform control operations or countermeasures based on the characteristic parameters.

[0005] Among other features, the one or more control modules are configured to generate pulse signals, when in impedance determination mode, to include (i) a motor magnetizing flux current and (ii) a torque generating current less than a predetermined threshold.

[0006] Among other features, the one or more control modules are configured to generate pulse signals, including (i) motor magnetizing flux current and (ii) zero-torque generating current, when in impedance determination mode.

[0007] Among other features, the one or more control modules are configured to: determine at least one of the following conditions: whether the vehicle is stopped, whether the back electromagnetic force (or "back electromotive force") of the motor is less than a first predetermined threshold, whether the rotor of the motor is not rotating, or whether the output torque of the motor is less than a second predetermined threshold; and when at least one of the following conditions occurs: the vehicle is stopped, the back electromagnetic force of the motor is less than the first predetermined threshold, the rotor of the motor is not rotating, or the output torque of the motor is less than the second predetermined threshold, control the driver to generate a pulse signal experienced by the power supply.

[0008] Among the other features, the filter is a low-pass filter.

[0009] Among other features, the one or more control modules are configured to: generate pulse signals to sweep a frequency range; determine the impedance response over the frequency range; and determine characterization parameters based on the impedance response over the frequency range.

[0010] Among other features, the one or more control modules are configured to: when in impedance determination mode, adjust the phase amplitude of the motor's phases to balance the thermal energy of those phases of the motor.

[0011] Among other features, the one or more control modules are configured to operate in an impedance-determined mode when charging the power supply.

[0012] Among other features, the one or more control modules are configured to operate in an impedance-determined mode when not charging the power supply.

[0013] Among other features, the one or more control modules are configured to: determine temperature based on impedance; and adjust the cooling of the power supply based on temperature.

[0014] Among other features, the motor drive system further includes a power supply, wherein the one or more control modules are configured to: control the individual power supply to the load terminals via a distributed connection based on impedance.

[0015] Among other features, the motor drive system further includes a power supply, wherein the one or more control modules are configured to control the connection state of individual power supply units based on impedance.

[0016] Among other features, a method for operating a motor drive system is provided. The method includes: receiving power from a power source via a bus at an inverter, wherein the inverter is connected to a vehicle motor; driving the inverter via a driver; filtering a current signal received from the bus to generate a filtered signal; and operating in an impedance determination mode. The impedance determination mode includes: controlling the driver and inverter to generate a pulse signal applied to the power source based on the filtered signal; determining the current level and voltage of the power source due to the generation of the pulse signal; and determining the impedance based on the current level and voltage. The method further includes: determining characterization parameters of the power source based on the impedance; and performing control operations or countermeasures based on the characterization parameters.

[0017] Among other features, the method further includes, when in impedance determination mode, generating a pulse signal to include (i) a motor magnetizing flux current and (ii) a torque generating current less than a predetermined threshold.

[0018] Among other features, the method further includes, when in impedance determination mode, generating pulse signals to include (i) motor magnetizing flux current and (ii) zero torque generating current.

[0019] Among other features, the method further includes: determining at least one of the following conditions: whether the vehicle is stopped, whether the anti-electromagnetic force of the motor is less than a first predetermined threshold, whether the rotor of the motor is not rotating, or whether the output torque of the motor is less than a second predetermined threshold; and when at least one of the following conditions occurs: the vehicle is stopped, the anti-electromagnetic force of the motor is less than the first predetermined threshold, the rotor of the motor is not rotating, or the output torque of the motor is less than the second predetermined threshold, controlling the driver to generate a pulse signal experienced by the power supply.

[0020] Among other features, the method further includes: generating a pulse signal to scan a frequency range; determining the impedance response over the frequency range; and determining characterization parameters based on the impedance response over the frequency range.

[0021] Among other features, the method further includes: when in impedance determination mode, adjusting the phase amplitude of the motor's phases to balance the thermal energy of these phases of the motor.

[0022] Among other features, the method further includes: determining at least one of the charging state of the power supply or the health state of the power supply based on impedance; and performing countermeasures based on said at least one of the charging state of the power supply or the health state of the power supply.

[0023] Among other features, the method further includes operating in an impedance determination mode when the power supply is not being charged.

[0024] The present invention also discloses the following technical solutions:

[0025] Option 1. A motor drive system for a vehicle, the motor drive system comprising:

[0026] An inverter configured to receive power from a power source via a bus, wherein the inverter is connected to the motor of the vehicle;

[0027] A driver, configured to drive the inverter;

[0028] A filter, configured to filter a current signal received from the bus to generate a filtered signal; and

[0029] One or more control modules are configured as follows:

[0030] Operating in an impedance determination mode, the impedance determination mode includes:

[0031] Based on the filtered signal, the driver and the inverter are controlled to generate a pulse signal applied to the power supply.

[0032] Determine the current level and voltage of the power supply due to the generation of the pulse signal, and

[0033] The impedance is determined based on the current level and the voltage.

[0034] The characterization parameters of the power supply are determined based on the impedance; and

[0035] Control operations or countermeasures are performed based on the aforementioned characterization parameters.

[0036] Option 2. The motor drive system according to Option 1, wherein the one or more control modules are configured to: when in the impedance determination mode, generate the pulse signal to include i) a motor magnetizing flux current and ii) a torque generating current less than a predetermined threshold.

[0037] Option 3. The motor drive system according to Option 1, wherein the one or more control modules are configured to generate the pulse signal to include i) a motor magnetizing flux current and ii) a zero torque generating current when in the impedance determination mode.

[0038] Option 4. The motor drive system according to Option 1, wherein the one or more control modules are configured as follows:

[0039] Determine at least one of the following conditions: whether the vehicle is stopped, whether the anti-electromagnetic force of the motor is less than a first predetermined threshold, whether the rotor of the motor is not rotating, or whether the output torque of the motor is less than a second predetermined threshold; and

[0040] When at least one of the following occurs: the vehicle stops, the anti-electromagnetic force of the motor is less than the first predetermined threshold, the rotor of the motor is not rotating, or the output torque of the motor is less than the second predetermined threshold, the driver is controlled to generate the pulse signal experienced by the power supply.

[0041] Option 5. The motor drive system according to Option 1, wherein the filter is a low-pass filter.

[0042] Option 6. The motor drive system according to Option 1, wherein the one or more control modules are configured to: generate the pulse signal to scan a frequency range; determine the impedance response over the frequency range; and determine the characterization parameters based on the impedance response over the frequency range.

[0043] Option 7. The motor drive system according to Option 1, wherein the one or more control modules are configured to: when in the impedance determination mode, adjust the phase amplitude of the motor phase to balance the thermal energy of the motor phase.

[0044] Option 8. The motor drive system according to Option 1, wherein the one or more control modules are configured to operate in the impedance determination mode when charging the power supply.

[0045] Option 9. The motor drive system according to Option 1, wherein the one or more control modules are configured to operate in the impedance determination mode when the power supply is not being charged.

[0046] Option 10. The motor drive system according to Option 1, wherein the one or more control modules are configured to:

[0047] Temperature is determined based on the impedance; and

[0048] The cooling of the power supply is adjusted based on the temperature.

[0049] Option 11. The motor drive system according to Option 1, further comprising the power supply, wherein the one or more control modules are configured to control the distributed connection of the power supply from individual units to the load terminals based on the impedance.

[0050] Option 12. The motor drive system according to Option 1, further comprising the power supply, wherein the one or more control modules are configured to control the connection state of individual units of the power supply based on the impedance.

[0051] 13. A method for operating a motor drive system, the method comprising:

[0052] Power is received from the power source via a bus at the inverter, wherein the inverter is connected to the vehicle's motor;

[0053] The inverter is driven by a driver;

[0054] The current signal received from the bus is filtered to generate a filtered signal;

[0055] Operating in an impedance determination mode, the impedance determination mode includes:

[0056] Based on the filtered signal, the driver and the inverter are controlled to generate a pulse signal applied to the power supply.

[0057] Determine the current level and voltage of the power supply due to the generation of the pulse signal, and

[0058] The impedance is determined based on the current level and the voltage.

[0059] The characterization parameters of the power supply are determined based on the impedance; and

[0060] Control operations or countermeasures are performed based on the aforementioned characterization parameters.

[0061] Option 14. The method according to Option 13, further comprising: when in the impedance determination mode, generating the pulse signal to include i) a motor magnetizing flux current and ii) a torque generating current less than a predetermined threshold.

[0062] Option 15. The method according to Option 13, further comprising: when in the impedance determination mode, generating the pulse signal to include i) motor magnetizing flux current and ii) zero torque generating current.

[0063] Option 16. The method according to Option 13, further comprising:

[0064] Determine at least one of the following conditions: whether the vehicle is stopped, whether the anti-electromagnetic force of the motor is less than a first predetermined threshold, whether the rotor of the motor is not rotating, or whether the output torque of the motor is less than a second predetermined threshold; and

[0065] When at least one of the following occurs: the vehicle stops, the anti-electromagnetic force of the motor is less than the first predetermined threshold, the rotor of the motor is not rotating, or the output torque of the motor is less than the second predetermined threshold, the driver is controlled to generate the pulse signal experienced by the power supply.

[0066] Option 17. The method according to Option 13 further includes:

[0067] The pulse signal is generated to scan the frequency range;

[0068] Determine the impedance response over the stated frequency range; and

[0069] The characterization parameters are determined based on the impedance response over the frequency range.

[0070] Option 18. The method according to Option 13, further comprising: when in the impedance determination mode, adjusting the phase amplitude of the motor phase to balance the thermal energy of the motor phase.

[0071] Option 19. The method according to Option 13, further comprising:

[0072] Based on the impedance, determine at least one of the charging state of the power supply or the health state of the power supply; and

[0073] The countermeasure is performed based on at least one of the charging state of the power supply or the health state of the power supply.

[0074] Option 20. The method according to Option 13, further comprising: operating in the impedance determination mode when the power supply is not being charged.

[0075] Further applicability of this disclosure will become apparent from the detailed description, claims, and drawings. The detailed description and specific examples are intended for illustrative purposes only and are not intended to limit the scope of this disclosure. Attached Figure Description

[0076] This disclosure will be more fully understood from the detailed description and accompanying drawings, in which:

[0077] Figure 1 This is a functional block diagram of an example propulsion system according to the present disclosure, which includes a propulsion control module having a bus current control module;

[0078] Figure 2 This is a functional block diagram of an example motor inverter circuit controlled by a bus current control module according to the present disclosure, which illustrates the discharge current.

[0079] Figure 3 This is a functional block diagram of an example motor drive circuit including a bus current control loop according to the present disclosure;

[0080] Figure 4A This is an example drawing of the unfiltered oscillating bus current supplied before filtering for impedance response calculation according to this disclosure;

[0081] Figure 4BThis is an example drawing of the filtered oscillating bus current used for impedance response calculations based on this disclosure;

[0082] Figure 5 This is an example drawing of the oscillating current levels of two phases of a motor for impedance response calculation based on the information provided in this disclosure;

[0083] Figure 6 This is a functional block diagram of an example battery pack based on this disclosure;

[0084] Figure 7 It includes Figure 6 A schematic diagram of an example implementation of the battery pack;

[0085] Figure 8 This is a functional block diagram of another example of a vehicle control system according to the present disclosure, which includes a vehicle control module having an Active Safety Management (ASM) module;

[0086] Figure 9 This is a functional block diagram of an example power supply cooling system according to the present disclosure;

[0087] Figures 10A-10B The illustration shows an example impedance-based method implemented according to this disclosure, where "Y" represents "yes" and "N" represents "no"; and

[0088] Figure 11 It is an example drawing based on the Id current profile (or “curve”) of this disclosure.

[0089] In the accompanying drawings, reference numerals may be reused to identify similar and / or identical elements. Detailed Implementation

[0090] In a laboratory setting, electrochemical spectroscopy (EIS) can be used to characterize the performance of individual battery cells. EIS typically requires specialized and expensive equipment.

[0091] The examples described herein include incorporating a bus current control loop to introduce pulse signals into the vehicle's power supply for impedance response calculations. The power supply impedance is calculated based on the current and voltage levels detected by the generation of the pulse signals. The pulse signals are introduced under certain conditions and via an inverter in a motor inverter circuit. The motor inverter circuit includes a motor (e.g., a motor for propulsion) and an inverter that controls the operation of the motor. The inverter can be controlled to generate pulses at preselected and / or varying frequencies for impedance response calculations.

[0092] The disclosed examples include characterization analysis of power supplies, including determining various characterization parameters such as state of charge (SOC), state of health (SOH), and temperature. These characterization parameters are determined based on impedance response. SOC refers to the level of power supply charge relative to its capacity. SOH refers to the ratio of the current maximum capacity of the power supply to its rated capacity. SOH is related to power supply aging. Characterization parameters can be used for power distribution and control, as well as for thermal mitigation purposes, as further described below. Characterization analysis can be embedded in the power supply charging process and / or service to monitor characterization parameters for control, diagnostic, and prognostic purposes. Diagnostic and prognostic operations can be predictive.

[0093] As used herein, the term "power source" can refer to a battery pack, battery modules of a battery pack, and / or individual cells of a battery module. A battery pack may include multiple battery modules, each of which may further include hundreds of individual cells. Therefore, a power source may include multiple power sources. A power source may further include cooling circuits, sensors, switches, terminals, control modules, etc.

[0094] Figure 1 A propulsion system 100 for vehicle 102 is shown, which includes a power source 103, which includes a battery pack 105. The battery pack 105 may include any number of battery packs. Each battery pack may include any number of battery modules, and each battery module may include any number of individual cells. An example of the power source is shown in... Figure 2-3 and Figure 6-1 As shown in 0.

[0095] Power supply 103 supplies power to inverter 106, which in turn drives motor 108 (e.g., an internal permanent magnet (IPM) motor). Although motor 108 is shown as an IPM motor, motor 108 can be a surface permanent magnet motor or other types of electric motor. While various examples are disclosed herein with respect to motors, these examples are applicable to other motors. Power supply 103 may include multiple individual cells, battery modules, and / or battery packs connected in series and / or parallel to provide a predetermined voltage output.

[0096] The propulsion system 100 is used to move the vehicle 102 and further includes an axle 110, a wheel axle 112 including a differential 114, and wheels 116. An inverter 106 converts DC voltage to three-phase alternating current (AC) to power a motor 108. The motor 108 rotates the axle 110, which in turn rotates the wheel axle 112 via the differential 114.

[0097] The propulsion system 100 further includes a vehicle control module 120, a propulsion control module 122, and a driver 124. The vehicle control module 120 can generate a torque request signal. The torque request signal can be generated based on, for example, a torque commanded by an accelerator 126 (if included). The propulsion control module 122 can control the driver 124 based on the torque request signal. The driver 124 can, for example, generate a pulse width modulation (PWM) signal to control the state of the transistors in the inverter 106 based on the output of the propulsion control module 122.

[0098] The propulsion control module 122 may include a bus current control module 123, which implements an algorithm to generate frequency discharge current pulses for one or more power sources (e.g., individual cells and / or modules of battery pack 105). The bus current control module 123 generates the frequency discharge current pulses experienced by the one or more power sources via inverter 106. Battery management module 140 detects the current and voltage levels of the one or more power sources to determine their impedance response. Based on the selective connection of individual cells, battery modules, and / or battery packs to the inverter, different individual cells, battery modules, and / or battery packs may experience different frequency signals (or pulse signals). As an example, each battery module may have a corresponding chemical composition, size, shape, etc., and is therefore assigned a corresponding set of one or more frequency signals. Each frequency signal may have a corresponding duty cycle profile, amplitude profile, and frequency profile. In one embodiment, the same set of frequency signals is generated and experienced by two or more power sources. The application of frequency signals and monitoring of the power source impedance response allow for on-board characterization analysis of the power source. Impedance 141 may be calculated and stored in memory 143. The battery management module 140 can store the impedance response and / or impedance value in the memory 143. The following section discusses... Figure 2-11 Further description of impedance response determination.

[0099] The propulsion control module 122 controls the driver 124 based on outputs from sensors. These sensors may include current sensors (e.g., Hall effect sensor 130), resolver 132, temperature sensor 134, and / or other sensors 136 (e.g., accelerometers). The current sensor may include sensors other than Hall effect sensors.

[0100] The propulsion control module 122 performs the conversion of the three-phase current phase signals Ia, Ib, and Ic of the motor into current vector signals Id and Iq. The propulsion control module 122 determines how much current is flowing and how much current is needed (or requested), and modifies the input current level of the motor 108 by adjusting the output voltage vector signal supplied to the driver 124. This is based on (i) the current vector signals Id and Iq, (ii) the position signal from the resolver 132, and (iv) the torque request signal from the vehicle control module 120.

[0101] The propulsion system 100 may include one or more electric motors. Each electric motor may be used to drive one or more axles and / or one or more wheels of the vehicle 102. As an example, the electric motor may be used to drive the axles of the vehicle 102 via a differential. Based on a torque request, the vehicle control module 120 may send a signal to the electric motor to rotate the input gear of the differential, which in turn causes the wheels attached to the axles to rotate. The vehicle control module 120 may adjust the current, voltage, and / or power levels of the electric motors to control the acceleration, deceleration, and / or speed of the vehicle 102.

[0102] The propulsion system 100 further includes a telematics module 138, a battery management module 140, and a power sensor and / or state monitoring device (referred to as power sensor 142). The battery management module 140 can configure the power supply 103 based on the outputs of the aforementioned sensors, speed requests, current driving speed, torque requests, the state of charge of the battery pack of the power supply 103, etc., as further described below. The power sensor 142 may include a voltage sensor, a current sensor, and / or other circuit elements for monitoring the open-circuit voltage (VOC), state of charge (SOC), and / or capacity of the battery pack 105 and / or the individual cells and / or modules of the battery pack 105. The power sensor 142 may be separate from or included in the battery pack 105, and monitors the voltage, current level, SOC, VOC, capacity, etc., of the individual cells and / or modules of the battery pack and / or each of the battery pack 105 as a whole unit. Battery management module 140 can isolate one or more individual cells and / or battery packs 105 in the following situations: improper operation; failure to charge to a predetermined voltage level; output voltage and / or current below (or equal to) predetermined minimum levels; and / or exhibiting another abnormal condition. Modules 120, 138, 140 and sensor 136 can be connected to and / or communicate with each other via network 160 or other forms of communication.

[0103] Figure 2A motor inverter circuit 200 controlled by a bus current control module 123 is shown. The motor inverter circuit 200 includes a power supply 202, an inverter 204, a motor 206, and a propulsion control module 122. The power supply 202 may include any power supply disclosed herein, which may be selectively connected to the inverter 204. Figure 6-7 and Figure 9 An example circuit is provided for selectively connecting individual units to an inverter, wherein one or more of the loads shown are motor inverter circuits.

[0104] The bus current control module 123 can operate in spectrum (or impedance determination) mode to generate charging / discharging current pulses. The bus current control module 123 controls the operation of the inverter 106 (including the states of transistors T1-T6) via control signals X1-X6 to generate a discharge current profile, for example, for power supply impedance calculation. The state control of the inverter transistors is further described below. Dashed lines 212 are shown to represent the discharge current flowing through the transistor-diode pair of the inverter 106, the inductors L1-L3 of the motor 206, and the power supply 202.

[0105] In one embodiment, a current pulse is generated when the corresponding vehicle stops (i.e., does not move) and motor 206 produces (i) torque below a predetermined level (e.g., less than 2.5 Nm) or (ii) zero output torque. The current pulse is experienced on bus 207 between power supply 202 and inverter 204. In one embodiment, when operating in impedance-determined mode, the rotor of motor 206 does not move. The vehicle may be parked or in idle mode. During this period, the back electromagnetic force (BEMF) of motor 206 may be below a first predetermined threshold (e.g., less than 1 volt) or zero. When operating in impedance-determined mode, the primary or sole current supplied to motor 206 is the Id current (referred to as the motor magnetizing flux current). The Iq current (referred to as the torque-generating current) is below a calibration value at which the machine torque is below a second predetermined threshold (e.g., 5 Nm) or zero. The second predetermined threshold may refer to the threshold at which motor 206 will cause the rotor of motor 206 to rotate and / or cause the corresponding vehicle to move. Below a second predetermined threshold, the motor rotor will not rotate and / or the vehicle will not move. If the rotor rotates, it will be difficult to distinguish between the generated signal current applied to the power supply and the reverse current generated due to the rotation of the motor 206 rotor. A contoured bus current control loop is used to generate the Id current, as described below. Figure 3 -4 and Figures 10A-10B Further description: For simple control applications, open-loop calibrated Id current and zero Iq current can be generated.

[0106] Figure 1The propulsion control module 122 and / or battery management module 140 can detect the voltage V1-V of the individual cells and / or battery module of the power supply 202. N These voltages and the current flowing through the power supply can be used to determine the impedance of individual cells and / or battery modules, as described herein.

[0107] Figure 3 An example of a motor drive system (or circuit) 300 is shown, which includes a propulsion control module 302, a driver 304, an inverter 306, a power supply 308, a motor 310, and a bus current control loop 311. The bus current control loop 311 includes a low-pass filter 312, a bus current control module 314, and / or the propulsion control module 302. The bus current control module 314 may be separate from and communicate with the propulsion control module 302 (as shown), or it may be part of the propulsion control module 302. Modules 302 and 314 may be implemented similarly to other propulsion control modules and bus current control modules disclosed herein.

[0108] The driver may include summers 320 and 322, proportional-integral (PI) control modules 324 and 326, a limiting module 328, a first converter 330, a pulse-width modulation (PWM) module 332, and a second converter 334. The first summer 320 receives I from the propulsion control module 302. * q signal, the I * The q signal indicates a request for zero Iq current. The second summer 322 receives Iq from the bus current control module 314. * d signal, the I * The d signal indicates the amount of Id current to be generated. The profile of the Id current to be generated is provided by the bus current control module 314.

[0109] I from the second converter 334 * The difference between q and Iq is provided as a first error signal to the first PI control module 324. Iq from the second converter 334... * The difference between d and Id is provided as a second error signal to the second PI control module 326. The voltage output of PI control modules 324 and 326 is d. q d d Voltage d q d d The voltage is provided to the limiting module 328, thereby limiting the output of the limiting module within a predetermined voltage range. The first converter 330 converts the voltage d... q d d Converted to voltage d α d β This is used to control the generation of the PWM signal from the PWM module 332. Voltage d α dβ Based on the position adjustment signal θ or the summation signal θ s The position signal θ is generated by the bus current control module 314. The position summation signal θ is described below. s The PWM module 332 generates six PWM signals to control the state of the transistors in the inverter 306.

[0110] The second converter 334 provides feedback loop 335 and detects the current in two phases of the motor 310, converting the fixed coordinate system currents Ia and Ib into rotating coordinate system current signals Iq and Id indicating the current levels of Iq and Id. This conversion is based on the position adjustment signal θ. The position adjustment signal θ is compared with the position signal θ... r Summing, this position signal indicates the position of the rotor of motor 310. Position signal θ r This can be generated by sensor 340. More specifically, the conversion performed by the second converter 334 is based on the position adjustment signal θ and the position signal θ. r The sum (represented by the summation signal θ) s Position signal θ r The rotation angle ω of the rotor r Directly related.

[0111] Low-pass filter 312 performs low-pass filtering on the bus current supplied from power supply 308 to inverter 306 via bus 342. The filtered bus current is denoted as I. busfil Filtered bus current I busfil The current is supplied to the bus current control module 314. The bus current control module 314 generates I based on the filtered bus current. * d Current signal and position adjustment signal.

[0112] Bus current control module 314 controls I * The current signal d and the position adjustment signal θ are generated to provide a target Id current profile experienced by power supply 308. Bus current control module 314 controls the bus current (or the current through power supply 308) by controlling the Id current. This occurs when the Iq current is zero or below a predetermined threshold. As an example, the commanded bus current (or current Id) can vary between zero and 5 amperes (A) (or for an Id current of 0-200 A), as... Figure 4A and Figure 4B As shown in the diagram. In one embodiment, the bus current varies between 1 and 3 A. When the commanded current Id is greater than zero, the bus current control module 314 can control the current Id. If the commanded bus current Id is zero, the bus current control module 314 can be bypassed, and the commanded bus current Id remains at a constant value.

[0113] An example of the target Id current profile is in Figure 11 As shown in the image. Figure 11 A plot of the Id current profile is shown and labeled 1100. The Id current profile includes pulses provided at two different frequencies. Any number of pulses at any number of frequencies can be generated. In one embodiment, the bus current control module 314 scans a frequency range, thereby varying the frequency of the generated pulse signal within that frequency range. The voltage and current response of the power supply 308 are measured, and the impedance over that frequency range is calculated to provide an impedance profile for that frequency range. As an example, the frequency can vary between 0 Hz and 10,000 Hz. As another example, the frequency can vary between 0 and 1,000 Hz. In another embodiment, one or more sub-frequency ranges are selected within the 0-10,000 Hz range.

[0114] Figure 4A A plot 400 shows the unfiltered oscillating bus current supplied for impedance response calculation before filtering. Figure 4A An enlarged view including a portion of plot 400. This enlarged view includes plot 402 showing the amplitude of the current supplied as one of the pulses in plot 400. As can be seen in area 403, the bus current includes high-frequency oscillations due to switching within the inverter. Figure 4B As shown, this oscillation can be filtered out.

[0115] Figure 4B Plot 404 shows the filtered oscillating bus current introduced for impedance response calculation. Figure 4B An enlarged view including a portion of plot 404. This enlarged view includes plot 406 showing the amplitude of the current supplied as one of the pulses of plot 404.

[0116] Because the profiled bus current is small, the unfiltered current ripple (or high-frequency oscillation) caused by switching is high enough to cause disturbance to proportional-integral-derivative (PID) control. Figure 3 The bus current control module 314 can be implemented as a PID controller, and when I is generated... * PID control can be performed when the current signal d and the position adjustment signal θ are received. PID control can be implemented to reduce current transients. For this purpose, the detected bus current is filtered by a low-pass filter 312. The current and voltage of the power supply 308 can be filtered for impedance calculation and corresponding analysis. The current and voltage levels can be detected via sensors, an example of which is shown in... Figure 1 and Figure 8 As shown in the diagram. When using, for example, the same or similar type of filter, filtering the current and / or voltage signals does not change the time alignment of the current signal relative to the voltage signal. Impedance Z(ω)It can be represented by equation (1), where V(ω) It's voltage. I(ω) It is electric current, and F(ω) This represents a low-pass filter function.

[0117] (1).

[0118] Figure 5 A plot of the three-phase currents supplied to the motor for impedance response calculation is shown. Two-phase currents (502) with negative values ​​(e.g., Ib and Ic) are identical and cannot be individually identified in the plot. In the embodiment, Figure 3 The bus current control module 314 can adjust the amplitude of the current pulses generated at the three phases of the motor 310. This is done to balance the thermal load on the coils of the motor 310. For example, the amplitude of the current applied to a phase of the motor 310 can be adjusted to balance the thermal load on that phase. For a first predetermined number of cycles, phase A may have pulses with a higher current amplitude than phases B and C. For a second predetermined number of cycles, phase B may have pulses with a higher current amplitude than phases A and C. Phase C may have pulses with a higher current amplitude than phases B and C. In this example, each "cycle" may refer to a cycle in which the pulsed current signal is applied to phases A and C.

[0119] Because the rotor of motor 310 is not rotating (referred to as being "stationary" or in a fixed position), the phase pulse signals have different RMS currents. Without compensation through balancing the thermal load as disclosed herein, these different RMS currents can cause overheating in one phase. The bus current control module 314 implements an alternating phase current generation algorithm to adjust the amplitude and timing of the pulse phase signals.

[0120] Figure 5 The current amplitude pulses for the first and second phases are shown. The first phase pulse signal is labeled 500, and the second phase pulse signal is labeled 502. The second phase pulse signal is shown as a pulse with a negative value and a lower amplitude than the first phase pulse signal. Although in Figure 5 Not shown, but a third phase exists, and this third phase has the same amplitude as the second phase. Since the machine is assumed to be connected in a star configuration, the sum of the three phases is zero at any given time. The terms "first," "second," and "third" are used arbitrarily and, depending on the cycle (or period) of the thermal balancing operation being performed, can refer to any of the A, B, and C phases of motor 310. In this case, "cycle" can refer to a predetermined period of thermal balancing operation.

[0121] For example, thermal balancing operation may include three repeatable cycles. The first cycle may include phase A receiving a current pulse with a higher amplitude than phases B and C. The second cycle may include phase B receiving a current pulse with a higher amplitude than phases A and C. The third cycle may include phase C receiving a current pulse with a higher amplitude than phases A and B. This can be achieved by generating a position adjustment signal θ to adjust the rotor position signal θ. r This is done. In the first cycle, θ can be equal to 0. In the second cycle, θ can be equal to 2π / 3. In the third cycle, θ can be equal to 4π / 3. As a result, the average RMS current is the same across the three cycles. This prevents phase overheating of the motor 310. For each of the three cycles, one of the phases has a high current pulse amplitude, as determined by... Figure 5 The signal 500 is similarly shown. The other two phases have small current pulse amplitudes, as shown by... Figure 5 Signal 502 is similarly shown.

[0122] Figure 6 The diagram shows that battery pack 608 may include multiple source terminals. Battery pack 608 is implementable as... Figure 1-3 An example power supply is shown. Three example source terminals 610, 614, and 616 are shown, but any number of source terminals may be included. The source terminals (which may be referred to as positive output terminals) provide a corresponding direct current (DC) operating voltage. Battery pack 608 may include only one negative terminal, or each source terminal may include a negative terminal. The terminals may be high-voltage terminals (e.g., 400 volts (V)) terminals or other terminals at other voltage levels. Battery pack 608 may have a first negative terminal 612 and a second negative terminal 620.

[0123] Battery pack 608 includes individual cells and / or blocks of cells, such as first block (or string) 624-1 to Nth block (or string) 624-N (“block 624”), where N is an integer greater than or equal to 2. Each of the blocks (or modules) 624 may include one or more individual cells. Block 624 is also individually separable, for example, in the event of a failure within a block.

[0124] Each of the blocks 624 has its own individual capacity (e.g., in ampere-hours, Ah). The battery pack 608 includes switches, such as first switches 632-1 to 632-N (collectively referred to as “switch 632”). Switch 632 enables the blocks 624 to be connected in series, in parallel, or in a combination of series and parallel to provide the desired output voltage and capacity at the output terminals. While some examples of switches are shown, other switches may be included to perform the various operations disclosed herein.

[0125] Battery control module 640 includes an Active Safety Management (ASM) module 642 and can control switch 632 to provide a desired output voltage and capacity at the source terminal. Battery control module 240 controls switch 632 to change the capacity provided at the source terminal based on the vehicle's current operating mode, as discussed further below. ASM module 642 can also control the stated switch 632 to disconnect, isolate, test, and / or reconnect individual cells from the grid, including other individual cells, source terminals, negative terminals, etc. The operation of ASM module 642 will be further described below.

[0126] Figure 7 A vehicle electrical system 700 including an example embodiment of a battery pack 608 is illustrated. The battery pack 608 includes a source terminal 614, corresponding power rails 701, 702, 703, a battery control module 640, and a power control circuit 705, which can be connected to the battery control module 640 and a vehicle control module (VCM) and / or a body control module (BCM) 706. The VCM and / or BCM 706 can operate similarly to an electronic control module (ECM), including an electronic control module (ECM), and / or implemented as an electronic control module (ECM). The power rail 703 can be a redundant power rail and / or for loads different from power rail 702. The battery control module 640, including an ASM module 642, the power control circuit 705, the VCM, and / or the BCM 706 can communicate with each other via a controller area network (CAN), a local interconnect network (LIN), a serial network, wireless, and / or another suitable network and / or interface. As shown in the figure, the battery control module 640 can communicate directly or indirectly with the VCM and / or BCM 706 via the power control circuit 705.

[0127] exist Figure 7 In the example, several groups of four blocks 624 (e.g., 100 V blocks) can be connected in series (via each of the switches 632) to the positive terminal 614 and the first negative terminal 612 to provide a first output voltage (e.g., 400 V). Each block in the blocks 624 can be connected (via each of the switches 632) to another positive terminal and a second negative terminal 620 to provide a second output voltage. The number of blocks 624 connected to the positive terminal 614 and other positive terminals determines the portion of the overall capacity of the battery pack 608 available at each positive terminal. Any number of blocks can be connected in series, and any number of series groups can be connected in parallel. Figure 7 In the example, block 624 is shown with a battery symbol. Each block may include any number of individual cells. Terminal 614 may be connected to motor inverter circuit 720, which may be any of the motor inverter circuits mentioned herein.

[0128] Figure 8A monomer block 802 (such as,) for including any number of monomers is shown. Figure 1-3 and Figure 6-7 Example Battery Monitoring (or Management) System (BMS) module 800 (any of the individual cells and / or blocks). In one embodiment, the Battery Monitoring System module 800 is provided as part of an ASM system for each individual cell block. In the example shown, the BMS module 800 monitors the voltage, temperature, gas level, power level, and / or current level of the corresponding individual cell block 802 and determines certain parameters.

[0129] These parameters may include instantaneous charge / discharge power and current limits, short-term charge / discharge power and current limits, and continuous charge / discharge power and current limits. These parameters may also include minimum and maximum voltage, minimum and maximum operating temperature, and SOX limits and / or values. The acronym "SOX" refers to State of Charge (SOC), State of Health (SOH), State of Power (SOP), and / or State of Function (SOF). The SOC of a cell, battery pack, and / or group may refer to the voltage, current, and / or amount of available power stored in the cell, battery pack, and / or group. The SOH of a cell, battery pack, and / or group may refer to: age (or operating hours); presence of a short circuit; presence of loose wires or bad connections; temperature, voltage, power levels, and / or current levels supplied to or derived from the cell, battery pack, and / or group during certain operating conditions; and / or other parameters describing the health of the cell, battery pack, and / or group. SOF of a single cell, battery pack, and / or group may refer to: the current temperature, voltage, and / or current levels supplied to or derived from the single cell, battery pack, and / or group; and / or other parameters describing the current functional state of the single cell, battery pack, and / or group.

[0130] The parameters output by the BMS module 800 can be determined based on the monitored voltage, temperature, and / or current levels. The charge / discharge power and current capability of a cell or battery pack are affected by the minimum and maximum voltage, minimum and maximum operating temperature, and SOX limits and / or values ​​of the corresponding cells. The BMS module 800 can monitor the voltage, temperature, gas levels, and current levels of each cell and determine the stated parameters based on this information. The parameters output by the BMS module 800 are shown as arrows emanating from the BMS module 800. The parameters received by the BMS module 800 are shown as arrows pointing towards the BMS module 800. When certain safety fault conditions (such as those mentioned herein) are detected, the BMS module 800 can generate a safety fault signal.

[0131] As an example, BMS module 800 may include and / or be connected to sensors such as current sensor 804, gas sensor, and temperature sensor 806, which can be used to detect the current level through cell block 802 (or the battery pack composed of cells), the gas level in the cells, and the temperature of cell block 802 (or the battery pack composed of cells). As an example, as shown, the voltage across the block or battery pack can be detected. In an embodiment, one or more voltage sensors may be included to detect the voltage of cell block 802. Current sensor 804 may be connected, for example, between cell block 802 and source terminal 808, which may be connected to load 810. Temperature, gas level, voltage, and current level are reported to BMS module 800 and / or ASM module 242 (in Figure 6 and Figure 7 (As shown in the figure), these are some parameters received by the BMS module 800.

[0132] During the operation of an electric vehicle, individual battery cells can experience heating due to charging and discharging. Battery life can be adversely affected by prolonged operation at higher temperatures. Consequently, a battery cooling system can be used to maintain the temperature of the battery system within a predetermined temperature range.

[0133] Figure 9 An example power supply cooling system 900 is illustrated, which may include a power supply 902, a control module 904, a coolant pump 910, a valve 912, a coolant passage 914, battery cells 916 (or battery modules or battery packs), and sensors 918. The control module 904 may be a battery management module or other control modules disclosed herein. The control module 904 can control the state of the pump 910 and the valve 912 to control the inflow and outflow of coolant from the battery cells 916. This may be based on the output of the sensors 918, which may include… Figure 8 The sensor and / or other sensors. This control may also be based on impedance calculations and / or the power supply characterization parameters mentioned herein.

[0134] Figures 10A-10B An example impedance-based approach is illustrated by one or more implementations of the control modules disclosed herein. Figures 10A-10B The control modules and devices disclosed herein (such as, Figure 1 and Figure 3 Example methods implemented by the propulsion control module 302, low-pass filter 312, bus current control module 314, vehicle control module 120 and / or battery management module 140) or other control modules and / or devices disclosed herein. Although the following operations are primarily about Figure 1-9 These operations are described in the embodiments described herein, but they can be readily modified to be applied to other embodiments of this disclosure. These operations can be performed iteratively.

[0135] The following operations can be performed when operating in impedance determination mode. These operations can be performed during or after charging the battery pack. In one embodiment, the operation and / or bus current control module 314 operates in impedance determination mode for each predetermined (e.g., 20%) increment of the State of Charge (SOC). In another embodiment, the operation and / or bus current control module 314 operates in impedance determination mode when the battery pack is not being charged and / or when the battery pack is not plugged into the charging station. This can be done at a predetermined SOC for diagnostic and prognostic purposes.

[0136] The following operations can be performed for one or more power supplies. These operations can be performed iteratively for different power supplies. Different pulse signals can be generated during different iterations of the method. During a single iteration, the same generated pulse signal can be supplied to one or more power supplies.

[0137] The method can begin at 1000. At 1002, the bus current control module 314 can determine whether the corresponding vehicle (e.g., vehicle 102) is moving and / or whether the machine BEMF is equal to 0, where machine BEMF can refer to the BEMF of motor 310.

[0138] At 1004, the bus current control module 314 can determine the discharge current profile to be applied to one or more power sources (such as any of the power sources mentioned herein). This may include determining the duty cycle, amplitude, and frequency of the pulse signal to be generated and experienced by the power source. Operation 1004 can be performed in parallel with operations 1006 and 1008. Different profiles can be generated for different power sources with different geometries, chemical compositions, etc.

[0139] At 1006, low-pass filter 312 detects (or receives) the current signal from bus 342. At 1008, low-pass filter 312 filters the current signal.

[0140] At 1010, the propulsion control module 302 and / or the bus current control module 314 control the operation of the converters 330 and 334 to generate the Id current while keeping the Iq current below a predetermined threshold and / or at zero.

[0141] At position 1012, a sensor (such as, Figure 1 and / or Figure 8 The sensors are used to detect the current and voltage levels of the power supply. When doing this for multiple power supplies, a single current sensor can be used to detect the current through the power supplies connected in series, while multiple voltage sensors can be used to detect the voltage across each of these power supplies.

[0142] At 1014, battery management modules 140, 800, and / or other control modules can determine and store the impedance response (or impedance) of the monitored power source. The impedance can be determined based on current and voltage measurements performed at 1012. As an example, the impedance can be set to be equal to the detected voltage of each power source divided by the detected current level. In subsequent operations, the impedance of the power source can be used for diagnostic and prognostic purposes. The impedance measured during operation 1014 can be stored in memory 143.

[0143] Current redistribution can be performed to balance the thermal load of the motor inverter circuit. For example, the amplitude of the current pulse applied to the phase of motor 310 can be adjusted to balance the thermal load of the phase of motor 310, as described above regarding... Figure 5 As described. This can be implemented via operations 1016, 1018, and 1020. Operations 1016, 1018, and 1020 can be performed concurrently with operations 1010, 1012, and 1014. At 1016, the bus current control module 314 determines whether these operations are to be performed for the first cycle. If so, operation 1018 is performed; otherwise, operation 1020 is performed.

[0144] At position 1018, the bus current control module 314 suppresses modification of the position signal θ supplied to the second converter 334. r At 1020, the bus current control module 314 adjusts the position signal θ based on the current cycle (e.g., the second or third cycle). r This can be accomplished as described above.

[0145] Operation 1022 can be executed after operations 1014, 1018, and 1020. At 1022, the bus current control module 314 can determine whether to execute another loop. If so, operation 1002 can be executed; otherwise, operation 1024 can be executed.

[0146] At 1024, other parameters can be collected, such as those determined by other sensors. Example parameters, such as those related to…, are described above. Figure 8 The parameters mentioned. At 1026, one or more of the stated control modules may determine the SOC, SOH and / or other characterization parameters of the power supply based on the impedance response (or impedance) determined at 1014.

[0147] As an example, the SOC of a power supply increases with increasing impedance. This relationship is not linear. Each power supply may have a corresponding SOC versus impedance profile. As another example, dendrite growth may occur within the power supply over time, and the amount of dendrite growth can be detected based on impedance. The SOC and the amount of dendrite growth are related to the SOH of the power supply. The SOC, dendrite growth, and SOH plots and / or relationships may be stored in memory 143 and used to determine the SOH of the power supply.

[0148] During each iteration of the impedance determination mode, the state of harmonics (SOH) can be determined and stored in memory 143. This can be done on a per-power source basis (e.g., per cell in a battery pack). The SOH history of a battery cell can be stored and used for diagnostic and prognostic purposes. As an example, the SOH of different cells can be compared to detect one or more cells that are mishandled and / or exhibit problems and / or characteristics associated with aging.

[0149] At 1028, one or more executable diagnostic operations in the stated control module are used to detect (multiple) power supply problems. As an example, different impedance responses may be associated with different problems, such as short circuits, cell overheating, cell aging, etc. As the power supply ages, its capacity decreases, which affects SOC and SOH. Characteristic curves (or historical data) that change over time can be reviewed to identify the problem. At 1030, one or more executable prognostic operations in the stated control module are used to predict the state of cells, modules, and / or battery packs and determine countermeasures to be taken to resolve (multiple) problems.

[0150] At 1032, one or more executable countermeasures are described in the control module. This may include isolating and / or disconnecting faulty and / or improperly operated battery cells and / or modules, notifying the operator of the fault, generating diagnostic fault codes, etc. Alarm signals may be generated to alert the vehicle operator and / or the central monitoring station to the problem detected and / or to provide indications that service is required.

[0151] At 1034, the battery management module can determine the load requirements of the load powered by the power supply. At 1036, the battery management module can control the connection status of the individual power supply cells based on the determined impedance and / or other determined parameters.

[0152] At 1038, one or more of the stated control modules can detect increased power supply temperature and / or one or more thermal hot spots in the power supply based on a determined impedance. The temperature of each power supply can be determined using the impedance determined for that power supply. Combining the impedance-based power supply temperature estimate with the measured temperature from sensors on the power supply allows for improved battery thermal health monitoring and management.

[0153] As an example, a small-amplitude current excitation signal can be supplied to the power supply at a selected frequency, and the corresponding current and / or voltage response of the power supply can be measured. This can be performed during operations 1010, 1012, and 1014 described above. These measurements can be used to determine the impedance of the power supply and estimate its temperature. When current and / or voltage response measurements are performed at different frequencies, states of charge (SOC), and temperatures, the impedance spectrum of the power supply can be obtained.

[0154] The response results are typically illustrated using a Nyquist plot of the virtual impedance versus real impedance at different frequencies and states of charge (SOC). In other words, the internal temperature of the power supply is a function of the power supply's given impedance, its SOC, and frequency (e.g., ...). temperature (T) = f(Z, SOC, frequency) With impedance, SOC, and frequency known, the internal temperature of the battery can be estimated. In some examples, lookup tables or mathematical models are used. As a result, the battery management module and / or other control modules can use the individual power supply temperature as an input parameter to supplement and / or improve the determination of power supply SOC, SOH, and / or other characterization parameters.

[0155] Temperature determination based on the determined impedance improves the accuracy and robustness of the power supply's temperature profile. This improves diagnostic and / or predictive operation when using power supply temperature estimates as inputs for power management and control.

[0156] At 1040, control module 1004 may, based on the estimated and / or determined temperature, increase cooling to one or more power sources, provide targeted cooling to one or more hot spots, and / or perform other countermeasures to prevent thermal runaway and / or overheating. This may include increasing the flow of coolant around or through said one or more power sources.

[0157] Figure 11 The above operations are intended as illustrative examples. Depending on the application, these operations may be performed sequentially, synchronously, simultaneously, continuously, during overlapping time periods, or in different orders. Moreover, depending on the implementation method and / or the sequence of events, any of these operations may not be performed or may be skipped.

[0158] The foregoing description is merely illustrative in nature and is in no way intended to limit this disclosure, its application, or use. The broad teachings of this disclosure can be implemented in various forms. Therefore, while this disclosure includes specific examples, its true scope should not be so limited, as other modifications will become apparent upon examination of the drawings, specification, and the following claims. It should be understood that one or more steps within the method may be performed in a different order (or simultaneously) without altering the principles of this disclosure. Furthermore, while each of the embodiments described above is described as having certain features, any one or more of those features described with respect to any embodiment of this disclosure may be implemented and / or combined with features of any other embodiment, even if such combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and the arrangement of one or more embodiments with each other remains within the scope of this disclosure.

[0159] Spatial and functional relationships between components (e.g., between modules, circuit elements, semiconductor layers, etc.) are described using various terms, including “connected,” “joined,” “linked,” “adjacent,” “closely adjacent,” “on top of,” “above,” “below,” and “set.” Unless explicitly described as “direct,” when describing the relationship between the first and second components in the above disclosure, the relationship can be a direct relationship in which no other intervening components exist between the first and second components, or it can be an indirect relationship (spatially or functionally) in which one or more intervening components exist between the first and second components. As used herein, at least one of the phrases A, B, and C should be interpreted using non-exclusive logic or referential logic (A or B or C) and should not be interpreted as meaning “at least one of A, at least one of B, and at least one of C.”

[0160] In the accompanying drawings, the arrows, as indicated by the arrows, generally illustrate the flow of information of interest (such as data or instructions). For example, when components A and B exchange various types of information, but the information transmitted from component A to component B is relevant to the illustration, the arrow may point from component A to component B. This unidirectional arrow does not imply that no other information is transmitted from component B to component A. Furthermore, for information sent from component A to component B, component B may send a request for or confirmation of receipt of the information to component A.

[0161] In this application (including the definitions below), the term "module" or "controller" may be replaced by the term "circuit". The term "module" may refer to, be part of, or include the following: application-specific integrated circuit (ASIC); digital, analog, or mixed-signal analog / digital discrete circuit; digital, analog, or mixed-signal analog / digital integrated circuit; combinational logic circuit; field-programmable gate array (FPGA); processor circuitry (shared, dedicated, or grouped) that executes code; memory circuitry (shared, dedicated, or grouped) that stores code executed by the processor circuitry; other suitable hardware components that provide the described functionality; or combinations of some or all of the above, such as in a system-on-a-chip.

[0162] A module may include one or more interface circuits. In some examples, the interface circuits may include wired or wireless interfaces connected to a local area network (LAN), the Internet, a wide area network (WAN), or a combination thereof. The functionality of any given module of this disclosure may be distributed among multiple modules connected via the interface circuits. For example, multiple modules may allow for load balancing. In further examples, a server (also referred to as a remote or cloud) module may perform a function on behalf of a client module.

[0163] As used above, the term code may include software, firmware, and / or microcode, and may refer to programs, routines, functions, classes, data structures, and / or objects. The term shared processor circuitry covers a single processor circuit that executes some or all of the code from multiple modules. The term group processor circuitry covers a processor circuit that, in combination with additional processor circuitry, executes some or all of the code from one or more modules. References to multiple processor circuits cover multiple processor circuits on a discrete die, multiple processor circuits on a single die, multiple cores of a single processor circuit, multiple threads of a single processor circuit, or a combination of the above. The term shared memory circuitry covers a single memory circuit that stores some or all of the code from multiple modules. The term group memory circuitry covers a memory circuit that, in combination with additional memory, stores some or all of the code from one or more modules.

[0164] The term memory circuit is a subset of the term computer-readable medium. As used herein, the term computer-readable medium does not cover transient electrical or electromagnetic signals propagating through a medium (such as a carrier wave); therefore, the term computer-readable medium can be considered tangible and non-transitory. Non-limiting examples of non-transitory, tangible computer-readable media are non-volatile memory circuits (such as flash memory circuits, erasable programmable read-only memory circuits, or mask read-only memory circuits), volatile memory circuits (such as static random access memory circuits or dynamic random access memory circuits), magnetic storage media (such as analog or digital magnetic tape or hard disk drives), and optical storage media (such as CDs, DVDs, or Blu-ray discs).

[0165] The apparatus and methods described in this application can be implemented, in part or in whole, by a special-purpose computer created by causing a general-purpose computing mechanism to perform one or more specific functions embodied in a computer program. The function blocks, flowchart components, and other elements described above serve as software specifications that can be routinely converted into computer programs by skilled technicians or programmers.

[0166] A computer program includes processor-executable instructions stored on at least one non-transitory, tangible, computer-readable medium. A computer program may also include or depend on stored data. A computer program may encompass a basic input / output system (BIOS) for interacting with the hardware of a special-purpose computer, device drivers for interacting with specific devices of a special-purpose computer, one or more operating systems, user applications, background services, background applications, etc.

[0167] Computer programs may include: (i) descriptive text to be parsed, such as HTML (Hypertext Markup Language), XML (Extensible Markup Language), or JSON (JavaScript Object Notation); (ii) assembly code; (iii) object code generated from source code by a compiler; (iv) source code executed by an interpreter; and (v) source code compiled and executed by a just-in-time (JIT) compiler, etc. As an example only, source code can be written in languages ​​including C, C++, C#, Objective-C, Swift, Haskell, Go, SQL, R, Lisp, Java®, Fortran, Perl, Pascal, Curl, OCaml, JavaScript®, HTML5 (Hypertext Markup Language version 5), Ada, ASP (Dynamic Server Web Pages), PHP (PHP: Hypertext Preprocessing Language), Scala, Eiffel, Smalltalk, Erlang, Ruby, Flash®, Visual Basic®, Lua, MATLAB, SIMULINK, and Python®.

Claims

1. A motor drive system for a vehicle, the motor drive system comprising: An inverter configured to receive power from a power source via a bus, wherein the inverter is connected to the motor of the vehicle; A driver, configured to drive the inverter; A filter, configured to filter a current signal received from the bus to generate a filtered signal; and One or more control modules are configured as follows: Operating in an impedance determination mode, the impedance determination mode includes: Based on the filtered signal, the driver and the inverter are controlled to generate a pulse signal applied to the power supply. Determine the current level and voltage of the power supply due to the generation of the pulse signal, and The impedance is determined based on the current level and the voltage. The characterization parameters of the power supply are determined based on the impedance; and Control operations or countermeasures are performed based on the aforementioned characterization parameters; The one or more control modules are configured to: when in the impedance determination mode, adjust the phase amplitude of the motor's phase to balance the thermal energy of the motor's phase.

2. The motor drive system according to claim 1, wherein, The one or more control modules are configured to generate the pulse signal, when in the impedance determination mode, to include i) a motor magnetizing flux current and ii) a torque generating current less than a predetermined threshold.

3. The motor drive system according to claim 1, wherein, The one or more control modules are configured to generate the pulse signal, when in the impedance determination mode, to include i) motor magnetization flux current and ii) zero torque generation current.

4. The motor drive system according to claim 1, wherein, The one or more control modules are configured to: The determination is made based on at least one of the following conditions: whether the vehicle is stopped, whether the anti-electromagnetic force of the motor is less than a first predetermined threshold, whether the rotor of the motor is not rotating, or whether the output torque of the motor is less than a second predetermined threshold. as well as When at least one of the following occurs: the vehicle stops, the anti-electromagnetic force of the motor is less than the first predetermined threshold, the rotor of the motor is not rotating, or the output torque of the motor is less than the second predetermined threshold, the driver is controlled to generate the pulse signal experienced by the power supply.

5. The motor drive system according to claim 1, wherein, The filter is a low-pass filter.

6. The motor drive system according to claim 1, wherein, The one or more control modules are configured to: generate the pulse signal to scan a frequency range; determine the impedance response over the frequency range; and determine the characterization parameters based on the impedance response over the frequency range.

7. The motor drive system according to claim 1, wherein, The one or more control modules are configured to operate in the impedance determination mode when charging the power supply.

8. The motor drive system according to claim 1, wherein, The one or more control modules are configured to operate in the impedance determination mode when the power supply is not being charged.

9. The motor drive system according to claim 1, wherein, The one or more control modules are configured to: Temperature is determined based on the impedance; and The cooling of the power supply is adjusted based on the temperature.

10. The motor drive system according to claim 1, further comprising the power supply, wherein, The one or more control modules are configured to control the distributed connection of the power supply from the individual units to the load terminals based on the impedance.

11. The motor drive system according to claim 1, further comprising the power supply, wherein, The one or more control modules are configured to control the connection state of the individual power supply units based on the impedance.

12. A method for operating a motor drive system, the method comprising: Power is received from the power source via a bus at the inverter, wherein the inverter is connected to the vehicle's motor; The inverter is driven by a driver; The current signal received from the bus is filtered to generate a filtered signal; Operating in an impedance determination mode, the impedance determination mode includes: Based on the filtered signal, the driver and the inverter are controlled to generate a pulse signal applied to the power supply. Determine the current level and voltage of the power supply due to the generation of the pulse signal, and The impedance is determined based on the current level and the voltage. The characterization parameters of the power supply are determined based on the impedance. To perform control operations or countermeasures based on the aforementioned characterization parameters; and When in the impedance determination mode, the phase amplitude of the motor's phase is adjusted to balance the thermal energy of the motor's phase.

13. The method of claim 12, further comprising: When in the impedance determination mode, the pulse signal is generated to include i) motor magnetizing flux current and ii) torque generating current less than a predetermined threshold.

14. The method of claim 12, further comprising: When in the impedance determination mode, the pulse signal is generated to include i) motor magnetization flux current and ii) zero torque generation current.

15. The method of claim 12, further comprising: The determination is made based on at least one of the following conditions: whether the vehicle is stopped, whether the anti-electromagnetic force of the motor is less than a first predetermined threshold, whether the rotor of the motor is not rotating, or whether the output torque of the motor is less than a second predetermined threshold. as well as When at least one of the following occurs: the vehicle stops, the anti-electromagnetic force of the motor is less than the first predetermined threshold, the rotor of the motor is not rotating, or the output torque of the motor is less than the second predetermined threshold, the driver is controlled to generate the pulse signal experienced by the power supply.

16. The method of claim 12, further comprising: The pulse signal is generated to scan the frequency range; Determine the impedance response over the specified frequency range; as well as The characterization parameters are determined based on the impedance response over the frequency range.

17. The method of claim 12, further comprising: Based on the impedance, determine at least one of the charging state of the power supply or the health state of the power supply. as well as The countermeasure is performed based on at least one of the charging state of the power supply or the health state of the power supply.

18. The method of claim 12, further comprising: When the power source is not being charged, the system operates in the impedance determination mode.

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