Dual inverter open-winding electric machine for vehicle with electrical power

Abstract

A dual inverter open winding motor for a vehicle. The electric machine may include an electric motor, a first energy source, a first inverter, a second energy source, and a second inverter. The first inverter may include a plurality of first switches independently operable between an open position and a closed position to selectively connect and disconnect a first direct current (DC) port and a first alternating current (AC) port with one or more of the first energy source, the first inverter, and the motor. The second inverter may include a plurality of second switches independently operable between an open position and a closed position to selectively connect and disconnect the second DC port and the second AC port with one or more of the second energy source, the second inverter, and the motor.

Description

[0001] introduction Technical Field

[0002] The present disclosure is directed to electric machines of a type having the capability to distribute electric power, such as, but not necessarily limited to, dual inverter open-winding electric machines operable to manage electric power distribution within a vehicle. Background Art

[0003] Vehicles may be manufactured with electric motors, devices, and a variety of other systems capable of converting electrical power into mechanical power and / or vice versa. For example, an electric motor may be included in a vehicle to provide mechanical power operable for propelling the vehicle or performing other tasks requiring mechanical power. Such a vehicle may include various electrical energy sources capable of supplying and / or storing electrical power to the motor, which in turn may require the vehicle to include associated electronic components, circuits, etc., to facilitate the transmission of the accompanying electrical power between both onboard and off-board devices, endpoints, networks, etc. of the vehicle. The amount of hardware included in the vehicle to support electrical-dependent operations may result in some overlap or duplication, for example, different onboard electrical systems of the vehicle may include similar or identical electronic components, circuits, etc., so that the resulting redundancy may result in waste, underutilization of electrical components, and / or inefficiency in other ways. Summary of the invention

[0004] One non-limiting aspect of the present disclosure relates to an electric machine that can facilitate various electrically-dependent operations of a vehicle in a manner that can limit redundancy, waste, underutilization, and other inefficiencies in the electrically-related hardware used to support it. For example, the electric machine can be configured as a dual-inverter open-winding electric machine with an electric motor that is configured to provide mechanical power to propel the vehicle and support onboard and off-board electrical power transmission of the vehicle. The use of an electric motor to facilitate electrical power transmission within the vehicle can advantageously utilize the use of an electric motor to facilitate reducing or limiting the amount of electrical hard board hardware, components, circuits, etc. required to support various electrically-dependent operations of the vehicle.

[0005] One non-limiting aspect of the present disclosure relates to a dual inverter open winding motor for a vehicle. The motor may include an electric motor operable according to a mechanical distribution mode and an electrical distribution mode, optionally, the mechanical distribution mode utilizes the motor to propel the vehicle, and the electrical distribution mode utilizes the motor to support the transmission of electrical power to the vehicle. The electric motor may include a plurality of windings, each winding having a first end and a second end. The motor may also include a fuel cell energy source, a fuel cell inverter coupled between the fuel cell energy source and the first end of the winding, and a plurality of fuel cell switches that are independently operable between an open position and a closed position to selectively connect and disconnect a direct current (DC) battery port and an alternating current (AC) fuel cell port from one or more of the fuel cell energy source, the fuel cell inverter, and the first end of the winding. The electric machine may also include a battery energy source, a battery inverter coupled between the battery energy source and the second end of the winding, and a plurality of battery switches that are independently operable between an open position and a closed position to selectively connect and disconnect the DC fuel cell port and the AC battery port to and from one or more of the battery energy source, the battery inverter, and the second end of the winding. The electric machine may also include a controller configured to control the fuel cell switch, the battery switch, the fuel cell inverter, and the battery inverter according to a mechanical power distribution strategy when the electric motor is operated in a mechanical distribution mode and according to an electrical power distribution strategy when the electric motor is operated in an electrical distribution mode.

[0006] The electric power distribution strategy is operable to implement a DC battery charging mode for charging a battery energy source via a DC battery port, a DC battery power output (PTO) mode for discharging the battery energy source via a DC battery port, an AC fuel cell PTO mode for discharging the fuel cell energy source via an AC fuel cell port, a DC fuel cell PTO mode for discharging the fuel cell energy source via a DC fuel cell port, an AC battery charging mode for charging the battery energy source via an AC battery port, and an AC battery PTO mode for discharging the battery energy source via an AC battery port.

[0007] The fuel cell switches may include a first fuel cell switch, a second fuel cell switch, a third fuel cell switch, a fourth fuel cell switch, and a fifth fuel cell switch.

[0008] The battery switches may include a first battery switch, a second battery switch, a third battery switch, a fourth battery switch, and a fifth battery switch.

[0009] The DC battery charging mode may include controlling the first and second battery switches and the third and fourth fuel cell switches to a closed position, and controlling the third, fourth and fifth battery switches and the first, second and fifth fuel cell switches to an open position.

[0010] The DC battery PTO mode may include controlling the first and second battery switches and the third and fourth fuel cell switches to a closed position, and controlling the third, fourth, and fifth battery switches and the first, second, and fifth fuel cell switches to an open position.

[0011] The DC fuel cell PTO mode may include controlling the third and fourth battery switches and the first and second fuel cell switches to closed positions, and controlling the first, second, and fifth battery switches and the third, fourth, and fifth fuel cell switches to open positions.

[0012] The AC fuel cell PTO mode may include controlling the fifth fuel cell switch to a closed position and controlling the first, second, third, fourth, and fifth battery switches and the first, second, third, and fourth fuel cell switches to an open position.

[0013] The AC battery charging mode may include controlling the fifth battery switch to a closed position and controlling the first, second, third, and fourth battery switches and the first, second, third, fourth, and fifth fuel cell switches to open positions.

[0014] The AC battery PTO mode may include controlling the fifth battery switch to a closed position and controlling the first, second, third, and fourth battery switches and the first, second, third, fourth, and fifth fuel cell switches to open positions.

[0015] The fuel cell inverter may include a first fuel cell branch, a second fuel cell branch, a third fuel cell branch and a fourth fuel cell branch connected in parallel, optionally, the first fuel cell branch includes a first pair of fuel cell switches connected in series, the second branch includes a second pair of fuel cell switches connected in series, the third branch includes a third pair of fuel cell switches connected in series, and the fourth fuel cell branch includes a pair of fuel cell capacitors connected in series.

[0016] A first end of a first of the windings may be connected between a first pair of fuel cell switches, a first end of a second of the windings may be connected between a second pair of fuel cell switches, and a first end of a third of the windings may be connected between a third pair of fuel cell switches.

[0017] The fifth fuel cell switch may include a primary switch connected between a first end of a first winding in the winding and a first interface of the AC fuel cell port, a secondary switch connected between a first end of a second winding in the winding and a second interface of the AC fuel cell port, a tertiary switch connected between a first end of a third winding in the winding and a third interface of the AC fuel cell port, and a quadrilateral switch connected between the pair of fuel cell capacitors and a fourth interface of the AC fuel cell port.

[0018] The battery inverter may include a first battery branch, a second battery branch, a third battery branch and a fourth battery branch connected in parallel, optionally, the first battery branch includes a first pair of battery switches connected in series, the second branch includes a second pair of battery switches connected in series, the third branch includes a third pair of battery switches connected in series, and the fourth battery branch includes a pair of battery capacitors connected in series.

[0019] A second end of a third of the windings may be connected between the first pair of battery switches, a second end of a second of the windings may be connected between the second pair of battery switches, and a second end of a first of the windings may be connected between the third pair of battery switches.

[0020] The fifth battery switch may include a primary switch connected between the second end of the first winding in the winding and the first interface of the AC battery port, a secondary switch connected between the second end of the second winding in the winding and the second interface of the AC battery port, a tertiary switch connected between the second end of the third winding in the winding and the third interface of the AC battery port, and a quaternary switch connected between a pair of battery capacitors and a fourth interface of the AC battery port.

[0021] A non-limiting aspect of the present disclosure relates to a dual inverter open winding motor for a vehicle. The motor may include an electric motor that can be operated according to a mechanical distribution mode and an electrical distribution mode. The electric motor may include a plurality of windings, each winding having a first end and a second end. The motor may also include a first energy source, a first inverter coupled between the first energy source and the first end of the winding, and a plurality of first switches that can be independently operated between an open position and a closed position to selectively connect and disconnect a first direct current (DC) port and a first alternating current (AC) port to one or more of the first energy source, the first inverter, and the first end of the winding. The motor may also include a second energy source, a second inverter coupled between the second energy source and the second end of the winding, and a plurality of second switches that can be independently operated between an open position and a closed position to selectively connect and disconnect a second DC port and a second AC port to one or more of the second energy source, the second inverter, and the second end of the winding.

[0022] The electric machine may also include a controller configured to control the first switch, the second switch, the first inverter, and the second inverter according to a mechanical power distribution strategy when the electric motor operates in a mechanical distribution mode and according to an electric power distribution strategy when the electric motor operates in an electric distribution mode, optionally, the mechanical distribution mode utilizes the motor to propel the vehicle, and the electric distribution mode utilizes the motor to support electric power transmission of the vehicle without simultaneously propelling the vehicle.

[0023] The controller may be configured to implement a mechanical power distribution strategy and an electrical power distribution strategy based at least in part on controlling electrical power transfer through the windings.

[0024] One non-limiting aspect of the present disclosure relates to a multi-motor. The motor may include a plurality of dual inverter open winding motors connected in parallel and arranged in a ring configuration. The motor may also include at least one of a plurality of energy storage sources connected in parallel between each dual inverter open winding motor. The dual inverter open winding motors may each include an electric motor that can be operated according to a mechanical distribution mode and an electrical distribution mode. The mechanical distribution mode can utilize the motor to provide mechanical power, and the electrical distribution mode can utilize the motor to support electrical power transmission. The electric motor may include a plurality of windings, each winding having a first end and a second end. The dual inverter open winding motors may each include a first inverter coupled between one of the energy sources and a first end of the winding, a second inverter coupled between another of the energy sources and a second end of the winding, and a controller configured to control the dual inverter open winding motor according to a mechanical power distribution strategy when operating in the mechanical distribution mode and according to an electrical power distribution strategy when operating in the electrical distribution mode.

[0025] The present disclosure provides the following technical solutions:

[0026] 1. A dual-inverter open-winding motor for a vehicle, comprising:

[0027] an electric motor operable according to a mechanical split mode utilizing the motor to propel a vehicle and an electric split mode utilizing the motor to support electric power transfer for the vehicle, the electric motor comprising a plurality of windings, each winding having a first end and a second end;

[0028] Fuel cell energy source;

[0029] a fuel cell inverter coupled between the fuel cell energy source and the first end of the winding;

[0030] a plurality of fuel cell switches independently operable between an open position and a closed position to selectively connect and disconnect a direct current (DC) battery port and an alternating current (AC) fuel cell port with one or more of the fuel cell energy source, the fuel cell inverter, and the first end of the winding;

[0031] Battery energy source;

[0032] a battery inverter coupled between the battery energy source and the second end of the winding;

[0033] a plurality of battery switches independently operable between open and closed positions to selectively connect and disconnect a DC fuel cell port and an AC battery port from one or more of the battery energy source, the battery inverter, and the second end of the winding; and

[0034] A controller is configured to control the fuel cell switch, the battery switch, the fuel cell inverter and the battery inverter according to a mechanical power distribution strategy when the electric motor operates in a mechanical distribution mode and according to an electrical power distribution strategy when the electric motor operates according to an electrical distribution mode.

[0035] 2. The dual-inverter open-winding motor according to technical solution 1, wherein:

[0036] The electrical power allocation strategy is operable to implement:

[0037] a DC battery charging mode for charging the battery energy source via the DC battery port;

[0038] a DC battery power take-off (PTO) mode for discharging the battery energy source via the DC battery port;

[0039] an AC fuel cell PTO mode for discharging the fuel cell energy source via the AC fuel cell port;

[0040] a DC fuel cell PTO mode for discharging the fuel cell energy source via the DC fuel cell port;

[0041] an AC battery charging mode for charging the battery energy source via the AC battery port; and

[0042] An AC battery PTO mode is used to discharge the battery energy source via the AC battery port.

[0043] 3. The dual-inverter open-winding motor according to technical solution 2, wherein:

[0044] The fuel cell switches include a first fuel cell switch, a second fuel cell switch, a third fuel cell switch, a fourth fuel cell switch, and a fifth fuel cell switch.

[0045] 4. The dual-inverter open-winding motor according to technical solution 3, wherein:

[0046] The battery switches include a first battery switch, a second battery switch, a third battery switch, a fourth battery switch and a fifth battery switch.

[0047] 5. The dual-inverter open-winding motor according to technical solution 4, wherein:

[0048] The DC battery charging mode includes:

[0049] controlling the first and second battery switches and the third and fourth fuel cell switches to a closed position; and

[0050] The third, fourth and fifth battery switches and the first, second and fifth fuel cell switches are controlled to an open position.

[0051] 6. The dual-inverter open-winding motor according to technical solution 4, wherein:

[0052] The DC battery PTO mode includes:

[0053] controlling the first and second battery switches and the third and fourth fuel cell switches to a closed position; and

[0054] The third, fourth and fifth battery switches and the first, second and fifth fuel cell switches are controlled to an open position.

[0055] 7. The dual-inverter open-winding motor according to technical solution 4, wherein:

[0056] The DC fuel cell PTO mode includes:

[0057] controlling the third and fourth battery switches and the first and second fuel cell switches to a closed position; and

[0058] The first, second and fifth battery switches and the third, fourth and fifth fuel cell switches are controlled to an open position.

[0059] 8. The dual-inverter open-winding motor according to technical solution 4, wherein:

[0060] The AC fuel cell PTO mode includes:

[0061] controlling the fifth fuel cell switch to a closed position; and

[0062] The first, second, third, fourth and fifth battery switches and the first, second, third and fourth fuel cell switches are controlled to an open position.

[0063] 9. The dual-inverter open-winding motor according to technical solution 4, wherein:

[0064] The AC battery charging mode includes:

[0065] controlling the fifth battery switch to a closed position; and

[0066] The first, second, third and fourth battery switches and the first, second, third, fourth and fifth fuel cell switches are controlled to an open position.

[0067] 10. The dual-inverter open-winding motor according to technical solution 4, wherein:

[0068] The AC battery PTO mode includes:

[0069] controlling the fifth battery switch to a closed position; and

[0070] The first, second, third and fourth battery switches and the first, second, third, fourth and fifth fuel cell switches are controlled to an open position.

[0071] 11. The dual-inverter open-winding motor according to technical solution 4, wherein:

[0072] The fuel cell inverter includes a first fuel cell branch, a second fuel cell branch, a third fuel cell branch and a fourth fuel cell branch connected in parallel, wherein the first fuel cell branch includes a first pair of fuel cell switches connected in series, the second branch includes a second pair of fuel cell switches connected in series, the third branch includes a third pair of fuel cell switches connected in series, and the fourth fuel cell branch includes a pair of fuel cell capacitors connected in series.

[0073] 12. The dual-inverter open-winding motor according to technical solution 11, wherein:

[0074] A first end of a first winding of the windings is connected between the first pair of fuel cell switches;

[0075] A first end of a second one of the windings is connected between the second pair of fuel cell switches; and

[0076] A first end of a third of the windings is connected between the third pair of fuel cell switches.

[0077] 13. The dual-inverter open-winding motor according to technical solution 12, wherein:

[0078] The fifth fuel cell switch comprises:

[0079] a primary switch connected between a first end of the first of the windings and a first interface of the AC fuel cell port;

[0080] a secondary switch connected between a first end of the second of the windings and a second interface of the AC fuel cell port;

[0081] a three-pole switch connected between a first end of the third of the windings and a third interface of the AC fuel cell port; and

[0082] A four-pole switch is connected between the pair of fuel cell capacitors and a fourth interface of the AC fuel cell port.

[0083] 14. The dual-inverter open-winding motor according to technical solution 11, wherein:

[0084] The battery inverter includes a first battery branch, a second battery branch, a third battery branch and a fourth battery branch connected in parallel, wherein the first battery branch includes a first pair of battery switches connected in series, the second branch includes a second pair of battery switches connected in series, the third branch includes a third pair of battery switches connected in series, and the fourth battery branch includes a pair of battery capacitors connected in series.

[0085] 15. The dual-inverter open-winding motor according to technical solution 14, wherein:

[0086] A second end of the third winding of the windings is connected between the first pair of battery switches;

[0087] A second end of the second of the windings is connected between the second pair of battery switches; and

[0088] A second end of the first of the windings is connected between the third pair of battery switches.

[0089] 16. The dual-inverter open-winding motor according to technical solution 15, wherein:

[0090] The fifth battery switch comprises:

[0091] a primary switch connected between a second end of a first one of the windings and a first interface of the AC battery port;

[0092] a secondary switch connected between a second end of a second one of the windings and a second interface of the AC battery port;

[0093] a three-pole switch connected between a second end of a third of the windings and a third interface of the AC battery port; and

[0094] A four-pole switch is connected between the pair of battery capacitors and a fourth interface of the AC battery port.

[0095] 17. A dual-inverter open-winding motor for a vehicle, comprising:

[0096] an electric motor operable according to a mechanical distribution mode and an electrical distribution mode, the electric motor comprising a plurality of windings, each winding having a first end and a second end;

[0097] The first energy source;

[0098] a first inverter coupled between the first energy source and the first end of the winding;

[0099] a plurality of first switches independently operable between an open position and a closed position to selectively connect and disconnect a first direct current (DC) port and a first alternating current (AC) port with one or more of a first energy source, a first inverter, and a first end of the winding;

[0100] Second energy source;

[0101] a second inverter coupled between the second energy source and a second end of the winding; and

[0102] A plurality of second switches are independently operable between an open position and a closed position to selectively connect and disconnect a second DC port and a second AC port from one or more of the second energy source, a second inverter, and a second end of the winding.

[0103] 18. The dual-inverter open-winding motor according to technical solution 17 further comprises:

[0104] A controller is configured to control the first switch, the second switch, the first inverter, and the second inverter according to a mechanical power distribution strategy when the electric motor is operated in a mechanical distribution mode and according to an electric power distribution strategy when the electric motor is operated in an electric distribution mode, wherein the mechanical distribution mode utilizes the motor to propel the vehicle, and the electric distribution mode utilizes the motor to support electric power transmission for the vehicle without simultaneously propelling the vehicle.

[0105] 19. The dual-inverter open-winding motor according to technical solution 18, wherein:

[0106] The controller may be configured to implement a mechanical power distribution strategy and an electrical power distribution strategy based at least in part on controlling electrical power transfer through the windings.

[0107] 20. A multi-motor comprising:

[0108] a plurality of dual inverter open winding motors connected in parallel and arranged in a ring configuration;

[0109] at least one of a plurality of energy storage sources connected in parallel between each of the dual inverter open-winding motors; and

[0110] Wherein, each of the dual-inverter open-winding motors comprises:

[0111] an electric motor operable according to a mechanical distribution mode utilizing the motor to provide mechanical power and an electrical distribution mode utilizing the motor to support electrical power transfer, the electric motor comprising a plurality of windings, each winding having a first end and a second end;

[0112] a first inverter coupled between one of the energy sources and a first end of the winding;

[0113] a second inverter coupled between another of the energy sources and a second end of the winding; and

[0114] A controller is configured to control the dual inverter open-winding motor according to a mechanical power distribution strategy when operating in the mechanical distribution mode and according to an electrical power distribution strategy when operating in the electrical distribution mode.

[0115] When combined with the accompanying drawings, these features and advantages, together with other features and advantages of the present teaching, are apparent from the following detailed description of the mode of implementing the present teaching. It should be understood that although the following drawings and embodiments may be described separately, their individual features may be combined into additional embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0116] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0117] Figure 1 A vehicle having an electric machine according to one non-limiting aspect of the present disclosure is illustrated.

[0118] Figure 2 A flow chart of a method for distributing electrical and mechanical power using a dual inverter open-winding motor is illustrated.

[0119] Figure 3 Multiple electric machines according to one non-limiting aspect of the present disclosure are illustrated. DETAILED DESCRIPTION

[0120] As required, detailed embodiments of the present disclosure are disclosed herein; however, it should be understood that the disclosed embodiments are merely examples of the present disclosure, and the present disclosure may be specifically implemented in various and alternative forms. The drawings are not necessarily drawn to scale; some features may be enlarged or reduced to show the details of a particular component. Therefore, the specific structural and functional details disclosed herein should not be interpreted as limiting, but only as a representative basis for teaching those skilled in the art to adopt the present disclosure in different ways.

[0121] Figure 1 A vehicle 10 having an electric machine 12 is illustrated according to non-limiting aspects of the present disclosure. The electric machine 12 may include an electric motor 16 or other electric drive device suitable for propulsion or otherwise driving the vehicle 10. The electric motor 16 may be configured to convert electrical power into mechanical power of a type sufficient to provide rotational force or torque to one or more of a plurality of wheels (not shown). A powertrain (not shown) may include a transmission, a drive shaft, a differential, an axle, and / or other mechanical components configured to transfer rotational force from the motor 16 to the wheels. An internal combustion engine (ICE) (not shown) may optionally be included to additionally provide mechanical power to the wheels and / or drive a generator or other device (not shown) operable to provide electrical power to the motor 16 or other systems onboard the vehicle 10. The controller 18 may be configured to generate a control signal associated with directing and otherwise implementing desired control of other features of the motor 16 and / or the vehicle 10, such as those described in more detail below with respect to operating the electric machine 12. For non-limiting purposes, vehicle 10 may be presented as representative of a wide variety of vehicles, devices, etc. that may rely on converting electrical power into mechanical power for operation. Such vehicles may be collectively referred to as electric vehicles and include a wide variety of capabilities for supporting the conversion of electrical power into mechanical power.

[0122] The vehicle 10 may be configured to include different configurations for generating, storing, and supplying electric power to the electric motor 16 and / or other devices or systems onboard the vehicle 10. One non-limiting aspect of the present disclosure relates to providing electric power based at least in part on electric power obtained from a first energy source 20 and a second energy source 22 as part of the motor 12, which are shown for exemplary purposes to correspond to a fuel cell system 20 and a rechargeable energy storage system (RESS) 22, respectively. The fuel cell system 20 may be configured to generate electric power by at least partially relying on hydrogen or other substances to support an electrochemical reaction suitable for generating electric power. The RESS 22 may include or contain one or more of a battery, a capacitor, or other configuration capable of rechargeable storage and supplying electric power thereto. The fuel cell system 20 may be an example of a type of energy source that is capable of generating electric power but lacks the ability to effectively store the electric power provided to it. The RESS 22 may be an example of a type of energy source that is not capable of generating electricity but is capable of both storing and supplying electric power. This is done for non-limiting purposes, as the present disclosure fully contemplates that the first and second energy sources are one of a wide variety of energy sources capable of generating, supplying and / or storing electrical power.

[0123] The electric machine 12 may include a pair of electrically isolated three-phase inverters 26, 28 connected to first and second ends 30, 32, respectively, of a plurality of windings 34 that are part of the motor 16. The motor 16 may be configured in this manner as an open-ended or open-winding type electric motor 16, i.e., the ends of the windings (inductors) may be connected to other circuits rather than being connected or tied together. The first and second inverters 26, 28, which may be referred to as a fuel cell inverter 26 and a RESS or battery inverter 28, respectively, may each be considered a dual-add inverter and / or a cascade inverter. Each inverter 26, 28 may include a plurality of switches 40, 42, 43, 44, 46, 48, 50, 52, 54, 56, 58, 60, 62, 64, 66, 70, 72, 73, 74, 76, 78, 80, 82, 84, 86, 88, 90, 92, 94, 96 that are independently operable between open and closed positions to selectively connect and disconnect the inverters 26, 28 to the plurality of ports 100 included onboard the vehicle 10. 0, 102, 104, 106, wherein switches 40, 42, 43, 44, 46, 48, 50, 52, 54, 56, 58, 60, 62, 64, 66 associated with the fuel cell inverter 26 are characterized as fuel cell switches, and switches 70, 72, 73, 74, 76, 78, 80, 82, 84, 86, 88, 90, 92, 94, 96 associated with the battery inverter 28 are characterized as battery switches. Although corresponding communication paths are not shown, the switches 40, 42, 43, 44, 46, 48, 50, 52, 54, 56, 58, 60, 62, 64, 66, 70, 72, 73, 74, 76, 78, 80, 82, 84, 86, 88, 90, 92, 94, 96 may be operable in response to a control signal provided from the controller 18 such that the controller 18 may provide a pulse width modulation (PWM) signal or other signal suitable for selectively and independently controlling the opening and closing of each of the switches 40, 42, 43, 44, 46, 48, 50, 52, 54, 56, 58, 60, 62, 64, 66, 70, 72, 73, 74, 76, 78, 80, 82, 84, 86, 88, 90, 92, 94, 96.

[0124] Each of the inverters 26, 28 may be characterized as including a first branch 110, a second branch 112, a third branch 114, and a fourth branch 116 connected in parallel, which may be referred to as fuel cell branches 112F, 114F, 116F, 118F when referring to the fuel cell inverter 26, and may be referred to as battery branches 112B, 114B, 116B, 118B when referring to the battery inverter 28. The first, second, and third branches 112F, 114F, 116F, 118F, 112B, 114B, 116B, 118B may include a plurality of switches 46, 48, 50, 52, 54, 76, 78, 80, 82, 84, 86 connected in series, such as in the illustrated manner, wherein a pair of semiconductors, metal oxide semiconductor field effect transistors (MOSFETs), or other suitable electronic devices capable of selectively controlling their opening and closing may be connected in series. The fourth branch 118F, 118B may include a plurality of capacitors 120, 122, 124, 126 or other components suitable for filtering, such as in the manner shown, where a pair of capacitors 120, 122, 124, 126 may be connected in series. A first end of a first winding 130 in the winding 34 may be connected between a pair of fuel cell switches 46, 48, a first end of a second winding 132 in the winding 34 may be connected between a pair of fuel cell switches 50, 52, and a first end of a third winding 134 in the winding 34 may be connected to a pair of fuel cell switches 54, 56. Similarly, a second end of a first winding 130 in the winding 34 may be connected between a pair of battery switches 84, 86, a second end of a second winding 132 in the winding 34 may be connected between a pair of battery switches 80, 82, and a second end of a third winding 134 in the winding 34 may be connected between a pair of battery switches 76, 78.

[0125] One non-limiting aspect of the present disclosure contemplates that the electric motor 12 can facilitate a variety of electrically dependent operations in a manner that can optionally limit redundancy, waste, underutilization, and other inefficiencies of the electrically related hardware used to support it. The electric motor 12 can be operable to provide mechanical power via the motor 16 to propel the vehicle 10, and additionally use the motor 16 to support on-board and off-board electrical power transmission of the vehicle 10. The use of the electric motor 16 to facilitate electrical power transmission can be advantageous in utilizing the use of the electric motor 16 to facilitate reducing or limiting the amount of electrical hard board hardware, components, circuits, etc. required to support electrically dependent operations. The electric motor 12 can be operable according to the processes described herein to utilize the electric motor 16 to distribute direct current (DC) and / or alternating current (AC) electrical power between energy sources 26, 28 and on-board and off-board systems of the vehicle 10, such as via ports 100, 102, 104, 106.

[0126] To facilitate off-board distribution of electrical power, ports 100, 102, 104, 106 may include: a first DC port, which may be referred to as a DC battery port 100; a first DC port, which may be referred to as an AC fuel cell port 102; a second DC port, which may be referred to as a DC fuel cell port 104; and a second AC port, which may be referred to as an AC battery port 106. Each of ports 100, 102, 104, 106 may include a suitable interface for connecting to a network, adapter, connector, charging device, or other mechanism or feature suitable for exchanging electrical power (not shown). One non-limiting aspect of the present disclosure contemplates that the controller 18 is configured to control the switches 40, 42, 43, 44, 46, 48, 50, 52, 54, 56, 58, 60, 62, 64, 66, 70, 72, 73, 74, 76, 78, 80, 82, 84, 86, 88, 90, 92, 94, 96 according to a mechanical power distribution strategy, an electrical power distribution strategy, and / or additional strategies. These strategies may be used to control the opening and closing of the switches 40, 42, 43, 44, 46, 48, 50, 52, 54, 56, 58, 60, 62, 64, 66, 70, 72, 73, 74, 76, 78, 80, 82, 84, 86, 88, 90, 92, 94, 96 to facilitate a desired distribution of electrical power relative to the energy source. For example, the mechanical power distribution strategy may include selectively opening and closing switches 40, 42, 43, 44, 46, 48, 50, 52, 54, 56, 58, 60, 62, 64, 66, 70, 72, 73, 74, 76, 78, 80, 82, 84, 86, 88, 90, 92, 94, 96 to facilitate providing electrical power from the fuel cell system 20 and / or the battery 22 to the electric motor 16 for the purpose of generating mechanical power or rotational force operable for propelling the vehicle 10. For example, the electrical power distribution strategy may include selectively opening and closing switches 40, 42, 43, 44, 46, 48, 50, 52, 54, 56, 58, 60, 62, 64, 66, 70, 72, 73, 74, 76, 78, 80, 82, 84, 86, 88, 90, 92, 94, 96 to facilitate distribution of electrical power between ports 100, 102, 104, 106 and the fuel cell system 20 and / or battery 22 via the motor 16.

[0127] The electric power distribution strategy may be operable to implement a variety of electric power distribution modes, processes, activities, etc. One non-limiting aspect of the present disclosure contemplates an electric power distribution strategy operable to initiate: a DC battery charging mode for charging the battery energy source 22 with DC power via the DC battery port 100; a DC battery power output (PTO) mode for releasing DC power from the battery energy source 22 via the DC battery port 100; an AC fuel cell PTO mode for converting DC power from the fuel cell energy source 20 to AC power for discharge via the AC fuel cell port 102; a DC fuel cell PTO mode for discharging DC power from the fuel cell energy source 20 via the DC fuel cell port 104; an AC battery charging mode for converting AC power received via the AC battery port 106 to DC power suitable for charging the battery energy source; and an AC battery PTO mode for converting DC power from the battery energy source 22 to AC power for discharge via the AC battery port 106. Each mode may depend, at least in part, on a portion of the electrical power distributed via windings 34 , such that use of windings 34 may be utilized to minimize the amount of hardware required to support such a wide variety of electrical power distribution modes.

[0128] The DC battery charging mode may include controlling the first and second battery switches 72, 73 and the third and fourth fuel cell switches 40, 44 to the closed position, and controlling the third, fourth and fifth battery switches 70, 74, 88 and the first, second and fifth fuel cell switches 42, 43, 58 to the open position. The DC battery PTO mode may include controlling the first and second battery switches 72, 73 and the third and fourth fuel cells 40, 44 to the closed position, and controlling the third, fourth and fifth battery switches 70, 74, 88 and the first, second and fifth fuel cell switches 42, 43, 58 to the open position. The DC fuel cell PTO mode may include controlling the third and fourth battery switches 70, 74 and the first and second fuel cell switches 42, 43 to the closed position, and controlling the first, second and fifth battery switches 72, 73, 88 and the third, fourth and fifth fuel cell switches 40, 44, 58 to the open position. The AC fuel cell PTO mode may include controlling the fifth fuel cell switch 58 to a closed position and controlling the first, second, third, fourth and fifth battery switches 72, 73, 70, 74, 88 and the first, second, third and fourth fuel cell switches 42, 43, 40, 44 to an open position. The AC battery charging mode may include controlling the fifth battery switch 88 to a closed position and controlling the first, second, third and fourth battery switches 72, 73, 70, 74 and the first, second, third, fourth and fifth fuel cell switches 42, 43, 40, 44, 58 to an open position. The AC battery PTO mode may include controlling the fifth battery switch 88 to a closed position and controlling the first, second, third and fourth battery switches 72, 73, 70, 74 and the first, second, third, fourth and fifth fuel cell switches 42, 43, 40, 44, 58 to an open position.

[0129] The ability of the motor 12 to operate according to various electrical power distribution modes can be advantageous in enabling the present disclosure to facilitate the distribution of DC and / or AC electrical power. The ports 100, 102, 104, 106 can be configured accordingly to facilitate the exchange of DC and / or AC electrical power. The DC ports (i.e., the DC battery port 100 and the DC fuel cell port 104) can, for example, include a positive terminal interface 140 and a negative terminal interface 142. The AC ports (i.e., the AC fuel cell port 102 and the AC battery port 106) can, for example, include first, second, third, and fourth interfaces 146, 148, 150, 152 to support three-phase Y AC output and single-phase LN AC output. To facilitate corresponding control, the fifth fuel cell switch 58 may include switches 60, 62, 64, 66, and the fifth battery switch 88 may include switches 90, 92, 94, 96 to selectively control the opening and closing of the connection with the first, second, third and fourth interfaces 146, 148, 150, 152 of the corresponding ports 102, 106. The fifth fuel cell switch 58 may include a primary switch 66 connected between the first end of the first winding 130 in the winding 34 and the interface 146 of the AC fuel cell port 102, a secondary switch 64 connected between the first end of the second winding 132 in the winding 34 and the interface 144 of the AC fuel cell port 102, a tertiary switch 62 connected between the first end of the third winding 134 in the winding 34 and the interface 142 of the AC fuel cell port 102, and a quaternary switch 60 connected between a pair of fuel cell capacitors 120, 122 and the interface 140 of the AC fuel cell port 102. Similarly, the fifth battery switch 88 may include a primary switch 92 connected between the second end of the first winding 130 in the winding 34 and the interface 142 of the AC battery port 106, a secondary switch 94 connected between the second end of the second winding 132 in the winding 34 and the interface 144 of the AC battery port 106, a tertiary switch 146 connected between the second end of the third winding 134 in the winding 34 and the interface 146 of the AC battery port 106, and a quaternary switch 90 connected between a pair of battery capacitors 124, 126 and the interface 140 of the AC battery port 106.

[0130] Figure 2A flow chart 160 of a method for distributing electrical power and mechanical power using a dual inverter open-winding motor 12 is illustrated. Box 162 relates to a mode selection process for selecting a mode for distributing electrical power and / or mechanical power, such as according to one of the above-mentioned modes. The controller 18 can be configured to determine the control mode based on driver input and / or other commands provided to the driver. Box 164 relates to a control process for monitoring the implementation of the selected mode. The control process can be directed by the controller 18, which generates appropriate signals for selectively opening and closing switches 40, 42, 43, 44, 46, 48, 50, 52, 54, 56, 58, 60, 62, 64, 66, 70, 72, 73, 74, 76, 78, 80, 82, 84, 86, 88, 90, 92, 94, 96 according to the mode to be implemented. Box 166 can relate to a monitoring or mode change process for evaluating whether there is a need to switch from one mode to another. Although the method is described with respect to controlling and adapting electrical power and / or mechanical power distribution of the electric machine 12 when the electric machine 12 is included as part of the vehicle 10 , the present disclosure fully contemplates that the electric machine 12 is similarly beneficial and operable in other environments and in devices other than the illustrated vehicle 10 .

[0131] Figure 3 A multi-motor 170 according to one non-limiting aspect of the present disclosure is illustrated. The multi-motor 170 may include a plurality of dual inverter open winding motors 172, 174, 176, 178 connected in parallel and arranged in a ring configuration, as described above. Rather than each motor 172, 174, 176, 178 including two energy sources, a plurality of energy storage sources 180, 182, 184, 186 connected in parallel are shared between adjacent motors 172, 174, 176, 178, which are shown as corresponding to two fuel cell systems 182, 186 and RESS 180, 184 for non-limiting purposes. Each of the motors 172, 174, 176, 178 may include an electric motor and a switch similar to those described above, which may be operable according to a mechanical distribution mode, an electrical distribution mode, and / or a combination mode. The mechanical distribution mode may provide mechanical power through a motor. The electrical distribution mode may support electrical power transmission through an electric motor without providing mechanical power at the same time. The combined mode can support the transmission of electric power through the electric motor while providing mechanical power therethrough. A controller can be included to control the switching and other features of the dual inverter open winding motors 172, 174, 176, 178 to facilitate the desired mode of distribution of electric power and / or mechanical power. The multi-motor 170 can be beneficial to locomotives, vehicles, devices, equipment, etc., whereby multiple electric motors and / or energy sources can be used to support electrical and mechanical work.

[0132] The terms "comprise", "include" and "have" are inclusive and therefore specify the presence of the features, steps, operations, elements or parts, but do not exclude the presence or addition of one or more other features, steps, operations, elements or parts. When possible, the order of steps, processes and operations can be changed, and additional or alternative steps can be adopted. As used in this specification, the term "or" includes any one and all combinations of the relevant listed items. The term "any of..." is understood to include any possible combination of the quoted items, including "any of" the quoted items. "One", "one", "the", "at least one" and "one or more" are used interchangeably to indicate that at least one item exists. Unless the context clearly indicates otherwise, there may be multiple such items. Unless clearly or clearly indicated according to the context (including the attached claims), all parameter values ​​(e.g., quantity or condition) should be understood to be modified by the term "approximately" in all cases, regardless of whether "approximately" actually appears before the value. The component that is "configured to" perform the specified function is able to perform the specified function without change, rather than just having the potential to perform the specified function after further modification. In other words, the described hardware, when expressly configured to perform the specified functions, is specifically selected, created, implemented, utilized, programmed, and / or designed for the purpose of performing the specified functions.

[0133] Although various embodiments have been described, the description is intended to be exemplary rather than restrictive, and it will be apparent to those of ordinary skill in the art that more embodiments and implementations are possible within the scope of the embodiments. Unless specifically limited, any feature of any embodiment may be used in combination with or in place of any other feature or element in any other embodiment. Therefore, the embodiments are not limited except in light of the appended claims and their equivalents. In addition, various modifications and changes may be made within the scope of the appended claims. Although several modes for implementing many aspects of the present teachings have been described in detail, those skilled in the art who are familiar with the fields to which these teachings relate will recognize various alternative aspects for practicing the present teachings within the scope of the appended claims. It is intended that all content contained in the above description or shown in the accompanying drawings be interpreted as illustrative and exemplary alternative embodiments of the entire range, and those of ordinary skill will recognize that these alternative embodiments are implied by the included content, structurally and / or functionally equivalent, or otherwise become apparent, and are not limited to those embodiments that are explicitly depicted and / or described.

Claims

1. A dual-inverter open-winding motor for a vehicle, comprising: an electric motor operable according to a mechanical split mode utilizing the motor to propel a vehicle and an electric split mode utilizing the motor to support electric power transfer for the vehicle, the electric motor comprising a plurality of windings, each winding having a first end and a second end; Fuel cell energy source; a fuel cell inverter coupled between the fuel cell energy source and the first end of the winding; a plurality of fuel cell switches independently operable between an open position and a closed position to selectively connect and disconnect a direct current (DC) battery port and an alternating current (AC) fuel cell port with one or more of the fuel cell energy source, the fuel cell inverter, and the first end of the winding; Battery energy source; a battery inverter coupled between the battery energy source and the second end of the winding; a plurality of battery switches independently operable between open and closed positions to selectively connect and disconnect a DC fuel cell port and an AC battery port from one or more of the battery energy source, the battery inverter, and the second end of the winding; and A controller is configured to control the fuel cell switch, the battery switch, the fuel cell inverter and the battery inverter according to a mechanical power distribution strategy when the electric motor operates in a mechanical distribution mode and according to an electrical power distribution strategy when the electric motor operates according to an electrical distribution mode.

2. The dual inverter open winding motor according to claim 1, wherein: The electrical power allocation strategy is operable to implement: a DC battery charging mode for charging the battery energy source via the DC battery port; a DC battery power take-off (PTO) mode for discharging the battery energy source via the DC battery port; an AC fuel cell PTO mode for discharging the fuel cell energy source via the AC fuel cell port; a DC fuel cell PTO mode for discharging the fuel cell energy source via the DC fuel cell port; an AC battery charging mode for charging the battery energy source via the AC battery port; and An AC battery PTO mode is used to discharge the battery energy source via the AC battery port.

3. The dual inverter open winding motor according to claim 2, wherein: The fuel cell switches include a first fuel cell switch, a second fuel cell switch, a third fuel cell switch, a fourth fuel cell switch, and a fifth fuel cell switch.

4. The dual inverter open winding motor according to claim 3, wherein: The battery switches include a first battery switch, a second battery switch, a third battery switch, a fourth battery switch and a fifth battery switch.

5. The dual inverter open winding motor according to claim 4, wherein: The DC battery charging mode includes: controlling the first and second battery switches and the third and fourth fuel cell switches to a closed position; and The third, fourth and fifth battery switches and the first, second and fifth fuel cell switches are controlled to an open position.

6. The dual inverter open winding motor according to claim 4, wherein: The DC battery PTO mode includes: controlling the first and second battery switches and the third and fourth fuel cell switches to a closed position; and The third, fourth and fifth battery switches and the first, second and fifth fuel cell switches are controlled to an open position.

7. The dual inverter open winding motor according to claim 4, wherein: The DC fuel cell PTO mode includes: controlling the third and fourth battery switches and the first and second fuel cell switches to a closed position; and The first, second and fifth battery switches and the third, fourth and fifth fuel cell switches are controlled to an open position.

8. The dual inverter open winding motor according to claim 4, wherein: The AC fuel cell PTO mode includes: controlling the fifth fuel cell switch to a closed position; and The first, second, third, fourth and fifth battery switches and the first, second, third and fourth fuel cell switches are controlled to an open position.

9. The dual inverter open winding motor according to claim 4, wherein: The AC battery charging mode includes: controlling the fifth battery switch to a closed position; and The first, second, third and fourth battery switches and the first, second, third, fourth and fifth fuel cell switches are controlled to an open position.

10. The dual inverter open winding motor according to claim 4, wherein: The AC battery PTO mode includes: controlling the fifth battery switch to a closed position; and The first, second, third and fourth battery switches and the first, second, third, fourth and fifth fuel cell switches are controlled to an open position.

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