Rotor field excitation for a separately excited electric machine using redundant inverter stages
Patent Information
- Application Number
- CN202510831748.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2025-04-21
- Filing Date
- 2025-06-20
- Publication Date
- 2026-10-23
Smart Images
Figure CN122969131A_ABST
Abstract
Description
[0001] introduction
[0002] A separately excited motor (SEM) is a type of direct current (DC) motor characterized by its independent field and armature drive circuits. In a typical configuration, the stator-mounted field windings are excited to create the main magnetic field. A separate drive circuit is used to apply voltage to the rotor-mounted windings. The interaction between the armature current and field flux in the excited rotor windings generates torque on the rotating output member of the SEM. Variations in the armature voltage change the rotational speed at a constant torque level. Therefore, the rotational speed of the output member of the SEM is controllable by changing the armature voltage or by employing field attenuation techniques. Due to its unique construction and control characteristics compared to, for example, internal permanent magnet (IPM) motors, the SEM is useful in a wide range of electrical applications, including but not limited to industrial drive systems, electric vehicles, elevators, machine tools, etc.
[0003] Electrified powertrains for mobile or stationary systems can include one or more electric traction motors. Particularly in electric vehicle (EV) applications, each traction motor is connected to one or more wheels and is energized by the discharge of a high-voltage battery pack. When energized, the traction motor generates output torque to rotate the wheels, thereby propelling the EV. While modern EVs are typically equipped with IPM motors, certain performance advantages of SEM construction may lead to wider adoption of SEM-based propulsion systems in EVs and other mobility applications. Summary of the Invention
[0004] This document discloses a system and method for exciting the rotor magnetic field of a dual-winding separately excited motor (SEM) in a battery circuit having the SEM and a motor-inverter configured to function as an on-board charging module (OBCM), i.e., "motor-inverter OBCM". The motor-inverter OBCM has "vehicle-to-anything" functionality. The motor-inverter OBCM also includes multiple DC power conversion stages ("DC power stages"). The first DC power stage of the motor-inverter OBCM is configured herein as a "vehicle-to-load" (V2L) or "vehicle-to-anything" (V2X) circuit, wherein for consistency of description, the term "V2X" will be used hereinafter. The V2X portion of the OBCM circuit includes an H-bridge, which, for clarity, is referred to herein as a V2X H-bridge. The second DC power stage of the motor-inverter OBCM, which serves as the primary excitation power stage, includes a corresponding H-bridge, which, for clarity, is referred to herein as the "primary" H-bridge, i.e., to distinguish the H-bridge of the DC-DC stage (second power stage) of the motor-inverter OBCM from the V2X H-bridge in the various topologies described below.
[0005] The SEM rotor of this disclosure is "dual-winding" in the sense that the rotor has two (or more) sets of rotor windings. The different sets of rotor windings are respectively excited by the first and second DC power stages of the motor-inverter OBCM, wherein the DC power stages are formed by corresponding V2X and main H-bridges. The redundancy of the DC power stages allows for the selection and use of them to excite the rotor windings with the same or different utilization rates, thereby reducing the likelihood of fault-related propulsion losses. Furthermore, this teaching allows for various rotor winding turns and current sharing to help limit overheating / losses in the rotor windings, as well as opportunities to improve existing SEM performance.
[0006] In a particular embodiment, the battery electrical system includes a battery pack, a dual-winding SEM, a motor-inverter-based OBCM (“motor-inverter OBCM”), a transformer, first and second DC power stages, and an electronic control unit (ECU). The SEM includes a rotating output member, a stator with stator windings connectable to a charging port, and a rotor with separate first and second sets of rotor windings. The motor-inverter OBCM is connected to the battery pack and the charging port. The charging port is then selectively connectable to the stator windings to energize the motor-inverter OBCM and charge the battery pack.
[0007] In this embodiment, the second DC power stage (PS2), i.e., the DC-DC stage of the aforementioned motor-inverter OBCM, has multiple semiconductor switches arranged in the main H-bridge. The main H-bridge is selectively connectable to a second set of rotor windings via a second mode switch (SM2). The first DC power stage (PS1) is connected to the first DC-DC stage and has multiple semiconductor switches arranged in the V2X H-bridge. The V2X H-bridge is selectively connectable to a power outlet or a first set of rotor windings via a first mode switch (SM1). The ECU is configured to control the on / off switching states of the first and second mode switches (SM1, SM2) to independently excite the rotor windings via the respective first and second DC power stages.
[0008] In response to a detected fault in the second DC power stage, the ECU can independently energize the first set of rotor windings via the first DC power stage, and vice versa.
[0009] The SEM can be configured as a contact SEM or a non-contact SEM. In a later embodiment, a non-contact SEM may include a multi-winding resolver having a fixed primary side and a rotating secondary side, wherein a pair of rectifier circuits are each connected to the rotating secondary side.
[0010] The first set of rotor windings and the second set of rotor windings have the same number of turns or different numbers of turns.
[0011] The battery electrical system may include sensors operable for sensing rotor temperature. In such embodiments, the ECU may switch between first and second DC power stages based at least in part on the rotor temperature, thereby minimizing losses in the rotor.
[0012] In some topologies, the main H-bridge of the second DC power stage can be operated to output split-phase 120V / 240V outputs to the power supply outlet.
[0013] The motor-inverter OBCM may include a power factor correction (PFC) stage operable to receive single-phase AC voltage from the charging input. The motor-inverter OBCM may also optionally be operable to receive DC fast charging (DCFC) voltage from the charging input.
[0014] The ECU described herein is configurable to determine the rotor load condition and independently adjust the corresponding utilization rates of the first and second DC power stages based on the rotor load condition. The ECU is programmable to specify or cut off loads with rotor load conditions, including nominal load, peak load, and light load. The ECU can also independently adjust the corresponding utilization rates to (a) 50% of each of the first and second DC power stages during nominal load, thereby balancing losses between the first and second DC power stages; (b) 100% of each of the first and second DC power stages during peak load; and (c) less than 40% for either the first or second DC power stage during light load, while placing the other of the first or second DC power stages in standby mode.
[0015] The ECU can also manage rotor losses by scheduling the operation of the first DC power stage and the second DC power stage when the rotor is energized.
[0016] This document also discloses a vehicle including a body. A set of wheels, a charging inlet, and a power outlet are connected to the body. The vehicle includes a battery electrical system comprising: a battery pack; a dual-winding SEM having output members connected to one or more of the wheels, a stator having stator windings connectable to the charging inlet, and a rotor having a first set of rotor windings and a second set of rotor windings. Furthermore, the vehicle's battery electrical system includes a transformer and a motor-inverter OBCM, the latter being connected to the battery pack and the charging inlet. The charging inlet is selectively connectable to the stator windings to excite the motor-inverter OBCM and charge the battery pack.
[0017] The motor-inverter OBCM in this embodiment includes a first DC power stage (PS1) having multiple semiconductor switches arranged in the vehicle-to-anything (V2X) H-bridge of the motor-inverter OBCM, wherein the V2X H-bridge is selectively connectable to a power outlet or a first set of rotor windings via a first mode switch (SM1). A second DC power stage (PS2) is connected to the first DC power stage (PS1) via a transformer and has multiple semiconductor switches arranged in the main H-bridge of the motor-inverter OBCM. The main H-bridge is selectively connectable to a power outlet or a second set of rotor windings via a second mode switch (SM2). The ECU is configured to control the on / off switching states of the first mode switch (SM1) and the second mode switch (SM2) to independently energize the first and second sets of rotor windings via the second and first DC power stages, respectively.
[0018] This document also discloses a method for controlling a dual-winding SEM in a vehicle's battery circuitry. Embodiments of the method include determining, via the vehicle's ECU, the operating mode of the battery circuitry as one of an initialization mode, a battery pack charging mode, and a vehicle propulsion mode. The method further includes controlling, via the ECU, the on / off switching states of a first mode switch (SM1) and a second mode switch (SM2) of the motor-inverter OBCM of the battery circuitry to independently energize a first set of rotor windings and a second set of rotor windings of the SEM. This occurs via corresponding first and second DC power stages of the motor-inverter OBCM, each having a corresponding plurality of semiconductor switches arranged in a corresponding H-bridge, including independently energizing the first set of rotor windings via the first DC power stage in response to a detected fault in the second DC power stage, and vice versa.
[0019] This invention also includes the following technical solutions:
[0020] Option 1. A battery electrical system, comprising:
[0021] Battery pack;
[0022] A dual-winding separately excited motor (SEM) has an output component, a stator having stator windings that can be connected to a charging port, and a rotor having a first set of rotor windings and a second set of rotor windings.
[0023] transformer;
[0024] An on-board motor-inverter (OBCM) connected to a battery pack and a charging input, wherein the charging input is selectively connectable to a stator winding to drive the OBCM and charge the battery pack, the OBCM comprising:
[0025] The first DC power stage (PS1) has multiple semiconductor switches arranged in the vehicle-to-anything (V2X) H-bridge of the motor-inverter OBCM, which can be selectively connected to a power outlet or a first set of rotor windings via a first mode switch (SM1).
[0026] The second DC power stage (PS2), connected to the first DC power stage (PS1) via a transformer, has multiple semiconductor switches arranged in the main H-bridge of the motor-inverter OBCM, the main H-bridge being selectively connectable to a second set of rotor windings via a second mode switch (SM2); and
[0027] An electronic control unit (ECU) is configured to control the on / off switching states of a first mode switch (SM1) and a second mode switch (SM2) to independently excite the first set of rotor windings and the second set of rotor windings via the second and first DC power stages, respectively.
[0028] Option 2. The battery electrical system according to Option 1, wherein the ECU is configured to independently excite the first set of rotor windings via the first DC power stage in response to a detected fault of the second DC power stage, and vice versa.
[0029] Option 3. The battery electrical system according to Option 1, wherein the SEM is a contact-type SEM.
[0030] Option 4. The battery electrical system according to Option 1, wherein the SEM is a non-contact SEM.
[0031] Option 5. The battery electrical system according to Option 4, wherein the non-contact SEM includes:
[0032] A multi-winding rotary transformer having a fixed primary side and a rotating secondary side; and
[0033] A pair of rectifier circuits, each connected to the rotating secondary side of a multi-winding rotary transformer.
[0034] Option 6. The battery electrical system according to Option 1, wherein the first set of rotor windings and the second set of rotor windings have the same number of turns.
[0035] Option 7. The battery electrical system according to Option 1, wherein the first set of rotor windings and the second set of rotor windings have different numbers of turns.
[0036] Option 8. The battery electrical system according to Option 1 further includes:
[0037] An operable sensor for sensing rotor temperature, wherein the ECU is configured to switch between a first DC power stage and a second DC power stage based at least in part on rotor temperature, thereby minimizing losses in the rotor.
[0038] Option 9. The battery electrical system according to Option 1, wherein the main H-bridge of the second DC power stage is operable to output a phased 120V / 240V output to the power outlet.
[0039] Option 10. The battery electrical system according to Option 1, wherein the motor-inverter OBCM includes a power factor correction (PFC) stage operable to receive single-phase AC voltage from the charging inlet.
[0040] Option 11. The battery electrical system according to Option 1, wherein the motor-inverter OBCM is operable to receive DC fast charging (DCFC) voltage from the charging inlet.
[0041] Option 12. The battery electrical system according to Option 1, wherein the ECU is configured to determine the rotor load condition of the rotor and independently adjust the corresponding utilization rates of the first DC power stage and the second DC power stage based on the rotor load condition.
[0042] Option 13. The battery electrical system according to Option 12, wherein the ECU is programmed with load specification or cutoff for rotor load conditions, including nominal load, peak load, and light load, and the ECU is configured to independently adjust the corresponding utilization rate to:
[0043] During the nominal load period, 50% of each of the first DC power stage and the second DC power stage is used to balance the losses between the first DC power stage and the second DC power stage.
[0044] During peak load, 100% of each of the first and second DC power stages; and
[0045] During light load periods, the first DC power stage or the second DC power stage is less than 40%, while the other of the first DC power stage or the second DC power stage is placed in standby mode.
[0046] Option 14. The battery electrical system according to Option 1, wherein the ECU is configured to manage rotor losses by scheduling the operation of the first DC power stage and the second DC power stage when the rotor is energized.
[0047] Option 15. A vehicle comprising:
[0048] Body;
[0049] A set of wheels attached to the vehicle body;
[0050] The charging port connects to the vehicle body;
[0051] The power outlet connected to the vehicle body; and
[0052] A battery electrical system, comprising:
[0053] Battery pack;
[0054] A dual-winding separately excited motor (SEM) has an output component connected to one or more wheels, a stator having stator windings that can be connected to a charging inlet, and a rotor having a first set of rotor windings and a second set of rotor windings.
[0055] A transformer; a motor-inverter on-board charging module (OBCM) connected to a battery pack and a charging inlet, wherein the charging inlet is selectively connectable to a stator winding to drive the motor-inverter OBCM and charge the battery pack, the motor-inverter OBCM comprising:
[0056] The first DC power stage (PS1) has multiple semiconductor switches arranged in the vehicle-to-anything (V2X) H-bridge of the motor-inverter OBCM, which can be selectively connected to the power outlet or the first set of rotor windings via a first mode switch (SM1).
[0057] A second DC power stage (PS2), connected to the first DC power stage (PS1) via a transformer, and having multiple semiconductor switches arranged in the main H-bridge of the motor-inverter OBCM, the main H-bridge being selectively connectable to a power output or a second set of rotor windings via a second mode switch (SM2); and
[0058] An electronic control unit (ECU) is configured to control the on / off switching states of a first mode switch (SM1) and a second mode switch (SM2) to independently excite the first set of rotor windings and the second set of rotor windings via the second and first DC power stages, respectively.
[0059] Option 16. The vehicle according to Option 15, wherein the ECU is configured to independently excite the first set of rotor windings via the first DC power stage in response to a detected fault in the second DC power stage, and vice versa.
[0060] Option 17. The vehicle according to Option 15 further includes:
[0061] An operable sensor for sensing the temperature of a rotor, wherein the ECU is configured to switch between a first DC power stage and a second DC power stage based at least in part on the temperature of the rotor, thereby minimizing losses in the rotor.
[0062] Option 18. The vehicle according to Option 15, wherein the ECU is configured to determine the rotor load condition of the rotor and independently adjust the corresponding utilization rates of the first DC power stage and the second DC power stage based on the rotor load condition.
[0063] Option 19. A method for controlling a dual-winding separately excited motor (SEM) in a vehicle's battery circuit, comprising:
[0064] The vehicle's electronic control unit (ECU) determines the battery circuit's operating mode as one of the following: initialization mode, battery pack charging mode, and vehicle propulsion mode; and
[0065] The on / off switching states of the first mode switch (SM1) and the second mode switch (SM2) of the motor-inverter on-board charging module (OBCM) of the battery circuit are controlled by the ECU to independently excite the first set of rotor windings and the second set of rotor windings of the SEM via corresponding first and second DC power stages of the motor-inverter OBCM. Each of the first and second DC power stages has a corresponding plurality of semiconductor switches arranged in a corresponding H-bridge. The control of the on / off switching states of the first mode switch (SM1) and the second mode switch (SM2) includes independently exciting the first set of rotor windings via the first DC power stage in response to a detected fault in the second DC power stage, and vice versa.
[0066] Option 20. The method according to Option 19 further includes:
[0067] The rotor load condition is determined via the ECU; and
[0068] Based on the rotor load conditions, the utilization rates of the first and second DC power stages are independently adjusted via the ECU.
[0069] The features and advantages of this disclosure above, as well as other features and accompanying advantages, will become apparent from the following detailed description of illustrative examples and models for carrying out this disclosure when understood in conjunction with the accompanying drawings and appended claims. Furthermore, this disclosure expressly includes combinations and sub-combinations of the elements and features presented above and below. Attached Figure Description
[0070] Figure 1This is a diagram of a representative battery electrical system with a dual-winding separately excited motor (SEM) that is controllable via multiple DC power stages of an on-board charging module (OBCM) based on a motor-inverter as described herein.
[0071] Figure 2 It shows Figure 1 A representative circuit topology for battery electrical systems.
[0072] Figure 3 The present disclosure shows the method for use Figure 1 and Figure 2 This is a portion of the dual-winding rotor of the SEM shown, wherein the redundant rotor field windings of the SEM are excited via a separate DC power stage.
[0073] Figure 3A It shows Figure 3 The non-contact / inductive embodiment of the SEM rotor shown is illustrated.
[0074] Figure 4 It shows the control Figure 1 and 2 A flowchart of a representative SEM method.
[0075] Figure 5A and 5B yes Figure 2 The illustration shows the different states of the first and second mode switches of the battery electrical system.
[0076] Figure 6 This illustrates a method for controlling according to another embodiment. Figure 1 and Figure 2 The flowchart of the SEM method.
[0077] Figure 7A and 7B It was shown as Figure 2 An alternative embodiment of the SEM rotor that can be used as part of the battery electrical system.
[0078] This disclosure may be modified or embodied in alternative forms, wherein representative embodiments are shown in the accompanying drawings and described in detail below. The inventive step of this disclosure is not limited to the disclosed embodiments. Rather, this disclosure is intended to cover alternatives falling within the scope of this disclosure as defined by the appended claims. Detailed Implementation
[0079] Referring to the accompanying drawings, which span several views, the same reference numerals refer to the same features. Figure 1 Depicting as referenced in this article Figure 2-7B The battery electrical system 10 is constructed and controlled as described above. Figure 1 In a representative embodiment, a battery electrical system 10 is used on a mobile system 11 (e.g., an electric vehicle, a hybrid electric vehicle, a robot, a mobile platform, etc.). In a vehicle configuration, the mobile system 11 includes a body 12, wheels 13, and a charging inlet 14, wherein the wheels 13 and the charging inlet 14 are connected to the body 12. In other embodiments, the battery electrical system 10 can be used as part of an industrial drive system, elevator, machine tool, crane, etc. Therefore, Figure 1 The representative vehicle application is just one possible use of the battery electrical system 10. The power outlet 140 is also connected to the body 12 in an accessible location to output power to external loads as part of a vehicle-to-load (V2L) or vehicle-to-anything (V2X) application.
[0080] Figure 1 The battery electrical system 10 includes a dual-winding separately excited motor (SEM) 19, which has a rotating output member 190 connected to one or more of the wheels 13. When the SEM 19 is energized, the output torque (T) generated by the SEM 19 is... O The voltage is transmitted to (multiple) wheels 13 to propel the mobility system / vehicle 11. Although omitted for simplicity of illustration, in some embodiments, the battery electrical system 10 may also include an auxiliary power module (APM) and an auxiliary battery. As appreciated in the art, an APM in the form of a DC-DC buck converter is typically operable to convert DC voltage (e.g., ...) to a DC-DC voltage bus (e.g., ...) Figure 2 The voltage level of the DC voltage bus 18 (shown in the diagram and described below) is reduced to a lower / auxiliary level (e.g., 12-15V), which is suitable for charging the auxiliary battery and / or powering the lights, displays and other auxiliary systems on the mobile system 11.
[0081] Instructions for controlling the battery electrical system 10, and specifically the SEM 19, can be embodied as computer-readable instructions and executed by the processor (P) 52 from the memory (M) 54 of the electronic control unit (ECU) 50. The ECU 50 can receive input signals (CC) from various sensors or control processors (not shown) of the mobile system 11. I ), such as operating mode requests, torque requests, charging requests, measured current, voltage, temperature, etc. In response, ECU 50 can transmit an output signal (CC). O To control the output state of the battery electrical system 10, and specifically its various component switches, as shown below. Figure 2 As described.
[0082] Processor 52 may include various combinations of application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), electronic circuits, and central processing units such as microprocessors. Memory 54 may include magnetic or optical media, CD-ROMs, and / or solid-state / semiconductor memories, such as several types of RAM or ROM, and multiple associated non-transitory memory components in the form of memory and storage devices (read-only, programmable read-only, random access, hard disk drives, etc.). The non-transitory components of memory 54 used herein are capable of storing machine-readable instructions in the form of one or more software or firmware programs or routines, multiple combinational logic circuits, multiple input / output circuits and devices, signal conditioning and buffering circuits, and other components accessible by one or more processors 52 to provide the aforementioned functionality.
[0083] Now for reference Figure 2 The battery electrical system 10 may include a high-voltage electrochemical battery 15, such as a traction battery pack having a dedicated number of battery cells 15C, such as lithium-ion batteries, nickel-metal hydride batteries, solid-state batteries, etc. The battery pack 15 is connected to an on-board charging module (“motor-inverter OBCM”) 16 based on a motor-inverter via the aforementioned DC voltage bus 18. In a possible implementation, a voltage of approximately 400V to 800V is present on the DC voltage bus 18. The DC voltage bus 18 is connected to... Figure 1 SEM 19, see the reference below. Figure 2-7B Configure and control it as described above.
[0084] Battery pack 15 is connected in series with the main fuse (F1) within battery disconnect unit (BDU) 21. Battery pack 15 is connected to DC voltage bus 18 via main contactor 24. Battery pack 15 can be quickly disconnected from the positive (P) and negative (N) rails of DC voltage bus 18 during a fault via operation of pyrotechnic switch 23 as shown. For greater clarity, the main contactor 24... Figure 2 The switches are labeled (b) and (c). The battery pack 15 can be charged as needed via the operation of a pre-charge circuit 25, which has a current-limiting resistor (R) connected in series with the pre-charge contactor switch (a) and in parallel with one of the main contactors 24, in this case, switch (b) on the positive rail of the DC voltage bus 18.
[0085] As is understood in the art, the closing of the pre-charge contactor (i.e., switch (b)) causes battery current to flow from the battery pack 15 through the current-limiting resistor (R) within the pre-charge circuit 25. This action then gradually charges the DC link capacitor (C1) until the DC link voltage stored therein is approximately equal to the battery voltage (V).B ). Afterwards, the main contactor 24 was Figure 1 The ECU 50 command is closed, for example via Figure 1 Output signal (CC) O And the pre-charge contactor (switch (a)) is commanded to open. Afterwards, the battery electrical system 10 is ready to operate, for example, when the vehicle is in propulsion mode during the movement system 11. Figure 1 When the SEM 19 is powered. In one or more embodiments, optional bypass switches (d) and (e) can be selectively closed to allow Figure 2 Circuit bypass.
[0086] Figure 1 SEM 19 in Figure 2 As shown, for clarity, its stator 19S and rotor 19R are shown separately. Depending on the application, within the scope of this disclosure, the SEM 19 can be configured as a contact-type SEM (…). Figure 2 or non-contact SEM Figure 3A As will be appreciated by those skilled in the art, the "contact-type" SEM employs physical slip rings and brushes, typically constructed of copper and carbon respectively, to maintain the correct current direction in the windings of the stator 19S. In contrast, and as the name suggests, the "non-contact-type" SEM construction eliminates the aforementioned sliding contact by using electronic / inductive commutation instead of mechanical commutation, thereby reducing wear and frictional losses. Both SEM constructions can be used as part of the battery electrical system 10 of this disclosure.
[0087] During the charging mode of battery pack 15, the individual phase windings W1, W2, and W3 of stator 19S can be connected to charging port 14 (see also...). Figure 1 In different implementations, the motor-inverter OBCM 16 is operable to receive a single-phase alternating current (AC) charging voltage, such as approximately 85V-270V, from the charging port 14, or the charging port can receive a DC fast charging (DCFC) voltage, such as approximately 300-900V. As described above, the dual-winding rotor 19R of the SEM 19 includes redundant windings, referred herein as first and second sets of rotor windings 19W-1 and 19W-2. The corresponding first and second mode switches (SM1, SM2) are... Figure 1The ECU 50 controls the operation to excite the rotor 19R using the existing DC stage structure of the battery electrical system 10. A sensor 70 may be connected to or placed near the rotor 19R, wherein the sensor 70, such as a thermistor, thermocouple, or remote sensor, is operable to sense the temperature of the rotor 19R. The ECU 50 may be configured to switch between a first DC power stage 20A (PS1) and a second DC power stage 20B (PS2) based at least in part on the measured temperature of the rotor 19R, thereby minimizing losses in the rotor 19R.
[0088] Brief Reference Figure 3 The rotor 19R is wound with the first and second sets of rotor windings 19W-1 and 19W-2 as shown, which are redundant windings. ECU 50 ( Figure 1 ) is configured to control Figure 2 The on / off switching states of the first mode switch (SM1) and the second mode switch (SM2) independently excite the first set of rotor windings 19W-1 and the second set of rotor windings 19W-2. This occurs via the separate first and second DC power stages 20A, 20B (PS1, PS2) of the motor-inverter OBCM 16. In different embodiments, the first set of rotor windings (19W-1) and the second set of rotor windings (19W-2) have equal numbers of turns, i.e., N1 = N2, or different numbers of turns (N1 ≠ N2). Although Figure 2 Two DC power stages are shown, but additional DC power stages may be implemented in other embodiments.
[0089] Refer again Figure 2 , Figure 3 The corresponding first and second DC power stages (PS1, PS2) are used to independently drive the redundant first and second sets of rotor windings 19W-1 and 19W-2. Specifically, the first and second DC power stages (PS1, PS2) act as the DC-DC isolation stages of the motor-inverter OBCM 16. For example... Figure 1 Emerging electrical systems such as mobile systems / vehicles 11 can be equipped with V2X capabilities, which allow the battery pack 15 to function as a usable DC power source when connected to and powered by external electrical equipment and appliances. For example, a user of mobile system 11 might wish to connect loads such as refrigerators, coffee makers, computers, fans, radios, lights, power tools, or other loads that might be needed when disconnected from the power grid (e.g., when camping in a remote location). Therefore, the representative V2X architecture described below provides available circuitry for energizing rotor 19R.
[0090] As shown Figure 2As part of the topology, the motor-inverter OBCM 16 is connected to the battery pack 15, charging inlet 14, and power outlet 140. The motor-inverter OBCM 16 includes a power factor correction (PFC) stage 28, operable to convert AC input voltage to DC output voltage. The motor-inverter OBCM 16 also includes a multi-stage DC-DC converter 30 with a transformer 29 providing current isolation and voltage conversion. The motor-inverter OBCM 16 charges the battery pack 15 from a standard AC power source, in this case via charging inlet 14.
[0091] Figure 2 The PFC stage 28 includes multiple semiconductor switches 31, shown as representative voltage-controlled metal-oxide-semiconductor field-effect transistors (MOSFETs), such as N-type MOSFETs as shown, or insulated-gate bipolar transistors (IGBTs), etc. For a representative multiphase embodiment of the stator 19S, each phase is connected to a separate switch leg, i.e., switch pairs (S1, S2), (S3, S4), and (S5, S6), thus forming high / low switching pairs of switches S1, S2, S3, S4, S5, and S6, as understood in the art. As shown, additional positive and negative contactors, switches (h, i), can be arranged on the corresponding positive and negative rails of the DC voltage bus 18 to selectively connect or disconnect the OBCM 16.
[0092] Figure 2 The charging inlet 14 can be selectively connected to the stator windings (W1, W2, W3) of the stator 19S, for example, via a charging switch (f, g). When battery charging is required, for example when the measured or calculated state of charge of the battery pack 15 drops below the state of charge (SOC) threshold (e.g., 20-30%), electrical power is supplied to the stator windings (W1, W2, W3) via the closed switch (f, g) through the charging inlet 14 to drive the motor-inverter OBCM 16 and charge the battery pack 15.
[0093] Still referencing Figure 2 The battery electrical system 10 includes first and second mode switches (SM1, SM2), such as solid-state relays or contactors, each having, for example, Figure 5A and 5B The positions A and B are shown below. Refer to the following for details. Figure 4 and Figure 6Methods 100 and 200 are used to describe the position state. The battery electrical system 10 also includes a first DC power stage (PS1) with additional multiple semiconductor switches 131, shown as representative MOSFETs for consistency of illustration. The semiconductor switches 131 of the first DC power stage (PS1) are arranged in a first H-bridge, wherein, for clarity, the first H-bridge 34 is also referred to herein as the V2X H-bridge 34. The first / V2X H-bridge 34 is then selectively connectable to a first set of rotor windings (19W-1) via a first mode switch (SM1). A transformer 29 is located between the first DC power stage (PS1) and the second DC power stage (PS2), wherein the transformer 29 forms an integral component of the DC-DC converter stage 30 of the motor-inverter OBCM 16.
[0094] Figure 2 The second DC power stage (PS2) is connected to the first DC-DC stage (PS1) via transformer 29 and a first mode switch (SM1). The second DC power stage (PS2) includes a plurality of semiconductor switches 231, four of which are arranged in the second / main H-bridge 44. As previously described, for consistency of illustration, the semiconductor switches 231 of the second DC power stage (PS2) are shown as representative MOSFETs. Additional semiconductor switches and capacitors (C2, C4) may be connected to the DC voltage bus 18 between the PFC stage 28 and the main H-bridge 44 of the second DC power stage (PS2).
[0095] In this exemplary circuit topology, the main H-bridge 44 is connected to another capacitor (C3) and is selectively connectable to power outlet 140 for connecting to an external load in the aforementioned V2X application, or to a second set of rotor windings (19W-2) required for propulsion. This action occurs via operation of the first mode switch (SM1). The semiconductor switch 231 of the main H-bridge 44 can be connected to power outlet 140 via power filter block 46, wherein switches (j, k, l) are connected to the line 1 (L1), neutral (N), and line 2 (L2) traces of the phased power supply, such as 120V / 240V in a typical V2X application. As will be appreciated in the art, the first and second lines L1 and L2 carry 120VAC in a typical North American application. Therefore, when connected to power outlet 140, closing either switch (k) or switch (j) or (l) will result in 120VAC being supplied to the load. When the connected load requires 240VAC, such as when powering an air conditioning unit or heat pump, switches (j) and (l) can be closed, and switch (k) can be open. Therefore, in one or more embodiments, the main H-bridge 44 is operable to output a split-phase 120V / 240V output to the power outlet 140.
[0096] therefore, Figure 1The rotor 19R of the SEM 19 is powered by one or both of the first and second DC power stages (PS1, PS2). (As shown in the diagram...) Figure 2 In one embodiment, the V2X H-bridge 34 of the first DC power stage (PS1) is used to excite the first set of rotor windings (19W-1). Figure 1 The ECU 50 is configured to control the on / off switching state of the first mode switch (SM1) and the second mode switch (SM2) to independently excite the first rotor winding (19W-1) and the second rotor winding (19W-2) via the corresponding H-bridges of the first and second DC power stages (PS1 and PS2), respectively.
[0097] Figure 3A An alternative "non-contact" implementation of rotor 19R is shown, in which induction-based dual excitation is used to excite redundant rotor windings (RW-1, RW-2), wherein the field current (I) f ), Inductor (L) f ) and resistor (R) f The simplified circuit description is shown here. Separate rectifier circuits 48A and 48B can be connected to the corresponding first and second rotor windings (RW-1, RW-2), as shown. The multi-winding resolver 55 is connected to... Figure 2 The first and second mode switches (SM1 and SM2). As will be understood, such a rotary transformer 55 is configured to transfer energy between a fixed primary side 56S and a rotating secondary side 56R without physical contact, i.e., without the brushes and slip rings or similar structures described above.
[0098] In one possible implementation, the fixed primary side 56S has multiple windings 57 that are non-contactly adjacent to the windings 59 of the rotating secondary side 56R, wherein electromagnetic induction is used to generate magnetic flux across the air gap between the primary and secondary sides 56S, 56R. The outputs of rectifier circuits 48A, 48B are fed into the first and second rotor windings (RW-1, RW-2). In a contact-type implementation ( Figure 2 ) and non-contact implementation methods ( Figure 3A Of the two, the redundant rotor winding of rotor 19R is powered by a separate DC power stage using the available H-bridge circuit of battery electrical system 10.
[0099] Redundancy and Control: The redundant configuration of the aforementioned rotor 19R, driven by a separate DC power stage, ensures the fault tolerance of the battery electrical system 10. For example, Figure 1 ECU 50 can be configured to independently excite the first set of rotor windings (RW-1) via the first DC power stage (PS1) in response to a detected fault in the second DC power stage (PS2), and vice versa. The control will now be described with reference to the remaining figures. Figure 1 The SEM method for 19.
[0100] refer to Figure 4 Method 100 can be derived from Figure 1 The ECU 50 executes by executing computer-readable instructions from its memory 54. Execution of method 100 allows the SEM dual-winding rotor windings (RW-1, RW-2) to be energized via an existing H-bridge that is not otherwise used during traction applications. For clarity, method 100 is described in terms of algorithm code segments or logic blocks, where each logic block represents corresponding code for performing the described steps.
[0101] Generally, method 100 is suitable for control. Figure 1 The mobile system / vehicle 11 shown has a dual-winding SEM 19 in its battery electrical system 10. Method 100 includes determining the operating mode of the battery electrical system 10 as an initialization mode, a charging mode of the battery pack 15 of the battery electrical system 10, and a propulsion mode of the mobile system 11 via the ECU 50 of the mobile system 11. Method 100 also includes controlling the on / off switching states of a first mode switch (SM1) and a second mode switch (SM2) of the motor-inverter on-board charging module (OBCM) 16 of the battery electrical system 10. This action occurs via the ECU 50 to independently energize the first set of rotor windings (RW-1) and the second set of rotor windings (19W-2) of the SEM 19 via the corresponding second and first DC power stages (PS2, PS1) of the motor-inverter OBCM 16. As described above, each of the first and second DC power stages (PS1, PS2) has a corresponding plurality of semiconductor switches 131, 231 arranged in a corresponding H-bridge. Method 100 includes independently energizing a first set of rotor windings (RW-1) via a first DC power stage (PS1) in response to a detected fault in a second DC power stage (PS2), and vice versa.
[0102] Method 100 may further include determining the rotor load condition of rotor 19R via ECU 50, and then independently adjusting the corresponding utilization rates of the first power stage (PS1) and the second power stage (PS2) via ECU 50 based on the rotor load condition. ECU 50 can be programmed with specifications of rotor load conditions, including nominal load, peak load, and light load, as described herein. These and other functions can be... Figure 4 The method 100 shown is used in an embodiment.
[0103] by Figure 4 Starting from block B102, Figure 1The ECU 50 can check the operating mode of the mobile system 11 to determine whether the current operating mode is (i) propulsion (P), (ii) charging (C) of the battery pack 15, or (iii) initialization (I). The ECU 50 can process... Figure 1 Input signal (CC) I This is used to execute block B102, such as transmission settings, SEM speed, torque requests, measured current / voltage / temperature, etc. Some of these can be handled by... Figure 2 The sensor 70 is used to sense and report. When the operating mode is initialization mode, method 100 proceeds to block B103, when the operating mode is charging mode, it proceeds to block B105, and when the operating mode is push mode, it proceeds to block B106.
[0104] Block B103 includes Figure 2 The corresponding first and second mode switches SM1 and SM2 are switched to position (A), as follows: Figure 5A (For the first mode switch SM1) and Figure 5B (For the second mode switch SM2) is best shown in the diagram. Figure 5A and 5B In this configuration, position B corresponds to the connection with rotor 19R, while position A, depending on the operation of the command, supplies power to power outlet 140 or receives power from charging inlet 14. After switching the first and second mode switches SM1 and SM2 in this manner, method 100 proceeds to block B104.
[0105] Block B104 needs to set the first and second DC power stages (PS1, PS2) to standby mode. In this mode, the first and second DC power stages (PS1, PS2) do not generate power and therefore do not drive the rotor 19R of SEM 19.
[0106] At block B105, i.e., in charging mode, ECU 50 will also... Figure 2 The corresponding first and second mode switches SM1 and SM2 are switched to position (A), as follows: Figure 5A and 5B As shown in the diagram. Therefore, block B105 is similar to block B103. Subsequently, the battery pack 15 is charged via the motor-inverter OBCM 16 using charging port 14.
[0107] At block B106, during the advance mode, ECU 50 determines whether either of the power stages (PS1, PS2) is faulty. In a typical implementation, ECU 50 receives, for example, current sensor-based data or other fault data via a CAN bus, and is thus continuously or periodically informed of electrical faults in the first and second DC power stages (PS1, PS2). When a fault is detected in one of the power stages (PS1, PS2), method 100 proceeds to block B108, and alternatively, when no electrical fault is detected, method 100 proceeds to block B112.
[0108] Figure 4 Block B108 of the method 100 shown includes identifying a faulty DC power stage from block B106 as a first or second DC power stage (PS1 or PS2), and then performing a switching control action based on the identity of the faulty power stage. ECU 50 can switch the second mode switch (SM2) to... Figure 5B Position A is used to respond to a fault in the first DC power stage (PS1). When a fault occurs in the second DC power stage (PS2), the ECU 50 can perform the opposite action, i.e., by switching the first mode switch (SM1) to position A. Figure 5A ). After that, method 100 proceeds to block B110.
[0109] Block B110 includes setting the utilization of the normally operating DC power stage (PS1 or PS2) to 100%. That is, the actual motor operation and excitation of rotor 19R are performed only by the operating DC power stage, where the fault stage is not used to power rotor 19R.
[0110] At block B112, Figure 1 The ECU 50 can be configured to determine the rotor load condition of rotor 19R and independently adjust the corresponding utilization rates of the first and second DC power stages based on the rotor load condition. For example, the ECU 50 can consider factors such as torque request and motor acceleration to determine the load on rotor 19R. Method 100 then proceeds to block B114.
[0111] Block B114 needs to perform control actions based on the load from block B112. In one possible implementation, ECU 50 can independently adjust the corresponding utilization rates of the first DC power stage (PS1) and the second DC power stage (PS2) as needed based on rotor load conditions. ECU 50 can perform different control actions based on whether the rotor load is nominal, peak, or light, such as using arbitrary specifying or cutting off. For nominal load, ECU 50 can set the utilization rates of the first and second power stages to 50% each to balance losses, or to a default allocation for another specific application. Such an approach may help balance losses between the first and second DC power stages (PS1, PS2). For peak load, the utilization rate can be set to 100%. For light load, ECU 50 can set the utilization rate of one of the DC power stages (PS1 or PS2) to a lower value, such as approximately 40% or less, while the other power stage is placed in standby mode.
[0112] The table below presents various settings or states describing the first and second DC power stages (PS1, PS2), the first and second mode switches (SM1, SM2), and the battery electrical system 10 ( Figure 1 A table showing the corresponding operation modes for each operation mode, such as when executing... Figure 4 The method was determined during period 100.
[0113] PS1 PS2 SM1 SM2 model 50％ 50％ B B normal <40％ standby B B Normal to mild 100％ 100％ B B Normal-Peak 100％ Fault status B A redundancy Fault status 100％ A B redundancy standby standby B B initialization non-propulsion non-propulsion A A AC charging
[0114] refer to Figure 6 Method 200 allows switching between charging, V2X operation, and rotor excitation modes of the battery pack 15. As described above, the first and second mode switches (SM1, SM2) are added herein. Figure 2 The motor-inverter OBCM topology allows the rotor windings (19W-1, 19W-2) to be energized via the existing H-bridge when they are not otherwise used during traction applications.
[0115] Starting with block B202, Figure 1 The ECU 50 can check the operating mode of the mobility system 11 to determine whether the current operating mode is (i) propulsion mode, (ii) battery pack 15 charging mode, or (iii) V2X / parking. The ECU 50 can process input signals (CC... I The method executes block B202, such as transmission settings, speed and torque requests for SEM 19. When the operating mode is parking mode, method 200 proceeds to block B203, when the operating mode is charging mode / V2X, it proceeds to block B205, and when the operating mode is propulsion mode, it proceeds to block B206.
[0116] At block B203, ECU 50 will Figure 2 The first and second mode switches (SM1, SM2) are switched to position (A), such as Figure 5A (For the first mode switch SM1) and Figure 5B (As shown in the second mode switch SM2). Method 200 can continue with block B202.
[0117] At block B205, i.e., charging mode / V2X mode, ECU 50 will... Figure 2 The corresponding first and second mode switches SM1 and SM2 are switched to position (A), as follows: Figure 5A and 5B As shown in the diagram. Therefore, block B205 is similar to block B105. Subsequently, battery pack 15 is connected via... Figure 2 The motor-inverter OBCM 16 and charging inlet 14 are charged, or V2X operation is performed to offload power via power outlet 140. The latter may require supplying split-phase power, such as 120-240VAC, to an external load, or using the AC power supplied to the motor-inverter OBCM 16 via charging inlet 14 to charge the battery pack 15.
[0118] Block B206 is executed during the advance mode, where ECU 50 determines whether either the first or second DC power stage (PS1, PS2) is faulty. In a typical implementation, ECU 50 receives, for example, current sensor-based data or other fault data as described above via a CAN bus, and is thus continuously or periodically informed of electrical faults in the first and second DC power stages (PS1, PS2). Thereafter, if no fault is detected, method 200 proceeds to block B207, and alternatively, if an electrical fault is detected in one of the DC power stages, proceeds to block B209.
[0119] Block B207 includes setting the corresponding first and second mode switches SM1 and SM2 to... Figure 5A and 5B Position B.
[0120] At block B209, ECU 50 then identifies the faulty DC power stage from block B206 and takes appropriate action. ECU 50 can do this by commanding the first mode switch (SM1) to the off state, i.e., in... Figure 5A The system is positioned between positions A and B, and the second mode switch (SM2) is switched to position (B) in response to a fault in the second DC power stage (PS2). See also Figure 5B Alternatively, such as Figure 5AAs shown, ECU 50 can respond to a fault in the first DC power stage (PS1) by commanding the second mode switch (SM2) to the off state and switching the first mode switch (SM1) to position (B).
[0121] The table below describes the states of the first and second mode switches SM1 and SM2, together with the corresponding operating modes of the battery electrical system 10, wherein reference... Figure 6 Method 200 is used to describe the various states above:
[0122] SM1 SM2 model A A park A A AC charging A A AC charging + phase separation B B Traction B disconnect Tractor with RW-1 fault disconnect B Tractor with RW-2 fault
[0123] RW-1 and RW-2 represent the first and second rotor windings, respectively.
[0124] refer to Figure 7A and 7B Depending on the operation of the mobile system / vehicle 11, Figure 1 The availability of multiple secondary power stages in the battery electrical system 10 provides power to two or more sets of rotor windings (RW-1, RW-2). The battery electrical system 10 enables a fault-tolerant propulsion system. The battery electrical system 10 (particularly its motor-inverter OBCM 16) includes various DC-DC converter stages, each with a corresponding H-bridge, i.e. Figure 2 The main H-bridge 44 and V2X H-bridge 34. When H-bridge 34 is not used, the stage can be used to excite the rotor winding 19W-2 of rotor 19R.
[0125] There are several ways to use such a DC level. For example, in Figure 7A In this configuration, a single rotor winding 19W is fed by multiple converters 60A and 60B. This approach allows for superposition effects on a single-excited rotor winding 19W, with benefits including reduced current ripple, improved reference tracking, and improved electromagnetic interference performance. Figure 7B As shown, in an alternative embodiment, the dual winding 190W of rotor 19R can be fed by separate converters 60A and 60B. Such a configuration provides propulsion in the event of a single branch failure in rotor 19R. This teaching can be extended to more than two rotor windings, and therefore... Figure 7A and 7B The embodiments described are not limiting.
[0126] Therefore, in addition to using the main H-bridge 44 as the main excitation circuit for the rotor 19R, the described battery electrical system 10 also utilizes Figure 2The V2X H-bridge 34 of the motor-inverter OBCM 16 shown is used for redundant SEM rotor excitation. Method 100 allows the SEM dual-winding rotor field windings to be excited via an existing H-bridge not used during traction applications, while method 200 allows switching between charging, V2X, and rotor excitation modes as described above. Loss management of the rotor 19R and associated power electronics can be implemented by the ECU 50, for example, the ECU 50 can be configured to schedule the operation of different excitation groups or DC power stages (PS1, PS2) when the rotor 19R is excited, thereby managing the losses of the rotor 19R. The availability of multiple secondary DC power stages in the battery electrical system 10 allows the rotor 19R to be powered differently depending on the operation of the motion system 11. Therefore, the multi-winding rotor 19R combined with the SEM 19 uses secondary power stages to ensure fault-tolerant propulsion. Those skilled in the art who benefit from this teaching will now readily appreciate these and other accompanying benefits.
[0127] This disclosure allows for embodiments in many different forms. Representative examples of this disclosure are shown in the accompanying drawings and are described in detail herein as non-limiting examples of the disclosed principles. Therefore, elements and limitations described in the abstract, introduction, summary, and detailed description sections but not expressly set forth in the claims should not be incorporated into the claims individually or collectively by implication, inference, or otherwise.
[0128] For the purposes of this specification, unless otherwise stated, the use of the singular includes the plural and vice versa; the terms “and” and “or” should be both conjunctions and disjunctive words; “any” and “all” should both mean “any and all”; and the words “including,” “contains,” “including,” “having,” etc., should mean “including but not limited to.” Furthermore, approximate words such as “approximately,” “almost,” “substantially,” “generally,” “roughly,” etc., may be used herein in the sense of “being, near, or almost being” or “within 0-5% of” or “within acceptable manufacturing tolerances” or logical combinations thereof.
[0129] The detailed description and accompanying drawings support and describe the present teachings, but the scope of the present teachings is defined only by the claims. While some of the best modes and other embodiments for carrying out the present teachings have been described in detail, various alternative designs and embodiments exist for practicing the present teachings as defined in the appended claims. Furthermore, this disclosure explicitly includes combinations and sub-combinations of the elements and features presented above and below.
Claims
1. A battery electrical system, comprising: Battery pack; A dual-winding separately excited motor (SEM) has an output component, a stator having stator windings that can be connected to a charging inlet, and a rotor having a first set of rotor windings and a second set of rotor windings. transformer; An on-board motor-inverter (OBCM) connected to a battery pack and a charging input, wherein the charging input is selectively connectable to a stator winding to drive the OBCM and charge the battery pack, the OBCM comprising: The first DC power stage (PS1) has multiple semiconductor switches arranged in the vehicle-to-anything (V2X) H-bridge of the motor-inverter OBCM, which can be selectively connected to a power outlet or a first set of rotor windings via a first mode switch (SM1). The second DC power stage (PS2), connected to the first DC power stage (PS1) via a transformer, has multiple semiconductor switches arranged in the main H-bridge of the motor-inverter OBCM, the main H-bridge being selectively connectable to a second set of rotor windings via a second mode switch (SM2); and An electronic control unit (ECU) is configured to control the on / off switching states of a first mode switch (SM1) and a second mode switch (SM2) to independently excite the first set of rotor windings and the second set of rotor windings via the second and first DC power stages, respectively.
2. The battery electrical system according to claim 1, wherein, The ECU is configured to independently excite the first set of rotor windings via the first DC power stage in response to a detected fault in the second DC power stage, and vice versa.
3. The battery electrical system according to claim 1, wherein the SEM is a contact-type SEM.
4. The battery electrical system according to claim 1, wherein, SEM is a non-contact SEM.
5. The battery electrical system according to claim 1, further comprising: An operable sensor for sensing rotor temperature, wherein the ECU is configured to switch between a first DC power stage and a second DC power stage based at least in part on rotor temperature, thereby minimizing losses in the rotor.
6. The battery electrical system according to claim 1, wherein the main H-bridge of the second DC power stage is operable to output a phased 120V / 240V output to the power supply outlet.
7. The battery electrical system according to claim 1, wherein, The motor-inverter OBCM includes a power factor correction (PFC) stage that is operable to receive single-phase AC voltage from the charging inlet.
8. The battery electrical system according to claim 1, wherein, The motor-inverter OBCM is operable to receive DC fast charging (DCFC) voltage from the charging inlet.
9. The battery electrical system of claim 1, wherein the ECU is configured to determine the rotor load condition of the rotor and independently adjust the corresponding utilization rates of the first DC power stage and the second DC power stage based on the rotor load condition.
10. The battery electrical system according to claim 9, wherein, The ECU is programmed to specify or cut off load conditions for rotor load, including nominal load, peak load, and light load, and the ECU is configured to independently adjust the corresponding utilization rate as follows: During the nominal load period, 50% of each of the first DC power stage and the second DC power stage is used to balance the losses between the first DC power stage and the second DC power stage. During peak load, 100% of each of the first and second DC power stages; and During light load periods, the first DC power stage or the second DC power stage is less than 40%, while the other of the first DC power stage or the second DC power stage is placed in standby mode.