electric power supply apparatus

专利摘要:
APPLIANCE, VEHICLE AND METHOD OF MANAGING THE POWER SUPPLY OF AN APPLIANCE This is an appliance which includes a built-in energy storage device; a built-in power conversion device configured to be electrically coupled to an external power source to receive electrical power therefrom; and at least one drive system electrically coupled to the built-in energy storage device and the built-in power conversion device, wherein the built-in energy storage device and the built-in power conversion device cooperatively supply electrical power to the at least one drive system. A vehicle and method for managing the power supply are also revealed.
公开号:BR102013023000B1
申请号:R102013023000-6
申请日:2013-09-09
公开日:2021-06-08
发明作者:Fei Li；Fengcheng Sun；Hai Qiu；Jian Zhou；Pengju Kang；Ronghui ZHOU；Xi LU；Xiangming Shen
申请人:General Electric Company；
IPC主号:

专利说明:

FIELD OF THE INVENTION
[001] The present invention generally relates to improved power supply mechanisms for apparatus and methods for managing the power supply thereof. BACKGROUND OF THE INVENTION
[002] Vehicles are mobile machines that are designed and used to transport passengers and/or cargo from one place to another. Examples of vehicles may include bicycles, cars, trucks, locomotives, tractors, buses, boats and aircraft. Traditionally, at least some of these vehicles are powered by engine mechanisms such as internal combustion engine mechanisms. Internal combustion engine mechanisms can operate by burning fuels such as diesel, gasoline, and natural gas to provide the power needed to power the movement of vehicles. However, with growing concerns about scarcity, cost, and negative environmental impact in association with the use of diesel, gasoline, and natural gas, growing interests have been raised to develop electrically powered vehicles such as pure-electric, hybrid electric vehicles ( for example, integration of a battery and internal combustion engine mechanism), and plug-in hybrid electric vehicles. However, the widespread adoption of electrically powered vehicles is limited by a list of factors, one of which is that built-in or embedded energy storage device such as a battery does not satisfy the mileage requirement.
[003] Therefore, it is desirable to provide improved apparatus and methods to address one or more of the aforementioned limitations. DESCRIPTION OF THE INVENTION
[004] In accordance with an aspect of the present disclosure, an apparatus is provided. The apparatus includes a built-in energy storage device, a built-in power conversion device and at least one drive system. The built-in power conversion device is configured to be electrically coupled to an external power source to receive electrical power therefrom. The at least one drive system is electrically coupled to the built-in energy storage device and the built-in power conversion device. The built-in energy storage device and the built-in power conversion device cooperatively supply electrical power to the at least one drive system.
[005] In accordance with another aspect of the present disclosure, a vehicle is provided. The vehicle includes a built-in energy storage device to provide a first Direct Current (DC) power; an Alternating Current - Direct Current (AC-DC) converter configured to be electrically coupled to a public power grid to receive incoming Alternating Current (AC) power from the public power grid and convert the incoming AC power to provide a second DC power; a DC bus electrically coupled to the built-in energy storage device and the AC-DC converter for receiving the first DC power and the second DC power respectively; a traction inverter electrically coupled to the DC bus for converting at least one of the first DC power and the second DC power received on the DC bus to traction AC power; and a traction motor electrically coupled to the traction inverter, the traction motor is configured to convert the traction AC power received from the traction inverter into mechanical power to drive vehicle motion, wherein the traction AC power DC continues to receive incoming AC power from the utility grid to maintain vehicle movement.
[006] In accordance with yet another aspect of the present disclosure, a method of managing the power supply of an apparatus is provided. The method includes: receiving incoming alternating current (AC) power from a public power network; converting the received input AC power to provide a first DC power; and converting at least part of the first DC power into at least one of a traction AC power and a power take-off AC power (PTO), respectively, for a traction motor and a power take-off motor of the apparatus. ; wherein receiving incoming AC power from a public power network is deployed concurrently with the conversion of at least part of the first DC power into at least one of a traction AC power and a draw AC power. power.
[007] In accordance with yet another aspect of the present disclosure, a computer readable storage medium is provided. The computer readable storage medium has a plurality of instructions stored therein. The plurality of instructions may be carried out by one or more processors to accomplish the following: receiving incoming alternating current (AC) power from a public power network; converting the received input AC power to provide a first DC power; and converting at least part of the first DC power into at least one of a traction AC power and a power take-off AC power (PTO), respectively, for a traction motor and a power take-off motor of the apparatus. ; wherein receiving incoming AC power from a public power network is deployed concurrently with the conversion of at least part of the first DC power into at least one of a traction AC power and a draw AC power. power. BRIEF DESCRIPTION OF THE DRAWINGS
[008] These and other features, aspects and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which similar characters represent similar parts throughout the drawings, in which: Figure 1 is a general block diagram of a vehicle according to an exemplary embodiment of the present disclosure; Figure 2 is a detailed block diagram of a vehicle according to another exemplary embodiment of the present disclosure; Figure 3 is a detailed block diagram of a vehicle according to another exemplary embodiment of the present disclosure; Figure 4 is a detailed block diagram of a vehicle according to another exemplary embodiment of the present disclosure; Figure 5 is a detailed block diagram of a vehicle according to another exemplary embodiment of the present disclosure; Figure 6 is a detailed block diagram of a vehicle according to another exemplary embodiment of the present disclosure; Figure 7 is a detailed block diagram of a vehicle according to another exemplary embodiment of the present disclosure; Figure 8 is a detailed block diagram of a vehicle according to another exemplary embodiment of the present disclosure; Figure 9 is a flowchart highlighting an implementation of a method for operating a vehicle in accordance with an exemplary embodiment of the present disclosure; Figure 10 is a flowchart highlighting an implementation of a method for operating a vehicle in accordance with another exemplary embodiment of the present disclosure; Figure 11 is a flowchart highlighting an implementation of a block 4014 shown in Figure 10 in accordance with an exemplary embodiment of the present disclosure; Figure 12 is a flowchart highlighting an implementation of a method for operating a vehicle in accordance with yet another exemplary embodiment of the present disclosure; and Figure 13 is a flowchart highlighting a detailed deployment of a block 5004 shown in Figure 12 in accordance with an exemplary embodiment of the present disclosure. DESCRIPTION OF ACHIEVEMENTS OF THE INVENTION
[009] The present invention relates, in general, to improved power supply mechanisms for vehicles and method for managing the power supply thereof. More specifically, the present disclosure proposes a novel hybrid electric power supply mechanism, dual electric power supply mechanism, or hybrid electric-electric power supply mechanism for vehicles. As used herein, the term "hybrid electric power supply mechanism", "dual electric power supply mechanism" or "hybrid electric-electric power supply mechanism" refers to a power supply mechanism that, in at least some modes of operation, a vehicle may be operated with electrical power supplied cooperatively from a first electrical power arrangement and a second electrical power arrangement. In some specific implementations, the first electrical power arrangement may comprise a built-in or embedded electrical power source (eg, embedded energy storage device such as a battery or battery pack) that is capable of storing electrical power therein and provide electrical power to maintain vehicle operation. The second electrical power arrangement may comprise a power conversion device or embedded or embedded power interface integrated into the vehicle. The power conversion device or embedded or embedded power interface has the ability to be coupled to an external power source and convert electrical power received from an external power source (eg, a public power network) into a form suitable for use by the vehicle (eg charging the built-in energy storage device or driving at least one drive system in association with the vehicle). As such, when the external power source is available to the vehicle, the proposed hybrid electric power supply mechanism can be deployed to cooperatively provide electric power to maintain vehicle operations; while the external power source is unavailable, the vehicle can be powered by the built-in energy storage device.
[010] In some deployments, based on the proposed hybrid electric power supply mechanism, dual electric power supply mechanism or hybrid electric-electric power supply mechanism, the vehicle may be arranged or programmed to operate in a plurality of modes. One of the modes of operation is separate operating control which refers to the first electrical power arrangement and the second electrical power arrangement that are operating separately to supply electrical power to the vehicle. More particularly, for separate operation control, when the second electrical power arrangement is available, the first electrical power arrangement is disabled and the second electrical power arrangement is responsible for supplying electrical power to maintain vehicle operation; whereas when the second electrical power arrangement is not available, the first electrical power arrangement is enabled to supply electrical power to maintain vehicle operation. Another mode of vehicle operation is the series hybrid operation control which refers to the first electrical power arrangement and the second electrical power arrangement that simultaneously supply electrical power to at least one vehicle drive system. Yet another mode of vehicle operation is combined operation and charging control which refers to the second electrical power arrangement that can be configured to simultaneously supply electrical power to the first electrical power arrangement (e.g., charging a battery or set of batteries) and at least one drive system in association with the vehicle. A wide range of vehicles can benefit from the hybrid electric power supply mechanism as well as the various modes of operation proposed in this document. Non-limiting examples of vehicles may include land vehicles moving in contact with the ground, such as bicycles, motorcycles, cars, trucks, vans, buses, tractors, off-road vehicles, agricultural tractors, E-buses, golf carts , industrial construction machines, trailers, locomotives, trains and subways, to name just a few. Vehicles can also include watercraft or marine vessels, such as ships, boats and the like, to name but a few. In addition, vehicles can include air vehicles such as aircraft, planes and the like.
[011] The present disclosure can achieve several technical effects or technical advantages, one of which is that the vehicle mileage can be extended by at least some modes of operation. For example, in series hybrid operation control mode, the embedded power source such as an embedded battery can be charged while supplying electrical power to the drive system from the embedded power interface. In some embodiments, a conventional internal combustion engine (ICE) engine can be removed from the vehicle of the present disclosure. Vehicle deployment without the use of ICEs can not only contribute to a reduction in tailpipe pollutants, but also help reduce or eliminate noise emissions. Other technical effects or technical advantages will become apparent to those skilled in the art upon reference to the detailed descriptions provided herein and in the accompanying drawings.
[012] In an effort to provide a concise description of these achievements, not all features of an actual deployment are described in the one or more specific achievements. It should be appreciated that, in the development of any actual deployment, as in any engineering or design project, numerous specific deployment decisions must be made to achieve specific developer goals, such as compliance with business-related and business-related constraints. system, which may vary from one deployment to another. Furthermore, it should be appreciated that this development effort can be complex and time-consuming, yet it can be a routine design, manufacturing, and manufacturing endeavor for those individuals of ordinary skill who benefit from this disclosure.
[013] Unless otherwise defined, technical and scientific terms used herein have the same meaning as commonly understood by an individual of ordinary skill in the art to which this invention belongs. The terms "first," "second," and the like as used in this document do not denote any order, quantity, or importance, but are especially used to distinguish one element from another. Furthermore, the terms “one” and “one” do not denote a quantity limitation, but rather denote the presence of at least one of the items referred to. The term “or” is intended to be inclusive and to mean any, several or all of the items listed. The use of "which includes", "which comprises" or "which has" and variations thereof in this document is intended to encompass the items listed below and equivalents thereof as well as additional items. The terms “connected” and “coupled” are not restricted to mechanical or physical couplings or connections and may include electrical couplings or connections, whether direct or indirect. The terms "circuit", "circuits" and "controller" may include a single component or a plurality of components, which are active and/or passive components and may optionally be connected or otherwise coupled together to provide the described function.
[014] Turning now to the drawings, first referring to Figure 1, in which a general block diagram of a vehicle 10 according to an exemplary embodiment of the present disclosure is shown. In general, the vehicle 10 is adapted to implement the aforementioned hybrid electric power supply mechanism so that at least two sources of electric power are cooperatively supplied to maintain the operation of the vehicle 10. As shown in Figure 1, the vehicle 10 may include at least a first power source or a built-in power source 22 that is configured to supply a first form of electrical power or internally supplied electrical power 202 with adequate voltage and/or power to facilitate the drive of vehicle movement 10 and/or to facilitate the performance of some specific tasks in association with vehicle 10. Depending on the specific types of vehicle 10, specific tasks performed by vehicle 10 may include cutting plants, plowing the soil, lifting materials, transporting materials, digging materials and dump materials and so on. In one embodiment, the embedded power source 22 may be an embedded energy storage device such as a battery or battery pack consisting of multiple battery cells coupled together in a series and/or parallel configuration. Non-limiting examples of the battery or battery pack may include lead acid batteries, nickel cadmium (NiCd) batteries, nickel metal hydride (NiMH) batteries, lithium ion batteries, lithium polymer batteries, and so on. . In some embodiments, the built-in battery-type energy storage device 22 can be physically replaced with a fresh, fully charged battery if battery power is depleted. Furthermore, a person skilled in the art will recognize that a variety of energy storage components such as ultracapacitor, flywheel and any other components that have the ability to store electrical energy can be used alternatively or additionally in association with the vehicle 10 .
[015] With continued reference to Figure 1, the vehicle 10 also includes a built-in power interface 16 that functions as a power interface between various components of the vehicle 10 and an external power source 12. The built-in power interface 16 is configured to provide a second source of electrical power to maintain operation of the vehicle 10. In one embodiment, the embedded power interface 16 is electrically coupled to the external power source 12 via an electrical connection 14. In one embodiment, the electrical connection 14 between the external power source 12 and the embedded power interface 16 can be one or more electrical wires or electrical cables. In other embodiments, electrical link 14 may be a wireless electrical power transfer link. In some specific embodiments, electrical connection 14 between embedded power interface 16 and external power source 12 is arranged to be flexible. For example, in some applications, an electrical wire from electrical connection 14 is arranged to be of sufficient length to allow embedded power interface 16 to continue to receive electrical power while drive system 30 is operating to drive vehicle 10 motion or perform one or more specific tasks in association with the vehicle 10. In one embodiment, embedded power interface 16 may be a built-in power conversion device that is configured to perform power conversion with respect to electrical power received from the source. of external power 12 and provide converted electrical power with voltage and/or power suitable for various components of the vehicle 10. Depending on the various modes of operation of the vehicle 10 which will be described in more detail below, the electrical power supplied from the power interface built-in 16 can be delivered to charge built-in energy storage source 22, or between. egue to a drive system 30 to drive the movement of the vehicle 10 or perform one or more specific tasks (for example, mowing grass, plowing the soil, lifting materials, transporting materials, digging materials and dumping materials) in association with the vehicle 10.
[016] With continued reference to Figure 1, the vehicle 10 may additionally include a first switch 24. The first switch 24 is electrically coupled to the embedded power source 22 and to a bus structure 18. The bus structure 18 can be any suitable provisions such as DC bus to facilitate unidirectional or bidirectional energy transfer between various vehicle components 10. For example, bus structure 18 may receive input such as DC electrical power supplied from the embedded power interface 16. The bus structure 18 can also provide output such as at least a portion of the DC electrical power to charge the embedded power source 22. The first switch 24 can be any type of mechanical and/or electrical devices or combinations of the same. The first switch 24 can be closed to establish or form an energy/power transfer connection between embedded power source 22 and bus structure 18 so that loading and/or unloading of embedded power source 22 can be materialized. As used herein, "closed" can refer to an "ON" situation of a switch that low impedance is created by operating the switch. The first switch 24 can also be opened to terminate or sever the power/power transfer connection between the embedded power source 22 and the bus structure 18, so that the embedded power source 22 may not have the capability to supply electrical power to other vehicle components or the built-in power source 22 can be protected from overcharging and overcharging problems. As used in this document, “open” can refer to an “OFF” situation of a switch that high impedance is created by operating the switch. In one embodiment, opening and closing of the first switch 24 can be performed manually by an operator or a user such as a driver in accordance with real-time operating conditions and/or vehicle requirements 10. In other embodiments, the first switch 24 can be automatically switched according to the on/off signals that can be generated by monitoring various vehicle operating conditions and/or situations 10.
[017] With continued reference to Figure 1, the vehicle 10 may additionally include a second switch 26. The second switch 26 is electrically coupled to the bus structure 18 and to a drive system 30. The second switch 26 can be any type of mechanical and/or electrical devices or combinations thereof. Similar to the first switch 24 discussed above, the second switch 26 can also be automatically switched or manually switched to establish or terminate an energy/power transfer connection between the bus structure 18 and the drive system 30, such that a transfer bidirectional or unidirectional power flow between bus structure 18 and drive system 30 can be enabled or disabled. In one embodiment, as shown in Figure 1, the drive system 30 may include a converter 28 and a motor 34. The converter 28 is a type of a power conversion device that functions to convert one form of electrical power into another. For example, converter 28 may be a DC-AC power conversion device configured to convert DC power received from a DC bus of bus structure 18 into AC power. AC power (eg, three-phase AC power) is supplied to motor 34 (eg, three-phase AC motor) so that motor 34 can be operated to provide a mechanical output such as torque output to drive the 10 vehicle to move. In other embodiments, motor 34 can also provide mechanical outputs for one or more implements or tools designed to perform specific tasks.
[018] With continued reference to Figure 1, vehicle 10 may be configured or programmed to provide a plurality of modes of operation. Switching between vehicle 10 operating modes can be implemented in accordance with input of instructions/commands from an operator or a user such as a driver. In some alternative embodiments, it is possible that in an unmanned vehicle10, the switching or transition between operating modes can be performed according to vehicle situations and/or operating conditions 10.
[019] In a first aspect, the vehicle 10 can be configured to provide a separate first control mode of operation. In separate control operation mode, vehicle 10 can be further configured to operate in different states depending for example on whether external power source 12 is available to supply electrical power to vehicle 10.
[020] In a first condition, the external power source 12 may be unavailable for the vehicle 10, that is, the embedded power interface 16 is electrically decoupled with the external power source 12. In this condition, upon determination that the embedded power source 22 has sufficient remaining power stored therein, embedded power source 22 can be operated to supply electrical power to various components of vehicle 10, in what may be termed battery powered mode. In one embodiment, to enable power transfer, the first switch 24 and the second switch 26 are closed or activated to allow electrical power obtained from a battery or battery pack of embedded power source 22 to be transferred to the bus structure 18. In one embodiment, converter 28 receives electrical power from bus structure 18 and converts the electrical power into a form suitable for motor 34 to operate. As a result, the engine 34 can provide mechanical outputs necessary to drive the movement of vehicle 10 or perform specific tasks in association with vehicle 10.
[021] In a second condition, the external power source 12 is available to the vehicle 10 and the embedded power interface 16 can be electrically coupled to the external power source 12 to receive electrical power therefrom. Embedded power interface 16 can supply electrical power to various components of vehicle 10, which may be termed a snap-in mode. In snap mode, when embedded power source 22 such as a battery or battery pack is determined to have insufficient remaining power, first switch 24 can be closed or activated and second switch 26 can be opened or deactivated. That is, the power transfer link between the bus structure 18 and the drive system 30 is cut to disable the operation of the drive system 30, while the power transfer link between the bus structure 18 and the power source embedded power 22 is set to allow electrical power to be delivered through the power transfer connection to charge the embedded power source 22 battery or battery pack. Still in docking mode, when it is determined that embedded power source 22 has sufficient remaining power, embedded power interface 30 can supply electrical power to other components of vehicle 10. For example, first switch 24 can be opened and second switch 26 can be closed. That is, the power transfer link between the embedded power source 22 and the bus structure 18 is cut to cause the embedded power source 22 to remain in standby, while the power transfer link between the bus structure 18 and the drive system 30 is established to allow electrical power obtained from the embedded power interface 16 to be transferred to the drive system 30. Consequently, the drive system 30 can provide mechanical outputs to drive vehicle motion. 10 or perform the specific tasks in association with the vehicle 10.
[022] In a second aspect, vehicle 10 may be configured to provide a second mode of serial hybrid control operation. In series hybrid control mode, upon determination that external power source 12 is available, embedded power interface 16 can be electrically coupled to external power source 12 to receive electrical power therefrom and provide power electrical converted to busbar structure 18. If it is determined that embedded power source 22 such as a battery or battery pack has insufficient remaining power (for example, a SOC of the battery or battery pack is below a first threshold value, for example 10%), the first switch 24 is closed and the second switch 26 is opened. That is, the energy transfer connection between the embedded power source 22 and the bus structure 18 is established to allow electrical power to be delivered through the energy transfer connection to charge the source battery or battery pack. of built-in power 22. The power transfer link between the bus structure 18 and the drive system 30 is cut to disable the operation of the drive system 30. Still in series hybrid control mode, if it is determined that the built-in power source 22 such as a battery or battery pack has sufficient remaining power (for example, a SOC of the battery or battery pack is above a second threshold value, for example 80%), both the first switch 24 and the second switch 26 are closed or activated. In that case, the embedded power source 22 and the embedded power interface 16 can be connected in parallel to provide electrical power to the drive system 30, as such, the drive system 30 can be operated to drive the movement of the vehicle 10 and /or perform specific tasks in association with the vehicle 10. In some embodiments, the amount of electrical power supplied from embedded power source 22 and the amount of electrical power supplied from embedded power interface 16 may be determined accordingly with some predetermined distribution rules. For example, in one embodiment, embedded power interface 16 is controlled to provide average power to drive system 30, while embedded power source 22 is controlled to provide dynamic power to drive system 30. That is, when a drive system drive motor 30 requires large mechanical torque to accelerate the vehicle 10 or a vehicle implement or tool 10 requires large torque to perform special tasks, the built-in power source 22 can be configured to provide peak power for satisfy this requirement. When the drive system drive motor 30 does not require large mechanical torque or the vehicle implement or tool 10 is operating under a light load, the built-in power source 22 can reduce its electrical power output. In a specific embodiment, the built-in power interface 16 can be controlled to operate in a constant output voltage mode, so the design of the built-in power interface 16 can be simplified.
[023] In a third aspect, vehicle 10 may be configured to provide a third mode of operation of combined operation and loading control. In the combined operation and charging control mode, charging of built-in power source 22 and actuation of drive system 30 can be performed concurrently or simultaneously. More specifically, when external power source 12 is available, embedded power interface 16 can be electrically coupled to external power source 12 to receive electrical power therefrom and convert the received electrical power to a form suitable for the bus structure 18. In one embodiment, both the first switch 24 and the second switch 26 can be closed or activated. That is, a first power transfer connection between the embedded power source 22 and the bus structure 18 can be established to allow at least a portion of the electrical power in the bus structure 18 to be delivered via the first power transfer connection. power to charge a battery or battery pack from the embedded power source 22. In addition, a second power transfer link between the bus structure 18 and the drive system 30 can be established to allow at least part of the power. in the bus structure 18 is delivered via the second power transfer link to drive the movement of the vehicle 10 and/or perform one or more specific tasks in association with the vehicle 10. In a specific embodiment, the embedded power interface 16 it is controlled to operate in a constant current mode. In one embodiment, in constant current mode, a current reference for charging a battery or battery pack of embedded power source 22 can be determined based at least in part on a desired power of the drive system 30 and a power of desired charging of embedded power source 22. Still in the combined charging and operation control mode, when it is determined that a battery or battery pack of embedded power source 22 is charged to have sufficient remaining power (e.g., a SOC of battery or battery pack that exceeds a high SOC threshold value, eg 80%), embedded power interface 16 and embedded power source 22 can be connected in parallel to provide electrical power to drive system 30, such as as such, the drive system 30 can drive the movement of the vehicle 10 and/or perform one or more specific tasks in association with the vehicle 10.
[024] Figure 2 illustrates a detailed block diagram of a vehicle 100 according to another exemplary embodiment of the present disclosure. As shown in Figure 2, vehicle 100 includes a built-in energy storage device 102 which may be a battery or battery pack with adequate power and/or current output. The embedded energy storage device 102 is electrically coupled to a coupled energy storage switch 104 which can be activated and deactivated in accordance with switching signals 166 transmitted from a vehicle controller 152. In alternative embodiments, the switch Attached energy storage 104 can be activated and deactivated manually by an operator. Vehicle 100 additionally includes a built-in power conversion device 136 that can be electrically coupled to a public power network 132. In one embodiment, when the public power network 132 is available to supply electrical power, the public power network 132 can supply AC electrical power 134 (for example, electrical power 220V or 380V depending on the LAN standard) to the built-in power conversion device 136. In one embodiment, the built-in power conversion device 136 may include a AC to DC conversion device (eg rectifier) which is configured to convert AC electrical power 134 in accordance with control signals 162 transmitted from vehicle controller 152 and provide DC electrical power with voltage and/ or suitable potency s. DC electrical power is supplied to a DC bus 122 for additional delivery to various components of vehicle 100.
[025] With continued reference to Figure 2, vehicle 100 additionally includes a drive system 30 that can be supplied with electrical power from built-in energy storage device 102 and/or built-in power conversion device 136. In one embodiment, the drive system 30 may include a traction drive system or traction branch as indicated by reference numeral 124 in Figure 1. Traction drive system or traction branch 124 is arranged to provide necessary mechanical output. to drive movement of vehicle 100. In one embodiment, traction branch 124 includes a traction switch 108, a traction bus 112, a traction converter 114, and a traction motor 118. The traction switch 108 is electrically coupled between the DC bus 122 and pull bus 112. In one embodiment, pull switch 108 can be opened or closed in accordance with switching signals 164 transmitted to the pa. from the vehicle controller 152 so that the power/energy transfer link between the DC bus 122 and the drive branch 124 can be established or terminated. Power flow between DC bus 122 and traction branch 124 can be unidirectional or bidirectional.
[026] The traction converter 114 is electrically coupled between the traction bus 112 and the traction motor 118. The traction converter 114 is configured to perform power conversion by converting DC electrical power received from the busbar. traction 112 at an output power 116 with a form suitable for use by the traction motor 118. In one embodiment, the traction converter 114 may comprise an inverter such as a DC-AC inverter which has the capability of converting electrical power of DC on the 112 traction bus to 116 AC electrical power (eg three-phase AC electrical power). The electrical power of AC 116 may be regulated by a vehicle controller 152. For example, in one embodiment, in response to a tensile torque command signal generated by operating an input device such as an accelerator pedal, the vehicle controller 152 may send control signals 154 to traction converter 114 to cause traction converter 114 to supply regulated AC electrical power 116 to traction motor 118. As such, traction motor 118 (e.g. , AC electric motor) can operate in accordance with AC electric power 116 to provide a desired torque output to drive the movement of vehicle 100. In other embodiments, traction motor 118 can include a DC motor and correspondingly the traction converter 114 may comprise a DC-DC converter for performing DC power conversion. Vehicle controller 152 may include any suitable programmable devices or circuits such as a digital signal processor (DSP), a field programmable gate array (FPGA), a programmable logic controller (PLC) and an application-specific integrated circuit (ASIC).
[027] With continued reference to Figure 2, the drive system 30 may additionally include a power take-off (PTO) drive system or a power take-off branch as indicated by reference number 126 in Figure 2. For purposes of In the illustration and description, only a single power take-off branch 124 is shown and described herein, however, one of ordinary skill in the art will recognize that in some alternative embodiments, the drive system 30 may include a plurality of power take-off branches. power outlet that can be configured in parallel with each other. The power take-off drive system or the power take-off branch 126 is arranged to provide necessary mechanical power output, eg torque output, to perform one or more specific tasks in association with the vehicle 100. Specific tasks may include cutting plants, plowing soils, lifting materials, transporting materials, digging materials, and dumping materials. In one embodiment, the power take-off drive system or the power take-off branch 126 may include a power take-off switch 138, a power take-off bus 142, a power take-off converter 144, and a take-off motor 148. The power take-off switch 138 is electrically coupled between the DC bus 122 and the power take-off bus 142. The power take-off switch 138 can be turned on and off in accordance with the tap switching signals 162 transmitted from the vehicle controller 152 so that a power/energy transfer link between the DC bus 122 and the power take-off branch 126 can be established or terminated. Power flow between the DC bus 122 and the power take-off branch 126 can be unidirectional and bidirectional.
[028] The power take-off converter 144 is electrically coupled between the drive bus 142 and the power take-off motor 148. The power take-off converter 144 is configured to perform power conversion by converting DC electrical power received on the power take-off bus 142 at a power take-off output 146 which is shaped suitable for use by the power take-off motor 148. In one embodiment, the power take-off converter 144 may comprise a power take-off inverter or DC-AC power take-off converter which has the capability of converting the DC electrical power received on the power take-off bus 142 to AC electrical power 146 (eg, three-phase AC electrical power). In addition, AC electrical power 146 may be regulated by vehicle controller 152. For example, in one embodiment, in response to a power take-off torque command signal generated by operating an input device installed in vehicle 100 , vehicle controller 152 may send control signals 156 to power take-off converter 144 to cause power take-off converter 144 to supply regulated AC electrical power 146 to power take-off motor 148. power take-off motor 148 can operate in accordance with AC electrical power 146 to provide a desired torque output to perform one or more specific tasks in association with vehicle 100. In other embodiments, power take-off motor 148 can include a DC motor and correspondingly the power take-off converter 144 may comprise a DC-DC converter for performing a DC power conversion. In some applications, for example in a forklift apparatus, the power take-off motor 148 may be associated with one or more hydraulic pump systems to perform the tasks of lifting and transporting materials/loads.
[029] The vehicle 100 shown in Figure 2 can be configured or programmed to operate with a plurality of modes, such as separate control mode, series hybrid control mode, and combined operating and charging mode. The detailed description of these operations will be described later with reference to the flow diagram of Figures 9 to 13. Before describing the flow diagrams, various structural embodiments of the vehicle are described with reference to Figures 3 to 8.
[030] Figure 3 illustrates a detailed block diagram of a vehicle 110 according to another exemplary embodiment of the present disclosure. The general structure of vehicle 110 and the operation thereof is substantially similar to vehicle 100 that has been described with reference to Figure 2. One of the differences from vehicle 110 shown in Figure 3 is that the built-in power conversion device 137 is electrically coupled to a portable electricity generator 133. The portable electricity generator 133 can run on diesel fuel, gasoline, or other suitable material. When the portable electricity generator 133 is available, the built-in power conversion device 137 can be electrically coupled to the portable electricity generator 133 and receives electrical power 135 (eg AC electrical power) from the portable electricity generator 133 and converts the received electrical power 135 into a form suitable for use by various components of the vehicle 110. In one embodiment, the built-in power conversion system 137 may comprise an AC-DC conversion device that has the ability to convert the AC electrical power 135 to DC electrical power supplied to a DC bus 122. The electrical power output of the built-in power conversion device 137 can be regulated in accordance with the control signals 163 transmitted from the vehicle controller 152 The vehicle 110 shown in Figure 3 may also be configured to operate with a plurality of modes, such as a vane control mode. ration, series hybrid control mode, and combined load and operation control mode, which will be described in more detail below with reference to the flowchart diagrams of Figures 9 to 13.
[031] Figure 4 illustrates a detailed block diagram of a vehicle 120 according to another exemplary embodiment of the present disclosure. The general structure of the vehicle 120 shown in Figure 4 and the operations thereof are substantially similar to the vehicle 100 shown and described with reference to Figure 2. One of the differences from the vehicle 120 shown in Figure 4 is that a built-in power conversion device 176 is electrically coupled to a solar panel device 172. The solar panel device 172 is a kind of a renewable power generating device that is designed to convert light or solar irradiation energy into electrical energy for direct consumption by the home or transmission and distribution over a power network. In some embodiments, solar panel device 172 is arranged as an independent device that is located separate from vehicle 120. In some other embodiments, solar panel device 172 may be integrated with vehicle 120. As such, when device of solar panel 172 is available to supply electrical power converted from solar irradiation, the built-in power conversion device 176 can be configured to receive electrical power 174 supplied from solar panel device 172 and convert electrical power 174 into an electrical power with voltage and/or power suitable to deliver to various vehicle components 120. In one embodiment, the built-in power conversion device 176 may include a DC-DC converter that is configured to perform DC power conversion -DC to provide DC electrical power with adequate voltage and/or power. In addition, the DC electrical power supplied from the CC-DC converter 176 can be regulated in accordance with the control signals 165 transmitted from the vehicle controller 152. The vehicle 120 shown in Figure 4 can also be configured to operate with a plurality of modes, such as separation control mode, series hybrid control mode, and combined load and operation control mode, which will be described in more detail below with reference to the flowchart diagrams of Figures 9 to 13 .
[032] Figure 5 illustrates a detailed block diagram of a vehicle 140 according to another exemplary embodiment of the present disclosure. The general structure of the vehicle 140 shown in Figure 5 and the operations thereof are substantially similar to the vehicle 100 shown and described with reference to Figure 2. One of the differences from the vehicle 140 shown in Figure 5 is that the built-in power conversion device 186 it can be electrically coupled to a wind turbine generator 182. A wind turbine generator 182 is another form of renewable power generation device that is designed to convert the kinetic energy of wind into electrical energy for transmission and grid distribution. In some embodiments, multiple wind turbine generators 182 can be grouped together as a wind station to provide greater power output. In one embodiment, one or more wind turbine generators 182 may be integrated with vehicle 140. In other embodiments, one or more wind turbine generators 182 may be disposed separately from vehicle 140. wind turbine 182 is available to supply electrical power converted from wind energy, the built-in power conversion device 186 can be electrically coupled to the wind turbine generator 182 and receives electrical power 184 therefrom. In one embodiment, the electrical power 184 supplied from the wind turbine generator 182 may be an AC power of suitable voltage and/or power. Correspondingly, the built-in power conversion device 186 may comprise an AC-DC converter which functions to convert AC electrical power 184 to DC power with voltage and/or power suitable to be supplied to the DC bus 122. In others embodiments, additionally or alternatively, the wind turbine generator 182 may be configured to supply DC power with suitable voltage and/or power 184. Correspondingly, the built-in power conversion device 186 may additionally or alternatively comprise a DC-DC converter 186 which functions to convert the first DC power 184 to the second DC power with suitable voltage and/or power to be supplied to the DC bus 122. The output of the built-in power conversion device 186 can be regulated or adjusted in accordance with control signals 167 transmitted from vehicle controller 152. Vehicle 140 shown in Figure 5 can also be configured for op to operate with a plurality of modes, such as separation control mode, series hybrid control mode, and combined load and operation control mode, which will be described in more detail below with reference to the flowchart diagrams of Figures 9 to 13 .
[033] Figure 6 illustrates a detailed block diagram of a vehicle 150 according to another exemplary embodiment of the present disclosure. The general structure and detailed operations of vehicle 150 shown in Figure 6 are substantially similar to that described above with reference to Figures 1 to 5. One difference from vehicle 150 shown in Figure 6 is that vehicle 150 can be configured to be electrically coupled. to a micro-hydro turbine generator 183. The micro-hydro turbine generator 183 is yet another form of renewable power generation device that is in operation to convert water wave energy into electrical power. In one embodiment, micro-hydro turbine generator 183 may be integrated with vehicle 150. In other embodiments, micro-hydro turbine generator 183 may be arranged as an independent device, i.e., located remotely from vehicle 150. As shown in Figure 6, vehicle 150 is provided with a built-in power conversion device 187 (eg, an AC-DC converter or a DC-DC converter) to convert electrical power 185 supplied from the turbine generator. hydro-micro 185 on DC power with voltage and/or power suitable to be supplied to the DC bus 122. In some embodiments, the DC power output from the built-in power conversion device 187 may be regulated in accordance with the control signals 169 transmitted from the vehicle controller 152. The vehicle 150 shown in Figure 6 can also be configured to operate with a plurality of modes, such as separation control mode, series hybrid control and combined load and operation control mode, which will be described in more detail below with reference to the flowchart diagrams of Figures 9 to 13.
[034] Figure 7 illustrates a detailed block diagram of a vehicle 160 according to another exemplary embodiment of the present disclosure. The general structure and detailed operations of the vehicle 160 are substantially similar to what has been described above with reference to Figures 1 to 6. A difference from the vehicle 160 shown in Figure 7 is that a converter 198 is provided in association with the energy storage device. built-in 102. In the illustrated embodiment, the converter 198 is illustrated being electrically coupled between the coupled energy storage switch 104 and the DC bus 122. In other embodiments, the converter 198 may also be electrically coupled between the energy storage device built-in 102 and the coupled energy storage switch 104. In one embodiment, the converter 198 may comprise a CC-DC converter that is configured to convert the first DC power 103 supplied from the built-in energy storage device 102 into second DC power 105 with adequate voltage and/or power to be supplied to the DC bus 122. In a network In addition, the DC-DC converter 198 may comprise a unidirectional DC-DC converter for performing DC power conversion, such as increasing the voltage of the first DC power 103 to match the voltage on the DC bus 122. In others embodiments, the DC-DC converter 198 may comprise a bi-directional DC-DC converter that may be useful to collect power during braking or regenerative operations of vehicle 160. For example, when vehicle 160 is operating in a regenerative mode, the bidirectional DC-DC converter 198 can be operated to convert at least a part of the DC power on the DC bus 122 to DC power for charging the built-in energy storage device 102. In regenerative mode, at least part of the DC power DC on the DC bus 122 can be supplied from the drive branch 124 by operating the drive motor 118 as a generator that converts vehicle 160 motion energy into electrical power. DC power on DC bus 122 can also be supplied from power take-off branch 126. For example, when vehicle 160 is a forklift, power take-off motor 148 can be operated as an energy-converting generator. gravitational power of a charge into electrical power. As shown in Figure 6, converter 198 can be operated in accordance with control signals 168 transmitted from vehicle controller 152 to provide desired DC power to DC bus 122 or desired DC power to the transmission device. built-in energy storage 102.
[035] With continued reference to Figure 7, in the illustrated embodiment, the built-in power conversion device 196 is electrically coupled to an external power source 192 to receive the electrical power 194 supplied therefrom. External power source 192 may be any of the power bridges described above with reference to Figures 2 to 5. When external power source 192 is available, electrical power obtained from external power source 192 may be supplied to the drive branch 124 and/or power take-off branch 126 in coordination with built-in energy storage device 102. Vehicle 160 shown in Figure 7 may also be configured to operate with a plurality of modes, such as control mode separation, series hybrid control mode, and combined load and operation control mode, which will be described in more detail below with reference to the flowchart diagrams of Figures 8 to 10.
[036] Figure 8 illustrates a detailed block diagram of a vehicle 180 according to yet another exemplary embodiment of the present disclosure. The general structure and operations thereof are substantially similar to what has been described above with reference to Figures 1 to 6. For example, vehicle 180 may optionally include a unidirectional or bidirectional CC-DC converter 198 electrically coupled between the data storage device. built-in power 102 and DC bus 122. Additionally, vehicle 180 can additionally be provided with a built-in power storage protection function. More specifically, vehicle 180 may include a sensor 197 that is electrically coupled to the output of embedded energy storage device 102 to detect one or more electrical parameters in association with embedded energy storage device 102. In one embodiment, as shown in Figure 7, a current detector is used as the sensor 197 to detect the discharge and/or charge current in association with the operation of the built-in energy storage device 102. In other embodiments, other sensors or transducers may be used, including, without limitation, voltage sensors and/or thermal sensors. In response to current detection, current detector 197 may transmit a current feedback signal 199 which represents the practical or actual current flowing into or flowing from the built-in energy storage device 102 to the energy controller. vehicle 152. The vehicle controller 152 may derive an unload and/or load situation of the built-in energy storage device 102 based at least in part on the current feedback signal 197. In one embodiment, when a state of charge ( SOC) of a battery or a battery pack of the built-in energy storage device 102 is determined to be fully charged (e.g., a SOC value that exceeds a preset value), the vehicle controller 152 may transmit a switching signal 166 to the coupled energy storage switch 104 to open the coupled energy storage switch 104 (i.e., DISABLED state) to stop charging the built-in energy storage device 102. In another situation, when the SOC of a battery of a battery pack of the built-in energy storage device 102 is determined to be excessively discharged (e.g., a lower SOC value which is a predefined value), the vehicle controller 152 may similarly transmit a switch signal 166 to the coupled energy storage switch 104 to halt the download of the built-in energy storage device 102.
[037] It should be noted that the various embodiments of vehicles 100, 110, 120, 140, 150, 160, 180 shown and described above are merely examples only to help explain the general principles of the present disclosure. In some embodiments, two or more of the vehicles described above may be combined in some way. For example, in some embodiments, the vehicle 100 shown in Figure 2 can also be configured to have a built-in power conversion device 136 that has the ability to receive electrical power from both the utility grid 132 and the solar panel device 172 shown in Figure 4. Therefore, as long as one of the public power grid 132 and the solar panel device 172 is available, the vehicle 100 can be operated with electrical power concurrently supplied from the external power source (the power grid 132 or the solar panel device) and the built-in energy storage device 102. Similarly, in some other embodiments, the vehicle 120 shown in Figure 4 may be configured to have a built-in power conversion device 176 having the ability to receive electrical power from both the solar panel device 172 and the wind turbine generator 182 shown in Figure 5.
[038] Figures 9 to 13 illustrate flowchart diagrams of methods 3000, 4000, and 5000 for operating a vehicle and/or managing the power supply of a vehicle according to exemplary embodiments of the present disclosure. The 3000, 4000 and 5000 methods described in this document can be deployed with at least some of the 100, 110, 120, 140, 150, 160, 180 vehicles shown in Figures 2 to 8. For the purpose of simplifying the description of these methods, the one or more method blocks 3000, 4000 and 5000 will be specifically described as being attached to one or more components of the vehicle 180 shown in Figure 8, however, the deployment of these method blocks should not be limited to one or more components. In addition, it should be noted that at least a portion of the blocks of these methods 3000, 4000 and 5000 shown in Figures 9 to 13 can be programmed with software instructions stored in a computer-readable storage medium which, when executed by a processor, performs various blocks of methods 3000, 4000, and 5000. Computer-readable storage media may include non-removable and removable, volatile and non-volatile media deployed in any method or technology. Computer readable storage media include, without limitation, RAM, ROM, EEPROM, fast memory or other memory technology, CD-ROM, digital versatile disks (DVD) or other optical storage, magnetic cassettes, magnetic tape, disk storage magnetic or other magnetic storage devices, or any other non-transient medium that can be used to store the desired information and that can be accessed by a processor.
[039] Turning now to Figure 9, method 3000 generally provides a separate control operation mode for vehicle 180 to deploy. One benefit of providing such a separate control mode of operation for vehicle 180 is that the design of vehicle 180's control system can be simplified. In one embodiment, method 3000 may begin deploying from block 3002. At block 3002, an electrical coupling or connection to interconnect the vehicle with an external power source is established. The electrical connection can be established by plugging one or more electrical wires or cables to an electrical output in association with the external power source 192. In other embodiments, it is possible to establish a wireless connection between the external power source 192 and the vehicle 180 is for wireless electrical power transfer. In one embodiment, vehicle 180 is particularly equipped with a built-in power interface such as a built-in power conversion device 196 (e.g., AC-DC converter) for converting to electrical power 194 (e.g., AC electrical power. ) received from the external power source 192 in a form suitable (eg DC electrical power) for various vehicle components 180.
[040] In block 3004, method 3000 continues deployment by determining whether a vehicle charging mode is enabled. More specifically, the determination at block 3004 can be made by the vehicle controller 152 to ascertain whether a battery or set of batteries of the built-in energy storage device 102 has sufficient remaining power. If determination by vehicle controller 152 reveals that the built-in energy storage device 102 has low remaining power, i.e. vehicle 180 should be charged, method 3000 then proceeds to block 3006 to deploy. On the other hand, if the determination by vehicle controller 152 reveals that a battery or battery pack of the built-in energy storage device 102 has sufficient remaining power, i.e., vehicle 180 does not need to be charged, method 3000 may proceed for block 3014 to deploy, which will be described later.
[041] In block 3006, after the affirmative determination in block 3004 that the vehicle should operate in loading mode, the entire vehicle drive system is disabled. More specifically, in one embodiment, a traction drive system or a traction branch 124 shown in Figure 8 to drive the movement of vehicle 180 is disabled. In another embodiment, additionally, a power take-off drive system or a power take-off branch 126 shown in Figure 8 for performing one or more specific tasks in association with vehicle 180 is disabled. In a particular embodiment, a pull switch 108 in the pull branch 124 and/or a power take-off switch 138 in the power take-off branch 126 can be opened or deactivated by switching signals 164, 162 transmitted from the controller. vehicle 152. In other embodiments, the pull switch 108 and the power take-off switch 138 can be manually opened or disabled.
[042] In block 3008, even after the affirmative determination in block 3004 that the vehicle should be operating in charging mode, method 3000 can continue to deploy by establishing an energy transfer link between the external power source and the built-in energy storage device. In one embodiment, establishment of the energy transfer link may be achieved by closing or activating the coupled energy storage switch 104 in accordance with the switching signal 168 transmitted from the vehicle controller 152. In alternative embodiments, the coupled energy storage switch 104 may also be closed or activated by manual operation of an operator or a user such as a driver.
[043] In block 3012, method 3000 continues deployment by transferring at least a portion of the electrical energy from the external power source to the embedded energy storage device. In one embodiment, electrical power supplied from external power source 132 is first converted by built-in power conversion device 136 such as an AC-DC converter to DC electrical power. DC electrical power is then delivered via the DC bus 122 and the coupled energy storage switch 104 to the embedded energy storage device 102 so that the embedded energy storage device can be charged. Various charging strategies can be employed to charge the built-in energy storage device 102. For example, the built-in energy storage device can be charged with a constant current or a constant voltage or a combination thereof.
[044] At block 3014, after the negative determination made at block 3004 that the vehicle is not operating in a load mode, method 3000 may continue to determine whether the vehicle should be operating in a drive mode. The determination can be made by vehicle controller 152 to ascertain whether one or more command signals to drive vehicle 180 have been received. If determination by vehicle controller 152 reveals that one or more command signals have been received, i.e. vehicle 180 should be operating in drive mode, method 3000 may proceed to block 3015 deploy, which will be described later. On the other hand, if determination by vehicle controller 152 reveals that there are no command signals received by vehicle 180, i.e. vehicle 180 is not operating in drive mode, method 3000 may return to block 3004 for further determination of whether vehicle 180 should be operating in charging mode.
[045] In block 3015, after the affirmative determination that the vehicle is operating in drive mode, method 3000 can continue to deploy by disabling the vehicle's built-in energy storage device. In one embodiment, the coupled energy storage switch 104 is disabled or opened in accordance with the switch signal 166 transmitted from the vehicle controller 152 so that the energy transfer link between the DC bus 122 and the built-in energy storage device 102 is cut off, thereby the built-in energy storage device 102 stops charging and/or discharging.
[046] In block 3016, after the affirmative determination that the vehicle is operating in drive mode, method 3000 can continue to deploy by establishing at least one energy transfer link between the external power source and at least one vehicle drive system. In one embodiment, an energy transfer link is established between the external power source 192 and a traction drive system or a traction branch 124. More specifically, a traction switch 108 is activated or closed by a switching signal 164 transmitted from a vehicle controller 152. In another embodiment, the pull switch 108 can be activated or closed by manual operation. In another embodiment, additionally or alternatively, another power transfer link is established between the external power source 192 and a power take-off drive system or a power take-off branch 126 shown in Figure 8. More specifically, the establishment of the other power transfer link can be achieved by activating or closing the power take-off switch 138 in accordance with the switching signal 162 transmitted from the vehicle controller 152. In an alternative embodiment, the power take-off switch 138 can be activated or closed by manual operation.
[047] In block 3018, with the at least one power transfer link established, electrical power is transferred from the external power source to the at least one drive system. In one embodiment, electrical power supplied from the external power source is first converted to a suitable form (e.g., DC power) for the DC bus 122 by the built-in power interface or by the built-in power conversion device 136 (eg AC-DC converter). Then, the DC electrical power on the DC bus 122 is delivered via the power transfer link established to the tow branch 124 to drive the movement of the vehicle 180. In another embodiment, the DC electrical power on the DC bus 122 may be delivered via the other power transfer link established to the power take-off branch 126 to perform one or more specific tasks in association with the vehicle 180.
[048] As long as electrical power from external power source 132 is available, the embedded power interface or embedded power conversion device 136 will continue to supply electrical power to the DC bus 122 to maintain vehicle movement 180 or to maintain deployment of one or more specific tasks in association with vehicle 180. The benefit of using externally supplied electrical power to drive vehicle 180 motion or performing one or more special tasks in association with vehicle 180 is that the stored power in the battery or battery pack of the built-in energy storage device 102 may be reserved to extend the overall mileage of vehicle 180. For example, in one embodiment, vehicle 180 may be incorporated as an electric tractor. When an external power source such as a utility grid 132 is available, the electric tractor 180 can be operated with the electrical power 134 supplied from the utility power grid 132 without consuming the energy stored in the battery or battery pack of the built-in energy storage device 102. After some tasks such as plowing the soils have been carried out and the external power source such as the utility grid 132 is unavailable to supply electrical power to maintain the drive of vehicle 180, vehicle 180 can quickly switch to an internal power supply mode and use the electrical power obtained from the built-in energy storage device 102 to maintain vehicle operation 180.
[049] Referring to Figure 10, method 4000 generally provides a serial hybrid control mode of operation for vehicle 180 to deploy or operate with. Method 4000 contains blocks similar to those described with reference to Figure 9. For example, method 4000 contains a 4002 block similar to block 3002 to establish an electrical connection between the vehicle and an external power source.
[050] At block 4004, method 4000 continues deployment by determining whether an embedded energy storage device has a low remaining power. In one embodiment, the determination can be made by a vehicle controller 152 to ascertain whether a state of charge (SOC) of a battery or set of batteries of the built-in energy storage device 102 is at or below a first threshold value. (may also be called low SOC threshold value). If the determination by the vehicle controller 152 reveals that the SOC of the embedded energy storage device is at or below the first threshold value, i.e. the embedded energy storage device 102 has a low remaining power, method 4000 may proceed for block 4005 deploy, which will be described in more detail below. On the other hand, if determination by vehicle controller 152 reveals that the SOC of embedded energy storage device 102 is not equal to or below the first threshold value, method 4000 may proceed to block 4012 deploy, which will be described in more details below.
[051] In block 4005, the entire vehicle drive system is disabled. In one embodiment, a traction drive system or a traction branch 124 shown in Figure 8 to drive vehicle 180 motion is disabled. In another embodiment, additionally, a power take-off drive system or a power take-off branch 126 shown in Figure 8 for performing one or more specific tasks in association with vehicle 180 is disabled. In a particular embodiment, a pull switch 108 in the pull branch 124 and/or a power take-off switch 138 in the power take-off branch 126 can be opened or deactivated by switching signals 164, 162 transmitted from the controller. vehicle 152. In other embodiments, the pull switch 108 and the power take-off switch 138 can be manually opened or disabled.
[052] In block 4006, after the affirmative determination that the embedded energy storage device has low remaining power, method 4000 can continue to deploy by establishing an energy transfer link between the external power source and the device built-in energy storage. With the power transfer link established, method 4000 can move to block 4008 deploy, wherein at least a portion of the electrical energy supplied from the external power source is delivered to the built-in energy storage device so as to charge the energy storage device. Blocks 4006, 4008 are substantially similar to blocks 3008 and 3012 that have been shown and described with reference to Figure 9, therefore, the detailed descriptions of the two blocks 4006, 4008 are omitted here.
[053] In block 4012, method 4000 continues deployment by determining whether an embedded energy storage device has low remaining power. In one embodiment, the determination at block 4012 can be made by vehicle controller 152 to ascertain whether the SOC of a battery or a set of batteries of the built-in energy storage device 102 is at or above a second threshold value (also may be called high SOC threshold value). If the determination made by the vehicle controller 152 reveals that the SOC of the battery or battery pack of the built-in energy storage device 102 is equal to or above the second threshold value or the high SOC threshold value, i.e., the storage device of embedded power 102 has sufficient remaining power, method 4000 can proceed to block 4014 deploy, which will be described in more detail later. On the other hand, if the determination made by the vehicle controller 152 reveals that the SOC of the battery or battery pack of the built-in energy storage device 102 is not equal to or above the second threshold value or the high SOC threshold value, the method 4000 can proceed to block 4016 deploy, which will be described in more detail later.
[054] In block 4014, method 4000 continues deployment by providing a combination electrical power from the built-in energy storage device and the external power source to at least one drive system. The deployment of block 4014 may involve the plurality of sub-blocks. Figure 11 illustrates a more detailed flowchart diagram of block 4014 according to an exemplary embodiment.
[055] Referring to Figure 11, in sub-block 4022, a power transfer link between the built-in energy storage device and a DC bus is established. In one embodiment, establishment of the energy transfer link may be achieved by activating or closing the coupled energy storage switch 104 in accordance with the switching signal 166 transmitted from the vehicle controller 152. In sub-block 4024 , with the power transfer link established, electrical power is transferred from the built-in energy storage device 102 to the DC bus 122.
[056] Sub-block 4032 can be deployed concurrently with sub-block 4024. In sub-block 4032, at least part of the electrical power is transferred from the external power source to the DC bus. In one embodiment, as shown in Figure 8, a built-in power conversion device 196 is used to convert an electrical power supplied from the external power source 192 into DC electrical power, which in turn is supplied to the DC bus 122.
[057] In sub-block 4042, the electrical power transferred from the built-in energy storage device and the external power source are combined. In one embodiment, electrical power supplied from embedded energy storage device 102 and electrical power supplied from embedded power interface or embedded power conversion device 196 are combined in DC bus 122.
[058] In subblock 4044, at least one electrical connection between the DC bus and a drive system is established. In one embodiment, a first power transfer link between the DC bus 122 and the pull branch 124 is established. Establishment of the first power transfer link can be achieved by transmitting a switch signal 164 from the vehicle controller 152 to a pull switch 108 so that the pull switch 108 can be activated or closed in accordance with the switching signal 164. In another embodiment, a second power transfer connection between the DC bus 122 and the power take-off branch 126 may be established. Establishment of the second power transfer link can be achieved by activating or closing the power take-off switch 138 in accordance with the switching signal 162 transmitted from the vehicle controller 152.
[059] In sub-block 4046, the process continues deployment by transferring electrical power through the established power transfer link. In one embodiment, when the first power connection between DC bus 122 and traction branch 124 is established, DC electrical power on DC bus 122 can be supplied to traction inverter 114 on traction branch 124. traction inverter 114 converts received electrical power from DC to electrical power from AC 116 which is used by traction motor 118 to provide mechanical output such as torque output to drive vehicle motion 180. In another embodiment, when the second link Once the power transfer between the DC bus 122 and the power take-off branch 126 is established, the DC electrical power on the DC bus 122 can be transferred to the power take-off inverter 144 at the power take-off branch 126. The power take-off inverter 144 converts the received electrical power of DC into electrical power of AC 146 which is used by the power take-off motor to provide mechanical outputs such as torque outputs for perform one or more specific tasks in association with vehicle 180.
[060] Referring now to Figure 12, method 5000 generally provides a combined load and operation control mode for vehicle 180 to deploy or operate with. Method 5000 contains blocks similar to those described with reference to Figure 9. For example, method 5000 contains a 5002 block that is similar to the 3002, 4002 blocks described above to establish an electrical connection between the vehicle and an external power source. .
[061] In block 5004, after the electrical connection is established between the vehicle and the external power source, the electrical power from the external power source can be supplied concurrently to the built-in energy storage device and at least one drive system of the vehicle. In one embodiment, concurrently supplying electrical power from the external power source to the built-in energy storage device and at least one drive system may involve a plurality of actions to be performed. Figure 13 illustrates various actions that may be involved in block 5004 in accordance with an exemplary embodiment of the present disclosure.
[062] Referring to Figure 13, in sub-block 5022, the electrical power obtained from the external power source is converted into a suitable form. In one embodiment, as shown in Figure 8, the built-in power conversion device 196 converts electrical power (e.g., AC electrical power from a public power network) to DC electrical power to supply the DC bus 122. In some specific embodiments, the power conversion device 196 can be controlled to operate in a constant output current mode. In constant output current mode, the built-in power conversion device 196 supplies the DC electrical power with a constant current to the DC bus 122. In one embodiment, a desired constant current value can be determined based on at least part of the power that the traction motor 118 and/or the power take-off motor 148 is desired to provide as well as the power with which the battery or battery pack of the built-in energy storage device 102 is desired to be charged. After the desired current reference is determined, command signals representing the desired current reference can be input to the vehicle controller 152, which in turn transmits the control signals 171 to cause the power conversion device built-in 196 provides the desired reference current output.
[063] Referring further to Figure 13, after sub-block 5022, the process is basically divided into two parallel branches 5030 and 5040. In the first branch 5030, in sub-block 5032, an energy transfer link between the built-in energy storage device and DC bus is established. In one embodiment, as shown in Figure 8, establishing the energy transfer link between the built-in energy storage device 102 and the DC bus 122 can be achieved by activating or closing the coupled energy storage switch 104 of in accordance with switching signal 166 transmitted from the vehicle controller 152. In an alternative embodiment, the coupled energy storage switch 104 may be activated or closed manually. In sub-block 5034, with the power transfer link established between the DC bus 122 and the built-in energy storage device 102, a first part of the electrical power on the DC bus 122 is transferred from the DC bus 122. for the built-in energy storage device 102.
[064] Referring further to Figure 13, in sub-block 5042 in the second branch 5040, a power transfer connection between the DC bus and at least one drive system is established. In one embodiment, a first power transfer link between the DC bus 122 and the traction drive system or traction branch 124 is established. More specifically, establishing the first power transfer link between the DC bus 122 and the pull branch 124 can be established by activating or closing the pull switch 108 in accordance with the switching signal 164 transmitted from the controller. of vehicle 152. Alternatively, the traction switch 108 can also be activated or closed manually. In one embodiment, a second power transfer connection between the DC bus 122 and the power take-off drive system or the power take-off branch 126 is established. More specifically, establishment of the second power transfer link can be achieved by activating or closing the power take-off switch 138 in accordance with the switching signal 162 transmitted from the vehicle controller 152. Alternatively, the tap switch of 138 power can also be activated or closed manually.
[065] In sub-block 5044 of second branch 5040, electrical power on the DC bus can be delivered via the power transfer link established to the at least one drive system. In one embodiment, at least a second portion of the DC electrical power on the DC bus 122 can be delivered via the first power transfer link to the traction inverter 114 at the first branch 124. The traction inverter 114 converts the electrical power of DC to AC electrical power to drive the traction motor 118 to provide mechanical output such as torque output to drive vehicle motion 180. In another embodiment, at least a second portion of the DC electrical power to the DC bus 122 can be delivered via the second power transfer link to the power take-off converter 144 on the second branch 126. The power take-off converter 144 converts DC electrical power to AC electrical power to drive the power take-off motor 148 to provide mechanical output such as torque output to perform one or more specific tasks in association with vehicle 180.
[066] Referring again to Figure 12, at block 5006, method 5000 continues to determine if an embedded energy storage device is fully charged. The purpose of this 5006 block is to ensure that a built-in energy storage device battery or battery pack will not be overcharged, because battery life can be significantly reduced when the built-in energy storage device battery or battery pack is overcharged. embedded energy is carried in excess. In one embodiment, as shown in Figure 8, a sensor 197 such as a current detector is used to detect a charging current in association with the battery or battery pack of the built-in energy storage device 102. charging detected with current detector 197 can be supplied to vehicle controller 152 to calculate or deduce a charging energy or charging situation from the battery or battery pack of the built-in energy storage device. Therefore, determination can be made to make sure that the built-in energy storage device's battery or battery pack is fully charged by comparing the calculated charging energy or charging situation with a predefined value. If the determination reveals that the embedded energy storage device is fully charged, method 5000 may proceed to block 5008 or alternatively to block 5012 deploy, which will be described in more detail later. If the determination reveals that the built-in energy storage device is not fully charged, method 5000 can proceed to block 5014, which will be described in more detail later.
[067] In block 5008, after the determination in block 5006 that the embedded energy storage device has been fully charged, the embedded energy storage device may be disconnected from the external power source. In one embodiment, the coupled energy storage switch 104 is disabled or opened in accordance with the switch signal 166 transmitted from the vehicle controller 152 so that the energy transfer link between the DC bus 122 and the built-in energy storage device 102 is cut off. In an alternative embodiment, the coupled energy storage switch 104 may be manually disabled or opened to sever the energy transfer link. As shown with the phantom line in Figure 12, block 5008 may be omitted in some deployments. In that case, method 5000 can proceed to block 5012, particularly, the electrical power of the external power source and the built-in energy storage device are combined. In one embodiment, the combined electrical power can be transferred to at least one drive system such as the traction branch 124 and power take-off branch 126 shown in Figure 8. The operations involved in block 5014 are substantially similar to those in block 4014 shown and described above with reference to Figures 10 to 11, therefore, detailed descriptions of block 5012 are omitted herein.
[068] At block 5014, after the negative determination that the embedded energy storage device is not fully charged, method 5000 continues to determine whether the embedded energy storage device is excessively discharged. In one embodiment, the current detector 197 as shown in Figure 8 can also be used to detect the direction of current flowing through the energy transfer link between the built-in energy storage device 102 and the DC bus 122. More specifically, when current is detected flowing from the embedded energy storage device 102 to the DC bus 122, it represents that the embedded energy storage device 102 is discharging. Additionally, the current feedback signal 199 can be transmitted to the vehicle controller 152 to further calculate or deduce an unloading situation of the built-in energy storage device 102. built-in energy storage is excessively discharged comparing the discharge situation with a predefined value. If the determination reveals that the embedded energy storage device has been excessively unloaded, method 5000 can proceed to block 5016 deploy, which will be described in more detail later. If the determination reveals that the embedded energy storage device has not been excessively unloaded, method 5000 may return to block 5004 to concurrently supply electrical power from the external power source to the embedded energy storage device and at least a drive system. In an alternative embodiment, after the negative determination at block 5014, method 5000 may return to block 5012 to deploy, to combine the electrical power of the built-in energy storage device and the external power source.
[069] In block 5016, after the affirmative determination in block 5014 that the embedded energy storage device is excessively discharged, method 5000 continues deployment to disconnect the embedded energy storage device with the at least one drive system . In addition, it is beneficial to detect whether a battery or battery pack of the built-in energy storage device is over-discharging, as an over-discharged battery or battery pack also has a reduced battery life. In one embodiment, disconnection is achieved by disabling or opening the coupled energy storage switch 104 in accordance with the switching signal 166 transmitted from the vehicle controller 152 so that the energy transfer link between the bus of DC 122 and the built-in energy storage device 102 is cut thereby, the built-in energy storage device 102 cannot supply electrical power to the traction branch 124 and the power take-off branch 126. Alternatively, the switch of coupled energy storage 104 can be disabled or opened manually.
[070] In block 5018, method 5000 continues the deployment by providing electrical power from the external power source to at least one drive system. For example, as shown in Figure 8, the electrical power from the external power source 12 can be converted by the built-in power conversion device 196 into DC electrical power to supply the DC bus 122. In one embodiment, activating the traction switch 108, electrical power on the DC bus 122 can be supplied to the traction branch 124 to drive vehicle movement 180. In another embodiment, by activating the power take-off switch 138, the electrical power on the traction bus CC 122 may be provided to power take-off branch 126 to perform one or more tasks in association with vehicle 180.
[071] Although the embodiments discussed in this document refer to use with vehicles, aspects of the invention are not limited thereto. Aspects of the invention can be used with other applications, such as elevators or escalators.
[072] While the invention has been described with reference to exemplary embodiments, it will be understood by those skilled in the art that various changes can be made and equivalents can be replaced by elements thereof without departing from the scope of the invention. In addition, the skilled technician will recognize the interchangeability of several features of different realizations. Similarly, the various method steps and features described, as well as other known equivalents for each of these methods and features, can be blended by an individual of ordinary skill in the art to build additional techniques and assemblies in accordance with the principles of this disclosure. . Additionally, many modifications can be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope of the same. Therefore, it is intended that the invention is not limited to the particular embodiment disclosed as the best contemplated mode for carrying out this invention, but that the invention will include all embodiments that fall within the scope of the appended claims.

权利要求:
Claims (11)
[0001]
1. ELECTRIC POWER SUPPLY APPARATUS, comprising: a built-in energy storage device (102); a built-in power conversion device (136) configured to be electrically coupled to an external power source (12) to receive electrical power therefrom; and at least one drive system (30) electrically coupled to the built-in energy storage device (102) and the built-in power conversion device (136); the apparatus being characterized in that the at least one drive system (30) comprises a traction drive system (124) and a power take-off drive system (126), wherein the traction drive system (124) is configured to receive electrical power cooperatively supplied from the built-in energy storage device (102) and the built-in power conversion device (136) to drive movement of the apparatus; and wherein the power take-off drive system (126) is configured to receive electrical power cooperatively supplied from the built-in energy storage device (102) and the built-in power conversion device (136) to drive the movement of at least one implement (10) in association with the power take-off drive system (126), wherein the built-in energy storage device (102) supplies electrical power to the at least one drive system (30) and the built-in power conversion device (136) supplies electrical power received from the external power source (12) to the at least one drive system (30) simultaneously, depending on a state of charge of the built-in energy storage device ( 102), and wherein the built-in power conversion device (136) simultaneously supplies electrical power received from the external power source (12) to the at least one drive system. tion (30) and to the built-in energy storage device (102), the apparatus further comprising: a DC bus (122) coupled to the built-in energy storage device (102) and the built-in power conversion device (136 ); and a traction switch (108) electrically coupled to the DC bus (122) and the traction drive system (124); wherein, when the apparatus is operating in a loading mode, the traction switch (108) is opened to disable the traction drive system (124) and wherein, when the apparatus is operating in a drive mode, the traction switch (108) is closed to allow at least a portion of the electrical power supplied from the built-in power conversion device (136) to be transferred to the traction drive system (124) via the DC bus ( 122) and the pull switch (108); and a power take-off switch (138) electrically coupled to the DC bus (122) and the power take-off drive system (126); wherein, when the apparatus is operating in a charging mode, the power take-off switch (138) is opened to disable the power take-off drive system (126) and wherein, when the apparatus is operating in a mode of drive, the power take-off switch (138) is closed to allow at least a portion of the electrical power supplied from the built-in power conversion device (136) to be transferred to the power take-off drive system (126 ) by means of the DC bus (122) and the power take-off switch (138); and in which an internal combustion engine is absent from the apparatus.
[0002]
2. APPARATUS according to claim 1, characterized in that it comprises an electric tractor and in that the at least one implement (10) comprises at least one of a plow, a forklift, a dump truck, a shovel and an excavator.
[0003]
3. APPARATUS according to claim 1, characterized in that the external power source (12) comprises at least one of a public power network, a portable electricity generator, a wind turbine generator, hydro-micro turbine generator and a solar panel.
[0004]
Apparatus according to claim 1, characterized in that it further comprises: a DC bus coupled to the built-in energy storage device (102) and the built-in power conversion device (136); and an energy storage switch electrically coupled (104) to the built-in energy storage device (102) and to the DC bus (122); wherein when the apparatus is operating in a charging mode, the coupled energy storage switch (104) is closed to allow at least a portion of the electrical power supplied from the built-in power conversion device (136) to be transferred to the built-in energy storage device (102) via the DC bus (122) and the coupled energy storage switch (104).
[0005]
5. APPARATUS according to claim 4, characterized in that when the apparatus is operating in a drive mode, the coupled energy storage switch (104) is opened to stop charging the built-in energy storage device (102 ).
[0006]
The apparatus of claim 5, further comprising: a vehicle controller (152) electrically coupled to the coupled energy storage switch (104), wherein the vehicle controller (152) is configured to send a first switching signal for closing the coupled energy storage switch (104) when the apparatus is operating in charging mode; and wherein the vehicle controller (152) is further configured to send a second switching signal to open the coupled energy storage switch (104) when the apparatus is operating in drive mode.
[0007]
Apparatus according to claim 4, characterized in that when the apparatus is operating in charging mode, the at least one drive system (30) is disabled.
[0008]
APPARATUS according to claim 1, characterized in that when a charge state of the built-in energy storage device (102) is determined to be below a low charge state threshold value, an energy transfer connection be established between the built-in power conversion device (136) and the built-in energy storage device (102) so that at least a part of the electrical power supplied from the built-in power conversion device (136) is transferred along the energy transfer connection to the built-in energy storage device (102).
[0009]
APPARATUS according to claim 1, characterized in that when a charge state of the built-in energy storage device (102) is determined to be above a high charge state threshold value, the at least one system of drive (30) is driven by a combination electrical power supplied from the built-in energy storage device (102) and the built-in power conversion device (136).
[0010]
10. APPARATUS according to claim 1, characterized in that during the period of time at least a part of the electrical power supplied from the built-in power conversion device (136) is delivered to at least one drive system ( 30), at least another part of the electrical power supplied from the built-in power conversion device (136) is delivered to charge the built-in energy storage device (102).
[0011]
The apparatus of claim 1, further comprising: an energy storage switch (104) electrically coupled to the embedded energy storage device (102); a sensor (197) coupled to an output of the built-in energy storage device (102); and a vehicle controller (152) electrically coupled to the coupled energy storage switch (104) and the sensor (197); wherein when a feedback signal (199) generated from the sensor (197) and transmitted to the vehicle controller (152) indicates that the built-in energy storage device (102) is overloaded or overloaded, the vehicle controller sends a signal control to open the coupled energy storage switch (104).

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法律状态:
2016-05-24| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|

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2018-11-21| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2019-12-31| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2021-03-30| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

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2021-06-08| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 09/09/2013, OBSERVADAS AS CONDICOES LEGAIS. |

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CN201210358566.2|2012-09-24|

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