METHOD AND APPARATUS FOR CHARGING A VEHICLE ENERGY STORAGE SYSTEM

• US 20100276993A1
• Filed: 05/01/2009
• Published: 11/04/2010
• Est. Priority Date: 05/01/2009
• Status: Active Grant

• Current Assignee: General Electric Company
• Original Assignee: General Electric Company
• Inventors: King, Robert Dean
• Granted Patent: US 8,154,149 B2
• Time in Patent Office: Days
• US Class Current: 307/9.1
• CPC Class Codes: B60L 50/15 with additional electric power supply with capacitors charged by engine-driven generators B60L50/40; with batteries charged by engine-driven generators B60L50/61
• CPC Class Codes: B60L 50/51 characterised by AC-motors
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Abstract

A propulsion system is provided that includes an energy system, wherein the energy system comprises a first energy storage system electrically coupled to a direct current (DC) link, a bi-directional boost converter electrically coupled to the first energy storage system and to the DC link, and a second energy storage system electrically coupled to the bi-directional boost converter. The propulsion system further comprises an electric drive coupled to the DC link, an auxiliary energy source coupled to the energy system; and a system controller, wherein the system controller is configured to determine an operational status of the first energy storage system and an operability of the second energy storage system, and if the first and second energy storage systems are determined to be non-operational, then the system controller causes energy from the auxiliary energy source to be supplied to the first energy storage system.

Claims

1. A propulsion system comprising:

an energy system comprising;

a first energy storage system electrically coupled to a direct current (DC) link;

a bi-directional boost converter electrically coupled to the first energy storage system and to the DC link; and

a second energy storage system electrically coupled to the bi-directional boost converter;

an electric drive coupled to the DC link;

an auxiliary energy source coupled to the energy system; and

a system controller configured to;

determine an operational status of the first energy storage system and an operability of the second energy storage system; and

if the first and second energy storage systems are determined to be non-operational, then cause energy from the auxiliary energy source to be supplied to the first energy storage system.

2. The propulsion system of claim 1 wherein the auxiliary energy source comprises an internal combustion engine-driven alternator.

3. The propulsion system of claim 2 wherein the auxiliary energy source comprises an internal combustion engine-driven alternator coupled to a rectifier.

4. The propulsion system of claim 3 wherein the auxiliary energy source further comprises a starting, lighting, and ignition (SLI) battery coupled to the internal combustion engine-driven alternator.

5. The propulsion system of claim 1 wherein the auxiliary energy source is electrically coupled to the at least one of a single-channel bi-directional boost converter and a multi-channel bi-directional boost converter and comprises an internal combustion engine-driven alternator, a rectifier, a starting, lighting, and ignition (SLI) battery and a DC-DC converter having galvanic isolation, and wherein the system controller is further configured to couple the auxiliary energy source to the DC link via the bi-directional boost converter if the first and second energy storage systems are determined to be non-operational.

6. The propulsion system of claim 1 wherein the auxiliary energy source is electrically coupled to the at least one of a single-channel bi-directional boost converter and a multi-channel bi-directional boost converter and comprises an internal combustion engine-driven alternator containing windings having galvanic isolation with respect to a frame of the alternator and a rectifier having galvanic isolation with respect to a frame of a vehicle, and wherein the system controller is further configured to couple the auxiliary energy source to the DC link via the bi-directional boost converter if the first and second energy storage systems are determined to be non-operational.

7. The propulsion system of claim 1 wherein the auxiliary energy source comprises a plug-in electrical interface.

8. The propulsion system of claim 1 wherein the first energy storage system comprises an ultracapacitor.

9. The propulsion system of claim 1 wherein the first energy storage system comprises at least one of a battery, an ultracapacitor, and a flywheel.

10. The propulsion system of claim 1 wherein the second energy storage system comprises a high specific energy battery.

11. The propulsion system of claim 10 wherein the high specific energy battery is a sodium-based battery.

12. The propulsion system of claim 10 wherein the second energy storage system further comprises at least one ultracapacitor electrically coupled to the high specific energy battery.

13. The propulsion system of claim 1 wherein the bi-directional boost converter is a multi-channel bi-directional boost converter.

14. The propulsion system of claim 1 wherein the system controller is further configured to dynamically control an amount of energy transferred to the first energy storage system from the second energy storage system via the bi-directional boost converter if the first and second energy storage systems are determined to be operational.

15. A method of manufacturing a vehicle propulsion system, the method comprising:

forming a vehicle energy system comprising;

coupling a first energy storage system to a direct current (DC) link;

coupling a at least one of a single-channel bi-directional boost converter and a multi-channel bi-directional boost converter to the DC link; and

coupling a second energy storage system to the bi-directional boost converter;

coupling an electric drive to the vehicle energy system;

coupling an auxiliary energy source to the vehicle energy system; and

coupling a system controller to the first energy storage system, the second energy storage system, the bi-directional boost converter, and the auxiliary energy source;

configuring the system controller to;

determine an operational status of the first and second energy storage systems; and

transfer energy from the auxiliary energy source to the first energy storage system if it is determined that the operational status of the first energy storage system is below a first predetermined threshold and the operational status of the second energy storage systems is below a second predetermined threshold.

16. The method of claim 15 wherein coupling the auxiliary energy source to the vehicle energy system comprises coupling the auxiliary energy source to the bi-directional boost converter, and wherein configuring the system controller to transfer energy comprises configuring the system controller to transfer energy from the auxiliary energy source to the first energy storage system via the bi-directional boost converter.

17. The method of claim 15 wherein configuring the system controller to determine the operational status of the second energy storage system comprises configuring the system controller to determine the operational status of the second energy storage system based on at least one of a state-of-charge (SOC), an output voltage level, and an operating temperature of the second energy storage system.

18. The method of claim 15 further comprising configuring the system controller to transfer energy from the auxiliary energy source to the second energy storage system if it is determined that the operational status of the second energy storage system is below the second predetermined threshold.

19. The method of claim 15 further comprising configuring the system controller to cause the electric drive to provide regenerative energy to the first energy storage system and to the second energy storage system during a regenerative braking event.

20. A vehicle system controller programmed to:

determine an operational capability of a first energy storage system electrically coupled to an electric drive via a direct current (DC) link;

determine an operational capability of a second energy storage system electrically coupled to a bi-directional boost converter, wherein the bi-directional boost converter is electrically coupled to the DC link; and

enable energy to be transferred to the first energy storage system from an auxiliary energy source if it is determined that the operational capability of the first energy storage system is below a first predetermined threshold and the operational capability of the second energy storage system is below a second predetermined threshold.

21. The vehicle system controller of claim 20 further programmed to enable the auxiliary energy source to transfer energy to the first energy storage system via the bi-directional boost converter if it is determined that the operational capability of the first energy storage system is below a first predetermined threshold and the operational capability of the second energy storage system is below a second predetermined threshold.

22. The vehicle system controller of claim 20 further programmed to enable the auxiliary energy source to transfer energy to the second energy storage system if it is determined that the operational capability of the second energy storage system is below a second predetermined threshold.

23. The vehicle system controller of claim 20 wherein the vehicle system controller is configured to determine the operational capability the second energy storage system based on at least one of a state-of-charge (SOC), an output voltage level, and an operating temperature of the second energy storage system.

24. The vehicle system controller of claim 20 wherein the vehicle system controller is configured to determine the operational capability of the first energy storage system and the second energy storage system at the initiation a vehicle start-up sequence procedure.