Method of operating propulsion system

• US 9,073,448 B2
• Filed: 05/07/2007
• Issued: 07/07/2015
• Est. Priority Date: 05/07/2007
• Status: Active Grant

• Current Assignee: General Electric Company
• Original Assignee: General Electric Company
• Inventors: King, Robert Dean, Kumar, Ajith Kuttannair, Salasoo, Lembit
• Primary Examiner(s): MANCHO, RONNIE M
• Application Number:
  US11/745,191
• Publication Number:
  US 20080281479A1
• Time in Patent Office: 2,983 Days
• Field of Search: 701/22, 290/40.C, 290/40.A, 180/65.2, 180/65.3, 180/65.4, 180/65.5, 180/65.21, 180/65.31, 180/65.51, 180/69.6
• US Class Current: 1/1
• CPC Class Codes: B60K 6/26 characterised by the motors or the generators
• CPC Class Codes: B60K 6/28 characterised by the electric energy storing means, e.g. batteries or capacitors
• CPC Class Codes: B60L 15/20 for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 2210/20 AC to AC converters
• CPC Class Codes: B60L 2240/16 longitudinal
• CPC Class Codes: B60L 3/0046 relating to electric energy storage systems, e.g. batteries or capacitors
• CPC Class Codes: B60L 3/0061 relating to electrical machines
• CPC Class Codes: B60L 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• CPC Class Codes: B60L 58/12 responding to state of charge [SoC]
• CPC Class Codes: B60L 58/20 having different nominal voltages
• CPC Class Codes: B60L 58/26 by cooling
• CPC Class Codes: B60L 58/27 by heating
• CPC Class Codes: B60L 7/18 Controlling the braking effect B60L7/12, B60L7/14, B60L7/16 take precedence
• CPC Class Codes: B60L 7/22 Dynamic electric resistor braking, combined with dynamic electric regenerative braking
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/26 for electrical energy, e.g. batteries or capacitors
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/13 in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
• CPC Class Codes: B60W 2510/083 : Torque
• CPC Class Codes: B60W 2510/24 : Energy storage means
• CPC Class Codes: B60W 30/18127 : Regenerative braking
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility
• 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
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility

Abstract

A method is provided that includes propelling an electrically driven vehicle at a first, slower speed, and potentially high torque by supplying electricity at a first, lower voltage from an energy storage device to a second electric motor; and includes propelling the vehicle at a second, faster speed, and moderate torque by supplying electricity at a second, higher voltage from an engine-driven generator to a first electric motor. Another method includes propelling an electrically driven vehicle by supplying electricity from an engine-driven generator to a first electric motor; and generating electricity at a second electric motor to charge an energy storage device. Corresponding systems for implementing the method are provided.

Claims

1. A method, comprising:

propelling an electrically driven vehicle at a first, slower speed and high torque by supplying electricity at a first, lower voltage from a first energy storage device to a second electric motor; and

propelling the vehicle at a second, faster speed and moderate torque by supplying electricity at a second, higher voltage from an engine-driven generator to a first electric motor, wherein the first electric motor is not coupled to the first energy storage device.

2. The method as defined in claim 1, further comprising charging the energy storage device by converting mechanical energy during a braking mode of operation of the second electric motor to electrical energy.

3. The method as defined in claim 1, further comprising selecting from a plurality of modes of operation an operating mode in which a greater than full motive power propels the vehicle relative to another operating mode in which power from a prime mover combines with energy supplied from one or more energy storage devices that include the first energy storage device.

4. The method as defined in claim 1, further comprising selecting from a plurality of modes of operation an operating mode in which all propulsive power supplied to one or more traction motors is energy supplied from one or more energy storage devices that include the first energy storage device.

5. The method as defined in claim 1, further comprising selecting from a plurality of modes of operation an operating mode in which all propulsive power supplied to one traction motor is energy supplied from one or more energy storage devices that include the first energy storage device, and in which all propulsive power supplied to another traction motor is energy supplied from the engine-driven generator.

6. The method as defined in claim 1, further comprising switching an arrangement of batteries to and from a serial configuration and a parallel configuration based on at least one criteria relating to vehicle speed, vehicle efficiency, vehicle wheel torque, or power requirement.

7. The method as defined in claim 1, further comprising charging the first energy storage device by converting mechanical energy during a braking mode of operation of a third traction drive system and an associated third electric motor to electrical energy.

8. The method as defined in claim 1, further comprising applying a torque command to the first electric motor that is opposite polarity to a torque command supplied to the second electric motor.

9. The method as defined in claim 8, further comprising charging the energy storage device.

10. A method, comprising:

propelling an electrically driven vehicle by supplying electricity from an engine-driven generator to a first electric motor; and

generating electricity at a second electric motor to charge an energy storage device without regenerative braking by applying a torque command to the first electric motor that is opposite polarity to a torque command supplied to the second electric motor.

11. The method as defined in claim 10, wherein the propelling and generating occur simultaneously.

12. The method as defined in claim 10, wherein the propelling and generating occur sequentially, and in which the propelling provides momentum to the vehicle prior to the generating electricity.

13. A method, comprising:

monitoring for component failure in a second traction drive system in a vehicle having at least a first traction drive system and the second traction drive system, wherein the first traction drive system comprises a first electric motor and the second traction drive system comprises a second electric motor coupled to a first energy storage device; and

responding to a component failure indication of the first traction drive system by;

routing energy to and from the first electric motor to a second energy storage device, or

routing energy to and from the first energy storage device to the second electric motor.

14. The method as defined in claim 13, wherein the failure indication indicates the first energy storage device, and further comprising electrically isolating at least one battery disposed in the first energy storage device.

15. The method as defined in claim 13, wherein responding to the component failure indication comprises selecting a response based on a nature of the component failure and on a type of component that failed.

16. A method, comprising:

initiating a braking event calling for an amount of a required braking power for a vehicle having an electric motor that can drive a wheel, and having an energy storage device, an electric converter, and a power switch coupled to the electric motor;

determining a first available braking power based on a component limiting factor determined by at least one of;

power capacity of the electric motor,

torque capacity of the electric motor,

maximum adhesion limit of the wheel on a wheel-bearing surface,

electrical uptake capacity of the energy storage device,

electrical rating capacity of the electronic converter, or

electrical rating capacity of the power switch; and

comparing the first available braking power to the required braking power;

meeting the required braking power first with the first available braking power; and

supplementing the first available braking power with a second available braking power where the first available braking power is insufficient to meet the required braking power, and the second available braking power is based on at least a capacity of a dynamic braking grid resistor array coupled thereto.

17. The method as defined in claim 16, wherein the energy storage device is a power battery, and further comprising routing energy from the energy storage device to a second energy storage device comprising an energy battery at a rate of electrical uptake that is based on the energy battery.

18. The method as defined in claim 16, wherein the energy storage device comprises both a power battery and an energy battery, further comprising determining an electrical uptake capacity based on a combination of electrical uptake capacity of both the energy battery and the power battery.

19. The method as defined in claim 16, further comprising recharging the energy storage device preferentially over the supplementing the first available braking power.

20. A system, comprising:

means for propelling an electrically driven vehicle at a first, slower speed and high torque by supplying electricity at a first, lower voltage from a first energy storage device to a second electric motor; and

means for propelling the vehicle at a second, faster speed and moderate torque by supplying electricity at a second, higher voltage from an engine-driven generator to a first electric motor, wherein the first electric motor is not coupled to the first energy storage device.

21. A system, comprising:

means for propelling an electrically driven vehicle by supplying electricity from an engine-driven generator to a first electric motor; and

means for generating electricity at a second electric motor to charge an energy storage device without regenerative braking by applying a torque command to the first electric motor that is opposite polarity to a torque command supplied to the second electric motor.

22. A system, comprising:

means for initiating a braking event calling for an amount of a required braking power for a vehicle having an electric motor that can drive a wheel, and having an energy storage device, an electric converter, and a power switch coupled to the electric motor;

means for determining a first available braking power based on a component limiting factor determined by at least one of;

power capacity of the electric motor,

torque capacity of the electric motor,

maximum adhesion limit of the wheel on a wheel-bearing surface,

electrical uptake capacity of the energy storage device,

electrical rating capacity of the electronic converter, or

electrical rating capacity of the power switch; and

means for comparing the first available braking power to the required braking power;

means for meeting the required braking power first with the first available braking power; and

means for supplementing the first available braking power with a second available braking power where the first available braking power is insufficient to meet the required braking power, and the second available braking power is based on at least a capacity of a dynamic braking grid resistor array coupled thereto.