Power system architecture for hybrid electric vehicle
An improved power system architecture for a hybrid electric vehicle includes a power control unit including a motor inverter, a generator inverter, and a DC-to-DC converter, and vehicle power management (VPM) circuitry directly connected to each of the motor inverter, generator inverter, and DC-to-DC converter. In this arrangement, communication timing is greatly reduced, thereby allowing for feedforward control of the motor inverter, generator inverter, and DC-to-DC converter. The feedforward control enables the VPM circuitry to predict current influx or draw by a motor and determine the corresponding currents to provide to or from the generator and battery prior to or simultaneously with the actual current influx or draw by the motor. This improves vehicle dynamics and responsiveness, as well as enables complete recapture of braking currents and eliminates the need for a brake chopper resistor, thereby improving overall vehicle efficiency.
1. A hybrid electric vehicle power system comprising:
a power control unit comprising:
a direct current (DC) bus;
a first power inverter electrically coupled to the DC bus and configured to control an electric motor in a motoring mode and a braking mode, and configured to provide current to the electric motor from the DC bus when in the motoring mode and to input current from the electric motor to the DC bus when in the braking mode;
a second power inverter electrically coupled to the DC bus and configured to control a generator in a generating mode and a motoring mode, and configured to provide current to the generator from the DC bus when in the motoring mode and to input current from the generator to the DC bus when in the generating mode;
a bi-directional DC-to-DC converter electrically coupled to the DC bus and configured to electrically couple to a battery and configured to provide current to and receive current from the battery and to convert voltage between the DC bus at a first voltage and the battery at a second voltage; and
vehicle power management circuitry configured to:
receive a command to begin braking the electric motor;
control the electric motor in the braking mode, via the first power inverter, to begin braking, wherein the first power inverter inputs a braking current generated by the electric motor onto the DC bus;
responsive to receiving the command to begin braking the electric motor, and at least one of prior to or simultaneously with the first power inverter beginning to input the braking current on the DC bus:
determine or estimate an amount of braking current the first power inverter will input on the DC bus;
determine or estimate a first motoring current to provide to the generator from the DC bus via the second power inverter; and
determine a charging current to provide to the battery from the DC bus via the DC-to-DC converter.
2. The hybrid electric vehicle power system of claim 1 wherein the vehicle power management circuitry is further configured to:
at least one of prior to or simultaneously with the first power inverter beginning to input the braking current on the DC bus:
control the second power inverter to begin providing the first motoring current to the generator; and
control the DC-to-DC converter to begin providing the charging current to the battery.
3. The hybrid electric vehicle power system of claim 1 wherein the power control unit is configured to remove a maximum amount of braking current that the first power inverter can input to the DC bus via substantially only the first motoring current to the generator and the charging current to the battery.
4. The hybrid electric vehicle power system of claim 3 wherein the power control unit is configured to accept the maximum amount of braking current that the first power inverter can input to the DC bus while maintaining a voltage of the DC bus below an over-voltage trip voltage.
5. The hybrid electric vehicle power system of claim 1 wherein the power control unit is configured to remove a maximum amount of braking current that the first power inverter can input to the DC bus without using a brake chopper resistor.
6. The hybrid electric vehicle power system of claim 1 wherein the vehicle power management circuitry controls the first power inverter, the second power inverter, and the bi-directional DC-to-DC converter via direct connection without communicating via an intermediary communication format communicated external to the power control unit.
7. The hybrid electric vehicle power system of claim 1 wherein the bi-directional DC-to-DC converter is directly connected to the DC bus internal to the power control unit without using an external DC bus filter.
8. The hybrid electric vehicle power system of claim 1 wherein the DC-to-DC converter further comprises a switch having a switched voltage output and a DC-to-DC filter external to the power control unit and electrically coupled between the switched voltage output and the battery.
9. The hybrid electric vehicle power system of claim 1 wherein the vehicle power management circuitry is further configured to:
receive a command to begin motoring the electric motor;
control the electric motor, via the first power inverter, to begin motoring, wherein the first power inverter consumes a second motoring current from the DC bus;
at least one of prior to or simultaneously with the first power inverter beginning to consume the second motoring current from the DC bus, and responsive to receiving the command to begin motoring the electric motor:
determine an amount of the second motoring current the first power inverter will consume from the DC bus; and
determine a generating current to provide to the DC bus from the generator; and
determine a discharge current to provide to the DC bus from the battery;
and
at least one of prior to or simultaneously with the first power inverter beginning to consume the second motoring current from the DC bus:
control the second power inverter to begin providing the generating current to the DC bus from the generator; and
control the DC-to-DC converter to begin providing the discharge current to the DC bus from the battery.
10. A method of operating a hybrid electric vehicle power system, the method comprising:
receiving, by vehicle power management circuitry of a power control unit, a command to begin braking an electric motor electrically coupled to a first power inverter of the power control unit;
controlling the electric motor, via the first power inverter, to begin braking, wherein the first power inverter inputs a braking current onto a DC bus of the power control unit generated by the electric motor;
responsive to receiving the command to begin braking the electric motor, and at least one of prior to or simultaneously with the first power inverter beginning to input the braking current on the DC bus:
determining, by the vehicle power management circuitry, an amount of the braking current the first power inverter will input on the DC bus from the electric motor;
determining, by the vehicle power management circuitry, a first motoring current to provide to a generator from the DC bus via a second power inverter of the power control unit; and
determining, by the vehicle power management circuitry, a charging current to provide to a battery from the DC bus via a DC-to-DC converter of the power control unit;
and
at least one of prior to or simultaneously with the first power inverter beginning to input the braking current on the DC bus:
controlling the second power inverter to begin providing the first motoring current to the generator; and
controlling the DC-to-DC converter to begin providing the charging current to the battery.
11. The method of claim 10 , wherein the braking current includes a maximum amount of braking current that the first power inverter can input to the DC bus, the method further comprising determining the first motoring current and the charging current such that a sum of the first motoring current and the charging current is substantially equal to the braking current throughout an entire duration of a braking action.
12. The method of claim 10 , further comprising controlling the second power inverter and the DC-to-DC converter to remove a maximum amount of braking current that the first power inverter can input to the DC bus throughout an entire duration of a braking action.
13. The method of claim 12 , further comprising removing the maximum amount of braking current that the first power inverter can input to the DC bus while maintaining a voltage of the DC bus below an over-voltage trip voltage.
14. The method of claim 10 , further comprising removing a maximum amount of braking current that the first power inverter can input to the DC bus throughout an entire duration of a braking action via the second power inverter and the DC-to-DC converter without using a brake chopper resistor.
15. The method of claim 10 , further comprising:
controlling, with the vehicle power management circuitry, the first power inverter, the second power inverter, and the DC-to-DC converter via direct connection without communicating via an intermediary communication format communicated external to the power control unit.
16. The method of claim 10 , further comprising:
receiving, by the vehicle power management circuitry, a command to begin motoring the electric motor;
controlling the electric motor, via the first power inverter, to begin motoring and consuming a second motoring current from the DC bus;
responsive to receiving the command to begin motoring the electric motor, and at least one of prior to or simultaneously with controlling the electric motor to begin to consume the second motoring current from the DC bus:
determining, by the vehicle power management circuitry, an amount of the second motoring current the motor will consume from the DC bus;
determining, by the vehicle power management circuitry, a generating current to provide to the DC bus from the generator via the second power inverter; and
determining, by the vehicle power management circuitry, a discharge current to provide to the DC bus from the battery via the DC-to-DC converter; and
at least one of prior to or simultaneously with the electric motor beginning to consume the second motoring current from the DC bus:
controlling the second power inverter to begin providing the generating current to the DC bus from the generator; and
controlling the DC-to-DC converter to begin providing the discharge current to the DC bus from the battery.
17. A method comprising:
controlling, by vehicle power management circuitry of a power control unit, a first power inverter of the power control unit to begin braking an electric motor coupled to the first power inverter, wherein the first power inverter inputs a braking current onto a DC bus of the power control unit from the electric motor;
at least one of prior to or simultaneously with the first power inverter beginning to input the braking current on the DC bus:
determining, by the vehicle power management circuit, an amount of the braking current the first power inverter will input on the DC bus from the electric motor;
determining, by the vehicle power management circuit, a motoring current to provide to a generator from the DC bus via a second power inverter of the power control unit; and
determining, by the vehicle power management circuit, a charging current to provide to a battery from the DC bus via a DC-to-DC converter of the power control unit;
and
controlling, with the vehicle power management circuitry, the first power inverter, the second power inverter, and the DC-to-DC converter via direct connection without communicating via an intermediary communication format communicated external to the power control unit.
18. The method of claim 17 , further comprising:
at least one of prior to or simultaneously with the first power inverter beginning to input the braking current on the DC bus:
controlling the second power inverter to begin providing the motoring current to the generator; and
controlling the DC-to-DC converter to begin providing the charging current to the battery.
19. The method of claim 17 , further comprising accepting a maximum amount of braking current that the first power inverter can input to the DC bus throughout an entire duration of a braking action via the second power inverter and the DC-to-DC converter without using a brake chopper resistor.
20. The method of claim 17 , wherein the braking current is a maximum amount of braking current that the first power inverter can input to the DC bus, and wherein the method further comprises determining the motoring current and the charging current such that a sum of the motoring current and the charging current is substantially equal to the braking current throughout an entire duration of a braking action.