Turbine power unit for hybrid electric vehicle applications

Abstract

A power generation system for a hybrid electric vehicle is disclosed. The system includes a fuel source, a turbogenerator coupled to the fuel source, and a power controller. The power controller is electrically coupled to the turbogenerator, and includes first and second power converters. The first power converter converts AC power from the turbogenerator to DC power on a DC bus, and the second power converter converts the DC power on the DC bus to an operating DC power on output lines. The power controller regulates the fuel to the turbogenerator, independent of DC voltage on the DC bus. The system further includes an electric motor, a drive control unit coupled between the output lines and the electric motor, and a traction battery. The traction battery is coupled across the output lines, and provides an additional source of current, upon demand, to the electric motor.

Description

BACKGROUND OF THE INVENTION

[0002] 1. Field of the Invention

[0003] This invention relates generally to power generation, distribution and processing systems and in particular to a turbine power unit for a hybrid vehicle application.

[0004] 2. Background of the Invention

[0005] The most popular power source for automotive applications is an internal combustion engine connected to a mechanical drive train which, in turn, rotates at least one wheel to drive the automobile. However, state and federal automotive emission laws are becoming increasingly more difficult to meet using current internal combustion engines powered by hydrocarbon fuels which emit large quantities of carbon dioxide, carbon monoxide, and various nitrogen oxides as by-products. Additionally, even the most efficient internal combustion engines are not very efficient, having a maximum efficiency of approximately 35% or less. The efficiency of an internal combustion engine increases as the energy output increases. During urban driving cycles, where the required power output is the lowest, the efficiency is even lower.

[0006] As an alternative, electric vehicles were developed with the electric energy stored in large battery packs that replace the internal combustion engine and powered the automobile. The stored energy drives at least one electric motor which in turn rotates at least one drive wheel. Electric vehicles meet many of the criteria for clean emissions required by state and federal legislation. However, general acceptance of electric vehicles as a viable transportation option has been limited by travel range, maintenance and life constraints.

[0007] Similarly, hybrid buses using reciprocating internal combustion engines suffer from other drawbacks, such as noise, vibration, oil leakage, coolant leakage, exhaust emissions, and smell.

SUMMARY OF THE INVENTION

[0008] A power generation system for a hybrid electric vehicle includes a fuel source, a turbogenerator coupled to the fuel source, and a power controller. The power controller is electrically coupled to the turbogenerator, and includes first and second power converters. The first power converter converts AC power from the turbogenerator to DC power on a DC bus, and the second power converter converts the DC power on the DC bus to an operating DC power on output lines. The power controller regulates the fuel to the turbogenerator, independent of DC voltage on the DC bus. The system further includes an electric motor, a drive control unit, and a traction battery. The drive control unit is coupled between the output lines and the electric motor to couple or isolate the electric motor to or from the output lines, in response to the power controller. The traction battery is coupled across the output lines, and provides an additional source of current, upon demand, to the electric motor.

[0009] Other embodiments are disclosed and claimed herein.

BRIEF DESCRIPTION OF THE DRAWINGS

[0010] FIG. 1A is perspective view, partially in section, of an integrated turbogenerator system.

[0011] FIG. 1B is a magnified perspective view, partially in section, of the motor/generator portion of the integrated turbogenerator of FIG. 1A.

[0012] FIG. 1C is an end view, from the motor/generator end, of the integrated turbogenerator of FIG. 1A.

[0013] FIG. 1D is a magnified perspective view, partially in section, of the combustor-turbine exhaust portion of the integrated turbogenerator of FIG. 1A.

[0014] FIG. 1E is a magnified perspective view, partially in section, of the compressor-turbine portion of the integrated turbogenerator of FIG. 1A.

[0015] FIG. 2 is a block diagram schematic of a turbogenerator system including a power controller having decoupled rotor speed, operating temperature, and DC bus voltage control loops.

[0016] FIG. 3 is a block diagram of power controller 310 used in a power generation and distribution system according to one embodiment.

[0017] FIG. 4 is a detailed block diagram of bi-directional power converter 314 in the power controller 310 illustrated in FIG. 3.

[0018] FIG. 5 is a simplified block diagram of turbogenerator system 200 including the power architecture of the power controller illustrated in FIG. 3.

[0019] FIG. 6 is a block diagram a typical implementation of the power generation and distribution system, including power controller illustrated in FIGS. 3-6.

[0020] FIG. 7 is a schematic diagram of the internal power architecture of the power controller illustrated in FIGS. 3-7.

[0021] FIG. 8 is a functional block diagram of a power controller interface between a vehicle drive system and a turbogenerator illustrated in FIGS. 3-8.

[0022] FIG. 9 is a functional block diagram of a power controller interface between a vehicle drive system and a turbogenerator as shown in FIG. 8 including a DC/DC converter.

[0023] FIG. 10 is a schematic diagram of a power controller interface between a vehicle drive system and a turbogenerator as shown in FIGS. 3-10, according to one embodiment.

[0024] FIG. 11 is a block diagram of the logic architecture for the power controller including external interfaces, as shown in FIGS. 3-11.

[0025] FIG. 12 is a block diagram of an EGT control mode loop for regulating the temperature of turbogenerator 358 by operation of fuel control system 342.

[0026] FIG. 13 is a block diagram of a speed control mode loop for regulating the rotating speed of turbogenerator 358 by operation of fuel control system 342.

[0027] FIG. 14 is a block diagram of a power control mode loop for regulating the power producing potential of turbogenerator 358.

[0028] FIG. 15 is a state diagram showing various operating states of power controller 310.

[0029] FIG. 16 is a block diagram of power controller 310 interfacing with a turbogenerator 358 and fuel control system 342.

[0030] FIG. 17 is a block diagram of the power controllers in multi-pack configuration.

[0031] FIG. 18 is a diagram of power controller 310, including brake resistor 912 and brake resistor modulation switch 914.

[0032] FIG. 19 is a diagram of a hybrid electric vehicle, according to one embodiment.

[0033] FIG. 20 is a block diagram showing the interplay between a vehicle drive system and power controller 310, according to one embodiment.

DETAILED DESCRIPTION

[0034] Mechanical Structural Embodiment of a Turbogenerator

[0035] With reference to FIG. 1A, an integrated turbogenerator 1 according to the present disclosure generally includes motor/generator section 10 and compressor-turbine section 30. Compressor-turbine section 30 includes exterior can 32, compressor 40, combustor 50 and turbine 70. A recuperator 90 may be optionally included.

[0036] Referring now to FIG. 1B and FIG. 1C, in a currently preferred embodiment of the present disclosure, motor/generator section 10 may be a permanent magnet motor generator having a permanent magnet rotor or sleeve 12. Any other suitable type of motor generator may also be used. Permanent magnet rotor or sleeve 12 may contain a permanent magnet 12M. Permanent magnet rotor or sleeve 12 and the permanent magnet disposed therein are rotatably supported within permanent magnet motor/generator stator 14. Preferably, one or more compliant foil, fluid film, radial, or journal bearings 15A and 15B rotatably support permanent magnet rotor or sleeve 12 and the permanent magnet disposed therein. All bearings, thrust, radial or journal bearings, in turbogenerator 1 may be fluid film bearings or compliant foil bearings. Motor/generator housing 16 encloses stator heat exchanger 17 having a plurality of radially extending stator cooling fins 18. Stator cooling fins 18 connect to or form part of stator 14 and extend into annular space 10A between motor/generator housing 16 and stator 14. Wire windings 14W exist on permanent magnet motor/generator stator 14.

[0037] Referring now to FIG. 1D, combustor 50 may include cylindrical inner wall 52 and cylindrical outer wall 54. Cylindrical outer wall 54 may also include air inlets 55. Cylindrical walls 52 and 54 define an annular interior space 50S in combustor 50 defining an axis 50A. Combustor 50 includes a generally annular wall 56 further defining one axial end of the annular interior space of combustor 50. Associated with combustor 50 may be one or more fuel injector inlets 58 to accommodate fuel injectors which receive fuel from fuel control element 50P as shown in FIG. 2, and inject fuel or a fuel air mixture to interior of 50S combustor 50. Inner cylindrical surface 53 is interior to cylindrical inner wall 52 and forms exhaust duct 59 for turbine 70.

[0038] Turbine 70 may include turbine wheel 72. An end of combustor 50 opposite annular wall 56 further defines an aperture 71 in turbine 70 exposed to turbine wheel 72. Bearing rotor 74 may include a radially extending thrust bearing portion, bearing rotor thrust disk 78, constrained by bilateral thrust bearings 78A and 78B. Bearing rotor 74 may be rotatably supported by one or more journal bearings 75 within center bearing housing 79. Bearing rotor thrust disk 78 at the compressor end of bearing rotor 74 is rotatably supported preferably by a bilateral thrust bearing 78A and 78B. Journal or radial bearing 75 and thrust bearings 78A and 78B may be fluid film or foil bearings.

[0039] Turbine wheel 72, bearing rotor 74 and compressor impeller 42 may be mechanically constrained by tie bolt 74B, or other suitable technique, to rotate when turbine wheel 72 rotates. Mechanical link 76 mechanically constrains compressor impeller 42 to permanent magnet rotor or sleeve 12 and the permanent magnet disposed therein causing permanent magnet rotor or sleeve 12 and the permanent magnet disposed therein to rotate when compressor impeller 42 rotates.

[0040] Referring now to FIG. 1E, compressor 40 may include compressor impeller 42 and compressor impeller housing 44. Recuperator 90 may have an annular shape defined by cylindrical recuperator inner wall 92 and cylindrical recuperator outer wall 94. Recuperator 90 contains internal passages for gas flow, one set of passages, passages 33 connecting from compressor 40 to combustor 50, and one set of passages, passages 97, connecting from turbine exhaust 80 to turbogenerator exhaust output 2.

[0041] Referring again to FIG. 1B and FIG. 1C, in operation, air flows into primary inlet 20 and divides into compressor air 22 and motor/generator cooling air 24. Motor/generator cooling air 24 flows into annular space 10A between motor/generator housing 16 and permanent magnet motor/generator stator 14 along flow path 24A. Heat is exchanged from stator cooling fins 18 to generator cooling air 24 in flow path 24A, thereby cooling stator cooling fins 18 and stator 14 and forming heated air 24B. Warm stator cooling air 24B exits stator heat exchanger 17 into stator cavity 25 where it further divides into stator return cooling air 27 and rotor cooling air 28. Rotor cooling air 28 passes around stator end 13A and travels along rotor or sleeve 12. Stator return cooling air 27 enters one or more cooling ducts 14D and is conducted through stator 14 to provide further cooling. Stator return cooling air 27 and rotor cooling air 28 rejoin in stator cavity 29 and are drawn out of the motor/generator 10 by exhaust fan 11 which is connected to rotor or sleeve 12 and rotates with rotor or sleeve 12. Exhaust air 27B is conducted away from primary air inlet 20 by duct 10D.

[0042] Referring again to FIG. 1E, compressor 40 receives compressor air 22. Compressor impeller 42 compresses compressor air 22 and forces compressed gas 22C to flow into a set of passages 33 in recuperator 90 connecting compressor 40 to combustor 50. In passages 33 in recuperator 90, heat is exchanged from walls 98 of recuperator 90 to compressed gas 22C. As shown in FIG. 1E, heated compressed gas 22H flows out of recuperator 90 to space 35 between cylindrical inner surface 82 of turbine exhaust 80 and cylindrical outer wall 54 of combustor 50. Heated compressed gas 22H may flow into combustor 54 through sidewall ports 55 or main inlet 57. Fuel (not shown) may be reacted in combustor 50, converting chemically stored energy to heat. Hot compressed gas 51 in combustor 50 flows through turbine 70 forcing turbine wheel 72 to rotate. Movement of surfaces of turbine wheel 72 away from gas molecules partially cools and decompresses gas 51D moving through turbine 70. Turbine 70 is designed so that exhaust gas 107 flowing from combustor 50 through turbine 70 enters cylindrical passage 59. Partially cooled and decompressed gas in cylindrical passage 59 flows axially in a direction away from permanent magnet motor/generator section 10, and then radially outward, and then axially in a direction toward permanent magnet motor/generator section 10 to passages 97 of recuperator 90, as indicated by gas flow arrows 108 and 109 respectively.

[0043] In an alternate embodiment of the present disclosure, low pressure catalytic reactor 80A may be included between fuel injector inlets 58 and recuperator 90. Low pressure catalytic reactor 80A may include internal surfaces (not shown) having catalytic material (e.g., Pd or Pt, not shown) disposed on them. Low pressure catalytic reactor 80A may have a generally annular shape defined by cylindrical inner surface 82 and cylindrical low pressure outer surface 84. Unreacted and incompletely reacted hydrocarbons in gas in low pressure catalytic reactor 80A react to convert chemically stored energy into additional heat, and to lower concentrations of partial reaction products, such as harmful emissions including nitrous oxides (NOx).

[0044] Gas 110 flows through passages 97 in recuperator 90 connecting from turbine exhaust 80 or catalytic reactor 80A to turbogenerator exhaust output 2, as indicated by gas flow arrow 112, and then exhausts from turbogenerator 1, as indicated by gas flow arrow 113. Gas flowing through passages 97 in recuperator 90 connecting from turbine exhaust 80 to outside of turbogenerator 1 exchanges heat to walls 98 of recuperator 90. Walls 98 of recuperator 90 heated by gas flowing from turbine exhaust 80 exchange heat to gas 22C flowing in recuperator 90 from compressor 40 to combustor 50.

[0045] Turbogenerator 1 may also include various electrical sensor and control lines for providing feedback to power controller 201 and for receiving and implementing control signals as shown in FIG. 2.

[0046] Alternative Mechanical Structural Embodiments of the Integrated Turbo generator

[0047] The integrated turbogenerator disclosed above is exemplary. Several alternative structural embodiments are disclosed herein.

[0048] In one alternative embodiment, air 22 may be replaced by a gaseous fuel mixture. In this embodiment, fuel injectors may not be necessary. This embodiment may include an air and fuel mixer upstream of compressor 40.

[0049] In another alternative embodiment, fuel may be conducted directly to compressor 40, for example by a fuel conduit connecting to compressor impeller housing 44. Fuel and air may be mixed by action of the compressor impeller 42. In this embodiment, fuel injectors may not be necessary.

[0050] In another alternative embodiment, combustor 50 may be a catalytic combustor.

[0051] In still another alternative embodiment, geometric relationships and structures of components may differ from those shown in FIG. 1A. Permanent magnet motor/generator section 10 and compressor/combustor section 30 may have low pressure catalytic reactor 80A outside of annular recuperator 90, and may have recuperator 90 outside of low pressure catalytic reactor 80A. Low pressure catalytic reactor 80A may be disposed at least partially in cylindrical passage 59, or in a passage of any shape confined by an inner wall of combustor 50. Combustor 50 and low pressure catalytic reactor 80A may be substantially or completely enclosed with an interior space formed by a generally annularly shaped recuperator 90, or a recuperator 90 shaped to substantially enclose both combustor 50 and low pressure catalytic reactor 80A on all but one face.

[0052] An integrated turbogenerator is a turbogenerator in which the turbine, compressor, and generator are all constrained to rotate based upon rotation of the shaft to which the turbine is connected. The methods and apparatus disclosed herein are may be used in connection with a turbogenerator, and may be used in connection with an integrated turbogenerator.

[0053] Control System

[0054] Referring now to FIG. 2, one embodiment is shown in which a turbogenerator system 200 includes power controller 201 which has three substantially decoupled control loops for controlling (1) rotary speed, (2) temperature, and (3) DC bus voltage. A more detailed description of an appropriate power controller is disclosed in U.S. patent application Ser. No. 09/207,817, filed Dec. 8, 1998 in the names of Gilbreth, Wacknov and Wall, and assigned to the assignee of the present application which is incorporated herein in its entirety by this reference.

[0055] Referring still to FIG. 2, turbogenerator system 200 includes integrated turbogenerator 1 and power controller 201. Power controller 201 includes three decoupled or independent control loops.

[0056] A first control loop, temperature control loop 228, regulates a temperature related to the desired operating temperature of primary combustor 50 to a set point, by varying fuel flow from fuel control element 50P to primary combustor 50. Temperature controller 228C receives a temperature set point, T*, from temperature set point source 232, and receives a measured temperature from temperature sensor 226S connected to measured temperature line 226. Temperature controller 228C generates and transmits over fuel control signal line 230 to fuel pump 50P a fuel control signal for controlling the amount of fuel supplied by fuel pump 50P to primary combustor 50 to an amount intended to result in a desired operating temperature in primary combustor 50. Temperature sensor 226S may directly measure the temperature in primary combustor 50 or may measure a temperature of an element or area from which the temperature in the primary combustor 50 may be inferred.

[0057] A second control loop, speed control loop 216, controls speed of the shaft common to the turbine 70, compressor 40, and motor/generator 10, hereafter referred to as the common shaft, by varying torque applied by the motor generator to the common shaft. Torque applied by the motor generator to the common shaft depends upon power or current drawn from or pumped into windings of motor/generator 10. Bi-directional generator power converter 202 is controlled by rotor speed controller 216C to transmit power or current in or out of motor/generator 10, as indicated by bi-directional arrow 242. A sensor in turbogenerator 1 senses the rotary speed on the common shaft and transmits that rotary speed signal over measured speed line 220. Rotor speed controller 216 receives the rotary speed signal from measured speed line 220 and a rotary speed set point signal from a rotary speed set point source 218. Rotary speed controller 216C generates and transmits to generator power converter 202 a power conversion control signal on line 222 controlling generator power converter 202's transfer of power or current between AC lines 203 (i.e., from motor/generator 10) and DC bus 204. Rotary speed set point source 218 may convert to the rotary speed set point a power set point P* received from power set point source 224.

[0058] A third control loop, voltage control loop 234, controls bus voltage on DC bus 204 to a set point by transferring power or voltage between DC bus 204 and any of (1) vehicle drive system 208 and/or (2) electrical output 210, and/or (3) by transferring power or voltage from DC bus 204 to dynamic brake resistor 214. A sensor measures voltage DC bus 204 and transmits a measured voltage signal over measured voltage line 236. Bus voltage controller 234C receives the measured voltage signal from voltage line 236 and a voltage set point signal V* from voltage set point source 238. Bus voltage controller 234C generates and transmits signals to bi-directional load power converter 206 and power converter 212 controlling their transmission of power or voltage between DC bus 204, vehicle drive system 208, and electrical output 210, respectively. In addition, bus voltage controller 234 transmits a control signal to control connection of dynamic brake resistor 214 to DC bus 204.

[0059] Power controller 201 regulates temperature to a set point by varying fuel flow, adds or removes power or current to motor/generator 10 under control of generator power converter 202 to control rotor speed to a set point as indicated by bi-directional arrow 242, and controls bus voltage to a set point by (1) applying or removing power from DC bus 204 under the control of power converter 206 as indicated by bi-directional arrow 244, (2) applying power to the electrical output 210 under the control of power converter 212, and (3) by removing power from DC bus 204 by modulating the connection of dynamic brake resistor 214 to DC bus 204.

[0060] Referring to FIG. 3, power controller 310, which is an embodiment of power controller 201, includes bi-directional, reconfigurable, power converters 314 and 316 and power converter 322 used with common DC bus 324. Power converters 314 and 316 operate essentially as a customized, bi-directional switching converters configured, under the control of power controller 310, to provide an interface for a specific energy component 312 or 318 to DC bus 324. Power converter 322 also operates under the control of power controller 310, to supply power to electrical output 320. Power controller 310 controls the way in which each energy component 312, 318 or 320, at any moment, will sink or source power, as the case may be, and the manner in which DC bus 324 is regulated. In this way, various energy components can be used to supply, store and/or use power in an efficient manner.

[0061] Energy source 312 may be a turbogenerator system, photovoltaics, wind turbine or any other conventional or newly developed source. Electrical output 320 may provide DC power (e.g., 12 volts) to the electrical systems of the vehicle, including such systems as a radio, power windows, driver display or any other electrical system of a vehicle. Vehicle drive system 318 includes a traction battery, drive control unit and electric motor, as shown in FIG. 21.

[0062] Referring now also to FIG. 4, a detailed block diagram of bi-directional power converter 314 shown in FIG. 3, is illustrated. Energy source 312 is connected to DC bus 324 via power converter 314. Energy source 312 may be, for example, a turbogenerator including a turbine engine driving a motor/generator to produce AC which is applied to power converter 314. DC bus 324 connects power converter 314 to vehicle drive system 318. Power converter 314 includes input filter 326, power switching system 328, output filter 334, signal processor (SP) 330 and main CPU 332. In operation, energy source 312 applies AC to input filter 326 in power converter 314. The filtered AC is then applied to power switching system 328 which may conveniently include a series of insulated gate bipolar transistor (IGBT) switches operating under the control of SP 330 which is controlled by main CPU 332. Other conventional or newly developed switches may be utilized as well. The output of the power switching system 328 is applied to output filter 334 which then applies the filtered DC to DC bus 324.

[0063] Power converters 314 and 316 operate essentially as customized, bi-directional switching converters under the control of main CPU 332, which uses SP 330 to perform its operations. Main CPU 332 provides both local control and sufficient intelligence to form a distributed processing system. Power converters 314 and 316 are tailored to provide an interface for a specific energy component to DC bus 324, while power converter 322 is tailored to provide power to the vehicle electrical systems via electrical output 320 from DC bus 324.

[0064] Main CPU 332 controls the way in which each energy component 312, 318 and 320 sinks or sources power, as the case may be, and the way in which DC bus 324 is regulated at any time. In particular, main CPU 332 reconfigures the power converters 314, 316 and 322 into different configurations for different modes of operation. In this way, various energy components 312, 318 and 320 can be used to supply, store and/or use power in an efficient manner.

[0065] In the case of a turbogenerator, for example, power controller 310 may regulate bus voltage independently of turbogenerator speed.

[0066] FIG. 3 shows a system topography in which DC bus 324, which may be regulated at 800 VDC, for example, is at the center of a star pattern network. In general, energy source 312 provides power to DC bus 324 via bi-directional power converter 314 during normal power generation mode. Similarly, during normal power generation mode, power converter 316 converts the power on DC bus 324 to the form required by vehicle drive system 318. During other modes of operation, such as battery start up, power converters 314 and 316 may be controlled by the main processor to operate in different manners.

[0067] For example, energy may be needed during battery start up to start a prime mover, such as a turbine engine in a turbogenerator included in energy source 312. This energy may come from a battery source in vehicle drive system 318, and in particular from traction battery 1050, as shown in FIG. 21.

[0068] During battery start up, power converter 316 applies power from the traction battery 1050 to DC bus 324. Power converter 314 applies power required from DC bus 324 to energy source 312 for startup. During battery start up, a turbine engine of a turbogenerator in energy source 312 may be controlled in a local feedback loop to maintain the turbine engine speed, typically in revolutions per minute (RPM).

[0069] Referring to FIG. 5, a simplified block diagram of turbogenerator system 200 is illustrated. Turbogenerator system 200 includes a fuel metering system 342, turbogenerator 358, power controller 310, electrical system conversion process 362, electrical output 364 and vehicle drive system 360. The fuel metering system 342 is matched to the available fuel and pressure. The power controller 310 converts the electricity from turbogenerator 358 into regulated DC applied to DC bus 324 and then converts the DC power on DC bus 324 to operating DC power to supply the vehicle drive system 360.

[0070] By separating the engine control from the power conversion processes, greater control of both processes is realized. All of the interconnections are provided by communications bus and power connection 352.

[0071] The power controller 310 includes bi-directional engine power conversion process 354 and bi-directional vehicle drive system power conversion process 356 between turbogenerator 358 and the vehicle drive system 360. The bi-directional (i.e. reconfigurable) power conversion processes 354 and 356 are used with common regulated DC bus 324 for connection with turbogenerator 358 and vehicle drive system 360. Each power conversion process 354 and 356 operates essentially as a customized bi-directional switching conversion process configured, under the control of the power controller 310, to provide an interface for a specific energy component, such as turbogenerator 358 or vehicle drive system 360, to DC bus 324. The power controller 310 controls the way in which each energy component, at any moment, will sink or source power, and the manner in which DC bus 324 is regulated. Both of these power conversion processes 354 and 356 are capable of operating in a forward or reverse direction. This allows starting turbogenerator 358 from the traction battery 1050 located within the vehicle drive system 360. The embodiments disclosed herein permit the use of virtually any technology that can convert its energy to/from electricity,

[0072] The electrical output 364 and its electrical system conversion process 362 need not be contained inside the power controller 310.

[0073] Referring to FIG. 6, a typical implementation of power controller 310 with a turbogenerator 358, including turbine engine 448 and motor/generator 10, is shown. The power controller 310 includes motor/generator converter 372 and output converter 374 between turbogenerator 358 and the vehicle drive system 360.

[0074] In particular, in the normal power generation mode, the motor/generator converter 372 provides for AC to DC power conversion between motor/generator 10 and DC bus 324 and the output converter 374 provides for DC to operating DC power conversion between DC bus 324 and vehicle drive system 360. Both of these power converters 372 and 374 are capable of operating in a forward or reverse direction. This allows starting turbogenerator 358 by supplying power to motor/generator 10 from the traction battery 1050, located within vehicle drive system 360, as shown in FIG. 21.

[0075] Referring now also to FIG. 7, a partial schematic of a typical internal power architecture of a system as shown in FIG. 6, is shown in greater detail. Turbogenerator 358 includes an integral motor/generator 10, such as a permanent magnet motor/generator, rotationally coupled to the turbine engine 448 therein that can be used as either a motor (for starting) or a generator (for normal mode of operation). Because all of the controls can be performed in the digital domain and all switching (except for one output contactor such as output contactor 510 shown below in FIG. 10) is done with solid state switches, it is easy to shift the direction of the power flow as needed. This permits very tight control of the speed of turbine engine 448 during starting and stopping.

[0076] Power controller 310 includes motor/generator converter 372 and output converter 374. Motor/generator converter 372 includes IGBT switches, such as a seven-pack IGBT module driven by control logic 398, providing a variable voltage, variable frequency 3-phase drive to the motor/generator 10 from DC bus 324 during startup. Inductors 402 are utilized to minimize any current surges associated with the high frequency switching components which may affect the motor/generator 10 to increase operating efficiency.

[0077] Motor/Generator converter 372 controls motor/generator 10 and the turbine engine 448 of turbogenerator 358. Motor/generator converter 372 incorporates gate driver and fault sensing circuitry as well as a seventh IGBT used as a switch such as switch 614 to dump power into a resistor, such as brake resistor 612, as shown in FIG. 19 below. The gate drive inputs and fault outputs require external isolation. Four external, isolated power supplies are required to power the internal gate drivers. Motor/generator converter 372 is typically used in a turbogenerator system that generates DC voltage at its output terminals delivering power to the vehicle drive system 360. During startup the direction of power flow through motor/generator converter 372 reverses. When the turbine engine of turbogenerator 358 is being started, power is supplied to the DC bus 324 from the traction battery 1050 located within the vehicle drive system 360, as shown in FIG. 21. The DC on DC bus 324 is then converted to variable voltage, variable frequency AC voltage to operate motor/generator 10 as a motor to start the turbine engine 448 in turbogenerator 358.

[0078] For start up operation, control logic 410 drives output controller 374 to boost the voltage from the traction battery 1050 to provide start power to the motor/generator converter 372. After turbogenerator 358 is running, output converter 374 is used to convert the regulated DC bus voltage on DC bus 324 to the operating DC voltage to drive the vehicle drive system 360.

[0079] DC/DC converter 362, driven by control logic 416, may also be used to provide power from the DC bus 324 to the other electrical systems.

[0080] The energy needed to start turbogenerator 58 may come from a battery source within vehicle drive system 360. Enough power is created to run the fuel metering circuit 342, start the engine, and close the various solenoids (including the dump valve on the engine). After turbine engine 448 becomes self-sustaining, the traction battery 1050 starts to replace the energy used to start turbine engine 448, by drawing power from DC bus 324.

[0081] Power controller 310 senses the presence of other controllers during the initial power up phase. If another controller is detected, the controller must be part of a multi-pack, and proceeds to automatically configure itself for operation as part of a multi-pack.

[0082] Referring now to FIG. 8, a functional block diagram of an interface between vehicle drive system 360 and turbogenerator 358, using power controller 310, is shown. In this example, power controller 310 includes filter 434, two bi-directional converters 372 and 374, connected by DC bus 324 and filter 444. Motor/generator converter 372 starts turbine engine 448, using motor/generator 10 as a motor, from battery power. Output converter 374 produces DC power using an output from motor/generator converter 372 to draw power from high-speed motor/generator 10. Power controller 310 also regulates fuel to turbine engine 448 via fuel control 342 and provides communications between units (in paralleled systems) and to external entities.

[0083] During a battery startup sequence, a traction battery 1050 within vehicle drive system 360 supplies starting power to turbine 448 by output converter 374 to apply DC to DC bus 324, and then converting the DC to variable voltage, variable frequency 3-phase power in motor/generator converter 372, according to one embodiment.

[0084] As is illustrated in FIG. 9, where there are other electrical systems to be powered during or prior to startup, the start sequence under the control of power controller 310 is the same as the battery start sequence shown in FIG. 8, with the exception that power can also be applied to electrical output 470 via DC converter 362 attached to DC bus 324.

[0085] Referring to FIG. 10, a more detailed schematic illustration of an interface between vehicle drive system 360 and turbogenerator 358 using power controller 310 is illustrated. Control logic 484 provides power to fuel cutoff solenoids 498, fuel control system 342 and igniter 502. DC converter 362 and electrical output 470, if used, connect directly to DC bus 324. Fuel control system 342 may include a fuel control valve or fuel compressor 370 operated from a separate variable speed drive which can also derive its power directly from DC bus 324.

[0086] Solid state (IGBT) switches 512 associated with motor/generator converter 372 are also driven from control logic 484, providing a variable voltage, variable frequency 3-phase drive to motor/generator 10 to start turbine engine 448. Control logic 484 receives feedback via current sensors Isens from motor/generator filter 488 as turbine engine 448 is ramped up in speed to complete the start sequence. When turbine engine achieves a self-sustaining speed of, for example, approx. 40,000 RPM, motor/generator converter 372 changes its mode of operation to boost the motor/generator output voltage and provide a regulated DC bus voltage.

[0087] The voltage, Vsens, between output contactor 510 and vehicle drive system 360 is applied as an input to control logic 484. The temperature of turbine engine 448, Temp Sens, is also applied as an input to control logic 484. Control logic 484 drives IGBT gate drivers 482, relay or contactor drivers 501, release valve 504, fuel cutoff solenoid 498, and fuel supply system 342.

[0088] Motor/generator filter 488 associated with motor/generator converter 372 includes three inductors to remove the high frequency switching component from motor/generator 10 to increase operating efficiency. Output contactor 510 disengages output converter 374 in the event of a unit fault.

[0089] During a start sequence, control logic 484 opens fuel cutoff solenoid 498 and maintains it open until the system is commanded off. Fuel control system 342 may be a variable flow valve providing a dynamic regulating range, allowing minimum fuel during start and maximum fuel at full load. A variety of fuel controllers, including but not limited to, liquid and gas fuel controllers, may be utilized. Fuel control can be implemented by various configurations, including but not limited to single or dual stage gas compressor such as fuel control valve 370 accepting fuel pressures as low as approximately 1 psig. Igniter 502, a spark type device similar to a spark plug for an internal combustion engine, is operated only during the start sequence.

[0090] DC/DC power converter 362, which connects directly to the DC bus 324, may supply power to electrical output 470. Electrical output 470 may be connected to any number of electrical systems within a vehicle.

[0091] Referring to FIG. 11, power controller logic 530 includes main CPU 332, motor/generator SP 534 and output SP 536. Main CPU software program sequences events which occur inside power controller logic 530 and arbitrates communications to externally connected devices. Main CPU 332 is preferably a MC68332 microprocessor, available from Motorola Semiconductor, Inc. of Phoenix, Ariz. Other suitable commercially available microprocessors may be used as well. The software performs the algorithms that control engine operation, determine power output and detect system faults.

[0092] Commanded operating modes are used to determine how power is switched through the major power converters in power controller 310. The software is responsible for turbine engine control and issuing commands to other SP processors enabling them to perform the motor/generator power converter and output/load power converter power switching.

[0093] Motor/generator SP 534 and output SP 536 are connected to main CPU 332 via serial peripheral interface (SPI) bus 538 to perform motor/generator and output power converter control functions. Motor/generator SP 534 is responsible for any switching which occurs between DC bus 324 and motor/generator 10. Output SP 536 is responsible for any switching which occurs between DC bus 324 and vehicle drive system 360.

[0094] As illustrated in FIG. 7, motor/generator SP 534 operates the IGBT module in motor/generator converter 372 via control logic 398 while output SP 536 operates DC output converter 374 via control logic 410.

[0095] Local devices, such as a smart display 542, smart battery 544 and smart fuel control 546, are connected to main CPU 332 in via intracontroller bus 540, which may be a RS485 communications link. Smart display 542, smart battery 544 and smart fuel control 546 performs dedicated controller functions, including but not limited to display, energy storage management, and fuel control functions.

[0096] Main CPU 332 in power controller logic 530 is coupled to user port 548 for connection to a computer, workstation, modem or other data terminal equipment which allows for data acquisition and/or remote control. User port 548 may be implemented using a RS232 interface or other compatible interface.

[0097] Main CPU 332 in power controller logic 530 is also coupled to maintenance port 550 for connection to a computer, workstation, modem or other data terminal equipment which allows for remote development, troubleshooting and field upgrades. Maintenance port 550 may be implemented using a RS232 interface or other compatible interface.

[0098] The main CPU processor software communicates data through a TCP/IP stack over intercontroller bus 552, typically an Ethernet 10 Base 2 interface, to gather data and send commands between power controllers (as shown and discussed in detail with respect to FIG. 17). The main CPU processor software provides seamless operation of multiple paralleled units as a single larger generator system. One unit, the master, arbitrates the bus and sends commands to all units.

[0099] Intercontroller bus 552, which may be a RS485 communications link, provides high-speed synchronization of power output signals directly between output converter SPs, such as output SP 536. Although the main CPU software is not responsible for communicating on the intercontroller bus 552, it informs output converter SPs, including output SP 536, when main CPU 332 is selected as the master. External option port bus 556, which may be a RS485 communications link, allows external devices, including but not limited to power meter equipment and auto disconnect switches, to be connected to motor/generator SP 534.

[0100] In operation, main CPU 332 begins execution with a power on self-test when power is applied to the control board. External devices are detected providing information to determine operating modes the system is configured to handle. Power controller logic 530 waits for a start command by making queries to external devices. Once received, power controller logic 530 sequences up to begin producing power. As a minimum, main CPU 332 sends commands to external smart devices 542, 544 and 546 to assist with bringing power controller logic 530 online.

[0101] If selected as the master, the software may also send commands to initiate the sequencing of other power controllers (FIG. 17) connected in parallel. A stop command will shutdown the system bringing it offline.

[0102] The main CPU 332 software interfaces with several electronic circuits (not shown) on the control board to operate devices that are universal to all power controllers 310. Interface to system I/O begins with initialization of registers within power controller logic 530 to configure internal modes and select external pin control. Once initialized, the software has access to various circuits including discrete inputs/outputs, analog inputs/outputs, and communication ports. These external devices may also have registers within them that require initialization before the device is operational.

[0103] Continuing to refer to FIG. 11, main CPU 332 is responsible for all communication systems in power controller logic 530. Data transmission between a plurality of power controllers 310 is accomplished through intercontroller bus 552. Main CPU 332 initializes the communications hardware attached to power controller logic 530 for intercontroller bus 552.

[0104] Main CPU 332 provides control for external devices, including smart devices 542, 544 and 546, which share information to operate. Data transmission to external devices, including smart display 542, smart battery 544 and smart fuel control 546 devices, is accomplished through intracontroller communications bus 540. Main CPU 332 initializes any communications hardware attached to power controller logic 530 for intracontroller communications bus 540 and implements features defined for the bus master on intracontroller communications bus 540.

[0105] Communications between devices such as switch gear and power meters used for master control functions exchange data across external equipment bus 556. Main CPU 332 initializes any communications hardware attached to power controller logic 530 for external equipment bus 556 and implements features defined for the bus master on external equipment bus 556.

[0106] Communications with a user computer is accomplished through user interface port 548. Main CPU 332 initializes any communications hardware attached to power controller logic 530 for user interface port 548. In one configuration, at power up, the initial baud rate will be selected to 19200 baud, 8 data bits, 1 stop, and no parity. The user has the ability to adjust and save the communications rate setting via user interface port 548 or optional smart external display 542. The saved communications rate is used the next time power controller logic 530 is powered on. Main CPU 332 communicates with a modem (not shown), such as a Hayes compatible modem, through user interface port 548. Once communications are established, main CPU 332 operates as if were connected to a local computer and operates as a slave on user interface port 548, responding to commands issued.

[0107] Communications to service engineers, maintenance centers, and so forth are accomplished through maintenance interface port 550. Main CPU 332 initializes the communications to any hardware attached to power controller logic 530 for maintenance interface port 550. In one implementation, at power up, the initial baud rate will be selected to 19200 baud, 8 data bits, 1 stop, and no parity. The user has the ability to adjust and save the communications rate setting via user port 548 or optional smart external display 542. The saved communications rate is used the next time power controller logic 530 is powered on. Main CPU 332 communicates with a modem, such as a Hayes compatible modem, through maintenance interface port 550. Once communications are established, main CPU 332 operates as if it were connected to a local computer and operates as a slave on maintenance interface port 550, responding to commands issued.

[0108] Still referring to FIG. 11, main CPU 332 orchestrates operation for motor/generator, output power converters, and turbine engine controls for power controller logic 530. The main CPU 332 does not directly perform motor/generator and output power converter controls. Rather, motor/generator and output SP processors 534 and 536 perform the specific control algorithms based on data communicated from main CPU 332. Engine controls are performed directly by main CPU 332 (see FIG. 16).

[0109] Main CPU 332 issues commands via SPI communications bus 538 to motor/generator SP 534 to execute the required motor/generator control functions. Motor/generator SP 534 will operate motor/generator 10 in either a DC bus voltage mode or a RPM mode as selected by main CPU 332. In the DC bus voltage mode, motor/generator SP 534 uses power from the motor/generator 10 to maintain the DC bus voltage at the setpoint. In the RPM mode, motor/generator SP 534 uses power from the motor/generator 10 to maintain the engine speed of turbine engine 448 at the setpoint. Main CPU 332 provides Setpoint values.

[0110] Main CPU 332 issues commands via SPI communications bus 538 to output SP 536 to execute required power converter control functions. Output SP 536 will operate the output converter 374, shown in FIG. 7, in a DC bus voltage mode, output current mode, or output voltage mode as selected by main CPU 332. In the DC bus voltage mode, output SP 536 regulates the vehicle drive system power provided by output converter 374 to maintain the voltage of DC bus 324 at the setpoint.

[0111] In the output current mode, output SP 536 uses power from the DC bus 324 to provide commanded current out of the output converter 374 for vehicle drive system 360. In the output voltage mode, output SP 536 uses power from the DC bus 324 to provide commanded voltage out of the output converter 374 for vehicle drive system 360. Main CPU 332 provides Setpoint values.

[0112] Referring to FIGS. 12-14, control loops 560, 582 and 600 may be used to regulate engine controls of turbine engine 448. These loops include exhaust gas temperature (ECT) control (FIG. 12), speed control (FIG. 13) and power control (FIG. 14). All three of the control loops 560, 582 and 600 may be used individually and collectively by main CPU 332 to provide the dynamic control and performance required by power controller logic 530. One or more of control loops 560, 582 and 600 may be joined together for different modes of operation.

[0113] The open-loop light off control algorithm is a programmed command of the fuel device, such as fuel control system 342, used to inject fuel until combustion begins. In one configuration, main CPU 332 takes a snap shot of the engine EGT and begins commanding the fuel device from about 0% to 25% of full command over about 5 seconds. Engine light is declared when the engine EGT rises about 28° C. (50° F.) from the initial snap shot.

[0114] Referring to FIG. 12, EGT control loop 560 provides various fuel output commands to regulate the temperature of the turbine engine 448. Engine speed signal 562 is used to determine the maximum EGT setpoint temperature 566 in accordance with predetermined setpoint temperature values illustrated in EGT vs. Speed Curve 564. EGT setpoint temperature 566 is compared by comparator 568 against feedback EGT signal 570 to determine EGT error signal 572, which is then applied to a proportional-integral (PI) algorithm 574 for determining the fuel command 576 required to regulate EGT at the setpoint. Maximum/minimum fuel limits 578 are used to limit EGT control algorithm fuel command output 576 to protect from integrator windup. Resultant EGT fuel output signal 580 is the regulated EGT signal fuel flow command. In operation, EGT control mode loop 560 operates at about a 100 ms rate.

[0115] Referring to FIG. 13, speed control mode loop 582 provides various fuel output commands to regulate the rotating speed of the turbine engine 448. Feedback speed signal 588 is read and compared by comparator 586 against setpoint speed signal 584 to determine error signal 590, which is then applied to PI algorithm 592 to determine the fuel command required to regulate turbine engine speed at the setpoint. EGT control (FIG. 12) and maximum/minimum fuel limits 596 are used in conjunction with the speed control algorithm 582 to protect output signal 594 from surge and flame out conditions. Resultant output signal 598 is regulated turbine speed fuel flow command. In one implementation, speed control mode loop 582 operates at about a 20 ms rate.

[0116] Referring to FIG. 14, power control loop 600 regulates the power producing potential of turbogenerator 358. Feedback power signal 606 is read and compared by comparator 604 against setpoint power signal 602 to determine power error signal 608, which is then applied to PI algorithm 610 to determine the speed command required to regulate output power at the setpoint. Maximum/minimum speed limits 614 are used to limit the power control algorithm speed command output to protect output signal 612 from running into over speed and under speed conditions. Resultant output signal 616 is regulated power signal turbine speed command. In one implementation, the maximum operating speed of the turbine engine is generally 96,000 RPM and the minimum operating speed of the turbine is generally 45,000 RPM. The loop operates generally at about a 500 ms rate.

[0117] Referring to FIG. 16, the electrical system SP and power converter 770, attached to DC bus 324, regulates power to one or more vehicle electrical systems, according to one embodiment. Moreover, a battery source in vehicle drive system 360, such as traction battery 1050 in FIG. 21, may be used as a start battery. In the DC bus voltage control mode, traction battery 1050 provides energy to regulate voltage on DC bus 324 to the bus voltage setpoint command. Main CPU 332 commands the bus voltage on DC bus 324 to control at different voltage setpoint values depending on the configuration of power controller 310. In the state of charge (SOC) control mode, the traction battery is recharged.

[0118] In the various operating modes, power controller 310 will have different control algorithms responsible for managing the DC bus voltage level. Any of the options in SPs 534 and 536, have modes that control power flow to regulate the voltage level of DC bus 324. Under any operating circumstances, only one device is commanded to a mode that regulates DC bus 324. Multiple algorithms would require sharing logic that would inevitably make system response slower and software more difficult to comprehend.

[0119] Referring now also to FIG. 15, state diagram 620 showing various operating states of power controller 310 is illustrated. Sequencing the system through the entire operating procedure requires power controller 310 to transition through the operating states defined in TABLE 1.

TABLE 1
STATE	SYSTEM
#	STATE	DESCRIPTION
622	Power Up.	Performs activities of initializing
		and testing the system. Upon
		passing Power On Self Test
		(POST), move to Standby state
		624.
624	Stand By.	Closes power to bus and
		continues system monitoring while
		waiting for a start command. Upon
		receipt of Start Command, move to
		Prepare to Start state 626.
626	Prepare to Start.	Initializes any external devices
		preparing for the start procedure.
		Returns to Stand By state 624 if
		Stop Command received. Moves to
		Shut Down state 630 if systems do
		not respond or if a fault is
		detected with a system severity
		level (SSL) greater than 2. Upon
		systems ready, move to Bearing
		Lift Off state 628.
628	Bearing Lift Off.	Configures the system and
		commands turbine engine 448 to
		be rotated to a predetermined
		RPM, such as 25,000 RPM. Moves
		to Shut Down state 630 upon
		failure of turbine engine 448 to
		rotate, or receipt of a Stop
		Command. Upon capture of rotor
		in motor/generator 10, moves
		to Open Loop Light Off state
		640.
640	Open Loop Light Off.	Turns on ignition system
		and commands fuel open loop to
		light turbine engine 448. Moves
		to Cool Down state 632 upon
		failure to light. Upon turbine
		engine 448 light off, moves to
		Closed Loop Acceleration state
		642.
642	Closed Loop Acceleration.	Continues motoring turbine engine
		448 using closed loop fuel control
		until the turbogenerator system 200
		reaches a predetermined RPM,
		designated as the No Load state.
		Moves to Cool Down state 632
		upon receipt of Stop Command
		or if a fault occurs with a
		SSL greater than 2. Upon reaching
		No Load state, moves to Run
		state 644.
644	Run.	Turbine engine 448 operates in a
		no load, self-sustaining state
		producing power to operate the
		power controller 310. Moves to
		Warm Down state 648 if SSL is
		greater than or equal to 4.
		Moves to Re-Charge state 634 if
		Stop Command is received or if a
		fault occurs with a SSL greater
		than 2. Upon receipt of Power
		Enable command, moves to Load
		state 646.
646	Load.	Converter output contactor 510
		is closed and turbogenerator
		system 200 is producing power
		applied to vehicle drive system
		360. Moves to Warm Down state
		648 if a fault occurs with a SSL
		greater or equal to 4. Moves to
		Run state 644 if Power Disable
		command is received. Moves to
		Re-Charge state 634 if Stop
		Command is received or if a fault
		occurs with a SSL greater than 2.
634	Re-Charge.	System operates off of fuel
		only and produces power for
		recharging an energy storage
		device if installed, such as traction
		battery 1050 shown in FIG. 21.
		Moves to Cool Down state 622
		when energy storage device is
		fully charged or if a fault occurs
		with a SSL greater than 2. Moves
		to Warm Down state if a fault
		occurs with a SSL greater than
		or equal to 4.
632	Cool Down.	Motor/Generator 10 is motoring
		turbine engine 448 to reduce
		EGT before moving to Shut Down
		state 630. Moves to Re-Start state
		650 if Start Command received.
		Upon expiration of Cool Down
		Timer, moves to Shut Down state
		630 when EGT is less than or
		equal to 500° F.
650	Re-Start.	Reduces speed of turbine engine
		448 to begin open loop light off
		when a Start Command is received
		in the Cool Down state 632. Moves
		to Cool Down state 632 if Stop
		Command is received or if a fault
		occurs with a SSL greater than 2.
		Upon reaching RPM less than or
		equal to 25,000 RPM, moves to
		Open Loop Light Off state 640.
638	Re-Light.	Performs a re-light of turbine
		engine 448 during transition from
		the Warm Down state 648 to Cool
		Down state 632. Allows continued
		engine cooling when motoring is
		no longer possible. Moves to Cool
		Down state 632 if a fault occurs
		with a SSL greater than or
		equal to 4. Moves to Fault state
		635 if turbine engine 448 fails
		to light. Upon light off of turbine
		engine 448, moves to Closed Loop
		Acceleration state 642.
648	Warm Down.	Sustains operation of turbine
		engine 448 with fuel at a
		predetermined RPM, such as
		50,000 RPM, to cool turbine
		engine 448 when motoring of
		turbine engine 448 by motor/
		generator 10 is not possible.
		Moves to Fault state 635 if
		EGT is not less than 650° F.
		within a predetermined time. Upon
		achieving an EGT less than
		650° F., moves to Shut Down
		state 630.
630	Shutdown.	Reconfigures turbogenerator
		system 200 after a cooldown in
		Cool Down state 632 or Warm
		Down state 648 to enter the
		Stand By state 624. Moves to
		Fault state 635 if a fault occurs
		with a SSL greater than or equal
		to 4. Moves to Stand By state 624
		when RPM is less than or equal
		to zero.
635	Fault.	Turns off all outputs when a fault
		occurs with a SSL equal to 5
		indicating that the presence of a
		fault which disables power
		conversion exists. Logic power is
		still available for interrogating
		system faults. Moves to Stand
		By state 624 upon receipt of
		System Reset.
636	Disable.	Fault has occurred where
		processing may no longer be
		possible. All system operation is
		disabled when a fault occurs with
		a SSL equal to 6.

[0120] Main CPU 332 begins execution in Power Up state 622 after power is applied. Transition to Stand By state 624 is performed upon successfully completing the tasks of Power Up state 622. Initiating a start cycle transitions the system to Prepare to Start state 626 where all system components are initialized for an engine start of turbine engine 448. The turbine engine 448 then sequences through start states including Bearing Lift Off state 628, Open Loop Light Off state 640 and Closed Loop Acceleration state 642 and moves on to the “run/load” states, Run state 644 and Load state 646.

[0121] To shutdown the system, a stop command which sends the system into either Warm Down state 648 or Cool Down state 632 is initiated. Systems that have a battery may enter Re-Charge state 634 prior to entering Warm Down state 648 or Cool Down state 632. When the system has finally completed the “warm down” or “cool down” process in Warm Down state 648 or Cool Down state 632, a transition through Shut Down state 630 will be made before the system re-enters Stand By state 624 awaiting the next start cycle. During any state, detection of a fault with a system severity level (SSL) equal to 5, indicating that the system should not be operated, will transition the system state to Fault state 635. Detection of faults with an SSL equal to 6 indicate a processor failure has occurred and will transition the system to Disable state 636.

[0122] In order to accommodate each mode of operation, the state diagram is multidimensional to provide a unique state for each operating mode. For example, in Prepare to Start state 626, control requirements will vary depending on the selected operating mode.

[0123] Each combination is known as a system configuration (SYSCON) sequence. Main CPU 332 identifies each of the different system configuration sequences in a 16-bit word known as a SYSCON word, which is a bit-wise construction of an operating mode and system state number. In one configuration, the system state number is packed in bits 0 through 11. The operating mode number is packed in bits 12 through 15. This packing method provides the system with the capability of sequence through 4096 different system states in 16 different operating modes.

[0124] Separate Power Up states 622, Re-Light states 638, Warm Down states 648, Fault states 635 and Disable states 636 may not be required for each mode of operation. The contents of these states are mode independent.

[0125] Power Up state 622 Operation of the system begins in Power Up state 622 once application of power activates main CPU 332. Once power is applied to power controller 310, all the hardware components will be automatically reset by hardware circuitry. Main CPU 332 is responsible for ensuring the hardware is functioning correctly and configuring the components for operation. Main CPU 332 also initializes its own internal data structures and begins execution by starting the Real-Time Operating System (RTOS). Successful completion of these tasks directs transition of the software to Stand By state 624. Main CPU 332 performs these procedures in the following order:

[0126] 1. Initialize main CPU 332

[0127] 2. Perform RAM Test

[0128] 3. Perform FLASH Checksum

[0129] 4. Start RTOS

[0130] 5. Run Remaining POST

[0131] 6. Initialize SPI Communications

[0132] 7. Verify Motor/Generator SP Checksum

[0133] 8. Verify Output SP Checksum

[0134] 9. Initialize IntraController Communications

[0135] 10. Resolve External Device Addresses

[0136] 11. Look at Input Line Voltage

[0137] 12. Determine Mode

[0138] 13. Initialize Maintenance Port

[0139] 14. Initialize User Port

[0140] 15. Initialize External Option Port

[0141] 16. Initialize InterController

[0142] 17. Chose Master/Co-Master

[0143] 18. Resolve Addressing

[0144] 19. Transition to Stand By State (depends on operating mode)

[0145] Stand By state 624 Main CPU 332 continues to perform normal system monitoring in Stand By state 624 while it waits for a start command signal. Main CPU 332 commands an energy source in vehicle drive system 360, such as traction battery 1050, to provide continuous power supply. In operation, main CPU 332 will often be left powered on waiting to be started or for troubleshooting purposes. While main CPU 332 is powered up, the software continues to monitor the system and perform diagnostics in case any failures should occur. All communications will continue to operate providing interface to external sources. A start command will transition the system to the Prepared to Start state 626.

[0146] Prepared to Start state 626 Main CPU 332 prepares the control system components for turbine engine 448 start process. Many external devices may require additional time for hardware initialization before the actual start procedure can commence. The Prepared to Start state 626 provides those devices the necessary time to perform initialization and send acknowledgment to main CPU 332 that the start process can begin. Once all systems are ready to go, the software will transition to the Bearing Lift Off state 628.

[0147] Bearing Lift Off state 628 Main CPU 332 commands motor/generator SP and power converter 456 to motor the turbine engine 448 from typically about 0 to 25,000 RPM to accomplish the bearing lift off procedure. A check is performed to ensure the shaft of turbine engine 448 is rotating before transition to the next state occurs.

[0148] Open Loop Light Off state 640 Once the motor/generator 10 reaches its liftoff speed, the software commences and ensures combustion is occurring in the turbine engine 448. In one configuration, main CPU 332 commands motor/generator SP and power converter 314 to motor the turbine engine 448 to a dwell speed of about 25,000 RPM. Execution of Open Loop Light Off state 640 starts combustion. Main CPU 332 then verifies that turbine engine 448 has not met the “fail to light” criteria before transition to the Closed Loop Acceleration state 642.

[0149] Closed Loop Acceleration state 642 Main CPU 332 sequences turbine engine 448 through a combustion heating process to bring turbine engine 448 to a self-sustaining operating point. In one configuration, commands are provided to motor/generator SP and power converter 314 commanding an increase in turbine engine speed to about 45,000 RPM at a rate of about 4000 RPM/sec. Fuel controls of fuel supply system 342 are executed to provide combustion and engine heating. When turbine engine 448 reaches “no load” (requires no electrical power to motor), the software transitions to Run state 644.

[0150] Run state 644 Main CPU 332 continues operation of control algorithms to operate turbine engine 448 at no load. Power may be produced from turbine engine 448 for operating control electronics and recharging any energy storage device, such as traction battery 1050, in vehicle drive system 360. No power is output to the motor 1054 of the vehicle drive system 360, as shown in FIG. 21. A power enable signal transitions the software into Load state 646. A stop command transitions the system to begin shutdown procedures (may vary depending on operating mode).

[0151] Load state 646 Main CPU 332 continues operation of control algorithms to operate turbogenerator 358 at the desired load. Load commands are issued through the communications ports, display or system loads. A stop command transitions main CPU 332 to begin shutdown procedures (may vary depending on operating mode). A power disable signal can transition main CPU 332 back to Run state 644.

[0152] Re-charge state 634 Systems that have an energy storage option may be required to charge the energy storage device, such as traction battery 1050, in vehicle drive system 360 to maximum capacity before entering Warm Down state 648 or Cool Down state 632. During Recharge state 634, main CPU 332 continues operation of the turbogenerator 358 producing power for battery charging and power controller 310. No output power is provided. When traction battery 1050 has been charged, the system transitions to either Cool Down state 632 or Warm Down state 648, depending on system fault conditions.

[0153] Cool Down state 632 Cool Down state 632 provides the ability to cool the turbine engine 448 after operation and a means of purging fuel from the combustor. After normal operation, software sequences the system into Cool Down state 632. In one configuration, turbine engine 448 is motored to a cool down speed of about 45,000 RPM Airflow continues to move through turbine engine 448 preventing hot air from migrating to mechanical components in the cold section. This motoring process continues until the turbine engine EGT falls below a cool down temperature of about 193° C. (380° F.). Cool Down state 632 may be entered at much lower than the final cool down temperature when turbine engine 448 fails to light. The engine's combustor of turbine engine 448 requires purging of excess fuel which may remain. The software operates the cool down cycle for a minimum purge time of 60 seconds. This purge time ensures remaining fuel is evacuated from the combustor. Completion of this process transitions the system into Shut Down state 630. For user convenience, the system does not require a completion of the entire Cool Down state 632 before being able to attempt a restart. Issuing a start command transitions the system into Restart state 650.

[0154] Restart state 650 In Restart state 650, turbine engine 448 is configured from Cool Down state 632 before turbine engine 448 can be restarted. In one configuration, the software lowers the speed of turbine engine 448 to about 25,000 RPM at a rate of 4,000 RPM/sec. Once the turbine engine speed has reached this level, the software transitions the system into Open Loop Light Off state 640 to perform the actual engine start.

[0155] Shutdown state 630 During Shut Down state 630, the turbine engine and motor/generator rotor shaft is brought to rest and system outputs are configured for idle operation. In one configuration, the software commands the rotor shaft to rest by lowering the turbine engine speed at a rate of 2,000 RPM/sec or no load condition, whichever is faster. Once the speed reaches about 14,000 RPM, the motor/generator SP and power converter 314 is commanded to reduce the shaft speed to about 0 RPM in less than 1 second.

[0156] Re-light state 638 When a system fault occurs where no power is provided from the traction battery, the software re-ignites combustion to perform Warm Down state 648. The motor/generator SP and power converter 314 is configured to regulate voltage (power) for the internal DC bus. Fuel is added in accordance with the open loop light off fuel control algorithm in Open Loop Light Off state 640 to ensure that combustion occurs. Detection of engine light will transition the system to Warm Down state 648.

[0157] Warm Down state 648 Fuel is provided, when no electric power is available to motor turbine engine 448 at a no load condition, to lower the operating temperature in Warm Down state 648. In one configuration, engine speed is operated at about 50,000 RPM by supplying fuel through the speed control algorithm described above with regard to FIG. 13. EGT temperatures of turbine engine 448 less than about 343° C. (650° F.) causes the system to transition to Shut Down state 630.

[0158] Fault state 635 The system disables all outputs placing the system in a safe configuration when faults that prohibit safe operation of the turbine system are present. Operation of system monitoring and communications may continue if the energy is available.

[0159] Disable State 636 The system disables all outputs placing the system in a safe configuration when faults that prohibit safe operation of the turbine system are present. System monitoring and communications may not continue.

[0160] Referring to FIG. 16, motor/generator SP and power converter 314 and output SP and power converter 316 provide an interface for energy source 312 and vehicle drive system 360, respectively, to DC bus 324. For illustrative purposes, energy source 312 is turbogenerator 358 including turbine engine 448 and motor/generator 10. Fuel control system 342 provides fuel via fuel line 476 to turbine engine 448.

[0161] Motor/generator power converter 314, which may include motor/generator SP 534 and motor/generator converter 372, and output power converter 316, which may include output SP 536 and output converter 374, operate as customized bi-directional, switching power converters under the control of main CPU 332. In particular, main CPU 332 reconfigures the motor/generator power converter 314 and output power converter 316 into different configurations to provide for the various modes of operation. In one embodiment, these modes of operation include battery start and vehicle drive system connect.

[0162] Power controller 310 controls the way in which motor/generator 10 and vehicle drive system 360 sinks or sources power, and DC bus 324 is regulated, at any time. Power converter 322, which may include electrical system SP and converter 770 and electrical output 470, may be supplied with power from either the traction battery 1050 within vehicle drive system 360 or turbogenerator 358. Main CPU 332 provides command signals via line 779 to turbine engine 448 to determine the speed of turbogenerator 358. The speed of turbogenerator 358 is maintained through motor/generator 10. Main CPU also provides command signals via fuel control line 780 to fuel control system 342 to maintain the EGT of turbine engine 448 at its maximum efficiency point. Motor/generator SP 534, operating motor/generator converter 372, is responsible for maintaining the speed of turbogenerator 358, by putting current into or pulling current out of motor/generator 10.

[0163] Referring to FIG. 16 and FIG. 21, in the battery start mode, the traction battery 1050 in the vehicle drive system 360 is provided for starting purposes while energy source 312, such as turbine engine 448 and motor/generator 10, may supply transient and steady state energy. In the vehicle drive system connect mode, the energy source 312, in this example turbogenerator 358 including turbine engine 448 and motor/generator 10, is connected to the vehicle drive system 360 providing load leveling and management. The system operates as a current source, pumping current into vehicle drive system 360. In both modes, the DC/DC converter 322 may be configured to provide electrical power on power lines 320.

[0164] Multi-pack Operation The power controller can operate in a single or multi-pack configuration. In particular, power controller 310, in addition to being a controller for a single turbogenerator, is capable of sequencing multiple turbogenerator systems as well. Referring to FIG. 17, for illustrative purposes, multi-pack system 810 including three power controllers 818, 820 and 822 is shown. The ability to independently control multiple power controllers 818, 820 and 822 is made possible through digital communications interface and control logic contained in each controller's main CPU (not shown).

[0165] Two communications busses 830 and 834 are used to create the intercontroller digital communications interface for multi-pack operation. One bus 834 is used for slower data exchange while the other bus 830 generates synchronization packets at a faster rate. In a typical implementation, for example, an IEEE-502.3 bus links each of the controllers 818, 820 and 822 together for slower communications including data acquisition, start, stop, power demand and mode selection functionality. An RS485 bus links each of the systems together providing synchronization of the output power waveforms.

[0166] The number of power controllers that can be connected together is not limited to three, but rather any number of controllers can be connected together in a multi-pack configuration. Distribution panel 832, typically comprised of circuit breakers, provides for distribution of energy.

[0167] Multi-pack control logic determines at power up that one controller is the master and the other controllers become slave devices. The master is in charge of handling all user-input commands, initiating all inter-system communications transactions, and dispatching units. While all controllers 818, 820 and 822 contain the functionality to be a master, to alleviate control and bus contention, one controller is designated as the master.

[0168] At power up, the individual controllers 818, 820 and 822 determine what external input devices they have connected. When a controller contains a minimum number of input devices it sends a transmission on intercontroller bus 830 claiming to be master. All controllers 818, 820 and 822 claiming to be a master begin resolving who should be master. Once a master is chosen, an address resolution protocol is executed to assign addresses to each slave system. After choosing the master and assigning slave addresses, multi-pack system 810 can begin operating.

[0169] A co-master is also selected during the master and address resolution cycle. The job of the co-master is to act like a slave during normal operations. The co-master should receive a constant transmission packet from the master indicating that the master is still operating correctly. When this packet is not received within a safe time period, 20 ms for example, the co-master may immediately become the master and take over master control responsibilities.

[0170] Logic in the master configures all slave turbogenerator systems. A master controller, when selected, will communicate with its output converter logic (output SP) that this system is a master. The output SP is then responsible for transmitting packets over the intercontroller bus 830, synchronizing the output waveforms with all slave systems. Transmitted packets will include at least the angle of the output waveform and error-checking information with transmission expected every quarter cycle to one cycle.

[0171] A minimum number of input devices are typically desired for a system 810 to claim it is a master during the master resolution process. Input devices that are looked for include a display panel, an active RS232 connection and a power meter connected to the option port.

[0172] The master control logic dispatches controllers based on operating time. This would involve turning off controllers that have been operating for long periods of time and turning on controllers with less operating time, thereby reducing wear on specific systems.

[0173] Referring now to FIG. 18, power controller 310 includes brake resistor 912 connected across DC bus 324. Brake resistor 912 acts as a resistive load, absorbing energy when output converter 374 is turned off under the direction of output SP 536. In operation, when output converter 374 is turned off, power is no longer exchanged with vehicle drive system 360, but power is still being received from motor/generator 10 within turbogenerator 358, which power is then absorbed by brake resistor 912. The power controller 310 detects the DC voltage on DC bus 324 between motor/generator converter 372 and output converter 374. When the voltage starts to rise, brake resistor 912 is turned on to allow it to absorb energy.

[0174] In one configuration, motor/generator produces three phases of AC at variable frequencies. Motor/generator converter 372, under the control of motor/generator SP 534, converts the AC from motor/generator 10 to DC which is then applied to DC bus 324 (regulated for example at 750 vDC) which is supported by capacitor 910 (for example, at 800 microfarads with two milliseconds of energy storage). Output converter 374, under the control of output SP 536, converts the DC on DC bus 324 into operating DC voltage.

[0175] Current from DC bus 324 can by dissipated in brake resistor 912 via modulation of switch 914 operating under the control of motor/generator SP 534. Switch 914 may be an IGBT switch, although other conventional or newly developed switches may be utilized as well.

[0176] Motor/generator SP 534 controls switch 914 in accordance to the magnitude of the voltage on DC bus 324. When output converter 374 is turned off, it no longer is able to maintain the voltage of DC bus 324, so power coming in from motor/generator 10 causes the bus voltage of DC bus 324 to rise quickly. The rise in voltage is detected by motor/generator SP 534, which turns on brake resistor 912 via switch 914 and modulates it on and off until the bus voltage is restored to its desired voltage, for example, 750 VDC. Brake resistor 912 is sized so that it can ride through the transient and the time taken to restart output converter 374.

[0177] On detecting abnormal vehicle drive system behavior, a vehicle drive system fault shutdown is initiated. When power controller 310 initiates a vehicle drive system fault shutdown, output contactor 510, shown in FIG. 10, is opened within a predetermined period of time, for example, 100 msec, and fuel cutoff solenoids 498 are closed, removing fuel from turbogenerator 358. A warm shutdown ensues during which control power is supplied from motor/generator 10 as it slows down. In one configuration, the warm-down lasts about 1-2 minutes before the rotor (not shown) is stopped.

[0178] FIG. 19 schematically illustrates a hybrid electric vehicle 1010 according to one embodiment. FIG. 20 illustrates a block diagram of the interplay between the power controller 310 and the vehicle drive system 360. The hybrid electric vehicle 1010 employs a turbine power unit to efficiently generate electric power for driving the electric motor(s). The turbine power unit also supplies electrical power to the electrical system and other components within the vehicle. One or more traction batteries and/or other energy storage devices may be used in combination with the turbine power unit to provide instantaneous current, when necessary, to the electric motor(s).

[0179] Referring to FIGS. 19 and 20, hybrid electric vehicle 1010 has a body 1012, a pair of front wheels 1014 and 1014′, and a pair of rear wheels 1016 and 1016′. At least one of the wheels is drivingly connected to an electric motor. In the disclosed embodiment, rear wheels 1016 and 1016′ are connected to electric motors 1054 and 1054′ and the drive train 1020 and 1020′, respectively. Alternatively, or in addition thereto, front wheels 1014, 1014′ can be driven individually or in combination with driven rear wheels 1016 and 1016′. The hybrid electric vehicle 1010 includes a micro-turbine system such as turbogenerator 358 (see, e.g., FIGS. 1A through 1E) and a power controller 310 (see, e.g., FIG. 3 and FIGS. 5-10). The turbogenerator 358, under control of the power controller 310, generates AC power on signal line(s) 203 to drive the one or more electric motors 1054 and 1054′. In one or more embodiments, the turbogenerator 358 provides between 3 to 30 kilowatts (kW) of power. A turbogenerator generating power greater than 30 kWs may be readily used.

[0180] The AC/DC converter 314 of the power controller 310 converts the AC power to DC power on DC bus 324. The DC voltage on the DC bus 324 may be set to a voltage that is between 100 to 800 or more volts. In one typical embodiment, the DC voltage on DC bus is set to 750 volts. The DC/DC converter 316 of the power controller 310 converts the DC voltage on the DC bus 324 to an operating DC voltage on output lines 1056. In one embodiment, the operating DC voltage on the output lines 1056 may be set to a voltage that is between 100 to 750 or more volts. In another embodiment, the operating DC voltage on output lines is set to a voltage that is between 250 to 400 VDC. The DC voltage on DC bus 324 and/or DC operating voltage on output lines 1056 may be set at any user defined voltage level(s).

[0181] A second DC/DC converter 322 of the power controller 310 converts the DC voltage on DC bus 324, which may be as high as 800 volts or higher, to, for example, 12 volts to power the electrical system and other components of the vehicle 1010. The DC/DC converter 322 may be located outside of the power controller 310.

[0182] A fuel source 1028, such as a gasoline tank, propane tank, etc. stores fuel or hydrocarbon fuel, which is supplied to the turbogenerator 358 under control of the power controller 310. The turbogenerator 358 may be compatible with high pressure (e.g., greater than 52 pounds per square inch) natural gas, diesel fuels, high-pressure gaseous propane, hydrogen, unleaded gasoline, ethanol, methanol, ethane, methane, etc. In one embodiment, where the turbogenerator 358 is compatible with burning diesel fuel, #2 diesel fuel, meeting the ASTM D975 Diesel Fuel Specifications, is used. In this embodiment, the diesel fuel is delivered between a minimum temperature of −4° F. (−20° C.) and a maximum temperature of 160° F. (72° C.).

[0183] The output lines 1056 of the power controller 310 are coupled to the vehicle drive system 360. The vehicle drive system 360 includes one or more energy storage devices 1050, bi-directional drive control unit 1052, and one or more electric motors 1054 and 1054′. In one embodiment, the energy storage devices 1050 comprise one or more traction (or semi-traction) batteries, including, but not limited or restricted to, lead-acid, nickel-cadmium, nickel-metal hydride, sodium-sulphur, sodium-nickel chloride, zinc-bromine, zinc-air, and lithium batteries. Other energy storage devices including a flywheel, ultracap, etc. may be coupled in parallel with the traction battery(ies).

[0184] The traction battery 1050 is coupled across output lines 1056 to act as a current source or current sink depending on system configuration. The drive control unit 1052 is coupled between output lines 1056 and the motors 1054 and 1054′, and is controlled by the power controller 310, to couple or isolate, as the case may be, the DC operating voltage on output lines 1056 to the motor 1054. Although the vehicle drive system 360 may control more than one motor, in another embodiment, a separate vehicle drive system may be used for each motor.

[0185] The power controller 310 controls the turbogenerator 358 independent of the vehicle's power train controls and operates in response to control or “demand” signals, such as START, STOP, POWER LEVEL (acceleration), and BRAKE signals 1009 generated by a vehicle operator 1019, to regulate the electric motors 1054 and 1054′. The power controller 310 controls the motor torque by regulating a delivery of fuel and air to the turbogenerator 358. In low-load conditions, where the energy needed is less than the maximum electrical power output of the turbogenerator 358, the electric power needed by the motor 1054 is generated by the turbogenerator 358, under control of the power controller 310. When the vehicle's power requirements exceed the output capacity of turbogenerator 358, or where instantaneous power, beyond that currently provided by the turbogenerator, is needed (e.g., for acceleration, hill climbs, sustained high speed cruising), the traction battery 1050 sources the additional current to the motor(s) as needed up to a maximum sustainable power level.

[0186] Before the turbogenerator 358 is started, the traction battery 1050 may be used to provide power to the electrical system and other devices of the vehicle. This may be accomplished by the power controller 310 by disabling the drive control unit 1052 to isolate the motor(s) 1054 from the traction battery 1050, disabling AC/DC converter 314 to isolate the motor/generator 10 from the DC bus 324, configuring the DC/DC converter 316 to apply power from the traction battery 1050 to the DC bus 324, and configuring the DC/DC converter 322 to convert the DC voltage on DC bus 324 to an appropriate voltage on electric output lines 320.

[0187] Once a START signal is detected, the power controller 310 uses the traction battery 1050 to start the motor/generator 10 (e.g., battery start mode). This is accomplished by disabling the drive control unit 1052 to isolate the motor(s) 1054 from the traction battery 1050, configuring the DC/DC converter 316 to apply the DC power, supplied by the traction battery 1050, on output lines 1056 to the DC bus 324, and configuring the AC/DC converter 314 to convert the DC power on DC bus 324 to AC power on signal lines 203 to start motor/generator 10. Once sufficient current is pumped into windings of motor/generator 10, where the motor/generator reaches a self-sustaining operating point, the power controller 310 reverses the direction of the AC/DC converter 314 to boost the motor/generator 10 output voltage and provide a regulated DC bus voltage on DC bus 324.

[0188] Once a POWER DEMAND signal is detected, the power controller 310 configures the driver control unit 1052 to couple the operating DC voltage on output lines 1056 to the motor 1054 and drive the motor 1054. The turbogenerator 358 pumps current into the motor 1054 (e.g., vehicle drive system connect mode). As the POWER DEMAND signal increases/decreases, the power controller 310 increases/decreases fuel flow into the turbogenerator 358 to increase/decrease the power output of the turbogenerator 358 to meet the current demand of the load. If the motor 1054 demands more current than is then-available, the traction battery 1050 provides instantaneous and sustained current to the load until the turbogenerator 358 is able to supply, if possible, the additional current at the new operating point.

[0189] The hybrid electric vehicle 1010 utilizes a regenerative braking system to charge the traction battery 1050. When the vehicle is braking, the motor 1054 acts as a generator, converting kinetic energy at the wheels 1016, 1016′ to potential energy, to charge traction battery 1050. This is accomplished by reversing the direction of drive control unit 1052 to allow the traction battery 1050 to draw power from the motor 1054. The traction battery 1050 may be recharged by simultaneously drawing power from the DC bus 324. The traction battery 1050 may also be recharged by the turbogenerator 358 during an idle mode.

[0190] The hybrid electric vehicle 1010 further employs hot shutdown protection (e.g., detection of a STOP signal) by cutting fuel to the turbogenerator 358, turning on a break resistor, and isolating the motor 1054 from the operating DC voltage on the output lines 1056. The hybrid electric vehicle 1010 further provides over-voltage protection in the event that the load is abruptly removed. In such a situation, the power controller 310 senses the operating DC voltage on output lines 1056 and prevents the operating DC voltage from exceeding the maximum operating DC voltage by a predetermined amount (e.g., 10%).

[0191] In another embodiment, the hybrid electric vehicle 1010 may use AC motors 1054 and 1054′. In this embodiment, a DC/AC converter (not shown) is placed between the drive control unit 1052 and the motors 1054 and 1054′ to convert the DC operating voltage on output lines 1056 to AC power (and optionally three-phase AC power).

[0192] In yet another embodiment, the hybrid electrical vehicle 1010 may include more than one turbine power unit. In such embodiment, each turbine power unit (such as a turbogenerator) may be coupled to the power controller 310 in parallel. The power controller 310 may independently control each turbogenerator to supply AC power, thereby increasing the current drive available for driving motors 1054 and 1054′.

[0193] In one or more embodiments, to maximize turbogenerator efficiency, which may be 92% or greater, the power controller 310 controls the turbogenerator to operate at a turbine exit temperature of about 1100° F. (593° C.).

[0194] The power controller 1030 may be coupled to an interface, such as user port 548 and/or maintenance port 550 (FIG. 11), for connection to a computer, workstation, modem or other data terminal equipment which allows remote communication for maintenance, service, trouble shooting, performance monitoring, field upgrades, etc. The interface allows remote START, STOP, POWER DEMAND, BRAKE, adjustable variables, and fault reset input to the power controller 310.

[0195] Having now described the invention in accordance with the requirements of the patent statutes, those skilled in this art will understand how to make changes and modifications in the present invention to meet their specific requirements or conditions. For example, the power controller, while described generally, may be implemented in an analog or digital configuration. In the preferred digital configuration, one skilled in the art will recognize that various terms utilized in the invention are generic to both analog and digital configurations of power controller. For example, converters referenced in the present application is a general term which includes inverters, signal processors referenced in the present application is a general term which includes digital signal processors, and so forth. Correspondingly, in a digital implementation of the present invention, inverters and digital signal processors would be utilized. Such changes and modifications may be made without departing from the scope and spirit of the invention as set forth in the following claims.

Claims

1. A power generation system for a hybrid electric vehicle, comprising: a fuel source to provide fuel; a turbogenerator, coupled to the fuel source, to generate AC power; a power controller, electrically coupled to the turbogenerator, including first and second power converters, said first power converter to convert said AC power to a DC voltage on a DC bus, and said second power converter to convert said DC voltage on said DC bus to an operating DC voltage on output lines, said power controller to regulate the fuel to the turbogenerator, independent of the DC voltage on the DC bus; an electric motor; a drive control unit coupled between the output lines and the electric motor, said drive control unit, under control of the power controller, to couple or isolate the electric motor to or from the output lines; and a traction battery coupled across the output lines, said traction battery to provide an additional source of current, upon demand, to the electric motor.

2. The system of claim 1 wherein the turbogenerator comprises: a shaft; a generator, coupled to the shaft, to generate the AC power; a compressor, coupled to the shaft, to provide a supply of compressed air; a combustor coupled to receive the supply of compressed air and the fuel, said combustor to combust the fuel and to provide exhaust gas; a turbine coupled the shaft and coupled to receive the exhaust gas, said exhaust gas to flow through the turbine to control a rotational speed of the shaft; and a recuperator including a high pressure side coupled between the compressor and the combustor, and a low pressure side coupled to receive the exhaust gas from the turbine.

3. The system of claim 1 further comprising a DC/DC converter to convert the DC voltage on the DC bus to a regulated low DC voltage, under control of the power controller.

4. The system of claim 1 further comprising a break resistor controllably coupled to the DC bus, the break resistor to sink DC power from the DC bus under control of the power controller.

5. The system of claim 1 further comprising one or more additional motors controllably coupled to the output lines.

6. The system of claim 1 further comprising: a second electric motor; a second drive control unit coupled between the output lines and the second electric motor, said second drive control unit, under control of the power controller, to couple or isolate the second electric motor to or from the output lines; and a second traction battery coupled across the output lines, said traction battery to provide a second additional source of current, upon demand, to the second electric motor.

7. The system of claim 1 wherein the turbogenerator is a motor/generator and said first and second power converters are bi-directional, said power controller, in a startup mode, to configure (i) the drive control unit to isolate the electric motor from the output lines, (ii) the second power converter to supply a startup DC voltage, generated by the traction battery, on the output lines to the DC bus, and (iii) the first power converter to convert the startup DC voltage on the DC bus to power the motor/generator.

8. The system of claim 1 wherein the traction battery comprises one of the following: a lead-acid, nickel-cadmium, nickel-metal hydride, sodium-sulphur, sodium-nickel chloride, zinc-bromine, zinc-air, and lithium battery.

9. The system of claim 1 wherein the turbogenerator and the traction battery, in combination, to provide DC power to the electric motor.

10. The system of claim 1 wherein the electric motor is an AC electric motor, and wherein the system further comprises a DC/AC converter coupled between the drive control unit and the AC electric motor.

11. The system of claim 1 wherein the power controller, in response to a brake signal, configures the drive control unit to provide a recharging DC power, generated by the electric motor, to the traction battery.

12. The system of claim 11 wherein the power controller, in response to the brake signal, further configures the first and second power converters to supply the operating DC power on the output lines to charge the traction battery.

13. The system of claim 1 further comprising an additional turbogenerator coupled to the fuel source and to generate additional AC power, said power controller to independently regulate the fuel to said turbogenerator and said additional turbogenerator, independent of the DC voltage on the DC bus.

14. The system of claim 2 further comprising a temperature sensor coupled to the turbine to sense a temperature, said sensor coupled to the power controller, said power controller to vary the fuel to the combustor to regulate the temperature, said temperature being independent of the DC voltage on the DC bus.

15. A hybrid electric vehicle, comprising: one or more input devices to provide one or more user inputs; a fuel source; a turbogenerator to generate AC power; a power controller electrically coupled to the turbogenerator and coupled to receive the user inputs, said power controller including first and second power converters, said first power converter to convert said AC power to a DC voltage on a DC bus, and said second power converter to convert said DC voltage on said DC bus to an operating DC voltage on output lines, said power controller to regulate the fuel flow to the turbogenerator based on at least one user input, independent of the DC voltage on the DC bus; an electric motor; a drive control unit coupled between the output lines and the electric motor, said drive control unit, under control of the power controller, to couple or isolate the electric motor to or from the output lines; and a traction battery coupled across the output lines, said traction battery to provide an additional source of current to the electric motor.

16. The vehicle of claim 15 wherein the turbogenerator comprises: a shaft; a generator, coupled to the shaft, to generate the AC power; a compressor, coupled to the shaft, to provide a supply of compressed air; a combustor coupled to receive the supply of compressed air and the fuel, said combustor to combust the fuel and to provide exhaust gas; a turbine coupled the shaft and coupled to receive the exhaust gas, said exhaust gas to flow through the turbine to control a rotational speed of the shaft; and a recuperator including a high pressure side coupled between the compressor and the combustor, and a low pressure side coupled to receive the exhaust gas from the turbine.

17. The vehicle of claim 15 further comprising a DC/DC converter to convert the DC voltage on the DC bus to a regulated low DC voltage, under control of the power controller.

18. The vehicle of claim 15 further comprising a break resistor controllably coupled to the DC bus, the break resistor to sink current from the DC bus under control of the power controller.

19. The vehicle of claim 15 further comprising one or more additional motors controllably coupled to the output lines.

20. The vehicle of claim 15 further comprising: a second electric motor; a second drive control unit coupled between the output lines and the second electric motor, said second drive control unit, under control of the power controller, to couple or isolate the second electric motor to or from the output lines; and a second traction battery coupled across the output lines, said traction battery to provide a second additional source of current, upon demand, to the second electric motor.

21. The vehicle of claim 15 further comprising an additional turbogenerator coupled to the fuel source and to generate additional AC power, said power controller to independently regulate the fuel to said turbogenerator and said additional turbogenerator, independent of the DC voltage on the DC bus.

22. The vehicle of claim 15 wherein the one or more user inputs comprise START, POWER, BRAKE, and STOP signals.

23. The vehicle of claim 22 wherein the power controller, in response to the START signal, configures (i) the drive control unit to isolate the electric motor from the output lines, (ii) the second power converter to supply a startup DC voltage, generated by the traction battery, on the output lines to the DC bus, and (iii) the first power converter to convert the startup DC voltage on the DC bus to power the motor/generator.

24. The vehicle of claim 22 wherein the power controller, in response to the POWER signal, to correspondingly adjust the fuel to the turbogenerator to adjust an operating DC power on the output lines.

25. The vehicle of claim 24 wherein, when the operating DC power reaches a maximum power value, said traction battery provides instantaneous current on the output lines to drive the electric motor.

26. The vehicle of claim 22 wherein the power controller, in response to the BRAKE signal, configures the drive control unit to provide a recharging DC power, generated by the electric motor, to the traction battery.

27. The vehicle of claim 26 wherein the power controller, in response to the BRAKE signal, simultaneously configures the first and second power converters to supply the operating DC power on the output lines to charge the traction battery.