2895results about "Converter types" patented technology

The invention discloses a driving control method of a DAB converter and related equipment, and relates to the technical field of power electronic converter control, and the method comprises the steps: calculating a voltage transformation ratio based on an input voltage and an output voltage through a current stress adjustment module, and calculating an output power based on the output voltage and an output current, substituting the voltage transformation ratio and the output power into a current stress adaptive minimization algorithm to solve an internal phase shift angle; meanwhile, through a PI controller, an external shift phase angle is adjusted based on a difference value between the instruction voltage and the output voltage; outputting the inner phase shift angle and the outer phase shift angle to a PWM modulation generator to generate a switching tube driving signal; the DAB converter is controlled by the driving signal to realize rated voltage output and current stress minimization, so that the efficiency and reliability of the converter are improved.

A modular, multi-directional, smart electric vehicle (EV) charging station. In an embodiment, the EV charging station has a field-serviceable, replaceable modular construction, a fully multi-directional power routing architecture, buffered EV-to-grid and EV-to-EV charging, multi-EV charging capability, and the ability to integrate multiple modular charging stations into a networked local and / or wide-area charging system.

A converter system, e.g., for vehicle-to-vehicle charging, includes galvanically-isolated modular first and second converters having the same maximum voltage rating, a direct current (DC) voltage bus interconnecting the converters, and an electronic controller. An input voltage to the DC bus is converted into an output voltage via switching control signals to the modular converters. The system's voltage rating may equal the maximum of the input and / or output voltage, or it may equal the maximum input voltage and be about 50-percent of the maximum output voltage. The maximum input and output voltages may be equal. When the voltage rating is about 50-percent of the maximum input voltage, capacitors may be connected in parallel with the modular converters on an input side thereof. Switching circuits may be connected to the bus to control the conversion of the input voltage via switching control signals.

A DC-DC conversion apparatus for a charging pile includes a group of power terminals, a plurality of groups of load terminals, and a plurality of isolated DC-DC conversion circuits. An input end of each isolated DC-DC conversion circuit is connected to the group of power terminals, and output ends of the plurality of isolated DC-DC conversion circuits are connected to the plurality of groups of load terminals in a one-to-one correspondence, so that the DC-DC conversion apparatus for a charging pile forms an architecture with a single input and a plurality of independent outputs. In this way, the DC-DC for a charging pile can have high power utilization while implementing wide-range power outputs.

A battery pack for an electric vehicle, the battery pack including a battery housing including: a housing body, at least one heat transfer channel defined in the housing body, the at least one heat transfer channel extending generally through a center portion of the housing body, the at least one heat transfer channel being operative to convey a heat transfer fluid; a plurality of battery cells disposed in the housing body, the plurality of battery cells being disposed in direct thermal communication with the at least one heat transfer channel; and at least one electronic component disposed in the battery housing, the at least one electronic component being in direct thermal communication with the at least one heat transfer channel.

The invention provides a direct-current group charging control system and a power switching method thereof, and relates to the technical field of electric vehicle charging, and the control system comprises a data interaction controller, a charging module group, a switch module group, a plurality of charging terminals, a direct-current loop module and a direct-current loop controller. According to the method, a data interaction controller controls a switch module group to realize'full matrix 'type dynamic connection between any charging module and any charging terminal according to the real-time requirement of each terminal, and an idle terminal is electrically isolated by combining a direct current loop module; and power switching is carried out by adopting safety strategies such as double-threshold hysteresis control, voltage pre-synchronization and zero-current breaking. According to the invention, the problems of inflexible power scheduling and insufficient idle terminal safety of the existing group charging system are solved, safe, efficient, stable and dynamic distribution of the charging power in a global range is realized, and the utilization rate and the operation safety of the system are improved.

Systems and methods for operating a vehicle power system are described. The vehicle power system includes an inverter and an electric machine. Switches and a diode are arranged in a way that allows a traction battery to be charged by either a lower voltage charger or a higher voltage charger. Additionally, the switches and diode allow the vehicle power system to heat the traction battery so that the traction battery may operate in a desired temperature range.

Responsive to a voltage across a capacitor being greater than a voltage across a traction battery, a controller may open switches such that charge current from a DC charger flows through a diode to the traction battery without following through coils of an electric machine and without flowing through an inverter.

This document describes, among other things, a vehicle power system that includes a traction battery, a six-phase inverter divided into two groups of six switches, a six-phase motor, and a pair of switches. In drive mode, the switches configure the inverter to connect the traction battery and the motor. In plug-in mode, the system reconfigures so that one group of switches connects an AC source to the motor, while the other group connects the motor to the traction battery.

An electric vehicle charging system comprising a Direct Current (DC) distributor, a site controller, one or more alternating current (AC) / DC rectifiers connected to the DC distributor and the site controller, and an electric vehicle charger having one or more DC / DC converters connected to the DC distributor and a charge controller in communication with the site controller and each of the one or more DC / DC converters. The one or more AC / DC rectifiers are decoupled from the one or more DC / DC converters.

The invention relates to the technical field of energy distribution, and discloses an energy distribution method and device of a hybrid power distribution system and the hybrid power distribution system.The method comprises the steps that the power-on ignition state of a vehicle, the charge states of a 48V storage battery and a 12V storage battery and the power load of a load end are obtained; determining the current hybrid power distribution management strategy as a quiescent current management strategy, a power management strategy or a load level-to-level management strategy according to the power-on ignition state of the vehicle; and based on the current hybrid power distribution management strategy, adjusting the power supply modes of the DCDC, the 48V storage battery and the 12V storage battery to the load end according to the charge state and the power load, and performing hierarchical dynamic management on the load end. According to the invention, a comprehensive power supply strategy of hierarchical energy distribution management, load hierarchical dynamic adjustment and static current management can be established, the power supply mode is accurately and flexibly adjusted, the load is flexibly controlled, and stable power supply is provided for the load, so that the power consumption of the whole vehicle is finely adjusted and reduced, and the optimal utilization of the energy of the whole vehicle is realized.

An electric propulsion system for a vertical take-off and landing (VTOL) aircraft having a heat exchanger to cool fluids used in an electrical engine, the electric propulsion system comprising at least one electrical engine mechanically connected directly or indirectly to a fuselage of the VTOL aircraft and electrically connected to an electrical power source. The electrical engine may comprise an electrical motor having a stator and a rotor; a gearbox assembly comprising a sun gear; at least one planetary gear; a ring gear; and a planetary carrier. The electric engine may include an inverter assembly comprising a thermal plate and an inverter assembly housing; an end bell assembly that is connected to the thermal plate of the inverter assembly; and a heat exchanger comprising an array of cooling fins and tubes.

The present invention discloses a charging and discharging control method and system for an electric vehicle based on virtual synchronization, and relates to the technical field of virtual synchronization. The method includes: establishing connection between a power grid and the electric vehicle, and acquiring a charging and discharging operation demand; acquiring, according to the charging and discharging operation demand, a corresponding control instruction and constraint condition, and executing a charging and discharging operation; and providing a human-computer interaction interface for measuring and settling charging and discharging energy, along with authentication. The present invention achieves efficient and coordinated charging and discharging control, precise measurement and convenient authentication, and improves availability and reliability of the system.

A system includes: an inverter, wherein the inverter includes: a power module including: a flex layer including a gate trace, a first substrate, a second substrate including a source plane and a gate plane separated from the source plane by a full trench, the source plane including a step trench, and the gate plane including an electrical connection through the gate trace of the flex layer to a gate input connection of the power module, a semiconductor die disposed between the first substrate and the second substrate, the step trench formed in a portion of the source plane corresponding to at an edge of the semiconductor die, and the semiconductor die including a gate connected to the gate plane, and a sinter element disposed between the semiconductor die and the second substrate to connect the semiconductor die to the second substrate; a battery; and a motor.

Described herein is an electric vehicle charging arrangement for charging an electric vehicle, including an electric vehicle supply equipment (EVSE), where the EVSE includes: a power module configured to provide electrical energy to charge the electric vehicle, an output configured to connect the power module to the electric vehicle for charging the electric vehicle, and a direct current (DC) bus provided between and connected to the power module and the output and configured to transport electric energy from the power module to the output, where the electric vehicle supply equipment includes a pre-charge module configured to pre-charge the output, and where the pre-charge module is separate from the power module and electrically connected to the DC bus.

During a charge mode of a vehicle, switches of a dual active bridge connected between a traction battery and an inverter system controller are deactivated, switches of the inverter system controller are deactivated, and other switches of the dual active bridge are operated such that electrical energy from a grid connected with the vehicle flows through the inverter system controller and a transformer of the dual active bridge to the traction battery without a motor connected with the inverter system controller generating torque.

An onboard charging system for an electric vehicle includes a charging port configured to receive a single-phase AC power, a power outlet configured to provide the single-phase AC power to one or more external devices, a single-phase inverter connected to the power outlet and configured to provide power splitting functionality, a DC battery selectively coupled to the charging port, a bidirectional inverter configured to convert AC power to DC power and to convert DC power to AC power, the bidirectional inverter is selectively coupled to the battery, an electric motor coupled to the bidirectional inverter and selectively coupled to the charging port, a DC-AC converter selectively coupled to the electric motor and selectively coupled to the power outlet, and a DC-DC converter coupled to the DC-AC converter and selectively coupled to the battery.

An automotive power system integrates a power factor correction circuit, an H-bridge power module, an externally excited synchronous machine, a traction inverter, and a traction battery. The system operates in two modes: driving and charging. In driving mode, power flows from the traction battery through the H-bridge power module and the traction inverter to the externally excited synchronous machine, enabling vehicle propulsion. In charging mode, power from an AC source is routed sequentially through the power factor correction circuit, the H-bridge power module, the synchronous machine, and the traction inverter.

The invention relates to an electrical traction network (1) for a motor vehicle, comprising a separately excited synchronous machine (2), a pulse-controlled inverter (3), a high-voltage battery (4), a DC / DC converter (6) and a charger (5), wherein the charger (5) has a mains connection (9) for an external AC voltage network, wherein the charger (5) is connected to AC voltage outputs of the pulse-controlled inverter (3) via first switching elements (S1), wherein the AC voltage outputs of the pulse-controlled inverter (3) are connected to the phases of the synchronous machine (2) via second switching elements (S2), wherein the DC voltage connections (HV+_PWR, HV-_PWR) of the pulse-controlled inverter (3) and an output of the DC / DC converter (6) are connected to the high-voltage battery (4) via third switching elements (S3), wherein the inputs of the DC / DC converter (6) are connected to the DC voltage connections (HV+_PWR, HV-_PWR) of the pulse inverter (3),wherein fourth switching elements (S4) are arranged between the output of the DC / DC converter (6) and two half-bridges of the DC / DC converter (6), wherein the DC / DC converter (6) is connected to a rotor winding of the synchronous machine (2) via fifth switching elements (S5), and a method for operating such an electrical traction network.

An autonomous vehicle can include multiple low voltage power domains. Each low voltage power domain can comprise a low voltage power distribution unit (LVPDU). An LVPDU can include a failsafe switch that can selectively couple or de-couple the low voltage power domain from a shared backup low voltage power source, which can be configured to concurrently supply backup power multiple low voltage power domains or LVPDUs. A first LVPDU of a first low voltage power domain can generate a control signal to control the failsafe switch of a second LVPDU of the second low voltage power domain to disconnect the second low voltage power domain from the shared low voltage backup power source, and vice versa.

The invention related to a charger for electric vehicles, which comprises an input AC-DC converter from an external power grid, an energy storage battery, a DC-DC converter for charging an electric vehicle, a charging port for an electric vehicle as well as a controller configured to establish interconnections between the DC-DC converter and the input AC-DC converter or the energy storage battery with charging port of an electric vehicle for charging the electric vehicle or for charging energy storage battery. Further the charger comprises at least one supplementary DC-DC converter and an output DC-AC inverter to the external power grid, where the controller is configured to make additional, selective switching in response to input signals received from an electric vehicle and / or from the energy storage battery and / or from the external power grid. The application discloses further a network of chargers for charging electric vehicles.

A system includes: an inverter configured to convert DC power to AC power, wherein the inverter includes: a power module including: a first substrate, a second substrate including a source plane and a gate plane separated from the source plane by a full trench, the source plane including a step trench, and the gate plane including an electrical connection through the second substrate to a gate input connection of the power module, a semiconductor die disposed between the first substrate and the second substrate, the step trench formed in a portion of the source plane corresponding to an edge of the semiconductor die, and the semiconductor die including a gate connected to the gate plane, and a sinter element disposed between the semiconductor die and the second substrate to connect the semiconductor die to the second substrate; a battery; and a motor.

A contactless power supply system (1) is provided with a transmission apparatus (10), and a reception apparatus (80) to which the transmission apparatus supplies power in a contactless manner. The reception apparatus includes: a secondary resonant circuit (81) including a secondary coil (L2) and a secondary capacitor (C2), a rectifier circuit (83), an immittance circuit (82), a load (83), a protection switch of which the state is changed to be in a conductive state or a non-conductive state, thereby causing the secondary resonant circuit to be in a non-resonant state, a secondary side control circuit (85) that sets the state of the protection switch to be in either the conductive state or the non-conductive state, and the primary side control circuit is configured to change the impedance of the variable impedance element, using a detection value of the primary detection circuit which changes depending on the state of the protection switch being set to be in the conductive state or the non-conductive state, thereby causing the reception apparatus to be in the standby state from the transmission state.

Systems are provided for integrating AC-to-DC onboard chargers into dual motor inverter systems. In one example, a system may include a first motor inverter system having a first electric a first motor inverter system having a first electric motor circuitry and a first inverter system controller (ISC) circuitry and a second motor inverter system having a second electric motor circuitry and a second ISC circuitry. The system may also include a first onboard charger circuitry electrically connected to the first electric motor circuitry and electrically connected to the first ISC circuitry, and a second onboard charger circuitry electrically connected to the first ISC circuitry. The first onboard charger circuitry, the first ISC circuitry, and the second onboard charger circuitry may form a bi-directional power factor correction circuit.

A heat sink system includes: a container including a cavity; a housing connecting to the container to cover the cavity, wherein one or more of the container or the housing includes an inlet port, and one or more of the container or the housing includes an outlet port; and a cooling module in the cavity between the container and the housing, the cooling module in a flow of coolant from the inlet port to the outlet port, wherein the cooling module includes: first cooling fins with a first cooling fin geometry, and second cooling fins with a second cooling fin geometry, wherein the first cooling fins are upstream of the second cooling fins along the flow of coolant from the inlet port to the outlet port.

A vehicle includes a chassis, a body coupled to the chassis, a first accessory coupled to the body, a second accessory coupled to the body, and a hydraulic system. The body includes a first body rail and a second body rail. The hydraulic system includes an electric power takeoff coupled to the body, a first manifold coupled to the body, first conduits fluidly coupled between the electric power takeoff and the first manifold, a second manifold coupled to the body, the second manifold positioned rearward of the first manifold, and second conduits fluidly coupled between the first conduits and the second manifold. The first manifold is configured to distribute the hydraulic fluid to the first accessory. The second manifold is configured to distribute the hydraulic fluid to the second accessory. The first conduits extend through at least one of the first body rail or the second body rail.

Properly switching between charging and power supply. [Solution] The control device for the electric vehicle is a control device for an electric vehicle equipped with a drive battery capable of charging and supplying power to and from the EVSE. The control device comprises a processor and a communication unit that communicates with the EVSE. When predetermined conditions for performing charging and supplying power between the EVSE and the drive battery are met (if the result is YES in step S116 of Figure 3), the processor controls the communication unit to communicate that it will switch to a charging and supplying mode in which it will charge and supply power to and from the EVSE (step S117 of Figure 3). If the predetermined conditions are not met, the processor controls the communication unit to communicate that it will switch to a charging mode in which the EVSE will charge the drive battery.

A system includes a plurality of power modules connected in parallel and a variable current load controller coupled to the plurality of power modules. The input terminals of the plurality of power modules are configured to be coupled to an output of a fuel cell stack, and the output terminals of the plurality of power modules are configured to supply power to a forklift. The plurality of power modules is further configured to provide electrical isolation between the fuel cell stack and the forklift. The variable current load controller is configured to regulate power distribution among the plurality of power modules.

A non-isolated bidirectional high-voltage direct current battery charger is made compatible with a ground-fault circuit interrupter (GFCI) at the DC output by adapting the power converter to control, in response to voltage or current sensors, a net current difference between forward current and return current to remain below a threshold of the GFCI. This can be done without compromising safety in the case of actual ground faults.

A power transmitter for wireless power transfer includes a control and communications unit, a vehicular power input regulator, an inverter circuit, at least one coil, a shielding, a housing, and a removable front plate. The housing is configured to house, at least in part, one or more of the control and communications unit, the invertor circuit, the at least one coil, the shielding, or combinations thereof. The removable front plate is configured to mechanically connect to the housing, the removable front plate including at least one magnet, the at least one magnet configured to attract a receiver magnet when a power receiver is proximate to the removable front plate.