1627results about "Converter types" patented technology

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.

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.

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 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.

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.

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 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 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.

A framework and energy management method of an electric vehicle storage, charge and discharge system comprises a PCS energy storage converter, the PCS energy storage converter is divided into a plurality of standard power modules, the standard power modules are connected to a direct current bus together, and the PCS energy storage converter, input / output power, a power grid interaction state and a temperature and heat dissipation state are uploaded to an energy management system (EMS) in real time; the direct current bus serves as a center point of electric energy convergence and distribution and is connected with the direct current side of the PCS energy storage converter, the energy storage battery system end, the input end of the DC / DC charging module and the input end of the V2G module at the same time. The energy storage battery is connected with the battery management system BMS and is used for acquiring and uploading voltage and temperature information of the battery pack and communicating with the energy management system EMS; the one-way DC / DC charging module and the V2G module form a charging module. A V2G bidirectional energy flow mechanism is introduced, the electric vehicle can be charged from the system and can also be reversely discharged to the system through the V2G module when the load peak of the power grid or the energy storage electric quantity is insufficient, and the role change of the electric vehicle from'load 'to'flexible resource' is achieved.

Examples described herein provide a circuit that includes a power electronics converter disposed in a vehicle, the power electronics converter to receive alternating current (AC) electrical power from an AC grid source and to provide AC electrical power to an AC load external to the vehicle. The power electronics converter includes an AC-AC converter that includes a rectifier and an inverter, the rectifier being electrically connected to the inverter by a direct current (DC) link. The circuit further includes an on-board charging module electrically connected to the power electronics converter and a battery disposed in the vehicle. The power electronics converter provides vehicle-to-load functionality by providing, to the AC load, AC electric power as an output of at least one of a 120 Vac output or a 240 Vac output.

A vehicle having a battery mounted thereon externally supplies power. The vehicle is provided with an ECU, which sets a power supply voltage VP and a maximum current MP based on a potential of a PISW signal. Furthermore, when the ECU receives a PWM signal (a CPLT signal), the ECU sets a power supply voltage VC and a maximum current MC based on the PWM signal. When the power supply voltage VP is set and the power supply voltage VC is also set, the ECU sets the lower one of the power supply voltages VP and VC for a discharging voltage VO and sets the smaller one of the maximum currents MP and MP for a discharging current MO. The ECU controls an AC inverter so that the vehicle discharges power with the discharging voltage VO and the discharging current MO, and the ECU thus starts supplying power.

Described herein is an electric vehicle charging arrangement for charging an electric vehicle. The electric vehicle charging arrangement includes: an electric vehicle charger configured for providing a direct current (DC) to the electric vehicle, a power cabinet configured for providing a DC to the electric vehicle charger, and a direct current bus arranged between the power cabinet and the electric vehicle charger and configured to transport the DC from the power cabinet to the electric vehicle charger, where a capacitive filter is installed on the DC bus and in the electric vehicle charger.

Disclosed is a multi-port charger capable of charging a higher-voltage battery by boosting low DC charging voltage using an on-board charger (OBC) installed in a vehicle without adding a separate part or device and capable of being used for various applications, such as V2G and V2L, in addition to charging.

A control and thermal management method for an electrified vehicle includes, in response to a valid wakeup request, transmitting, by a supervisory controller and via a local interconnect (LIN) bus, timing instructions for operation of a set of thermal systems powered by low voltage battery, in response to an ignition-off request, commanding, by the supervisory controller and via the LIN bus, a request for the set of thermal systems to complete their existing functions within a calibratable period, and in response to a function completion confirmation from the set of thermal systems, commanding, by the supervisory controller, the LIN bus and the set of thermal systems to shutdown, thereby avoiding a communication delay or a malfunction that could result in the set of thermal systems remaining active after the LIN bus is shutdown.

One or more examples provide an electric vehicle or a device for use with an electric vehicle, including an electric vehicle charging system and method. In one example, an electric vehicle charging system with a charging robot rail switch is disclosed.

A method is proposed for determining a zero-force reference position of a wet-running brush actuator (2) for external excitation of a rotor of an electric motor (EM) arranged on a rotor shaft (RW). While an electric vehicle with an electric motor (EM) is stationary and the rotor is externally excited, a spindle (10) of the brush holder (2), which has an electric stepper motor (4) with an integrated spindle drive, is moved away from the grinding brushes (B1, B2) until the contact between the grinding brushes (B1, B2) and the associated slip rings (SR1, SR2) reaches a contact quality limit, the position assumed by the spindle (10) being defined as the zero-force reference position, from which the steps of the stepper motor (4) are counted in order to variably press the grinding brushes (B1, B2) against the slip ring (SR1, SR2) as required. In addition, a computer program, a computer program product, a system, and an electric vehicle are proposed.

The present application relates to high speed, high efficiency SiC power modules. A power converter module includes an active metal brazing (AMB) substrate, a power converter circuit, and an enclosure. The AMB substrate includes an aluminum nitride base layer, a first conductive layer on a first surface of the aluminum nitride base layer, and a second conductive layer on a second surface of the aluminum nitride base layer opposite the first surface. The power converter circuit includes a plurality of silicon carbide switching components coupled to each other via the first conductive layer. The enclosure is disposed over the power converter circuit and the AMB substrate. By using an AMB substrate with an aluminum nitride base layer, thermal dissipation of the power converter module can be significantly improved while maintaining structural integrity of the power converter module.

One aspect of the invention relates to a bidirectional on-board charger 2 for a vehicle 1, comprising:a bidirectional AC-to-DC converter 8 designed to supply power to an electrical power supply socket 6 for an external electrical device;means for detecting an electrical insulation fault 9, connected to a phase line 12 and to a neutral line 13 of said electrical power supply socket 6; a switch 16 arranged on said phase line 12; a switching means 18 designed to control the switch 16 between a first position P1 in which the means 9 are connected to the socket 6 and a second position P2; a resistor 20 which, when the switch 16 is in the second position P2, is electrically connected to the switch 16 and to a ground 10 of the vehicle.

An electrical on-board power supply of a vehicle includes a traction battery, a charging connection for coupling to a DC charging station, a positive potential line, a negative potential line, reference potential line, and a voltage measuring device between the positive potential line and the reference potential line and / or between the negative potential line and the reference potential line. A DC converter is arranged in the positive potential line and / or in the negative potential line. An isolating element is arranged in the positive potential line and / or in the negative potential line. A processing unit is configured to evaluate the measured voltage(s) and to control opening of the respective isolating element. The processing unit is configured to cause the respective isolating element to open when the triggering criterion or one of the multiple or all of the triggering criteria is / are determined to occur.

An on board charger for a vehicle including an electric machine and a battery system includes a power inverter and a DC-DC converter. A filter including first and second inputs is selectively connected to an AC source and first and second outputs. The first output of the filter is connected to one of the first node, the second node, and the third node between switches of phase legs of the power inverter. A switching device includes a first terminal connected to the one of the first node, the second node, and the third node, a second terminal connected to a second output of the filter, and a third terminal connected to one of the first, second, and third phase windings of the electric machine corresponding the one of the first node, the second node, and the third node.

An electrified vehicle includes a chassis having a longitudinal length of at least 20 feet and an energy storage system. The energy storage system includes an enclosure coupled to the chassis, a battery pack positioned within the enclosure, a power distribution system positioned within the enclosure, a first wiring harness positioned entirely internal to the enclosure where the first wiring harness electrically couples the battery pack to the power distribution system, and a second wiring harness. A first portion of the second wiring harness is positioned internal to the enclosure and a second portion of the second wiring harness is positioned external to the enclosure. A maximum external length of any cable of the second wiring harness external to the enclosure is less than 25% of the longitudinal length.

A mobile power conversion device for electric vehicle charging and a control method thereof are disclosed. An embodiment of the present disclosure provides a mobile power conversion device for electric vehicle charging, including: a first charging interface electrically connected to an external AC charger on one side; a second charging interface electrically connected to a vehicle without an external on-board charger (OBC) on the other side; a power supply such as a switching mode power supply (SMPS) configured to supply power to the inside of the device; an AC / DC converter configured to convert AC power input from the AC charger into DC power chargeable to a high-voltage battery of the vehicle; and a controller configured to perform vehicle charging control supplying the DC power converted by the AC / DC converter to the vehicle.

The object of the present invention is to achieve redundancy of a power supply function by a simple configuration, to ensure operational continuity in case of failure. A power grid (1) comprises: a first power supply path (20-1) that is connected to a main engine-driving power source (100-0) of a vehicle via a power conversion device (101) and to loads (40-1, 41, 42-1) ; and a second power supply path (20-2) that is connected to a power source (100-2) different from the main engine-driving power source (100-0), to loads (40-2, 41, 42-2), and to the first power supply path (20-1) via a switch SW0. The switch SW0 is closed when the first power supply path (20-1) and the second power supply path (20-2) are normal, and is opened when the first power supply path (20-1) or the second power supply path (20-2) is abnormal.

An arrangement is for increasing the range of an electrically driven vehicle combination. The arrangement includes a power adaptation and charging control unit for bidirectionally transmitting voltage between a first high-voltage battery of a towing vehicle of the vehicle combination and a second high-voltage battery of a trailer of the vehicle combination.

Relocatable axles and energy storage is provided. First axle mounts are configured to receive first rear axles. The first axle mounts are longitudinally offset rearward from second axle mounts configured to receive corresponding second rear axles. First batteries are configured to couple with the vehicle to occupy a longitudinally offset location. At a first of the longitudinally offset locations, a rear portion of the first batteries is disposed forward of a wheel and tire assembly for each of the first rear axles. At a second of the longitudinally offset locations, a rear portion of the first batteries is disposed forward of a wheel and tire assembly for each of the second rear axles. The first of the longitudinally offset locations overlaps with one or more wheel and tire assemblies for the second rear axles.

A locomotive has DC or AC traction motors, powered by a hydrogen fuel cell, and optionally other sources such as regenerative braking. The traction motors of the locomotive may be connected to a set of independent DC choppers or AC inverters, linked via a common DC bus, configured to regulate power from the one or more power sources. A manager module, among other functions, may receive inputs and signals to coordinate delivery of electricity from the sources to the motor. A method for retrofitting a legacy locomotive may include removing a generator and a control apparatus configured for diesel fuel, and installing a kit of apparatus configured to be powered by a hydrogen fuel cell. A railway system for use by locomotives powered by hydrogen has one or more hydrogen-generation stations deployed near a track of the railway system.