ELECTRIC VEHICLE WITH MULTIFUNCTIONAL ON-BOARD CHARGING MODULE

Abstract

Electric vehicle (10), including: a charging port (304) configured to accept alternating current (AC) power; a power outlet (306) configured to provide AC power to one or more external devices; a direct current (DC) battery (208) which is selectively coupled to the charging port (304) via a first switch (S1) and a second switch (S2); a bidirectional inverter (316) configured to convert AC power to DC power and DC power to AC power, wherein the bidirectional inverter (316) is selectively coupled to the battery (208) via a third switch (S3), a fourth switch (S4) and a fifth switch (S5); an electric motor (310) which is coupled to the bidirectional converter (316) and is selectively coupled to the charging port (304) via a sixth switch (S6); a DC-AC converter (314) which is selectively connected to the electric motor (310) via a seventh switch (S7) and an eighth switch (S8) and via a ninth switch (S9), a tenth switch (S 10 ) and an eleventh switch (S 11 ) is selectively coupled to the socket (306); a DC-DC converter (312) coupled to the DC-AC converter (314) and via a twelfth switch (S 12 ) and a thirteenth switch (S 13 ) is selectively coupled to the battery (208); the charging port (304) via a fourteenth switch (S 14 ) is selectively coupled to the bidirectional inverter (316), the electric motor (310) or the DC-AC converter (314); and a processor (202) configured to operate the first switch (S1), the second switch (S2), the third switch (S3), the fourth switch (S4), the fifth switch (S5), the sixth switch (S6), the seventh switch (S7), the eighth switch (S e ), the ninth switch (S9), the tenth switch (S 10 ), of the eleventh switch (S 11 ), of the twelfth switch (S 12 ), of the thirteenth switch (S 13 ) and the fourteenth (p 14 ) control the switch based on an operating mode of the electric vehicle (10).

Description

INTRODUCTION

[0001] The present invention relates to an electric vehicle.

[0002] German patent DE 10 2019 204 332 A1 discloses a direct current (DC) battery that is selectively connected to a charging terminal via a first switch and a second switch. It is also known from this patent to connect further vehicle electrical system components in parallel to the DC battery via additional switches. A similar disclosure can be found in German patent DE 10 2021 003 851 A1.

[0003] Further details of the state of the art can be found in DE 11 2016 006 739 T5.

[0004] Electric vehicles use high-voltage batteries to power one or more electric motors, thereby delivering torque to the vehicle's drivetrain, either alone or in conjunction with an internal combustion engine. The term "plug-in vehicle" refers to any vehicle, such as a battery-powered electric vehicle or a hybrid vehicle, that can be charged by plugging a charging cable into a 120 VAC or 240 VAC outlet.

[0005] To facilitate charging the high-voltage battery, an onboard charging module (OBCM) can be used. A typical OBCM includes the necessary electronic circuit hardware and control software to convert the single- or three-phase alternating current (AC) from the mains into a direct current (DC) usable by the battery. Some of the electronic circuit hardware requires considerable space and / or significantly increases the vehicle's weight. The shortcomings of existing systems are addressed by one or more aspects of the present invention. SUMMARY

[0006] An electric vehicle is presented which is characterized by the features of claim 1.

[0007] The electric vehicle includes a charging port configured to accept alternating current (AC), a socket configured to supply AC power to one or more external devices, and a direct current (DC) battery selectively coupled to the charging port via a first switch and a second switch. The electric vehicle further includes a bidirectional inverter configured to convert AC power to DC power and DC power to AC power, the bidirectional inverter being selectively coupled to the battery via a third switch, a fourth switch, and a fifth switch.The electric vehicle further comprises an electric motor coupled to the bidirectional inverter and selectively connected to the charging port via a sixth switch; a DC-AC converter selectively connected to the electric motor via a seventh and eighth switch and selectively connected to the socket via a ninth, tenth, and eleventh switch; and a DC-DC converter coupled to the DC-AC converter and selectively connected to the battery via a twelfth and thirteenth switch. The charging port is selectively connected to the bidirectional inverter, the electric motor, or the DC-AC converter via a fourteenth switch.The electric vehicle further includes a processor configured to control the operation of the first switch, second switch, third switch, fourth switch, fifth switch, sixth switch, seventh switch, eighth switch, ninth switch, tenth switch, eleventh switch, twelfth switch, thirteenth switch and fourteenth switch based on an operating mode of the electric vehicle.

[0008] The electric vehicle may include one or more of the following optional features. For example, one or more fuses may be located adjacent to the positive and negative terminals of the battery.

[0009] According to at least one aspect, during a vehicle-to-vehicle DC step-up mode of the electric vehicle, the processor causes the first switch, the second switch, the third switch, the seventh switch, the ninth switch, the tenth switch, the eleventh switch, the twelfth switch and the thirteenth switch to be in an open position and the fourth switch, the fifth switch, the sixth switch and the fourteenth switch to be in a closed position.

[0010] According to another aspect, during a vehicle-to-vehicle deep reset mode of the electric vehicle, the processor causes the first switch, the second switch, the third switch, the fourth switch, the fifth switch, the ninth switch, the tenth switch and the eleventh switch to be in an open position, and the sixth switch, the seventh switch, the eighth switch, the twelfth switch, the thirteenth switch and the fourteenth switch to be in a closed position.

[0011] According to at least one example, during a vehicle-to-load inverter module mode of the electric vehicle, the processor causes the first switch, the second switch, the third switch, the fourth switch, the fifth switch, the sixth switch, the seventh switch, the eighth switch and the fourteenth switch to be in an open position and the ninth switch, the tenth switch, the eleventh switch, the twelfth switch and the thirteenth switch to be in a closed position.

[0012] According to another example, during a vehicle-to-grid mode of the electric vehicle, the processor causes the first switch, the second switch, the third switch, the fourth switch, the fifth switch, the ninth switch, the tenth switch and the eleventh switch to be in an open position, and the sixth switch, the seventh switch, the eighth switch, the twelfth switch, the thirteenth switch and the fourteenth switch to be in a closed position.

[0013] According to at least one aspect, during a vehicle-to-home mode of the electric vehicle, the processor causes the first switch, the second switch, the third switch, the fourth switch, the fifth switch, the ninth switch, the tenth switch and the eleventh switch to be in an open position and the sixth switch, the seventh switch, the eighth switch, the twelfth switch, the thirteenth switch and the fourteenth switch to be in a closed position.

[0014] According to another aspect, during an AC charging mode of the electric vehicle, the processor causes the third switch, the fourth switch, the fifth switch, the ninth switch, the tenth switch, the eleventh switch, the first switch and the second switch to be in an open position, and the twelfth switch, the thirteenth switch, the fourteenth switch, the sixth switch, the seventh switch and the eighth switch to be in a closed position.

[0015] According to at least one example, during a drive mode of the electric vehicle, the processor causes the first switch, the second switch, the sixth switch, the seventh switch, the eighth switch, the ninth switch, the tenth switch, the eleventh switch, the twelfth switch, the thirteenth switch and the fourteenth switch to be in an open position, and first the third switch and the fifth switch are closed to precharge a converter capacitor, and then the third switch is opened and the fourth switch is closed.

[0016] According to another example, during a DC fast charging mode of the electric vehicle, the processor causes the third switch, the fourth switch, the fifth switch, the sixth switch, the seventh switch, the eighth switch, the ninth switch, the tenth switch, the eleventh switch, the twelfth switch, the thirteenth switch and the fourteenth switch to be in an open position, and the first switch and the second switch to be in a closed position.

[0017] Furthermore, an onboard charging system for an electric vehicle is described, comprising a charging port configured to accept alternating current (AC), a socket configured to supply AC power to one or more external devices, and a direct current (DC) battery selectively coupled to the charging port via a first switch and a second switch. The onboard charging system further comprises a bidirectional inverter configured to convert AC power to DC power and vice versa, the bidirectional inverter being selectively coupled to the battery via a third switch, a fourth switch, and a fifth switch, and an electric motor coupled to the bidirectional inverter and selectively coupled to the charging port via a sixth switch.The onboard charging system further comprises a DC-AC converter, selectively coupled to the electric motor via a seventh and eighth switch, and selectively coupled to the socket via a ninth, tenth, and eleventh switch; and a DC-DC converter, coupled to the DC-AC converter and selectively coupled to the battery via a twelfth and thirteenth switch. The charging port is selectively coupled to the battery via the thirteenth switch.

[0018] The onboard charging system may include one or more of the following optional features. For example, a positive terminal of the charging port is selectively coupled to a stator winding of the electric motor between the bidirectional inverter and the electric motor via the sixth switch, and a negative terminal of the charging port is selectively coupled to half-bridge switches via a fourteenth switch.

[0019] According to at least one aspect, a positive connection of the charging port is selectively coupled to a stator winding of the electric motor between the bidirectional converter and the electric motor via the sixth switch, and a negative connection of the charging port is selectively coupled between capacitors of the bidirectional converter via a fourteenth switch.

[0020] According to at least one example, a positive terminal of the charging port is selectively coupled via the sixth switch to three sub-switches, each of which is selectively coupled to separate stator windings of the electric motor. The onboard charging system may further include a processor configured to monitor stator winding temperatures and selectively control the three sub-switches to prevent any of the stator windings from exceeding a threshold temperature.

[0021] According to another example, a positive terminal of the charging port is selectively coupled to a neutral point of the stator windings of the electric motor via the sixth switch, and a negative terminal of the charging port is selectively coupled via a fourteenth switch to insulated gate bipolar transistors connected in parallel with the bidirectional inverter, the DC-AC converter and the DC-DC converter.

[0022] According to at least one aspect, a positive connection of the charging port is selectively coupled to a neutral point of the stator windings of the electric motor via the sixth switch, and a negative connection of the charging port is selectively coupled between capacitors of the bidirectional converter via a fourteenth switch.

[0023] According to another aspect, one or more fuses can be arranged next to a positive and a negative terminal of the battery.

[0024] In at least one example, one or more pre-charge resistors are arranged between the third switch and the bidirectional converter.

[0025] According to another example, the onboard charging system may further include a battery disconnect unit configured to be controlled by a processor, and may include one or more switches, one or more resistors, and one or more fuses. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The drawings described herein serve only to illustrate selected configurations. Fig. Figure 1 is a perspective view of a vehicle with an on-board charging system according to the basic ideas of the present invention; Fig. Figure 2 is a schematic representation of an on-board charging system according to the basic ideas of the present invention; Fig. 3A is a schematic circuit diagram of an on-board charging system of the vehicle from Fig. 1 according to the basic ideas of the present invention; Fig. 3B is a schematic circuit diagram of an on-board charging system of the vehicle from Fig. 1 according to the basic ideas of the present invention; Fig. 3C is a schematic circuit diagram of an on-board charging system of the vehicle from Fig. 1 according to the basic ideas of the present invention; Fig. 3D is a schematic circuit diagram of an on-board charging system of the vehicle from Fig. 1 according to the basic ideas of the present invention; Fig. 3E is a schematic circuit diagram of an on-board charging system of the vehicle from Fig. 1 according to the basic ideas of the present invention; and Fig. 3F is a schematic circuit diagram of an on-board charging system of the vehicle from Fig. 1 according to the basic ideas of the present invention.

[0027] Corresponding reference symbols identify corresponding parts in the drawings. DETAILED DESCRIPTION

[0028] With reference to Fig. Figure 1 provides a schematic representation of a vehicle 10 for use in conjunction with one or more of the basic concepts of the present invention. The vehicle 10 comprises an on-board charging system 100 with a processor 102, a charging port 104, a socket 106, a battery 108, and an electric motor 110. In at least one configuration, the vehicle 10 is a hybrid vehicle that uses an internal combustion engine and an electric motor. In another configuration, the vehicle 10 is an electric vehicle that uses only electric motors. The vehicle 10 can be configured to be connected via the charging port 104 to a single-phase or three-phase alternating current (AC) power source to charge the battery 108. The electric motor 110 can be configured to draw power from the battery 108 to provide motive power for the vehicle 10.In at least one configuration, the battery 108 can be configured to supply direct current (DC) power to an inverter that converts the DC power into three-phase AC power. The three-phase AC power is supplied to the electric motor 110 for driving the vehicle 10.

[0029] With reference to Fig. Figure 2 is an example of an onboard charging system 200 according to aspects of the present invention. As shown, the onboard charging system 200 comprises a processor 202, a charging port 204, a socket 206, a battery 208, an electric motor 210, a DC-AC converter 212, a DC-DC converter 214, a bidirectional inverter 216, and one or more switches S1-S1. n .

[0030] The charging port 204 can be configured to receive single-phase AC power, three-phase AC power, or DC power (e.g., DC fast charging) from a charging source. In one configuration, the single-phase AC power has a voltage between 85 and 270 volts. In another configuration, the three-phase AC power and / or the DC for fast charging has a voltage between 300 and 900 volts. In one configuration, the charging port 204 includes one or more sensors (not shown) configured to detect that a charging source has been connected to the charging port 204. In one configuration, the sensors communicate with the processor 202. As discussed below in one or more configurations, a positive terminal of the charging port 204 can be connected via a fourteenth switch S. 14The charging port 204 can be selectively connected to the bidirectional inverter 216, the electric motor 210 and / or the DC-AC converter 212. Additionally, the charging port 204 can be selectively connected to the battery 208 via a first switch S1 and a second switch S2.

[0031] Socket 206 is controlled via a ninth switch S9, a tenth switch S 10 and an eleventh switch S 11 The DC-AC converter 212 is selectively coupled. The socket 206 can be configured to provide split-phase AC power to one or more mobile devices while the vehicle is in motion and at rest. In one configuration, the split-phase AC power has a voltage between 120 and 270 volts. The DC-AC converter 212 can also be selectively coupled to the electric motor 210 via a seventh switch S7 and an eighth switch S8.

[0032] The 208 battery can be a direct current (DC) battery with a high voltage and capacity exceeding approximately 300 volts. In one configuration, the battery is a lithium-ion battery. The 208 battery can comprise one or more NCM (lithium nickel manganese cobalt oxide) battery cells, one or more LFP (lithium iron phosphate) battery cells, and other cell types.

[0033] The bidirectional inverter 216 is configured to convert AC power to DC power and DC power to AC power. The bidirectional inverter 216 is selectively coupled to the DC battery 208 via a third switch S3, a fourth switch S4, and a fifth switch Ss. The term "bidirectional" means that the bidirectional inverter 216 can operate in both directions, allowing current to flow into and out of the battery 208.

[0034] In AC-DC mode, or rectification mode, the bidirectional inverter 216 converts the AC power of the electric motor 210 into DC power. The AC input from the electric motor 210 is connected to the bidirectional inverter 216, which in turn is connected to the DC-AC converter 212 and the DC-DC converter 214. The isolated DC-DC converter 214 is connected via a twelfth switch S. 12 and a thirteenth switch S 13 connected to battery 208. A rectifier of the bidirectional inverter 216 converts the AC input to DC using power electronic switches (e.g., insulated-gate bipolar transistors or IGBTs).

[0035] In DC-AC mode, or inversion mode, the bidirectional inverter 216 converts DC power from the battery 208 into AC power. The DC output from the battery 208 is connected to the bidirectional inverter 216 via the fifth switch Ss. The inverter of the bidirectional inverter 216 converts the DC input to AC using power electronic switches (e.g., insulated control transistors (IGBTs), wideband gap switches, or the like). For example, the bidirectional inverter 216 can use pulse-width modulation (PWM) techniques to convert the DC power into a high-frequency AC waveform. In some configurations, the bidirectional inverter 216 includes a control circuit that regulates the AC output voltage and frequency according to the requirements of the electric motor 210.

[0036] The onboard charging system 200 can utilize one or more electric motors 210 to provide drive power to the electric vehicle 10 and, for example, to charge the battery 208. In one configuration, the electric motor 210 is selectively coupled to the charging port 204 via a sixth switch S6. In some configurations, AC power can be supplied to the stator windings of the electric motor 210 or to a neutral point of the stator windings of the electric motor 210. The stator winding can act as an inductor for the supplied AC power.

[0037] The processor 202 controls the operation (i.e., the opening and / or closing) of the switches of the on-board charging system 200 (i.e., it opens and closes the switches depending on the operating mode of the vehicle 10). Several operating modes of the on-board charging system 200 are described below.

[0038] In a vehicle-to-vehicle (V2V) DC boost mode of the electric vehicle 10, the processor 202 first closes the third switch S3 and the fifth switch S5 to precharge a capacitor of the inverter 216, then opens the third switch S3 and closes the fourth switch S4, the fourteenth switch S 14 and the sixth switch S6, so that DC power can flow from the charging port 204 through the electric motor 210 and the bidirectional inverter 216, which provides DC power to the battery 208.

[0039] In a vehicle-to-vehicle (V2V) deep reset mode of the electric vehicle 10, the processor 202 closes the twelfth switch S 12 , the thirteenth switch S 13 , the fourteenth switch S 14The sixth switch S6, the seventh switch S7, and the eighth switch S8 are opened, allowing DC power from the charging port 204 to flow through the electric motor 210 and the bidirectional inverter 216. At this point, the DC-DC converter 214 can convert the DC power to a voltage level compatible with the battery 208 and then charge the battery 208.

[0040] According to one aspect, the processor 202 closes the twelfth switch S in a vehicle-to-load inverter module (V2Lim) mode of the electric vehicle 10. 12 , the thirteenth switch S 13 , the ninth switch S9, the tenth switch S 10 and the eleventh switch S 11 , so that DC power can flow from the DC-DC converter 214 to the DC-AC converter 212, so that AC power is provided to the socket 206.

[0041] According to another aspect, in a vehicle-to-load inverter module (V2Lim) mode, during the propulsion of the electric vehicle 10, the processor 202 closes the fourth switch S4, the fifth switch S5, the twelfth switch S 12 , the thirteenth switch S 13 , the ninth switch S9, the tenth switch S 10 and the eleventh switch S 11 This allows DC power to flow from battery 208 to inverter 216 and motor 210 to provide drive power. Additionally, DC power flows from DC-DC converter 214 to DC-AC converter 212, supplying AC power to socket 206.

[0042] According to another aspect, in a vehicle-to-load inverter module (V2Lim) mode, during charging of the electric vehicle 10, the processor 202 closes the sixth switch S6, the seventh switch S7, the eighth switch S8, the ninth switch S9, the tenth switch S 10 , the eleventh switch S 11, the twelfth switch S 12 , the thirteenth switch S 13 and the fourteenth switch S 14 This allows AC power to flow from the charging port to the inverter 216 and the motor 210. The inverter 216 can operate in rectifier mode, while the stator windings of the motor 210 act as an inductor to convert AC power to DC power. The DC-DC converter 214 can then convert the DC power to a voltage level compatible with the battery 208 for charging. Additionally, DC power can flow from the motor 208 and the inverter 216, and from the DC-AC converter 212 to the socket 206, thus supplying AC power to the socket 206.

[0043] In a vehicle-to-grid (V2G) mode or a vehicle-to-home (V2H) mode of the electric vehicle 10, the processor 202 switches the twelfth switch S 12 , the thirteenth switch S 13 , the fourteenth switch S 14, the sixth switch S6, the seventh switch S7 and the eighth switch S8, so that DC power can flow from the battery 208 to the DC-DC converter 214 via the DC-AC converter 212 to the electric motor 210 and to the inverter 216, where DC power is converted into AC power and output to the power grid or a household via the charging port 204.

[0044] In an AC charging mode of the electric vehicle 10, the processor 202 closes the twelfth switch S. 12 , the thirteenth switch S 13 , the fourteenth switch S 14The sixth switch S6, the seventh switch S7, and the eighth switch S8 are opened, allowing AC power to flow from the charging port 204 to the electric motor 210 and the inverter 216. The inverter 216 can operate in rectifier mode, while the stator winding of the motor 210 can act as an inductor to convert AC power to DC power. At this point, the DC-DC converter 214 can convert the DC power to a voltage level compatible with the battery 208 for charging the battery 208.

[0045] In a drive mode of the electric vehicle 10, the processor 202 first closes the third switch S3 and the fifth switch S5 to pre-charge a capacitor of the inverter 216. Then the processor 202 can open the third switch S3 and close the fourth switch S4 so that DC power from the battery 208 can flow through the bidirectional inverter 216, thus providing AC power to the electric motor 210.

[0046] In a normal DC fast charging (DCFC) mode of the vehicle 10, the processor 202 closes the first switch S1 and the second switch S2, so that direct current can flow from the charging port 204 to the battery 208.

[0047] In some configurations, more than one mode can be used simultaneously. For example, the 202 processor can use the twelfth switch S. 12 , the thirteenth switch S 13 , the ninth switch S9, the tenth switch S 10 , the eleventh switch S 11 , close the first switch S1 and the second switch S2 so that a normal DCFC and a vehicle-to-load inverter module mode can be used simultaneously. In other words, a passenger can use socket 206 to charge a personal device (e.g., a mobile phone or a computer) while the vehicle's battery 208 is being charged.

[0048] Fig. 3A, Fig. 3B, Fig. 3C, Fig. 3D, Fig. 3E and Fig. Figures 3F each show circuit diagrams of example configurations of an on-board charging system 300, 300A-300F according to the basic principles of the present invention. The on-board charging system 300 comprises a charging port 304, a socket 306, a battery 308, an electric motor 310, a DC-DC converter 312, a DC-AC converter 314, a bidirectional inverter 316, one or more pre-charge resistors 318, one or more fuses 320, and switches S1-S. n and capacitors C1-C n The onboard charging system 300 can also include a battery disconnect unit 322, which includes switches S1-S5, S 12 and S 13 , comprising one or more resistors 318 and one or more fuses.

[0049] In a configuration such as in Fig. As shown in Figure 3A, a positive terminal of the charging port 304 of the on-board charging system 300A is selectively coupled via a sixth switch S6 to a stator winding 311 of the electric motor 310 between the bidirectional inverter 316 and the electric motor 310. A negative terminal of the charging port 304 of the on-board charging system 100 is selectively coupled to half-bridge switches 324 (i.e., IGBTs), which are connected via a fourteenth switch S 14 The bidirectional inverter 316, the DC-AC converter 314, and the DC-DC converter 312 are connected in parallel. Furthermore, the positive terminal of the charging port 304 is selectively connected to the battery via a first switch S1, and the negative terminal is selectively connected to the battery via a second switch S2.

[0050] In a configuration such as in Fig. As shown in Figure 3B, a positive terminal of the charging port 304 of the on-board charging system 300B is selectively coupled via a sixth switch S6 between one of the stator windings 311 of the electric motor 310 and the bidirectional inverter 316. In this configuration, the capacitor of the bidirectional inverter 316 is divided into two capacitors C1 and C5, and a negative terminal of the charging port 304 of the on-board charging system 300B is selectively connected via a fourteenth switch S6. 14 The positive terminal of the charging port 304 is selectively connected to the battery 308 via a first switch S1, and the negative terminal is selectively connected to the battery 308 via a second switch S2.

[0051] In some cases, the configuration of Fig. 3B causes one of the stator windings 311 of the electric motor 310, which is connected to the positive terminal of the charging port 304, to become hot, which can negatively affect the charging power and / or the power of the electric motor 310. Accordingly, in another configuration, as shown in Fig. Figure 3C shows a positive connection of the charging port 304 of the on-board charging system 300C via a sixth switch S6 selectively to three separate sub-switches S 6a , S 6b , S 6c coupled, which are selectively coupled between the stator windings 311 of the electric motor 310 and the bidirectional converter 316. In this configuration, the three sub-switches S 6a , S 6b , S 6c actively controlled by a processor (not shown), so that only one of the three sub-switches S is active at any given time 6a , S 6b , S 6cis closed. The processor (not shown) is configured to monitor the temperatures of the stator windings 311 of the electric motor 310 and the three subswitches S 6a , S 6b , S 6c to selectively control in order to prevent one of the stator windings 311 of the electric motor 310 from exceeding a threshold temperature. In this configuration, the capacitor of the bidirectional inverter 316 is split into two capacitors C1 and C5, and a negative terminal of the charging port 304 of the on-board charging system 300C is selectively coupled between the two capacitors C1 and C5 of the bidirectional inverter 316. Furthermore, the positive terminal of the charging port 304 is selectively coupled to the battery 308 via a first switch S1, and the negative terminal is selectively coupled to the battery 308 via a second switch S2.

[0052] In a configuration such as in Fig. As shown in 3D, a positive terminal of the charging port 304 of the on-board charging system 300D is selectively coupled to a neutral point of the stator windings 311 of the electric motor 310 via a sixth switch S6. A negative terminal of the charging port 304 of the on-board charging system 300D is selectively coupled to IGBTs, which are connected via a fourteenth switch S 14 The bidirectional inverter 316, the DC-AC converter 314, and the DC-DC converter 312 are connected in parallel. Furthermore, the positive terminal of the charging port 304 is selectively connected to the battery 308 via a first switch S1, and the negative terminal is selectively connected to the battery 308 via a second switch S2.

[0053] In a configuration such as in Fig. As shown in Figure 3E, a positive terminal of the charging port 304 of the on-board charging system 300E is selectively coupled to a neutral point of the stator windings 311 of the electric motor 310 via a sixth switch S6. In this configuration, the capacitor of the bidirectional inverter 316 is split into two capacitors C1 and C5, and a negative terminal of the charging port 304 is selectively connected via a fourteenth switch S 14 The positive terminal of the charging port 304 is selectively connected to the battery 308 via a first switch S1, and the negative terminal is selectively connected to the battery 308 via a second switch S2.

[0054] In a configuration such as in Fig. As shown in Figure 3F, the charging port 304 of the on-board charging system 300F can be configured for three-phase alternating current and is controlled by three switches S 6e , S6d , S 6f between the electric motor 310 and relay switch (i.e. a fifteenth switch S) 15 and a sixteenth switch S 16 ) selectively coupled to the stator windings 311 of the electric motor 310. In addition, the positive terminal of the charging port 304 is selectively coupled to the battery 308 via a first switch S1 and the negative terminal is selectively coupled to the battery 308 via a second switch S2.

[0055] In some configurations, one or more fuses 320 are located adjacent to the terminals of battery 308 and are configured to prevent damage to battery 308 by preventing current flow into or out of battery 308 that exceeds a threshold. In one configuration, one or more pre-charge resistors 318 are located between one of the switches, such as the third switch S3, and the bidirectional inverter 316. The pre-charge resistors 318 can be configured to slowly charge the capacitors C1 and / or C5 of the bidirectional inverter 316 before the bidirectional inverter 316 is switched on, thus preventing a large current flow into the bidirectional inverter 316.

[0056] The different configurations of the in Fig. 3A, Fig. 3B, Fig. 3C, Fig. 3D, Fig. 3E and Fig.The onboard charging systems 300, 300A-300F shown in Figure 3F are provided as examples of onboard charging systems. A person with average knowledge of the subject matter can and will recognize that other configurations of the onboard charging systems 300 are possible according to the basic principles of the present invention.

Claims

[1] Electric vehicle (10), comprising: a charging port (304) configured to accept alternating current (AC) power; a power outlet (306) configured to provide AC power to one or more external devices; a direct current (DC) battery (208) which is selectively coupled to the charging port (304) via a first switch (S1) and a second switch (S2); a bidirectional inverter (316) configured to convert AC power to DC power and DC power to AC power, wherein the bidirectional inverter (316) is selectively coupled to the battery (208) via a third switch (S3), a fourth switch (S4) and a fifth switch (S5); an electric motor (310) which is coupled to the bidirectional converter (316) and is selectively coupled to the charging port (304) via a sixth switch (S6); a DC-AC converter (314) which is selectively connected to the electric motor (310) via a seventh switch (S7) and an eighth switch (S8) and via a ninth switch (S9), a tenth switch (S 10 ) and an eleventh switch (S 11 ) is selectively coupled to the socket (306); a DC-DC converter (312) coupled to the DC-AC converter (314) and via a twelfth switch (S 12 ) and a thirteenth switch (S 13 ) is selectively coupled to the battery (208); the charging port (304) via a fourteenth switch (S 14 ) is selectively coupled to the bidirectional inverter (316), the electric motor (310) or the DC-AC converter (314); and a processor (202) configured to operate the first switch (S1), the second switch (S2), the third switch (S3), the fourth switch (S4), the fifth switch (S5), the sixth switch (S6), the seventh switch (S7), the eighth switch (S e ), the ninth switch (S9), the tenth switch (S 10 ), of the eleventh switch (S 11 ), of the twelfth switch (S 12 ), of the thirteenth switch (S 13 ) and the fourteenth (p 14 ) control the switch based on an operating mode of the electric vehicle (10). [2] Electric vehicle (10) according to claim 1, wherein one or more fuses (320) are arranged adjacent to a positive and a negative terminal of the battery (208). [3] Electric vehicle (10) according to claim 2, wherein the processor (202) causes the first switch (S1), the second switch (S2), the third switch (S3), the seventh switch (S7), the ninth switch (S9), the tenth switch (S) to activate during a vehicle-to-vehicle DC boost mode of the electric vehicle (10). 10 ), the eleventh switch (S 11 ), the twelfth switch (S 12 ) and the thirteenth switch (S 13 ) are in an open position and the fourth switch (S4), the fifth switch (S5), the sixth switch (S6) and the fourteenth switch (S 14 ) are in a closed position. [4] Electric vehicle (10) according to claim 2, wherein the processor (202) causes the first switch (S1), the second switch (S2), the third switch (S3), the fourth switch (S4), the fifth switch (S5), the ninth switch (S9), the tenth switch (S) to be activated during a vehicle-to-vehicle deep reset mode of the electric vehicle (10). 10 ) and the eleventh switch (S 11 ) are in an open position and the sixth switch (S6), the seventh switch (S7), the eighth switch (S8), the twelfth switch (S 12 ), the thirteenth switch (S 13 ) and the fourteenth switch (S 14 ) are in a closed position when the electric vehicle (10) is in a vehicle-to-vehicle deep reset mode, a vehicle-to-grid mode, a vehicle-to-home mode or an AC charging mode. [5] Electric vehicle (10) according to claim 2, wherein the processor (202) causes the first switch (S1), the second switch (S2), the third switch (S3), the fourth switch (S4), the fifth switch (S5), the sixth switch (S) to open during a vehicle-to-load inverter module mode of the electric vehicle (10). e ), the seventh switch (S7), the eighth switch (S8) and the fourteenth switch (S 14 ) are in an open position and the ninth switch (S9), the tenth switch (S 10 ), the eleventh switch (S 11 ), the twelfth switch (S 12 ) and the thirteenth switch (S 13 ) are in a closed position. [6] Electric vehicle (10) according to claim 2, wherein the processor (202) causes the first switch (S1), the second switch (S2), the sixth switch (S) to be activated during a drive mode of the electric vehicle (10). e), the seventh switch (S7), the eighth switch (S8), the ninth switch (S9), the tenth switch (S 10 ), the eleventh switch (S 11 ), the twelfth switch (S 12 ), the thirteenth switch (S 13 ) and the fourteenth switch (S 14 ) are in an open position and the third switch (S3) and the fifth switch (S5) are closed to precharge a converter capacitor, and then the third switch (S3) is opened and the fourth switch (S4) is closed. [7] Electric vehicle (10) according to claim 2, wherein the processor (202) causes the third switch (S3), the fourth switch (S4), the fifth switch (S5), the sixth switch (S) to open during a DC fast charging mode of the electric vehicle (10). e ), the seventh switch (S7), the eighth switch (S8), the ninth switch (S9), the tenth switch (S 10 ), the eleventh switch (S 11 ), the twelfth switch (S 12), the thirteenth switch (S 13 ) and the fourteenth switch (S 14 ) are in an open position and the first switch (S1) and the second switch (S2) are in a closed position.

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