Inverter system controller power optimization

Abstract

The present disclosure relates to inverter system controller power optimization. An inverter for a vehicle includes a power controller and a gate drive board (GDB), the power controller and the gate drive board being electrically connected in series. The power controller includes logic circuitry configured to: in response to the presence of an ignition signal, allow low-voltage power to flow through the power controller to the GDB to activate the GDB; and in response to the presence of a wake-up signal but the absence of an ignition signal, prevent low-voltage power from flowing through the power controller to the GDB.

Description

Technical Field

[0001] The present disclosure relates to systems and methods for optimizing power consumption of an inverter system controller (ISC). Background Art

[0002] High-voltage batteries in electrified vehicles can be recharged using alternating current (AC) or DC charging. The vehicle can be connected to the AC grid and can receive electrical energy through Level 1 AC charging or Level 2 AC charging using a 120-volt (V) or 240-volt connection, respectively. Connection to a charging station with DC charging capability can allow the high-voltage battery to be recharged at various current rates, such as Level 1 DC charging at 200 to 450 V / 80 amperes (A), Level 2 DC charging at 200 to 450 V / 200 A, and Level 3 DC charging at 200 to 450 V / 400 A. In some cases, a DC charging session can transfer the same amount of energy faster than an AC charging session. Summary of the Invention

[0003] An inverter for a vehicle includes a power controller and a gate drive board (GDB), which are electrically connected in series. The power controller includes a logic circuit, which is configured to: allow low-voltage power to flow through the power controller to the GDB to start the GDB in response to the presence of an ignition signal; and prevent low-voltage power from flowing through the power controller to the GDB in response to the presence of a wake-up signal but the absence of an ignition signal.

[0004] According to one embodiment of the present invention, the wake-up signal is generated from the hybrid control unit of the power controller in response to detecting that the vehicle battery temperature is greater than a first threshold or less than a second threshold.

[0005] A method includes: in response to the presence of an ignition signal, allowing low-voltage power to flow through a power controller of an inverter to a gate drive board (GDB) and a resolver-to-digital converter through the power controller to start the GDB and the resolver-to-digital converter, wherein each of the GDB and the resolver-to-digital converter is electrically connected in series with the power controller; and in response to the presence of a wake-up signal but the absence of an ignition signal, preventing low-voltage power from flowing through the power controller to the GDB and the resolver-to-digital converter.

[0006] According to one embodiment of the present invention, the wake-up signal is generated from the hybrid control unit of the power controller in response to detecting that the vehicle battery temperature is greater than a first threshold or less than a second threshold.

[0007] A system for a vehicle includes an inverter, the inverter including a gate drive board (GDB) and a power controller, the power controller including a logic circuit configured to: in response to detecting an ignition signal, allow low-voltage power to flow to the GDB to start the GDB; and in response to receiving a wake-up signal but not receiving an ignition signal, prevent the low-voltage power from flowing to the GDB and allow the flow of low-voltage power to energize a coil of a contactor, thereby closing the contactor. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 is a block diagram of a plug-in hybrid electric vehicle (PHEV) showing a typical powertrain and energy storage components;

[0009] Figure 2A is a block diagram illustrating an example energy transfer system arrangement;

[0010] Figure 2B is a schematic diagram showing a contactor;

[0011] Figure 3 is a block diagram illustrating an example power circuit arrangement for an inverter system controller;

[0012] Figure 4 is a block diagram illustrating an inverter system controller including logic circuits;

[0013] Figure 5 is a schematic diagram illustrating an example high-side switch arrangement;

[0014] Figure 6 is a flow chart illustrating an algorithm for controlling power flow to at least one component of an inverter system controller. DETAILED DESCRIPTION

[0015] Embodiments of the present disclosure are described herein. However, it will be understood that the disclosed embodiments are merely examples, and that other embodiments may take various and alternative forms. The drawings are not necessarily drawn to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, the specific structural and functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for teaching those skilled in the art to utilize the present invention in various ways. As will be understood by those of ordinary skill in the art, the various features shown and described with reference to any one of the figures may be combined with features shown in one or more other figures to produce embodiments that are not explicitly shown or described. The combinations of features shown provide representative embodiments for typical applications. However, various combinations and variations of features consistent with the teachings of the present disclosure may be desired for specific applications or implementations.

[0016] Creating a separate power path for each vehicle electrical component can be impractical and can result in delays in reaching a fully powered state and increased wiring complexity. Consequently, vehicle designs may require multiple vehicle components to share a power connector, so that providing power to the connector causes all components sharing the connector to activate simultaneously. On the other hand, a shared power connector can hinder the ability to selectively activate only one connected component without also causing other connected components to receive power via the same connector. Powering unused components can lead to inefficient power consumption and premature component degradation.

[0017] As an example, hybrid and electric vehicles may be equipped with one or more climate control components (such as, but not limited to, a positive temperature coefficient (PTC) heater, an electric air conditioning (A / C) unit, etc.). In some cases, the components may operate automatically or upon receipt of a predefined signal from another vehicle controller to adjust and maintain the vehicle cabin temperature according to user settings and / or provide temperature control functionality for the traction battery. Climate control adjustments may be required when the vehicle ignition is on (e.g., to increase cabin comfort while the vehicle is operating) or when the vehicle ignition is off (e.g., to optimize charging of the traction battery and / or precondition the cabin according to user settings before the ignition is turned on).

[0018] The electrical connector that provides power to enable the PTC heater and / or electric A / C can also provide power to other high-voltage components, such that providing power to enable the heater or A / C can cause the other high-voltage components to also receive power and turn on accordingly. As an example, the same high-voltage bus that provides power to enable the PTC heater and electric A / C can also provide power to a power inverter subsystem that is configured to transfer and condition energy between a motor / generator and a traction battery in a hybrid or electric vehicle. The logic switch can be configured to disable power flow to the inverter subsystem in response to detecting that the heater or A / C function is being requested without powering the inverter subsystem (e.g., the vehicle ignition is in the off state). The logic switch can also be configured to enable power flow to the inverter subsystem in response to detecting an ignition-on signal. The logic switch may be further configured to enable power flow via the connector to start the inverter subsystem in response to receiving an ignition key-on signal when the heater or A / C is already being used to precondition the cabin or to heat or cool the traction battery during traction battery charging.

[0019] Figure 1A typical plug-in hybrid electric vehicle (PHEV) system 10 is depicted. A plug-in hybrid electric vehicle 12 (hereinafter referred to as vehicle 12) may include at least one traction battery 14 configured to receive charge via a charging session at a charging station (not shown) connected to an electrical grid (not shown). For example, vehicle 12 may cooperate with electric vehicle supply equipment (EVSE) 16 at the charging station to coordinate the transfer of charge from the electrical grid to traction battery 14. The electrical grid may include devices that utilize renewable energy sources (such as photovoltaic (PV) solar panels or wind turbines) (not shown).

[0020] The EVSE 16 may include circuitry and controls to regulate and manage energy transfer between the power grid and the vehicle 12. As one example, the EVSE 16 may include a charging connector (not shown) having multiple pins configured to mate with corresponding recesses in a charging port (not shown) of the vehicle 12. In some cases, the charging port may also be incorporated as part of the charging controller 38 and may define any type of port configured to transfer power from the EVSE 16 to the vehicle 12. The charging controller 38 of the vehicle 12, for example, in communication with the EVSE 16 via the charging port, may control the flow of charge between the EVSE 16 and the traction battery 14. Similarly, the EVSE 16 may include a control module (not shown) that conditions the power provided by the EVSE 16 to provide the voltage and current levels requested by the battery charger controller 38 to the vehicle 12, for example.

[0021] The EVSE 16 can be designed to provide single-phase or three-phase alternating current (AC) or direct current (DC) charging to the vehicle 12. The charging connectors and charging protocols of an AC-capable EVSE, a DC-capable EVSE, and an AC / DC-capable EVSE can differ. The EVSE 16 can also be configured to provide different levels of AC and DC charging (including, but not limited to, Level 1 AC charging at 120 volts (V), Level 2 AC charging at 240 V, Level 1 DC charging at 200 to 450 V and 80 amperes (A), Level 2 DC charging at 200 to 450 V and up to 200 A, Level 3 DC charging at 200 to 450 V and up to 400 A, etc.). Given the voltage and current specifications of a particular charging system, the time required to receive a given amount of charge can vary from several hours to several minutes.

[0022] In one example, both the EVSE 16 and the charging port of the vehicle 12 can be configured to comply with industry standards related to electrified vehicle charging (such as, but not limited to, J1772, J1773, and J2954 of the Society of Automotive Engineers (SAE), 15118-1, 15118-2, and 15118-3 of the International Organization for Standardization (ISO), and German DIN Specification 70121). In one example, the recess of the charging port of the charge controller 38 can include a plurality of terminals (such as, terminals designated for Level 1 AC power exchange and Level 2 AC power exchange, terminals designated for ground, terminals designated for control signals transmitted between the EVSE 16 and the vehicle 12, and terminals designated for DC charging (such as, but not limited to, Level 1 DC charging, Level 2 DC charging, or Level 3 DC charging).

[0023] By way of example, at least one terminal may be used to conduct a control pilot signal and / or conduct a proximity detection signal. The proximity signal may be a signal indicating the engagement status between the charging port of the charge controller 38 and the connector of the EVSE 16. The control pilot signal (e.g., a low voltage pulse width modulation (PWM) signal) may be used to control the charging process. As at least with reference to Figure 2A As depicted, energy flow to and from the traction battery 14 may be performed via a bussed electrical center (BEC) 18 and may be managed by a battery controller 40 .

[0024] The vehicle 12 may also include one or more electric machines 20 mechanically connected to a hybrid transmission 22. The electric machines 20 may be configured to operate as motors or generators. Furthermore, the hybrid transmission 22 is mechanically connected to an engine 24. The hybrid transmission 22 is also mechanically connected to a drive shaft 26, which is mechanically connected to wheels 28.

[0025] The electric machine 20 can provide propulsion and retarding capabilities by using energy stored in the traction battery 14 when the engine 24 is on or off. The electric machine 20 can also function as a generator and can provide fuel economy benefits by recovering energy that would normally be lost as heat in the friction braking system. Under certain conditions, the electric machine 20 can also provide reduced pollutant emissions because the vehicle 12 can be operated in electric mode.

[0026] The traction battery 14 typically provides a high voltage direct current (DC) output. The traction battery 14 may be electrically connected to an inverter system controller (ISC) 30. The ISC 30 is electrically connected to the electric machine 20 and provides the ability to transfer energy bidirectionally between the traction battery 14 and the electric machine 20. In motor mode, the ISC 30 may convert the DC output provided by the traction battery 14 into the three-phase alternating current (AC) required for normal operation of the electric machine 20. In regenerative mode, the ISC 30 may convert the three-phase AC output from the electric machine 20, which is acting as a generator, into the DC input required by the traction battery 14. Although Figure 1 A typical plug-in hybrid electric vehicle is depicted, but the description herein is equally applicable to pure electric vehicles. For pure electric vehicles (eg, battery electric vehicles (BEVs)), the hybrid transmission 22 may be a gearbox connected to the electric machine 20, and the engine 24 may not be present.

[0027] In addition to providing propulsion, the traction battery 14 can also provide energy to other vehicle electrical systems. For example, the traction battery 14 can deliver energy to high-voltage loads 32, such as, but not limited to, an air conditioning (A / C) compressor and an electric heater. In another example, the traction battery 14 can provide energy to low-voltage loads 34, such as, but not limited to, a 12V auxiliary battery. In such an example, the vehicle 12 may include a DC / DC converter 36 configured to convert the high-voltage DC output of the traction battery 14 into a low-voltage DC supply compatible with the low-voltage loads 34. The various components discussed may have one or more associated controllers to control and monitor their operation. The controllers may communicate via a serial bus (e.g., a controller area network (CAN)) or via discrete conductors.

[0028] Figure 2A An example contactor arrangement 44 is shown for transferring energy to and from the traction battery 14 of the vehicle 12. A plurality of electrochemical cells (not shown) of the traction battery 14 can be connected to the BEC 18 via a positive terminal 46a and a negative terminal 46b. The cells can have any suitable configuration and can be used to receive and store electrical energy for operation of the vehicle 12. As an example, each cell can provide the same or different nominal voltage levels. As another example, the cells can be arranged in one or more arrays, sections, or modules, which are further connected in series or in parallel. While the traction battery 14 is described as including, for example, electrochemical cells, other types of energy storage device embodiments, such as capacitors, are also contemplated.

[0029] Negative terminal 46b and positive terminal 46a may comprise a conductive material, such as metal, and may have any suitable configuration. In some examples, BEC 18 may include multiple connectors and switches to allow energy to be selectively supplied to and withdrawn from the battery cells via positive terminal 46a and negative terminal 46b.

[0030] The battery controller 40 may be connected to a plurality of sensors (not shown) provided in the traction battery 14 and may be configured to control the flow of energy into and out of the traction battery 14 based on sensor measurements. For example, the battery controller 40 may also be configured to monitor and manage the temperature, state of charge (SOC), and other operating parameters of each battery cell or combination of battery cells under various operating conditions of the vehicle 12. The battery controller 40 may communicate with the ISC 30 and, in response to detecting an operating parameter greater than or less than a predetermined threshold, may be configured to send a signal to the ISC 30 requesting that the ISC 30 provide power to enable one or more high-voltage loads 32 (such as a heater or electric A / C).

[0031] Upon receiving a request, the ISC 30 may be configured to provide power to the BEC 18 to open or close one or more of the plurality of switches. The battery controller 40 may be connected to other vehicle controllers (such as, but not limited to, an engine controller and a transmission controller) (not shown) and may command the ISC 30 to provide power to open or close the plurality of switches in response to predetermined signals from the other vehicle controllers.

[0032] The battery controller 40 may also communicate with the charge controller 38. For example, the charge controller 38 may send a signal indicating a charge session request to the battery controller 40. The battery controller 40 may then command the charge controller 38 to provide power to open or close a plurality of switches, thereby allowing electrical energy to be transferred between the EVSE 16 and the traction battery 14 via a charge session (e.g., a DC fast charge session).

[0033] The BEC 18 may include a positive main contactor 50 electrically connected to the positive terminal 46 a of the traction battery 14 and a negative main contactor 52 electrically connected to the negative terminal 46 b of the traction battery 14. In one example, closing the positive main contactor 50 and the negative main contactor 52 allows electrical energy to flow to and from the battery cells. In such an example, the battery controller 40 may command the ISC 30 to provide power to open or close the main contactors 50 and 52 in response to detecting that the temperature of the traction battery 14 is above or below a predetermined threshold. In another example, the battery controller 40 may command the BEC 18 to open or close the main contactors 50 and 52 in response to receiving a signal from the charge controller 38 indicating a request to initiate or terminate the transfer of electrical energy to and from the traction battery 14.

[0034] The BEC 18 may also include a pre-charge circuit 54 configured to control the energization process of the positive terminal 46a. In one example, the pre-charge circuit 54 may include a pre-charge resistor 56 connected in series with a pre-charge contactor 58. The pre-charge circuit 54 may be electrically connected in parallel with the positive main contactor 50. When the pre-charge contactor 58 is closed, the positive main contactor 50 may be opened and the negative main contactor 52 may be closed, thereby allowing electrical energy to flow through the pre-charge circuit 54 and controlling the energization process of the positive terminal 46a.

[0035] In one example, the battery controller 40 can command the BEC 18 to close the positive main contactor 50 and open the pre-charge contactor 58 in response to detecting that the voltage level between the positive terminal 46a and the negative terminal 46b has reached a predetermined threshold. Electrical energy can then continue to be transferred to and from the traction battery 14 via the positive main contactor 50 and the negative main contactor 52. For example, the BEC 18 can support electrical energy transfer between the traction battery 14 and the ISC 30 during motor mode or generator mode via direct connection to the conductors of the positive main contactor 50 and the negative main contactor 52.

[0036] For example, Figure 2B As shown, each of the contactors 50 and 52 and the pre-charge contactor 54 may define an electromechanical device 51 including an induction coil 53 and a relay 55. In one example, the ISC 30 may be configured to: in response to a corresponding request from the battery controller 40, use a predefined amount of current (e.g., a pickup current I pull_in ) to energize the induction coil 53 so that the relay 55 is closed. In another example, the ISC 30 may also be configured to: in response to a corresponding request from the battery controller 40, de-energize the induction coil 53 (for example, provide a current less than the release current I drop_out In another example, after the relay 55 is closed, the ISC 30 may be configured to provide a predefined amount of current (eg, a holding current I hold ) to keep the relay 55 in the closed position, wherein the current I hold The amplitude can be less than the pickup current I pull_in The amplitude is greater than the release current I drop_out The amplitude of .

[0037] Continue to refer to Figure 2AIn some cases, closing one or more of the contactors 50, 52, and 54 enables power to flow to start high-voltage loads 32 (such as a compressor and an electric heater) via connections to conductors extending between a corresponding one of the contactors 50, 52, and 54 and the ISC 30. In another example, closing one or more of the contactors 50, 52, and 54 may enable energy transfer to and from a low-voltage load 34 (such as a 12V auxiliary battery) via a DC / DC converter 36 connected to electrical conductor lines extending between the ISC 30 and the positive and negative terminals 46a, 46b.

[0038] The DC fast charge BEC (hereinafter referred to as the charge BEC) 48 may include a DC fast charge positive contactor (hereinafter referred to as the charge positive contactor) 60 electrically connected to the positive terminal 46 a and a DC fast charge negative contactor (hereinafter referred to as the charge negative contactor) 62 electrically connected to the negative terminal 46 b of the traction battery 14 . The charge controller 38 may provide power to close the charge negative contactor 62 and close the charge positive contactor 60 in response to a signal indicating a request for a DC fast charge session. For example, the battery controller 40 may command the charge controller 38 to close the negative charge contactor 62 and close the positive charge contactor 60 in response to receiving a signal from the charge controller 38 indicating a request to charge the traction battery 14 . The battery controller 40 may selectively command the charge controller 38 to open the positive charge contactor 60 and open the negative charge contactor 62 in response to receiving a notification indicating that the DC fast charge session is complete.

[0039] For the sake of brevity and clarity, the AC charging connection between the charge controller 38 and the traction battery 14 has been omitted. In one example, the main contactors 50 and 52, combined with the pre-charge circuit 54, can be used to transfer AC energy between the EVSE 16 and the traction battery 14. In another example, the battery controller 40 can be configured to command the opening and closing of one or more AC charging contactors (not shown) in response to receiving a signal from the charge controller 38 indicating a request to initiate AC charging.

[0040] Figure 3An example power circuit arrangement 64 is shown for an ISC 30-A configured to provide low-voltage power to start high-voltage loads 32 while the traction battery 14 is being charged. The power controller 66-A of the ISC 30-A can be configured to selectively close a low-voltage switch 68 to provide low-voltage power, thereby closing at least one of the positive main contactor 50 and the negative main contactor 52 and powering other components (such as, but not limited to, a gate drive board (GDB) 88 of the ISC 30-A, a rotary transformer circuit, etc.). In some cases, the low-voltage switch 68 can be connected to a low-voltage battery 42 (e.g., a 12V auxiliary battery of the vehicle 12).

[0041] As an example, the power controller 66-A may include a power supply circuit 78 configured to provide at least a portion of the energy to power a pair of microprocessors (80 and 82) (hereinafter referred to as the motor control unit 80 and the hybrid control unit 82, respectively). The motor control unit 80 may be configured to control (provide excitation signals to) one or more rotary transformers (not shown) of the vehicle 12, each of which defines, for example, an electromechanical sensor configured to measure precise angular position by operating as a variable coupling transformer in which the amount of magnetic coupling between a primary winding and a plurality of secondary windings varies depending on the position of a rotating element (e.g., a rotor of the motor 20, typically mounted on the shaft of the motor 20). Thus, the rotary transformer may be configured to determine precise shaft rotation.

[0042] The resolver of vehicle 12 may include a primary winding on the rotor of electric machine 20 and two sets of secondary windings on the stator of electric machine 20. As another example, the resolver may define a variable reluctance resolver type and may not include windings on the rotor. Instead, the primary and secondary windings of a variable reluctance resolver may be located entirely on the stator, such that the saliency (exposed poles) of the rotor couples sinusoidal variations in the secondary windings to angular position.

[0043] Accordingly, a resolver may define a transducer or other analog or digital electrical or electromechanical component configured to convert the angular position and / or angular velocity of a rotating shaft into an electrical signal. The resolver may also be configured to output a signal proportional to the sine and / or cosine of the shaft angle. A resolver-to-digital (R2D) converter 90 may be configured to convert the resolver's output signal into a digital output corresponding to the shaft angle and / or velocity, and may provide the generated digital output to the motor control unit 80. In some examples, the power controller 66-A may include one or more resolver excitation and feedback circuits 86 configured to filter and / or amplify the excitation signal sent to the resolver by a corresponding microprocessor, and to gain adjust and / or filter the measurement signal output by the resolver before providing the signal to the motor control unit 80.

[0044] The hybrid control unit 82 of the power controller 66-A can be configured to receive signals from one or more sensors of the vehicle 12, such as at the sensor data collection unit 84. For example, the sensor data collection unit 84 of the power controller 66-A can be configured to receive signals from one or more temperature sensors (not shown) of the traction battery 14. The hybrid control unit 82 can be configured to request low-voltage power flow in response to detecting that cooling or heating of the battery cells may be necessary during charging of the traction battery 14, and can use the power to energize the corresponding inductive coils of the contactors 50, 52, and 58 to close the contactor relays, thereby enabling power to flow to the heater and / or electric A / C. In some examples, the hybrid control unit 82 can be configured to request low-voltage power flow by "waking up" or causing other components of the power controller 66-A to become active.

[0045] To provide low-voltage power (such as that requested by the hybrid control unit 82), the power controller 66-A can be configured to close the switch 68, thereby powering the GDB 88, one or more resolver circuits, and other connected components (even if they are not directly providing or otherwise assisting in climate control of the traction battery 14 during charging). While the heater and / or electric A / C are operating to regulate the temperature of the battery cells, other connected components (such as the GDB 88 and resolver circuits) can continue to receive power and remain in an on (activated) state.

[0046] GDB 88 can be powered using two independent power rails (such as a primary-side regulator (PSR) power rail and a 5V power rail), and can be configured to power (drive) one or more components defining ISC 30-A. GDB 88 can define one or more digital logic circuits and microcontrollers configured to generate switching signals (e.g., output signals of several milliamperes) for turning transistors on and off. Transistors driven directly by weak signals can switch very slowly, resulting in increased power loss. Accordingly, GDB 88 can be connected between the output of the microcontroller and the input of the power transistor and can be configured to prevent the gate capacitor of the transistor from drawing current too quickly during switching, as this could result in excessive current being drawn in the logic circuit or microcontroller, leading to overheating and severe damage or complete destruction of the chip.

[0047] As an example, the GDB 88 can be configured to power a variable voltage converter (VVC) (not shown) that provides bidirectional voltage step-up and step-down for energy transferred between the electric machine 20 and the cells of the traction battery 14. The GDB 88 can also be configured to power an inverter (not shown) that converts DC power to AC power and rectifies the AC power into DC power for transfer between the electric machine 20 and the traction battery 14.

[0048] The power controller 66-A can be configured to power on in response to receiving one of a wake-up signal 70 and an ignition signal 72. The wake-up signal 70 can be a digital waveform having a predefined format or pattern generated by a local signal source (e.g., one or more controllers of the vehicle 12) or a remote source (e.g., a handheld transmitter in communication with the controller of the vehicle 12) in response to one or more predefined conditions. As an example, the wake-up signal 70 can include a request to change the operating mode of the ISC 30 (e.g., from a sleep mode or a reduced power mode to a fully powered mode) and can be provided, for example, via a bus wake-up, a terminal wake-up, etc. In some cases, as described, for example, with reference to the hybrid control unit 82, the wake-up signal 70 can be generated from one or more microprocessors within the power controller 66-A in response to receiving one or more sensor signals and determining that power is available to one or more components powered by the power controller 66-A.

[0049] The ignition signal 72 may be a digital waveform having a predefined format or pattern that is different from the format or pattern of the wake-up signal 70 and may be generated in response to one or more predefined conditions. In some examples, the ignition signal 72 may indicate one or more states (or a change from a given state to another state) of an ignition switch of the vehicle 12 and may be sent by the body controller to the power controller 66-A.

[0050] The power controller 66-A can be configured in response to either of the signals 70 and 72 to close the low voltage switch 68 to provide power to all components connected to the low voltage switch 68 (such as power for closing at least one of the positive main contactor 50 and the negative main contactor 52, power for turning on the GDB 88, VVC and inverter, etc., and power for turning on the R2D converter 90, the signal converter of the rotary transformer excitation and feedback circuit 86, the signal filter and other connected components).

[0051] The power controller 66-A may include a first logic circuit 74a and a pair of low-side switches 76 configured to close the switch 68 to provide a 12V power line to the GDB 88 and power the power circuit 78. The first logic circuit 74a may be a digital logic gate configured to send a signal to the first low-side switch 76a in response to receiving at least one of the signals 70 and 72. The first logic circuit 74a may define an OR gate or an XOR gate, wherein the OR gate is configured to generate a high output in response to at least one input being high, or the XOR gate is configured to generate a high output in response to only one input being high. In one example, the first logic circuit 74a may define an integrated circuit (IC) including one or more diodes, transistors, relays, or other electronic or mechanical components, wherein the one or more diodes, transistors, relays, or other electronic or mechanical components are arranged to generate an output based on a logically inclusive or exclusive disjunction truth function. The first logic circuit 74a may be defined as an IC constructed using one or more manufacturing technologies such as, but not limited to, complementary metal oxide semiconductor (CMOS), complementary symmetric metal oxide semiconductor (COS-MOS), N-type metal oxide semiconductor (NMOS), P-type metal oxide semiconductor (PMOS), bipolar complementary metal oxide semiconductor (BiMOS), and transistor-transistor logic (TTL).

[0052] The first low-side switch 76a operates in response to receiving a high output signal from the first logic circuit 74a to close the switch 68. When the switch 68 is closed, the switch 68 can be configured to use low voltage power (e.g., 12V power) to power both the GDB 88 and the power supply circuit 78 (e.g., power the GDB 88 via a 12V power rail). The power supply circuit 78 can be configured to power the motor control unit 80 and the hybrid control unit 82, and can also be configured to power the GDB 88 via a low voltage 5V power line.

[0053] In response to receiving a corresponding signal from the power circuit 78, the hybrid control unit 82 can be configured to send a control signal for activating the second low-side switch 76b, thereby enabling power to flow to the one or more contactors 50, 52, and 58 of the traction battery 14. In response to the closing of the switch 68, the power circuit 78 can also be configured to provide power to the motor control unit 80, which is configured to generate an excitation signal for the resolver by providing power to the R2D converter 90 and the resolver excitation and feedback circuit 86.

[0054] Thus, in response to either of the signals 70 and 72 (whether generated from one of the other controllers of the vehicle 12 in response to detecting that the temperature of the traction battery 14 exceeds the first predefined threshold or falls below the second predefined threshold or is generated from the hybrid control unit 82 in response to detecting that the temperature of the traction battery 14 exceeds the first predefined threshold or falls below the second predefined threshold), the power controller 66-A can provide power to enable the hybrid control unit 82 to close at least one of the positive main contactor 50 and the negative main contactor 52, and simultaneously provide power to turn on the GDB 88 and other connected components (e.g., the motor control unit) that receive power from the power controller 66-A. Accordingly, closing the low voltage switch 68 by the power controller 66-A can cause the GDB 88 to be energized and remain activated (on), while the hybrid control unit 82 is in a fully powered state to enable power to flow to the high voltage loads 32.

[0055] Figure 4An example power circuit arrangement 118 is shown for an ISC 30-B configured to provide power to activate high-voltage loads 32 without activating GDB 88, R2D converter 90, or resolver excitation and feedback circuits 86 when the traction battery 14 is being charged and the ignition switch of the vehicle 12 is off. The power controller 66-B may include a second logic circuit 74b defining two inputs 92, wherein a first input 92a is connected to the output of the first low-side switch 76a and a second input 92b is connected to the ignition signal 72 input line of the first logic circuit 74a. The second logic circuit 74b may be configured to send control signals to the plurality of high-side switches 94 to activate the high-side switches 94 in response to receiving signals simultaneously at both inputs 92.

[0056] The second logic circuit 74b can be a digital logic gate configured to send a control signal to the high-side switch 94 in response to detecting both the presence of the ignition signal 72 and the high output signal generated by the first low-side switch 76a. The second logic circuit 74b can define an AND gate configured to generate a high output in response to both inputs 92 of the second logic circuit 76b being simultaneously high. In one example, the second logic circuit 74b can define an integrated circuit (IC) including one or more diodes, transistors, relays, or other electronic or mechanical components arranged to generate an output based on a logical conjunction truth function. The second logic circuit 74b can define an IC constructed using one or more manufacturing technologies, such as, but not limited to, complementary metal oxide semiconductor (CMOS), complementary symmetric metal oxide semiconductor (COS-MOS), N-type metal oxide semiconductor (NMOS), P-type metal oxide semiconductor (PMOS), bipolar complementary metal oxide semiconductor (BiMOS), and transistor-transistor logic (TTL).

[0057] In one example, the first high-side switch 94a can be connected between the output of the second logic circuit 74b and the input of the GDB 88 and can be configured to transmit low-voltage power to the GDB 88 in response to both receiving a power signal (e.g., via the switch 68 in a closed state) and a control signal output by the second logic circuit 74b. In another example, the second high-side switch 94b can be connected between the output of the second logic circuit 74b and the input of the R2D converter 90. The second high-side switch 94b can be powered by the motor control unit 80 (e.g., when the switch 68 is in a closed state) and can be configured to provide power to the R2D converter 90 in response to both receiving a power signal from the control unit 80 and a control signal output by the second logic circuit 74b. In another example, the third high-side switch 94 c may be connected between the output of the second logic circuit 74 b and the input of the GDB 88 and may be configured to provide power to the GDB 88 (e.g., via the 5 V power rail) in response to both receiving a power signal (e.g., via the power circuit 78 when the switch 68 is in the closed state) and a control signal output by the second logic circuit 74 b.

[0058] Accordingly, the ISC 30-B can be configured to selectively power more or fewer components based on the state of the ignition switch received at the input of the ISC 30-B. In response to receiving the wake-up signal 70 when the line of the ignition signal 72 is inactive, the ISC 30-B can selectively power the hybrid control unit 82 to close one or more of the contactors 50, 52, and 58 and enable power to flow to one or more high-voltage loads 32, and can selectively disable power flow to the GDB 88 and the R2D converter 90, which powers the resolver excitation and feedback circuit 86 to activate the resolver. Figure 4 As shown, ISC 30-B can inhibit power flow to one or more circuits to the right of dividing line AA and can power one or more circuits to the left of dividing line AA. Thus, ISC 30-B can be configured to, in response to detecting that the traction battery 14 or the cabin of the vehicle 12 needs conditioning when the traction battery 14 is being charged and the ignition switch is off, consume less power than ISC 30-A to enable power flow to close at least one of contactors 50, 52, and 58, thereby turning on one or more high-voltage loads 32 (such as a heater and / or electric air conditioner). In some cases, ISC 30-B can be configured to consume 50% less power than ISC 30-A to power one or more high-voltage loads 32 when the ignition switch is off. As another example, ISC 30-B can be configured to consume 65% less power than ISC 30-A to power high-voltage loads 32 while the ignition switch is off.

[0059] Figure 5 An example schematic diagram 96 is shown that includes example high-side switches 94a and 94c configured to inhibit power flow to the GDB 88 when the second logic circuit 74b outputs a low output signal. The high-side switches 94a and 94c can also be configured to allow power flow to the GDB 88 in response to detecting that the second logic circuit 74b outputs a high output signal. Although the example diagram 96 shows switches 94a and 94c, the operating modes described herein can also be applied to at least the reference circuit 74b. Figure 4 Switch 94b is described.

[0060] Each of the high-side switch 94a and the high-side switch 94c can define a load switch and can be controlled by an external enable signal (such as, for example, an output signal of the second logic circuit 74b). Each of the high-side switch 94a and the high-side switch 94c can include a pass element 98 (such as a transistor (e.g., an enhancement mode metal oxide semiconductor field effect transistor (MOSFET))) that, when activated, is used to direct current from the power supply to the GDB 88 and, when deactivated, disables current from the power supply to the GDB 88. In one example, the pass element 98a of the high-side switch 94a is powered by the low voltage battery 42 (e.g., via a 12V connection to the switch 68), and the pass element 98b of the high-side switch 94c is powered using a connection to the output of the power supply circuit 78.

[0061] As an example, if each pass element 98 defines a P-channel MOSFET, the pass element 98 can be configured to enable power to flow to the GDB 88 in response to a difference between a voltage at the source terminal and a voltage at the gate terminal exceeding a threshold voltage. Resistors 100a and 100b can be connected between the gate terminal and the source terminal of the pass element 98, respectively, and can be configured to reduce the turn-off time of the pass element 98 by depleting a predefined parasitic capacitance between the gate terminal and the source terminal after the power supply voltage is removed.

[0062] Second logic circuit 74b can be configured to use bipolar junction transistor 102 to turn pass elements 98a and 98b on and off. Transistor 102 can be configured to turn on in response to detecting that the output of second logic circuit 74b is high, and can be configured to turn off in response to detecting that the output of second logic circuit 74b is low. Turning on transistor 102 can cause the gate terminal of the corresponding pass element 98 to be pulled to ground, thereby turning on pass element 98. Bias resistors 104 and 106 can be configured to generate a first predefined voltage difference and a second predefined voltage difference, respectively, between the gate terminal of the corresponding pass element 98 and a threshold voltage.

[0063] Figure 6 An example power optimization method 108 is shown for disabling power flow to connected components in response to detecting a request to power a heater or electric A / C and confirming that the ignition switch of the vehicle 12 is off. In one example, the operations of the example method 108 may be performed by at least referring to Figure 4 and Figure 5 The power controller 66-B described performs.

[0064] In operation 110, the power controller 66-B may detect a wake-up signal indicating a request to power one or more connected components receiving power via the power controller 66-B, closing one or more contactors 50, 52, and 58. In operation 112, the power controller 66-B determines whether the ignition switch of the vehicle 12 is on.

[0065] In response to detecting that the ignition switch is off at operation 112, the power controller 66-B may, at operation 114, cause power flow to close the contactors 50, 52, and 58 and inhibit power flow to power connected components receiving power via the power controller 66-B. In response to detecting that the ignition switch is on at operation 112, the power controller 66-B may, at operation 116, cause power flow to close the contactors 50, 52, and 58 and may cause power flow to power connected components receiving power via the power controller 66-B. The example power optimization method 108 may then end. In some examples, the example method 108 may repeat in response to the power controller 66-B detecting a wake-up signal indicating a request to close one or more contactors 50, 52, and 58 and power one or more connected components receiving power via the power controller 66-B.

[0066] Additionally or alternatively, one or more application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), and complex programmable logic devices (CPLDs) may be used to implement the above-described solutions. In some other examples, the logic circuits and components may be implemented within a given ASIC, FPGA, or CPLD configured to control a discrete MOSFET to be on during driving and off during charging or pre-regulation.

[0067] In some other examples, a power management integrated circuit (PMIC) can be configured to switch a low dropout regulator (LDO) on and off in response to detecting that one or more requirements have been met. The PMIC can also be configured to optimize the power consumption of one or more switch mode power supplies (SMPS) that power various loads. The PMIC can operate the SMPS in a pulse width modulation (PWM) mode in response to detecting that the load is greater than a threshold, and can operate the SMPS in a pulse frequency modulation (PFM) mode in response to detecting that the load is less than a threshold, thereby improving power consumption efficiency. The PMIC can be configured to shut off power to one or more loads in response to detecting that the traction battery 14 is being charged or that the cabin of the vehicle 12 is being preconditioned.

[0068] The processes, methods or algorithms disclosed herein may be transmitted to or implemented by a processing device, a controller or a computer, and the processing device, the controller or the computer may include any existing programmable electronic control unit or a dedicated electronic control unit. Similarly, the processes, methods or algorithms may be stored in a variety of forms as data and instructions that can be executed by a controller or a computer, including but not limited to information being permanently stored on a non-writable storage medium (such as a ROM device) and information being variably stored on a writable storage medium (such as a floppy disk, a magnetic tape, a CD, a RAM device and other magnetic and optical media). The processes, methods or algorithms may also be implemented in a software executable object. Alternatively, the processes, methods or algorithms may be implemented in whole or in part using suitable hardware components (such as an ASIC, an FPGA, a state machine, a controller or other hardware components or devices) or a combination of hardware components, software components and firmware components.

[0069] The words used in the specification are descriptive rather than restrictive, and it should be understood that various changes may be made without departing from the spirit and scope of the present disclosure. As previously mentioned, the features of the various embodiments may be combined to form further embodiments of the present invention that may not be explicitly described or shown. Although the various embodiments may have been described as providing advantages or being superior to other embodiments or prior art embodiments in one or more desired characteristics, it will be appreciated by those skilled in the art that one or more features or characteristics may be compromised to achieve desired overall system properties, which depend on specific applications and implementation methods. These properties may include, but are not limited to, cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, maintainability, weight, manufacturability, ease of assembly, etc. Therefore, embodiments described as being inferior to other embodiments or prior art embodiments in one or more characteristics are not outside the scope of the present disclosure and may be expected to be used in specific applications.

Claims

1. An inverter for a vehicle, comprising: A power controller and a gate drive board, the power controller and the gate drive board are electrically connected in series, the power controller includes a logic circuit, and the logic circuit is configured to: In response to the presence of an ignition signal, allowing low voltage power to flow to the gate drive board through the power controller to activate the gate drive board; In response to the presence of a wake-up signal and the absence of an ignition signal, low-voltage power is prevented from flowing through the power controller to the gate drive board, and the flow of low-voltage power is allowed during the prevention to energize the coil of the contactor to close the contactor to allow low-voltage power to flow through the contactor to a load associated with the wake-up signal.

2. The inverter according to claim 1, wherein: The logic circuit includes a logic AND gate electrically connected in series with the gate drive board and configured to prevent the flow of the low-voltage power in response to confirming the absence of an ignition signal.

3. The inverter according to claim 2, wherein: The logic circuit includes a logic OR gate electrically connected between an input of the power controller and an input of the logic AND gate, the logic OR gate configured to allow flow of the low voltage power in response to the presence of an ignition signal or a wake-up signal.

4. The inverter according to claim 2, wherein: The power controller also includes a high-side switch electrically connected between the output of the logic AND gate and the input of the gate drive board, the high-side switch being configured to allow low-voltage power to flow to the gate drive board in response to detecting that the output of the logic AND gate is high, and to prevent low-voltage power from flowing to the gate drive board in response to detecting that the output of the logic AND gate is low.

5. The inverter according to claim 1, wherein: The wake-up signal is generated from a hybrid control unit of the power controller in response to detecting that a vehicle battery temperature is one of a temperature greater than a first threshold and a temperature less than a second threshold.

6. The inverter according to claim 5, wherein: The hybrid control unit is configured to, in response to receiving the low voltage power flow, activate the electric air conditioner when the vehicle battery temperature is greater than a first threshold and activate the heater when the vehicle battery temperature is less than a second threshold.

7. A method for controlling an inverter system, comprising: In response to the presence of the ignition signal, allowing low voltage power to flow through the power controller of the inverter to the gate drive board and the resolver-to-digital converter to start the gate drive board and the resolver-to-digital converter, each of the gate drive board and the resolver-to-digital converter being electrically connected in series with the power controller; In response to the presence of a wake-up signal and the absence of an ignition signal, low-voltage power is blocked from flowing through the power controller to the gate drive board and the resolver-to-digital converter, and the flow of low-voltage power is allowed during the blocking period to energize the coil of a contactor to close the contactor to allow low-voltage power to flow through the contactor to a load associated with the wake-up signal.

8. The method of claim 7, wherein: The blocking is performed by a logic AND gate of the power controller electrically connected to the gate drive board and an input of the resolver-to-digital converter.

9. The method of claim 8, further comprising: In response to the presence of the wake-up signal and the absence of the ignition signal, low voltage power is allowed to flow to the logical AND gate through a logical OR gate of the power controller, wherein the logical OR gate is electrically connected to an input of the logical AND gate.

10. The method of claim 8, wherein: The blocking is performed in response to detecting that the output of the logic AND gate is low by electrically connecting a high-side switch between the output of the logic AND gate and corresponding inputs of the gate drive board and the resolver-to-digital converter.

11. The method according to claim 10, wherein: The high-side switch includes a bipolar junction transistor connected to a gate of a field effect transistor and configured to turn on the field effect transistor in response to an output of the logic AND gate being high.

12. The method of claim 7, wherein: The wake-up signal is generated from a hybrid control unit of the power controller in response to detecting that a vehicle battery temperature is one of a temperature greater than a first threshold and a temperature less than a second threshold.

13. The method of claim 12, further comprising: In response to receiving the low voltage power flow, the hybrid control unit activates the electric air conditioner when the vehicle battery temperature is greater than a first threshold and activates the heater when the vehicle battery temperature is less than a second threshold.

14. A system for a vehicle, comprising: An inverter includes a gate drive board and a power controller, wherein the power controller includes a logic circuit configured to: in response to detecting an ignition signal, allowing low voltage power to flow to the gate drive board to activate the gate drive board; In response to receiving a wake-up signal without receiving an ignition signal, blocking low-voltage power from flowing to the gate drive board, and allowing the flow of low-voltage power during the blocking period to energize a coil of a contactor, thereby closing the contactor to allow low-voltage power to flow through the contactor to a load associated with the wake-up signal.

15. The system of claim 14, wherein: The power controller further includes a high-side switch connected between the output of the logic circuit and the input of the gate driving board and configured to be turned on in response to the output of the logic circuit being logic high to allow the flow of the low-voltage power.

16. The system of claim 14, wherein: The logic circuit includes a logic AND gate configured to generate a logic low output in response to receiving a wake-up signal but not receiving an ignition signal.

17. The system of claim 14, further comprising a traction battery and a temperature sensor configured to measure the temperature of the traction battery, wherein: The wake-up signal is generated from a hybrid control unit of the power controller in response to detecting that the measured temperature is one of a temperature greater than a first threshold and a temperature less than a second threshold.

18. The system of claim 17, wherein: The hybrid control unit is further configured to, in response to receiving the low voltage power flow, activate the electric air conditioner when the measured temperature is greater than a first threshold and activate the heater when the measured temperature is less than a second threshold.

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