High power density universal vehicle charger

Abstract

A system in a vehicle includes a first set of one or more windings and a second set of one or more windings electrically isolated from the first set of one or more windings. The system also includes a first inverter coupled to a battery of the vehicle and the first set of one or more windings, and a second inverter electrically separated from the first inverter and coupled to the second set of one or more windings. A universal charger includes an alternating current (AC) charging port and a direct current (DC) charging port. A control switch is closed to connect the second inverter to the battery.

Description

Technical Field

[0001] This disclosure relates to a high power density universal vehicle charger. Background Technology

[0002] Electric and hybrid vehicles (e.g., cars, trucks, construction equipment, automated factory equipment, farm equipment) are charged using an external power source (i.e., a charger). The charger can be an AC charger (e.g., a single- or double-pole outlet connected to the power grid) or a DC charger (e.g., a DC fast charger (DCFC)). Furthermore, the current flow can be reversed to allow the vehicle to supply power to the grid, for example, during a power outage. Each of these operations may require the vehicle to be coupled to a different system. Therefore, a high-power-density universal vehicle charger is desirable. Summary of the Invention

[0003] In one exemplary embodiment, the system in the vehicle includes a first set of one or more windings and a second set of one or more windings electrically isolated from the first set of one or more windings. The system also includes a first inverter coupled to a battery of the vehicle and the first set of one or more windings, and a second inverter electrically disconnected from the first inverter and coupled to the second set of one or more windings. A universal charger includes an AC charging port and a DC charging port. A control switch is closed to connect the second inverter to the battery.

[0004] In addition to one or more features described herein, the switch is controlled to disconnect during battery charging via the AC charging port of a universal charger, and a second inverter is not used.

[0005] In addition to one or more features described herein, the first set of one or more windings and the second set of one or more windings are used as transformers.

[0006] In addition to one or more features described herein, the first inverter functions as a synchronous active rectifier to convert AC from the AC charging port into DC required by the battery, and the switching of the first inverter performs AC-to-DC conversion, power control, and power factor correction.

[0007] In addition to one or more features described herein, the voltage of the DC charging port and the voltage of the battery are the same, and the switch is controlled to close during battery charging via the DC charging port of a universal charger.

[0008] In addition to one or more features described herein, the switch is controlled to disconnect during battery charging via the DC charging port, since the voltage of the DC charging port and the battery voltage are different.

[0009] In addition to one or more features described herein, the first set of one or more windings and the second set of one or more windings are used as transformers.

[0010] In addition to one or more features described herein, the first inverter and the second inverter are used as dual active bridge DC-DC converters.

[0011] In addition to one or more features described herein, the first inverter and the second inverter are integrated inverters, such that a pair of switches of the first inverter and a pair of switches of the second inverter are manufactured as four sub-modules of a module sharing a capacitor.

[0012] In addition to one or more features described herein, the current distribution between submodules is based on the current ratings of one or more windings in the first group and one or more windings in the second group.

[0013] In another exemplary embodiment, a method of assembling a system in a vehicle includes: arranging a first set of one or more windings, arranging a second set of one or more windings electrically isolated from the first set of one or more windings, coupling a first inverter to a battery of the vehicle and the first set of one or more windings, and arranging a second inverter electrically isolated from the first inverter and coupling the second inverter to the second set of one or more windings. The method also includes arranging a universal charger including an AC charging port and a DC charging port, and configuring a switch to be controlled to close to connect the second inverter to the battery.

[0014] In addition to one or more features described herein, the configuration switch includes a control switch that disconnects during battery charging via the AC charging port of a universal charger, thereby eliminating the need for a second inverter.

[0015] In addition to one or more features described herein, arranging the first group of one or more windings and the second group of one or more windings includes arranging the first group of one or more windings and the second group of one or more windings for use as a transformer.

[0016] In addition to one or more features described herein, the method also includes configuring a first inverter to function as a synchronous active rectifier to convert AC from an AC charging port into DC required by the battery, and configuring the switching of the first inverter to perform AC-to-DC conversion, power control, and power factor correction.

[0017] In addition to one or more features described herein, the configuration switch includes: based on the fact that the voltage of the DC charging port and the voltage of the battery are the same, the control switch is closed during battery charging via the DC charging port of a universal charger.

[0018] In addition to one or more features described herein, the configuration switch includes: based on the fact that the voltage of the DC charging port and the voltage of the battery are different, the control switch is disconnected during battery charging via the DC charging port of a universal charger.

[0019] In addition to one or more features described herein, arranging the first group of one or more windings and the second group of one or more windings includes arranging the first group of one or more windings and the second group of one or more windings for use as a transformer.

[0020] In addition to one or more features described herein, the method also includes configuring the first inverter and the second inverter as dual active bridge DC-DC converters.

[0021] In addition to one or more features described herein, the method further includes configuring the first inverter and the second inverter as an integrated inverter, such that the switching pairs of the first inverter and the switching pairs of the second inverter are manufactured as four sub-modules of the module, and coupling the first inverter and the second inverter to a shared capacitor.

[0022] In addition to one or more features described herein, the method also includes distributing current among submodules based on current ratings of one or more first sets of windings and one or more second sets of windings.

[0023] The above-described features and advantages, as well as other features and advantages of this disclosure, will become apparent when taken in conjunction with the accompanying drawings and the following detailed description. Attached Figure Description

[0024] Other features, advantages, and details appear by way of example only in the following specific embodiments, which are described in detail with reference to the accompanying drawings, wherein:

[0025] Figure 1 A block diagram of a vehicle having a high power density universal charging system according to one or more embodiments is shown;

[0026] Figure 2 This is a schematic diagram of a high-density universal charging system for use in a vehicle, according to one or more embodiments;

[0027] Figure 3A This is a circuit diagram of various aspects of an inverter for a high-density universal charging system according to one or more embodiments; and

[0028] Figure 3B This is a block diagram illustrating various aspects of an inverter for a high-density universal charging system according to one or more embodiments. Detailed Implementation

[0029] The following description is exemplary in nature only and is not intended to limit this disclosure, its application, or use. It should be understood that throughout the drawings, corresponding reference numerals denote the same or corresponding parts and features.

[0030] Embodiments of the systems and methods detailed herein relate to high-power-density universal vehicle chargers. As previously described, EV batteries can be charged via AC or DC sources. Furthermore, EV batteries can power both external loads and internal loads within the vehicle. For example, EV batteries can supply power to the grid during power outages. Existing methods involve separate modules, such as on-board charging modules, for both AC and DC charging via EV charging systems. The topology detailed herein facilitates the selection of AC or DC charging and also helps to reverse the direction of current flow to allow the EV battery to become a power source. Additionally, based on two winding sets associated with dual inverters, as detailed, universal chargers according to one or more embodiments contribute to high power density (e.g., >50 kW).

[0031] According to an exemplary embodiment, Figure 1 A block diagram of a vehicle 100 with a high power density universal charging system 110 is shown. Figure 1 The exemplary vehicle 100 shown is an automobile 101. Vehicle 100 includes reference... Figure 2 A high-power-density universal charging system 110 is described in detail. Vehicle 100 also includes a controller 120. Controller 120 can control various aspects of the operation of vehicle 100, and can also control various aspects of the high-power-density universal charging system 110, as described in detail. AC grid 130 and universal charger 140 are shown as being external to the vehicle. Universal charger 140 can provide charging via AC or DC. Universal charger 140 can be coupled to AC grid 130 to obtain power for battery 210 of vehicle 100. Figure 2 The controller 120 may provide AC charging power or AC charging from the battery 210 of the vehicle 100. The controller 120 may include processing circuitry, which may include application-specific integrated circuits (ASICs), electronic circuitry, a processor (shared, dedicated, or grouped) executing one or more software or firmware programs, memory, combinational logic circuitry, and / or other suitable components that provide the described functions.

[0032] Figure 2This is a schematic diagram of a high-density universal charging system 110 for use in a vehicle 100, according to one or more embodiments. The high-density universal charging system 110 includes a battery 210, which can be charged using a universal charger 140. The universal charger 140 includes DC and AC charging ports, as shown, and facilitates either AC or DC charging. Although the AC charging port is shown with three lines, AC charging is not limited to three phases; any two phases can be used during AC charging based on the control of switches S3, S4, and S5, which will be discussed further. Optional switches S1 to S5 can be controlled to connect the AC or DC charging port of the universal charger 140 to the battery 210.

[0033] Two sets of windings A1, B1, C1 and A2, B2, C2 are shown coupled to two electrically separated inverters 230a and 230b (generally referred to as 230), respectively. Each individual inverter 230a and 230b requires a power module and a driver (i.e., a control board signals switches IS1 to IS6 or IS7 to IS12). The capacitor C shown in parallel with each inverter 230 can be the same capacitor C or two different capacitors C. According to an exemplary embodiment, the inverter 230 sharing capacitor C can reduce the capacitor size (e.g., by 30%) by using ripple cancellation control. Therefore, the power density of the drive system can be increased. Inverter 230 can be integrated into a phase-split converter, as described in detail with reference to FIG3.

[0034] The two sets of windings A1, B1, C1 and A2, B2, C2 are electrically isolated from each other and each has its own neutral connection point N1 or N2. As discussed with reference to different scenarios, the two sets of windings A1, B1, C1 and A2, B2, C2 can be used as isolation transformers. That is, the winding pairs A1-A2, B1-B2, and C1-C2 are used as transformers. The two sets of windings A1, B1, C1 and A2, B2, C2 share the stator core and rotor (not shown) of the motor. The motor can be a synchronous motor, a permanent magnet motor, an inductive motor, or other types of motor, but a wound-rotor synchronous motor or a synchronous reluctance motor may be advantageous. Depending on torque requirements, the number of turns formed in each of the two sets of windings A1, B1, C1 and A2, B2, C2 can be the same or different.

[0035] All switches S and S1 to S5 are in Figure 2The switch S is shown in the open position, but as indicated by the arrow, each of switches S1 through S5 can be closed. Switches IS1 through IS12 of inverter 230 are shown as insulated gate bipolar transistors (IGBTs) and can be turned on (i.e., connected) or off (i.e., disconnected). Switches S, S1 through S5, and IS1 through IS12 can all be controlled by controller 120 based on the operating mode determined by controller 120 (e.g., supplying power to AC grid 130, charging battery 210 using AC or DC via universal charger 140, or supplying power to vehicle 100 as a propulsion drive).

[0036] Switch S is closed during driving mode (i.e., when battery 210 supplies power to vehicle 100), and the driving mode may be the default mode according to an exemplary embodiment. Figure 2 As shown in the schematic diagram, when switch S is closed, two inverters 230a and 230b are used. When switch S is open, each inverter 230 and its corresponding winding group (i.e., inverter 230a and winding groups A1, B1, and C1, inverter 230b and winding groups A2, B2, and C2) can also be used independently as a driver based on torque and efficiency requirements. Each scenario facilitated by the high-density universal charging system 110 and the corresponding positions of switches S and S1 to S5 are described in detail.

[0037] When the high-density universal charging system 110 is used for AC charging or to facilitate the supply of AC power from the battery to the AC grid 130, switch S, as well as switches S1 and S2, are open. Switches S3, S4, and S5 are closed for three-phase charging, but any two of switches S3, S4, and S5 can be open for single-phase charging. In the AC charging scenario, the two sets of windings A1, B1, C1 and A2, B2, C2 serve as isolation transformers, and inverter 230a serves as a synchronous active pulse width modulation (PWM) rectifier to convert AC (from universal charger 140) to DC (required by battery 210) and to control power. Furthermore, switches IS1 through IS6 are also used to perform power factor correction, which reduces harmonic distortion of the AC supplied by universal charger 140 (i.e., shaping the line current to create a near-sine wave current waveform and aligning the phase with the voltage from the AC grid 130).

[0038] When the high-density universal charging system 110 is used for DC charging of battery 210, switches S1 and S2 are closed, and switches S3, S4, and S5 are open. However, switch S can be opened or closed based on the voltage of the battery 210 and the DC port of the universal charger 140. When the voltage of battery 210 (e.g., 400 volts (V)) is the same as the voltage of universal charger 140, switches S, S1, and S2 are closed. Based on these switch positions, universal charger 140, and more specifically, DC fast charging station, is directly connected to the terminals of battery 210 and charges battery 210 in the manner that a DC fast charging station would normally charge battery 210.

[0039] However, when the voltage of battery 210 differs from the voltage of universal charger 140, switch S is open, and the two sets of windings A1, B1, C1 and A2, B2, C2 act as isolation transformers, and the two inverters 230a and 230b act as dual active bridge DC-DC converters to control power in either direction. For example, based on controlling switches IS1 to IS12 of inverter 230, the lower voltage of universal charger 140 can be boosted to a required higher voltage, or the higher voltage of universal charger 140 can be reduced to a lower voltage required by battery 210.

[0040] Figure 3A This is a circuit diagram of various aspects of the inverter 230 of a high-density universal charging system 110 according to one or more embodiments. The circuit diagram shows a common point 1 (AC terminal) between two switches, which are implemented as IGBTs between point 2 (negative DC terminal) and point 3 (positive DC terminal). As shown, according to... Figure 2 In the arrangement shown, the two switches can be, for example, IS1 and IS2, IS3 and IS4, or IS5 and IS6. Control signals 4, 5, 6, and 7 come from the driver. Controller 120 can control the driver, which in turn controls switches IS1 to IS12 of inverter 230.

[0041] Figure 3BThis is a block diagram illustrating various aspects of a split-phase dual-inverter arrangement that allows inverters 230a and 230b to share capacitor C. Inverters 230a and 230b are integrated. Specifically, as shown, two switches from each inverter 230a and 230b are fabricated as four sub-modules within a single module. Each of switches IS1 through IS12 may include multiple semiconductor dies using silicon carbide (SiC) metal-oxide-semiconductor field-effect transistors (MOSFETs) 310 or IGBTs indicated by rectangles and SiC junction barrier Schottky (JBS) or ultrafast Si diodes 320 indicated by squares. For readability, not all MOSFETs 310 and JBS diodes 320 are labeled. As shown, the four sub-modules of a given module can be IS1-IS7 and IS2-IS8, IS3-IS9 and IS4-IS10, or IS5-IS11 and IS6-IS12. In some cases, the JBS diode die can be omitted for suitable SiC MOSFETs.

[0042] This arrangement reduces the current ripple requirement of capacitor C in inverter 230. The current distribution between inverters 230a and 230b is based on the rated current of each of the sets of windings A1, B1, C1 and A2, B2, C2. For example... Figure 2 As shown, winding groups A1, B1, and C1 are connected to Figure 3B The submodule shown on the left, and winding groups A2, B2, and C2 are connected to... Figure 3B The submodules shown on the right. The total die area of ​​each module remains the same compared to using a single inverter with combined windings. The two submodules on the left of each module can be separated from the two submodules on the right, to allow for... Figure 3B Each module shown forms two independent modules. This separation will require additional drivers and current sensors.

[0043] While the foregoing disclosure has been described with reference to exemplary embodiments, those skilled in the art will understand that various changes can be made and elements can be substituted with equivalents without departing from its scope. Furthermore, many modifications can be made to adapt particular situations or materials to the teachings of this disclosure without departing from the basic scope of this disclosure. Therefore, it is intended that this disclosure be limited to the specific embodiments disclosed, but will include all embodiments falling within its scope.

Claims

1. A system in a vehicle, comprising: The first group of multiple windings, wherein each winding in the first group of multiple windings is connected at a first neutral connection point to each other winding in the first group of multiple windings; A second group of multiple windings, which are electrically isolated from the first group of multiple windings, wherein each winding in the second group of multiple windings is connected to each other winding in the second group of multiple windings at a second neutral connection point; The arrangement of the first group of multiple windings and the second group of multiple windings includes arranging the first group of multiple windings and the second group of multiple windings to serve as a transformer; A first inverter, the first inverter being coupled to the vehicle's battery and the first set of multiple windings; The second inverter is electrically disconnected from the first inverter and coupled to the second set of multiple windings; A universal charger includes an AC charging port and a DC charging port. When the universal charger is used for AC charging of a battery, a first set of multiple windings and a second set of multiple windings serve as isolation transformers, and a first inverter and a second inverter serve as rectifiers to convert the AC from the universal charger to the DC from the battery. When the universal charger is used for DC charging of a battery and the battery voltage is the same as the voltage of the universal charger, the universal charger is directly connected to the battery terminals. When the universal charger is used for DC charging of a battery and the battery voltage is different from the voltage of the universal charger, the first set of multiple windings and the second set of multiple windings serve as isolation transformers, and the first inverter and the second inverter serve as dual active bridge DC-DC converters to control power in either direction. as well as A first switch is configured to be controlled to close in order to connect the second inverter to the battery.

2. The system according to claim 1, wherein, The first switch is controlled to be disconnected during charging of the battery via the AC charging port of the universal charger and the second inverter is not used. The first set of multiple windings and the second set of multiple windings serve as transformers, and the first inverter serves as a synchronous active rectifier configured to convert AC from the AC charging port to DC required by the battery. The first inverter is also configured to perform AC-to-DC conversion, power control, and power factor correction.

3. The system according to claim 1, wherein, Based on the fact that the voltage of the DC charging port is the same as the voltage of the battery, the first switch is controlled to close during charging of the battery via the DC charging port of the universal charger.

4. The system according to claim 1, wherein, Based on the difference between the voltage of the DC charging port and the voltage of the battery, the first switch is controlled to be disconnected during charging of the battery via the DC charging port of the universal charger, the first set of multiple windings and the second set of multiple windings serve as transformers, and the first inverter and the second inverter serve as dual active bridge DC-DC converters.

5. The system according to claim 1, wherein, The first inverter and the second inverter are integrated inverters such that the switching pairs of the first inverter and the switching pairs of the second inverter are manufactured as four sub-modules of a module sharing a capacitor, and the current distribution among the sub-modules is based on the current ratings of the first set of multiple windings and the second set of multiple windings.

6. A method of assembling a system in a vehicle, the method comprising: Arrange a first group of multiple windings, wherein each winding in the first group of multiple windings is connected at a first neutral connection point to each other winding in the first group of multiple windings; The second group of multiple windings is arranged to be electrically isolated from the first group of multiple windings, wherein each winding in the second group of multiple windings is connected to each other winding in the second group of multiple windings at a second neutral connection point; The arrangement of the first group of multiple windings and the second group of multiple windings includes arranging the first group of multiple windings and the second group of multiple windings to serve as a transformer; The first inverter is coupled to the vehicle's battery and the first set of multiple windings; The second inverter is arranged to be electrically isolated from the first inverter, and the second inverter is coupled to the second set of multiple windings; A universal charger is arranged including AC charging ports and DC charging ports. When the universal charger is used for AC charging of the battery, a first set of multiple windings and a second set of multiple windings serve as isolation transformers, and a first inverter and a second inverter serve as rectifiers to convert the AC from the universal charger to the DC from the battery. When the universal charger is used for DC charging of the battery and the battery voltage is the same as the voltage of the universal charger, the universal charger is directly connected to the battery terminals. When the universal charger is used for DC charging of the battery and the battery voltage is different from the voltage of the universal charger, the first set of multiple windings and the second set of multiple windings serve as isolation transformers, and the first inverter and the second inverter serve as dual active bridge DC-DC converters to control the power in either direction. as well as The first switch is configured to be controlled to close in order to connect the second inverter to the battery.

7. The method according to claim 6, wherein, Configuring the first switch includes controlling the first switch to disconnect during charging of the battery via the AC charging port of the universal charger, such that the second inverter is not used, and the method further includes configuring the first inverter as a synchronous active rectifier to convert AC from the AC charging port to DC required by the battery, and configuring the first inverter to perform AC-to-DC conversion, power control, and power factor correction.

8. The method according to claim 6, wherein, Configuring the first switch includes: controlling the first switch to close during charging of the battery via the DC charging port of the universal charger, based on the fact that the voltage of the DC charging port and the voltage of the battery are the same.

9. The method according to claim 6, wherein, Configuring the first switch includes: controlling the first switch to open during charging of the battery via the DC charging port of the universal charger based on the difference between the voltage of the DC charging port and the voltage of the battery; arranging the first set of multiple windings and the second set of multiple windings includes: arranging the first set of multiple windings and the second set of multiple windings to serve as transformers; and the method further includes configuring the first inverter and the second inverter to serve as dual active bridge DC-DC converters.

10. The method of claim 6, further comprising configuring the first inverter and the second inverter as an integrated inverter, such that the switching pairs of the first inverter and the switching pairs of the second inverter are manufactured as four sub-modules of the module, and coupling the first inverter and the second inverter to a shared capacitor, and distributing current among the sub-modules based on the current ratings of the first set of multiple windings and the second set of multiple windings.

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