Electrified vehicle

Abstract

An electrified vehicle can include multiple electric drive units, multiple battery packs, multiple charging ports, and multiple controllable switches. The switches can be controlled to flexibly configure power transfer into and out of the vehicle through one or more charging ports that influence one or more battery packs in parallel, or through an inverter-integrated converter charge transfer that individually passively or actively influence one or more battery packs.

Description

Technical Field

[0001] This disclosure relates to power transfer in electric vehicles (EVs). More specifically, this disclosure relates to power transfer between on-board power supplies and off-board power supplies for EVs. Background Technology

[0002] EVs can include battery electric vehicles (BEVs) or hybrid electric vehicles (HEVs), each of which can include an electric traction motor that provides or contributes propulsion torque to the powertrain and is powered by a rechargeable energy storage system (RESS) via a traction power inverter module (TPIM).

[0003] Medium and heavy-duty electrified vehicles can utilize high-capacity (e.g., >150kWh) 800-volt energy storage systems. Existing charging infrastructure includes lower voltage (e.g., 400 volts) and limited power delivery (e.g., <150kW) capabilities. Summary of the Invention

[0004] In one exemplary embodiment, the electrified vehicle may include multiple electric drive units (EDUs), each EDU having a corresponding power inverter coupled to a corresponding motor stator winding, a corresponding positive DC rail, and a corresponding negative DC rail, with all negative DC rails commonly coupled. The electrified vehicle may also include multiple battery packs, each battery pack having a corresponding positive terminal and a corresponding negative terminal. The electrified vehicle may also include multiple charging ports, each charging port having a corresponding positive terminal and a corresponding negative terminal. The electrified vehicle may further include: a corresponding first switch, a second switch, and a third switch for each of a plurality of charging ports, each corresponding first switch being coupled between a corresponding positive terminal of a battery pack and a corresponding positive terminal of a charging port of a corresponding battery pack; each corresponding second switch being coupled between a corresponding negative terminal of a charging port and a corresponding negative terminal of a battery pack of a corresponding ... The corresponding motor stator winding of one EDU is coupled to a corresponding third switch, which is coupled between the corresponding motor stator winding and the corresponding positive terminal of the charging port. The corresponding positive terminal of the charging port is coupled to a corresponding first switch, which is coupled between the corresponding positive terminal of the charging port and the corresponding positive terminal of the battery pack. Each corresponding fifth switch is coupled between the corresponding negative terminal of the battery pack and the corresponding negative DC rail of one of the multiple EDUs.

[0005] In addition to one or more features described herein, the electrified vehicle may also include an accessory bus and a corresponding sixth switch, the accessory bus being coupled to a non-propulsion vehicle load, the accessory bus including an accessory bus positive terminal and an accessory bus negative terminal, the corresponding sixth switch corresponding to each of a plurality of EDUs, each corresponding sixth switch being coupled between a corresponding positive DC rail and an accessory bus positive terminal.

[0006] In addition to one or more features described herein, the electrified vehicle may also include a corresponding seventh switch for each of the plurality of EDUs, each corresponding seventh switch being coupled between the corresponding motor stator winding and the corresponding third switch being coupled between the corresponding motor stator winding and the corresponding charging port positive terminal.

[0007] In addition to one or more of the features described herein, the electrified vehicle may also include a corresponding pre-charging circuit coupled across each respective fourth switch.

[0008] In addition to one or more features described herein, each battery pack may have an equivalent nominal voltage.

[0009] In addition to one or more features described herein, non-propulsion vehicle payloads may include auxiliary power modules.

[0010] In addition to one or more features described herein, non-propulsion vehicle loads may include air conditioning electronic compressors.

[0011] In addition to one or more features described herein, non-propulsion vehicle loads may include battery pack heaters.

[0012] In addition to one or more features described herein, the electrified vehicle may also include a controller that executes a parallel propulsion operation mode of the electrified vehicle, the parallel propulsion operation mode including disconnecting each of the corresponding first, second and third switches to disconnect multiple charging ports from the corresponding battery packs and corresponding motor stator windings, and closing each of the corresponding fourth, fifth and sixth switches to connect multiple battery packs and multiple EDUs in parallel.

[0013] In addition to one or more features described herein, the electrified vehicle may also include a controller that performs a single-port to parallel battery pack passive charge transfer operation mode of the electrified vehicle, including disconnecting each corresponding third switch to disconnect the plurality of charging ports from the corresponding motor stator windings, closing a corresponding first and second switch corresponding to one of the plurality of charging ports and disconnecting a corresponding first and second switch corresponding to each of the other charging ports, and closing each corresponding fourth, fifth, and sixth switch to connect the plurality of battery packs in parallel.

[0014] In addition to one or more features described herein, the electrified vehicle may also include a controller that performs a multi-port to parallel battery pack passive charge transfer operation mode of the electrified vehicle, including disconnecting each corresponding third switch to disconnect multiple charging ports from the corresponding motor stator windings, closing corresponding first and second switches corresponding to at least two of the multiple charging ports, disconnecting corresponding first and second switches corresponding to each of the multiple charging ports, and closing each corresponding fourth, fifth, and sixth switch to connect multiple battery packs in parallel.

[0015] In addition to one or more features described herein, the electrified vehicle may also include a controller that performs a single-port to individual battery pack passive charge transfer operation mode of the electrified vehicle, including disconnecting each corresponding third switch to disconnect multiple charging ports from the corresponding motor stator windings, and closing a corresponding first switch and second switch corresponding to at least one of the multiple charging ports.

[0016] In addition to one or more features described herein, the electrified vehicle may also include a controller that performs a single-port to parallel battery pack active charge transfer operation mode of the electrified vehicle, including closing a corresponding second and third switch corresponding to one of the plurality of charging ports, opening a corresponding first switch corresponding to one of the plurality of charging ports, opening a corresponding first, second, and third switch corresponding to each of the other charging ports, and closing each corresponding fourth, fifth, and sixth switch to connect the plurality of battery packs in parallel.

[0017] In addition to one or more features described herein, the electrified vehicle may also include a controller that performs a single-port to individual battery pack active charge transfer operation mode of the electrified vehicle, including closing corresponding second and third switches corresponding to at least one of a plurality of charging ports, opening corresponding first switches corresponding to said at least one of the plurality of charging ports, opening corresponding first, second, and third switches corresponding to each of the other charging ports, and closing each corresponding fourth and fifth switch corresponding to a corresponding battery pack coupled by a corresponding second switch corresponding to said at least one of the plurality of charging ports.

[0018] In addition to one or more features described herein, the electrified vehicle may further include a controller that performs a hybrid passive charge transfer and active charge transfer operating mode of the electrified vehicle, the controller comprising: for a first charging port among a plurality of charging ports, closing a corresponding first switch and a second switch, opening a corresponding third switch, and closing corresponding fourth and fifth switches corresponding to a corresponding battery pack, the corresponding battery pack being coupled by a corresponding second switch corresponding to the first charging port among the plurality of charging ports; and for a second charging port among the plurality of charging ports, closing corresponding second and third switches, opening a corresponding first switch, and closing each corresponding fourth and fifth switch corresponding to a corresponding battery pack, the corresponding battery pack being coupled by a corresponding second switch corresponding to the second charging port among the plurality of charging ports.

[0019] In addition to one or more features described herein, the electrified vehicle may also include a controller that executes a pre-charging operation mode of the electrified vehicle, the pre-charging operation mode including disconnecting each of the respective first, second, third, and fourth switches, closing each of the respective fifth and sixth switches, and activating at least one of the respective pre-charging circuits.

[0020] In another exemplary embodiment, an electrified vehicle may include: a plurality of electric drive units (EDUs), each EDU having a corresponding power inverter coupled to a corresponding motor stator winding, a corresponding positive DC rail, and a corresponding negative DC rail, all negative DC rails being commonly coupled; a plurality of battery packs, each battery pack having a corresponding battery pack positive terminal and a corresponding battery pack negative terminal; a plurality of charging ports, each charging port having a corresponding charging port positive terminal and a corresponding charging port negative terminal; a plurality of controllable switches; and a controller configured to selectively control the plurality of controllable switches in a propulsion mode, wherein the propulsion mode disconnects the plurality of charging ports from the plurality of battery packs and the plurality of EDUs, and connects the plurality of battery packs and the plurality of EDUs in parallel in a parallel charging transmission mode. The system connects the plurality of battery packs and at least one of the plurality of charging ports to the plurality of battery packs. In inverter integrated converter charge transfer mode, it disconnects the positive terminal of a corresponding charging port from the plurality of battery packs, connects the positive terminal of a corresponding charging port to the motor stator winding of one of the plurality of EDUs, connects the negative terminal of a corresponding charging port to the negative terminal of a corresponding battery pack in one of the plurality of battery packs, connects the positive DC rail of one of the plurality of EDUs to the positive terminal of the corresponding battery pack in one of the plurality of battery packs, and connects the DC rail of one of the plurality of EDUs to the negative terminal of the corresponding battery pack in one of the plurality of battery packs.

[0021] In addition to one or more features described herein, each EDU may also include a corresponding pre-charging circuit.

[0022] In addition to one or more features described herein, each battery pack may include an equivalent nominal voltage.

[0023] In addition to one or more features described herein, the controller may also be configured to selectively control a plurality of controllable switches in a precharge mode that disconnects the plurality of charging ports from the plurality of battery packs and the plurality of EDUs, connects each of the respective negative DC rails of the plurality of EDUs to the corresponding negative terminal of one of the plurality of battery packs, and activates at least one of the respective precharge circuits.

[0024] 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

[0025] Other features, advantages, and details are described by way of example only in the following detailed description, which is illustrated in the accompanying drawings:

[0026] Figure 1 An electric propulsion system in an electrified vehicle according to one or more embodiments is shown; and

[0027] Figure 2 An electrified vehicle including an electric propulsion system according to one or more embodiments is shown. The electric propulsion system has multiple electric drive units, a battery pack, and a charging port configured for power transfer between the vehicle and an external power source. Detailed Implementation

[0028] The following description is exemplary in nature only and is not intended to limit this disclosure, its application, or use. Throughout the drawings, corresponding reference numerals denote the same or corresponding parts and features.

[0029] Figure 1 An embodiment of an exemplary electric propulsion system 101 on an electrified vehicle 100 is schematically illustrated. Vehicles and vehicles are understood to refer to any means of transportation, including, without limitation, motorcycles, automobiles, trucks, buses, excavators, earthmoving, construction and farming equipment, rail vehicles (such as trains and trams), and vessels (such as ships and small boats). The electric propulsion system 101 may include various control components and electrical and electromechanical systems, including, for example, a rechargeable energy storage system (RESS) 104 and multiple electric drive units (EDUs) 102. The electric propulsion system 101 can be used in powertrain systems to generate propulsive torque, respectively, as an alternative to or in combination with internal combustion engines in various electric vehicle (EV) applications and hybrid electric vehicle (HEV) applications.

[0030] EDU 102 can have varying levels of complexity, components, integration, and power capabilities. Figure 1 An electric propulsion system 101 with three EDUs 102 is shown, with one EDU shown in detail; it should be understood that the other EDUs 102 are configured similarly. Each EDU 102 may include, for example, an AC motor 120 and a traction power inverter module (TPIM) 106, which includes a motor controller 105 and a power inverter 110. The motor 120 may include a stator 130 (S) and a rotor 131 (R). The stator 130 includes stator windings 133, and the rotor 131 is coupled to a motor output shaft 125 and a position sensor 182, such as a variable reluctance decomposer or encoder. The position sensor 182 may be directly connected to the motor controller 105 in a signaling manner and is used to monitor the angular position (θ) of the rotor of the motor 120. e The motor controller 105 uses the angular position (θ) of the rotor of the motor 120. eThe inverter module 110 is used to control the operation of the inverter module 110, and the inverter module 110 controls the motor 120.

[0031] Motor output shaft 125 can transmit torque between motor 120 and drivetrain components (not shown), which may include, for example, a reduction gear set and a differential gear set, as well as a final drive with one or more shaft outputs. The final drive may simply include reduction gears and a prop shaft output coupled to the differential gear set. If separated from the final drive or differential gear set, one or more shafts may be coupled to the final drive or differential gear set. The shaft(s) may be coupled to one or more vehicle wheels(s) for transmitting traction between the wheels and the road surface. Alternative arrangements of the drivetrain components will be recognized by those skilled in the art. Propulsion torque request or command 136 (T cmd The motor controller 105 of the TPIM 106 of the EDU 102 can be provided by the vehicle controller 103.

[0032] In one embodiment, RESS 104 may include multiple electrochemical battery packs 112, such as high-capacity, high-voltage (HV) rechargeable lithium-ion battery packs, for supplying power to the vehicle via an HV DC bus 108. An accessory bus 145 may be coupled to the HV DC bus 108 for supplying power to a high-voltage accessory load 150. RESS 104 may also include a battery manager module 114. The RESS 104 battery pack 112 may be composed of multiple battery pack modules, thereby allowing for configuration flexibility and adaptation to application requirements. The battery pack may include multiple battery pack modules composed of multiple batteries, thereby allowing for configuration flexibility and adaptation to application requirements. The battery pack module may include multiple batteries, thereby allowing for configuration flexibility and adaptation to application requirements. For example, in vehicle applications, the battery pack 112 and battery pack modules may be modular, such that their number and configuration can be varied to suit the desired energy density or mileage targets, intended use or cost targets of a particular vehicle platform, and according to propulsion and charging functions and propulsion system architecture. Selective reconfiguration of battery pack 112 and battery pack modules can be achieved via controllable switches (e.g., contactors) that open and close various electrical paths to efficiently provide a variety of parallel and series configurations of battery pack 112 and battery pack modules. For example, RESS 104 may include multiple battery packs 112, each having a nominal voltage of 800 volts, and configured in parallel in an 800-volt propulsion architecture during propulsion and during DC fast charging (DCFC). Battery packs 112 may also be selectively coupled to the HV. DC bus 108 charges the ports via controllable switches. Some or all of such controllable switches may be integrated into one or more controllable battery disconnect units (BDUs) (not shown) or distributed in various ways within components or subsystems such as RESS 104. It should be understood that RESS 104 can be reconfigurable at any level of integration, including battery pack, battery module, and battery cell levels.

[0033] Motor 120 may be a multiphase AC motor that receives multiphase AC power via a multiphase motor control power bus (AC bus) 111 coupled to power inverter 110. In one embodiment, motor 120 is a three-phase motor, and power inverter 110 is a three-phase inverter. Power inverter 110 may include multiple solid-state switches, such as IGBTs and power MOSFETs. Power inverter 110 receives DC power, such as 800 volts, from RESS 104 via HV DC bus 108. Motor controller 105 is coupled to power inverter 110 to control it. Power inverter 110 is electrically connected via AC bus 111 to the stator phase windings of the multiphase stator windings of motor 120, wherein current is monitored on two or three phase leads. Power inverter 110 is configured with suitable control circuitry including pairs of power transistors (e.g., IGBTs for converting high-voltage DC power to high-voltage AC power and vice versa). Power inverter 110 can employ pulse width modulation (PWM) control to convert stored DC power from battery pack 112 of RESS 104 into AC power to drive motor 120 to generate torque. Similarly, inverter 110 can convert mechanical power delivered to motor 120 into DC power to generate electrical energy that can be stored in battery pack 112 of RESS 104, including as part of a regenerative control strategy. Power inverter 110 can be configured to receive motor control commands from motor controller 105 and control the inverter state to provide motor drive and regenerative functions.

[0034] Control of the power inverter 110 may include high-frequency switching of solid-state switches based on PWM control. Many design and application considerations and limitations determine the inverter switching frequency and PWM control. Inverter control for AC motor applications may include a fixed switching frequency, such as approximately 10-12 kHz, and PWM control to minimize switching losses of the IGBTs or other power switches of the power inverter 110.

[0035] refer to Figure 2 Embodiments of the electrified vehicle 100 may include multiple charging ports, multiple battery packs, and multiple EDUs, as further described herein. The vehicle 100 may also include multiple controllable switches, as further described herein. In embodiments, the number of one or more of the multiple EDUs, multiple battery packs, and multiple charging ports may differ from the others. Figure 2 In the illustrated embodiment, the number of EDUs, the number of battery packs, and the number of charging ports are equal, and in general, "n" represents multiple quantities. Figure 2 The diagram shows the first and last of the multiple “n” EDUs, battery packs, charging ports, and corresponding switches, as further described herein.

[0036] exist Figure 2 In the exemplary embodiment of the electrified vehicle 100, the following description uses the subscript number "1" to specifically refer to the first of "n" EDUs, battery packs, charging ports, and corresponding switches. It should be understood that each additional second to "n" EDUs, battery packs, charging ports, and corresponding switches can be configured identically, although not shown separately, except for the clearly illustrative "nth" such configuration used for structural identification and functional interaction. Therefore, Figure 2 An embodiment of the electrified vehicle 100 may include an EDU 1021, a battery pack B1, a charging port CP1, and switches S11, S21, S31, S41, S51, S61, and S71. Switches S11, S21, S31, S41, S51, S61, and S71 may be electromechanical relays or solid-state devices. EDU 1021 may include a TPIM 1061 (including a power inverter 1101 and a motor controller 1051), a motor 1201 including stator windings, and a positive DC rail 1351 and a negative DC rail 1371. The power inverter 1101 of the TPIM 1061 is coupled to the motor stator windings of the motor 1201 and is also coupled to the positive DC rail 1351 and the negative DC rail 1371. TPIM 1061 may include an inverter input bulk / filter capacitor (not shown) coupled between the positive DC rail 1351 and the negative DC rail 1371. A capacitor pre-charge circuit 1191 (PC1) can selectively charge the inverter input bulk / filter capacitor by being coupled to the battery pack B1 before the switch S41 is closed. For example, the capacitor pre-charge circuit 1191 (PC1) can be used to selectively charge the battery pack B1…B n The inverter input / filter capacitors are pre-charged before power transfer to one or more external power sources. In one embodiment, the pre-charge circuit 1191 (PC1) may include a current-limiting resistor connected in series with a controllable switch. In an embodiment, negative DC rails 1371…137 n Common coupling. Battery pack B1 includes the positive terminal B1 of the battery pack. + and battery pack negative terminal B1 — The charging port CP1 includes the positive terminal CP1 of the charging port. + and charging port negative terminal CP1 — .

[0037] Charging port switches S11, S21, and S31 correspond to charging port CP1. Switch S11 is coupled to the positive terminal CP1 of the charging port. + and battery pack positive terminal B1 + Between, for controllable connection and disconnection of the positive terminal CP1 of the charging port. +and battery pack positive terminal B1 + Switch S21 is coupled to the negative terminal CP1 of the charging port. — and battery pack negative terminal B1 — Between, for controllable connection and disconnection of the negative terminal CP1 of the charging port. — and battery pack negative terminal B1 — The closing of both switches S11 and S21 couples the corresponding battery pack B1 to the corresponding charging port CP1 for passive power transfer. Therefore, the switches corresponding to charging port CP1 (e.g., S11 and S21) can be collectively referred to as the passive charging port switch. Switch S31 is coupled to the positive terminal CP1 of the charging port. + Between the stator winding of motor 1201 and the stator winding, a controllable connection and disconnection of the positive terminal CP1 of the charging port is provided. + The stator winding of motor 1201 is connected to the terminal of switch S31, which can be one of the phase windings or the neutral terminal of the motor stator winding. In an embodiment, switch S31 can be coupled to the stator winding 1201 via an additional series-connected switch S71. The closing of switches S21 and S31 (and the configured switch S71) relative to the inverter integrated converter operation of power inverter 1101 and the stator winding of motor 1201 is used to enable power transfer between off-board power supply and battery pack (or other load) coupled between positive DC rail 1351 and negative DC rail 1371. Inverter integrated converter operation may also be referred to herein as active power transfer. Therefore, the switches (e.g., S21 and S31) corresponding to charging port CP1 (and the configured switch S71) can be collectively referred to as active charge portswitch. In an embodiment where switch S71 can be coupled between the stator winding of motor 1201 and switch S31. A filter capacitor C1 can be coupled between the node between switches S31 and S71 and the negative DC rail 1371. During inverter integrated converter charge transfer modes, the filter capacitor C1 can reduce the ripple current drawn from or reflected back to the charging port CP1 to minimize conducted electrical noise associated with the ripple current through the charging port CP1. When the filter capacitor C1 is not used in inverter integrated converter charge transfer modes (e.g., propulsion, passive charge transfer), switch S71 can be used to disconnect the filter capacitor C1 from the corresponding motor stator winding. In an alternative embodiment, the external power supply may include a filter capacitor coupled across the DC power supply. In such a configuration, switch S71 may be unnecessary because the disconnection of the filter capacitor occurs via switch S31, which can be closed only during inverter integrated converter charge transfer modes.

[0038] Battery pack switches S41 and S51 correspond to battery pack B1. Switch S41 is coupled to the positive terminal B1 of the battery pack. + Between the positive DC rail 1351 and the negative DC rail. Switch S51 is coupled to the negative terminal B1 of the battery pack. — Between the positive DC rail 1351 and the negative DC rail 1371. The closing of both switches S41 and S51 is used to place the corresponding battery pack B1 at both ends of the positive DC rail 1351 and the negative DC rail 1371, thereby also coupling the battery pack B1 to the power inverter 1101 of TPIM 1061.

[0039] Parallel switch S61 corresponds to EDU 1021. Switch S61 can be coupled between the positive DC rail 1351 and the positive side of the accessory bus 145 for controllably connecting and disconnecting the positive DC rail 1351 and the positive side of the accessory bus 145 to supply power to accessory loads 150 such as auxiliary power module 151 (e.g., reducing higher voltage to lower voltage), air conditioning electronic compressor 153, and battery pack heater 155. In one embodiment, the negative side of the accessory bus 145 is commonly coupled to negative DC rails 1371…137. n Switch S61 can be used with other switches S6 n Controllable connection and disconnection of positive DC rail 1351 and positive DC rail 135 n Multiple switches S61…S6 n The closing is used to connect the corresponding EDU 1021…102 n Placed in parallel.

[0040] The electric propulsion system 101 of the electrified vehicle 100 may include a control system 160, which includes one or more electronic control units (ECUs), such as a vehicle controller 103, a battery manager module 114, and multiple TPIMs 1061…106 n Multiple motor controllers 1051…105 nAs used herein, control module, module, control, controller, control unit, electronic control unit, processor, and similar terms mean application-specific integrated circuit (ASIC), electronic circuitry, central processing unit (preferably, microprocessor), and associated memory and storage devices (read-only memory (ROM), random access memory (RAM), electrically programmable read-only memory (EPROM), hard disk drive, etc.) or microcontrollers executing one or more software or firmware programs or routines, input / output circuitry and devices (I / O), as well as appropriate signal conditioning and buffering circuitry, high-speed clocks, analog-to-digital (A / D) and digital-to-analog (D / A) circuitry, and other components providing the described functionality. Control modules may include various communication interfaces, including point-to-point or discrete lines and wired or wireless interfaces to networks, including wide area networks and local area networks, vehicle controller area networks, and factory and service-related networks. The functionality of the control modules described in this disclosure can be executed in a distributed control architecture among multiple networked control modules. Software, firmware, program, instruction, routine, code, algorithm, and similar terms mean any controller-executable instruction set including calibration, data structures, and lookup tables. The control module may have a set of control routines executed to provide the described functions. These routines, for example, are executed by a central processing unit and are operable to monitor inputs from sensing devices and other networked control modules, and to execute control and diagnostic routines to control the operation of the actuators. The routines may be executed periodically during ongoing engine and vehicle operation. Alternatively, the routines may be executed on demand in response to events, software calls, or inputs or requests via a user interface.

[0041] The control system can be responsible for performing functions related to monitoring, controlling, and diagnosing the propulsion system 101 based on multiple inputs. The vehicle controller 103 may include one or more ECUs and can act as a supervisor responsible for interpreting various user and environmental inputs, information, and control arbitration, as well as issuing and receiving control commands and requests to and from various other ECUs, including the battery manager module 114 and multiple motor controllers 1051…105. n The vehicle controller 103 can perform vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communication related to power transmission from and to external power sources, either directly or via another ECU. This communication can be wireless or via a wired connection, such as data transmission through a charging port. The battery manager module 114 can receive multiple inputs associated with RESS 104, including, for example, battery, module, and battery pack level voltage, current, and temperature under various module configurations. Motor controllers 1051…105 n It can receive motor 1201…120 n And power inverter 1101…110 nVarious inputs used in monitoring, control, and diagnostics include motor phase current and rotor position information. Motor controller 1051…105 n It can be connected to power inverter 1101…110 n Solid-state switches send on commands to control motors 1201…120 n The transmission command can be transmitted from the motor controller 1051…105 in the form of a PWM signal. n Issued. Any suitable solid-state device can be used as the solid-state switch for the power inverter 110, including, for example, solid-state devices such as Si IGBTs, Si MOSFETs, SiC MOSFETs, GaN HEMTs, SiC JFETs, diamond, gallium oxide, and other power switching devices based on wide-bandgap (WBG) semiconductors. Each power inverter 1101…110 n Solid-state switches may also have associated anti-parallel diodes, either as discrete components or integrated with each switch. According to one embodiment, battery manager module 114 may be responsible for battery packs B1…B n Monitoring and diagnostics are used for discharge and charge control, including during propulsion operations and during power transfer from and to external power sources.

[0042] External power sources (not shown) may include DC charging stations, such as DCFC stations, which can deliver power to the electrified vehicle 100. In one embodiment, the DC charging station may be substantially matched to the battery pack voltage requirements (e.g., an 800-volt charging station with an 800-volt battery pack), where power delivery may be passive (i.e., not inverter-integrated converter charge delivery). In one embodiment, the DC charging station may be substantially mismatched (e.g., a 400-volt or 1200-volt charging station with an 800-volt battery pack), where power delivery may be active (i.e., inverter-integrated converter charge delivery). External power sources may also include another electric vehicle with its own RESS, which can deliver power to or receive power from the electrified vehicle 100. Thus, regarding power delivery, the other electric vehicle may be a donor vehicle or a recipient vehicle. In such embodiments, the corresponding RESSes of the donor and recipient vehicles may be substantially matched, and power delivery may be passive (i.e., not inverter-integrated converter charge delivery). However, the respective RESSes of the donor and recipient vehicles may be substantially mismatched, and power transfer may be active (i.e., inverter-integrated converter charge transfer). The external power source may have an electric DC power supply, which, in the case of a DC charging station, can provide rectified AC from the grid or other AC power sources (e.g., wind turbines or ICE generator sets). In the case of another electric vehicle providing or receiving power, the DC power supply may be the corresponding RESS. The external power source can be connected via one or more charging ports CP1, CP2, CP3, CP4, CP5, CP6, CP7, CP8, CP9, CP1 ... n Connecting to the electrified vehicle 100, for example via CCS, CHAdeMO or other connector protocols or standards with DC-DC capability, including wired communication between the main vehicle 100 and an external power source.

[0043] According to this disclosure, an electrified vehicle as described herein can flexibly transmit power via one or more charging ports. In embodiments, the electrified vehicle may have multiple substantially identical parallel sections, wherein the RESS can be controllably connected to multiple charging ports during power transmission, or controllably connected to multiple charging ports across multiple EDUs during propulsion. By selectively configuring sections and charging ports, multiple sections can be charged in parallel or individually. All or fewer of the charging ports can be utilized simultaneously. An external power source having a nominal voltage mismatched with the battery pack of an energized vehicle can be used to charge the energized vehicle's battery pack via an inverter-integrated converter charge transfer configuration. Power can be transferred bidirectionally to or from the energized vehicle via the charging ports, for example, from the energized vehicle's battery pack to a donor vehicle or receiving vehicle that is nominally mismatched with the energized vehicle. For example, vehicle-to-vehicle power transfer may include buck operation via inverter-integrated converter charge transfer to transfer power to a receiving vehicle at a lower nominal voltage. Similarly, vehicle-to-vehicle power transfer may include power transfer from a supplier vehicle at a lower nominal voltage via a boost operation of charge transfer via an inverter-integrated converter. An exemplary inverter-integrated converter charge transfer is described in more detail in co-assigned U.S. Patent Application No. 17 / 743,737 (Attorney’s File No. P101610-PRI-NP-US01), filed May 13, 2022, entitled “VEHICLE INTEGRATED DC-DC ENERGY TRANSFER,” the contents of which are incorporated herein by reference.

[0044] Table 1 of this document illustrates exemplary non-limiting operating modes, including switch states corresponding to the switch states of an embodiment of an electrified vehicle 100 comprising multiple charging ports, multiple battery packs, and multiple EDUs, as described herein. Figure 2 Further description. The switch state can be controlled by controller 160, as further described herein.

[0045]

[0046] In one embodiment, the controller 160 can disconnect all charging port switches S11…S1 n S21…S2 n and S31…S3 n Disconnect all battery pack switches S41…S4 n S51…S5 n Disconnect all parallel switches S61…S6 n Disconnect all switches S71…S7 n (As equipped) and disable all pre-charge circuits PC1…PCn To execute the keyoff operation mode for electrified vehicles.

[0047] In an embodiment, the controller 160 may execute a fault operation mode for the electrified vehicle to isolate a segment by disconnecting all associated charging port switches (e.g., S11, S21, and S31), disconnecting all associated battery pack switches (e.g., S4, S5), disconnecting associated parallel switches (e.g., S6), disconnecting associated switches (e.g., S71) (as equipped), and disabling associated pre-charge circuits (e.g., PC1).

[0048] In one embodiment, controller 160 can execute a pre-charge operation mode for an electrified vehicle to charge the inverter input / filter capacitors, for example, in preparation for propulsion. The pre-charge operation mode may include disconnecting all charging port switches S11…S1 n S21…S2 n and S31…S3 n Close the switch to close all battery pack switches S51…S5 n Disconnect all battery pack switches S41…S4 n Close all parallel switches S61…S6 n And disconnect all switches S71…S7 n (As equipped). The pre-charge operation mode may also include activating the pre-charge circuit PC1…PC n At least one of them.

[0049] In one embodiment, the controller 160 can disconnect the ports corresponding to all charging ports CP1…CP2. n All charging port switches S11…S1 n S21…S2 n and S31…S3 n To disconnect all charging ports from the battery pack and motor stator windings, close all battery pack switches S41…S4. n S51…S5 n and parallel switches S61…S6 n All battery packs B1…B are connected in parallel. n And EDU 1021…102 n Disconnect all switches S71…S7 n (As equipped), and disable all pre-charge circuits PC1…PC n This enables the implementation of a parallel propulsion operation mode for electrified vehicles. Advantageously, the parallel propulsion operation mode allows multiple parallel battery packs to serve EDU and high-voltage accessory loads.

[0050] In one embodiment, the controller 160 can disconnect from all charging ports CP1…CP n All corresponding charging port switches S31…S3 n Disconnect all charging ports from the motor stator windings and close one charging port CP1…CP. n The corresponding pair of passive charging port switches S11 / S21…S1 n / S2 n To connect a charging port CP1...CP n Connect to the corresponding battery pack B1…B n Disconnect all other paired passive charging port switches corresponding to each other charging port to disconnect each other charging port from the battery pack, and close all battery pack switches S41…S4. n and S51…S5 n and parallel switches S61…S6 n All battery packs B1…B are connected in parallel. n And EDU 1021…102 n Disconnect all switches S71…S7 n (If equipped), and disable all pre-charge circuits PC1…PC n This enables passive power transfer operation of electrified vehicles via a single-port to parallel battery pack. Advantageously, the passive power transfer operation of the single-port to parallel battery pack allows passive power transfer (i.e., not inverter-integrated converter charge transfer) between a single charging port and multiple parallel battery packs, while also serving high-voltage accessory loads.

[0051] In one embodiment, the controller 160 can disconnect from all charging ports CP1…CP n All corresponding charging port switches S31…S3 n Disconnect all charging ports from the motor stator windings and close at least two charging ports CP1…CP2. n At least two pairs of passive charging port switches S11 / S21…S1 correspond to this. n / S2 n To connect these charging ports CP1 and CP n Connect to the corresponding battery pack B1…B n And disconnect all other paired passive charging port switches corresponding to the remaining charging port to disconnect the remaining charging port from the battery pack, and close all battery pack switches S41…S4 n and S51…S5 n and parallel switches S61…S6 n All battery packs B1…B are connected in parallel. n And EDU 1021…102 nDisconnect all switches S71…S7 n (As equipped), and disable all pre-charge circuits PC1…PC n This enables a multi-port to parallel battery pack passive charging transfer operation mode for electrified vehicles. Advantageously, the multi-port to parallel battery pack passive power transfer operation mode allows passive power transfer between multiple charging ports and multiple parallel battery packs, while also serving the high-voltage accessory load 150.

[0052] In one embodiment, the controller 160 can disconnect the ports corresponding to all charging ports CP1…CP2. n All charging port switches S31…S3 n Disconnect all charging ports from the motor stator windings and close the corresponding charging ports CP1…CP. n At least one pair of passive charging port switches S11 / S21…S1 n / S2 n To connect the charging ports CP1...CP n At least one of them is connected to the corresponding battery pack B1…B n Disconnect all switches S71…S7 n (As equipped), and disable all pre-charge circuits PC1…PC n This enables a passive charge transfer operation mode for electrified vehicles, connecting a single port to a single battery pack. Advantageously, this single-port-to-single-battery-pack passive charge transfer operation mode allows passive power transfer between a single charging port and a single corresponding battery pack. In one embodiment, a pair of battery pack switches S41 / S51…S4 connect the charging port to the battery pack. n / S5 n and corresponding parallel switches S61…S6 n It can also be closed to connect the corresponding battery pack to the accessory bus 145 to serve the high-voltage accessory load 150. Advantageously, the passive charge transfer operation mode from a single port to a single battery pack enables passive power transfer between a single charging port and a single corresponding battery pack, while also serving the high-voltage accessory load 150.

[0053] In one embodiment, the controller 160 can close a pair of active charging port switches S31 / S21…S3 n / S2 n (and the corresponding switches S71…S7) n (As equipped), and disconnect from the charging port CP1...CP n One of the corresponding related charging port switches S11…S1 n To connect the charging ports CP1...CP nOne of them is connected to the corresponding motor stator winding, and this charging port is disconnected from the battery pack. The corresponding charging ports CP1...CP1 are also disconnected. n The remaining charging port switches are used to disconnect these charging ports from the battery pack and motor stator windings, and all battery pack switches S41...S4 are closed. n And S51...S5 n And parallel switches S61...S6 n All battery packs B1...B are connected in parallel. n And disable all precharge circuits PC1...PC n This enables active charge transfer operation mode for electrified vehicles from a single port to a parallel battery pack. Advantageously, the active charge transfer operation mode from a single port to a parallel battery pack allows for active power transfer between a single charging port and multiple parallel battery packs, while also serving the high-voltage accessory load 150.

[0054] In one embodiment, the controller 160 can close a pair of active charging port switches S31 / S21…S3 n / S2 n (and the corresponding switches S71…S7) n (As equipped), and disconnect from the charging port CP1...CP n One of the corresponding related charging port switches S11…S1 n To connect the charging ports CP1...CP n One of them is connected to the corresponding motor stator winding, and this charging port is disconnected from the battery pack, disconnecting the corresponding charging ports CP1…CP1 for each of the other charging ports. n The remaining charging port switches disconnect these charging ports from the battery pack and motor stator windings, and close them with EDU 1021…102. n (Its motor stator windings are connected to the charging port CP1…CP) n One of the associated battery pack switches S41 / S51…S4 n / S5 n And disable all precharge circuits PC1…PC n This is used to execute the active charge transfer operation mode of a single port to a single battery pack in an electrified vehicle. Advantageously, the active charge transfer operation mode of a single port to a single battery pack enables active power transfer between a single charging port and a single corresponding battery pack. In one embodiment, the corresponding parallel switches S61…S6 nIt can also be closed to connect the corresponding battery pack to the accessory bus 145 to serve the high-voltage accessory load 150. Advantageously, the passive charge transfer operation mode from a single port to a single battery pack enables passive power transfer between a single charging port and a single corresponding battery pack, while also serving the high-voltage accessory load 150.

[0055] In one embodiment, the controller 160 can target the charging ports CP1…CP n The first one closes the corresponding pair of passive charging port switches S11 / S21…S1 n / S2 n To connect the charging port CP1…CP n Connect to the corresponding battery pack B1…B n Disconnect from charging port CP1...CP n The first corresponding charging port switch S31…S3 n And close the pair of battery pack switches S41 / S51…S4 associated with the battery pack connected to the charging port. n / S5 n And for the second of the multiple charging ports, close the corresponding pair of active charging port switches S31 / S21…S3 n / S2 n (and the corresponding switches S71…S7) n (If equipped), and disconnect the corresponding charging port switch S11…S1 n To connect the second CP1…CP in the charging port n Connect to the corresponding motor stator winding, disconnect the charging port from the battery pack, and close the connection to EDU 1021…102. n (Its motor stator windings are connected to the charging port CP1…CP) n The second one in the series is associated with a pair of battery pack switches S41 / S51…S4 n / S5 n This enables the simultaneous passive and active charge transfer operation modes of electrified vehicles. The simultaneous passive and active charge transfer operation modes of electrified vehicles may also include disabling all pre-charge circuits PC1…PC n .

[0056] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting. The term "a" does not indicate a limitation of quantity, but rather means that at least one of the referenced items is present. Unless the context clearly indicates otherwise, the term "or" means "and / or". Throughout the specification, reference to "aspect" means that a particular element described in connection with that aspect (e.g., a feature, structure, step, or characteristic) is included in at least one aspect described herein and may or may not be present in other aspects. Furthermore, it should be understood that the described elements may be combined in any suitable manner in the aspects.

[0057] Whether explicitly stated or not, all numerical values ​​herein are assumed to be modified by the term “about.” For the purposes of this disclosure, a range may be expressed as from “about” one particular value to “about” another particular value. The term “about” generally refers to a range of numerical values ​​that a person skilled in the art would consider equivalent to the stated value, having the same function or result, or generally reasonably within the manufacturing tolerances of the stated value. Similarly, the numerical values ​​set forth herein are by way of non-limiting examples and may be nominal values; it should be understood that actual values ​​may differ from nominal values ​​depending on environment, design and manufacturing tolerances, age, and other factors.

[0058] When an element such as a layer, film, region, or substrate is referred to as being “on” another element, it can be directly on the other element, or there may be intermediate elements present. Conversely, when an element is referred to as being “directly” on another element, there are no intermediate elements present. Therefore, unless explicitly described as “direct,” when the relationship between the first element and the second element is described in the foregoing disclosure, the relationship can be a direct relationship in which there are no other intermediate elements between the first element and the second element, but it can also be an indirect relationship in which there are one or more intermediate elements (spatially or functionally) between the first element and the second element.

[0059] One or more steps within the method may be performed in a different order (or simultaneously) without altering the principles of this disclosure. Furthermore, although each embodiment is described above as having certain features, any one or more of those features described with respect to any embodiment of this disclosure may be implemented in and / or combined with features of any other embodiment, even if such combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and substitutions of one or more embodiments for each other remain within the scope of this disclosure.

[0060] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains.

[0061] Unless otherwise stated herein, all test standards are the most recent standards in effect as of the date of filing of this application, or, if priority is claimed, the date of filing of the earliest priority application in which a test standard appears.

[0062] 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. An electrified vehicle, comprising: Multiple electric drive units, i.e. multiple EDUs, each EDU includes a corresponding power inverter coupled to the corresponding motor stator winding, a corresponding positive DC rail and a corresponding negative DC rail, and all negative DC rails are coupled together. Multiple battery packs, each battery pack including a corresponding positive terminal and a corresponding negative terminal; Multiple charging ports, each charging port including a corresponding positive terminal and a corresponding negative terminal; For each of the multiple charging ports, there are corresponding first switches, second switches and third switches. Each corresponding first switch is coupled between the positive terminal of the corresponding battery pack of the corresponding battery pack and the positive terminal of the corresponding charging port. Each corresponding second switch is coupled between the negative terminal of the corresponding battery pack of the corresponding battery pack and the negative terminal of the corresponding charging port. And each corresponding third switch is coupled between the motor stator winding of the corresponding EDU and the positive terminal of the corresponding charging port. as well as Each of the plurality of battery packs has a corresponding fourth and fifth switch, each corresponding fourth switch being coupled between the positive terminal of the corresponding battery pack and the corresponding positive DC rail of one of the plurality of EDUs; the corresponding motor stator winding of the one EDU is coupled to a corresponding third switch, which is coupled between the corresponding motor stator winding and the corresponding positive terminal of the charging port; the corresponding positive terminal of the charging port is coupled to a corresponding first switch, which is coupled between the corresponding positive terminal of the charging port and the corresponding positive terminal of the battery pack; and each corresponding fifth switch is coupled between the negative terminal of the corresponding battery pack and the corresponding negative DC rail of one of the plurality of EDUs. The accessory bus is coupled to the non-propulsion vehicle load and includes a positive terminal and a negative terminal. as well as A corresponding sixth switch, which corresponds to each of the plurality of EDUs, is coupled between the corresponding positive DC rail and the positive terminal of the accessory bus; A corresponding seventh switch is associated with each of the plurality of EDUs, each corresponding seventh switch being coupled between the corresponding motor stator winding and a corresponding third switch, the corresponding third switch being coupled between the corresponding motor stator winding and the corresponding charging port positive terminal.

2. The electrified vehicle of claim 1 further includes a controller that executes a parallel propulsion operation mode of the electrified vehicle, the parallel propulsion operation mode including disconnecting each corresponding first switch, second switch and third switch to disconnect multiple charging ports from corresponding battery packs and corresponding motor stator windings, and closing each corresponding fourth switch, fifth switch and sixth switch to connect multiple battery packs and multiple EDUs in parallel.

3. The electrified vehicle of claim 1 further includes a controller that performs a single-port to parallel battery pack passive charge transfer operation mode of the electrified vehicle, including disconnecting each corresponding third switch to disconnect the plurality of charging ports from the corresponding motor stator windings, closing a corresponding first switch and second switch corresponding to one of the plurality of charging ports and disconnecting a corresponding first switch and second switch corresponding to each of the other charging ports, and closing each corresponding fourth switch, fifth switch and sixth switch to connect the plurality of battery packs in parallel.

4. The electrified vehicle of claim 1 further includes a controller that executes a multi-port to parallel battery pack passive charge transfer operation mode of the electrified vehicle, including disconnecting each corresponding third switch to disconnect the plurality of charging ports from the corresponding motor stator windings, closing corresponding first and second switches corresponding to at least two of the plurality of charging ports, disconnecting corresponding first and second switches corresponding to each of the plurality of charging ports, and closing each corresponding fourth, fifth, and sixth switch to connect the plurality of battery packs in parallel.

5. The electrified vehicle of claim 1, further comprising a controller that performs a single-port to individual battery pack passive charge transfer operation mode of the electrified vehicle, including disconnecting each corresponding third switch to disconnect the plurality of charging ports from the corresponding motor stator windings, and closing a corresponding first switch and second switch corresponding to at least one of the plurality of charging ports.

6. The electrified vehicle of claim 1 further includes a controller that performs a single-port to parallel battery pack active charge transfer operation mode of the electrified vehicle, including closing a corresponding second and third switch corresponding to one of the plurality of charging ports, opening a corresponding first switch corresponding to one of the plurality of charging ports, opening a corresponding first, second, and third switch corresponding to each of the other charging ports, and closing each corresponding fourth, fifth, and sixth switch to connect the plurality of battery packs in parallel.

7. The electrified vehicle of claim 1, further comprising a controller that executes a single-port to individual battery pack active charge transfer operation mode of the electrified vehicle, including closing corresponding second and third switches corresponding to at least one of the plurality of charging ports, opening corresponding first switches corresponding to at least one of the plurality of charging ports, opening corresponding first, second, and third switches corresponding to each other of the plurality of charging ports, and closing each corresponding fourth and fifth switch corresponding to a corresponding battery pack, the corresponding battery pack being coupled by the corresponding second switch corresponding to the at least one of the plurality of charging ports.

8. The electrified vehicle according to claim 1, further comprising: A controller that executes a hybrid passive and active charge transfer operating mode for electrified vehicles, the controller comprising: For a first charging port among multiple charging ports, close the corresponding first and second switches, open the corresponding third switch, and close the corresponding fourth and fifth switches corresponding to the corresponding battery pack, wherein the corresponding battery pack is coupled by the corresponding second switch corresponding to the first charging port among multiple charging ports; and For the second charging port among the multiple charging ports, close the corresponding second and third switches, open the corresponding first switch, and close each corresponding fourth and fifth switch corresponding to the corresponding battery pack, wherein the corresponding battery pack is coupled by the corresponding second switch corresponding to the second charging port among the multiple charging ports.

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