Shared active electromagnetic interference filter

Abstract

The present disclosure provides a "shared active electromagnetic interference filter". An automotive power system includes a circuit arrangement comprising: an AC input; an AC / DC power converter; an electromagnetic interference filter that is connected between the AC input terminal and the AC / DC power converter; a transformer; a first switching bridge connected between the AC / DC power converter and the transformer, and a second switching bridge connected between the AC / DC power converter and the transformer; and a switching block connected with a secondary side of the transformer, the switching block connecting the secondary side with a second switching bridge such that the second switching bridge is connected between a traction battery and the transformer, and the switching bridge and the transformer forming an isolated DC / DC power converter. The system also includes one or more switches that connect the traction battery directly between the AC input and the electromagnetic interference filter.

Description

Technical Field

[0001] The present disclosure relates to automotive power systems. Background Art

[0002] Motor vehicles may use electrical energy to power electric motors. The electric motors may convert this electrical energy into mechanical energy to propel the vehicle. Motor vehicles may include various power electronics to regulate and store electrical energy. Summary of the invention

[0003] An automotive power system includes a traction battery, a first switch bridge, and a circuit arrangement. The circuit arrangement includes: an AC input; an AC / DC power converter; an electromagnetic interference filter, the electromagnetic interference filter being connected between the AC input and the AC / DC power converter; a transformer; a second switch bridge, the second switch bridge being connected between the AC / DC power converter and the transformer; and a switch group, the switch group being connected to the secondary side of the transformer, the switch group connecting the secondary side to the first switch bridge, so that the first switch bridge is connected between the traction battery and the transformer, and the first switch bridge, the transformer, and the second switch bridge form an isolated DC / DC power converter. The system further includes one or more switches, the one or more switches connecting the traction battery directly between the AC input and the electromagnetic interference filter.

[0004] A method includes: in response to a request to charge a traction battery of a vehicle, closing a first switch to connect a secondary side of a transformer whose primary side is connected to an AC / DC power converter through a switch bridge between a motor and another switch bridge, such that the transformer, the motor, and the switch bridge form an isolated DC / DC power converter that delivers charging power from the AC / DC power converter to the traction battery; and opening a second switch to disconnect the traction battery from the AC / DC power converter and an AC input terminal.

[0005] A vehicle includes: an electric motor; a traction battery; a first switch bridge connected between the electric motor and the traction battery; an AC input; an AC / DC power converter; an electromagnetic interference filter connected between the AC input and the AC / DC power converter; a transformer; a second switch bridge connected between the AC / DC power converter and the transformer; and a switch group connected to a secondary side of the transformer. The switch group connects the secondary side between the electric motor and the first switch bridge, so that the electric motor, the first switch bridge, the transformer and the second switch bridge form an isolated DC / DC power converter, which is configured to deliver charging power from the AC / DC power converter to the traction battery. The vehicle also includes one or more switches, which directly connect the traction battery between the AC input and the electromagnetic interference filter. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1 is a schematic diagram of a system including a battery current control module.

[0007] Figure 2 is a schematic diagram of a system including an inverter system controller.

[0008] Figure 3 is a schematic diagram of a system including an integrated battery current control module and an inverter system controller.

[0009] Figure 4 is a schematic diagram of a system including an integrated battery current control module, an inverter system controller, and a high voltage to low voltage DC / DC converter.

[0010] Figure 5 is a schematic diagram of a system including an integrated battery current control module, inverter system controller, rectifier and DC / DC converter.

[0011] Figure 6 is a schematic diagram of a system with a shared active electromagnetic interference filter for dual mode operation. DETAILED DESCRIPTION

[0012] Embodiments are described herein. However, it should 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 enlarged or minimized to show details of particular components. Therefore, the specific structural details and functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for teaching those skilled in the art.

[0013] The various features shown and described with reference to any one of the accompanying drawings may be combined with features shown in one or more other drawings to produce embodiments not explicitly shown or described. The combinations of features shown provide representative embodiments for typical applications. However, for specific applications or implementations, various combinations and modifications of features consistent with the teachings of the present disclosure may be desired.

[0014] A battery current control module (BCCM) is a component in a motor vehicle, particularly one with an electric or hybrid powertrain. These modules play a role in regulating and managing the flow of current into and out of the battery.

[0015] BCCMs act as control units that interface between the battery, charging system, and electrical loads. They monitor and control various parameters, such as battery state of charge, voltage, and temperature, and based on this information, they regulate the current to the battery.

[0016] The BCCM can facilitate charge control by overseeing the battery's charging process and managing the voltage and current supplied by the charging system. By monitoring the battery's state of charge and adjusting charging parameters accordingly, the BCCM attempts to ensure that the battery receives the appropriate charge level to maintain performance.

[0017] Similarly, BCCMs can be responsible for discharge control. They regulate the current output from the battery to the electrical loads in the vehicle. By controlling the current, the BCCM can ensure a controlled power supply to the various electrical components and systems.

[0018] BCCMs can also implement various actions for the battery. For example, they can monitor battery temperature to prevent overheating. They can also detect overvoltage or undervoltage conditions and implement actions to avoid short circuits or excessive current draw.

[0019] Communication interfaces are often incorporated into the BCCM. These interfaces, such as the Controller Area Network (CAN) or LIN (Local Interconnect Network), allow the BCCM to exchange information with other vehicle systems, including the Engine Control Unit (ECU) or Body Control Module (BCM). This enables coordinated operation and integrated control across various vehicle functions. The BCCM can receive commands or instructions from other control units and adjust current accordingly.

[0020] BCCMs can have diagnostic capabilities. These modules monitor the health and performance of the battery system. They can log codes and provide diagnostic information to facilitate maintenance.

[0021] Inverter system controllers (ISCs) are also components in motor vehicles with electric powertrains. They play a role in managing and controlling the flow of power between the battery and the electric motor. The function of the inverter system controller is to convert direct current (DC) from the battery into alternating current (AC) to power the electric motor.

[0022] The ISC can act as a decision maker for the power electronics system. It can monitor various parameters (such as motor speed, torque and temperature) to ensure operation.

[0023] The task of the ISC is to convert the DC power from the battery into three-phase AC power suitable for the electric motor. It can control the switching of current and voltage using high-power semiconductor devices (e.g., insulated gate bipolar transistors (IGBTs)). By modulating the pulse width and frequency of the AC waveform, the inverter system controller regulates the speed and torque output of the electric motor.

[0024] ISCs provide control of electric motors. They use algorithms and control strategies to regulate motor speed, torque, and direction of rotation. By adjusting the switching pattern of the IGBTs, the controller can change the frequency and amplitude of the AC waveform, thereby changing the motor operation.

[0025] ISC facilitates regenerative braking. During deceleration or braking, the electric motor operates as a generator, converting the vehicle's kinetic energy into electrical energy. The inverter system controller controls the energy flow, directing it back to the battery for storage.

[0026] ISCs can be responsible for managing the thermal conditions of power electronics systems. They can monitor the temperature of inverters and electric motors and employ cooling systems (such as fans, liquid cooling, or radiators) to dissipate excess heat and maintain operating temperatures.

[0027] ISCs can incorporate diagnostic capabilities to detect and prevent faults in power electronic systems. They can monitor various parameters that can indicate potential faults, such as voltage, current, and temperature values. If a fault is detected, the controller can take corrective action, such as shutting down the system, activating other measures, or providing a fault code for diagnostic purposes.

[0028] ISCs typically have a communication interface, such as CAN or Ethernet, to enable integration with other vehicle systems. They can exchange information with the main control unit to coordinate operation and facilitate diagnostics and troubleshooting. The communication interface also allows the controller to receive commands or instructions from the electronic control unit (ECU) and adjust the power output accordingly.

[0029] ISCs can incorporate features such as overvoltage and undervoltage monitoring, overcurrent monitoring, and isolation monitoring.

[0030] Integrating BCCM with ISC is often considered a challenge due to the disconnected circuits. Figure 1 and Figure 2 A schematic diagram of typical individual systems 10, 12 is shown in FIG.

[0031] refer to Figure 1 , the system 10 includes a BCCM 14, a traction battery 16, an auxiliary battery 18, and an onboard charging controller 20. The BCCM includes an AC / DC power factor correction circuit 22, an isolated high voltage DC / DC circuit 24, a link capacitor 26, and an isolated high voltage to low voltage DC / DC circuit 28. The isolated high voltage DC / DC circuit 24 is connected between the AC / DC power factor correction circuit 22 and the link capacitor 26. The link capacitor 26 is connected between the isolated high voltage DC / DC circuit 24 and the isolated high voltage to low voltage DC / DC circuit 28. The traction battery 16 and the auxiliary battery 18 are connected to the isolated high voltage to low voltage DC / DC circuit 28.

[0032] The AC / DC power factor correction circuit 22 includes an electromagnetic interference filter 30, a switch group 32, and an AC / DC power converter circuit 34. The switch group 32 is connected between the electromagnetic interference filter 30 and the AC / DC power converter circuit 34.

[0033] The isolated high-voltage DC / DC circuit 24 includes a first switch bridge 36, a transformer 38, and a second switch bridge 40. The first switch bridge 36 is directly connected to the power converter circuit 34. The transformer 38 is connected between the first switch bridge 36 and the second switch bridge 40.

[0034] The isolated high-voltage to low-voltage DC / DC circuit 28 includes an electromagnetic interference filter 42, a capacitor 44, and a high-voltage to low-voltage power converter circuit 46. The electromagnetic interference filter 42 is connected across the capacitor 44 and directly connected to the traction battery 16. The capacitor 44 is connected between the link capacitor 26 and the high-voltage to low-voltage power converter circuit 46. The high-voltage to low-voltage power converter circuit 46 is directly connected to the auxiliary battery 18.

[0035] On-board charging controller 20 and Figure 1 The components shown communicate with and / or exert control over these components.

[0036] refer to Figure 2 , the system 12 includes an electric machine 48, an ISC 50, and a traction battery 52. ​​The ISC 50 is connected between the electric machine 48 and the traction battery 52.

[0037] The ISC 50 has a three-phase inverter designed to drive the electric motor 48 and operates at a much higher power than the BCCM 14. The BCCM 14 also has three circuits configured as a three-phase inverter / rectifier. Two disconnect circuits are required to charge / discharge the traction battery 16 using the three-phase inverter of the ISC. The first disconnect circuit is used to disconnect the electric motor 48 from the ISC 50, and the second disconnect is used to disconnect the ISC 50 from the traction battery 52. ​​The contactors used in these disconnect circuits must carry the full current of the ISC. Adding these contactors increases the bill of materials count, which is not conducive to level integration. However, package level integration can provide advantages because it reduces the overall package size and / or weight and the number of connectors and wires. Here, a new circuit topology is proposed to solve some of the problems of the disconnect circuits. In the context of a vehicle 55, in Figure 3 A schematic diagram of such a system 54 is shown in FIG.

[0038] refer to Figure 3 The system 54 includes an electromagnetic interference filter 56 , a switch bank 58 , an AC / DC power converter 60 , a switch bridge 62 , a capacitor bank 64 , a transformer 66 , a capacitor bank 68 , a switch bank 70 , a motor 72 , a switch bridge 74 , a traction battery 76 , and a controller 78 .

[0039] The switch bank 58 is connected between the electromagnetic interference filter 56 and the AC / DC power converter 60. The switch bridge 62 is connected between the AC / DC power converter 60 and the capacitor bank 64. The transformer 66 is connected between the capacitor banks 64, 68. The capacitor bank 68 is connected between the transformer and the switch bank 70. Therefore, the transformer 66 is also connected between the switch bridge 62 and the switch bank 70.

[0040] A switching bridge 74 is connected between the electric machine 72 and a traction battery 76 .

[0041] Controller 78 and Figure 3 The components shown communicate with and / or exert control over these components.

[0042] The switch group 70 is connected to the secondary side of the transformer 66: when the switches of the switch group 70 are closed, the transformer 66 is connected between the motor 72 and the switch bridge 74, so that the switch bridge 62, the transformer 66, the motor 72 and the switch bridge 74 form an isolated DC / DC power converter. The controller 78 can close the switches of the switch group 70 in response to a request to charge the traction battery 76. When closed, energy received from, for example, the grid via L1, L2, L3 and N at the electromagnetic interference filter 56 can be conditioned and passed to the traction battery 76 through the now formed isolated DC / DC power converter. When the switches of the switch group 70 are closed (i.e., during the charging mode), the controller 78 can operate the switches of the AC / DC power converter 60 and the switch bridges 62, 64, for example, at 300kHz. When charging is complete, the controller 78 can open the switches of the switch group 70. When the switches of the switch group 70 are open (e.g., during the driving mode), the controller 78 can operate the switches of the switch bridge 64, for example, at 30kHz (or less). Of course, other switching speeds may be used.

[0043] Figure 3 The circuit topology presented in allows the BCCM (electromagnetic interference filter 56, switch group 58, AC / DC power converter 60, switch bridge 62, capacitor group 64, transformer 66, capacitor group 68 and switch group 70) to be integrated with the ISC without the use of high current contactors. The additional circuit is directly connected to the ISC without disconnecting the motor or traction battery. The additional circuit includes a front-end AC / DC power factor correction circuit and part of an isolated high-voltage DC / DC circuit that is part of the BCCM. Three relays are added to disconnect the additional circuit from the ISC during driving mode. The high-voltage DC / DC circuit of the BCCM can be designed taking into account the stator winding impedance of the motor and its changes relative to the rotor position. When the vehicle is connected to the AC grid, the additional circuit, the ISC and the electric motor form a bidirectional AC / DC-DC / AC power converter. The high-voltage DC / DC power converter of the BCCM can be designed to switch at a frequency much higher than the switching frequency of the ISC.

[0044] refer to Figure 4 , system 80 includes an electromagnetic interference filter 82, a switch bank 84, an AC / DC power converter 86, a switch bridge 88, a capacitor bank 90, a transformer 92, a capacitor bank 94, a switch bank 96, an electric machine 98, a switch bridge 100, a traction battery 102, a high voltage to low voltage DC / DC power converter 104, an auxiliary battery 106, and a controller 110. These components are shown in the context of a vehicle 112. Controller 110 and Figure 4 The components shown communicate with and / or exert control over these components.

[0045] EMI filter 82, switch bank 84, AC / DC power converter 86, switch bridge 88, capacitor bank 90, transformer 92, capacitor bank 94, switch bank 96, motor 98, switch bridge 100, and traction battery 102 are arranged in a manner similar to that of FIG. Figure 3 are arranged in a manner and can be operated by the controller 110.

[0046] The high-voltage to low-voltage DC / DC power converter 104 is connected between the switching bridge 100 and the traction battery 102. It is also connected to the auxiliary battery 108 so that when the high-voltage to low-voltage DC / DC power converter 104 is operating, power from the switching bridge 100 can flow to the auxiliary battery 108 through the high-voltage to low-voltage DC / DC power converter 104.

[0047] Integrating the BCCM (electromagnetic interference filter 82, switch bank 84, AC / DC power converter 86, switch bridge 88, capacitor bank 90, transformer 92, capacitor bank 94, and switch bank 96) with the inverter system controller (switch bank 100) is estimated to increase the package size of the ISC by 50%. With a larger package size, the location of the module may be constrained. Therefore, it is necessary to reduce the package size.

[0048] The high voltage to low voltage DC / DC power converter 104 contributes to the required packaging space. In some arrangements, the high voltage circuitry of the high voltage to low voltage DC / DC power converter 104 consumes almost half of its overall size. The following topology eliminates the high voltage circuitry.

[0049] refer to Figure 5 , system 114 includes an EMI filter 116, a switch bank 118, an AC / DC power converter 120, a switch bridge 122, a capacitor bank 124, a transformer 126, a capacitor bank 128, a switch bank 130, an electric machine 132, a switch bridge 134, a traction battery 136, an EMI filter 138, a switch bank 140, a rectifier 142, a DC / DC power converter, an auxiliary battery 146, and a controller 148. These components are shown in the context of a vehicle 150.

[0050] EMI filter 116, switch bank 118, AC / DC power converter 120, switch bridge 122, capacitor bank 124, transformer 126, capacitor bank 128, switch bank 130, motor 132, switch bridge 134, and traction battery 136 are arranged in a manner similar to Figure 3 and Figure 4 and can be operated by the controller 148. Figure 5 The components are in communication with the controller 148 and / or are under the control of the controller.

[0051] The electromagnetic interference filter 138 is directly connected between the AC / DC power converter 120 and the switch group 122. The switch group 140 is arranged to directly connect the electromagnetic interference filter 130 with the traction battery 136, so that the power output from the AC / DC power converter 120 can flow directly to the traction battery 136 via the electromagnetic interference filter 138 and the switch group 140.

[0052] The rectifier 142 is magnetically coupled to the transformer 126 via a low voltage coil and a common core. A DC / DC power converter 144 is connected between the rectifier 142 and the auxiliary battery 146 so that power from the transformer 142 can flow through the rectifier 142 and the DC / DC power converter 144 to the auxiliary battery 146. The DC / DC power converter 144 can provide additional power conditioning to the auxiliary battery 146.

[0053] The rectifier 142 may be implemented as a center-tapped rectifier, a full-bridge rectifier, a half-bridge rectifier, a current multiplier, etc. The low-voltage coil may be implemented as a center-tapped coil or a single coil. The rectifier 142 rectifies the voltage induced across the low-voltage coil to deliver DC power to the auxiliary battery 146.

[0054] As described above, the switch group 140 electrically connects the traction battery 136 to the intermediate DC bus of the BCCM. When the vehicle 150 is disconnected from the AC grid or in the driving mode, all other relays (including the switch group 130) are open. The intermediate DC bus of the BCCM is energized by closing the switch group 140. The isolated high-voltage to low-voltage DC / DC power converter is configured to charge the auxiliary battery 146. The primary winding and the low-voltage coil of the transformer are energized to charge / discharge the auxiliary battery 146.

[0055] When the vehicle 150 is connected to the AC grid, the controller 148 generates commands that cause the switch group 140 to open and the switch group 130 to close. The switch group 118 is configured according to the type of grid (e.g., single phase, two phase, three phase, etc.). All transformer windings are energized to allow bidirectional power flow between the AC grid and the traction battery 136 and between the traction battery 136 and the auxiliary battery 146.

[0056] Although it is estimated that the above topology reduces the size of the DC / DC circuit by almost half, it still requires the addition of a high-voltage EMI filter between the high-voltage battery and the intermediate DC bus of the BCCM. This high-voltage EMI filter required for the high-voltage to low-voltage DC / DC converter may consume about a quarter of its board space. In addition, the AC-side EMI filter used in the AC / DC circuit of the BCCM may consume one-third of the entire converter space.

[0057] Below, an arrangement is proposed that eliminates the required EMI filter between the high voltage battery and the intermediate DC bus, thereby reducing the AC side EMI filter of the BCCM by at least one third. To achieve this, the proposed topology interfaces the high voltage battery to the AC side EMI filter input between one line and the neutral line, thereby creating a shared active EMI filter for dual mode operation.

[0058] refer to Figure 6 , system 152 includes switch bank 154, electromagnetic interference filter circuit 156, AC / DC power converter 158, switch bridge 160, capacitor bank 162, transformer 164, capacitor bank 166, switch bank 168, motor 170, switch bridge 172, traction battery 174, switch bank 176, rectifier 178, auxiliary battery 180, and controller 182. These components are shown in the context of vehicle 184.

[0059] The EMI filter circuit 156 is connected between the switch bank 154 and the AC / DC power converter 158. As will be apparent to one of ordinary skill, the EMI filter circuit 156 includes an active noise cancellation circuit that senses the line voltage through a decoupling capacitor and injects current to cancel the common mode current generated by the switch bridges 162, 174.

[0060] AC / DC power converter 158, switch bridge 160, capacitor bank 162, transformer 164, capacitor bank 166, switch bank 168, motor 170, switch bridge 172 and traction battery 174, rectifier 178 and auxiliary battery 180 are arranged in a manner similar to Figure 5 (and to the extent that it is topologically similar, Figure 3 and Figure 4 ) and can be operated by the controller 182. Figure 6 The components are in communication with the controller 182 and / or are under the control of the controller.

[0061] The switch pack 176 is arranged to connect the traction battery 174 directly between the switch pack 154 and the electromagnetic interference filter 156 so that power from an AC source 186 connected to the switch pack 154 can flow directly to the traction battery 174 .

[0062] When the vehicle 184 is disconnected from the AC source 186 or is in driving mode, the switches of the switch group 154 ​​are first closed to connect the three lines in parallel. Then, the switches of the switch group 140 are closed to connect the traction battery 174 between line 1 and the neutral line in the line. The power delivered to the integrated high-voltage to low-voltage DC / DC converter flows through the AC side electromagnetic filter circuit 156. The passive component size of the filter is reduced by adding additional switching circuits: four high-voltage rated buffers with high-bandwidth control and sensing circuits are added to measure the high-frequency components of the line voltage; the low-frequency components of the AC line voltage are decoupled by four capacitors between the voltage sensing circuit and the filter board; and a current compensation circuit injects a canceling common-mode (CM) current into one of the phase lines through a coupling capacitor.

[0063] AC / DC power factor correction is used to energize circuits connected to the intermediate DC bus of the BCCM. The following actions are taken to enable DC current to be transferred from the traction battery 174 to the intermediate DC bus. The top side high frequency field effect transistor (e.g., MOSFET) of the AC / DC power converter 158 is turned on (not switching). The bottom side low frequency field effect transistor of the AC / DC power converter 158 is turned on (not switching). The switches directly adjacent to the top side field effect transistor and the bottom side field effect transistor are closed.

[0064] The intermediate DC bus of the BCCM is the input to the integrated high voltage to low voltage DC / DC converter. The switches of the switch bank 168 are opened to disconnect the secondary winding of the BCCM from the switch bridge 172. No current flows through the secondary winding of the transformer. The voltage coupled to the low voltage coil is rectified by the rectifier 178 to charge the auxiliary battery 180.

[0065] When the vehicle 184 is connected to the AC source 186, the switches of the switch bank 176 are opened to disconnect the traction battery 174 from the AC circuit of the BCCM. The switches of the switch bank 168 are opened to connect the circuit of the BCCM to the switch bridge 172. The field effect transistors of the switch bridge 172 rectify the voltage induced across the secondary winding of the transformer to charge the traction battery 174. The low voltage coil is magnetically coupled to the transformer 164 and is energized to deliver power to the auxiliary battery 180. When the vehicle 184 is disconnected from the AC source 186 or is in the driving mode, the AC side electromagnetic filter circuit 156 is utilized in the same manner as described.

[0066] The algorithm, method or process disclosed herein may be delivered to or implemented by a computer, controller or processing device, which may include any dedicated electronic control unit or programmable electronic control unit. Similarly, the algorithm, method or process may be stored in various forms as data and instructions that can be executed by a computer or controller, including but not limited to information permanently stored on a non-writable storage medium such as a read-only memory device and information that can be modified and stored on a writable storage medium such as an optical disk, a random access memory device or other magnetic and optical media. The algorithm, method or process may also be implemented by a software executable object. Alternatively, a combination of suitable hardware components (such as an application-specific integrated circuit, a field programmable gate array, a state machine or other hardware components or devices) or firmware, hardware and software components may be used to implement the algorithm, method or process in whole or in part.

[0067] Although exemplary embodiments are described above, these embodiments are not intended to describe all possible forms covered by the claims. The capacitor banks 124, 128 may alternatively be inductor banks or capacitor and inductor banks. Therefore, the symbols used to represent the capacitors of the capacitor banks 124, 128 may also represent the inductors of such inductor banks, or the capacitors and inductors of such capacitor and inductor banks. The switching bridges 122, 134 may be n-phase inverters or n-phase rectifiers, depending on the topology and functional requirements, etc. The switching bridge 122 may be configured as a single-phase inverter, for example, by removing one of its phase bridges.

[0068] The words used in the specification are descriptive rather than limiting, and it should be understood that various changes may be made without departing from the spirit and scope of these disclosed materials. For example, the terms "controller" and "controllers" may be used interchangeably herein because the functionality of a controller may be distributed across several controllers / modules that may all communicate via standard techniques.

[0069] As previously mentioned, the features of the various embodiments may be combined to form additional embodiments of the invention that may not be explicitly described or shown. Although various embodiments may have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, it will be appreciated by those of ordinary skill in the art that one or more features or characteristics may be compromised to achieve desired overall system properties, depending on the specific application and implementation. These properties may include, but are not limited to, strength, durability, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, and the like. Therefore, embodiments that are described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are within the scope of the present disclosure and may be desirable for a particular application.

[0070] According to the present invention, there is provided an automotive power system, the automotive power system having: a traction battery; a first switching bridge; a circuit arrangement, the circuit arrangement comprising: an AC input; an AC / DC power converter; an electromagnetic interference filter, the electromagnetic interference filter being connected between the AC input and the AC / DC power converter; a transformer; a second switching bridge, the second switching bridge being connected between the AC / DC power converter and the transformer; and a switch group, the switch group being connected to a secondary side of the transformer and being configured to connect the secondary side to the first switching bridge, so that the first switching bridge is connected between the traction battery and the transformer, and the first switching bridge, the transformer and the second switching bridge form an isolated DC / DC power converter; and one or more switches, the one or more switches being configured to connect the traction battery directly between the AC input and the electromagnetic interference filter.

[0071] According to an embodiment, the electromagnetic interference filter comprises an active noise cancellation circuit.

[0072] According to an embodiment, the active noise cancellation circuit is configured to sense a line voltage through a decoupling capacitor and inject a current to cancel a common mode current generated by the first switching bridge and the second switching bridge.

[0073] According to an embodiment, the present invention is also characterized by a switch network, which is connected between the AC input terminal and the electromagnetic interference filter; and a controller, which is programmed to sequentially open the switches of the switch group, close the switch network, and close the one or more switches in response to the AC input terminal being disconnected from the AC source.

[0074] According to an embodiment, the invention is also characterized by a switch network connected between the AC input and the electromagnetic interference filter, wherein during driving, the switches of the switch group are open and the switch network and the one or more switches are closed.

[0075] According to an embodiment, the invention is also characterized by a switch network connected between the AC input and the electromagnetic interference filter, wherein during charging, the switches of the switch group are closed and the switch network and the one or more switches are open.

[0076] According to an embodiment, the first switching bridge is an n-phase inverter or an n-phase rectifier.

[0077] According to an embodiment, the second switching bridge is an n-phase inverter or an n-phase rectifier.

[0078] According to the present invention, a method includes: in response to a request to charge a traction battery of a vehicle, closing a first switch to connect a secondary side of a transformer whose primary side is connected to an AC / DC power converter through a switch bridge between a motor and another switch bridge, so that the transformer, the motor and the switch bridge form an isolated DC / DC power converter configured to deliver charging power from the AC / DC power converter to the traction battery; and opening a second switch to disconnect the traction battery from the AC / DC power converter and an AC input terminal.

[0079] In one aspect of the present invention, the method includes opening the first switch and closing the second switch after the charging is completed.

[0080] According to the present invention, a vehicle is provided, the vehicle having: an electric machine; a traction battery; a first switch bridge connected between the electric machine and the traction battery; an AC input; an AC / DC power converter; an electromagnetic interference filter connected between the AC input and the AC / DC power converter; a transformer; a second switch bridge connected between the AC / DC power converter and the transformer; a switch group connected to a secondary side of the transformer and configured to connect the secondary side between the electric machine and the first switch bridge, so that the electric machine, the first switch bridge, the transformer and the second switch bridge form an isolated DC / DC power converter, the isolated DC / DC power converter being configured to deliver charging power from the AC / DC power converter to the traction battery; and one or more switches configured to directly connect the traction battery between the AC input and the electromagnetic interference filter.

[0081] According to an embodiment, the invention also features an auxiliary battery and a rectifier that is magnetically coupled to the transformer and connected to the rectifier.

[0082] According to an embodiment, during charging of the traction battery, the switches of the switch group are closed and the one or more switches are open.

[0083] According to an embodiment, after charging of the traction battery, the switches of the switch group are opened and the one or more switches are closed.

[0084] According to an embodiment, the invention also features a set of capacitors connected between the first switching bridge and the transformer.

[0085] According to an embodiment, the invention also features a set of inductors connected between the first switching bridge and the transformer.

Claims

1. An automotive power system, comprising: Traction batteries; a first switching bridge; A circuit arrangement comprising: an AC input; an AC / DC power converter; an electromagnetic interference filter connected between the AC input and the AC / DC power converter; a transformer; a second switch bridge connected between the AC / DC power converter and the transformer; and a switch group connected to a secondary side of the transformer and configured to connect the secondary side to the first switch bridge, such that the first switch bridge is connected between the traction battery and the transformer, and the first switch bridge, the transformer and the second switch bridge form an isolated DC / DC power converter; and One or more switches configured to connect the traction battery directly between the AC input and the electromagnetic interference filter.

2. The automotive power system of claim 1, wherein the electromagnetic interference filter comprises an active noise cancellation circuit. 3 . The automotive power system of claim 2 , wherein the active noise cancellation circuit is configured to sense a line voltage through a decoupling capacitor and inject current to cancel a common mode current generated by the first switching bridge and the second switching bridge.

4. The automotive power system according to claim 1, further comprising: a switch network connected between the AC input terminal and the electromagnetic interference filter; and a controller programmed to sequentially open the switches of the switch bank, close the switch network, and close the one or more switches in response to the AC input being disconnected from an AC source.

5. The automotive power system of claim 1 , further comprising a switch network connected between the AC input terminal and the electromagnetic interference filter, wherein during driving, switches of the switch group are opened, and the switch network and the one or more switches are closed.

6. The automotive power system of claim 1 , further comprising a switch network connected between the AC input terminal and the electromagnetic interference filter, wherein during charging, switches of the switch group are closed and the switch network and the one or more switches are open. 7 . The automotive power system of claim 1 , wherein the first switching bridge is an n-phase inverter or an n-phase rectifier. 8 . The automotive power system of claim 1 , wherein the second switching bridge is an n-phase inverter or an n-phase rectifier.

9. A method comprising: In response to a request to charge a traction battery of the vehicle, closing a first switch to connect a secondary side of a transformer whose primary side is connected to an AC / DC power converter via a switch bridge between the motor and another switch bridge, so that the transformer, the motor and the switch bridge form an isolated DC / DC power converter configured to deliver charging power from the AC / DC power converter to the traction battery, and The second switch is opened to disconnect the traction battery from the AC / DC power converter and the AC input. 10 . The method of claim 9 , further comprising opening the first switch and closing the second switch after the charging is completed.

11. A vehicle, comprising: Motor; Traction batteries; a first switching bridge connected between the electric machine and the traction battery; AC input terminal; AC / DC power converters; an electromagnetic interference filter connected between the AC input terminal and the AC / DC power converter; transformer; a second switching bridge connected between the AC / DC power converter and the transformer; a switch bank connected to a secondary side of the transformer and configured to connect the secondary side between the motor and the first switch bridge such that the motor, the first switch bridge, the transformer, and the second switch bridge form an isolated DC / DC power converter configured to deliver charging power from the AC / DC power converter to the traction battery; as well as One or more switches configured to connect the traction battery directly between the AC input and the electromagnetic interference filter.

12. The vehicle of claim 11 further comprising an auxiliary battery and a rectifier magnetically coupled to the transformer and connected to the rectifier.

13. The vehicle of claim 11, wherein during charging of the traction battery, the switches of the switch bank are closed and the one or more switches are open.

14. The vehicle of claim 13, wherein after charging of the traction battery, the switches of the switch bank are opened and the one or more switches are closed.

15. The vehicle of claim 11, further comprising a set of capacitors or a set of inductors connected between the first switching bridge and the transformer.

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