Configurable active riple energy storage circuit with integrated inverter system controller-battery current control module system

Abstract

The present disclosure provides a configurable active ripple energy storage circuit with an intermediate bus for an integrated inverter system controller-battery current control module system. A vehicle includes: an electric machine; a traction battery; the first switch bridge is connected between the motor and the traction battery; an AC / DC power converter; a transformer; a second switching bridge that is connected between the AC / DC power converter and the transformer; a switching block connected to a secondary side of the transformer and connecting the secondary side between the electric machine and the first switching bridge; and an active ripple energy storage circuit that is connected between the AC / DC power converter and the second switching bridge.

Description

Technical Field

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

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

[0003] An automotive power system includes: a traction battery; a first switch bridge; a first circuit arrangement, the first circuit arrangement including: an AC / DC power converter; a transformer; a second switch bridge, the second switch bridge connected between the AC / DC power converter and the transformer; and a plurality of switches connected to the output of the transformer and connecting the output 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 also includes: an electromagnetic interference filter; one or more switches, the one or more switches directly connecting the traction battery between the AC / DC power converter and the second switch bridge via the electromagnetic interference filter; and an active ripple energy storage circuit, the active ripple energy storage circuit connected between the AC / DC power converter and the second switch bridge.

[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 having a primary side connected to an AC / DC power converter through a switch bridge between an electric machine and another switch bridge, such that the transformer, the electric machine, 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; opening a second switch to disconnect the traction battery from the AC / DC power converter; and opening a third switch to disconnect a secondary bus from an active ripple energy storage circuit connected between the AC / DC power converter and the another switch bridge.

[0005] A vehicle includes: an electric machine; a traction battery; a first switch bridge connected between the electric machine and the traction battery; an 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 connecting 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 that delivers charging power from the AC / DC power converter to the traction battery; and an active ripple energy storage circuit connected between the AC / DC power converter and the second switch bridge. 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 including an active ripple energy storage circuit, an integrated battery current control module, an inverter system controller, a rectifier and a DC / DC converter. 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] Battery Current Control Modules (BCCMs) are components in automobiles, particularly those with electric or hybrid powertrains. 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 prevent 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 cars 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 can 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 acts as a generator, converting the vehicle's kinetic energy into electrical energy. The inverter system controller controls the flow of energy, 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, enabling coordinated operation and facilitating 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] Integration of BCCM with ISC is often considered a challenge due to the disconnected circuits. Schematics of typical separate systems 10, 12 are shown in Figure 1 and Figure 2 Shown in.

[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 the components described.

[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 circuit is used to disconnect the ISC 50 from the traction battery 52. ​​The contactors used in these disconnect circuits must carry the entire 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 that solves some of the problems of the disconnect circuit is proposed. Figure 3 A schematic diagram of such a system 54 is shown in the context of a vehicle 55 .

[0038] refer to Figure 3 , 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 circuit 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. The transformer 66 is therefore also connected between the switch bridge 62 and the switch bank 70.

[0040] A switch 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 the components described.

[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 the closing energy received from the grid, for example, 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 completed, 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 lower frequency). 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 a portion 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 plugged into 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 the components described.

[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 The controller 110 may be arranged in a manner and may 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 through the high-voltage to low-voltage DC / DC power converter 104 to the auxiliary battery 108.

[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 The method is arranged in the controller 148 and can be operated by the controller. Figure 5 The components are therefore in communication with and / or controlled by the controller 148.

[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 138 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. The 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 management 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 thus 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 to open the switch group 140 and close the switch group 130. 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] While this level of integration enables the elimination of the rectifier and EMI filter as part of the AC / DC battery charger, there is still an opportunity to further reduce the package size. The EMI filter 138 and the series capacitors (electrolytic capacitor bank) of the AC / DC power converter 120 may consume 50% of the total space. Here, an active ripple energy storage circuit is proposed to reduce the electrolytic capacitor size by, for example, up to 70%. The active ripple energy storage circuit can be configured as a bidirectional DC / DC converter to provide additional functionality when the vehicle is disconnected from the AC grid.

[0057] refer to Figure 6 , system 152 includes an EMI filter 154, a switch bank 156, an AC / DC power converter 158, an active ripple energy storage circuit 159, a switch 160, a secondary bus 161, a switch bridge 162, a capacitor bank 164, a transformer 166, a capacitor bank 168, a switch bank 170, an electric machine 172, a switch bridge 174, a traction battery 176, an EMI filter 178, a switch bank 180, a rectifier 182, an auxiliary battery 184, and a controller 186. These components are shown in the context of a vehicle 188.

[0058] EMI filter 154, switch bank 156, AC / DC power converter 158, switch bridge 162, capacitor bank 164, transformer 166, capacitor bank 168, switch bank 170, motor 172, switch bridge 174, and traction battery 176 (in addition to active ripple energy storage circuit 159, switch 160, and secondary bus 161) are arranged in a manner similar to that of FIG. Figure 3 and Figure 4 The method is arranged in the controller 186 and can be operated by the controller. Figure 6 The components are therefore in communication with and / or controlled by the controller 186.

[0059] The electromagnetic interference filter 178 is directly connected between the active ripple energy storage circuit 159 and the switch group 162. Therefore, the active ripple energy storage circuit 159 is connected between the AC / DC power converter 158 and the switch bridge 162. The switch group 180 is arranged to directly connect the electromagnetic interference filter 178 with the traction battery 176, so that the power output from the AC / DC power converter 158 can flow directly to the traction battery 176 via the electromagnetic interference filter 178 and the switch group 180.

[0060] The rectifier 182 is magnetically coupled to the transformer 166 via the low voltage coil and the common core so that power from the transformer 142 can flow through the rectifier 182 to the auxiliary battery 184. Figure 5 , the topology may include a DC / DC power converter to provide additional power conditioning to the auxiliary battery 184.

[0061] The rectifier 182 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 182 rectifies the voltage induced across the low-voltage coil to deliver DC power to the auxiliary battery 184.

[0062] As described above, the switch group 180 electrically connects the traction battery 176 to the intermediate DC bus of the BCCM. When the vehicle 188 is disconnected from the AC grid or in the driving mode, all other relays (including the switch group 170) are open. The intermediate DC bus of the BCCM is energized by closing the switch group 180. The isolated high-voltage to low-voltage DC / DC power converter is configured to charge the auxiliary battery 184. The primary winding and the low-voltage coil of the transformer are energized to charge / discharge the auxiliary battery 184.

[0063] When the vehicle 188 is connected to the AC grid, the controller 186 generates a command to open the switch group 180 and close the switch group 170. The switch group 156 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 176 and between the traction battery 176 and the auxiliary battery 184.

[0064] The active ripple energy storage circuit 159 is designed to absorb the low frequency ripple voltage across the electrolytic capacitors during single phase operation. The converter acts as a charge / discharge circuit with net zero power. It is further designed using a bidirectional buck / boost converter. The high voltage input is connected to the intermediate DC bus of the BCCM and the low voltage output is connected to the film capacitors which are docked to the outlet via a disconnect switch.

[0065] When the vehicle 188 is disconnected from the AC grid or in driving mode, the high-voltage to low-voltage DC / DC converter is activated from the intermediate DC bus of the BCCM to charge the auxiliary battery 184. The switch group 180 is closed to connect the traction battery 176 to the intermediate DC bus of the BCCM, and the switch group 170 is opened to disconnect the switch bridge 174 from the BCCM circuit. The active ripple energy storage circuit 159 is used to form a non-isolated buck converter for stepping down the voltage of the traction battery 176 (e.g., 800V) to a lower voltage level (e.g., 400V). The switch 160 is closed to connect the load (not directly connected to the traction battery 176) to the secondary (non-isolated) bus 184.

[0066] For vehicle-to-vehicle DC charging (when the vehicle 188 is not in driving mode), the switches are configured to form two cascaded power conversion circuits. The first stage is an isolated high-voltage DC / DC converter, and the second stage is a step-down non-isolated buck converter. The switch group 180 is opened to disconnect the intermediate DC bus of the BCCM from the traction battery 176. The switch group 170 is closed to connect the switch bridge 174 to the BCCM circuit. Switch 160 is closed to dock the output of the buck converter to the outlet, enabling plugging into another vehicle. The high-voltage to low-voltage DC / DC converter is excited directly from the traction battery 176 via the switch bridge 174. Power flows to the auxiliary battery 184 through the secondary winding and low-voltage coil of the transformer. The intermediate DC bus voltage excites the additional buck converter. Power flows from the traction battery 176 through the secondary winding of the transformer to the primary winding of the transformer. For vehicle-to-vehicle charging, the output voltage / current of the buck converter is controlled to replace the external high-voltage battery based on the reference command.

[0067] When the vehicle 188 is connected to the AC grid, the switches are configured to form an isolated high voltage AC / DC-DC / AC and high voltage to low voltage DC / DC charging / discharging circuit. The switch bank 180 is opened to disconnect the intermediate DC bus of the BCCM from the traction battery 176. The switch bank 170 is closed to connect the switch bridge 174 to the BCCM. The switch 160 is opened to disconnect the secondary bus 184 from the active ripple energy storage circuit 159. The circuit operates as previously described except when the vehicle 188 is plugged into a single phase grid. If a single phase input is detected, the active ripple energy storage circuit 159 is activated to minimize the low frequency ripple voltage across the electrolytic capacitor.

[0068] The algorithm, method or process disclosed herein can be delivered to or implemented by a computer, a controller or a processing device, which may include any dedicated electronic control unit or a programmable electronic control unit. Similarly, the algorithm, method or process can be stored in various forms as data and instructions that can be executed by a computer or a 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 changed 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 can also be implemented by a software executable object. Alternatively, suitable hardware components can be used, such as a combination of 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 to implement the algorithm, method or process in whole or in part.

[0069] 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. By removing one of the phase bridges of the switching bridge 122, the switching bridge can be configured as a single-phase inverter, for example.

[0070] The words used in the specification are words of description rather than limitation, and it is 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.

[0071] 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.

[0072] According to the present invention, there is provided an automotive power system, the automotive power system having: a traction battery; a first switch bridge; a first circuit arrangement, the first circuit arrangement comprising: an 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 plurality of switches, the plurality of switches being connected to the output of the transformer and being configured to connect the output 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; an electromagnetic interference filter; one or more switches, the one or more switches being configured to directly connect the traction battery between the AC / DC power converter and the second switch bridge via the electromagnetic interference filter; and an active ripple energy storage circuit, the active ripple energy storage circuit being connected between the AC / DC power converter and the second switch bridge.

[0073] According to an embodiment, the present invention is also characterized by a secondary bus connected to the active ripple energy storage circuit such that the active ripple energy storage circuit is connected between the AC / DC power converter and the secondary bus.

[0074] According to an embodiment, the active ripple energy storage circuit includes an energy storage element, and the automotive power system further includes a pair of switches connected between the energy storage element and the secondary bus.

[0075] According to an embodiment, the energy storage element is an inductor.

[0076] According to an embodiment, the AC / DC power converter comprises an energy storage capacitor, and wherein the active ripple energy storage circuit is configured to absorb a ripple voltage across the energy storage capacitor when the pair of switches are open.

[0077] According to an embodiment, the active ripple energy storage circuit is configured to operate as a non-isolated buck converter to step down a voltage of the traction battery for the secondary bus when the pair of switches is closed.

[0078] According to an embodiment, during the driving mode, the one or more switches and the pair of switches are closed, and the plurality of switches are open.

[0079] According to an embodiment, during the traction battery charging mode, the one or more switches and the pair of switches are open and the plurality of switches are closed.

[0080] According to an embodiment, during the battery charging mode, the one or more switches are open, and the pair of switches and the plurality of switches are closed.

[0081] 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 having a primary side connected to an AC / DC power converter through a switch bridge between an electric machine and another switch bridge, such that the transformer, the electric machine, 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; opening a second switch to disconnect the traction battery from the AC / DC power converter; and opening a third switch to disconnect a secondary bus from an active ripple energy storage circuit connected between the AC / DC power converter and the another switch bridge.

[0082] In one aspect of the present invention, the method includes opening the first switch and closing the second switch and the third switch after the charging is completed.

[0083] In one aspect of the invention, the method includes closing the first switch and the third switch and opening the second switch in response to a request to provide power from the traction battery to the secondary bus.

[0084] According to the present invention, a vehicle is provided, the vehicle having: an electric machine; a traction battery; a first switch bridge, the first switch bridge being connected between the electric machine and the traction battery; an 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; a switch group, the switch group being connected to a secondary side of the transformer and being 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 configured to deliver charging power from the AC / DC power converter to the traction battery; and an active ripple energy storage circuit, the active ripple energy storage circuit being connected between the AC / DC power converter and the second switch bridge.

[0085] According to an embodiment, the present invention is also characterized by a secondary bus connected to the active ripple energy storage circuit such that the active ripple energy storage circuit is connected between the AC / DC power converter and the secondary bus.

[0086] According to an embodiment, the active ripple energy storage circuit includes an energy storage element, and the automotive power system further includes a pair of switches connected between the energy storage element and the secondary bus.

[0087] According to an embodiment, the AC / DC power converter comprises an energy storage capacitor, and wherein the active ripple energy storage circuit is configured to absorb a ripple voltage across the energy storage capacitor when the pair of switches are open.

[0088] According to an embodiment, during the driving mode, the pair of switches are closed and the plurality of switches are open.

[0089] According to an embodiment, during the charging mode, the pair of switches are open and the plurality of switches are closed.

Claims

1. An automotive power system, comprising: Traction batteries; a first switching bridge; a first circuit arrangement, the first circuit arrangement comprising: an AC / DC power converter; a transformer; a second switch bridge connected between the AC / DC power converter and the transformer; and a plurality of switches connected to an output of the transformer and configured to connect the output 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; EMI filters; one or more switches configured to connect the traction battery directly between the AC / DC power converter and the second switching bridge via the electromagnetic interference filter; and An active ripple energy storage circuit is connected between the AC / DC power converter and the second switch bridge.

2. The automotive power system of claim 1 , further comprising a secondary bus connected to the active ripple energy storage circuit such that the active ripple energy storage circuit is connected between the AC / DC power converter and the secondary bus.

3. The automotive power system of claim 2, further comprising a battery connected to the secondary bus.

4. The automotive power system according to claim 3, wherein: The active ripple energy storage circuit includes an energy storage element, and the automotive power system further includes a pair of switches connected between the energy storage element and the battery.

5. The automotive power system according to claim 4, wherein: The energy storage element is an inductor.

6. The automotive power system according to claim 4, wherein: The AC / DC power converter includes an energy storage capacitor, and wherein the active ripple energy storage circuit is configured to absorb a ripple voltage across the energy storage capacitor when the pair of switches is open.

7. The automotive power system according to claim 4, wherein: The active ripple energy storage circuit is configured to operate as a non-isolated buck converter to step down a voltage of the traction battery for the secondary bus when the pair of switches are closed.

8. The automotive power system according to claim 4, wherein: During the driving mode, the one or more switches and the pair of switches are closed, and the plurality of switches are open.

9. The automotive power system according to claim 4, wherein: During a traction battery charging mode, the one or more switches and the pair of switches are open and the plurality of switches are closed.

10. The automotive power system according to claim 4, wherein: During a battery charging mode, the one or more switches are open, and the pair of switches and the plurality of switches are closed.

11. 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 having a primary side connected to an AC / DC power converter via a switch bridge between the motor and another switch bridge, such 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, opening a second switch to disconnect the traction battery from the AC / DC power converter, and The third switch is opened to disconnect a battery from an active ripple energy storage circuit connected between the AC / DC power converter and the other switching bridge. 12 . The method of claim 11 , further comprising opening the first switch and closing the second switch and the third switch after the charging is completed. 13 . The method of claim 11 , further comprising closing the first switch and the third switch and opening the second switch in response to a request to charge the battery with power from the traction battery.

14. A vehicle comprising: Motor; Traction batteries; a first switch bridge connected between the motor and the traction battery; AC / DC power converters; transformer; a second switch 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 electric machine and the first switch bridge such that the electric machine, 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 An active ripple energy storage circuit is connected between the AC / DC power converter and the second switch bridge.

15. The vehicle of claim 14 further comprising a secondary bus connected to the active ripple energy storage circuit such that the active ripple energy storage circuit is connected between the AC / DC power converter and the secondary bus.

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