Automobile integrated on-board charger using inverter and motor winding

Abstract

The invention provides an integrated on-board charger for an automobile using an inverter and a motor winding. An automotive on-board charger topology includes an inverter, an electric machine, and a rectifier that together perform functions such as power factor correction typically performed by a set of multiple components. The topology also includes a set of contactors that isolate the battery from other components of the charger based on the configuration of the contactors.

Description

Technical Field

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

[0002] Automobiles can use electrical energy to power electric motors. The electric motors can convert this electrical energy into mechanical energy to propel the vehicle. Automobiles can include various power electronics to regulate and store electrical energy. Motor vehicles can include other components that receive electrical energy from the electrical grid. Summary of the invention

[0003] An on-board charger for an automobile includes a battery, an inverter, a rectifier, a motor including a winding connected between the inverter and the rectifier, and a controller. The controller operates the inverter so that the inverter, the winding and the rectifier together shift the phase between the voltage and the current of the power from the power grid to change the power factor of the power.

[0004] A method includes: in response to receiving input power from an AC power grid, operating multiple switches of an inverter so that the inverter, a rectifier, and windings of a motor connected between the rectifier and the inverter together shift the phase between the voltage and current of the input power to change the power factor of the input power.

[0005] A vehicle has an electric power system including a battery, an inverter, a rectifier, a transformer, a motor connected between the inverter and the rectifier, and a controller. The controller operates the inverter during charging to change the power factor of power from a grid via the inverter, the rectifier, and the windings of the motor, and disconnects at least one contactor after charging so that power output from the inverter for the battery passes through the transformer. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1 is a schematic diagram of a typical AC charger.

[0007] Figure 2 is a schematic diagram of an example integrated AC on-board charger.

[0008] Figure 3 yes Figure 2 Illustration of the power factor correction control of an integrated AC on-board charger. DETAILED DESCRIPTION

[0009] 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.

[0010] 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.

[0011] An AC on-board charger typically includes a separate closed system with many electrical components that do not include a traction inverter and motor. For example, a typical AC on-board charger may include at least the following components: seven diodes, eleven active switches, four inductors, two power capacitors, and one high-frequency transformer including a grid side and a battery side. Using these components, a typical charger can generate a three-phase interleaved AC on-board charge from the AC grid. Other typical examples include more components than those described above.

[0012] Figure 1 is a schematic diagram of a typical AC car charger. Figure 11. An AC grid 12 is shown connected in series with an inductor 14. The inductor is connected to a diode 22 and a diode 26. The AC grid 12 is connected to a diode 24 and a diode 28. The diode 22 is connected to the diode 24, the diode 26, and the inductor 14. The diode 24 is connected to the diode 22, the diode 28, and the AC grid 12. The diode 26 is connected to the diode 22, the diode 28, and the inductor 14. The diode 28 is connected to the diode 24, the diode 26, and the AC grid 12. The diodes 24 and 22 are also connected to an inductor 32, an inductor 34, and an inductor 36. The diodes 26 and 28 are also connected to a switch 52, a switch 54, a switch 56, a capacitor 62, a switch 76, and a switch 78. The inductor 32 is connected to the diode 22, the diode 24, the inductor 34, the inductor 36, the diode 42, and the switch 56. Inductor 34 is connected to diode 22, diode 24, inductor 32, inductor 36, diode 44, and switch 54. Inductor 36 is connected to diode 22, diode 24, inductor 32, inductor 34, diode 46, and switch 52. Switch 52 connects diode 26, diode 28, switch 54, switch 56, capacitor 62, switch 76, and switch 78 to inductor 36 and diode 46. Switch 54 connects diode 26, diode 28, switch 52, switch 56, capacitor 62, switch 76, and switch 78 to inductor 34 and diode 44. Switch 56 connects diode 26, diode 28, switch 52, switch 54, capacitor 62, switch 76, and switch 78 to inductor 32 and diode 42. Diode 42, diode 44, and diode 46 are connected to the components as described, to each other, and to capacitor 62, switch 72, and switch 74. Capacitor 62 connects diode 42, diode 44, diode 46, switch 72, and switch 74 with diode 26, diode 28, switch 52, switch 54, switch 56, switch 76, and switch 76. Switch 72 is connected to components as described, switch 76, switch 74, and coil 82 of a high frequency transformer. Switch 76 is connected to components described above, switch 72, switch 78, and coil 82 of a high frequency transformer. Switch 74 is connected to components described above, switch 78, switch 72, and coil 82 of a high frequency transformer. Switch 78 is connected to components described above, switch 74, switch 76, and coil 82 of a high frequency transformer. Coil 82 of a high frequency transformer is connected between switch 72 and switch 76 at a first node on the grid side of coil 82. Coil 82 is connected between switch 74 and switch 78 at a second node on the grid side. Coil 82 is connected between switch 92 and switch 96 at a first node on the battery side of coil 82. The coil 82 is connected between the switch 94 and the switch 98 at the second node on the battery side. The switch 92 is connected to the components, the switch 94, the switch 96, the capacitor 102 and the voltage source 104 described above.The switch 96 is connected to the components described above, the switch 98, the capacitor 102, and the voltage source 104. The switch 94 is connected to the components described above, the switch 98, the capacitor 102, and the voltage source 104. The switch 98 is connected to the components described above, the capacitor 102, and the voltage source 104. The capacitor 102 and the battery 104 are connected in parallel.

[0013] Figure 2 2 is a schematic diagram of the electronic components within an automotive onboard charger. The schematic diagram shows the topology of the charger, which may include a rectifier 120, a motor 130, an inverter system controller (“ISC”) 140, a transformer 160, a battery 190, and a controller 200. The controller 200 communicates with / exerts control over the rectifier 120, the motor 130, the ISC 140, the transformer 160, and the battery 190, which are collectively shown in the context of a vehicle 210. The charger is designed to be connected to an AC grid 112.

[0014] The rectifier 120 may include an inductor 114 and four diodes 122, 124, 126, 128 connected in series with the AC grid 112. The diode 122 is connected to the diode 124, the diode 126, and the AC grid 112. The diode 124 is connected to the diode 122, the diode 128, and the inductor 114. The diode 126 is connected to the diode 122, the diode 128, and the AC grid 112. The diode 128 is connected to the diode 124, the diode 126, and the inductor 114. The diode 128 and the diode 126 are connected to the ISC 140. The diode 124 and the diode 122 are connected to the motor 130. Therefore, the rectifier 120 is connected between the AC grid 112 and the motor 130 and between the AC grid 112 and the ISC 140.

[0015] The motor 130 may include three coils 132, 134, 136, collectively referred to as "windings." Coil 132 is connected to coil 134, coil 136, and rectifier 120 by connecting to diode 124 and diode 122. Coil 134 is connected to coil 132, coil 136, and rectifier 120 by connecting to diode 124 and diode 122. Coil 136 is connected to coil 132, coil 134, and rectifier 120 by connecting to diode 124 and diode 122. Coil 132 is connected to ISC 140 by connecting to switch 146 and switch 154. Coil 134 is connected to ISC 140 by connecting to switch 144 and switch 152. Coil 136 is connected to ISC 140 by connecting to switch 142 and switch 148.

[0016] The ISC 140 may include six switches 142, 144, 146, 148, 152, 154, and a capacitor 156. Within the ISC 140, the switch 142 connects the switch 148 and the inductor 136 to the switch 144, the switch 146, and the capacitor 156. Within the ISC 140, the switch 144 connects the switch 152 and the inductor 134 to the switch 142, the switch 146, and the capacitor 156. Within the ISC 140, the switch 146 connects the switch 154 and the inductor 132 to the switch 142, the switch 144, and the capacitor 156. Within the ISC 140, the switch 148 connects the switch 142 and the inductor 136 to the switch 152, the switch 154, and the capacitor 156. Within ISC 140, switch 152 connects switch 144 and inductor 134 to switch 148, switch 154, and capacitor 156. Within ISC 140, switch 154 connects switch 146 and inductor 132 to switch 148, switch 152, and capacitor 156. Within ISC 140, switch 156 connects switch 142, switch 144, and switch 146 to switch 148, switch 152, and switch 154.

[0017] ISC 140 is connected to rectifier 120 by connecting to diode 128 and diode 126 within rectifier 120 through switch 148, switch 152, switch 154, and capacitor 156 within ISC 140. ISC 140 is connected to transformer 160 by connecting to switch 166, switch 168, and contactor 176 within transformer 160 through switch 148, switch 152, switch 154, and capacitor 156 within ISC 140. ISC 140 is also connected to transformer 160 by connecting to switch 162, switch 164, and contactor 174 within transformer 160 through switch 142, switch 144, switch 146, and capacitor 156 within ISC 140.

[0018] The transformer 160 may include eight switches 162, 164, 166, 168, 182, 184, 186, 188, two contactors 174, 176, and a coil 172. Within the transformer 160, the switch 162 connects the switch 166 and the coil 172 with the switch 164 and the contactor 174. Within the transformer 160, the switch 164 connects the switch 168 and the coil 172 with the switch 162 and the contactor 174. Within the transformer 160, the switch 166 connects the switch 162 and the coil 172 with the switch 168 and the contactor 176. Within the transformer 160, the switch 168 connects the switch 164 and the coil 172 with the switch 166 and the contactor 176. Within the transformer 160, the switch 182 connects the switch 186 and the coil 172 with the switch 184 and the contactor 174. Within transformer 160, switch 184 connects switch 188 and coil 172 with switch 182 and contactor 174. Within transformer 160, switch 186 connects switch 182 and coil 172 with switch 188 and contactor 176. Within transformer 160, switch 188 connects switch 184 and coil 172 with switch 186 and contactor 176. Coil 172 connects switch 162 and switch 166 with switch 164 and switch 168 on the grid side of coil 172. Coil 172 connects switch 182 and switch 186 with switch 184 and switch 188 on the battery side of coil 172.

[0019] When contactor 174 assumes a predefined state (such as "closed"), contactor 174 can connect switches 162 and 164 with switches 182 and 184. When contactor 176 assumes a predefined state (such as "closed"), contactor 176 can connect switches 166 and 168 with switches 186 and 188. In another predefined state (such as "open"), contactor 174 disconnects switches 162 and 164 from switches 182 and 184. In another predefined state (such as "open"), contactor 176 disconnects switches 166 and 168 from switches 186 and 188.

[0020] The transformer 160 is connected to the ISC 140 and the battery 190. The switch 162, the switch 164, and the contactor 174 within the transformer 160 are connected to the ISC 140 by connecting to the capacitor 156, the switch 146, the switch 144, and the switch 142 within the ISC 140. The switch 166, the switch 168, and the contactor 176 within the transformer 160 are connected to the ISC 140 by connecting to the capacitor 156, the switch 154, the switch 152, and the switch 148 within the ISC 140.

[0021] The battery 190 includes a capacitor 192 and a voltage source 194 arranged in parallel. In other arrangements, the capacitor 192 is not part of the battery 190. The battery 190 is connected to the transformer 160. The voltage source 194 and capacitor 192 within the battery 190 connect the switch 184, switch 182, and contactor 174 within the transformer 160 with the switch 188, switch 186, and contactor 176 within the transformer 160.

[0022] When both contactor 174 and contactor 176 are closed, power from battery 190 may bypass coil 172 of transformer 160 and be delivered to motor 130 via ISC 140. Similarly, when both contactor 174 and contactor 176 are closed, power from motor 130 through ISC 140 may bypass coil 172 of transformer 160 and be delivered directly to battery 190. When both contactor 174 and contactor 176 are open, power from AC grid 112 passes through coil 172 of transformer 160 after passing through rectifier 120, motor 130, and ISC 140 to charge battery 190.

[0023] The components operate under the command of the controller 200, so that when the vehicle 210 is not charged by the on-board charger, the contactors 174, 176 are closed to allow the power from the battery 190 to bypass the coil 172 of the transformer 160 to be directly connected to the ISC 140. When the vehicle 210 is charged by the on-board charger, the contactors 174, 176 are opened to allow the transformer 160 to galvanically isolate the battery 190 and increase the input voltage to charge the battery 190.

[0024] Figure 3 is a diagram of power factor correction (“PFC”) control of an integrated AC on-board charger, which may be implemented by controller 200 . Figure 3 Some of the variables described in , such as Vo2, Vdc, ia, ib, ic, V1, and V2 can be found in Figure 2 The current reference Iref is the product of the neutral point voltage Vo2 and the output of the proportional and integral ("PI") controller PI1. The current reference Iref is related to the battery charging current. The amplitude of the current reference Iref comes from the voltage closed-loop controller. The DC bus voltage Vdc is compared with the reference voltage Vdc_ref. Their error is input to the controller PI1 to adjust the amplitude of the current reference Iref.

[0025] The ISC 140 has three current sensors, which are used to perform motor current closed-loop control in the vehicle operation mode. In the AC vehicle charging mode, the three current sensors feedback currents ia, ib, ic for implementing current closed-loop control of PFC control through PI2, such as Figure 3The output of controller PI2 compares the triangular carrier to generate a switching signal to control switches 148, 152 and 154, thereby increasing the voltage to charge traction battery 190 while achieving unity power factor. Switches 142, 144 and 146 are turned off during charging.

[0026] Controller 200 may be programmed to operate transformer 160 by controlling the opening and closing of switches 162, 164, 166, 168, 182, 184, 186, and 188. The program may differ depending on the current mode of vehicle 210.

[0027] For example, when vehicle 210 is in the driving mode, contactors 174 and 176 are closed, and switches 162 , 164 , 166 , 168 , 182 , 184 , 186 , and 188 are deactivated.

[0028] When vehicle 210 is in charging mode, contactors 174 and 176 are open, and switches 162, 164, 166, 168, 182, 184, 186, and 188 follow a predetermined pattern. The predetermined pattern may include Figure 2 V1 and V2 are operated at two voltage levels in and a duty cycle of 0.5, and the phase angle difference between V1 and V2 is used to control power transfer.

[0029] V1 can be generated by controlling switch 162, switch 164, switch 166, and switch 168. Generating V1 may include a first switching state generated by turning switch 164 and switch 166 to a first voltage level in the voltage level ("on") and turning switch 162 and switch 168 to a second voltage level in the voltage level ("off"). When in the first switching state, V1=Vdc. Generating V1 may also include a second switching state generated by turning switch 162 and switch 168 on and turning switch 164 and switch 166 off. When in the second switching state, V1=-Vdc. In order to achieve a duty cycle of 0.5, the time spent in the first switching state is equal to the time spent in the second switching state. In order to achieve the desired switching frequency fsw, each of the first switching state and the second switching state exists for a period of time t=0.5 / fsw.

[0030] V2 may be generated by controlling switch 182, switch 184, switch 186, and switch 188. Generating V2 may include a first switch state generated by turning on switch 184 and switch 186 and turning off switch 182 and switch 188. When in the first switch state, V2=Vdc. Generating V2 may also include a second switch state generated by turning on switch 182 and switch 188 and turning off switch 184 and switch 186. When in the second switch state, V2=-Vdc.

[0031] The controller may adjust the phase angle of V2 to modify the amount of power delivered from the AC grid to the traction battery. The control may include phase angle closed loop control.

[0032] Figure 1 A typical charger consists of Figure 2 Specifically, the AC vehicle charger removes three diodes 42, 44, 46, three inductors 32, 34, 36, and the components from the AC vehicle charger. Figure 1 The three switches 52, 54, 56 of the motor 130 maintain functionality while maintaining functionality through the windings 132, 134, 136 of the motor 130, the inverter 140 and the rectifier 120. When charging, the windings 132, 134, 136 of the motor 130, the inverter 140 and the rectifier 120 together provide power factor correction. Figure 2 The components of the example system include two contactors 174, 176. When the contactors 174, 176 are closed, the AC on-board charger reduces the bus capacitance of the ISC by connecting the two capacitors 156, 192 in parallel.

[0033] The algorithm, method or process disclosed herein can be delivered to or implemented by a computer, a controller or a processing device, and the computer, the controller or the processing device can 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, the algorithm, method or process can be implemented in whole or in part using 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.

[0034] Although exemplary embodiments are described above, these embodiments are not intended to describe all possible forms encompassed by the claims. Of course, other topologies and variations are conceivable.

[0035] 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.

[0036] As previously mentioned, the features of the various embodiments may be combined to form additional embodiments of the present 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.

[0037] According to the present invention, there is provided an on-board charger for an automobile, which has: a battery; an inverter; a rectifier; a motor including a winding, the motor being connected between the inverter and the rectifier; and a controller programmed to operate the inverter so that the inverter, the winding and the rectifier together shift the phase between the voltage and the current of the power from the power grid to change the power factor of the power.

[0038] According to an embodiment, the invention is also characterized by a transformer connected between the battery and the inverter, the transformer comprising at least one contactor.

[0039] According to one embodiment, the transformer is configured such that when at least one contactor is in a predefined state, the battery and the inverter are connected.

[0040] According to one embodiment, the transformer further comprises a plurality of switches, and wherein the controller is programmed to operate the switches in a predefined pattern to vary the voltage to charge the battery.

[0041] According to one embodiment, the inverter includes a plurality of switches, and wherein the controller is further programmed to operate the switches so that the inverter converts DC power from the battery into AC power for the motor.

[0042] According to one embodiment, the inverter is configured to convert AC power from the motor to DC power for the battery.

[0043] According to one embodiment, the inverter is an n-phase inverter.

[0044] According to one embodiment, the rectifier is a diode rectifier.

[0045] According to one embodiment, the rectifier is an n-phase rectifier.

[0046] According to one embodiment, the electrical machine is a motor.

[0047] According to the present invention, a method includes: in response to receiving input power from an AC power grid, operating multiple switches of an inverter so that the inverter, a rectifier, and windings of a motor connected between the rectifier and the inverter together shift the phase between the voltage and current of the input power to change the power factor of the input power.

[0048] In one aspect of the invention, the method includes opening at least one contactor when connected to an AC grid so that power output from the inverter passes through a transformer before being delivered to a battery.

[0049] In one aspect of the invention, the method comprises closing at least one contactor to connect the battery to the electric machine while disconnected from the AC grid.

[0050] According to the present invention, a vehicle is provided, the vehicle having: an electric power system, the electric power system including a battery; an inverter; a rectifier; a transformer; a motor, the motor being connected between the inverter and the rectifier; and a controller, the controller being programmed to operate the inverter during charging to change the power factor of the power from the grid via the inverter, the rectifier and the windings of the motor, and to close at least one contactor after charging so that the power between the battery and the inverter bypasses the transformer.

[0051] According to one embodiment, the controller is further programmed to, when ready to charge, open the at least one contactor so that power from the grid will pass through the transformer.

[0052] According to one embodiment, the transformer further comprises a plurality of switches, and wherein the controller is further programmed to operate the switches in a predefined pattern to vary the voltage delivered to the battery during charging.

[0053] According to one embodiment, the inverter includes a plurality of switches, and wherein the controller is further programmed to operate the switches so that the inverter converts DC power from the battery into AC power for the motor.

[0054] According to one embodiment, the inverter is an n-phase inverter.

[0055] According to one embodiment, the electrical machine is a motor.

[0056] According to one embodiment, the rectifier is an n-phase rectifier.

Claims

1. A vehicle charger, comprising: Battery; Inverter; Rectifier; A motor, the motor comprising a winding, the motor being connected between the inverter and the rectifier; as well as A controller is programmed to operate the inverter so that the inverter, the winding, and the rectifier together shift the phase between the voltage and the current of the power from the grid to change the power factor of the power.

2. The automotive on-board charger of claim 1, further comprising a transformer connected between the battery and the inverter, the transformer comprising at least one contactor.

3. The automotive on-board charger of claim 2, wherein the transformer is configured such that when the at least one contactor is in a predefined state, the battery and the inverter are connected.

4. The automotive on-board charger of claim 2, wherein the transformer further comprises a plurality of switches, and wherein the controller is programmed to operate the switches in a predefined pattern to vary the voltage to charge the battery.

5. The automotive on-board charger of claim 1, wherein the inverter includes a plurality of switches, and wherein the controller is further programmed to operate the switches so that the inverter converts DC power from the battery into AC power for the motor.

6. The automotive on-board charger of claim 1, wherein the inverter is configured to convert AC power from the motor into DC power for the battery.

7. The automotive on-board charger of claim 1, wherein the inverter is an n-phase inverter.

8. The automotive on-board charger of claim 1, wherein the inverter is a diode rectifier.

9. The automotive on-board charger of claim 1, wherein the rectifier is an n-phase rectifier.

10. The automotive on-board charger of claim 1, wherein the electrical machine is a motor.

11. A method comprising: In response to receiving input power from an AC power grid, a plurality of switches of the inverter are operated so that the inverter, the rectifier, and the windings of the motor connected between the rectifier and the inverter together shift the phase between the voltage and current of the input power to change the power factor of the input power.

12. The method of claim 11, further comprising: When disconnected from the AC grid, at least one contactor is opened so that power output from the inverter passes through a transformer before being delivered to a battery.

13. The method of claim 11, further comprising closing at least one contactor to connect a battery to the motor when connected to the AC grid.

14. A vehicle comprising: An electric power system comprising a battery, an inverter, a rectifier, a transformer, a motor connected between the inverter and the rectifier, and a controller, wherein the controller is programmed to: During charging, operating the inverter to change the power factor of the power from the grid via the inverter, the rectifier and the windings of the motor, and After the charging, at least one contactor is opened so that the power output from the inverter for the battery passes through the transformer.

15. The vehicle of claim 14, wherein the controller is further programmed to, prior to the charging, close the at least one contactor such that power output from the battery bypasses the transformer.

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