Power factor correction circuit

Abstract

The invention provides a power factor correction circuit. An automotive power system has: a first circuit arrangement comprising: an AC / DC power converter; a transformer; a switching bridge that is connected between the AC / DC power converter and the transformer; and a plurality of switches connected to an output of the transformer and connecting the output between the electric machine and another switching bridge such that the windings of the electric machine, the switching bridges, and the transformer form an isolated DC / DC power converter.

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 first switching bridge; a first circuit arrangement, the first circuit arrangement including: an AC / DC power converter having a plurality of inductors; a transformer; a second switching bridge, the second switching bridge connected between the AC / DC power converter and the transformer; and a plurality of switches, the plurality of switches connected to the output of the transformer and connecting the output to the first switching bridge, so that the first switching bridge is connected between a traction battery and the transformer, and the first switching bridge, the transformer and the second switching bridge form an isolated DC / DC power converter. The system also includes: a first electromagnetic interference filter; a switch group, the switch group connected between the inductor and the electromagnetic interference filter; and a second circuit arrangement, the second circuit arrangement including: a third switching bridge; and a plurality of windings, the plurality of windings being magnetically coupled to the inductor.

[0004] A vehicle includes: a traction battery; an electric machine; a first switch bridge connected between the traction battery and the electric machine; and a first circuit arrangement. The first circuit arrangement includes: an AC / DC power converter having a plurality of inductors and a plurality of switches; a transformer; a 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 between the electric machine and the first switch bridge, so that the windings of the electric machine, the first switch bridge, the transformer and the second switch bridge form an isolated DC / DC power converter. The vehicle also includes: a switch group connected to the inductor so that the inductor is connected between the switch of the AC / DC power converter and the switch group; and a second circuit arrangement, the second circuit arrangement including: a third switch bridge; and a plurality of windings magnetically coupled to the inductor.

[0005] An automotive power system includes: a first circuit arrangement, the first circuit arrangement including: an AC / DC power converter; a transformer; a switch bridge, the switch bridge connected between the AC / DC power converter and the transformer; and a plurality of switches, the plurality of switches connected to the output of the transformer and configured to connect the output between a motor and another switch bridge, so that the windings of the motor, the switch bridge and the transformer form an isolated DC / DC power converter. The system also includes: a second circuit arrangement, the second circuit arrangement including: an electromagnetic interference filter; and a plurality of windings, the plurality of windings being magnetically coupled to the inductor. 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.

[0012] 7A to 7C is a schematic diagram of a system including a circuit arrangement coupled with an inductor. DETAILED DESCRIPTION

[0013] 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.

[0014] 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.

[0015] Battery Current Control Modules (BCCMs) are components in automobiles, particularly those with electric or hybrid powertrains. These modules play a role in managing the flow of current into and out of the battery.

[0016] 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 manage the current to the battery.

[0017] 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.

[0018] Similarly, BCCMs can be responsible for discharge control. They can manage 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.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] 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.

[0023] 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.

[0024] 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 such as insulated gate bipolar transistors (IGBTs). By modulating the pulse width and frequency of the AC waveform, the inverter system controller manages the speed and torque output of the electric motor.

[0025] ISCs provide control of electric motors. They can use algorithms and control strategies to manage 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.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] ISCs can incorporate features such as overvoltage and undervoltage monitoring, overcurrent monitoring, and isolation monitoring.

[0031] 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.

[0032] 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.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] On-board charging controller 20 and Figure 1 The components shown communicate with and / or exert control over the components described.

[0037] 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.

[0038] 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 .

[0039] 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 .

[0040] 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.

[0041] A switch bridge 74 is connected between the electric machine 72 and a traction battery 76 .

[0042] Controller 78 and Figure 3 The components shown communicate with and / or exert control over the components described.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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 .

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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 management to the auxiliary battery 184.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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 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. 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.

[0069] Integrating the battery current control module (BCCM) with the inverter system controller (ISC) eliminates the rectifier of the BCCM as mentioned above. For systems where the auxiliary high-voltage to low-voltage DC / DC converter is magnetically coupled to the transformer of the BCCM, additional relays are required to connect the intermediate DC bus of the BCCM to the high-voltage traction battery. Therefore, the intermediate DC bus of the BCCM is not isolated.

[0070] There may be Figure 6 The circuit in is reconfigured as an isolated DC / DC converter. The following circuit topology uses a three-phase totem pole power factor correction circuit (ie, an AC circuit) to construct a bidirectional isolated three-phase capacitor-inductor-inductor-capacitor resonant DC / DC converter.

[0071] The front-end totem pole power factor correction circuit as part of the BCCM can be modified to construct an isolated three-phase DC / DC converter. The second winding can be coupled to three power factor correction inductors to form a loosely coupled three-phase transformer (k~0.4-0.7). By disconnecting all relays in the switch box, the primary side of the constructed loosely coupled transformer can be configured as a Y-connection. Three front-end x capacitors, which are mainly used to filter the switching power supply noise, can be configured in series with the primary winding of the loosely coupled transformer. The additional circuit can consist of three windings of the inductor magnetically coupled to the power factor correction, three resonant capacitors, a three-phase inverter / rectifier, and an electromagnetic interference filter. The secondary winding of the loosely coupled transformer can also be configured as a Y-connection with a series resonant capacitor for each winding. The secondary side capacitors can match the reactance and minimize the reactive power circulating current in the transformer and the switchgear.

[0072] refer to Fig. 7A , system 190 includes an EMI filter 192, a switch bank 194, a capacitor bank 196, an AC / DC power converter 198, a switch bridge 200, a capacitor bank 202, a transformer 204, a capacitor bank 206, a switch bank 208, an electric machine 210, a switch bridge 212, a traction battery 214, an EMI filter 216, a switch bank 218, a rectifier 220, an auxiliary battery 222, a circuit arrangement 224, a DC bus 226, and a controller 228. These components are shown in the context of a vehicle 230.

[0073] EMI filter 192, switch bank 194, AC / DC power converter 198, switch bridge 200, capacitor bank 202, transformer 204, capacitor bank 206, switch bank 208, motor 210, switch bridge 212, traction battery 214, EMI filter 216, switch bank 218, rectifier 220, and auxiliary battery 222 (except capacitor bank 196, circuit arrangement 224, and DC bus 226) are arranged in a manner similar to that of FIG. Figure 6 and other previous figures are arranged in the controller 228 and can be operated by the controller. Fig. 7A The components are in communication with and / or controlled by controller 228.

[0074] The AC / DC power converter 198 includes a plurality of inductors 232. The circuit arrangement 224 includes a plurality of windings 238, a capacitor bank 240, a switch bridge 242 (e.g., a three-phase switch bridge), and an electromagnetic interference filter 246. The capacitor bank 196 is connected between the switch bank 194 and the AC / DC power converter 198 such that each of the capacitors of the capacitor bank 196 is connected in series with one of the inductors of the AC / DC power converter 198.

[0075] Each of the windings in the plurality of windings 238 is magnetically coupled to one of the inductors of the AC / DC power converter 198. The capacitor bank 240 is connected between the plurality of windings 238 and the switch bridge 242. The switch bridge 242 is connected between the capacitor bank 240 and the electromagnetic interference filter 246. The electromagnetic interference filter 246 is connected between the DC bus 226 and the switch bridge 242.

[0076] The front-end x-capacitors can be split into two capacitor banks and connected before and after the switch box. The values ​​of the capacitors after the switch box can be optimized to achieve the reactance matching requirements of the capacitor-inductor-inductor-capacitor converter. The capacitors before the switch box can be optimized to filter the differential mode current generated by the switching power supply.

[0077] refer to Figure 7B , system 190' includes an electromagnetic interference filter 192', a capacitor bank 193', a switch bank 194', a capacitor bank 196', an AC / DC power converter 198', a switch bridge 200', a capacitor bank 202', a transformer 204', a capacitor bank 206', a switch bank 208', an electric machine 210', a switch bridge 212', a traction battery 214', an electromagnetic interference filter 216', a switch bank 218', a rectifier 220', an auxiliary battery 222', a circuit arrangement 224', a DC bus 226', and a controller 228'. These components are shown in the context of a vehicle 230'.

[0078] The AC / DC power converter 198' includes a plurality of inductors 232'. The circuit arrangement 224' includes a plurality of windings 238', a capacitor bank 240', a switching bridge 242', and an electromagnetic interference filter 246'.

[0079] therefore, Figure 7B The architecture is Fig. 7A A variation of the architecture shown in FIG. 1 is shown in FIG. 2 , in which a capacitor bank 193 ′ connected between the electromagnetic filter 192 ′ and the switch bank 194 ′ is added.

[0080] When a BCCM is used to charge a high voltage battery from the AC grid, a switch can be added to decouple the secondary winding from the power factor correction inductor.

[0081] refer to Figure 7C, system 190" includes an electromagnetic interference filter 192", a capacitor bank 193", a switch bank 194", a capacitor bank 196", an AC / DC power converter 198", a switch bridge 200", a capacitor bank 202", a transformer 204", a capacitor bank 206", a switch bank 208", a motor 210", a switch bridge 212", a traction battery 214", an electromagnetic interference filter 216", a switch bank 218", a rectifier 220", an auxiliary battery 222", a circuit arrangement 224", a DC bus 226", and a controller 228". These components are shown in the context of a vehicle 230".

[0082] The AC / DC power converter 198″ includes a plurality of inductors 232″. The circuit arrangement 224″ includes a plurality of windings 238″, a capacitor bank 240″, a switch bank 241″, a switch bridge 242″, and an electromagnetic interference filter 246″. The switch bank 241″ is connected between the capacitor bank 240″ and the switch bridge 242″, and can be disconnected during charging of the traction battery 214″ to disconnect the switch bridge 242″ from the plurality of windings 238″.

[0083] therefore, Figure 7C The architecture is Figure 7B A variation of the architecture shown in , in which switch group 241" is added.

[0084] The algorithm, method or process disclosed herein can 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 can 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 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.

[0085] 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.

[0086] 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.

[0087] As previously described, 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. Thus, embodiments described as being less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of this disclosure and may be desirable for a particular application.

[0088] According to the present invention, there is provided an automotive power system, the automotive power system having: a first switching bridge; a first circuit arrangement, the first circuit arrangement comprising: an AC / DC power converter having a plurality of inductors; a transformer; a second switching bridge, the second switching 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 switching bridge, so that the first switching bridge is connected between a traction battery and the transformer, and the first switching bridge, the transformer and the second switching bridge form an isolated DC / DC power converter; a first electromagnetic interference filter; a switch group, the switch group being connected between the inductor and the first electromagnetic interference filter; and a second circuit arrangement, the second circuit arrangement comprising: a third switching bridge; and a plurality of windings, the plurality of windings being magnetically coupled to the inductor.

[0089] According to an embodiment, the present invention is also characterized by a plurality of first capacitors connected between the inductor and the switch group such that each of the first capacitors is connected in series with one of the inductors.

[0090] According to an embodiment, the present invention is also characterized by a plurality of second capacitors connected between the first electromagnetic interference filter and the switch group.

[0091] According to an embodiment, the second circuit arrangement further comprises a second electromagnetic interference filter, and wherein the third switching bridge is connected between the winding and the second electromagnetic interference filter.

[0092] According to an embodiment, the second circuit arrangement further comprises a DC bus, and wherein the second electromagnetic interference filter is connected between the third switching bridge and the DC bus.

[0093] According to an embodiment, the third switching bridge is a three-phase power converter.

[0094] According to an embodiment, the second circuit arrangement further comprises a plurality of capacitors connected between the third switching bridge and the winding.

[0095] According to an embodiment, the second circuit arrangement further comprises a plurality of switches connected between the third switching bridge and the winding.

[0096] According to an embodiment, the plurality of switches connected between the third switching bridge and the winding are configured to be opened during charging of the traction battery to disconnect the third switching bridge from the winding.

[0097] According to an embodiment, the invention also features one or more switches configured to connect the traction battery between the AC / DC power converter and the second switching bridge.

[0098] According to the present invention, a vehicle is provided, the vehicle having: a traction battery; an electric machine; a first switching bridge connected between the traction battery and the electric machine; a first circuit arrangement, the first circuit arrangement comprising: an AC / DC power converter having a plurality of inductors and a plurality of switches; a transformer; a second switching 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 between the electric machine and the first switching bridge, such that windings of the electric machine, the first switching bridge, the transformer and the second switching bridge form an isolated DC / DC power converter; a switch group connected to the inductor such that the inductor is connected between the switch of the AC / DC power converter and the switch group; and a second circuit arrangement, the second circuit arrangement comprising: a third switching bridge; and a plurality of windings magnetically coupled to the inductor.

[0099] According to an embodiment, the second circuit arrangement further comprises an electromagnetic interference filter, and wherein the third switching bridge is connected between the winding and the electromagnetic interference filter.

[0100] According to an embodiment, the second circuit arrangement further comprises a DC bus, and wherein the electromagnetic interference filter is connected between the third switching bridge and the DC bus.

[0101] According to an embodiment, the present invention is also characterized by a plurality of first capacitors connected between the inductor and the switch group such that each of the first capacitors is connected in series with one of the inductors.

[0102] According to an embodiment, the present invention is also characterized by a plurality of second capacitors connected to the switch group such that the switch group is connected between the first capacitor and the second capacitor.

[0103] According to an embodiment, the third switching bridge is a three-phase power converter.

[0104] According to an embodiment, the second circuit arrangement further comprises a plurality of switches connected between the third switching bridge and the winding.

[0105] According to an embodiment, the plurality of switches connected between the third switching bridge and the winding are configured to be opened during charging of the traction battery to disconnect the third switching bridge from the winding.

[0106] According to the present invention, an automotive power system is provided, which has: a first circuit arrangement, the first circuit arrangement including: an AC / DC power converter; a transformer; a switch bridge, the 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 between a motor and another switch bridge, so that the windings of the motor, the switch bridge and the transformer form an isolated DC / DC power converter; and a second circuit arrangement, the second circuit arrangement including: an electromagnetic interference filter; and a plurality of windings, the plurality of windings being magnetically coupled to the inductor of the AC / DC power converter.

[0107] According to an embodiment, the second circuit arrangement further comprises a plurality of switches connected between the electromagnetic interference filter and the winding of the second circuit arrangement.

Claims

1. An automotive power system, comprising: a first switching bridge; a first circuit arrangement comprising: an AC / DC power converter having a plurality of inductors; a transformer; a second switching 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 switching bridge such that the first switching bridge is connected between a traction battery and the transformer, and the first switching bridge, the transformer, and the second switching bridge form an isolated DC / DC power converter; a first electromagnetic interference filter; a switch group connected between the inductor and the first electromagnetic interference filter; and A second circuit arrangement includes: a third switching bridge; and a plurality of windings magnetically coupled to the inductor.

2. The automotive power system of claim 1, further comprising a plurality of first capacitors connected between the inductor and the switch group such that each of the first capacitors is connected in series with one of the inductors. 3 . The automotive power system of claim 2 , further comprising a plurality of second capacitors connected between the first electromagnetic interference filter and the switch group.

4. The automotive power system of claim 1, wherein the second circuit arrangement further comprises a second electromagnetic interference filter, and wherein the third switching bridge is connected between the winding and the second electromagnetic interference filter. 5 . The automotive power system of claim 4 , wherein the second circuit arrangement further comprises a DC bus, and wherein the second electromagnetic interference filter is connected between the third switching bridge and the DC bus.

6. The automotive power system of claim 1, wherein the third switching bridge is a three-phase power converter. 7 . The automotive power system of claim 1 , wherein the second circuit arrangement further comprises a plurality of capacitors connected between the third switching bridge and the winding. 8 . The automotive power system of claim 1 , wherein the second circuit arrangement further comprises a plurality of switches connected between the third switching bridge and the winding. 9 . The automotive power system of claim 8 , wherein the plurality of switches connected between the third switch bridge and the winding are configured to be opened during charging of the traction battery to disconnect the third switch bridge from the winding.

10. The automotive power system of claim 1, further comprising one or more switches configured to connect the traction battery between the AC / DC power converter and the second switching bridge.

11. A vehicle comprising: Traction batteries; Motor; a first switch bridge connected between the traction battery and the motor; a first circuit arrangement, the first circuit arrangement comprising: an AC / DC power converter having a plurality of inductors and a plurality of switches; a transformer; a second switching 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 between the motor and the first switching bridge, such that windings of the motor, the first switching bridge, the transformer, and the second switching bridge form an isolated DC / DC power converter; a switch group connected to the inductor such that the inductor is connected between the switch of the AC / DC power converter and the switch group; and A second circuit arrangement includes: a third switching bridge; and a plurality of windings magnetically coupled to the inductor.

12. The vehicle of claim 11, wherein the second circuit arrangement further comprises an electromagnetic interference filter, and wherein the third switching bridge is connected between the winding and the second electromagnetic interference filter.

13. The vehicle of claim 12, wherein the second circuit arrangement further comprises a DC bus, and wherein the electromagnetic interference filter is connected between the third switching bridge and the DC bus.

14. The vehicle of claim 11 further comprising a plurality of first capacitors connected between the inductor and the switch bank such that each of the first capacitors is connected in series with one of the inductors.

15. The vehicle of claim 12, further comprising a plurality of second capacitors connected to the switch bank such that the switch bank is connected between the first capacitor and the second capacitor.

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