Matrix transformer structure and circuit topology

Abstract

The invention provides a matrix transformer structure and circuit topology. An automotive power system has, inter alia, a matrix transformer structure comprising five windings and two separate cores, the five windings and two separate cores are shared between and magnetically couple a first isolated DC / DC converter and a second isolated DC / DC converter, the first isolated DC / DC converter being arranged to exchange power directly with a traction battery, the second isolated DC / DC converter being arranged to exchange power with a traction battery, and the first isolated DC / DC converter being arranged to exchange power with the traction battery. And the second isolated DC / DC converter directly exchanges power with the bus.

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 isolated DC / DC converter, the first isolated DC / DC converter being arranged to directly exchange power with a traction battery; a second isolated DC / DC converter, the second isolated DC / DC converter being arranged to directly exchange power with a bus; and a matrix transformer structure, the matrix transformer structure including five windings and two separate cores, the five windings and two separate cores being shared between the first isolated DC / DC converter and the second isolated DC / DC converter and magnetically coupling the first isolated DC / DC converter with the second isolated DC / DC converter.

[0004] A vehicle includes: a bidirectional totem pole power factor correction circuit; a traction battery; an isolated DC / DC converter connected between the bidirectional totem pole power factor correction circuit and the traction battery so that power from an AC source supplying the bidirectional totem pole power factor correction circuit charges the traction battery; a second isolated DC / DC converter; and a matrix transformer structure including five windings and two separate cores that are shared between the first isolated DC / DC converter and the second isolated DC / DC converter and magnetically couple the first isolated DC / DC converter and the second isolated DC / DC converter.

[0005] An automotive power system includes: a matrix transformer structure, the matrix transformer structure including five windings and two separate cores, the five windings and two separate cores are shared between a first isolated DC / DC converter and a second isolated DC / DC converter and magnetically couple the first isolated DC / DC converter with the second isolated DC / DC converter. The first of the windings is wound on both of the cores and partially defines the first isolated DC / DC converter. The second and third of the windings are each wound on a different one of the cores and partially define the first isolated DC / DC converter. The fourth of the windings is wound on the same one of the cores as the second of the windings, partially defines the second isolated DC / DC converter, and is magnetically coupled to the first and second of the windings so that a current through the second of the windings induces a voltage across the first and fourth of the windings. 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 an isolated AC / DC on-board charger.

[0009] Figure 4 is a schematic diagram of an isolated high voltage / low voltage DC / DC converter.

[0010] Figure 5 is a schematic diagram of a circuit topology for integrating an auxiliary high-voltage / low-voltage DC / DC converter with an on-board charger.

[0011] Figure 6 is a cross-sectional view of a 3-winding transformer structure with a shared flux path.

[0012] Figure 7 is a cross-sectional view of the proposed 5-winding matrix transformer structure with two decoupled flux paths.

[0013] Figure 8 is a schematic diagram of a magnetically integrated on-board charger / high-voltage to low-voltage DC / DC converter with windings for achieving uninterrupted low-voltage supply when in driving mode. DETAILED DESCRIPTION

[0014] 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.

[0015] 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.

[0016] 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.

[0017] 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.

[0018] 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.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] 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.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] ISCs can incorporate features such as overvoltage and undervoltage monitoring, overcurrent monitoring, and isolation monitoring.

[0032] 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.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] On-board charging controller 20 and Figure 1 The components shown communicate with and / or exert control over the components described.

[0038] 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.

[0039] 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. For example, package-level integration of high-voltage / low-voltage DC / DC converters and AC / DC chargers can increase the power density of the system. It can save costs via shared coolant channels and by eliminating connectors.

[0040] refer to Figure 3 , the automotive system 54 includes an isolated AC / DC onboard charger 56 and a traction battery 58. In this example, the isolated AC / DC onboard charger 56 is connected between the traction battery 58 and an AC source 60.

[0041] The isolated AC / DC onboard charger 56 includes an AC / DC power factor correction circuit 62 (single phase / three phase) and an isolated high voltage DC / DC converter 64. The isolated high voltage DC / DC converter 64 is connected between the traction battery 58 and the AC / DC power factor correction circuit 62.

[0042] The AC / DC power factor correction circuit 62 includes an electromagnetic interference filter 66 and a bidirectional totem pole power factor correction circuit 68. The bidirectional totem pole power factor correction circuit 68 includes a switch group 70 and an AC / DC power converter circuit 72. The switch group 70 is connected between the electromagnetic interference filter 66 and the AC / DC power converter circuit 72.

[0043] The isolated high voltage DC / DC converter 64 includes a first switching bridge 74, a transformer 76, a second switching bridge 78, an electromagnetic interference filter 80, a pair of capacitors 82, 84, and a link capacitor 86. The transformer 76 is connected between the capacitors 82, 84, which are commonly connected between the first switching bridge 74 and the second switching bridge 78. The first switching bridge 74 is connected between the AC / DC power factor correction circuit 62 and the capacitor 82. The second switching bridge 78 is connected between the capacitor 84 and the link capacitor 86. The electromagnetic interference filter 80 is connected between the link capacitor 86 and the traction battery 58.

[0044] Thus, power from the AC source 60 may flow through the isolated AC / DC onboard charger 56 to charge the traction battery 58 during operation.

[0045] refer to Figure 4 , the vehicle system 88 includes a traction battery 90, an isolated high voltage / low voltage DC / DC converter 92, and a low voltage battery 94. Thus, during operation, power can flow between the traction battery 90 and the low voltage battery 94.

[0046] It can be seen that the high voltage circuit consumes almost half of the total footprint. Here, a new circuit topology is proposed, which eliminates the high voltage circuit and reduces the space allocated to the high voltage to low voltage DC / DC converter board by integrating the high voltage / low voltage DC / DC converter. The topology can control the power flow between the high voltage DC / DC converter and the high voltage to low voltage DC / DC converter, overcome the high current circulation in the three-port transformer, and allow the control of the low voltage circuit to be completely decoupled from the high voltage DC / DC controller.

[0047] The high-voltage DC / DC switching frequency does not determine the switching frequency of the low-voltage circuit. For example, the low-voltage circuit can be designed using gallium nitride high electron mobility transistors, while the high-voltage DC / DC circuit can be designed using silicon carbide metal oxide semiconductor field effect transistors. Such implementations allow the low-voltage circuit to switch at a much higher frequency than the high-voltage DC / DC circuit, and thus increase its power density. The system does not need to integrate the resonant inductor with the transformer to achieve the optimal transformer implementation. And without increasing the low-voltage circuit, the proposed topology allows the elimination of the high-voltage circuit, which may include a transformer, a primary H-bridge, a gate driver, and a resonant inductor.

[0048] The on-board charger circuit can be modified so that additional circuitry is used to output two isolated low voltage levels. A single transformer isolates the high voltage AC domain, the high voltage DC domain, and the low voltage DC domain. The first low voltage output can be referred to as low voltage bus #1, and the second low voltage output can be referred to as low voltage bus #2.

[0049] Additional circuitry may include: a third coil of a transformer magnetically coupled to the on-board charger, a no-load rectifier, two coupled or decoupled filter inductors, a filter capacitor for filtering the voltage after the inductor and providing a DC output to low voltage bus #2, and a non-isolated DC / DC converter for reducing or increasing the input voltage from low voltage bus #2 and providing a constant DC voltage to low voltage bus #1.

[0050] The topology of the isolated high-voltage DC / DC converter as part of the on-board charger can be LLC, LCC, CLLC, DAB, etc.

[0051] The high voltage DC / DC converter may include the following: i) a switching bridge referenced to the high voltage AC domain and a switching bridge referenced to the high voltage DC domain; ii) a transformer having a primary winding referenced to the high voltage AC domain and a secondary winding referenced to the high voltage DC domain; iii) an optional impedance matching network of inductors and / or capacitors to match impedance and minimize reactive power in the transformer; the impedance matching network may also tune the impedance seen by the inverter / rectifier bridge to achieve soft switching (i.e., zero voltage switching or zero current switching); iv) a third coil magnetically coupled to the secondary winding and / or its primary winding of the transformer so that the voltage induced across the third coil depends on the voltage across the secondary winding; v) an unloaded rectifier for rectifying the voltage across the third winding to provide a constant DC voltage (V A ); Under steady-state conditions, an unloaded rectifier may consume approximately 0A, and therefore the rectifier only needs to be rated to handle transient currents; the power consumed by the unloaded rectifier consists of pure losses in its components; vi) two inductors and capacitors forming a low-pass filter; two coupled or decoupled inductors may be connected to the third coil terminal, and their other terminals may be tied together and connected to a capacitor referenced to low voltage ground; the voltage across the capacitor (V B ) is approximately the voltage at the output of the uncontrolled rectifier (V A ) half; voltage V B is the source voltage of low voltage bus #2; this voltage is expected to have a range that depends on the state of charge of the high voltage traction battery (e.g., the voltage supplied to low voltage bus #2 may have a nominal value of 48V and a range between 36V and 52V, depending on the state of charge of the high voltage traction battery); vii) a non-isolated DC / DC converter that accepts a voltage V B takes as input and steps it up or down to provide a controlled voltage V C ; V C Used as the power supply voltage of low-voltage bus #1; when a low-voltage battery is connected to low-voltage bus #1, the non-isolated DC / DC converter operates in current mode control or voltage mode control according to the charge state of the low-voltage battery; the non-isolated DC / DC charges the low-voltage battery and provides power to the load connected across the low-voltage bus #1.

[0052] Bidirectional power between the AC source and the high voltage battery is controlled by controlling the high voltage DC / DC switching frequency, controlling the phase shift between the primary bridge and the secondary bridge, and controlling the phase shift between the arms of the primary bridge.

[0053] refer to Figure 5, the automotive system 96 includes an isolated AC / DC onboard charger 98 and a traction battery 100 . In this example, the isolated AC / DC onboard charger 98 is connected between the traction battery 100 and an AC source 102 .

[0054] The isolated AC / DC onboard charger 98 includes an AC / DC power factor correction circuit 104 (single phase / three phase) and an isolated high voltage DC / DC converter 106. The isolated high voltage DC / DC converter 106 is connected between the traction battery 100 and the AC / DC power factor correction circuit 104.

[0055] The AC / DC power factor correction circuit 104 includes an electromagnetic interference filter 108 and a bidirectional totem pole power factor correction circuit 110. The bidirectional totem pole power factor correction circuit 110 includes a switch group 112 and an AC / DC power converter circuit 114. The switch group 112 is connected between the electromagnetic interference filter 108 and the AC / DC power converter circuit 114.

[0056] The isolated high-voltage DC / DC converter 106 includes a first switch bridge 116, a transformer 118, a second switch bridge 120, an electromagnetic interference filter 122, a pair of capacitors 124, 126, and a link capacitor 128. The transformer 118 is connected between the capacitors 124, 126, which are commonly connected between the first switch bridge 116 and the second switch bridge 120. The capacitors 124, 126 form an impedance matching network that matches the impedance of the transformer 118. The first switch bridge 116 is connected between the AC / DC power factor correction circuit 104 and the capacitor 124. The second switch bridge 120 is connected between the capacitor 126 and the link capacitor 128. The electromagnetic interference filter 122 is connected between the link capacitor 128 and the traction battery 100.

[0057] Thus, power from the AC source 102 may flow through the isolated AC / DC onboard charger 98 to charge the traction battery 100 during operation.

[0058] The vehicle system 96 also includes additional circuits 130, low voltage buses 132, 134, and one or more controllers 136. The one or more controllers 136 are connected to Figure 5 The automotive system is shown in the context of a vehicle 138.

[0059] The additional circuit 130 includes a coil 140, an unloaded rectifier 142, a non-isolated DC / DC converter 144, a pair of inductors 146, and a capacitor 148. The coil 140 is magnetically coupled to the transformer 118. The unloaded rectifier 142 is connected between the coil 140 and the non-isolated DC / DC converter 144. The inductor 146, which may be coupled or decoupled, is connected between the coil 140 and the non-isolated DC / DC converter 144. The capacitor 140 is connected between the unloaded rectifier 142 / inductor 146 and the non-isolated DC / DC converter 144 so that it can filter the voltage after the inductor 146. Therefore, the inductor 146 and the capacitor 148 form a low-pass filter.

[0060] The low voltage bus 132 is directly connected to the non-isolated DC / DC converter 144. The low voltage bus 134 is connected between the non-isolated DC / DC converter 144 and the capacitor 148. Therefore, the voltages on the low voltage buses 132, 134 may be different.

[0061] To achieve certain power requirements, the high-voltage / low-voltage DC / DC converter should guarantee operation under a single point problem. For this reason, some high-voltage / low-voltage DC / DC converters have two power circuits connected in parallel. Therefore, the total power delivered to the low-voltage load is split between the two circuits. If a component has a problem in one power stage, the circuit is designed to shut down the stage while keeping the other power stage operational. Although the total output power is cut in half, some loads will not lose power in this situation.

[0062] Although Figure 5 The proposed magnetic level integration may have several advantages, but a problem in one component may cut off power delivery to certain low voltage loads. For example, loss of winding insulation may cause a short circuit across the winding. To solve this problem, new circuit topologies and transformer structures may be required to achieve uninterrupted power delivery to certain low voltage loads in the event of a single point problem.

[0063] The proposed circuit topology integrates the high voltage / low voltage DC / DC with the high voltage DC / DC converter of the on-board charger. The circuit can be built around a 5-winding transformer structure.

[0064] refer to Figure 6 , the transformer structure 142 includes a core 144 and windings 146, 148, 150. As shown, the windings 146, 148, 150 are wound around the core 144.

[0065] refer to Figure 7, the transformer structure 152 includes cores 154, 156 and windings 158, 160, 162, 164, 166. Winding 158 is wound on cores 154, 156. Windings 160, 162 are wound on core 154 and strongly coupled to winding 158. Windings 164, 166 are wound on core 156 and strongly coupled to winding 158. Windings 160, 162 are strongly coupled, windings 164, 166 are strongly coupled, and windings 160, 162 are decoupled from windings 164, 166. In this arrangement, k23=k25=k43=k45=0. Interleaving between windings 158, 160, 162, 164, 166 may be implemented to minimize proximity losses in windings 158, 160, 162, 164, 166 and improve efficiency.

[0066] Therefore, the isolated high voltage DC / DC converter in the on-board charger can be modified to implement two decoupled high voltage / low voltage DC / DC converters. The capacitor of the isolated high voltage DC / DC converter is replaced with two capacitors. A 5-winding transformer (such as transformer 152) magnetically couples the energy between the high voltage AC, high voltage DC, and low voltage DC power domains. Two multi-level buck converters are used to reduce the rectified voltage generated by windings 162, 166.

[0067] When the vehicle is connected to the AC grid, the isolated high voltage DC / DC converter operates as a typical CLLC circuit. The high voltage DC side bridge acts as a synchronous active rectifier. The current in winding 160 is equal to the current in winding 164, and no current flows through the center tap point of the transformer. The currents through the two capacitors of the isolated high voltage DC / DC converter are equal.

[0068] During the drive mode, the single-phase / three-phase bidirectional totem pole power factor correction circuit can be disabled and the primary bridge portion of the isolated high-voltage DC / DC converter is not loaded. A high-voltage DC / DC secondary circuit can be used to form two half-bridge DC / DC converters. The first half-bridge DC-DC has a primary winding 160 strongly coupled to windings 158, 162. The current in winding 160 induces a voltage across windings 158, 162.

[0069] Because the high-voltage DC / DC primary bridge is not loaded, no current flows through winding 158 if an ideal circuit is assumed. A small current can flow in winding 158 to keep the DC side link capacitor voltage at its open circuit voltage level and overcome losses. The voltage appearing across winding 162 is rectified and delivered to a multi-stage buck converter. A multi-stage buck converter (e.g., at least three stages) can be used to reduce the voltage across the capacitor of the isolated high-voltage / low-voltage DC / DC converter and provide power to the low-voltage bus. The multi-stage buck converter ensures that a problem in one field effect transistor will result in an open circuit across its output.

[0070] The second half-bridge DC / DC converter has a primary winding 164 that is strongly coupled to windings 158, 166. In a similar manner, current in winding 164 induces a voltage in winding 166. The voltage appearing across winding 166 may be rectified and then supplied to a second multi-level buck converter that steps down the voltage to supply power to the low voltage bus.

[0071] Under normal operation, two multi-level buck converters are connected in parallel / interleaved and share the current supplied to the low voltage battery equally. Two current sensors can be used to measure the input current delivered to the two half-bridge rectifiers. A peak current control strategy can limit the input current per switching cycle.

[0072] During drive mode, the BCCM circuit is configured as two separate and decoupled high-voltage / low-voltage DC / DC converters. A problem with a component in one of the converters causes that converter to shut down, while the other converter can still provide power.

[0073] refer to Figure 8 , the vehicle system 168 includes an isolated AC / DC onboard charger 170 and a traction battery 172. In this example, the isolated AC / DC onboard charger 170 is connected between the traction battery 172 and an AC source 174.

[0074] The isolated AC / DC onboard charger 170 includes an AC / DC power factor correction circuit 176 (single phase / three phase) and an isolated high voltage DC / DC converter 178. The isolated high voltage DC / DC converter 178 is connected between the traction battery 172 and the AC / DC power factor correction circuit 186.

[0075] The AC / DC power factor correction circuit 176 includes an electromagnetic interference filter 180 and a bidirectional totem pole power factor correction circuit 182. The bidirectional totem pole power factor correction circuit 182 includes a switch group 184 and an AC / DC power converter circuit 186. The switch group 184 is connected between the electromagnetic interference filter 180 and the AC / DC power converter circuit 114.

[0076] The isolated high voltage DC / DC converter 178 includes: a first switch bridge 188; a transformer 152, a second switch bridge 190, an electromagnetic interference filter 192, capacitors 194, 196, 198 and some of the link capacitors 200, 202. The windings 158, 160, 164 are connected between the capacitors 194, 196, 198, and the capacitors are commonly connected between the first switch bridge 188 and the second switch bridge 190. The capacitors 194, 196, 198 form an impedance matching network, and the impedance matching network matches the impedance associated with the transformer 152. The first switch bridge 188 is connected between the AC / DC power factor correction circuit 176 and the capacitor 194. The second switch bridge 190 is connected between the capacitors 196, 198 and the capacitors 200, 202. The electromagnetic interference filter 192 is connected between the capacitors 200, 202 and the traction battery 172.

[0077] Power from the AC source 174 may thus flow through the isolated AC / DC onboard charger 170 to charge the traction battery 172 during operation.

[0078] The vehicle system 168 also includes an isolated high voltage / low voltage DC / DC converter 204, a low voltage bus 206, and one or more controllers 208. The one or more controllers 208 are connected to Figure 8 The automotive system 168 is shown in the context of a vehicle 210 .

[0079] The isolated high voltage / low voltage DC / DC converter 204 includes a transformer 152, unloaded rectifiers 212, 214, pairs of inductors 216, 218, multi-level buck converters 220, 222, and some of the capacitors 224, 226. The unloaded rectifier 212 is connected across the winding 162. The unloaded rectifier 214 is connected across the winding 166. The pair of inductors 216 is connected across the winding 162. The pair of inductors 218 is connected across the inductor 166. The capacitor 224 is connected across the multi-level buck converter 220. The capacitor 226 is connected across the multi-level buck converter 222. The multi-level buck converters 220, 222 are connected to the low voltage bus 206.

[0080] 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 modified and stored on a writable storage medium such as an optical disk, a random access memory device or other magnetic and optical media. The algorithm, method or process can also be implemented by a software executable object. Alternatively, a suitable hardware component (such as an application-specific integrated circuit, a field programmable gate array, a state machine or other hardware component or device) or a combination of firmware, hardware and software components can be used to embody the algorithm, method or process in whole or in part.

[0081] Although exemplary embodiments are described above, these embodiments are not intended to describe all possible forms covered by the claims. The words used in the specification are words of description rather than limitation, and it should be understood that various changes can be made without departing from the spirit and scope of these disclosed materials.

[0082] 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. For this reason, 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 specific applications.

[0083] According to the present invention, there is provided an automotive power system having: a first isolated DC / DC converter, the first isolated DC / DC converter being arranged to directly exchange power with a traction battery; a second isolated DC / DC converter, the second isolated DC / DC converter being arranged to directly exchange power with a bus; and a matrix transformer structure, the matrix transformer structure comprising five windings and two separate cores, the five windings and the two separate cores being shared between the first isolated DC / DC converter and the second isolated DC / DC converter and magnetically coupling the first isolated DC / DC converter with the second isolated DC / DC converter.

[0084] According to an embodiment, a first of the windings is wound around both of the cores, partially defines the first isolated DC / DC converter, and is electrically isolated from the traction battery.

[0085] According to an embodiment, a second and a third of the windings are each wound around a different one of the cores, partially define the first isolated DC / DC converter, and are electrically connected to the traction battery.

[0086] According to an embodiment, a fourth of the windings is wound on the same one of the cores as the second one of the windings, partially defines the second isolated DC / DC converter, and is magnetically coupled to the first and second one of the windings such that a current passing through the second one of the windings induces a voltage across the first and fourth one of the windings.

[0087] According to an embodiment, the fifth of the windings is wound on the same of the cores as the third of the windings, partially defines the second isolated DC / DC converter, and is magnetically coupled with the first and third of the windings such that a current passing through the third of the windings induces a voltage across the first and fifth of the windings.

[0088] According to an embodiment, the second isolated DC / DC converter comprises a pair of multi-level buck converters.

[0089] According to an embodiment, the second isolated DC / DC converter further comprises a pair of no-load rectifiers.

[0090] According to an embodiment, the present invention is also characterized by a bidirectional totem pole power factor correction circuit, which is electrically connected to the first isolated DC / DC converter and isolated from the second isolated DC / DC converter.

[0091] According to an embodiment, the voltage of the traction battery and the voltage of the bus are different.

[0092] According to the present invention, a vehicle is provided, having: a bidirectional totem pole power factor correction circuit; a traction battery; an isolated DC / DC converter connected between the bidirectional totem pole power factor correction circuit and the traction battery so that power from an AC source supplying the bidirectional totem pole power factor correction circuit charges the traction battery; a second isolated DC / DC converter; and a matrix transformer structure including five windings and two separate cores, the five windings and two separate cores being shared between the first isolated DC / DC converter and the second isolated DC / DC converter and magnetically coupling the first isolated DC / DC converter and the second isolated DC / DC converter.

[0093] According to an embodiment, a first of the windings is wound around both of the cores, partially defines the first isolated DC / DC converter, and is electrically isolated from the traction battery.

[0094] According to an embodiment, a second and a third of the windings are each wound around a different one of the cores, partially define the first isolated DC / DC converter, and are electrically connected to the traction battery.

[0095] According to an embodiment, a fourth of the windings is wound on the same one of the cores as the second one of the windings, partially defines the second isolated DC / DC converter, and is magnetically coupled to the first and second one of the windings such that a current passing through the second one of the windings induces a voltage across the first and fourth one of the windings.

[0096] According to an embodiment, the fifth of the windings is wound on the same of the cores as the third of the windings, partially defines the second isolated DC / DC converter, and is magnetically coupled with the first and third of the windings such that a current passing through the third of the windings induces a voltage across the first and fifth of the windings.

[0097] According to an embodiment, the second isolated DC / DC converter comprises a pair of multi-level buck converters.

[0098] According to an embodiment, the second isolated DC / DC converter further comprises a pair of no-load rectifiers.

[0099] According to the present invention, an automotive power system is provided, which has: a matrix transformer structure, the matrix transformer structure including five windings and two separate cores, the five windings and two separate cores are shared between a first isolated DC / DC converter and a second isolated DC / DC converter and magnetically couple the first isolated DC / DC converter with the second isolated DC / DC converter, wherein a first of the windings is wound on both of the cores and partially defines the first isolated DC / DC converter, wherein a second and a third of the windings are each wound on a different one of the cores and partially define the first isolated DC / DC converter, and wherein a fourth of the windings is wound on the same one of the cores as the second one of the windings, partially defines the second isolated DC / DC converter, and is magnetically coupled to the first and the second one of the windings so that a current passing through the second one of the windings induces a voltage across the first and the fourth one of the windings.

[0100] According to an embodiment, the fifth of the windings is wound on the same of the cores as the third of the windings, partially defines the second isolated DC / DC converter, and is magnetically coupled with the first and third of the windings such that a current passing through the third of the windings induces a voltage across the first and fifth of the windings.

Claims

1. An automotive power system, comprising: a first isolated DC / DC converter arranged to exchange power directly with a traction battery; a second isolated DC / DC converter arranged to exchange power directly with the bus; as well as A matrix transformer structure including five windings and two separate cores, the five windings and two separate cores being shared between the first isolated DC / DC converter and the second isolated DC / DC converter and magnetically coupling the first isolated DC / DC converter and the second isolated DC / DC converter.

2. The automotive power system of claim 1, wherein a first one of said windings is wound around both of said cores, partially defines said first isolated DC / DC converter, and is electrically isolated from said traction battery.

3. The automotive power system of claim 2, wherein a second and a third of said windings are each wound around a different one of said cores, partially define said first isolated DC / DC converter, and are electrically connected to said traction battery.

4. The automotive power system of claim 3, wherein a fourth one of the windings is wound on the same one of the cores as the second one of the windings, partially defines the second isolated DC / DC converter, and is magnetically coupled to the first and second ones of the windings such that current through the second one of the windings induces a voltage across the first and fourth ones of the windings.

5. The automotive power system of claim 3, wherein a fifth of the windings is wound on the same of the cores as the third of the windings, partially defines the second isolated DC / DC converter, and is magnetically coupled to the first and third of the windings such that current through the third of the windings induces a voltage across the first and fifth of the windings.

6. The automotive power system of claim 1, wherein the second isolated DC / DC converter comprises a pair of multi-level buck converters.

7. The automotive power system of claim 6, wherein the second isolated DC / DC converter further comprises a pair of no-load rectifiers.

8. The automotive power system of claim 1, further comprising a bidirectional totem pole power factor correction circuit electrically connected to the first isolated DC / DC converter and isolated from the second isolated DC / DC converter.

9. The automotive electrical system of claim 1, wherein the voltage of the traction battery and the voltage of the bus are different.

10. A vehicle comprising: Bidirectional totem pole power factor correction circuit; Traction batteries; an isolated DC / DC converter connected between the bidirectional totem pole power factor correction circuit and the traction battery such that power from an AC source supplying the bidirectional totem pole power factor correction circuit charges the traction battery; A second isolated DC / DC converter; as well as A matrix transformer structure including five windings and two separate cores, the five windings and two separate cores being shared between the first isolated DC / DC converter and the second isolated DC / DC converter and magnetically coupling the first isolated DC / DC converter and the second isolated DC / DC converter.

11. The vehicle of claim 10, wherein a first one of the windings is wound around both of the cores, partially defines the first isolated DC / DC converter, and is electrically isolated from the traction battery.

12. The vehicle of claim 11, wherein a second and a third of the windings are each wound on a different one of the cores, partially define the first isolated DC / DC converter, and are electrically connected to the traction battery.

13. A vehicle as described in claim 12, wherein a fourth one of the windings is wound on the same one of the cores as the second one of the windings, partially defines the second isolated DC / DC converter, and is magnetically coupled to the first and second one of the windings so that current through the second one of the windings induces a voltage across the first and fourth one of the windings.

14. A vehicle as described in claim 13, wherein a fifth of the windings is wound on the same one of the cores as the third of the windings, partially defines the second isolated DC / DC converter, and is magnetically coupled with the first and third of the windings so that current through the third of the windings induces a voltage across the first and fifth of the windings.

15. An automotive power system, comprising: A matrix transformer structure comprising five windings and two separate cores, the five windings and two separate cores being shared between a first isolated DC / DC converter and a second isolated DC / DC converter and magnetically coupling the first isolated DC / DC converter with the second isolated DC / DC converter, wherein a first one of the windings is wound around both of the cores and partially defines the first isolated DC / DC converter, wherein a second and a third one of the windings are each wound around a different one of the cores and partially define the first isolated DC / DC converter, and wherein a fourth one of the windings is connected to the first one of the windings. The second one is wound on the same one of the cores as the first one of the windings, partially defining the second isolated DC / DC converter, and is magnetically coupled to the first and second one of the windings so that a current passing through the second one of the windings induces a voltage across the first and fourth one of the windings, and wherein the fifth one of the windings is wound on the same one of the cores as the third one of the windings, partially defining the second isolated DC / DC converter, and is magnetically coupled to the first and third one of the windings so that a current passing through the third one of the windings induces a voltage across the first and fifth one of the windings.

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