Vehicle high voltage electronics box

Abstract

A method of operating a system supported by an electric vehicle (EV) is provided. The method includes receiving input data from an input. When the input data indicates that the EV is in a driving state, the method includes performing a first mode of operation causing a high voltage battery (140) supported by the EV to supply power to one or more low voltage loads (150) and to a motor (110, 110a, 110b). When the input data indicates that the EV is connected to the AC voltage source, the method includes performing a second mode of operation causing the motor and inverter (120, 120a, 120b) to appear as a two-phase interleaved PFC circuit. When the input data indicates that the EV is connected to the DC voltage source, the method includes performing a third mode of operation causing the motor (110, 110a, 110b) and the inverter (120, 120a, 120b) to appear as a two-phase interleaved boost converter circuit.

Description

Technical Field

[0001] The present disclosure relates to a vehicle electronic device box that functionally and electrically integrates a plurality of electric power electronic devices. Background Art

[0002] Electric vehicles, electric vehicles (EVs), or battery electric vehicles are all used to describe automobiles that are powered by one or more electric motors using energy stored in one or more rechargeable energy storage units, such as batteries or other electrical storage devices, such as supercapacitors. Electric vehicles (EVs) have one or more complex power electronics networks, where each power electronics network includes converters, inverters, and control systems. Each complex power electronics network converts and manages electrical energy to drive the vehicle, charge the vehicle battery, and ensure overall system efficiency. To achieve such functionality, various power electronics subsystems are found to be individually encapsulated under the EV vehicle hood.

[0003] Current market forecasts anticipate highly integrated power electronics systems in the next generation of battery electric vehicles (BEVs). Some of the key factors for achieving highly integrated systems are the overall reduction in size, cost, and weight of power electronics converters, on-board chargers (OBCs), traction inverters, and auxiliary power modules (APMs). The transition from low-switching-frequency converters to high-switching-frequency converters has significantly reduced the size and cost of magnetic components in the system. Additionally, hybrid solutions that utilize combinations of different wide-bandgap devices (such as SiC and GaN) at different stages of power conversion provide further cost savings and efficiency improvements.

[0004] Some of the known solutions to the above-mentioned drawbacks are described in Patent Application Publication No. 20110221363A1, which relates to a combined electrical device for power supply and charging and proposes a device for an open-winding machine. The machine includes three H-bridges and operates in two operating modes: a power supply mode, in which two inverters are used to feed alternating current to the open-winding machine; and a charging mode, in which the motor windings are used as inductors to feed three-phase power from the grid to the battery.

[0005] Another solution is discussed in Patent Application Publication No. 20190126763A1, which relates to a combined electrical device for power supply and charging. This application claims a charging system that utilizes a six-phase machine with two sets of current isolation windings. A vehicle includes two inverters and three-phase inductors. In this case, isolation is provided between the battery and the charging port in the proposed charging system using a six-phase machine.

[0006] Another solution is discussed in Patent Application Publication No. 20170305283A1, which relates to an integrated charger for a vehicle. This application provides a traction system having additional inductors connected in series with the motor windings to implement a DC-DC converter. Two additional inductors with two-phase windings are implemented as DC-DC converters. The additional inductors and the motor windings are used to form a buck-boost DC-DC converter for charging.

[0007] Yet another solution is discussed in Patent Application Publication No. 20130307333A1, which relates to an inverter-charger combined device for an electric vehicle. This application provides an additional single-phase rectifier and a buck converter for the system. The inverter-charger combined device utilizes three-phase motor windings. This device claims the functionality of high-voltage charger, low-voltage charger, and inverter operation.

[0008] The known systems described discuss a conventional battery electric vehicle system including an independent power electronics conversion system, which includes a traction inverter for driving an electric machine, an on-board charger (OBC) for charging a high-voltage (HV) battery from an AC grid, a DC boost charger for charging the HV battery from a conventional 400V DC charger, and an accessory power module (APM) for feeding different auxiliary loads. Therefore, there is a need for a system that functionally and electrically integrates several independent power conversion systems into one enclosure. SUMMARY OF THE INVENTION

[0009] One aspect of the present disclosure provides a method for operating a system based on an input to the system. The method includes receiving input data from the input. When the input data indicates that the EV is in a driving state, the method includes executing a first operating mode that causes a high-voltage battery supported by the EV to supply power to one or more low-voltage loads and to supply power to the motor of the EV. When the input data indicates that the EV is connected to an AC voltage source, the method includes executing a second operating mode that causes the motor and inverter supported by the EV to act as a two-phase interleaved PFC circuit to convert the AC voltage or power from the AC voltage source to DC power. When the input indicates that the EV is connected to a DC voltage source (e.g., 400V DC), the method includes executing a third operating mode that causes the motor and inverter to act as a two-phase interleaved boost converter circuit to boost the DC voltage or power.

[0010] Implementations of the present disclosure may include one or more of the following optional features. In some implementations, the first operating mode, the second operating mode, and the third operating mode are mutually exclusive. The input data includes at least one of voltage sensor data, current sensor data, and vehicle motion sensor data.

[0011] In some examples, the two-phase interleaved boost converter circuit includes a first two-phase interleaved boost converter circuit and a second two-phase interleaved boost converter circuit. The two-phase interleaved PFC circuit may include a first two-phase interleaved PFC circuit and a second two-phase interleaved PFC circuit. The first operating mode causes the high-voltage battery to supply power to an additional motor of the EV.

[0012] Another aspect of the present disclosure provides a system that operates in three operating modes. The system includes data processing hardware. The system also includes memory hardware that communicates with the data processing hardware. The memory hardware stores instructions that, when executed on the data processing hardware, cause the data processing hardware to perform operations including the method described above.

[0013] Yet another aspect of the present disclosure provides a system that operates in three modes. The system includes an input that receives input data from one or more sensors. The system includes a traction motor. The system also includes an inverter connected to the traction motor. The system also includes a DC link capacitor connected to the inverter. Additionally, the system includes a high-voltage battery and low-voltage loads. The system also includes an isolated DC-DC three-active-bridge having three bridges, a first bridge connected to the DC link capacitor, a second bridge connected to the low-voltage loads, and a third bridge connected to the high-voltage battery.

[0014] Implementations of this aspect of the disclosure may include one or more of the following optional features. In some implementations, when the input data indicates that the EV is in a driving state, the high-voltage battery supplies power to the low-voltage loads and the traction motor. In some examples, when the input data indicates that the EV is connected to alternating current, the traction motor and the inverter act as a two-phase interleaved PFC circuit to convert the AC power to DC power. Additionally, in some examples, when the input data indicates that the EV is connected to a DC voltage source such as 400V DC, the traction motor and the inverter act as a two-phase interleaved boost converter circuit to boost the DC power of the DC voltage source.

[0015] In some implementations, the traction motor includes a first traction motor and a second traction motor; the inverter includes a first inverter and a second inverter; the DC link capacitor includes a first DC link capacitor and a second DC link capacitor; and the isolated DC-DC TAB includes a first isolated DC-DC TAB and a second isolated DC-DC TAB. One or more sensors include a voltage sensor, a current sensor, and a vehicle motion sensor. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1A is a schematic diagram of an exemplary system supported by an electric vehicle.

[0017] Figure 1B is Figure 1A a schematic diagram of the circuit of the system.

[0018] Figure 2A is a schematic diagram of the circuit shown in Figure 1B during a first operating mode.

[0019] Figure 2B is Figure 2A a block diagram of the first operating mode of the circuit shown in

[0020] Figure 3A is a schematic diagram of the circuit shown in Figure 1B during a second operating mode.

[0021] Figure 3B is Figure 3A a block diagram of the second operating mode of the circuit shown in

[0022] Figure 4A is a schematic diagram of the circuit shown in Figure 1B during a third operating mode.

[0023] Figure 4B is Figure 4A a block diagram of the third operating mode of the circuit shown in

[0024] Figure 5is an exemplary operational arrangement diagram of a method for operating a system that operates based on a first operating mode, a second operating mode, and a third operating mode. Figures 1A to 4B of the system.

[0025] Like reference numerals in the various figures indicate like elements. Detailed Description

[0026] The present disclosure provides a single highly integrated system 100 supported by a vehicle 10 shown in Figure 1A and Figure 1B In some examples, system 100 is a high-voltage electronics box that functionally and electrically integrates several subsystems of vehicle 10. System 100 includes separate power conversion subsystems, each power conversion subsystem supporting several electronics of a battery electric vehicle (BEV) 10. System 100 supports an 800-volt vehicle architecture, dual-motor drive, single-phase / split-phase AC charging, DC boost charging, and LV (low voltage) DC / DC. In other words, system 100 includes several power electronics conversion subsystems as part of system 100 (i.e., the HV electronics box), thereby resulting in a reduced size, cost, and weight of the power electronics converter in BEV 10 by having a single integrated system 100.

[0027] System 100 integrates the following high-voltage power electronics: a traction inverter, an on-board charger (OBC), a DC boost charger, and a high-voltage to low-voltage (LV) DC / DC converter. The traction inverter is essential for system 100 as it converts the direct current (DC) supply from the vehicle's battery into an alternating current (AC) output. The OBC, which includes an AC charging circuit for example, converts AC power from an external source (such as a residential power outlet) into DC power for charging the vehicle's battery pack. The DC boost charger converter raises the voltage while reducing the current from its input (supply) to its output (load). For example, the DC boost charger can boost the voltage from 400 volts to 800 volts. Additionally, the LV DC / DC converter provides a power flow from a high voltage such as 800V to a low voltage such as 12V. Benefits of system 100 include having the OBC and the traction inverter in one package; bi-directional AC and DC boost charging using the inverter power module and the motor windings; and significant reduction in equipment volume and cost; and following the trend of high integration in the automotive industry. Additionally, system 100 utilizes the motor windings of the traction motor for AC and DC boost charging without any modification to a conventional Y-connected three-phase motor. System 100 provides a dual-set configuration for AC and DC boost charging for scalable charging power.

[0028] System 100 includes several levels of integration. The first level of integration includes a traction inverter and a PFC converter, where all the inverter switches are reused to implement a single-phase / split-phase PFC converter for charging. Secondly, for DC boost charging from a 400 VDC source to 800 VDC, the same inverter switches are used to implement a interleaved DC boost converter operating in continuous conduction mode. Thirdly, magnetic integration provided by a single three-port transformer isolates both HV DC-DC and low voltage (LV) DC-DC. Finally, the motor windings are utilized as PFC coils and boost inductors, thus further reducing magnetic requirements. As such, system 100 provides significant volume and cost reduction.

[0029] System 100 includes a controller 102 having a computing device (or processor) 104 (e.g., a central processing unit having one or more computing processors) communicatively coupled to a non-transitory memory 106 (e.g., a hard disk, flash memory, random access memory) capable of storing instructions executable on the (one or more) computing processors 104. In some examples, controller 102 performs a method for determining the operating modes M1, M2, M3 of system 100 based on one or more inputs 12. In some examples, inputs 12 include sensor data indicative of vehicle movement (i.e., speed, angular velocity, position, etc.) from one or more sensors 14. Sensors 14 may include an inertial measurement unit (IMU) configured to measure the linear acceleration of the vehicle (using one or more accelerometers) and the rate of rotation (using one or more gyroscopes). Additionally, sensors 14 may include voltage sensors and current sensors to determine whether vehicle 10 is being charged and the type of charging input (e.g., AC or DC).

[0030] System 100 supports an 800 V BEV architecture with at least two traction motors 110, 110a, 110b. Traction motors 110 are used to convert stored electrical energy (e.g., from HV battery 140) into mechanical energy that causes vehicle 10 to move. In some examples, traction motors 110 require AC power to operate, as such a traction inverter 120 is used to convert DC power from a battery source (i.e., HV battery 140) into three-phase AC power. In some examples, the two motors 110 are the front traction motor 110a and the rear traction motor 110b of a dual-motor BEV or the two rear motors of a four-motor and three-motor BEV. The two motors may have other configurations.

[0031] Regarding

[0032] The system 100 also includes two traction inverters 120, a first traction inverter 120a and a second traction inverter 120b. The traction inverter 120 is configured to convert a DC supply from the HV battery 140 into an AC current for the motor 110. In some examples, the traction inverter 120 is a front traction inverter and a rear traction inverter. In some examples, the inverter 120 is a three-phase power module. Each traction inverter 120 includes six switches 122, which are configured to turn on and off the voltage and current from the high voltage battery to create an AC drive for the motor 110. In some examples, the switches are MOSFETs or IGBTs. Each traction inverter 120 is electrically connected to a DC link capacitor 124. The DC link capacitor 124 is configured to smooth and stabilize the DC voltage to protect the traction inverter 120 by absorbing sudden voltage increases. In some examples, first traction inverter 120a is connected to first DC link capacitor bank 124a, and second traction inverter 120b is connected to second DC link capacitor bank 124b.

[0033] As shown, system 100 includes two isolated DC-DC three active bridge (TAB) converters 130, 130a, 130b, wherein each TAB 130, 130a, 130b includes three H bridges 132 connected using a three-port transformer 134 (e.g., a three-winding high frequency transformer (HFT)). In some examples, a series resonant converter or a combination of a TAB 130 and a series resonant converter can be used to replace the two TABs 130 shown. Each TAB 130 includes three ports. The first port is electrically connected to a DC link 124 (port 1), the second port is electrically connected to a high voltage battery 140 (port 2), and the third port is connected to a low voltage load 150 (port 3). The three ports are electrically isolated via a three-port transformer 134.

[0034] The system 100 also includes a high voltage (HV) battery 140, such as an 800V battery, and one or more low voltage (LV) loads 150, 150a, 150b. The HV battery 140 is a rechargeable energy storage device that supplies power to the traction motor 110 of the vehicle 10 when the HV battery 140 is charged. During the charging state, the HV battery 140 is charged by the power grid connected to the vehicle. The LV load 150 is used to power vehicle equipment, such as but not limited to a 12V battery, a battery disconnector, etc.

[0035] The system 100 further includes a first relay S DC+ and the second relay S DC-A relay is an electrically operated switch that typically uses a coil to operate its internal switching mechanism. The relay includes normally open (NO) terminals, normally closed (NC) terminals, and a common terminal. In some examples, each DC link 124 can be electrically connected to each relay S DC+ , S DC- 's normally open (NO) terminal, which in turn is electrically connected to the HV battery 140. In this case, when the relays S DC+ , S DC- are not powered, the circuit to the HV battery 140 is then open, and when the relays S DC+ , S DC- are powered, the circuit to the HV battery 140 is then closed, and power flows to the HV battery 140. In other examples, each DC link 124 can be electrically connected to each relay S DC+ , S DC- 's normally closed (NO) terminal, which in turn is electrically connected to the HV battery 140. In this case, when the relays S DC+ , S DC- are powered, the circuit to the HV battery 140 is then open, and when the relays S DC+ , S DC- are not powered, the circuit to the HV battery 140 is then closed, and power flows to the HV battery 140. In some examples, switches can be used instead of the relays S DC+ , S DC- .

[0036] Additionally, the system 100 includes a third relay S P1A and a fourth relay S P1B . The third relay S P1A is electrically connected between the TAB main H-bridge 132a and the transformer 134 in the first TABs 130, 130a. The fourth relay S P1B is electrically connected between the TAB main H-bridge 132a and the transformer 134 in the second TABs 130, 130b. The relays S P1A and S P1B are closed during the AC charging mode to allow power to flow from the DC link 124 to the HV battery 140 and the LV load 150; and remain open during the traction and DC boost charging modes. The system 100 further includes a fifth relay S MA and a sixth relay S MB . The fifth relay S MA is electrically connected to one of the three phases in the motors 110, 110a, and the sixth relay S MB is electrically connected to one of the three phases in the motors 110, 110b. The relays S MA and S MBClosed during the traction mode to allow power to flow from the inverters 120, 120a, 120b to the traction motors 110, 110a, 110b; and remain open during AC and DC charging. The controller 102 controls the relay based on the input 12, causing the system 100 to adjust its behavior and functions, and execute one of the operating modes M1, M2, M3.

[0037] The system 100 is connected to a power distribution unit (PDU) box 160, which has relays and buses connected to the vehicle charging connector. The system 100 distributes the power from the charging station 200 to the vehicle 10 based on the charging mode (AC or DC).

[0038] Operating mode

[0039] The system 100 is configured to operate in three mutually exclusive operating modes: the first operating mode M1 ( Figure 2A and Figure 2B ), the second operating mode M2 ( Figure 3A and Figure 3B ), and the third operating mode M3 ( Figure 4A and Figure 4B ). The three operating modes M1, M2, M3 of the system 100 are associated with four functions: (i) dual traction drive; (ii) single-phase / split-phase AC charging; (iii) an auxiliary power module (APM) for converting the high voltage from the HV battery 140 to the LV load 150; and (iv) DC boost charging.

[0040] First operating mode: Towing mode

[0041] When the controller 102 detects input data from the input 12 indicating that the vehicle 10 is moving, i.e., the driving condition, from one or more sensors supported by the vehicle 10, for example, then the controller 102 executes the first operating mode M1. The first operating mode M1 is only available when the vehicle 10 is in the driving state and can only be executed when the vehicle 10 is in the driving state. The first operating mode is configured to charge and / or supply power to the LV load 150 using the HV battery 140, and supply power to the motor 110.

[0042] During the first operating mode M1, the inverter 120 converts the energy from the HV battery 140 to the motor 110. For example, the system 100 operates as a two-level voltage source inverter that modulates the DC power from the HV battery 140 into AC power to drive the motors 110, 110a, 110b. Additionally, during the first operating mode M1, the HV battery 140 simultaneously charges the LV loads 150, 150a, 150b through the dual active bridge converters formed by ports 2 and 3 of the H-bridges 132, 132b, 132c.

[0043] Referring Figure 2A and Figure 2B , during the traction mode M1, during Figure 1A the first relay S shown in DC+ and the second relay S DC- are closed to connect the HV battery 140 to the two DC links 124, 124a, 124b of the two parallel traction inverters 120, 120a, 120b. Each active bridge 132 of the TAB 130 is current-connected to the DC link 124 (port 1), the HV battery 140 (port 2), and the LV load 150 (e.g., LV battery or load) (port 3). During the traction mode (mode 1), the relays S P1A and S P1B from the top group and the bottom group are opened to disconnect the DC link 124 (port 1) of the TAB 130 for the two parallel groups. The HV battery 140 (port 2) and the LV load 150 (port 3) are current-connected through the dual active bridge (DAB) circuits 132b, 132c. This allows power to flow out from the HV battery 140 to charge the LV load 150 during the first operating mode M1.

[0044] Second operating mode: AC charging mode

[0045] Referring Figure 3A and Figure 3B , when the controller 102 detects that the input data from input 12 indicates that the vehicle 10 is being charged by an AC voltage source 200 such as a 240V AC split-phase / 120V AC single-phase power grid, then the controller 102 executes the second operating mode M2. The second operating mode M2 is only available when the vehicle 10 is parked and being charged by a 240V AC split-phase / 120V AC single-phase power grid (i.e., input 12 is 240V AC split-phase or 120V AC single-phase) and can only be used when the vehicle 10 is parked and being charged by a 240V AC split-phase / 120V ACSingle-phase grid charging (i.e., input 12 is 240V AC split-phase or 120V AC single-phase) is performed. During the second operating mode M2, the motor 110 and the switch 122 of the inverter 120 operate as a dual-group totem-pole interleaved power factor correction (PFC) configuration 170. This eliminates the need for PFC coils and PFC switches, achieving a significant reduction in power devices by using the motor winding inductance 112 and the traction inverter power module switch 122; bidirectional power flow; and a dual-group configuration to fully utilize the maximum charging power. In other words, the motor 110 and the inverter switch 122 act as a dual-group totem-pole interleaved PFC converter. As shown, the relays S MA 、S MB 、S DC+ and S DC- are open, and the relays S P1A 、S P1B are closed.

[0046] During the second operating mode M2, the motor 110 and the traction inverter switch 122 are used as a two-phase interleaved PFC (power factor correction) circuit 170. Each of the traction inverters 120 includes three single-phase lagging sections, which have six switches that act as a two-phase interleaved totem-pole PFC circuit. Two of the inverter phase arms operate as PFC high-frequency phase arms, which operate at a high switching frequency; the third inverter phase arm operates as a PFC low-frequency phase arm, which operates at the grid frequency (50 / 60 Hz). The motor winding inductance 112 is used as a PFC boost coil. The PFC circuit 170 converts the AC grid voltage into a DC voltage to charge the HV battery 140 and the LV load 150. In addition, the PFC circuit 170 also regulates the input power factor and the current THD (total harmonic distortion) to meet the given standards. In some examples, each top and bottom group of the PFC can draw up to 9.6 kW from the grid simultaneously, and two parallel groups can draw up to 19.2 kW. The output 162 of each PFC circuit 170 is regulated at a constant DC voltage.

[0047] The integration of the OBC and the APM (auxiliary power module) utilizes the TAB converter 130 and the three-port transformer 134. The TAB 130 transfers DC bus power to charge the HV battery 140 and the LV load 150 simultaneously (e.g., step-down voltage), and the three-port transformer 134 provides current isolation between the AC input 12, the HV battery 140, and the LV load 150. The dual-group configuration provides redundancy, which is required by EV manufacturers. Further, the TAB converter 130 also enables reverse power operation for vehicle-to-everything (V2X).

[0048] The voltage of the HV battery 140 at the third port P3 is determined by the state of charge (SOC) of the battery, which represents the percentage of charge remaining in the HV battery 140 and can be determined by several methods. Several methods can be used, including but not limited to the Coulomb counting method, which is also known as ampere-hour counting and current integration, and which relies on battery current readings that are mathematically integrated over a period of use to calculate the SOC value. In some examples, the voltage V of the HV battery 140 is measured by a voltage sensor.

[0049] In some examples, an input electromagnetic interference (EMI) filter (not shown) can be electrically connected between the 240V AC split-phase / 120V AC single-phase AC grid input 12 and the motor 110. The EMI filter protects the electronics within the system 100 from damage caused by high levels of radiation emitted by other electronic equipment. Additionally or alternatively, in some examples, an output EMI filter (not shown) can be electrically connected between the LV load 150 (i.e., the third port of the TAB 132c, 130) and the HV battery 140 (i.e., the second port of the TAB 132c, 130).

[0050] Third operating mode: DC charging in boost mode

[0051] Referring Figure 4A and Figure 4B , when the controller 102 detects that the input data of the input 12 indicates that the vehicle 10 is being charged by a DC voltage source (such as the 400V DC charging station 200), then the controller 102 executes the third operating mode M3. The third operating mode M3 is only available when the vehicle 10 is parked and being charged by the DC charging station 200 and can only be executed when the vehicle 10 is parked and being charged by the DC charging station 200, i.e., the input 12 is 400V DC. The DC boost charging functionality allows the 800V battery 140 to be charged using a conventional 400V DC fast charger. In this mode, the relays S MA 、S MB 、S P1A and S P1B are open, while S DC+ 、S DC- are closed, as shown in Figure 4A and Figure 4B .

[0052] During the third operating mode M3, the motor 110 and the two phase arms (four switches) 122 of each inverter 120 operate as a dual interleaved boost converter 180. Since a basic boost converter converts a DC voltage into a higher voltage, the behavior of the circuit as the dual interleaved boost converter 180 reduces the inductor ripple current, which in this case is the output voltage ripple of the motor windings and the DC link capacitor 124. Additionally, a significant reduction in power devices is achieved by utilizing the traction inverter power module switches 122. This configuration can be added to any existing e-drive platform design with minimal modification. Furthermore, the dual set 124 configuration enables high power charging.

[0053] During this operating mode (i.e., the third operating mode M3), the output voltage of the electric vehicle supply equipment (EVSE) 200, i.e., input 12, is boosted to the HV battery voltage. In other words, the 400V DC input 12 is boosted to 800V to charge the 800V HV battery 140. This operating mode also utilizes the windings 112 of the motor 110 such that the U-phase of each motor 110 is connected in series with the V-phase and W-phase to form two interleaved branches of the DC boost converter 180, which operates in continuous conduction mode (CCM). The dual set configuration of the DC boost converter 180 provides redundancy and enables a higher DC charging power to be achieved. In the third operating mode M3, the port 1 H-bridge of the DC link 124 connected to the TAB 130 is disconnected, and the HV battery 140 (port 2) and the LV load 150 (port 3) are electrically connected through the dual active bridge (DAB) 134 circuit. This allows the LV load 150 to be charged by the HV battery 140 during the DC boost charging mode. As shown, only 4 switches 122 are used due to the DC / DC topology.

[0054] Similar to the second operating mode M2, the voltage of the HV battery 140 at the third port P3 is determined by the state of charge (SOC) of the battery, which represents the percentage of charge remaining in the HV battery.

[0055] In some examples, an input EMI filter (not shown) can be electrically connected between the 800V DC input 12 and the motor 110. Additionally or alternatively, in some examples, an output EMI filter (not shown) can be electrically connected between the LV load 150 (i.e., the third port of the TAB 132c, 130) and the HV battery 140 (i.e., the second port of the TAB 132c, 130).

[0056] Figure 5 Provided is for operating based on the input 12 received by the system 100 at Figures 1A to 4BAn example arrangement of the operations of method 500 of the system described in. At block 502, method 500 includes receiving input data from input 12. In some examples, the input data includes at least one of voltage sensor data, current sensor data, and vehicle motion sensor data. When the input data indicates that EV 10 is in a driving state, method 500 at block 504 includes executing a first operating mode M1, causing the high-voltage battery 140 supported by EV 10 to supply power to one or more low-voltage loads 150, 150a, 150b and to the motors 110, 110a, 110b of EV 10. When the input data 12 indicates that EV 10 is connected to an AC voltage source, method 500 at block 506 includes executing a second operating mode M2, causing the motors 110, 110a, 110b and the inverters 120, 120a, 120b supported by EV 10 to act as two-phase interleaved PFC circuits 170, 170a, 170b to convert the AC power from the voltage source to DC power. Additionally, when the input data indicates that EV 10 is connected to a DC voltage source, such as 400 VDC, method 500 at block 508 includes executing a third operating mode M3, causing the motors 110, 110a, 110b and the inverters 120, 120a, 120b to act as two-phase interleaved boost converter circuits 180 to boost the DC power from the DC voltage source. The first operating mode, the second operating mode, and the third operating mode (M1, M2, M3) are mutually exclusive.

[0057] In some examples, the two-phase interleaved boost converter circuits 180, 180a, 180b include a first two-phase interleaved boost converter circuit 180a and a second two-phase interleaved boost converter circuit 180b to boost the DC voltage. The two-phase interleaved PFC circuits 170, 170a, 170b include a first two-phase interleaved PFC circuit 170a and a second two-phase interleaved PFC circuit 170b.

[0058] In some examples, the first operating mode causes the high-voltage battery 140 to supply power to an additional motor 110b of EV 10.

[0059] The described system 100 and method 500 provide a highly integrated power electronics system for an EV. The different power electronics conversions within the EV are integrated into a single system 100 within a single enclosure to save costs and achieve volume reduction. First, a three-phase Y-connected motor without a neutral terminal, which is adopted by most of the market, is used in system 100 without any modification or specialization, such as an open-winding machine or a six-phase machine. The three-phase motor windings 112 are used in system 100 to implement the PFC coil of the front-end PFC converter for the OBC and the inductor for the interleaved boost converter for DC boost charging. Second, an integrated isolation transformer for DC-DC conversion with three ports is described, such that two secondary output ports for HV DC-DC conversion and for LV DC-DC conversion are shown in the design. Third, the dual-pack architecture provides system redundancy.

[0060] Various implementations of the systems and techniques described herein can be implemented in digital electronic circuitry, integrated circuitry, specially designed ASICs (application specific integrated circuits), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include implementations in one or more computer programs executable and / or interpretable on a programmable system including at least one programmable processor, at least one input device, and at least one output device, the at least one programmable processor may be special purpose or general purpose and is coupled to receive data and instructions from, and to transmit data and instructions to, a storage system.

[0061] These computer programs (also known as programs, software, software applications, or code) include machine instructions for a programmable processor and can be implemented in high-level procedural and / or object-oriented programming languages and / or assembly / machine languages. As used herein, the terms "machine-readable medium" and "computer-readable medium" refer to any computer program product, apparatus, and / or device (e.g., disk, optical disk, memory, programmable logic device (PLD)) for providing machine instructions and / or data to a programmable processor, including a machine-readable medium that receives machine instructions as a machine-readable signal. The term "machine-readable signal" refers to any signal for providing machine instructions and / or data to a programmable processor.

[0062] The subject matter and the implementation of the functional operations described in this specification can be implemented in digital electronic circuitry, or in computer software, firmware, or hardware, including the structures disclosed in this specification and structural equivalents thereof, or in a combination of one or more of them. Additionally, the subject matter described in this specification can be implemented as one or more computer program products, i.e., one or more modules of computer program instructions encoded on a computer-readable medium for execution by, or to control the operation of, a data processing apparatus. The computer-readable medium can be a machine-readable storage device, a machine-readable storage substrate, a memory device, a composition of matter implementing a machine-readable propagated signal, or a combination of one or more of them. The terms "data processing apparatus", "computing device", and "computing processor" encompass all apparatus, devices, and machines for processing data, including, by way of example, programmable processors, computers, or multiple processors or computers. In addition to hardware, the apparatus may also include code that creates an execution environment for the computer programs being discussed, e.g., code constituting processor firmware, a protocol stack, a database management system, an operating system, or a combination of one or more of them. A propagated signal is an artificially generated signal, such as a machine-generated electrical, optical, or electromagnetic signal, which is generated to encode information for transmission to a suitable receiver apparatus.

[0063] Similarly, although the operations are depicted in the drawings in a particular order, this should not be construed as requiring that the operations be performed in the particular order shown or in sequential order, or that all of the illustrated operations be performed, to achieve the desired result. In certain circumstances, multitasking and parallel processing may be advantageous. Additionally, the separation of the various system components in the embodiments described above should not be construed as requiring such separation in all embodiments, and it should be understood that the described program components and systems can generally be integrated together in a single software product or encapsulated into multiple software products.

[0064] Numerous implementations have been described. However, it will be understood that various modifications can be made without departing from the spirit and scope of the present disclosure. Accordingly, other implementations are within the scope of the following claims.

[0065] Numerous implementations have been described. However, it will be understood that various modifications can be made without departing from the spirit and scope of the present disclosure. Accordingly, other implementations are within the scope of the following claims.

Claims

1. A method of operating a system (100) based on an input (12) to the system (100), the system (100) being supported by an electric vehicle (EV) (10), the method comprises: receiving input data from the input (12); when the input data indicates that the EV (10) is in a driving state, performing a first operation mode (M1), causing a high-voltage battery (140) supported by the EV (10) to supply power to one or more low-voltage loads (150, 150a, 150b) and to supply power to the motors (110, 110a, 110b) of the EV (10); and when the input data indicates that the EV (10) is connected to an AC voltage source, performing a second operation mode (M2), causing the motors (110, 110a, 110b) and inverters (120, 120a, 120b) supported by the EV (10) to act as a two-phase interleaved PFC circuit (170, 170a, 170b) to convert AC power from the AC voltage source into DC power.

2. The method according to claim 1, further comprising, when the input data indicates that the EV (10) is connected to a DC voltage source, performing a third operation mode (M3), causing the motors (110, 110a, 110b) and inverters (120, 120a, 120b) to act as a two-phase interleaved boost converter circuit (180) to boost the DC power from the DC voltage source.

3. The method according to claim 2, wherein the first operation mode, the second operation mode, and the third operation mode are mutually exclusive.

4. The method according to claim 2, wherein the two-phase interleaved boost converter circuit (180, 180a, 180b) comprises a first two-phase interleaved boost converter circuit (180a) and a second two-phase interleaved boost converter circuit (180b).

5. The method according to claim 1, wherein the two-phase interleaved PFC circuit (170, 170a, 170b) comprises a first two-phase interleaved PFC circuit (170a) and a second two-phase interleaved PFC circuit (170b).

6. The method according to claim 1, wherein the input data comprises at least one of voltage sensor data, current sensor data, and vehicle motion sensor data.

7. The method according to claim 1, wherein the first operation mode causes the high-voltage battery (140) to supply power to an additional motor (110b) of the EV (10).

8. A system (100) for operating in three operation modes (M1, M2, M3) based on an input (12) to the system (100), the system (100) being supported by an electric vehicle (EV) (10), the system (100) comprises: data processing hardware (102); and memory hardware (106) communicating with the data processing hardware (102), the memory hardware (106) storing instructions which, when executed on the data processing hardware (102), cause the data processing hardware (102) to perform operations including: receiving input data from the input (12); When the input data indicates that the EV (10) is in a driving state, a first operating mode is executed, causing the high-voltage battery (140) supported by the EV (10) to supply power to one or more low-voltage loads (150, 150a, 150b) and to supply power to the motor (110) of the EV (10); And When the input data indicates that the EV (10) is connected to an AC voltage source, a second operating mode is executed, causing the motor (110) and the inverter (120) supported by the EV (10) to act as a two-phase interleaved PFC circuit (170) to convert AC power from the AC voltage source into DC power.

9. The system (100) according to claim 8, wherein the operation further includes, when the input data indicates that the EV (10) is connected to a DC voltage source, executing a third operating mode, causing the motors (110, 110a, 110b) and the inverters (120, 120a, 120b) to act as a two-phase interleaved boost converter circuit (180) to boost the DC power from the DC voltage source.

10. The system (100) according to claim 9, wherein the first operating mode, the second operating mode, and the third operating mode are mutually exclusive.

11. The system (100) according to claim 9, wherein the two-phase interleaved boost converter circuit (180, 180a, 180b) includes a first two-phase interleaved boost converter circuit (180a) and a second two-phase interleaved boost converter circuit (180b).

12. The system (100) according to claim 9, wherein the two-phase interleaved PFC circuit (170, 170a, 170b) includes a first two-phase interleaved PFC circuit (170a) and a second two-phase interleaved PFC circuit (170b).

13. The system (100) according to claim 8, wherein the input data includes at least one of voltage sensor data, current sensor data, and vehicle motion sensor data.

14. The system (100) according to claim 8, wherein the first operating mode causes the high-voltage battery (140) to supply power to the additional motor (110b) of the EV (10).

15. A system (100) that operates in three operating modes (M1, M2, M3) based on an input (12), the system (100) being supported by an electric vehicle (EV) (10), the system (100) comprising: an input (12) that receives input data from one or more sensors (14); traction motors (110, 110a, 110b); inverters (120, 120a, 120b) that are connected to the traction motors (110, 110a, 110b); DC link capacitors (124, 124a, 124b) that are connected to the inverters (120, 120a, 102b); a high-voltage battery (140); low-voltage loads (150, 150a, 150b); And Isolated DC-DC three-active-bridge (TAB) (130), which has three bridges (132, 132a, 132b, 132c), a first bridge (132a) connected to the DC-link capacitors (124, 124a, 124b), a second bridge (132b) connected to the low-voltage load (150, 150a, 150b), and a third bridge (132c) connected to the high-voltage battery (140).

16. The system (100) according to claim 15, wherein when the input data indicates that the EV (10) is in a driving state, the high-voltage battery (140) supplies power to the low-voltage load (150, 150a, 150b) and to the traction motors (110, 110a, 110b).

17. The system (100) according to claim 15, wherein when the input data indicates that the EV (10) is connected to an AC voltage source, the traction motors (110, 110a, 110b) and the inverter (120) act as a two-phase interleaved PFC circuit (170) to convert the AC power from the AC voltage source into DC power.

18. The system (100) according to claim 15, wherein when the input data indicates that the EV (10) is connected to a DC voltage source, the traction motors (110, 110a, 110b) and the inverter (120) act as a two-phase interleaved boost converter circuit (180) to boost the DC power from the DC voltage source.

19. The system (100) according to claim 15, wherein: the traction motor (110) includes a first traction motor (110a) and a second traction motor (110b); the inverter (120) includes a first inverter (120a) and a second inverter (120b); the DC-link capacitor (124) includes a first DC-link capacitor (124a) and a second DC-link capacitor (124b); and the isolated DC-DC three-active-bridge (TAB) (130) includes a first isolated DC-DC TAB (130a) and a second isolated DC-DC TAB (130b).

20. The system (100) according to claim 15, wherein the one or more sensors include a voltage sensor, a current sensor, and a vehicle motion sensor.

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