Integration of DC fast charge booster circuit with battery current control module

Abstract

The invention provides integration of a DC fast charge booster circuit with a battery current control module. An automotive power system has a battery current control module including a bidirectional power factor correction circuit; an isolated DC / DC converter; and an active ripple energy storage circuit, wherein the active ripple energy storage circuit is connected between the bidirectional power factor correction circuit and the isolated DC / DC converter. The system is also provided with a DC charging input end, and the DC charging input end is connected with the isolated DC / DC converter.

Description

Technical Field

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

[0002] Automobiles can use electrical energy to power an electric motor. The electric motor can convert this electrical energy into mechanical energy to propel the vehicle. An automobile can include various power electronic devices to regulate and store electrical energy. Summary of the Invention

[0003] An automotive power system includes: a battery current control module including a bidirectional power factor correction circuit; an isolated DC / DC converter; and an active ripple energy storage circuit connected between the bidirectional power factor correction circuit and the isolated DC / DC converter. The isolated DC / DC converter includes a transformer, a switch bridge, and a switch group connected between the transformer and the switch bridge. The system also has a DC charging input terminal connected to the isolated DC / DC converter between the switch group and the switch bridge.

[0004] A method includes: closing the switch group and operating switches of the switch bridge in a first frequency range in response to connection of the battery current control module to an AC source, the battery current control module including a bidirectional power factor correction circuit, an isolated DC / DC converter, and an active ripple energy storage circuit connected between the bidirectional power factor correction circuit and the isolated DC / DC converter, the isolated DC / DC converter including a transformer, a switch bridge, and a switch group connected between the transformer and the switch bridge. The method further includes: disconnecting the switch group and operating switches in a second frequency range less than the first frequency range in response to connection of a DC charging input terminal connected to the isolated DC / DC converter between the switch group and the switch bridge to a DC source.

[0005] A vehicle includes a battery current control module including a bidirectional power factor correction circuit and an isolated DC / DC converter. The isolated DC / DC converter includes a transformer, a switch bridge, and a switch group connected between the transformer and the switch bridge. The vehicle further includes: an AC charging input terminal; an electromagnetic interference filter connected between the bidirectional power factor correction circuit and the AC charging input terminal; a DC charging input terminal connected to the isolated DC / DC converter between the switch group and the switch bridge; and a controller. The controller operates switches of the switch bridge in a first frequency range during connection of the AC charging input terminal to an AC source, and operates switches in a second frequency range less than the first frequency range during connection of the DC charging input terminal to a DC source. Description of the Drawings

[0006] Figure 1 It is a schematic diagram of a system including a boost converter circuit.

[0007] Figure 2 It is a schematic diagram of a system including a battery current control module.

[0008] Figures 3 to 8 It is a schematic diagram of a system including an integrated boost converter circuit with a battery current control module. Detailed implementation

[0009] Embodiments are described herein. However, it should be understood that the disclosed embodiments are merely examples and other embodiments may take various and alternative forms. The accompanying drawings are not necessarily drawn to scale. Some features may be enlarged or minimized to show details of particular components. Thus, the specific structural and functional details disclosed herein should not be construed as limiting, but merely as a representative basis for teaching those skilled in the art.

[0010] The various features shown and described in any one of the accompanying drawings can be combined with the features shown in one or more other drawings to produce embodiments not explicitly shown or described. The combination of the shown features provides representative embodiments for typical applications. However, for a particular application or implementation, various combinations and modifications of the features may be desirable in accordance with the teachings of the present disclosure.

[0011] Most EV customers consider it acceptable to charge a traction battery from 20% to 80% in 10 minutes. This may require charging at 350 kW. However, most 400V DC fast chargers have a maximum power limit of 150 kW. Increasing the power level beyond 150 kW at 400V may be impractical. For example, charging a 400V battery at 350 kW requires large cable lines to carry 1000 A. The weight of a charging cable with a current handling capacity of 1000 A is estimated to be 37 kg. The automotive industry is moving towards an 800V battery architecture. Delivering 350 kW to an 800V battery requires a charging cable with a 440A current handling capacity at a weight of 12 kg. A boost converter module can be added to vehicles so that they can utilize 400V and 800V DC fast chargers.

[0012] Figure 1 It is a schematic diagram of a three-phase interleaved 400V to 800V boost converter circuit topology 10. Topology 10 includes an electromagnetic interference filter 12, an inductor bank 14, a switch bridge 16, and a traction battery 18. The inductor bank 14 is connected between the electromagnetic interference filter 12 and the switch bridge 16. The switch bridge 16 is connected between the inductor bank 14 and the traction battery 18. Topology 10 is connected to a DC fast charger via the electromagnetic interference filter 12.

[0013] Increasing the power density requires further optimization of the high-voltage charging architecture. Figure 2 FIG. 22 is a schematic diagram of an in-vehicle charger circuit topology 22. The topology 22 includes an electromagnetic interference filter 24, a bidirectional power factor correction circuit 26 (e.g., a single-phase / three-phase bidirectional totem-pole power factor correction circuit), an active ripple energy storage circuit 28, an isolated high-voltage DC / DC converter 30, and a traction battery 32. The bidirectional power factor correction circuit 26 is connected between the electromagnetic interference filter 24 and the active ripple energy storage circuit 28. The active ripple energy storage circuit 28 is connected between the bidirectional power factor correction circuit 26 and the isolated high-voltage DC / DC converter 30. The isolated high-voltage DC / DC converter 30 is connected between the active ripple energy storage circuit 28 and the traction battery 32. The topology 22 is connected to an AC source 34 via the electromagnetic interference filter 24. Thus, the power from the AC source 34 can charge the traction battery 32.

[0014] It is proposed to use a battery current control module (BCCM) such as Figure 2 shown to construct part of a boost converter module. The BCCM plays a role in managing the current flow in and out of the battery. The BCCM serves as a control unit that interfaces between the battery, the charging system, and the electrical load. They monitor and control various parameters such as the state of charge, voltage, and temperature of the battery, and based on this information, they manage the current to the battery. The BCCM can facilitate charging control by supervising the charging process of the battery and managing the voltage and current supplied by the charging system. By monitoring the state of charge of the battery and adjusting the charging parameters accordingly, the BCCM attempts to ensure that the battery receives an appropriate charge level to maintain performance. Similarly, the BCCM can be responsible for discharge control. They can manage the current output from the battery to electrical loads in the vehicle. By controlling the current, the BCCM can ensure a controlled power supply to various electrical components and systems. The BCCM can also implement various measures for the battery. For example, they can monitor the battery temperature to prevent overheating. They can also detect overvoltage or undervoltage situations and implement measures to prevent short circuits or excessive current consumption. The BCCM can have diagnostic capabilities. These modules can monitor the health and performance of the battery system. They can record codes and provide diagnostic information, thus facilitating maintenance.

[0015] Communication interfaces are typically incorporated into the BCCM. These interfaces (such as Controller Area Network (CAN) or LIN (Local Interconnect Network)) allow the BCCM to exchange information with other vehicle systems, including the engine control unit or the body control module. This enables coordinated operation and integrated control across various vehicle functions. The BCCM can receive commands or instructions from other control units and adjust the current accordingly.

[0016] Refer to Figure 3, vehicle 36 includes an electromagnetic interference filter 38, a bidirectional power factor correction circuit 40 (e.g., a single-phase / three-phase bidirectional totem-pole power factor correction circuit), an active ripple energy storage circuit 42, a switch bridge 44, a transformer 46, a switch bank 48, a switch bridge 50, a traction battery 52, an inductor / capacitor bank 54, an electromagnetic interference filter 56, a switch 58, a DC fast charging input 60, and a controller 62. The controller 62 communicates with / applies control to the components of Figure 3 . The vehicle 36 is connected to an AC source 64 via the electromagnetic interference filter 38.

[0017] The bidirectional power factor correction circuit 40 is connected between the electromagnetic interference filter 38 and the active ripple energy storage circuit 42. The active ripple energy storage circuit 42 is connected between the bidirectional power factor correction circuit 40 and the switch bridge 44. The switch bridge 44 is connected between the active ripple energy storage circuit 42 and the transformer 46. The transformer 46 is connected between the switch bridge 44 and the switch bank 48. The switch bank 48 is connected between the transformer 46 and the switch bridge 50. The switch bridge 50 is connected between the switch bank 48 and the traction battery 52.

[0018] The inductor / capacitor bank 54 is connected between the switch bank 48 and the electromagnetic interference filter 56. The electromagnetic interference filter 56 is connected between the inductor / capacitor bank 54 and the DC fast charging input 60. The switch 58 is connected between the switch bridge 50 and the electromagnetic interference filter 56.

[0019] Therefore, the integration of the boost converter circuit with the BCCM is achieved, so that the secondary switch of the high-voltage DC / DC converter is configured to perform the boost converter function. The switch group 48, the inductor / capacitor group 54, the electromagnetic interference filter 56, and the switch 58 (if included) have been added to enable docking with the DC fast charging input terminal 60. The switch group 48 is used to disconnect the transformer 46 and the secondary resonant capacitor (if included) from the secondary bridge 50. Each of the three inductors of the inductor / capacitor group 54 is connected to one inverter bridge arm. At least one inductor must be docked to the inverter bridge arm. Two or three inductors can be added for current sharing purposes. This concept can be generalized to any number of phases. For example, a single-phase CLLC or DAB can have at most two inductors docked to each of the two bridge arms. A three-phase CLLC or DAB can have at most three inductors docked to each of the three bridge arms. At least one inductor must be connected to the bridge arm, and the maximum number of inductors is equal to the maximum number of bridge arms. The other terminals of the inductors are tied together and connected to the positive terminal of the capacitor of the inductor / capacitor group 54. The negative terminal of the capacitor is connected to the secondary bridge HVDC-bus. The electromagnetic interference filter 56 can be added to filter both the differential-mode current and the common-mode current generated by the switched-mode power supply. The switch 58 (if present) can disconnect the DC fast charging negative bus from the HVDC-.

[0020] When the vehicle 36 is connected to the AC grid 64, the switch group 48 is closed, so that the capacitor or the secondary winding of the transformer is connected to the secondary side bridge 50. During this operating mode, the DC fast charging input terminal 60 is disconnected from the source and unloaded. Bidirectional power can flow between the AC source 64 and the traction battery 52. The LC filter is formed by the inductor and capacitor of the inductor / capacitor group 54 connected to the secondary side bridge 50. During this operating mode, a voltage is formed across the LC network, and a small current is expected to circulate through them.

[0021] When the vehicle 36 is disconnected from the AC grid 64 and connected to the DC fast charging station, the switch group 48 is opened, so that the secondary side capacitor and the secondary winding of the transformer are disconnected from the secondary bridge 50. The secondary bridge 50 of the BCCM and the additional LC network are used to configure a single-phase or multi-phase bidirectional boost converter. Bidirectional power can flow between the DC fast charging input terminal 60 and the traction battery 52. The duty cycle of the secondary bridge 50 is modulated to control the amount of power flowing between the DC fast charging station and the traction battery 52.

[0022] Depending on the operating mode, the secondary bridge 50 switches at two different frequency ranges. This enables minimizing the current flowing through the added LC network while charging the traction battery 50 from the AC source 64. For example, when connected to the AC source 64, the CLLC circuit and the secondary rectifier operate in a frequency range between 140 kHz and 300 kHz. On the other hand, when connected to a DC fast charging station, the secondary side bridge 50 operates at a frequency of 20 kHz or lower. When designing a bidirectional boost converter operating at a specified frequency (e.g., 20 kHz), the added LC filter is optimized in a similar manner. The electromagnetic interference filter 56 is designed to filter only the noise generated by the integrated booster.

[0023] Reference Figure 4 , the vehicle 36 may further include a switch group 64, a switch group 66, an inductor group 68, a switch 70, and an electromagnetic interference filter 72. The switch group 64 enables the active ripple energy storage circuit 42 to be directly connected to the electromagnetic interference filter 72. The switch group 66 is connected between the switch bridge 44 and the transformer 46. The inductor group 68 is connected between the switch bridge 44 and the switch 70. The switch 70 is connected between the inductor group 68 and the electromagnetic interference filter 56. The electromagnetic interference filter 72 is connected between the switch bridge 50 and the traction battery 52. Thus, the circuit configures the primary switch of the high-voltage DC / DC converter to perform a booster function. The topology allows using both the primary bridge 44 and the secondary bridge 50 to construct a 6-phase boost converter. Three inductors of the inductor group 68 are connected to the primary bridge 44. When the vehicle 36 is connected to a DC fast charging station, the switch group 66 is disconnected, while the switch group 64 is closed.

[0024] Reference Figure 5 , the vehicle 36 may further include a switch 74 connected between the active ripple energy storage circuit 42 and the switch 70. This configures the active ripple energy storage circuit 42 to perform a booster function. That is, when the vehicle 36 is connected to a DC fast charging station, the active ripple energy storage circuit 42 can be configured as a boost converter. This is achieved via the switch 74, which closes during DC fast charging operation and opens otherwise.

[0025] Reference Figure 6 , the vehicle 36 may further include a switch 76 connected between the AC source 64 and the switch 74. This configures the bidirectional power factor correction circuit 40 to perform a booster function. That is, when the vehicle 36 is connected to a DC fast charging station, the DC / DC power factor correction circuit 40 can act as a multi-phase boost converter. The switch 76 is added to connect the DC fast charging input terminal 60 to L1. The switch box inside the BCCM is configured such that the input of the DC fast charging station appears across L1, L2, and L3 and returns through the neutral line.

[0026] Reference Figure 7 , the vehicle 36 may also include an inductor 78 and a switch 80 connected in series. This configures the LF leg to perform a boost converter function.

[0027] These proposed circuits allow the use of the field effect transistors and inductors of the BCCM to form a boost converter to achieve current sharing between phases. The switch legs are interleaved, so the differential mode current is minimized at the input and output. For example, when the BCCM circuit is configured to operate as a three-phase boost converter, the pulse width modulation phase shift between the legs is 120° (i.e., phase shift = 360° / number of phases). However, these circuits may require large energy storage capacitors or active ripple energy storage devices to ensure that the traction battery 52 is charged with DC current.

[0028] The electrolytic capacitor bank is considered one of the important components in the BCCM. It may consume 18% of the entire BCCM package volume. To help increase the power density of the BCCM, an active ripple energy storage circuit can be added as described above, which is estimated to reduce the overall electrolytic capacitor bank size by 70%.

[0029] The active ripple energy storage function can be implemented in an integrated BCCM / booster system. Reference Figure 8 , the vehicle 36 (relative to Figure 3 ) may omit the active ripple energy storage circuit 42 and also include a switch 82 and a circuit 84 connected between the inductor / capacitor bank 54 and the traction battery 52. In this embodiment, another leg is added to the secondary side bridge 50. If the bridge 50 has two switch legs, a third leg is added. If the secondary bridge 50 has three switch legs, a fourth leg is added, etc. The switching node of the added leg is connected to the inductor L4, and the other terminal of the inductor L4 is connected to the capacitor C2. The output across the capacitor C2 is referenced to the HVDC-bus of the traction battery. The inductor L4 and the capacitor C2 form an LC filter to attenuate the high-frequency switching voltage. The voltage across the capacitor C2 is DC or has a low-frequency ripple (about 60 - 120 Hz). The low-frequency voltage is a voltage with a frequency much lower than the switching frequency (i.e., high frequency / low frequency >> 10). A switch 82 is added to disconnect the capacitor C1 from the capacitor C2.

[0030] When the charger is connected to the AC grid 64, the switch group 48 is closed and the switch 82 is open. Bidirectional power flows between the AC source 64 and the traction battery 52. No load is connected across the capacitor C1, and a small current is expected to circulate through L1, L2, L3, and the capacitor C1 because these components are part of the high-voltage DC / DC converter. The added leg of the secondary side bridge 50 is switched to perform an active ripple energy storage function. The switching frequency of the added leg can be different from the switching frequency of the high-voltage DC / DC converter (the primary bridge 44, the transformer 46 with series-connected capacitors, and the secondary bridge 50 consisting of the original three legs). The added leg L4 and the capacitor C2 form a bidirectional buck / boost converter or an active ripple energy storage circuit. The active ripple energy storage circuit formed on the high-voltage DC bus is controlled to store and release energy in the capacitor C2. The capacitor C2 is expected to experience a ripple voltage proportional to the power delivered to the traction battery 52. The current of the active ripple energy storage circuit is controlled to minimize the ripple current delivered to the traction battery 52 and generate an AC current proportional to and synchronized with the AC line voltage.

[0031] When the vehicle 36 is connected to a DC fast charger, the switch group 48 is open and the switch 58 is closed. By opening the switch group 48, the transformer 46 and its series-connected capacitors are disconnected from the secondary side bridge 50. By closing the switch 58, the capacitor C1 is connected in parallel with the capacitor C2. A multiphase boost circuit can be implemented. The added switch leg and its LC filter (inductor L4 and capacitor C2) form another phase of the boost circuit. Thus, the power delivered from the DC fast charging input 60 to the traction battery 52 can be distributed among all phases. Current sensors can be added to measure the current flowing through each phase bridge. The power flowing through each leg is independently controlled. For example, the added phase bridge can be controlled to deliver less power than the power delivered by the other three phase bridges.

[0032] The algorithms, methods, or processes disclosed herein can be transmitted to or implemented by a computer, controller, or processing device, which can include any dedicated electronic control unit or programmable electronic control unit. Similarly, the algorithms, methods, or processes can be stored in various forms as data and instructions executable by a computer or controller, including but not limited to information permanently stored on a non-writable storage medium such as a read-only memory device and information alterably stored on a writable storage medium such as an optical disc, a random access memory device, or other magnetic and optical media. The algorithms, methods, or processes can also be implemented as software-executable objects. Alternatively, appropriate hardware components (such as application-specific integrated circuits, field-programmable gate arrays, state machines, or other hardware components or devices) or a combination of firmware, hardware, and software components can be used to embody the algorithms, methods, or processes in whole or in part.

[0033] While the foregoing describes exemplary embodiments, these embodiments are not intended to describe all possible forms covered by the claims.

[0034] The words used in the specification are descriptive words rather than restrictive words, and it should be understood that various changes can be made without departing from the spirit and scope of these disclosure materials. For example, the terms "controller" and "a plurality of controllers" may be used interchangeably herein because the functions of the controller can be distributed across several controllers / modules, and the several controllers / modules can all communicate via standard techniques.

[0035] As previously mentioned, the features of the various embodiments can be combined to form additional embodiments that may not be explicitly described or shown in the present invention. While the 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, those of ordinary skill in the art should recognize that one or more features or characteristics may be compromised to achieve the desired overall system attributes, depending on the particular application and implementation. These attributes may include, but are not limited to: strength, durability, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. To this end, embodiments described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of this disclosure and may be desirable for a particular application.

[0036] According to the present invention, there is provided an automotive power system having: a battery current control module including a bidirectional power factor correction circuit, an isolated DC / DC converter, and an active ripple energy storage circuit connected between the bidirectional power factor correction circuit and the isolated DC / DC converter, the isolated DC / DC converter including a transformer, a switch bridge, and a switch group connected between the transformer and the switch bridge; and a DC charging input terminal connected to the isolated DC / DC converter between the switch group and the switch bridge.

[0037] According to one embodiment, the invention is further characterized by a controller programmed to close the switch group in response to the connection of the battery current control module to an AC source.

[0038] According to one embodiment, the controller is further programmed to open the switch group in response to the connection of the DC charging input terminal to a DC source.

[0039] According to one embodiment, the controller is further programmed to operate the switches of the switch bridge within a first frequency range during connection of the battery current control module to the AC source, and to operate the switches of the switch bridge within a second frequency range less than the first frequency range during connection of the DC charging input to the DC source.

[0040] According to one embodiment, the isolated DC / DC converter further includes a second switch bridge, a second switch group connected between the transformer and the second switch bridge, and a third switch group connected to an opposite side of the isolated DC / DC converter, wherein the DC charging input can also be connected to the isolated DC / DC converter between the second switch bridge and the second switch group via a switch, and wherein the controller is further programmed to open the second switch group and close the third switch group in response to connection of the DC charging input to the DC source.

[0041] According to one embodiment, the DC charging input can also be directly connected to the active ripple energy storage circuit via the switch and a second switch, and wherein the controller is further programmed to close the second switch in response to connection of the DC charging input to the DC source.

[0042] According to one embodiment, the DC charging input can also be directly connected to the AC charging input via the switch, the second switch, and a third switch, and can be directly connected to the bidirectional power factor correction circuit via the switch, the second switch, the third switch, and a fourth switch.

[0043] According to the present invention, a method includes: closing a switch group and operating the switches of a switch bridge within a first frequency range in response to connection of a battery current control module to an AC source, the battery current control module including a bidirectional power factor correction circuit, an isolated DC / DC converter, and an active ripple energy storage circuit connected between the bidirectional power factor correction circuit and the isolated DC / DC converter, the isolated DC / DC converter including a transformer, a switch bridge, and a switch group connected between the transformer and the switch bridge; and opening the switch group and operating the switches within a second frequency range less than the first frequency range in response to connection of a DC charging input connected to the isolated DC / DC converter between the switch group and the switch bridge to a DC source.

[0044] In one aspect of the present invention, the isolated DC / DC converter further includes a second switch bridge, a second switch group connected between the transformer and the second switch bridge, and a third switch group connected to an opposite side of the isolated DC / DC converter, and wherein the DC charging input can also be connected to the isolated DC / DC converter between the second switch bridge and the second switch group via a switch, further including: opening the second switch group and closing the third switch group in response to connection of the DC charging input to the DC source.

[0045] In one aspect of the present invention, the method includes closing the switch and the second switch to directly connect the DC charging input terminal to the active ripple energy storage circuit in response to the connection of the DC charging input terminal to a DC source.

[0046] According to the present invention, a vehicle is provided, the vehicle having: a battery current control module including a bidirectional power factor correction circuit and an isolated DC / DC converter, the isolated DC / DC converter including a transformer, a switch bridge, and a switch group connected between the transformer and the switch bridge; an AC charging input terminal; a battery interference filter connected between the bidirectional power factor correction circuit and the AC charging input terminal; a DC charging input terminal connected to the isolated DC / DC converter between the switch group and the switch bridge; and a controller programmed to: operate the switches of the switch bridge in a first frequency range during the connection of the AC charging input terminal to an AC source, and operate the switches in a second frequency range less than the first frequency range during the connection of the DC charging input terminal to a DC source.

[0047] According to one embodiment, the controller is further programmed to: close the switch group during the connection of the AC charging input terminal to an AC source.

[0048] According to one embodiment, the controller is further programmed to: open the switch group during the connection of the DC charging input terminal to a DC source.

[0049] According to one embodiment, the isolated DC / DC converter further includes a second switch bridge, a second switch group connected between the transformer and the second switch bridge, and a third switch group connected to the opposite side of the isolated DC / DC converter, wherein the DC charging input terminal can also be connected to the isolated DC / DC converter between the second switch bridge and the second switch group via a switch, and wherein the controller is further programmed to open the second switch group and close the third switch group in response to the connection of the DC charging input terminal to a DC source.

[0050] According to one embodiment, the DC charging input terminal can also be directly connected to an active ripple energy storage circuit via a switch and a second switch, and wherein the controller is further programmed to close the second switch in response to the connection of the DC charging input terminal to a DC source.

[0051] According to one embodiment, the DC charging input terminal can also be directly connected to the AC charging input terminal via the switch, the second switch, and the third switch, and can be directly connected to the bidirectional power factor correction circuit via the switch, the second switch, the third switch, and the fourth switch.

[0052] According to one embodiment, the bidirectional power factor correction circuit is a bidirectional totem-pole power factor correction circuit.

Claims

1. An automotive power system, comprising: A battery current control module, the battery current control module comprising a bidirectional power factor correction circuit, an isolated DC / DC converter, and an active ripple energy storage circuit connected between the bidirectional power factor correction circuit and the isolated DC / DC converter, the isolated DC / DC converter comprising a transformer, a switch bridge, and a switch group connected between the transformer and the switch bridge; as well as A DC charging input terminal is connected to the isolated DC / DC converter between the switch group and the switch bridge.

2. The automotive power system of claim 1 further comprising a controller programmed to close the switch bank in response to connection of the battery current control module to an AC source.

3. The automotive power system of claim 2, wherein the controller is further programmed to disconnect the switch bank in response to the DC charging input being connected to a DC source.

4. The automotive power system of claim 3, wherein the controller is further programmed to operate the switches of the switching bridge within a first frequency range during the connection of the battery current control module to an AC source, and to operate the switches of the switching bridge within a second frequency range less than the first frequency range during the connection of the DC charging input to a DC source.

5. The automotive power system of claim 3 , wherein the isolated DC / DC converter further comprises a second switch bridge, a second switch group connected between the transformer and the second switch bridge, and a third switch group connected to an opposite side of the isolated DC / DC converter, wherein the DC charging input terminal is also connectable to the isolated DC / DC converter via a switch between the second switch bridge and the second switch group, and wherein the controller is further programmed to open the second switch group and close the third switch group in response to the connection of the DC charging input terminal to a DC source.

6. The automotive power system of claim 5, wherein the DC charging input is also directly connectable to the active ripple energy storage circuit via the switch and a second switch, and wherein the controller is further programmed to close the second switch in response to the connection of the DC charging input to a DC source.

7. The automotive power system as described in claim 6, wherein the DC charging input terminal can also be directly connected to the AC charging input terminal via the switch, the second switch and the third switch, and can be directly connected to the bidirectional power factor correction circuit via the switch, the second switch, the third switch and the fourth switch.

8. A method comprising: In response to the connection of a battery current control module to an AC source, the switch group is closed and the switches of the switch bridge are operated within a first frequency range, the battery current control module comprising a bidirectional power factor correction circuit, an isolated DC / DC converter, and an active ripple energy storage circuit connected between the bidirectional power factor correction circuit and the isolated DC / DC converter, the isolated DC / DC converter comprising a transformer, a switch bridge, and a switch group connected between the transformer and the switch bridge; as well as In response to connecting a DC charging input terminal connected to the isolated DC / DC converter between the switch group and the switch bridge to a DC source, the switch group is disconnected and the switches are operated in a second frequency range less than the first frequency range.

9. The method of claim 8, wherein the isolated DC / DC converter further comprises a second switch bridge, a second switch group connected between the transformer and the second switch bridge, and a third switch group connected to an opposite side of the isolated DC / DC converter, and wherein the DC charging input terminal is further connectable to the isolated DC / DC converter via a switch between the second switch bridge and the second switch group, the method further comprising: In response to the DC charging input terminal being connected to a DC source, the second switch group is opened and the third switch group is closed.

10. The method of claim 9, further comprising: In response to the connection of the DC charging input to a DC source, the switch and the second switch are closed to directly connect the DC charging input to the active ripple energy storage circuit.

11. A vehicle comprising: A battery current control module, the battery current control module comprising a bidirectional power factor correction circuit and an isolated DC / DC converter, the isolated DC / DC converter comprising a transformer, a switch bridge, and a switch group connected between the transformer and the switch bridge; AC charging input terminal; An electromagnetic interference filter connected between the bidirectional power factor correction circuit and an AC charging input terminal; A DC charging input terminal, the DC charging input terminal being connected to the isolated DC / DC converter between the switch group and the switch bridge; as well as A controller is programmed to operate switches of the switching bridge within a first frequency range during connection of the AC charging input to an AC source and to operate the switches within a second frequency range less than the first frequency range during connection of the DC charging input to a DC source.

12. The vehicle of claim 11, wherein said controller is further programmed to close said switch bank during said connection of said AC charging input to an AC source.

13. The vehicle of claim 12, wherein the controller is further programmed to disconnect the switch bank during the connection of the DC charging input port to a DC source.

14. The vehicle of claim 11, wherein the isolated DC / DC converter further comprises a second switch bridge, a second switch group connected between the transformer and the second switch bridge, and a third switch group connected to an opposite side of the isolated DC / DC converter, wherein the DC charging input terminal is also connectable to the isolated DC / DC converter via a switch between the second switch bridge and the second switch group, and wherein the controller is further programmed to open the second switch group and close the third switch group in response to the connection of the DC charging input terminal to a DC source.

15. The vehicle of claim 14, wherein the DC charging input is also directly connectable to an active ripple energy storage circuit via the switch and a second switch, and wherein the controller is further programmed to close the second switch in response to the connection of the DC charging input to a DC source.

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