AC-to-AC converter architecture for vehicle-to-load electrical power

Abstract

Examples described herein provide a circuit that includes a power electronic converter disposed in a vehicle for receiving alternating current (AC) electrical power from an AC grid source and providing AC electrical power to an AC load external to the vehicle. The power electronic converter includes an AC-AC converter including a rectifier and an inverter, the rectifier being electrically connected to the inverter through a direct current (DC) link. The circuit further includes an on-board charging module electrically connected to the power electronic converter and a battery disposed in the vehicle. A power electronic converter provides vehicle-to-load functionality by providing AC electrical power to an AC load as an output of at least one of a 120 Vac output or a 240 Vac output.

Description

Technical Field

[0001] This topic discloses information about vehicles, and more specifically about AC to AC converter architectures for power transfer from vehicles to loads. Background Technology

[0002] Modern vehicles (such as cars, motorcycles, boats, or any other type of vehicle) may be equipped with one or more batteries to provide electrical power to various systems within the vehicle. For example, an electric vehicle may include one or more batteries to provide electrical power to one or more electric motors, which in turn provide propulsion to the vehicle. This configuration of a vehicle is known as a battery electric vehicle (BEV). Other types of vehicles may also be equipped with batteries, such as vehicles with internal combustion engines, hybrid electric vehicles, and / or similar vehicles, including combinations and / or multiple such vehicles.

[0003] Vehicle-to-load (V2L) is a technology that transfers electrical power from a vehicle to an electrical load connected to the vehicle. For example, electrical power can be transferred from one or more batteries in the vehicle to a system or device connected to the vehicle, which uses the electrical power from the vehicle to operate. This enables the vehicle to supply electrical power in various situations where it may be unavailable, such as during power outages, in locations without electrical power (e.g., campsites, construction sites), etc., including combinations and / or multiple such situations. As an example, a vehicle with V2L capability can be used to charge another electric vehicle. As another example, the vehicle may include one or more power outlets into which any suitable device (e.g., lights, coffee makers, air compressors, and / or the like, including combinations and / or multiple such devices) can be plugged. Summary of the Invention

[0004] In one embodiment, a circuit is provided. The circuit includes a power electronic converter disposed in a vehicle that receives AC power from an AC power grid source and supplies AC power to an AC load external to the vehicle. The power electronic converter includes an AC-AC converter, which includes a rectifier and an inverter, the rectifier being electrically connected to the inverter via a DC link. The circuit further includes an on-board charging module electrically connected to the power electronic converter and a battery disposed in the vehicle. The power electronic converter provides vehicle-to-load functionality by supplying AC power to an AC load as an output of at least one of a 120 Vac output or a 240 Vac output.

[0005] In addition to one or more of the features described herein, or as an alternative, another implementation of the circuit may include the power electronic converter providing vehicle-to-load functionality based at least in part on the vehicle's operating mode.

[0006] In addition to one or more of the features described herein, or as an alternative, other implementations of the circuit may include a multi-level power factor correction rectifier.

[0007] In addition to one or more of the features described herein, or as an alternative, another implementation of the circuit may include an inverter that is a multilevel inverter.

[0008] In addition to one or more of the features described herein, or as an alternative, another implementation of the circuit may include a single-level DC link that includes a capacitor.

[0009] In addition to one or more of the features described herein, or as an alternative, another implementation of the circuit may include a multi-level DC link comprising a plurality of capacitors.

[0010] In addition to one or more of the features described herein, or as an alternative, another implementation of the circuit may include a power electronic converter comprising a relay matrix including a plurality of relays.

[0011] In addition to one or more of the features described herein, or as an alternative, another implementation of the circuit may include a split-phase output that provides access to both 120Vac and 240Vac.

[0012] In addition to one or more of the features described herein, or as an alternative, another implementation of the circuit may include an AC-AC converter that further includes a first filter electrically connected to the rectifier and a second filter electrically connected to the inverter.

[0013] In addition to one or more of the features described herein, or as an alternative, another implementation of the circuit may include an AC power source that is a three-phase AC power source and an AC load that is a three-phase AC load.

[0014] In another embodiment, a vehicle is provided. The vehicle includes a battery. The vehicle further includes a power electronic converter disposed within the vehicle for receiving AC power from an AC power source and supplying AC power to an AC load and the battery external to the vehicle. The power electronic converter includes an AC-AC converter, wherein the AC-AC converter includes a first converter and a second converter, the first converter being electrically connected to the second converter via an AC link. The vehicle also includes an on-board charging module electrically connected to the power electronic converter and the battery disposed within the vehicle. The power electronic converter provides vehicle-to-load functionality by supplying AC power to an AC load as an output of at least one of a 120 Vac output or a 240 Vac output.

[0015] In addition to one or more of the features described herein, or as an alternative, other implementations of a vehicle may include a power electronic converter that provides vehicle-to-load functionality based at least in part on the vehicle's operating mode.

[0016] In addition to one or more of the features described herein, or as an alternative, another implementation of the vehicle may include an AC link comprising an inductor.

[0017] In addition to one or more of the features described herein, or as an alternative, another implementation of the vehicle may include an AC link comprising an inductor arranged in parallel with a capacitor.

[0018] In addition to one or more of the features described herein, or as an alternative, another embodiment of the vehicle may include an AC-AC converter that further includes a first filter electrically connected to the first converter and a second filter electrically connected to the second converter.

[0019] In addition to one or more of the features described herein, or as an alternative, another embodiment of the vehicle may include a power electronic converter comprising a relay matrix that includes a plurality of relays.

[0020] In addition to one or more of the features described herein, or as an alternative, another implementation of the vehicle may include a phased output that provides access to both 120Vac and 240Vac.

[0021] In another embodiment, a power electronic device converter is provided. The power electronic converter is disposed in a vehicle and receives AC power from an AC mains source and supplies AC power to an AC load and a battery outside the vehicle. The power electronic converter includes an AC device, a first filter electrically connected between the AC device and the AC mains source, and a second filter electrically connected between the AC device and the AC load. The power electronic converter provides vehicle-to-load functionality by supplying AC power to the AC load as an output of at least one of 120 Vac or 240 Vac.

[0022] In addition to one or more of the features described herein, or as an alternative, other embodiments of the power electronic converter may include an AC device that is an AC chopper.

[0023] In addition to one or more of the features described herein, or as an alternative, other embodiments of the power electronic converter may include an AC device that is an AC chopper.

[0024] The above-described features and advantages, as well as other features and advantages, of this disclosure will become apparent when taken in conjunction with the accompanying drawings and the following detailed description. Attached Figure Description

[0025] Other features, advantages, and details appear by way of example only in the following detailed description, which is described in detail with reference to the accompanying drawings, wherein:

[0026] Figure 1 This is an illustration of a vehicle having a power electronic converter for providing V2L electrical power according to one or more embodiments;

[0027] Figure 2 It is a block diagram of a circuit for providing V2L electrical power according to one or more embodiments;

[0028] Figure 3 It is a block diagram of a circuit for providing V2L electrical power according to one or more embodiments;

[0029] Figure 4A It is a block diagram of a back-to-back AC-AC converter based on a DC link according to one or more embodiments.

[0030] Figure 4B It is a block diagram of a back-to-back AC-AC converter based on a DC link according to one or more embodiments.

[0031] Figure 5A It is a block diagram of an AC-AC converter based on an AC link according to one or more embodiments;

[0032] Figure 5B It is a block diagram of an AC-AC converter based on a soft-switching AC link according to one or more embodiments;

[0033] Figure 6A This is a block diagram of a direct AC chopper AC-AC converter according to one or more embodiments; and

[0034] Figure 6B This is a block diagram of a switched capacitor-based AC-AC converter according to one or more embodiments. Detailed Implementation

[0035] The following description is exemplary in nature only and is not intended to limit this disclosure, its application, or use. It should be understood that throughout the drawings, corresponding reference numerals denote the same or corresponding parts and features. As used herein, the term "module" refers to processing circuitry that may include application-specific integrated circuits (ASICs), electronic circuitry, processor (shared, dedicated, or group) and memory executing one or more software or firmware programs, combinational logic circuitry, and / or other suitable components that provide the described functionality.

[0036] One or more embodiments described herein provide an architecture that utilizes a power electronic converter with an AC-AC converter to provide 120Vac and / or 240Vac to loads electrically connected to the vehicle while the vehicle is charging, idling, or in motion.

[0037] The propulsion systems of electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs) use an on-board charging module (OBCM) to charge the vehicle's battery from the power grid. In this case, the power grid supplies alternating current (AC) power to the vehicle. To discharge this power to electrical outlets on the vehicle, many vehicles include a separate direct current (DC) to AC inverter, which may include circuitry similar to that in the OBCM, such as filtering components, isolation transformers, and multi-stage power conversion. In many cases, these repetitive sub-components, such as DC link capacitors or transformers, increase the complexity, size, and weight of the vehicle. This typical approach includes disadvantages such as relatively large size, relatively heavy weight, and / or a relatively short lifespan compared to one or more embodiments described herein.

[0038] One or more embodiments described herein address these and other drawbacks by providing a power electronic converter with an AC-AC converter for supplying AC power to one or more devices electrically connected to a vehicle. In many cases, the proposed AC-AC converter can be used with an existing OBCM to provide V2L functionality with minimal hardware additions and control impact on the OBCM, especially where the OBCM is already bidirectional. According to one or more embodiments, as described herein, the power electronic converter with an AC-AC converter can provide both 120Vac and 240Vac AC power when the vehicle is charging with AC or DC power, when the vehicle is parked, or when the vehicle is in operation (e.g., being driven). According to one or more embodiments, as described herein, when the vehicle is plugged into the grid, the power electronic AC-AC converter can directly transfer power from the grid to both 120Vac and 240Vac loads. One or more embodiments described herein can be implemented in a vehicle or used for off-vehicle applications.

[0039] According to one or more embodiments, the power electronic converter uses a single-stage non-isolated AC-AC converter that provides 120Vac and 240Vac electronic power. This device is relatively low in cost, complexity, and size compared to existing V2L methods. According to one or more embodiments, the OBCM provides current isolation between the vehicle's battery and an external AC load (e.g., a device plugged into the vehicle). According to one or more embodiments, the AC-AC power conversion can be performed directly from the grid and maintains the desired split-phase output if the input is 120Vac or 240Vac, where existing autotransformers are designed for a nominal input voltage, such as 240Vac. According to one or more embodiments, the output of the power electronic AC-AC converter is a stable voltage, even when the AC grid supplying power to the vehicle is interrupted or otherwise experiences disturbance. According to one or more embodiments, the power electronic AC-AC converter can be used to supply AC power to a structure (such as a house or commercial building) via the OBCM for vehicle-to-home (V2H) communication. The one or more embodiments described herein can operate independently without interfering with the OBCM and its native functions. Other advantages are also possible.

[0040] It should be understood that the functionality of any vehicle implementing one or more of the embodiments described herein is improved. More specifically, by implementing a power electronic converter with a relay matrix and an AC-AC converter, as described herein, the vehicle can provide V2L functionality without the added complexity of DC link capacitors or transformers.

[0041] Figure 1 This is an illustration of a vehicle 100 having a power electronic converter for providing V2L electrical power according to one or more embodiments. In this example, the vehicle 100 includes a battery 102 and a power electronic converter 104. In various embodiments, the vehicle 100 includes other components not shown.

[0042] Battery 102 may represent one or more batteries, such that vehicle 100 may include a single battery, multiple batteries, battery systems, etc., including combinations and / or multiple such batteries. Battery 102 receives electrical power (e.g., from AC grid 106, from an AC generator or alternator of the vehicle, etc., including combinations and / or multiple such generators). According to one or more embodiments, the received electrical power is AC power. AC grid 106 (also referred to as an "AC grid source") represents any suitable input electrical power source. For example, AC grid 106 may be a power grid designed to generate and distribute electrical power. In this case, vehicle 100 may be electrically connected to a charging station (not shown), which in turn is electrically connected to the power grid.

[0043] The power electronic converter 104 provides the use of an AC-AC converter and a relay matrix (both in...) Figure 2 and 3 The architecture shown is designed to provide 120Vac and / or 240Vac to an electrical load (e.g., AC load 108) when the vehicle 100 is charging and / or when the vehicle 100 is in motion or idling. The power electronic converter 104 is an AC-based device because it receives and transmits AC electrical power.

[0044] Vehicle 100 can be a car, truck, van, bus, motorcycle, boat, or any other type of vehicle. According to one embodiment, vehicle 100 includes an internal combustion engine powered by gasoline, diesel, or the like. According to another embodiment, vehicle 100 is a hybrid electric vehicle powered partly or entirely by electricity and an internal combustion engine. According to yet another embodiment, vehicle 100 is a battery-electric vehicle powered by electricity supplied by a battery. Figure 1 In the example, vehicle 100 includes a battery 102 for supplying electrical power to an electric motor (not shown) to provide propulsion to vehicle 100, supplying electrical power to one or more internal systems of vehicle 100 (e.g., infotainment systems, climate control systems, etc., including combinations and / or multiple thereof), and / or supplying electrical power to systems or devices external to vehicle 100 (e.g., AC load 108). For example, systems or devices (in... Figure 1The AC load (represented as AC load 108) can be connected to the vehicle 100. In this case, the vehicle 100 uses a power electronic converter 104 to supply electrical power to the AC load 108. The electrical power can be supplied to the AC load 108 from the battery 102 and / or from the AC power grid 106.

[0045] Figure 2 This is a block diagram of a circuit 200 for providing V2L electrical power according to one or more embodiments. Circuit 200 includes a battery 102, a power electronic converter 104, a bidirectional OBCM 202, and a socket 204. An AC load 108 can be electrically connected to the socket 204. An AC mains 106 can be electrically connected to the power electronic converter 104. The power electronic converter 104 includes a relay matrix 210.

[0046] Circuit 200 may support several different power flows depending on the vehicle's operating mode. For example, when vehicle 100 is in charging mode (e.g., when vehicle 100 receives power from AC grid 106 or another suitable source referred to as an "external charger"), power flows from AC grid 106 to battery 102 via OBCM 202. OBCM 202 provides isolation between AC grid 106 and battery 102. As another example, when vehicle 100 is in V2L mode and is receiving power from AC grid 106 or another suitable source, power flows from AC grid 106 to AC load 108 via AC-AC converter 212 and relay matrix 210. In this mode, the external charger may provide less power than the AC load 108 wants to draw (e.g., a 120V portable EV charger provides only ~1kW, while AC load 108 may draw more). In this scenario, OBCM 202 can supplement the power from AC grid 106 by converting additional power from battery 102. As another example, when vehicle 100 is in V2L mode and is not receiving power from AC grid 106 or another suitable source, power flows from battery 102 to AC load 108 via OBCM 202, AC-AC converter 212, and relay matrix 210. This could include situations where DC-based fast charging is being performed or when vehicle 100 is parked or in motion. As yet another example, when vehicle 100 is in AC charging mode (e.g., when vehicle 100 is receiving power from AC grid 106 or another suitable source), power flows from AC grid 106 to battery 102 via OBCM 202, and from AC grid 106 to AC load 108 via AC-AC converter 212 and relay matrix 210. In this scenario, the total power from the AC grid 106 should not exceed the limit of the external charger, thus ensuring that the total power going to the AC load 108 plus the total power going to the battery 102 is within the limit of the external charger. As another example, when the vehicle 100 operates in vehicle-to-vehicle (V2V) mode (e.g., the vehicle 100 is supplying AC power to another vehicle (not shown), power flows from the battery 102 to the other vehicle via the OBCM 202 and a charging port (not shown) to which the external charger can be connected, and / or via the OBCM 202, AC-AC converter 212, relay matrix 210, and socket 204.

[0047] Relay matrix 210 includes relays that can be selectively enabled (e.g., closed) and disabled (e.g., open) according to the desired operating mode of circuit 200. For example, the relays of relay matrix 210 can be selectively enabled / disabled based on the voltage of AC power grid 106. According to one or more embodiments, relay matrix 210 determines the neutral connection based on the voltage of AC power grid 106. Relay matrix 210 in Figure 3 It is shown in more detail in the text and described further in this paper.

[0048] The power electronic converter 104 also includes an AC-AC converter 212. The AC-AC converter 212 includes various components for providing split-phase outputs, such as 120Vac and 240Vac power outputs. Figure 3 The AC-AC converter 212 is shown in more detail and further described herein. It should be understood that the AC-AC converter 212 can be any suitable type of converter or combination of converters that provides appropriate voltage amplitude and phase for each output. For example, the AC-AC converter 212 can be a buck converter, a boost converter, a buck-boost converter, a boost converter, etc., including combinations and / or multiples thereof.

[0049] refer to Figure 2 AC power is supplied to vehicle 100 by AC grid 106 at L1g, L2g / Ng, and PEg (collectively referred to as the “charging port”), as shown in the figure, where PEg refers to the protective ground of AC grid 106. Specifically, AC grid 106 may be connected to power electronic converter 104, which distributes power to one or more batteries 102 via OBCM 202 and / or to AC load 108 via AC-AC converter 212 and relay matrix 210, as shown in the figure. Two switches SA1 and SA2 may selectively enable and disable the connection between AC grid 106 and AC-AC converter 212 and OBCM 202 based on the object inserted at the charging port (e.g., at L1g, L2g / Ng, and PEg). For example, if AC grid 106 is inserted into the charging port, switches SA1 and SA2 are enabled (e.g., closed). In some cases, it is desirable to disable (e.g., disconnect) one or more of switches SA1 and SA2, such as if vehicle 100 is performing DC fast charging or if no object is connected to the charging port. Providing two switches for redundancy reduces the likelihood of failure if one switch becomes stuck / welded closed; however, in other embodiments, the number of switches can be reduced and / or switches can be eliminated entirely. To ensure that each switch SA1 and SA2 is in the intended state (e.g., open or closed), accompanying sensing circuitry and diagnostic controls may be present according to one or more embodiments.

[0050] AC load 108 is connected to socket 204 at L1, N, L2, and PE, as shown. In one embodiment, L1 is directly connected to OBCM 202, and N, L2, and PE (protective ground) are connected to relay matrix 210, as shown. According to one or more embodiments, L1 and N can together supply 120Vac to AC load 108, while L2 and N can together supply 120Vac to another AC load (not shown). In this case, the two 120Vac supplies to the AC loads are out of phase with each other (e.g., the 120Vac supplied by L2 / N is out of phase with the 120Vac supplied by L1 / N), thus 240Vac is provided by L1 / L2.

[0051] Now for reference Figure 3 Describes different scenarios for providing AC power to AC load 108. Figure 3 Further details regarding the power electronic converter 104 are also shown. In particular, Figure 3 This is a block diagram of a circuit 300 for providing V2L electrical power according to one or more embodiments. Figure 3 The example shows the relay matrix 210 and AC-AC converter 212 of the power electronic converter 104 in more detail.

[0052] Relay matrix 210 includes five relays configured and arranged as shown in the figure, including relays Ra, Rb, Rc, Rd, and Re. Relays Ra-Re can be selectively enabled (e.g., disabled) and disabled (e.g., enabled) according to different scenarios described herein. To ensure that each relay Ra-Re is in the expected state (e.g., open or closed), accompanying sensing circuitry and diagnostic controls may be present according to one or more embodiments.

[0053] AC-AC converter 212 includes a buck converter 302 and a boost converter 304, which together provide a split-phase 120Vac. Buck converter 302 includes switches S1 and S2, as well as other components (e.g., capacitors and inductors). In addition to other components (e.g., capacitors and inductors as shown), DC / DC converter 304 includes a relay Rf and switches S2 and S3. Together, buck converter 302 and boost converter 304 enable AC-AC converter 212 to provide a split-phase 120Vac and / or 240Vac to AC load 108.

[0054] As described above, the relays Ra-Re of the relay matrix 210 and the switches S1-S3 and relay Rf of the AC-AC converter 212 can be configured differently according to the different scenarios now described. In the first scenario, the vehicle 100 is connected to the AC power grid 106 at L1g and L2g / Ng, as... Figure 2 and Figure 3 As shown, it is receiving 120Vac. In this scenario, relays Rb, Rd, and Rf of the power electronic converter 104 are enabled (e.g., closed), and relays Ra and Rc are disabled (e.g., open); switch S1 is disabled (e.g., open), and switches S2 and S3 are controlled with high-frequency pulse width modulation (PWM) to implement the function of buffer 304. As a result of this configuration of relays and switches, the output of the DC / DC converter 304 across L2 / N is 120Vac and is out of phase with L1 / N at socket 204.

[0055] In the second scenario, vehicle 100 is connected to AC power grid 106 at L1g and L2g / Ng, as follows: Figure 2 and Figure 3 As shown, and is receiving 240Vac. In this scenario, relays Ra and Rc are enabled (e.g., closed), and relays Rb, Rd, and Rf are disabled (e.g., open); switch S3 is disabled (e.g., open), and switches S1 and S2 are controlled with high-frequency PWM to implement the function of buck converter 302. As a result of this configuration of relays and switches, the output of buck converter 302 is reduced from 240Vac (e.g., from AC grid 106) to 120Vac across L2 / N at socket 204, remains at 240Vac across L1 / L2, and creates 120Vac across L1 / N, thereby providing the desired split-phase output at socket 204.

[0056] In the third scenario, known as the "off-grid" scenario, vehicle 100 is not connected to the AC power grid 106. In this scenario, OBCM 202 discharges battery 102 at 240Vac. Relays Ra and Rc are enabled (e.g., closed), and relays Rb, Rd, and Rf are disabled (e.g., open); switch S3 is disabled (e.g., open), and switches S1 and S2 are controlled with high-frequency PWM to enable the buck converter 302 function. As a result of this configuration of relays and switches, the output of buck converter 302 is reduced from 240Vac (e.g., from OBCM 202) to 120Vac across L2 / N at socket 204, while maintaining 240Vac across L1 / L2 and creating 120Vac across L1 / N, thereby providing the desired split-phase output at socket 204.

[0057] According to the implementation, the relatively high frequency PWM can be from 100kHz to 250kHz, but other frequencies can be used in other implementations. Switches S1-S3 can be bidirectional switches having insulated gate bipolar transistors (IGBTs), silicon (Si), silicon carbide (SiC), and / or gallium nitride (GaN) based metal-oxide-semiconductor field-effect transistors (MOSFETs), including combinations and / or multiple thereof.

[0058] According to one or more embodiments, the relays Re of the relay matrix 210 can be selectively enabled (e.g., closed) and disabled (e.g., open) depending on whether the vehicle 100 provides electrical power. For example, relay Re is closed to supply power to plug-and-wire connected loads via V2L, similar to a grounded neutral generator. As another example, relay Re is open to supply power to a house or other similar structure via V2H, similar to a suspended neutral generator.

[0059] exist Figure 2 and Figure 3 In one embodiment, AC-AC converter 212 is a single-stage non-isolated AC-AC power converter that provides 120V and 240V AC power. According to one or more embodiments, a combination of buck converter 302 and boost converter 304 provides a split-phase 120V load. According to one or more embodiments, relay matrix 210 determines the neutral connection based on the voltage of AC grid 106.

[0060] One or more embodiments described herein provide various architectures for AC-AC converter 212, including back-to-back DC link-based AC-AC converters. Figure 4A and Figure 4B AC-AC converter based on AC link ( Figure 5A and Figure 5B ), direct AC chopper AC-AC converter ( Figure 6A ) and AC-AC converters based on switched capacitors ( Figure 6B ).

[0061] Now let's describe it together. Figure 4A and 4B . Figure 4A This is a block diagram of a back-to-back AC-AC converter 401 based on a DC link according to one or more embodiments. Figure 4B This is a block diagram of a back-to-back AC-AC converter 402 based on a DC link according to one or more embodiments. The back-to-back AC-AC converter 401 and the back-to-back AC-AC converter 402 based on a DC link are... Figure 2 and Figure 3 Example of an AC-AC converter 212.

[0062] Back-to-back DC-link based AC-AC converter 401 and back-to-back DC-link based AC-AC converter 402 receive AC input 411 from AC grid 106 or OBCM 202. In various embodiments, AC input 411 can be single-phase AC power or three-phase AC power. AC input 411 is first processed by filter 1 421 to remove any unwanted noise or harmonics. The filtered AC voltage is then converted to DC by rectifier 431. Rectifier 431 can be a power factor correction (PFC) rectifier, which performs power factor correction to improve the efficiency of the power conversion process.

[0063] for Figure 4A The back-to-back AC-AC converter 401 based on a DC link receives the DC voltage from rectifier 431 and then passes it through DC link 441, which includes capacitor 441a to stabilize the DC voltage. DC link 441 is a single-level DC link.

[0064] In the case of a back-to-back AC-AC converter 402 based on a DC link, a multilevel rectifier 433 and a multilevel inverter 434 are used instead. Figure 4A The rectifier 431 and inverter 432. For Figure 4B The back-to-back AC-AC converter 402 based on a DC link receives DC voltage from a multilevel rectifier 433 via a DC link 442, which is a multilevel DC link. The DC link 442 includes multiple capacitors, such as capacitors 442a and 442b, to stabilize the DC voltage.

[0065] The stabilized DC voltage is then converted back to AC by inverter 432 or multilevel inverter 434. The output AC voltage is further filtered by filter 2 422 to ensure a clean and stable AC output. The AC output from inverter 432 or multilevel inverter 434 is provided to AC load 108 via filter 2 422, and can be a single-phase, split-phase, or three-phase AC load. The AC output from filter 2 422 can be used to power various electrical installations or systems connected to vehicle 100, as described herein.

[0066] Figure 4A and Figure 4B The architecture provides efficient and flexible power conversion, enabling the vehicle 100 to provide AC power to external loads while charging, idling, or in motion.

[0067] Figure 5A This is a block diagram of an AC-AC converter 501 based on an AC link according to one or more embodiments. Figure 5BThis is a block diagram of an AC-AC converter 502 based on a soft-switching AC link according to one or more embodiments. The AC-AC converter 501 based on the AC link and the AC-AC converter 502 based on the soft-switching AC link are... Figure 2 and Figure 3 Example of an AC-AC converter 212.

[0068] The AC-AC converter 501 based on the AC link and the AC-AC converter 502 based on the soft-switching AC link utilize two converters (i.e., converter 1 531 and converter 2 532) electrically connected by the AC link 543 to replace Figure 4A The rectifier 431 and inverter 432 or Figure 4B The multilevel rectifier 433 and the multilevel inverter 434.

[0069] The output of converter 1531 is transmitted through AC link 543 ( Figure 5A ) or AC link 544 ( Figure 5B AC link 543 or AC link 544 includes components such as inductors and / or capacitors to stabilize and transmit AC voltage. For example, AC link 543 includes inductor 543a, and AC link 544 includes capacitor 544a and inductor 544b. The stabilized AC voltage is then processed by converter 2532.

[0070] The output AC voltage from converter 2532 is further filtered by filter 2422, as shown in the reference. Figure 4A and 4B The resulting AC output is used to power various electrical devices or systems connected to the vehicle 100, as described herein.

[0071] Figure 5A and 5B The architecture provides efficient and flexible power conversion, enabling the vehicle 100 to provide AC power to external loads while charging, idling, or in motion.

[0072] Figure 6A This is a block diagram of a direct AC chopper AC-AC converter 601 according to one or more embodiments. The direct AC chopper AC-AC converter 601 is... Figure 2 and Figure 3 Example of an AC-AC converter 212.

[0073] The direct AC chopper AC-AC converter 601 utilizes a direct AC chopper 645, which receives the AC input 411 via a filter 1 421 and generates an AC output to an AC load. The direct AC chopper 645 directly converts the AC input 411 to the desired AC output voltage without first converting it to DC. The direct AC chopper 645 is an electronic circuit for controlling the voltage level of the AC input 411. It essentially “chops” the AC waveform to produce a modified waveform with a desired amplitude or frequency. For example, this AC conversion method is more efficient and involves fewer components compared to conventional AC-DC-AC conversion methods. This architecture allows for efficient and flexible power conversion, enabling vehicles to provide AC power to external loads while charging, idling, or in motion.

[0074] Figure 6B This is a block diagram of a switched-capacitor-based AC-AC converter 602 according to one or more embodiments. The switched-capacitor-based AC-AC converter 602 is... Figure 2 and Figure 3 Example of an AC-AC converter 212.

[0075] The switched-capacitor-based AC-AC converter 602 utilizes a switched-capacitor unit 646, which receives an AC input 411 via a filter 1 421 and generates an AC output to an AC load. The switched-capacitor unit 646 uses a series of capacitors and switches (not shown) to convert the AC input 411 into the desired AC output voltage. The switched-capacitor unit 646 is an electronic circuit that uses capacitors and switches to mimic a resistor by alternately connecting capacitors to different parts of the circuit using electronic switches (typically transistors) in a fast and controlled manner. This AC conversion method is efficient and can be designed to achieve various voltage levels and phases by appropriately configuring the capacitors and switches. This architecture allows for efficient and flexible power conversion, enabling the vehicle 100 to provide AC power to an external load while charging, idling, or in motion.

[0076] The terms “a” and “an” do not indicate a limitation of quantity, but rather that at least one of the referenced items is present. Unless the context clearly indicates otherwise, the term “or” means “and / or”. Throughout the specification, reference to “aspect” means that a particular element described in connection with that aspect (e.g., a feature, structure, step, or characteristic) is included in at least one aspect described herein and may or may not be present in other aspects. Furthermore, it should be understood that the described elements may be combined in any suitable manner in the aspects.

[0077] When an element, such as a layer, film, region, or substrate, is referred to as being “on” another element, it can be directly on the other element, or there may be intermediate elements present. Conversely, when an element is referred to as being “directly” on another element, there are no intermediate elements present.

[0078] Unless otherwise stated herein, all test standards are the most recent standards effective up to the filing date of this application, or, if priority is claimed, the most recent standards effective up to the filing date of the earliest priority application in which the test standards appear.

[0079] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains.

[0080] While the above disclosure has been described with reference to exemplary embodiments, those skilled in the art will understand that various changes can be made and elements can be substituted with equivalents without departing from its scope. Furthermore, many modifications can be made to adapt particular situations or materials to the teachings of this disclosure without departing from the basic scope of this disclosure. Therefore, it is intended that this disclosure be limited to the specific embodiments disclosed, but will include all embodiments falling within its scope.

Claims

1. A circuit comprising: A power electronic converter disposed in a vehicle receives AC power from an AC grid source and supplies AC power to AC loads outside the vehicle. The power electronic converter includes an AC-AC converter, wherein the AC-AC converter includes a rectifier and an inverter, and the rectifier is electrically connected to the inverter via a DC link. and An on-board charging module, which is electrically connected to the power electronic converter and the battery disposed in the vehicle, The power electronic converter provides vehicle-to-load functionality by supplying AC power to an AC load, wherein the AC power is output as at least one of a 120 Vac output or a 240 Vac output.

2. The circuit of claim 1, wherein the power electronic converter provides vehicle-to-load functionality based at least in part on the operating mode of the vehicle.

3. The circuit according to claim 1, wherein the rectifier is a multi-level power factor correction rectifier.

4. The circuit according to claim 1, wherein the inverter is a multilevel inverter.

5. The circuit according to claim 1, wherein, The DC link is a single-level DC link that includes a capacitor.

6. The circuit according to claim 1, wherein, The DC link is a multi-level DC link that includes multiple capacitors.

7. The circuit according to claim 1, wherein, The power electronic converter includes a relay matrix, which comprises multiple relays.

8. The circuit according to claim 1, wherein, The output is a split-phase output that provides access to both 120Vac and 240Vac.

9. The circuit according to claim 1, wherein, The AC-AC converter further includes a first filter electrically connected to the rectifier and a second filter electrically connected to the inverter, wherein the AC grid source is a three-phase AC grid source and the AC load is a three-phase AC load.

10. A means of transport, comprising: Battery; A power electronic converter installed in the vehicle is used to receive AC power from an AC grid source and to provide AC power to AC loads outside the vehicle and the battery. The power electronic converter includes an AC-AC converter, wherein the AC-AC converter includes a first converter and a second converter, and the first converter is electrically connected to the second converter via an AC link. and The on-board charging module is electrically connected to the power electronic converter and the battery disposed in the vehicle. The power electronic converter provides vehicle-to-load functionality by supplying AC power to the AC load, wherein the AC power is output as at least one of a 120 Vac output or a 240 Vac output.

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