Drive unit boost converter for electric vehicle

Abstract

The embodiment of the invention relates to a drive unit boost converter for an electric vehicle. Examples relate to an electric vehicle charging system including a drive unit with a motor and an inverter, a battery pack, a charging interface, and a controller. The controller reconfigures the driving unit to act as a boost converter, boosts a voltage received from an external charging source using the reconfigured driving unit, and charges the battery pack using the boosted voltage. The system may adaptively control inverter switches based on charging conditions, integrate EMI filtering components, and be compatible with various battery architectures. This method enables efficient charging from different voltage sources while utilizing existing vehicle components.

Description

Technical Field

[0001] This disclosure relates to electric vehicle charging systems, and in some examples to algorithms and systems that utilize the vehicle's drive unit as a boost converter for efficient charging from various voltage sources. Background Technology

[0002] In recent years, electric vehicles have become increasingly popular, driven by advancements in battery technology and growing environmental concerns. However, the charging infrastructure for these vehicles faces numerous challenges. Existing charging networks consist of various voltage levels, ranging from standard 120V AC power outlets to high-power DC fast chargers. This diversity of charging options introduces complexity for both automakers and users.

[0003] A major challenge is the mismatch between the charging station's output voltage and the vehicle's battery pack voltage. With advancements in battery technology, there's a growing trend towards using higher voltage battery packs to improve efficiency and shorten charging times. However, many existing charging stations operate at lower voltages, necessitating voltage conversion for efficient charging.

[0004] Another challenge is that vehicles need to be compatible with various charging standards and protocols. This requirement increases the complexity of the vehicle's electrical system and raises costs. Furthermore, the high power levels involved in fast charging present thermal management challenges and potential safety hazards that must be carefully addressed.

[0005] The charging process itself requires sophisticated control systems to optimize charge rate, battery life, and safety. These systems must consider factors such as battery state of charge, temperature, and battery balancing. The complexity of these control systems increases with the charging rate.

[0006] Finally, the integration of charging functionality with other vehicle systems, such as propulsion and auxiliary power, also presents design challenges. Manufacturers must strike a balance between the need for efficient charging and other vehicle performance requirements, while minimizing additional components and complexity. Attached Figure Description

[0007] To facilitate identification of any particular element or action being discussed, the most significant digit or number in the reference number refers to the drawing number in which the element first appears.

[0008] Figure 1 This is a schematic diagram showing a high-level view of an electric vehicle charging system based on some examples.

[0009] Figure 2 This is a flowchart illustrating a method for charging an electric vehicle battery using a reconfigurable drive unit, based on some examples.

[0010] Figure 3 This is a system diagram illustrating an electric vehicle charging system that utilizes two drive units as parallel boost converters, based on some examples.

[0011] Figure 4 This is a system diagram illustrating an electric vehicle charging system that utilizes two drive units for charging, based on some examples.

[0012] Figure 5 This is a system diagram illustrating the architecture of an electric vehicle (EV) based on some examples.

[0013] Figure 6 It is a graphical representation of a machine in the form of a computer system, within which a set of instructions can be executed to cause the machine to perform any or more of the methods discussed herein. Detailed Implementation

[0014] The described examples aim to address the technical challenges associated with efficiently charging electric vehicles from a variety of power sources by reusing existing components of the vehicle's drive unit. These examples aim to simplify charging systems, reduce costs, and improve compatibility with different charging infrastructures.

[0015] Some of the described example charging systems utilize the electric vehicle's drive unit, which may include both the electric motor and the inverter, as a boost converter during the charging process. This dual-use of components reduces or eliminates the need for additional dedicated charging hardware, thereby potentially reducing system complexity and cost.

[0016] The example charging system may include one or more controllers to manage the charging process. The controller can determine the voltage level of the input power from an external charging source and configure the drive unit accordingly.

[0017] For high-voltage charging sources (e.g., 800V), the charging system can conduct the charging current through the motor windings and inverter switches without boosting the voltage.

[0018] For low-voltage power supplies (e.g., 400V), the drive unit can be reconfigured to act as a boost converter. In some examples, the reconfiguration process involves using the motor windings as inductors and the inverter switches as switching elements in the boost converter circuit. This arrangement allows the example charging system to boost the input to the level required by the battery pack. The controller can implement adaptive control strategies for the inverter switches, which may involve pulse width modulation (PWM) control at a frequency of 5–18 kHz, dynamic adjustment of the duty cycle, and phase shift control of the three inverter branches to reduce ripple current.

[0019] Therefore, an electric motor can perform a dual function. During normal vehicle operation, it provides propulsion. During charging, its windings act as inductors in a boost converter circuit. The motor's neutral point can be connected to the charging power input via a relay, allowing the motor windings to be used for voltage boosting.

[0020] Inverters are typically used to convert DC power from a battery into AC power required by the motor during operation, and the inverter can be reused during charging. Its switching elements (e.g., MOSFETs or IGBTs) are controlled to create appropriate current paths for voltage boosting. In various example systems, the controller may use either the high-side or low-side switching of the inverter based on charging conditions and efficiency considerations.

[0021] The example system can also include various relays and contactors to manage power flow. These relays include a main relay connecting the battery to the inverter, a fast-charging contactor, and additional relays for distributing power in different charging scenarios. The arrangement of these relays allows the system to adapt to different charging voltages and methods.

[0022] A DC link capacitor connected to the battery output can form part of the boost converter circuit and help maintain a stable DC voltage. Additionally, the example charging system may include an X capacitor and an EMI filter. In some examples, the EMI filter is located at the charging port; in others, it is integrated into the drive unit rather than at the charging port to manage electromagnetic interference.

[0023] The battery pack can be configured for high-voltage operation (e.g., 800V or higher). The example charging system is compatible with both even- and odd-numbered module battery architectures, providing flexibility in battery pack design. This compatibility is achieved by eliminating access to the midpoint voltage of the battery pack, which may be necessary in systems using a double-pole double-throw (DPDT) switching method.

[0024] The example charging system seeks to maintain a high voltage (e.g., 800V) on the high-voltage bus during charging, even when connected to a lower voltage (e.g., 400V) charging source. This allows auxiliary systems, such as DC-DC converters and compressors, to continue operating at 800V without having to adapt to a lower 400V input. By maintaining the high-voltage bus at 800V, the example system seeks to eliminate the need for these auxiliary components to be designed for dual-voltage operation, potentially reducing costs and improving overall system efficiency.

[0025] The described example charging system offers several potential advantages. By reusing existing drive unit components for charging, the example charging system reduces the need for additional hardware, potentially lowering costs and simplifying the overall design. The adaptive nature of the example charging system allows it to operate at a variety of charging voltages, thus improving compatibility with different charging infrastructures. Furthermore, the integrated X capacitor and EMI filter within the drive unit enhance electromagnetic compatibility. Electric vehicle charging system 100

[0026] Figure 1 This is a schematic diagram showing a high-level view of an electric vehicle charging system 100 according to some examples. The electric vehicle charging system 100 forms part of a large high-voltage electrical system of an electric vehicle, such as the charging system 502 and electric motor 504 of an electric vehicle 506.

[0027] The electric vehicle charging system 100 includes a battery pack 102, a drive unit 104, a charging port accessory 106, and a controller system 108.

[0028] The battery pack 102 includes a battery and an on-board charger 110. The battery pack 102 is connected to the drive unit 104 via switches S3 and S4, which can be used as battery contactors.

[0029] The drive unit 104 includes a drive inverter 112 and an electric motor winding 114. The drive inverter 112 includes high-side inverter switches 116 (S6, S7, S8) and low-side inverter switches 118 (S9, S10, S11). These switches control the current flowing through the motor windings 114 (L1, L2, and L3).

[0030] The charging port accessory 106 includes a charging port 120 and an EMI filter 122, which consists of capacitors C1 and C2. Although Figure 1 The diagram shows that the EMI filter 122 is part of the charging port accessory 106, but in other examples, the EMI filter 122 may be integrated into the drive unit 104 located between the same two charging lines. The charging port 120 is connected to the drive unit 104 via switches S1 and S2, which can act as fast charging contactors.

[0031] Capacitor C4 is positioned between drive inverter 112 and motor winding 114. This capacitor can act as a DC link capacitor to stabilize the voltage during operation.

[0032] The controller system 108 includes controller components: a drive inverter controller 124 and a high-voltage (HV) controller 126. These controllers work together to manage the high-voltage electrical system of the electric vehicle and optimize charging efficiency.

[0033] The drive inverter controller 124 is responsible for controlling the switches in the drive inverter 112, such as (S6, S7, S8, S9, S10, S11). It manages these switches for various purposes, including: 1. Pulse Width Modulation (PWM) during normal operation 2. Keep the switch closed during direct charging.

[0034] The task of the high voltage (HV) controller 126 is to control the contactors and relays (S1, S2, S3, S4, S5) in the electric vehicle charging system 100.

[0035] The drive inverter controller 124 and the high-voltage (HV) controller 126 communicate with each other via a CAN bus to achieve coordinated operation of the vehicle's electrical system. In some examples, these controller functions can be integrated into a single controller unit.

[0036] The controller system 108 engages with various components of the electric vehicle, including: 1. Battery pack 102 2. Drive unit 104 3. Charging port accessory 106

[0037] By managing these components, the controller system 108 can operatively reconfigure the drive unit 104 to act as a boost converter during charging. This reconfiguration uses the motor winding 114 as an inductor and an inverter switch (e.g., high-side inverter switch 116) as a switching element, potentially improving charging performance.

[0038] During charging, the electric vehicle charging system 100 can operate in different modes depending on the input voltage. For direct charging, the high-side inverter switch 116 and switches S1, S2, S3, and S4 are closed to allow current to flow from the charging port 120 to the battery pack 102. For boost conversion, the controller system 108 can utilize the motor winding 114 as an inductor and use the inverter switch (e.g., the high-side inverter switch 116) as a switching element.

[0039] The example electric vehicle charging system 100 includes an x ​​capacitor 128 (e.g., C3) or “X capacitor” in the drive unit 104 and an EMI filter 122 within the charging port accessory 106, which helps manage electromagnetic interference and ensure regulatory compliance. This integration (along with the ability to conduct using an inverter switch (e.g., high-side inverter switch 116) during high-voltage charging) eliminates the need for additional dedicated switches and simplifies the overall system architecture.

[0040] The electric vehicle charging system 100 is also compatible with both even- and odd-numbered module battery architectures, providing flexibility for battery pack design. During charging, the electric vehicle charging system 100 uses a drive unit 104 as a reconfigurable boost converter, which can adapt to different battery configurations. For example, this approach can eliminate or reduce the need for a dedicated double-pole double-throw (DPDT) switch (which is typically required for even-numbered module architectures), thus enabling compatibility with odd-numbered module configurations. Specifically, in some examples, when the drive unit 104 is configured as a boost converter, it can adjust the voltage level to match the requirements of the battery pack, regardless of the number of modules. This flexible voltage boost allows charging from various voltage sources (e.g., 400V or 800V) and adapts to different battery pack voltages. Adaptive control strategy

[0041] The electric vehicle charging system 100 can employ an adaptive control strategy, which operates in several modes, including the following:

[0042] drive mode :

[0043] In drive mode, controller system 108 manages the switching of high-side inverter switches 116 (e.g., S6, S7, S8) and low-side inverter switches 118 (e.g., S9, S10, S11) to control the current flowing through motor windings 114 (e.g., L1, L2, and L3) for vehicle propulsion. Controller system 108 determines the switching mode to achieve the desired motor performance. In drive mode, switches S3 and S4 are closed to connect battery pack 102 to drive unit 104, thereby allowing current flow. Capacitor C4, which is part of drive inverter 112, helps stabilize the voltage during drive mode operation.

[0044] Charging mode without boost conversion :

[0045] In the non-boost conversion charging mode, switches S1, S2, S3 and S4, as well as high-side inverter switch 116 (e.g., S6, S7 and S8) are closed to allow DC current to flow from charging port 120 to battery pack 102.

[0046] This configuration allows the battery pack 102 to be charged directly from the charging port 120 without increasing the voltage. The EMI filter 122 (including capacitors C1 and C2), which is part of the charging port accessory 106, helps to filter and stabilize the input charging voltage.

[0047] Boost Conversion Mode :

[0048] In boost conversion mode, controller system 108 reconfigures drive unit 104 to act as a boost converter. Motor windings 114 (e.g., L1, L2, and L3) act as inductors in the boost converter circuit. Controller system 108 manages high-side inverter switches 116 (e.g., S6, S7, S8) and low-side inverter switches 118 (S9, S10, S11) to enable the boost conversion process. Controller system 108 adjusts the duty cycle of the inverter switches to regulate the voltage boost applied to the input charge. This process raises the voltage from charging port 120 to a level suitable for charging battery pack 102.

[0049] The controller system 108 also closes the switch S5, thereby configuring the electric vehicle charging system 100 to stabilize the input charger voltage during boost mode operation using the x capacitor 128 (e.g., C3).

[0050] The DC link capacitor C4 stabilizes the output voltage of the drive inverter 112 and smooths out fluctuations during the boost conversion process.

[0051] The adaptive control strategy employed by the inverter switches during charging involves dynamically adjusting the switching mode based on charging conditions to optimize efficiency and performance. The controller system 108 implements this strategy to manage the high-side inverter switches 116 (S6, S7, S8) and the low-side inverter switches 118 (S9, S10, S11) during the boost conversion process.

[0052] The electric vehicle charging system 100 uses both the high-side inverter switch 116 and the low-side inverter switch 118 simultaneously during the boost conversion mode. Integration of X-Cap (C3) and EMI filters (C1 and C2)

[0053] Integrating the X capacitor 128 into the drive unit 104 and the EMI filter 122 into the charging port accessory 106 or the drive unit 104 can achieve a variety of applications: • Electromagnetic Interference (EMI) Management: EMI filter 122 suppresses electromagnetic interference generated during charging. X capacitor 128 is responsible for attenuating differential-mode noise, while EMI filter 122 helps reduce common-mode noise. • Regulatory Compliance: By effectively managing EMI, the integrated X capacitor 128 and EMI filter 122 ensure that the charging system 502 complies with electromagnetic compatibility (EMC) regulations. • System Integration: In some examples (not shown), both the EMI filter 122 and the X capacitor 128 can be located in the drive unit 104, providing a more compact and integrated design. This integration can reduce the overall system complexity and potentially reduce manufacturing costs. • Adaptable to different charging scenarios: The integrated x capacitor 128 and EMI filter 122 design allows the system to handle 400V and 800V charging power supplies, thereby improving system flexibility.

[0054] By integrating these components into the drive unit 104, the electric vehicle charging system 100 achieves effective EMI management and voltage stability while maintaining a compact design and ensuring regulatory compliance. Method 200

[0055] Figure 2 The diagram illustrates a flowchart of method 200 according to some examples, which uses a reconfigurable drive unit to charge an electric vehicle battery. Although example method 200 depicts a specific sequence of operations, this sequence can be changed without departing from the scope of this disclosure. For example, some of the depicted operations can be performed in parallel or in a different order without materially affecting the functionality of method 200. In some examples, different components of the example device or system implementing method 200 can perform their functions substantially simultaneously or in a specific order.

[0056] At box 202, method 200 begins. When an external power source is connected to charging port 120, controller system 108 (e.g., high voltage (HV) controller 126) initiates the charging process.

[0057] At box 204, controller system 108 (e.g., high voltage (HV) controller 126) determines the voltage level of the external power supply. In some examples, at high voltage levels, this determination involves measuring electrical parameters at the charging port interface.

[0058] In a more specific example, controller system 108 may use sensors integrated into charging port accessory 106 to measure the voltage at charging port 120. These sensors may include voltage dividers, analog-to-digital converters, or other voltage sensing circuitry systems to provide accurate readings of the input voltage level.

[0059] At box 206, controller system 108 evaluates whether the determined voltage is sufficient to directly charge battery pack 102. In some examples, at high voltage levels, this evaluation involves comparing the measured voltage with a predetermined threshold.

[0060] In a more specific example, controller system 108 may consider several factors in this evaluation, including: • The current voltage of battery pack 102, which can be obtained from battery management system (BMS) 508. • Maximum charging voltage supported by battery pack 102. • The minimum voltage difference required for efficient charging.

[0061] In a more specific example, the controller system 108 may implement a decision-making algorithm, which: • Calculate the voltage difference between the external power source and battery pack 102. • Estimate the charging efficiency under the current voltage difference. • Consider the thermal management capabilities of the electric vehicle charging system 100 in handling potential heat generation during charging. • Evaluate the potential advantages of activating the boost converter mode versus direct charging in terms of total charging time and system efficiency.

[0062] In some examples, the controller system 108 may compare the determined voltage level (or voltage difference) with the threshold voltage required for direct charging of the battery pack 102. This comparison may involve calculating the voltage difference between the external power source and the battery pack 102, and taking into account factors such as the current voltage of the battery pack 102, the maximum charging voltage supported by the battery pack 102, and the minimum voltage difference required for efficient charging.

[0063] If the voltage is sufficient for direct charging, method 200 proceeds to block 208. Here, in some examples, at high voltage levels, controller system 108 configures electric vehicle charging system 100 for direct charging by establishing an electrical path between the charging port and the battery pack.

[0064] In a more specific example, controller system 108 can perform the following actions to configure the system for direct charging: • Close switches S1 and S2 to connect charging port 120 to drive unit 104. • Close switches S3 and S4 to connect battery pack 102 to drive unit 104. • Close the high-side inverter switch 116 (e.g., S6, S7, S8) and keep the low-side inverter switch 118 (e.g., S9, S10, S11) open. • Keep switch S5 open.

[0065] In a more specific example, the controller system 108 can perform a series of operations to safely configure the electric vehicle charging system 100 for direct charging: • Verify the voltage levels at charging port 120 and battery pack 102 to ensure they are within acceptable ranges for direct charging. • Perform a pre-charge operation to minimize inrush current when connecting the charging port to the battery pack. • Close switches S1 and S2 in a specific sequence (with a slight delay between them) to establish a connection to charging port 120. • Close switches S3 and S4 in a specific sequence to connect battery pack 102. • Close the high-side inverter switch 116 (e.g., S6, S7, S8) and keep the low-side inverter switch 118 (e.g., S9, S10, S11) open. • Monitor current and voltage levels immediately after closing the switch to ensure proper operation. • Activate the relevant parts of the Battery Management System (BMS) 508 to monitor the charging process. • Configure power electronic system 510 and voltage conversion system 512 to support direct charging mode.

[0066] If the voltage is insufficient for direct charging, method 200 proceeds to block 210. In some examples, at high voltage levels, controller system 108 reconfigures drive unit 104 to act as a boost converter, enabling voltage conversion from a lower input voltage to a higher output voltage suitable for charging battery pack 102.

[0067] In a more specific example, controller system 108 may perform the following actions to reconfigure drive unit 104 as a boost converter: • Activate the appropriate switches (e.g., S1, S2, S3, S4) to establish a current path from the charging port 120 through the drive unit 104 to the battery pack 102. • Configure the high-side inverter switch 116 (e.g., S6, S7, S8) and the low-side inverter switch 118 (S9, S10, S11) to operate as switching elements in the boost converter circuit. • Use motor windings 114 (e.g., L1, L2, L3) as inductors in the boost converter circuit.

[0068] To configure the high-side inverter switch 116 (e.g., S6, S7, S8) and the low-side inverter switch 118 (e.g., S9, S10, S11) to operate as switching elements in a boost converter circuit, in some examples, the controller system 108 can simultaneously close the high-side inverter switch 116 (e.g., S6, S7, S8) and the low-side inverter switch 118 (e.g., S9, S10, S11). The controller system 108 can control these switches to operate in the typical switching mode of a boost converter. This involves rapidly turning the switches on and off at high frequencies. The controller system 108 can also adjust the duty cycle of the inverter switches to regulate the voltage boost. By varying the on and off times of the switches, the controller system 108 can control the amount of voltage increase.

[0069] In a more specific example, controller system 108 can implement an interleaved switching strategy, where the multiphase of the inverter is used in a coordinated manner to reduce current ripple and improve efficiency. Controller system 108 can also continuously monitor key parameters such as input current, output voltage, and component temperature to ensure the safe and efficient operation of the boost converter. Based on these measurements, controller system 108 can dynamically adjust the switching strategy.

[0070] Furthermore, the configuration of the boost conversion mode of the electric vehicle charging system 100 by the controller system 108 includes closing switch S5 to activate the x capacitor 128, which effectively connects the x capacitor 128 to the circuit path. This capacitor, also known as a harmonic filter or power factor correction capacitor, works in conjunction with other components to manage and reduce the number of harmonics generated by the converter. The x capacitor 128 operatively absorbs and releases charge in response to voltage fluctuations in the power grid, thereby mitigating harmonic currents that may cause instability or efficiency loss.

[0071] At block 212, controller system 108 manages the battery charging process. In direct charging mode, this may involve monitoring the current and adjusting the charging rate. In boost converter mode, controller system 108 can adjust the duty cycle of the inverter switches to regulate the voltage boost applied to the input charge.

[0072] At box 214, controller system 108 monitors the charging process. This monitoring may include tracking battery temperature, state of charge, and other relevant parameters.

[0073] At box 216, controller system 108 determines whether charging is complete. This determination may be based on the battery pack reaching a predetermined state of charge or other charging completion criteria.

[0074] If charging is not complete, method 200 loops back to box 212 to continue managing the charging process. If charging is complete, the method continues to box 218.

[0075] At box 218, controller system 108 performs a safety check. This check may involve verifying that the system is in a safe state before disconnecting external power.

[0076] At box 220, the method ends. The controller system 108 can then issue a signal indicating that charging is complete and that the external power supply can be safely disconnected. Electric vehicle charging system 300

[0077] Figure 3 The diagram illustrates a system diagram of an electric vehicle charging system 300 based on some examples, which uses two drive units connected in parallel as boost converters. This configuration is based on... Figure 1 The single drive unit system shown and Figure 2 The charging method 200 described in the document.

[0078] The electric vehicle charging system 300 includes a charging port accessory 106, two drive units (302 and 304), a battery pack 102, and a controller system 108. Each drive unit includes a drive inverter with high-side inverter switches (e.g., S6, S7, S8) and low-side inverter switches (e.g., S9, S10, S11), as well as motor windings (e.g., L1, L2, L3) that act as inductors during the boost conversion process.

[0079] In some examples, the electric vehicle charging system 300 can use two drive units 302 and 304 to increase the charging power capacity and handle different charging scenarios.

[0080] At high voltage levels, the controller system 108 can configure the drive units differently based on the input voltage from the external charging source. For example, for boost charging from 400V to 800V, two drive units can operate as a boost converter. For 800V charging, the drive units can be configured for direct charging without voltage boosting.

[0081] In a more specific example, controller system 108 can achieve the following configuration:

[0082] For boost charging from 400V to 800V: • Close switches S1, S2, S3 and S4 to connect the charging port accessory 106 to the battery pack 102 via the two drive units. • Configure the inverter switches (S6-S11) in the two drive units as switching elements for operation bit boost conversion. • The motor windings (L1, L2, L3) in the two drive units are used as inductors in the boost converter circuit. • Close switch S5 in both drive units to activate capacitor x (C3) to stabilize the voltage. • Implement an interleaved switching strategy to reduce current ripple and improve efficiency.

[0083] For direct charging at 800V: • Close switches S1, S2, S3 and S4 to connect charging port accessory 106 to battery pack 102. • Close the high-side inverter switches (S6, S7, S8) in both drive units, while keeping the low-side inverter switches (S9, S10, S11) open. • Configure the motor windings (L1, L2, L3) in the two drive units as current paths. • Keep switch S5 open in both drive units, because direct charging does not require capacitor X (C3).

[0084] In a more specific example, controller system 108 can:

[0085] For boost conversion: • Implement a phase-shift PWM control strategy for the inverter switches, operating at frequencies between 5 and 18 kHz. • The duty cycle of the switch is dynamically adjusted based on the input voltage and the desired output voltage. • Monitor the current flowing through each drive unit and balance the load between them to optimize efficiency and thermal management. • The DC link capacitor (C4) in the two drive units is used to help stabilize the voltage during the boost conversion process.

[0086] For direct charging: • Monitor the current flowing through the two drive units and adjust the charging rate as necessary to prevent the components of the electric vehicle charging system 300 from overheating or experiencing excessive current. • By utilizing a parallel configuration of drive units to handle higher current levels, a faster charging rate can potentially be achieved compared to a single drive unit system. • Conduct safety checks to ensure that voltage and current levels remain within acceptable ranges throughout the charging process.

[0087] The charging port accessory 106 includes capacitors C1 and C2, which are part of an EMI filtering system. These capacitors help manage electromagnetic interference and ensure compatibility with various charging standards.

[0088] The controller system 108 manages the entire charging process, including voltage sensing, drive unit configuration, and charging current control. It employs sophisticated control algorithms to balance the operation of the two drive units, ensuring optimal performance and thermal management.

[0089] This dual-drive unit configuration offers the following advantages: 1. For example, for 400V and 800V charging scenarios, the charging power capacity has been increased. 2. Enhanced flexibility in handling various charging infrastructure voltages. 3. Thermal management is improved by distributing the charging load to two drive units. 4. It has redundancy potential because even if one drive unit fails, the electric vehicle charging system 100 can still operate at reduced power. Electric vehicle charging system 400

[0090] Figure 4 The diagram illustrates a system diagram of an electric vehicle charging system 400 according to some examples, which utilizes two drive units for charging. This configuration is... Figure 1 The single drive unit system shown and Figure 3 An alternative to the dual-drive unit system in the middle, which also combines Figure 2 The charging method described in the document.

[0091] The electric vehicle charging system 400 includes a charging port accessory 106, two drive units (e.g., a first drive unit 402 and a second drive unit 404), a battery pack 102, and a controller system 108. Each drive unit includes a drive inverter with high-side inverter switches (e.g., S6, S7, S8) and low-side inverter switches (e.g., S9, S10, S11), as well as motor windings that act as inductors during charging.

[0092] In some examples, the electric vehicle charging system 400 can use two drive units (first drive unit 402 and second drive unit 404) for different charging scenarios.

[0093] At high voltage levels, the controller system 108 can configure the drive units differently based on the input voltage from an external charging source. For low-voltage charging, only the first drive unit 402 can be used as a boost converter. For high-voltage charging, both drive units 402 and 404 can be configured for direct charging without voltage boosting.

[0094] In a more specific example, controller system 108 can achieve the following configuration:

[0095] For boost charging from lower voltage (e.g., 400V) to higher voltage (e.g., 800V): • Close only switches S1, S2, S3 and S4 of the first drive unit 402 to connect the charging port accessory 106 to the battery pack 102 via the first drive unit 402. • Only the inverter switches (S6-S11) in the first drive unit 402 are configured as switching elements that operate as boost conversion. • The motor winding in the first drive unit 402 is used as the inductor of the boost converter circuit. • Close switch S5 in the first drive unit 402 to activate capacitor x (C3) to stabilize the voltage. • In this charging mode, the second drive unit 404 remains inactive.

[0096] For direct charging at higher voltages (e.g., 800V): • Close switches S1, S2, S3 and S4 to connect the charging port accessory 106 to the battery pack 102 via two drive units 402 and 404. • Close the high-side inverter switches (S6, S7, S8) in both drive units, while keeping the low-side inverter switches (S9, S10, S11) open. • Configure the motor windings in both drive units as current paths. • Keep switch S5 open in both drive units, because direct charging does not require capacitor X (C3).

[0097] In a more specific example, controller system 108 can:

[0098] For boost conversion using the first drive unit 402: • A PWM control strategy is implemented for the inverter switch in the first drive unit 402, which operates at a frequency between 5 and 18 kHz. • The duty cycle of the switch is dynamically adjusted based on the input voltage and the desired output voltage. • Monitor the current flowing through the first drive unit 402 and adjust the boost conversion parameters to optimize efficiency and thermal management. • The DC link capacitor (C4) in the first drive unit 402 helps stabilize the voltage during the boost conversion process.

[0099] For direct charging using two drive units: • Monitor the current flowing through the two drive units and adjust the charging rate as necessary to prevent any single component from overheating or experiencing excessive current. • By utilizing a parallel configuration of drive units to handle higher current levels, a faster charging rate can potentially be achieved compared to a single drive unit system. • Conduct safety checks to ensure that voltage and current levels remain within acceptable ranges throughout the charging process. • Balance the current between the two drive units to optimize charging efficiency and thermal management.

[0100] This configuration is characterized by the negative terminal of the charger merging back through the first drive unit 402. This means that both the positive and negative paths of the charging current flow through the first drive unit 402, potentially simplifying the control strategy and reducing the complexity of the charging circuit.

[0101] The positive-side DC current flows through the stator and MOSFET pairs in the first drive unit 402 and the second drive unit 404. This parallel current path allows for handling higher charging currents, potentially enabling faster charging rates in 800V charging scenarios.

[0102] Charging port accessory 106 includes capacitors C1 and C2, which serve as part of an EMI filtering system. These capacitors help manage electromagnetic interference and ensure compatibility with various charging standards.

[0103] The controller system 108 manages the entire charging process, including voltage sensing, drive unit configuration, and charging current control. It executes control algorithms to balance the operation of the two drive units, ensuring optimal performance and thermal management.

[0104] This configuration offers several advantages, such as: 1. It can flexibly use a single drive unit for 400V to 800V boost charging, thereby reducing the complexity of low-power charging scenarios. 2. It can utilize two drive units for high-power 800V charging, thus achieving a faster charging rate. 3. The simplified negative circuit via a single drive unit potentially improves control and reduces electromagnetic interference. 4. Thermal management is enhanced by distributing the charging load across the two drive units during high-power charging. Vehicle 506 architecture

[0105] Figure 5 This is a system diagram illustrating the architecture of an electric vehicle (EV) 506 based on some examples. The diagram shows the systems and subsystems that collectively achieve the functionality and operational efficiency of the electric vehicle 506.

[0106] Vehicle 506 includes multiple interconnected advanced systems, including battery system 514, propulsion system 516, structural and mechanical system 518, charging system 502, power electronics system 510, control system 520, driver interface and infotainment system 522, safety system 524, and assistance system 526.

[0107] The battery system 514 includes a battery module 528 that houses multiple battery cells 530. A battery management system (BMS) 508 monitors and manages the battery cells and module, while a thermal management system 532 regulates the battery temperature.

[0108] The propulsion system 516 includes an electric motor 504, which may include Figure 1 The electric motor winding 114 is shown. The power inverter 534 in the propulsion system may include... Figure 1 The drive inverter 112 in the middle converts the direct current from the battery into alternating current for the electric motor.

[0109] The charging system 502 replenishes the battery system 514 with electrical energy, and may include Figure 1The components shown include charging port accessory 106, charging port 120, and onboard charger 110. The charging system 502 supports various charging methods, including... Figure 1 The boost converter functionality of the drive unit described herein.

[0110] Figure 1 The controller system 108 in the middle is integrated into Figure 5 This is within the broader control system 520 of the electric vehicle 506 shown. This integration allows the controller system 108 to manage the overall operation of the vehicle, including key functions related to charging and propulsion. Specifically, the controller system 108 monitors the charging process by engaging with components such as the battery pack 102, the drive unit 104, and the charging port accessory 106.

[0111] The controller system 108 within the control system 520 functions to reconfigure the drive unit 104 as a boost converter as needed during charging. This adaptive capability allows the vehicle to charge efficiently from various power sources with different voltage levels. The controller system 108 can determine when to implement this reconfiguration based on the input voltage from the external charging source, thereby enabling the vehicle to optimize its charging process in different scenarios.

[0112] As part of the large control system 520, the controller system 108 can coordinate its operation with other vehicle systems, such as the propulsion system 516, the power electronics system 510, and the battery management system (BMS) 508. This integration ensures that charging operations are coordinated with the overall state and requirements of the vehicle, thereby potentially improving efficiency and safety during the charging process.

[0113] The power electronic system 510 includes a power distribution unit (PDU536 and voltage conversion system 512) which may contain power from... Figure 1 The drive inverter 112 and its components perform some of the functions, such as managing and converting the power within the vehicle.

[0114] The structural and mechanical systems 518, driver interface and infotainment system 522, safety system 524 (including ADAS 538), and assistance system 526 form a complete vehicle architecture that supports the overall functionality and user experience of electric vehicles. Machine 600

[0115] Figure 6This is a schematic representation of machine 600, within which instructions 602 (e.g., software, programs, applications, applets, or other executable code) can be executed to cause machine 600 to perform one or more methods discussed herein. For example, instruction 602 can cause machine 600 to perform any one or more methods described herein. Instruction 602 transforms a general, unprogrammed machine 400 into a specific machine 600, which is programmed to perform the described and illustrated functions in the described manner. Machine 600 can operate as a standalone device or can be coupled (e.g., networked) to other machines. In a networked deployment, machine 600 can operate as a server machine or a client machine in a server-client network environment, or as a peer machine in a peer-to-peer (or distributed) network environment.

[0116] Machine 600 may include, but is not limited to, a controller system or its components, such as the examples discussed above.

[0117] Machine 600 may include processor 604, memory 606, and I / O components 608, which may be configured to communicate via bus 610. In some examples, processor 604 (e.g., a central processing unit (CPU), a reduced instruction set computing (RISC) processor, a complex instruction set computing (CISC) processor, a graphics processing unit (GPU), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a radio frequency integrated circuit (RFIC), a tensor processing unit (TPU), a neural processing unit (NPU), a vision processing unit (VPU), a machine learning accelerator (MLA), a cryptographic accelerator, a field-programmable gate array (FPGA), a quantum processor, other processors, or any suitable combination thereof) may include, for example, processor 612 and processor 614 executing instruction 602.

[0118] Although Figure 6 Multiple processors 604 are shown, but machine 600 may include a single-core processor, a multi-core single-processor (e.g., a multi-core processor), a single-core multi-processor, a multi-core multi-processor, or any combination thereof. Modern processor architectures include superscalar, very long instruction word (VLIW), vector processors, multi-core, many-core, neuromorphic, and quantum architectures.

[0119] Memory 606 includes main memory 616, static memory 618, and memory cell 620, which are accessible to processor 604 via bus 610. Main memory 606, static memory 618, and memory cell 620 store instruction 602, which embodies any one or more of the methods or functions described herein. During execution of instruction 602 by machine 600, instruction 602 may also reside wholly or partially in main memory 616, in static memory 618, in machine-readable medium 622 within memory cell 620, in processor 604 (e.g., in processor cache), or in any suitable combination thereof.

[0120] I / O component 608 may include various components to receive input, provide output, generate output, transmit information, exchange information, or capture measurement values. The specific I / O component 608 included in a particular machine depends on the type of machine. For example, a portable machine such as a mobile phone may include a touch input device or other such input mechanism, while a headless server machine may not include such a touch input device. I / O component 608 may include... Figure 6 Many other components are not shown. In various examples, I / O component 608 may include output component 624 and input component 626. Output component 624 may include visual components (e.g., displays, such as plasma display panels (PDPs), light-emitting diode (LED) displays, liquid crystal displays (LCDs), projectors, or cathode ray tubes (CRTs)), acoustic components (e.g., speakers), haptic components (e.g., vibration motors, resistance mechanisms), or other signal generators. Input component 626 may include alphanumeric input components (e.g., keyboards, touchscreens configured to receive alphanumeric input, photoelectric keyboards, or other alphanumeric input components), point-based input components (e.g., mice, touchpads, trackballs, joysticks, motion sensors, or other pointing instruments), haptic input components (e.g., physical buttons, touchscreens or other haptic input components that provide location and / or force for touch or touch gestures), audio input components (e.g., microphones), etc.

[0121] Motion component 628 includes acceleration sensor components (e.g., accelerometer), gravity sensor components, and rotation sensor components (e.g., gyroscope). For example, environmental component 630 includes one or more cameras, light sensor components (e.g., photometer), temperature sensor components (e.g., one or more thermometers that detect ambient temperature), humidity sensor components, pressure sensor components (e.g., barometer), acoustic sensor components (e.g., one or more microphones that detect background noise), proximity sensor components (e.g., infrared sensors that detect nearby objects), gas sensors (e.g., gas detection sensors that detect hazardous gas concentrations to ensure safety or measure pollutants in the atmosphere), or other components that provide indications, measurements, or signals corresponding to the surrounding physical environment. Position component 632 includes location sensor components (e.g., Global Positioning System (GPS) receiver components), altitude sensor components (e.g., altimeters or barometers that detect air pressure (from which altitude can be derived), orientation sensor components (e.g., magnetometer), etc.

[0122] Communication can be implemented using a wide variety of technologies. I / O component 608 also includes communication component 634, operable to couple machine 600 to network 636 or device 638 via appropriate coupling or connection. For example, communication component 634 may include network interface component or other suitable device to engage with network 636. In further examples, communication component 634 may include wired communication component, wireless communication component, cellular communication component, near field communication (NFC) component, Bluetooth® component (e.g., Bluetooth Low Energy®), Wi-Fi® component, and other communication components that provide communication via other means. Device 638 may be another machine or any of a wide variety of peripheral devices (e.g., peripheral devices coupled via USB).

[0123] Furthermore, the communication component 634 can detect identifiers, or include components operable to detect identifiers. For example, the communication component 634 may include a radio frequency identification (RFID) tag reader component, an NFC smart tag detection component, an optical reader component (e.g., an optical sensor that detects one-dimensional barcodes (such as Universal Product Code (UPC) barcodes), multi-dimensional barcodes (such as Quick Response (QR) codes, Aztec codes, data matrices, data glyphs, Maxi codes, PDF417, Ultra codes, UCC RSS-2D barcodes, and other optical codes), or an acoustic detection component (e.g., a microphone that identifies tag audio signals). Additionally, a variety of information can be obtained via the communication component 634, such as location via Internet Protocol (IP) geolocation, location via Wi-Fi® signal triangulation, or location via detection of NFC beacon signals that can indicate a specific location.

[0124] Various memories (e.g., main memory 616, static memory 618, and / or the memory of processor 604) and / or storage units 620 may store one or more sets of instructions and data structures (e.g., software) that embody or are used by any one or more methods or functions described herein. When executed by processor 604, these instructions (e.g., instruction 602) cause various operations to implement the disclosed examples.

[0125] Instruction 602 may be transmitted or received over network 636 via a transmission medium, via a network interface device (e.g., a network interface component included in communication component 634) and using any of several well-known transmission protocols (e.g., Hypertext Transfer Protocol (HTTP)). Similarly, instruction 602 may be transmitted or received via a transmission medium, via coupling with device 638 (e.g., point-to-point coupling). Example

[0126] In view of the foregoing disclosure, various examples are set forth below. It should be noted that one or more features of the examples, whether considered individually or in combination, should be considered within the scope of the disclosure of this application.

[0127] Example 1 is a method for charging an electric vehicle, comprising: receiving power from an external charging source; reconfiguring a drive unit of the electric vehicle as a boost converter, wherein the drive unit includes a motor and an inverter; boosting the voltage received from the external charging source using the reconfigured drive unit; and charging the battery pack of the electric vehicle using the boosted voltage.

[0128] In Example 2, based on the subject matter described in Example 1, the method further includes: determining the voltage level of an external charging source; assessing whether the determined voltage is sufficient to directly charge the battery pack; and configuring the system to perform direct charging if the voltage is sufficient.

[0129] In Example 3, following the subject matter described in Examples 1-2, determining the voltage level involves using a sensor integrated into the charging port accessory to measure electrical parameters at the charging port interface.

[0130] In Example 4, based on the subject matter described in Examples 1-3, the assessment of whether the determined voltage is sufficient for direct charging includes comparing the measured voltage with a predetermined threshold, and taking into account the current voltage of the battery pack, the maximum charging voltage supported by the battery pack, and the minimum voltage difference required for efficient charging.

[0131] In Example 5, based on the subject matter described in Examples 1-4, the reconfiguration drive unit includes utilizing motor windings as inductors in a boost converter.

[0132] In Example 6, according to the subject matter described in Examples 1-5, the reconfiguration drive unit includes utilizing an inverter switch as a switching element in a boost converter.

[0133] In Example 7, following the subject matter described in Examples 1-6, reconfiguring the drive unit as a boost converter involves selecting the high-side or low-side inverter switch for conduction based on factors including thermal management and efficiency optimization.

[0134] In Example 8, in accordance with the subject matter described in Examples 1-7, the inverter's DC link capacitor is also used as the output capacitor of the boost converter.

[0135] In Example 9, in accordance with the subject matter described in Examples 1-8, the method also includes maintaining the high-voltage bus at the battery pack voltage during charging.

[0136] In Example 10, the subject matter of Examples 1-9 is followed, wherein the method can be operated without a dedicated switch for direct connection during high-voltage charging.

[0137] In Example 11, based on the subject matter described in Examples 1-10, one side of the inverter is also used as a contactor during high-voltage charging.

[0138] In Example 12, in accordance with the subject matter described in Examples 1-11, an adaptive control strategy for implementing inverter switching during charging is also included, wherein the adaptive control strategy dynamically adjusts the switching mode based on charging conditions.

[0139] In Example 13, based on the subject matter described in Examples 1-12, an adaptive control strategy is able to utilize a high-side or low-side switch based on charging conditions.

[0140] In Example 14, following the subject matter described in Examples 1-13, an external charging source is configured to provide 400V or 800V power.

[0141] In Example 15, following the subject matter described in Examples 1-14, the method, for a 400V charging source, includes boosting the voltage to charge the battery pack.

[0142] In Example 16, following the subject matter described in Examples 1-15, the method for an 800V charging source includes conducting the charging current through the motor windings and inverter switches without boosting the voltage.

[0143] In Example 17, in accordance with the subject matter described in Examples 1-16, an X-Cap and EMI filter are also integrated within the drive unit to manage electromagnetic interference and ensure regulatory compliance.

[0144] In Example 18, the subject matter is based on that described in Examples 1-17, where the method is compatible with both even and odd module battery architectures.

[0145] Example 19 is an electric vehicle charging system comprising: a drive unit including a motor and an inverter; a battery pack; a charging interface configured to receive power from an external charging source; and a controller configured to: reconfigure the drive unit to act as a boost converter; boost the voltage received from the external charging source using the reconfigured drive unit; and charge the battery pack using the boosted voltage.

[0146] In Example 20, following the subject matter described in Example 19, the controller is further configured to: determine the voltage level of an external charging source; assess whether the determined voltage is sufficient to directly charge the battery pack; and if the voltage is sufficient for direct charging, configure the system to perform direct charging.

[0147] In Example 21, based on the subject matter described in Examples 19-20, the motor winding is configured to act as an inductor in the boost converter.

[0148] In Example 22, according to the subject matter described in Examples 19-21, the inverter switch is configured to act as a switching element in the boost converter.

[0149] In Example 23, based on the subject matter described in Examples 19-22, a DC link capacitor is also included, which is configured to act as the output capacitor of the boost converter.

[0150] In Example 24, following the subject matter described in Examples 19-23, the controller is also configured to maintain the high-voltage bus at the battery pack voltage during charging.

[0151] In Example 25, based on the subject matter described in Examples 19-24, the system can operate without a dedicated switch for direct connection during high-voltage charging.

[0152] In Example 26, based on the subject matter described in Examples 19-25, one side of the inverter is configured to act as a contactor during high-voltage charging.

[0153] In Example 27, based on the subject matter described in Examples 19-26, the controller is configured to implement an adaptive control strategy for the inverter switches during charging, which enables the use of either the high-side or low-side switches based on charging conditions.

[0154] In Example 28, following the subject matter described in Examples 19-27, the charging interface is configured to receive power from 400V and 800V charging sources.

[0155] In Example 29, following the subject matter described in Examples 19-28, the controller is configured to boost the voltage for a 400V charging source to charge the battery pack.

[0156] In Example 30, following the subject matter described in Examples 19-29, the controller is configured, for an 800V charging source, to conduct the charging current through the motor windings and inverter switches without boosting the voltage.

[0157] In Example 31, in accordance with the subject matter described in Examples 19-30, an X-Cap and EMI filter integrated within the drive unit are also included, wherein the X-Cap and EMI filter are configured to manage electromagnetic interference and ensure regulatory compliance.

[0158] In Example 32, following the subject matter described in Examples 19-31, the system is configured to be compatible with both even and odd number of modular battery architectures.

[0159] Example 33 is an electric vehicle charging system comprising: a drive unit including a motor and an inverter; a battery pack; a charging interface configured to receive power from an external charging source; and a controller configured to: determine a voltage level of the external charging source; assess whether the determined voltage is sufficient to directly charge the battery pack; configure the system to perform direct charging based on sufficient voltage; reconfigure the drive unit to act as a boost converter based on insufficient voltage; boost the voltage received from the external charging source using the reconfigured drive unit based on insufficient voltage; and charge the battery pack using the boosted voltage.

[0160] In Example 34, the subject matter described in Example 33 includes a motor winding of a motor, which is configured to act as an inductor in a boost converter.

[0161] In Example 35, the subject matter described in Examples 33-34 includes an inverter switch of an inverter, which is configured to act as a switching element in a boost converter.

[0162] In Example 36, the subject matter described in Examples 33-35 includes a DC link capacitor configured to act as the output capacitor of a boost converter.

[0163] In Example 37, the subject matter described in Examples 33-36 includes one side of an inverter that is configured to act as a contactor during high-voltage charging.

[0164] In Example 38, the subject matter described in Examples 33-37 includes a charging interface capable of receiving power from both low-voltage and high-voltage charging sources.

[0165] In Example 39, the subject matter according to Example 38 includes a controller configured to: boost the voltage to charge the battery pack for a low-voltage charging source; and conduct the charging current through the motor windings and inverter switches for a high-voltage charging source without boosting the voltage.

[0166] In Example 40, the subject matter described according to Examples 33-39 includes an EMI filter and an X capacitor integrated within the drive unit.

[0167] In Example 41, the subject matter according to Examples 33-40 includes a controller that is also configured to implement an adaptive control strategy for inverter switching during charging, which is capable of using either the high-side or low-side inverter switching based on charging conditions.

[0168] In Example 42, the subject matter according to Examples 33-41 includes a controller that is also configured to maintain the high-voltage bus at the battery pack voltage during charging, thereby enabling the auxiliary system to operate with its optimized voltage.

[0169] Example 43 is a method for charging an electric vehicle, the method comprising: determining a voltage level of an external charging source; comparing the determined voltage level with a threshold voltage required for direct charging of the battery pack; configuring a drive unit of the electric vehicle to act as a boost converter based on the determined voltage level being lower than the threshold voltage required for direct charging; boosting the voltage received from the external charging source using the configured drive unit; and charging the battery pack using the boosted voltage.

[0170] In Example 44, the subject matter described in Example 43 includes configuring a charging system for direct charging based on a determined voltage level that is equal to or higher than a threshold voltage required for direct charging.

[0171] In Example 45, the subject matter described in Examples 43-44 includes determining voltage levels, including using sensors integrated into the charging port accessory to measure electrical parameters at the charging port interface.

[0172] In Example 46, the subject matter according to Examples 43-45 includes a drive unit comprising an electric motor and an inverter, and the drive unit configured for an electric vehicle includes using the motor windings of the electric motor as an inductor and the inverter switch of the inverter as a switching element to boost the voltage received from an external charging source.

[0173] In Example 47, the subject matter described in Examples 43-46 includes an adaptive control strategy for implementing inverter switching during charging, wherein the adaptive control strategy dynamically adjusts the switching mode based on charging conditions.

[0174] In Example 48, the subject matter described in Examples 43-47 includes: charging a battery pack by boosting the voltage based on a relatively low voltage provided by an external charging source; and conducting the charging current through the motor windings and inverter switches without boosting the voltage based on a relatively high voltage provided by an external charging source.

[0175] Example 49 is an electric vehicle comprising: a propulsion system including an electric motor and a power inverter; a battery system including a battery pack and a battery management system; a charging system including a charging interface configured to receive power from an external charging source; and a controller configured to: determine the voltage of the external charging source; assess whether the determined voltage is sufficient to directly charge the battery pack; configure the charging system to perform direct charging based on the sufficient voltage; configure at least one of the electric motor and the associated power inverter to act as a boost converter based on the insufficient voltage; and when the voltage is insufficient for direct charging, cause the charging system to boost the voltage received from the external charging source using at least one of the electric motor and the associated power inverter so as to charge the battery pack using the boosted voltage.

[0176] In Example 50, the subject matter according to Example 49 includes a controller configured to maintain a high-voltage bus at the battery pack voltage during charging, thereby enabling the auxiliary system to operate at or near the determined voltage.

[0177] In Example 51, the subject matter described according to Examples 49-50 includes EMI filters and X capacitors integrated within the propulsion system.

[0178] In Example 52, the subject matter described in Examples 49-51 includes a charging system compatible with both even and odd number of module battery configurations, wherein the controller is also configured to adjust the voltage boost level based on the determined battery pack configuration.

[0179] Example 53 is an electric vehicle power management system including: a propulsion unit with motor windings and power switching elements; an energy storage device; a power input interface; and a control module configured to: evaluate input power characteristics from the power input interface; determine whether the input power characteristics meet a threshold for direct energy transfer to the energy storage device; initiate direct energy transfer when the threshold is met; and when the threshold is not met: reconfigure the propulsion unit to operate as a power converter, use the reconfigured propulsion unit to improve the input power characteristics, and use the improved power characteristics to facilitate energy transfer to the energy storage device.

[0180] In Example 54, the subject matter according to Example 53 includes a control module that is also configured to maintain the high-voltage bus at the energy storage device voltage during energy transfer, thereby enabling the auxiliary vehicle system to operate at its design voltage.

[0181] In Example 55, the subject matter described in Examples 53-54 includes a power switching element configured to act as a switching component in a power converter when the propulsion unit is reconfigured.

[0182] Example 56 is a method for managing power in an electric vehicle, comprising: receiving input power at a vehicle charging interface; analyzing parameters of the input power; comparing the analyzed parameters with predetermined thresholds; initiating direct power transfer to a vehicle energy storage system based on the comparison result indicating that the parameters meet the thresholds; and initiating direct power transfer to a vehicle energy storage system based on the comparison result indicating that the parameters do not meet the thresholds: adapting the vehicle propulsion system as a power enhancement circuit, using the adapted propulsion system to modify the input power parameters, and transferring the modified power to the vehicle energy storage system.

[0183] In Example 57, the subject matter described in Example 56 includes implementing an adaptive control strategy for a power enhancement circuit, wherein the strategy dynamically adjusts the operating mode based on power transmission conditions.

[0184] In Example 58, the subject matter described according to Examples 56-57 includes: enhancing input power when the charging interface receives power from a lower voltage source; and transmitting power without enhancement when the charging interface receives power from a higher voltage source.

[0185] Example 59 is an energy management device for an electric vehicle, comprising: a multiphase motor; a power inverter associated with the motor; an energy storage unit; a power receiving port; and a controller programmed to: evaluate the power characteristics at the power receiving port; determine whether the power characteristics are compatible with direct charging of the energy storage unit; initiate direct charging when compatible; and, when incompatible, reconfigure at least one phase of the motor and a portion of the power inverter to form a power enhancement circuit, using the power enhancement circuit to adjust the power characteristics to a level compatible with the energy storage unit, and initiating charging using the adjusted power.

[0186] In Example 60, the subject matter according to Example 59 includes a controller programmed to implement a variable control scheme for a power enhancement circuit, thereby enabling different switching strategies to be employed based on charging conditions.

[0187] In Example 61, the subject matter described according to Examples 59-60 includes electromagnetic interference mitigation components integrated into motor and power inverter accessories.

[0188] In Example 62, the subject matter according to Examples 59-61 includes an energy management device configured to be compatible with energy storage units having both even and odd numbers of modules.

[0189] In Example 63, the subject matter described in Examples 59-62 includes a controller that is also programmed to maintain a consistent high-voltage bus voltage during charging operations, thereby allowing the auxiliary vehicle system to operate at its designed voltage level. Glossary

[0190] A “component” can include a device, physical entity, or logic whose boundaries are defined by function or subroutine calls, branch points, APIs, or other techniques that allow for the partitioning or modularization of specific processing or control functions. A component can be combined with other components via its interface to perform machine processes. A component can be a packaged functional hardware unit designed for use with other components, or it can be part of a program that typically performs a specific or related function. A component can constitute a software component (e.g., code embodied on a machine-readable medium) or a hardware component. A “hardware component” is a tangible unit capable of performing certain operations and can be configured or arranged in a specific physical manner. In some examples, one or more computer systems (e.g., standalone computer systems, client computer systems, or server computer systems) or one or more hardware components (e.g., processors or groups of processors) of a computer system can be configured as hardware components by software (e.g., an application or application portion) that operates to perform certain operations described herein. Hardware components can also be implemented mechanically, electronically, or by any suitable combination thereof. For example, a hardware component can include dedicated circuitry or logic permanently configured to perform certain operations. A hardware component can be a dedicated processor, such as a field-programmable gate array (FPGA) or an application-specific integrated circuit (ASIC). Hardware components may also include programmable logic or circuitry systems temporarily configured by software to perform certain operations. For example, a hardware component may include software executed by a general-purpose processor or other programmable processor. Once configured by such software, the hardware component becomes a specific machine (or a specific part of a machine) specifically tailored to perform the configured function, and is no longer a general-purpose processor. The decision to implement a hardware component mechanically, with a dedicated and permanently configured circuitry system, or with a temporarily configured circuitry system (e.g., configured by software) may be based on cost and time considerations. Therefore, the term "hardware component" (or "hardware-implemented component") should be understood to encompass tangible entities that are physically constructed, permanently configured (e.g., hardwired), or temporarily configured (e.g., programmed) to operate or perform certain operations described herein. Considering examples where hardware components are temporarily configured (e.g., programmed), each of the hardware components does not need to be configured or instantiated at any given point in time. For example, when a hardware component includes a general-purpose processor configured by software as a dedicated processor, that general-purpose processor may be configured as different dedicated processors (e.g., including different hardware components) at different times. Accordingly, the software configures one or more specific processors, for example, to constitute a specific hardware component at one point in time and a different hardware component at different points in time. Hardware components can provide information to other hardware components and can also receive information from other hardware components. Therefore, the described hardware components can be considered communicatively coupled.When multiple hardware components exist simultaneously, communication can be achieved through signal transmission between two or more hardware components (e.g., via appropriate circuitry and buses). In examples where multiple hardware components are configured or instantiated at different times, such communication between hardware components can be achieved, for example, by storing and retrieving information in a memory structure accessible to the multiple hardware components. For example, a hardware component can perform an operation and store the output of that operation in a storage device communicatively coupled to it. Subsequently, another hardware component can access the storage device, retrieve, and process the stored output. Hardware components can also initiate communication with input or output devices and can operate on resources (e.g., sets of information). The various operations of the example methods described herein can be performed at least partially by one or more processors, which are temporarily configured (e.g., by software) or permanently configured to perform the relevant operations. Whether temporarily or permanently configured, such processors can constitute processor-implemented components that operate to perform one or more operations or functions described herein. As used herein, "processor-implemented component" refers to a hardware component implemented using one or more processors. Similarly, the methods described herein can be implemented at least partially by processors, where one or more specific processors are examples of hardware. For example, at least some operations of the methods described herein can be performed by one or more processors 1004 or processor-implemented components. Furthermore, one or more processors can operate to support the execution of related operations in a “cloud computing” environment, or operate as “Software as a Service” (SaaS). For example, at least some operations can be performed by a cluster of computers (as an example of machines including processors), accessible via a network (e.g., the Internet) and through one or more appropriate interfaces (e.g., APIs). The execution of some operations can be distributed across multiple processors, which may reside not only in a single machine but also be deployed across multiple machines. In some examples, the processors or processor-implemented components may reside in a single geographic location (e.g., within a home environment, office environment, or server cluster). In some examples, the processors or processor-implemented components may be distributed across several geographic locations.

[0191] "High-speed chargers" can include electric vehicle charging stations capable of delivering direct current (DC) power at high voltage and high current levels, typically providing 50 kW or higher charging power. These chargers can be designed to quickly replenish the battery power of electric vehicles, significantly reducing charging time compared to low-power chargers. High-speed chargers typically operate at voltage levels of 400 to 900 volts DC or higher.

[0192] The "drive unit" may include accessories such as an electric motor, an inverter, and associated control electronics for electric vehicle propulsion and / or energy conversion. It may encompass components that can be reconfigured for different operating modes, such as electric motor windings, inverter switches, and capacitors.

[0193] A "boost converter" can include any circuit or system capable of boosting an input voltage to a higher output voltage. In the field of electric vehicle charging, it can refer to the reconfiguration of existing drive unit components to perform voltage boosting.

[0194] A “charging interface” can include any physical or electrical connection point designed to receive power from an external charging source. This can encompass charging ports, connectors, and associated circuitry for interfacing with various charging infrastructures.

[0195] A “controller” can include any electronic control unit, microprocessor, or computing system capable of managing and coordinating the operation of various vehicle systems. It can encompass functions related to power management, charging control, and system reconfiguration.

[0196] "Open circuit voltage (OCV)" refers to the voltage measured between the terminals of a battery pack when it is not connected to any load or charging source. It represents the potential difference between the positive and negative terminals of the battery pack in a static state.

[0197] In some examples, a "processor" may include one or more circuits or virtual circuits (e.g., physical circuits simulated by logic executed on an actual processor) that manipulate data values ​​according to control signals (e.g., commands, opcodes, machine code, control words, macro instructions, etc.) and generate corresponding output signals applied to operate the machine. For example, a processor may include at least one of the following: a central processing unit (CPU), a reduced instruction set computing (RISC) processor, a complex instruction set computing (CISC) processor, a graphics processing unit (GPU), a digital signal processor (DSP), a tensor processing unit (TPU), a neural processing unit (NPU), a vision processing unit (VPU), a machine learning accelerator, an artificial intelligence accelerator, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), a radio frequency integrated circuit (RFIC), a neuromorphic processor, a quantum processor, or any combination thereof.

[0198] Processors can also be multi-core processors with two or more independent processors (sometimes called "cores") that can execute instructions simultaneously. A multi-core processor contains multiple computing cores on a single integrated circuit chip, each capable of independently executing program instructions in parallel. Parallel processing on multi-core processors can be implemented using architectures such as superscalar, VLIW, vector processing, or SIMD, which allow each core to operate on a separate stream of instructions simultaneously.

[0199] A processor can be simulated in software, operating on a physical processor as a virtual processor or virtual circuit. A virtual processor can behave similarly to a standalone processor, but it is implemented through software rather than hardware.

Claims

1. An electric vehicle charging system, comprising: The drive unit includes a motor and an inverter; A charging interface configured to receive power from an external charging source; as well as The controller is configured to: Determine the voltage level of the external charging source; It was determined that the voltage was insufficient to directly charge the battery pack. Since the determined voltage is insufficient for direct charging, the drive unit is configured to act as a boost converter; Since the voltage is insufficient for direct charging, the driving unit is used to boost the voltage received from the external charging source, so that the boosted voltage can charge the battery pack.

2. The system of claim 1, wherein the controller is further configured to: Determining that the determined voltage is sufficient to directly charge the battery pack; and Based on the fact that the determined voltage is sufficient for direct charging, the drive unit is configured to perform direct charging.

3. The system of claim 1, wherein the motor windings of the motor are configured to act as inductors in the boost converter.

4. The system of claim 1, wherein configuring the drive unit to act as a boost converter includes configuring the inverter switch of the inverter to act as a switching element.

5. The system of claim 1, wherein configuring the inverter switch of the inverter to act as a switching element includes configuring one side of the inverter to act as a contactor during high-voltage charging.

6. The system of claim 5, wherein the charging interface is capable of receiving power from both a low-voltage charging source and a high-voltage charging source.

7. The system of claim 6, wherein the controller is configured to: For the low-voltage charging source, the voltage is boosted to charge the battery pack; and For the high-voltage charging source, without boosting the voltage, the charging current is conducted through the motor windings and the inverter switch.

8. The system of claim 1 further includes an EMI filter and an X capacitor integrated within the drive unit.

9. The system of claim 1 further includes a DC link capacitor configured to act as an output capacitor of the boost converter.

10. The system of claim 1, wherein the controller is further configured to maintain the high-voltage bus at the battery pack voltage during charging, thereby enabling the auxiliary system to operate at the optimized voltage of the auxiliary system.

11. A method for charging an electric vehicle, the method comprising: Determine the voltage level of the external charging source; The determined voltage level is compared with the threshold voltage required for direct charging of the battery pack; Based on the fact that the determined voltage level is below the threshold voltage required for direct charging, the drive unit of the electric vehicle is configured to act as a boost converter; The voltage received from the external charging source is boosted using the configured drive unit; as well as The battery pack is charged using the boosted voltage.

12. The method of claim 11, further comprising: The charging system is configured to perform direct charging based on the determined voltage level being equal to or higher than the threshold voltage required for direct charging.

13. The method of claim 11, wherein determining the voltage level comprises using a sensor integrated into the charging port accessory to measure electrical parameters at the charging port interface.

14. The method of claim 11, wherein the drive unit comprises an electric motor and an inverter, and the drive unit configured for the electric vehicle comprises using the motor windings of the electric motor as an inductor and using the inverter switch of the inverter as a switching element to boost the voltage received from the external charging source.

15. The method of claim 11, further comprising implementing an adaptive control strategy for the inverter switch during charging, wherein the adaptive control strategy dynamically adjusts the switching mode based on charging conditions.

16. The method of claim 11, further comprising: The battery pack is charged by boosting the voltage of the relatively low-voltage power provided by the external charging source. as well as Based on the relatively high voltage provided by the external charging source, the charging current is conducted through the motor windings and inverter switches without boosting the voltage.

17. An electric vehicle, comprising: Propulsion systems including electric motors and power inverters; A battery system, including the battery pack and battery management system; A charging system, the charging system including a charging interface configured to receive power from an external charging source; as well as The controller is configured to: Determine the voltage of the external charging source; Assess whether the determined voltage is sufficient to directly charge the battery pack; Perform at least one of the following operations: Based on the fact that the voltage is sufficient for direct charging, the charging system is configured to perform direct charging; Since the voltage is insufficient for direct charging, at least one of the electric motor and the associated power inverter is configured to act as a boost converter; as well as Since the voltage is insufficient for direct charging, the charging system uses at least one of the electric motor and the associated power inverter to boost the voltage received from the external charging source so as to charge the battery pack with the boosted voltage.

18. The electric vehicle of claim 17, wherein the controller is further configured to maintain the high-voltage bus at a voltage in the battery pack during charging, thereby enabling the auxiliary system to operate at or near a determined voltage.

19. The electric vehicle of claim 17, further comprising an EMI filter and an X capacitor integrated within the propulsion system.

20. The electric vehicle of claim 17, wherein the charging system is compatible with both even-numbered and odd-numbered module battery configurations, and wherein the controller is further configured to adjust the voltage boost level based on the determined battery pack configuration.

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