Bidirectional power transfer for electric vehicles

Abstract

An electric power electronics system for a vehicle can include a vehicle charging outlet. The electric power electronics system can also include a vehicle-to-load (V2L) power outlet for providing alternating current to an external device. The V2L power outlet is electrically connected to the vehicle charging outlet. The electric power electronics system can also include a bi-directional on-board charging module (OBCM) electrically connected to a battery of the vehicle. The bi-directional OBCM is also electrically connected to the vehicle charging outlet and the V2L power outlet. The electric power electronics system can also include an alternating current (AC) to AC converter electrically connected to the vehicle charging outlet, the V2L power outlet, and the bi-directional OBCM. The electric power electronics system can also include a new North American Charging Standard (NACS) outlet for providing a neutral connection to a load while maintaining downward compatibility with electric vehicle supply equipment (EVSE).

Description

Technical Field

[0001] This disclosure relates to a bidirectional power delivery system and method for electric vehicles. Background Technology

[0002] To enable power flow between electric vehicles and external systems, bidirectional power electronic modules can be used. These modules are independent power electronic devices that typically include semiconductor switches configured to be controllable to perform power delivery tasks, such as direct current (DC) to alternating current (AC) conversion, AC to DC conversion, DC to DC conversion, etc. In some examples, bidirectional power electronic modules are configured to connect to the vehicle's battery and external power systems, allowing energy to be released to the home (i.e., vehicle-to-home (V2H) functionality) or the power grid (i.e., vehicle-to-grid (V2G) functionality). When operating in V2H mode, the module can provide backup power during power outages or supplemental energy during peak demand periods. In V2G applications, the module can dynamically adjust its power output based on grid conditions to help stabilize the grid. Furthermore, bidirectional power electronic modules can be configured to supply energy to external AC loads, such as portable electronic devices, tools, lights, and / or the like.

[0003] While bidirectional power delivery systems and methods for electric vehicles have achieved their intended purpose, there is still a need for new and improved vehicle power electronics systems and methods for electric vehicles. Summary of the Invention

[0004] According to several aspects, a power electronic system for a vehicle is provided. The power electronic system may include a vehicle charging port, the vehicle charging port including a first line terminal, a second line terminal, and a neutral terminal. The power electronic system may also include a vehicle-to-load (V2L) power socket for providing AC power to external devices. The V2L power socket includes a first line V2L terminal, a second line V2L terminal, and a neutral V2L terminal electrically connected to the vehicle charging port. The power electronic system may also include a bidirectional on-board charging module (OBCM) electrically connected to the vehicle's battery. The power electronic system may also include an AC to AC converter electrically connected to the vehicle charging port, the V2L power socket, and the bidirectional OBCM.

[0005] In another aspect of this disclosure, the power electronic system may further include a switch matrix connecting a V2L power outlet to a vehicle charging port, an AC-to-AC converter, and a bidirectional OBCM, the switch matrix including multiple electrically controlled switches for operating the power electronic system in single-phase or split-phase mode. The power electronic system may also include a first line bus connecting a first line connector terminal of the vehicle charging port to a first line V2L terminal of the V2L power outlet and a first line OBCM terminal of the bidirectional OBCM. The power electronic system may further include a second line bus connecting a second line connector terminal of the vehicle charging port to a second line V2L terminal of the V2L power outlet and a second line OBCM terminal of the bidirectional OBCM. The power electronic system may also include a neutral bus connecting a neutral connector terminal of the vehicle charging port to a neutral V2L terminal of the V2L power outlet.

[0006] In another aspect of this disclosure, in the phase-splitting mode, the V2L power socket is configured to simultaneously provide a single-phase AC voltage between the first line V2L terminal or the second line V2L terminal and the neutral V2L terminal, as well as a phase-splitting AC voltage between the first line V2L terminal and the second line V2L terminal.

[0007] In another aspect of this disclosure, in the phase-splitting mode, the vehicle charging port is configured to simultaneously provide a single-phase AC voltage between the first line connector terminal or the second line connector terminal and the neutral connector terminal, as well as a phase-splitting AC voltage between the first line connector terminal and the second line connector terminal.

[0008] In another aspect of this disclosure, the plurality of electrical switches also includes a first electrical switch configured to connect and disconnect the neutral bus from the second line bus. The plurality of electrical switches also includes a second electrical switch configured to connect and disconnect the second line V2L terminal from the second line bus.

[0009] In another aspect of this disclosure, the plurality of electronic control switches also include a third electronic control switch configured to connect and disconnect the neutral V2L terminal and the first electronic control switch from the neutral bus. The plurality of electronic control switches also include a fourth electronic control switch configured to connect and disconnect the first line V2L terminal from the first line bus. The plurality of electronic control switches also include a fifth electronic control switch configured to connect and disconnect the neutral bus from the vehicle chassis.

[0010] In another aspect of this disclosure, the power electronic system also includes a controller electrically connected to the bidirectional OBCM, the AC-to-AC converter, and a plurality of electronically controlled switches. The controller is programmed to configure the bidirectional OBCM, the AC-to-AC converter, and the plurality of electronically controlled switches to operate in either a single-phase mode or a split-phase mode to deliver energy from the bidirectional OBCM to the vehicle charging port and / or V2L power outlet to provide vehicle-to-home (V2H) and / or vehicle-to-load (V2L) functionality. The controller is also programmed to configure the bidirectional OBCM, the AC-to-AC converter, and the plurality of electronically controlled switches to operate in either a single-phase mode or a split-phase mode to deliver energy from the vehicle charging port to the bidirectional OBCM to provide vehicle battery charging functionality.

[0011] In another aspect of this disclosure, for operation in single-phase mode, the controller is also programmed to close the first electrical control switch and open the second electrical control switch. For operation in split-phase mode, the controller is also programmed to open the first electrical control switch and close the second electrical control switch.

[0012] In another aspect of this disclosure, the vehicle charging port also includes a North American Charging System (NACS) port, which includes a first line port terminal, a second line port terminal, and a neutral port terminal.

[0013] In another aspect of this disclosure, the neutral terminal is substantially located at the center of the NACS socket. The NACS socket is backward compatible with NACS connectors without a neutral terminal.

[0014] According to several aspects, a method for operating a vehicle power electronic system is provided. The method may include connecting a building distribution panel to a vehicle charging port of the vehicle power electronic system. The vehicle power electronic system includes a vehicle charging port comprising a first line terminal, a second line terminal, and a neutral terminal, and a bidirectional on-board charging module (OBCM) electrically connected to the vehicle's battery. The bidirectional OBCM includes a first OBCM terminal and a second OBCM terminal electrically connected to the vehicle charging port, and an AC-to-AC converter electrically connected to the vehicle charging port and the bidirectional OBCM. The method may also include operating the vehicle power electronic system in either a single-phase mode or a split-phase mode. In split-phase mode, the vehicle charging port is configured to simultaneously supply a single-phase AC voltage between a first or second line terminal and a neutral terminal, and a split-phase AC voltage between the first and second line terminals, to the building distribution board; or to receive a single-phase AC voltage between the first or second line terminal and a neutral terminal, and a split-phase AC voltage between the first and second line terminals, from the building distribution board. The method may also include using the vehicle's power electronics system to transfer energy from the vehicle's battery to the building distribution board to provide power to the building distribution board.

[0015] In another aspect of this disclosure, the method may further include connecting a vehicle charging port to a bidirectional OBCM using a first line bus, a second line bus, and a neutral bus, wherein the first line bus connects a first line port terminal of the vehicle charging port to a first OBCM terminal of the bidirectional OBCM and an AC-to-AC converter, the second line bus connects a second line port terminal of the vehicle charging port to a second OBCM terminal of the bidirectional OBCM and an AC-to-AC converter, and the neutral bus connects a neutral port terminal of the vehicle charging port to the AC-to-AC converter.

[0016] In another aspect of this disclosure, operating the vehicle's power electronic system in single-phase mode may further include closing a first electronically controlled switch. The first electronically controlled switch is configured to connect and disconnect the neutral bus from the second line bus.

[0017] In another aspect of this disclosure, operating the vehicle's power electronic system in a split-phase mode may further include disconnecting a first electronically controlled switch. The first electronically controlled switch is configured to connect and disconnect the neutral bus from the second line bus.

[0018] In another aspect of this disclosure, the method may further include delivering energy from the vehicle's battery to an external device using a vehicle-to-load (V2L) power outlet. The V2L power outlet includes a first line V2L terminal electrically connected to a first line bus, a second line V2L terminal electrically connected to a second line bus, and a neutral V2L terminal electrically connected to a neutral bus. In a split-phase mode, the V2L power outlet is configured to simultaneously provide a single-phase AC voltage between the first line V2L terminal or the second line V2L terminal and the neutral V2L terminal, as well as a split-phase AC voltage between the first line V2L terminal and the second line V2L terminal.

[0019] In another aspect of this disclosure, connecting a building electrical panel to a vehicle charging port may further include connecting the building electrical panel to the vehicle charging port using a North American Charging System (NACS) connector electrically connected to the building electrical panel. The NACS connector includes: a first line connector terminal configured to contact a first line socket terminal of the vehicle charging port; a second line connector terminal configured to contact a second line socket terminal of the vehicle charging port; and a neutral connector terminal configured to contact a neutral socket terminal of the vehicle charging port.

[0020] In another aspect of this disclosure, the method may also include using a vehicle power electronics system to deliver energy from a building distribution panel to the vehicle's battery to charge the vehicle's battery.

[0021] According to several aspects, a power electronic system for a vehicle is provided. The power electronic system may include a North American Charging System (NACS) socket, which includes a first line socket terminal, a second line socket terminal, and a neutral socket terminal. The center of the neutral socket terminal is substantially equidistant from the center of the first line socket terminal and the center of the second line socket terminal. The NACS socket is configured to simultaneously provide or receive a single-phase AC voltage between the first line socket terminal or the second line socket terminal and the neutral socket terminal, as well as a split-phase AC voltage between the first line socket terminal and the second line socket terminal. The power electronic system may also include a vehicle-to-load (V2L) power outlet for providing AC power to external devices. The V2L power outlet includes a first line V2L terminal, a second line V2L terminal, and a neutral V2L terminal electrically connected to the NACS socket. The power electronic system may also include a bidirectional on-board charging module (OBCM) electrically connected to the vehicle's battery. The bidirectional OBCM includes a first OBCM terminal and a second OBCM terminal electrically connected to both the NACS socket and the V2L power outlet. The power electronic system may also include an AC-to-AC converter electrically connected to the NACS socket, V2L power outlet, and bidirectional OBCM. The power electronic system may also include a switch matrix connecting the V2L power outlet to the NACS socket, AC-to-AC converter, and bidirectional OBCM, the switch matrix comprising multiple electrically controlled switches for operating the power electronic system in single-phase or split-phase mode.

[0022] In another aspect of this disclosure, the power electronic system may further include a first line bus connecting a first line terminal of the NACS socket to a first line V2L terminal of the V2L power socket and a first OBCM terminal of the bidirectional OBCM. The power electronic system may also include a second line bus connecting a second line terminal of the NACS socket to a second line V2L terminal of the V2L power socket and a second OBCM terminal of the bidirectional OBCM. The power electronic system may further include a neutral bus connecting a neutral terminal of the NACS socket to a neutral V2L terminal of the V2L power socket. The power electronic system may further include a first electronically controlled switch configured to connect and disconnect the neutral bus from the second line bus. The power electronic system may further include a second electronically controlled switch configured to connect and disconnect a second line V2L terminal from the second line bus.

[0023] In another aspect of this disclosure, the power electronic system may further include a controller electrically connected to a bidirectional OBCM, an AC-to-AC converter, and a plurality of electrically controlled switches. The controller is programmed to close a first electrically controlled switch and a second electrically controlled switch to operate the power electronic system in single-phase mode. The controller is also programmed to open the first electrically controlled switch and close the second electrically controlled switch to operate the power electronic system in split-phase mode.

[0024] Further applicability will become apparent from the description provided herein. It should be understood that the specification and specific examples are for illustrative purposes only and are not intended to limit the scope of this disclosure. Attached Figure Description

[0025] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of this disclosure in any way.

[0026] Figure 1 This is a schematic diagram of a vehicle power electronic system according to an exemplary embodiment;

[0027] Figure 2 This is a schematic diagram of a power electronic module according to an exemplary embodiment;

[0028] Figure 3 This is a schematic diagram of a novel North American Charging System (NACS) socket including a neutral socket terminal, according to an exemplary embodiment;

[0029] Figure 4 This is a schematic diagram of a novel NACS connector including neutral connector terminals according to an exemplary embodiment; and

[0030] Figure 5 This is a flowchart of a method for operating a vehicle power electronic system according to an exemplary embodiment. Detailed Implementation

[0031] The following description is merely exemplary in nature and is not intended to limit this disclosure, its application, or its uses.

[0032] In various aspects of this disclosure, battery-electric vehicles can act as power sources for buildings (e.g., residential or commercial buildings) by providing vehicle-to-home (V2H) and / or vehicle-to-grid (V2G) functionality. Therefore, this disclosure provides a novel and improved vehicle power electronics system and a method for operating the system, which provides a neutral connection to the connected building, thereby reducing the need for additional external equipment to facilitate vehicle-to-home (V2H) and / or vehicle-to-grid (V2G) functionality.

[0033] refer to Figure 1A vehicle power electronic system is shown and generally indicated by reference numeral 10. System 10 is shown together with an exemplary vehicle 12. Although a passenger vehicle is shown, it should be understood that vehicle 12 can be any type of vehicle without departing from the scope of this disclosure. System 10 generally includes a power electronic module 14 having a vehicle charging port 16a and a vehicle-to-load (V2L) power outlet 16b. System 10 generally also includes a battery 18 and a controller 20.

[0034] refer to Figure 2 A schematic diagram of the power electronics module 14 is shown. In an exemplary embodiment, the power electronics module 14 includes a vehicle charging port 16a, a V2L power socket 16b, a bidirectional on-board charging module (OBCM) 22, an AC to AC converter 24, and a switch matrix 26. The components of the power electronics module 14 are connected via a first line bus 28a, a second line bus 28b, and a neutral bus 28c, as will be discussed in more detail below.

[0035] Vehicle charging port 16a is used to transfer energy between vehicle 12 and an electric vehicle power supply device (EVSE) (not shown). Within the scope of this disclosure, the EVSE includes devices configured to connect to a vehicle to provide energy to the vehicle (i.e., charge) and / or receive energy from the vehicle (i.e., discharge, e.g., in vehicle-to-load (V2L), vehicle-to-home (V2H), and / or vehicle-to-grid (V2G) applications). The EVSE may be installed in residential, commercial, public parking lots, dedicated public or private charging stations, and / or the like. For example, vehicle charging port 16a is used to receive energy from the EVSE to charge battery 18. In another example, vehicle charging port 16a is used to provide energy from battery 18 to the EVSE to power a connected home, business, infrastructure, and / or grid (also referred to as vehicle-to-home (V2H) operation and / or vehicle-to-grid (V2G) operation).

[0036] In one exemplary embodiment, the vehicle charging port 16a includes a first line connector terminal 30a, a second line connector terminal 30b, a neutral connector terminal 30c, and a protective earth (PE) connector terminal 30d. The first line connector terminal 30a is connected to a first line bus 28a, the second line connector terminal 30b is connected to a second line bus 28b, the neutral connector terminal 30c is connected to a neutral bus 28c, and the PE connector terminal 30d is connected to the vehicle chassis ground 32 of the vehicle 12 via, for example, the housing 34 of the power electronics module 14. In one exemplary embodiment, the vehicle charging port 16a also includes a plurality of internal switches (not shown) configured to allow the first line connector terminal 30a, the second line connector terminal 30b, and the neutral connector terminal 30c to connect / disconnect with the first line bus 28a, the second line bus 28b, and the neutral bus 28c, respectively.

[0037] The power electronics module 14 can operate in single-phase or split-phase mode. In single-phase mode, the vehicle charging port 16a provides / receives a single-phase AC voltage (e.g., 120Vac) between the first line terminal 30a and the neutral point terminal 30c, or between the second line terminal 30b and the neutral point terminal 30c. In split-phase mode, the vehicle charging port 16a simultaneously provides / receives a single-phase AC voltage between the first line terminal 30a and the neutral point terminal 30c, or between the second line terminal 30b and the neutral point terminal 30c, as well as a split-phase AC voltage (e.g., 240Vac) between the first line terminal 30a and the second line terminal 30b.

[0038] In a non-limiting example, the vehicle charging socket 16a can be implemented using any electrical connector, including connectors described in standards such as IEC 62196 (“Plugs, Sockets, Vehicle Connectors and Vehicle Sockets – Conductive Charging of Electric Vehicles”), combined charging system (CCS) connectors, or any other suitable electrical connector having the aforementioned terminals, including individual terminals of line socket terminal 30a, second line socket terminal 30b, and neutral socket terminal 30c. It should be understood that the vehicle charging socket 16a may include additional terminals for signaling, control, or other purposes, such as control guide (CP) socket terminal 36a. Figure 3 ), proximity guide (PP) socket terminal 36b ( Figure 3 ), and / or similar substances.

[0039] In another non-limiting example, the vehicle charging port 16a is implemented using a North American Charging System (NACS) port (such as that discussed in the Society of Automotive Engineers (SAE) J3400 standard and / or U.S. Patent Application No. 8,579,635, filed July 13, 2012, entitled "Funnel-Shaped Charging Port," the entire contents of which are incorporated herein by reference), and also includes a neutral port terminal 30c. Reference Figure 3 A schematic diagram of a novel North American Charging System (NACS) socket (hereinafter referred to as NACS+ socket 38) including a neutral socket terminal 30c is shown. In an exemplary embodiment, the neutral socket terminal 30c is located at the center of the central divider 40 of the NACS+ socket 38.

[0040] In a non-limiting example, the center of the neutral socket terminal 30c is substantially equidistant from the center of the first line socket terminal 30a and the center of the second line socket terminal 30b. Within the scope of this disclosure, substantially equidistant means the distance is within ±10% of each other. In a non-limiting example, the neutral socket terminal 30c is also disposed between the first line socket terminal 30a, the second line socket terminal 30b, and the PE socket terminal 30d. In a non-limiting example, the neutral socket terminal 30c is recessed within the central divider 40, such that the NACS+ socket 38 is backward compatible with standard NACS connectors (i.e., NACS connectors without a neutral terminal as described in SAE J3400 and / or U.S. Patent Application No. 8,579,635). In a non-limiting example, the neutral socket terminal 30c is implemented as a recessed receptacle receiving a corresponding pin of the connector, as will be discussed in more detail below.

[0041] In one exemplary embodiment, the NACS+ socket 38 is configured to connect to a standard NACS connector (i.e., a NACS connector without a neutral terminal as described in U.S. Patent Application No. 8,579,635, SAE J3400 and / or 8,579,635) and a novel NACS connector having a neutral connector terminal 44c. Figure 4 ). refer to Figure 4 A schematic diagram of a novel NACS connector (hereinafter referred to as NACS+ connector 42) is shown. In an exemplary embodiment, the NACS+ connector 42 is implemented according to the SAE J3400 standard and / or U.S. Patent Application No. 8,579,635, but also includes a neutral connector terminal 44c. Therefore, the NACS+ connector 42 includes at least a first line connector terminal 44a, a second line connector terminal 44b, a neutral connector terminal 44c, and a protective earth (PE) connector terminal 44d. It should be understood that the NACS+ socket 38 may include additional terminals for signal transmission, control, or other purposes, such as a control guide (CP) connector terminal 46a, a proximity guide (PP) connector terminal 46b, and / or the like.

[0042] In one exemplary embodiment, a neutral connector terminal 44c is disposed at the center of a slot 48 of the NACS+ connector 42. The slot 48 is configured to engage with a central divider 40 of the NACS+ socket 38. In a non-limiting example, the center of the neutral connector terminal 44c is substantially equidistant from the center of the first line connector terminal 44a and the center of the second line connector terminal 44b. Within the scope of this disclosure, substantially equidistant means that the distances are within ±10% of each other. In a non-limiting example, the neutral connector terminal 44c is also disposed between the first line connector terminal 44a, the second line connector terminal 44b, and the PE connector terminal 44d. In a non-limiting example, the neutral connector terminal 44c is implemented as a pin that engages with a recessed socket (i.e., neutral socket terminal 30c) of the NACS+ socket 38. In a non-limiting example, the pins are retractable (e.g., spring-loaded), making the NACS+ connector 42 backward compatible with standard NACS sockets (i.e., NACS sockets without a neutral terminal as described in SAE J3400 and / or U.S. Patent Application No. 8,579,635).

[0043] Refer again Figure 2 The V2L power outlet 16b is used to deliver energy from the battery 18 and / or the vehicle charging port 16a to external devices. In one exemplary embodiment, the V2L power outlet 16b is an AC outlet, such as a NEMA 5-15 outlet, a NEMA 6-15 outlet, an IECEE 7 outlet, and / or the like. In a non-limiting example, the V2L power outlet 16b is located in the passenger compartment or cargo area of ​​the vehicle 12. It should be understood that various additional types of outlets and any type of power outlet can be used to implement the V2L power outlet 16b without departing from the scope of this disclosure. It should also be understood that the system 10 may include any number of V2L power outlets without departing from the scope of this disclosure. In a non-limiting example, the external device is an AC load, including, for example, consumer electronic devices, portable electronic devices, portable device chargers, lighting equipment, tools, electric vehicle chargers (i.e., EVSEs), etc.

[0044] In one exemplary embodiment, the V2L power socket 16b includes a first line V2L terminal 50a, a second line V2L terminal 50b, a neutral V2L terminal 50c, and a protective earth (PE) V2L terminal 50d. The first line V2L terminal 50a is connected to a first line bus 28a via a switch matrix 26, as will be discussed in more detail below. The second line V2L terminal 50b is connected to a second line bus 28b via the switch matrix 26, as will be discussed in more detail below. The neutral V2L terminal 50c is connected to either the neutral bus 28c or the second line bus 28b depending on the state of the switch matrix 26, as will be discussed in more detail below. The PE V2L terminal 50d is connected to the vehicle chassis ground 32 of the vehicle 12 via, for example, the housing 34 of the power electronics module 14.

[0045] In single-phase mode, the V2L power socket 16b provides a single-phase AC voltage (e.g., 120Vac) between the first line V2L terminal 50a and the neutral V2L terminal 50c, or between the second line V2L terminal 50b and the neutral V2L terminal 50c. In split-phase mode, the V2L power socket 16b simultaneously provides / receives a single-phase AC voltage between the first line V2L terminal 50a and the neutral V2L terminal 50c, or between the second line V2L terminal 50b and the neutral V2L terminal 50c, and a split-phase AC voltage (e.g., 240Vac) between the first line V2L terminal 50a and the second line V2L terminal 50b.

[0046] The bidirectional OBCM 22 is used to transfer energy between the battery 18 and the power electronics module 14. In an exemplary embodiment, the bidirectional OBCM 22 is capable of bidirectional energy transfer to charge or discharge the battery 18. In a non-limiting example, the bidirectional OBCM 22 includes a first OBCM terminal 52a connected to a first line bus 28a and a second OBCM terminal 52b connected to a second line bus 28b. It should be understood that, although Figure 2 The bidirectional OBCM 22 shown includes a first OBCM terminal 52a and a second OBCM terminal 52b, but the bidirectional OBCM 22 may include any number of OBCM terminals, including, for example, an additional neutral OBCM terminal.

[0047] The bidirectional OBCM 22 is also electrically connected to the battery 18 via two or more OBCM battery terminals 54. In one exemplary embodiment, the bidirectional OBCM 22 includes one or more power converters, such as AC-AC converters, AC-DC converters, DC-DC converters, and / or the like. One or more power converters may provide current isolation between the first and second OBCM terminals 52a, 52b and the OBCM battery terminals 54. It should be understood that the bidirectional OBCM 22 may include any type or combination of power converters and / or other relevant components suitable for bidirectional charging and discharging of the battery 18.

[0048] The bidirectional OBCM 22 may also include circuitry, controllers, and / or software for controlling, monitoring, managing, and / or balancing the battery 18, including, for example, controlling, monitoring, and / or managing the state of charge (SOC) and / or state of health (SOH) of the battery 18. The bidirectional OBCM 22 may also include circuitry, controllers, and / or software for receiving commands and / or control signals from other controllers or devices (e.g., controller 20) to adjust the operation of the bidirectional OBCM 22 (e.g., changing input / output voltage levels, changing the direction of power flow, etc.).

[0049] AC-to-AC converter 24 is used to convert power received from bidirectional OBCM 22 into suitable voltage, frequency, and phase for single-phase or split-phase output at vehicle charging port 16a and / or V2L power socket 16b. AC-to-AC converter 24 is also used to convert power received from vehicle charging port 16a into suitable voltage, frequency, and phase for single-phase or split-phase output at V2L power socket 16b and / or to be supplied to bidirectional OBCM 22. AC-to-AC converter 24 is also used to convert power received from vehicle charging port 16a and bidirectional OBCM 22 into suitable voltage, frequency, and phase for single-phase or split-phase output at V2L power socket 16b.

[0050] In a non-limiting example, the AC-to-AC converter 24 is implemented using one or more unidirectional or bidirectional semiconductor switches (e.g., silicon controlled rectifier (SCR), TRIAC, insulated gate bipolar transistor (IGBT), metal-oxide-semiconductor field-effect transistor (MOSFET), gate turn-off thyristor (GTO), bipolar junction transistor (BJT), junction field-effect transistor (JFET), electrostatic induction transistor (SIT), emitter turn-off thyristor (ETO), integrated gate commutated thyristor (IGCT), diode, etc.) and one or more passive components (e.g., resistors, capacitors, inductors, etc.). It should be understood that... Figure 2The circuit topology and components of the AC to AC converter 24 shown are merely exemplary in nature, and the AC to AC converter 24 can be implemented with any suitable circuit topology and components.

[0051] AC-to-AC converter 24 may also include feedback and / or control circuitry for regulating the operation of AC-to-AC converter 24. AC-to-AC converter 24 may also include circuitry, a controller, and / or software for receiving commands and / or control signals from other controllers or devices (e.g., controller 20) to adjust the operation of AC-to-AC converter 24 (e.g., changing input / output voltage levels, changing the direction of power flow, etc.). AC-to-AC converter 24 is connected to a first line bus 28a, a second line bus 28b, and a neutral bus 28c, as follows: Figure 2 As shown.

[0052] In one exemplary embodiment, the AC-to-AC converter 24 can be a direct AC-to-AC converter, such as a buck converter, a boost converter, or a buck-boost converter. Converters, indirect AC-to-AC converters, such as back-to-back DC bus-based AC-to-AC power converters, back-to-back AC bus-based AC-to-AC power converters, and / or the like, including combinations and / or composites thereof. A suitable AC-to-AC converter will be selected based on power and voltage requirements. For example, a multiphase interleaved AC-to-AC converter may be used in high-power implementations. It should be understood that AC-to-AC converter 24 can be any suitable type of converter or a combination of converters providing appropriate voltage amplitude and phase for each output.

[0053] The switch matrix 26 is used to adjust the operation of the power electronic module 14, for example, to switch the power electronic module 14 between single-phase mode and split-phase mode. In an exemplary embodiment, the switch matrix 26 includes a plurality of electrically controlled switches. The plurality of electrically controlled switches can be implemented using electromechanical and / or solid-state relays, contactors, semiconductor switches (e.g., MOSFETs), and / or the like. In a non-limiting example, the plurality of electrically controlled switches includes a first electrically controlled switch 60a, a second electrically controlled switch 60b, a third electrically controlled switch 60c, a fourth electrically controlled switch 60d, and a fifth electrically controlled switch 60e.

[0054] The first electrical switch 60a is configured to connect and disconnect the second line bus 28b from the neutral V2L terminal 50c and the neutral bus 28c (via the third electrical switch 60c), such as Figure 2 As shown. The second electrical control switch 60b is configured to connect and disconnect the second line bus 28b from the second line V2L terminal 50b, as... Figure 2As shown. The third electrical switch 60c is configured to connect and disconnect the neutral bus 28c from the neutral V2L terminal 50c, the first electrical switch 60a, and the fifth electrical switch 60e, as follows. Figure 2 As shown. The fourth electrical control switch 60d is configured to connect and disconnect the first line bus 28a from the first line V2L terminal 50a, as follows. Figure 2 As shown.

[0055] The fifth electronic switch 60e is configured to connect and disconnect the neutral V2L terminal 50c, the first electronic switch 60a, and the neutral bus 28c (via the third electronic switch 60c) from the vehicle chassis ground 32 (e.g., via the housing 34), as... Figure 2 As shown. The switch matrix 26 may also include circuitry, a controller, and / or software for receiving commands and / or control signals from other controllers or devices (e.g., controller 20) to adjust the operation of the switch matrix 26 (e.g., turning multiple electronic switches on / off). In some examples, the multiple electronic switches are directly controlled by controller 20.

[0056] It should be understood that the above description of the power electronic module 14 is merely exemplary in nature, and any power electronic module that provides phased energy delivery can be used with the NACS+ socket 38 and NACS+ connector 42 to provide vehicle-to-home (V2H) and / or vehicle-to-grid (V2G) functionality within the scope of this disclosure.

[0057] Battery 18 stores and provides electrical energy in the form of direct current (DC) for propulsion and / or other functions of vehicle 12. In one exemplary embodiment, battery 18 includes multiple battery cells (e.g., lithium-ion battery cells) electrically connected in series and / or parallel to provide increased voltage and / or current carrying capacity. In one exemplary embodiment, battery 18 also includes a battery management system (BMS) configured to monitor battery characteristics, such as state of charge (SOC), state of health (SOH), temperature, and / or the like, and to transmit these battery characteristics to controller 20 and / or other devices / computers of vehicle 12. In one exemplary embodiment, battery 18 provides a DC voltage between a positive output terminal and a negative output terminal. The positive and negative output terminals are electrically connected to OBCM battery terminals 54 of bidirectional OBCM 22, as described above. The positive and negative output terminals are also electrically connected to a load, such as a motor drive inverter (not shown).

[0058] Refer again Figure 1The controller 20 is used to implement method 100 for operating the vehicle power electronic system 10, as described below. The controller 20 includes at least one processor 70 and a non-transitory computer-readable storage device or medium 72. The processor 70 may be a custom or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among several processors associated with the controller 20, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, a combination thereof, or generally a device for executing instructions.

[0059] Computer-readable storage device or medium 72 may include volatile and non-volatile storage devices such as read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM). KAM is a persistent or non-volatile memory used to store various operational variables when the processor 70 is powered off. Computer-readable storage device or medium 72 may be implemented using multiple memory devices such as PROM (programmable read-only memory), EPROM (electrical PROM), EEPROM (electrically erasable PROM), flash memory, or other electrical, magnetic, optical, or combined memory devices capable of storing data, some of which represents executable instructions used by controller 20 to control various systems of vehicle power electronics system 10 and / or vehicle 12.

[0060] Controller 20 may also include multiple controllers electrically connected to each other. Controller 20 may interconnect with additional systems and / or controllers of vehicle 12, thereby allowing controller 20 to access data such as the speed, acceleration, braking and steering angle of vehicle 12.

[0061] The controller 20 is electrically connected to at least the power electronics module 14 and the battery 18. In one exemplary embodiment, the electrical connection is established using, for example, a CAN network, a FLEXRAY network, a local area network (e.g., WiFi, Ethernet, etc.), a Serial Peripheral Interface (SPI) network, etc. It should be understood that various additional wired and wireless technologies and communication protocols used for communicating with the controller 20 are within the scope of this disclosure. It should also be understood that, within the scope of this disclosure, the electrical connection also includes the transfer of power and / or energy between electrical devices (e.g., using wires and / or wireless power transmission technologies).

[0062] refer to Figure 5A flowchart of a method 100 for operating a vehicle power electronics system 10 is shown. Method 100 begins at block 102 and proceeds to block 104. In block 104, the EVSE is connected to the vehicle charging port 16a. In a non-limiting example, the EVSE's NACS+ connector 42 is connected to the vehicle 12's NACS+ port 38, thereby providing two AC phase connections (i.e., first line connector terminal 30a and second line connector terminal 30b) and a neutral connection (i.e., neutral connector terminal 30c) between the EVSE and the vehicle power electronics system 10.

[0063] In one exemplary embodiment, the EVSE is connected to a building distribution panel (e.g., for vehicle-to-home (V2H) applications). In a non-limiting example, the EVSE is configured to provide a connection between a first line terminal 30a of the vehicle charging socket 16a and a first AC phase bus of the building distribution panel. The EVSE is also configured to provide a connection between a second line terminal 30b of the vehicle charging socket 16a and a second AC phase bus of the building distribution panel. The EVSE is also configured to provide a connection between a neutral terminal 30c of the vehicle charging socket 16a and a neutral bus of the building distribution panel. It should be understood that the building distribution panel may include any component of the building's power supply system configured to divide power feeds into sub-circuits while providing protective fuses (e.g., circuit breakers) for each circuit in one or more common and / or distributed enclosures. In a non-limiting example, the building distribution panel includes circuit breaker panels, fuse boxes, junction boxes, and / or the like for residential and / or commercial buildings.

[0064] In another exemplary embodiment, the EVSE is connected to a public power grid (e.g., for vehicle-to-grid (V2G) applications). In a non-limiting example, the EVSE is configured to provide a connection between a first line terminal 30a of the vehicle charging port 16a and a first AC phase bus of the public power grid. The EVSE is also configured to provide a connection between a second line terminal 30b of the vehicle charging port 16a and a second AC phase bus of the public power grid. The EVSE is further configured to provide a connection between a neutral terminal 30c of the vehicle charging port 16a and the neutral bus of the public power grid.

[0065] In one exemplary embodiment, at block 104, the EVSE is manually connected to the vehicle charging port 16a by the vehicle 12 and / or the user of the EVSE. In another exemplary embodiment, the EVSE is automatically connected to the vehicle charging port 16a by a mechanical, electromechanical, and / or robotic system configured, for example, to insert the EVSE's NACS+ connector 42 into the NACS+ port 38 of the vehicle 12. In one exemplary embodiment, at block 104, an electrical load is also connected to the V2L power outlet 16b. Following block 104, method 100 proceeds to block 106.

[0066] In block 106, the voltage configuration operating mode of the power electronic module 14 is determined. As described above, the power electronic module 14 can be operated in single-phase or split-phase mode. In one exemplary embodiment, the controller 20 determines the voltage configuration operating mode based on inputs, settings, or selections received from a user of the vehicle 12 and / or the EVSE via, for example, an interface of the vehicle 12, the EVSE, or a mobile device application. In another exemplary embodiment, the controller 20 determines the voltage configuration operating mode by sensing or detecting the voltage present at the first line socket terminal 30a, the second line socket terminal 30b, and / or the neutral socket terminal 30c. In yet another exemplary embodiment, the controller 20 determines the voltage configuration operating mode by sensing or detecting the electrical characteristics of the electrical load connected to the V2L power socket 16b. If the voltage configuration operating mode is selected as single-phase mode, method 100 proceeds to block 108. If the voltage configuration operating mode is selected as split-phase mode, method 100 proceeds to block 110.

[0067] In block 108, controller 20 configures switch matrix 26 in single-phase mode. In one exemplary embodiment, to configure switch matrix 26 in single-phase mode, controller 20 closes first electronic switch 60a, opens second electronic switch 60b, opens third electronic switch 60c, and closes fourth electronic switch 60d. Within the scope of this disclosure, “closed” switches provide continuity and conduct current, while “open” switches do not provide continuity and do not conduct current. In another exemplary embodiment, a plurality of internal switches (not shown) of vehicle charging port 16a are used to disconnect second line port terminal 30b from second line bus 28b. In a non-limiting example, fifth electronic switch 60e may be open or closed to provide either a floating neutral configuration or a combined neutral configuration, respectively. Following block 108, method 100 proceeds to block 112.

[0068] In block 110, controller 20 configures switch matrix 26 in a phase-split mode. In one exemplary embodiment, to configure switch matrix 26 in a phase-split mode, controller 20 disconnects first electronic switch 60a, closes second electronic switch 60b, closes third electronic switch 60c, and closes fourth electronic switch 60d. In another exemplary embodiment, a plurality of internal switches (not shown) of vehicle charging port 16a are used to connect first line port terminal 30a, second line port terminal 30b, and neutral port terminal 30c to first line bus 28a, second line bus 28b, and neutral bus 28c, respectively. In a non-limiting example, fifth electronic switch 60e may be turned on or off to provide either a floating neutral configuration or a combined neutral configuration, respectively. Following block 110, method 100 proceeds to block 112.

[0069] In block 112, the power electronics module 14 is configured for the desired energy flow. In one exemplary embodiment, the controller 20 determines the desired energy flow based on inputs, settings, or selections received from a user of the vehicle 12 and / or the EVSE via, for example, an interface of the vehicle 12, the EVSE, or a mobile device application. In another exemplary embodiment, the controller 20 determines the desired energy flow by sensing or detecting the voltage present on the first line connector terminal 30a, the second line connector terminal 30b, and / or the neutral connector terminal 30c. In yet another exemplary embodiment, the controller 20 determines the desired energy flow by sensing or detecting the electrical characteristics of the electrical load connected to the V2L power outlet 16b.

[0070] In one non-limiting example, the required energy flow is the energy flowing into the power electronics module 14 via the vehicle charging port 16a and used to simultaneously charge the battery 18 via the bidirectional OBCM 22 (i.e., provide vehicle battery charging function) and to power the electrical load via the AC-to-AC converter 24 and V2L power socket 16b (i.e., provide V2L function). In another non-limiting example, the required energy flow is the energy flowing into the power electronics module 14 via the vehicle charging port 16a and used solely for charging the battery 18 (i.e., providing vehicle battery charging function) or solely for powering the electrical load via the AC-to-AC converter 24 and V2L power socket 16b (i.e., providing V2L function).

[0071] In another non-limiting example, the required energy flow is the energy flowing into the power electronics module 14 via the vehicle charging port 16a, which is used to power electrical loads via the AC-to-AC converter 24 and V2L power socket 16b while the battery 18 is being discharged by the bidirectional OBCM 22, to provide additional power to the electrical loads via the AC-to-AC converter 24 and V2L power socket 16b (i.e., to provide V2L functionality). In another non-limiting example, the required energy flow is the energy flowing out of the battery 18 via the bidirectional OBCM 22, which is used to provide power to the building distribution board via the vehicle charging port 16a (i.e., to provide vehicle-to-home (V2H) functionality) and / or to the public power grid (i.e., to provide vehicle-to-grid (V2G) functionality) and / or to the V2L power socket 16b (i.e., to provide V2L functionality). It should be understood that the energy flows discussed above are merely exemplary in nature, and other energy flows are also within the scope of this disclosure.

[0072] In one exemplary embodiment, the power electronics module 14 is configured for a desired energy flow, and the controller 20 adjusts one or more operating characteristics of the vehicle charging socket 16a, the bidirectional OBCM 22, the AC-to-AC converter 24, and / or the switch matrix 26. In a non-limiting example, the controller 20 controls multiple internal switches (not shown) of the vehicle charging socket 16a to connect / disconnect the vehicle charging socket 16a with a first line bus 28a, a second line bus 28b, and a neutral bus 28c. In a non-limiting example, the controller 20 adjusts the input / output voltage, phase, frequency, power flow direction, and / or the like of the bidirectional OBCM 22 and / or the AC-to-AC converter 24. In a non-limiting example, the controller 20 controls the switch matrix 26 to connect or disconnect the V2L power socket 16b with the first line bus 28a, the second line bus 28b, and the neutral bus 28c. It should be understood that other actions by which the controller 20 configures the power electronics module 14 for a desired energy flow are also within the scope of this disclosure. After box 112, method 100 proceeds to the standby state of entering box 114.

[0073] In one exemplary embodiment, controller 14 repeatedly exits the standby state of block 114 and restarts method 100 at block 102. In a non-limiting example, controller 14 exits the standby state of block 114 and restarts method 100 every timer interval (e.g., every 300 milliseconds).

[0074] The system 10 and method 100 of this disclosure offer several advantages. Using system 10 and method 100, vehicle 12 can be used to provide vehicle-to-home (V2H) functionality to connected buildings, while also providing a neutral connection to the connected buildings, eliminating the need for external neutral power generation. Therefore, since neutral power generation equipment (e.g., autotransformers) is no longer required, the size, weight, and resource usage of the EVSE are reduced. Furthermore, system 10 and method 100 allow vehicle 12 to provide V2H functionality without requiring a dedicated EVSE. In addition, the use of new NACS+ connectors and sockets in system 10 and method 10 allows vehicle 12 to provide a neutral connection to connected buildings while maintaining backward compatibility with existing NACS EVSEs.

[0075] The descriptions in this disclosure are merely exemplary in nature, and variations thereof without departing from the spirit and scope of this disclosure are intended to fall within its scope. Such variations should not be considered as departing from the spirit and scope of this disclosure.

Claims

1. A power electronic system for a vehicle, the power electronic system comprising: The vehicle charging port includes a first line connector terminal, a second line connector terminal, and a neutral connector terminal; A vehicle-to-load (V2L) power outlet for supplying AC power to external devices, wherein the V2L power outlet includes a first line V2L terminal, a second line V2L terminal, and a neutral V2L terminal that are electrically connected to the vehicle charging port. A bidirectional on-board charging module (OBCM) electrically connected to the vehicle's battery; and An AC to AC converter that is electrically connected to the vehicle charging port, the V2L power socket, and the bidirectional OBCM.

2. The power electronic system according to claim 1, further comprising: A switch matrix that connects the V2L power socket to the vehicle charging port, the AC to AC converter and the bidirectional OBCM, the switch matrix including multiple electronically controlled switches for operating the power electronic system in single-phase or split-phase mode. The first line bus connects the first line port terminal of the vehicle charging port to the first line V2L terminal of the V2L power socket and the first OBCM terminal of the bidirectional OBCM. The second line bus connects the second line connector terminal of the vehicle charging port to the second line V2L terminal of the V2L power socket and the second OBCM terminal of the bidirectional OBCM. and A neutral bus that connects the neutral connector terminal of the vehicle charging port to the neutral V2L terminal of the V2L power socket.

3. The power electronic system according to claim 2, wherein, In the phase-splitting mode, the V2L power socket is configured to simultaneously provide: a single-phase AC voltage between the first line V2L terminal or the second line V2L terminal and the neutral V2L terminal, and a phase-splitting AC voltage between the first line V2L terminal and the second line V2L terminal.

4. The power electronic system according to claim 2, wherein, In the phase-splitting mode, the vehicle charging port is configured to simultaneously provide: a single-phase AC voltage between the first line connector terminal or the second line connector terminal and the neutral connector terminal, and a phase-splitting AC voltage between the first line connector terminal and the second line connector terminal.

5. The power electronic system according to claim 4, wherein the plurality of electronically controlled switches further comprises: A first electronically controlled switch is configured to connect and disconnect the neutral bus from the second line bus; as well as The second electrical control switch is configured to connect and disconnect the second line V2L terminal from the second line bus.

6. The power electronic system according to claim 5, wherein the plurality of electronically controlled switches further comprises: The third electronic control switch is configured to connect and disconnect the neutral V2L terminal and the first electronic control switch from the neutral bus; The fourth electrical control switch is configured to connect and disconnect the V2L terminal of the first line from the first line bus. as well as The fifth electronic control switch is configured to connect and disconnect the neutral bus from the vehicle chassis.

7. The power electronic system according to claim 5, further comprising: A controller, electrically connected to the bidirectional OBCM, the AC-to-AC converter, and the plurality of electrically controlled switches, wherein the controller is programmed to: The bidirectional OBCM, the AC-to-AC converter, and the plurality of electronically controlled switches are configured to operate in either the single-phase mode or the split-phase mode to deliver energy from the bidirectional OBCM to the vehicle charging port and / or the V2L power outlet, thereby providing vehicle-to-home (V2H) functionality and / or vehicle-to-load (V2L) functionality; and The bidirectional OBCM, the AC-to-AC converter, and the plurality of electronically controlled switches are configured to operate in either the single-phase mode or the split-phase mode to deliver energy from the vehicle charging port to the bidirectional OBCM to provide vehicle battery charging functionality.

8. The power electronic system according to claim 7, wherein: To operate in the single-phase mode, the controller is also programmed to close the first electronically controlled switch and open the second electronically controlled switch; and In order to operate in the phase-splitting mode, the controller is also programmed to disconnect the first electronically controlled switch and close the second electronically controlled switch.

9. The power electronic system according to claim 4, wherein the vehicle charging port further comprises: The North American Charging System (NACS) connector includes a first line connector terminal, a second line connector terminal, and a neutral connector terminal.

10. The power electronic system according to claim 9, wherein, The neutral terminal is generally located at the center of the NACS socket, and the NACS socket is backward compatible with NACS connectors without a neutral terminal.

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