High power density power conversion for vehicles

Abstract

A high power density power conversion for a vehicle is disclosed. The power converter circuit includes a multi-port power converter to convert alternating current (AC) electrical power from an AC side of the multi-port power converter to a direct current (DC) side of the multi-port power converter. The AC side of the multi-port power converter is electrically connected to an AC source. The power converter circuit also includes an on-board charging module electrically connected to the DC side of the multi-port power converter and electrically connected to a high voltage battery. The power converter circuit also includes an accessory power supply module electrically connected to the DC side of the multi-port power converter and electrically connected to a low voltage battery. The power converter circuit also includes a controller to control a first plurality of switches associated with the AC side of the multi-port power converter and a second plurality of switches associated with the DC side of the multi-port power converter.

Description

Technical Field

[0001] This topic relates to vehicles, and more specifically to architectures for high power density power conversion in vehicles. Background Technology

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

[0003] Many modern vehicles, especially hybrid and electric vehicles, use both high-voltage (HV) and low-voltage (LV) battery systems to efficiently power different components. HV batteries, typically ranging from approximately 200V to approximately 800V, are used to drive the electric motor and support energy-intensive functions such as fast charging and regenerative braking. LV batteries (typically approximately 12V or approximately 48V) power the vehicle's electronics, such as lighting, infotainment, and safety features, ensuring reliable operation even when the HV system is inactive.

[0004] Vehicles can use on-board charging modules (OBCMs) to charge their batteries (e.g., HV and / or LV batteries) from external sources such as the power grid. OBCMs manage the conversion of AC to DC power from external sources to charge the vehicle's high-voltage batteries. They regulate charging speed, voltage, and current to ensure safe and efficient energy transfer while protecting the battery from overcharging or overheating. OBCMs typically include power factor correction and communication interfaces to interact with charging stations and vehicle control systems. Advanced OBCMs support bidirectional charging, enabling vehicle-to-grid (V2G), vehicle-to-vehicle (V2V), vehicle-to-load (V2L), and / or vehicle-to-home (V2H) capabilities for enhanced energy management.

[0005] Vehicles can also utilize accessory power modules (APMs), which are electronic control units used to manage and distribute power to auxiliary systems such as lighting, entertainment, climate control, and other convenience features. APMs help regulate voltage, ensure efficient power distribution, and protect circuits from overload or malfunction. APMs can be found in both conventional and electric vehicles, thereby improving energy efficiency and reducing strain on the main electrical system.

[0006] The goal is to provide an architecture for high power density power conversion in vehicles. Summary of the Invention

[0007] In one embodiment, a power converter circuit for a vehicle is provided. The power converter circuit includes a multiport power converter to convert alternating current (AC) power from an AC side of the multiport power converter to a direct current (DC) side of the multiport power converter, wherein the AC side of the multiport power converter is electrically connected to an AC source. The power converter circuit also includes an on-board charging module electrically connected to the DC side of the multiport power converter and a high-voltage (HV) battery. The power converter circuit also includes an accessory power module electrically connected to the DC side of the multiport power converter and electrically connected to a low-voltage (LV) battery. The power converter circuit also includes a controller for controlling a first plurality of switches associated with the AC side of the multiport power converter and a second plurality of switches associated with the DC side of the multiport power converter, wherein the controller controls the first plurality of switches and the second plurality of switches based on the vehicle's operating mode.

[0008] In addition to one or more features described herein, or as an alternative, other embodiments of the power converter circuit may include the multiport power converter being an indirect AC / DC converter.

[0009] In addition to one or more features described herein, or as an alternative, other embodiments of the power converter circuit may include the multiport power converter being a direct AC / DC converter.

[0010] In addition to one or more features described herein, or as an alternative, other embodiments of the power converter circuit may include: a first plurality of switches and a second plurality of switches integrated into a single modular package.

[0011] In addition to one or more features described herein, or as an alternative, another embodiment of the power converter circuit may include a first plurality of switches connected in parallel with a voltage overshoot absorption circuit.

[0012] In addition to one or more features described herein, or as an alternative, other embodiments of the power converter circuit may include: the multiport power converter comprising a plurality of transformer windings, wherein the plurality of transformer windings are connected to accept or provide a different voltage on each winding.

[0013] In addition to one or more features described herein, or as an alternative, other embodiments of the power converter circuit may include pre-charging the high-voltage bus of the on-board charging module using an LV battery or an AC source before connecting the HV battery to the on-board charging module.

[0014] In addition to one or more features described herein, or as an alternative, other embodiments of the power converter circuit may include: the multiport power converter including split windings.

[0015] In addition to one or more features described herein, or as an alternative, another embodiment of the power converter circuit may include: the on-board charging module including integrated power decoupling.

[0016] In addition to one or more features described herein, or as an alternative, another embodiment of the power converter circuit may include a DC vehicle-to-load module electrically connected to the DC side of the multiport power converter and electrically connected to a low-voltage DC load.

[0017] In addition to one or more features described herein, or as an alternative, another embodiment of the power converter circuit may include an AC vehicle-to-load module electrically connected to the AC side of the multiport power converter and electrically connected to an AC load.

[0018] In another embodiment, a vehicle is provided. The vehicle includes a high-voltage battery to provide power to the vehicle's electric motor. The vehicle also includes a low-voltage battery to provide power to the vehicle's electrical system. The vehicle further includes a multiport power converter to convert alternating current (AC) power from the AC side of the multiport power converter to the direct current (DC) side of the multiport power converter, wherein the AC side of the multiport power converter is electrically connected to an AC source. The vehicle also includes an on-board charging module electrically connected to the DC side of the multiport power converter and electrically connected to the high-voltage (HV) battery. The vehicle also includes an accessory power module electrically connected to the DC side of the multiport power converter and electrically connected to the low-voltage (LV) battery. The vehicle also includes a controller for controlling a first plurality of switches associated with the AC side of the multiport power converter and a second plurality of switches associated with the DC side of the multiport power converter, wherein the controller controls the first plurality of switches and the second plurality of switches based on the vehicle's operating mode.

[0019] In addition to one or more features described herein, or as an alternative, other embodiments of the vehicle may include a multiport power converter comprising multiple transformer windings connected to provide a different voltage on each winding.

[0020] In addition to one or more features described herein, or as an alternative, other embodiments of the vehicle may include precharging the high-voltage bus of the on-board charging module using an LV battery or an AC power source before connecting the HV battery to the on-board charging module.

[0021] In addition to one or more features described herein, or as an alternative, other embodiments of the vehicle may include: the multiport power converter comprising split windings.

[0022] In addition to one or more features described herein, or as an alternative, other embodiments of the vehicle may include an on-board charging module that includes integrated power decoupling.

[0023] In addition to one or more features described herein, or as an alternative, another embodiment of the vehicle may include a DC vehicle-to-load module electrically connected to the DC side of the multiport power converter and electrically connected to a DC load.

[0024] In addition to one or more features described herein, or as an alternative, other embodiments of the vehicle may include an AC vehicle-to-load module electrically connected to the AC side of the multiport power converter and electrically connected to an AC load.

[0025] In another embodiment, a method is provided. The method includes determining an operating mode of a vehicle. The method also includes controlling a first plurality of switches and a second plurality of switches, at least in part based on the vehicle's operating mode, wherein the first plurality of switches and the second plurality of switches are configured in a power converter circuit. The power converter circuit includes a multiport power converter to convert alternating current (AC) power from an AC side of the multiport power converter to a direct current (DC) side of the multiport power converter, wherein the AC side of the multiport power converter is electrically connected to an AC source. The power converter circuit also includes an on-board charging module electrically connected to the DC side of the multiport power converter and a high-voltage (HV) battery. The power converter circuit also includes an accessory power module electrically connected to the DC side of the multiport power converter and electrically connected to a low-voltage (LV) battery. The power converter circuit also includes a controller for controlling the first plurality of switches associated with the AC side of the multiport power converter and the second plurality of switches associated with the DC side of the multiport power converter.

[0026] In addition to one or more features described herein, or as an alternative, other embodiments of the method may include: a multiport power converter comprising multiple transformer windings connected to provide a different voltage on each winding.

[0027] The above-described features and advantages, as well as other features and advantages, of this disclosure will become apparent when taken in conjunction with the accompanying drawings and the following detailed description. Attached Figure Description

[0028] Other features, advantages, and details appear only as examples in the following detailed description, which is described in detail with reference to the accompanying drawings, in which:

[0029] Figure 1 This is an illustration of a vehicle according to one or more embodiments that supports an architecture for high power density power conversion using power converter circuitry.

[0030] Figure 2A It is a block diagram of a power converter circuit according to one or more embodiments;

[0031] Figure 2B It is a block diagram of a power converter circuit according to one or more embodiments;

[0032] Figure 2C It is a block diagram of a power converter circuit according to one or more embodiments;

[0033] Figure 2D It is a block diagram of a power converter circuit according to one or more embodiments;

[0034] Figure 2E It is a block diagram of a power converter circuit according to one or more embodiments; and

[0035] Figure 3 This is a flowchart of a method for high power density power conversion for a vehicle according to one or more embodiments. Detailed Implementation

[0036] The following description is exemplary in nature only and is not intended to limit this disclosure, its application, or use. It should be understood that throughout the drawings, corresponding reference numerals denote the same or corresponding parts and features. As used herein, the term "module" refers to processing circuitry that may include application-specific integrated circuits (ASICs), electronic circuitry, processor (shared, dedicated, or group) and memory executing one or more software or firmware programs, combinational logic circuitry, and / or other suitable components that provide the described functionality.

[0037] As used herein, the term “controller” (e.g., a charging controller as further described herein) refers to a dedicated controller that includes a processor and memory, a general-purpose controller that includes control modules configured to formulate control processes using the dedicated controller, a network of multiple different controllers that communicate with each other and each includes a processor and memory and is configured to collaboratively implement control processes, and any similar configuration for implementing control processes.

[0038] One or more embodiments described herein provide an architecture for providing high power density power conversion for vehicles.

[0039] The propulsion systems of existing electric vehicles (EVs), including hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs), use onboard charging modules to charge the vehicle's battery from the grid. These vehicles also use accessory power modules to supply power to various other systems within the vehicle, such as infotainment systems, climate control systems, and / or similar systems.

[0040] In the EV sector, there is a growing demand for efficient and compact power conversion systems. As these vehicles become more prevalent, there is a need for high-power-density and efficient power conversion systems capable of handling multiple functions, such as on-board charging and accessory power management. Existing power conversion systems typically require separate modules for each function, leading to increased size, weight, complexity, and cost. These systems often involve multi-stage power conversion, which can result in significant energy losses and reduced overall efficiency.

[0041] Power conversion systems for EVs and HEVs typically involve complex architectures with multiple discrete components, such as separate OBCMs and APMs. These systems can be bulky and inefficient because they use large filter capacitors and numerous magnetic components to manage power conversion and distribution. Furthermore, integrating these components can be challenging, leading to increased design complexity and potential reliability issues. The need for multiple power conversion stages further exacerbates these drawbacks, as each stage introduces additional losses and reduces overall system efficiency.

[0042] One or more embodiments described herein address these and other drawbacks by providing high power density power conversion for vehicles. According to one or more embodiments, a high power density power conversion architecture is provided that integrates an isolated single-stage AC-to-high voltage DC OBCM with an APM using multi-port planar magnetic elements. Such embodiments minimize the size of filter capacitors and magnetic components, thereby achieving both high efficiency and high power density. One or more embodiments utilize a multi-port power converter that integrates a single-stage indirect or direct AC / DC converter configuration for the OBCM and APM, thereby sharing the high-voltage DC-side bridging circuitry and transformer windings. This integration not only reduces the overall size and weight of the power conversion system but also improves vehicle efficiency by minimizing energy losses associated with multiple conversion stages.

[0043] One or more embodiments described herein can be applied to any suitable hybrid vehicle, such as a mild hybrid vehicle, a full hybrid vehicle (e.g., a parallel hybrid vehicle and a series hybrid vehicle), a plug-in hybrid vehicle, a hybrid vehicle with a range extender, and / or similar vehicles, including combinations and / or multiples thereof.

[0044] Figure 1This is an illustration of a vehicle 100 supporting an architecture for high power density power conversion using power converter circuitry 110, according to one or more embodiments. Vehicle 100 serves as an example platform for implementing the described architecture for high power density power conversion. Vehicle 100 integrates various components to facilitate these functions, including battery 102 (which may represent one or more of a high-voltage (HV) battery, a low-voltage (LV) battery, etc., including combinations and / or multiples thereof), internal combustion engine (ICE) 104, and power converter circuitry 110. Vehicle 100 can be any type of vehicle, such as a sedan, truck, van, bus, motorcycle, or boat. Vehicle 100 can be powered by gasoline, diesel, or a combination of electricity from battery 102 and ICE 104, as seen in HEVs or PHEVs.

[0045] Battery 102 refers to one or more batteries within vehicle 100. Battery 102 can be a single battery, multiple batteries, or a battery system. Battery 102 receives power from various sources, including external power source 120 (also referred to as an "AC source") or the alternator or generator of vehicle 100. Battery 102 supplies power to electric motors used for vehicle propulsion, internal systems such as infotainment or climate control, external systems or devices connected to vehicle 100 (V2L operation), other vehicles connected to vehicle 100 (e.g., V2V charging) (such as external vehicles), and / or the like (including combinations and / or multiples thereof).

[0046] ICE 104 is a component of vehicle 100 that provides mechanical power that can be converted into electricity for various applications. ICE 104 can be fueled by gasoline, diesel, or other suitable fuels. In the context of V2V and V2L operation, ICE 104 works in conjunction with other components (e.g., generators and inverters) to generate and regulate electricity that can be used to charge battery 102 or supply power to external loads.

[0047] Power converter circuit 110 is used to convert AC power from external power source 120 (e.g., an AC source) into DC power, which is then supplied to battery 102 (e.g., LV and HV batteries). Power converter circuit 110 may include OBCM, APM, V2L DC module, V2L AC module, and / or similar components, including combinations and / or multiple thereof. Figures 2A to 2E Various embodiments of the power converter circuit 110 are illustrated in detail and will now be described.

[0048] In particular, Figures 2A to 2E These are block diagrams depicting various embodiments of power converter circuits 110a to 110e, which provide single-stage bidirectional OBCM and APM functionality. Each of the power converter circuits 110a to 110e is... Figure 1 Example of power converter circuit 110.

[0049] Each of the power converter circuits 110a-110e includes a controller 210. The controller 210 is responsible for managing the power conversion of the power converter circuits 110a-110d within the vehicle 100. The controller 210 includes a processor 212 and a memory 214, which stores and executes computer-readable instructions to control the switching of the power converter circuits 110a-110e (e.g., AC-side switch 226, HV switch 236, LV switch 246, etc.). The controller 210 communicates with other components (e.g., battery 102, ICE 104, external power supply 120, etc., including combinations and / or multiples thereof) to regulate the switching. According to one or more embodiments, the controller 210 may be a microcontroller, digital signal processor (DSP), ASIC, field-programmable gate array (FPGA), etc., including combinations and / or multiples thereof.

[0050] The processor 212 within the controller 210 executes instructions stored in the memory 214 to perform various operations related to power conversion. The processor 212 processes data and signals from other components to determine the vehicle's operating mode (e.g., driving, charging, etc.). The processor 212 can be one or more devices implemented using various types of hardware, such as microcontrollers, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), system-on-a-chip (SoCs), and combinations thereof.

[0051] Memory 214 stores computer-readable instructions executed by processor 212. Memory 214 may also store data related to power conversion, such as voltage and current levels, state of charge (SOC) of battery 102, and other relevant parameters. Memory 214 enables controller 210 to efficiently perform its functions by providing the desired instruction and data storage capabilities. Memory 214 can be one or more devices that can implement various types of storage hardware, such as flash memory, random access memory, read-only memory, etc., including combinations and / or multiples thereof.

[0052] Turn now Figure 2A A detailed schematic diagram of the power converter circuit 110a is shown. The power converter circuit 110a is Figure 1 One possible embodiment of the power converter circuit 110a. The power converter circuit 110a is designed to manage the conversion of electrical power from an AC source to DC for use in various vehicle systems. The power converter circuit 110a includes several interconnected modules and components configured and arranged as shown, each module and component playing a specific function in the power conversion process.

[0053] The power converter circuit 110a includes an AC side and a DC side. Figure 2A In one embodiment, the AC side includes an AC input 220, and the DC side includes various modules, such as an OBCM section 230 and an APM 240. In other embodiments, the AC side and DC side may include other components, modules, etc., for example... Figure 2B-2E As shown, the AC side and DC side are separated by a multi-port power transformer 250, which is described in more detail herein.

[0054] On the AC side, AC input 220 begins with AC source 222, which supplies power to vehicle 100. This power is first processed by AC input filter 224, which is responsible for smoothing any fluctuations or noise in the input AC power. The filtered AC power is then directed to a series of AC-side switches 226 controlled by controller 210. The AC-side switches 226 manage the flow of AC power to power converter circuit 110a, thereby allowing precise control of the power conversion process. The AC-side switches convert low-frequency (e.g., 47 to 63 Hz) AC voltage into high-frequency (e.g., 20 kHz or higher) modulated AC signals to be applied to the first port (e.g., pass winding 251) of multi-port transformer 250. According to one or more embodiments, AC input 220 includes a relay 228 that can be selectively opened or closed to disconnect AC input 220 from the DC side. This is useful, for example, when vehicle 100 is not charging, to prevent any power, for example, from HV battery 232 and / or LV battery 242, from entering AC input 220.

[0055] The DC side of the power converter circuit is divided into two main parts: the OBCM section 230 and the APM section 240. The OBCM section 230 is connected to an HV battery 232, which can operate at relatively high voltages (such as substantially 400-800 Vdc), and the APM section 240 includes an LV battery 242, which can operate at relatively low voltages (such as substantially 12-48 Vdc). According to one or more embodiments, one or more embodiments described herein can be implemented at other AC and / or DC voltage levels.

[0056] The OBCM section 230 is connected to the high-voltage (HV) battery 232 via an HV output filter 234 and an HV switch 236. This module is responsible for charging the HV battery, which powers the vehicle's electric motor and other high-energy systems. According to one or more embodiments, the HV bus of the OBCM section 230 can be pre-charged from the LV battery 242 or an AC source 222 before the HV battery 232 is connected to the OBCM section 230. For example, power can be transferred from the LV battery 242 to the OBCM section 230 to pre-charge the HV bus. Before and during pre-charging, a relay 238 remains open to isolate the HV battery 232. When pre-charging is complete, the relay 238 closes to connect the HV battery 232 to the OBCM section 230.

[0057] The APM unit 240 is connected to the LV battery 242 via the LV output filter 244 and the LV switch 246. The APM unit 240 supplies power to the vehicle's auxiliary systems, such as lighting and infotainment.

[0058] According to one or more embodiments, the AC-side switch 226, HV switch 236, and / or LV switch 246 are integrated in a single modular package. According to one or more embodiments, the AC-side switch 226, HV switch 236, and / or LV switch 246 are connected in parallel with a voltage overshoot absorption circuit. According to one or more embodiments, the AC-side switch 226, HV switch 236, and / or LV switch 246 are made of silicon (Si), silicon carbide (SiC), gallium nitride (GaN), diamond, gallium oxide (Ga2O3), aluminum nitride (AlN), or other wide bandgap (WBG) or ultra-wide bandgap (UWBG) semiconductors with suitable voltage and current ratings. According to one or more embodiments, the AC-side switch 226, HV switch 236, and / or LV switch 246 are one or more of an insulated-gate bipolar transistor (IGBT), a metal-oxide-semiconductor field-effect transistor (MOSFET), a gallium nitride high electron mobility transistor (GaN HEMT), or a junction field-effect transistor (JFET) with lateral, vertical, or cascode structures. According to one or more embodiments, the AC-side switch 226, HV switch 236, and / or LV switch 246 are monolithic bidirectional switches, which are lateral GaN on Si or subsequently GaN on Saphire with a common drain terminal and dual gates. According to one or more embodiments, the AC-side switch 226, HV switch 236, and / or LV switch 246 are capable of having unidirectional and / or bidirectional current and voltage blocking capabilities. According to one or more embodiments, the AC-side switch 226, HV switch 236, and / or LV switch 246 provide bidirectional power flow between different ports of the power converter circuit 110a. According to one or more embodiments, the AC-side switch 226, HV switch 236, and / or LV switch 246 are monolithic bidirectional switches with a common source and a single gate terminal. According to one or more embodiments, the AC-side switch 226, HV switch 236, and / or LV switch 246 are monolithic bidirectional switches, which are B-Tran devices. Other switches as described herein may include one or more of these features or functions.

[0059] Components on each of the AC and DC sides are electrically connected to a multi-port power transformer 250, which includes a plurality of transformer windings (e.g., such as...). Figures 2A to 2E The various figures show transformer windings 251 to 254 and a magnetic core 259. The transformer windings facilitate the conversion of AC power into AC power at different voltage levels. The magnetic core 259 helps to efficiently transfer energy between the windings, thereby ensuring minimal energy loss during the conversion process. According to one or more embodiments, the transformer windings are connected to provide a different voltage on each winding.

[0060] The entire power conversion process is managed by controller 210, which includes processor 212 and memory 214. The controller's task is to execute appropriate instructions to control various switches and relays within the circuit, ensuring efficient and effective power distribution based on the vehicle's current operating mode, as described herein. Figure 3 Further description. This control system allows for dynamic adjustment of power flow, optimizing the performance and energy efficiency of vehicle 100 and its components.

[0061] Other embodiments of the power converter circuit 110 are described in Figures 2B to 2E The circuits 110b-110e are shown in the diagram. These embodiments will now be described in more detail; for brevity, details of... Figure 2A Description of repeating elements / components.

[0062] exist Figure 2B In this circuit, power converter circuit 110b provides split AC-side windings for multi-port power transformer 250. This provides improved coupling and tuning for APM section 240. More specifically, multi-port power transformer 250 includes windings 251a and 251b on the AC side, which correspond to winding 252 of OBCM section 230 and winding 253 of APM section 240, respectively.

[0063] exist Figure 2C In this circuit, the power converter circuit 110c provides integrated power decoupling from the OBCM and APM via circuit path 239.

[0064] The power converter circuit 110 can provide DC power to loads connected to vehicle 100 and / or AC power to loads connected to the vehicle, as described below respectively. Figure 2D and 2E Described.

[0065] exist Figure 2D In this configuration, the power converter circuit 110d provides DC power to loads connected to the vehicle 100 via the V2L DC module 260. The V2L DC module 260 is responsible for facilitating the transfer of DC power from the vehicle's electrical system (e.g., from one of the AC source 222, HV battery 232, and / or LV battery 242) to external DC loads. The V2L DC module 260 can be used to enable the vehicle 100 to power various external devices or systems, thereby enhancing the vehicle's utility and versatility.

[0066] The V2L DC module 260 includes a V2L output filter 262 for smoothing DC power output, ensuring that any fluctuations or noise are minimized before power is delivered to an external load. The V2L DC module 260 also includes a V2L DC switch 266, which controls the flow of DC power from the vehicle's electrical system to the external load. The V2L DC switch 266 can be operated to allow or interrupt the power flow, providing precise control over the power delivery process. This capability is useful for effectively and safely managing power distribution, ensuring that external loads receive the appropriate amount of power as needed.

[0067] exist Figure 2E In this embodiment, the power converter circuit 110e provides AC power to a load connected to the vehicle 100 via the V2L AC module 270. AC power is supplied from the AC source 222 via a multi-port power transformer 250 (using winding 254) to the AC load 272 connected to the V2L AC module 270. In this embodiment, the power converter circuit 110e uses a bidirectional blocking switch controllable by the controller 210. The bidirectional blocking switch is a semiconductor-based switch that prevents current from flowing in both directions when in an off state, while allowing controlled conduction when on. For example, the AC input 220 and the V2L AC module 270 include a switch 276, which is a bidirectional blocking switch. The AC module 270 also includes a filter 274, which is an active or passive filter for smoothing the AC power output, ensuring that any fluctuations or noise are minimized before power is delivered to the external load.

[0068] In other embodiments, Figures 2A-2E Various combinations of embodiments are possible.

[0069] Figure 3 A flowchart of a method 300 for high power density power conversion for a vehicle according to one or more embodiments is shown. Method 300 can be provided by any suitable system or device (such as...) Figures 2A-2E This is achieved through the controller 210.

[0070] Method 300 begins with operation 302, which involves determining the operating mode of vehicle 100. The operating mode of vehicle 100 may include a driving mode, a charging mode, and an idle mode, each implementing a different power management strategy to optimize efficiency and performance. This operation sets the context for subsequent control actions by assessing the current state or requirements of the vehicle, such as whether the vehicle is in driving, charging, or idle mode.

[0071] During driving mode, the vehicle's power converter circuitry (e.g., one or more of power converter circuits 110a-110e) focuses on supplying power to the electric motor and other vehicle systems, such as infotainment and climate control. The power converter circuitry effectively manages the distribution of power from the HV battery 232 to ensure smooth vehicle operation. In this mode, the power converter circuitry can preferentially convert the DC power stored in the HV battery 232 into AC or DC power levels requested by various vehicle components.

[0072] In charging mode, vehicle 100 is connected to an external power source 120, and the power converter circuit converts AC power from the AC source into DC power to recharge the vehicle's HV battery 232 and / or LV battery 242. The power converter circuit regulates the charging speed, voltage, and current to ensure safe and efficient energy transfer while protecting the batteries from overcharging or overheating. This mode may also involve bidirectional power flow capability, allowing vehicle 100 to supply power back to the grid or other loads if needed.

[0073] Idle mode occurs when vehicle 100 is stationary and not actively charging or driving. In this state, the power converter circuitry can focus on maintaining the battery's state of charge and powering low-energy systems such as safety and monitoring features. The power converter circuitry can also prepare for the transition to another mode by pre-charging or adjusting the power level of certain components (e.g., the HV bus of OBCM section 230) to ensure a seamless switch when vehicle 100 is ready to drive or charge.

[0074] After determining the operating mode, method 300 proceeds to operation 304. In this operation, controller 210 controls a first plurality of switches (e.g., AC-side switch 226) and a second plurality of switches (e.g., HV switch 236 and / or LV switch 246) based at least in part on the vehicle's operating mode. These switches are part of a power converter circuit (e.g., one or more of power converter circuits 110a to 110e) that manages the electrical flow within vehicle 100. The control of these switches optimizes power conversion and distribution, ensuring that the vehicle's electrical system operates efficiently and effectively under various conditions.

[0075] Additional processes may also be included, and it should be understood that... Figure 3 The processes described herein are illustrative, and other processes may be added, or existing processes may be removed, modified, or rearranged without departing from the scope of this disclosure. It should also be understood that... Figure 3 The process described herein can be implemented as programming instructions stored on a non-transitory computer-readable storage medium, which are executed by a computing system (e.g., Figure 1 The processor of the controller 210 (e.g., Figure 1 When the processor 112 is executed, it causes the processor to perform the process described herein.

[0076] It should be understood that the functionality of any vehicle implementing one or more embodiments described herein is improved. More specifically, one or more embodiments described herein provide significant benefits and advantages, particularly in enhancing the functionality of vehicles with batteries, including vehicles with HV batteries and LV batteries. For example, one or more embodiments reduce the size and weight of the vehicle's electrical system by reducing the number and size of components in the power converter circuit. By integrating the OBCM and APM into a single power converter circuit, one or more embodiments minimize the need for separate modules that traditionally occupy more space and increase the vehicle's weight. This integration is achieved by using a multiport power converter that efficiently manages the conversion of AC power from an AC source to DC power for the vehicle's HV and LV batteries.

[0077] Another significant improvement is the increase in energy efficiency. The power converter circuit described in this paper utilizes a single-stage conversion process, which reduces the number of conversion stages typically implemented in conventional systems. This reduction in conversion stages minimizes energy losses, thereby improving the overall efficiency of the vehicle's electrical system. The use of a multi-port planar magnet, including transformer windings and a magnetic core, further contributes to this efficiency by ensuring efficient energy transfer with minimal losses.

[0078] The vehicle also benefits from improved power management capabilities. The controller described in this paper dynamically adjusts the operation of the power converter circuitry based on the vehicle's current operating mode. This adaptability allows the vehicle to optimize power distribution for different scenarios, such as driving, charging, or idling, thereby ensuring that the vehicle's electrical system receives appropriate power levels for efficient operation. Furthermore, the system's ability to handle bidirectional power flow enables advanced functions such as vehicle-to-grid, vehicle-to-vehicle, and vehicle-to-load operations, further enhancing the vehicle's versatility and energy management capabilities.

[0079] In summary, the improvements brought about by the high power density power conversion system enhance the vehicle's performance, efficiency, and functionality, making it better suited to meet the needs of modern electric and hybrid vehicles.

[0080] The terms “a” and “an” do not indicate a limitation of quantity, but rather that at least one of the referenced items is present. Unless the context clearly indicates otherwise, the term “or” means “and / or”. Throughout the specification, the reference to “aspect” means that a particular element described in connection with that aspect (e.g., a feature, structure, step, or characteristic) is included in at least one aspect described herein and may or may not be present in other aspects. Furthermore, it should be understood that the described elements may be combined in any suitable manner in the aspects.

[0081] When a component, such as a layer, film, region, or substrate, is referred to as being “on” another component, it can be directly on the other component, or there may be intermediate components. Conversely, when a component is referred to as being “directly” on another component, there are no intermediate components.

[0082] Unless otherwise stated herein, all test standards are the most recent standards in force up to the date of filing of this application, or, if priority is claimed, the date of filing of the earliest priority application in which a test standard appears.

[0083] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains.

[0084] While the foregoing disclosure has been described with reference to exemplary embodiments, those skilled in the art will understand that various changes can be made and elements can be substituted with equivalents without departing from its scope. Furthermore, many modifications can be made to adapt particular situations or materials to the teachings of this disclosure without departing from the basic scope of this disclosure. Therefore, it is intended that this disclosure be limited to the specific embodiments disclosed, but will include all embodiments falling within its scope.

Claims

1. A power converter circuit for a vehicle, the power converter circuit comprising: A multiport power converter for converting alternating current (AC) power from the AC side of the multiport power converter to the direct current (DC) side of the multiport power converter, wherein the AC side of the multiport power converter is electrically connected to an AC source. An on-board charging module, which is electrically connected to the DC side of the multi-port power converter and electrically connected to the high-voltage (HV) battery; An accessory power module is electrically connected to the DC side of the multiport power converter and electrically connected to a low-voltage (LV) battery. and A controller for controlling a first plurality of switches associated with the AC side of the multiport power converter and a second plurality of switches associated with the DC side of the multiport power converter, wherein the controller controls the first plurality of switches and the second plurality of switches based on the operating mode of the vehicle.

2. The power converter circuit according to claim 1, wherein the multi-port power converter is an indirect AC / DC converter.

3. The power converter circuit according to claim 1, wherein the multi-port power converter is a direct AC / DC converter.

4. The power converter circuit of claim 1, wherein the first plurality of switches and the second plurality of switches are integrated into a single modular package.

5. The power converter circuit according to claim 1, wherein the first plurality of switches are connected in parallel with the voltage overshoot absorption circuit.

6. The power converter circuit of claim 1, wherein the multi-port power converter comprises a plurality of transformer windings, wherein the plurality of transformer windings are connected to receive or provide a different voltage on each winding.

7. The power converter circuit according to claim 1, wherein the high-voltage bus of the on-board charging module is precharged using the LV battery or the AC source before connecting the HV battery to the on-board charging module.

8. The power converter circuit of claim 1, wherein the multi-port power converter includes a split winding.

9. The power converter circuit according to claim 1, wherein the on-board charging module includes integrated power decoupling.

10. The power converter circuit of claim 1 further includes a DC vehicle-to-load module, the DC vehicle-to-load module being electrically connected to the DC side of the multi-port power converter and electrically connected to a low-voltage DC load.

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