Power processing systems for use in plug-in electric vehicles

Abstract

Power processing system (400) for use in a plug-in electric vehicle (100), wherein the system (400) comprises: a first motor (404) with a first neutral point (430) and first motor windings (414, 415, 416) with first ends and second ends, a second motor (405) with a second neutral point (432) and second motor windings (417, 418, 419) with first ends and second ends, and a third motor (406) with a third neutral point (434) and third motor windings (420, 421, 422) with first ends and second ends; a bidirectional inverter system (402) comprising a first inverter section (440), a second inverter section (450) and a third inverter section (480), wherein the bidirectional inverter system (402) comprises multiple switches; an AC power interface with three conductors; a first conductor (431) between the first motor (404) and the AC power interface; a second conductor (433) between the second motor (405) and the AC power interface; and a third conductor (435) between the third motor (406) and the AC power interface, wherein the first ends of the first motor windings (414, 415, 416) are electrically coupled to the first inverter section (440) and the first neutral point (430) of the first motor (404) is designed for electrical coupling with the first conductor (431); the first ends of the second motor windings (417, 418, 419) are electrically coupled to the second inverter section (450) and the second neutral point (432) of the second motor (405) is designed for electrical coupling with the second conductor (433); and the first ends of the third motor windings (420, 421, 422) are electrically coupled to the third inverter section (480) and the third neutral point (434) of the third motor (406) is designed for electrical coupling with the third conductor (435); and an electronic control system (413) electrically coupled to the bidirectional inverter system (402), wherein the electronic control system (413) serves to provide a drive function by supplying first control signals to the bidirectional inverter system (402) to cause the bidirectional inverter system (402) to draw direct current (DC) power from a DC energy source (408) of the vehicle (100), convert the DC power into AC power, and supply the AC power to the windings of the three motors (404, 405, 406) to drive the vehicle (100), and wherein the electronic control system (413) further serves to provide a charging function by supplying second control signals to the bidirectional inverter system (402) to cause the bidirectional inverter system (402) to draw AC power from the windings of the three motors (404, 405,406) to extract the AC power, convert the AC power into DC power, and supply the DC power to the DC power source (408) to recharge the DC power source (408).

Description

TECHNICAL AREA

[0001] Embodiments of systems and methods relate to power processing systems and methods for their use in plug-in electric vehicles (e.g., full and hybrid electric vehicles). BACKGROUND

[0002] A conventional plug-in electric vehicle (e.g., a full or hybrid electric vehicle) uses an on-board or third-party battery charger to recharge the vehicle's battery from an alternating current (AC) outlet of a utility. When the vehicle is not being driven (e.g., when parked at home overnight), the vehicle operator can connect the vehicle to an outlet via the battery charger. The battery charger can then draw power from the utility to recharge the battery.

[0003] Conventional battery chargers present several problems related to the physical, manufacturing, and / or operational characteristics of a vehicle. For example, incorporating an on-board battery charger in a plug-in electric vehicle adds to the vehicle's overall weight, reducing its range for a given battery charge. Furthermore, as an additional component, a battery charger occupies physical space and contributes to the vehicle's manufacturing costs.

[0004] Conventional battery chargers can also draw power indiscriminately from an electrical utility, which can increase the overall cost of operating a plug-in electric vehicle for a consumer. Many utility companies have rate plans that include increased usage charges for power drawn during periods when the utility typically experiences peak demand (e.g., "peak usage periods"). A peak usage period might be, for example, the time between 5:00 p.m. and 11:00 p.m., when many consumers are at home in the evening performing power-consuming activities (e.g., cooking, doing laundry, and so on). Furthermore, such a peak usage period is likely to coincide with a time when a plug-in electric vehicle's battery charger is connected to a utility's AC outlet, as described earlier.If the battery charging process occurs during a peak consumption period, the consumption charges associated with recharging the battery and billed to the consumer may be higher than they would be if the battery were charged during a non-peak consumption period (e.g., a period when charges are lower, such as between midnight and 5:00 a.m.).

[0005] To increase consumer incentives to purchase and use plug-in electric vehicles, it is desirable to provide methods and devices to reduce the overall cost of operating a plug-in electric vehicle for the consumer. Furthermore, it is desirable to provide methods and devices for providing battery charging options while reducing vehicle manufacturing costs, vehicle weight, and / or the physical space occupied by a conventional battery charger. Further desirable features and characteristics will become apparent from the detailed description below and the accompanying claims, in conjunction with the accompanying drawings and the preceding technical field and background.

[0006] Publication JP 2008-154399 A discloses a power processing system for a plug-in electric vehicle with two or three electric motors, in which each electric motor is controlled by an associated inverter. Two of the electric motors are connected to an external load or power source via a two-wire AC power interface to supply or receive power.

[0007] In the publication DE 691 13 970 T2, a power processing system with two electric motors and an AC power interface with three conductors is disclosed, which is designed to receive power from an external power source and to supply power to the external power source.

[0008] The publication JP H06-292304 A discloses a power processing system with an electric motor and an inverter, in which the electric motor can be switched from a drive mode, in which the electric motor is operated in a Y-configuration, to a charging mode, in which windings of the electric motor are connected to an AC power interface with three conductors, by means of a switch.

[0009] Publication US 2008 / 0 112 200 A1 discloses a three-phase AC generator circuit which, using a charge pump technique, can increase a highly fluctuating voltage of a DC voltage source and feed it into an AC voltage network.

[0010] The object of the invention is to reduce the overall cost of operating a plug-in electric vehicle for the consumer, while reducing the vehicle manufacturing costs, vehicle weight and / or the physical space consumed by a conventional battery charger.

[0011] This problem is solved by the subject matter of the independent claims. Advantageous embodiments of the invention are described in the dependent claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Embodiments of the inventive subject matter are described below in conjunction with the following drawing figures, in which the same reference numerals denote the same elements and Fig. 1 is a schematic representation of an exemplary embodiment of a plug-in electric vehicle, which includes an embodiment of an inverter system; Fig. 2 a circuit diagram representation of an embodiment of a vehicle power processing system according to a first exemplary embodiment; Fig. 3 is a circuit diagram representation of an embodiment of a vehicle power processing system according to a second exemplary embodiment; Fig. 4 is a circuit diagram representation of an embodiment of a vehicle power processing system according to a third exemplary embodiment; Fig. 5 is a circuit diagram representation of an embodiment of a vehicle power processing system according to a fourth exemplary embodiment; Fig. 6 is a circuit diagram representation of an embodiment of a vehicle power processing system according to a fifth exemplary embodiment; Fig. 7 is a circuit diagram representation of an embodiment of a vehicle power processing system according to a sixth exemplary embodiment; and Fig. Figure 8 is a flowchart of a method for operating a power processing system of a plug-in electric vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0013] The following detailed description is purely exemplary and is not intended to limit the scope of the application or the possible uses of the inventive subject matter. Furthermore, there is no intention to be bound by any explicit or implicit theory presented in the preceding technical field, background, abstract, or the following detailed description. In the following description, identical reference numerals in each of the figures refer to identical elements.

[0014] Embodiments include power processing systems for use with plug-in electric vehicles. The term "power processing" includes one or more power processing functions, including, without limitation, a battery charging function (or a charging function of another DC power source), an AC power source function, an active power generator function connected to a power supply, a reactive power generator function connected to a power supply, and / or an active power filter function connected to a power supply, all of which are described in more detail below. As used herein, the term "electric vehicle" includes both fully electric vehicles (e.g., pure electric vehicles) and hybrid electric vehicles.Consequently, the term "plug-in electric vehicle," as used here, can mean a plug-in fully electric vehicle, a plug-in hybrid electric vehicle (PHEV), or both. Embodiments may be fully contained within a plug-in electric vehicle, an on-board battery charger, and / or an external battery charger.

[0015] The following description refers to system components, elements, nodes, or features that are "coupled" to one another. As used herein, unless explicitly stated otherwise, the term "coupled" means that a component or element / node / feature is directly or indirectly connected to (or communicates with) another component or element / node / feature, not necessarily mechanically. Although the in Fig. The circuit diagrams shown in Figures 2-7 represent various exemplary arrangements of components / elements / nodes / features; therefore, additional intervening components, elements, nodes, features or devices may be present in other embodiments of the depicted item.

[0016] Fig. Figure 1 is a schematic representation of an exemplary embodiment of a plug-in electric vehicle 100, which includes an embodiment of a power processing system, as described in more detail below. In the Fig. In the exemplary embodiment illustrated in Figure 1, the vehicle 100 is a plug-in fully electric vehicle or a plug-in hybrid electric vehicle with an electric traction system. In accordance with various embodiments, the term "plug-in" when applied to a vehicle means a vehicle with at least one DC power source (e.g., the DC power source 110) and a hardware interface (e.g., the AC power interface 114), wherein the hardware interface is designed to connect to an external load (e.g., a power consumer device) or an AC power outlet of a power supply unit in order to charge the DC power source using power supplied by the power supply unit.

[0017] Vehicle 100 can be any of a number of different types of motor vehicles, such as a sedan, station wagon, truck, or sport utility vehicle, and it can be two-wheel drive (i.e., rear-wheel drive or front-wheel drive), four-wheel drive, or all-wheel drive. Vehicle 100 can also include any or a combination of a number of different types of machinery and / or traction systems, such as a gasoline- or diesel-powered internal combustion engine, a "flexible fuel vehicle" engine (i.e., one that uses a mixture of gasoline and alcohol), an engine powered by a gaseous compound (e.g., hydrogen and natural gas), a hybrid combustion / electric engine, and an electric motor.

[0018] In accordance with various embodiments, the vehicle 100 comprises one or more electronic control systems 108, one or more DC power sources 110, one or more AC power interfaces 114, one or more inverter systems 116, and one or more motors 118, 119, 120. In embodiments in which the vehicle 100 is a hybrid electric vehicle, the vehicle 100 may also include a machine 122 (e.g., an internal combustion engine). Although only one electronic control system 108, one DC power source 110, one AC power interface 114, and one inverter system 116 are included in each embodiment, Fig. As illustrated in Figure 1, in other embodiments, the vehicle 100 can contain more than one (e.g., two or three) of any one or more of these components. Furthermore, although in Fig. 1 Three motors 118, 119, 120 are illustrated, while other embodiments include one, two, or more than three motors.

[0019] In some embodiments, particularly series-type hybrid electric vehicles, the vehicle 100 may comprise a first motor 118 or “drive motor” designed to supply drive power to wheels 106 through its electrical coupling with a traction system of the vehicle (e.g., to propel the vehicle), and a second motor 119 or “generator” designed to act as a generator to start the internal combustion engine (or another type of machine) when starting, and / or to supply additional mechanical power to the traction system for acceleration. In other embodiments, particularly parallel-type hybrid electric vehicles, the vehicle 100 may comprise a single motor 118 designed to supply drive power and also to function as a generator.In other embodiments, particularly in power-split hybrid electric vehicles (also referred to as series-parallel hybrid electric vehicles), the vehicle 100 may comprise a first motor 118 designed to supply drive power, a second motor 119 designed to function as a generator, and a third motor 120 designed to function as an auxiliary motor (e.g., to supply power to an electric pump, an air conditioning compressor, or another vehicle component).

[0020] In one embodiment, each motor 118-120 can comprise a three-phase alternating current electric motor (AC electric motor), although other motor types with a different number of phases can also be used. As in Fig. As shown in Figure 1, the motor 118 can also contain or work together with a gearbox, such that the motor 118 and the gearbox are mechanically coupled to at least some of the wheels of the vehicle by one or more (not shown) drive shafts.

[0021] The electronic control system 108 is in functional communication with the motors 118-120, the DC power source 110, and the inverter system 116. Although not shown in detail, the electronic control system 108 may include various sensors and vehicle control modules or electronic control units (ECUs) (e.g., an inverter control module and a vehicle controller), at least one processor, and / or memory (or other computer-readable medium) containing instructions for carrying out the processes and procedures as described below.

[0022] The DC power source 110 can comprise one or more rechargeable batteries, battery stacks, fuel cells, supercapacitors, or the like. The DC power source 110 communicates functionally with and / or is electrically coupled to the electronic control system 108 and the inverter system 116. In embodiments where the vehicle 100 comprises multiple DC power sources 110, a first DC power source 110 can have a first nominal operating voltage (e.g., in a range of 42 to 350 volts), and other DC power sources can have other nominal operating voltages (e.g., in a range of 12 to 42 volts).

[0023] An AC power interface 114 is in functional communication with the inverter system 116 and / or is electrically coupled to it. The AC power interface 114 comprises a hardware interface designed for coupling with an electrical power supply or other external load to exchange AC power with the electrical power supply or other electrical load. In one embodiment, the AC power interface 114 comprises a junction box (e.g., junction boxes 212, 312, 412, 512, 612, 712 in Fig. 2 - 7), which are designed to accommodate an electrical plug (e.g., electrical plugs 290, 390, 490, 590, 690, 790 in Fig. 2 - 7) is designed to be electrically coupled to or connectable with an AC outlet of a power supply device or an external load. In an alternative embodiment, the AC power interface 114 comprises an electrical plug designed to be inserted into a junction box (e.g., an electrical outlet not illustrated), wherein the junction box is electrically coupled to or connectable with an electrical power supply device or another electrical load.In particular, the AC power interface 114, in various embodiments, comprises a hardware interface selected from a group of hardware interfaces, which includes a two-wire AC power interface, a three-wire AC power interface, a single-phase junction box, a two-phase junction box, a three-phase junction box, a single-phase plug, a two-phase plug, and a three-phase plug. In conjunction with... Fig. The embodiments described below (2-7) comprise vehicle power processing systems that include an AC power interface in the form of a junction box designed to accept an electrical plug. The illustrated and described embodiments are not intended to be limiting, and it is understood that other embodiments of inverter systems may include an electrical plug designed to be inserted into a junction box.

[0024] At various times, vehicle 100 can be in either a driving state or a parked state. In both states, various system components can work together as a vehicle power processing system (e.g., vehicle power processing systems 200, 300, 400, 500, 600, 700 in...). Fig. 2-7). In particular, a vehicle power processing system may include one or more DC coupling capacitors (not illustrated), electronic control systems 108, DC power sources 110, AC power interfaces 114, inverter systems 116, and motors 118-120, among other things. Various embodiments of vehicle power processing systems are described below in conjunction with Fig. 2 - 7 described.

[0025] In drive mode, the vehicle 100 can be stationary or moving, and the AC power interface 114 is disconnected from any electrical supply or external load. In drive mode, the power processing system provides a drive function in which the inverter system 116 can draw DC power from the DC power source 110, convert the DC power into AC waveforms, and deliver the AC waveforms to the motors 118-120 to propel the vehicle, provide generator power, and / or supply auxiliary power.

[0026] In the parked state, the vehicle 100 is stationary and the AC power interface 114 is connected to an electrical supply device and / or another type of external load (e.g., via a physical connection between a junction box and a plug). In the parked state, the vehicle 100 can be in either a charging mode or a power processing mode, depending on the embodiment.

[0027] In charging mode, the power processing system provides a charging function to recharge the vehicle's DC power source 110 (e.g., a battery) by drawing power from an electrical supply device to recharge the DC power source 110 according to one embodiment. In contrast, in power processing mode, the power processing system discharges the vehicle's DC power source 110 by drawing power from the DC power source 110 and supplying this power to the electrical supply device according to another embodiment.

[0028] In particular, when the vehicle 100 is in charging mode, the inverter system 116 can provide a charging function by drawing AC power from the electrical supply unit via one or more motors 118-120 and the AC power interface 114, converting the drawn AC power into DC power, and recharging the DC power source 110 with the DC power. Consequently, the vehicle 100 can operate in such a way as to recharge a DC power source 110 while the vehicle 100 is in charging mode.

[0029] In power processing mode and according to various embodiments, the system components (e.g., the inverter system 116 and the motor(s) 118-120) can serve to provide any one or more functions selected from a functional group that includes, but is not limited to, a function of a standalone AC power source, a function of an active power generator connected to a power supply unit, a function of a reactive power generator connected to a power supply unit, and / or a function of an active power filter connected to a power supply unit. Any one or more of these functions can be provided by controlling the system components through an electronic control system 108.In other words, an electronic control system 108 can execute instructions that cause the electronic control system 108 to supply control signals to the system components in a manner that causes the system components to provide one or more of the aforementioned functions.

[0030] When the vehicle 100 is in power processing mode, the inverter system 116 can, according to various embodiments, operate by drawing DC power from the DC power source 110, converting the DC power into AC power, and supplying the AC power to an external load (e.g., an electrical supply unit or another type of load) via one or more motors 118-120 and the AC power interface 114. Furthermore, when the vehicle 100 is in power processing mode and provides a function of a reactive power generator connected to a supply unit, the inverter system 116 can also operate by drawing AC power from an electrical supply unit via one or more motors 118-120 and the AC power interface 114, converting the AC power into DC power, and supplying the DC power to the DC power source 110.More detailed descriptions of the functionality of various system components are provided below in conjunction with the descriptions of the power processing systems of . Fig. 2 - 7 provided.

[0031] In one embodiment, the vehicle 100 can automatically switch between charging mode and power processing mode based on various factors, such as the battery's state of charge (SOC) and / or the time of day. For example, the vehicle 100 can be programmed not to switch to power processing mode if the battery's SOC is below a first threshold. As another example, the vehicle 100 can be programmed to automatically switch from power processing mode to charging mode if the battery's SOC is below a second threshold, which may be equal to or different from the first threshold. As yet another example, the vehicle 100 can be programmed to automatically switch to power processing mode at a certain time of day (e.g.,, to supply power to a power supply unit during a peak consumption period), and that it switches to charging mode at a second time of day (e.g., to draw power from the power supply unit during a non-peak consumption period). Additionally, or alternatively, a user can cause the vehicle 100 to switch to either charging mode or power processing mode by providing user input through a user interface device that gives the user the option to select the mode.

[0032] The embodiments described in detail herein indicate that some or all of the same system components (e.g., the inverter system 116, the motor(s) 118-120, the DC coupling capacitors (not illustrated)) can be used in both the driving and parked states to supply drive power for the vehicle traction system, to charge the DC power source 110 (e.g., in charging mode), or to supply AC electrical power (e.g., in power processing mode). It is understood that in other embodiments, the vehicle 100 may include separate system components for use in either the driving or parked state. Furthermore, the vehicle 100 may include separate system components for use in either the charging mode or the power processing mode.

[0033] Fig. Figures 2-7 illustrate embodiments of power processing systems intended for use in plug-in electric vehicles (e.g., the Vehicle 100 of Fig. 1) are suitable. The following description of Fig. 2 - 7 applies to configurations when a vehicle is in a parked state (e.g. the vehicle is stationary and the vehicle's AC power interface is connected to an electrical supply device and / or another type of external load).

[0034] Fig. Figure 2 is a circuit diagram of an embodiment of a vehicle power processing system 200 according to a first exemplary embodiment. The system 200 may be suitable for use with a power-split hybrid electric vehicle, although the system 200 may also be designed for use with other types of hybrid electric vehicles. In one embodiment, the system 200 comprises an inverter system 202 (e.g., the inverter system 116 of Fig. 1), a first AC electric motor 204 (e.g. a drive motor 118 of Fig. 1), a second AC electric motor 206 (e.g. a generator 119 from Fig. 1) a rechargeable DC power source 208 (e.g. the DC power source 110 from Fig. 1), a DC bus capacitor 210, a junction box 212 and an electronic control system 213 (e.g. the electronic control system 108 from Fig. 1).

[0035] The inverter system 202 can be operated as a bidirectional converter. When controlled to function as a DC / AC converter, the inverter system 202 is designed to convert DC power from the DC power source 208 into AC power to supply the first and second AC electric motors 204 and 206. When controlled to function as an AC / DC converter, the inverter system 202 is designed to convert AC power from the first and second AC electric motors 204 and 206 into DC power to supply the DC power source 208.

[0036] The inverter system 202 comprises a first inverter section 240 and a second inverter section 250. In one embodiment, the inverter section 240 comprises an array of six switches 260, 261, 262, 263, 264, 265, and the inverter section 250 comprises an array of six switches 270, 271, 272, 273, 274, 275. The switches 260, 262, 264, 270, 272, 274 can be referred to as "upper switches", and the switches 261, 263, 265, 271, 273, 275 can be referred to as "lower switches". Each switch 260-265, 270-275 comprises a transistor (e.g., an insulated-gate bipolar transistor (IGBT), a metal-oxide-semiconductor field-effect transistor (MOSFET), an integrated-gate commutated thyristor (IGCT), or another high-frequency switching device) and an antiparallel diode. During operation, the current direction through the transistor is opposite to the direction of the permissible current through the respective diode.During operation, an inverter control algorithm (not illustrated) executed by the electronic control system 213 supplies driver signals to the transistors of each of the switches 260-265, 270-275, wherein the driver signals have characteristics that depend on the function currently being performed by the system 200 (e.g., a drive function, a charging function, a standalone AC power source function, an active power generator connected to a power supply unit, a reactive power generator connected to a power supply unit, or an active power filter connected to a power supply unit). In one embodiment, the transistor driver signals comprise high-frequency pulse-width modulated (PWM) signals with variable characteristics (e.g.,a duty cycle), which can be set to control the switching of switches 260 - 265, 270 - 275 and thus to control the voltage and current generated by inverter sections 240 and 250 (e.g. to generate a desired voltage and / or current amplitude and / or phase shift).

[0037] As shown, the switch pairs 260–265 in the inverter section 240 are electrically connected in series, and each pair comprises a switch leg 242, 243, and 244. The switch legs 242–244 are electrically connected in parallel. Similarly, switch pairs 270–275 in the inverter section 250 are electrically connected in series, and each pair comprises a switch leg 252, 253, and 254. The switch legs 252–254 are electrically connected in parallel. Conductive components at first ends of the switching legs 242 - 244 and 252 - 254 are electrically coupled to a first inverter connection 280, and conductive components at second opposite ends of the switching legs 242 - 244 and 252 - 254 are electrically coupled to a second inverter connection 282.

[0038] The rechargeable DC power source 208 is electrically connected in parallel to the inverter system 202 via the first inverter terminal 280 and the second inverter terminal 282. The rechargeable DC power source 208 can comprise one or more rechargeable batteries, battery stacks, supercapacitors, or the like. Furthermore, the DC bus capacitor 210 is electrically coupled to the rechargeable DC power source 208 and is thus also connected in parallel to the inverter system 202 via the first inverter terminal 280 and the second inverter terminal 282. The DC bus capacitor 210 is designed to provide DC bus voltage filtering. In various embodiments, the DC bus capacitor 210 can comprise one or more electrolytic capacitors, film capacitors, or other types of capacitors.

[0039] Each of the AC electric motors 204, 206 is a three-phase motor comprising a set of three windings (or coils) 214, 215, 216, 217, 218, 219. Although not illustrated, each AC electric motor 204, 206 comprises a stator assembly (which includes the windings) and a rotor assembly (which includes a ferromagnetic core, windings, and / or permanent magnets). The windings 214–216 of the first AC electric motor 204 are electrically coupled to the first inverter section 240 as follows: 1) a first winding 214 is electrically coupled to a connection point between the switches of leg 242; 2) a second winding 215 is electrically coupled to a connection point between the switches of leg 243; and 3) a third winding 216 is electrically coupled to a connection point between the switches of leg 244.Similarly, the windings 217 - 219 of the second AC electric motor 206 are electrically coupled to the second inverter section 250 as follows: 1) a first winding 217 is electrically coupled to a connection point between the switches of leg 252; 2) a second winding 218 is electrically coupled to a connection point between the switches of leg 253; and 3) a third winding 219 is electrically coupled to a connection point between the switches of leg 254.

[0040] The junction box 212 is designed to receive and electrically connect to a single-phase or two-phase electrical plug 290, which in turn is electrically connected to an external load 292 (e.g., a device or an electrical supply unit). In an alternative embodiment, the system 200 can comprise a (not illustrated) single-phase or two-phase electrical plug instead of the junction box 212. In such an embodiment, the electrical plug can be designed to receive and electrically connect to an (not illustrated) external junction box. The junction box, in turn, can be electrically connected to an external load (e.g., a device or an electrical supply unit). In both embodiments (e.g.,, if the system 200 includes either a junction box or a plug) the vehicle's junction box or plug can be more generally referred to as a two-wire AC power interface (e.g., the AC power interface 114 of . Fig. 1) be understood.

[0041] In one embodiment, a neutral point 230 of the first AC electric motor 204 can be electrically coupled to a first conductor 232 between the first AC electric motor 204 and the junction box 212. Similarly, a neutral point 234 of the second AC electric motor 206 can be electrically coupled to a second conductor 236 between the second AC electric motor 206 and the junction box 212. If the system 200 is designed to handle single-phase AC power, the first conductor 232 can carry a phase component of the AC power and the second conductor 236 can carry a neutral component of the AC power, or vice versa. If the system 200 is designed to handle two-phase AC power, the first conductor 232 can carry a first phase component of the AC power and the second conductor 236 can carry a second phase component of the AC power.

[0042] When the system 200 is in a drive state, the junction box 212 is typically disconnected from the plug 290 to allow the vehicle to move. To provide a drive function, the electronic control system 213 can also supply transistor driver signals to the inverter system 202, causing the inverter system 202 to draw DC power from the DC power source 208, convert the DC power into AC power, and supply the AC power to the motors 204 and 206 to drive the vehicle and / or provide generator power. With reference to the first inverter section 240, the electronic control system 213, in one embodiment, provides the transistor driver signals to switch the upper switches 260, 262, 264 out of phase with each other (e.g., 120 degrees out of phase with each other), and to switch all lower switches 261, 263, 265 out of phase with each other (e.g.,to switch (180 degrees out of phase) the switching cycles of the corresponding upper switches 260, 262, 264 within each leg 242, 243, 244. The corresponding switches (e.g., switches in the same position in the array of six switches, such as switches 260 and 270) of the first inverter section 240 and the second inverter section 250 can be switched synchronously or not.

[0043] When the system 200 is in a parked state, the junction box 212 is connected to the plug 290 and thus to an external load 292 (e.g., a device or an electrical supply unit). If the system 200 is in the parked state and also in a charging mode, a charging function can be provided when the electronic control system 213 supplies transistor driver signals to the inverter system 202. These signals cause the inverter system 202 to draw AC power from the motors 204 and 206, convert the AC power into DC power, and supply the DC power to the DC power source 208 to recharge the DC power source 208. With respect to the first inverter section 240, in one embodiment, the electronic control system 213 supplies the transistor driver signals to connect the upper switches 260, 262, and 264 in phase with each other (e.g.,The switching cycles are synchronized), and all lower switches 261, 263, 265 are switched in phase with each other but out of phase (e.g., 180 degrees out of phase) with the switching cycles of the corresponding upper switches 260, 262, 264 in each leg 242, 243, 244. In both single-phase and two-phase operation, a first switch group, comprising the upper switches of each leg of the first inverter section 240 (e.g., switches 260, 262, 264) and the lower switches of each leg of the second inverter section 250 (e.g., switches 271, 273, 275), is switched synchronously. In other words, all six switches of the first switch group are switched on or off simultaneously. Similarly, a second group of switches, which controls the lower switches of each leg of the first inverter section 240 (e.g.The switches 261, 263, 265) and the upper switches of each leg of the second inverter section 250 (e.g., switches 270, 272, 274) are switched synchronously. In other words, all six switches of the second switch group are switched on or off simultaneously. The switching of the first group of six switches is 180 degrees out of phase with the switching of the second group of six switches.

[0044] Alternatively, if the system 200 is in a parked state and also in a power processing mode, one or more of a variety of functions can be provided in accordance with the transistor driver signals supplied by the electronic control system 213. In a particular embodiment, and as mentioned above, the functions that can be provided in the parked state and the power processing mode can include one or more functions selected from a group of functions that includes, but are not limited to, a function of a standalone AC power source, a function of an active power generator connected to a power supply unit, a function of a reactive power generator connected to a power supply unit, and / or a function of an active power filter connected to a power supply unit.For the functions listed in the previous sentence, the control of switches 260 - 265 of the first inverter section 240 and the second inverter section 250 can be carried out in a similar way to the control of switches 260 - 265 of the first inverter section 240 and the second inverter section 250 in charging mode. In other words, in one embodiment, the electronic control system 213 provides the transistor driver signals to the first inverter section 240 for switching the upper switches 260, 262, 264 in phase with each other and for switching all lower switches 261, 263, 265 in phase with each other but out of phase with the switching cycles of the corresponding upper switches 260, 262, 264 in each leg 242, 243, 244. Furthermore, the corresponding switches of the second inverter section 250 are switched synchronously with the corresponding switches of the first inverter section 240.

[0045] The function of a standalone AC power source can be provided, for example, when the system 200 is functionally connected to and / or electrically coupled with an external load 292 in the form of a device (e.g., a device operating using 120 or 240 volts AC) via the junction box 212 and the plug 290. To provide the function of an AC power source, the electronic control system 213 supplies transistor driver signals to the inverter system 202, which cause the inverter system 202 to draw DC power from the DC power source 208, convert the DC power into AC power, and supply the AC power to the external load 292 via the windings 214–219 of the motors 204 and 206, the junction box 212, and the plug 290.

[0046] The function of an active power generator connected to a power supply unit, the function of a reactive power generator connected to a power supply unit and / or the function of an active power filter connected to a power supply unit can be provided, for example, if the system 200 is in functional communication with and / or electrically coupled to an external load 292 in the form of an electrical power supply unit via the junction box 212 and the plug 290.To provide the function of an active power generator connected to a power supply unit, the electronic control system 213 supplies transistor driver signals to the inverter system 202. These signals cause the inverter system 202 to draw DC power from the DC power source 208, convert the DC power into AC power, and deliver the AC power via the windings 214–219 of the motors 204 and 206, the junction box 212, and the plug 290 to the external load 292 (e.g., the electrical power supply unit). To control the amount of active power supplied by the system 200 to the electrical power supply unit, the AC power output can be adjusted by setting the characteristics of the transistor driver signals supplied by the electronic control system 213 to the inverter system 202 (e.g.,The size of the AC power is increased to deliver more active power to the supply facility, and decreased to deliver less active power to the supply facility.

[0047] To provide the function of a reactive power generator connected to a power supply unit, the electronic control system 213 supplies transistor driver signals to the inverter system 202 during the first half of an electrical cycle, which cause the inverter system 202 to draw DC power from the DC power source 208, convert the DC power into AC power and deliver the AC power via the windings 214 - 219 of the motors 204, 206, the junction box 212 and the plug 290 to the external load 292 (e.g. the electrical power supply unit). During the second half of the electrical cycle, the electronic control system 213 supplies transistor driver signals to the inverter system 202, which cause the inverter system 202 to draw AC power from the external load 292 (e.g., a power supply) via the windings 214–219 of the motors 204, 206, the junction box 212, and the plug 290.to extract AC power from the electrical supply unit, convert the AC power into DC power, and supply the DC power to the DC power source 208. To control the amount of reactive power circulated between the system 200 and the electrical supply unit, the phase shift between the voltage and current waveforms of the AC power can be adjusted by setting the characteristics of the transistor driver signals supplied by the electronic control system 213 to the inverter system 202 (for example, the phase shift can be increased towards 90 degrees to supply more reactive power to the supply unit, and decreased towards 0 degrees to supply less reactive power to the supply unit).

[0048] Finally, to provide the function of a power filter connected to a power supply unit, the electronic control system 213 supplies transistor driver signals to the inverter system 202, which cause the inverter system 202 to draw DC power from the DC power source 208, convert the DC power into AC power and deliver the AC power via the windings 214 - 219 of the motors 204, 206, the junction box 212 and the plug 290 to the external load 292 (e.g. the electrical power supply unit) in an effort to assist the electrical power supply unit in generating more sinusoidal voltage / current waveforms.

[0049] Fig. Figure 3 is a circuit diagram of an embodiment of a vehicle power processing system 300 according to a second exemplary embodiment. The system 300 may be suitable for use with a parallel-type hybrid electric vehicle, although the system 300 may also be designed for use with other types of hybrid electric vehicles. In one embodiment, the system 300 comprises an inverter system 302 (e.g., the inverter system 116 of Fig. 1), an AC electric motor 304 (e.g. the motor 118, 119 or 120 from Fig. 1) a rechargeable DC power source 308 (e.g. the DC power source 110 from Fig. 1), a DC bus capacitor 310, a junction box 312, an electronic control system 313 (e.g. the electronic control system 108 from Fig. 1) and a switch panel 318. The functions and various embodiments of the DC power source 308 and the DC bus capacitor 310 are similar to the functions of various embodiments of the analog components of Fig. 2 (e.g. the DC power source 208 and the DC bus capacitor 310) and are therefore not repeated here for the sake of brevity.

[0050] The 302 inverter system can be operated as a bidirectional converter, as in conjunction with Fig. 2 is described, and comprises an inverter section 340. In one embodiment, the inverter section 340 comprises an array of six switches, which can be designed and function in the same way as embodiments of switches 260-265 described above in conjunction with Fig. 2 discussed. In addition, during operation, an inverter control algorithm (not illustrated) executed by an electronic control system 313 provides transistor driver signals depending on the function that the system 300 is currently performing, as also discussed above in conjunction with Fig. 2 is discussed. To provide a drive function or to provide a charging function, the switches of inverter section 340 can be controlled in essentially the same way as described above when switches 260 - 265 ( Fig. 2) to provide a drive function. Alternatively, to provide a function of an active power generator connected to a supply device, a function of a reactive power generator connected to a supply device, and / or a function of an active power filter connected to a supply device, the switches of inverter section 340 can be controlled in substantially the same manner as described above when switches 260-265 ( Fig. 2) be controlled to provide the appropriate functions.

[0051] As shown, pairs of switches in the inverter section 340 are electrically connected in series, and each pair comprises a switch leg 342, 343, and 344. The switch legs 342–344 are electrically connected in parallel. Conductive components at the first ends of the switch legs 342–344 are electrically coupled to a first inverter terminal 380, and conductive components at the second, offset ends of the switch legs 342–344 are electrically coupled to a second inverter terminal 382.

[0052] The rechargeable DC power source 308 is electrically connected in parallel to the inverter system 302 via the first inverter connection 380 and the second inverter connection 382. In addition, the DC bus capacitor 310 is electrically coupled via the rechargeable DC power source 308 and thus also connected in parallel to the inverter system 302 via the first inverter connection 380 and the second inverter connection 382.

[0053] In contrast to the junction box 212 from Fig. 2. The junction box 312 is designed to receive and electrically couple a three-phase electrical plug 390, which in turn is electrically coupled to an external load 392 (e.g., a device or an electrical supply unit). In an alternative embodiment, the system 300 can comprise a (not illustrated) three-phase electrical plug instead of the junction box 312, as described above in conjunction with Fig. 2 is described. In both embodiments (e.g., when the system 200 comprises either a junction box or a plug), the vehicle's junction box or plug can be more generally referred to as a three-wire AC power interface (e.g., the AC power interface 114 of Fig. 1) be understood.

[0054] The AC electric motor 304 is a three-phase motor comprising a set of three windings (or coils) 314, 315, 316. Although not illustrated, the AC electric motor 304 comprises a stator assembly (which includes the windings) and a rotor assembly (which includes a ferromagnetic core, windings, and / or permanent magnets). The windings 314–316 of the AC electric motor 304 are electrically coupled to the inverter section 340 as follows: 1) a first end of winding 314 is electrically coupled to a connection point between the switches of leg 342; 2) a first end of the second winding 315 is electrically coupled to a connection point between the switches of leg 343; and 3) a first end of the third winding 316 is electrically coupled to a connection point between the switches of the leg 344.

[0055] In one embodiment, the switch panel 318 comprises three solid-state switches in the form of three thyristors or controlled silicon rectifiers (SCRs) arranged back-to-back. The windings 314–316 of the AC electric motor 204 are electrically coupled to the switch panel 318 as follows: 1) a second end of winding 314 is electrically coupled to a first switch of the switch panel 318; 2) a second end of the second winding 315 is electrically coupled to a second switch of the switch panel 318; and 3) a second end of the third winding 316 is electrically coupled to a third switch of the switch panel 318.

[0056] In one embodiment, a neutral point 305 of the AC electric motor 304 is separated by the switch panel 318. In one embodiment, the switch panel 318 comprises three switches arranged in parallel. Each switch of the switch panel 318 can be set to a first position (as in Fig. (as shown in Figure 3) or a second position. In one embodiment, the position of the switches in the switch panel 318 can be controlled by a (not illustrated) coordinating circuit in the system 300 depending on whether the plug 390 is inserted into the junction box 312 or not. If the plug 390 is not inserted into the junction box 312, the switches of the switch panel 318 can be controlled to remain in the first position. If the plug 390 is inserted into the junction box 312, the switches of the switch panel 318 can, in one embodiment, be controlled to remain in the second position.

[0057] In the first position, the second ends of the windings 314, 315, 316 are disconnected from the junction box 312 and connected to each other to form the neutral point 305. In one embodiment, the switches of the switch panel 318 can, for example, be controlled to the first position in the actuated state. In the second position, the second end of each winding 314, 315, 316 is electrically coupled to one of the three conductors 332, 333, 334 between the junction box 312 and the switch panel 318. When the switches of the switch panel 318 are accordingly in the second position, the first conductor 332 can carry a first phase component of the AC power, the second conductor 333 can carry a second phase component of the AC power, and the third conductor 334 can carry a third phase component of the AC power.In one embodiment, the switches of the switch panel 318 can, for example, be controlled in the park state to the second position in order to connect the system 300 to the external load 392 via the junction box 312, and to enable the system 300 to provide the charging function, the function of an active power generator connected to a supply device, the function of a reactive power generator connected to a supply device and / or the function of an active power filter connected to a supply device.

[0058] Fig. Figure 4 is a circuit diagram of an embodiment of a vehicle power processing system 400 according to a third exemplary embodiment. The system 400 may be suitable for use with a power-split hybrid electric vehicle, although the system 400 may also be designed for use with other types of hybrid electric vehicles. In one embodiment, the system 400 comprises an inverter system 402 (e.g., the inverter system 116 of Fig. 1), a first AC electric motor 404 (e.g. a drive motor 118 of Fig. 1), a second AC electric motor 405 (e.g. a generator 119 from Fig. 1), a third AC electric motor 406 (e.g. an auxiliary motor 120 of Fig. 1) a rechargeable DC power source 408 (e.g. the DC power source 110 from Fig. 1), a DC bus capacitor 410, a junction box 412 and an electronic control system 413 (e.g. the electronic control system 108 from Fig. 1) The functions and various embodiments of the DC power source 408 and the DC bus capacitor 410 are similar to the functions and various embodiments of analogous components in Fig. 2 (e.g. the DC power source 208 and the DC bus capacitor 310), and are therefore not repeated here for the sake of brevity.

[0059] The 402 inverter system can be operated as a bidirectional converter, as in conjunction with Fig. 2 is described, and comprises a first inverter section 440, a second inverter section 450, and a third inverter section 480. In one embodiment, each inverter section 440, 450, 480 comprises an array of six switches, which can be configured and function in the same way as embodiments of switches 260-265 described above in conjunction with Fig. 2 are discussed. In one embodiment, however, the switches of the first and second inverter sections 440, 450 can be designed for high-power applications (e.g., because they can be electrically coupled to a drive motor 404 and a generator motor 405, respectively), and the switches of the third inverter section 480 can be designed for significantly lower-power applications (e.g., because they can be electrically coupled to an auxiliary motor 406). Furthermore, during operation, an inverter control algorithm (not illustrated) executed by the electronic control system 413 provides transistor driver signals depending on the function currently being performed by the system 400, as also discussed above in conjunction with Fig. 2 is discussed. In one embodiment, the motors 404 - 406 are operated out of phase with each other (e.g. 120 degrees out of phase) by controlling the switching of the first, second and third inverter sections 440, 450, 480.

[0060] As shown, pairs of switches in inverter section 440 are electrically connected in series, and each pair comprises a switch leg 442, 443, and 444. The switch legs 442–444 are electrically connected in parallel. Similarly, pairs of switches in inverter section 450 are electrically connected in series, and each pair comprises a switch leg 452, 453, and 454. The switch legs 452–454 are electrically connected in parallel. Finally, pairs of switches in inverter section 480 are electrically connected in series, and each pair comprises a switch leg 482, 483, and 484. The switch legs 482–484 are electrically connected in parallel.Conductive components at first ends of the switching legs 442 - 444, 452 - 454 and 482 - 484 are electrically coupled to a first inverter connection 486 and conductive components at second opposite ends of the switching legs 442 - 444, 452 - 454 and 482 - 484 are electrically coupled to a second inverter connection 488.

[0061] The rechargeable DC power source 408 is electrically connected in parallel to the inverter system 402 via the first inverter connection 486 and the second inverter connection 488. Furthermore, the DC bus capacitor 410 is electrically coupled via the rechargeable DC power source 408 and is thus also connected in parallel to the inverter system 402 via the first inverter connection 486 and the second inverter connection 488.

[0062] Similar to the junction box 312 from Fig. 3 The junction box 412 is designed to receive and electrically couple a three-phase electrical plug 490, which in turn is electrically coupled to an external load 392 (e.g., a device or an electrical supply unit). In an alternative embodiment, the system 400 can comprise a (not illustrated) three-phase electrical plug instead of the junction box 412, as described above in conjunction with Fig. 2 is described. In both embodiments (e.g., when the system 200 comprises either a junction box or a plug), the vehicle's junction box or plug can be more generally described as a three-wire AC power interface (e.g., the AC power interface 114 of Fig. 1) be understood.

[0063] Each AC electric motor 404-406 is a three-phase motor comprising a set of three windings (or coils) 414, 415, 416, 417, 418, 419, 420, 421, 422. Although not illustrated, each AC electric motor 404-406 comprises a stator assembly (which includes the windings) and a rotor assembly (which includes a ferromagnetic core, windings, and / or permanent magnets). The windings 414-416 of the first AC electric motor 404 are electrically coupled to the first inverter section 440 as follows: 1) a first winding 414 is electrically coupled to a connection point between the switches of leg 442; 2) a second winding 415 is electrically coupled to a connection point between the switches of leg 443; and 3) a third winding 416 is electrically coupled to a connection point between the switches of leg 444.Similarly, the windings 417 - 419 of the second AC electric motor 405 are electrically coupled to the second inverter section 450 as follows: 1) a first winding 417 is electrically coupled to a connection point between the switches of leg 452; 2) a second winding 418 is electrically coupled to a connection point between the switches of leg 453; and 3) a third winding 419 is electrically coupled to a connection point between the switches of leg 454.Finally, the windings 420 - 422 of the third AC electric motor 406 are electrically coupled to the third inverter section 480 as follows: 1) a first winding 420 is electrically coupled to a connection point between the switches of leg 482; 2) a second winding 421 is electrically coupled to a connection point between the switches of leg 483; and 3) a third winding 422 is electrically coupled to a connection point between the switches of leg 484.

[0064] In one embodiment, a neutral point 430 of the first AC electric motor 404 can be electrically coupled to a first conductor 431 between the first AC electric motor 404 and the junction box 412. Similarly, a neutral point 432 of the second AC electric motor 405 can be electrically coupled to a second conductor 433 between the second AC electric motor 405 and the junction box 412. Finally, a neutral point 434 of the third AC electric motor 406 can be electrically coupled to a third conductor 435 between the third AC electric motor 406 and the junction box 412.

[0065] As mentioned above, the motors 404-406 are operated out of phase with each other (e.g., by 120 degrees) by controlling the switching of the first, second, and third inverter sections 440, 450, 480. Accordingly, the first conductor 431 can carry a first phase component of the AC power, the second conductor 433 can carry a second phase component of the AC power, and the third conductor 435 can carry a third phase component of the AC power. In one embodiment, the phase components of the AC power are limited by the capacitance of the inverter section 480, which can include switches with relatively low power ratings, as described above.

[0066] Fig. Figure 5 is a circuit diagram of an embodiment of a vehicle power processing system 500 according to a fourth exemplary embodiment. The system 500 may be suitable for use with a series-type hybrid electric vehicle or a power-split-type hybrid electric vehicle, although the system 500 may also be designed for use with other types of hybrid electric vehicles. In one embodiment, the system 500 comprises an inverter system 502 (e.g., the inverter system 116 of Fig. 1), a first AC electric motor 504 (e.g. a drive motor 118 from Fig. 1), a second AC electric motor 506 (e.g. a generator 119 from Fig. 1) a rechargeable DC power source 508 (e.g. the DC power source 110 from Fig. 1), several DC bus capacitors 510, 511, a junction box 512, an electronic control system 513 (e.g. the electronic control system 108 from Fig. 1) and an inductor 545. The functions and various embodiments of the DC power source 508 are similar to the functions and various embodiments of analogous components in Fig. 2 (e.g., the DC energy source 208) and are therefore not repeated here for the sake of brevity.

[0067] The 502 inverter system can be operated as a bidirectional converter, as in conjunction with Fig. 2 is described, and comprises a first inverter section 540 and a second inverter section 550. In one embodiment, the inverter sections 540 and 550 each comprise a field of six switches, which can be configured and function in the same way as embodiments of the switches 260-265 described above in conjunction with Fig. 2 are discussed. In addition, during operation, an inverter control algorithm (not illustrated) executed by the electronic control system 513 provides transistor driver signals depending on the function that is currently being performed by the system 500, as also discussed above in conjunction with Fig. 2 is discussed. In one embodiment, the motors 504, 506 are operated out of phase with each other (e.g. by 120 degrees) by controlling the switching of the first and second inverter sections 540, 550.

[0068] As shown, pairs of switches in inverter section 540 are electrically connected in series, and each pair comprises a switch leg 542, 543, and 544. The switch legs 542–544 are electrically connected in parallel. Similarly, pairs of switches in inverter section 550 are electrically connected in series, and each pair comprises a switch leg 552, 553, and 554. The switch legs 552–554 are electrically connected in parallel. Conductive components at the first ends of the switch legs 542–544 and 552–554 are electrically coupled to a first inverter terminal 580, and conductive components at the second, opposite ends of the switch legs 542–544 and 552–554 are electrically coupled to a second inverter terminal 582.

[0069] The rechargeable DC power source 508 is electrically connected in parallel to the inverter system 502 via the first inverter terminal 580 and the second inverter terminal 582. In one embodiment, the DC bus capacitors 510, 511 comprise two capacitors 510, 511 connected in series, although in other embodiments the system 500 may comprise more than two capacitors connected in series. Furthermore, the ends of the series-connected DC bus capacitors 510, 511 are electrically coupled via the rechargeable DC power source 508, and they are thus also connected in parallel to the inverter system 502 via the first inverter terminal 580 and the second inverter terminal 582.

[0070] Similar to the junction box 312 from Fig. 3. The junction box 512 is designed to receive and electrically couple a three-phase electrical plug 590, which in turn is electrically coupled to an external load 592 (e.g., a device or an electrical supply unit). In an alternative embodiment, the system 500 can comprise a (not illustrated) three-phase electrical plug instead of the junction box 512, as described above in conjunction with Fig. 2 is described. In both embodiments (e.g., when the system 200 comprises either a junction box or a plug), the vehicle's junction box or plug can be more generally described as a three-wire AC power interface (e.g., the AC power interface 114 of Fig. 1) be understood.

[0071] Each of the AC electric motors 504, 506 is a three-phase motor comprising a set of three windings (or coils) 514, 515, 516, 517, 518, 519. Although not illustrated, each AC electric motor 504, 506 comprises a stator assembly (which includes the windings) and a rotor assembly (which includes a ferromagnetic core, windings, and / or permanent magnets). The windings 514–516 of the first AC electric motor 504 are electrically coupled to the first inverter section 540 as follows: 1) a first winding 514 is electrically coupled to a connection point between the switches of leg 542; 2) a second winding 515 is electrically coupled to a connection point between the switches of leg 543; and 3) a third winding 516 is electrically coupled to a connection point between the switches of leg 544.Similarly, the windings 517 - 519 of the second AC electric motor 506 are electrically coupled to the second inverter section 550 as follows: 1) a first winding 517 is electrically coupled to a connection point between the switches of leg 552; 2) a second winding 518 is electrically coupled to a connection point between the switches of leg 553; and 3) a third winding 519 is electrically coupled to a connection point between the switches of leg 554.

[0072] A neutral point 532 of the first AC electric motor 504 can be electrically coupled to a second conductor 533 between the first AC electric motor 504 and the junction box 512. Similarly, a neutral point 534 of the second AC electric motor 506 can be electrically coupled to a third conductor 535 between the second AC electric motor 506 and the junction box 512.

[0073] In one embodiment, a connection point 523 (e.g., an electrical midpoint) between the DC bus capacitors 510, 511 is electrically coupled to a first end of the inductor 545, and a second end of the inductor 545 is electrically coupled to a first conductor 531 between the inductor 545 and the terminal box 512. The inductor 545 can, for example, include an inductive element designed to provide current regulation for the current drawn from the connection point 523.

[0074] As mentioned above, the motors 504, 506 are operated out of phase with each other (e.g., by 120 degrees) by controlling the switching of the first and second inverter sections 540, 550. If, according to one embodiment, the system 500 is also a balanced three-phase system, the phase of the current at the connection point 523 between the DC bus capacitors 510, 511 is indirectly controlled by directly controlling the phases of the currents through the motors 504, 506. For example, if the first and second inverter sections 540, 550 are controlled such that the currents at the neutral points 532, 534 are out of phase with each other by 120 degrees, the current at the connection point 523 between the DC bus capacitors 510, 511 will also be out of phase with the motor currents by 120 degrees.Consequently, with the couplings described above between the various system components, the first conductor 532 can carry a first phase component of the AC power (e.g. from the connection point 523), the second conductor 533 can carry a second phase component of the AC power (e.g. from the neutral point 532), and the third conductor 534 can carry a third phase component of the AC power (e.g. from the neutral point 534).

[0075] Fig. Figure 6 is a circuit diagram of an embodiment of a vehicle power processing system 600 according to a fifth exemplary embodiment. The system 600 may be suitable for use with a series-type hybrid electric vehicle or a power-split-type hybrid electric vehicle, although the system 600 may also be designed for use with other types of hybrid electric vehicles. In one embodiment, the system 600 comprises an inverter system 602 (e.g., the inverter system 116 of Fig. 1), a first AC electric motor 604 (e.g. a drive motor 118 from Fig. 1), a second AC electric motor 606 (e.g. a generator 119 from Fig. 1) a rechargeable DC power source 608 (e.g. the DC power source 110 from Fig. 1), a DC bus capacitor 610, a half bridge 611, an inductor 645, a junction box 612 and an electronic control system 613 (e.g. the electronic control system 108 from Fig. 1) The functions and various embodiments of the DC power source 608 and the DC bus capacitor 610 are similar to the functions and various embodiments of analog components in Fig. 2 (e.g. the DC power source 208 and the DC bus capacitor 210), and are therefore not repeated here for the sake of brevity.

[0076] The 602 inverter system can be operated as a bidirectional converter, as in conjunction with Fig. 2 is described, and comprises a first inverter section 640 and a second inverter section 650. In one embodiment, each inverter section 640, 650 comprises an array of six switches, which can be configured and function in the same way as embodiments of switches 260-265 described above in conjunction with Fig. 2 are discussed. In addition, during operation, an inverter control algorithm (not illustrated) executed by the electronic control system 613 provides transistor driver signals depending on the function that is currently being performed by the system 600, as also discussed above in conjunction with Fig. 2 is discussed.

[0077] As shown, pairs of switches in inverter section 640 are connected in series, and each pair comprises a switch leg 642, 643, and 644. The switch legs 642–644 are electrically connected in parallel with each other. Similarly, pairs of switches in inverter section 650 are connected in series, and each pair comprises a switch leg 652, 653, and 654. The switch legs 652–654 are electrically connected in parallel with each other. Conductive components at the first ends of the switch legs 642–644 and 652–654 are electrically coupled to a first inverter terminal 680, and conductive components at the second, opposite ends of the switch legs 642–644 and 652–654 are electrically coupled to a second inverter terminal 682.

[0078] The rechargeable DC power source 608 is electrically connected in parallel to the inverter system 602 via the first inverter connection 680 and the second inverter connection 682. Furthermore, the DC bus capacitor 610 is electrically coupled via the rechargeable DC power source 608 and is thus also connected in parallel to the inverter system 602 via the first inverter connection 680 and the second inverter connection 682.

[0079] Similar to the junction box 312 from Fig. 3. The junction box 612 is designed to receive and electrically connect to a three-phase electrical plug 690, which in turn is electrically connected to an external load 692 (e.g., a device or an electrical supply unit). In an alternative embodiment, the system 600 can comprise a (not illustrated) three-phase electrical plug instead of the junction box 612, as described above in conjunction with Fig. 2 is described. In both embodiments (e.g., when the system 200 comprises either a junction box or a plug), the vehicle's junction box or plug can be more generally described as a three-wire AC power interface (e.g., the AC power interface 114 of Fig. 1) be understood.

[0080] Each AC electric motor 604, 606 is a three-phase motor comprising a set of three windings (or coils) 614, 615, 616, 617, 618, 619. Although not illustrated, each AC electric motor 604, 606 comprises a stator assembly (which includes the windings) and a rotor assembly (which includes a ferromagnetic core, windings, and / or permanent magnets). The windings 614–616 of the first AC electric motor 604 are electrically coupled to the first inverter section 640 as follows: 1) a first winding 614 is electrically coupled to a connection point between the switches of leg 642; 2) a second winding 615 is electrically coupled to a connection point between the switches of leg 643; and 3) a third winding 616 is electrically coupled to a connection point between the switches of leg 644.Similarly, the windings 617 - 619 of the second AC electric motor 606 are electrically coupled to the second inverter section 660 as follows: 1) a first winding 617 is electrically coupled to a connection point between the switches of leg 652; 2) a second winding 618 is electrically coupled to a connection point between the switches of leg 653; and 3) a third winding 619 is electrically coupled to a connection point between the switches of leg 654.

[0081] A neutral point 632 of the first AC electric motor 604 can be electrically coupled to a second conductor 633 between the first AC electric motor 604 and the junction box 612. Similarly, a neutral point 634 of the second AC electric motor 606 can be electrically coupled to a third conductor 636 between the second AC electric motor 606 and the junction box 612.

[0082] The half-bridge 611 comprises two switches 694, 696 connected in series, although in other embodiments the system 600 may comprise more than two switches connected in series to form a half-bridge. In one embodiment, the switches 694, 696 may be configured essentially the same as the switches of the first and second inverter sections 640, 650. Furthermore, the ends of the series-connected switches 694, 696 are electrically coupled via the rechargeable DC power source 608, and they are thus also connected in parallel to the DC bus capacitor 610 and the inverter system 602 via the first inverter terminal 680 and the second inverter terminal 682.

[0083] In one embodiment, a connection point 623 between the switches 694, 696 is electrically coupled to a first end of the inductor 645, and a second end of the inductor 645 is electrically coupled to a first conductor 631 between the inductor 645 and the terminal box 612. The inductor 645 can, for example, comprise an inductive element designed to provide current control for the current drawn from the connection point 623.

[0084] As mentioned above, the motors 604, 606 are operated out of phase with each other (e.g., by 120 degrees) by controlling the switching of the first and second inverter sections 640, 650. Furthermore, in one embodiment, the switching of the switches 694, 696 of the half-bridge 511 is controlled such that a current is generated at the junction 623 which is out of phase with the currents through the motors 604, 606. For example, if the first and second inverter sections 640, 650 are controlled such that the currents at the neutral points 632, 634 are out of phase with each other by 120 degrees, the switches 694, 696 can be controlled such that they generate a current at the junction 623 which is out of phase with the motor currents by 120 degrees. With the couplings between the various system components described above, the first conductor 632 can therefore carry a first phase component of the AC power (e.g.from the connection point 623), the second conductor 633 can carry a second phase component of the AC power (e.g. from the neutral point 632) and the third conductor 634 can carry a third phase component of the AC power (e.g. from the neutral point 634).

[0085] Fig. Figure 7 is a circuit diagram of an embodiment of a vehicle power processing system 700 according to a sixth exemplary embodiment. The system 700 may be suitable for use with a series-type hybrid electric vehicle or a power-split-type hybrid electric vehicle, although the system 700 may also be adapted for use with other types of hybrid electric vehicles. In one embodiment, the system 700 comprises an inverter system 702 (e.g., the inverter system 116 of Fig. 1), a first AC electric motor 704 (e.g. a drive motor 118 from Fig. 1), a second AC electric motor 706 (e.g. a generator 119 from Fig. 1) a rechargeable DC power source 708 (e.g. the DC power source 110 from Fig. 1), a DC bus capacitor 710, a switch 721, a junction box 712 and an electronic control system 713 (e.g. the electronic control system 108 from Fig. 1) The functions and various embodiments of the DC power source 708 are similar to the functions and various embodiments of analogous components in Fig. 2 (e.g., the DC energy source 208) and are therefore not repeated here for the sake of brevity.

[0086] The 702 inverter system can be operated as a bidirectional converter, as in conjunction with Fig. 2 is described, and comprises a first inverter section 740 and a second inverter section 750. In one embodiment, each inverter section 740, 750 comprises an array of six switches, which can be configured and function in the same way as embodiments of switches 260-265 described above in conjunction with Fig. 2 are discussed. In addition, during operation, an inverter control algorithm (not illustrated) executed by the electronic control system 713 provides transistor driver signals depending on the function that is currently being performed by the system 700, as also discussed above in conjunction with Fig. 2 is discussed.

[0087] As shown, pairs of switches in inverter section 740 are electrically connected in series, and each pair comprises a switch leg 742, 743, and 744. The switch legs 742–744 are electrically connected in parallel. Similarly, pairs of switches in inverter section 750 are electrically connected in series, and each pair comprises a switch leg 752, 753, and 754. The switch legs 752–754 are electrically connected in parallel. Conductive components at the first ends of the switch legs 742–744 and 752–754 are electrically coupled to a first inverter terminal 780, and conductive components at the second, opposite ends of the switch legs 742–744 and 752–754 are electrically coupled to a second inverter terminal 782.

[0088] The rechargeable DC power source 708 is electrically connected in parallel to the inverter system 702 via the first inverter terminal 780 and the second inverter terminal 782. Furthermore, the DC bus capacitor 710 is electrically coupled via the rechargeable DC power source 708 and is thus also connected in parallel to the inverter system 702 via the first inverter terminal 780 and the second inverter terminal 782.

[0089] Similar to the junction box 312 from Fig. 3. The junction box 712 is designed to receive and electrically couple a three-phase electrical plug 790, which in turn is electrically coupled to an external load 792 (e.g., a device or an electrical supply unit). In an alternative embodiment, the system 700 can comprise a (not illustrated) three-phase electrical plug instead of the junction box 712, as described above in conjunction with Fig. 2 is described. In both embodiments (e.g., when the system 200 comprises either a junction box or a plug), the vehicle's junction box or plug can be more generally described as a three-wire AC power interface (e.g., the AC power interface 114 of Fig. 1) be understood.

[0090] Each of the AC electric motors 704, 706 is a three-phase motor comprising a set of three windings (or coils) 714, 715, 716, 717, 718, 719. Although not illustrated, each AC electric motor 704, 706 comprises a stator assembly (which includes the windings) and a rotor assembly (which includes a ferromagnetic core, windings, and / or permanent magnets). The windings 714–716 of the first AC electric motor 704 are electrically coupled to the first inverter section 740 as follows: 1) a first end of the first winding 714 is electrically coupled to a connection point between the switches of leg 742; 2) a first end of a second winding 715 is electrically coupled to a connection point between the switches of leg 743; and 3) a first end of a third winding 716 is electrically coupled to a connection point between the switches of leg 744.Similarly, first ends of windings 717-719 of the second AC electric motor 706 are electrically coupled to the second inverter section 750 as follows: 1) a first end of the first winding 717 is electrically coupled to a connection point between the switches of leg 752; 2) a first end of the second winding 718 is electrically coupled to a connection point between the switches of leg 753; and 3) a first end of the third winding 719 is electrically coupled to a connection point between the switches of leg 754.

[0091] A neutral point 732 of the first AC electric motor 704 can be electrically coupled to a first conductor 733 between the first AC electric motor 704 and the junction box 712. In one embodiment, a neutral point 734 of the AC electric motor 706 is disconnected by the switch 721. In one embodiment, the switch 721 comprises a solid-state switch in the form of an SCR or thyristor. The switch 721 can be set to a first position (as in Fig. (7 shown) or be controlled to a second position. In one embodiment, the position of the switch 721 can be controlled by a (not illustrated) coordinating circuit in the system 700 depending on whether the plug 790 is inserted into the terminal box 712 or not. If the plug 790 is not inserted into the terminal box 712, the switch 721 can be controlled to remain in the first position. If the plug 790 is inserted into the terminal box 712, the switch 721 can, in one embodiment, be controlled to remain in the second position.

[0092] The second end of winding 719 is electrically coupled to switch 721. Accordingly, in the first position, the second end of winding 719 is disconnected from terminal 712 and connected to the second ends of windings 717 and 718 to form the neutral point 734. In one embodiment, switch 721 can, for example, be controlled to the first position in the drive state. In the second position, the second end of winding 719 is electrically coupled to a second conductor 735 between terminal 712 and switch 721. The second ends of windings 717 and 718 remain electrically coupled to each other and to a third conductor 736 between motor 706 and terminal 712.

[0093] By controlling the switching of the first and second inverter sections 740, 750, the motor 704 is operated to generate a first phase current, and the motor 706 is operated to generate second and third phase currents, the first, second, and third phase currents being phase-shifted relative to each other (e.g., by 120 degrees). In particular, the switching of the first and second switching legs 752, 753 of the inverter section 750 is controlled synchronously to generate a phase current at the neutral point 734 of the motor 706 that is phase-shifted relative to the phase current at the neutral point 732 of the motor 704 (e.g., by 120 degrees). In addition, the switching of the third switching arm 754 of the inverter section 750 is controlled in such a way that a phase current is generated at the second end of the winding 719 which is phase-shifted to the phase currents at the neutral points 732, 734 (e.g. phase-shifted by 120 degrees).

[0094] When the switch 721 is in the second position, the first conductor 733 can consequently carry a first phase component of the AC power (e.g. from the neutral point 732) with the couplings described above between the various system components, the second conductor 735 can carry a second phase component of the AC power (e.g. from the winding 719), and the third conductor 736 can carry a third phase component of the AC power (e.g. from the neutral point 734).In one embodiment, for example, the switch 721 can be controlled in the park state to the second position in order to connect the system 700 to the external load 792 via the terminal box 712, and to enable the system 700 to provide the charging function, the function of an active power generator connected to a power supply unit, the function of a reactive power generator connected to a power supply unit and / or the function of an active power filter connected to a power supply unit.

[0095] Fig. Figure 8 is a flowchart of a method for operating a power processing system of a plug-in electric vehicle according to an exemplary embodiment. The method of Fig. 8 can, for example, be implemented using any previously described embodiment of a power processing system comprising at least one DC power source (e.g. a battery), at least one AC electric motor and at least one bidirectional inverter system.

[0096] It is understood that the first, second, and third time spans referred to below are intended to denote non-overlapping time spans, but not to indicate any sequence of the processes with which they are described. Although the process blocks of Fig.Figure 8 shows that the processes occur in a specific exemplary sequence and that only one iteration of each process block is shown. It should be understood, in particular, that the process blocks can occur in other sequences and / or multiple iterations, or that no iterations of a process block may occur during a certain period of time. In practice, the processes associated with blocks 802, 804, and 806 can be implemented as a state machine, and transitions between any two states can occur at different times. For the sake of simplicity, however, the processes associated with blocks 802, 804, and 806 are illustrated and described in the form of a flowchart.

[0097] The procedure can begin with step 802 if the vehicle is in a propulsion state (e.g., during an initial period when the vehicle is disconnected from any electrical supply or external load). In the propulsion state, the AC electric motor(s) and the bidirectional inverter system of the power processing system can be used to provide a propulsion function, according to one embodiment. To provide the propulsion function, the system causes the bidirectional inverter system, in response to receiving initial control signals, to draw electrical DC power from a DC power source, convert the DC power into AC power, and supply the AC line to the at least one AC electric motor to propel the vehicle.

[0098] Step 804 can occur when the vehicle is in a parked state (e.g., when connected to an electrical power supply) and in a charging mode (e.g., during a second period). In both the parked and charging modes, the windings of the non-rotating AC electric motor(s) and the bidirectional inverter system of the power processing system can be used, according to one embodiment, to provide a charging function. To provide the charging function, the system causes the bidirectional inverter system, in response to receiving two control signals, to draw AC power from the windings of the AC electric motor(s), convert the AC power to DC power, and supply the DC power to the DC power source to recharge the DC power source.

[0099] Step 806 can occur when the vehicle is in a parked state (e.g., at times when the vehicle is connected to an electrical supply device) and in a power processing mode (e.g., during a third time period). In the parked state and in power processing mode, the windings of the non-rotating AC electric motor(s) and the bidirectional inverter system of the power processing system can be used, according to one embodiment, to provide one or more power processing functions.As described in detail above, the power processing functions may include, but are not limited to, a function of an AC power source, an active power generator connected to a power supply, a reactive power generator connected to a power supply, and / or an active power filter connected to a power supply. To provide the power processing functions, the system causes the bidirectional inverter system, in response to receiving third-party control signals, to draw DC power from the DC power source, convert the DC power to AC power, and deliver the AC power to the windings of the one or more AC electric motors to supply AC power to an external load.In order to provide, in particular, the function of a reactive power generator connected to a power supply, the system also causes the bidirectional inverter system to draw AC power from the external load via the AC electric motor(s) during one half of an electrical cycle, to convert the AC power into DC power and to supply the DC power to the DC power source.

[0100] Thus, various embodiments of power processing systems and methods for use with plug-in electric vehicles have been described above. These embodiments may offer one or more advantages over conventional systems in which a plug-in electric vehicle includes a battery charger. For example, one advantage may be that available system components (e.g., one or more inverters, DC bus capacitors, and motor windings) can be used in the driving state to selectively apply drive power to the vehicle's traction system and in the parked state to provide functions associated with a charging mode and / or a power processing mode. Consequently, the function of a separate battery charger may be unnecessary, and such a battery charger can be removed from the system.This can lead to reduced vehicle weight (and consequently, increased range for a given battery charge) and lower vehicle manufacturing costs. Furthermore, the space that would otherwise be used to house the battery charger can be used for other purposes or removed from the vehicle altogether.

[0101] Another advantage can be that the vehicle's operating costs for the consumer can be reduced. According to various implementations, for example, the charging function of the battery (or another DC power source) can be controlled by the system so that it occurs during off-peak consumption periods rather than peak consumption periods. Consequently, the consumer may be billed lower energy charges by the utility company. Unlike conventional battery chargers, which only allow current to flow in one direction (e.g.,(from the electrical supply unit to the vehicle battery), the embodiments described above are also bidirectional in that they allow a current flow from the electrical supply unit to the vehicle battery (or another DC energy source) during some time periods, and that they allow a current flow from the vehicle battery (or another DC energy source) to the electrical supply unit during other time periods.

[0102] Consequently, power can be supplied both from the electrical supply equipment to the vehicle and from the vehicle to the electrical supply equipment. In some cases, a utility company may offer refunds or credits to the consumer if the vehicle functions for the benefit of the utility company (e.g., by providing a function of an active power generator connected to a utility, a function of a reactive power generator connected to a utility, and / or a function of an active power filter connected to a utility).

[0103] Although various embodiments of systems have been presented in the foregoing detailed description, it should be noted that a large number of other variations exist. It should also be noted that the exemplary embodiment or embodiments are merely examples and are not intended to limit the scope, applicability, or design of the inventive subject matter in any way. Instead, the foregoing detailed description will provide those skilled in the art with useful guidance for implementing the exemplary embodiment or embodiments. It is understood that various modifications may be made to the function and arrangement of elements without departing from the scope of the inventive subject matter as disclosed in the appended claims and their legal equivalents.

Claims

[1] Power processing system (400) for use in a plug-in electric vehicle (100), wherein the system (400) comprises: a first motor (404) with a first neutral point (430) and first motor windings (414, 415, 416) with first ends and second ends, a second motor (405) with a second neutral point (432) and second motor windings (417, 418, 419) with first ends and second ends, and a third motor (406) with a third neutral point (434) and third motor windings (420, 421, 422) with first ends and second ends; a bidirectional inverter system (402) comprising a first inverter section (440), a second inverter section (450) and a third inverter section (480), wherein the bidirectional inverter system (402) comprises multiple switches; an AC power interface with three conductors; a first conductor (431) between the first motor (404) and the AC power interface; a second conductor (433) between the second motor (405) and the AC power interface; and a third conductor (435) between the third motor (406) and the AC power interface, wherein the first ends of the first motor windings (414, 415, 416) are electrically coupled to the first inverter section (440) and the first neutral point (430) of the first motor (404) is designed for electrical coupling with the first conductor (431); the first ends of the second motor windings (417, 418, 419) are electrically coupled to the second inverter section (450) and the second neutral point (432) of the second motor (405) is designed for electrical coupling with the second conductor (433); and the first ends of the third motor windings (420, 421, 422) are electrically coupled to the third inverter section (480) and the third neutral point (434) of the third motor (406) is designed for electrical coupling with the third conductor (435); and an electronic control system (413) electrically coupled to the bidirectional inverter system (402), wherein the electronic control system (413) serves to provide a drive function by supplying first control signals to the bidirectional inverter system (402) to cause the bidirectional inverter system (402) to draw direct current (DC) power from a DC energy source (408) of the vehicle (100), convert the DC power into AC power, and supply the AC power to the windings of the three motors (404, 405, 406) to drive the vehicle (100), and wherein the electronic control system (413) further serves to provide a charging function by supplying second control signals to the bidirectional inverter system (402) to cause the bidirectional inverter system (402) to draw AC power from the windings of the three motors (404, 405,406) to extract the AC power, convert the AC power into DC power, and supply the DC power to the DC power source (408) to recharge the DC power source (408). [2] System (400) according to claim 1, wherein: The AC power interface is a hardware interface selected from a group of hardware interfaces, which includes a three-wire AC power interface, a three-phase junction box (412) and a three-phase plug (490). [3] System (400) according to claim 1, wherein: the electronic control system (413) can furthermore be operated in a power processing mode to supply third control signals to the bidirectional inverter system (402) to cause the bidirectional inverter system (402) to draw DC power from the DC power source (408), convert the DC power into AC power and supply the AC power to the windings of the three motors (404, 405, 406) to supply AC power through the AC power interface to an external load (492). [4] System (400) according to claim 3, wherein the external load (492) comprises a power consumer device, and wherein the electronic control system (413) can be operated in power processing mode to provide an AC power source function by supplying the third control signals. [5] System (400) according to claim 3, wherein the external load (492) comprises an electrical supply device, and wherein the electronic control system (413) can be operated in power processing mode to provide a function of an active power generator connected to a supply device by supplying the third control signals. [6] System (400) according to claim 3, wherein the external load (492) comprises an electrical supply device, and wherein the electronic control system (413) can be operated in power processing mode to provide a function of a reactive power generator connected to a supply device by supplying the third control signals during a first half of an electrical cycle, and by supplying fourth control signals during a second half of the electrical cycle to cause the bidirectional inverter system (402) to extract AC power from the external load (492) via the windings of the three motors (404, 405, 406), convert the AC power into DC power and supply the DC power to the DC power source (408). [7] System (400) according to claim 3, wherein the external load (492) comprises an electrical supply device, and wherein the electronic control system (413) can be operated in power processing mode to provide a function of an active power filter associated with a supply device by supplying the third control signals to cause the bidirectional inverter system (402) to extract DC power from the DC power source (408), convert the DC power into AC power and supply the AC power to the windings of the three motors (404, 405, 406) to supply the AC power to the electrical supply device (492) to assist the electrical supply device (492) in generating more sinusoidal voltage / current waveforms. [8] Power processing system (600) for use in a plug-in electric vehicle (100), the system (600) comprising: a first AC electric motor (604) with a first neutral point (632) and first motor windings (614, 615, 616) with first ends and second ends and a second AC electric motor (606) with a second neutral point (634) and second motor windings (617, 618, 619) with first ends and second ends; a bidirectional inverter system (602) comprising a first inverter section (640) and a second inverter section (650) electrically coupled to the first (604) and second (606) AC electric motors, wherein the bidirectional inverter system (602) comprises several switches; an AC power interface with three conductors; a half-bridge (611) which is electrically connected in parallel to the bidirectional inverter system (602), wherein the half-bridge (611) comprises at least two switches (694, 696) connected in series and a connection point (623) between the at least two switches (694, 696); an inductor (645) which is electrically coupled to the connection point (623) between the at least two switches (694, 696); a first conductor (631) that is electrically coupled between the inductor (645) and the AC power interface; a second conductor (633) that is electrically coupled between the first motor (604) and the AC power interface; and a third conductor (635) that is electrically coupled between the second motor (606) and the AC power interface, wherein the first ends of the first motor windings (614, 615, 616) are electrically coupled to the first inverter section (640), the first neutral point (632) of the first motor (604) is designed for electrical coupling with the second conductor (633), the first ends of the second motor windings (617, 618, 619) are electrically coupled to the second inverter section (650), and the second neutral point (634) of the second motor (606) is designed for electrical coupling with the third conductor (635); and wherein the bidirectional inverter system (602) is designed to cause the system (600) to provide a drive function by drawing electric sliding current power (DC power) from a DC power source (608) of the vehicle (100) in response to the reception of first control signals, converting the DC power into AC power and supplying the AC power to the windings of the two motors (604, 606) to drive the vehicle (100), and wherein the bidirectional inverter system (602) is designed to cause the system (600) to provide a charging function by drawing AC power from the windings of the two motors (604, 606) in response to the reception of second control signals, converting the AC power into DC power and supplying the DC power to the DC power source (608) to recharge the DC power source (608). [9] Power processing system (700) for use in a plug-in electric vehicle (100), the system (700) comprising: a first motor (704) and a second motor (706), wherein the first motor (704) comprises a first neutral point (732) and first motor windings (714, 715, 716) having first ends and second ends, and the second motor (706) comprises a second neutral point (734) and second motor windings (717, 718, 719) comprising a first second motor winding, a second second motor winding and a third second motor winding, wherein the second motor windings (717, 718, 719) have first and second ends; a bidirectional inverter system (702) comprising a first inverter section (740) and a second inverter section (750) and electrically coupled to the first motor and the second motor, wherein the bidirectional inverter system (702) comprises several switches, an AC power interface with three conductors; a switch (721) designed to switch between a first position and a second position; a first conductor (733) between the first motor (704) and the AC power interface; a second conductor (735) between the second motor (706) and the AC power interface; and a third conductor (736) between the second motor (706) and the AC power interface, wherein the first ends of the first motor windings (714, 715, 716) are electrically coupled to the first inverter section (740) and the first neutral point (732) is designed for electrical coupling to the first conductor (733), the first ends of the second motor windings (717, 718, 719) are electrically coupled to the second inverter section (750) and a second end of the first second motor winding (719) is electrically coupled to the switch (721), wherein the second end of the first second motor winding (719) is also electrically coupled to a second end of the second second motor winding (718) and a second end of the third second motor winding (717) when the switch (721) is in the first position, and wherein the second end of the first second motor winding (719) is electrically coupled to the second conductor (735) when the switch (721) is in the second position,and wherein the second end of the second second motor winding (718) and the second end of the third second motor winding (717) are electrically coupled to each other to form the second neutral point (734); wherein the bidirectional inverter system (702) is designed to cause the system (700) to provide a drive function by drawing electric sliding current power (DC power) from a DC power source (708) of the vehicle (100) in response to the reception of initial control signals, converting the DC power into AC power and supplying the AC power to the windings of the first (704) and second (706) motor to drive the vehicle (100), and wherein the bidirectional inverter system (702) is designed to cause the system (700) to provide a charging function by drawing AC power from the windings of the first (704) and second (706) motor in response to the reception of initial control signals, converting the AC power into DC power and supplying the DC power to the DC power source (708) to recharge the DC power source (708).

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