PERFORMANCE OPTIMIZATION OF AN INVERTER SYSTEM CONTROLLER

Abstract

Inverter for a vehicle (12), comprising: a power controller (66-A, 66-B) and a gate drive board (GDB) (88) electrically connected in series, the controller (66-A, 66-B) including a logic circuit configured to in response to the presence of an ignition signal (72) to allow a flow of low-voltage power through the control unit (66-A, 66-B) to the GDB (88) in order to activate the GDB (88) and in response to the presence of a wake-up signal (70), but not the ignition signal (72), to prevent a flow of low voltage power through the control (66-A, 66-B) to the GDB (88), wherein the logic circuit is further configured to allow a flow of low voltage power during the prevention in order to activate a coil of a contactor (50, 52, 58) in order to close the contactor (50, 52, 58).

Description

TECHNICAL AREA

[0001] The present disclosure relates to systems and methods for optimizing the power consumption of an inverter system controller (ISC). GENERAL STATE OF THE ART

[0002] A high-voltage battery in an electric vehicle can be recharged using either alternating current (AC) or direct current (DC) charging. The vehicle can be connected to an AC power grid and receive electrical energy via AC Level 1 or AC Level 2 charging, using either a 120-volt (V) or 240-volt (240 V) connection. A connection to a DC-capable charging station allows the high-voltage battery to be recharged at various current rates, such as DC Level 1 200-450 V / 80 amperes (A), DC Level 2 200-450 V / 200 A, DC Level 3 200-450 V / 400 A, and so on. In some cases, the same amount of energy can be transferred faster in a DC charging session than in an AC charging session. DE 10 2008 035 227 A1 discloses power electronics devices with an integrated gate drive circuit. CN 2 05 622 525 U discloses an auxiliary current transformer. SUMMARY

[0003] An inverter for a vehicle includes the following: a power controller and a gate drive board (GDB) electrically connected in series, the controller including a logic circuit configured to allow a flow of low-voltage power through the controller to the GDB in response to the presence of an ignition signal, in order to activate the GDB, and to prevent a flow of low-voltage power through the controller to the GDB in response to the presence of a wake-up signal, but not the ignition signal.

[0004] A method includes: in response to the presence of a trigger signal, by a power controller of an inverter, allowing a flow of low-voltage power through the controller to a gate drive board (GDB) and a resolver-to-digital converter to activate the GDB and the converter, each of the GDB and the converter being electrically connected in series with the controller; and in response to the presence of a wake-up signal, but not the trigger signal, preventing a flow of low-voltage power through the controller to the GDB and the converter.

[0005] A system for a vehicle includes the following: an inverter, including a gate drive board (GDB) and a power controller, the controller including a logic circuit configured to allow a flow of low-voltage power to the GDB in response to the detection of an ignition signal, in order to activate the GDB, and in response to the reception of a wake-up signal, but not the ignition signal, to prevent a flow of power to the GDB and to allow a flow of low-voltage power to activate a coil of a contactor in order to close the contactor. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a block diagram of a plug-in hybrid electric vehicle (PHEV) illustrating a typical powertrain and energy storage components; Fig. 2A is a block diagram illustrating an exemplary power transmission system arrangement; Fig. 2B is a schematic representation illustrating a sluice gate; Fig. Figure 3 is a block diagram illustrating an exemplary power circuit arrangement for an inverter system controller; Fig. Figure 4 is a block diagram illustrating the inverter system control, including a logic circuit; Fig. Figure 5 is a schematic representation illustrating an exemplary high-side switch arrangement; and Fig. Figure 6 is a flowchart illustrating an algorithm for controlling a power flow to at least one component of the inverter system control. DETAILED DESCRIPTION

[0006] Here, embodiments of the present disclosure are described. It is understood, however, that the disclosed embodiments are merely examples and that other embodiments may take different and alternative forms. The figures are not necessarily to scale; some features may be enlarged or reduced to show details of certain components. Accordingly, the specific structural and functional details disclosed here are not to be interpreted as limiting, but merely as a representative basis for teaching a person skilled in the art the diverse uses of the present invention.The person skilled in the art will understand that various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to create embodiments not expressly illustrated or described. The combinations of illustrated features provide representative embodiments for typical applications. However, different combinations and modifications of the features, consistent with the teachings of this disclosure, may be desirable for certain applications or implementations.

[0007] Creating separate electrical power paths for each of the vehicle's electrical components is not necessarily practical and can lead to time delays to a fully powered state, as well as increased wiring complexity. The vehicle design may therefore require different vehicle components to share an electrical power connector, so that supplying power to the connector can cause all components sharing that connector to power on simultaneously. Conversely, shared power connectors can hinder the ability to selectively power on only one connected component, rather than others that also receive power through the same connector.Supplying power to components when they are not in use can lead to inefficiency in power consumption and premature wear of the components.

[0008] For example, hybrid and electric vehicles may be equipped with one or more climate control components, such as a positive temperature coefficient (PTC) heater, an electric air conditioning (A / C) unit, and so on. In some cases, these components may be operated to adjust and maintain the cabin temperature according to user settings and / or to provide temperature control functionality for a traction battery, either automatically or after receiving a predefined signal from another vehicle control unit.An adjustment of the climate control may be necessary either when the vehicle ignition is ON, such as to increase cabin comfort when the vehicle is in operation, or when the vehicle ignition is OFF, such as to optimize the charging of the traction battery and / or to precondition the cabin according to user settings before the ignition is switched ON.

[0009] An electrical interconnect that provides power to enable the PTC heater and / or the electric A / C can also provide power to other high-voltage components. Thus, by providing power to enable the heater or the A / C, the other high-voltage components can also receive power and be switched on accordingly. For example, the same high-voltage bus that provides power to enable the PTC heater and the electric A / C can also provide power to a power inverter subsystem configured to transfer and condition energy between motor / generator machines and the traction battery of a hybrid or electric vehicle.A logic switch can be configured to block power flow to the inverter subsystem in response to the detection that heating or A / C functionality is requested, but power to the inverter subsystem is not required, for example, if the vehicle ignition is in the "OFF" state. The logic switch can also be configured to allow power flow to the inverter subsystem in response to the detection of an "Ignition ON" signal. Furthermore, the logic switch can be configured to allow power flow through the connector to turn on the inverter subsystem in response to receiving an "Ignition ON" signal at a time when the heating or A / C is already in use to precondition the cabin or to heat or cool the traction battery during charging.

[0010] Fig. Figure 1 depicts a typical plug-in hybrid electric vehicle (PHEV) system 10. A plug-in hybrid electric vehicle 12, hereinafter referred to as vehicle 12, can include at least one traction battery 14 configured to receive electrical charge via a charging session at a charging station (not shown) connected to a power grid (not shown). The vehicle 12 can, for example, cooperate with the charging station's electric vehicle supply equipment (EVSE) 16 to coordinate the transfer of charge from the power grid to the traction battery 14. The power grid can include a device that utilizes renewable energy, such as a photovoltaic (PV) solar panel or a wind turbine (not shown).

[0011] The EVSE 16 can include circuits and controls for regulating and managing the transfer of energy between the power grid and the vehicle 12. For example, the EVSE 16 can include a charging connection element (not shown) having a variety of pins configured to mate with associated recesses of a charging port (not shown) of the vehicle 12. In some cases, the charging port can be integrated as part of a charging controller 38 and can define any type of port configured to transfer power from the EVSE 16 to the vehicle 12. The vehicle 12's charging controller 38, communicating with the EVSE 16, for example via the charging port, can control the charging flow between the EVSE 16 and the traction battery 14.Similarly, the EVSE 16 can include a control module (not shown) that conditions the power supplied by the EVSE 16 to provide the voltage and current levels for the vehicle 12 as required, for example by the battery charging controller 38.

[0012] The EVSE 16 can be designed to provide single-phase or three-phase alternating current (AC) or direct current (DC) charging for the vehicle 12. Differences in the charging connection element and charging protocol may exist between an AC-only, a DC-only, and an AC / DC-capable EVSE. The EVSE 16 can further be configured to provide different levels of AC and DC charging, including, but not limited to, Level 1 120 volts (V) AC charging, Level 2 240 V AC charging, Level 1 200-450 V and 80 amperes (A) DC charging, Level 2 200-450 V and up to 200 A DC charging, Level 3 200-450 V and up to 400 A DC charging, and so on. Given the voltage and current specifications of a particular charging system, the time required to receive a given amount of electrical charge can vary from a few hours to a few minutes.

[0013] In one example, both the charging port of the EVSE 16 and the vehicle 12 can be configured to comply with industry standards relating to the charging of electrified vehicles, such as those of the Society of Automotive Engineers (SAE) J1772, J1773, J2954, the International Organization for Standardization (ISO) 15118-1, 15118-2, 15118-3, the German DIN specification 70121, and so on. In another example, the recesses of the charging port of the charging controller 38 can include a variety of connections, such as connections intended for Level 1 and 2 AC power exchange, connections intended for a ground connection, connections intended for control signals transmitted between the EVSE 16 and the vehicle 12, and connections intended for DC charging, such as Level 1, 2, or 3 DC charging.

[0014] For example, at least one connection can be used to execute control pilot signals and / or proximity detection signals. A proximity signal can be a signal indicating an engagement state between the charging port of the charging controller 38 and the connection element of the EVSE 16. A control pilot signal, e.g., a low-voltage pulse-width modulation (PWM) signal, can be used to control the charging process. As at least with regard to Fig. As described in 2A, the energy flow to and from the traction battery 14 can be carried out via an electrical conduction center (Bussed Electrical Center - BEC) 18 and managed by a battery controller 40.

[0015] The vehicle 12 may further comprise one or more electric machines 20 mechanically connected to a hybrid transmission 22. The electric machines 20 may be configured to operate as a motor or generator. In addition, the hybrid transmission 22 is mechanically connected to an internal combustion engine 24. The hybrid transmission 22 is also mechanically connected to a drive shaft 26, which is mechanically connected to the wheels 28.

[0016] The electric machines 20 can provide propulsion and braking capability using energy stored in the traction battery 14 when the internal combustion engine 24 is switched on or off. The electric machines 20 also function as generators and can provide fuel consumption benefits by recovering energy that would normally be lost as heat in the friction braking system. The electric machines 20 can also provide reduced pollutant emissions, as the vehicle 12 can be operated in an electric mode under certain conditions.

[0017] The traction battery 14 typically provides a high-voltage direct current (DC) output. The traction battery 14 can be electrically connected to an inverter system controller (ISC) 30. The ISC 30 is electrically connected to the electric machines 20 and provides the capability to transfer energy bidirectionally between the traction battery 14 and the electric machines 20. In an electric motor mode, the ISC 30 can convert the DC output provided by the traction battery 14 into three-phase alternating current (AC), as may be required for the proper functioning of the electric machines 20. In a regeneration mode, the ISC 30 can convert the three-phase AC output from the electric machines 20, which are acting as generators, into the DC input required by the traction battery 14. Fig. While Figure 1 depicts a typical plug-in hybrid electric vehicle, the present description is equally applicable to a purely electric vehicle. For a purely electric vehicle, e.g., a battery electric vehicle (BEV), the hybrid transmission 22 can be a gearbox connected to the electric machine 20, and the combustion engine 24 may not be present.

[0018] In addition to providing propulsion energy, the traction battery 14 can supply energy to other electrical vehicle systems. For example, the traction battery 14 can transfer energy to high-voltage loads 32, such as, among others, the compressor of an air conditioning (A / C) system and an electric heater. In another example, the traction battery 14 can supply energy to low-voltage loads 34, such as, among others, a 12 V auxiliary battery. In such an example, the vehicle 12 can include a DC / DC converter 36 configured to convert the high-voltage DC output of the traction battery 14 into a low-voltage DC supply compatible with the low-voltage loads 34. The various components described can include one or more associated controllers to control and monitor the operation of the components. The controllers can be communicated via a serial bus (e.g.,communicate via a Controller Area Network (CAN) or via separate conductors.

[0019] Fig. Figure 2A illustrates an exemplary contactor arrangement 44 for transferring energy to and from the traction battery 14 of the vehicle 12. A plurality of electrochemical cells (not shown) of the traction battery 14 can be connected to the BEC 18 via positive and negative terminals 46. The battery cells can have any suitable configuration and serve to receive and store electrical energy for use in the operation of the vehicle 12. As one example, each cell can provide the same or different nominal voltage levels. As another example, the battery cells can be arranged in one or more arrays, sections, or modules, which are further connected in series or parallel. Although the traction battery 14, as described, includes electrochemical battery cells, other types of energy storage devices, such as capacitors, are also considered.

[0020] The negative and positive terminals 46 can comprise electrically conductive material, such as metal, and can have any suitable configuration. In some examples, the BEC 18 can include a variety of contactors and switches that enable the selective supply and withdrawal of electrical energy to and from the battery cells via the positive and negative terminals 46.

[0021] The battery controller 40 can be connected to a variety of sensors (not shown) located in the traction battery 14 and can be configured to control the energy flow to and from the traction battery 14 based on sensor measurements. For example, the battery controller 40 can be configured to monitor and manage the temperature, state of charge (SOC), and other operating parameters of each battery cell or combination of cells under various operating conditions of the vehicle 12. The battery controller 40 can communicate with the ISC 30 and can be configured to send a signal to the ISC 30 in response to the detection that an operating parameter is greater than or less than a predetermined threshold, instructing the ISC 30 to provide power to enable one or more high-voltage loads 32, such as the heater or the electric A / C.

[0022] Upon receiving a request, the ISC 30 can be configured to provide power to the BEC 18 to open or close one or more of the multiple switches. The battery controller 40 can be connected to other vehicle controllers (not shown), such as, but not limited to, an internal combustion engine controller and a transmission controller, and can instruct the ISC 30 to provide power to open or close a multiple of switches in response to a predetermined signal from the other vehicle controllers.

[0023] The battery controller 40 can also communicate with the charging controller 38. For example, the charging controller 38 can send a signal to the battery controller 40 indicating a charging session request. The battery controller 40 can then command the charging controller 38 to provide power to open or close a variety of switches, thereby enabling the transfer of electrical energy between the EVSE 16 and the traction battery 14 via a charging session, such as a DC fast-charging session.

[0024] The BEC 18 can include a positive main contactor 50, which is electrically connected to the positive terminal 46a of the traction battery 14, and a negative main contactor 52, which is electrically connected to the negative terminal 46b of the traction battery 14. In one example, closing the positive and negative main contactors 50 and 52 allows the flow of electrical energy to and from the battery cells. In such an example, the battery controller 40 can command the ISC 30 to provide power to open or close the main contactors 50 and 52 in response to the detection that the temperature of the traction battery 14 is greater or less than a predetermined threshold.In another example, the battery controller 40 can command the BEC 18 to open or close the main contactors 50, 52 in response to receiving a signal from the charging controller 38, which is indicative of a request to initiate or complete the transfer of electrical energy to and from the traction battery 14.

[0025] The BEC 18 can further include a pre-charge circuit 54 configured to control a current-energizing process of the positive terminal 46a. For example, the pre-charge circuit 54 can include a pre-charge resistor 56 connected in series with a pre-charge contactor 58. The pre-charge circuit 54 can be electrically connected in series with the positive main contactor 50. When the pre-charge contactor 58 is closed, the positive main contactor 50 can be open and the negative main contactor 52 can be closed, allowing electrical energy to flow through the pre-charge circuit 54 and controlling a current-energizing process of the positive terminal 46a.

[0026] In one example, the battery controller 40 can, in response to the detection that the voltage level at the positive and negative terminals 46a, 46b has reached a predetermined threshold, instruct the BEC 18 to close the positive main contactor 50 and open the pre-charge contactor 58. The transfer of electrical energy to and from the traction battery 14 can then continue via the positive and negative main contactors 50, 52. For example, the BEC 18 can support the transfer of electrical energy between the traction battery 14 and the ISC 30 during either motor or generator mode via a direct connection to the conductors of the positive and negative main contactors 50, 52.

[0027] For example, in Fig. As shown in Figure 2B, each of the contactors 50, 52, and the pre-charging contactor 54 can define an electromechanical device 51 comprising an induction coil 53 and a relay 55. In one example, the ISC 30 can be configured to, in response to an associated request from the battery controller 40, energize the induction coil 53 using a predefined amount of current, e.g., pull-in current I. pull_in , to activate in order to cause the relay 55 to close. In another example, the ISC 30 can further be configured to deactivate the inductive coil 53 in response to a related request from the battery controller 40, e.g., to provide an amount of current that is less than the drop-out current I. drop_out, to cause relay 55 to open. In yet another example, the ISC 30 can be configured after relay 55 closes to supply a predefined amount of current, e.g., a holding current I. hold , provided by the inductive coil 53 to hold the relay 55 in a closed position, wherein the magnitude of the holding current I hold both smaller than the magnitude of the inrush current I pull_in as well as greater than the amount of waste stream I drop_out may be.

[0028] With further reference to Fig. 2A enables the closing of one or more of the contactors 50, 52, and 54. In some cases, this allows the high-voltage loads 32, such as compressors and electric heaters, to be switched on by the power flow via conductors extending between a corresponding contactor 50, 52, or 54 and the ISC 30. In yet another example, closing one or more of the contactors 50, 52, or 54 can enable power transfer to and from the low-voltage loads 34, such as a 12 V auxiliary battery, via the DC / DC converter 36, which is connected to electrical conductors extending between the ISC 30 and the positive and negative terminals 46a and 46b.

[0029] A DC fast-charging BEC (hereinafter referred to as charging BEC) 48 can comprise a positive DC fast-charging contactor (hereinafter referred to as positive charging contactor) 60, which is electrically connected to the positive terminal 46a, and a negative DC fast-charging contactor (hereinafter referred to as negative charging contactor) 62, which is electrically connected to the negative terminal 46b of the traction battery 14. The charging controller 38 can provide power to close the negative charging contactor 62 and the positive charging contactor 60 in response to a signal indicative of a request for a DC fast-charging session. For example, the battery controller 40 can command the charging controller 38 to close the negative charging contactor 62 and the positive charging contactor 60 in response to receiving a signal from the charging controller 38 indicative of a request to charge the traction battery 14.The battery controller 40 can selectively command the charging controller 38, in response to receiving a notification that a DC fast charging session has been completed, to open the positive charging contactor 60 and the negative charging contactor 62.

[0030] For simplicity and clarity, AC charging connections between the charging controller 38 and the traction battery 14 have been omitted. In one example, the main contactors 50 and 52, in combination with the pre-charging circuit 54, can be used to transfer AC power between the EVSE 16 and the traction battery 14. In another example, the battery controller 40 can be configured to command the opening and closing of one or more AC charging contactors (not shown) in response to receiving a signal from the charging controller 38 indicating a request to initiate AC charging.

[0031] Fig. Figure 3 illustrates an exemplary power circuit arrangement 64 for the ISC 30-A, configured to provide low-voltage power for switching on the high-voltage loads 32 when the traction battery 14 is being charged. A power controller 66-A of the ISC 30-A can be configured to selectively close a low-voltage switch 68 to provide low-voltage power to close at least one of the positive and negative main contactors 50, 52 and to supply power to other components, such as, among others, a gate drive board (GDB) 88 of the ISC 30-A, resolver circuits, and so on. In some cases, the low-voltage switch 68 can be connected to a low-voltage battery 42, e.g., a 12 V auxiliary battery of the vehicle 12.

[0032] As an example, the power controller 66-A can include a power supply circuit 78 configured to provide at least some of the energy to power a pair of microcontrollers 80, 82 (hereinafter referred to as a motor control unit and a hybrid control unit 80, 82, respectively). The motor control unit 80 can be configured to control (provide excitation signals for) one or more resolvers (not shown) of the vehicle 12, each of which defines, for example, an electromechanical sensor configured to measure an accurate angular position by operating in the form of variable coupling transformers, wherein the amount of magnetic coupling between the primary winding and a plurality of secondary windings varies according to the position of the rotatable element (e.g., a rotor of the electric machine 20, which is typically mounted on a shaft of the machine 20).The resolvers can therefore be configured to determine an exact shaft rotation.

[0033] The resolver of vehicle 12 can comprise a primary winding on the rotor of electric machine 20 and two secondary windings on a stator of machine 20. As another example, a resolver can be defined as a variable reluctance resolver and does not necessarily have to include windings on the rotor. Instead, the primary and secondary windings of the variable reluctance resolver can all be positioned on the stator, such that the sinusoidal variation in the secondary winding is coupled to the angular position by the rotor's exposed poles.

[0034] The resolvers can accordingly define sensors or other analog or digital electrical or electrochemical components configured to convert the angular position and / or velocity of a rotating shaft into an electrical signal. The resolvers can also be configured to output signals proportional to the sine and / or cosine of the shaft angle. A resolver-to-digital (R2D) converter 90 can be configured to convert the resolver output signals into a digital output corresponding to the shaft angle and / or velocity, and it can provide the generated digital output to the motor control unit 80.In some examples, the power controller 66-A may include one or more resolver excitation and feedback circuits 86 configured to filter and / or amplify excitation signals sent from the associated microprocessor to the resolvers, and to adjust and / or filter the gain for measurement signals output by the resolvers before the signals are provided to the motor control unit 80.

[0035] The hybrid control unit 82 of the power controller 66-A can be configured, for example, to receive signals from one or more sensors of the vehicle 12 at a sensor data collection unit 84. The sensor data collection unit 84 of the power controller 66-A can, for example, be configured to receive signals from one or more temperature sensors (not shown) of the traction battery 14. The hybrid control unit 82 can be configured, in response to the detection during charging of the traction battery 14 that cooling or warming of the battery cells may be necessary, to request a low-voltage power flow and use this power to activate the corresponding inductive coil of the contactor(s) 50, 52, and 58 to close the relay of the contactor(s), thereby allowing power to flow to the heating and / or the electric A / C.In some examples, the hybrid control unit 82 can be configured to request a low-voltage power flow by waking up or causing other components of the power control 66-A to become active.

[0036] To provide low-voltage power, such as that requested by the hybrid control unit 82, the power controller 66-A can be configured to cause the switch 68 to close, thereby starting the GDB 88, one or more resolver circuits, and other connected components, although they do not directly provide or otherwise contribute to climate control of the traction battery 14 during charging. The other connected components, such as the GDB 88 and the resolver circuits, can continue to receive power and remain in an on (active) state while the heating and / or electric A / C is operating to regulate the temperature of the battery cells.

[0037] The GDB 88 can be powered using two independent supply rails, such as the supply rail of a primary side regulator (PSR) and a 5V power supply rail, and it can be configured to power (drive) one or more components that define the ISC 30-A. The GDB 88 can define one or more digital logic circuits and microcontrollers configured to generate a switching signal, such as an output signal of several milliamperes of current, to turn a transistor on and off. A transistor driven directly by a weak signal can switch very slowly, resulting in increased power loss.Accordingly, the GDB 88 can be connected between an output of the microcontroller and an input of the power transistor, and it can be configured to prevent the transistor's gate capacitor from drawing current too quickly during switching, as this can lead to excessive current draw in the logic circuit or microcontroller, resulting in overheating and either significant damage or complete destruction of the chip.

[0038] As an example, the GDB 88 can be configured to power a variable voltage converter (VVC) (not shown) that provides bidirectional voltage amplification and reduction of energy transferred between the electric machines 20 and the battery cells of the traction battery 14. The GDB 88 can further be configured to power an inverter (not shown) that, during transfer between the electric machines 20 and the traction battery 14, inverts DC energy to AC and rectifies AC to DC.

[0039] The power controller 66-A can be configured to switch on in response to receiving a wake-up signal 70 and an ignition signal 72. The wake-up signal 70 can correspond to a digital waveform with a predefined format or pattern, generated by a local signal source (e.g., one or more controllers of the vehicle 12) or by a remote source (e.g., a handheld transmitter communicating with the controller of the vehicle 12) in response to one or more predefined conditions. For example, the wake-up signal 70 can include a request to change the operating mode of the ISC 30, e.g., from a sleep mode or a reduced-power mode to a fully powered mode, and it can be provided, for example, by waking up a bus, waking up a terminal, etc.In some cases, such as described in relation to the hybrid control unit 82, the wake-up signal 70 can originate from one or more microcontrollers in the power controller 66-A in response to receiving one or more sensor signals and determining that a power supply is required for one or more components supplied by the power controller 66-A.

[0040] The ignition signal 72 can correspond to a digital waveform having a predefined format or pattern that differs from the format or pattern of the wake-up signal 70, and it can be generated in response to one or more predefined conditions. In some examples, the ignition signal 72 can be indicative of one or more states (or a change from one state to another) of the vehicle's ignition switch 12, and it can be sent from a body control unit to the power control unit 66-A.

[0041] In response to one of the signals 70, 72, the power control 66-A can be configured to cause the low-voltage switch 68 to close in order to provide power to all connected components, such as power to close at least one of the positive and negative main contactors 50, 52, power to switch on the GDB 88, the VVC, the inverter, and so on, and power to switch on the R2D converter 90, the signal converters of the resolver excitation and feedback circuits 86, signal filters, and other connected components.

[0042] The power controller 66-A can include a first logic circuit 74a and a pair of low-side switches 76 configured to close the switch 68, to provide a 12 V power supply line to the GDB 88, and to supply power to the power supply circuit 78. The first logic circuit 74a can be a digital logic gate configured to send a signal to a first low-side switch 76a in response to receiving at least one of the signals 70, 72. The first logic circuit 74a can define an inclusive or an exclusive OR gate configured to generate a HIGH output in response to at least one input being HIGH and in response to only one input being HIGH, respectively.In one example, the first logic circuit 74a can define an integrated circuit (IC), including one or more diodes, transistors, relays or other electronic or mechanical components, arranged to generate an output based on a truth function with a logical inclusive or exclusive disjunction.The first logic circuit 74a can define the IC that is constructed using one or more manufacturing technologies, such as, among others, a complementary metal-oxide semiconductor (CMOS), a complementary-symmetry metal-oxide semiconductor (COS-MOS), an N-type metal-oxide semiconductor (NMOS), a P-type metal-oxide semiconductor (PMOS), a bipolar complementary metal-oxide semiconductor (BiMOS), and a transistor-transistor logic (TTL).

[0043] In response to receiving a HIGH output signal from the first logic circuit 74a, the first low-side switch 76a is operated to cause the switch 68 to close. When closed, the switch 68 can be configured to supply power to both the GDB 88, e.g., via a 12 V supply rail, and the power supply circuit 78 using low-voltage power, e.g., 12 V. The power supply circuit 78 can be configured to supply power to the motor and hybrid control units 80, 82, and can further be configured to supply power to the GDB 88 via a low-voltage 5 V line.

[0044] In response to receiving a related signal from the power supply circuit 78, the hybrid control unit 82 can be configured to send control signals to activate the second low-side switch 76b, which in turn allows power to flow to one or more contactors 50, 52, and 58 of the traction battery 14. Furthermore, in response to the closing of switch 68, the power supply circuit 78 can be configured to supply power to the motor control unit 80, which is configured to generate excitation signals for the resolvers by supplying power to the R2D converter 90 and the resolver excitation and feedback circuits 86.

[0045] Accordingly, the power control 66-A can, in response to one of the signals 70 and 72, whether they originate from one of the other controls of the vehicle 12 or from the hybrid control unit 82 in response to the detection that a temperature of the traction battery 14 exceeds a first predefined threshold or is less than a second predefined threshold, simultaneously provide power to enable the hybrid control unit 82 to close at least one of the positive and negative main contactors 50, 52 and also provide power to switch on the GDB 88 and other connected components that receive power from it, e.g. the engine control unit 80.The closing of the low-voltage switch 68 by the power control 66-A can accordingly cause the GDB 88 to be started and remain active (switched on), while the hybrid control unit 82 is in a fully powered state to allow power flow to the high-voltage loads 32.

[0046] Fig. Figure 4 illustrates an exemplary power circuit arrangement 90 for the ISC 30-B, configured to provide power to switch on the high-voltage loads 32, but not the GDB 88, the R2D converter 90, or the resolver excitation and feedback circuits 86, when the traction battery 14 is charging and the vehicle's ignition switch 12 is in the OFF position. A power controller 66-B may include a second logic circuit 74b defining two inputs 92, a first input 92a of which is connected to the output of the first low-side switch 76a, and a second input 92b connected to the ignition signal input line 72 of the first logic circuit 74a. The second logic circuit 74b can be configured to send a control signal to a plurality of high-side switches 94 in response to the simultaneous reception of signals at both inputs 92, in order to activate the high-side switches 94.

[0047] The second logic circuit 74b can be a digital logic gate configured to send a control signal to the high-side switches 94 in response to the detection of the presence of both the trigger signal 72 and the HIGH output signals generated by the first low-side switch 76a. The second logic circuit 74b can define an AND gate configured to generate a HIGH output in response to both inputs 92 to the second logic circuit 74b being HIGH simultaneously. In an example, the second logic circuit 74b can define an integrated circuit (IC), including one or more diodes, transistors, relays, or other electronic or mechanical components, arranged to generate an output based on a truth function with a logical conjunction.The second logic circuit 74b can define the IC that is constructed using one or more manufacturing technologies, such as, among others, a complementary metal-oxide semiconductor (CMOS), a complementary-symmetry metal-oxide semiconductor (COS-MOS), an N-type metal-oxide semiconductor (NMOS), a P-type metal-oxide semiconductor (PMOS), a bipolar complementary metal-oxide semiconductor (BiMOS), and transistor-transistor logic (TTL).

[0048] In one example, a first high-side switch 94a can be connected between an output of the second logic circuit 74b and an input of the GDB 88 and configured to transfer low-voltage power to the GDB 88 both in response to receiving a power signal, e.g., via the switch 68 in a closed state, and a control signal output by the second logic circuit 74b. In another example, a second high-side switch 94b can be connected between an output of the second logic circuit 74b and an input of the R2D converter 90. The second high-side switch 94b can be powered by the motor control unit 80, e.g.,When switch 68 is in a closed state, it can be configured to provide power to the R2D converter 90 in response to both a power signal received from the control unit 80 and a control signal output by the second logic circuit 74b. In yet another example, a third high-side switch 94c can be connected between the output of the second logic circuit 74b and an input of the GDB 88 and configured to supply power to the GDB 88, e.g., via a 5 V rail, in response to both a power signal received (e.g., via the power supply circuit 78 when switch 68 is in a closed state) and a control signal output by the second logic circuit 74b.

[0049] Accordingly, the ISC 30-B can be configured to selectively supply power to more or fewer components based on the ignition switch state, as received at the input to the ISC 30-B. In response to receiving the wake-up signal 70 while the ignition signal line 72 is inactive, the ISC 30-B can selectively supply power to the hybrid control unit 82 to close one or more of the contactors 50, 52, and 58 and to allow power flow to one or more high-voltage loads 32. It can also selectively block power flow to the GDB 88 and the R2D converter 90, supplying power to the resolver excitation and feedback circuits 86 to activate the resolvers. As shown in Fig. As illustrated in Figure 4, the ISC 30-B can block power flow to one or more circuits on the right side of a dividing line AA and it can supply power to one or more circuits on the left side of dividing line A. The ISC 30-B can thus be configured to consume less power than the ISC 30-A to allow power flow to close at least one of the contactors 50, 52, and 58 in order to switch on one or more of the high-voltage loads 32, such as the heater and / or the electric A / C, in response to the detection that the traction battery 14 or the vehicle cabin 12 requires conditioning when the traction battery 14 is charging and the ignition is switched OFF.In some cases, the ISC 30-B can be configured to consume 50% less power than the ISC 30-A to power one or more high-voltage loads 32 when the ignition is switched OFF. As another example, the ISC 30-B can be configured to consume 65% less power than the ISC 30-A to power the high-voltage loads 32 during the OFF ignition state.

[0050] Fig. Figure 5 illustrates an exemplary schematic diagram 96, including the exemplary high-side switches 94a and 94c, which are configured to block power flow to the GDB 88 when the second logic circuit 74b outputs a LOW signal. The high-side switches 94a and 94c can further be configured to allow power flow to the GDB 88 in response to the detection that the second logic circuit 74b is outputting a HIGH signal. Although the exemplary diagram 96 illustrates switches 94a and 94c, the operating modes described here can be applied equally to switch 94b, at least with respect to Fig. 4 described.

[0051] Each of the high-side switches 94a and 94c can define a load switch and can be controlled by an external enable signal, such as an output signal from the second logic circuit 74b. Each of the high-side switches 94a and 94c can include a conducting element 98, such as a transistor, e.g., an enhancement metal-oxide-semiconductor field-effect transistor (MOSFET), which, when active, is operated to direct electrical current from a power source to the GDB 88, and when inactive, blocks the flow of electrical current from the power source to the GDB 88. In one example, the conducting element 98a of the high-side switch 94a is, for example, connected to the low-voltage battery 42.The switching element 98b of the high-side switch 94c is powered via a 12 V connection to the switch 68 and is powered using a connection to an output of the power supply circuit 78.

[0052] As an example, if each of the pass-through elements 98 defines a p-channel MOSFET, the pass-through elements 98 can be configured to allow power flow to the GDB 88 in response to a difference between the voltage at a source terminal and the voltage at a gate terminal that exceeds a threshold voltage. The resistors 100a and 100b can each be connected between the gate and source terminals of the pass-through elements 98 and configured to reduce the turn-off time of the pass-through elements 98 by discharging a predefined parasitic capacitance between the gate and source terminals after the source voltage has been removed.

[0053] The second logic circuit 74b can be configured to switch the pass-through elements 98a and 98b on and off using a bipolar transistor 102. Transistor 102 can be configured to turn on in response to the detection that an output of the second logic circuit 74b is HIGH, and can be configured to turn off in response to the detection that an output of the second logic circuit 74b is LOW. Turning on transistor 102 can cause the gate terminal of the corresponding pass-through element 98 to be pulled to ground, thus turning on the pass-through element 98. The bias resistors 104 and 106 can be configured to generate a first and second predefined voltage differential, respectively, between the gate terminal and the threshold voltage of the corresponding pass-through element 98.

[0054] Fig. Figure 6 illustrates an exemplary power optimization procedure 108 for blocking a power flow to connected components in response to the detection of a request to supply power to the heater or the electric A / C and to confirm that the ignition of the vehicle 12 is switched off. In one example, operations of the exemplary procedure 108 can be performed by the power controller 66-B, as at least with respect to Fig. 4-5 described.

[0055] During operation 110, the power controller 66-B can detect a wake-up signal indicative of a request to supply power to the closing of one or more contactors 50, 52, 58 and one or more connected components that receive power via the power controller 66-B. During operation 112, the power controller 66-B determines whether the ignition of the vehicle 12 is switched on.

[0056] In response to the detection in Operation 112 that the ignition is off, the power controller 66-B can, in Operation 114, initiate a power flow to close contactors 50, 52, and 58 and block a power flow to supply power to the connected components that receive power via the power controller 66-B. In response to the detection in Operation 112 that the ignition is on, the power controller 66-B can, in Operation 116, initiate a power flow to close contactors 50, 52, and 58 and supply power to the connected components that receive power via the power controller 66-B. The exemplary power optimization procedure 108 can then terminate.In some examples, the exemplary procedure 108 can be repeated in response to the power controller 66-B detecting a wake-up signal indicative of a request to supply power for the closing of one or more contactors 50, 52, 58 and one or more connected components receiving power via the power controller 66-B.

[0057] Additionally or alternatively, the above solution can be implemented using one or more application-specific integrated circuits (ASICs), one or more field-programmable gate arrays (FPGAs), and one or more complex programmable logic devices (CPLDs). In some other examples, the logic circuits and elements can be implemented in a given ASIC, FPGA, or CPLD configured to control discrete MOSFETs to be turned on during operation and turned off either during charging or preconditioning.

[0058] In some other examples, a power management integrated circuit (PMIC) can be configured to switch low-dropout regulators (LDOs) on and off in response to the detection that one or more requirements have been met. The PMIC can further be configured to optimize the power consumption of one or more switched-mode power supplies (SMPS) that power a variety of loads.The PMIC can cause the SMPS to operate in pulse width modulation (PWM) mode in response to the detection that a load exceeds a threshold, and it can cause the SMPS to operate in pulse frequency modulation (PFM) mode in response to the detection that the load is below a threshold, thereby increasing power consumption efficiency. The PMIC can be configured to cut power to one or more loads in response to the detection that the traction battery 14 is being charged or that a vehicle cabin 12 is being preconditioned.

[0059] The processes, methods, or algorithms disclosed herein may be inputtable to or implemented by a processing device, controller, or computer, which may include an existing programmable electronic control unit or a dedicated electronic control unit. Likewise, the processes, methods, or algorithms may be stored as data and instructions that can be executed by a controller or computer in many forms, including, but not limited to, information permanently stored on non-writable storage media such as ROM devices, and information modifiably stored on writable storage media such as floppy disks, magnetic tapes, CDs, RAM devices, and other magnetic and optical media. The processes, methods, or algorithms may also be implemented in a software-executable object.Alternatively, the processes, procedures or algorithms can be executed wholly or partially using suitable hardware components, such as ASICs, FPGAs, state machines, controllers or other hardware components or devices, or a combination of hardware, software and firmware components.

Claims

[1] Inverter for a vehicle (12), comprising: a power controller (66-A, 66-B) and a gate drive board (GDB) (88) electrically connected in series, the controller (66-A, 66-B) including a logic circuit configured to in response to the presence of an ignition signal (72) to allow a flow of low-voltage power through the control unit (66-A, 66-B) to the GDB (88) in order to activate the GDB (88) and in response to the presence of a wake-up signal (70), but not the ignition signal (72), to prevent a flow of low voltage power through the control (66-A, 66-B) to the GDB (88), wherein the logic circuit is further configured to allow a flow of low voltage power during the prevention in order to activate a coil of a contactor (50, 52, 58) in order to close the contactor (50, 52, 58). [2] Inverter according to claim 1, wherein the logic circuit includes a logic AND gate (74b) electrically in series with the GDB (88) and is configured to prevent the flow of power in response to an acknowledgment that the ignition signal (72) is not present. [3] Inverter according to claim 2, wherein the logic circuit includes a logic OR gate (74a) electrically connected between an input of the control (66-A, 66-B) and an input of the logic AND gate (74b), wherein the logic OR gate (74a) is configured to allow the flow of power either in response to the presence of the ignition signal (72) or the wake-up signal (70). [4] Inverter according to claim 2, wherein the controller (66-A, 66-B) further includes a high-side switch (94a, 94c) electrically connected between an output of the logic AND gate (74b) and an input of the GDB (88), wherein the switch (94a, 94c) is configured to: allow the flow of power to the GDB (88) in response to the detection that an output of the logic AND gate (74b) is HIGH and prevent the flow of power to the GDB (88) in response to the detection that an output of the logic AND gate (74b) is LOW. [5] Inverter according to claim 1, wherein the wake-up signal (70) is provided by a hybrid control unit (82) of the control (66-A, 66-B) in response to the detection that the temperature of a vehicle battery (14) corresponds to a value greater than a first threshold and less than a second threshold. [6] Inverter according to claim 5, wherein the hybrid control unit (82) is configured to release an electric A / C in response to receiving the power flow when the temperature is greater than the first threshold and to release a heater when the temperature is less than the second threshold. [7] Procedures, comprehensive: in response to the presence of an ignition signal (72), by means of a power controller (66-A, 66-B) of an inverter, allowing a flow of low-voltage power through the controller (66-A, 66-B) to a gate drive board (GDB) (88) and a resolver-to-digital converter (90) to activate the GDB (88) and the converter (90), each of the GDB (88) and the converter (90) being electrically connected in series with the controller (66-A, 66-B) and in response to the presence of a wake-up signal (70), but not the ignition signal (72), preventing a flow of low-voltage power through the control unit (66-A, 66-B) to the GDB (88) and the converter (90) furthermore, encompassing, while preventing, allowing a flow of low voltage power to activate a coil of a contactor (50, 52, 58) in order to close the contactor (50, 52, 58). [8] Method according to claim 7, wherein the prevention is carried out by a logic AND gate (74b) of the controller (66-A, 66-B) which is electrically connected to an input of the GDB (88) and the converter (90). [9] Method according to claim 8, further comprising by means of a logic OR gate (74a) of the controller (66-A, 66-B) electrically connected to an input of the logic AND gate (74b) allowing the flow of low voltage power to the logic AND gate (74b) in response to the presence of the wake-up signal (70), but not the ignition signal (72). [10] Method according to claim 8, wherein the prevention by means of high-side switches (94a, 94c) electrically connected between an output of the logic AND gate (74b) and corresponding inputs of the GDB (88) and the converter (90) is carried out in response to the detection that an output of the logic AND gate (74b) is LOW. [11] Method according to claim 10, wherein the high-side switches (94a, 94c) include a bipolar transistor connected to a gate of a field-effect transistor and configured to turn on the field-effect transistor in response to an output of the logic AND gate (74b) being HIGH. [12] Method according to claim 7, wherein the wake-up signal (70) originates from a hybrid control unit (82) of the control (66-A, 66-B) in response to the detection that the temperature of a vehicle battery (14) corresponds to a value greater than a first threshold and less than a second threshold. [13] Method according to claim 12, further comprising, in response to receiving the power flow by the hybrid control unit (82), releasing an electric A / C when the temperature is greater than the first threshold and releasing a heater when the temperature is less than the second threshold. [14] System for a vehicle (12), comprising: an inverter, including a gate control board (GDB) (88) and a power controller (66-A, 66-B), wherein the controller (66-A, 66-B) includes a logic circuit configured to in response to the detection of an ignition signal (72) to allow a flow of low-voltage power to the GDB (88) in order to activate the GDB (88) and in response to receiving a wake-up signal (70), but not the ignition signal (72), to prevent a flow of power to the GDB (88) and to allow a flow of low-voltage power to activate a coil of a contactor (50, 52, 58) in order to close the contactor (50, 52, 58). [15] System according to claim 14, wherein the controller (66-A, 66-B) further includes a high-side switch (94a, 94c) connected between an output of the logic circuit and an input of the GDB (88) and configured to turn on to allow power flow in response to an output of the logic circuit being a logic HIGH. [16] System according to claim 14, wherein the logic circuit includes a logic AND gate (74b) configured to generate a logic LOW output in response to receiving the wake-up signal (70) but not the ignition signal (72). [17] System according to claim 14, further comprising a traction battery (14) and a temperature sensor configured to measure a temperature of the battery (14), wherein the wake-up signal (70) is provided by a hybrid control unit (82) of the controller (66-A, 66-B) in response to the detection that the measured temperature corresponds to a value greater than a first threshold and less than a second threshold. [18] System according to claim 17, wherein the hybrid control unit (82) is further configured to release an electric A / C in response to receiving the power flow when the measured temperature is greater than the first threshold and to release a heater when the measured temperature is less than the second threshold.

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