Automated management system for dual-type battery packs

Abstract

A system for managing an energy storage device in an electric vehicle comprises a battery pack with an energy module and a power module connected in parallel to the energy module. The energy module is configured to generate a primary current. At least one DC-DC converter is configured to receive the primary current from the energy module and transfer a current, referred to here as "DC-DC," to the power module. The system includes a controller with a processor and physical, non-volatile memory in which instructions for the automatic management of a parameter set relating to the battery pack are recorded, subject to a variety of constraints. The power module is configured to supply a secondary current to power a load in the electric vehicle. The operation of the electric vehicle is partially controlled based on this parameter set.

Description

introduction

[0001] The present disclosure generally relates to the management of an energy storage device in a vehicle. More specifically, the disclosure relates to a system and method for automated management of a dual-type battery pack. The use of mobile platforms that utilize a rechargeable energy source, both as an exclusive power source and as a non-exclusive power source, has increased significantly in recent years. An energy storage device with battery packs can store electrochemical energy and release it as needed in a specific operating mode. The electrochemical energy can be used for propulsion, heating or cooling the interior, powering vehicle accessories, and other purposes. The various cells in the battery packs can be characterized by different states of charge, power outputs, and capacity rates.In a battery pack with a complex structure, managing the various parameters can be challenging. Description

[0002] A system for managing an energy storage device in an electric vehicle is presented here. The system includes a battery pack with an energy module and a power module connected in parallel with the energy module. The energy module is configured to generate a first current. At least one DC-to-DC converter is configured to receive the first current from the energy module and transfer a current, referred to herein as "DC-to-DC," to the power module. The system includes a controller having a processor and a physical, non-volatile memory on which instructions for automatically managing a set of parameters relating to the battery pack are recorded, which set of parameters is subject to a variety of constraints.

[0003] The power module is configured to supply a second current to supply a load in the electric vehicle. The energy module is configured to selectively charge the power module with a charging current after a predefined event with a relatively high power demand. The parameter set includes the DC-DC current, a first state of charge defined by the energy module, and a second state of charge defined by the power module. The operation of the electric vehicle is controlled in part based on the parameter set.

[0004] The energy module and the power module may have different chemical compositions. In one embodiment, the energy module contains respective battery cells made of nickel, cobalt oxide, and manganese. The power module may contain respective battery cells made of lithium, iron, and phosphate. The electric vehicle is configured to go through a first stage and a second stage. The first stage is associated with an initial acceleration mode and / or start mode of the vehicle, while the second stage is associated with a drive mode and / or a cruise mode of the vehicle. The energy module is configured to charge the power module during the second stage, such that the energy module is the sole energy source for the electric vehicle during the second stage.

[0005] The plurality of constraints may include: (1 / n) [I C (t) -I 1,MAX_ ] ≤ I DC (t) ≤ (1 / n) [I C (t) -I1,MIN (t)], where t is the time, I DC is the DC-DC current, n is a number of phases of the DC-DC current, I C is the charging current and I 1,MIN and I 1,MAX are the respective minimum and maximum values ​​of the first current. The plurality of constraints may include: [V2 (t) / (n*V1 (t))] [I 2,MIN - I L (t)] ≤I DC (t) ≤ [V2 (t) / (n*V1 (t))] [I 2,MAX - I L (t)], where t is the time, I DC is the DC-DC current, n is a number of phases of the DC-DC current, V1 and V2 are respective voltages of the energy module and the power module, I L is a load current transmitted to the load in the vehicle, and I 2,MIN and I 2,MAX respective minimum and maximum values ​​of the second current.

[0006] The variety of restrictions may include: I C (t) ≤ I1,MAX , where I C is the charging current and I 1,MAX is a maximum value of the first current. The variety of constraints may include: ΔI C (t) ≤ D, where ΔI DC is an incremental change in the DC-to-DC current over time, and D is a predefined threshold. In one embodiment, the predefined threshold is approximately 1 ampere. The DC-to-DC current may range between approximately 10 amperes and 100 amperes.

[0007] Described herein is a method for managing an energy storage device in an electric vehicle having a controller with a processor and physical, non-volatile memory, the energy storage device including a battery pack. The method includes installing a power module and a power module into the battery pack. The power module and the power module are connected in parallel. A first current is generated via the power module. The method includes adapting at least one DC-to-DC converter to receive the first current from the power module and to transfer a DC-to-DC current to the power module. The method includes managing, via the controller, a set of parameters relating to the battery pack and subjecting the set of parameters to a plurality of constraints.The power module is configured to supply a load current for operating a load in the vehicle. The method includes adjusting the energy module to selectively charge the power module with a charging current after a predefined event with a relatively high power demand. Operation of the electric vehicle is controlled in part based on the set of parameters, including the DC-to-DC current, the charging current, a first state of charge defined by the energy module, and a second state of charge defined by the power module.

[0008] An electric vehicle with a battery pack having an energy module configured to generate a first current and a power module connected in parallel with the energy module. At least one DC-to-DC converter is configured to receive the first current from the energy module and transmit a DC-to-DC current to the power module. The electric vehicle includes a controller having a processor and physical, non-volatile memory recording instructions for automatically managing a set of parameters relating to the battery pack subject to a plurality of constraints. The power module is configured to supply a second current for operating a load in the vehicle, wherein the energy module is configured to selectively charge the power module with a charging current following a predefined relatively high power demand event.The parameter set includes the DC-DC current, a first state of charge defined by the energy module, and a second state of charge defined by the power module, wherein the operation of the electric vehicle is controlled in part based on the parameter set.

[0009] The above features and advantages, as well as other features and advantages of the present disclosure, are readily apparent from the following detailed description of the best modes for carrying out the disclosure when taken in conjunction with the accompanying drawings. Brief description of the drawings Fig. 1 is a schematic diagram of a system for managing an energy storage device, the system including a controller; Fig. Figure 2 is a schematic diagram of an example modular architecture used by the system of Fig. 1 can be used; Fig. Figure 3 is a schematic flow diagram of a process used by the controller of Fig. 1 can be executed; and

[0010] The Fig. 4A, Fig. 4B, Fig. 4C and Fig. 4D are example schematic graphs illustrating the current, state of charge, voltage, and current transferred by a DC-DC converter over time for an example energy storage device.

[0011] Representative embodiments of this disclosure are illustrated by way of non-limiting examples in the drawings and are described in more detail below. It should be understood, however, that the novel aspects of this disclosure are not limited to the particular forms illustrated in the drawings enumerated above. Rather, the disclosure is intended to cover modifications, equivalents, combinations, subcombinations, permutations, groupings, and alternatives falling within the scope of this disclosure, such as those encompassed by the appended claims. Detailed description

[0012] With reference to the drawings, in which like reference numbers refer to like components, Fig. 1 is a schematic diagram showing a system 10 for managing an energy storage device 12. As in Fig. 1, the energy storage device 12 may be part of an electric vehicle 20. The electric vehicle 20 may be partially or fully electric. The electric vehicle 20 may be a mobile platform, such as a passenger car, a sport utility vehicle, a light truck, a heavy-duty vehicle, an ATV, a minivan, a bus, a transit vehicle, a bicycle, a mobile robot, an agricultural implement (e.g., a tractor), a sporting equipment (e.g., a golf cart), a boat, an airplane, or a train. It should be understood that the electric vehicle 20 may take many different forms and have additional components.

[0013] The energy storage device 12 in Fig. 1 is schematically depicted as a hydraulic system for illustrative purposes. However, it is assumed that the energy storage device 12 is a battery system with a battery pack 14. The battery pack 14 is a "dual-type" system in that it contains both energy battery cells and power battery cells. Fig. 2 is a schematic diagram of an exemplary modular architecture 100 that may be used in the system 10. As shown in the Fig. 1-2, the battery pack 14 includes respective battery cells 18 arranged in an energy module 22 and a power module 24. The power module 24 is arranged in parallel with the energy module 22. The power module 24 delivers more power than the energy module 22. The energy module 22 delivers a constant power over a longer period of time than the power module 24. The number of respective battery cells 18 in the energy module 22 and the power module 24 can be varied based on the application.

[0014] The design and / or composition of power module 24 enables rapid movement of ions into and out of the electrode, thereby producing higher output power. The design and / or composition of energy module 22 reduces the movement of ions into and out of the electrode, thereby limiting power output. In other words, energy module 22 is configured to deliver a sustained current over a longer period of time compared to power module 24, and power module 24 can deliver a higher current over a short period of time compared to energy module 22.

[0015] In one embodiment, the respective battery cells 18 in the power module include an electrode made of a porous material and a thinner coating, while the respective battery cells 18 in the energy module include an electrode made of a denser material and a thicker coating. In one embodiment, the voltage of the energy module 22 is approximately 800 volts (V), and the voltage of the power module 24 is between approximately 400 V and 600 V.

[0016] In one embodiment, the energy module 22 and the power module 24 use batteries based on different chemistries. For example, the energy module 22 may include battery cells whose cathode material consists of nickel, cobalt oxide, and manganese. The power module 24 may include battery cells whose cathode material consists of lithium, iron, and phosphate. It should be understood that the system 10 is not tied to a particular cell type, chemistry, or configuration of the battery pack 14. In another embodiment, the energy module 22 and the power module 24 use different battery types with the same chemistry.

[0017] With reference to Fig. 1, the system 10 comprises a controller C having at least one processor P and at least one memory M (or a non-transitory, tangible, computer-readable storage medium) on which instructions for carrying out a method 200 for managing the battery pack 14 are recorded, which method is described below with reference to Fig. 3. The memory M may store executable instructions, and the processor P may execute the instructions stored in the memory M. The method 200 enables the automatic management of a set of parameters related to the battery pack 14 and subject to a variety of constraints.

[0018] As in the Fig. 1-2, the energy module 22 is configured to generate a first current 110. The energy storage device 12 includes at least one direct current (DC-to-DC) converter 26 configured to generate the first current 110 (see Fig. 2) from the power module 22. The DC-to-DC converter 26 is configured to transmit a current, referred to herein as DC-to-DC current 112, to the power module 24. The power module 24 is configured to supply a second current 114.

[0019] With reference to the Fig. 1-2, the power module 24 is configured to provide power (via a traction inverter 28) on demand to operate a load, such as an electric motor 30 in the electric vehicle 20. The traction inverter 28 converts the direct current from the battery pack 14 into an alternating current output to operate the electric motor 30. When the electric vehicle 20 is in operation, the battery pack 14 is controlled by the controller C to (ultimately) generate and deliver motor torque to the wheels 32, thus propelling the electric vehicle 20.

[0020] Controller C executes a control strategy that maintains the full charge of power module 24 using DC-to-DC converter 26 after relatively high power demand events. In other words, power module 24 is recharged after each relatively high power demand event so that power module 23 is able to meet the demands of vehicle 20 when the next such event occurs. The relatively high power demand event may be varied based on the application. In one example, the predefined event is the initial acceleration and / or start of electric vehicle 20. The predefined event may be when vehicle 20 is in tow mode and is pulling or towing a load.As described below, the controller C manages the individual energies of the power module 24 and the energy module 22 to meet the power demand while satisfying strict constraints in real time, thereby increasing the lifetime of the battery pack 14 and the DC-to-DC converter 26.

[0021] The maximum and minimum current that can be drawn from the power module 24 and the energy module 22, respectively, changes over time as their respective charge levels change. Fig. Figure 1 schematically shows the charge level of the power module 24 and the energy module 22 as L1 and L2, respectively. The charge levels L1 and L2 of the power module 24 and the energy module 22 should be neither overfilled nor empty. As shown in Fig. As shown in Figure 1, the maximum current flowing from the power module 22 into the DC-to-DC converter 26 may be limited by a first line 34. The user may limit the current flowing into the power module 24 using a selector 36. Similarly, the maximum current flowing from the power module 24 into the traction inverter 28 may be limited by a second line 38.

[0022] As in Fig. 2, the battery pack 14 can be selectively charged via a DC fast charging voltage from an external DC fast charging station (DCFC) 140. The desired charging current 142 [I C(t)] may be transmitted to the power module 22 based on inputs from the power module observer 130. The power module 22 and the power module 24 may operate simultaneously. The DC-DC current is used to modulate the current from the power module 22 and the power module 24 while the load is met. The direction and amplitude of the second current 114 from the power module 24 changes over time. As described below with respect to Fig. 4A, the power module 24 delivers the current (discharge) in stages 300 and 304, while in stage 302 the power module 24 is charged.

[0023] In Fig. 3 is a flowchart of the method 200 based on the controller C of Fig. 1 and is executable by it. The method 200 can be executed as computer-readable code or as instructions executable on the controller C of Fig. 1 and partially executable. Method 200 does not need to be applied in the order specified here. Furthermore, some steps can be omitted. Method 200 can be executed dynamically.

[0024] In Block 202 of Fig. 3, the method 200 includes obtaining input data. With reference to Fig. 2, the modular architecture 100 may include a predictive model 120 that receives inputs from an input module 122, such as the desired state of charge of the power module 24. The predictive model 120 may receive data from a constraint module 124, including the current throttle demand 126.

[0025] Moving on to block 204, the controller C (via the prediction model 120) is configured to receive inputs from an energy module observation module (EMO) 130 that communicates the voltage (V1) and the state of charge (SOC1) of the energy module 22 (in Fig. 2 indicated by the signal 132). In block 206, the controller C is programmed (via the predictive model 120) to receive inputs from a power module observation module (PMO) 134, which transmits the voltage (V2) and state of charge (SOC2) of the power module 24 (in Fig. 2 marked by signal 136).

[0026] In the further course of block 208, the controller C (via the execution of the prediction model 120) is configured to generate a desired DC-DC current 150 (I DC ) that satisfies the plurality of constraints (“plurality of” is omitted below). The constraints for the desired DC-DC current 150 (I DC ) include: (I / n)[IC(t)−I1,MAX]≤IDC(t)≤(I / n)[IC(t)−I1,MIN(t)]

[0027] Where t is the time, I DC the DC-DC current, n is the number of phases of the DC-DC current, I Cthe charging current 142 and I 1,MIN and I 1,MAX the respective minimum and maximum values ​​of the first current 110. The constraints for the desired DC-DC current 150 (I DC ) belong: [V2(t) / (n*V1(t))][I2,MIN−IL(t)]≤IDC(t)≤[V2(t) / (m*V1(t))][I2,MAX−IL(t)].

[0028] Where t is the time, I DC is the DC-DC current, n is the number of phases of the DC-DC current, V1 and V2 are the respective voltages of the energy module 22 and the power module 24, I L is a load current transmitted to the load 30 in the vehicle 20, and I 2,MIN and I 2,MAX are the respective minimum and maximum values ​​of the second current 114.

[0029] The restrictions include: I C (t) ≤ I 1,MAX , where I C the charging current is 142 and I 1,MAXis a maximum value of the first current 110. The constraints may further include: ΔI C (t) <D, wobei ΔI DC is an incremental change in the desired DC-DC current 150 over time, and D is a predefined threshold. In one example, the predefined threshold is approximately 1 ampere.

[0030] In block 210, controller C is programmed to employ closed-loop feedback to minimize a difference (as shown at junction 154) between the desired DC-to-DC current 150 (calculated in block 208) and the actual DC-to-DC current (signal 152) transmitted by the DC-to-DC converter 26. A closed-loop control module available to one skilled in the art may be used. In block 212, the operation of the vehicle 20 is controlled based on the parameter set of the battery pack 14. Controlling the operation of the vehicle 20 includes satisfying the torque demand of the vehicle 20 by the battery pack 14 in real time, subject to strict constraints.

[0031] In the Fig. 4A through 4D illustrate schematic diagrams for an example electric vehicle 20. In this example, the electric vehicle 20 is an aircraft that utilizes electrical energy from the energy storage device 12 via rotors (not shown) to perform vertical takeoff, vertical gyration, and vertical landing.

[0032] In Fig. 4A, Fig. 4B, Fig. 4C and Fig. 4D, the horizontal axis T indicates time. The Fig. The period illustrated in Figures 4A through 4D is divided into a first stage 300, a second stage 302, and a third stage 304. The first stage 300 is associated with a period of an initial acceleration mode and / or start mode of the electric vehicle 20. The second stage 302 is associated with a drive mode and / or cruise mode of the electric vehicle 20. The third stage 304 is associated with a landing mode or deceleration of the electric vehicle 20. The energy module 22 may be configured to selectively charge the power module 24 during the second stage 302 such that the energy module 22 is the sole power source for the battery pack 14 during the second stage 302.

[0033] In Fig. 4A, the vertical axis Y1 shows the current (in amperes) and the horizontal axis the time T. The curve 310 shows the second current 114, while the curve 320 shows the load current (I L). Curves 330 and 340 are horizontal lines showing the respective minimum and maximum values ​​(I 2,MIN and I 2,MAX ) of the second current 114. The load current (I L ) is increased in stages 300 and 304. In stages 300 and 304, the power module 24 delivers the current (discharge), while in stage 302 the power module 24 is charged. In Fig. 4A represents the negative current for discharging and the positive current for charging.

[0034] In Fig. 4B, the vertical axis Y2 indicates the state of charge, while the horizontal axis indicates time T. Curve 350 shows the state of charge (SOC1) of the energy module 22, while curve 355 shows the state of charge (SOC2) of the power module 24. As can be seen from curve 355 in Fig. 4B, the state of charge (SOC1) of the energy module continuously decreases during the first, second, and third stages 300, 302, 304. As can be seen from curve 350, the state of charge (SOC2) of the power module decreases sharply in the first stage 300, then increases in the second stage 302 while being charged by the energy module 22, and finally decreases sharply in the third stage 304 when both the energy module 22 and the power module 24 are supplying power to the load 30.

[0035] In Fig. In Figure 4C, the vertical axis Y3 indicates voltage, while the horizontal axis indicates time T. Trace 360 ​​shows the voltage (V1) of the energy module 22, while trace 365 shows the voltage (V2) of the power module 24. As can be seen from curves 360 and 365, the voltages V1 and V2 are relatively constant during the second stage 302 and decrease slightly during the first stage 300 and the third stage 304, the difference being due to the lower capacitance.

[0036] In Fig. In Figure 4D, the vertical axis Y4 indicates the DC-DC current, while the horizontal axis indicates time T. Traces 370, 380, and 390 respectively show the DC-DC current, a predefined minimum DC-DC current, and a predefined maximum DC-DC current. The minimum and maximum DC-DC current can be adjusted for optimal results. As curve 370 shows, the DC-DC current increases sharply during the first stage 300, is relatively constant during the second stage 302, and drops just before the third stage 304.

[0037] As in Fig. 1, the controller C may be configured to receive and send wireless communication with a cloud unit 52 via the wireless network 50. The cloud unit 52 may include one or more servers hosted on the Internet to store, manage, and process data. The wireless network 50 of Fig. 1 can be a wireless local area network (LAN), a wireless metropolitan area network (MAN), a wireless wide area network (WAN), WIFI or Bluetooth™.

[0038] In summary, the system 10 enables the generation of real-time constraints for using a battery model and the prediction of current limits of the energy module 22 and the power module 24. The respective battery cells 18 in the energy module 22 typically supply sustained and continuous current over a long period of time, while the respective battery cells 18 in the power module 24 typically supply high current loads over a short period of time at intermittent intervals. The system 10 enables selective adjustment of the state of charge of the power module 24. The DC-to-DC converter 26 enables the charging of the power module 24 by the energy module 22.

[0039] As used herein, the terms "dynamic" and "dynamic" describe steps or processes that execute in real time and are characterized by the fact that the states of parameters are monitored or otherwise determined and the states of the parameters are regularly or periodically updated during the execution of a routine or between iterations of the execution of the routine.

[0040] The control C of Fig. 1 may be an integral part or a separate module operatively connected to other controls of the electric vehicle 20. The control C of Fig.1 encompasses a computer-readable medium (also referred to as a processor-readable medium), including a non-transitory (e.g., tangible) medium that participates in providing data (e.g., instructions) that can be read by a computer (e.g., by a processor of a computer). Such a medium may take many forms, including, but not limited to, non-volatile media and volatile media. Non-volatile media includes, for example, optical or magnetic hard disks and other persistent storage. Volatile media may include, for example, dynamic random access memory (DRAM), which may constitute main memory. Such instructions may be transmitted over one or more transmission media, including coaxial cable, copper wire, and fiber optic cable, including the wires that form a system bus connected to a processor of a computer.Some forms of computer-readable media include, for example, a floppy disk, a flexible disk, a hard disk, a magnetic tape, another magnetic medium, a CD-ROM, a DVD, another optical medium, a physical medium with hole patterns, a RAM, a PROM, an EPROM, a FLASH EEPROM, another memory chip, or a cartridge or other medium that a computer can read from.

[0041] Lookup tables, databases, data warehouses, or other data stores described herein may include various types of mechanisms for storing, accessing, and retrieving various types of data, including a hierarchical database, a set of files in a file system, an application database in a proprietary format, a relational database management system (RDBMS), and so on. Each of these data stores may be embodied in a computing device using a computer operating system such as one of those mentioned above and may be accessible over a network in one or more of the various ways. A file system may be accessed from a computer operating system and may contain files stored in various formats.

[0042] An RDBMS may use the Structured Query Language (SQL) in addition to a language for creating, storing, editing, and executing stored procedures, such as the PL / SQL language mentioned above.

[0043] The flowcharts depicted in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code comprising one or more executable instructions for implementing the specified logical function(s). It should also be understood that each block of the block diagrams and / or flowchart representations, and combinations of blocks in the block diagrams and / or flowchart representations, may be implemented by special-purpose hardware-based systems that perform the specified functions or acts, or by combinations of special-purpose hardware and computer instructions.These computer program instructions may also be stored in a computer-readable medium that can instruct a controller or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable medium produce an article of manufacture that includes instructions for implementing the function / action specified in the flowchart and / or block diagram blocks.

[0044] The numerical values ​​of parameters (for example, quantities or conditions) in this specification, including the appended claims, are to be understood as being modified in all cases by the term "approximately," regardless of whether "approximately" actually appears before the numerical value or not. "Approximately" means that the stated numerical value allows for some imprecision (with some approximation to the accuracy of the value; approximately or reasonably close to the value; almost). If the imprecision given by "approximately" is not otherwise understood in the art with this ordinary meaning, then "approximately," as used herein, indicates at least variations that might arise from ordinary methods of measuring and using such parameters. Furthermore, the disclosure of ranges includes the disclosure of each value and further subdivided ranges within the overall range.Each value within a range and the endpoints of a range are hereby disclosed as separate embodiments.

[0045] The detailed description and the drawings or figures are supporting and descriptive of the disclosure, but the scope of the disclosure is defined solely by the claims. While some of the best modes and other embodiments for carrying out the claimed disclosure have been described in detail, various alternative designs and embodiments exist for carrying out the disclosure defined in the appended claims. Moreover, the embodiments illustrated in the drawings or the features of various embodiments recited in this description are not necessarily intended to be independent embodiments.Rather, it is possible that each of the features described in one of the embodiments may be combined with one or more other desired features of other embodiments, resulting in other embodiments not described in words or by reference to the drawings. Accordingly, such other embodiments fall within the scope of the appended claims.

Claims

[1] A system for managing an energy storage device in an electric vehicle, the system comprising: a battery pack having an energy module configured to generate a first current and a power module connected in parallel with the energy module; at least one DC-DC converter configured to receive the first current from the energy module and transmit a DC-DC current to the power module; a controller comprising a processor and a physical, non-volatile memory on which instructions are recorded for the automatic management of a set of parameters relating to the battery pack, which are subject to a variety of constraints; wherein the power module is configured to supply a second current, wherein the energy module is configured to selectively charge the power module with a charging current after a predefined event with a relatively high power demand; and wherein the parameter set includes the DC-DC current, the charging current, a first state of charge defined by the energy module, and a second state of charge defined by the power module, wherein operation of the electric vehicle is controllable in part based on the parameter set. [2] The system of claim 1, wherein the energy module and the power module have different chemical compositions. [3] The system of claim 2, wherein: the energy module contains corresponding battery cells composed of nickel, cobalt oxide and manganese; and the power module contains corresponding battery cells composed of lithium, iron and phosphate. [4] The system of claim 2, wherein: the electric vehicle is designed to go through a first stage and a second stage, wherein the first stage is associated with an initial acceleration mode and / or start mode of the vehicle, and the second stage is associated with a driving mode and / or a travel mode of the vehicle; and the energy module is designed to charge the power module during the second stage, so that the energy module is the sole energy source for the electric vehicle during the second stage. [5] The system of claim 1, wherein the plurality of constraints comprises: (1 / n) [I C (t) -I 1,MAX ] ≤ I DC (t) ≤ (1 / n) [I C (t) -I 1,MIN (t)], where t is the time, I DCis the DC-DC current, n is a number of phases of the DC-DC current, I C is the charging current and I 1,MIN and I 1,MAX are the respective minimum and maximum values ​​of the first current. [6] The system of claim 1, wherein the plurality of constraints comprises: [V2 (t) / (n*V1 (t))] [I 2,MIN - I L (t)] ≤ I DC (t) ≤ [V2 (t) / (n*V1 (t))] [I 2,MAX - I L (t)], where t is the time, I DC is the DC-DC current, n is a number of phases of the DC-DC current, V1 and V2 are respective voltages of the energy module and the power module, I L is a load current that can be transferred to the load in the vehicle, and I 2,MIN and I 2,MAX are the respective minimum and maximum values ​​of the second current. [7] The system of claim 6, wherein the plurality of constraints comprises: I C (t) ≤ I1,MAX , where I C is the charging current and I 1,MAX is a maximum value of the first current. [8] The system of claim 7, wherein the plurality of constraints comprises: ΔI C (t) ≤ D, where ΔI DC is an incremental change in the DC-DC current over time and D is a predefined threshold. [9] The system of claim 8, wherein the predefined threshold is about 1 ampere. [10] The system of claim 1, wherein the DC-DC current is between about 10 amperes and about 100 amperes.

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