Shared active electromagnetic interference filter for dual operation of a high-voltage to low-voltage converter and a bidirectional AC / DC to DC / AC power converter

Abstract

A motor vehicle power system comprises a circuit arrangement including an AC input, an AC / DC power converter, an electromagnetic interference filter connected between the AC input and the AC / DC power converter, a transformer, a first jumper connected between the AC / DC power converter and the transformer, and a switch bank connected to a secondary side of the transformer, which connects the secondary side to a second jumper such that the second jumper is connected between a traction battery and the transformer, and the jumpers and the transformer form an isolated DC / DC power converter. The system also includes one or more switches that connect the traction battery directly between the AC input and the electromagnetic interference filter.

Description

FIELD OF TECHNOLOGY

[0001] This disclosure relates to automotive power systems. GENERAL STATE OF THE ART

[0002] A motor vehicle can use electrical energy to power an electric machine. The electric machine can convert this electrical energy into mechanical energy to propel the vehicle. The motor vehicle can include various power electronics equipment to condition and store the electrical energy. SUMMARY

[0003] A motor vehicle power system includes a traction battery, a first switching bridge, and a switching circuit. The switching circuit includes an AC input, an AC / DC power converter, an electromagnetic interference filter connected between the AC input and the AC / DC power converter, a transformer, a second switching bridge connected between the AC / DC power converter and the transformer, and a switch bank connected to a secondary side of the transformer and connecting the secondary side to the first switching bridge such that the first switching bridge is connected between the traction battery and the transformer, and the first switching bridge, the transformer, and the second switching bridge form an isolated DC / DC power converter. The system further includes one or more switches directly connecting the traction battery between the AC input and the electromagnetic interference filter.

[0004] A method includes, in response to a request to charge a traction battery of a vehicle, closing first switches to connect a secondary side of a transformer having a primary side connected to an AC / DC power converter via a switching bridge, between an electric machine and another switching bridge such that the transformer, the electric machine, and the switching bridges form an isolated DC / DC power converter that supplies charging power from the AC / DC power converter to the traction battery, and opening second switches to disconnect the traction battery from the AC / DC power converter and an AC input.

[0005] A vehicle includes an electric machine, a traction battery, a first switching bridge connected between the electric machine and the traction battery, an AC input, an AC / DC power converter, an electromagnetic interference filter connected between the AC input and the AC / DC power converter, a transformer, a second switching bridge connected between the AC / DC power converter and the transformer, and a switch bank connected to a secondary side of the transformer. The switch bank connects the secondary side between the electric machine and the first switching bridge such that the electric machine, the first switching bridge, the transformer, and the second switching bridge form an isolated DC / DC power converter configured to deliver charging power from the AC / DC power converter to the traction battery.The vehicle also includes one or more switches that connect the traction battery directly between the AC input and the electromagnetic interference filter. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic diagram of a system including a battery power control module. Fig. Figure 2 is a schematic diagram of a system including an inverter system controller. Fig. Figure 3 is a schematic diagram of a system including a battery power control module and an inverter system controller in an integrated form. Fig. Figure 4 is a schematic diagram of a system including a battery power control module, an inverter system controller, and a high-voltage to low-voltage DC / DC converter in an integrated form. Fig. Figure 5 is a schematic diagram of a system including a battery power control module, an inverter system controller, a rectifier, and a DC / DC converter in an integrated form. Fig. Figure 6 is a schematic diagram of a system with a shared active electromagnetic interference filter for dual-mode operation. DETAILED DESCRIPTION

[0006] Embodiments are described in this specification. It should be understood, however, that the disclosed embodiments are merely examples, and other embodiments may take various and alternative forms. The figures are not necessarily to scale. Some features may be exaggerated or reduced to show details of specific components. Therefore, specific structural and functional details disclosed in this specification are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art.

[0007] Various features illustrated and described with respect to any of the figures may be combined with features illustrated in one or more other figures to produce embodiments not explicitly illustrated or described. The illustrated combinations of features provide representative embodiments for typical applications. However, various combinations and modifications of the features consistent with the teachings of this disclosure may be desirable for particular applications or implementations.

[0008] Battery current control modules (BCCMs) are components in motor vehicles, particularly those with electric or hybrid powertrains. These modules play a role in regulating and managing the flow of electrical current to and from the battery.

[0009] BCCMs act as control units that interface between the battery, the charging system, and the electrical loads. They monitor and control various parameters, such as the battery's state of charge, voltage, and temperature, and regulate the flow of current to the battery based on this information.

[0010] BCCMs can facilitate charging control by monitoring the battery charging process and managing the voltage and current supplied by the charging system. By monitoring the battery's state of charge and adjusting the charging parameters accordingly, BCCMs attempt to ensure that the battery receives the appropriate level of charge to maintain performance.

[0011] Likewise, BCCMs can be responsible for discharge control. They can regulate the current delivered from the battery to the vehicle's electrical loads. By controlling the current flow, BCCMs can ensure a controlled supply of power to the various electrical components and systems.

[0012] BCCMs can also implement various measures for the battery. For example, they can monitor battery temperature to prevent overheating. They can also detect overvoltage or undervoltage situations and implement measures to prevent short circuits or excessive current consumption.

[0013] Communication interfaces are often included in BCCMs. These interfaces, such as a Controller Area Network (CAN) or LIN (Local Interconnect Network), allow BCCMs to exchange information with other vehicle systems, including the engine control unit (ECU) or the body control module (BCM). This enables coordinated operation and integrated control across various vehicle functions. BCCMs can receive commands or instructions from other control units and adjust power flow accordingly.

[0014] BCCMs can have diagnostic capabilities. These modules can monitor the health and performance of the battery system. They can log codes and provide diagnostic information, making maintenance easier.

[0015] Inverter system controllers (ISCs) are also components in motor vehicles with electric powertrains. They play a role in managing and controlling the flow of power between the battery and the electric motor. One function of an inverter system controller is to convert direct current (DC) from the battery into alternating current (AC) to power the electric motor.

[0016] ISCs can act as decision makers for the power electronics system. They can monitor various parameters such as speed, torque, and temperature of the electric motor to ensure operation.

[0017] One function of ISCs is to convert DC power from the battery into three-phase AC power suitable for the electric motor. They can use high-performance semiconductor devices, such as insulated-gate bipolar transistors (IGBTs), to control current and voltage switching. By modulating the pulse width and frequency of the AC waveform, the inverter system controller regulates the speed and torque output of the electric motor.

[0018] ISCs can provide control of the electric motor. They can use algorithms and control strategies to regulate the speed, torque, and direction of rotation of the electric motor. By adjusting the switching patterns of the IGBTs, the controller can vary the frequency and amplitude of the AC waveform, thereby altering the motor's operation.

[0019] ISCs can facilitate regenerative braking. During deceleration or braking, the electric motor acts as a generator, converting the vehicle's kinetic energy into electrical energy. The inverter system controller can control the flow of energy, diverting it back to the battery for storage.

[0020] ISCs can be responsible for managing the thermal conditions of the power electronics system. They can monitor the temperature of the inverter and electric motor and deploy cooling systems such as fans, liquid cooling, or heat sinks to dissipate excess heat and maintain operating temperatures.

[0021] ISCs can incorporate diagnostic capabilities to detect and protect against faults in the power electronics system. They can monitor various parameters, such as voltage, current, and temperature values, that could indicate a potential fault. If a fault is detected, the controller can take corrective actions, such as shutting down the system, initiating other actions, or providing error codes for diagnostic purposes.

[0022] ISCs often have communication interfaces, such as CAN or Ethernet, that enable integration with other vehicle systems. They can exchange information with the main control unit, enabling coordinated operation and facilitating diagnostics and troubleshooting. Communication interfaces also allow the controller to receive commands or instructions from the electronic control unit (ECU) and adjust the power output accordingly.

[0023] The ISCs can include features such as overvoltage and undervoltage monitoring, overcurrent monitoring and insulation monitoring.

[0024] Integrating the BCCM into the ISC is traditionally considered challenging due to the isolation circuitry. Schematics of typical isolated systems 10, 12 are shown in Fig. 1 and 2 respectively.

[0025] With reference to Fig. 1, the system 10 includes a BCCM 14, a traction battery 16, an auxiliary battery 18, and an on-board charging controller 20. The BCCM includes an AC / DC power factor correction circuit 22, an isolated high-voltage DC / DC circuit 24, a DC link capacitor 26, and an isolated high-voltage-low-voltage DC / DC circuit 28. The isolated high-voltage DC / DC circuit 24 is connected between the AC / DC power factor correction circuit 22 and the DC link capacitor 26. The DC link capacitor 26 is connected between the isolated high-voltage DC / DC circuit 24 and the isolated high-voltage-low-voltage DC / DC circuit 28. The traction battery 16 and the auxiliary battery 18 are connected to the isolated high-voltage-low-voltage DC / DC circuit 28.

[0026] The AC / DC power factor correction circuit 22 includes an electromagnetic interference filter 30, a switch bank 32, and an AC / DC power converter circuit 34. The switch bank 32 is connected between the electromagnetic interference filter 30 and the AC / DC power converter circuit 34.

[0027] The isolated high-voltage DC / DC circuit 24 includes a first switching bridge 36, a transformer 38, and a second switching bridge 40. The first switching bridge 36 is directly connected to the power converter circuit 34. The transformer 38 is connected between the first and second switching bridges 36, 40.

[0028] The isolated high-voltage-to-low-voltage DC / DC circuit 28 includes an electromagnetic interference filter 42, a capacitor 44, and a high-voltage-to-low-voltage power converter circuit 46. The electromagnetic interference filter 42 is connected across the capacitor 44 and directly connected to the traction battery 16. The capacitor 44 is connected between the intermediate circuit capacitor 26 and the high-voltage-to-low-voltage power converter circuit 46. The high-voltage-to-low-voltage power converter circuit 46 is directly connected to the auxiliary battery 18.

[0029] The on-board charging control 20 is available with the Fig. 1 illustrated components in communication and / or exercises their control.

[0030] With reference to Fig. 2, the system 12 includes an electric machine 48, an ISC 50, and a traction battery 52. ​​The ISC 50 is connected between the electric machine 48 and the traction battery 52.

[0031] The ISC 50 includes a three-phase inverter configured to drive the electric machine 48 and operates at a significantly higher power than the BCCM 14. The BCCM 14 also includes three circuits configured as three-phase inverter / rectifiers. Two isolation circuits are required to utilize the ISC's three-phase inverter when charging / discharging the traction battery 16. The first isolation circuit is used to isolate the electric motor 48 from the ISC 50, and the second isolation circuit is used to isolate the ISC 50 from the traction battery 52. ​​The contactors used in these isolation circuits must carry the full current of the ISC. Adding these contactors increases the number of required components, making electrical integration unfavorable.However, assembly-level integration can provide advantages by reducing the overall size and / or weight of the assembly and the number of connectors and wires. A new circuit topology is proposed here that solves some of the problems of the isolation circuit. Schematics of such a system 54 are shown in [Figure 54]. Fig. 3 in the context of a vehicle 55.

[0032] With reference to Fig. 3, the system 54 includes an electromagnetic interference filter 56, a switch bank 58, an AC / DC power converter 60, a switching bridge 62, a capacitor bank 64, a transformer 66, a capacitor bank 68, a switch bank 70, an electric machine 72, a switching bridge 74, a traction battery 76, and a controller 78.

[0033] Switch bank 58 is connected between the electromagnetic interference filter 56 and the AC / DC power converter 60. Switch bridge 62 is connected between the AC / DC power converter 60 and the capacitor bank 64. Transformer 66 is connected between the capacitor banks 64 and 68. Capacitor bank 68 is connected between the transformer and switch bank 70. Transformer 66 is thus also connected between the switch bridge 62 and the switch bank 70.

[0034] The switching bridge 74 is connected between the electric machine 72 and the traction battery 76.

[0035] The control 78 is connected to the Fig. 3 illustrated components in communication and / or exercises their control.

[0036] The switch bank 70 is connected to a secondary side of the transformer 66. When switches of the switch bank 70 are closed, the transformer 66 is connected between the electric machine 72 and the switching bridge 74 such that the switching bridge 62, the transformer 66, the electric machine 72, and the switching bridge 74 form an isolated DC / DC power converter. The controller 78 can close the switches of the switch bank 70 in response to a request to charge the traction battery 76. When closed, energy received, for example, from a grid at the electromagnetic interference filter 56 via L1, L2, L3, and N can be conditioned and transferred to the traction battery 76 by the now-formed isolated DC / DC power converter. The controller 78 can operate switches of the AC / DC power converter 60 and the switching bridges 62, 64 at, for example, 300 kHz when the switches of the switch bank 70 are closed (ieDuring charging mode). When charging is complete, the controller 78 may open the switches of switch bank 70. For example, the controller 78 may operate the switches of the switching bridge 64 at 30 kHz (or less) when the switches of switch bank 70 are open (e.g., during drive mode). Other switching speeds may, of course, be used.

[0037] The Fig. The circuit topology shown in Figure 3 enables the integration of a BCCM (the electromagnetic interference filter 56, the switch bank 58, the AC / DC power converter 60, the switching bridge 62, the capacitor bank 64, the transformer 66, the capacitor bank 68, and the switch bank 70) into an ISC without using high-current contactors. The auxiliary circuit interfaces directly with the ISC without disconnecting the electric machine or the traction battery. The auxiliary circuit includes a front-end AC / DC power factor correction circuit and portions of the isolated high-voltage DC / DC circuit that is part of the BCCM. Three relays are added to isolate the auxiliary circuit from the ISC during drive mode. The high-voltage DC / DC circuit of the BCCM can be designed taking into account the stator winding impedance of the electric machine and its variations with respect to the rotor position.When the vehicle is connected to the AC grid, the auxiliary circuit, the ISC, and the electric motor form a bidirectional AC / DC-DC / AC power converter. The BCCM's high-voltage DC / DC power converter can be configured to switch at a frequency significantly higher than the ISC's switching frequency.

[0038] With reference to Fig. 4, a system 80 includes an electromagnetic interference filter 82, a switch bank 84, an AC / DC power converter 86, a switching bridge 88, a capacitor bank 90, a transformer 92, a capacitor bank 94, a switch bank 96, an electric machine 98, a switching bridge 100, a traction battery 102, a high-voltage to low-voltage DC / DC power converter 104, an auxiliary battery 106, and a controller 110. These components are shown in the context of a vehicle 112. The controller 110 is connected to the Fig. 4 illustrated components in communication and / or exercises their control.

[0039] The electromagnetic interference filter 82, the switch bank 84, the AC / DC power converter 86, the switching bridge 88, the capacitor bank 90, the transformer 92, the capacitor bank 94, the switch bank 96, the electric machine 98, the switching bridge 100 and the traction battery 102 are arranged in a similar manner as in Fig. 3 and can thus be operated by the controller 110.

[0040] The high-voltage-to-low-voltage DC / DC power converter 104 is connected between the switching bridge 100 and the traction battery 102. It is further connected to the auxiliary battery 108 such that, when the high-voltage-to-low-voltage DC / DC power converter 104 is operating, power can flow from the switching bridge 100 through the high-voltage-to-low-voltage DC / DC power converter 104 to the auxiliary battery 108.

[0041] Integrating the BCCM (the electromagnetic interference filter 82, the switch bank 84, the AC / DC power converter 86, the switching bridge 88, the capacitor bank 90, the transformer 92, the capacitor bank 94, and the switch bank 96) into the inverter system controller (the switch bank 100) increases the ISC package size by an estimated 50%. With a larger package size, the module location may be restricted. Therefore, there is a need to reduce the package size.

[0042] The high-voltage-to-low-voltage DC / DC power converter 104 contributes to the required package size. In some configurations, the high-voltage circuit of the high-voltage-to-low-voltage DC / DC power converter 104 consumes almost half of its overall size. The following topology eliminates the high-voltage circuit.

[0043] With reference to Fig. 5, a system 114 includes an electromagnetic interference filter 116, a switch bank 118, an AC / DC power converter 120, a switching bridge 122, a capacitor bank 124, a transformer 126, a capacitor bank 128, a switch bank 130, an electric machine 132, a switching bridge 134, a traction battery 136, an electromagnetic interference filter 138, a switch bank 140, a rectifier 142, a DC / DC power converter, an auxiliary battery 146, and a controller 148. These components are shown in the context of a vehicle 150.

[0044] The electromagnetic interference filter 116, the switch bank 118, the AC / DC power converter 120, the switching bridge 122, the capacitor bank 124, the transformer 126, the capacitor bank 128, the switch bank 130, the electric machine 132, the switching bridge 134 and the traction battery 136 are arranged in a similar manner as in Fig. 3 and Fig. 4 and can thus be operated by the controller 148. The components from Fig. 5 are thus in communication with the controller 148 and / or are controlled by it.

[0045] The electromagnetic interference filter 138 is directly connected between the AC / DC power converter 120 and the switch bank 122. The switch bank 140 is arranged to directly connect the electromagnetic interference filter 130 to the traction battery 136 such that power output from the AC / DC power converter 120 can flow directly to the traction battery 136 via the electromagnetic interference filter 138 and the switch bank 140.

[0046] Rectifier 142 is magnetically coupled to transformer 126 via a low-voltage coil and a common core. DC / DC power converter 144 is connected between rectifier 142 and auxiliary battery 146 such that power can flow from transformer 142 through rectifier 142 and DC / DC power converter 144 to auxiliary battery 146. DC / DC power converter 144 can provide additional power regulation to auxiliary battery 146.

[0047] Rectifier 142 can be implemented as a center-tapped rectifier, full-bridge rectifier, half-bridge rectifier, current doubler, etc. The low-voltage coil can be implemented as a center-tapped coil or a single-coil coil. Rectifier 142 rectifies the voltage induced across the low-voltage coil to deliver DC power to auxiliary battery 146.

[0048] As indicated above, switch bank 140 electrically connects traction battery 136 to the BCCM's DC intermediate bus. When vehicle 150 is disconnected from the AC grid or in drive mode, all other relays, including switch bank 130, are open. The BCCM's DC intermediate bus is energized by closing switch bank 140. An isolated high-voltage to low-voltage DC / DC power converter is configured to charge auxiliary battery 146. The transformer's primary windings and low-voltage coil are energized to charge / discharge auxiliary battery 146.

[0049] When the vehicle 150 is connected to the AC grid, the controller 148 generates commands such that the switch bank 140 is open and the switch bank 130 is closed. The switch bank 118 is configured depending on the grid type (e.g., single-phase, two-phase, three-phase, etc.). All transformer windings are energized to allow bidirectional power flow between the AC grid and the traction battery 136 and between the traction battery 136 and the auxiliary battery 146.

[0050] While the above topology is estimated to reduce the size of the DC / DC circuit by almost half, it still requires the addition of a high-voltage electromagnetic interference filter between the high-voltage battery and the intermediate DC bus of the BCCM. Such a high-voltage electromagnetic interference filter, required for a high-voltage to low-voltage DC / DC converter, can occupy approximately one-quarter of its board space. Furthermore, an AC-side electromagnetic interference filter used in the AC / DC circuit of a BCCM can occupy one-third of the converter's total space.

[0051] Below, an arrangement is proposed that eliminates the electromagnetic interference filter required between the high-voltage battery and the DC intermediate bus, thereby reducing the electromagnetic filter on the AC side of the BCCM by at least one-third. To achieve this, the proposed topology interfaces the high-voltage battery and the input of the electromagnetic interference filter on the AC side between a line and a neutral wire, resulting in a shared active electromagnetic interference filter for dual-mode operation.

[0052] With reference to Fig. 6, a system 152 includes a switch bank 154, an electromagnetic interference filter circuit 156, an AC / DC power converter 158, a switching bridge 160, a capacitor bank 162, a transformer 164, a capacitor bank 166, a switch bank 168, an electric machine 170, a switching bridge 172, a traction battery 174, a switch bank 176, a rectifier 178, an auxiliary battery 180, and a controller 182. These components are shown in the context of a vehicle 184.

[0053] The electromagnetic interference filter circuit 156 is connected between the switch bank 154 and the AC / DC power converter 158. As will be appreciated by one of ordinary skill in the art, the electromagnetic interference filter circuit 156 includes an active noise cancellation circuit that senses line voltages through decoupling capacitors and injects current to suppress common-mode currents generated by the switching bridges 162, 174.

[0054] The AC / DC power converter 158, the switching bridge 160, the capacitor bank 162, the transformer 164, the capacitor bank 166, the switch bank 168, the electric machine 170, the switching bridge 172 and the traction battery 174, the rectifier 178 and the auxiliary battery 180 are arranged in a similar manner as in Fig. 5 (and as far as the topologies are similar Fig. 3 and Fig. 4) and can thus be operated by the controller 182. The components from Fig.6 are thus in communication with the controller 182 and / or are controlled by it.

[0055] The switch bank 176 is arranged to connect the traction battery 174 directly between the switch bank 154 and the electromagnetic interference filter 156 such that power from an AC source 186 connected to the switch bank 154 can flow directly to the traction battery 174.

[0056] While the vehicle 184 is disconnected from the AC source 186 or in drive mode, switches of switch bank 154 are first closed to connect the three lines in parallel. Then, switches of switch bank 140 are closed to connect the traction battery 174 between line 1 of the lines and the neutral wire. Power delivered to the integrated high-voltage-to-low-voltage DC / DC converter flows through the electromagnetic filter 156 circuit on the AC side.The size of the filter's passive component is reduced by adding additional circuitry: four high-voltage buffers with high-bandwidth control and sensing circuitry are added to measure the high-frequency component of the line voltage; the low-frequency component of the AC line voltage is decoupled by the four capacitors between the voltage sensing circuitry and the filter board; and a current compensation circuit injects opposing common-mode currents (CM currents) into one of the phase lines through a coupling capacitor.

[0057] AC / DC power factor correction is used to power the circuitry connected to the BCCM's DC intermediate bus. The following actions are taken to allow DC power to flow from the traction battery 174 to the DC intermediate bus. The upper high-frequency field-effect transistors (e.g., MOSFETs) of the AC / DC power converter 158 are turned on (do not switch). The lower low-frequency field-effect transistors of the AC / DC power converter 158 are turned on (do not switch). The switch directly adjacent to the upper and lower field-effect transistors is closed.

[0058] The BCCM's DC intermediate bus is an input to the integrated high-voltage-to-low-voltage DC / DC converter. Switches of switch bank 168 are opened to disconnect the BCCM's secondary windings from the switching bridge 172. No current flows through the transformer's secondary windings. The voltage coupled to the low-voltage coil is rectified by rectifier 178 to charge the auxiliary battery 180.

[0059] While the vehicle 184 is connected to the AC source 186, switches of switch bank 176 are opened to disconnect the traction battery 174 from the BCCM AC circuit. Switches of switch bank 168 are closed to connect the BCCM circuit to the switching bridge 172. The field-effect transistors of the switching bridge 172 rectify the voltage induced across the transformer secondary windings to charge the traction battery 174. The low-voltage coil is magnetically coupled to the transformer 164 and is energized to supply power to the auxiliary battery 180. The AC-side electromagnetic filter 156 circuit is utilized in the same manner as described when the vehicle 184 is disconnected from the AC source 186 or in drive mode.

[0060] The algorithms, methods, or processes disclosed in this document may be executable by or implemented by a computer, controller, or processing device, which may include any dedicated electronic control unit or programmable electronic control unit. Furthermore, the algorithms, methods, or processes may be stored in many forms as computer- or controller-executable data and instructions, including, but not limited to, information permanently stored on non-writable storage media, such as read-only memory devices, and information modifiably stored on writable storage media, such as compact discs, random access memory devices, or other magnetic and optical media. The algorithms, methods, or processes may also be embodied in software-executable objects.Alternatively, the algorithms, methods, or processes may be implemented in whole or in part using suitable hardware components, such as application-specific integrated circuits, field-programmable gate arrays, state machines, or other hardware components or devices, or a combination of firmware, hardware, and software components.

[0061] Although exemplary embodiments are described above, these embodiments are not intended to describe all possible forms encompassed by the claims. The capacitor banks 124, 128 could instead be inductor banks or capacitor and inductor banks. The symbols used to represent capacitors of the capacitor banks 124, 128 can thus also represent inductors of such inductor banks or represent capacitors and inductors of such capacitor and inductor banks. The switching bridges 122, 134 can be n-phase inverters or n-phase rectifiers depending on topology and functionality requirements, etc. The switching bridge 122 can be configured as a single-phase inverter, for example, by removing one of its phase branches.

[0062] The terms used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the disclosed subject matter. For example, the terms "controller" and "controllers" may be used interchangeably throughout this specification, since the functionality of a controller may be distributed across multiple controllers / modules, all of which may communicate using standard techniques.

[0063] As previously described, the features of various embodiments may be combined to form further embodiments of the invention that may not be explicitly described or illustrated. While various embodiments may have been described as providing advantages or being preferred over other prior art embodiments or implementations with respect to one or more desired characteristics, one of ordinary skill in the art will understand that one or more features or characteristics may be compromised to achieve desired overall system attributes depending on the specific application and implementation. These attributes may include, but are not limited to, strength, durability, marketability, appearance, installation, size, serviceability, weight, manufacturability, ease of assembly, etc.Thus, embodiments that are described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and may be desirable for particular applications.

[0064] According to the present invention, there is provided a motor vehicle power system comprising: a traction battery; a first switching bridge; a circuit arrangement including an AC input, an AC / DC power converter, an electromagnetic inference filter connected between the AC input and the AC / DC power converter, a transformer, a second switching bridge connected between the AC / DC power converter and the transformer, and a switch bank connected to a secondary side of the transformer and configured to connect the secondary side to the first switching bridge such that the first switching bridge is connected between the traction battery and the transformer and the first switching bridge, the transformer, and the second switching bridge form an isolated DC / DC power converter;and one or more switches configured to connect the traction battery directly between the AC input and the electromagnetic interference filter.;

[0065] According to one embodiment, the electromagnetic interference filter includes an active noise cancellation circuit.

[0066] According to one embodiment, the active noise cancellation circuit is configured to sense line voltages through decoupling capacitors and inject current to suppress common mode currents generated by the first and second switching bridges.

[0067] According to one embodiment, the invention is further characterized by a network of switches connected between the AC input and the electromagnetic interference filter, and a controller programmed to sequentially open switches of the switch bank, close the network of switches, and close the one or more switches in response to a disconnection of the AC input from an AC source.

[0068] According to one embodiment, the invention is further characterized by a network of switches connected between the AC input and the electromagnetic interference filter, wherein during driving switches of the switch bank are open and the network of switches and the one or more switches are closed.

[0069] According to one embodiment, the invention is further characterized by a network of switches connected between the AC input and the electromagnetic interference filter, wherein during a charge, switches of the switch bank are closed and the network of switches and the one or more switches are open.

[0070] According to one embodiment, the first switching bridge is an n-phase inverter or an n-phase rectifier.

[0071] According to one embodiment, the second switching bridge is an n-phase inverter or an n-phase rectifier.

[0072] According to the present invention, a method includes: in response to a request to charge a traction battery of a vehicle, closing first switches to connect a secondary side of a transformer having a primary side connected by a switching bridge to an AC / DC power converter between an electric machine and another switching bridge such that the transformer, the electric machine, and the switching bridges form an isolated DC / DC power converter configured to deliver charging power from the AC / DC power converter to the traction battery; and opening second switches to disconnect the traction battery from the AC / DC power converter and the AC input.

[0073] In one aspect of the invention, the method includes opening the first switches and closing the second switches after charging is complete.

[0074] According to the present invention, a vehicle is provided comprising: an electric machine; a traction battery; a first switching bridge connected between the electric machine and the traction battery; an AC input; an AC / DC power converter; an electromagnetic interference filter connected between the AC input and the AC / DC power converter; a transformer; a second switching bridge connected between the AC / DC power converter and the transformer; a switch bank connected to a secondary side of the transformer and configured to connect the secondary side between the electric machine and the first switching bridge such that the electric machine, the first switching bridge, the transformer, and the second switching bridge form an isolated DC / DC power converter configured to deliver charging power from the AC / DC power converter to the traction battery;and one or more switches configured to connect the traction battery directly between the AC input and the electromagnetic interference filter.;

[0075] According to one embodiment, the invention is further characterized by an auxiliary battery and a rectifier magnetically coupled to the transformer and connected to the rectifier.

[0076] According to one embodiment, during charging of the traction battery, switches of the switch bank are closed and the one or more switches are open.

[0077] According to one embodiment, after charging the traction battery, switches of the switch bank are open and the one or more switches are closed.

[0078] According to one embodiment, the invention is further characterized by a set of capacitors connected between the first switching bridge and the transformer.

[0079] According to one embodiment, the invention is further characterized by a set of inductors connected between the first switching bridge and the transformer.

Claims

[1] Automotive performance system comprising: a traction battery; a first switching bridge; a circuit arrangement including an AC input, an AC / DC power converter, an electromagnetic interference filter connected between the AC input and the AC / DC power converter, a transformer, a second switching bridge connected between the AC / DC power converter and the transformer, and a switch bank connected to a secondary side of the transformer and configured to connect the secondary side to the first switching bridge such that the first switching bridge is connected between the traction battery and the transformer, and the first switching bridge, the transformer, and the second switching bridge form an isolated DC / DC power converter; and one or more switches configured to connect the traction battery directly between the AC input and the electromagnetic interference filter. [2] The automotive power system of claim 1, wherein the electromagnetic interference filter includes an active noise cancellation circuit. [3] The automotive power system of claim 2, wherein the active noise cancellation circuit is configured to sense line voltages through decoupling capacitors and inject current to suppress common mode currents generated by the first and second switching bridges. [4] The automotive power system of claim 1, further comprising a network of switches connected between the AC input and the electromagnetic interference filter, and a controller programmed to sequentially open switches of the switch bank, close the network of switches, and close the one or more switches in response to disconnection of the AC input from an AC source. [5] The automotive power system of claim 1, further comprising a network of switches connected between the AC input and the electromagnetic interference filter, wherein during driving switches of the switch bank are open and the network of switches and the one or more switches are closed. [6] The automotive power system of claim 1, further comprising a network of switches connected between the AC input and the electromagnetic interference filter, wherein during charging, switches of the switch bank are closed and the network of switches and the one or more switches are open. [7] The automotive power system of claim 1, wherein the first switching bridge is an n-phase inverter or an n-phase rectifier. [8] The automotive power system according to claim 1, wherein the second switching bridge is an n-phase inverter or an n-phase rectifier. [9] Method comprising: in response to a request to charge a traction battery of a vehicle, closing first switches to connect a secondary side of a transformer having a primary side connected to an AC / DC power converter by a switching bridge between an electric machine and another switching bridge such that the transformer, the electric machine, and the switching bridges form an isolated DC / DC power converter configured to deliver charging power from the AC / DC power converter to the traction battery, and Opening second switches to disconnect the traction battery from the AC / DC power converter and an AC input. [10] The method of claim 9, further comprising, upon completion of charging, opening the first switches and closing the second switches. [11] Vehicle comprising: an electrical machine; a traction battery; a first switching bridge connected between the electric machine and the traction battery; an AC input; an AC / DC power converter; an electromagnetic interference filter connected between the AC input and the AC / DC power converter; a transformer, a second switching bridge connected between the AC / DC power converter and the transformer; a switch bank connected to a secondary side of the transformer and configured to connect the secondary side between the electric machine and the first switching bridge such that the electric machine, the first switching bridge, the transformer and the second switching bridge form an isolated DC / DC power converter, which is configured to deliver charging power from the AC / DC power converter to the traction battery; and one or more switches configured to connect the traction battery directly between the AC input and the electromagnetic interference filter. [12] The vehicle of claim 11, further comprising an auxiliary battery and a rectifier magnetically coupled to the transformer and connected to the rectifier. [13] The vehicle of claim 11, wherein during a charge of the traction battery, switches of the switch bank are closed and the one or more switches are open. [14] A vehicle according to claim 13, wherein after charging of the traction battery, switches of the switch bank are open and the one or more switches are closed. [15] The vehicle of claim 11, further comprising a set of capacitors or a set of inductors connected between the first switching bridge and the transformer.

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