System and method for motor-based power transmission

Abstract

A power transmission system includes a traction battery pack, a power inverter module configured in electrical communication with the traction battery pack, and a rotating electric machine. The rotating electric machine communicates electrically with the AC bus and comprises a first set of windings in electrical communication with the AC bus and a second set of windings in electrical communication with an output AC bus. A socket communicates electrically with the second set of windings via the output AC bus. A controller communicates electrically with the power inverter module. The controller is configured to selectively instruct the power inverter module to direct AC current through the AC bus to the rotating electric machine to produce a desired output power at the socket.

Description

[0001] Fully electric or hybrid electric vehicles are able to achieve greater ranges thanks to advances in battery technology and capacity. Certain batteries, such as traction batteries, provide energy in the form of direct current (DC). The DC energy from the traction battery can be converted to alternating current (AC) by a power module to drive a traction motor or power other parts of the vehicle. Because traction batteries can store large amounts of energy, using some of this energy for purposes other than propulsion can be advantageous. For example, a vehicle user might want to power small electronic devices when in remote areas, to provide power to a home during a power outage, or to feed power directly into a grid.In one example, to convert the DC energy from the traction battery into energy that can be used from other sources, a second power module is connected to the traction battery, separate from the power module used to drive the traction motor.

[0002] The generic document DE 10 2023 128 490 A1 relates to a device for conducting electrical energy from a battery via a rotating electric motor to a charging interface in order to operate consumers at that interface. In particular, DE 10 2023 128 490 A1 discloses an electric motor having asymmetrical windings and a vehicle equipped with such a motor. The electric motor comprises a rotor and a stator, the stator having a first winding set with a first number of turns and a second winding set with a second number of turns that differs from the first. The first winding set is galvanically isolated from the second winding set.

[0003] German patent DE 10 2023 129 387 A1 discloses a vehicle energy transmission system comprising a multi-winding motor, a first inverter connected to a first winding set, and a second inverter connected to a second winding set. The system includes a controller configured to control the first and second inverters to regulate a charging current through the multi-winding motor at a set power when the multi-winding motor is in a torque-free state.The controller is configured to control the charging current through the first inverter and the second inverter, such that a first current vector associated with the first winding set and a second vector associated with the second winding set are symmetrical about a d-axis, and the multi-winding motor operates as a transformer, with the control of the first inverter and the second inverter providing power transfer between the first winding set and the second winding set.

[0004] Disclosed herein is a power transmission system. The system includes a traction battery pack, a power inverter module configured to receive high-voltage direct current from the traction battery pack and convert the high-voltage direct current into alternating current configured to be received by an alternating current bus, and a rotating electric machine. The rotating electric machine is electrically communicable with the alternating current bus and is a segmented winding machine comprising a first set of windings electrically communicable with the alternating current bus and a second set of windings electrically communicable with an output alternating current bus. A socket is electrically communicable with the second set of windings via the output alternating current bus. A controller is electrically communicable with the power inverter module.The controller is configured to selectively instruct the power inverter module to direct the alternating current through the AC bus to the rotating electric machine in order to generate a desired output power at the socket.

[0005] In one aspect of the revelation, the first set of windings are windings with a low number of turns, and the second set of windings are windings with a high number of turns.

[0006] The first set of windings is arranged radially inwards from the second set of windings in a stator of the rotating electrical machine relative to an axis of rotation of a rotor in the rotating electrical machine.

[0007] In one aspect of the revelation, the second set of windings comprises three sets of windings, each having a corresponding output in electrical communication with the output AC bus.

[0008] In one aspect of the revelation, a single set of windings from the three sets of windings can be selectively connected to the socket by a switch in order to provide the socket with either a three-phase alternating current or a single-phase alternating current.

[0009] In one aspect of the disclosure, the desired output power comprises three-phase alternating current, and the control is configured to disconnect a drive train from the rotating electric machine. In another aspect of the disclosure, the rotor is an eight-pole rotor, and the control is configured to instruct the rotating electric machine to rotate the rotor at 900 rpm (RPM).

[0010] In one aspect of the revelation, the rotor is a six-pole rotor and the control is configured to instruct the rotating electric machine to rotate the rotor at 1200 rpm (RPM).

[0011] In one aspect of the disclosure, the desired output power comprises a single-phase alternating current, and the second set of windings comprises two sets of windings.

[0012] In one aspect of the revelation, the second set of windings comprises between 8 and 10 times as many turns as the first set of windings.

[0013] Disclosed herein is a method for performing a power transfer. The method includes instructing a power inverter module to convert direct current from a traction battery pack on a DC bus into three-phase alternating current received from an AC bus. The method also includes routing the three-phase alternating current to a rotating electrical machine. The rotating electrical machine is a segmented winding machine and comprises a first set of windings electrically connected to the AC bus and a second set of windings electrically connected to an output AC bus. The method also includes routing an alternating current generated in the second set of windings through the output AC bus to a power outlet.

[0014] In one aspect of the revelation, the first set of windings is windings with a low number of turns and the second set of windings is windings with a high number of turns, and the first set of windings is arranged radially inwards from the second set of windings.

[0015] In one aspect of the disclosure, the second set of windings comprises three sets of windings configured to provide three-phase alternating current from the second set of windings to the output alternating current bus.

[0016] In one aspect of the disclosure, the method involves controlling the rotational speed of a rotor in the rotating electrical machine to synchronize the frequency, amplitude, and phase of the alternating current generated in the second set of windings with a load in electrical communication with the socket.

[0017] In one aspect of the disclosure, the method includes disconnecting the rotating electric machine from a vehicle's drive train when the rotational speed of the rotor in the rotating electric machine is controlled in order to synchronize the frequency, amplitude, and phase of the alternating current generated in the second set of windings with the load in electrical communication with the socket.

[0018] In one aspect of the revelation, the second set of windings comprises three sets of windings, each having a corresponding output, and one of the three sets of windings is selectively connectable to the socket to generate either single-phase alternating current or three-phase alternating current.

[0019] Disclosed herein is a vehicle. The vehicle comprises a vehicle body supported by wheels, a traction battery pack fixed relative to the vehicle body, and a power inverter module configured to receive high-voltage direct current from the traction battery pack and convert the high-voltage direct current into alternating current configured to be received by an alternating current bus. The vehicle also comprises a rotating electric machine in electrical communication with the alternating current bus and configured to drive the wheels through a drivetrain. The rotating electric machine is a segmented winding machine and comprises a first set of windings in electrical communication with the alternating current bus and a second set of windings in electrical communication with an output alternating current bus.The vehicle also includes a socket electrically connected to the second set of windings via the output AC bus, and a controller electrically connected to the power inverter module. The controller is configured to selectively instruct the power inverter module to direct the AC current through the AC bus to the rotating electric machine in order to generate a desired output power at the socket.

[0020] In one aspect of the revelation, the first set of windings are windings with a low number of turns, and the second set of windings are windings with a high number of turns.

[0021] In one aspect of the revelation, the second set of windings comprises three sets of windings, each having a corresponding output in electrical communication with the output AC bus.

[0022] In one aspect of the revelation, a single set of windings from the three sets of windings can be selectively connected to the socket by a switch in order to provide the socket with either a three-phase alternating current or a single-phase alternating current. Fig. Figure 1 is a top view of a vehicle and a battery system coupled with an electronic control unit (ECU) and a power inverter module (PIM) in which the principles of the present disclosure can be implemented. Fig. Figure 2 is a schematic representation of the generation of three-phase alternating current from the vehicle using a traction motor. Fig. 1. Fig. Figure 3 is a schematic representation of the generation of single-phase alternating current with a traction motor made of Fig. 1. Fig. Figure 4 is a schematic representation of the generation of single-phase alternating current from the vehicle using the traction motor. Fig. 1. Fig. Figure 5 is a flowchart of a process for generating output power with the traction motor from Fig. 1.

[0023] While the principles of this disclosure have broad application to various architectures, electric vehicles, for example, are being considered. For this purpose, Fig. 1 A top view of a vehicle and a battery system coupled with an electronic control unit (ECU) and a power inverter module (PIM) in which the principles of this disclosure can be implemented. In the embodiment of Fig. 1. An ECU controls various processes of the vehicle.

[0024] While an electric vehicle in Fig. As shown in Figure 1, it is understood that the disclosure is not limited to a vehicle with the corresponding programmed circuits. While the foregoing hysteresis models may be applicable to a number of different physical configurations, Figure 1 shows that the disclosure is not limited to a vehicle with the corresponding programmed circuits. Fig. 1 such example. Fig. Figure 1 shows an electrified powertrain system 110 with a high-voltage battery pack (B). HV) 112, such as a traction battery pack. In a non-limiting example, the battery pack 112 may be a high-capacity battery with a voltage capability of about 400-800 volts or more, the actual voltage capability of the battery pack 112 being provided based on a desired operating / SOC range, gross weight, and rated power of a load connected to the battery pack 112. In one possible design, the battery pack 112 may be a traction battery pack, generally consisting of an array of rechargeable electrochemical lithium-ion or lithium-ion polymer battery cells, which may be a cylindrical battery cell. The present teachings can also be applied to prismatic battery cells and pouch-type battery cells in possible configurations, and thus the cylindrical battery cell is exemplary without being limiting.

[0025] Although internal details of the battery cells in the battery pack 112 are omitted for the sake of simplicity, those skilled in the field will recognize that the battery cells contain, within the cell cavity, an electrolyte material, working electrodes in the form of a cathode and an anode, and a permeable separator (not shown), all enclosed within an electrically insulated can or housing. Grouped battery cells can be connected in series or parallel by means of an electrical interconnect board and associated buses, sensing hardware, and power electronics (not shown, but well understood in the field). An application-specific number of battery cells in the battery pack 112 can be arranged in columns and rows relative to the battery compartment 113.In a nominal “xyz” Cartesian reference frame, for example, the battery carrier 113, when viewed from above or below, may have a length (x dimension) and a width (y direction), with a height (z dimension) extending away from the battery carrier 113 in an orthogonal direction.

[0026] In a representative application, the electrified powertrain system 110 can be used as part of an EV 111 or another mobile system. As shown, the EV 111 can be configured as a battery electric vehicle, and the teachings presented here can also be extended to plug-in hybrid electric vehicles. Alternatively, the electrified powertrain system 110 can be used as part of another mobile system, such as, but not limited to, a rail vehicle, an aircraft, a watercraft, a robot, agricultural equipment, etc. Likewise, the electrified powertrain system 110 can be stationary, as in the case of a power plant, a lifting device, a drive belt, or a conveyor system. Therefore, the electrified powertrain system 110 in the representative vehicle configuration of Fig. 1. To illustrate the present teachings and not to restrict them.

[0027] The in Fig. The EV 111 shown comprises a vehicle body 122. The vehicle body 122 may include a frame within the body 122 to define areas for the placement of mechanical and electrical components, as well as a passenger cabin. The EV may further include wheels 124F and 124R, where "F" and "R" indicate the respective front and rear positions. The wheels 124F and 124R rotate about respective axes, with the wheels 124F, the wheels 124R, or both being driven by output torque (arrow T). O ) from a rotating electric machine (M E) 126, such as a segmented winding machine, of the electrified drivetrain system 110 are driven by a drivetrain D, as indicated by arrow

[24] . In this embodiment, the impellers 124F and 124R thus represent a mechanical load, although other mechanical loads are possible in different host systems. For this purpose, the electrified drivetrain system 110 comprises a power inverter module (PIM) 128 (also referred to herein as the power module (PM)) and the high-voltage battery pack 112, e.g., a multi-cell lithium-ion traction battery or a battery with another application-appropriate chemistry, both of which are arranged on a high-voltage DC bus 127.As can be seen in the technical drawing, the PIM 128 comprises a DC side 180 and an alternating current (AC) side 182, the latter being connected to individual phase windings (not shown) of the rotating electric machine 126 when the rotating electric machine 126 is configured as a multiphase rotating electric machine in the form of a drive or traction motor, as shown.

[0028] The battery pack 112 made of Fig. 1 is in turn connected to the DC side 180 of the PIM 128, so that a battery voltage from the battery pack 112 is supplied to the power inverter module (PIM) 128 during drive modes of the EV 111. The PIM 128, or more precisely a set of semiconductor switches (not shown) located within it, is controlled by pulse width modulation (PWM), pulse density modulation (PDM), or other suitable switching control techniques to invert a DC input voltage on the DC bus 127 into an AC output voltage suitable for exciting a high-voltage AC bus 120. As mentioned, the PIM 128 can also simply be referred to as a power module (PM), which may include an inverter or converter.High-speed switching of the resident semiconductor switches of the PIM 128 excites the rotating electric machine 126, thereby causing the rotating electric machine 126 to produce the output torque (arrow T. O ) as a motor drive torque to one or more of the impellers 124F and / or 124R in another coupled mechanical load in other implementations.

[0029] Electrical components of the electrified powertrain system 110 can also include an accessory power module (APM) 129 and an auxiliary battery (B). AUXThe APM 129 is configured as a DC-DC converter connected to the DC bus 127, as is recognized in the field. In operation, the APM 129 is capable of reducing a voltage level on the DC bus 127 to a lower level suitable for charging the auxiliary battery 130 and / or supplying low-voltage power to one or more accessories (not shown), such as lights, displays, etc., via internal switching and voltage transformation. Thus, "high voltage" refers to voltage levels significantly above typical 12-15 V low / auxiliary voltage levels, with 400 V or more being an exemplary high-voltage level in some embodiments of the battery pack 112.

[0030] In some configurations, the electrified powertrain system can produce 110 hp. Fig. 1 include an on-board charger (OBC) 132 which can be selectively connected to an external charging station 133 via an input / output (I / O) block 132A during a charging mode in which the battery pack 112 is charged by an AC charging voltage (V CH) is charged by the on-board charging station 133. The I / O block 132 is connectable to a charging port 117 on the vehicle body 122. For example, a charging cable 135 can be connected to the charging port 117, e.g., via an SAE J1772 connection. The electrified powertrain system 110 can also be configured to selectively receive a DC charging voltage in one or more embodiments, as recognized in the field, in which case the OBC 132 would be selectively bypassed using a circuit (not shown) that can be used, for example, to incrementally charge and / or discharge the battery pack 112 to perform various functions, such as testing the state of charge (SOC). The OBC 132 could also operate in different modes, including a charging mode during which the OBC 132 receives the AC charging voltage (V CH) receives power from the on-board charging station 133 to recharge the battery pack 112 after a low charge indicator light is displayed on the dashboard, and a discharge mode is indicated by arrow V X , during which the OBC 132 discharges power from the battery pack 112 to an external electrical AC load (L). In this way, the OBC 132 can function as a bidirectional charger.

[0031] With further reference to Fig. 1. The electrified powertrain system 110 can also include an electronic control unit (ECU) 134. The ECU 134 can be operated to regulate the ongoing operation of the electrified powertrain system 110 by transmitting electronic control signals (arrow CC). O The ECU 134 does this in response to electronic input signals (arrow CC). I ). Such input signals (arrow CC) IThe ECU 134 can be actively communicated or passively detected in different configurations, enabling it to determine a specific operating mode. In response, the ECU 134 controls the operation of the electrified powertrain system 110. Thus, the ECU and its accompanying components can function as a BMS to perform various functions, including estimating the state of charge (SOC).

[0032] For this purpose, the ECU 134 may be equipped with one or more processors (P), such as logic circuits, combinational logic circuit(s), application-specific integrated circuit(s), ASICs, electronic circuit(s), central processing unit(s), semiconductor IC devices, etc., as well as input / output (I / O) circuitry, suitable signal conditioning and buffering circuits, and other components, such as a high-speed clock, to provide the SOC functionality described in earlier figures, and various functions identified by the CC input signal. The ECU 134 also includes an associated computer-readable storage medium, i.e., memory (M), including read-only memory, programmable read-only memory, direct access memory, a hard disk, etc., whether resident, remote, or a combination of both.Control routines, including code for executing the SOC model with hysteresis, are executed by the processor to monitor relevant inputs from sensing devices and other networked control modules (not shown) and to execute control and diagnostic routines to regulate the operation of the electrified powertrain system 110. The I / O circuits can be directly coupled to the ECU 134, along with the memory M and one or more processors P for executing code that estimates the SOC. In one aspect, the BMS system can be implemented collectively as the ECU 134, OBC 132, and bus 127. The OBC 132 and bus 127 can be a device within the BMS or included as part of the BMS, which can be connected to the external terminals of the battery pack 112 to perform the functions described herein. In some implementations, the BMS can be directly coupled to the battery pack.

[0033] The EV 111, like other vehicles, may include an instrument panel that is installed within or otherwise connected to the EV 111's body. The body houses a cabin containing the driver and passengers. The device discussed above may include control signals to the instrument panel and conversion circuitry to allow the driver to assess the remaining state of charge (SOC) based on an amount or percentage of the remaining charge, an estimated time until the vehicle will run out of power or requires immediate recharging, and other data. At least some of these aspects may be calculated by the battery management system (BMS), including the ECU 134 and its associated processor P, which executes code from memory M. Messages may be sent to other parts of the vehicle via the I / O circuitry, through CC0, or via another connection not specifically shown.

[0034] In the example above, the PIM 128 (or more simply, the PM) can comprise a set of semiconductor switches driven by a modulation technique such as PWM (although other suitable modulation techniques such as PDM can be used). In other configurations, the ECU or a microcontroller unit (MCU) within it (e.g., processor P) can also be used to control the transmission of modulated signals. The semiconductor switches of the PIM 128 can include power transistors, and the modulation technique used to drive them can include intermediate circuits to appropriately decode the PWM signals as needed and adjust the rail-to-rail voltage swing from the power used by logic circuits (e.g., 0 to 5 volts or the like) to the higher voltages required by a gate driver to switch the power transistors that drive the rotating electric machine 126.Referring to the PIM 128, a gate driver can be used to switch the power transistors / switches on and off.

[0035] As in Fig. As shown in Figure 2, high-speed switching of semiconductor switches 142 of the PIM 128 excites the rotating electric machine 126, causing the rotating electric machine 126 to deliver the output torque. As can be seen in the field, inverters such as the one shown in Figure 2 utilize this principle. Fig. Figure 1 shows PIM 128 with several dies of semiconductor switches 142 as fast-acting ON / OFF switching devices, e.g., insulated gate bipolar transistors (IGBTs), metal oxide semiconductor field-effect transistors (MOSFETs), thyristors, etc. In a typical three-phase configuration of the rotating electric machine 126, the semiconductor switches 142 are turned on or off at predetermined switching intervals to output an alternating current (AC) waveform to the rotating electric machine 126.

[0036] While the PIM 128 excites the rotating electric machine 126 with alternating current through a first set of stator windings 144 extending through a stator 146, an alternating current is generated in a second set of windings 148 within the stator 146. In the illustrated example, the first set of windings 144 are low-turn windings, and the second set of windings 148 are high-turn windings. In one example, the first set of windings 144 can comprise between 24 and 32 turns, and the second set of windings 148 can comprise between 192 and 320 turns, so that the second set of windings 148 comprises between eight and ten times as many turns as the first set of windings 144.Furthermore, as shown in the illustrated example, the first set of windings 144 is arranged radially inwards from the second set of stator windings 148 relative to a rotation axis A of the rotating electrical machine 126.

[0037] The second set of windings 148 is connected to an output AC bus 150 to transmit the alternating current generated in the second set of windings 148 to a socket 154, which can be selectively connected to a load 152. In this disclosure, the load may include a device that draws power from the socket 154 or from a power grid. In the illustrated example, the second set of windings 148 provides three-phase alternating current to the load 152 through the socket 154. In another example, to generate the three-phase alternating current through the second set of windings 148 to the load 152, the PIM 128 uses the first set of windings 144 (e.g., the windings with a low number of turns) to increase the rotational speed of a rotor 156 in the rotating electrical machine 126 to match the frequency of the load 152, such as a power grid.With the second set of windings 148, which is connected to the load 152, the PIM 128 can use the first set of windings 144 to regulate the power flow, so that energy can flow bidirectionally between the battery pack 112 and external sources, such as the load 152.

[0038] Furthermore, for the second set of windings 148 to provide three-phase alternating current synchronized with the load 152, the rotor 156 in the rotating electric machine 126 is rotated at a suitable speed to achieve synchronization. In one example, if the rotor 156 is an eight-pole rotor, the rotor 156 is driven by the PIM 128 to rotate at 900 rpm to match a phase shift of 120 degrees with the load 152. In another example, if the rotor 156 is a six-pole rotor, the rotor 156 is driven by the PIM 128 to rotate at 1200 rpm to match the phase shift of 120 degrees with the load 152. The ECU 134 can also control the PIM 128 so that the active and reactive power produce a power factor of zero.

[0039] Fig. Figure 3 illustrates another exemplary rotating electric machine 226, which communicates electrically with the PIM 128 via the AC bus 120. Rotating electric machine 226 is similar to rotating electric machine 126, except where described below or shown in the drawings. Identical or similar components between rotating electric machine 126 and 226 involve the addition of a prefix '2'.

[0040] As in Fig. As shown in Figure 3, the high-speed switching of semiconductor switches 142 of the PIM 128 excites the rotating electric machine 226, causing the rotating electric machine 226 to deliver the output torque through a rotor 256. In a typical three-phase configuration of the rotating electric machine 226, the semiconductor switches 142 are turned on or off at predetermined switching intervals to output an alternating current (AC) waveform to the rotating electric machine 226.

[0041] While the PIM 128 excites the rotating electric machine 226 with alternating current through a first set of stator windings 244 extending through a stator 246, an alternating current is generated in a second set of windings 248 in the stator 146. In the illustrated example, the first set of windings 244 are low-turn windings, and the second set of windings 248 are high-turn windings. In one example, the first set of windings 244 can comprise between 24 and 32 turns, and the second set of windings 248 can comprise between 192 and 320 turns, so that the second set of windings 248 comprises between eight and ten times as many turns as the first set of windings 244.Furthermore, as shown in the illustrated example, the first set of windings 244 is arranged radially inwards from the second set of windings 248 relative to a rotation axis A of the rotating electrical machine 226.

[0042] The second set of windings 248 is connected to an output AC bus 250 to transmit the alternating current generated in the second set of windings 248 to a socket 254, which can be selectively connected to a load 252. In the illustrated example, the load 252 is configured to receive single-phase alternating current through the output AC bus 250. Furthermore, the output AC bus 250 comprises three sets of windings, two of which can be connected by a switch 251 to allow the second set of windings 248 to supply single-phase alternating current to the load 252, thus enabling the output AC bus 250 to be used to supply three-phase alternating current to a load, such as the load 152.

[0043] Fig. Figure 4 illustrates another exemplary rotating electric machine 326, which communicates electrically with the PIM 128 via the AC bus 120. The rotating electric machine 326 is similar to the rotating electric machine 126, except where described below or shown in the drawings. Identical or similar components between the rotating electric machine 126 and 326 involve the addition of a prefix '3'.

[0044] As in Fig. As shown in Figure 4, the high-speed switching of semiconductor switches 142 of the PIM 128 excites the rotating electric machine 326, causing the rotating electric machine 326 to deliver the output torque through a rotor 356. In a typical three-phase configuration of the rotating electric machine 326, the semiconductor switches 142 are turned on or off at predetermined switching intervals to output an alternating current (AC) waveform to the rotating electric machine 326.

[0045] While the PIM 128 excites the rotating electric machine 326 with alternating current through a first set of windings 344 extending through a stator 346, an alternating current is generated in a second set of windings 348 within the stator 346. In the illustrated example, the first set of windings 344 are low-turn windings, and the second set of windings 348 are high-turn windings. In one example, the first set of windings 344 can comprise between 24 and 32 turns, and the second set of windings 348 can comprise between 192 and 320 turns, so that the second set of windings 348 comprises between eight and ten times as many turns as the first set of windings 344. Furthermore, as shown in the illustrated example, the first set of windings 344 is arranged radially inwards from the second set of windings 348 relative to an axis of rotation A of the rotating electrical machine 326.

[0046] The second set of windings 348 is connected to an output AC bus 350 to transmit the alternating current generated in the second set of windings 348 to a socket 354, which can be selectively connected to a load 352. In the illustrated example, the load 352 is configured to receive single-phase alternating current through the output AC bus 350. The output AC bus 350 also includes two outputs corresponding to two sets of windings that form the second set of windings 348.

[0047] Fig. Figure 5 illustrates an exemplary method 400 for operating a rotating electrical machine, such as one of the rotating electrical machines 126, 226 or 326, to provide a desired output power to a load 152, 252 or 352, respectively. The method 400 begins at block 402.

[0048] In Block 402 (“Direct a PIM”), Procedure 400 instructs PIM 128 to convert direct current from battery pack 112 on DC bus 127 into three-phase alternating current received by AC bus 120. In one example, the ECU sends control signals to PIM 128, which PIM 128 uses to selectively control switches 142 to generate a desired three-phase alternating current that drives the rotating electric machine 126. PIM 128 generates the three-phase alternating current by selectively controlling switches 142. Procedure 400 then uses the three-phase alternating current generated by PIM 128 to proceed to Block 404.

[0049] In block 404 (Direct Alternating Current), method 400 directs each of the three phases of the alternating current to a corresponding winding of the first set of windings 144, 244, or 344 to excite the rotating electrical machine 126, 226, or 326, respectively. By directing the three-phase alternating current into the first set of windings 144, 244, or 344 in the rotating electrical machine 126, 226, or 326, a corresponding alternating current is generated in the second set of windings 148, 248, or 348.

[0050] If the alternating current generated in the second set of windings 148 or 248 is a three-phase alternating current, the method 400 disconnects the rotating electric machine 126 or 226 from a drive train of the EV 111 to allow the rotor to rotate without causing the vehicle 11 to move. The method 400 controls the rotational speed of the rotor in the rotating electric machine to synchronize the frequency, amplitude, and phase of the alternating current generated in the second set of windings with a load in electrical communication with the socket.

[0051] With alternating current being fed into the rotating electric machine 126, 226 or 326, the process 400 transitions to block 406.

[0052] In Block 406 (“Direct Generated Alternating Current”), Method 400 routes the generated alternating current from the second set of windings 148, 248, or 348 through the output AC bus 150, 250, or 350, respectively, to the outlet 154, 254, or 354. A load 152, 252, or 352 can be connected to the outlet 154, 254, or 354, respectively, to receive the generated alternating current. As discussed above, one advantage of generating the alternating current in the second set of windings 148, 248, or 348 is that it reduces the need for an additional power inverter module to meet the power requirements of any of the loads 152, 252, or 352.

Claims

[1] Power transmission system, comprising: a traction battery pack (112); a power inverter module (128) configured to receive a high-voltage direct current from the traction battery pack (112) and to convert the high-voltage direct current into an alternating current configured to be received by an alternating current bus (120); a rotating electric machine (126) in electrical communication with the AC bus (120), wherein the rotating electric machine (126) is a segmented winding machine and comprises a first set of windings (144) in electrical communication with the AC bus (120) and a second set of windings (148) in electrical communication with an output AC bus (150); a socket outlet (154) in electrical communication with the second set of windings (148) via the output AC bus (150); and a controller (134) in electrical communication with the power inverter module (128), wherein the controller (134) is configured: to selectively instruct the power inverter module (128) to direct the alternating current through the AC bus (120) to the rotating electric machine (126) in order to generate a desired output power at the socket (154), and wherein the first set of windings (144) is arranged radially inwards from the second set of windings (148) in a stator (146) of the rotating electrical machine (126) relative to an axis of rotation of a rotor (156) in the rotating electrical machine (126). [2] Power transmission system according to claim 1, wherein the first set of windings (144) are windings with a low number of turns and the second set of windings (148) are windings with a high number of turns. [3] Power transmission system according to claim 1, wherein the second set of windings (148) comprises three sets of windings, each having a corresponding output in electrical communication with the output AC bus (150). [4] Power transmission system according to claim 3, wherein a single set of windings from the three sets of windings can be selectively connected to the socket (154) by a switch (251) to provide the socket (154) with a three-phase alternating current or a single-phase alternating current. [5] Power transmission system according to claim 3, wherein the desired output power comprises a three-phase alternating current and the control (134) is configured to disconnect a drive train from the rotating electric machine (126). [6] Power transmission system according to claim 5, wherein the rotor (156) is an eight-pole rotor (156) and the control (134) is configured to instruct the rotating electric machine (126) to rotate the rotor (156) at 900 rpm (RPM). [7] Power transmission system according to claim 5, wherein the rotor (156) is a six-pole rotor (156) and the control (134) is configured to instruct the rotating electric machine (126) to rotate the rotor (156) at 1200 rpm (RPM). [8] Power transmission system according to claim 1, wherein the desired output power comprises a single-phase alternating current and the second set of windings (148) comprises two sets of windings. [9] Power transmission system according to claim 1, wherein the second set of windings (148) comprises between 8 and 10 times as many turns as the first set of windings (144).

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