POWER CONTROL SYSTEM WITH ONE POWER DIVIDER

Abstract

A power control system and a method for supplying power from a first power source to a wall socket while simultaneously charging a battery from the first power source are provided. The first power source delivers electrical power at a predetermined voltage and phase to a vehicle-side charging control module, which regulates the power to charge a battery. The power control system includes a third inverter configured to transfer electrical power directly from the first power source to the wall socket in one of several phases. The system may further include a rectifier, a first inverter, and a second inverter. The rectifier is coupled to the first power source and transfers power from the first power source to the third inverter.The first inverter and the second inverter are configured to charge the battery with direct current.

Description

INTRODUCTION

[0001] The present invention relates generally to a power distribution system according to the preamble of claim 1 for charging a battery while simultaneously providing power to a wall socket, and to a corresponding method according to the preamble of claim 7, as is known essentially from US 2024 / 0253517A1.

[0002] For example, an electric vehicle contains a battery to supply energy to a motor to propel the vehicle and to power electrical vehicle components such as a main unit, lights, an air conditioning system, and the like. Some electric vehicles include a power outlet that can be used by vehicle occupants to power electrical devices such as mobile phones, tablets, and laptop computers, to name a few. However, such outlets are typically not powered when the battery is being charged via a wall socket in a home or a commercial power station.

[0003] The electric vehicle also includes an input for receiving power from a charger connected to a power supply station or residential building. The input can be configured to receive alternating current (“AC”) at 120 volts or 240 volts, and the voltage can be transmitted in different phases.

[0004] Accordingly, it is desirable to have a power distribution system in which the sockets can be operated to distribute power when the battery is charging. It is also desirable to simplify the conventional topography associated with a socket. Furthermore, it is desirable to adapt the waveform and voltage of the electrical power to accommodate the battery and / or a socket to which an electrical device is to be connected. Finally, it is desirable to overcome the problems associated with charging a cold battery. SUMMARY

[0005] According to the invention, a power control system for use in an electric vehicle is presented, which is configured to supply energy to a socket and a battery, wherein the power control system is characterized by the features of claim 1.

[0006] The battery is configured to supply energy to a motor, which is configured to power the electric vehicle. The power control system is configured to supply power to the wall outlet and the battery from a primary power source. The power control system includes a vehicle-side charging module. The vehicle-side charging module includes a primary inverter, a secondary inverter, a winding machine, a rectifier, and a primary processing unit. The primary processing unit is configured to process the electrical power from the primary power source to charge the battery. The primary processing unit includes non-volatile memory that stores written commands for the vehicle-side charging module to execute.The first inverter, the winding machine, and the second inverter are configured to transfer electrical power from the first power source to the battery, and the rectifier is configured to convert alternating current from the first power source to direct current. The power control system further includes a third inverter, a first switch, and a second switch. The third inverter is electrically coupled to the rectifier and the first inverter. The first switch is connected between the battery and the first inverter, and the second switch is connected between the battery and the second inverter.The first processing unit is further configured to keep the first and second switches in an open position when the battery is charging, in order to provide galvanic isolation between the battery and the third inverter while the battery is charging. The third inverter converts the direct current from the rectifier to alternating current. The alternating current is then supplied to the wall socket to allow a load to be powered while the battery is charging.

[0007] Implementations of the invention may include one or more of the following optional features. In certain implementations, the first switch is connected between the battery and the second inverter, and the second switch is connected between the battery and the first inverter.

[0008] In certain implementations, the power control system also includes a positive contact switch and a negative contact switch. The positive contact switch is connected between the positive terminal of the battery and the second inverter, and the negative contact switch is connected between the negative terminal of the battery and the second inverter.

[0009] In certain implementations, the third inverter can be configured to provide voltage to the socket on a single phase. Alternatively or additionally, the third inverter can be configured to provide voltage to the socket on at least two phases.

[0010] In certain implementations, the power control system may also include an auxiliary power module, a heating device, and a sensor. The rectifier may be configured to bring the voltage and current of the first power source into phase with the voltage and current of the battery. The sensor is configured to detect the battery temperature. The vehicle-side charging module may further be configured to open the first and second switches and close the positive contact switch and the negative contact switch when the voltage and current of the first power source are in phase with the voltage and current of the battery and the battery temperature is above a predefined threshold.The vehicle-side charging module can also be configured to open the switch of a positive contact and the switch of a negative contact when the battery temperature is at or below the specified threshold. The vehicle-side charging module can further be configured to close the first switch and the second switch when the battery is supplying power to the engine.

[0011] According to the invention, a method for providing electrical power from a first power source to a socket during the simultaneous charging of a battery of an electric vehicle is further presented, characterized by the features of claim 7.

[0012] The battery is configured to supply energy to a motor that powers the electric vehicle. The process includes the steps of providing a vehicle-side charging module configured to process the electrical power from the primary power source to charge the battery. The vehicle-side charging module includes a primary inverter, a secondary inverter, a winding machine, and a rectifier. The rectifier converts the electrical power from alternating current (AC) to direct current (DC). The primary inverter converts the DC to AC and sends the AC to the winding machine. The winding machine sends the AC to the secondary inverter. The secondary inverter converts the AC to DC and sends the DC to the battery to charge it.The process includes the step of providing a third inverter, which is electrically coupled to the rectifier and configured to convert the direct current from the rectifier into alternating current and to transfer the alternating current to the output while the battery is being charged.

[0013] In certain implementations, the third inverter is configured to receive electrical power either in a single phase or in three phases.

[0014] In certain implementations, the method may further include the step of providing a first switch and a second switch. The first switch is connected between the battery and the second inverter, and the second switch is connected between the battery and the first inverter. The method includes the step of keeping the first and second switches open while the battery is being charged, in order to provide galvanic isolation between the electrical power delivered to the wall outlet and the battery during charging.

[0015] In certain implementations, the procedure further includes the step of providing a positive contact switch and a negative contact switch. The positive contact switch is connected between a positive terminal of the battery and the second inverter, and the negative contact switch is connected between a negative terminal of the battery and the second inverter.In such implementations, the procedure may include the following steps: bringing a voltage and current of the first power source into phase with the voltage and current of the battery; detecting a temperature of the battery and closing the switch of a positive contact and the switch of a negative contact when the temperature of the battery is above a predetermined threshold; and providing a heating device and turning on the heating device to warm the battery when the temperature of the battery is below the predetermined threshold.

[0016] In certain implementations, the procedure may include the step of holding the switch of a positive contact and the switch of a negative contact in an open position until the temperature of the battery is at or above the specified threshold.

[0017] In certain implementations, the procedure may include the step of closing the first switch and the second switch when the battery is providing power to the motor.

[0018] In certain implementations, the third inverter is configured to raise and lower the voltage of the electrical power. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings described here serve only to illustrate selected configurations; they show: Fig. 1 A schematic view of a conventional power control system having a socket for supplying power to a load; Fig. 2 A schematic view of the hardware and electrical components for the socket, which is in Fig. 1 is shown; Fig. 3 a perspective view of a vehicle showing a power control system of the vehicle coupled to a first power source; Fig. 4 A schematic view of the performance tax system that is in Fig. 1 is shown and provides a phase division voltage for the socket from a three-phase voltage source; Fig. 5 a schematic view of the performance tax system that is in Fig. 1 is shown and provides a three-phase voltage for the socket from a three-phase voltage source; Fig. 6 A schematic view of the performance tax system that is in Fig. 1 shows a single-phase inverter and is configured to provide a three-phase voltage to the socket from a three-phase voltage source; and Fig. Figure 7 shows a diagram illustrating the procedure for providing electrical power from a first power source to a socket while simultaneously charging an electric vehicle battery.

[0020] In all drawings, corresponding reference symbols denote corresponding parts. DETAILED DESCRIPTION

[0021] Now, with reference to Fig. Figure 1 provides a conventional power control circuit 100 of an electric vehicle. The power control circuit 100 includes a battery 102, a first inverter 104, a second inverter 106, and a winding machine 108. The first inverter 104 and the second inverter 106 are electrically isolated from each other and can be powered using separate power modules and drivers. The first inverter 104 and the second inverter 106 each contain several transistors or MOSFETs suitable for conversion between direct current (DC) and alternating current (AC). The winding machine 108 contains windings 108a-108f, which are separated into two electrically isolated winding groups. Each winding group has its own neutral connection. Both winding groups share the same stator core and have the same rotor.The windings around the winding machine 108 can be electromagnetically symmetrical to avoid any imbalance and thus increase ease of control, etc. However, in other configurations, they can be electromagnetically asymmetrical around the winding machine 108. The winding machine 108 can be a winding field synchronous machine, a synchronous reluctance machine, etc.

[0022] First, with reference to Fig. 1. A power control circuit 100 is connected via a charging input 110 to a first power source (not shown), such as a commercial charging station or a household outlet. In one aspect, the charging input 110 can include a high-voltage DC connector 112 and an AC connector 114. The first inverter 104 can be connected to the DC connector 112, in which a pair of DC switches 116 and 118 can be opened and closed to control the power supply to the first inverter 104. A front-end rectifier 120 is connected to the AC connector 114, with an AC switch 122 being opened and closed to control the power supply to the front-end rectifier 120.

[0023] A socket 124 is located between the battery 102 and the second inverter 106. Now, with reference to Fig. Figure 2 shows a topology of the socket 124, illustrating the hardware and electrical components. The hardware in the socket 124 includes a filter 126 for filtering electromagnetic interference, an amplifier 128 for boosting the power from the battery 102, a resonant converter 130, a converter 132 for converting direct current to alternating current, and a second filter 134 for filtering out alternating current noise before transmission to the socket 124. Such a topology adds cost and complexity to the power control circuitry.

[0024] Furthermore, a battery's lifespan can be negatively impacted if it is charged while cold. When a battery is cold, the chemical reactions within it slow down, potentially resulting in reduced charging capacity and damage. For example, if the battery is below freezing, the electrolytes can expand, causing an increase in resistance, which in turn reduces charging efficiency and the battery's ability to hold a charge.

[0025] Furthermore, the power source for charging the battery can differ in voltage and waveform. For example, a commercial charging station may be configured to provide electrical power at a higher voltage and on a different phase than a household outlet.

[0026] The present invention relates to a power control system 10 for simultaneously supplying power to a socket 12 and a battery 14 from a first power source 16, thereby enabling an electrical device 18 to be powered via the socket 12 while the battery 14 is being charged. The power control system 10 can further be configured to provide galvanic isolation between the battery 14 and the socket 12. In another aspect, the power control system 10 can be configured to execute a charging protocol to ensure that the battery 14 is at a desired temperature before charging. In yet another aspect, the power control system 10 is configured to step up or step down the voltage from the first power source 16 to the socket 12. In a further aspect, the power control system is configured to change the phase of the power from the first power source 16 to the socket 12.

[0027] The first power source 16 can be a commercially developed charging station configured to provide electrical power at 240 volts, or it can be a household outlet configured to provide power at 120 volts. It should further be acknowledged that the first power source 16 can be configured to provide power in the form of direct current (DC), e.g., a DC fast charging station, or alternating current (AC). The power control system 10 can be implemented in any platform or device that uses a battery 14 to power the device. For illustration, the power control system 10 is described in the context of an electric vehicle 20, as shown in Fig. Figure 3 shows that the power control system 10 can be implemented in other devices / platforms that include a battery 14 for supplying energy to the device / platform and a power outlet 12 for supplying energy to the electrical device 18, such as a laptop computer. The power control system 10 can be implemented in any device / platform, which, for example, includes a boat, a motorcycle, a house, a commercial building, and the like.

[0028] Fig. Figure 3 represents the vehicle 20, which is connected to the first power source 16. Specifically, the vehicle 20 includes a charging input 22, and the first power source 16 includes a charger 24 configured to be connected to the charging input 22 to provide power for charging the battery 14. The first power source 16 is shown for illustrative purposes as a commercial charging station; however, it should be noted that the first power source 16 could also be a wall socket in a house.

[0029] The vehicle 20 is an electric vehicle, and the battery 14 is configured to supply energy to a motor 26 for powering the vehicle 20. For example, the motor 26 can be an electric motor configured to generate up to 200 horsepower to propel the vehicle 20. Any battery 14 configured to be charged with electrical power, currently known or subsequently developed, can be adapted for use here, including, for illustrative purposes, lithium-ion batteries, solid-state batteries, and the like. The capacity of the battery 14 need not be limiting and can include batteries 14 with a capacity exceeding 30 kilowatt-hours (kWh). The battery 14 is further configured to supply energy to the various electronic components in the vehicle 20.Such electronic components are known and include, by way of illustration, lights, windshield wiper devices, a main unit, a heating, ventilation and air conditioning (HVAC) system and the like.

[0030] Fig. Figure 4 shows a power control system 10 of the electric vehicle 20 in an exemplary configuration. The power control system 10 is coupled to the battery 14 and the first power source 16 via the charger 24. The power control system 10 includes a first inverter 28, a second inverter 30, and a winding machine 32. The first inverter 28 and the second inverter 30 are electrically isolated from each other. The first inverter 28 and the second inverter 30 each contain several transistors or a metal-oxide-semiconductor field-effect transistor (MOSFET) suitable for converting between direct current (DC) and alternating current (AC). The winding machine 32 contains windings that are separated into two electrically isolated winding groups 34. Each winding group 34 has its own neutral connection. Both winding groups 34 share the same stator core and have the same rotor.The windings can be electromagnetically symmetrical around the winding machine 32 to avoid any imbalance, increase ease of control, etc., but in other configurations they can be electromagnetically asymmetrical around the winding machine 32. The winding machine 32 can be a double-winding machine, in which all winding machines are not directly connected but inductively linked to one another. An exemplary winding machine includes a permanent magnet machine, a winding-field synchronous machine, a synchronous reluctance machine, or, more generally, any AC machine.

[0031] The first inverter 28 can be used to convert between DC power at the first power source 16 and AC power at the electric motor 26. The second inverter 30 can be used to convert between DC power at the battery 14 and AC power at the electric motor 26. The power control system 10 can be connected to the first power source 16 by means of a universal charger 24, which can be a socket of an external high-voltage network that includes both a DC and an AC connection. The winding machine 32 can be integrated into the electric motor 26.

[0032] The power control system 10 includes a high-voltage DC bus 36 for connection to a high-voltage socket of the charging input 22 and a low-voltage DC bus 38 for connection to a low-voltage socket of the charging input 22. A first DC connection switch 40 controls a connection between the charging input 22 and the high-voltage DC bus 36. A second DC connection switch 42 controls a connection between the charging input 22 and the low-voltage DC bus 38. An AC bus 44 runs between the charging input 22 and a front-end rectifier 46. An AC connection switch 48 on the AC bus 44 controls a connection between the charging input 22 and the front-end rectifier 46. An inductor may be arranged on the AC bus 44.The front-end rectifier 46 decouples an AC / DC power transfer between the charging input 22 and the other components of the power control system 10, such as the first inverter 28. The front-end rectifier 46 can also be configured to bring the voltage and current of the first power source 16 into phase with the voltage and current of the battery 14.

[0033] The power control system 10 includes a battery busbar 50, which has a positive current section 50A and a negative current section 50B. One end of the positive current section 50A is connected to a positive terminal (PT) of the battery 14, and the other end is connected to a vehicle load group 52, positioned between the positive terminal (PT) and the second inverter 30. One end of the negative current section 50B is connected to a negative terminal (NT) of the battery 14, and the other end is connected to a vehicle load group 52, positioned between the positive terminal (PT) and the second inverter 30. A positive contact switch 54 is located on the positive current section 50A and is connected between the positive terminal (PT) of the battery 14 and the vehicle load group 52.A negative contact switch 64 is located on the negative current section 50B and is connected between the negative terminal (NT) of battery 14 and the vehicle load group 52. The positive contact switch 54 and the negative contact switch 64 are open when the vehicle 20 is not switched on and are closed during charging and driving operations.

[0034] The vehicle load group 52 can include an auxiliary power module 58, a heating device 60, an air compressor control unit 62, and other devices 64 for operating the vehicle 10. The auxiliary power module 58 is configured to generate low-voltage power for the vehicle 10 from the high-voltage bus. The heating device 60 is configured to generate heat that can be used to warm the battery 14. The air compressor control unit 62 can include a sensor 66 for detecting the temperature of the battery 14.

[0035] The power control system 10 includes a third inverter 68, which is electrically coupled to the front-end rectifier 46 and to the first inverter 28. The front-end rectifier 46 converts the AC power to DC power. The third inverter 68 converts the DC power back to AC power for transmission to the socket 12. The DC power output from the third inverter 68 is transmitted to the first inverter 28, which converts the DC power to AC power, which is then transmitted to the winding machine 32. The winding machine 32 transmits the AC power to the second inverter 30, which converts the AC power to DC power to charge the battery 14.

[0036] The power control system 10 includes a first switch 70 and a second switch 72. The first switch 70 is connected between the positive bus 50A and the positive bus of the first inverter 28, and the second switch 72 is connected between the negative bus 50B and the negative bus of the first inverter 28. The first switch 70 and the second switch 72 can be opened or closed to electrically disconnect and connect the second inverter 30 to the first inverter 28. When the first switch 70 and the second switch 72 are open, the first inverter 28 and the second inverter 30 are galvanically isolated from each other, so that the operation of the first inverter 28 does not interfere with the operation of the second inverter 30 and the third inverter 68. Therefore, the charging of the battery 14 is not affected by the supply of power to the socket 12.

[0037] The power control system 10 includes a vehicle-side charging module 74, which contains a first processing unit 76 configured to process the electrical power from the first power source 16 to charge the battery 14 and simultaneously supply power to the socket 12. The first processing unit 76 contains non-volatile memory that stores written commands so that the execution of the vehicle-side charging module 74 includes sending instructions for the operation of the first inverter 28, the second inverter 30, the winding machine 32, the front-end rectifier 46, the first DC terminal switch 40, the second DC terminal switch 42, the AC terminal switch 48, the vehicle load group 52, the positive contact switch 54, the negative contact switch 56, the third inverter 68, the first switch 70, and the second switch 72.For illustrative purposes, the vehicle-side charging module 74 is shown as a single unit transmitting signals to the power control system 10, as indicated by the lightning bolt. However, it should be noted that the vehicle-side charging module 74 can communicate electrically with the components of the power control system 10 using a bus, a wire, or an electrical trace on a bus board. For example, the vehicle-side charging module 74 can send a gate signal to the MOSFETs of the first inverter 28, the second inverter 30, the front-end rectifier 46, and the third inverter 68 to perform a DC-to-AC or AC-to-DC conversion, as appropriate.Furthermore, the vehicle-side charging module 74 can transmit gate signals to switches 40, 42, 48, 64, 66, 70 and 72, which opens and closes switches 40, 42, 48, 64, 66, 70 and 72 to control the supply of current between the components of the power control system 10.

[0038] The power control system 10 can further be configured to perform a series of steps to optimize battery charging operations. In one aspect, the vehicle-side charging module 74 receives a signal from the charging input 22 indicating that power is being received. In this case, the vehicle-side charging module 74 actuates the auxiliary power module 58 to generate the required low-voltage power. The vehicle-side charging module 74 receives the temperature of the battery 14 from the sensor 66 or from serial data and determines whether the temperature of the battery 14 is above a predefined threshold. For the sake of illustration, let us assume that the predefined threshold is zero degrees Celsius.The vehicle-side charging module 74 instructs the first switch 70 and the second switch 72 to be in the open position, and the positive contact switch 54 and the negative contact switch 64 are closed to establish electrical communication between the battery 14 and the socket 12 with the first power source 16. If the temperature of the battery 14 is above the specified threshold, the third inverter 68 is activated, transferring power from the first power source 16 to the socket 12 while the battery 14 is charged. If the temperature of the battery 14 is at or below the specified threshold, the vehicle-side charging module activates the heating device 60 to warm the battery 14.The sensor 66 continues to monitor the battery 14 and the vehicle-side charging module 74 instructs the switch 54 of a positive contact and the switch 64 of a negative contact to close, and then actuates the third inverter 68 when the temperature of the battery 14 exceeds the specified threshold, and thus power is transferred from the first power source 16 to the socket 12 while the battery 14 is being charged.

[0039] With renewed reference to Fig. In one aspect, rectifier 46 converts AC power into DC power and transfers power to the first inverter 28. The first inverter 28 transfers the power to the winding machine 32, which transfers power to the second inverter 30. In another aspect, the third inverter 68 includes a pair of capacitors and MOSFET switches coupled to an AC filter 78, which filters the power before it is received through the outlet 12. In another aspect, the third inverter 68, 68a can be configured to step up or step down the voltage from the first power source 16. For example, if the first power source 16 provides 120 volts AC power and the outlet 12 is configured to provide AC power at 120 volts, the third inverter 68, 68a does not need to perform any step-up or step-down operation.However, if the first power source 16 is configured to provide 120 volts AC power, and the socket 12 is configured to provide 240 volts AC power, the third inverter 68, 68a can be configured to boost the power from the first power source 16 to provide 240 volts AC power to the socket 12.

[0040] Now, with reference to Fig. 5. The power control system 10 may further be configured to handle a first power source 16, which is configured to output power in a three-phase form. In this respect, the third inverter 68b is configured as a three-phase inverter. In this respect, the three-phase inverter may contain three pairs of MOSFET switches connected in parallel, and each pair of MOSFET switches is configured not only to convert the DC power from the front-end rectifier 46 to AC power, but also to transfer power at three different phases to the outlet 12. Fig. Section 5 also represents an aspect in which not only is power transmitted to the socket 12 at three phases, but the power from the first power source 16 can be stepped up or stepped down to behave according to the requirements of the socket 12. In particular, power from the third inverter 68b is routed through an AC filter 78. As described above, the AC filter 78 is configured to filter noise from the power, and the third inverter 68b can further be configured to step up or step down power. Thus, it can be recognized that in cases where the first power source 16 provides 120 volts AC power at three phases and the socket 12 is configured to provide 120 volts AC power at three phases, the third inverter 68b does not need to perform any step-up or step-down operation.However, if the first power source 16 is configured to provide 120 volts AC power and the socket 12 is configured to provide 240 volts AC power, the third inverter 68b can be configured to boost the power from the first power source 16 to provide 240 volts AC power to the socket 12.

[0041] Now, with reference to Fig. 6 The power control system 10 is provided with a further configuration of the third inverter 68c. The third inverter 68c can be a single-phase inverter, whereby power transmitted by the front-end rectifier 46 is converted into a single-phase form. In such a case, the front-end rectifier 46 receives power from the first power source 16 in three different phases, as indicated by the three lines that couple the charging input 22 to the front-end rectifier 46. In such a case, the power control system 10 can further include a distribution matrix 80 configured to provide power directly from the charging input 22 to the socket 12 or to provide boosted or boosted power from the third inverter 68c.In such a scenario, if 120 volts are received from charging input 22 and socket 12 is configured to provide 120 volts, the front-end rectifier 46 can be switched off, creating an idle circuit. In this case, power is transferred directly from charging input 22 to the distribution matrix 80 via the power supply lines P1 and P2, with the distribution matrix 80 then supplying the power to socket 12. Conversely, if 120 volts are received from charging input 22 and socket 12 is configured to provide 240 volts, the front-end rectifier 46 can be switched on, creating a closed circuit. In this case, power is transferred directly from charging input 22 to the distribution matrix 80 via the power supply lines P1 and P2 and to the front-end rectifier 46.The front-end rectifier 46 converts the power to DC power, and the third inverter 68c converts the DC power to AC power and steps it up to 240 volts. The distribution matrix 80 processes power from the third inverter 68c and the power supply lines P1 and P2 to generate 240 volts, which are to be fed into the socket 12. It should be noted that in situations where 240 volts are received from the charging input 22 and the socket 12 is configured to provide 120 volts, the front-end rectifier 46 can be switched on, forming a closed circuit. In this case, power is transferred from the charging input 22 to the distribution matrix 80 via the power supply lines P1 and P2, and from the front-end rectifier 46 directly to the third inverter 68c.The third inverter 68c reduces the power and transfers the reduced power to the forwarding matrix 80, which mixes the power from power supply lines P1 and P2 and the third inverter 68c to generate 120 volt power, which is to be fed into the power supply to socket 12.

[0042] Now, with reference to Fig.A method for supplying electrical power from a first power source 16 to a socket 12 while simultaneously charging a battery 14 of an electric vehicle 20 is provided. The battery 14 is configured to supply energy to a motor 26 that drives the electric vehicle 20. The method can be implemented by a vehicle-side charging module 74, which is configured to process the electrical power from the first power source 16 to charge the battery 14 and supply power to the socket 12. The vehicle-side charging module 74 includes a first inverter 28, a second inverter 30, a winding machine 32, and a front-end rectifier 46. The front-end rectifier 46 converts the electrical power from alternating current to direct current. The first inverter 28 converts the direct current to alternating current and transmits the alternating current to the winding machine 32.The winding machine 32 transmits the alternating current to the second inverter 30. The second inverter 30 converts the alternating current to direct current and transmits the direct current to battery 14 to charge it. A third inverter 68 is electrically coupled to the front-end rectifier 46 and is configured to convert the direct current from the front-end rectifier 46 to alternating current and transmit the alternating current to the socket 12 while battery 14 is being charged.

[0043] In step 200, the power factor correction is performed. In step 202, the components of the vehicle load group 52 required for battery charging operations are switched on. For example, the heating device 60, the auxiliary power module 58, and the air compressor control unit 62 are switched on. In step 204, the voltage and current of the first power source 16 are brought into phase with the voltage and current of the battery 14. This can be done by the front-end rectifier 46.

[0044] In step 206, the third inverter 68 is activated, and in step 208, a determination is made as to whether the temperature of battery 14 is greater than a predefined threshold, for example, whether the temperature of battery 14 is above zero degrees Celsius. Step 208 is carried out until the temperature of battery 14 is greater than the predefined threshold. When the heating device 60 is switched on, the temperature of battery 14 is increased. In step 210, if the battery temperature is greater than the predefined threshold, switch 54 of a positive contact and switch 64 of a negative contact are closed. In step 212, the procedure continues to query whether charging is complete. The procedure ends in step 214 when charging operations are complete.It should be noted that charging operations can be completed when battery 14 is fully charged or when the charger 24 is disconnected from charging input 22. In such a case, the vehicle 20 is disconnected from the first power source 16 and power for socket 12 is supplied by battery 14.

[0045] It should be noted that the method can be implemented regardless of the power characteristics of the first power source 16. Therefore, the third inverter 68 can be configured to receive electrical power in either a single phase or three phases. Additionally, the third inverter 68 can be configured to step up and / or step down the voltage of the electrical power to deliver power to the outlet at a predetermined voltage. As described above, such a feature is useful in cases where the first power source 16 provides 120 volts of power and the outlet 12 is configured to provide 240 volts of power.

[0046] The method may further include the step of providing a first switch 70 and a second switch 72. The first switch 70 is arranged between the battery 14 and the second inverter 30, and the second switch 72 is arranged between the battery 14 and the first inverter 28. The method includes the step of keeping the first switch 70 and the second switch 72 open when the battery 14 is being charged, in order to provide galvanic isolation between the electrical power supplied to the socket 12 and the battery 14 during charging. As discussed above, when charging is complete and the charger 24 is disconnected from the charging input, the battery 14 then supplies power to the socket 12, which can be accomplished by closing the first switch 70 and the second switch 72.

[0047] In certain implementations, the method further includes detecting the battery temperature and closing switch 54 (positive contact) and switch 64 (negative contact) when the battery temperature is above the predetermined threshold, and activating the heating device 60 to warm the battery when the battery temperature is below the predetermined threshold. The method may include holding switch 54 (positive contact) and switch 64 (negative contact) in an open position until the battery temperature is at or above the predetermined threshold. The method may also include closing the first switch 70 and the second switch 72 when the battery 14 is supplying power to the motor 26.

[0048] Several implementations have been described. However, it should be understood that various modifications can be made without deviating from the concept and scope of the invention. Accordingly, further implementations are within the scope of the following claims.

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