Dual-engine inverter systems with integrated on-board AC / DC chargers

Abstract

Systems are provided for integrating on-board AC / DC chargers into dual-motor inverter systems. In one example, a system may include a first electric motor inverter system having a first electric motor circuit and a first inverter system control (ISC) circuit, and a second electric motor inverter system having a second electric motor circuit and a second ISC circuit. The system may also include a first on-board charger circuit electrically connected to the first electric motor circuit and electrically connected to the first ISC circuit, and a second on-board charger circuit electrically connected to the first ISC circuit. The first on-board charger circuit, the first ISC circuit, and the second on-board charger circuit may form a bidirectional power factor correction circuit.

Description

field of technology

[0001] This description generally applies to dual-motor inverter systems and corresponding on-board alternating current (AC) / direct current (DC) chargers. General state of the art

[0002] Dual-motor inverter systems are becoming increasingly popular among high-performance electric vehicle manufacturers due to features such as improved torque, high power density, and low production resources. Such systems can provide several advantages, including the ability for a front electric motor and a rear electric motor to deliver power to the wheels, which can facilitate and / or enable advanced torque management and superior handling. Brief description

[0003] A dual electric motor inverter system can serve as a central component for improved power management and / or optimizing driving experiences by improving torque and / or vehicle handling. An isolated onboard AC / DC charger can be used to efficiently convert power from an AC grid into a form suitable for charging an electric vehicle battery (e.g., DC power), which can directly impact charging time and / or the overall usability of the vehicle. A high-voltage traction battery disconnect circuit (HV) can be used to ensure and / or facilitate isolation of a traction battery during maintenance (as well as during immediate interruptions of high-voltage power flows) to mitigate operational problems and improve vehicle reliability.These components can therefore work together to optimize the performance and operation of electric vehicles.

[0004] However, the present inventors have recognized potential problems with such systems. Some designs may impact efficiency and / or performance and may impose additional packaging and / or thermal management constraints.

[0005] These identified problems can be mitigated and / or resolved through new circuit architectures for dual-motor inverter systems with integrated on-board AC / DC chargers. Such new circuit architectures can feature optimized designs and / or increased power density, leading to system volume reductions. The resulting unified circuits can be capable of multiple functions, which in turn can advantageously simplify the system and / or reduce component count. Furthermore, system integration can advantageously facilitate and / or enable the move toward unified fluid cooling systems, which can lead to reduced system sizes and / or weights, thereby improving performance and / or enhancing the driving experience.

[0006] In some embodiments, the problems described above may be solved by a dual electric motor inverter system comprising a first electric motor inverter system, a second electric motor inverter system, a first integrated on-board charger circuit, and a second integrated on-board charger circuit. The first electric motor inverter system may include a first electric motor circuit and a first inverter system controller (ISC) circuit, and the second electric motor inverter system may include a second electric motor circuit and a second ISC circuit. The first on-board charger circuit may be electrically connected to the first electric motor circuit and electrically connected to the first ISC circuit, and the second on-board charger circuit may be electrically connected to the first ISC circuit.The first on-board charger circuit, the first ISC circuit, and the second on-board charger circuit may form a bidirectional power factor correction (PFC) circuit. In this way, the bidirectional PFC circuit may advantageously allow two electric motor windings to be disconnected from an inverter circuit while a third electric motor winding remains connected to the inverter circuit, and / or may advantageously contribute to enabling a battery current control function.

[0007] For some embodiments, the problems described above may be solved by a dual electric motor inverter system including a first electric motor inverter system, a second electric motor inverter system, and an on-board charger circuit. The first electric motor inverter system may include a first electric motor circuit and a first ISC circuit, and the second electric motor inverter system may include a second electric motor circuit and a second ISC circuit. The on-board charger circuit may be electrically connected to the second ISC circuit, and the second electric motor inverter system and the on-board charger circuit may form a bidirectional isolated DC / DC converter circuit. In this way, the on-board charger circuit may directly interface with the second ISC circuit without disconnecting an attached electric motor.

[0008] In various embodiments, the problems described above can be solved by a dual electric motor inverter system having a first electric motor inverter system, a second electric motor inverter system, a first on-board charger circuit, a second charger circuit, and a third on-board charger circuit. The first electric motor inverter system may include a first electric motor circuit and a first ISC circuit, and the second electric motor inverter system may include a second electric motor circuit and a second ISC circuit.The first on-board charger circuit may be electrically connected to the first electric motor circuit and may be electrically connected to the first ISC circuit, the second on-board charger circuit may be electrically connected to the first ISC circuit, and the third on-board charger circuit may be electrically connected to the second electric motor circuit. These structures may advantageously facilitate a battery current control function while reducing circuitry, circuits, and components.

[0009] It should be understood that the foregoing summary is provided to introduce, in simplified form, a selection of concepts that are described in more detail in the detailed description. It is not intended to identify important or significant features of the claimed subject matter, the scope of which is defined solely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that address any of the disadvantages noted above or in any part of this disclosure. Short description of the drawings

[0010] The disclosure may be better understood by reading the following description of non-limiting embodiments with reference to the following drawings. Fig. 1A shows a schematic view of a dual-motor inverter system with an integrated on-board AC / DC charger according to one or more embodiments of the present disclosure; Fig. 1B-1D show a circuit topology for the dual-motor inverter system with an integrated on-board AC / DC charger made of Fig. 1A and various circuits thereof according to one or more embodiments of the present disclosure; Fig. 1E-1G show sections of the circuit topology for the dual-motor inverter system with an integrated on-board AC / DC charger from Fig. 1B, forming various circuits within the circuit topology, according to one or more embodiments of the present disclosure; Fig. 2A shows a schematic view of a second dual-motor inverter system with an integrated on-board AC / DC charger according to one or more embodiments of the present disclosure; and Fig. 2B-2C show a circuit topology for the second dual-motor inverter system with an integrated on-board AC / DC charger made of Fig. 2A and various circuits thereof according to one or more embodiments of the present disclosure; and Fig. 3 illustrates a vehicle propulsion system according to one or more embodiments of the disclosure. Detailed description

[0011] The following description concerns systems and circuit topologies for integrating an on-board AC / DC charger into a dual-motor inverter system. Fig. 1A-1D depict various views of a dual-motor inverter system incorporating an on-board AC / DC charger (and portions thereof). The implementation of the on-board AC / DC charger and / or various elements thereof is distributed across three different circuits, which are connected to circuits of the two electric motor inverter systems within the dual electric motor inverter system. Fig. 1E-1G show sections of the dual-motor inverter system with the integrated on-board AC / DC charger, forming various circuits within the system, while Fig. 2A-2C illustrate a second dual-motor inverter system with an alternative design for some circuits of the on-board AC / DC charger. Fig. 3 illustrates an exemplary vehicle propulsion system in which the disclosed dual motor inverter systems may be implemented.

[0012] Fig. 1A-1D illustrate a system 100 (and portions thereof) in which an onboard AC / DC charger has been integrated with a dual-motor inverter system. Fig. 1A shows a schematic view of system 100 illustrating various circuits that make up the dual motor inverter system of system 100 as well as the onboard AC / DC charger of system 100.

[0013] The dual-motor inverter system of system 100 includes both a first electric motor inverter system and a second electric motor inverter system. The first electric motor inverter system includes a first electric motor circuit 112 (e.g., an electric machine) and a first inverter system control (ISC) circuit corresponding to the first electric motor circuit 112. The first ISC circuit includes a first component 114a and a second component 114b. Accordingly, the first electric motor inverter system includes a first electric motor circuit 112, a first component 114a of the first ISC circuit, and a second component 114b of the first ISC circuit.

[0014] Likewise, the second electric motor inverter system includes a second electric motor circuit 162 (e.g., an electric machine) and a second ISC circuit corresponding to the second electric motor circuit 162. The second ISC circuit has a first component 164a and a second component 164b. Accordingly, the second electric motor inverter system includes a second electric motor circuit 162, a first component 164a of the second ISC circuit, and a second component 164b of the second ISC circuit.

[0015] Since the dual motor inverter system of system 100 includes both the first electric motor inverter system and the second electric motor inverter system, the dual motor inverter system of system 100 thus includes the first electric motor circuit 112, the first ISC circuit first component 114a, and the first ISC circuit second component 114b, as well as a second electric motor circuit 162, a second ISC circuit first component 164a, and a second ISC circuit second component 164b.

[0016] The on-board AC / DC charger of system 100 is implemented via three distinct circuits, each of which is integrated into the various circuits of the first electric motor inverter system and the second electric motor inverter system, as discussed in more detail below. The on-board AC / DC charger includes a first on-board charger circuit 122, a second on-board charger circuit 124, and a third on-board charger circuit 176.

[0017] An AC power source interface 192 provides input (e.g., electrical power via current and voltage) to the system 100. A first battery isolation circuit 134 and a second battery isolation circuit 184 of the system 100 are operable to open electrical connectivity between a traction battery interface 194 of the system 100, which may be operable to interface with an HV battery (e.g., an HV traction battery) and various circuits of the system 100, and / or between the traction battery interface 194 and various circuits of the system 100 formed from the various circuits thereof, to electrically isolate various circuits of the traction battery interface 194 and circuits of the system 100 (as discussed in more detail herein).

[0018] Fig. 1C shows a portion of the circuit topology of the system 100, including the first electric motor inverter system (e.g., the first electric motor circuit 112, the first component 114a of the first ISC circuit, and the second component 114b of the first ISC circuit), the first on-board charger circuit 122, and a second on-board charger circuit 124. Referring to Fig. 1C (and also Fig. 1B), the first electric motor circuit 112 may provide a first set of electrical power outputs to the system 100, each of which may correspond to a set of back electromotive force (BEMF) outputs of one or more electric motors. The first set of electrical power outputs may also each correspond to a set of electric motor windings, each of which may be associated with a resistor R and an inductor L. In various embodiments, the first set of electrical power outputs may provide an alternating-phase and / or multi-phase AC power source. For example, the first set of power outputs together may provide an alternating-phase, three-phase AC power source.

[0019] The first on-board charger circuit 122 may accept a set of electrical power inputs from the AC power source interface 192. For example, the electrical power inputs may include three inputs that carry an alternating-phase, three-phase AC power source. (In some embodiments, the inputs may include a fourth input corresponding to the alternating-phase, three-phase AC power source, e.g., a neutral return input.)

[0020] The first on-board charger circuit 122 may provide the set of electrical power inputs to an electromagnetic interference (EMI) filter component that may filter EMI from the set of electrical power inputs and provide a set of filtered power inputs. In various embodiments, the EMI filter component may advantageously attenuate noise currents generated by circuitry of the first on-board charger circuit 122 (as discussed in more detail herein), which may improve efficient operation of the circuit.

[0021] The first on-board charger circuit 122 may provide the filtered power inputs to a switch box component including a switch S22a, a switch S22b, a switch S22c, a switch S22d, a switch S22e, and a switch S22f. The switch box component may switch the set of filtered power inputs through these switches to provide a set of switched power inputs. In various embodiments, the switch box component may advantageously enable and / or support the use of either single-phase or three-phase AC power (e.g., via the set of inputs from the AC power source interface 192) depending on power source parameters, such as the input supply voltage range, which may vary by region.

[0022] The first on-board charger circuit 122 may provide the set of switched power inputs to an inductor component, which may include a set of inductors corresponding to different power inputs of the switched power inputs (e.g., three inputs corresponding to a three-phase AC power source). The inductor component may process the set of switched power inputs in this manner and may thereby provide a set of inductor-processed power inputs. The inductors may advantageously reduce harmonic distortion and / or improve efficient operation of the system, which may advantageously result in reduced energy consumption and reduced wear. (A neutral return input of the set of switched power inputs may not be processed by the inductors of the inductor component.)

[0023] Finally, in addition to receiving the first set of electrical power inputs from the AC power source interface 192, the first on-board charger circuit 122 may also accept the first set of electrical power outputs (from the first electric motor circuit 112). Both the inductor-processed power inputs and the first set of electrical power inputs may be provided to an isolation component in which each electrical power input of the first set of electrical power inputs may be selectively connected to one of the inductor-processed power inputs by one or more corresponding isolation switches. As shown in Fig. 1C, a disconnect switch S22g and a disconnect switch S22h may each selectively disconnect one of the electrical power inputs from a corresponding inductor-processed power input. However, in various embodiments, the disconnect component may not disconnect one of the electrical power inputs from a corresponding inductor-processed power input. In this way, when S22g and S22h are both open, two of the electric motor windings (e.g., corresponding to the electrical power inputs of the first electric motor circuit 112) may be disconnected from the rest of the system 100 when the system 100 is configured to charge a traction battery through the traction battery interface 194.The isolation component could accordingly provide a set of selectively connected power inputs that can then be provided as the electrical power output of the first on-board charger circuit 122 (which can thus be represented as an alternating-phase, three-phase AC power source, and / or a single-phase AC power source).

[0024] The first on-board charger circuit 122 may provide its output—which may include a set of three filtered, switched, inductor-processed, and selectively connected electrical power inputs from the AC power source interface 192—to the system 100. The first on-board charger circuit 122 may also provide a fourth output to the system 100. In various embodiments, the first three outputs of the first on-board charger circuit 122 may include an L1 output, an L2 output, and an L3 output, and the fourth output of the first on-board charger circuit 122 may include a neutral (or N) output. Within the system 100, the first three outputs may be provided at the first component 114a, while the fourth output may be provided at the second on-board charger circuit 124.

[0025] The first component 114a of the first ISC circuit may accept the output of the first on-board charger circuit 122 and may provide it to a multi-phase bridge or rectifier circuit. In various embodiments, the multi-phase bridge or rectifier circuit may comprise an active three-phase bridge rectifier in which a first electrical node (e.g., a lower voltage electrical node, such as a ground node) is electrically connected to each of the three electrical power outputs of the first on-board charger circuit 122 by separate branches (which may be, for example, switches and / or active components), and in which each of the three electrical power outputs of the first on-board charger circuit 122 is electrically connected to a second electrical node (e.g.,a higher voltage electrical node). A difference between the electrical characteristics of the first electrical node and the electrical characteristics of the second electrical node may represent at least a partial conversion of the AC power provided as input to the first component 114a of the first ISC circuit to a DC power output. The first component 114a of the first ISC circuit may output to the first electrical node and the second electrical node at a first output and a second output, respectively, thereby providing a first DC power to the system 100.

[0026] The second component 114b of the first ISC circuit may comprise a capacitor circuit that may include one or more capacitive elements (e.g., in series and / or parallel) between and electrically connected to the first output and the second output of the first component 114a of the first ISC circuit (and thus to the first electrical node and the second electrical node of the first component 114a). A capacitance C of the second component 114b may serve to smooth a voltage of the first DC power (e.g., at the outputs of the first component 114a). The first component 114a and the second component 114b of the first ISC circuit may thus together supply a smoothed first DC power to the system 100.

[0027] The second on-board charger circuit 124 may be electrically connected to the output of the second component 114b of the first ISC circuit (and thus may be electrically coupled to the smoothed first DC power provided by the first component 114a and the second component 114b). The second on-board charger circuit 124 may have a first input and a second input electrically connected to the first output and the second output of the first component 114a, respectively (and thus to the first electrical node and the second electrical node of the first component 114a). The configuration of the second on-board charger circuit 124 may refer to three internal electrical nodes. The first input of the second on-board charger circuit 124 may be connected by a first switching branch (e.g.,may include switches and / or active components) and the first internal electrical node may then be electrically connected to the second input by a second switching branch (which may include switches and / or active components, for example).

[0028] In various embodiments, switches and / or active components of the first switching branch and / or the second switching branch may be and / or include metal-oxide-semiconductor field-effect transistors (MOSFETs). The second internal electrical node may be electrically connected to the fourth output of the first on-board charger circuit 122 (which may, for example, provide a neutral wire output or an N output). The third internal electrical node may be electrically connected to the first input through a first capacitor and may also be electrically connected to the second input through a second capacitor. A switch S26a may connect the first internal electrical node to the second internal electrical node, and a switch S26b may connect the second internal electrical node to the third internal electrical node.The second on-board charger circuit 124 may thereby further influence the electrical characteristics of the smoothed first DC power output (e.g., as discussed in more detail herein).

[0029] The second on-board charger circuit 124 may thus include various switching branches, energy storage capacitors (which may be made from an electrolytic capacitor, for example), and circuit breakers. The first electric motor inverter system, the first on-board charger circuit 122, and the second on-board charger circuit 124 may advantageously enable a vehicle to charge a traction battery (e.g., a high-voltage battery) coupled to the traction battery interface 194 from three-phase, two-phase, and / or single-phase power sources. Meanwhile, the first on-board charger circuit 122 and / or the second on-board charger circuit 124 may be operable to improve efficiency of the system 100 and to enable and / or facilitate charging a traction battery from different power sources.

[0030] If the AC source is a single-phase source, MOSFETs in the second on-board charger circuit 124 (e.g., the first switching branch and / or the second switching branch) may be operated as low-frequency rectifiers, for example, by switching at the same frequency as the AC source, and a current may be fed back to the AC source via the neutral wire (e.g., the fourth output of the second on-board charger circuit 124) (e.g., via the first on-board charger circuit 122). Alternatively, if the AC source is a three-phase source, the switches in the second on-board charger circuit 124 (e.g., switch S26a and / or switch S26b) may configure the third internal electrical node of the second on-board charger circuit 124 (between the first capacitor and the second capacitor of the second on-board charger circuit 124) to connect the neutral wire (e.g.,the fourth output of the second on-board charger circuit 124), and a current can be fed back to the AC source via the neutral wire (e.g., the fourth output of the second on-board charger circuit 124) (e.g., via the first on-board charger circuit 122).

[0031] Fig. 1D shows another portion of the circuit topology of system 100, including the second electric motor inverter system (e.g., the second electric motor circuit 162, the first component 164a of the second ISC circuit, and the second component 164b of the second ISC circuit) and the third on-board charger circuit 176. The second electric motor circuit 162, the first component 164a, and the second component 164b may be substantially similar to the first electric motor circuit 112, the first component 114a, and the second component 114b, as discussed herein. Referring to Fig. 1D (and also Fig. 1B), the second electric motor circuit 162 may provide a second set of electrical power outputs to the system 100. The second set of power outputs may be provided to the first component 164a of the second ISC circuit, which in turn may provide a second DC power to the system 100; and the first component 164a of the second ISC circuit and the second component 164b of the second ISC circuit may cooperatively provide a smoothed second DC power to the system 100 based thereon (in a manner similar to that discussed herein with respect to the first DC power and the smoothed first DC power). In various embodiments, the first component 164a may include a traction inverter and / or traction inverter switch.

[0032] The second set of power outputs may also be provided to the third on-board charger circuit 176. In a first component of the third on-board charger circuit 176, a switch S36a, a switch S36b, and a switch S36c each correspond to three electrical power inputs (and, through them, the three electrical power outputs of the second set of electrical power outputs). This first component may provide a switching component to the third on-board charger circuit 176. The switches may either propagate or prevent each of the electrical power outputs from propagating from the electrical power inputs of a second component of the third on-board charger circuit 176.In the second component, the three spread electrical power inputs are provided to three parallel capacitor-inductor-inductor-capacitor resonant circuits (CLLC resonant circuits) comprising inductively coupled inductors. This second component may provide a transformer component to the third on-board charger circuit 176. The second component may then provide three coupled electrical power signals to a third component of the third on-board charger circuit 176, which may be substantially similar to the multi-phase bridge or rectifier circuit component of the first component 114a of the first ISC circuit, and may provide a third DC power to the system 100.A fourth component of the third on-board charger circuit 176, which may be substantially similar to the second component 114b of the first ISC circuit, may include a capacitor circuit operable to smooth a voltage of the third DC power, and the third component and the fourth component may thus cooperatively supply smoothed third DC power to the system 100. This third component and / or this fourth component may provide a bridge component to the third on-board charger circuit 176.

[0033] The first electrical node (e.g., higher voltage) of the smoothed first DC power (cooperatively supplied by the first component 114a and the second component 114b of the first ISC circuit and further electrically influenced by the second on-board charger circuit 124) may be electrically connected to the first electrical node (e.g., higher voltage) of the smoothed second DC power (cooperatively supplied by the first component 164a and the second component 164b of the second ISC circuit). Similarly, the second electrical node (e.g., lower voltage) of the smoothed first DC power may be electrically connected to the second electrical node (e.g., lower voltage) of the smoothed second DC power.

[0034] With reference to Fig. 1E, the first on-board charger circuit 122, the first ISC circuit (including the first component 114a and the second component 114b), and the second on-board charger circuit 124 may cooperate to configure an on-board power conversion system of the system 100 as a bidirectional power factor correction (PFC) circuit. This circuit may accept an AC input voltage from an AC power grid (e.g., via the AC power source interface 192) and may output a DC output voltage (e.g., via the smoothed first DC power as further processed by the second on-board charger circuit 124). This DC output voltage may include a low-frequency ripple voltage (e.g., at 120 Hertz (Hz) when the AC power grid is supplied by a 60 Hz source voltage).During charging of a battery coupled to the traction battery interface 194 from the AC power grid, switch S22g and switch S22h may be opened to disconnect two of the electric motor windings from the inverter circuit while a third electric motor winding remains connected to the inverter circuit.

[0035] With reference to Fig. 1F, the second electric motor inverter system (with the second electric motor circuit 162 and the second ISC circuit with its first component 164a and second component 164b) and the second on-board charger circuit may together form a bidirectional isolated DC / DC converter circuit. The second electric motor circuit 162 and the second ISC circuit may accordingly be referenced to one side of a transformer circuit. During charging of a traction battery coupled to the traction battery interface 194 from the AC power grid, switch S36a, switch S36b, and switch S36c of the third on-board charger circuit 176 may be closed, and the second ISC circuit and the second on-board charger circuit 124 may be configured to form a three-phase CLLC DC / DC converter.In some alternative embodiments, a single-phase CLLC may be configured by connecting only two switching branches in the second ISC circuit. For some embodiments, other topologies may also be implemented, such as a dual active bridge (DAB) topology or an inductor-inductor-capacitor (LLC) topology. The second on-board charger circuit 124 may interface directly with the second ISC circuit without disconnecting an attached electric motor.

[0036] With reference to Fig. 1G, the second electric motor inverter system (with the second electric motor circuit 162 and the second ISC circuit with its first component 164a and second component 164b) and the third on-board charger circuit 176 may form an isolated DC / DC converter circuit in addition to the bidirectional PFC circuit and the bidirectional isolated DC / DC converter circuit discussed herein. A battery current control function may advantageously be enabled by the configured bidirectional PFC circuit (from Fig. 1E) and the isolated DC / DC converter circuit are operated together. An on-board power conversion system of system 100 may accept an AC input from the AC power grid and may output an isolated DC voltage at the output of the third on-board charger circuit 176.

[0037] The third on-board charger circuit 176 may accordingly include a switching component, a transformer component, and a bridge component. The various components of the third on-board charger circuit 176 may be operable to galvanically isolate an input AC voltage from a converted high-voltage DC voltage.

[0038] Fig. Accordingly, Figure 1G shows portions of the circuit topology of system 100 that form an on-board charger with two power conversion stages. In a first stage, an AC / DC converter accepts an AC input from an AC power grid and converts it to a DC output applied to the capacitor of second component 164b (the second ISC circuit). This DC voltage may be an input to the second stage, which may be an isolated DC / DC converter.

[0039] In various embodiments, traction inverter switches (e.g., the first component 164a), an electric machine (e.g., the second electric motor circuit 162), and the third on-board charger circuit 176 may form an isolated DC / DC converter. Referring to Fig. 1B and Fig. 1G, in various implementations, the system 100 may include a three-phase CLLC DC / DC resonant converter using the traction inverter switches and the electric machine. The traction inverter switches may form a primary bridge. A small current is expected to flow through the electric machine (since it is connected to the inverter during charging). Switch S36a, switch S36b, and switch S36c of the third on-board charger circuit 176, which may be connected in series with the primary winding of a transformer, may be closed during charging and opened when a vehicle is in a drive mode. This may facilitate and / or enable the disconnection of the third on-board charger circuit 176 when the vehicle is disconnected from the AC power grid.This topology may advantageously not include a separate bridge circuit before the transformer stage and can advantageously use the converter in the traction inverter switches.

[0040] With reference to Fig. 1A and Fig. 1B, the first battery isolation circuit 134 may be opened during a charging process, which in turn results in an intermediate DC bus (e.g., the smoothed first DC power) and / or an input to the configured isolated DC / DC converter circuit (e.g., from Fig. 1F) is isolated from a traction battery coupled to the traction battery interface 194 (e.g., an HV traction battery). Meanwhile, the second battery isolation circuit 184 may be closed during a charging operation and may be open otherwise. Thus, the second battery isolation circuit 184 may advantageously isolate a traction battery coupled to the traction battery interface 194 during charging, thereby mitigating potential problems and increasing vehicle reliability during a charging operation.

[0041] Various switches (e.g., the first on-board charger circuit 122, the second on-board charger circuit 124, and / or the third on-board charger circuit 176) and / or battery isolating contactors (e.g., the first battery isolating circuit 134 and / or the second battery isolating circuit 184) discussed herein may be implemented using mechanical relays, mechanical contactors, and / or solid-state switches, including bidirectional solid-state switches that can block voltage with a positive or negative polarity and / or that can pass current bidirectionally.

[0042] Fig. 2A-2C illustrate a system 200 (and portions thereof) in which an on-board AC / DC charger has been integrated into a dual-motor inverter, with an alternative design for some circuits of the on-board AC / DC charger. Fig. 2A shows a schematic view of system 200 illustrating various circuits that comprise the dual-motor inverter system of system 200 and the on-board AC / DC charger of system 200. The dual-motor inverter system of system 200 includes a first electric motor circuit 212, a first component 214a of a first ISC circuit, a second component 214b of the first ISC circuit, a second electric motor circuit 262, a first component 264a of a second ISC circuit, and a second component 264b of the second ISC circuit. The on-board AC / DC charger of system 200 includes a first on-board charger circuit 222, a second on-board charger circuit 224, and a third on-board charger circuit 276.Unless otherwise discussed herein, the various systems, circuits, circuits, and components of system 200 may be substantially similar to the correspondingly named and / or similarly numbered systems, circuits, circuits, and components of system 100 and may interact with each other in substantially similar ways.

[0043] With reference to Fig. 1C (and also Fig. 1B), the second on-board charger circuit 224, like the second on-board charger circuit 124, may include a first internal electrical node (between switching branches), a second internal electrical node (between relays), and a third internal electrical node (between capacitors). Additionally, the second on-board charger circuit 224, like the second on-board charger circuit 124, may include a switch S26a that can connect the second internal electrical node to the third internal electrical node. Furthermore, the third electrical node may be electrically connected to the first input and the second input of the second on-board charger circuit 124 through a respective first capacitor and a second capacitor. Finally, the second internal electrical node may be electrically connected to a fourth output of the first on-board charger circuit 222.

[0044] However, in the first component 214a of the first ISC circuit, a first electrical node (e.g., a lower-voltage electrical node, such as a ground node) is connected to only two of the three electrical power outputs of the first on-board charger circuit 222 through separate branches (e.g., switches), and only two of the three electrical power outputs of the first on-board charger circuit 222 are electrically connected to a second electrical node (e.g., a higher-voltage electrical node) through separate branches (e.g., switches). A switch S26a may connect a fourth internal node of the second on-board charger circuit 224 to the lower-voltage electrical node and the higher-voltage electrical node of the first component 214a through separate branches (e.g., switches) of the first component 214a of the first ISC circuit.Meanwhile, the third of the three electrical power outputs of the first on-board charger circuit 222 may be electrically connected to the first internal electrical node of the second on-board charger circuit 224 (e.g., between switching branches).

[0045] The first electrical node (e.g., higher voltage) of the smoothed first DC power (cooperatively supplied by the first component 214a and the second component 214b of the first ISC circuit and further electrically influenced by the second on-board charger circuit 224) may be electrically connected to the first electrical node (e.g., higher voltage) of the smoothed second DC power (cooperatively supplied by the first component 164a and the second component 164b of the second ISC circuit). Similarly, the second electrical node (e.g., lower voltage) of the smoothed first DC power may be electrically connected to the second electrical node (e.g., lower voltage) of the smoothed second DC power.

[0046] In the alternative embodiment of the system 200, the second on-board charger circuit 224 may advantageously be used to carry a line phase current, while an inverter switching branch is used to carry a neutral current when the system is connected to a single-phase AC ground.

[0047] The systems, circuits, circuits, and components disclosed herein may advantageously enable a single configuration to perform both a charging function and a traction drive function while minimizing the number of relays and isolation circuits used. In various embodiments, the systems, circuits, circuits, and components may advantageously reduce and / or eliminate bridge and / or rectifier circuitry that might be used in configurations where onboard charger circuits are not integrated into dual-motor inverter systems.

[0048] Fig. Figure 3 illustrates a vehicle 300 having an internal combustion engine 301. As described in this document, Fig. 3 shows one cylinder of the internal combustion engine 301. However, the internal combustion engine 301 may include a plurality of cylinders similar to the cylinder shown, along with corresponding pluralities of pistons, intake valves, exhaust valves, fuel injectors, spark plugs, and so on.

[0049] The internal combustion engine 301 may be controlled at least partially by a control system including a controller 312 and by inputs from a vehicle operator 382 via various input devices. In this example, the input device 380 includes a foot pedal and a pedal position sensor 384 for sensing a force applied (e.g., by a foot of the vehicle operator 382) and generating a pedal position signal (e.g., proportional to the sensed force).

[0050] The internal combustion engine 301 includes a combustion chamber 330 and a cylinder defined by cylinder walls 332. A piston 336 positioned therein may be coupled to a crankshaft 340 such that reciprocating motion of the piston is translated into rotational motion of the crankshaft. The crankshaft 340 may be coupled to at least one drive wheel of the vehicle 300 via an intermediate gear system. Furthermore, a starter motor may be coupled to the crankshaft 340 via a flywheel to enable a starting process of the internal combustion engine 301.

[0051] Combustion chamber 330 may receive intake air from an intake manifold 344 via an intake passage 342 and exhaust combustion gases via an exhaust manifold 348. Intake manifold 344 and exhaust manifold 348 may selectively communicate with combustion chamber 330 via an intake valve 352 and an exhaust valve 354, respectively. In some examples, combustion chamber 330 may include two or more intake valves and / or two or more exhaust valves.

[0052] A fuel injector 366 is directly coupled to the combustion chamber 330 for injecting fuel directly therein (e.g., via direct injection). The fuel may be injected proportional to a pulse width of a signal received from the controller 312. The fuel injector may be mounted, for example, in the side of the combustion chamber or in the top of the combustion chamber. Fuel may be delivered to the fuel injector 366 by a fuel system that may include a fuel tank, a fuel pump, and / or a fuel rail. In some examples, a two-stage high-pressure fuel system may be used to produce higher fuel pressures.For some examples, the combustion chamber 330 may alternatively or additionally include a fuel injector disposed in the intake manifold 344 in a configuration that provides so-called port injection of fuel into the intake passage upstream of the combustion chamber 330.

[0053] A distributorless ignition system 388 provides an ignition spark to the combustion chamber 330 (e.g., in response to the controller 312) via a spark plug 392. The ignition system may further include an ignition coil (not shown) for increasing the voltage supplied to the spark plug 392. In other examples, such as diesel-based examples, the spark plug 392 may be omitted.

[0054] During operation, each cylinder within the internal combustion engine 301 typically undergoes a four-stroke cycle including an intake stroke, a compression stroke, a power stroke, and an exhaust stroke. During the intake stroke, the exhaust valve 354 generally closes and the intake valve 352 opens. Air is drawn into the combustion chamber 330 via the intake manifold 344, and the piston 336 moves toward the bottom of the cylinder to increase the volume within the combustion chamber 330. The position where the piston 336 is near the bottom of the cylinder and at the end of its stroke (e.g., when the combustion chamber 330 is at its largest volume) is typically referred to by those skilled in the art as bottom dead center (BDC).

[0055] During the compression stroke, intake valve 352 and exhaust valve 354 are closed. Piston 336 moves toward the cylinder head to compress the air in combustion chamber 330. The point at which piston 336 is at the end of its stroke and closest to the cylinder head (e.g., when combustion chamber 330 is at its smallest volume) is commonly referred to by those skilled in the art as top dead center (TDC). In a process called injection, fuel is introduced into the combustion chamber. In a process called ignition, the injected fuel is ignited by known ignition means (such as spark plug 392), resulting in combustion.

[0056] During the power stroke, the expanding gases push the piston 336 back to BDC, and the crankshaft 340 converts the piston movement into torque on the rotating shaft. Finally, during the exhaust stroke, the exhaust valve 354 opens to release the combusted air-fuel mixture into the exhaust manifold 348, and the piston returns to TDC.

[0057] It should be noted that the above is shown only as an example and that the timing for opening and / or closing the intake and exhaust valves may vary (such as to provide positive or negative valve overlap, late intake valve closing, or various other examples).

[0058] An exhaust gas sensor 326 is shown coupled to an exhaust manifold 348 upstream of a catalytic converter 370 in a direction of exhaust flow. The exhaust gas sensor 326 may be any sensor for providing an indication of an exhaust air-fuel ratio, such as a linear oxygen sensor or UEGO (broadband or wide-range oxygen sensor), a dual-state oxygen sensor or EGO (emissions-based oxygen sensor), a HEGO (heated EGO) sensor, a NOx sensor, an HC sensor, or a CO sensor. In one example, the upstream exhaust gas sensor 326 is a UEGO sensor configured to provide an output, such as a voltage signal, proportional to the amount of oxygen contained in the exhaust gas. The controller 312 may convert an output of the oxygen sensor output into an exhaust air-fuel ratio via an oxygen sensor transfer function.

[0059] In one example, the catalyst 370 may include multiple catalyst modules. In another example, multiple emission control devices, each with multiple modules, may be used. In one example, the catalyst 370 may be a three-way catalyst.

[0060] The representation in Fig.According to Figure 3, the controller 312 is a microcomputer including a microprocessor unit 302, input / output ports 304, an electronic storage medium for storing executable programs and calibration values, shown in this specific example as a read-only memory chip 306 (e.g., non-transitory memory), a random access memory 308, and / or a keep-alive memory 310, which may be interconnected by various control buses and / or data buses. Other controllers mentioned herein may have similar designs and configurations.The read-only memory chip 306 of the storage medium may be programmed with computer-readable data representing non-transitory instructions executable by the microprocessor 302 to perform at least portions of the methods described herein, as well as other variations of the methods described herein that are anticipated but not expressly recited.

[0061] The controller 312 may receive signals from various sensors coupled to the internal combustion engine 301. The controller 312 may also receive inputs from an operator / machine interface (e.g., a push button or a touchscreen display). In addition to receiving signals from sensors discussed above, the controller 312 may receive signals including: an engine coolant temperature (ECT) from a temperature sensor 323 coupled to a cooling sleeve 314; a manifold pressure (MAP) measurement from a pressure sensor 322 coupled to the intake manifold 344; an engine position signal from a crankshaft position sensor 318 (e.g.,a Hall-effect sensor or other type of sensor) that detects a position of the crankshaft 340; a measurement of the air mass flowing into the engine from a sensor 320; and / or a manifold pressure signal (which may provide an indication of vacuum or pressure in the intake manifold 344). Barometric pressure may also be detected for processing by the controller 312 (sensor not shown).

[0062] In one example, crankshaft position sensor 318 may generate a predetermined number of evenly spaced pulses with each revolution of the crankshaft, from which engine speed (RPM) may be generated or determined (e.g., via controller 312). Accordingly, crankshaft position sensor 318 may also be used as an engine speed sensor. During engine operation, engine torque may be inferred from the output of MAP sensor 322 and engine speed. Further, this sensor, along with the detected engine speed, may provide a basis for estimating the charge (including air) introduced into the cylinder.

[0063] Vehicle 300 is illustrated as having a spark-ignition internal combustion engine. However, in various examples, the vehicle propulsion system of vehicle 300 may include a diesel engine, a turbine, or an electric machine. In some examples, vehicle 300 may be a hybrid vehicle with multiple torque sources available to one or more vehicle wheels 375. In other examples, vehicle 300 is a conventional vehicle with only an internal combustion engine or an electric vehicle with only an electric machine(s).

[0064] In the example shown, vehicle 300 includes an internal combustion engine 301 and an electric machine 372. The electric machine 372 may be an electric motor or an electric motor / generator. The crankshaft 340 of the internal combustion engine 301 and the electric machine 372 are connected to the vehicle wheels 375 via a transmission 374 when one or more clutches 376 are engaged. In the example shown, a first clutch 376 is provided between the crankshaft 340 and the electric machine 372, and a second clutch 376 is provided between the electric machine 372 and the transmission 374.The controller 312 may send a signal to an actuator of the respective clutch 376 to engage or disengage the clutch to connect or disconnect the crankshaft 340 to the electric machine 372 and its associated components and / or to connect or disconnect the electric machine 372 to the transmission 374 and its associated components. The transmission 374 may be a manual transmission, a planetary gear system, or another type of transmission. The powertrain may be configured in a variety of ways, including as a parallel, series, or series-parallel hybrid vehicle.

[0065] The electric machine 372 receives electrical power from a traction battery 378 to provide torque to the vehicle wheels 375. The electric machine 372 may also operate as a generator to provide electrical power to charge the battery 378, for example, during wheel brake caliper operation. Accordingly, systems disclosed herein, such as system 100 and / or system 200, may interface with the electric machine 372 and / or the traction battery 378 to provide torque to the vehicle wheels 375 and operate as a generator to provide electrical power to charge the battery 378.

[0066] In this way, the circuit topologies disclosed in this document may enable and / or facilitate the integration of on-board AC / DC chargers into dual-motor inverter systems while reducing the circuits, circuitry, and components used therein. This, in turn, may advantageously enable reduced system sizes and / or weights, as disclosed in this document, thereby improving performance and / or enhancing the driver experience. In various embodiments, a technical effect of the circuit topologies disclosed in this document may be a reduction in the use of bridge and / or rectifier circuits and / or circuits and / or a sharing of bridge and / or rectifier circuits and / or circuits between a dual-motor inverter system and an on-board AC / DC charger.

[0067] The disclosure provides support for a dual-motor inverter system comprising: a first electric motor inverter system having a first electric motor circuit and a first inverter system control (ISC) circuit; a second electric motor inverter system having a second electric motor circuit and a second ISC circuit; a first on-board charger circuit electrically connected to the first electric motor circuit and electrically connected to the first ISC circuit; and a second on-board charger circuit electrically connected to the first ISC circuit; wherein the first on-board charger circuit, the first ISC circuit, and the second on-board charger circuit form a bidirectional power factor correction circuit.In a first example of the system, the first on-board charger circuit includes an EMI filter section, a switch box section, an inductor section, and a disconnect switch section, and wherein the disconnect switch section includes one or more disconnect switches operable to disconnect one or more corresponding windings of the first electric motor circuit from the first ISC circuit. In a second example of the system, optionally including the first example, the second electric motor circuit, the second ISC circuit, and the second on-board charger circuit form a bidirectional isolated DC / DC inverter circuit.In a third example of the system, optionally including one or both of the first and second examples, the second on-board charger circuit comprises one or more energy storage capacitors, one or more switching branches, and a plurality of relays, and wherein the second on-board charger circuit is operable to enable the dual-motor inverter system to provide charging from a plurality of different power sources. In a fourth example of the system, optionally including one or more or each of the first through third examples, the system further comprises: a third on-board charger circuit electrically connected to the second electric motor circuit and the second ISC circuit, wherein the second electric motor circuit, the second ISC circuit, and the third on-board charger circuit form an isolated DC / DC inverter circuit.In a fifth example of the system, optionally including one or more or each of the first through fourth examples, the third on-board charger circuit comprises a switching component, a transformer component, and a bridge component, and wherein the third on-board charger circuit is operable to galvanically isolate an input AC voltage from a converted high-voltage DC voltage. In a sixth example of the system, optionally including one or more or each of the first through fifth examples, the second on-board charger circuit is operable to carry a line phase current, while one of the one or more switching branches is operable to carry a neutral current.

[0068] The disclosure also provides support for a dual-motor inverter system comprising: a first electric motor inverter system having a first electric motor circuit and a first inverter system control (ISC) circuit, a second electric motor inverter system having a second electric motor circuit and a second ISC circuit, and an on-board charger circuit electrically connected to the second ISC circuit, wherein the second electric motor inverter system and the on-board charger circuit form a bidirectional isolated DC / DC inverter circuit.In a first example of the system, the on-board charger circuit includes one or more energy storage capacitors, one or more switching branches, and a plurality of relays, and wherein the on-board charger circuit is operable to enable the dual-motor inverter system to provide charging from a plurality of different power sources. In a second example of the system, optionally including the first example, the on-board charger circuit is a second on-board charger circuit, further comprising: a first on-board charger circuit electrically connected to the first electric motor circuit and electrically connected to the first ISC circuit.In a third example of the system, optionally including one or both of the first and second examples, the first on-board charger circuit, the first ISC circuit, and the second on-board charger circuit form a bidirectional power factor correction circuit. In a fourth example of the system, optionally including one or more or each of the first through third examples, the first on-board charger circuit includes an EMI filter section, a switch box section, an inductor section, and a disconnect switch section, and wherein the disconnect switch section includes one or more disconnect switches operable to disconnect one or more corresponding windings of the first electric motor circuit from the first ISC circuit.In a fifth example of the system, optionally including one or more or each of the first to fourth examples, the system further comprises: a third on-board charger circuit electrically connected to the second electric motor circuit and the second ISC circuit, wherein the second electric motor circuit, the second ISC circuit, and the third on-board charger circuit form an isolated DC / DC inverter circuit, the third on-board charger circuit comprising a switching component, a transformer component, and a bridge component, and wherein the third on-board charger circuit is operable to galvanically isolate an input AC voltage from a converted high-voltage DC voltage.In a sixth example of the system, optionally including one or more or each of the first to fifth examples, comprising: a traction battery interface; and a battery isolation circuit operable to open and isolate the bidirectional isolated DC / DC inverter circuit from the traction battery interface. In a seventh example of the system, optionally including one or more or each of the first to sixth examples, the on-board charger circuit is operable to carry a line phase current, while one of the one or more switching branches is operable to carry a neutral current.

[0069] In an alternative fifth example of the system, optionally including one or more or each of the first through fourth examples, the system further comprises: a third on-board charger circuit electrically connected to the second electric motor circuit and the second ISC circuit, wherein the second electric motor circuit, the second ISC circuit, and the third on-board charger circuit form an isolated DC / DC inverter circuit. In an alternative sixth example of the system, optionally including one or more or each of the first through fifth examples, the third on-board charger circuit comprises a switching component, a transformer component, and a bridge component, and wherein the third on-board charger circuit is operable to galvanically isolate an input AC voltage from a converted high-voltage DC voltage.

[0070] The disclosure also provides support for a dual-motor inverter system with an integrated on-board AC / DC charger, comprising: a first electric motor inverter system having a first electric motor circuit and a first inverter system control (ISC) circuit, a second electric motor inverter system having a second electric motor circuit and a second ISC circuit, a first on-board charger circuit electrically connected to the first electric motor circuit and electrically connected to the first ISC circuit, a second on-board charger circuit electrically connected to the first ISC circuit, and a third on-board charger circuit electrically connected to the second electric motor circuit.In a first example of the system, the first on-board charger circuit, the first ISC circuit, and the second on-board charger circuit form a bidirectional power factor correction circuit, wherein the second electric motor circuit, the second ISC circuit, and the third on-board charger circuit form a bidirectional isolated DC / DC inverter circuit, and wherein the second electric motor circuit, the second ISC circuit, and the third on-board charger circuit form an isolated DC / DC inverter circuit.In a second example of the system, optionally including the first example, the first on-board charger circuit comprises an EMI filter section, a switch box section, an inductor section, and a circuit breaker section, the second on-board charger circuit comprises one or more energy storage capacitors, one or more switching branches, and a plurality of relays, and the third on-board charger circuit comprises a switching component, a transformer component, and a bridge component.In a third example of the system, optionally including one or both of the first and second examples, the disconnect switch portion includes one or more disconnect switches operable to disconnect one or more corresponding windings of the first electric motor circuit from the first ISC circuit, wherein the second on-board charger circuit is operable to enable the dual-motor inverter system to provide charging from a plurality of different power sources, and wherein the third on-board charger circuit is operable to galvanically isolate an input AC voltage from a converted high-voltage DC voltage.In a fourth example of the system, optionally including one or more or each of the first through third examples, comprising: a traction battery interface and a battery isolation circuit operable to open and isolate the third on-board charger circuit from the traction battery interface.

[0071] In an alternative second example of the system, optionally including the first example, the first on-board charger circuit comprises an EMI filter section, a switch box section, an inductor section, and a circuit breaker section, and wherein the circuit breaker section includes one or more circuit breakers operable to disconnect one or more corresponding windings of the first electric motor circuit from the first ISC circuit.In an alternative third example of the system, optionally including one or both of the first and second examples, the second on-board charger circuit comprises one or more energy storage capacitors, one or more switching branches, and a plurality of relays, and wherein the second on-board charger circuit is operable to enable the dual-motor inverter system to provide charging from a plurality of different power sources. In an alternative fourth example of the system, optionally including one or more or each of the first through third examples, the third on-board charger circuit comprises a switching component, a transformer component, and a bridge component, and wherein the third on-board charger circuit is operable to galvanically isolate an input AC voltage from a converted high-voltage DC voltage.

[0072] It should be noted that the systems disclosed in this specification may be used with various internal combustion engine and / or vehicle system configurations. For example, the foregoing technique may be applied to V6, I4, I6, V12, horizontally opposed 4-cylinder, and other internal combustion engine types. Furthermore, unless expressly stated to the contrary, the terms "first," "second," "third," and the like are not intended to denote any order, position, quantity, or importance, but are used merely as labels to distinguish one element from another. The subject matter of the present disclosure includes all novel and non-obvious combinations and subcombinations of the various systems and configurations, as well as other features, functions, and / or properties disclosed in this specification.

[0073] As used in this specification, the term "connected" (as in the context of an electrical connection) refers to direct contact between two elements. As used in this specification, the term "coupled" (as in the context of an electrical coupling) refers to either direct contact or an indirect link between two elements. As used in this specification, terminology in which elements are presented in a list uses the term "and / or" to refer to any combination of the listed elements. For example, "A, B, and / or C" can mean any of the following: A only; B only; C only; A and B; A and C; B and C; or A, B, and C. As used in this specification, the terms "substantially the same as" or "substantially similar to" are construed to mean the same as, with a tolerance for variation that one of ordinary skill in the art would recognize as reasonable.As used in this specification, an element or step recited in the singular and preceded by the word "a" or "an" should be understood not to exclude the plural of the elements or steps unless such exclusion is stated. As used in this specification, references to "an embodiment" or "an example" of the present disclosure should not be interpreted to exclude the existence of additional embodiments that also incorporate the recited features. As used in this specification, terms such as "first," "second," "third," and so on are used merely as labels and are not intended to impose any numerical requirements, specific positional order, or any type of implied meaning on the reference.As used in this specification, terminology referred to by "one embodiment," "one embodiment," "some embodiments," or "various embodiments" means that the described associated features, structures, or characteristics are present in at least some embodiments, but not necessarily all embodiments. Moreover, the various expressions of such terminology do not necessarily all refer to the same embodiments. As used in this specification, the term "about" is intended to mean plus or minus five percent of the range unless otherwise specified.

[0074] The following claims specifically point out specific combinations and subcombinations that are considered novel and non-obvious. These claims may refer to "a" element or "a first" element, or the equivalent thereof. Such claims are to be construed as including the inclusion of one or more such elements and neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the present claims or by filing new claims in this or a related application.Such claims, whether broader, narrower, equal, or different in scope than the original claims, are also considered to be included within the subject matter of the present disclosure.

[0075] According to the present invention, a dual-motor inverter system is provided, comprising: a first electric motor inverter system having a first electric motor circuit and a first inverter system control (ISC) circuit; a second electric motor inverter system having a second electric motor circuit and a second ISC circuit; a first on-board charger circuit electrically connected to the first electric motor circuit and electrically connected to the first ISC circuit; and a second on-board charger circuit electrically connected to the first ISC circuit, wherein the first on-board charger circuit, the first ISC circuit, and the second on-board charger circuit form a bidirectional power factor correction circuit.

[0076] According to one embodiment, the first on-board charger circuit comprises an EMI filter section, a switch box section, an inductor section, and a disconnect switch section; and wherein the disconnect switch section includes one or more disconnect switches operable to disconnect one or more corresponding windings of the first electric motor circuit from the first ISC circuit.

[0077] According to one embodiment, the second electric motor circuit, the second ISC circuit, and the second on-board charger circuit form a bidirectional isolated DC / DC inverter circuit.

[0078] According to one embodiment, the second on-board charger circuit comprises one or more energy storage capacitors, one or more switching branches, and a plurality of relays; and wherein the second on-board charger circuit is operable to enable the dual-motor inverter system to provide charging from a plurality of different power sources.

[0079] According to one embodiment, the invention is further characterized by: a third on-board charger circuit electrically connected to the second electric motor circuit and the second ISC circuit, wherein the second electric motor circuit, the second ISC circuit, and the third on-board charger circuit form an isolated DC / DC inverter circuit.

[0080] According to one embodiment, the third on-board charger circuit comprises a switching component, a transformer component, and a bridge component; and wherein the third on-board charger circuit is operable to galvanically isolate an input AC voltage from a converted high-voltage DC voltage.

[0081] According to one embodiment, the second on-board charger circuit is operable to carry a mains phase current, while one of the one or more switching branches is operable to carry a neutral current.

[0082] According to the present invention, a dual-motor inverter system is provided, comprising: a first electric motor inverter system having a first electric motor circuit and a first inverter system control (ISC) circuit; a second electric motor inverter system having a second electric motor circuit and a second ISC circuit; and an on-board charger circuit electrically connected to the second ISC circuit, wherein the second electric motor inverter system and the on-board charger circuit form a bidirectional isolated DC / DC inverter circuit.

[0083] According to one embodiment, the on-board charger circuit comprises one or more energy storage capacitors, one or more switching branches, and a plurality of relays; and wherein the on-board charger circuit is operable to enable the dual-motor inverter system to provide charging from a plurality of different power sources.

[0084] According to one embodiment, the on-board charger circuit is a second on-board charger circuit further comprising: a first on-board charger circuit electrically connected to the first electric motor circuit and electrically connected to the first ISC circuit.

[0085] According to one embodiment, the first on-board charger circuit, the first ISC circuit, and the second on-board charger circuit form a bidirectional power factor correction circuit.

[0086] According to one embodiment, the first on-board charger circuit comprises an EMI filter section, a switch box section, an inductor section, and a disconnect switch section; and wherein the disconnect switch section includes one or more disconnect switches operable to disconnect one or more corresponding windings of the first electric motor circuit from the first ISC circuit.

[0087] According to one embodiment, the invention is further characterized by: a third on-board charger circuit electrically connected to the second electric motor circuit and the second ISC circuit, wherein the second electric motor circuit, the second ISC circuit, and the third on-board charger circuit form an isolated DC / DC inverter circuit; wherein the third on-board charger circuit comprises a switching component, a transformer component, and a bridge component; and wherein the third on-board charger circuit is operable to galvanically isolate an input AC voltage from a converted high-voltage DC voltage.

[0088] According to one embodiment, the invention is further characterized by: a traction battery interface; and a battery isolation circuit operable to open and isolate the bidirectional isolated DC / DC inverter circuit from the traction battery interface.

[0089] According to one embodiment, the on-board charger circuit is operable to carry a mains phase current, while one of the one or more switching branches is operable to carry a neutral current.

[0090] According to the present invention, a dual-motor inverter system with an integrated on-board AC / DC charger is provided, comprising: a first electric motor inverter system having a first electric motor circuit and a first inverter system control (ISC) circuit; a second electric motor inverter system having a second electric motor circuit and a second ISC circuit; a first on-board charger circuit electrically connected to the first electric motor circuit and electrically connected to the first ISC circuit; a second on-board charger circuit electrically connected to the first ISC circuit; and a third on-board charger circuit electrically connected to the second electric motor circuit.

[0091] According to one embodiment, the first on-board charger circuit, the first ISC circuit, and the second on-board charger circuit form a bidirectional power factor correction circuit; wherein the second electric motor circuit, the second ISC circuit, and the third on-board charger circuit form a bidirectional isolated DC / DC inverter circuit; and wherein the second electric motor circuit, the second ISC circuit, and the third on-board charger circuit form an isolated DC / DC inverter circuit.

[0092] According to one embodiment, the first on-board charger circuit comprises an EMI filter section, a switch box section, an inductor section, and a circuit breaker section; wherein the second on-board charger circuit comprises one or more energy storage capacitors, one or more switching branches, and a plurality of relays; and wherein the third on-board charger circuit comprises a switching component, a transformer component, and a bridge component.

[0093] According to one embodiment, the disconnect switch section includes one or more disconnect switches operable to disconnect one or more corresponding windings of the first electric motor circuit from the first ISC circuit; wherein the second on-board charger circuit is operable to enable the dual-motor inverter system to provide charging from a plurality of different power sources; and wherein the third on-board charger circuit is operable to galvanically isolate an input AC voltage from a converted high-voltage DC voltage.

[0094] According to one embodiment, the invention is further characterized by: a traction battery interface; and a battery isolation circuit operable to open and isolate the third on-board charger circuit from the traction battery interface.

Claims

[1] Dual motor inverter system comprising: a first electric motor inverter system having a first electric motor circuit and a first inverter system control (ISC) circuit; a second electric motor inverter system having a second electric motor circuit and a second ISC circuit; a first on-board charger circuit electrically connected to the first electric motor circuit and electrically connected to the first ISC circuit; and a second on-board charger circuit electrically connected to the first ISC circuit, wherein the first on-board charger circuit, the first ISC circuit, and the second on-board charger circuit form a bidirectional power factor correction circuit. [2] Dual motor inverter system according to claim 1, wherein the first on-board charger circuit comprises an EMI filter section, a switch box section, an inductor section, and a circuit breaker section, and wherein the circuit breaker section includes one or more circuit breakers operable to disconnect one or more corresponding windings of the first electric motor circuit from the first ISC circuit; and / or wherein the second electric motor circuit, the second ISC circuit, and the second on-board charger circuit form a bidirectional isolated DC / DC inverter circuit. [3] Dual motor inverter system according to claim 1, wherein the second on-board charger circuit comprises one or more energy storage capacitors, one or more switching branches, and a plurality of relays; and wherein the second on-board charger circuit is operable to enable the dual motor inverter system to provide charging from a plurality of different power sources. [4] The dual motor inverter system of claim 1, further comprising: a third on-board charger circuit electrically connected to the second electric motor circuit and the second ISC circuit, wherein the second electric motor circuit, the second ISC circuit, and the third on-board charger circuit form an isolated DC / DC inverter circuit. [5] Dual motor inverter system according to claim 4, wherein the third on-board charger circuit comprises a switching component, a transformer component, and a bridge component; and wherein the third on-board charger circuit is operable to galvanically isolate an input AC voltage from a converted high-voltage DC voltage. [6] Dual motor inverter system according to claim 3, wherein the second on-board charger circuit is operable to carry a mains phase current while one of the one or more switching branches is operable to carry a neutral current. [7] Dual motor inverter system comprising: a first electric motor inverter system having a first electric motor circuit and a first inverter system control (ISC) circuit; a second electric motor inverter system having a second electric motor circuit and a second ISC circuit; and an on-board charger circuit electrically connected to the second ISC circuit, wherein the second electric motor inverter system and the on-board charger circuit form a bidirectional isolated DC / DC inverter circuit. [8] Dual motor inverter system according to claim 7, wherein the on-board charger circuit comprises one or more energy storage capacitors, one or more switching branches, and a plurality of relays, and wherein the on-board charger circuit is operable to enable the dual-motor inverter system to provide charging from a plurality of different power sources; and / or wherein the on-board charger circuit is a second on-board charger circuit further comprising a first on-board charger circuit electrically connected to the first electric motor circuit and electrically connected to the first ISC circuit. [9] The dual-motor inverter system of claim 8, wherein the first on-board charger circuit, the first ISC circuit, and the second on-board charger circuit form a bidirectional power factor correction circuit. [10] Dual motor inverter system according to claim 8, wherein the first on-board charger circuit comprises an EMI filter section, a switch box section, an inductor section, and a circuit breaker section; and wherein the disconnect switch portion includes one or more disconnect switches operable to disconnect one or more corresponding windings of the first electric motor circuit from the first ISC circuit. [11] A dual motor inverter system according to claim 8, further comprising: a third on-board charger circuit electrically connected to the second electric motor circuit and the second ISC circuit, wherein the second electric motor circuit, the second ISC circuit, and the third on-board charger circuit form an isolated DC / DC inverter circuit; wherein the third on-board charger circuit comprises a switching component, a transformer component, and a bridge component; and wherein the third on-board charger circuit is operable to galvanically isolate an input AC voltage from a converted high-voltage DC voltage. [12] A dual motor inverter system according to claim 11, comprising: a traction battery interface; and a battery isolation circuit operable to open and isolate the bidirectional isolated DC / DC inverter circuit from the traction battery interface. [13] A dual-motor inverter system according to claim 8, wherein the on-board charger circuit is operable to carry a line phase current while one of the one or more switching branches is operable to carry a neutral current. [14] Dual-motor inverter system with an integrated on-board AC / DC charger, comprising: a first electric motor inverter system having a first electric motor circuit and a first inverter system control (ISC) circuit; a second electric motor inverter system having a second electric motor circuit and a second ISC circuit; a first on-board charger circuit electrically connected to the first electric motor circuit and electrically connected to the first ISC circuit; a second on-board charger circuit electrically connected to the first ISC circuit; and a third on-board charger circuit electrically connected to the second electric motor circuit, wherein the first on-board charger circuit, the first ISC circuit, and the second on-board charger circuit form a bidirectional power factor correction circuit; wherein the second electric motor circuit, the second ISC circuit, and the third on-board charger circuit form a bidirectional isolated DC / DC inverter circuit; wherein the second electric motor circuit, the second ISC circuit, and the third on-board charger circuit form an isolated DC / DC inverter circuit; wherein the first on-board charger circuit comprises an EMI filter section, a switch box section, an inductor section, and a circuit breaker section; wherein the second on-board charger circuit comprises one or more energy storage capacitors, one or more switching branches, and a plurality of relays; and wherein the third on-board charger circuit comprises a switching component, a transformer component, and a bridge component; wherein the disconnect switch portion includes one or more disconnect switches operable to disconnect one or more corresponding windings of the first electric motor circuit from the first ISC circuit; wherein the second on-board charger circuit is operable to enable the dual-motor inverter system to provide charging from a plurality of different power sources; and wherein the third on-board charger circuit is operable to galvanically isolate an input AC voltage from a converted high-voltage DC voltage. [15] A dual-motor inverter system with an integrated on-board AC / DC charger according to claim 14, comprising: a traction battery interface; and a battery isolation circuit operable to open and isolate the third on-board charger circuit from the traction battery interface.

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