Boost converter for electric vehicle drive units

Abstract

This invention provides an algorithm and system that utilizes the vehicle's drive unit as a boost converter to efficiently charge from various voltage sources. [Solution] An electric vehicle charging system comprising a drive unit having a motor and an inverter, a battery pack, a charging port assembly, and a controller system, wherein the controller system reconfigures the drive unit to function as a boost converter, uses the reconfigured drive unit to boost the voltage received from an external charging source, and charges the battery pack with the boosted voltage. The system adaptively controls the inverter switch during charging based on conditions, integrates EMI filtering components, and is compatible with various battery architectures. This approach enables efficient charging from different voltage sources while utilizing existing vehicle components.

Description

Technical Field

[0001] This disclosure relates to an electric vehicle charging system, and in some examples, to algorithms and systems that utilize a vehicle's drive unit as a boost converter to efficiently charge from various voltage sources.

Background Art

[0002] In recent years, due to the progress of battery technology and the increasing environmental concerns, electric vehicles have become increasingly popular. However, the charging infrastructure for these vehicles presents several challenges. Existing charging networks consist of a combination of various voltage levels, from standard 120V AC outlets to high-power DC fast chargers. This diversity of charging options causes similar complexity for vehicle manufacturers and users.

Summary of the Invention

Problems to be Solved by the Invention

[0003] One important problem is the mismatch between the output voltage of the charging station and the voltage of the vehicle battery pack. As battery technology advances, there is a tendency towards higher voltage battery packs in order to improve efficiency and reduce charging time. However, many existing charging stations operate at low voltages, so voltage conversion is required for efficient charging.

[0004] Another problem is the need for the vehicle to be compatible with various charging standards and protocols. This requirement complicates the vehicle's electrical system and increases costs. In addition, the high power levels associated with fast charging cause heat management issues and potential safety concerns that must be carefully addressed.

Means for Solving the Problems

[0005] The charging process itself requires sophisticated control systems to optimize charging speed, battery life, and safety. These systems must take into account factors such as the battery's charge state, temperature, and cell balance. As charging speed increases, the complexity of these control systems also increases.

[0006] Finally, integrating charging functionality with other vehicle systems, such as propulsion and auxiliary power, presents a design challenge. Manufacturers must balance the need for efficient charging with other vehicle performance requirements while minimizing additional components and complexity. [Brief explanation of the drawing]

[0007] To facilitate the identification of any particular element or behavior description, the most significant digit(s) of the reference code indicates the figure number in which that element is first introduced.

[0008] [Figure 1] This is a schematic diagram showing a general overview of electric vehicle charging systems, with several examples.

[0009] [Figure 2] This flowchart shows how to charge an electric vehicle battery using a reconfigurable drive unit, with several examples.

[0010] [Figure 3] This system diagram illustrates an electric vehicle charging system that utilizes two drive units in parallel as boost converters, using several examples.

[0011] [Figure 4] This is a system diagram illustrating an electric vehicle charging system that utilizes two drive units for charging, using several examples.

[0012] [Figure 5] This is a system diagram illustrating the architecture of electric vehicles (EVs) using several examples.

[0013] [Figure 6] This is a graphical representation of a machine in the form of a computer system in which a set of instructions for causing the machine to perform one or more of the methods discussed herein can be executed, using several examples. [Modes for carrying out the invention]

[0014] overview The examples described attempt to address the technical challenges associated with efficiently charging electric vehicles from various power sources by reusing existing components of the vehicle's drive unit. The examples aim to simplify the charging system, reduce costs, and improve compatibility with various charging infrastructures.

[0015] Some described exemplary charging systems utilize the drive unit of an electric vehicle, which may include an electric motor and inverter, as a boost converter during the charging process. This dual-purpose use of the component reduces or eliminates the need for additional dedicated charging hardware, potentially lowering the complexity and cost of the system.

[0016] An exemplary charging system may include one or more controllers for managing the charging process. The controllers may determine the voltage level of the input power from an external charging source and configure the drive unit accordingly.

[0017] In the case of a high-voltage charging source (e.g., 800V), the charging system can directly conduct the charging current through the motor windings and inverter switch without boosting the voltage.

[0018] In the case of a low voltage source (e.g., 400V), the drive unit is reconfigured to function as a boost converter. The reconfiguration process, in some examples, includes using the motor windings as inductors and the inverter switches as switching elements within the boost converter circuit. This arrangement enables an exemplary charging system to boost the input voltage to the level required by the battery pack. The controller may implement an adaptive control strategy for the inverter switches that includes pulse width modulation (PWM) control at a frequency of 5 - 18 kHz, dynamic adjustment of the duty cycle, and phase shift control of the three inverter legs to reduce ripple current.

[0019] Therefore, the electric motor can perform a dual function. During normal vehicle operation, it provides propulsion force. During charging, its windings function as inductors within the boost converter circuit. The neutral point of the motor can be connected to the charging power input terminal via a relay, enabling the motor windings to be used for voltage boosting.

[0020] The inverter normally used to convert DC power from the battery to the AC power of the motor during driving is reused during charging. Its switching elements (e.g., MOSFET or IGBT) are controlled to create an appropriate current path for voltage boosting. In various exemplary systems, the controller may use either the high - side switch or the low - side switch of the inverter based on charging conditions and efficiency considerations.

[0021] An exemplary system may also incorporate various relays and contactors to manage the power flow. These include the main relay connecting the battery to the inverter, the rapid charging contactor, and additional relays for routing power during various charging scenarios. The arrangement of these relays enables the system to adapt to various charging voltages and methods.

[0022] The DC link capacitor connected to the output terminal of the battery forms part of the boost converter circuit and can help maintain a stable DC voltage. Additionally, an exemplary charging system may include an X capacitor and an EMI filter. In some examples, the EMI filter is installed at the charging port, while in other examples, the EMI filter is integrated within the drive unit rather than at the charging port to manage electromagnetic interference.

[0023] The battery pack may be configured for high voltage operation (e.g., 800V or higher). An exemplary charging system may be compatible with both even and odd module battery architectures, providing flexibility in battery pack design. This compatibility can be achieved by eliminating the need for access to an intermediate voltage within the battery pack, which may be required in systems using a double pole double throw (DPDT) switch method.

[0024] An exemplary charging system aims to provide the advantage of maintaining a high voltage bus at a higher voltage (e.g., 800V) during charging even when connected to a lower voltage (e.g., 400V) charging source. This enables the auxiliary systems such as the DC-DC converter and the compressor to continue operating at 800V without the need to adapt them to the lower 400V input. By maintaining the high voltage bus at 800V, the exemplary system aims to eliminate the need to design these auxiliary components for dual voltage operation, potentially reducing costs and improving overall system efficiency.

[0025] The exemplary charging system described presents several potential advantages. By reusing existing drive unit components for charging, the exemplary charging system can reduce the need for additional hardware, potentially lowering costs and simplifying the overall design. The adaptability of the exemplary charging system allows it to operate at various charging voltages, improving compatibility with various charging infrastructures. In addition, the integration of X capacitors and EMI filters within the drive unit can present improved electromagnetic compatibility. Electric vehicle charging system 100

[0026] Figure 1 is a schematic diagram showing a rough representation of an electric vehicle charging system 100, with several examples. The electric vehicle charging system 100 forms part of a larger high-voltage electrical system for the electric vehicle, such as the electric vehicle 506 charging system 502 and the electric motor 504.

[0027] The electric vehicle charging system 100 comprises a battery pack 102, a drive unit 104, a charging port assembly 106, and a controller system 108.

[0028] The battery pack 102 includes a battery 130 and an onboard charger 110. The battery pack 102 is connected to the drive unit 104 via switches S3 and S4, which can function as battery contactors.

[0029] The drive unit 104 comprises a drive inverter 112 and motor windings 114. The drive inverter 112 includes high-side inverter switches 116 (S6, S7, S8) and low-side inverter switches 118 (S9, S10, S11). These switches control the flow of current through the motor windings 114 (L1, L2, L3).

[0030] The charging port assembly 106 includes a charging port 120 and an EMI filter 122 with capacitors C1 and C2. Although the EMI filter 122 is shown as part of the charging port assembly 106 in Figure 1, in other examples the EMI filter 122 may be integrated within the drive unit 104 between the same two charging lines. The charging port 120 connects to the drive unit 104 via switches S1 and S2, which can function as a fast-charging contactor.

[0031] Capacitor C4 is positioned between the drive inverter 112 and the motor winding 114. This capacitor may function as a DC link capacitor to stabilize the voltage during operation.

[0032] The controller system 108 includes controller components, namely a drive inverter controller 124 and a high-voltage (HV) controller 126. These controllers work together to manage the high-voltage electrical system of the electric vehicle and optimize charging efficiency.

[0033] The drive inverter controller 124 is responsible for controlling the switches (e.g., S6, S7, S8, S9, S10, S11) within the drive inverter 112. It manages these switches for several purposes, including the following: 1. Pulse width modulation (PWM) during normal operation 2. Maintaining the switch in the closed state during direct charging.

[0034] The high-voltage (HV) controller 126 is tasked with controlling the contactors and relays (S1, S2, S3, S4, S5) within the electric vehicle charging system 100.

[0035] The drive inverter controller 124 and the high-voltage (HV) controller 126 communicate with each other via a CAN bus, enabling coordinated operation of the vehicle's electrical system. In some examples, these controller functions can be integrated into a single controller unit.

[0036] The controller system 108 is, 1. Battery pack 102 and, 2. Drive unit 104 and, 3. Charging port assembly 106 and It interfaces with various components of electric vehicles, including those mentioned above.

[0037] By managing these components, the controller system 108 reconfigures the drive unit 104 to function as a boost converter during charging. This reconfiguration potentially improves charging performance by using the motor winding 114 as an inductor and an inverter switch (e.g., a high-side inverter switch 116) as a switching element.

[0038] During charging, the electric vehicle charging system 100 can operate in different modes depending on the input voltage. In the case of direct charging, the high-side inverter switch 116 and switches S1, S2, S3, and S4 are closed to allow current to flow from the charging port 120 to the battery pack 102. In the case of boost conversion, the controller system 108 may utilize the motor winding 114 as an inductor and the inverter switch (e.g., the high-side inverter switch 116) as a switching element.

[0039] An exemplary electric vehicle charging system 100 includes an x-capacitor 128 (e.g., C3) or "X-cap" in the drive unit 104 and an EMI filter 122 in the charging port assembly 106, which help manage electromagnetic interference and ensure compliance with regulatory requirements. This integration simplifies the overall system architecture by eliminating the need for additional dedicated switches, along with the ability to use an inverter switch (e.g., a high-side inverter switch 116) for conduction during high-voltage charging.

[0040] The electric vehicle charging system 100 offers further compatibility with both even and odd module battery architectures, potentially providing flexibility in battery pack design. During charging, the electric vehicle charging system 100 uses a drive unit 104 as a reconfigurable boost converter that can adapt to various battery configurations. This approach eliminates or reduces the need for a dedicated double-pole double-throw (DPDT) switch otherwise required for even module architectures, thereby enabling compatibility with odd module configurations as well. Specifically, in some examples, when configured as a boost converter, the drive unit 104 can adjust its voltage level to match the requirements of the battery pack, regardless of the number of modules. This flexible voltage boost allows for charging from various voltage sources (e.g., 400V or 800V) and adaptation to different battery pack voltages. Adaptive control strategies

[0041] The electric vehicle charging system 100 may employ an adaptive control strategy that operates in several operating modes, including the following:

[0042] Drive mode:

[0043] In drive mode, the controller system 108 manages the switching of the high-side inverter switch 116 (e.g., S6, S7, S8) and the low-side inverter switch 118 (e.g., S9, S10, S11) to control the current flowing through the motor windings 114 (e.g., L1, L2, and L3) for vehicle propulsion. The controller system 108 determines the switching pattern to achieve the desired motor performance. Switches S3 and S4 are closed during drive mode to connect the battery pack 102 to the drive unit 104, allowing current to flow. Capacitor C4, which is part of the drive inverter 112, helps to stabilize the voltage during drive mode operation.

[0044] Charging mode without voltage boost conversion:

[0045] In charging modes without boost conversion, switches S1, S2, S3, and S4 and the high-side inverter switch 116 (e.g., S6, S7, and S8) are closed, allowing DC current to flow from the charging port 120 to the battery pack 102.

[0046] This configuration allows the battery pack 102 to be charged directly from the charging port 120 without increasing the voltage. An EMI filter 122 (including capacitors C1 and C2), which is part of the charging port assembly 106, helps to filter and stabilize the input charging voltage.

[0047] Boost conversion mode:

[0048] In boost conversion mode, the controller system 108 reconfigures the drive unit 104 to function as a boost converter. The motor windings 114 (e.g., L1, L2, and L3) function as inductors in the boost converter circuit. The controller system 108 manages the high-side inverter switch 116 (e.g., S6, S7, S8) and the low-side inverter switch 118 (S9, S10, S11) to enable the boost conversion process. The controller system 108 adjusts the duty cycle of the inverter switches to adjust the voltage boost applied to the input charge. This process increases the voltage from the charging port 120 to a level suitable for charging the battery pack 102.

[0049] The controller system 108 also closes switch S5, thereby configuring the electric vehicle charging system 100 to use capacitor x 128 (e.g., C3) to stabilize the input charger voltage during boost mode operation.

[0050] The DC link capacitor C4 stabilizes the output voltage of the drive inverter 112 and smooths out fluctuations during the boost conversion process.

[0051] The adaptive control strategy employed in the inverter switch during charging includes dynamically adjusting the switching pattern based on charging conditions to optimize efficiency and performance. The controller system 108 implements this strategy to manage the high-side inverter switch 116 (S6, S7, S8) and the low-side inverter switch 118 (S9, S10, S11) during the boost conversion process.

[0052] The electric vehicle charging system 100 uses both the high-side inverter switch 116 and the low-side inverter switch 118 during the boost conversion mode. Integration of X-Cap (C3) and EMI filters (C1 and C2)

[0053] The integration of the x capacitor 128 into the drive unit 104, and the integration of the EMI filter 122 into the charging port assembly 106 or within the drive unit 104, can serve multiple purposes as follows: • Electromagnetic interference (EMI) management: The EMI filter 122 suppresses electromagnetic interference that occurs during the charging process. The x capacitor 128 plays a role in attenuating differential mode noise, while the EMI filter 122 helps reduce common mode noise. • Regulatory Compliance: By effectively managing EMI, the integrated x capacitor 128 and EMI filter 122 ensure that the charging system 502 complies with electromagnetic compatibility (EMC) regulations. • System Integration: In some examples (not shown), both the EMI filter 122 and the x capacitor 128 can be installed within the drive unit 104, thereby providing a more compact and integrated design. This integration can reduce the overall system complexity and potentially lower manufacturing costs. • Adaptability to various charging scenarios: The design of the integrated x capacitor 128 and EMI filter 122 allows the system to handle both 400V and 800V charging sources, contributing to its flexibility.

[0054] By integrating these components within the drive unit 104, the electric vehicle charging system 100 achieves efficient EMI management and voltage stabilization while maintaining a compact design and ensuring regulatory compliance. method 200

[0055] Figure 2 is a flowchart illustrating a method 200 for charging an electric vehicle battery using a reconfigurable drive unit, as shown in several examples. While the exemplary method 200 represents a specific sequence of operations, the sequence can be modified without departing from the scope of this disclosure. For example, some of the operations represented may be performed in parallel or in different sequences that do not substantially affect the functionality of method 200. In some examples, different components of an exemplary device or system implementing method 200 may perform their functions substantially simultaneously or in specific sequences.

[0056] In block 202, method 200 is initiated. The controller system 108 (e.g., high-voltage (HV) controller 126) starts the charging process when an external power supply is connected to the charging port 120.

[0057] In block 204, the controller system 108 (e.g., high-voltage (HV) controller 126) determines the voltage level of the external power supply. In some examples, at high levels, this determination includes measuring electrical parameters at the charging port interface.

[0058] In a more specific example, the controller system 108 may use sensors integrated within the charging port assembly 106 to measure the voltage present in the charging port 120. These sensors may include voltage dividers, analog-to-digital converters, or other voltage sensing circuits to provide accurate readings of the input voltage level.

[0059] In block 206, the controller system 108 evaluates whether the determined voltage is sufficient for direct charging of the battery pack 102. In some examples, at a high level, this evaluation includes comparing the measured voltage to a predetermined threshold.

[0060] In a more specific example, the controller system 108 may consider several factors in this evaluation, including the following: • The current voltage of the battery pack 102, which can be obtained from the battery management system (BMS) 508. • Maximum charging voltage supported by battery pack 102. • The minimum voltage difference required for efficient charging.

[0061] In a more specific example, the controller system 108 may implement the following decision-making algorithm. • Calculate the voltage difference between the external power supply and the battery pack 102. • Estimate the charging efficiency at the current voltage difference. • To address potential heat generation during charging, consider thermal management functions for the electric vehicle charging system 100. • Evaluate the potential benefits of activating the boost converter mode over direct charging in terms of overall charging time and system efficiency.

[0062] In some examples, the controller system 108 may compare the determined voltage level (or voltage difference) with the threshold voltage required for direct charging of the battery pack 102. This comparison may involve calculating the voltage difference between the external power supply and the battery pack 102 and taking into account factors such as the current voltage of the battery pack 102, the maximum charging voltage supported by the battery pack 102, and the minimum voltage difference required for efficient charging.

[0063] If the voltage is sufficient for direct charging, method 200 proceeds to block 208. Here, in some examples, at a high level, the controller system 108 configures the electric vehicle charging system 100 for direct charging by establishing an electrical path between the charging port and the battery pack.

[0064] In a more specific example, the controller system 108 may perform the following actions to configure the system for direct charging: • Close switches S1 and S2 to connect the charging port 120 to the drive unit 104. • Close switches S3 and S4 to connect the battery pack 102 to the drive unit 104. Close the high-side inverter switch 116 (e.g., S6, S7, S8) and keep the low-side inverter switch 118 (e.g., S9, S10, S11) open. Keep switch S5 open.

[0065] In a more specific example, the controller system 108 may implement a sequence of operations to safely configure the electric vehicle charging system 100 for direct charging. • Verify the voltage levels of charging port 120 and battery pack 102 to ensure they are within the acceptable range for direct charging. • A pre-charging operation is performed to minimize inrush current when connecting the charging port to the battery pack. • To establish a connection to charging port 120, switches S1 and S2 are closed in a specific order, although a slight delay may occur between them. • To connect battery pack 102, close switches S3 and S4 in a specific order. Close the high-side inverter switch 116 (e.g., S6, S7, S8) and keep the low-side inverter switch 118 (e.g., S9, S10, S11) open. • To ensure proper operation, monitor the current flow and voltage level immediately after closing the switch. • Activate the relevant parts of the Battery Management System (BMS) 508 to monitor the charging process. • Power electronics 510 and voltage conversion system 512 are configured to support direct charging mode.

[0066] If the voltage is not sufficient for direct charging, method 200 proceeds to block 210. In some examples, at a high level, the controller system 108 reconfigures the drive unit 104 to function as a boost converter, enabling voltage conversion from a lower input voltage to a higher output voltage suitable for charging the battery pack 102.

[0067] In a more specific example, the controller system 108 may perform the following operations to reconfigure the drive unit 104 as a boost converter. To establish a current path from the charging port 120 to the battery pack 102 through the drive unit 104, the appropriate switches (e.g., S1, S2, S3, S4) are activated. The high-side inverter switch 116 (e.g., S6, S7, S8) and the low-side inverter switch 118 (S9, S10, S11) are configured to operate as switching elements in the boost converter circuit. • Use the motor windings 114 (e.g., L1, L2, and L3) as inductors in the boost converter circuit.

[0068] To configure the high-side inverter switch 116 (e.g., S6, S7, S8) and low-side inverter switch 118 (e.g., S9, S10, S11) to act as switching elements in the boost converter circuit, the controller system 108 may, in some examples, close both the high-side inverter switch 116 (e.g., S6, S7, S8) and the low-side inverter switch 118 (e.g., S9, S10, S11). The switches may be controlled by the controller system 108 to operate in a typical switching pattern for the boost converter. This involves rapidly turning the switches on and off at high frequencies. The controller system 108 may further adjust the duty cycle of the inverter switches to adjust the voltage boost. By varying the on and off times of the switches, the controller system 108 may control the amount of voltage rise.

[0069] In a more specific example, the controller system 108 may implement an interleaved switching strategy in which multiple phases of the inverter are used in coordination to reduce current ripple and improve efficiency. The controller system 108 may further continuously monitor key parameters such as input current, output voltage, and component temperature to ensure safe and efficient operation of the boost converter. Based on these measurements, the switching strategy will be dynamically adjusted.

[0070] Furthermore, the configuration by the controller system 108 of the electric vehicle charging system 100 for the boost conversion mode includes closing switch S5 to activate x capacitor 128, which effectively connects x capacitor 128 in the circuit path. This capacitor, also known as a harmonic filter or power factor correction capacitor, is used in conjunction with other components to manage and reduce the number of harmonics generated by the converter. x capacitor 128 operably absorbs and releases charge in response to voltage fluctuations in the power network, thereby mitigating harmonic currents that could otherwise cause instability or efficiency losses.

[0071] In block 212, the controller system 108 manages the battery charging process. In direct charging mode, this may include monitoring the current flow and adjusting the charging speed. In boost converter mode, the controller system 108 may adjust the duty cycle of the inverter switch to adjust the voltage boost applied to the input charge.

[0072] In block 214, the controller system 108 monitors the charging process. This monitoring may include tracking battery temperature, charge status, and other relevant parameters.

[0073] In block 216, the controller system 108 determines whether charging is complete. This determination may be based on the battery pack reaching a predetermined charge state or other charging completion criteria.

[0074] If charging is not complete, method 200 loops back to block 212 to continue managing the charging process. If charging is complete, method proceeds to block 218.

[0075] In block 218, the controller system 108 performs a safety check. This check may include verifying that the system is in a safe state before disconnecting the external power supply.

[0076] In block 220, the process ends. The controller system 108 may signal that charging is complete and that the external power supply can be safely disconnected. Electric vehicle charging system 300

[0077] Figure 3 is a system diagram showing an electric vehicle charging system 300 that uses two drive units in parallel as boost converters, in several examples. This configuration is based on the single drive unit system shown in Figure 1 and the charging method 200 represented in Figure 2.

[0078] The electric vehicle charging system 300 comprises a charging port assembly 106, two drive units (302 and 304), a battery pack 102, and a controller system 108. Each drive unit includes a drive inverter having high-side inverter switches (e.g., S6, S7, S8) and low-side inverter switches (e.g., S9, S10, S11), as well as motor windings (e.g., L1, L2, L3) that function as inductors during the boost conversion process.

[0079] In some examples, the electric vehicle charging system 300 may use two drive units 302 and 304 to increase the charging power capacity and to address different charging scenarios.

[0080] At a higher level, the controller system 108 may configure the drive units differently based on the input voltage from an external charging source. For example, in the case of 400V to 800V boost charging, both drive units may operate as boost converters. In the case of 800V charging, the drive units may be configured for direct charging without voltage boosting.

[0081] In a more specific example, the controller system 108 may implement the following configuration:

[0082] For 400V-800V boost charging: • Close switches S1, S2, S3, and S4 to connect the charging port assembly 106 to the battery pack 102 via both drive units. The inverter switches (S6~S11) in both drive units are configured to operate as switching elements for boost conversion. The motor windings (L1, L2, L3) in both drive units are used as inductors for the boost converter circuit. • Close switch S5 in both drive units to activate capacitor x (C3) for voltage stabilization. • Implement an interleaved switching strategy to reduce current ripple and improve efficiency.

[0083] For direct charging at 800V: • Close switches S1, S2, S3, and S4 to connect the charging port assembly 106 to the battery pack 102. Keep the low-side inverter switches (S9, S10, S11) open and close the high-side inverter switches (S6, S7, S8) in both drive units. • Configure the motor windings (L1, L2, L3) in both drive units to function as current paths. Since capacitor x (C3) is not required for direct charging, keep switch S5 open in both drive units.

[0084] In a more specific example, the controller system 108 could do the following:

[0085] For boost conversion: Implement a phase-shift PWM control strategy for inverter switches operating at frequencies between 5 and 18 kHz. • Dynamically adjust the switch duty cycle based on the input voltage and the desired output voltage. • To optimize efficiency and thermal management, monitor the current flowing through each drive unit and balance the load between them. • The DC link capacitor (C4) in both drive units is utilized to help stabilize the voltage during the boost conversion process.

[0086] For direct charging: To prevent overheating or overcurrent within the components of the electric vehicle charging system 300, the system monitors the current flowing through both drive units and adjusts the charging speed as needed. • Utilizing a parallel configuration of drive units to handle higher current levels allows for potentially faster charging speeds compared to a single drive unit system. • Implement safety checks to ensure that voltage and current levels remain within acceptable limits throughout the entire charging process.

[0087] The charging port assembly 106 has capacitors C1 and C2 that function as part of an EMI filtering system. These capacitors help manage electromagnetic interference and ensure compatibility with various charging standards.

[0088] The controller system 108 manages the entire charging process, including voltage sensing, drive unit configuration, and charging current control. It implements an advanced control algorithm that balances the operation of both drive units, ensuring optimal performance and thermal management.

[0089] This dual drive unit configuration may offer the following exemplary advantages: 1. For example, increasing the charging power capacity for both 400V and 800V charging scenarios. 2. Enhanced flexibility to handle various charging infrastructure voltages. 3. Improved thermal management by distributing the charging load across two drive units. 4. The electric vehicle charging system 100 has the potential for redundancy, as it can operate with reduced power even if one drive unit fails. Electric vehicle charging system 400

[0090] Figure 4 is a system diagram showing an electric vehicle charging system 400 that utilizes two drive units for charging, in several examples. This configuration incorporates the charging method shown in Figure 2, but is an alternative to the single drive unit system shown in Figure 1 and the dual drive unit system in Figure 3.

[0091] The electric vehicle charging system 400 comprises a charging port assembly 106, two drive units (e.g., a first drive unit 402 and a second drive unit 402), a battery pack 102, and a controller system 108. Each drive unit includes a drive inverter having high-side inverter switches (e.g., S6, S7, S8) and low-side inverter switches (e.g., S9, S10, S11), as well as motor windings that function as inductors during the charging process.

[0092] In some examples, the electric vehicle charging system 400 may utilize two drive units (a first drive unit 402 and a second drive unit 404) for different charging scenarios.

[0093] At a higher level, the controller system 108 may configure the drive units differently based on the input voltage from an external charging source. For lower voltage charging, only the first drive unit 402 may be used as a boost converter. For higher voltage charging, both drive units 402 and 404 may be configured to charge directly without voltage boosting.

[0094] In a more specific example, the controller system 108 may implement the following configuration:

[0095] For step-up charging from a lower voltage (e.g., 400V) to a higher voltage (e.g., 800V): To connect the charging port assembly 106 to the battery pack 102 via the first drive unit 402, only switches S1, S2, S3, and S4 of the first drive unit 402 are closed. The inverter switches (S6-S11) of only the first drive unit 402 are configured to operate as switching elements for boost conversion. The motor windings within the first drive unit 402 are used as inductors for the boost converter circuit. • Close switch S5 in the first drive unit 402 to activate capacitor x (C3) for voltage stabilization. During this charging mode, the second drive unit 404 is kept inactive.

[0096] For direct charging at a higher voltage (e.g., 800V): Close switches S1, S2, S3, and S4 to connect the charging port assembly 106 to the battery pack 102 via both drive units 402 and 404. Keep the low-side inverter switches (S9, S10, S11) open and close the high-side inverter switches (S6, S7, S8) in both drive units. • Configure the motor windings in both drive units to function as current paths. Since capacitor x (C3) is not required for direct charging, keep switch S5 open in both drive units.

[0097] In a more specific example, the controller system 108 could do the following:

[0098] For boost conversion using the first drive unit 402: Implement a PWM control strategy for the inverter switch in the first drive unit 402, operating at frequencies between 5 and 18 kHz. • Dynamically adjust the switch duty cycle based on the input voltage and the desired output voltage. • To optimize efficiency and thermal management, the current passing through the first drive unit 402 is monitored and the boost conversion parameters are adjusted. • A DC link capacitor (C4) in the first drive unit 402 is used to help stabilize the voltage during the boost conversion process.

[0099] For direct charging using both drive units: • To prevent overheating or overcurrent in any single component, the system monitors the current flowing through both drive units and adjusts the charging speed as needed. • Utilizing a parallel configuration of drive units to handle higher current levels allows for potentially faster charging speeds compared to a single drive unit system. • Implement safety checks to ensure that voltage and current levels remain within acceptable limits throughout the entire charging process. • To optimize charging efficiency and thermal management, the current flow between the two drive units is balanced.

[0100] A key feature of this configuration is that the negative coupled feedback for the charger is routed through the first drive unit 402. This means that the charging current flows through the first drive unit 402 for both the positive and negative paths, potentially simplifying the response strategy and reducing the complexity of the charging circuit.

[0101] The positive DC current flow passes through both the stator and MOSFET pairs in the first drive unit 402 and the second drive unit 404. This parallel current path allows higher charging currents to be handled, potentially enabling faster charging speeds in 800V charging scenarios.

[0102] The charging port assembly 106 includes capacitors C1 and C2, which function as part of an EMI filtering system. These capacitors help manage electromagnetic interference and ensure compatibility with various charging standards.

[0103] The controller system 108 manages the entire charging process, including voltage sensing, drive unit configuration, and charging current control. It implements a control algorithm that balances the operation of both drive units, ensuring optimal performance and thermal management.

[0104] This configuration can offer several advantages, such as the following: The flexibility of using a single drive unit for boost charging from 1,400V to 800V reduces the complexity of low-power charging scenarios. 2. The ability to utilize both drive units for high-output 800V charging enables faster charging speeds. 3. A simplified negative feedback path through a single drive unit potentially improves control and reduces electromagnetic interference. 4. Thermal management is enhanced by distributing the charging load to two drive units during high-power charging. Automotive 506 architecture

[0105] Figure 5 is a system diagram showing the architecture of an electric vehicle (EV) 506, with several examples. This diagram illustrates the systems and subsystems that collectively enable the functionality and efficiency of the electric vehicle 506.

[0106] The vehicle 506 includes several interconnected high-level systems, including a battery system 514, a propulsion system 516, a structural and mechanical system 518, a charging system 502, power electronics 510, a control system 520, a driver interface and infotainment 522, a safety system 524, and an auxiliary system 526.

[0107] The battery system 514 includes a battery module 528 that houses multiple battery cells 530. A battery management system (BMS) 508 monitors and manages the battery cells and battery module, while a thermal management system 532 regulates the battery temperature.

[0108] The propulsion system 516 includes an electric motor 504 which may include a motor winding 114 as shown in Figure 1. A power inverter 534 in the propulsion system may include a drive inverter 112 as shown in Figure 1, which facilitates the conversion of DC power from the battery to AC power for the electric motor.

[0109] The charging system 502 supplements the battery system 514 and may incorporate components shown in Figure 1, such as the charging port assembly 106, the charging port 120, and the onboard charger 110. The charging system 502 supports various charging methods, including a boost converter function using the drive unit described in Figure 1.

[0110] The controller system 108 in Figure 1 is integrated into the broader control system 520 of the electric vehicle 506 shown in Figure 5. This integration allows the controller system 108 to manage the overall operation of the vehicle, including critical functions related to charging and propulsion. Specifically, the controller system 108 monitors the charging process by interfaceing with components such as the battery pack 102, the drive unit 104, and the charging port assembly 106.

[0111] The function of the controller system 108 within the control system 520 is its ability to reconfigure the drive unit 104, which functions as a boost converter when needed during charging. This adaptive capability allows the vehicle to efficiently charge from various power sources with different voltage levels. The controller system 108 can determine when to implement this reconfiguration based on the input voltage from the external charging source, enabling the vehicle to optimize its charging process across different scenarios.

[0112] By being part of a larger control system 520, the controller system 108 can coordinate its operation with other vehicle systems such as the propulsion system 516, power electronics 510, and battery management system (BMS) 508. This integration ensures that the charging operation is performed in harmony with the overall condition and requirements of the vehicle, potentially improving efficiency and safety during the charging process.

[0113] The power electronics 510, including the power distribution unit (PDU) 536 and the voltage conversion system 512, may incorporate some of the functions of the drive inverter 112 and its components shown in Figure 1, such as managing and converting power within the vehicle.

[0114] The structural and mechanical systems 518, driver interface and infotainment 522, safety systems 524 (including ADAS 538), and auxiliary systems 526 complete the vehicle architecture and support the overall functionality and user experience of the electric vehicle. Machine 600

[0115] Figure 6 is a schematic diagram of machine 600 on which an instruction 602 (e.g., software, program, application, applet, app, or other executable code) can be executed to cause machine 600 to perform one or more of the methods discussed herein. For example, instruction 602 can cause machine 600 to perform one or more of the methods described herein. Instruction 602 transforms a general, unprogrammed machine 400 into a specific machine 600 programmed to perform the described and illustrated functions in the described manner. Machine 600 can operate as a standalone device or can be coupled with other machines (e.g., it can be networked). In a networked deployment, machine 600 can operate as a server machine or client machine in a server-client network environment, or as a peer machine in a peer-to-peer (or distributed) network environment.

[0116] Machine 600 may include, but is not limited to, a controller system or its components, such as those described above.

[0117] The machine 600 may include a processor 604, memory 606, and input / output components 608, which may be configured to communicate via a bus 610. In some examples, processor 604 (e.g., a Central Processing Unit (CPU), a Reduced Instruction Set Computing (RISC) processor, a Complex Instruction Set Computing (CISC) processor, a Graphics Processing Unit (GPU), a Digital Signal Processor (DSP), an Application-Specific Integrated Circuit (ASIC), a Radio-Frequency Integrated Circuit (RFIC), a Tensor Processing Unit (TPU), a Neural Processing Unit (NPU), a Vision Processing Unit (VPU), a Machine Learning Accelerator (MLA), a Cryptographic Accelerator, a Field-Programmable Gate Array (FPGA), a Quantum Processor, another processor, or any suitable combination thereof) may include, for example, processors 612 and 614 that execute instruction 602.

[0118] Figure 6 shows multiple processors 604, but machine 600 may include a single processor with a single core, a single processor with multiple cores (e.g., a multi-core processor), multiple processors with single cores, multiple processors with multiple cores, or any combination thereof. Modern processor architectures include superscalar, very long instruction word (VLIW), vector processors, multi-core, many-core, neuromorphic, and quantum architectures.

[0119] Memory 606 includes main memory 616, static memory 618, and storage unit 620, both accessible to processor 604 via bus 610. Main memory 616, static memory 618, and storage unit 620 store instructions 602 that embody one or more of the methods or functions described herein. Instructions 602 may also reside, in whole or in part, in main memory 616, static memory 618, machine-readable media 622 in storage unit 620, processor 604 (e.g., in the processor's cache memory), or any suitable combination thereof during their execution by machine 600.

[0120] The input / output component 608 may include a variety of components for receiving inputs, providing outputs, generating outputs, transmitting information, exchanging information, or capturing measurements. The specific input / output component 608 included in a particular machine depends on the type of machine. For example, a portable machine such as a mobile phone may include a touch input device or other such input mechanism, while a headless server machine is unlikely to include such a touch input device. The input / output component 608 may include many other components not shown in Figure 6. In various examples, the input / output component 608 may include an output component 624 and an input component 626. The output component 624 may include visual components (e.g., displays such as plasma display panels (PDPs), light-emitting diode (LED) displays, liquid crystal displays (LCDs), projectors, or cathode ray tubes (CRTs)), acoustic components (e.g., speakers), tactile components (e.g., vibration motors, resistance mechanisms), or other signal generators. The input components 626 may include alphanumeric input components (e.g., a keyboard, a touchscreen configured to receive alphanumeric input, an optical keyboard, or other alphanumeric input components), point-based input components (e.g., a mouse, a touchpad, a trackball, a joystick, a motion sensor, or another pointing device), haptic input components (e.g., a physical button, a touchscreen that provides the position and / or force of a touch or touch gesture, or other haptic input components), voice input components (e.g., a microphone), and similar components.

[0121] The motion components 628 include acceleration sensor components (e.g., accelerometers), gravity sensor components, rotation sensor components (e.g., gyroscopes). The environment components 630 include, for example, one or more cameras, illuminance sensor components (e.g., photometers), temperature sensor components (e.g., one or more thermometers for detecting ambient temperature), humidity sensor components, pressure sensor components (e.g., barometers), acoustic sensor components (e.g., one or more microphones for detecting background noise), proximity sensor components (e.g., infrared sensors for detecting nearby objects), gas sensors (e.g., gas detection sensors for detecting concentrations of harmful gases for safety or for measuring pollutants in the air), or other components that can provide displays, measurements, or signals corresponding to the surrounding physical environment. The position components 632 include position sensor components (e.g., Global Positioning System (GPS) receiver components), altitude sensor components (e.g., altimeters or barometers for detecting air pressure from which altitude can be derived), direction sensor components (e.g., magnetometers), and similar components.

[0122] Communication can be implemented using a wide variety of technologies. The input / output component 608 further includes a communication component 634 that can operate to connect machine 600 to network 636 or device 638 via their respective coupling or connection. For example, communication component 634 may include a network interface component or another suitable device that interfaces with network 636. In further examples, communication component 634 may include a wired communication component, a wireless communication component, a cellular communication component, a Near Field Communication (NFC) component, a Bluetooth® component (e.g., Bluetooth® Low Energy), a Wi-Fi® component, and other communication components for providing communication via other modalities. Device 638 may be another machine or one of a wide variety of peripheral devices (e.g., peripheral devices coupled via USB).

[0123] Furthermore, the communication component 634 may include components that can detect identifiers or are operable to detect identifiers. For example, the communication component 634 may include a Radio Frequency Identification (RFID) tag reader component, an NFC smart tag detection component, an optical reading component (e.g., an optical sensor that detects one-dimensional barcodes such as Universal Product Code (UPC) barcodes, Quick Response (QR) codes, Aztec codes, Data Matrix, Data glyphs, Maxi Codes, PDF417, Ultra Codes, UCC RSS-2D barcodes, and other optical codes), or an acoustic detection component (e.g., a microphone that identifies tagged audio signals). In addition, various types of information, such as location via Internet Protocol (IP) geolocation, location via Wi-Fi® signal triangulation, or location via detection of NFC radio beacon signals that can indicate a specific location, can be derived via the communication component 634.

[0124] Various memories (e.g., main memory 616, static memory 618, and / or the memory of processor 604) and / or storage unit 620 may store one or more sets of instructions and data structures (e.g., software) that embody or use one or more of the methods or functions described herein. When these instructions (e.g., instruction 602) are executed by processor 604, they cause the disclosed examples to be implemented in various operations.

[0125] Instruction 602 may be transmitted or received via a network interface device (e.g., a network interface component included in communication component 634) using one of several well-known transport protocols (e.g., Hypertext Transport Protocol (HTTP)) through network 636 and using a transport medium. Similarly, instruction 602 may be transmitted or received via a connection to device 638 (e.g., peer-to-peer connection) and using a transport medium. example

[0126] In consideration of the foregoing disclosure, various examples are set forth below. It should be noted that one or more features of the embodiments obtained individually or in combination should be considered to be within the scope of the disclosure of this application.

[0127] Example 1 is a method for charging an electric vehicle, comprising: receiving power from an external charging source; reconfiguring the electric vehicle's drive unit to function as a boost converter, wherein the drive unit includes a motor and an inverter; using the reconfigured drive unit to boost the voltage received from the external charging source; and charging the electric vehicle's battery pack with the boosted voltage.

[0128] The subject of Example 1, further comprising, in Example 2, determining the voltage level of an external charging source, evaluating whether the determined voltage is sufficient for direct charging of the battery pack, and, if the voltage is sufficient for direct charging, configuring the system for direct charging.

[0129] In Example 3, the determination of the voltage level involves measuring electrical parameters at the charging port interface using a sensor integrated within the charging port assembly, as described in Examples 1 and 2.

[0130] In Example 4, evaluating whether the determined voltage is sufficient for direct charging involves the subject matter of Examples 1-3, which includes comparing the measured voltage to a predetermined threshold and considering the current voltage of the battery pack, the maximum charging voltage supported by the battery pack, and the minimum voltage difference required for efficient charging.

[0131] In Example 5, the reconfiguration of the drive unit involves utilizing the motor winding as an inductor within the boost converter, as described in Examples 1-4.

[0132] In Example 6, the reconfiguration of the drive unit involves the use of an inverter switch as a switching element within the boost converter, as described in Examples 1-5.

[0133] In Example 7, reconfiguring the drive unit as a boost converter involves the subject matter of Examples 1-6, which includes selecting either a high-side inverter switch or a low-side inverter switch for conduction based on factors including thermal management and efficiency optimization.

[0134] The subject of Examples 1-7, further including the use of the inverter's DC link capacitor as the output capacitor for the boost converter in Example 8.

[0135] The subject matter of Examples 1-8, further including in Example 9 maintaining the high-voltage bus at the battery pack voltage during charging.

[0136] In Example 10, the method operates without a dedicated switch for direct connection during high-voltage charging, as described in Examples 1-9.

[0137] The themes of Examples 1-10, further including in Example 11 the use of one of the inverters as a contactor during high-voltage charging.

[0138] In Example 12, we further implement an adaptive control strategy for the inverter switch during charging, where the adaptive control strategy dynamically adjusts the switching pattern based on the charging conditions, as described in Examples 1-11.

[0139] In Example 13, the adaptive control strategy can utilize either a high-side switch or a low-side switch based on the charging conditions, as described in Examples 1-12.

[0140] In Example 14, the external charging source is configured to supply power at either 400V or 800V, as per the subjects of Examples 1-13.

[0141] In Example 15, for a 400V charging source, the method involves boosting the voltage to charge the battery pack, as described in Examples 1-14.

[0142] In Example 16, for an 800V charging source, the method involves conducting the charging current through the motor windings and inverter switch without boosting the voltage, as described in Examples 1-15.

[0143] The themes of Examples 1-16, further including in Example 17 the integration of X-Cap and EMI filters within the drive unit to manage electromagnetic interference and ensure regulatory compliance.

[0144] In Example 18, the method is compatible with both even and odd module battery architectures, as described in Examples 1-17.

[0145] Example 19 is an electric vehicle charging system comprising: a drive unit including a motor and an inverter; a battery pack; a charging interface configured to receive power from an external charging source; and a controller configured to reconfigure the drive unit to function as a boost converter, and to use the reconfigured drive unit to boost the voltage received from the external charging source and charge the battery pack with the boosted voltage.

[0146] In Example 20, the controller determines the voltage level of an external charging source, evaluates whether the determined voltage is sufficient for direct charging of the battery pack, and if the voltage is sufficient for direct charging, is further configured to configure the system for direct charging, as described in Example 19.

[0147] In Example 21, the motor winding is configured to function as an inductor in the boost converter, as described in Examples 19-20.

[0148] In Example 22, the inverter switch is configured to function as a switching element within the boost converter, as described in Examples 19–21.

[0149] The subject of Examples 19-22, further comprising a DC link capacitor configured to function as an output capacitor for a boost converter in Example 23.

[0150] In Example 24, the controller is further configured to maintain the high-voltage bus at the battery pack voltage during charging, as described in Examples 19–23.

[0151] In Example 25, the system operates without a dedicated switch for direct connection during high-voltage charging, as described in Examples 19-24.

[0152] In Example 26, one of the inverters is configured to function as a contactor during high-voltage charging, as per the themes of Examples 19–25.

[0153] In Example 27, the controller is configured to implement an adaptive control strategy for the inverter switch during charging, and the adaptive control strategy can utilize either the high-side switch or the low-side switch based on the charging conditions, as described in Examples 19–26.

[0154] In Example 28, the charging interface is configured to receive power from both 400V and 800V charging sources, as described in Examples 19–27.

[0155] In Example 29, for a 400V charging source, the controller is configured to boost the voltage used to charge the battery pack, as described in Examples 19-28.

[0156] In Example 30, for an 800V charging source, the controller is configured to conduct the charging current through the motor windings and inverter switch without boosting, as described in Examples 19-29.

[0157] In Example 31, the subject of Examples 19–30 is further provided with an integrated X-Cap and EMI filter within the drive unit, the X-Cap and EMI filter being configured to manage electromagnetic interference and ensure regulatory compliance.

[0158] In Example 32, the system is configured to be compatible with both even and odd modular battery architectures, as described in Examples 19–31.

[0159] Example 33 is an electric vehicle charging system comprising: a drive unit including a motor and an inverter; a battery pack; a charging interface configured to receive power from an external charging source; and a controller configured to determine the voltage level of the external charging source, evaluate whether the determined voltage is sufficient for direct charging of the battery pack, configure the system for direct charging based on whether the voltage is sufficient for direct charging, reconfigure the drive unit to function as a boost converter based on whether the voltage is insufficient for direct charging, and use the reconfigured drive unit to boost the voltage received from the external charging source and charge the battery pack with the boosted voltage.

[0160] In Example 34, the subject of Example 33 includes the motor winding of a motor configured to function as an inductor in a boost converter.

[0161] In Example 35, the subject matter of Examples 33-34 includes an inverter switch of an inverter configured to function as a switching element in a boost converter.

[0162] In Example 36, the subject of Examples 33-35 includes a DC link capacitor configured to function as an output capacitor for a boost converter.

[0163] In Example 37, the subject of Examples 33-36 includes one of the inverters configured to function as a contactor during high-voltage charging.

[0164] In Example 38, the subject matter of Examples 33-37 includes a charging interface capable of receiving power from both a low-voltage and a high-voltage charging source.

[0165] In Example 39, the subject of Example 38 includes a controller configured to boost the voltage for a low-voltage charging source to charge the battery pack, and to conduct the charging current through the motor windings and inverter switch without boosting the voltage for a high-voltage charging source.

[0166] In Example 40, the subject matter of Examples 33-39 includes an EMI filter and X capacitor integrated within the drive unit.

[0167] In Example 41, the subject of Examples 33-40 further includes a controller configured to implement an adaptive control strategy for the inverter switch during charging, the adaptive control strategy may utilize either a high-side inverter switch or a low-side inverter switch based on the charging conditions.

[0168] In Example 42, the subject matter of Examples 33–41 is further configured to maintain the high-voltage bus at the battery pack voltage during charging, and includes a controller that allows the auxiliary system to operate at those optimal voltages.

[0169] Example 43 is a method for charging an electric vehicle, comprising: determining the voltage level of an external charging source; comparing the determined voltage level with a threshold voltage required for direct charging of the battery pack; configuring the electric vehicle's drive unit to function as a boost converter based on the determined voltage level being below the threshold voltage required for direct charging; using the configured drive unit to boost the voltage received from the external charging source; and charging the battery pack with the boosted voltage.

[0170] In Example 44, the subject of Example 43 includes configuring a charging system for direct charging based on the determined voltage level being equal to or greater than the threshold voltage required for direct charging.

[0171] In Example 45, the subject matter of Examples 43-44 includes determining the voltage level, which involves measuring electrical parameters at the charging port interface using sensors integrated within the charging port assembly.

[0172] In Example 46, the subject matter of Examples 43-45 includes a drive unit comprising an electric motor and an inverter, and the configuration of the drive unit for an electric vehicle includes utilizing the inductor of the inverter as a switching element and the motor winding of the electric motor as an inverter switch to boost the voltage received from an external charging source.

[0173] In Example 47, the subject matter of Examples 43-46 is extended to include implementing an adaptive control strategy for an inverter switch during charging, where the adaptive control strategy dynamically adjusts the switching pattern based on the charging conditions.

[0174] In Example 48, the subject matter of Examples 43-47 includes boosting the voltage to charge a battery pack based on an external charging source that supplies power at a relatively low voltage, and conducting a charging current through motor windings and inverter switches without boosting the voltage based on an external charging source that supplies power at a relatively high voltage.

[0175] Example 49 is an electric vehicle comprising: a propulsion system including an electric motor and a power inverter; a battery system including a battery pack and a battery management system; a charging system including a charging interface configured to receive power from an external charging source; a controller that determines the voltage of the external charging source, evaluates whether the determined voltage is sufficient for direct charging of the battery pack, configures the charging system for direct charging based on whether the voltage is sufficient for direct charging, configures at least one of the electric motor and associated power inverter to function as a boost converter based on whether the voltage is insufficient for direct charging; and configures the charging system to use at least one of the electric motor and associated power inverter to boost the voltage received from the external charging source and charge the battery pack with the boosted voltage based on whether the voltage is insufficient for direct charging.

[0176] In Example 50, the subject of Example 49 is further configured to maintain the high-voltage bus at the battery pack voltage during charging, and includes a controller that allows the auxiliary system to operate at or near the determined voltage.

[0177] In Example 51, the subject matter of Examples 49-50 includes an EMI filter and X capacitor integrated within the propulsion system.

[0178] In Example 52, the subject matter of Examples 49-51 includes a charging system compatible with both even and odd module battery configurations, and the controller is further configured to adjust the voltage boost level based on the determined battery pack configuration.

[0179] Example 53 is an electric vehicle power management system comprising: a propulsion unit having motor windings and power switching elements; an energy storage device; a power input interface; and a control module configured to evaluate the input power characteristics from the power input interface, determine whether the input power characteristics meet a threshold for direct energy transmission to the energy storage device, start direct energy transmission when the threshold is met, and if the threshold is not met, reconfigure the propulsion unit to operate as a power converter, use the reconfigured propulsion unit to increase the input power characteristics, and use the increased power characteristics to facilitate energy transmission to the energy storage device.

[0180] In Example 54, the subject of Example 53 is further configured to maintain the high-voltage output rail at the energy storage device voltage during energy transmission, and includes a control module that enables the auxiliary vehicle system to operate at their design voltages.

[0181] In Example 55, the subject of Examples 53-54 includes a power switching element configured to function as a switching component within a power converter when the propulsion unit is reconfigured.

[0182] Example 56 is a method for managing power in an electric vehicle, comprising: receiving input power at a vehicle charging interface; analyzing the parameters of the input power; comparing the analyzed parameters with predetermined thresholds; initiating direct power transmission to a vehicle energy storage system based on a comparison indicating that the parameters meet the thresholds; and adapting the vehicle propulsion system to function as a power enhancement circuit based on a comparison indicating that the parameters do not meet the thresholds, using the adapted propulsion system to correct the parameters of the input power, and transmitting the corrected power to the vehicle energy storage system.

[0183] In Example 57, the subject of Example 56 involves implementing an adaptive control strategy for a power enhancement circuit, the strategy dynamically adjusts the operating pattern based on power transmission conditions.

[0184] In Example 58, the subject matter of Examples 56-57 includes augmenting the input power when the charging interface receives power from a low-voltage source, and performing power transmission without augmentation when the charging interface receives power from a high-voltage source.

[0185] Example 59 is an electric vehicle energy management device comprising: a multiphase motor; a power inverter associated with the motor; an energy storage unit; a power receiving port; and a controller programmed to evaluate the power characteristics at the power receiving port, determine whether the power characteristics are compatible with direct charging of the energy storage unit, start direct charging if compatible, and if not compatible, reconfigure at least one phase of the motor and a portion of the power inverter to form a power enhancement circuit, use the power enhancement circuit to adjust the power characteristics to a level compatible with the energy storage unit, and start charging using the adjusted power.

[0186] In Example 60, the subject of Example 59 is further programmed to implement a variable control scheme for a power enhancement circuit that can utilize different switching strategies based on charging conditions.

[0187] In Example 61, the subject matter of Examples 59–60 includes electromagnetic interference mitigation components integrated within motor and power inverter assemblies.

[0188] In Example 62, the subject matter of Examples 59–61 includes an energy management device configured to be compatible with energy storage units having both even and odd numbered modules.

[0189] In Example 63, the subject matter of Examples 59–62 includes a controller that is further programmed to maintain a consistent high-voltage bus voltage during charging operation, enabling the auxiliary vehicle systems to operate at their designed voltage levels. Glossary

[0190] A “Component” may include a device, physical entity, or logic having boundaries defined by a function or subroutine call, branch point, API, or other technology that provides the division or modularization of a particular processing or control function. Components may be combined with other components through their interfaces to execute a machine process. A component may be a packaged functional hardware unit designed to be used with other components and a part of a program that typically performs a particular function of the associated function. A component may constitute either a software component (e.g., code embodied on a machine-readable medium) or a hardware component. A “hardware component” is a tangible unit capable of performing a particular operation and may be configured or arranged in a particular physical manner. In some examples, one or more hardware components of one or more computer systems (e.g., a standalone computer system, a client computer system, or a server computer system) or computer system (e.g., a processor or a group of processors) may be configured by software (e.g., an application or application part) as a hardware component that operates to perform a particular operation as described herein. Hardware components may also be implemented mechanically, electronically, or in any appropriate combination thereof. For example, a hardware component may include dedicated circuitry or logic permanently configured to perform a specific operation. A hardware component could be a dedicated processor, such as a field-programmable gate array (FPGA) or an application-specific integrated circuit (ASIC). A hardware component may also include programmable logic or circuitry temporarily configured by software to perform a specific operation. For example, a hardware component may include software executed by a general-purpose processor or other programmable processor.When configured by such software, a hardware component becomes a specific machine (or a specific component of a machine) that is independently tuned to perform the configured function, and is no longer a general-purpose processor. The decision to implement a hardware component mechanically, in a dedicated and permanently configured circuit, or in a temporarily configured circuit (e.g., configured by software) may be made based on cost and time considerations. Therefore, the term “hardware component” (or “hardware implementation component”) should be understood to encompass tangible entities that are physically constructed, permanently configured (e.g., hardwired), or temporarily configured (e.g., programmed) to operate in a particular way or to perform a particular operation as described herein. Considering the example of a hardware component being temporarily configured (e.g., programmed), each hardware component does not need to be configured or instantiated in time in any one instance. For example, if a hardware component includes a general-purpose processor configured by software to be a dedicated processor, the general-purpose processor may be configured as different dedicated processors (e.g., with different hardware components) at different times. Therefore, software may configure one or more specific processors, for example, to configure a particular hardware component at one point in time and different hardware components at different points in time. Hardware components can provide information to other hardware components and receive information from other hardware components. Therefore, the described hardware components can be considered to be communicatively coupled. When multiple hardware components exist simultaneously, communication can be achieved between two or more of the hardware components through signal transmission (e.g., through appropriate circuits and buses). In examples where multiple hardware components are configured or instantiated at different times, communication between such hardware components can be achieved, for example, by storing and retrieving information in a memory structure accessed by the multiple hardware components.For example, one hardware component may perform an operation and store the output of that operation in a memory device to which it is communicatively coupled. Further hardware components may then access the memory device to retrieve and process the stored output. Hardware components may also initiate communication with input or output devices and may operate on resources (e.g., a collection of information). Various operations of the exemplary methods described herein may be performed at least partially by one or more processors that are configured either temporarily (e.g., by software) or permanently to perform the operations in question. Whether configured temporarily or permanently, such processors may constitute a processor implementation component that operates to perform one or more operations or functions described herein. As used herein, “processor implementation component” refers to a hardware component implemented using one or more processors. Similarly, the methods described herein may be implemented at least partially by processors, and a particular one or more processors are examples of hardware. For example, at least some of the operations of the methods described herein may be performed by one or more processors 1004 or processor implementation components. Furthermore, one or more processors may also operate to support the execution of related operations as a “cloud computing” environment or “software as a service” (SaaS). For example, at least some of the operations may be performed by a group of computers (as an example of machines containing processors), and these operations may be accessible via a network (e.g., the internet) and one or more appropriate interfaces (e.g., APIs). The execution of certain operations may reside not only within a single machine but may also be distributed across processors that may be deployed across several machines. In some examples, a processor or processor implementation component may be located in a single geographical location (e.g., within a home environment, an office environment, or a server farm).In some cases, the processor or processor implementation components may be distributed across several geographical locations.

[0191] A "fast charger" can supply direct current (DC) power at high voltage and high amperage levels, and may include electric vehicle charging stations that typically supply charging power of 50 kW or more. These chargers may be designed to rapidly replenish electric vehicle batteries, significantly reducing charging time compared to low-power alternatives. For example, fast chargers may operate at voltage levels of 400-900 volts DC or higher.

[0192] The “drive unit” may include an assembly comprising an electric motor, an inverter, and associated control electronics used for propulsion and / or energy conversion of the electric vehicle. It may also include components such as motor windings, inverter switches, and capacitors, which can be reconfigured for different operating modes.

[0193] A "boost converter" can include any electrical circuit or system that can increase an input voltage to a higher output voltage. In the context of electric vehicle charging, it can refer to the reconfiguration of existing drive unit components to perform a voltage boosting function.

[0194] A "charging interface" may include any physical or electrical connection point designed to receive power from an external charging source. This may encompass charging ports, connectors, and associated circuitry for interfacing with various charging infrastructures.

[0195] The "controller" may include any electronic control unit, microprocessor, or computing system capable of managing and coordinating the operation of various vehicle systems. It may encompass functions related to power management, charge control, and system reconfiguration.

[0196] Open-circuit voltage (OCV) refers to the voltage measured between the terminals of a battery pack when it is not connected to a load or charge source. It represents the potential difference between the positive and negative terminals of the battery pack when it is idle.

[0197] In some examples, a "processor" may include one or more circuits or virtual circuits (e.g., physical circuits emulated by logic running on an actual processor) that manipulate data values ​​according to control signals (e.g., commands, opcodes, machine code, control words, macro instructions, etc.) and generate corresponding output signals applied to operate the machine. A processor may include, for example, a central processing unit (CPU), a reduced instruction set computing (RISC) processor, a composite instruction set computing (CISC) processor, a graphics processing unit (GPU), a digital signal processor (DSP), a tensor processing unit (TPU), a neural processing unit (NPU), a vision processing unit (VPU), a machine learning accelerator, an artificial intelligence accelerator, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), a radio frequency integrated circuit (RFIC), a neuromorphic processor, a quantum processor, or at least one of any combination thereof.

[0198] A processor can also be a multicore processor, having two or more independent processors (sometimes called "cores") capable of executing instructions simultaneously. A multicore processor includes multiple computing cores on a single integrated circuit die, each capable of independently executing program instructions in parallel. Parallel processing on a multicore processor can be implemented through architectures such as superscalar, VLIW (Very Long Instruction Word), vector processing, or SIMD, which allow each core to execute separate instruction streams simultaneously.

[0199] A processor can be emulated by software running on a physical processor, either as a virtual processor or a virtual circuit. A virtual processor can function like an independent processor, but it is implemented in software rather than hardware.

Claims

1. A drive unit including a motor and an inverter, A charging interface configured to receive power from an external charging source, A controller, wherein the controller is Determine the voltage level of the external charging source, The determined voltage is evaluated to determine whether it is insufficient for direct charging of the battery pack. Based on the determination that the voltage is insufficient for direct charging, the drive unit is configured to function as a boost converter. A controller is configured to use the drive unit to boost the voltage received from the external charging source, based on the fact that the aforementioned voltage is insufficient for direct charging, and to charge the battery pack with the boosted voltage. An electric vehicle charging system equipped with the following features.

2. The aforementioned controller, Determine whether the voltage determined above is sufficient for direct charging of the battery pack. The system according to claim 1, further configured to configure the drive unit for direct charging based on the determined voltage being sufficient for direct charging.

3. The system according to claim 1, wherein the motor winding of the motor is configured to function as an inductor in the boost converter.

4. The system according to claim 1, wherein configuring the drive unit to function as a boost converter includes configuring the inverter switch of the inverter to function as a switching element.

5. The system according to claim 1, wherein configuring the inverter switch of the inverter to function as a switching element includes configuring one side of the inverter to function as a contactor during high-voltage charging.

6. The system according to claim 5, wherein the charging interface is capable of receiving power from both a low-voltage charging source and a high-voltage charging source.

7. The aforementioned controller, The low-voltage charging source increases the voltage in order to charge the battery pack. The system according to claim 6, wherein the high-voltage charging source is configured to conduct charging current through the motor windings and inverter switch without boosting the voltage.

8. The system according to claim 1, further comprising an EMI filter and an X capacitor integrated within the drive unit.

9. The system according to claim 1, further comprising a DC link capacitor configured to function as an output capacitor for the boost converter.

10. The system according to claim 1, wherein the controller is further configured to maintain the high-voltage bus at the battery pack voltage during charging, enabling the auxiliary systems to operate at their optimal voltages.

11. A method for charging an electric vehicle, A step of determining the voltage level of the external charging source, The steps include comparing the determined voltage level with the threshold voltage required for direct charging of the battery pack, The steps include configuring the drive unit of the electric vehicle to function as a boost converter based on the determined voltage level being below the threshold voltage required for direct charging, The steps include using the configured drive unit to boost the voltage received from the external charging source, The steps include charging the battery pack with the boosted voltage, Methods that include...

12. The method according to claim 11, further comprising the step of configuring a charging system for direct charging based on the determined voltage level being equal to or greater than the threshold voltage required for direct charging.

13. The method according to claim 11, wherein the determination of the voltage level includes measuring electrical parameters at the charging port interface using a sensor integrated within the charging port assembly.

14. The method according to claim 11, wherein the drive unit includes an electric motor and an inverter, and the step of configuring the drive unit of the electric vehicle includes using the inductor of the inverter as a switching element and the motor winding of the electric motor as an inverter switch to boost the voltage received from the external charging source.

15. The method according to claim 11, further comprising the step of implementing an adaptive control strategy for an inverter switch during charging, wherein the adaptive control strategy dynamically adjusts the switching pattern based on charging conditions.

16. A step of boosting the voltage to charge the battery pack based on the external charging source that supplies power at a relatively low voltage, The steps include conducting a charging current through the motor winding and the inverter switch without boosting the voltage, based on the external charging source that supplies power at a relatively high voltage, The method according to claim 11, further comprising:

17. It is an electric vehicle, A propulsion system including an electric motor and a power inverter, A battery system including a battery pack and a battery management system, A charging system including a charging interface configured to receive power from an external charging source, A controller, wherein the controller is Determine the voltage of the external charging source, The determined voltage is evaluated to determine whether it is sufficient for direct charging of the battery pack. Based on the fact that the voltage is sufficient for direct charging, a charging system for direct charging is configured, Based on the fact that the voltage is insufficient for direct charging, at least one of the following is performed: configure the electric motor and at least one of the associated power inverters to function as a boost converter. Based on the fact that the voltage is insufficient for direct charging, the charging system includes a controller configured to use at least one of the electric motor and the associated power inverter to boost the voltage received from an external charging source and charge the battery pack with the boosted voltage, An electric vehicle equipped with [specific features / equipment].

18. The electric vehicle according to claim 17, wherein the controller is further configured to maintain a high-voltage bus at the battery pack voltage during charging, and at the determined voltage or near the voltage, the auxiliary system is enabled to operate.

19. The electric vehicle according to claim 17, further comprising an EMI filter and an X capacitor integrated within the propulsion system.

20. The electric vehicle according to claim 17, wherein the charging system is compatible with both even and odd module battery configurations, and the controller is further configured to adjust the voltage boost level based on the determined battery pack configuration.

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