Three-in-one converter integrating solar PV DC / DC, low voltage DC / DC, and high voltage DC / dc

Abstract

The disclosure provides a system (100) operating in at least two modes of operation (M1, M2, M3, M4) based on an input (12). The system (100) is supported by a vehicle and includes an input (12) receiving input data from one or more sensors (14); a motor (110); and an inverter (120) connected to the motor (110). The system also includes an inverter DC-link capacitor (124) connected to the inverter (120). The system also includes a DC-DC converter having an isolated DC-DC Triple active bridge (TAB) (130) with three bridges (132). A first bridge (132a) connected to the DC-link capacitor (124), a second bridge (132b) connected to a buck converter (137), and a third bridge (132c) connected to a high voltage (HV) battery (140). The system also includes a solar photovoltaic (PV) input (170) positioned between the buck converter (137) and the second bridge (132b).

Description

Three-In-One Converter Integrating Solar PV DC / DC, Low Voltage DC / DC, And High Voltage DC / DCTECHNICAL FIELD

[0001] The disclosure relates to a three-in-one converter that integrates solar PV DC / DC, low voltage DC / DC, and high voltage DC / DC for electric vehicle applications.BACKGROUND

[0002] Electric vehicles (EVs) or battery electric vehicles are used to describe automobiles powered by one or more electric motors using energy stored in one or more rechargeable energy storage units such as batteries or other electricity storage devices such as supercapacitors. EVs have one or more complex networks of power electronics where each includes converters, inverters, and control systems. Each complex network of power electronics converts and manages electrical energy to drive the vehicle, charge the vehicle battery, and ensure overall system efficiency. To fulfill such functionalities, various power electronics subsystems, packaged individually, are found under the EV hood. Some EVs support solar panels that may provide power to one or more subsystems of the vehicle.

[0003] Patent Application Publication No. 2022 / 0194238 relates to a vehicle battery charging system that includes a main battery, an auxiliary battery, an integrated converted that includes high voltage charging device that supplies power to the main battery and a low voltage charging device that supplies power to the auxiliary battery, a solar cell that converts sunlight into electric energy, a solar cell converter that converts an output of the solar cell into a voltage corresponding to an intermediate DC link voltage which is further stepped down to a voltage of the auxiliary battery, and a switching device that switches between the integrated converter and external power and the integrated converter and the solar cell. The switching device connects the integrated converter and the solar cell in a solar cell only charging mode in which the auxiliary battery is charged by the solar cell.

[0004] Patent Application Publication No. 2022 / 0194238 relates to a solar energy based mobile EV fast charger system that includes a mobile EV fast charger system installed in a service track for providing EV charging service and a stationary solarenergy generation system located in the charging station as power source for recharging mobile on-board storage battery, offers EV charging services for EVs where they are stranded on the road or in a remote area.

[0005] Although several EVs support solar panels, there is a need for a system that functionally and electrically integrates several independent power conversion systems into one box and supports the power from solar panels.SUMMARY

[0006] One aspect of the disclosure provides a system supported by a vehicle, such as an EV vehicle. The system operates in at least two modes of operation based on an input. The system includes: an input for receiving input data from one or more sensors; a motor; an inverter connected to the motor; and an inverter DC-link capacitor connected to the inverter. The system also includes a DC-DC converter having an isolated DC-DC Triple active bridge (TAB) with three bridges. A first bridge is connected to the DC-link capacitor, a second bridge is connected to a buck converter, and a third bridge is connected to a high voltage (HV) battery. The system also includes a solar photovoltaic (PV) input positioned between the buck converter and the second bridge. The PV input receives power from a PV system supported by the vehicle. The DC-DC converter is configured to transfer power between a grid, a low voltage (LV) load, the PV system, and the HV battery based on the mode of operation.

[0007] Implementations of the disclosure may include one or more of the following optional features. In some implementations, the PV system includes a PV panel for converting sunlight into electrical energy and a boost converter for regulating a voltage of the electrical energy.

[0008] In some examples, the buck converter is bidirectional and is configured to step down the power before being received by the LV load and to step up the power being outputted by the LV load.

[0009] During a first mode of operation: the vehicle is moving, and the LV load receives power simultaneously from the HV battery and the PV system. During a second mode of operation: the system is connected to an alternating voltage source while the vehicle is in a parked position. In addition, during the second mode of operation, themotor and the inverter behave as a two-phased interleaved PFC circuit to convert alternating power from the alternating voltage source to direct power; and the LV load receives power simultaneously from the PFC circuit and the PV system.

[0010] During a third mode of operation: the system is connected to a direct voltage source, and the motor and the inverter behave as a two-phased interleaved boost converter circuit to boost direct power from the direct voltage source. In addition, during the third mode of operation, the HV battery receives power from the two-phased interleaved boost converter circuit, and the LV load receives power simultaneously from the HV battery the PV system. During a fourth mode of operation: the vehicle is in a stopped position, and the PV system sends power to the LV load, the HV battery, or both.

[0011] In some implementations, the system further includes a controller configured to: monitor a state-of-charge of the HV battery and a state-of-charge of the LV load, optimize a power output of the PV system, and determine the power transfer between the grid, the low voltage load, the PV system, and the high voltage battery based on the state- of-charge of the HV battery and a state-of-charge of the LV load.

[0012] Another aspect of the disclosure provides a method of operating a system in at least one of two modes of operation based on an input to the system. The system is supported by an electric vehicle (EV). The method includes receiving input data from the input. The input data includes at least one of voltage sensor data, current sensor data, and vehicle motion sensor data. When the input data is indicative of the EV being in a driving status, the method includes executing a first mode of operation causing an LV load to receive power simultaneously from an HV battery supported by the EV and from a PV system. When the input data is indicative of the EV being connected to an alternating voltage source, the method includes executing a second mode of operation causing a motor and an inverter supported by the EV to behave as a two-phased interleaved PFC circuit to convert alternating power from the alternating voltage source to direct power. During the second mode of operation, the LV load receives power from the PFC circuit and the PV system 300.

[0013] In some implementations, when the input data is indicative of the EV being connected to a direct voltage source, the method includes executing a third mode of operation causing the motor and the inverter to behave as a two-phased interleaved boostconverter circuit to boost direct power from the direct voltage source. During the third mode of operation, the LV load receives power from the PFC circuit and the PV system 300.

[0014] In some examples, when the input data is indicative of the EV being in a stopped status, the method includes executing a fourth mode of operation causing the LV load to receive power from the HV load, the PV system, or both simultaneously. The modes of operation are mutually exclusive.

[0015] In some implementations, the method further includes monitoring, at a controller supported by the EV, a state-of-charge of the HV battery and a state-of-charge of the LV load; optimizing, at the controller, a power output of the PV system; and determining, at the controller, the power transfer between a grid, the low voltage load, the PV system, and the high voltage battery based on the state-of-charge of the HV battery and a state-of-charge of the LV load.

[0016] The details of one or more implementations of the disclosure are set forth in the accompanying drawings and the description below. Other aspects, features, and advantages will be apparent from the description and drawings, and from the claims.DESCRIPTION OF DRAWINGS

[0017] FIG. 1 is a schematic view of an exemplary system supported by an electric vehicle having a PV panel.

[0018] FIGS. 2A and 2B are schematic views of the exemplary system supported by the electric vehicle shown in FIG. 1.

[0019] FIG. 3 is a schematic view of an exemplary circuit of the system of FIG. 1.

[0020] FIG. 4 is a schematic view of the circuit shown in FIG. 3 during a first mode of operation.

[0021] FIG. 5 is a schematic view of the circuit shown in FIG. 3 during a second mode of operation.

[0022] FIG. 6 is a schematic view of the circuit shown in FIG. 3 during a third mode of operation.

[0023] FIG. 7 is a schematic view of the circuit shown in FIG. 3 during a fourth mode of operation.

[0024] FIG. 8 is a schematic view of an exemplary arrangement of operations for a method of operating the system of FIGS. 1-7.

[0025] Like reference symbols in the various drawings indicate like elements.DETAILED DESCRIPTION

[0026] The disclosure provides a highly integrated system 100, shown in FIG. 1-2B, having a cost-effective approach to charging low voltage (LV) and high voltage (HV) batteries using solar photovoltaic (PV) systems, without the need for an additional DC- DC converter. The system 100 integrates Solar PV charging functionalities into one onboard charger (OBC) package. The same three-port transformer is employed to achieve isolation in the transmission of power from the grid to the high-voltage (HV) battery and low-voltage (LV) battery, from the solar PV source to the HV battery and LV load, and from the HV battery to the LV load. The system 100 also allows for solar PV power to be transmitted to the intermediate DC link of a second port P2 through a boost converter running in CCM (continuous conduction mode).

[0027] In some examples, the system 100 is a high voltage electronics box that functionally and electrically integrates several sub-systems of the vehicle 10. The system 100 includes independent power conversion sub-systems each supporting several electronics of a battery electric vehicle (BEV) 10. The system 100 supports an 800 Volt vehicle architecture, single or dual motor drives, single / split phase AC charging, DC boost charging, and LV (low voltage) DC-DC. In other words, the system 100 includes several power electronics conversion sub-systems that are part of the system 100, i.e., the HV electronics box, resulting in reduced size, cost, and weight of power electronics converters in the BEV 10 by having a single integrated system 100. In addition, the system 100 also supports a PV source 300 integration.

[0028] The system 100 integrates the following high voltage power electronics: traction inverter, on-board charger (OBC), DC boost charger, and high voltage (HV) to low voltage (LV) DC-DC converter. The traction inverter is essential to the system 100 since it converts a direct current (DC) supply from the vehicle’s batteries into analternating current (AC) output. The OBC, e.g., including AC charging circuits, converts AC power from external sources, such as residential outlets, to DC power that is used to charge the vehicle’s battery pack. The DC Boost Charger converter steps up the voltage while stepping down the current from its input (supply) to its output (load). For example, the DC boost charger can boost the voltage from 400V to 800V. In addition, the LV DC- DC converter provides power flow from a high voltage, such as 800V, to a low voltage, such as 12V. The benefits of the system 100 include having the OBC and traction inverter within one package; bidirectional AC and DC Boost charging utilizing inverter power module and motor winding; significant device volume and cost reduction; and following the automotive industry high integration trend. Additionally, the system 100 utilizes motor winding of the traction motor for AC and DC boost charging, without any modification to the conventional Y connected three phase motor. In some examples, the system 100 provides dual bank configuration for AC and DC boost charging resulting in scalable charging power.

[0029] The system 100 includes several levels of integration. A first level of integration includes a traction inverter and a PFC converter where all the inverter switches are reused to realize a single / split phase PFC converter for charging. Secondly, for the DC boost charging from 400 V DC source to 800 V DC, the same inverter switches are used to achieve an interleaved DC boost converter operating in continuous conduction mode. Thirdly, the magnetic integration where both HV DC-DC and LV DC- DC isolation is provided by a single three-port transformer. Additionally, and in some examples, motor windings are utilized as the PFC coil and the boost inductor, thus, further reducing the magnetic requirement. Lastly, the system integrates a PV system for charging LV loads and / or HV battery. As such, the system 100 provides a significant volume and cost reduction.

[0030] The system 100 includes a controller 102 having a computing device (or processor) 104 (e.g., central processing unit having one or more computing processors) in communication with non-transitory memory 106 (e.g., a hard disk, flash memory, random-access memory) capable of storing instructions executable on the computing processor(s) 104. The controller 102 allows for advanced control to regulate the direction and amount of power flow within the system 100. In some examples, the controller 102executes a method for determining a mode of operation Ml , M2, M3, M4 of the system 100 based on one or more inputs 12. In some examples, the input 12 includes sensor data from one or more sensors 14 indicative of the vehicle motion, i.e., speed, angular speed, position, etc. The sensors 14 may include an inertial measurement unit (IMU) configured to measure the vehicle’s linear acceleration (using one or more accelerometers) and rotational rate (using one or more gyroscopes). Additionally, the sensors 14 may include voltage and current sensors to determine if the vehicle 10 is being charged and the type of charging input (e.g., AC or DC).

[0031] Referring to FIGS. 1-3, the system 100 supports an 800V BEV and includes a motor 110, a traction inverter 120, and a three port DC-DC converter 130. As can be seen in FIG. 2B, in some examples, the system 100 includes two motors 110, 110a, 110b two traction inverters 120, 120a, 120b, and two DC-DC converters 130, 130a, 130b. By having dual modules, the system 100 can increase maximum charging power, increase the system reliability by fulfilling system redundancy requirements, and increase charging performance at partial load. The system 100 may be adjusted and reconfigured to accommodate several vehicle architectures and requirements.

[0032] FIG. 3 shows the system 100 having at least two traction motors 110, 110a, 110b. In this case, each traction motor 110, 110a, 110b is a conventional three-phase Y- connected motor. A traction motor 110 is used to convert stored electrical energy (e.g., from a HV battery 140, i.e., 800V) to mechanical energy causing the vehicle 10 to move. In some examples, the traction motor 110 requires AC power to operate, as such a traction inverter 120 is used to convert the DC power from the battery source i.e., HV battery 140, into a three-phase AC power. In some examples, the two motors 110 are a front traction motor 110a, and a rear traction motor 110b of a dual-motor BEV or two rear motors of a quad-motor and tri-motor BEV. The two motors may have other configurations.

[0033] In some examples, the system 100 includes two traction inverters 120, a first traction inverter 120a and a second traction inverter 120b. The traction inverter 120 is configured to convert a DC supply from the HV battery 140 into an AC current for the motors 110. In some examples, the traction inverters 120 are a front traction inverter and a rear traction inverter. In some examples, the inverter 120 is a 3-phase power module.Each traction inverter 120 includes six switches 122 configured to switch the voltage and current from high-voltage battery on and off to create the AC drive for the motor 110. In some examples, the switches are a MOSFET or IGBT. Each traction inverter 120 is electrically connected to an inverter DC-link capacitor 124. The DC-link capacitor 124 is configured to smooth out and steady DC voltage to protect the traction inverter 120 by absorbing sudden voltage increases. In some examples, the first traction inverter 120a is connected to a first DC-link capacitor bank 124a, and the second traction inverter 120b is connected to a second DC-link capacitor bank 124b.

[0034] In some implementations, the system 100 includes two DC-DC converters 130, 130a, 130b where each DC-DC converter includes an isolated DC-DC Triple active bridge (TAB). Each TAB 130, 130a, 130b includes three H-bridges 132 interlined using a three-port transformer 134, e.g., a three winding high frequency transformer (HFT). In some examples, a serial resonant converter or a combination of the TABs 130 and serial resonant converter may be used instead of the two TABs 130 shown. Each TAB 130 includes three ports. A first port Pl is electrically connected to the DC-link 124, a second port P2 is electrically connected to a HV battery 140, and a third port P3 is electrically connected to an LV load 150 and to the PV Panel 300. The three ports Pl , P2, P3 are electrically isolated via the three-port transformer 134. Each DC-DC converter 130, 130a, 130b includes a HV DC-DC converter 136 and an auxiliary power modules (APM) 138, 138a, 138b.

[0035] The system 100 also includes the HV battery 140, such as an 800V battery and the one or more LV loads 150, 150a, 150b. The HV battery 140 is a rechargeable energy storage that supplies power to the traction motor 110 of the vehicle 10 when the HV battery 140 is charged. The HV battery 140 is charged from the grid connected to the vehicle 10 during a charging state by way of the HV DC-DC converter 136. In some examples, the voltage of the HV battery 140 at the second port P2 is determined by a battery state-of-charge (SOC) which represents the percentage of charge remaining in the HV battery 140 and may be determined by way of several methods. Several methods may be used, including, but not limited to the Coulomb Counting Method which is also referred to as the Ampere-Hour counting and current integration which relies on battery current readings mathematically integrated over a usage period to calculate the SOCvalue. Tn some examples, the voltage V of the HV battery 140 is measured by a voltage sensor. The LV load 150 is used to power vehicle devices such as, but not limited to 12V Battery, battery disconnects, etc. In some examples, the LV load 150 is 400V for powering auxiliary loads such as the heating-ventilation-air conditioning (HVAC). In some examples, the voltage of the LV load 150 is also determined by a battery SOC at the third port P3. The LV load 150 is connected to a buck converter 137 that regulates the voltage of the LV load 150.

[0036] The system 100 also includes a first relay SDC+ and a second relay SDC-. A relay is an electrically operated switch that commonly uses a coil to operate its internal switching mechanism. The relay includes a normally open (NO) terminal, a normally closed (NC) terminal, and a common terminal. In some examples, each DC-link 124 may be electrically connected to the normally open (NO) terminal of each relay SDC+, SDC- which is in turn electrically connected to the HV battery 140. In this case, when the relay SDC+, SDC- is not powered, then the circuit to the HV battery 140 is open, while when the relay SDC+, SDC- is powered, then the circuit to the HV battery 140 is closed and power flows to the HV battery 140. In other examples, each DC-link 124 may be electrically connected to the normally closed (NO) terminal of each relay SDC+, SDC- which is in turn electrically connected to the HV battery 140. In this case, when the relay SDC* , SDC- is powered, then the circuit to the HV battery 140 is open, while when the relay SDC+, SDC- is not powered, then the circuit to the HV battery 140 is closed and power flows to the HV battery 140. In some examples, switches may be used instead of the relays SDC+, SDC-.

[0037] Additionally, the system 100 includes a third Relay SPIA and a fourth relay SPIB. The third Relay SPIA is electrically connected between the TAB primary H bridge 132a and the transformer 134 in the first TAB 130, 130a, i.e., the first APM 138a. The fourth relay SPIB is electrically connected between the TAB primary H bridge 132a and transformer 134 in the second TAB 130, 130b, i.e., the second APM 138b. The third relay SPIA and the first relay SPIB are closed during the AC charging mode to allow power flow from the DC-link 124 to the HV battery 140 and the LV load 150; and remain open during the traction and DC boost charging mode. The system 100 also includes a fifth relay SMA and a sixth relay SMB. The fifth relay SMA is electrically connected to one of the three phases in the first motor 110, 110a, and the sixth relay SMB is electrically connectedto one of the three phases in the second motor 1 10, 1 10b. Relay SMA and SMB are closed during the traction mode, to allow power flow from the inverters 120, 120a, 120b to the traction motor 110, 110a, 110b; and remain open during the AC and DC charging modes to allow power to flow from the charging input 12 to the HV battery 140. The controller 102 controls the relays based on the inputs 12 causing the system 100 to adjust its behavior and function and execute one of the modes of operation Ml, M2, M3.

[0038] In some examples, the system 100 connects to a Power Distribution Unit (PDU) box 160 supported by the vehicle 10. The PDU 160 has relays and busbars that connect to the vehicle charging connectors. The PDU 160 distributes the power from the charging station 200 to the vehicle components based on the charging mode (AC or DC).

[0039] The system 100 is also connected to a PV system 300 having PV panels 310 and a boost converter 320. The PV panel 310 converts sunlight into electrical energy. The PV panel 310 includes multiple PV cells connected together, where the PC cells are sandwiched between protective materials in a combination of glass and / or plastics. In some examples, the PV panel 310 is mounted on the roof of the vehicle 10 or is integrated in the vehicle roof. The boost converter 320 regulates a voltage of the PV Panel 310. The DC-DC converter 320 may be configured as a buck converter, boost converter, or buck-boost converter. The choice of converter topology is determined by the output voltage range of the PV panel 310 and the voltage range required by the load that the panel powers.

[0040] In some examples, an input electromagnetic interference (EMI) filter (not shown) may be electrically connected between the 240VAC split phase / 120VAC single phase AC grid input 12 and the motor 110. The EMI filter protects the electronics within the system 100 from damage caused by high levels of radiation emitted by other electronic equipment. Additionally or alternatively, in some examples, an output EMI filter (not shown) may be electrically connected between the LV load 150, i.e., third port of the TAB 132c, 130 and the HV battery 140 i.e., second port of the TAB 132c, 130.

[0041] Modes of Operation

[0042] The system 100 is configured to operate under four mutually exclusive modes of operations; a first mode of operation Ml (system 100-M1 shown in FIG. 4), a second mode of operation M2 (shown in FIG. 5), a third mode of operation M3 (system 100-M3shown in FIG. 6), and a fourth mode of operation M4 (shown in FIG. 7). The four modes of operation Ml, M2, M3, M4 of the system 100 are associated with four functionalities: (i) dual traction drives, (ii) single / split phase AC charging, (iii) APM for converting the high voltage from the HV battery 140 down to the LV load 150, and (iv) DC boost charging, all while connected to the PV system 300.

[0043] First Mode of Operation: Traction Mode

[0044] FIGS. 3 and 4 illustrate the system 100-M1 operating in the first mode of operation Ml. When the controller 102 detects that the input data from the input 12 is indicative of the vehicle 10 moving, i.e., driving condition, for example, from one or more sensors supported by the vehicle 10, then the controller 102 executes the first mode of operation Ml. The first mode of operation Ml is only available and can only be executed when the vehicle 10 is in a driving condition. During the first mode of operation Ml, the system 100 utilizes the HV battery 140 to charge and / or supply power to the LV load 150 and to supply power to the traction motor 110 simultaneously. In addition, the PV Panel 310 also supplies power to the LV load 150 through the boost converter 320. As such, the LV load 150 receives power simultaneously from both the HV battery 140 and the PV panel 310.

[0045] The traction inverter 120 and the DC-Link capacitor 124, together operate as a 2-level voltage source inverter which modulate the DC power from the HV battery 140 to AC power to drive the motors 110, 110a, 110b. The TAB 130 is reconfigured as a Dual Active Bridge (DAB) converter formed by the second port 2 and third port 3 H-bridges 132, 132b, 132c. Therefore, during the first mode of operation Ml the HV battery 140 simultaneously charges the LV load 150, 150a, 150b through the DAB converterl32, 132b, 132c.

[0046] Furthermore, during the traction mode Ml, the first and second relays SDC+, SDC- of the system 100-M1 are closed to connect the HV battery 140 to the two DC-links 124, 124a, 124b of the two parallel traction inverters 120, 120a, 120b. The transformer 134 is galvanically connected the HV battery 140 (Port 2), and LV load 150 (e.g., LV battery or load) (Port 3). The third relays SPIA and the fourth relay SPIB from the top and bottom banks are disconnected i.e., open during the traction mode Ml to prevent circulating current in the Port 1 H-Bridge which could damage the switches in port 1132a, and the DC-link capacitors 124. This allows the power to flow from the HV battery 140 to charge the LV load 150 during the first mode of operation Ml of the system 100A-M1. Also, the fifth relay SMA and a sixth relay SMB are also closed to close the circuit when the system 100 is not connected to the PDU 160. In some implementations, the charging operation of the LV load 150 is determined by the SOC of the LV load 150. When the LV load 150 is fully charged (i.e., 100% SOC), the PV Panel 310 stops sending power to the LV load 150 via controlling the Boost Converter 320. For example, the switches in the boost converter 320 are not modulated, and are in the off state. This will block any power flow from the PV panel 310, to the second port P2.

[0047] Second Mode of Operation: AC Charging Mode

[0048] FIGS. 3 and 5 illustrate the system 100-M2 operating in the second mode of operation M2. When the controller 102 detects that the input data from the input 12 is indicative of the vehicle 10 being charged by an alternating voltage source 200, such as 240VAC split phase / 120VAC single phase grid, then the controller 102 executes the second mode of operation M2. The second mode of operation M2 is only available and can only be executed when the vehicle 10 is parked and being charged by a 240VAC split phase / 120VAC single phase grid, i.e., the input 12 is 240VAC split phase or 120VAC single phase. During the second mode of operation M2 the motor 110 and the switches 122 of the inverters 120 operate as a two-phase interleaved PFC (power factor correction) circuit configuration 180. As shown, relays SMA, SMB, SDC+, and SDC- are open, and relays SPIA, SPIB are closed. Each of the traction inverters 120 includes three phase legs with six switches that behave as the two-phase interleaved Totem Pole PFC circuit. Two of the inverter phase legs operate as the PFC high frequency phase legs, which operates in high switching frequency; the third inverter phase leg operates as the PFC low frequency phase leg, which operates in the grid frequency (50 / 60Hz). The motor winding inductance 112 is utilized as the PFC boost coil. The PFC circuit 180 converts the AC grid voltage into DC voltage to charge the HV battery 140 and the LV load 150. In addition, the PFC circuit 180 also regulates the input power factor and current THD (Total Harmonic Distortion) to comply with the given standards. The PFC circuit 180, being a combination of the motor 110 and the traction inverter 120, eliminates the need for PFC coils, and PFC switches, utilizing the motor winding inductance 112 and tractioninverter power module switches 122 to achieve significant power device reduction; Bidirectional power flow; and Dual bank configuration to fully utilize maximum charging power and fulfil system redundancy requirement. Moreover, during the second mode of operation M2, the PV panel 310 supplies power to the LV load 150 through the boost converter 320. As such, the LV load 150 receives power simultaneously from both the AC grid and the PV panel 310.

[0049] The integration of the OBC and APM utilizes the TAB converter 130 and three-port transformer 134. The TAB 130 transfers the DC bus power to charge the HV battery 140 and LV load 150 (e.g., step down voltage) simultaneously, and the three-port transformer 134 provides galvanic isolation between the AC input 12, HV battery 140, and LV load 150. The dual bank configuration provides redundancy, which is required by some EV manufacturers. Furthermore, the TAB converter 130 also enables reverse power operation for vehicle -to-everything (V2X).

[0050] Similar to the first mode of operation Ml, the charging operation of the LV load 150 is determined by the SOC of the LV load 150. The PV Panel 310 stops sending power to the LV load 150 via the Boost Converter 320, when the LV load 150 is fully charged (i.e., 100% SOC),

[0051] Third Mode of Operation: DC charging in boost mode

[0052] FIGS. 3 and 6 illustrate the system 100-M3 operating in the third mode of operation M3. When the controller 102 detects that the input data of the input 12 is indicative of the vehicle 10 being charged by a DC voltage source, such as a 400 V DC charging station 200, then the controller 102 executes the third mode of operation M3. The third mode of operation M3 is only available and can only be executed when the vehicle 10 is parked and being charged by a DC charging station 200, i.e., the input 12 is 400V DC. The DC boost charging functionality allows the 800 V battery 140 to be charged with a legacy 400 V DC fast charger. In this mode, relays SMA, SMB, SPIA, and SPIB are open, whereas SDC+, SDC- are closed.

[0053] During the third mode of operation M3, the motor 110 and the two-phase legs (four switches) 122 of the inverter 120 operate as a dual interleaved boost converter 190. Since a basic boost converter converts a DC voltage to a higher voltage, the behavior of the circuit as a dual interleaved boost converter 190 reduces the inductor ripple currentwhich in this case is the motor winding and output voltage ripple of the DC-link capacitor 124. Additionally, utilizing traction inverter power module switches 122 achieves significant power device reduction. The windings 112 of the motor 110 are utilized by the interleaved boost converter 190 such that phase U of each motor 110 is connected in series with phases V and W to form two interleaved branches of the DC boost converter 190, which operates in continuous conduction mode (CCM) mode. This configuration can be added to any existing e-drive platform design with the minimum modification. In addition, the dual bank 124 configuration achieves high power charging.

[0054] During this operating mode, i.e., third mode of operation M3, the output voltage of the electric vehicle supply equipment (EVSE) 200, i.e., the input 12, is boosted up to the HV battery voltage. In other words, the 400 V DC input 12 is boosted up to 800 V to charge the 800 V HV battery 140. The dual-bank configuration of the DC boost converter 190 provides redundancy and enables higher DC charging power. The first port Pl H-bridge that connects to the DC-link 124 of the TAB 130 is disconnected in the third mode of operation M3 by opening relays SPIA and SPIB, and HV battery 140 (Ports 3) and the LV load 150 (Port 2) are galvanically connected through a Dual Active Bridge (DAB) 134 circuit. This allows the LV load 150 to be charged during the DC boost charging mode by the HV battery 140. As shown, only 4 switches 122 are being used due to the DC-DC topology. Additionally, a boost connection 162 is connected to the negative input of the DC charging station, enabling the return of the charging current to the station, thereby completing the circuit.

[0055] During this third mode of operation M3, the HV battery 140 charges the LV load 150, 150a, 150b through the DAB converter 132, 132b, 132c, and the PV panel 310 also charges the LV load 150 through the boost converter 320. As such, the LV load 150 receives power simultaneously from both the HV battery 140 and the PV panel 310.

[0056] In some examples, the system 100 checks the SOC of the LV load 150, and when the LV load 150 is fully charged, i.e., SOC is at 100%, then the LV load 150 will no longer receive power from either the HV battery 140 or the PV panel 310. The system 100 may also have one or more limitations relating to how the LV load 150 is charged. For example, if the SOC of the HV battery 140 is less than a predetermined percentage, such as, but not limited to 50%, then the LV load 150 is charged by the PV panel 310until the SOC of the HV battery 140 reaches the predetermined percentage. Once the SOC of the HV battery 140 is at the predetermined percentage, then the HV battery 140 simultaneously charges the LV load 150 with the PV panel 310.

[0057] Fourth Mode of Operation: Vehicle Idling

[0058] FIGS. 2 and 7 illustrate the system 100-M4 operating in the fourth mode of operation M4. When the controller 102 detects that the input data from the input 12 is indicative of the vehicle 10 being in idle position, i.e., the vehicle 10 is parked or stopped at a traffic light, then the controller 102 executes one of the fourth mode of operation M4. The fourth mode of operation M4 includes three sub-modes of operation M4.1, M4.2, M4.3, and is only available and can only be executed when the vehicle 10 is stopped or in idle position. During a first sub-mode M4.1 the PV Panel 310 charges the HV Battery 140 through the DAB converter 132, 132b, 132c. During a second sub-mode M4-2, the PV panel 310 charges the LV load 150. While during a third sub-mode 4.3, the PV panel 310 charges both the HV battery 140 and the LV load 150 simultaneously.

[0059] The system 100 determines which sub-mode of operation M4.1, M4.2, M4.3 to execute based on the SOC of the HV battery 140 and the SOC of the LV load 150. For example, when the LV load 150 is fully charged, i.e., SOC is at 100%, then sub-mode M4.1 is executed causing the PV panel 310 to charge the HV battery 140 only. When the HV Battery 140 is fully charged, i.e., SOC is at 100%, then the second sub-mode M4.2 is executed causing the PV Panel 310 to charge the LV load 150 only. Finally, when both the HV battery 140 and LV load 150 are not fully charged, i.e., neither the SOC of the HV battery 140 or the SOC of the LV load 150 is at 100%, then the third sub-mode M4.3 is executed causing the PV Panel 310 to charge both the HV battery 140 and the LV load 150. In some examples, when both the HV battery 140 and LV load 150 are not fully charged, the system 100 might prioritize which one to charge first based on the SOC value of each of the HV battery 140 and LV load 150.

[0060] Mode 4,1: HV Battery charging

[0061] During the first sub-mode M4.1, power from the solar PV panel 310 is used to charge the HV battery 140. During daytime, when solar power is available and the HV battery 140 is not being charged from the AC grid 200, the power from the PV panel 310 is transferred to the HV battery 140 through the third port P3. The power from the PVpanel 310 is boosted at the boost converter 320 then connected to the intermediate DC bus voltage. In some examples, the intermediate DC bus voltage is 48V.

[0062] The H bridge 132, 132b of the third port P3 then transfers the solar power and step up the voltage level from a low voltage to a high voltage equivalent to the voltage of the HV battery 140. The power transfer is realized by way of the three-port transformer 134, which is connecting the input of the PFC circuit 180 at the first port Pl and the input of the HV battery 140 at the second port P2. The secondary bridge of the second port P2 provides active rectification to the power and transfers the energy to HV battery 140. The voltage of the HV battery 140 may vary based on the SOC of the HV battery 140. While the PV panel 310 is charging the HV battery 140, the transformer 134 provides galvanic isolation between the LV battery 150 to the HV battery 140, and between the solar PV 300 to the HV battery 140.

[0063] Mode 4,2: LV load charging

[0064] During the second sub-mode M4.2, power from the PV panel 310 is transferred to the LV load 150. The solar input from the boost converter 320 is connected to the intermediate voltage bus. This intermediate bus voltage acts as an input for the DC- DC buck converter 137 to further step down to the voltage to the level of LV load 150 with nominal voltage as 12V. The voltage level of the LV load 150 may vary between a minimum voltage and a maximum voltage which depends upon the SOC level of low voltage battery. The LV buck converter 137 is bidirectional. The solar power is finally delivered to LV load 150 after going through the buck converter 137.

[0065] Mode 4.3 HV and LV load charging

[0066] During the third sub-mode M4.3, power from the PV panel 310 is transferred to the LV load 150 and to the HV battery 140. In other words, the third sub-mode M4.3 is a combination of the first sub-mode M4.1 and the second sub-mode M4.2

[0067] In some implementations, the controller 102 executes control techniques to optimize the power output of the PV panel 310. Such techniques, may include, but are not limited to, MPPT (Maximum Power Point Tracking) that continuously adjusts the operating conditions of the PV panel 310 to maintain the maximum output power. The voltage and current at this point can vary depending on environmental conditions likesunlight intensity and temperature. MPPT control algorithms track the maximum power point by varying the electrical load or adjusting the operating voltage of the solar panels.

[0068] FIG. 8 provides an example arrangement of operations for a method 800 for operating the system 100 described in FIGS. 1-7 in at least one of two modes of operation Ml, M2, M3, M4 based on an input 12 to the system 100. The system 100 is supported by an EV 10. At block 802, the method 800 includes receiving input data from the input 12. The input data includes at least one of voltage sensor data, current sensor data, and vehicle motion sensor data. At block 804, when the input data is indicative of the EV 10 being in a driving status, the method 800 includes executing a first mode of operation Ml causing a LV load 150 to receive power simultaneously from a HV battery 140 supported by the EV 10 and from a PV system 300. Additionally, at block 806, when the input data is indicative of the EV 10 being connected to an alternating voltage source, the method 800 includes executing a second mode of operation M2 causing a motor 110, 110a, 110b and an inverter 120, 120a, 120b supported by the EV 10 to behave as a two- phased interleaved PFC circuit 180 to convert alternating power from the alternating voltage source to direct power. During this mode of operation, the LV load 150 receives power from the PFC circuit 180 and the PV system 300.

[0069] In some implementations, when the input data is indicative of the EV 10 being connected to a direct voltage source, the method 800 includes executing a third mode of operation M3 causing the motor 110, 110a, 110b and the inverter 120, 120a, 120b to behave as a two-phased interleaved boost converter circuit 190 to boost direct power from the direct voltage source. During this third mode of operation M3, the LV load 150 receives power from the PFC circuit 180 and the PV system 300.

[0070] In some examples, when the input data is indicative of the EV 10 being in a stopped status, the method 800 includes executing a fourth mode of operation M4 causing the LV load 150 to receive power from the HV load 140, the PV system 300, or both simultaneously. The modes of operation Ml, M2, M3, M4 are mutually exclusive.

[0071] In some implementations, the method 800 further includes monitoring, at a controller supported by the EV 10, a state-of-charge of the HV battery 140, and a state - of-charge of the LV load 150. The method 800 also includes optimizing, at the controller 102, a power output of the PV system (300); and determining, at the controller (102), thepower transfer between a grid, the low voltage load 150, 150a, 150b, the PV system 300, and the high voltage battery 140 based on the state -of-charge of the HV battery 140 and a state-of-charge of the LV load 150.

[0072] Various implementations of the systems and techniques described here can be realized in digital electronic circuitry, integrated circuitry, specially designed ASICs (application specific integrated circuits), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include implementation in one or more computer programs that are executable and / or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, coupled to receive data and instructions from, and to transmit data and instructions to, a storage system, at least one input device, and at least one output device.

[0073] These computer programs (also known as programs, software, software applications or code) include machine instructions for a programmable processor, and can be implemented in a high-level procedural and / or object-oriented programming language, and / or in assembly / machine language. As used herein, the terms “machine -readable medium” and “computer-readable medium” refer to any computer program product, apparatus and / or device (e.g., magnetic discs, optical disks, memory, Programmable Logic Devices (PLDs)) used to provide machine instructions and / or data to a programmable processor, including a machine-readable medium that receives machine instructions as a machine-readable signal. The term “machine-readable signal” refers to any signal used to provide machine instructions and / or data to a programmable processor.

[0074] Implementations of the subject matter and the functional operations described in this specification can be implemented in digital electronic circuitry, or in computer software, firmware, or hardware, including the structures disclosed in this specification and their structural equivalents, or in combinations of one or more of them. Moreover, subject matter described in this specification can be implemented as one or more computer program products, i.e., one or more modules of computer program instructions encoded on a computer readable medium for execution by, or to control the operation of, data processing apparatus. The computer readable medium can be a machine-readable storage device, a machine-readable storage substrate, a memory device, a composition of matter effecting a machine-readable propagated signal, or a combination of one or moreof them. The terms “data processing apparatus”, “computing device” and “computing processor” encompass all apparatus, devices, and machines for processing data, including by way of example a programmable processor, a computer, or multiple processors or computers. The apparatus can include, in addition to hardware, code that creates an execution environment for the computer program in question, e.g., code that constitutes processor firmware, a protocol stack, a database management system, an operating system, or a combination of one or more of them. A propagated signal is an artificially generated signal, e.g., a machine-generated electrical, optical, or electromagnetic signal that is generated to encode information for transmission to suitable receiver apparatus.

[0075] Similarly, while operations are depicted in the drawings in a particular order, this should not be understood as requiring that such operations be performed in the particular order shown or in sequential order, or that all illustrated operations be perfomied, to achieve desirable results. In certain circumstances, multi-tasking and parallel processing may be advantageous. Moreover, the separation of various system components in the embodiments described above should not be understood as requiring such separation in all embodiments, and it should be understood that the described program components and systems can generally be integrated together in a single software product or packaged into multiple software products.

[0076] A number of implementations have been described. Nevertheless, it will be understood that various modifications may be made without departing from the spirit and scope of the disclosure. Accordingly, other implementations are within the scope of the following claims.

Claims

WHAT IS CLAIMED IS:

1. A system (100) supported by a vehicle, the system (100) operating in at least two modes of operation (Ml, M2, M3, M4) based on an input (12), the system (100) comprising: an input (12) receiving input data from one or more sensors (14); a motor (110, 110a, 110b); an inverter (120, 120a, 120b) connected to the motor (110, 110a, 110b); an inverter DC-link capacitor (124, 124a, 124b) connected to the inverter (120, 120a, 120b); a DC-DC converter including an isolated DC-DC Triple active bridge (TAB) (130) having three bridges (132, 132a, 132b, 132c), a first bridge (132a) connected to the DC-link capacitor (124, 124a, 124b), a second bridge (132b) connected to a buck converter (137), and a third bridge (132c) connected to a high voltage (HV) battery (140); and a solar photovoltaic (PV) input (170) positioned between the buck converter (137) and the second bridge (132b), the PV input (170) receives power from a PV system (300) supported by the vehicle, wherein the DC-DC converter is configured to transfer power between a grid, a low voltage (LV) load (150, 150a, 150b), the PV system (300), and the high voltage battery (140) based on the mode of operation.

2. The system of claim 1, wherein the PV system (300) comprises: a PV panel (310) for converting sunlight into electrical energy; and a boost converter (320) for regulating a voltage of the electrical energy.

3. The system of claim 1, wherein the buck converter (137) is bidirectional and is configured to step down the power before being received by the LV load (150) and to step up the power being outputted by the LV load (150).

4. The system of claim 1, wherein during a first mode of operation:the vehicle is moving; and the LV load (150) receives power simultaneously from the HV battery (140) and the PV system (300).

5. The system of claim 1, wherein during a second mode of operation: the system (100) is connected to an alternating voltage source while the vehicle is in a parked position; the motor (110, 110a, 110b) and the inverter (120, 120a, 120b) behave as a two- phased interleaved PFC circuit (180) to convert alternating power from the alternating voltage source to direct power; and the LV load (150) receives power simultaneously from the PFC circuit (180) and the PV system (300).

6. The system of claim 1, wherein during a third mode of operation: the system (100) is connected to a direct voltage source; the motor (110, 110a, 110b) and the inverter (120, 120a, 120b) behave as a two- phased interleaved boost converter circuit (190) to boost direct power from the direct voltage source; the HV battery (140) receives power from the two-phased interleaved boost converter circuit (190); and the LV load (150) receives power simultaneously from the HV battery (140) the PV system (300).

7. The system of claim 1, wherein during a fourth mode of operation: the vehicle is in a stopped position; the PV system (300) sends power to the LV load (150), the HV battery (140), or both.

8. The system of claim 1, further comprising: a controller (102) configured to:monitor a state-of-charge of the HV battery (140) and a state-of-charge of the LV load (150); optimize a power output of the PV system (300); and determine the power transfer between the grid, the low voltage load (1 0, 150a, 150b), the PV system (300), and the high voltage battery (140) based on the state- of-charge of the HV battery (140) and a state-of-charge of the LV load (150).

9. A method of operating a system (100) in at least one of two modes of operation (Ml, M2, M3, M4) based on an input (12) to the system (100), the system (100) supported by an electric vehicle (EV) (10), the method comprising: receiving input data from the input (12); when the input data is indicative of the EV (10) being in a driving status, executing a first mode (Ml) of operation causing a low voltage (LV) load (150) to receive power simultaneously from a high voltage (HV) battery (140) supported by the EV (10) and from a photovoltaic (PV) system (300); and when the input data is indicative of the EV (10) being connected to an alternating voltage source, executing a second mode (M2) of operation causing a motor (110, 110a, 110b) and an inverter (120, 120a, 120b) supported by the EV (10) to behave as a two- phased interleaved PFC circuit (180) to convert alternating power from the alternating voltage source to direct power, the LV load (150) receiving power from the PFC circuit (180) and the PV system 300.

10. The method of claim 9, further comprising: when the input data is indicative of the EV (10) being connected to a direct voltage source, executing a third mode (M3) of operation causing the motor (110, 110a, 110b) and the inverter (120, 120a, 120b) to behave as a two-phased interleaved boost converter circuit (1 0) to boost direct power from the direct voltage source, the LV load (150) receiving power from the PFC circuit (180) and the PV system 300.

11. The method of claim 9, further comprising when the input data is indicative of the EV (10) being in a stopped status, executing a fourth mode (M4) of operation causing theLV load (150) to receive power from the HV load (140), the PV system (300), or both simultaneously.

12. The method of claim 9, wherein the modes of operation are mutually exclusive.

13. The method of claim 9, wherein the input data includes at least one of voltage sensor data, current sensor data, and vehicle motion sensor data.

14. The method of claim 9, further comprising: monitoring, at a controller (102) supported by the EV (10), a state-of-charge of the HV battery (140) and a state-of-charge of the LV load (150); optimizing, at the controller (102), a power output of the PV system (300); and determining, at the controller (102), the power transfer between a grid, the low voltage load (150, 150a, 150b), the PV system (300), and the high voltage battery (140) based on the state-of-charge of the HV battery (140) and a state-of-charge of the LV load (150).

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