EP4633994A1 - A power electronic unit - Google Patents

A power electronic unit

Info

Publication number
EP4633994A1
EP4633994A1 EP23904174.2A EP23904174A EP4633994A1 EP 4633994 A1 EP4633994 A1 EP 4633994A1 EP 23904174 A EP23904174 A EP 23904174A EP 4633994 A1 EP4633994 A1 EP 4633994A1
Authority
EP
European Patent Office
Prior art keywords
battery
power electronic
card
electronic unit
unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23904174.2A
Other languages
German (de)
French (fr)
Inventor
Birol ERENTURK
Mustafa Tufan AYHAN
Taylan OZONUK
Tevhide DAYIOGLU YURDAKONAR
Firat DEVECI
Tolga AYYILMAZ
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Turkiye'nin Otomobili Girisim Grubu Sanayi Ve Ticaret AS
Tuerkiyenin Otomobili Girisim Grubu Sanayi ve Ticaret AS
Original Assignee
Turkiye'nin Otomobili Girisim Grubu Sanayi Ve Ticaret AS
Tuerkiyenin Otomobili Girisim Grubu Sanayi ve Ticaret AS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Turkiye'nin Otomobili Girisim Grubu Sanayi Ve Ticaret AS, Tuerkiyenin Otomobili Girisim Grubu Sanayi ve Ticaret AS filed Critical Turkiye'nin Otomobili Girisim Grubu Sanayi Ve Ticaret AS
Publication of EP4633994A1 publication Critical patent/EP4633994A1/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/006—Supplying electric power to auxiliary equipment of vehicles to power outlets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters

Definitions

  • the present invention relates to a power electronic unit which can perform power conversion by means of power electronic circuits and provides heater and compressor supplies in order to charge a high voltage battery (HV battery) in a vehicle from a grid, transfer power from an HV battery to a grid or another load, charge a low voltage battery (LV battery) from an HV battery, and charge HV battery capacitors from a LV battery in electric vehicles.
  • HV battery high voltage battery
  • LV battery low voltage battery
  • Power electronic circuits are used to process and control high voltages and currents.
  • Power electronic units wherein power electronic circuits are included, are used to charge and discharge high and low voltage batteries and to supply the loads requiring high voltage in a vehicle.
  • the power electronic units used on a vehicle cooperate with different other power electronic units and this creates the need to position a plurality of units on a vehicle.
  • Today, there is need for compact power electronic units wherein an on-board charger, a DCDC converter and a power distribution unit -which are included on electric vehicles- are collected on a single unit, in order to eliminate this need.
  • the Great Britain patent document no. GB2573610A discloses a power conversion module for a vehicle.
  • the said module comprises a housing and a power conversion unit installed on an inner surface of a base panel of the housing.
  • a charger which is connected to an external AC source and consists of semiconductors providing high-voltage (HV) DC, an HV battery temperature regulation device, a DC/DC converter for converting the HV DC to a voltage of the vehicle’s on-board electrical system, and an HV DC vehicle distribution component.
  • the power arrangement comprises a modular construction consisting of modules for the AC charger, the temperature regulation device, the DC/DC converter and the HV voltage distribution.
  • the housing may be a crash-relevant structure for stabilizing the vehicle such as a stabilization strut between two vehicle domes and comprise a service flap enabling access to exchangeable components.
  • Internal electrical connections between components may use “blade” technology.
  • An internal communication connection may connect the AC charger, the temperature regulating device, the DC/DC converter and the HV voltage distribution to one another.
  • the Chinese patent document no. CN210161916 discloses an integrated control component for an electric automobile which at least comprises a vehicle-mounted charger for converting AC into high-voltage DC and supplying power to a power battery.
  • the high-voltage direct-current converter is used for converting high-voltage electricity of the power battery into low-voltage electricity, supplying power to low-voltage equipment of the whole vehicle and charging the low-voltage storage battery.
  • the high-voltage distribution box is used for distributing the high-voltage electricity of the power battery to each high-voltage electric device according to a certain requirement.
  • the system is characterized in that the high-voltage direct-current converter comprises a DC-DC main chip board and the vehicle-mounted charger comprises an OBC main chip board.
  • the integrated control component for the electric automobile further comprises a carrier made of an insulating material.
  • the OBC main chip board is mounted on the carrier and a cooling pipeline is arranged on the OBC main chip board; a DC-DC main chip board and a high-voltage distribution box are arranged on the cooling pipeline; and the OBC main chip board, the cooling pipeline, the DC-DC main chip board and the high-voltage distribution box are all fixedly connected with the carrier.
  • An objective of the present invention is to realize a power electronic unit which can perform power conversion by means of power electronic circuits and provides heater and compressor supplies in order to charge a high voltage battery (HV battery) in a vehicle from a grid, transfer power from an HV battery to a grid or another load, charge a low voltage battery (LV battery) from an HV battery, and charge HV battery capacitors from a LV battery in electric vehicles.
  • HV battery high voltage battery
  • LV battery low voltage battery
  • Another objective of the present invention is to realize a power electronic unit which enables to use an on-board charger (OBC), a DCDC converter and a power distribution unit in a single unit compactly.
  • OBC on-board charger
  • Another objective of the present invention is to realize a power electronic unit wherein a DCDC converter operates bidirectionally and whereby DC-link capacitors before an HV battery are prevented from drawing high current (inrush) at start-up.
  • Another objective of the present invention is to realize a power electronic unit wherein an on-board charger (OBC) operates bidirectionally and thus, whereby it is enabled to charge an HV battery from a grid, to supply a grid or another load or vehicle from an HV battery.
  • OBC on-board charger
  • Another objective of the present invention is to realize a power electronic unit wherein fuses located in the power distribution unit are accessible and replaceable and thus, whereby only fuses can be replaced instead of the entire unit.
  • FIG. 1 is a perspective view of the inventive power electronic unit.
  • Figure l is a view of the internal volume of the inventive power electronic unit.
  • Figure 3 is another view of the internal volume of the inventive power electronic unit.
  • the inventive power electronic unit (1) for charging a high voltage battery (HV battery) in a vehicle from a grid, transferring power from an HV battery to a grid or another load, charging a low voltage battery (LV battery) from an HV battery, and charging HV battery capacitors from a LV battery in electric vehicles comprises at least one body (2) which has an enclosed volume and whereby access to the said volume is controlled by means of a cover (3); at least one on-board charger (4) which is included in the body (2) and converts alternating current (AC) electricity -connection of which is provided by means of a charging port- into direct current (DC) voltage in order to charge an HV battery; at least one DCDC converter (DCDC) (5) which is included in the body (2) and converts a direct current source from a voltage level to another; at least one power distribution unit (PDU) (6) which is included in the body (2) and distributes electric supply to a heater or compressor supplied with high voltage; and at least one digital card (7) which is included in the body (2) and used to power electric vehicles, and
  • the body (2) comprises at least one PDU cover (31) located on the cover (3). Fuses of the HV heater and the ECC supplies included in the internal volume of the PDU cover (31) and the body (2) are accessed easily and it is not necessary anymore to remove the cover (3) from the body (2) completely.
  • the body (2) comprises at least one HVDC connector (21), ECC (electronic climate compressor) & HVH connector (22), at least one DCDC+12V connector (23), at least one digital connector (24) and an HVAC connector (25) on its upper surface. There are fixing pieces and/or liquid resins (potting material) in order that the equipment/units included in the body (2) are not affected by mechanical shock and vibration and can continue operating in a healthy way.
  • the units/equipment included in the internal volume of the body (2) have a snap on structure intended for each other and the body (2) surface. Thereby, it is possible to realize quick, easy and reliable installations.
  • a plurality of top-side cooled MOSFET’s are included in the internal volume of the body (2) in order to obtain better thermal conductivity in the DCDC converter (5). Performance of the cooling process is increased by contacting the upper surface of the MOSFET via a boss protruding from the mechanical surface.
  • PFC power factor correction
  • the PFC unit (46) is used to increase the ratio of the active power drawn to reactive power and comprises at least one capacitor card (42), at least one relay card (43), at least one drive card (47), at least one IMS card (48) and at least one AC filter PFC coil card (49).
  • the inventive power electronic unit (1) there is a liquid cooling line inside the body (2).
  • the liquid cooling line passes through the equipment/units of the body (2) and better thermal performance is obtained due to the fact that it contacts the equipment/units.
  • the IMS card (48), the AC filter PFC coil card (49) and the resonant magnetic card (41) act as a cover of the channel on both surfaces of the cooling channel and thus, they have better performance by contacting the cooling liquid passing through the cooling channel.
  • the PFC unit located on the on-board charger (4) comprises at least one RCD (residual current detection) sensor and enables to detect residual current.
  • RCD residual current detection
  • the on-board charger (4) detects residual current while it supplies the residual current of grid and/or a load of the HV battery outside the vehicle during the HV battery charging from the grid and thus, it provides protection by sending signal for disconnecting the relays in terms of the health of both humans and the power electronic unit (1).
  • the body (2) contains the DCDC converter (5) and the digital cards (7) in the form of a separate unit, and allows outdoor installation. Thereby, the equipment - installation of which is completed outside the body (2)- can be installed to the body (2) in an easy and quick way and can be replaced if required.
  • the body (2) comprises at least one interlock line controlling whether all HV connectors located on thereof are connected correctly or not. The interlock line controls whether there is any problem in the connection or not by passing through all HV connectors that create interface with the out of the body (2) and provides information.
  • the CLLC unit included in the on-board charger (OBC) (4) is configured to charge the HV battery of the vehicle from the grid.
  • the CLLC unit provides the isolation between the grid and the HV battery and realizes the charge and discharge by means of the current regulation required for the HV battery.
  • the CLLC unit comprises at least one resonant magnetic card (41), at least one capacitor card (42), at least one HV connector card (44) and at least one resonant capacitor card (45), at least one drive card (47), at least one IMS card (48).
  • the power electronic unit (1) uses MOSFET, a controlled switch, in order to enable the switches to operate bidirectionally in the primary and secondary of the PFC unit (46) and the CLLC unit.
  • MOSFET a controlled switch
  • the said MOSFET’ s enable operation under any operating condition from V2G, V2L and V2V.
  • the inventive on-board charger (OBC) (4) there are scenarios specified in a relay switching matrix based on the operating mode and the grid feature. For example, when the on-board charger (4) is not operating or it is on error, all relays are in an open position.
  • the on-board charger (4) When the on-board charger (4) is in G2V (grid to vehicle) status and a single phase charge, it is connected to 85 ⁇ 265Vac, LI, neutral relay and the L2 and L3 relays are open. Thereby, the charging process is carried out with 6.6kW maximum such that the input current does not exceed 32 A.
  • the PFC unit (46) operates in current mode.
  • the on-board charger (4) When the on-board charger (4) is in G2V (grid to vehicle) status and a single phase charge, it is connected to 85 ⁇ 265Vac, L2, neutral relay and the LI and L3 relays are open. Thereby, the charging process is carried out with 6.6kW maximum such that the input current does not exceed 32 A.
  • the PFC unit (46) operates in current mode.
  • the on-board charger (4) When the on-board charger (4) is in G2V (grid to vehicle) status and a split phase charge, it is connected to 85 ⁇ 265Vac, LI, L2, neutral relay and the L3 relay is open. Thereby, the charging process is carried out with 14.4 kW maximum such that the input current does not exceed 32 A.
  • the PFC unit (46) operates in current mode.
  • the on-board charger (4) When the on-board charger (4) is in G2V (grid to vehicle) status and a 3 phase charge, it is connected to 85 ⁇ 265Vac, LI, L2 and L3, neutral relay and the neutral relay is open. Thereby, the charging process is carried out with 22 kW maximum such that the input current does not exceed 32 A.
  • the PFC unit (46) operates in current mode.
  • the on-board charger (4) When the on-board charger (4) is in V2G (vehicle to grid) status and a single phase charge, it is connected to 85 ⁇ 265Vac, LI, neutral relay and the L2 and L3 relays are open. Thereby, the discharging process is carried out with 6.6 kW maximum such that the input current does not exceed 32 A.
  • the PFC unit (46) operates in current mode.
  • the on-board charger (4) When the on-board charger (4) is in V2G (vehicle to grid) status and a single phase discharge, it is connected to 85 ⁇ 265 Vac, L2, neutral relay and the LI and L3 relays are open. Thereby, the discharging process is carried out with 6.6 kW maximum such that the output current does not exceed 32 A.
  • the PFC unit (46) operates in current mode.
  • the on-board charger (4) When the on-board charger (4) is in V2G (vehicle to grid) status and a split phase discharge, it is connected to 85 ⁇ 265 Vac, LI, L2, neutral relay and the L3 relay is open. Thereby, the discharging process is carried out with 14.4 kW maximum such that the output current does not exceed 32 A.
  • the PFC unit (46) operates in current mode.
  • the on-board charger (4) When the on-board charger (4) is in V2G (vehicle to grid) status and a 3 phase discharge, it is connected to 85 ⁇ 265Vac, LI, L2 and L3 neutral relay and the neutral relay is open. Thereby, the discharging process is carried out with 22 kW maximum such that the output current does not exceed 32 A.
  • the PFC unit (46) operates in current mode.
  • the on-board charger (4) When the on-board charger (4) is in V2L (vehicle to load) status and a single phase discharge, it is connected to 110V 60Hz / 220Vac 50Hz, LI, neutral relay and the L2 and L3 relay are open. Thereby, output power can be provided with 6.6 kW maximum such that the output current does not exceed 32 A.
  • the PFC unit (46) operates in inverter mode.
  • the on-board charger (4) When the on-board charger (4) is in V2L (vehicle to load) status and a single phase discharge, it is connected to 230Vac50Hz, LI, neutral relay and the L2 and L3 relay are open. Thereby, output power can be provided with with 6.6 kW maximum such that the output current does not exceed 32 A.
  • the PFC unit (46) operates in inverter mode.
  • the on-board charger (4) When the on-board charger (4) is in V2V (vehicle to vehicle) status and a 3 phase discharge, it is connected to 230Vac50Hz, LI, L2, L3 relay and the neutral relay is open. Thereby, output power can be provided with with 22 kW maximum such that the output current does not exceed 32 A.
  • the PFC unit (46) operates in inverter mode.
  • the DCDC converter (5) is positioned on at least one DCDC card (51) and configured to operate in boost operation mode in order to charge the LV battery from the HV battery and to pre-charge the DC link capacitors of the HV battery in the opposite direction.
  • the DCDC converter (5) is a PSFB (Phase shifted full bridge) converter and has a suitable modulation depending on the selected circuit topology.
  • the power distribution unit (6) is configured to provide supplies of the HV heater and the ECC (electronic climate compressor) units.
  • the power distribution unit (6) comprises at least one DC filter fuse card (61).
  • the digital card (7) comprises at least one central processor.
  • the digital card (7) is configured to allow the control of separate processors in order to enable the DCDC converter (5) to perform the control separately and on the other hand, to control all of the said processors.
  • the on-board charger (4) can realize the internal functions of the DCDC converter (5) independently and it can be controlled from a single point in higher level functions. Thus, making higher level decisions is realized in a quick and healthy way.
  • the on-board charger (4), the DCDC converter (5) and the power distribution unit (6) are gathered in the internal volume of a single body (2) and it is avoided that each of them takes up volume separately and a compact structure is provided.
  • DC-link capacitors before an HV battery are prevented from drawing high current (inrush) at start-up, since the DCDC converter (5) operates bidirectionally.
  • the on-board charger (4) operates bidirectionally, V2G, V2L and V2V processes can be performed.
  • the PDU cover (31) located on the cover (3) only fuses can be replaced by avoiding that the entire equipment is replaced in the event that the fuses in the power distribution unit (6) are in open circuit status.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

The present invention relates to a power electronic unit (1) which can perform power conversion by means of power electronic circuits and provides heater and compressor supplies in order to charge a high voltage battery (HV battery) in a vehicle from a grid, transfer power from an HV battery to a grid or another load, charge a low voltage battery (LV battery) from an HV battery, and charge HV battery capacitors from a LV battery in electric vehicles.

Description

A POWER ELECTRONIC UNIT
Technical Field
The present invention relates to a power electronic unit which can perform power conversion by means of power electronic circuits and provides heater and compressor supplies in order to charge a high voltage battery (HV battery) in a vehicle from a grid, transfer power from an HV battery to a grid or another load, charge a low voltage battery (LV battery) from an HV battery, and charge HV battery capacitors from a LV battery in electric vehicles.
Background of the Invention
Power electronic circuits are used to process and control high voltages and currents. Power electronic units (PEU), wherein power electronic circuits are included, are used to charge and discharge high and low voltage batteries and to supply the loads requiring high voltage in a vehicle. Today, the power electronic units used on a vehicle cooperate with different other power electronic units and this creates the need to position a plurality of units on a vehicle. Today, there is need for compact power electronic units wherein an on-board charger, a DCDC converter and a power distribution unit -which are included on electric vehicles- are collected on a single unit, in order to eliminate this need.
The Great Britain patent document no. GB2573610A, an application included in the state of the art and obtained as a result of research, discloses a power conversion module for a vehicle. The said module comprises a housing and a power conversion unit installed on an inner surface of a base panel of the housing. On the housing, there is a charger which is connected to an external AC source and consists of semiconductors providing high-voltage (HV) DC, an HV battery temperature regulation device, a DC/DC converter for converting the HV DC to a voltage of the vehicle’s on-board electrical system, and an HV DC vehicle distribution component. The power arrangement comprises a modular construction consisting of modules for the AC charger, the temperature regulation device, the DC/DC converter and the HV voltage distribution. The housing may be a crash-relevant structure for stabilizing the vehicle such as a stabilization strut between two vehicle domes and comprise a service flap enabling access to exchangeable components. Internal electrical connections between components may use “blade” technology. An internal communication connection may connect the AC charger, the temperature regulating device, the DC/DC converter and the HV voltage distribution to one another.
The Chinese patent document no. CN210161916, another application included in the state of the art, discloses an integrated control component for an electric automobile which at least comprises a vehicle-mounted charger for converting AC into high-voltage DC and supplying power to a power battery. In the invention, the high-voltage direct-current converter is used for converting high-voltage electricity of the power battery into low-voltage electricity, supplying power to low-voltage equipment of the whole vehicle and charging the low-voltage storage battery. The high-voltage distribution box is used for distributing the high-voltage electricity of the power battery to each high-voltage electric device according to a certain requirement. The system is characterized in that the high-voltage direct-current converter comprises a DC-DC main chip board and the vehicle-mounted charger comprises an OBC main chip board. The integrated control component for the electric automobile further comprises a carrier made of an insulating material. The OBC main chip board is mounted on the carrier and a cooling pipeline is arranged on the OBC main chip board; a DC-DC main chip board and a high-voltage distribution box are arranged on the cooling pipeline; and the OBC main chip board, the cooling pipeline, the DC-DC main chip board and the high-voltage distribution box are all fixedly connected with the carrier. Summary of the Invention
An objective of the present invention is to realize a power electronic unit which can perform power conversion by means of power electronic circuits and provides heater and compressor supplies in order to charge a high voltage battery (HV battery) in a vehicle from a grid, transfer power from an HV battery to a grid or another load, charge a low voltage battery (LV battery) from an HV battery, and charge HV battery capacitors from a LV battery in electric vehicles.
Another objective of the present invention is to realize a power electronic unit which enables to use an on-board charger (OBC), a DCDC converter and a power distribution unit in a single unit compactly.
Another objective of the present invention is to realize a power electronic unit wherein a DCDC converter operates bidirectionally and whereby DC-link capacitors before an HV battery are prevented from drawing high current (inrush) at start-up.
Another objective of the present invention is to realize a power electronic unit wherein an on-board charger (OBC) operates bidirectionally and thus, whereby it is enabled to charge an HV battery from a grid, to supply a grid or another load or vehicle from an HV battery.
Another objective of the present invention is to realize a power electronic unit wherein fuses located in the power distribution unit are accessible and replaceable and thus, whereby only fuses can be replaced instead of the entire unit.
Detailed Description of the Invention
“A Power Electronic Unit” realized to fulfil the objectives of the present invention is shown in the figures attached, in which: Figure l is a perspective view of the inventive power electronic unit.
Figure l is a view of the internal volume of the inventive power electronic unit.
Figure 3 is another view of the internal volume of the inventive power electronic unit.
The components illustrated in the figures are individually numbered, where the numbers refer to the following:
1. Power electronic unit
2. Body
21. HVDC connector
22. ECC&HVH connector
23. DCDC+12V connector
24. Digital connector
25. HVAC connector
3. Cover
31. PDU cover
4. On-board charger
41. Resonant magnetic card
42. Capacitor card
43. Relay card
44. HV connector card
45. Resonant capacitor card
46. PFC unit
47. Drive card
48. IMS (insulated metal substrated) card
49. AC filter PFC coil card
5. DCDC converter
51. DCDC card 6. Power distribution unit
61. DC filter fuse card
7. Digital card
The inventive power electronic unit (1) for charging a high voltage battery (HV battery) in a vehicle from a grid, transferring power from an HV battery to a grid or another load, charging a low voltage battery (LV battery) from an HV battery, and charging HV battery capacitors from a LV battery in electric vehicles comprises at least one body (2) which has an enclosed volume and whereby access to the said volume is controlled by means of a cover (3); at least one on-board charger (4) which is included in the body (2) and converts alternating current (AC) electricity -connection of which is provided by means of a charging port- into direct current (DC) voltage in order to charge an HV battery; at least one DCDC converter (DCDC) (5) which is included in the body (2) and converts a direct current source from a voltage level to another; at least one power distribution unit (PDU) (6) which is included in the body (2) and distributes electric supply to a heater or compressor supplied with high voltage; and at least one digital card (7) which is included in the body (2) and used to power electric vehicles, and configured to be in communication with processors of at least one on-board charger (4), at least one DCDC converter (5) and at least one power distribution unit (6) separately and to manage the said processors.
In the inventive power electronic unit (1), the body (2) comprises at least one PDU cover (31) located on the cover (3). Fuses of the HV heater and the ECC supplies included in the internal volume of the PDU cover (31) and the body (2) are accessed easily and it is not necessary anymore to remove the cover (3) from the body (2) completely. The body (2) comprises at least one HVDC connector (21), ECC (electronic climate compressor) & HVH connector (22), at least one DCDC+12V connector (23), at least one digital connector (24) and an HVAC connector (25) on its upper surface. There are fixing pieces and/or liquid resins (potting material) in order that the equipment/units included in the body (2) are not affected by mechanical shock and vibration and can continue operating in a healthy way. The units/equipment included in the internal volume of the body (2) have a snap on structure intended for each other and the body (2) surface. Thereby, it is possible to realize quick, easy and reliable installations.
A plurality of top-side cooled MOSFET’s are included in the internal volume of the body (2) in order to obtain better thermal conductivity in the DCDC converter (5). Performance of the cooling process is increased by contacting the upper surface of the MOSFET via a boss protruding from the mechanical surface.
In the internal volume of the body (2), there is at least one PFC (power factor correction) unit (46) included in the on-board charger (4) and used to approximate the power factor of the energy drawn from the grid to one. The PFC unit (46) is used to increase the ratio of the active power drawn to reactive power and comprises at least one capacitor card (42), at least one relay card (43), at least one drive card (47), at least one IMS card (48) and at least one AC filter PFC coil card (49).
In the inventive power electronic unit (1), there is a liquid cooling line inside the body (2). The liquid cooling line passes through the equipment/units of the body (2) and better thermal performance is obtained due to the fact that it contacts the equipment/units. The IMS card (48), the AC filter PFC coil card (49) and the resonant magnetic card (41) act as a cover of the channel on both surfaces of the cooling channel and thus, they have better performance by contacting the cooling liquid passing through the cooling channel. In addition, the PFC unit located on the on-board charger (4) comprises at least one RCD (residual current detection) sensor and enables to detect residual current. Thereby, the on-board charger (4) detects residual current while it supplies the residual current of grid and/or a load of the HV battery outside the vehicle during the HV battery charging from the grid and thus, it provides protection by sending signal for disconnecting the relays in terms of the health of both humans and the power electronic unit (1).
The body (2) contains the DCDC converter (5) and the digital cards (7) in the form of a separate unit, and allows outdoor installation. Thereby, the equipment - installation of which is completed outside the body (2)- can be installed to the body (2) in an easy and quick way and can be replaced if required. The body (2) comprises at least one interlock line controlling whether all HV connectors located on thereof are connected correctly or not. The interlock line controls whether there is any problem in the connection or not by passing through all HV connectors that create interface with the out of the body (2) and provides information.
In the inventive power electronic unit (1), the CLLC unit included in the on-board charger (OBC) (4) is configured to charge the HV battery of the vehicle from the grid. The CLLC unit provides the isolation between the grid and the HV battery and realizes the charge and discharge by means of the current regulation required for the HV battery. The CLLC unit comprises at least one resonant magnetic card (41), at least one capacitor card (42), at least one HV connector card (44) and at least one resonant capacitor card (45), at least one drive card (47), at least one IMS card (48).
The power electronic unit (1) uses MOSFET, a controlled switch, in order to enable the switches to operate bidirectionally in the primary and secondary of the PFC unit (46) and the CLLC unit. The said MOSFET’ s enable operation under any operating condition from V2G, V2L and V2V.
In the inventive on-board charger (OBC) (4), there are scenarios specified in a relay switching matrix based on the operating mode and the grid feature. For example, when the on-board charger (4) is not operating or it is on error, all relays are in an open position.
When the on-board charger (4) is in G2V (grid to vehicle) status and a single phase charge, it is connected to 85 ~ 265Vac, LI, neutral relay and the L2 and L3 relays are open. Thereby, the charging process is carried out with 6.6kW maximum such that the input current does not exceed 32 A. The PFC unit (46) operates in current mode.
When the on-board charger (4) is in G2V (grid to vehicle) status and a single phase charge, it is connected to 85 ~ 265Vac, L2, neutral relay and the LI and L3 relays are open. Thereby, the charging process is carried out with 6.6kW maximum such that the input current does not exceed 32 A. The PFC unit (46) operates in current mode.
When the on-board charger (4) is in G2V (grid to vehicle) status and a split phase charge, it is connected to 85 ~ 265Vac, LI, L2, neutral relay and the L3 relay is open. Thereby, the charging process is carried out with 14.4 kW maximum such that the input current does not exceed 32 A. The PFC unit (46) operates in current mode.
When the on-board charger (4) is in G2V (grid to vehicle) status and a 3 phase charge, it is connected to 85 ~ 265Vac, LI, L2 and L3, neutral relay and the neutral relay is open. Thereby, the charging process is carried out with 22 kW maximum such that the input current does not exceed 32 A. The PFC unit (46) operates in current mode.
When the on-board charger (4) is in V2G (vehicle to grid) status and a single phase charge, it is connected to 85 ~ 265Vac, LI, neutral relay and the L2 and L3 relays are open. Thereby, the discharging process is carried out with 6.6 kW maximum such that the input current does not exceed 32 A. The PFC unit (46) operates in current mode.
When the on-board charger (4) is in V2G (vehicle to grid) status and a single phase discharge, it is connected to 85 ~ 265 Vac, L2, neutral relay and the LI and L3 relays are open. Thereby, the discharging process is carried out with 6.6 kW maximum such that the output current does not exceed 32 A. The PFC unit (46) operates in current mode.
When the on-board charger (4) is in V2G (vehicle to grid) status and a split phase discharge, it is connected to 85 ~ 265 Vac, LI, L2, neutral relay and the L3 relay is open. Thereby, the discharging process is carried out with 14.4 kW maximum such that the output current does not exceed 32 A. The PFC unit (46) operates in current mode.
When the on-board charger (4) is in V2G (vehicle to grid) status and a 3 phase discharge, it is connected to 85 ~ 265Vac, LI, L2 and L3 neutral relay and the neutral relay is open. Thereby, the discharging process is carried out with 22 kW maximum such that the output current does not exceed 32 A. The PFC unit (46) operates in current mode.
When the on-board charger (4) is in V2L (vehicle to load) status and a single phase discharge, it is connected to 110V 60Hz / 220Vac 50Hz, LI, neutral relay and the L2 and L3 relay are open. Thereby, output power can be provided with 6.6 kW maximum such that the output current does not exceed 32 A. The PFC unit (46) operates in inverter mode.
When the on-board charger (4) is in V2L (vehicle to load) status and a single phase discharge, it is connected to 230Vac50Hz, LI, neutral relay and the L2 and L3 relay are open. Thereby, output power can be provided with with 6.6 kW maximum such that the output current does not exceed 32 A. The PFC unit (46) operates in inverter mode.
When the on-board charger (4) is in V2V (vehicle to vehicle) status and a 3 phase discharge, it is connected to 230Vac50Hz, LI, L2, L3 relay and the neutral relay is open. Thereby, output power can be provided with with 22 kW maximum such that the output current does not exceed 32 A. The PFC unit (46) operates in inverter mode.
In the inventive power electronic unit (1), the DCDC converter (5) is positioned on at least one DCDC card (51) and configured to operate in boost operation mode in order to charge the LV battery from the HV battery and to pre-charge the DC link capacitors of the HV battery in the opposite direction. The DCDC converter (5) is a PSFB (Phase shifted full bridge) converter and has a suitable modulation depending on the selected circuit topology.
In the inventive power electronic unit (1), the power distribution unit (6) is configured to provide supplies of the HV heater and the ECC (electronic climate compressor) units. The power distribution unit (6) comprises at least one DC filter fuse card (61).
In the inventive power electronic unit (1), the digital card (7) comprises at least one central processor. The digital card (7) is configured to allow the control of separate processors in order to enable the DCDC converter (5) to perform the control separately and on the other hand, to control all of the said processors. Thereby, the on-board charger (4) can realize the internal functions of the DCDC converter (5) independently and it can be controlled from a single point in higher level functions. Thus, making higher level decisions is realized in a quick and healthy way.
In the inventive power electronic unit (1), the on-board charger (4), the DCDC converter (5) and the power distribution unit (6) are gathered in the internal volume of a single body (2) and it is avoided that each of them takes up volume separately and a compact structure is provided. On the other hand, DC-link capacitors before an HV battery are prevented from drawing high current (inrush) at start-up, since the DCDC converter (5) operates bidirectionally. In addition, since the on-board charger (4) operates bidirectionally, V2G, V2L and V2V processes can be performed. Lastly, by means of the PDU cover (31) located on the cover (3), only fuses can be replaced by avoiding that the entire equipment is replaced in the event that the fuses in the power distribution unit (6) are in open circuit status.
Within these basic concepts; it is possible to develop various embodiments of the inventive “Power Electronic Unit (1)”; the invention cannot be limited to examples disclosed herein and it is essentially according to claims.

Claims

1. A power electronic unit (1) for charging a high voltage battery (HV battery) in a vehicle from a grid, transferring power from an HV battery to a grid or another load, charging a low voltage battery (LV battery) from an HV battery, and charging HV battery capacitors from a LV battery in electric vehicles; characterized by at least one body (2) which has an enclosed volume and whereby access to the said volume is controlled by means of a cover (3); at least one on-board charger (4) which is included in the body (2) and converts alternating current (AC) electricity -connection of which is provided by means of a charging port- into direct current (DC) voltage in order to charge an HV battery; at least one DCDC converter (DCDC) (5) which is included in the body (2) and converts a direct current source from a voltage level to another; at least one power distribution unit (PDU) (6) which is included in the body (2) and distributes electric supply to a heater or compressor supplied with high voltage; and at least one digital card (7) which is included in the body (2) and used to power electric vehicles, and configured to be in communication with processors of at least one on-board charger (4), at least one DCDC converter (5) and at least one power distribution unit (6) separately and to manage the said processors.
2. A power electronic unit (1) according to Claim 1; characterized by the body (2) which comprises at least one PDU cover (31) located on the cover (3).
3. A power electronic unit (1) according to Claim 1 or 2; characterized by the body (2) which comprises at least one HVDC connector (21), ECC (electronic climate compressor) & HVH connector (22), at least one DCDC+12V connector (23), at least one digital connector (24) and an HVAC connector (25) on its upper surface.
4. A power electronic unit (1) according to any of the preceding claims; characterized by the body (2) wherein there are fixing pieces and/or liquid resins (potting material) in order that the equipment/units included in thereof are not affected by mechanical shock and vibration and can continue operating in a healthy way.
5. A power electronic unit (1) according to any of the preceding claims; characterized by the body (2) wherein the units/equipment included in its internal volume have a snap on structure intended for each other and the body (2) surface.
6. A power electronic unit (1) according to any of the preceding claims; characterized by the DCDC converter (5) wherein a plurality of top-side cooled MOSFET’s are included in its internal volume in order to obtain better thermal conductivity.
7. A power electronic unit (1) according to any of the preceding claims; characterized by the body (2) wherein there is at least one PFC (power factor correction) unit (46) included in the on-board charger (4) and used to approximate the power factor of the energy drawn from the grid to one, in its internal volume.
8. A power electronic unit (1) according to Claim 7; characterized by the PFC unit (46) which is used to increase the ratio of the active power drawn to reactive power and comprises at least one capacitor card (42), at least one relay card (43), at least one drive card (47), at least one IMS card (48) and at least one AC filter PFC coil card (49).
9. A power electronic unit (1) according to any of the preceding claims; characterized by the body (2) wherein there is a liquid cooling line.
10. A power electronic unit (1) according to Claim 9; characterized by the cooling channel wherein the IMS card (48), the AC filter PFC coil card (49) and the resonant magnetic card (41) act as a cover of the channel on both surfaces of the cooling channel.
11. A power electronic unit (1) according to any of the preceding claims; characterized by the body (2) which contains the DCDC converter (5) and the digital cards (7) in the form of a separate unit, and allows outdoor installation.
12. A power electronic unit (1) according to any of the preceding claims; characterized by the body (2) which comprises at least one interlock line controlling whether all HV connectors located on thereof are connected correctly or not.
13. A power electronic unit (1) according to any of the preceding claims; characterized by the CLLC unit which is included in the on-board charger (4) and comprises at least one resonant magnetic card (41), at least one capacitor card (42), at least one HV connector card (44) and at least one resonant capacitor card (45), at least one drive card (47), at least one IMS card (48).
14. A power electronic unit (1) according to any of the preceding claims; characterized by the on-board charger (4) which comprises at least one RCD (residual current detection) sensor and enables to detect residual current.
15. A power electronic unit (1) according to any of the preceding claims; characterized by the PFC unit (46) and the CLLC unit which use MOSFET, a controlled switch, in order to enable the switches to operate bidirectionally in the primary and secondary of the CLLC unit.
16. A power electronic unit (1) according to any of the preceding claims; characterized by the DCDC converter (5) which is positioned on at least one DCDC card (51) and configured to operate in boost operation mode in order to charge the LV battery from the HV battery and to pre-charge the DC link capacitors of the HV battery in the opposite direction.
17. A power electronic unit (1) according to any of the preceding claims; characterized by the DCDC converter (5) which is a PSFB (Phase shifted full bridge) converter and has a suitable modulation depending on the selected circuit topology.
18. A power electronic unit (1) according to any of the preceding claims; characterized by the power distribution unit (6) which is configured to provide supplies of the HV heater and the ECC (electronic climate compressor) units.
19. A power electronic unit (1) according to any of the preceding claims; characterized by the power distribution unit (6) which comprises at least one DC filter fuse card (61).
EP23904174.2A 2022-12-13 2023-12-13 A power electronic unit Pending EP4633994A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
TR2022/019107A TR2022019107A2 (en) 2022-12-13 2022-12-13 A POWER ELECTRONICS UNIT
PCT/TR2023/051534 WO2024129043A1 (en) 2022-12-13 2023-12-13 A power electronic unit

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TR (1) TR2022019107A2 (en)
WO (1) WO2024129043A1 (en)

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KR102208523B1 (en) * 2019-12-04 2021-01-27 주식회사 에이치에스해성 LDC and OBC integration module device
KR102139572B1 (en) * 2020-02-04 2020-07-30 주식회사 미래이앤아이 Power Control Unit for Electric Vehicles
KR102500741B1 (en) * 2020-05-25 2023-02-20 한밭대학교 산학협력단 Combined power conversion circuit of OBC and LDC for electric vehicles
CN112789192A (en) * 2020-07-06 2021-05-11 深圳欣锐科技股份有限公司 Integrated control device and new energy automobile
WO2022020999A1 (en) * 2020-07-27 2022-02-03 深圳欣锐科技股份有限公司 Power supply apparatus, vehicle and device

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