WO2025155658A1

WO2025155658A1 - Battery integrated modular power electronic architectures and controls

Info

Publication number: WO2025155658A1
Application number: PCT/US2025/011776
Authority: WO
Inventors: Lakshmi Varaha IYER; Philip KORTA; Animesh ANIK; Vamsi Krishna KURRAMSETTY; Martin Winter
Original assignee: Magna International Inc
Current assignee: Magna International Inc
Priority date: 2024-01-16
Filing date: 2025-01-16
Publication date: 2025-07-24
Anticipated expiration: 2026-07-16

Abstract

A power storage and supply system includes a plurality of integrated power modules. Each of the integrated power modules includes: a battery module having one or more battery cells, a power electronics assembly, and a DC-DC converter. The power electronics assembly is physically and electrically coupled to the battery module and configured to receive direct current (DC) power from the battery module and to generate alternating current (AC) power on a set of load terminals and using the DC power from the battery module. The DC-DC converter physically and electrically coupled to the battery module and configured to generate a second DC power using the DC power from the battery module.

Description

BATTERY INTEGRATED MODULAR POWER ELECTRONIC ARCHITECTURES AND CONTROLS

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This PCT International Patent Application claims the benefit of and priority to U.S. Provisional Patent Application Serial No. 63/621,224, filed January 16, 2024, titled “Battery Integrated Modular Power Electronic Architectures And Controls”, the entire disclosure of which is hereby incorporated by reference.

FIELD

[0002] The present disclosure relates generally to power electronics for managing power to and from batteries and/or other sources of DC power. The systems and methods of the present disclosure may have applications in electric vehicles and in non-vehicle systems.

BACKGROUND

[0003] Power electronic devices and systems are used to control direct current (DC) power for charging batteries and to produce and control alternating current (AC) and/or DC power for supply to various different types of loads. Such power electronics devices may take a variety of different forms, including DC-DC converters, DC-AC inverters, AC -DC rectifiers, battery management systems (BMS), battery chargers, etc.

[0004] Modem electric vehicles may include several such power electronic devices for controlling battery charging and for controlling different AC and/or DC power supply to various load devices, such as propulsion motors, high voltage air conditioning (HVAC) motors, and other auxiliary loads. SUMMARY

[0005] The present disclosure provides a power storage and supply system. The power storage and supply system include a plurality of integrated power modules. Each of the integrated power modules includes: a battery module having one or more battery cells, a power electronics assembly, and a DC-DC converter. The power electronics assembly is physically and electrically coupled to the battery module and is configured to receive direct current (DC) power from the battery module and to generate alternating current (AC) power on a set of first load terminals and using the DC power from the battery module. The DC-DC converter is physically and electrically coupled to the battery module and is configured to generate a second DC power on a set of second load terminals using the DC power from the battery module. The power storage and supply system further includes an AC output conductor connected to a series arrangement of the sets of first load terminals of a first subset of the plurality of integrated power modules. The power storage and supply system further includes a DC output bus connected to a series arrangement of the sets of second load terminals of a second subset of the plurality of integrated power modules.

[0006] The present disclosure also provides a system for operating a wound field synchronous machine (WFSM). The system includes a plurality of integrated power modules. Each of the integrated power modules includes: a battery module having one or more battery cells, a first power electronics assembly, and a second power electronics assembly. The first power electronics assembly is physically and electrically coupled to the battery module and is configured to receive direct current (DC) power from the battery module and to generate alternating current (AC) power on a set of first load terminals and using the DC power from the battery module and for supply to a stator winding of the WFSM. The second power electronics assembly is physically and electrically coupled to the battery module and is configured to generate a regulated output power on a second set of load terminals and using the DC power from the battery module. The regulated output power includes at least one of: a second DC power, or a second AC power for energizing the rotor field winding via inductive power transfer. The system further includes an AC output conductor configured to energize a stator winding of the WFSM and connected to a series arrangement of the sets of first load terminals of a first subset of the plurality of integrated power modules. The system further includes an output bus configured for energizing a rotor field winding of the WFSM and connected to a series arrangement of the sets of second load terminals of a second subset of the plurality of integrated power modules.

[0007] The present disclosure also provides a home energy storage system. The home energy storage system includes a low-pass filter a plurality of integrated power modules. Each of the integrated power modules includes: a battery module having one or more battery cells, a power electronics assembly, and a bi-directional DC-DC converter. The power electronics assembly is physically and electrically coupled to the battery module and is configured to receive direct current (DC) power from at least one of the battery module or a photovoltaic (PV) power source, and to generate alternating current (AC) power therefrom. The bi-directional DC-DC converter is physically and electrically coupled to the battery module and is configured to perform at least one of: charging the one or more battery cells or providing a maximum power point tracking (MPPT) function for optimizing the DC power from the PV power source. The low-pass filter is connected between the power electronics assembly and at least one of: an AC utility grid and an AC auxiliary load. The low-pass filter is configured to block high-frequency components of the AC power.

[0008] These and other aspects of the present disclosure are disclosed in the following detailed description of the embodiments, the appended claims, and the accompanying figures BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Further details, features and advantages of designs of the invention result from the following description of embodiment examples in reference to the associated drawings.

[0010] FIG. 1 shows an electrical schematic diagram of a first system for operating a first wound field synchronous machine (WFSM);

[0011] FIG. 2 shows an electrical schematic diagram of a second system for operating a second WFSM;

[0012] FIG. 3 shows an electrical schematic diagram of a third system including a first modular power electronic (MPE) assembly in accordance with the present disclosure, and arranged for operating a WFSM;

[0013] FIG. 4 shows an electrical schematic diagram of a fourth system including an MPE assembly in accordance with the present disclosure, and arranged for operating a WFSM with inductive power transfer;

[0014] FIG. 5A shows an electrical schematic diagram of a full-bridge DC-AC converter;

[0015] FIG. 5B shows an electrical schematic diagram of a half-bridge DC-DC converter;

[0016] FIG. 6 shows an electrical schematic diagram of a fifth system including a second

MPE assembly in accordance with the present disclosure, and arranged for supplying both AC power and DC power to a WFSM, and for supplying DC power to auxiliary loads;

[0017] FIG. 7 shows a schematic block diagram of a conventional power supply and distribution system for an electric vehicle;

[0018] FIG. 8 shows an electrical schematic diagram of a first MPE system for power supply and distribution in an electric vehicle, and in accordance with the present disclosure; [0019] FIG. 9 shows an electrical schematic diagram of a second MPE system for power supply and distribution in an electric vehicle, and in accordance with the present disclosure;

[0020] FIG. 10 shows a schematic block diagram of a third MPE system for power supply and distribution in an electric vehicle, and in accordance with the present disclosure;

[0021] FIG. 11 shows an electrical schematic diagram of an MPE assembly in a first DC charging arrangement, and in accordance with the present disclosure;

[0022] FIG. 12 shows an electrical schematic diagram of an MPE assembly in a second DC charging arrangement, and in accordance with the present disclosure;

[0023] FIG. 13 shows an electrical schematic diagram of an MPE assembly in a third DC charging arrangement, and in accordance with the present disclosure;

[0024] FIG. 14 shows an electrical schematic diagram of an MPE assembly in a vehicle to grid (V2X) arrangement, and in accordance with the present disclosure;

[0025] FIG. 15 shows a schematic block diagram of a conventional home energy storage and management system;

[0026] FIG. 16 shows a fourth MPE system for single-phase home energy storage and management, and in accordance with the present disclosure; and

[0027] FIG. 17 shows a fifth MPE system for multi-phase home energy storage and management, and in accordance with the present disclosure.

DETAILED DESCRIPTION

[0028] Referring to the drawings, the present invention will be described in detail in view of following embodiments.

[0029] The present disclosure provides new modular multi-level battery integrated power electronics system architectures that enable higher efficiency, lower cost, higher reliability and safety during electric vehicle propulsion and battery charging. The system architectures of the present disclosure can provide several advantages over conventional systems. The battery integrated power electronics systems of the present disclosure may be implemented in electric vehicles for supplying power to propulsion motors and/or other in-vehicle loads. The battery integrated power electronics systems of the present disclosure may have applications in other battery-based energy storage devices and systems, such as stationary energy storage devices for use with solar, wind, and/or other variable energy sources. The systems of the present disclosure may enable higher efficiency, lower cost, higher reliability and safety during discharge events, such as electric vehicle propulsion, and also during battery charging.

[0030] There has been an increased interest in using wound field synchronous machines (WFSM) for electric vehicle propulsion and integrated charging in recent years. WFSM provide advantages over alternative electric machine designs in that they may be operated with an additional field circuit that can be controlled independently of stator windings, allowing for optimized field axis voltage/current, which can improve the motor efficiency. Also, this motor topology avoids the use of rare earth material on the rotor, which significantly reduces costs when compared with permanent magnet synchronous machines. WFSM can provide several advantages, such as improved power factor control, extended flux weakening region, and/or short circuit current handling capacity.

[0031] FIG. 1 shows an electrical schematic diagram of a first system 10 for operating a first wound field synchronous machine (WFSM) 40. The first WFSM 40 includes a motor shaft 42 with a rotor field winding 44 attached thereto. The first WFSM 40 also includes a set of stator windings 46 that are spaced apart from the rotor field winding 44. A 3 -phase stator inverter 34 DC feeds 3 -phase AC current to the stator windings 46. A first rotor power converter 30 feeds DC current to the rotor field winding 44. Both the stator inverter 34 and the first rotor power converter

30 are fed by the DC bus 22 connected to a high-voltage direct current (DC) battery pack 20.

[0032] The first system 10 of FIG. 1 provides “conductive excitation” rotor field excitation topology, which includes utilizes a slip ring 46 attached to the motor shaft 42 and multiple brushes 48 that contact the slip ring 46 to conduct current to the rotating rotor field windings 44.

[0033] The first system 10 of FIG. 1 includes the high-voltage DC battery pack 20 directly connected to the conductive excitation system. The conductive excitation system consists of a buck/step-down converter. The output voltage of the buck converter is connected to the rotor field windings through a brush and slip-rings system. When the buck converter switch is turned ON, full DC bus voltage is applied on the field windings. When the switch is turned OFF, zero voltage is applied.

[0034] Reduced cost and high-efficiency are the main advantages of conductive excitation systems. However, wear/tear, and maintenance are the disadvantages of conductive excitation systems.

[0035] FIG. 2 shows an electrical schematic diagram of a second system 50 for operating a second WFSM 60. The second system 50 provides an Inductive Power Transfer (IPT) based rotor excitation topology. Such IPT topologies provide advantages over conductive excitation, including reduced maintenance, and no-contact wireless power transfer. However, IPT topologies generally have increased initial cost. The second WFSM 60 also includes stator windings 46 fed by a stator inverter 34. The stator windings 46 and the stator inverter 34 of the second system 50 may be similar or identical to the corresponding components of the first system 10 of FIG. 1, but are not shown on FIG. 2, for simplicity. [0036] The IPT topology of the second system 50 includes a rotor inverter 52 that converts DC power from the DC bus 22 to alternating current (AC) for application to a stationary winding 54, of a rotating transformer 54, 56. The rotating transformer 54, 56 also includes a rotating winding 56 that is attached to rotate with the motor shaft 42 and to conduct current to the rotating rotor field windings 44. The rotating transformer 54, 56 wirelessly transfers the power from the rotor inverter 52 to the rotor field windings 44.

[0037] The rotor inverter 52, which may also be called a stationary inverter, includes an H-bridge inverter that converts DC voltage to AC voltage which is then fed to the stationary winding 54 of the rotating transformer 54, 56. The frequency of the AC voltage is usually in the range of 25-80 kHz. The power is inductively transferred from the stationary winding 54 to the rotating winding 56 of the rotating transformer 54, 56. A rotating full-bridge rectifier 58 is connected to the secondary of the rotating transformer 54, 56. The rectified DC current is then fed to the rotor field windings 44.

[0038] For both the topologies of the first system 10 and the second system 50, the DC bus 22 is shared among the stator inverter and rotor excitation systems. The DC bus 22 may have a voltage that can range between 325-800 V. Whereas, the rated voltage on the rotor field winding 44 may depend on a rated field resistance.

[0039] In WFSM-based drive systems for electrified vehicles, the high-voltage DC battery is shared between both the stator inverter and rotor converter. In city-based drive cycle profiles, WFSM usually operates at a relatively lower power rating i.e., at a lower rotor field current. In these conditions, the conductive rotor excitation operates at a very low duty ratio. The main disadvantage of low duty ratio operation is increased current ripples on the field current. Also, increased conduction and switching losses due to high voltage semiconductor switches for a large DC input voltage.

[0040] Therefore, a new modular power electronic (MPE) system is provided. The MPE system may include a combination of low-voltage full-bridge converters and DC-DC converters. Each module is supplied with a separate low voltage battery module such as 24V, 48V, 90V etc. This configuration allows the modules to be connected to the field excitation system to change the DC field voltage/current on the rotor according to load conditions. The half-bridges or full-bridges integrated with the battery modules can be used towards exciting the conductive or inductive excitation systems on the rotor side.

[0041] The MPE systems of the present disclosure provides several advantages over conventional designs. This architecture maintains high-duty ratio operation by selectively utilizing a minimum number of battery submodules to achieve the desired output field voltage. This high duty-ratio reduces ripples on the rotor field current, and thus also reduces related losses on the rotor side. Conduction and switching losses of the converters may also be reduced as a result of low input VDC and the use of low voltage switches.

[0042] FIG. 3 shows an electrical schematic diagram of a third system 70 including a first MPE assembly 80 that functions as a battery and inverter, in accordance with the present disclosure, and arranged for operating a first WFSM 40.

[0043] The third system 70 provides an efficient way of controlling the first WFSM 40. In some embodiments, the first MPE assembly 80 may be shared with other applications, such as PMSM-based systems. The first MPE assembly 80 shown in FIG. 3 includes three phase groups 82a, 82b, 82c, each generating a single-phase of AC power for application to a three-phase stator winding of the first WFSM 40 via an AC bus connector 74. Each of the phase groups 82a, 82b, 82c includes several first integrated power modules 84, 85 in a series configuration. Each of the first integrated power modules 84, 85 may have a similar or identical configuration.

[0044] In some embodiments, and as shown in FIG. 3, some of the first integrated power modules 84,85 may be configured as primary modules 84, including a first battery module 86. The first battery module 86 may have a 90-V nominal voltage. However, the first battery module 86 may have a different voltage, such as 12V, 24V, or 48V.

[0045] Additionally or alternatively, some of the first integrated power modules 84, 85 may be configured as secondary modules 85, which are electrically connected to the first battery module 86 in a corresponding one of the primary modules 84. In some embodiments, the secondary modules 85 may be physically coupled to and/or integrated with the corresponding primary modules 84 to share the first battery module 86.

[0046] Each of the first integrated power modules 84, 85 includes a first input capacitor 87, and a first power electronics assembly 88. The first power electronics assembly 88 may be physically and electrically coupled to the first battery module 86 and configured to receive direct current (DC) power therefrom and to generate alternating current (AC) power on a set of first load terminals 89, using the DC power from the first battery module 86. In some embodiments, each of the first power electronics assemblies 88 may include four switching transistors in an H-bridge configuration.

[0047] The first load terminals 89 of the first integrated power modules 84,85 within each of the phase groups 82a, 82b, 82c are connected together in the series configuration to generate AC output power on a corresponding AC output conductor 76a, 76b, 76c. Each of the phase groups 82a, 82b, 82c is also connected to a common ground node 78. Thus, the phase groups 82a, 82b, 82c may provide a Wye-connected 3-phase AC power. The AC output conductors 76a, 76b, 76c may each be connected to the stator windings of the first WFSM 40 via the AC bus connector 74. The series connection of the first integrated power modules 84,85 enables each of the phase groups 82a, 82b, 82c to provide the AC output power with power and/or voltage ratings many times greater than can be supplied by any one of the first integrated power modules 84,85, alone.

[0048] The third system 70 also includes second rotor power converter 90 in the form of a regulated DC-DC converter. The second rotor power converter 90 includes several second integrated power modules 94 connected in series and configured to generate a DC output power on a DC output bus 32 for powering the rotor field winding 44 of the first WFSM 40. As shown, each of the second integrated power modules 94 includes a second battery module 96, a second input capacitor 97, and a first DC-DC converter 98. Each of the first DC-DC converters 98 may include two switching transistors in a half-bridge configuration and configured to generate a second DC power on a set of second load terminals 99, using the DC power from second battery module 96. The second load terminals 99 of the first DC-DC converters 98 are connected in series to provide the DC output power with power and/or voltage ratings many times greater than can be supplied by any one of the second integrated power modules 94, alone.

[0049] Alternatively or additionally, outputs from the second integrated power modules 94 may be combined to serve other auxiliary loads requiring low-voltage DC power, such as 12V, 48V etc., and/or to charge an auxiliary low-voltage battery pack such as a 12 V or 48 V battery.

[0050] The second battery modules 96 may each have a 90-V nominal voltage. However, the second battery modules 96 may have a different voltage, such as 12V, 24V, or 48V. The series connection of the second integrated power modules 94 creates a controllable DC supply voltage for powering the rotor field winding 44 of the first WFSM 40. The number of integrated power modules will be designed based on the maximum voltage applicable to the rotor circuit. The associated half-bridge converters would be activated based on the required voltage to generate the desired amount of field current. This can avoid a significant change in the existing battery pack and power electronics-based drive system.

[0051] In some embodiments (not shown in FIG. 3) each of the second integrated power modules 94 may be electrically connected to the first battery module 86 in a corresponding one of the primary modules 84. In some embodiments, the second integrated power modules 94 may be physically coupled to and/or integrated with the corresponding primary modules 84 to share the first battery module 86.

[0052] In this architecture of the third system 70, a series of the second integrated power modules 94 are assigned to supply the rotor field and each of the second integrated power modules 94 includes a half-bridge converter 98. The series connection of the second integrated power modules 94 creates a controllable DC supply voltage for the field winding of the first WFSM 40. The number of second integrated power modules 94 within the second rotor power converter 90 may be determined based on a maximum voltage applicable to the rotor circuit. The associated half-bridge converters 98 may be activated based on the required voltage to generate the desired amount of field current. This would avoid a significant change in the existing battery pack and power electronics-based drive system.

[0053] FIG. 4 shows an electrical schematic diagram of a fourth system 170 in accordance with the present disclosure and arranged to provide power for a second WFISM 60 with an AC supply for inductive power transfer (IPT) for exciting the rotor windings 44. The fourth system 170 is similar or identical to the third system 70 of FIG. 3, except it includes a third rotor power converter 190 in the form of a single-phase DC-AC converter, instead of the second rotor power converter 90. [0054] The third rotor power converter 190 includes several third integrated power modules 194 connected in series and configured to generate a single-phase AC output power on an AC output bus 132 for supplying power to the rotor field winding 44 of the second WFSM 60, via a rotating transformer 54, 56. The fourth system 170 may also include a rotating full-bridge rectifier 58 connected to the secondary of the rotating transformer 54, 56 (not shown on FIG. 4).

[0055] As shown, each of the third integrated power modules 194 includes a third second battery module 196, a third input capacitor 197, and second power electronics assembly 188. The second power electronics assembly 188 may each be similar or identical to the first power electronics assemblies 88, including four switching transistors in an H-bridge configuration. The outputs of the third integrated power modules 194 are connected in series to provide the singlephase AC output power with power and/or voltage ratings many times greater than can be supplied by any one of the third integrated power modules 194, alone.

[0056] In some embodiments, the second power electronics assemblies 188 are controllable to vary the second AC power provided on the AC output bus 132. For example, the second power electronics assemblies 188 of the third rotor power converter 190 may vary a voltage and/or a frequency of the second AC power to vary the power supplied to the rotor field winding 44, based on operating requirements and/or conditions of the second WFSM 60 and at any given time.

[0057] In some embodiments (not shown in FIG. 4) each of the third integrated power modules 194 may be electrically connected to the first battery module 86 in a corresponding one of the primary modules 84. In some embodiments, the third integrated power modules 194 may be physically coupled to and/or integrated with the corresponding primary modules 84 to share the first battery module 86. [0058] FIG. 5A shows an electrical schematic diagram of the first power electronics assembly 88, and FIG. 5B shows an electrical schematic diagram of the first DC-DC converter 98. The first power electronics assembly 88 includes four switching transistors in an H-bridge configuration. Each of the four switching transistors is a field-effect transistor (FET) with a body diode. Any or all of the switching transistors may include metal-oxide-semiconductor field-effect transistor (MO SFET) devices, however, other types of switching devices, such as junction devices and/or high-electron-mobility transistor (HEMT) devices, such as Silicon-Carbon (SiC), or Gallium Nitride (GaN) may be used. The first DC-DC converter 98 of FIG. 5B is a relatively simple design with an input capacitor and two field-effect transistors (FETs) in a half-bridge configuration. The FETs of the DC-DC converter 98 may be operated with varying duty cycle for controlling an output DC voltage.

[0059] FIG. 6 shows an electrical schematic diagram of a fifth system 100 including a second MPE assembly 110 in accordance with the present disclosure, and arranged for operating a first WFSM 40 and for supplying DC power to auxiliary loads. The second MPE assembly 110 shown in FIG. 6 is similar in construction to the first MPE assembly 80 and includes three phase groups 112a, 112b, 112c. Each of the three phase groups 112a, 112b, 112c includes several third integrated power modules 114 in a series configuration and several fourth integrated power modules 118 also connected in series and in series with the several third integrated power modules 114.

[0060] As shown in FIG. 6, the AC output conductors 76a, 76b, 76c are each connected to a series arrangement of the sets of first load terminals 89 of a first subset of third integrated power modules 114 (i.e. ones of the third integrated power modules 114 and the fourth integrated power modules 118 that comprise a corresponding one of the phase groups 112a, 112b, 112c). FIG. 6 also shows the DC output bus 32 for powering the rotor field winding 44 of the first WFSM 40 and which is connected to a series arrangement of the second load terminals of a second subset of the plurality of integrated power modules (i.e., the third integrated power modules 114).

[0061] FIG. 6 also shows a second DC output bus 116 for powering auxiliary loads, and which is connected to a series arrangement of the second load terminals of a third subset of the plurality of integrated power modules (i.e., the fourth integrated power modules 118).

[0062] Each of the third integrated power modules 114 includes a first battery module 86 and a first input capacitor 87. Each of the third integrated power modules 114 also includes an auxiliary DC-DC converter 115 configured to receive power from a corresponding first battery module 86 and to supply DC power for auxiliary loads in a vehicle. The auxiliary DC-DC converter 115 may be similar or identical in construction to the first DC-DC converter 98, although other DC-DC converter topologies may be used. Each of the third integrated power modules 114 also includes a first power electronics assembly 88 for generating AC phase power for supply to the stator windings of the first WFSM 40.

[0063] Each of the fourth integrated power modules 118 includes a first battery module 86 and a first input capacitor 87. Each of the fourth integrated power modules 118 also includes a first DC-DC converter 98 configured to receive power from a corresponding first battery module 86 and to supply DC power to the rotor field windings 44 of the first WFSM 40. Each of the third integrated power modules 114 also includes a first power electronics assembly 88 for generating AC phase power for supply to the stator windings of the first WFSM 40.

[0064] The second MPE assembly 110 uses a number of integrated power modules 118 from each phase group 112a, 112b, 112c to supply the rotor field winding 44 of the first WFSM

40. The second MPE assembly 110 is divided between vehicle auxiliary load supply and rotor supply. In this topology, the integrated power modules 114, 118 are shared to supply the WFSM stator and one of: the rotor field winding 44 or an auxiliary load. To develop the proposed architecture, two types of integrated power modules 114, 118 are designed considering the current requirements for, 1) propulsion and auxiliary loads, and 2) propulsion and WFSM rotor circuit.

Multi E-Motor Drive Architecture

[0065] FIG. 7 shows a schematic block diagram of a power supply and distribution system 200 for an electric vehicle (EV), feeding off a shared high-voltage (HV) DC bus 210.

[0066] Commercially available EVs may have multiple eDrives, such as a primary motor 214 and a secondary motor 218 to propel the vehicle. Additional HV motor loads, such as a compressor motor 222 for an air conditioning (AC) system may also be present in the EV. The compressor motor 222 may also be called a heating, ventilation, and air conditioning (HVAC) motor or an HVAC compressor motor 222. These eDrives and HV motor drives feed of the same HV DC bus 210 fed from a first battery pack 204 having several first integrated power modules 202 configured to supply the HV DC bus 210.

[0067] A first step-down DC-DC converter and inverter 212 receives power from the HV DC bus 210 and generates 3 -phase AC power for energizing the primary motor 214. A second step-down DC-DC converter and inverter 216 receives power from the HV DC bus 210 and generates 3-phase AC power for energizing the secondary motor 218. A third step-down DC-DC converter and inverter 220 receives power from the HV DC bus 210 and generates 3-phase AC power for energizing the HVAC compressor motor 222.

[0068] FIG. 8 shows an electrical schematic diagram of a first MPE system 250 for power supply and distribution in an electric vehicle, and in accordance with the present disclosure. The first MPE system 250 includes a first MPE battery pack 252 having two of the first MPE assemblies 80, each feeding a corresponding one of the primary motor 214 and the secondary motor 218. The first MPE battery pack 252 also includes a third MPE assembly 254 for feeding the HVAC compressor motor 222. In this approach, the MPE can operate any electric motor, such as a magnet-based synchronous machine, wound field synchronous machine, and/or an induction machine for any or all of the motors 214, 218, and 222.

[0069] In this architecture, the first MPE battery pack 252 is divided into three sections 80, 80, 254 for three eMotors’ power control. The assigned number of integrated power modules within each of the three sections 80, 80, 254 can be optimized considering the voltage, current and power required for each motor assuming different 2-wheel drive and 4-wheel driving conditions and drive cycle.

[0070] FIG. 9 shows an electrical schematic diagram of a second MPE system 270 for power supply and distribution in an electric vehicle. The second MPE system 270 of FIG. 9 provides several third MPE battery packs 272 that are each shared to operate the primary motor 214, the secondary motor 218, and the HVAC compressor motor 222. This second MPE system 270 may require a number and/or configuration of the third MPE battery packs 272 to be specifically designed to provide capacity to support all three motors at its maximum load condition. [0071] As shown, each of the third MPE battery packs 272 includes a third battery module 274 configured to supply power to each of three power electronics assemblies 280, 282, 284. Each of the third MPE battery packs 272 also includes a primary power electronics assembly 280 configured to supply AC power to the primary motor 214. Each of the third MPE battery packs 272 also includes a secondary power electronics assembly 282 configured to supply AC power to the secondary motor 218. Each of the third MPE battery packs 272 also includes an HVAC power electronics assembly 282 configured to supply AC power to the HVAC compressor motor 222. In some embodiments, each of the three power electronics assemblies 280, 282, 284 may generate a single-phase AC power, and three groups of the third MPE battery packs 272 may be combined to generate 3 -phase AC power.

[0072] Each of the three power electronics assemblies 280, 282, 284 may have a configuration that is similar or identical to the H-bridge configuration of the first power electronics assembly 88. However, one or more of the three power electronics assemblies 280, 282, 284 may use a different inverter topology.

[0073] FIG. 10 shows a schematic block diagram of a third MPE system 300 for power supply and distribution in an electric vehicle. The third MPE system 300 includes a second battery pack 304 having second battery modules 302. Each of the second battery modules 302 has a primary printed circuit board (PCB) 310 and a secondary PCB 320 each physically attached thereto.

[0074] The primary PCBs 310 each include a first battery management system (BMS) 312 configured to manage charging and discharging of the attached battery module 302. For example, the first BMS 312 may monitor state of charge (SoC), state of health (SoH), temperature, voltage, and/or other parameters in order to control charging and/or discharging current to and from the attached battery module 302. The primary PCBs 310 each also include a second auxiliary DC-DC converter 314 configured to receive power from the attached battery module 302 and to supply DC power for auxiliary loads in a vehicle. The primary PCBs 310 each also include a primary power electronics assembly 316, which may also be called a primary inverter, configured to receive power from the attached battery module 302 and to supply AC power to the primary motor 214. The primary PCBs 310 each also include a first onboard charger 318 configured regulate DC power for charging the attached battery module 302 and based on control signals from the first BMS 312. [0075] The secondary PCBs 320 each include a second battery management system (BMS) 322 configured to manage charging and discharging of the attached battery module 302. For example, the second BMS 322 may monitor state of charge (SoC), state of health (SoH), temperature, voltage, and/or other parameters in order to control charging and/or discharging current to and from the attached battery module 302. The secondary PCBs 320 each also include a third auxiliary DC-DC converter 324 configured to receive power from the attached battery module 302 and to supply DC power for auxiliary loads in a vehicle. The secondary PCBs 320 each also include a secondary power electronics assembly 326, which may also be called a secondary inverter, configured to receive power from the attached battery module 302 and to supply AC power to the secondary motor 218. The secondary PCB s 320 each al so include a second onboard charger 328 configured regulate DC power for charging the attached battery module 302 and based on control signals from the second BMS 322.

[0076] In some embodiments, the third MPE system 300 may include a third PCB (not shown) for supplying AC power to the HVAC compressor motor 222. Alternatively or additionally, the third MPE system 300 may include a third power electronics assembly (not shown) integrated with some or all of either or both of the primary PCBs 310 and/or the secondary PCBs 320 and configured for supplying AC power to the HVAC compressor motor 222.

[0077] The third MPE system 300 may provide an integrated propulsion system including DC/DC converter, inverter and onboard charger functionality on a single PCB. The third MPE system 300 includes the integrated power module configuration from the second MPE system 270 of FIG. 9, with other functionalities such as battery management system (BMS), auxiliary DC/DC converter, inverter and on-board charger (OBC). Each battery module 302 will be used to cater to all three motors 214, 218, 222 via separate PCBs integrated to the same module having the power electronics assembly, DC/DC converter, BMS and onboard charger functionalities. The DC/DC converter, OBC and BMS circuits could also be combined from different PCBs to reduce losses, improve cost, improve power rating, increase power density during auxiliary DC/DC converter operation and charging operation. The battery module 302 may be designed in order to supply full load currents when all three motors 214, 218, 222 are working.

DC Fast Charging

[0078] FIG. 11 shows an electrical schematic diagram of a MPE assembly in a first DC charging arrangement 350 for charging from a DC charging station 352 delivering a charging current. The first DC charging arrangement 350 includes a fourth MPE assembly 356, which may be similar or identical to the first MPE assembly 80 of FIG. 3, except with each of the phase groups 82a, 82b, 82c including only the primary modules 84 having dedicated first battery modules 86 (i.e. without any of the secondary modules 85).

[0079] The first DC charging arrangement 350 also includes a first DC charging bus connector 354 configured to selectively connect the common ground node 78 to a negative DC terminal of the DC charging station 352. The first DC charging bus connector 354 is also configured to selectively connect the AC output conductors 76a, 76b, 76c of each of the phase groups 82a, 82b, 82c to a positive DC terminal of the DC charging station 352. Thus, each of the phase groups 82a, 82b, 82c are connected in parallel. The first load terminals 89 of each of the first integrated power modules 84, 85, therefore, have a DC voltage equal to a fraction of the DC voltage of the DC charging station 352, and where the fraction depends on a number of the first integrated power modules 84, 85 in the series arrangement of the corresponding phase group 82a, 82b, 82c and/or battery voltage magnitudes of those first integrated power modules 84, 85. The switching transistors within the first power electronics assembly 88 may be controlled to regulate the DC power supplied to each corresponding first battery module 86.

[0080] The charging current from the DC charging station 352 will pass through the body diodes, which may also be called antiparallel diodes, in each of the first power electronics assemblies 88. The charging current is distributed among the three phase groups 82a, 82b, 82c through the AC bus connector to charge the associated integrated power modules 86. Therefore, the battery current is equal to the DC charger current divided by the number of phases. The load voltage supplied by the DC charging station 352 would be equal to the summation of all the battery voltages in one of the three phase groups 82a, 82b, 82c. This methodology is applicable to any number of phases and/or integrated power modules.

[0081] FIG. 12 shows an electrical schematic diagram of a MPE assembly in a second DC charging arrangement 370 for charging from a DC charging station 352 delivering a high-voltage DC power. The second DC charging arrangement 370 also includes the fourth MPE assembly 356 and the first DC charging bus connector 354 of the first DC charging arrangement 350, with some additional hardware.

[0082] The second DC charging arrangement 370 includes two sets of contacts 376, 378 that convert the three phases to a series connection during DC charging. A first set of contacts 376 is placed between phase B and C and a second set of contacts 378 is placed on the neutral between phase B and C to open this connection during charging. Arrows indicate current flow through the second DC charging arrangement 370 during DC fast charging. This is one possible connection, but the contacts 376, 378 can be reconfigured to other locations to achieve the same effect of converting the three phases to a series connection during DC charging. This methodology is applicable to any number of phases; however, a higher number of contactors would be required with an increased number of phases. For example, a six-phase system would require 4 contactors in total.

[0083] This second DC charging arrangement 370 will avoid splitting the DC current among the phases, therefore the current passing through each battery is equal to the current being supplied by the charger. The load voltage supplied by the DC charger would be equal to the summation of all the integrated power module voltages in one phase multiplied by the number of phases. This results in a higher battery voltage from the perspective of the DC charging station 352. If the effective battery voltage of second DC charging arrangement 370 is higher than a maximum voltage of the DC charging station 352, the second DC charging arrangement 370 can be operated in a mode equivalent to the first DC charging arrangement 350, since it has a lower effective battery voltage.

[0084] The conduction path of DC charging in the first and second DC charging arrangements 350, 370 travels through the body diodes of the silicon mosfets. Therefore, conduction losses may be relatively high due to the forward voltage drop of the diodes. In a GaN device, the reverse conduction path (or third quadrant operation) experiences the same on-state resistance as the forward conduction path (first quadrant operation) when the gate is on. Therefore, a GaN based MMC would not have the additional losses incurred by the diode voltage drops, which results in a much higher efficiency during DC fast charging. Consequently, the present disclosure also proposes the use of GaN based devices with the first and second DC charging arrangements 350, 370 ofFIGs. 11-12.

[0085] FIG. 13 shows an electrical schematic diagram of a fifth MPE assembly 392 in a third DC charging arrangement 390 for charging from a DC charging station 352 delivering a high- voltage DC power. [0086] To avoid diode conduction and reduce loss during DC charging, the fifth MPE assembly 392 includes a charging bypass switch 394 disposed between each set of two of the first battery modules 86, as depicted in FIG. 13 and to selectively conduct a DC charging current directly between the first battery modules 86 of two adjacent ones of the integrated power modules 84 in a DC charging mode. Each of the charging bypass switches 394 may include a MOSFET, although other types of devices may be used. The charging bypass switches 394 provides a path for the DC charging current to flow through one mosfet channel rather than two diodes for each integrated power module 84. This can significantly reduce conduction losses during charging, while overall functionality remains the same. The charging bypass switches 394 can be placed as displayed in FIG. 13. Alternatively, the charging bypass switches 394 can be connected such that the integrated power modules 84 of all three phases are connected in series to create a high voltage bus with the same benefits as the topology in FIG. 12.

Home Energy Management

[0087] FIG. 14 shows an electrical schematic diagram of the fourth MPE assembly 356 in a vehicle to grid (V2X) arrangement 400 for supplying AC power to an electric grid, such as a local grid (such as a single residence or jobsite), a wide area grid (such as a utility power grid), and/or other AC loads. The fourth MPE assembly 356 may be located onboard a vehicle for providing power thereto. However, other MPE configurations may be used in the V2X arrangement, in accordance with the teaching of the present disclosure. As shown, the V2X arrangement 400 includes a V2X bus connector 402, which may be similar or identical to the first DC charging bus connector 354, configured to selectively connect the AC output conductors 76a, 76b, 76c of the fourth MPE assembly 356 to corresponding conductors of a grid power connection 406. A V2X low-pass filter 404 is connected between the V2X bus connector 402 and the grid power source 406. The V2X low-pass filter 404 may function to regulate voltage and current total harmonic distortion of power supplied to the grid power connection 406 and from the fourth MPE assembly 356.

[0088] FIG. 14 shows the V2X arrangement 400 with a three-phase configuration. However, the V2X arrangement could also be used in a single-phase arrangement. The V2X arrangement 400 can provide AC or DC power to the grid, for example, during peak hours when additional power may be needed for sustaining operation of the grid. Alternatively or additionally, other AC and/or DC loads may be connected to the V2X arrangement 400 to receive power therefrom.

[0089] FIG. 15 shows a schematic block diagram of a home energy storage system 420 having a conventional design. The home energy storage system 420 is connected to, and configured to receive power from, a photovoltaic (PV) panel 410, which may also be called a solar panel. The home energy storage system 420 is also connected to a single-phase AC grid 412 and one or more auxiliary loads 414, such as devices connected to a traditional electrical panel in a home. The home energy storage system 420 may supply power to the auxiliary loads 414 to supplement power received from the from the single-phase AC grid 412. The home energy storage system 420 may also supply and/or receive AC power from the single-phase AC grid 412.

[0090] The home energy storage system 420 includes an energy storage device 422 having a plurality of battery cells 424 and a bi-directional DC-DC converter 426. The bi-directional DC- DC converter 426 may be configured to charge the plurality of battery cells 424 using energy from either or both of the PV panel 410 and/or the single-phase AC grid 412. In some embodiments, the bi-directional DC-DC converter 426 may be configured to provide maximum power point tracking (MPPT) functionality to optimize DC voltage conversion between the PV panel 410 and the plurality of battery cells 424 for extracting maximum available power from the PV panel 410 and/or for optimal system efficiency.

[0091] The home energy storage system 420 also includes a single-phase power electronics assembly 430 connected to the energy storage device 422 and configured to generate AC power for supply to the auxiliary loads 414 and/or to the single-phase AC grid 412. In some embodiments, the bi-directional DC-DC converter 426 may be configured to supply DC power to the singlephase power electronics assembly 430 and at a voltage different from a voltage on an output bus of the plurality of battery cells 424.

[0092] FIG. 16 shows a fourth MPE system 450 for single-phase home energy storage and management in accordance with the present disclosure.

[0093] The fourth MPE system 450 includes a plurality of MPE integrated power modules 452 in a series configuration. Each of the MPE integrated power modules 452 includes a first battery module 86 coupled to a MPE converter 454 that is physically and electrically coupled to the first battery module 86 and configured to receive direct current (DC) power therefrom.

[0094] The MPE converters 454 each include a first power electronics assembly 88. The first power electronics assembly 88 may be used to generate AC power for supply to the auxiliary loads 414 and/or to the single-phase AC grid 412, via a single-phase low-pass filter 460. In some embodiments, each of the first power electronics assemblies 88 may include four switching transistors in an H-bridge configuration. However, other inverter topologies may be used.

[0095] The MPE converters 454 each also include a bi-directional DC-DC converter 426, which may be used for charging the first battery module 86 and/or for supplying DC power to other DC loads. In some embodiments, the bi-directional DC-DC converter 426 may be configured for MPPT tracking to optimize power conversion from the PV panel 410. [0096] Each of the MPE integrated power modules 452 may include an integrated PCB that physically and electrically coupled to a corresponding first battery module 86. The first power electronics assemblies 88 may provide inverter and charging functionalities, and the bi-directional DC-DC converter 426 may be configured for MPPT tracking and power quality conditioning. The energy stored from the PV panel 410 will be used to charge the battery modules 86 through the DC-DC converter 426 in the charging stage. The first power electronics assemblies 88 would provide a near-sinusoidal waveform. This configuration would reduce the filter size significantly and the integrated system would increase the power density.

[0097] The single-phase low-pass filter 460 may provide clean sinusoidal AC power by blocking high-frequency transient currents that may be produced by the power electronic devices of the MPE integrated power modules 452.

[0098] FIG. 17 shows a fifth MPE system 500 for multi-phase home energy storage and management, and in accordance with the present disclosure. The fifth MPE system 500 may be similar or identical to the fourth MPE system 450 of FIG. 16, with a few changes described herein. [0099] The fifth MPE system 500 includes a plurality of MPE integrated power modules 452 that are similar or identical to the MPE integrated power modules 452 of the fourth MPE system 450, except arranged to provide three phase AC power. The fifth MPE system 500 supplies the three phase AC power to a 3-phase AC grid 413 and to the auxiliary loads 414, via a 3-phase low-pass filter 510.

[00100] The 3-phase low-pass filter 510 may function similarly to the single-phase low- pass filter 460, except for 3-phase operation. The 3-phase low-pass filter 510 may provide clean sinusoidal AC power by blocking high-frequency transient currents that may be produced by the power electronic devices of the MPE integrated power modules 452. [00101] Either of the fourth MPE system 450 or the fifth MPE system 500 may replace the conventional home energy storage system 420 and may be used for charging an EV with Level 1, 2 or 3-ph AC fast charging. Vehicle to grid functionality can also be enabled with bidirectional feature of the power electronics. Additionally or alternatively, the MPE systems 450, 500 of the present disclosure may be configured for use with other variable energy sources, such as a generator driven by wind, water, tides, or other available sources of energy.

[00102] The MPE systems 450, 500 of the present disclosure may include a controller with a processor to provide an intelligent energy management software which will take inputs from the utility grid, user profile, solar irradiation, weather, EV usage and SOX level (e.g. SoC, SoH, etc.), etc. to optimize energy consumption and cost savings for the end customer.

[00103] The foregoing description is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The same may also be varied in many ways. Such variations are not to be regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure.

Claims

CLAIMS What is claimed is:

1. A power storage and supply system, comprising: a plurality of integrated power modules, wherein each of the integrated power modules includes: a battery module having one or more battery cells; a power electronics assembly physically and electrically coupled to the battery module and configured to receive direct current (DC) power from the battery module and to generate alternating current (AC) power on a set of first load terminals using the DC power from the battery module; and a DC-DC converter physically and electrically coupled to the battery module and configured to generate a second DC power on a set of second load terminals using the DC power from the battery module, wherein the power storage and supply system further includes an AC output conductor connected to a series arrangement of the sets of first load terminals of a first subset of the plurality of integrated power modules, and wherein the power storage and supply system further includes a DC output bus connected to a series arrangement of the sets of second load terminals of a second subset of the plurality of integrated power modules.

2. The power storage and supply system of Claim 1, wherein each of the power electronics assemblies includes a plurality of switching transistors in one of: a half-bridge configuration or a full-bridge configuration.

3. The power storage and supply system of Claim 1, further comprising a low-pass filter connected between the power electronics assembly and at least one of: an AC utility grid and an AC auxiliary load, the low-pass filter configured to block high-frequency components of the

AC power.

4. The power storage and supply system of Claim 1, wherein each of the integrated power modules further includes a second power electronics assembly physically and electrically coupled to the battery module and configured to generate a second alternating current (AC) power using the DC power from the battery module.

5. The power storage and supply system of Claim 4, wherein each of the integrated power modules further includes a third power electronics assembly physically and electrically coupled to the battery module and configured to generate a third alternating current (AC) power using the DC power from the battery module.

6. The power storage and supply system of Claim 1 , wherein the plurality of integrated power modules are split between a plurality of phase groups, with each of the phase groups including a corresponding subset of the plurality of integrated power modules, with the sets of load terminals of the corresponding subset of the plurality of integrated power modules connected in a series arrangement and defining an AC output conductor for supplying a single-phase AC power from each of the phase groups, wherein each of the phase groups further define a common ground node connected to an end of the series arrangements of the sets of load terminals, opposite of the AC output conductor; and wherein the power storage and supply system further comprises: a DC charging bus connector configured to selectively connect the common ground nodes of each of the phase groups to a negative DC terminal of a DC charging station, and to selectively connect the AC output conductors of each of the phase groups to a positive DC terminal of the DC charging station; a plurality of sets of contacts configured to selectively connect the AC output conductors and the common ground nodes of each of the phase groups in a series configuration of the phase groups between a positive DC terminal and a negative DC terminal of a DC charging station, wherein the series configuration of the phase groups includes the common ground nodes of two of the phase groups being connected together to cause a DC charging current to be conducted between the common ground nodes of two of the phase groups.

7. The power storage and supply system of Claim 1, further comprising a charging bypass switch configured to selectively conduct a DC charging current directly between the battery modules of two of the integrated power modules in a DC charging mode.

8. A system for operating a wound field synchronous machine (WFSM), said system comprising: a plurality of integrated power modules, wherein each of the integrated power modules includes: a battery module having one or more battery cells; a first power electronics assembly physically and electrically coupled to the battery module and configured to receive direct current (DC) power from the battery module and to generate alternating current (AC) power on a set of first load terminals and using the DC power from the battery module and for supply to a stator winding of the WFSM; and a second power electronics assembly physically and electrically coupled to the battery module and configured to generate a regulated output power on a second set of load terminals and using the DC power from the battery module, wherein the regulated output power includes at least one of a second DC power, or a second AC power for energizing the rotor field winding via inductive power transfer, wherein the system further includes an AC output conductor configured to energize a stator winding of the WFSM and connected to a series arrangement of the sets of first load terminals of a first subset of the plurality of integrated power modules, and wherein system further includes an output bus configured for energizing a rotor field winding of the WFSM and connected to a series arrangement of the sets of second load terminals of a second subset of the plurality of integrated power modules.

9. The system of Claim 8, wherein the second power electronics assemblies each include a DC- AC converter, and wherein the second power electronics assemblies are configured to generate the regulated output power as the second AC power for energizing the rotor field winding via inductive power transfer.

10. The system of Claim 9, wherein the second power electronics assemblies are arranged in a series configuration, and wherein the second power electronics assemblies are controllable to vary the second AC power.

11. The system of Claim 9, further comprising a rotating transformer including a stationary winding and a rotating winding and configured to wirelessly transfer power from the second power electronics assemblies of the plurality of integrated power modules to the field winding of the WFSM.

12. The system of Claim 8, wherein the second power electronics assemblies each include a DC-DC converter, and wherein the second power electronics assemblies are configured to generate the regulated output power as the second DC power.

13. The system of Claim 12, wherein the DC-DC converters of the plurality of integrated power modules are arranged in a series configuration and are configured to generate the second DC power to apply a DC excitation voltage to the rotor field winding of the WFSM; and wherein the DC-DC converters of the plurality of integrated power modules are controllable to vary the DC excitation voltage.

14. The system of Claim 12, further comprising a conductive excitation arrangement including a slip ring and one or more brushes that contact the slip ring to conduct current from the DC-DC converter to the rotor field winding of the WFSM.

15. A home energy storage system, comprising: a low-pass filter; and a plurality of integrated power modules, wherein each of the integrated power modules includes: a battery module having one or more battery cells; a power electronics assembly physically and electrically coupled to the battery module and configured to receive direct current (DC) power from at least one of the battery module or a photovoltaic (PV) power source, and to generate alternating current (AC) power therefrom; and a bi-directional DC-DC converter physically and electrically coupled to the battery module and configured to perform at least one of charging the one or more battery cells or providing a maximum power point tracking (MPPT) function for optimizing the DC power from the PV power source, wherein the low-pass filter is connected between the power electronics assembly and at least one of: an AC utility grid and an AC auxiliary load, the low-pass filter configured to block high-frequency components of the AC power.