WO2025226540A1 - Power converter with on-board charger (obc), auxiliary power module (apm), and battery balancing functionality - Google Patents

Power converter with on-board charger (obc), auxiliary power module (apm), and battery balancing functionality

Info

Publication number
WO2025226540A1
WO2025226540A1 PCT/US2025/025370 US2025025370W WO2025226540A1 WO 2025226540 A1 WO2025226540 A1 WO 2025226540A1 US 2025025370 W US2025025370 W US 2025025370W WO 2025226540 A1 WO2025226540 A1 WO 2025226540A1
Authority
WO
WIPO (PCT)
Prior art keywords
power
battery
sub
active bridge
bus
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
PCT/US2025/025370
Other languages
French (fr)
Inventor
Hua Bai
Ziwei LIANG
Mojtaba Forouzesh
Headley PHILLIPS
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.)
Magna Powertrain Inc
Magna Powertrain of America Inc
University of Tennessee Research Foundation
Original Assignee
Magna Powertrain Inc
Magna Powertrain of America Inc
University of Tennessee Research Foundation
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 Magna Powertrain Inc, Magna Powertrain of America Inc, University of Tennessee Research Foundation filed Critical Magna Powertrain Inc
Publication of WO2025226540A1 publication Critical patent/WO2025226540A1/en
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • 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
    • B60L53/10—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 the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • 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
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • 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
    • 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
    • B60L58/21—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 the same nominal voltage
    • 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
    • B60L58/22—Balancing the charge of battery modules
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H01M10/441—Methods for charging or discharging for several batteries or cells simultaneously or sequentially
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for AC mains or AC distribution networks
    • H02J3/28—Arrangements for balancing of the load in networks by storage of energy
    • H02J3/32—Arrangements for balancing of the load in networks by storage of energy using batteries or super capacitors with converting means
    • H02J3/322—Arrangements for balancing of the load in networks by storage of energy using batteries or super capacitors with converting means the battery being on-board an electric or hybrid vehicle, e.g. vehicle to grid arrangements [V2G], power aggregation, use of the battery for network load balancing, coordinated or cooperative battery charging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1423—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering
    • H02J7/342—The other DC source being a battery actively interacting with the first one, i.e. battery to battery charging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0067—Converter structures employing plural converter units, other than for parallel operation of the units on a single load
    • H02M1/007—Plural converter units in cascade
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/42—Circuits or arrangements for compensating for or adjusting power factor in converters or inverters
    • H02M1/4208—Arrangements for improving power factor of AC input
    • H02M1/4233—Arrangements for improving power factor of AC input using a bridge converter comprising active switches
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of DC power input into DC power output
    • H02M3/01—Resonant DC/DC converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of DC power input into DC power output
    • H02M3/22—Conversion of DC power input into DC power output with intermediate conversion into AC
    • H02M3/24—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters
    • H02M3/28—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC
    • H02M3/285—Single converters with a plurality of output stages connected in parallel
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of DC power input into DC power output
    • H02M3/22—Conversion of DC power input into DC power output with intermediate conversion into AC
    • H02M3/24—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters
    • H02M3/28—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC
    • H02M3/325—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal
    • H02M3/335—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/33561—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having more than one ouput with independent control
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of DC power input into DC power output
    • H02M3/22—Conversion of DC power input into DC power output with intermediate conversion into AC
    • H02M3/24—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters
    • H02M3/28—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC
    • H02M3/325—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal
    • H02M3/335—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/33569—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements
    • H02M3/33576—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements having at least one active switching element at the secondary side of an isolation transformer
    • H02M3/33584—Bidirectional converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/42—Conversion of DC power input into AC power output without possibility of reversal
    • H02M7/44—Conversion of DC power input into AC power output without possibility of reversal by static converters
    • H02M7/48—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/483—Converters with outputs that each can have more than two voltages levels
    • H02M7/487—Neutral point clamped inverters
    • 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
    • B60L2210/12—Buck converters
    • 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
    • B60L2210/14—Boost converters
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/527—Voltage
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2105/00—Networks for supplying or distributing electric power characterised by their spatial reach or by the load
    • H02J2105/30—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles
    • H02J2105/33—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles
    • H02J2105/37—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles exchanging power with electric vehicles [EV] or with hybrid electric vehicles [HEV]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Details of circuit arrangements for charging or discharging batteries or supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • POWER CONVERTER WITH ON-BOARD CHARGER (OBC), AUXILIARY POWER MODULE (APM), AND BATTERY BALANCING FUNCTIONALITY
  • the present disclosure relates generally to power converters for controlling power to and from batteries in an electrified vehicle (EV).
  • EV electrified vehicle
  • Electrified vehicles may include power converters to facilitate power transfer to and from high-voltage (HV) battery packs.
  • HV high-voltage
  • Most conventional power converters have several limitations. For example, they may not simultaneously charge and accommodate both 400V and 800V battery packs.
  • Conventional power converters may include HV battery charges that are separate from an on-board dc-dc converter, also known as an Auxiliary Power Module (APM) or low-voltage dc-dc converter (LDC).
  • APM Auxiliary Power Module
  • LDC low-voltage dc-dc converter
  • Conventional power converters may lack sufficient redundancy; for example, if one switch fails, the entire charger or dc-dc converter may malfunction.
  • Conventional power converters may not support Vehicle-to-Grid (V2G) and Vehicle- to-Load (V2L) at a wide voltage range.
  • Conventional power converters may require the use of 1200V rated switches for 800V batteries or a multi-level topology with lower voltage switches, which can be expensive.
  • the present disclosure provides a system for converting power in an electrified vehicle.
  • the system includes: a first sub-battery and a second sub-battery configured to be connected together in a series or parallel arrangement to provide a high-voltage (HV) battery for supplying power to a traction motor; a low-voltage (LV) battery; a first transformer having a first primary winding, a first secondary winding, and a second secondary winding; a first active bridge configured to convert power between the first secondary winding of the first transformer and a first DC bus connected to the first sub-battery; a second active bridge configured to convert power between the second secondary winding of the first transformer and a second DC bus for transferring power to and from the LV battery; a second transformer having a second primary winding, a third secondary winding, and a fourth secondary winding; a third active bridge configured to convert power between the third secondary winding of the second transformer and a third DC bus connected to the second sub-battery; and a fourth
  • the present disclosure also provides a method of operating a power converter for an electrified vehicle.
  • the method includes: charging each of a first sub-battery and a second subbattery by: controlling operation of a plurality of switching transistors of a primary side active bridge to supply alternating current (AC) power to each of a first primary winding of a first transformer and to a second primary winding of a second transformer; controlling a first active bridge to convert power between a first secondary winding of the first transformer and a first DC bus connected to the first sub-battery; and controlling a second active bridge to convert power between a third secondary winding of the second transformer and a second DC bus connected to the second sub-battery.
  • the first sub-battery and the second sub-battery are configured to be connected together in a series or parallel arrangement to form a high-voltage (HV) battery for supplying power to a traction motor.
  • HV high-voltage
  • FIG. 1 shows a schematic diagram of a system for converting power in an electrified vehicle, in accordance with the present disclosure.
  • FIG. 2 shows a flow chart listing steps in a method operating a power converter for an electrified vehicle, in accordance with the present disclosure.
  • the present disclosure provides a novel power converter with on-board charger (OBC), auxiliary power module (APM), and battery balancing functionality.
  • OBC on-board charger
  • API auxiliary power module
  • the system of the present disclosure splits an 800V battery pack into two 400V battery packs.
  • Each 400V battery pack is connected with one fully controlled H-bridge, as shown in the document in section 5.1.
  • Each 400V battery pack can be integrated with a 12V battery through a three-winding transformer, allowing power to flow freely between the grid, HV (High Voltage) battery, LV (Low Voltage) battery, or between HV and HV battery packs.
  • the system of the present disclosure setup prevents inrush currents and sparks in contactors. Additionally, there is a redundant path for both OBC (On-Board Charger) and APM (Auxiliary Power Module) functions, enhancing the system's reliability compared to conventional solutions.
  • OBC On-Board Charger
  • APM Advanced Power Module
  • two 400V battery packs can be connected in series to form an 800V battery pack, providing higher performance in the electric traction system.
  • the system of the present disclosure can be connected to a 400V DC fast charging station, the two packs can be connected in parallel, eliminating the need for a redundant 800V- 400V DC-DC converter and the use of 1200V switches in an 800V electric traction system.
  • An aspect of the present disclosure is to provide an integrated power electronics circuit to enable splitting the 800V battery pack into two 400V ones and use one H-bridge per battery pack to realize OBC, APM, and battery balancing functions.
  • a dual bidirectional OBC and APM structure allows additional features such as vehicle-to-load (V2L) functionality while driving with an 800V battery, without making the battery halves unbalanced.
  • V2L vehicle-to-load
  • the latter brings redundancy and reliability to the system, meeting the highest functional safety requirements.
  • active HV capacitor pre-charging can be accomplished via dual bidirectional APM without the need for pre-charge circuits.
  • active battery half balancing can be achieved with a dual bidirectional OBC structure without requiring any additional components.
  • the system and method of the present disclosure provides several advantages over conventional solutions. It may provide reduced complexity and cost of implementation. It may be used to charge both 400V and 800V battery packs.
  • the system of the present disclosure may provide savings over alternative solutions that employ high-voltage switches (e.g., 1200V) and/or complex multi-level topology for 800V systems.
  • the system of the present disclosure may allow for the addition of more functions and features, such as active battery half balancing, active precharging, high redundancy and reliability, etc., at little to no additional cost.
  • the same topological architecture with the described features can be realized using other bidirectional isolated converters, such as a resonant-type CLLC converter.
  • partial features of the presented solution could be achieved with some unidirectional isolated converters, such as the phase-shifted full-bridge (FSFB) converter or resonant-type LLC converters.
  • FSFB phase-shifted full-bridge
  • the main functions and features are realized after the first power factor correction (PFC) stage.
  • PFC power factor correction
  • This part could also be implemented with other three-phase topologies like the Vienna converter or a phase-modular-designed totem-pole bridgeless PFC converter, among others.
  • the AC side could come from a single-phase design, and hence the PFC stage could be implemented with single-stage PFC converters such as a boost converter or totem-pole bridgeless converter, among others.
  • a power converter system 10 is configured to transfer power between a high-voltage (HV) battery pack 12, 14, a low-voltage (LV) battery 16, and a 3-phase alternating current (AC) power source 18.
  • the 3-phase alternating current (AC) power source 18 may be a utility grid source.
  • the principles of the present disclosure may be applied to a singlephase AC power source in place of the 3-phase AC power source 18.
  • the HV battery pack 12, 14 is divided into two sub-batteries 12, 14 including a first sub-battery 12 having a first voltage Vohi, and a second sub-battery 14 having a second voltage Voh2.
  • each of two subbatteries 12, 14 has a corresponding DC voltage of 400 V, and the two sub-batteries 12, 14 can be connected in series to provide a full voltage of 800 V.
  • the sub-batteries 12, 14 may have different nominal voltage values.
  • the principles of the present disclosure may be applied to a HV battery pack 12, 14 having three or more of the sub-batteries 12, 14.
  • the power converter system 10 includes a power factor correction (PFC) stage 20 configured to supply direct current (DC) power on a DC link bus 30, 32, 34.
  • a primary side active bridge 40 converts DC power from the DC link bus 30, 32, 34 to an internal AC power and for supply to two transformers 48, 79.
  • Each of the two transformers 48, 79 includes three windings.
  • the two transformers 48,79 include a first transformer 48 (also labeled as TX1), which has a first primary winding Wi and two secondary windings W2, W3.
  • the two transformers 48,79 also include a second transformer 79 (also labeled as TX2), which has a second primary winding W4 and two secondary windings We, W7.
  • a first secondary winding W2 of the first transformer 48 is coupled to the first subbattery 12 via a first active bridge 50.
  • a second secondary winding W3 of the first transformer 48 is coupled to the LV battery 16 via a second active bridge 60 and via a first power conditioner 70.
  • a third secondary winding Ws of the second transformer 79 is coupled to the second sub-battery 14 via a third active bridge 80.
  • a fourth secondary winding We of the second transformer 79 is coupled to the LV battery 16 via a fourth active bridge 90 and via a second power conditioner 100.
  • the power converter system 10 also includes a contactor 110 connected to each of the two the sub-batteries 12, 14 and configured to selectively connect the two sub-batteries 12, 14 in parallel.
  • the power converter system 10 also includes a controller 120 configured to control operation of switches within the power converter system 10 including transistors within the PFC stage 20, and each of the active bridges 40, 50, 60, 80, 90.
  • the controller 120 is also configured to control the contactor 110, the mode switches Swi, Sw2, the input relays 24a, 24b, 24c, and/or resetting of the electronic fuses 76, 106.
  • the controller 120 includes a processor 122 and a machine readable storage memory 124 holding instructions 126 for execution by the processor 122 to cause the processor 122 to operate the power converter system 10.
  • the processor 122 may include one or more of a microprocessor, a microcontroller, a programmable gate array, or an application specific integrated circuit (ASIC).
  • ASIC application specific integrated circuit
  • the PFC stage 20 includes an input inductor 22a, 22b, 22c having an inductance connected to each of three input voltage legs Va, Vb, Vc.
  • An input relay 24a, 24c, 24d selectively controls current flow from each of the three input voltage legs Va, Vb, Vc to a corresponding one of three PFC stages 28a, 28b, 28c.
  • Only an A-phase PFC stage 28a is shown in detail.
  • the three PFC stages 28a, 28b, 28c may each have an identical construction, with parallel- connected DC output terminals defining the DC link bus 30, 32, 34.
  • the A-phase PFC stage 28a includes an A-phase input node 26a configured to receive AC current from an A-phase of the three input voltage legs Va, Vb, V c via the A-phase inductance 22a and via an A-phase relay 24a.
  • a series combination of two first MOSFET devices Qai, Qa2 selectively conducts current between the A- phase input node 26a and a DC positive node 30 of the DC link bus 30, 32, 34.
  • a series combination of two second MOSFET devices Qa3, Qa4 selectively conducts current between the A-phase input node 26a and a DC negative node 32 of the DC link bus 30, 32, 34.
  • a third MOSFET device Qa4 selectively conducts current between a node between the two first MOSFET devices Qai, Qa2 and a middle node 34 of the DC link bus 30, 32, 34.
  • a fourth MOSFET device Qa6 selectively conducts current between a node between the two second MOSFET devices Qa3, Qa4 and the middle node 34 of the DC link bus 30, 32, 34.
  • the DC positive node 30 and the DC negative node 32 of the DC link bus 30, 32, 34 define an intermediate DC voltage Vdc therebetween.
  • the middle node 34 of the DC link bus 30, 32, 34 may have a voltage half-way between the voltages on the DC positive node 30 and the DC negative node 32 of the DC link bus 30, 32, 34.
  • a first DC link capacitor 36 is connected between the DC positive node 30 and the middle node 34 of the DC link bus 30, 32, 34, and a second DC link capacitor 38 is connected between the middle node 34 and the DC positive negative node 32 of the DC link bus 30, 32, 34.
  • the primary side active bridge 40 includes a plurality of switching transistors Pi, P2, P3, P4, including a first switching transistor Pi configured to selectively conduct current between the DC positive node 30 and a first output node 42.
  • the primary side active bridge 40 also includes a second switching transistor P2 configured to selectively conduct current between the middle node 34 and the first output node 42.
  • the primary side active bridge 40 also includes a third switching transistor P3 configured to selectively conduct current between the middle node 34 and a second output node 44.
  • the primary side active bridge 40 also includes a fourth switching transistor P4 configured to selectively conduct current between the DC negative node 32 and the second output node 44.
  • a first blocking capacitor Cbi is connected between the first output node 42 and a first AC node 46 for blocking DC current.
  • the first primary winding Wi of the first transformer 48 and the second primary winding W4 of the second transformer 79 are each connected to the second output node 44.
  • a first mode switch Swi of the mode switches Swi, Sw2 selectively controls current between the first AC node 46 and the first primary winding Wi of the first transformer 48.
  • a second mode switch Sw2 of the mode switches Swi, S W 2 selectively controls current between the first AC node 46 and the second primary winding W4 of the second transformer 79.
  • the power converter system 10 includes a first bidirectional converter (OBC1) including the primary side active bridge 40, the first transformer 48, and the first active bridge 50.
  • the first bidirectional converter is operational to transfer power in either direction between the DC link bus 30, 32, 34 and the first sub-battery 12.
  • components of the power converter system 10 form a first auxiliary power module converter (APM1), including the first active bridge 50, the secondary windings W2, W3 of the first transformer 48, the second active bridge 60, and the first power conditioner 70.
  • the first auxiliary power module converter (APM1) is configured to transfer power in either direction between the first sub-battery 12 and the LV battery 16.
  • the first active bridge 50 includes a first internal node 52 and a second internal node 54 and converts AC power between the first secondary winding W2 of the first transformer 48 and a first DC bus 56, 58 connected to the first sub-battery 12.
  • a first HV isolation switch Shvi selectively conducts current between a first DC positive terminal 56 of the first DC bus 56, 58 and the first sub-battery 12.
  • the first HV isolation switch Shvi may be a contact of a relay and may be controlled by the controller 120.
  • the first DC bus 56, 58 has a first DC voltage Vhvi, which may be about 400VDC and for charging or discharging the first sub-battery 12.
  • the first active bridge 50 includes a second blocking capacitor Cb2 connected between the first secondary winding W2 and the first internal node 52.
  • the second internal node 54 is connected directly to the first secondary winding W2 opposite from the second blocking capacitor Cb2.
  • a first set of switching transistors S 11, S12, S13, S14 having an H-bridge configuration selectively conducts current in either of two directions between the internal nodes 52, 54 and the first DC bus 56, 58.
  • the first set of switching transistors S11, S12, S13, S14 also functions to convert between DC power on the first DC bus 56, 58 and AC power at the internal nodes 52, 54.
  • a first HV output capacitor Chvi is connected across the first DC bus 56, 58.
  • the second active bridge 60 includes a first internal node 62 and a second internal node 64 and converts AC power between the second secondary winding W3 of the first transformer 48 and a second DC bus 66, 68.
  • the second DC bus 66, 68 includes a second DC positive terminal 66 and a second DC negative terminal 68 with a first DC low voltage Vivi thereacross
  • the second active bridge 60 includes a second set of switching transistors S21, S22, S23, S24 having an H-bridge configuration and configured to selectively conduct current in either of two directions between the internal nodes 62, 64 and the second DC bus 66, 68.
  • the second set of switching transistors S21, S22, S23, S24 also functions to convert between DC power on the second DC bus 66, 68 and AC power at the internal nodes 62, 64.
  • a first clamping capacitor C is connected across the second DC bus 66, 68.
  • the second active bridge 60 includes a first output inductor 72 having two magnetically-coupled inductances L02, L 0 3 each connected between a corresponding one of the internal nodes 62, 64 of the second active bridge 60 and a first intermediate node 74.
  • the first power conditioner 70 includes a first LV output capacitor Ci-,2 connected between the first intermediate node 74 and the second DC negative terminal 68 of the second DC bus 66, 68.
  • a first electronic fuse (e-fuse) 76 also called e-Fuseivi, selectively interrupts current flow between the first intermediate node 74 and a LV output power node 78.
  • the LV battery 16 is connected between the LV output power node 78 and the second DC negative terminal 68 of the second DC bus 66, 68.
  • the power converter system 10 includes a second bidirectional converter (OBC2) including the primary side active bridge 40, the second transformer 79, and the third active bridge 80.
  • the second bidirectional converter is operational to transfer power in either direction between the DC link bus 30, 32, 34 and the second sub-battery 14.
  • components of the power converter system 10 form a second auxiliary power module converter (APM2), including the third active bridge 80, the secondary windings Ws, We of the second transformer 79, the fourth active bridge 90, and the second power conditioner 100.
  • the second auxiliary power module converter (APM2) is configured to transfer power in either direction between the second sub-battery 14 and the LV battery 16.
  • the third active bridge 80 includes a first internal node 82 and a second internal node 84 and converts AC power between the third secondary winding Ws of the second transformer 79 and a third DC bus 86, 88 for connection to the second sub-battery 14.
  • a second HV isolation switch Shv2 selectively conducts current between a third DC positive terminal 86 of the third DC bus 86, 88 and the second sub-battery 14.
  • the second HV isolation switch Shv2 may be a contact of a relay and may be controlled by the controller 120.
  • the third DC bus 86, 88 has a third DC voltage Vhv2, which may be about 400VDC and for charging or discharging the second sub-battery 14.
  • the third active bridge 80 includes a third blocking capacitor Cb3 connected between the third secondary winding Ws and the first internal node 82.
  • the second internal node 84 is connected directly to the third secondary winding Ws opposite from the third blocking capacitor Cb3.
  • the third set of switching transistors S31, S32, S33, S34 also functions to convert between DC power on the third DC bus 86, 88 and AC power at the internal nodes 82, 84.
  • a second HV output capacitor Chv2 is connected across the third DC bus 86, 88.
  • the fourth active bridge 90 includes a first internal node 92 and a second internal node 94 and converts AC power between the fourth secondary winding We of the second transformer 79 and a fourth DC bus 96, 68.
  • the fourth DC bus 96, 68 includes a fourth DC positive terminal 96.
  • the fourth DC bus 96, 68 also shares the second DC negative terminal 68 with the second DC bus 66, 68 of the second active bridge 60.
  • the fourth DC bus 96, 68 defines a second DC low voltage Viv2 thereacross.
  • the fourth active bridge 90 includes a fourth set of switching transistors S41, S42, S43, S44 having an H-bridge configuration and configured to selectively conduct current in either of two directions between the internal nodes 92, 94 and the fourth DC bus 96, 68.
  • the fourth set of switching transistors S41, S42, S43, S44 also functions to convert between DC power on the fourth DC bus 96, 68 and AC power at the internal nodes 92, 94.
  • a second clamping capacitor Civ3 is connected across the fourth DC bus 96, 68.
  • the fourth active bridge 90 also includes a second output inductor 102 having two magnetically-coupled inductances L 0 4, L 0 5 each connected between a corresponding one of the internal nodes 92, 94 of the fourth active bridge 90 and a second intermediate node 104.
  • the second power conditioner 100 includes a second LV output capacitor Civ4 connected between the second intermediate node 104 and the second DC negative terminal 68 of the fourth DC bus 96, 68.
  • a second electronic fuse 106 also called e-Fuseiv2, selectively interrupts current flow between the second intermediate node 104 and the LV output power node 78.
  • the PFC stage 20 may include a conventional 3-level circuit.
  • the OBC will only interface with a split HV battery 12, 14. Therefore, the active bridges 50, 80 of the HV side only employ 2-level H-bridge circuits without the need for the boost stage, multi-level topology or 1200V switches. All HV switches can be rated at 650V.
  • Two three-winding transformers i.e., TX1 and TX2 instead of one are used, one per each of the two sub-batteries 12, 14 with a nominal voltage of 400V DC.
  • the presented topology has redundant paths for both OBC and APM and by using the mode switches Swi, Sw2, the HV isolation switches Shvi, Shv2, and the e- fuses 76, 106, it is possible to isolate each of two paths for OBC and/or APM so both functions could still remain functional in case of a single-path failure.
  • the topology remains bidirectional, allowing power to flow between the HV battery 12, 14, LV battery 16, and the AC grid 18.
  • bidirectional APM operation allows pre-charging the HV output capacitors Chvi and Chv2, which reduces system cost and weight by eliminating a need for pre-charge resistors.
  • the power converter system 10 of the present disclosure is operable in an on-board charger (OBC) mode.
  • OBC on-board charger
  • the two sub-batteries 12, 14 can be charged at the same time with different rates, if needed.
  • Charging speed is controlled by a phase shift between Pi and Sii (i.e., QI), and phase shift between Pi and S31 (i.e., 02).
  • QI phase shift between Pi and Sii
  • S31 i.e. 02
  • the power converter system 10 of the present disclosure is also operable in an auxiliary power module (APM) mode.
  • APM auxiliary power module
  • the two sub-batteries 12, 14 can be connected to the LV battery 16 through the two transformers 48, 79.
  • the first sub-battery 12 and the second sub-battery 14 can each be used to simultaneously charge the LV battery 16, with different rates, if needed.
  • the use of different charging rates enables balancing between the two sub-batteries 12, 14 by controlling power drawn from each of the two sub-batteries 12, 14.
  • the charging speed is controlled by the phase shift between S11 and S21 (Q3), phase shift between S31 and S41 (04), and the duty cycle of LV side switches.
  • the other set can still charge the LV battery 16 with lower power.
  • one of the second active bridge 60 or the fourth active bridge 90 can be disabled. Such operation can be realized regardless of series/parallel connection of the two sub-batteries 12, 14.
  • the power converter system 10 of the present disclosure is also operable in a precharge mode. Given the bidirectional feature of the topology, power from the LV battery 16 can be used to pre-charge the HV output capacitors Chvi and Chv2, making their voltage close to an output voltage of a corresponding one of the two sub-batteries 12, 14 and before turning on the isolation switches Shvi, Shv2. This pre-charge mode may enable operation without requiring the bulky pre-charge circuit.
  • the power converter system 10 of the present disclosure is also operable in Vehicle- to-Grid (V2G) and Vehicle-to-Load (V2L) modes.
  • V2G Vehicle- to-Grid
  • V2L Vehicle-to-Load
  • the bidirectional feature of the power converter system 10 allows the power to flow freely among the HV battery pack 12, 14, the LV battery 16, and the AC grid 18. Therefore, V2G and V2L are achievable.
  • the V2L function can be realized by either/both of the two sub-batteries 12, 14. While in a drive mode, the two sub-batteries 12, 14 may be connected in series to form a full 800V pack. This feature allows balancing of the two subbatteries 12, 14 during V2L operation.
  • V2L mode may enable the power converter system 10 to supply AC and/or DC power to one or more loads using power from the HV battery pack 12, 14.
  • the power converter system 10 of the present disclosure is also operable in a battery balancing mode. When preparing for charging the HV battery pack 12, 14 using a 400V de fast charging station, the two sub-batteries 12, 14 need to be connected in parallel. However, such parallelization can cause arcing current in the contactors if two voltages Vohi, Voh2 are not identical.
  • the power converter system 10 of the present disclosure enables adjusting the phase shift between Sn and S31.
  • the controller 120 will cause the S11 lead to S31 so that the first sub-battery 12 is discharged while the second sub-battery 14 is charged. Once these two voltages Vohi, Voh2 are close enough, the contactor 110 can then be turned on to connect the two sub-batteries 12, 14 in parallel. This feature allows active battery half balancing and charge transfer between the two sub-batteries 12, 14, regardless of the APM or V2L operation.
  • the primary side active bridge 40 may be configured as a stacked active bridge, as shown in FIG. 1, using 650V devices.
  • the primary side active bridge 40 may be configured as a H-bridge circuit, similar to the first active bridge 50, and using switching devices having a higher voltage rating, such as 1200V devices.
  • the second active bridge 60 and the fourth active bridge 90 which are LV-side active bridges, may be configured as current-fed type circuits, as shown in FIG. 1.
  • either or both of the second active bridge 60 and/or the fourth active bridge 90 may be configured as a H-bridge circuit, similar to the first active bridge 50.
  • Different circuits and/or devices may be used in any of the active bridges 40, 50, 60, 80, 90 of the present disclosure. Details of the active bridges 40, 50, 60, 80, 90 may be varied depending on one or more factors, such as switch voltage rating and application.
  • a method 200 of operating a power converter for an electrified vehicle is shown in the flow chart of FIG. 2
  • the method 200 can be performed by the power converter system 10 and as controlled by the controller 120, in accordance with some embodiments of the present disclosure.
  • the order of operation within the method is not limited to the sequential execution as illustrated in FIG. 2, but may be performed in one or more varying orders as applicable and in accordance with the present disclosure.
  • the method 200 includes controlling operation of a plurality of switching transistors of a primary side active bridge to supply alternating current (AC) power to each of a first primary winding of a first transformer and to a second primary winding of a second transformer, at step 202.
  • the controller 120 may command operation of the plurality of switching transistors Pi, P2, P3, P4 in the primary side active bridge 40 to generate and supply the AC power to the first primary winding Wi of the first transformer 48 and also to the second primary winding W4 of the second transformer 79.
  • the method 200 also includes controlling a first active bridge to convert power between a first secondary winding of the first transformer and a first DC bus connected to the first sub-battery, at step 204.
  • the controller 120 may command operation of the first set of switching transistors Si 1, S12, S13, S14 in the first active bridge 50 to convert power between the first secondary winding W2 of the first transformer 48 and the first DC bus 56, 58 connected to the first sub-battery 12.
  • the method 200 also includes controlling a second active bridge to convert power between a third secondary winding of the second transformer and a second DC bus connected to the second sub-battery, at step 206.
  • the controller 120 may command operation of the third set of switching transistors S31, S32, S33, S34 in the third active bridge 80 to convert power between the third secondary winding Ws of the second transformer 79 and the third DC bus 86, 88 connected to the second sub-battery 14.
  • the first sub-battery and the second sub-battery are configured to be connected together in a series or parallel arrangement to form a high-voltage (HV) battery for supplying power to a traction motor.
  • HV high-voltage
  • the method 200 also includes operating the power converter in an auxiliary power module (APM) mode for supplying DC power to a low-voltage (LV) battery using power from the HV battery, at step 208.
  • the controller 120 may command operation of the second active bridge 60 to supply power to the LV battery 16 from the first sub-battery 12 via the first power conditioner 70.
  • the controller 120 may command operation of the fourth active bridge 90 to supply power to the LV battery 16 from the second sub-battery 14 via the second power conditioner 100.
  • the system, methods and/or processes described above, and steps thereof, may be realized in hardware, software or any combination of hardware and software suitable for a particular application.
  • the hardware may include a general-purpose computer and/or dedicated computing device or specific computing device or particular aspect or component of a specific computing device.
  • the processes may be realized in one or more microprocessors, microcontrollers, embedded microcontrollers, programmable digital signal processors or other programmable devices, along with internal and/or external memory.
  • the processes may also, or alternatively, be embodied in an application specific integrated circuit, a programmable gate array, programmable array logic, or any other device or combination of devices that may be configured to process electronic signals. It will further be appreciated that one or more of the processes may be realized as a computer executable code capable of being executed on a machine readable medium.
  • the computer executable code may be created using a structured programming language such as C, an object oriented programming language such as C++, or any other high- level or low-level programming language (including assembly languages, hardware description languages, and database programming languages and technologies) that may be stored, compiled or interpreted to run on one of the above devices as well as heterogeneous combinations of processors, processor architectures, combinations of different hardware and software, or any other machine capable of executing program instructions.
  • a structured programming language such as C
  • an object oriented programming language such as C++
  • any other high- level or low-level programming language including assembly languages, hardware description languages, and database programming languages and technologies
  • each method described above and combinations thereof may be embodied in computer executable code that, when executing on one or more computing devices performs the steps thereof.
  • the methods may be embodied in systems that perform the steps thereof, and may be distributed across devices in a number of ways, or all of the functionalities may be integrated into a dedicated, standalone device or other hardware.
  • the means for performing the steps associated with the processes described above may include any of the hardware and/or software described above. All such permutations and combinations are intended to fall within the scope of the present disclosure.

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Abstract

A system for converting power in an electrified vehicle includes: a first sub-battery (12) and a second sub-battery (14) configured to be connected in series or parallel to provide a high-voltage (HV) battery (12,14) for supplying power to a traction motor; a low-voltage (LV) battery (16); and first and second transformers (48,79) each having a primary winding (W1,W4) and two secondary windings (W2,W3,W5,W6). An active bridge (50,80) is configured to convert power between one of the secondary windings (W2,W6) of each of the transformers (48,79) and a corresponding one of the sub-batteries (12,14). Another active bridge (60,80) is configured to convert power between another one of the secondary windings (W3,W5) of each of the transformers (48,79) and the LV battery (16).

Description

POWER CONVERTER WITH ON-BOARD CHARGER (OBC), AUXILIARY POWER MODULE (APM), AND BATTERY BALANCING FUNCTIONALITY
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This PCT international patent application claims the benefit of U.S. Provisional Patent Application No. 63/637,022 filed April 22, 2024, the contents of which is incorporated herein by reference in its entirety.
FIELD
[0002] The present disclosure relates generally to power converters for controlling power to and from batteries in an electrified vehicle (EV).
BACKGROUND
[0003] Electrified vehicles (EVs) may include power converters to facilitate power transfer to and from high-voltage (HV) battery packs. Most conventional power converters have several limitations. For example, they may not simultaneously charge and accommodate both 400V and 800V battery packs. Conventional power converters may include HV battery charges that are separate from an on-board dc-dc converter, also known as an Auxiliary Power Module (APM) or low-voltage dc-dc converter (LDC). Conventional power converters may lack sufficient redundancy; for example, if one switch fails, the entire charger or dc-dc converter may malfunction. Conventional power converters may not support Vehicle-to-Grid (V2G) and Vehicle- to-Load (V2L) at a wide voltage range. Conventional power converters may require the use of 1200V rated switches for 800V batteries or a multi-level topology with lower voltage switches, which can be expensive.
[0004] Moreover, it's worth noting that the majority of conventional DC fast chargers operate at 400V. To rapidly charge an 800V battery pack using such a 400V fast DC charger, an expensive step-up DC-DC converter is typically placed between the battery and the charging station. SUMMARY
[0005] The present disclosure provides a system for converting power in an electrified vehicle. The system includes: a first sub-battery and a second sub-battery configured to be connected together in a series or parallel arrangement to provide a high-voltage (HV) battery for supplying power to a traction motor; a low-voltage (LV) battery; a first transformer having a first primary winding, a first secondary winding, and a second secondary winding; a first active bridge configured to convert power between the first secondary winding of the first transformer and a first DC bus connected to the first sub-battery; a second active bridge configured to convert power between the second secondary winding of the first transformer and a second DC bus for transferring power to and from the LV battery; a second transformer having a second primary winding, a third secondary winding, and a fourth secondary winding; a third active bridge configured to convert power between the third secondary winding of the second transformer and a third DC bus connected to the second sub-battery; and a fourth active bridge configured to convert power between the fourth secondary winding of the second transformer and a fourth DC bus for transferring power to and from the LV battery.
[0006] The present disclosure also provides a method of operating a power converter for an electrified vehicle. The method includes: charging each of a first sub-battery and a second subbattery by: controlling operation of a plurality of switching transistors of a primary side active bridge to supply alternating current (AC) power to each of a first primary winding of a first transformer and to a second primary winding of a second transformer; controlling a first active bridge to convert power between a first secondary winding of the first transformer and a first DC bus connected to the first sub-battery; and controlling a second active bridge to convert power between a third secondary winding of the second transformer and a second DC bus connected to the second sub-battery. The first sub-battery and the second sub-battery are configured to be connected together in a series or parallel arrangement to form a high-voltage (HV) battery for supplying power to a traction motor.
[0007] 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
[0008] Further details, features and advantages of designs of the invention result from the following description of embodiment examples in reference to the associated drawings.
[0009] FIG. 1 shows a schematic diagram of a system for converting power in an electrified vehicle, in accordance with the present disclosure.
[0010] FIG. 2 shows a flow chart listing steps in a method operating a power converter for an electrified vehicle, in accordance with the present disclosure.
DETAILED DESCRIPTION
[0011] Referring to the drawings, the present invention will be described in detail in view of following embodiments.
[0012] To address the shortcomings of conventional solutions, the present disclosure provides a novel power converter with on-board charger (OBC), auxiliary power module (APM), and battery balancing functionality.
[0013] The system of the present disclosure splits an 800V battery pack into two 400V battery packs. Each 400V battery pack is connected with one fully controlled H-bridge, as shown in the document in section 5.1. Each 400V battery pack can be integrated with a 12V battery through a three-winding transformer, allowing power to flow freely between the grid, HV (High Voltage) battery, LV (Low Voltage) battery, or between HV and HV battery packs.
[0014] The system of the present disclosure setup prevents inrush currents and sparks in contactors. Additionally, there is a redundant path for both OBC (On-Board Charger) and APM (Auxiliary Power Module) functions, enhancing the system's reliability compared to conventional solutions.
[0015] With the presented power electronics solution, two 400V battery packs can be connected in series to form an 800V battery pack, providing higher performance in the electric traction system. [0016] The system of the present disclosure can be connected to a 400V DC fast charging station, the two packs can be connected in parallel, eliminating the need for a redundant 800V- 400V DC-DC converter and the use of 1200V switches in an 800V electric traction system.
[0017] An aspect of the present disclosure is to provide an integrated power electronics circuit to enable splitting the 800V battery pack into two 400V ones and use one H-bridge per battery pack to realize OBC, APM, and battery balancing functions.
[0018] A dual bidirectional OBC and APM structure allows additional features such as vehicle-to-load (V2L) functionality while driving with an 800V battery, without making the battery halves unbalanced. The latter brings redundancy and reliability to the system, meeting the highest functional safety requirements.
[0019] Moreover, active HV capacitor pre-charging can be accomplished via dual bidirectional APM without the need for pre-charge circuits. Additionally, active battery half balancing can be achieved with a dual bidirectional OBC structure without requiring any additional components.
[0020] The system and method of the present disclosure provides several advantages over conventional solutions. It may provide reduced complexity and cost of implementation. It may be used to charge both 400V and 800V battery packs. The system of the present disclosure may provide savings over alternative solutions that employ high-voltage switches (e.g., 1200V) and/or complex multi-level topology for 800V systems. The system of the present disclosure may allow for the addition of more functions and features, such as active battery half balancing, active precharging, high redundancy and reliability, etc., at little to no additional cost.
[0021 ] The same topological architecture with the described features can be realized using other bidirectional isolated converters, such as a resonant-type CLLC converter. Alternatively, partial features of the presented solution could be achieved with some unidirectional isolated converters, such as the phase-shifted full-bridge (FSFB) converter or resonant-type LLC converters. In general, the main functions and features are realized after the first power factor correction (PFC) stage. This part could also be implemented with other three-phase topologies like the Vienna converter or a phase-modular-designed totem-pole bridgeless PFC converter, among others. Moreover, the AC side could come from a single-phase design, and hence the PFC stage could be implemented with single-stage PFC converters such as a boost converter or totem-pole bridgeless converter, among others.
[0022] As shown in FIG. 1, a power converter system 10 is configured to transfer power between a high-voltage (HV) battery pack 12, 14, a low-voltage (LV) battery 16, and a 3-phase alternating current (AC) power source 18. The 3-phase alternating current (AC) power source 18 may be a utility grid source. The principles of the present disclosure may be applied to a singlephase AC power source in place of the 3-phase AC power source 18. The HV battery pack 12, 14 is divided into two sub-batteries 12, 14 including a first sub-battery 12 having a first voltage Vohi, and a second sub-battery 14 having a second voltage Voh2. In some embodiments, each of two subbatteries 12, 14 has a corresponding DC voltage of 400 V, and the two sub-batteries 12, 14 can be connected in series to provide a full voltage of 800 V. However, these are merely examples, and the sub-batteries 12, 14 may have different nominal voltage values. Furthermore, in some embodiments, the principles of the present disclosure may be applied to a HV battery pack 12, 14 having three or more of the sub-batteries 12, 14.
[0023] As shown, the power converter system 10 includes a power factor correction (PFC) stage 20 configured to supply direct current (DC) power on a DC link bus 30, 32, 34. A primary side active bridge 40 converts DC power from the DC link bus 30, 32, 34 to an internal AC power and for supply to two transformers 48, 79. Each of the two transformers 48, 79 includes three windings. The two transformers 48,79 include a first transformer 48 (also labeled as TX1), which has a first primary winding Wi and two secondary windings W2, W3. The two transformers 48,79 also include a second transformer 79 (also labeled as TX2), which has a second primary winding W4 and two secondary windings We, W7.
[0024] A first secondary winding W2 of the first transformer 48 is coupled to the first subbattery 12 via a first active bridge 50. A second secondary winding W3 of the first transformer 48 is coupled to the LV battery 16 via a second active bridge 60 and via a first power conditioner 70. Similarly, a third secondary winding Ws of the second transformer 79 is coupled to the second sub-battery 14 via a third active bridge 80. A fourth secondary winding We of the second transformer 79 is coupled to the LV battery 16 via a fourth active bridge 90 and via a second power conditioner 100. [0025] The power converter system 10 also includes a contactor 110 connected to each of the two the sub-batteries 12, 14 and configured to selectively connect the two sub-batteries 12, 14 in parallel.
[0026] The power converter system 10 also includes a controller 120 configured to control operation of switches within the power converter system 10 including transistors within the PFC stage 20, and each of the active bridges 40, 50, 60, 80, 90. The controller 120 is also configured to control the contactor 110, the mode switches Swi, Sw2, the input relays 24a, 24b, 24c, and/or resetting of the electronic fuses 76, 106. The controller 120 includes a processor 122 and a machine readable storage memory 124 holding instructions 126 for execution by the processor 122 to cause the processor 122 to operate the power converter system 10. The processor 122 may include one or more of a microprocessor, a microcontroller, a programmable gate array, or an application specific integrated circuit (ASIC).
[0027] The PFC stage 20 includes an input inductor 22a, 22b, 22c having an inductance connected to each of three input voltage legs Va, Vb, Vc. An input relay 24a, 24c, 24d selectively controls current flow from each of the three input voltage legs Va, Vb, Vc to a corresponding one of three PFC stages 28a, 28b, 28c. Only an A-phase PFC stage 28a is shown in detail. However, the three PFC stages 28a, 28b, 28c may each have an identical construction, with parallel- connected DC output terminals defining the DC link bus 30, 32, 34. The A-phase PFC stage 28a includes an A-phase input node 26a configured to receive AC current from an A-phase of the three input voltage legs Va, Vb, Vc via the A-phase inductance 22a and via an A-phase relay 24a. A series combination of two first MOSFET devices Qai, Qa2 selectively conducts current between the A- phase input node 26a and a DC positive node 30 of the DC link bus 30, 32, 34. A series combination of two second MOSFET devices Qa3, Qa4 selectively conducts current between the A-phase input node 26a and a DC negative node 32 of the DC link bus 30, 32, 34. A third MOSFET device Qa4 selectively conducts current between a node between the two first MOSFET devices Qai, Qa2 and a middle node 34 of the DC link bus 30, 32, 34. A fourth MOSFET device Qa6 selectively conducts current between a node between the two second MOSFET devices Qa3, Qa4 and the middle node 34 of the DC link bus 30, 32, 34. The DC positive node 30 and the DC negative node 32 of the DC link bus 30, 32, 34 define an intermediate DC voltage Vdc therebetween. The middle node 34 of the DC link bus 30, 32, 34 may have a voltage half-way between the voltages on the DC positive node 30 and the DC negative node 32 of the DC link bus 30, 32, 34. A first DC link capacitor 36 is connected between the DC positive node 30 and the middle node 34 of the DC link bus 30, 32, 34, and a second DC link capacitor 38 is connected between the middle node 34 and the DC positive negative node 32 of the DC link bus 30, 32, 34.
[0028] The primary side active bridge 40 includes a plurality of switching transistors Pi, P2, P3, P4, including a first switching transistor Pi configured to selectively conduct current between the DC positive node 30 and a first output node 42. The primary side active bridge 40 also includes a second switching transistor P2 configured to selectively conduct current between the middle node 34 and the first output node 42. The primary side active bridge 40 also includes a third switching transistor P3 configured to selectively conduct current between the middle node 34 and a second output node 44. The primary side active bridge 40 also includes a fourth switching transistor P4 configured to selectively conduct current between the DC negative node 32 and the second output node 44. A first blocking capacitor Cbi is connected between the first output node 42 and a first AC node 46 for blocking DC current.
[0029] The first primary winding Wi of the first transformer 48 and the second primary winding W4 of the second transformer 79 are each connected to the second output node 44. A first mode switch Swi of the mode switches Swi, Sw2 selectively controls current between the first AC node 46 and the first primary winding Wi of the first transformer 48. A second mode switch Sw2 of the mode switches Swi, SW2 selectively controls current between the first AC node 46 and the second primary winding W4 of the second transformer 79.
[0030] The power converter system 10 includes a first bidirectional converter (OBC1) including the primary side active bridge 40, the first transformer 48, and the first active bridge 50. The first bidirectional converter is operational to transfer power in either direction between the DC link bus 30, 32, 34 and the first sub-battery 12. Also, components of the power converter system 10 form a first auxiliary power module converter (APM1), including the first active bridge 50, the secondary windings W2, W3 of the first transformer 48, the second active bridge 60, and the first power conditioner 70. The first auxiliary power module converter (APM1) is configured to transfer power in either direction between the first sub-battery 12 and the LV battery 16.
[0031] The first active bridge 50 includes a first internal node 52 and a second internal node 54 and converts AC power between the first secondary winding W2 of the first transformer 48 and a first DC bus 56, 58 connected to the first sub-battery 12. A first HV isolation switch Shvi selectively conducts current between a first DC positive terminal 56 of the first DC bus 56, 58 and the first sub-battery 12. The first HV isolation switch Shvi may be a contact of a relay and may be controlled by the controller 120. The first DC bus 56, 58 has a first DC voltage Vhvi, which may be about 400VDC and for charging or discharging the first sub-battery 12. The first active bridge 50 includes a second blocking capacitor Cb2 connected between the first secondary winding W2 and the first internal node 52. The second internal node 54 is connected directly to the first secondary winding W2 opposite from the second blocking capacitor Cb2. A first set of switching transistors S 11, S12, S13, S14 having an H-bridge configuration, selectively conducts current in either of two directions between the internal nodes 52, 54 and the first DC bus 56, 58. The first set of switching transistors S11, S12, S13, S14 also functions to convert between DC power on the first DC bus 56, 58 and AC power at the internal nodes 52, 54. A first HV output capacitor Chvi is connected across the first DC bus 56, 58.
[0032] The second active bridge 60 includes a first internal node 62 and a second internal node 64 and converts AC power between the second secondary winding W3 of the first transformer 48 and a second DC bus 66, 68. The second DC bus 66, 68 includes a second DC positive terminal 66 and a second DC negative terminal 68 with a first DC low voltage Vivi thereacross The second active bridge 60 includes a second set of switching transistors S21, S22, S23, S24 having an H-bridge configuration and configured to selectively conduct current in either of two directions between the internal nodes 62, 64 and the second DC bus 66, 68. The second set of switching transistors S21, S22, S23, S24 also functions to convert between DC power on the second DC bus 66, 68 and AC power at the internal nodes 62, 64. A first clamping capacitor C is connected across the second DC bus 66, 68. The second active bridge 60 includes a first output inductor 72 having two magnetically-coupled inductances L02, L03 each connected between a corresponding one of the internal nodes 62, 64 of the second active bridge 60 and a first intermediate node 74.
[0033] The first power conditioner 70 includes a first LV output capacitor Ci-,2 connected between the first intermediate node 74 and the second DC negative terminal 68 of the second DC bus 66, 68. A first electronic fuse (e-fuse) 76, also called e-Fuseivi, selectively interrupts current flow between the first intermediate node 74 and a LV output power node 78. The LV battery 16 is connected between the LV output power node 78 and the second DC negative terminal 68 of the second DC bus 66, 68.
[0034] The power converter system 10 includes a second bidirectional converter (OBC2) including the primary side active bridge 40, the second transformer 79, and the third active bridge 80. The second bidirectional converter is operational to transfer power in either direction between the DC link bus 30, 32, 34 and the second sub-battery 14. Also, components of the power converter system 10 form a second auxiliary power module converter (APM2), including the third active bridge 80, the secondary windings Ws, We of the second transformer 79, the fourth active bridge 90, and the second power conditioner 100. The second auxiliary power module converter (APM2) is configured to transfer power in either direction between the second sub-battery 14 and the LV battery 16.
[0035] The third active bridge 80 includes a first internal node 82 and a second internal node 84 and converts AC power between the third secondary winding Ws of the second transformer 79 and a third DC bus 86, 88 for connection to the second sub-battery 14. A second HV isolation switch Shv2 selectively conducts current between a third DC positive terminal 86 of the third DC bus 86, 88 and the second sub-battery 14. The second HV isolation switch Shv2 may be a contact of a relay and may be controlled by the controller 120. The third DC bus 86, 88 has a third DC voltage Vhv2, which may be about 400VDC and for charging or discharging the second sub-battery 14. The third active bridge 80 includes a third blocking capacitor Cb3 connected between the third secondary winding Ws and the first internal node 82. The second internal node 84 is connected directly to the third secondary winding Ws opposite from the third blocking capacitor Cb3. A third set of switching transistors S31, S32, S33, S34 having an H-bridge configuration, selectively conducts current in either of two directions between the internal nodes 82, 84 and the third DC bus 86, 88. The third set of switching transistors S31, S32, S33, S34 also functions to convert between DC power on the third DC bus 86, 88 and AC power at the internal nodes 82, 84. A second HV output capacitor Chv2 is connected across the third DC bus 86, 88.
[0036] The fourth active bridge 90 includes a first internal node 92 and a second internal node 94 and converts AC power between the fourth secondary winding We of the second transformer 79 and a fourth DC bus 96, 68. The fourth DC bus 96, 68 includes a fourth DC positive terminal 96. The fourth DC bus 96, 68 also shares the second DC negative terminal 68 with the second DC bus 66, 68 of the second active bridge 60. The fourth DC bus 96, 68 defines a second DC low voltage Viv2 thereacross. The fourth active bridge 90 includes a fourth set of switching transistors S41, S42, S43, S44 having an H-bridge configuration and configured to selectively conduct current in either of two directions between the internal nodes 92, 94 and the fourth DC bus 96, 68. The fourth set of switching transistors S41, S42, S43, S44 also functions to convert between DC power on the fourth DC bus 96, 68 and AC power at the internal nodes 92, 94. A second clamping capacitor Civ3 is connected across the fourth DC bus 96, 68. The fourth active bridge 90 also includes a second output inductor 102 having two magnetically-coupled inductances L04, L05 each connected between a corresponding one of the internal nodes 92, 94 of the fourth active bridge 90 and a second intermediate node 104.
[0037] The second power conditioner 100 includes a second LV output capacitor Civ4 connected between the second intermediate node 104 and the second DC negative terminal 68 of the fourth DC bus 96, 68. A second electronic fuse 106, also called e-Fuseiv2, selectively interrupts current flow between the second intermediate node 104 and the LV output power node 78.
[0038] The PFC stage 20 may include a conventional 3-level circuit. The OBC will only interface with a split HV battery 12, 14. Therefore, the active bridges 50, 80 of the HV side only employ 2-level H-bridge circuits without the need for the boost stage, multi-level topology or 1200V switches. All HV switches can be rated at 650V. Two three-winding transformers (i.e., TX1 and TX2) instead of one are used, one per each of the two sub-batteries 12, 14 with a nominal voltage of 400V DC. Moreover, the presented topology has redundant paths for both OBC and APM and by using the mode switches Swi, Sw2, the HV isolation switches Shvi, Shv2, and the e- fuses 76, 106, it is possible to isolate each of two paths for OBC and/or APM so both functions could still remain functional in case of a single-path failure. The topology remains bidirectional, allowing power to flow between the HV battery 12, 14, LV battery 16, and the AC grid 18. Moreover, bidirectional APM operation allows pre-charging the HV output capacitors Chvi and Chv2, which reduces system cost and weight by eliminating a need for pre-charge resistors.
[0039] The power converter system 10 of the present disclosure is operable in an on-board charger (OBC) mode. In this OBC mode, the two sub-batteries 12, 14 can be charged at the same time with different rates, if needed. Charging speed is controlled by a phase shift between Pi and Sii (i.e., QI), and phase shift between Pi and S31 (i.e., 02). For instance, if we need to charge the first sub-battery 12 faster than the second sub-battery 14, the controller 120 may set Ql> Q2.
[0040] The power converter system 10 of the present disclosure is also operable in an auxiliary power module (APM) mode. Given the two three-winding transformers 48, 79, the two sub-batteries 12, 14 can be connected to the LV battery 16 through the two transformers 48, 79. In a pure APM mode, the first sub-battery 12 and the second sub-battery 14 can each be used to simultaneously charge the LV battery 16, with different rates, if needed. The use of different charging rates enables balancing between the two sub-batteries 12, 14 by controlling power drawn from each of the two sub-batteries 12, 14. The charging speed is controlled by the phase shift between S11 and S21 (Q3), phase shift between S31 and S41 (04), and the duty cycle of LV side switches. If one the two sub-batteries 12, 14 or a related switch is faulty, the other set can still charge the LV battery 16 with lower power. To pursue a higher efficiency at extremely light load, one of the second active bridge 60 or the fourth active bridge 90 can be disabled. Such operation can be realized regardless of series/parallel connection of the two sub-batteries 12, 14.
[0041] The power converter system 10 of the present disclosure is also operable in a precharge mode. Given the bidirectional feature of the topology, power from the LV battery 16 can be used to pre-charge the HV output capacitors Chvi and Chv2, making their voltage close to an output voltage of a corresponding one of the two sub-batteries 12, 14 and before turning on the isolation switches Shvi, Shv2. This pre-charge mode may enable operation without requiring the bulky pre-charge circuit.
[0042] The power converter system 10 of the present disclosure is also operable in Vehicle- to-Grid (V2G) and Vehicle-to-Load (V2L) modes. The bidirectional feature of the power converter system 10 allows the power to flow freely among the HV battery pack 12, 14, the LV battery 16, and the AC grid 18. Therefore, V2G and V2L are achievable. The V2L function can be realized by either/both of the two sub-batteries 12, 14. While in a drive mode, the two sub-batteries 12, 14 may be connected in series to form a full 800V pack. This feature allows balancing of the two subbatteries 12, 14 during V2L operation. V2L mode may enable the power converter system 10 to supply AC and/or DC power to one or more loads using power from the HV battery pack 12, 14. [0044] The power converter system 10 of the present disclosure is also operable in a battery balancing mode. When preparing for charging the HV battery pack 12, 14 using a 400V de fast charging station, the two sub-batteries 12, 14 need to be connected in parallel. However, such parallelization can cause arcing current in the contactors if two voltages Vohi, Voh2 are not identical. The power converter system 10 of the present disclosure enables adjusting the phase shift between Sn and S31. For instance, if Vohi > Voh2, the controller 120 will cause the S11 lead to S31 so that the first sub-battery 12 is discharged while the second sub-battery 14 is charged. Once these two voltages Vohi, Voh2 are close enough, the contactor 110 can then be turned on to connect the two sub-batteries 12, 14 in parallel. This feature allows active battery half balancing and charge transfer between the two sub-batteries 12, 14, regardless of the APM or V2L operation.
[0045] The primary side active bridge 40 may be configured as a stacked active bridge, as shown in FIG. 1, using 650V devices. Alternatively, the primary side active bridge 40 may be configured as a H-bridge circuit, similar to the first active bridge 50, and using switching devices having a higher voltage rating, such as 1200V devices. Also, the second active bridge 60 and the fourth active bridge 90, which are LV-side active bridges, may be configured as current-fed type circuits, as shown in FIG. 1. However, either or both of the second active bridge 60 and/or the fourth active bridge 90 may be configured as a H-bridge circuit, similar to the first active bridge 50. Different circuits and/or devices may be used in any of the active bridges 40, 50, 60, 80, 90 of the present disclosure. Details of the active bridges 40, 50, 60, 80, 90 may be varied depending on one or more factors, such as switch voltage rating and application.
[0046] A method 200 of operating a power converter for an electrified vehicle is shown in the flow chart of FIG. 2 The method 200 can be performed by the power converter system 10 and as controlled by the controller 120, in accordance with some embodiments of the present disclosure. As can be appreciated in light of the disclosure, the order of operation within the method is not limited to the sequential execution as illustrated in FIG. 2, but may be performed in one or more varying orders as applicable and in accordance with the present disclosure.
[0047] The method 200 includes controlling operation of a plurality of switching transistors of a primary side active bridge to supply alternating current (AC) power to each of a first primary winding of a first transformer and to a second primary winding of a second transformer, at step 202. For example, the controller 120 may command operation of the plurality of switching transistors Pi, P2, P3, P4 in the primary side active bridge 40 to generate and supply the AC power to the first primary winding Wi of the first transformer 48 and also to the second primary winding W4 of the second transformer 79.
[0048] The method 200 also includes controlling a first active bridge to convert power between a first secondary winding of the first transformer and a first DC bus connected to the first sub-battery, at step 204. For example, the controller 120 may command operation of the first set of switching transistors Si 1, S12, S13, S14 in the first active bridge 50 to convert power between the first secondary winding W2 of the first transformer 48 and the first DC bus 56, 58 connected to the first sub-battery 12.
[0049] The method 200 also includes controlling a second active bridge to convert power between a third secondary winding of the second transformer and a second DC bus connected to the second sub-battery, at step 206. For example, the controller 120 may command operation of the third set of switching transistors S31, S32, S33, S34 in the third active bridge 80 to convert power between the third secondary winding Ws of the second transformer 79 and the third DC bus 86, 88 connected to the second sub-battery 14.
[0050] In some embodiments, the first sub-battery and the second sub-battery are configured to be connected together in a series or parallel arrangement to form a high-voltage (HV) battery for supplying power to a traction motor.
[0051] The method 200 also includes operating the power converter in an auxiliary power module (APM) mode for supplying DC power to a low-voltage (LV) battery using power from the HV battery, at step 208. For example, the controller 120 may command operation of the second active bridge 60 to supply power to the LV battery 16 from the first sub-battery 12 via the first power conditioner 70. Additionally or alternatively, the controller 120 may command operation of the fourth active bridge 90 to supply power to the LV battery 16 from the second sub-battery 14 via the second power conditioner 100.
[0052] The system, methods and/or processes described above, and steps thereof, may be realized in hardware, software or any combination of hardware and software suitable for a particular application. The hardware may include a general-purpose computer and/or dedicated computing device or specific computing device or particular aspect or component of a specific computing device. The processes may be realized in one or more microprocessors, microcontrollers, embedded microcontrollers, programmable digital signal processors or other programmable devices, along with internal and/or external memory. The processes may also, or alternatively, be embodied in an application specific integrated circuit, a programmable gate array, programmable array logic, or any other device or combination of devices that may be configured to process electronic signals. It will further be appreciated that one or more of the processes may be realized as a computer executable code capable of being executed on a machine readable medium.
[0053] The computer executable code may be created using a structured programming language such as C, an object oriented programming language such as C++, or any other high- level or low-level programming language (including assembly languages, hardware description languages, and database programming languages and technologies) that may be stored, compiled or interpreted to run on one of the above devices as well as heterogeneous combinations of processors, processor architectures, combinations of different hardware and software, or any other machine capable of executing program instructions.
[0054] Thus, in one aspect, each method described above and combinations thereof may be embodied in computer executable code that, when executing on one or more computing devices performs the steps thereof. In another aspect, the methods may be embodied in systems that perform the steps thereof, and may be distributed across devices in a number of ways, or all of the functionalities may be integrated into a dedicated, standalone device or other hardware. In another aspect, the means for performing the steps associated with the processes described above may include any of the hardware and/or software described above. All such permutations and combinations are intended to fall within the scope of the present disclosure.
[0055] 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 converter system for an electrified vehicle, comprising: a first sub-battery and a second sub-battery configured to be connected together in a series or parallel arrangement to provide a high-voltage (HV) battery for supplying power to a traction motor; a low- voltage (LV) battery; a first transformer having a first primary winding, a first secondary winding, and a second secondary winding; a first active bridge configured to convert power between the first secondary winding of the first transformer and a first DC bus connected to the first sub-battery; a second active bridge configured to convert power between the second secondary winding of the first transformer and a second DC bus for transferring power to and from the LV battery; a second transformer having a second primary winding, a third secondary winding, and a fourth secondary winding; a third active bridge configured to convert power between the third secondary winding of the second transformer and a third DC bus connected to the second sub-battery; and a fourth active bridge configured to convert power between the fourth secondary winding of the second transformer and a fourth DC bus for transferring power to and from the LV battery.
2. The power converter system of Claim 1, further comprising a primary side active bridge including a plurality of switching transistors and configured to supply alternating current (AC) power to each of the first primary winding of the first transformer and to the second primary winding of the second transformer.
3. The power converter system of Claim 2, further comprising a power factor correction (PFC) stage configured to convert AC power from an AC power source and to supply direct current (DC) power on a DC link bus, and wherein the primary side active bridge receives the DC power from the DC link bus.
4. The power converter system of Claim 3, wherein the AC power source is a 3-phase AC power source.
5. The power converter system of Claim 3, wherein the AC power source is a single-phase AC power source.
6. The power converter system of Claim 2, further comprising a controller configured to control operation of each of the primary side active bridge, the first active bridge, the second active bridge, the third active bridge, and the fourth active bridge.
7. The power converter system of Claim 1, further comprising a contactor configured to selectively connect the first sub-battery and the second sub-battery in a parallel configuration.
8. The power converter system of Claim 1, further comprising: a first HV output capacitor connected across the first DC bus; and an HV isolation switch configured to selectively isolate the first DC bus from the first subbattery, wherein at least one of the second active bridge or the fourth active bridge is configured to operate in a pre-charge mode for transferring power from the LV battery to charge the first HV output capacitor before closing the HV isolation switch to connect the first DC bus to the first subbattery.
9. A method of operating a power converter for an electrified vehicle, comprising: charging each of a first sub-battery and a second sub-battery by: controlling operation of a plurality of switching transistors of a primary side active bridge to supply alternating current (AC) power to each of a first primary winding of a first transformer and to a second primary winding of a second transformer; controlling a first active bridge to convert power between a first secondary winding of the first transformer and a first DC bus connected to the first sub-battery; and controlling a second active bridge to convert power between a third secondary winding of the second transformer and a second DC bus connected to the second subbattery, wherein the first sub-battery and the second sub-battery are configured to be connected together in a series or parallel arrangement to form a high-voltage (HV) battery for supplying power to a traction motor.
10. The method of Claim 9, wherein charging each of the first sub-battery and the second sub-battery further includes charging the first sub-battery and the second sub-battery at different rates.
11. The method of Claim 9, further including: operating at least one of a second active bridge and a fourth active bridge to transfer power from a low-voltage (LV) battery and to pre-charge an output capacitor connected across one of the first DC bus or the second DC bus; and closing, after the output capacitor is precharged to a predetermined voltage, an HV isolation switch to conduct current between the one of the first DC bus or the second DC bus and a corresponding one of the first sub-battery and the second sub-battery.
12. The method of Claim 9, further including: operating the power converter in a Vehicle-to-Grid (V2G) mode for supplying AC power to a utility grid using power from the HV battery.
13. The method of Claim 9, further including: operating the power converter in an auxiliary power module (APM) mode for supplying DC power to a low-voltage (LV) battery using power from the HV battery.
14. The method of Claim 9, further including: operating the power converter in a vehicle-to-load (V2L) mode for supplying AC or DC power to a load using power from the HV battery.
PCT/US2025/025370 2024-04-22 2025-04-18 Power converter with on-board charger (obc), auxiliary power module (apm), and battery balancing functionality Pending WO2025226540A1 (en)

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US20230395880A1 (en) * 2022-06-01 2023-12-07 Milwaukee Electric Tool Corporation Power supply including a cascaded inverter

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US20190143822A1 (en) * 2017-11-14 2019-05-16 Ford Global Technologies, Llc Compound bidirectional integrated charger for a vehicle
US20210155100A1 (en) * 2018-04-10 2021-05-27 University Of Maryland, College Park Vehicle on-board charger for bi-directional charging of low/high voltage batteries
CN112572189B (en) * 2019-09-29 2022-03-18 比亚迪股份有限公司 Vehicle-mounted charging and discharging system and vehicle with same
US20230395880A1 (en) * 2022-06-01 2023-12-07 Milwaukee Electric Tool Corporation Power supply including a cascaded inverter

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