SIMPLIFIED POWER CONVERSION SYSTEMS FOR VEHICLES

• US 20180334046A1
• Filed: 05/17/2017
• Published: 11/22/2018
• Est. Priority Date: 05/17/2017
• Status: Active Grant

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Motor Engineering & Manufacturing North America Incorporated (Toyota Motor Corporation)
• Inventors: Lee, Jae Seung, Shin, Jongwon
• Granted Patent: US 10,381,967 B2
• Time in Patent Office: Days
• CPC Class Codes: B60L 15/007 Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
• CPC Class Codes: B60L 2210/10 DC to DC converters
• CPC Class Codes: B60L 2210/30 AC to DC converters
• CPC Class Codes: B60L 2210/40 DC to AC converters
• CPC Class Codes: B60L 50/10 using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
• CPC Class Codes: B60L 53/14 Conductive energy transfer
• CPC Class Codes: B60L 53/22 Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
• CPC Class Codes: B60L 53/24 Using the vehicle's propulsion converter for charging
• CPC Class Codes: H02J 2207/20 Charging or discharging characterised by the power electronics converter
• CPC Class Codes: H02J 2310/48 for electric vehicles [EV] or hybrid vehicles [HEV]
• CPC Class Codes: H02J 7/0068 Battery or charger load switching, e.g. concurrent charging and load supply H02J7/0013 takes precedence
• CPC Class Codes: H02J 7/02 for charging batteries from ac mains by converters
• CPC Class Codes: H02M 1/007 Plural converter units in cascade push-pull DC/DC converters with pre-regulator H02M3/3374; DC-AC converters following a DC-DC stage including a high frequency transformer H02M7/4807; DC-AC converters following a DC-DC conversion stage generating periodically varying voltages H02M7/4826
• CPC Class Codes: H02M 1/12 Arrangements for reducing harmonics from ac input or output
• CPC Class Codes: H02M 1/4225 using a non-isolated boost converter
• CPC Class Codes: H02M 1/44 Circuits or arrangements for compensating for electromagnetic interference in converters or inverters
• CPC Class Codes: H02M 3/04 by static converters
• CPC Class Codes: H02M 3/1588 comprising at least one synchronous rectifier element H02M3/1582, H02M3/1584 take precedence
• CPC Class Codes: H02M 7/44 by static converters
• CPC Class Codes: H02M 7/53875 with analogue control of three-phase output
• CPC Class Codes: H02P 2201/09 : Boost converter, i.e. DC-DC step up converter increasing the voltage between the supply and the inverter driving the motor general aspects of plural converters in cascade H02M
• CPC Class Codes: H02P 27/06 : using dc to ac converters or inverters H02P27/05 takes precedence
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 : Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 : Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y02T 10/92 : Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
• CPC Class Codes: Y02T 90/14 : Plug-in electric vehicles

Abstract

A power conversion system for a vehicle includes a power conditioning device, a boost converter, an inverter coupled to the boost converter, a transformer, a second rectifier coupled to the transformer, an electric motor, a battery coupled to the second rectifier, a first switch configured to selectively connect the boost converter with the power conditioning device or the battery, and a second switch configured to selectively connect the inverter with the transformer or the electric motor. The first switch connects the power conditioning device with the boost converter and the second switch connects the inverter with the transformer in response to the vehicle being in a grid-connected mode, and the first switch connects the battery with the boost converter and the second switch connects the inverter with the electric motor in response to the vehicle being in a stand-alone mode.

Claims

1. A power conversion system for a vehicle, the power conversion system comprising:

a power conditioning device;

a boost converter;

an inverter coupled to the boost converter;

a transformer;

a second rectifier coupled to the transformer;

an electric motor;

a battery coupled to the second rectifier;

a first switch configured to selectively connect the boost converter with the power conditioning device or the battery; and

a second switch configured to selectively connect the inverter with the transformer or the electric motor, wherein

the first switch connects the power conditioning device with the boost converter and the second switch connects the inverter with the transformer in response to the vehicle being in a grid-connected mode, and

the first switch connects the battery with the boost converter and the second switch connects the inverter with the electric motor in response to the vehicle being in a stand-alone mode.

2. The power conversion system of claim 1, wherein the first switch and the second switch are single-pole double-throw (SPDT) switches.

3. The power conversion system of claim 1, further comprising a system control electronic control unit configured to:

determine whether the vehicle is in the grid-connected mode or in the stand-alone mode; and

control the first switch and the second switch based on the determination.

4. The power conversion system of claim 3, wherein the system control electronic control unit is configured to determine that the vehicle is in the grid-connected mode when the vehicle is parked and determine that the vehicle is in the stand-alone mode when the vehicle is running.

5. The power conversion system of claim 1, wherein the power conditioning device comprises:

a filter; and

a first rectifier coupled to the filter.

6. The power conversion system of claim 1, wherein the vehicle is an electrified vehicle, and the power conditioning device is configured to receive AC voltage from an external source.

7. The power conversion system of claim 1, wherein the vehicle is a hybrid vehicle, and the power conditioning device is configured to receive AC voltage from a generator of the vehicle.

8. The power conversion system of claim 5, wherein the first rectifier and the second rectifier includes a diode rectifier bridge including four switches.

9. The power conversion system of claim 1, wherein the inverter includes six switches.

10. The power conversion system of claim 1, wherein the boost converter is configured to control power factor and total harmonic distortion of AC current provided to the power conditioning device.

11. The power conversion system of claim 1, wherein the power conditioning device is configured to receive AC voltage wirelessly from a wireless charging device.

12. The power conversion system of claim 1, wherein a series connection of the inverter, the transformer and the second rectifier constitutes a DC-DC converter.

13. A method of controlling a power conversion system of a vehicle, the power conversion system comprising:

a power conditioning device;

a boost converter;

an inverter coupled to the boost converter;

a transformer;

a second rectifier coupled to the transformer;

an electric motor;

a battery coupled to the second rectifier;

a first switch;

a second switch; and

a system control electronic control unit communicatively coupled to the first switch and the second switch,

the method comprising;

determining, by the system control electronic control unit, whether the vehicle is in a grid-connected mode or a stand-alone mode;

in response to the vehicle being in the grid-connected mode;

operating the first switch to connect the power conditioning device of the power conversion system with the boost converter of the power conversion system; and

operating the second switch to connect the inverter of the power conversion system with the transformer of the power conversion system; and

in response to the vehicle being in the stand-alone mode;

operating the first switch to connect the battery of the power conversion system with the boost converter; and

operating the second switch to connect the inverter with the electric motor of the power conversion system.

14. The method of claim 13, wherein the first switch and the second switch are single-pole double-throw (SPDT) switches.

15. The method of claim 13, wherein the system control electronic control unit is configured to determine that the vehicle is in the grid-connected mode when the vehicle is parked and determine that the vehicle is in the stand-alone mode when the vehicle is running.

16. A vehicle including a power conversion system, the power conversion system comprising:

a power conditioning device;

a boost converter;

an inverter coupled to the boost converter;

a transformer;

a second rectifier coupled to the transformer;

an electric motor;

a battery coupled to the second rectifier;

a first switch configured to selectively connect the boost converter with the power conditioning device or the battery; and

a second switch configured to selectively connect the inverter with the transformer or the electric motor, wherein

the first switch connects the power conditioning device with the boost converter and the second switch connects the inverter with the transformer in response to the vehicle being in a grid-connected mode, and

the first switch connects the battery with the boost converter and the second switch connects the inverter with the electric motor in response to the vehicle being in a stand-alone mode.

17. The vehicle of claim 16, wherein the first switch and the second switch are single-pole double-throw (SPDT) switches.

18. The vehicle of claim 16, wherein the power conversion system comprises a control electronic control unit configured to:

determine whether the vehicle is in the grid-connected mode or in the stand-alone mode; and

control the first switch and the second switch based on the determination.

19. The vehicle of claim 16, wherein the system control electronic control unit is configured to determine that the vehicle is in the grid-connected mode when the vehicle is parked and determine that the vehicle is in the stand-alone mode when the vehicle is running.

20. The vehicle of claim 16, wherein a series connection of the inverter, the transformer and the second rectifier constitutes a DC-DC converter.