CN117042999A

CN117042999A - Systems, devices, and methods for module-based cascading energy systems

Info

Publication number: CN117042999A
Application number: CN202280021002.1A
Authority: CN
Inventors: M·斯列普琴科夫; M·巴克塔; M·穆萨维; R·纳德里; J·韦比克; L·G·韦伯
Original assignee: TAE Technologies Inc
Current assignee: TAE Technologies Inc
Priority date: 2021-01-13
Filing date: 2022-01-12
Publication date: 2023-11-10

Abstract

Exemplary embodiments of systems, devices, and methods for an energy system having a plurality of modules arranged in a cascade for generating and storing power are provided. Each module may include an energy source and switching circuitry that selectively couples the energy source to other modules in the system for generating power or for receiving power from a charge source and storing power. The energy system may be arranged in a single-phase or multi-phase topology having a plurality of series or interconnected arrays. Thermal management systems, switching assemblies, physical layout of modules, and general platform-based EV models are also described.

Description

Systems, devices, and methods for module-based cascading energy systems

Cross Reference to Related Applications

The present application claims priority and benefit from U.S. provisional application No. 63/255,119 to U.S. provisional application No. 63/242,459 to U.S. provisional application No. 2021, month 13 to U.S. provisional application No. 63/136,786 to 2021, month 9, and to U.S. provisional application No. 2021, month 13, all of which are incorporated herein by reference in their entirety.

Technical Field

The subject matter described herein relates generally to systems, devices, and methods for module-based cascading energy systems.

Background

Energy systems having multiple energy sources or reservoirs are common in many industries. The automotive industry is one example. Through the last century of development, one of the characteristics of today's automotive technology is the interaction of electric motors, mechanical elements and electronics. These are key components that affect vehicle performance and driver experience. The motor is of the combustion or electric type, and in almost all cases the rotational energy of the motor is delivered by a set of highly complex mechanical elements, such as clutches, gearboxes, differentials, drive shafts, torque tubes, couplings, etc. These parts control to a large extent the torque conversion and power distribution of the wheels and define the performance of the vehicle and road handling.

Electric Vehicles (EVs) include various electrical systems associated with the driveline, including battery packs, chargers, and motor controls, among others. The high-voltage battery packs are typically organized in a series chain of battery modules. Each such module further comprises a set of individual cells connected in series and a simple embedded Battery Management System (BMS) to adjust basic battery related characteristics such as charge and voltage status. Electronic devices with more complex capabilities or some form of intelligent interconnection do not exist. Thus, any monitoring or control function is handled by a separate system that lacks the ability to monitor individual battery health, state of charge, temperature, and other performance affecting metrics, even if present elsewhere in the vehicle. Nor can the power consumption of each individual battery be meaningfully adjusted in any way. Some of the main consequences are: (1) the weakest cell limits the overall performance of the entire battery, (2) failure of any cell or module results in the need to replace the entire battery, (3) the reliability and safety of the cell is greatly reduced, (4) the life of the cell is limited, (5) thermal management is difficult, (6) the battery is always operated below maximum capacity, (7) the sudden surge of power generated by regenerative braking cannot be easily stored in the cell and needs to be dissipated by dump resistors.

Conventional control devices include a DC-to-DC conversion stage to adjust the battery voltage level to the bus voltage of the EV's electrical system. The motor is then driven by a simple two-stage multiphase independent drive inverter that provides the required AC signal to the motor. Traditionally, each motor is controlled by a separate controller that drives the motor in a three-phase design. A dual motor EV would require two controllers, while an EV using four in-wheel motors would require four individual controllers. Conventional controller designs also lack the ability to drive next generation motors, such as Switched Reluctance Motors (SRMs), which are characterized by a high number of pole pieces. Adaptation would require a higher phase design, making the system more complex, ultimately failing to address electrical noise and driving performance, such as high torque ripple and acoustic noise.

Many of these drawbacks apply not only to automobiles, but also to other motor vehicles, and to a large extent to stationary applications. For these and other reasons, there is a need for improved systems, devices, and methods for energy systems based on cascading of modules.

Disclosure of Invention

Exemplary embodiments of systems, devices, and methods for an energy system having a plurality of modules arranged in a cascade for generating and storing power are provided herein. Each module may include an energy source and switching circuitry that selectively couples the energy source to other modules in the system for generating power or for receiving power from a charge source and storing power. The energy system may be arranged in a single-phase or multi-phase topology having a plurality of series or interconnected arrays. The energy system may be arranged with a plurality of subsystems for supplying power to one or more electric motors.

The energy system may be configured with bi-directional charging and discharging capabilities through one or more charging ports. Routing circuitry may selectively route current from the charging port to various arrays of modules based on the type of charging signal applied (e.g., DC, single-phase AC, and multi-phase AC). The routing circuitry may include solid state relays that isolate the energy system from external charge sources.

The energy system may be implemented in one or more housings associated with one or more thermal management systems. The thermal management system may circulate a heat transfer fluid near an upper side of the module and near a lower side of the module. The thermal management system may be a reconfigurable energy source to cool and/or heat the module. The thermal management system may also be reconfigured to utilize different heat exchangers based on various factors such as external temperature, temperature of the module's electronics, temperature of the module's energy source, and/or temperature of coolant within an Air Conditioning (AC) system.

Exemplary embodiments of the module layout are also provided. The module layout may include some or all of the module electronics placed in an inverted orientation to maximize surface area contact of the electronics substrate with the heat sink of the module. Placement variations of connectors for primary, auxiliary, and control ports are also described.

Exemplary embodiments of the switching assembly are also provided. A switching assembly, referred to in some embodiments as a power and control distribution assembly, may act as a centralized hub for all or a portion of the power and control connections of the EV. The switching assembly may include portions of control system and routing circuitry related to charge network distribution.

Exemplary embodiments of a universal platform for accommodating an EV electric powertrain are also provided. The electric powertrain is highly scalable and can configure a generic platform for many different EV model types. Many module layout configurations of the generic platform are also described, as well as exemplary model types.

Other systems, devices, methods, features, and advantages of the subject matter described herein will be or become apparent to one with skill in the art upon examination of the following figures and detailed description. It is intended that all such additional systems, methods, features and advantages be included within this description, be within the scope of the subject matter described herein, and be protected by the accompanying claims. Where these features are not explicitly recited in the claims, the features of the exemplary embodiments should not be construed in any way as limiting the appended claims.

Drawings

Details of the subject matter set forth herein, both as to its structure and operation, can be apparent from a study of the accompanying drawings, in which like reference numerals refer to like parts. The components in the figures are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the subject matter. Furthermore, all statements are intended to convey concepts, wherein the relevant dimensions, shapes and other detailed attributes may be illustrated schematically rather than literally or precisely.

Fig. 1A-1C are block diagrams depicting exemplary embodiments of a modular energy system.

Fig. 1D to 1E are block diagrams depicting exemplary embodiments of a control device of an energy system.

Fig. 1F-1G are block diagrams depicting an exemplary embodiment of a modular energy system coupled to a load and a charge source.

Fig. 2A-2B are block diagrams depicting exemplary embodiments of modules and control systems within an energy system.

Fig. 2C is a block diagram depicting an exemplary embodiment of a physical configuration of a module.

Fig. 2D is a block diagram depicting an exemplary embodiment of a physical configuration of a modular energy system.

Fig. 3A-3C are block diagrams depicting exemplary embodiments of modules having various electrical configurations.

Fig. 4A-4F are schematic diagrams depicting exemplary embodiments of an energy source.

Fig. 5A-5C are schematic diagrams depicting exemplary embodiments of an energy buffer.

Fig. 6A-6C are schematic diagrams depicting exemplary embodiments of a converter.

Fig. 7A-7E are block diagrams depicting exemplary embodiments of modular energy systems having various topologies.

FIG. 8A is a plot depicting an exemplary output voltage of a module.

FIG. 8B is a plot depicting an exemplary multi-level output voltage of an array of modules.

Fig. 8C is a plot depicting an exemplary reference signal and carrier signal that may be used by the pulse width modulation control technique.

Fig. 8D is a plot depicting an exemplary reference signal and carrier signal that may be used by the pulse width modulation control technique.

FIG. 8E is a plot depicting an exemplary switching signal generated in accordance with a pulse width modulation control technique.

FIG. 8F is a plot depicting an exemplary multi-level output voltage resulting from superposition of output voltages from an array of modules under a pulse width modulation control technique.

Fig. 9A-9B are block diagrams depicting exemplary embodiments of a controller of a modular energy system.

FIG. 10A is a block diagram depicting an exemplary embodiment of a multi-phase modular energy system having interconnected modules.

Fig. 10B is a schematic diagram depicting an exemplary embodiment of an interconnect module in the multiphase embodiment of fig. 10A.

FIG. 10C is a block diagram depicting an exemplary embodiment of a modular energy system having two subsystems connected together by an interconnect module.

FIG. 10D is a block diagram depicting an exemplary embodiment of a three-phase modular energy system with interconnected modules supplying auxiliary loads.

Fig. 10E is a schematic diagram depicting an exemplary embodiment of an interconnect module in the multiphase embodiment of fig. 10D.

FIG. 10F is a block diagram depicting another exemplary embodiment of a three-phase modular energy system having interconnected modules supplying auxiliary loads.

Fig. 11A-11B are block diagrams depicting exemplary embodiments of a modular energy system configured for multiphase charging.

FIG. 11C is a flow chart depicting an exemplary embodiment of charging a modular energy system.

Fig. 11D is a plot depicting an example of a three-phase charging signal.

Fig. 12A is a block diagram depicting an exemplary embodiment of a modular energy system configured for DC and AC charging.

Fig. 12B is a schematic diagram depicting an exemplary embodiment of routing circuitry.

Fig. 12C-12E are schematic diagrams depicting exemplary embodiments of solid state relays for use in routing circuitry.

Fig. 12F is a block diagram depicting an exemplary embodiment of a modular energy system configured for DC, single-phase AC, and multi-phase AC charging.

Fig. 12G is a schematic diagram depicting another exemplary embodiment of routing circuitry.

Fig. 13A-13B are block diagrams depicting exemplary embodiments of modular energy systems configured for DC, single-phase AC, and multi-phase AC charging.

Fig. 13C is a schematic diagram depicting another exemplary embodiment of routing circuitry.

Fig. 13D is a block diagram depicting an exemplary embodiment of a modular energy system configured for DC, single-phase AC, and multi-phase AC charging.

FIG. 14 is a block diagram depicting an exemplary embodiment of a modular energy system having two subsystems and configured for DC, single-phase AC and multi-phase AC charging.

Fig. 15A is a block diagram depicting an exemplary embodiment of a modular energy system having two subsystems and configured for DC, single-phase AC and multi-phase AC charging.

Fig. 15B is a schematic diagram depicting another exemplary embodiment of routing circuitry.

Fig. 15C is a block diagram depicting an exemplary embodiment of a modular energy system having two subsystems and configured for DC, single-phase AC, and multi-phase AC charging.

Fig. 15D is a schematic diagram depicting another exemplary embodiment of routing circuitry.

Fig. 15E is a block diagram depicting an exemplary embodiment of a modular energy system having two subsystems and configured for DC, single-phase AC and multi-phase AC charging.

Fig. 15F is a schematic diagram depicting another exemplary embodiment of routing circuitry.

Fig. 16A-16C are block diagrams depicting an exemplary embodiment of a modular energy system configured for DC, single-phase AC, and multi-phase AC charging having three subsystems.

Fig. 17 is a block diagram depicting an exemplary embodiment of a modular energy system configured for DC, single-phase AC and multi-phase AC charging having four subsystems.

Fig. 18A-18B are block diagrams depicting an exemplary embodiment of a modular energy system configured for DC, single-phase AC, and multi-phase AC charging having six subsystems.

Fig. 19A is a block diagram depicting an exemplary embodiment of a modular energy system configured for multi-phase AC charging of a parallel array.

Fig. 19B is a block diagram depicting an exemplary embodiment of a modular energy system configured for DC, single-phase AC and multi-phase AC charging of a parallel array.

Fig. 20 is a block diagram depicting an exemplary embodiment of a modular energy system configured for DC and/or single phase AC charging through a load and multiphase charging bypassing the load.

Fig. 21A-21B are block diagrams depicting exemplary embodiments of modular energy systems configured in a delta and series arrangement for DC, single-phase AC, and multi-phase charging.

FIG. 22 is a block diagram depicting an exemplary embodiment of a modular energy system having multiple subsystems configured for DC, single-phase AC, and multi-phase charging of a load.

Fig. 23A is a block diagram depicting an exemplary embodiment of a modular energy system in a charging station and a modular energy system in an EV.

Fig. 23BA is a schematic diagram depicting an exemplary embodiment of a modular energy system in a charging station configured for DC, single-phase AC, and multi-phase charging of multiple EVs.

FIG. 24 is a schematic diagram depicting an exemplary embodiment of a modular energy system within an interior region of an EV chassis.

Fig. 25A-25C are schematic diagrams depicting an exemplary embodiment of a modular energy system within an interior region of an EV chassis and configured to supply power to two electric motors.

FIG. 26 is a schematic diagram depicting an exemplary embodiment of a modular energy system within an interior region of an EV chassis and configured to supply power to three electric motors.

Fig. 27A-27B are schematic diagrams depicting exemplary embodiments of a modular energy system within an interior region of an EV chassis and configured to supply power to an electric motor.

Fig. 28A-28C are schematic diagrams depicting exemplary embodiments of modular energy systems within an interior region of first and second chassis of an EV and configured to supply power to six electric motors.

FIG. 29A is a block diagram depicting an exemplary embodiment of a modular energy system configured to supply power to an electric motor of an active suspension or active steering mechanism.

Fig. 29B is a block diagram depicting an exemplary embodiment of modules for use in a modular energy system.

Fig. 29C-29D are schematic diagrams depicting exemplary embodiments of modules for use in a modular energy system.

Fig. 30A is a block diagram depicting an exemplary embodiment of a power and control distribution assembly.

Fig. 30B is a block diagram depicting an exemplary embodiment of a power and control distribution assembly within an EV.

Fig. 30C is a perspective view of a housing of the EV and a power and control distribution assembly.

Fig. 30C and 30D are perspective views of the exterior and interior, respectively, of an exemplary embodiment of a power and control distribution assembly.

Fig. 30F is an exploded view depicting an exemplary embodiment of a power and control distribution assembly.

Fig. 30G is a perspective view of an exemplary embodiment of charge network distribution within an EV.

FIG. 31A is a block diagram depicting an exemplary embodiment of a process flow for cooling components of an electric vehicle.

FIG. 31B is a perspective view depicting an exemplary embodiment of a housing configured for cooling a modular energy system.

FIG. 31C is a block diagram depicting another exemplary embodiment of a process flow for cooling components of an electric vehicle.

FIG. 31D is a perspective view depicting another exemplary embodiment of a housing configured for cooling a modular energy system.

Fig. 31E is a perspective view depicting an exemplary embodiment of a module assembly placement relative to a top housing.

FIG. 31F is a cross-sectional view depicting an exemplary embodiment of a module in the vicinity of a thermal management system.

32A-32D are block diagrams depicting exemplary embodiments of a thermal management system.

FIG. 32E is an exploded view depicting a housing of an EV having an energy storage system and a thermal management system.

FIG. 32F is a cross-sectional view depicting an exemplary embodiment of a module in the vicinity of a thermal management system.

Fig. 33A is an exploded view depicting an exemplary embodiment of a module.

Fig. 33B and 33C are perspective views depicting the exterior and interior, respectively, of an exemplary embodiment of a module.

Fig. 33D is a cross-sectional view depicting an exemplary embodiment of the electronics of the module.

Fig. 33E-33F are top-down views depicting exemplary embodiments of modules connected within an array.

Fig. 33G and 33H are top-down views depicting exemplary embodiments of the cells within the battery module.

Fig. 33I-33L are top-down views depicting exemplary embodiments of the module.

Fig. 34A is a perspective view depicting an exemplary embodiment of a universal platform of an EV.

Fig. 34B and 34C are perspective views depicting an exemplary embodiment of a universal platform for an EV having an external body.

Fig. 34D-34G are perspective views depicting an exemplary embodiment of a module layout within a universal platform of an EV.

Fig. 34H to 34K are perspective views depicting exemplary embodiments of a general-purpose platform-based EV model.

Detailed Description

Before the present subject matter is described in detail, it is to be understood that this disclosure is not limited to particular embodiments described, as such may, of course, vary. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting, as the scope of the present disclosure will be limited only by the appended claims.

Before describing exemplary embodiments that relate to charging and discharging a modular energy system, it is useful to first describe these underlying systems in more detail. 1A-10F, the following sections describe various applications in which embodiments of a modular energy system may be implemented, embodiments of a control system or apparatus of a modular energy system, configurations of embodiments of a modular energy system with respect to a charging source and a load, embodiments of individual modules, embodiments of a topology of an arrangement of modules within the system, embodiments of a control method, embodiments of balanced operating characteristics of modules within the system, and embodiments of use of interconnected modules.

Examples of applications

A stationary application is one in which the modular energy system is located in a stationary location during use, but which may be capable of being transported to an alternative location when not in use. The module-based energy system resides in a static location while providing electrical energy for consumption by one or more other entities, or stores or buffers energy for later consumption. Examples of stationary applications in which embodiments disclosed herein may be used include, but are not limited to: an energy system for use by or within one or more residential structures or sites, an energy system for use by or within one or more industrial structures or sites, an energy system for use by or within one or more commercial structures or sites, an energy system for use by or within one or more government structures or sites (including both military and non-military use), an energy system for charging mobile applications described below (e.g., a charge source or charging station), and a system for converting solar, wind, geothermal, fossil fuel, or nuclear reactions into electricity for storage. Stationary applications often supply loads such as power grids and micro-grids, motors, and data centers. The fixed energy system may be used for storage as well as for non-storage.

Mobile applications, sometimes referred to as traction applications, are typically mobile applications in which a module-based energy system is located on or within an entity and stores and provides electrical energy for conversion into power by an electric motor to move or assist in moving the entity. Examples of mobile entities that may be used with the embodiments disclosed herein include, but are not limited to, motorized and/or hybrid entities that move on or under land, off-shore or sea, on or off-shore and out of contact with land or sea (e.g., flying in the air or hovering), or through outer space. Examples of mobile entities that may be used with the embodiments disclosed herein include, but are not limited to, vehicles, trains, trams, ships, vessels, aircraft, and spacecraft. Examples of mobile vehicles that may be used with the embodiments disclosed herein include, but are not limited to, mobile vehicles having only one wheel or track, mobile vehicles having only two wheels or tracks, mobile vehicles having only three wheels or tracks, mobile vehicles having only four wheels or tracks, and mobile vehicles having five or more wheels or tracks. Examples of mobile entities that may be used with the embodiments disclosed herein include, but are not limited to, automobiles, buses, trucks, motorcycles, scooters, industrial vehicles, mining vehicles, aircraft (e.g., airplanes, helicopters, unmanned planes, etc.), marine vessels (e.g., commercial transport vessels, ships, yachts, boats or other boats), submarines, locomotives or rail-based vehicles (e.g., trains, trams, etc.), military vehicles, spacecraft, and satellites.

In describing embodiments herein, reference may be made to a particular stationary application (e.g., grid, micro-grid, data center, cloud computing environment) or mobile application (e.g., electric car). Such references are made for ease of explanation and are not meant to limit particular embodiments to use with only that particular mobile or stationary application. Embodiments of a system for providing power to an electric motor may be used in mobile applications and stationary applications. While certain configurations may be more suitable for some applications than others, all of the example embodiments disclosed herein can be used in mobile applications and stationary applications unless otherwise indicated.

Module-based energy system instance

FIG. 1A is a block diagram depicting an exemplary embodiment of a module-based energy system 100. Here, the system 100 includes a control system 102 communicatively coupled with N converter source modules 108-1 through 108-N via communication paths or links 106-1 through 106-N, respectively. The module 108 is configured to store energy and output the energy to the load 101 (or other modules 108) as needed. In these embodiments, any number of two or more modules 108 may be used (e.g., N is greater than or equal to two). The modules 108 may be connected to one another in a variety of ways, as will be described in more detail with respect to fig. 7A-7E. For ease of illustration, in fig. 1A-1C, modules 108 are shown connected in series, or as a one-dimensional array, with the nth module coupled to load 101.

The system 100 is configured to supply power to a load 101. The load 101 may be any type of load, such as an electric motor or an electric grid. The system 100 is also configured to store power received from a charge source. Fig. 1F is a block diagram depicting an exemplary embodiment of a system 100 having a power input interface 151 for receiving power from a charge source 150 and a power output interface for outputting power to a load 101. In this embodiment, system 100 may receive and store power via interface 151 while outputting power via interface 152. Fig. 1G is a block diagram depicting another exemplary embodiment of a system 100 having a switchable interface 154. In this embodiment, the system 100 may select between receiving power from the charge source 150 and outputting power to the load 101 or may be instructed to select therebetween. The system 100 may be configured to supply a plurality of loads 101, including both primary and auxiliary loads, and/or to receive power from a plurality of charge sources 150 (e.g., utility operated power grids and local renewable energy sources (e.g., solar energy)).

Fig. 1B depicts another exemplary embodiment of a system 100. Here, control system 102 is implemented as a Master Control Device (MCD) 112 that is communicatively coupled to N different Local Control Devices (LCDs) 114-1 through 114-N via communication paths or links 115-1 through 115-N, respectively. Each LCD 114-1 to 114-N is communicatively coupled with one module 108-1 to 108-N via a communication path or link 116-1 to 116-N, respectively, such that there is a 1 between the LCD 114 and the module 108: 1 relationship.

Fig. 1C depicts another exemplary embodiment of a system 100. Here, MCD 112 is communicatively coupled with M different LCDs 114-1 through 114-M via communication paths or links 115-1 through 115-M, respectively. Each LCD 114 may be coupled with and control two or more modules 108. In the example shown here, each LCD 114 is communicatively coupled with two modules 108 such that M LCDs 114-1 through 114-M are coupled with 2M modules 108-1 through 108-2M via communication paths or links 116-1 through 116-2M, respectively.

The control system 102 may be configured as a single device of the overall system 100 (e.g., fig. 1A), or may be distributed across or implemented as multiple devices (e.g., fig. 1B-1C). In some embodiments, control system 102 may be distributed among LCDs 114 associated with modules 108, such that MCD 112 is unnecessary and may be omitted from system 100.

The control system 102 may be configured to perform control using software (instructions stored in memory that may be executed by processing circuitry), hardware, or a combination thereof. One or more devices of the control system 102 may each include processing circuitry 120 and memory 122 as shown herein. Exemplary embodiments of processing circuitry and memory are described further below.

The control system 102 may have a communication interface for communicating with the device 104 outside the system 100 via a communication link or path 105. For example, the control system 102 (e.g., MCD 112) may output data or information about the system 100 to another control device 104 (e.g., an Electronic Control Unit (ECU) or Motor Control Unit (MCU) of a vehicle in a mobile application, a grid controller in a stationary application, etc.).

The communication paths or links 105, 106, 115, 116, and 118 (fig. 2B) may each be a wired (e.g., electrical, optical) or wireless communication path that bi-directionally communicates data or information in a parallel or serial manner. The data may be communicated in a standardized (e.g., IEEE, ANSI) or custom (e.g., proprietary) format. In automotive applications, the communication path 115 may be configured to communicate according to the FlexRay or CAN protocol. The communication paths 106, 115, 116, and 118 may also provide wired power to supply operating power to the system 102 directly from one or more modules 108. For example, the operating power of each LCD 114 may be supplied only by the one or more modules 108 to which the LCD 114 is connected, and the operating power of the MCD112 may be supplied indirectly from one or more of the modules 108 (e.g., through a power network of the automobile).

The control system 102 is configured to control one or more of the modules 108 based on status information received from the same or different one or more of the modules 108. Control may also be based on one or more other factors, such as the requirements of load 101. Controllable aspects include, but are not limited to, one or more of voltage, current, phase, and/or output power of each module 108.

Status information for each module 108 in the system 100 may be communicated to the control system 102, which may independently control each module 108-1. Other variations are also possible. For example, a particular module 108 (or subset of modules 108) may be controlled based on state information of the particular module 108 (or subset), based on state information of a different module 108 than the particular module 108 (or subset), based on state information of all modules 108 except the particular module 108 (or subset), based on state information of the particular module 108 (or subset) and state information of at least one other module 108 not the particular module 108 (or subset), or based on state information of all modules 108 in the system 100.

The status information may be information regarding one or more aspects, characteristics, or parameters of each module 108. The types of status information include, but are not limited to, the following aspects of the module 108 or one or more components thereof (e.g., energy source, energy buffer, converter, monitoring circuitry): the state of charge (SoC) of one or more energy sources of the module (e.g., a charge level of the energy source relative to its capacity, such as a fraction or percentage), the state of health (SOH) of one or more energy sources of the module (e.g., a quality factor of the energy source relative to its ideal condition), the temperature of one or more energy sources or other components of the module, the capacity of one or more energy sources and/or other components of the module, the voltage of one or more energy sources and/or other components of the module, the current of one or more energy sources and/or other components of the module, the power State (SOP) (e.g., an available power limit of the energy source during discharge and/or charge), the state of energy (SOE) (e.g., a current level of available energy of the energy source relative to the maximum available energy of the source), and/or the presence or absence of a fault in any one or more of the components of the module.

The LCD 114 may be configured to receive status information from each module 108, or to determine status information from monitored signals or from data received from or within each module 108, and communicate the information to the MCD 112. In some embodiments, each LCD 114 may communicate raw collected data to the MCD 112, which then algorithmically determines status information based on the raw data. MCD 112 may then use the status information of module 108 to make control determinations accordingly. The determination may take the form of instructions, commands, or other information (e.g., modulation index as described herein) that may be utilized by the LCD 114 to maintain or adjust the operation of each module 108.

For example, MCD 112 may receive status information and evaluate the information to determine differences between at least one module 108 (e.g., components thereof) and at least one or more other modules 108 (e.g., similar components thereof). For example, MCD 112 may determine that a particular module 108 operates under one of the following conditions compared to one or more other modules 108: relatively low or high SOC, relatively low or high SOH, relatively low or high capacity, relatively low or high voltage, relatively low or high current, relatively low or high temperature, or with or without failure. In such examples, MCD 112 may output control information that causes related aspects of the particular module 108 (e.g., output voltage, current, power, temperature) to decrease or increase (depending on the conditions). In this way, the utilization of outlier module 108 (e.g., operating at a relatively lower SOC or higher temperature) may be reduced in order to cause the relevant parameters of the module 108 (e.g., SOC or temperature) to converge toward the parameters of one or more other modules 108.

Whether to adjust the operation of a particular module 108 may be determined by comparison of the status information to a predetermined threshold, limit, or condition, and not necessarily by comparison to the status of other modules 108. The predetermined threshold, limit or condition may be a static threshold, limit or condition, such as a threshold, limit or condition set by the manufacturer that does not change during use. The predetermined threshold, limit or condition may be a dynamic threshold, limit or condition that permits or does change during use. For example, if the status information of module 108 indicates that the module is to violate (e.g., be above or below) a predetermined threshold or limit or operate outside of a predetermined range of acceptable operating conditions, MCD 112 may adjust the operation of the module 108. Similarly, if the status information of a module 108 indicates the presence of an actual or potential fault (e.g., an alarm or alert) or indicates the absence or removal of an actual or potential fault, the MCD 112 may adjust the operation of the module 108. Examples of faults include, but are not limited to, actual failure of a component, potential failure of a component, short circuit or other over-current condition, open circuit, over-voltage condition, failure to receive communications, receipt of corrupted data, and so forth. Depending on the type and severity of the failure, the utilization of the failed module may be reduced to avoid damaging the module, or the module may be completely stopped from being utilized. For example, if a fault occurs in a given module, MCD 112 or LCD 114 may cause the module to enter a bypass state as described herein.

MCD112 may control module 108 within system 100 to achieve or converge toward a desired target. For example, the goal may be to operate all modules 108 at the same or similar level as each other or within a predetermined threshold, limit, or condition. This process is also referred to as balancing the operation or operational characteristics of the module 108 or attempting to achieve balancing of the operation or operational characteristics. The term "balancing" as used herein does not require absolute equivalence between the modules 108 or components thereof, but rather is used in a broad sense to express that operation of the system 100 can be used to actively reduce differences in operation (or operational state) between the modules 108 that would otherwise exist.

MCD112 may communicate control information to LCD 114 for the purpose of controlling module 108 associated with LCD 114. The control information may be, for example, a modulation index and reference signal, a modulated reference signal, or other signals as described herein. Each LCD 114 may use (e.g., receive and process) control information to generate switching signals that control the operation of one or more components (e.g., converters) within the associated module 108. In some embodiments, MCD112 directly generates and outputs the switching signals to LCD 114, which relays the switching signals to the intended module assembly.

All or a portion of the control system 102 may be combined with a system external control device 104 that controls one or more other aspects of a mobile or stationary application. When integrated in such a shared or common control device (or subsystem), control of the system 100 may be implemented in any desired manner, such as one or more software applications executed by processing circuitry of the shared device, hardware employing the shared device, or a combination thereof. Non-exhaustive examples of external control device 104 include: a vehicle ECU or MCU having control capabilities (e.g., motor control, driver interface control, traction control, etc.) for one or more other vehicle functions; a grid or micro-grid controller responsible for one or more other power management functions (e.g., load interfacing, load power demand forecasting, transmitting and switching, interfacing with a charge source (e.g., diesel, solar, wind), charge source power forecasting, backup source monitoring, asset dispatching, etc.); and data center control subsystems (e.g., environmental control, network control, backup control, etc.).

Fig. 1D and 1E are block diagrams depicting exemplary embodiments of shared or common control devices (or systems) 132 in which control system 102 may be implemented. In fig. 1D, the common control device 132 includes the main control device 112 and the external control device 104. The main control device 112 includes a connection 141 for communicating with the LCD 114 via path 115 and a connection 142 for communicating with the external control device 104 via the internal communication bus 136. The external control device 104 includes an interface 143 for communicating with the master control device 112 via the bus 136, and an interface 144 for communicating with other entities of the overall application (e.g., components of a vehicle or a power grid) via the communication path 136. In some embodiments, the common control device 132 may be integrated into a common housing or package, with the devices 112 and 104 implemented as discrete Integrated Circuit (IC) chips or packages contained therein.

In fig. 1E, the external control device 104 acts as a common control device 132, with the primary control functionality implemented as a component within the device 104. This component 112 may be or include software or other program instructions that are stored and/or hard-coded in the memory of the device 104 and executed by the processing circuitry of the component. The components may also include dedicated hardware. The components may be separate modules or cores having one or more internal hardware and/or software interfaces (e.g., application Program Interfaces (APIs)) for communicating with the operating software of the external control device 104. The external control device 104 may manage communication with the LCD 114 via the connection 141 and with other devices via the connection 144. In various embodiments, the devices 104/132 may be integrated as a single IC chip, may be integrated into multiple IC chips in a single package, or integrated as multiple semiconductor packages within a common housing.

In the embodiment of fig. 1D and 1E, the main control functionality of the system 102 is shared among the common devices 132, however, other divisions or permissions of control are shared. For example, a portion of the master control functionality may be distributed between the common device 132 and the dedicated MCD 112. In another example, at least a portion of the main control functionality and the local control functionality may both be implemented in the common device 132 (e.g., with the remaining local control functionality implemented in the LCD 114). In some embodiments, all control systems 102 are implemented in a common device (or subsystem) 132. In some embodiments, the local control functionality is implemented within a device shared with another component of each module 108, such as a Battery Management System (BMS).

Examples of modules within a cascaded energy system

The module 108 may include one or more energy sources and power electronic converters, and optionally also include an energy buffer. Fig. 2A-2B are block diagrams depicting additional exemplary embodiments of the system 100 having a module 108 with a power converter 202, an energy buffer 204, and an energy source 206. The converter 202 may be a voltage converter or a current converter. Embodiments are described herein with reference to voltage converters, but embodiments are not limited thereto. The converter 202 may be configured to convert a Direct Current (DC) signal from the energy source 204 to an Alternating Current (AC) signal and output the AC signal via the power connection 110 (e.g., an inverter). The converter 202 may also receive an AC or DC signal via the connection 110 and apply it to the energy source 204 in either polarity, in continuous or pulsed form. The converter 202 may be or include an arrangement of switches (e.g., power transistors), such as a full-bridge half-bridge (H-bridge). In some embodiments, the converter 202 includes only switches, and the converter (and the entire module) does not include a transformer.

The converter 202 may also (or alternatively) be configured to perform AC-to-DC conversion (e.g., rectifier), DC-to-DC conversion, and/or AC-to-AC conversion (e.g., in conjunction with an AC-DC converter) to charge a DC energy source from an AC source. In some embodiments, to perform AC-to-AC conversion, the converter 202 may include a transformer, alone or in combination with one or more power semiconductors (e.g., switches, diodes, thyristors, etc.). In other embodiments (e.g., embodiments where weight and cost are important factors), the converter 202 may be configured to perform conversion using only power switches, power diodes, or other semiconductor devices and not using transformers.

The energy source 206 is preferably a robust energy storage device capable of outputting direct current and having an energy density suitable for energy storage applications of the electric drive device. The energy source 206 may be an electrochemical cell, such as a single cell or a plurality of cells connected together in a battery module or array, or any combination thereof. Fig. 4A-4D are schematic diagrams depicting exemplary embodiments of an energy source 206 configured as a single battery cell 402 (fig. 4A), a series-connected battery module having multiple (e.g., four) batteries 402 (fig. 4B), a parallel-connected battery module having a single battery 402 (fig. 4C), and a parallel-connected battery module having legs with two batteries 402 each (fig. 4D). A non-exhaustive list of examples of battery types is set forth elsewhere herein.

The energy source 206 may also be a High Energy Density (HED) capacitor, such as an ultracapacitor or supercapacitor. Compared to the solid dielectric type of typical electrolytic capacitors, HED capacitors can be configured as double layer capacitors (electrostatic charge storage devices), pseudo capacitors (electrochemical charge storage devices), hybrid capacitors (electrostatic and electrochemical), or other capacitors. In addition to the higher capacity, HED capacitors can also have an energy density that is 10 to 100 times (or higher) the energy density of electrolytic capacitors. For example, HED capacitors can have specific energies greater than 1.0 watt-hour per kilogram (Wh/kg), and capacitances greater than 10 to 100 farads (F). As with the batteries described with respect to fig. 4A-4D, the energy source 206 may be configured as a single HED capacitor or as multiple HED capacitors connected together (e.g., in series, parallel, or a combination thereof) in an array.

The energy source 206 may also be a fuel cell. The fuel cell may be a single fuel cell, a plurality of fuel cells connected in series or in parallel, or a fuel cell module. Examples of fuel cell types include Proton Exchange Membrane Fuel Cells (PEMFC), phosphoric Acid Fuel Cells (PAFC), solid acid fuel cells, alkaline fuel cells, high temperature fuel cells, solid oxide fuel cells, molten electrolyte fuel cells, and the like. As with the cells described with respect to fig. 4A-4D, the energy source 206 may be configured as a single fuel cell or a plurality of fuel cells connected together (e.g., in series, parallel, or a combination thereof) in an array. The foregoing examples of source categories (e.g., batteries, capacitors, and fuel cells) and types (e.g., chemical species and/or structural configurations within each category) are not intended to form an exhaustive list, and one of ordinary skill in the art will recognize other variations that fall within the scope of the inventive subject matter.

The energy buffer 204 may dampen or filter current fluctuations across the DC link or link (e.g., +v as described below _DCL and-V _DCL ) To assist in maintaining the stability of the DC link voltage. These fluctuations may be relatively low (e.g., kilohertz) or high (e.g., megahertz) frequency fluctuations or harmonics caused by switching or other transients of the converter 202. These fluctuations may be absorbed by buffer 204 rather than transferred to source 2 06 or ports IO3 and IO4 to the converter 202.

The power connection 110 is a connection for transferring energy or power to, from, and through the module 108. The module 108 may output energy from the energy source 206 to the power connection 110, where the energy may be transferred to other modules of the system or to a load. The module 108 may also receive energy from other modules 108 or a charging source (DC charger, single phase charger, multi-phase charger). The signal may also bypass the energy source 206 and pass through the module 108. The routing of energy or power into and out of the module 108 is performed by the converter 202 under the control of the LCD114 (or another entity of the system 102).

In the embodiment of fig. 2A, LCD114 is implemented as a component separate from module 108 (e.g., not within a shared module housing) and is connected to and capable of communicating with converter 202 via communication path 116. In the embodiment of fig. 2B, LCD114 is included as a component of module 108 and is connected to and capable of communicating with converter 202 via internal communication path 118 (e.g., a shared bus or discrete connection). The LCD114 may also be capable of receiving signals from and transmitting signals to the energy buffer 204 and/or the energy source 206 via the path 116 or 118.

The module 108 may also include monitoring circuitry 208 configured to monitor (e.g., collect, sense, measure, and/or determine) one or more aspects of the module 108 and/or components thereof, such as voltage, current, temperature, or other operating parameters, that constitute status information (or that may be used to determine status information via, for example, the LCD 114). The primary function of the status information is to describe the status of one or more energy sources 206 of the module 108 to enable a determination of how much energy source to utilize as compared to other sources in the system 100, but status information describing the status of other components (e.g., voltage, temperature, and/or presence of faults in the buffer 204, temperature, and/or presence of faults in the converter 202, presence of faults elsewhere in the module 108, etc.) may also be used to determine utilization. The monitoring circuitry 208 may include one or more sensors, shunts, voltage dividers, fault detectors, fuel gauges (Coulomb counters), controllers, or other hardware and/or software configured to monitor such aspects. The monitoring circuitry 208 may be separate from the various components 202, 204, and 206, or may be integrated with each component 202, 204, and 206 (as illustrated in fig. 2A-2B), or any combination thereof. In some embodiments, the monitoring circuitry 208 may be part of or shared with a Battery Management System (BMS) of the battery energy source 204. Discrete circuitry is not required to monitor each type of status information, as a single circuit or device may be employed to monitor more than one type of status information, or more than one type of status information may be algorithmically determined without the need for additional circuitry.

The LCD 114 may receive status information (or raw data) regarding the module components via communication paths 116, 118. LCD 114 may also transmit information to the module assembly via paths 116, 118. Paths 116 and 118 may include diagnostic, measurement, protection, and control signal lines. The transmitted information may be control signals of one or more module components. The control signals may be switching signals of the converter 202 and/or one or more signals requesting status information from the module components. For example, the LCD 114 may cause the state information to be transmitted via the paths 116, 118 by directly requesting the state information or by applying an excitation (e.g., a voltage) such that the state information is generated, in some cases in combination with a switching signal that places the converter 202 in a particular state.

The physical configuration or layout of the modules 108 may take various forms. In some embodiments, module 108 may include a common housing in which all module components (e.g., converter 202, buffer 204, and source 206) are housed, along with other optional components such as integrated LCD 114. In other embodiments, the individual components may be separated in discrete housings that are secured together. Fig. 2C is a block diagram depicting an exemplary embodiment of the module 108 having a first housing 220 containing the energy source 206 of the module and accompanying electronics, such as monitoring circuitry, a second housing 222 containing the module, such as the transducer 202, the energy buffer 204, and other accompanying electronics, such as monitoring circuitry, and a third housing 224 containing the LCD 114 (not shown) of the module 108. In alternative embodiments, the module electronics and LCD 114 may be housed within the same single housing. In still other embodiments, the module electronics, LCD 114, and energy source may be housed within the same single housing of module 108. Electrical connections between the various module assemblies may be made through the housings 220, 222, 224 and may be exposed on any of the exterior of the housings for connection with other devices, such as other modules 108 or MCDs 112.

The modules 108 of the system 100 may be physically arranged relative to one another in various configurations depending on the needs of the application and the number of loads. For example, in stationary applications where the system 100 provides power to a microgrid, the modules 108 may be placed in one or more racks or other frames. Such a configuration may also be suitable for larger mobile applications, such as marine vessels. Alternatively, the modules 108 may be secured together and located within a common housing called a package. The rack or enclosure may have its own dedicated cooling system shared across all modules. The packaging configuration is suitable for smaller mobile applications, such as electric vehicles. The system 100 may be implemented using one or more racks (e.g., for parallel supply to a microgrid) or one or more packages (e.g., serving different motors of a vehicle) or a combination thereof. Fig. 2D is a block diagram depicting an exemplary embodiment of a system 100 configured as a package having nine modules 108 that are electrically and physically coupled together within a common housing 230.

Examples of these and other configurations are described in International application No. PCT/US20/25366, filed on 3/27 of 2020, entitled "Module-based energy System capable of Cascade and interconnect configuration and methods related thereto (Module-Based Energy Systems Capable of Cascaded and InterconnectedConfigurations, and Methods Related Thereto)", which is incorporated herein by reference in its entirety for all purposes.

Fig. 3A-3C are block diagrams depicting exemplary embodiments of modules 108 having various electrical configurations. These embodiments are described as having one LCD 114 per module 108, with the LCD 114 housed within the associated module, but the embodiments may be otherwise configured as described herein. Fig. 3A depicts a first exemplary configuration of modules 108A within system 100. Module 108A includes an energy source 206, an energy buffer 204, and a converter 202A. Each component has a power connection port (e.g., terminal, connector) referred to herein as an IO port into which power may be input and/or from which power may be output. Such ports may also be referred to as input ports or output ports, depending on the context.

The energy source 206 may be configured as any of the energy source types described herein (e.g., a battery, HED capacitor, fuel cell, or other energy source type as described with respect to fig. 4A-4D). Ports IO1 and IO2 of energy source 206 may be connected to ports IO1 and IO2, respectively, of energy buffer 204. The energy buffer 204 may be configured to buffer or filter high and low frequency energy pulsations that reach the buffer 204 through the converter 202, which would otherwise reduce the performance of the module 108. The topology and components of the buffer 204 are selected to accommodate the maximum allowable amplitude of these high frequency voltage pulses. Several (non-exhaustive) exemplary embodiments of the energy buffer 204 are depicted in the schematic diagrams of fig. 5A-5C. In FIG. 5A, buffer 204 is an electrolytic and/or thin film capacitor C _EB In fig. 5B, the buffer 204 is formed by two inductors L _EB1 And L _EB2 Two electrolytic and/or film capacitors C _EB1 And C _EB2 The Z source network 710 is formed and in FIG. 5C, the buffer 204 is formed of two inductors L _EB1 And L _EB2 Two electrolytic and/or film capacitors C _EB1 And C _EB2 Diode D _EB A quasi-Z source network 720 is formed.

Ports IO3 and IO4 of energy buffer 204 may be connected to ports IO1 and IO2, respectively, of converter 202A, which may be configured as any of the power converter types described herein. Fig. 6A is a schematic diagram depicting an exemplary embodiment of a converter 202A configured as a DC-AC converter that may receive DC voltages at ports IO1 and IO2 and switch to generate pulses at ports IO3 and IO 4. The converter 202A may include a plurality of switches, and here, the converter 202A includes four switches S3, S4, S5, S6 arranged in a full bridge configuration. The control system 102 or LCD 114 may control each switch independently via a control input line 118-3 to each gate.

The switches may be of any suitable switching type, such as power semiconductors, metal Oxide Semiconductor Field Effect Transistors (MOSFETs), insulated Gate Bipolar Transistors (IGBTs), or gallium nitride (GaN) transistors as illustrated herein. The semiconductor switches may operate at a relatively high switching frequency, thereby permitting the converter 202 to operate in a Pulse Width Modulation (PWM) mode as desired and respond to control commands in a relatively short time interval. This may provide high tolerance output voltage regulation and fast dynamic behavior in transient mode.

In this embodiment, the DC line voltage V _DCL May be applied to the converter 202 between ports IO1 and IO 2. V is obtained by means of different combinations of switches S3, S4, S5, S6 _DCL Connected to ports IO3 and IO4, converter 202 may produce three different voltage outputs at ports IO3 and IO 4: +V _DCL 0, and-V _DCL . The switching signal provided to each switch controls whether the switch is on (closed) or off (open). To obtain +V _DCL The switches S3 and S6 are on while S4 and S5 are off, whereas-V can be obtained by turning on the switches S4 and S5 and turning off the switches S3 and S6 _DCL . The output voltage may be set to zero (including near zero) or a reference voltage by turning on S3 and S5 and turning off S4 and S6 or by turning on S4 and S6 and turning off S3 and S5. These voltages may be output from module 108 via power connection 110. Ports IO3 and IO4 of converter 202 may be module IO ports 1 and 2 connected to (or forming) power supply connection 110 to generate output voltages for use with output voltages from other modules 108.

The control or switching signals of the embodiments of the converter 202 described herein may be generated in different ways depending on the control technique used by the system 100 to generate the output voltage of the converter 202. In some embodiments, the control technique is a PWM technique, such as Space Vector Pulse Width Modulation (SVPWM) or Sinusoidal Pulse Width Modulation (SPWM), or variations thereof. Fig. 8A is a graph depicting voltage versus time for an example of an output voltage waveform 802 of the converter 202. For ease of description, embodiments herein will be described in the context of PWM control techniques, but embodiments are not limited thereto. Other classes of techniques may be used. An alternative class is based on hysteresis, examples of which are described in international publications WO 2018/231810A1, WO 2018/232403A1 and WO 2019/183553A1, which are incorporated herein by reference for all purposes.

Each module 108 may be configured with a plurality of energy sources 206 (e.g., two, three, four, or more). Each energy source 206 of the module 108 may be controllable (switchable) to supply power to the connection 110 (or receive power from a charge source) independent of the other sources 206 of the module. For example, all sources 206 may output power to connection 110 (or may be charged) at the same time, or only one (or a subset) of sources 206 may supply power (or may be charged) at any one time. In some embodiments, sources 206 of the modules may exchange energy therebetween, e.g., one source 206 may charge another source 206. Each of the sources 206 may be configured as any of the energy sources described herein (e.g., battery, HED capacitor, fuel cell). Each of the sources 206 may be of the same class (e.g., each may be a battery, each may be an HED capacitor, or each may be a fuel cell), or of different classes (e.g., the first source may be a battery and the second source may be an HED capacitor or a fuel cell, or the first source may be an HED capacitor and the second source may be a fuel cell).

Fig. 3B is a block diagram depicting an exemplary embodiment of the module 108B in a dual energy source configuration with a primary energy source 206A and a secondary energy source 206B. Ports IO1 and IO2 of primary source 202A may be connected to ports IO1 and IO2 of energy buffer 204. Module 108B includes a converter 202B with an additional IO port. Ports IO3 and IO4 of buffer 204 may be connected to ports IO1 and IO2 of converter 202B, respectively. Ports IO1 and IO2 of secondary source 206B may be connected to ports IO5 and IO2 of converter 202B, respectively (and also to port IO4 of buffer 204).

In this exemplary embodiment of module 108B, primary energy source 202A, along with other modules 108 of system 100, supplies the average power required by the load. The secondary source 202B may serve the function of the auxiliary energy source 202 by providing additional power at the load power peak or absorbing excess power or otherwise.

As mentioned, both the primary source 206A and the secondary source 206B may be utilized simultaneously or at separate times depending on the switching state of the converter 202B. If at the same time, electrolytic and/or film capacitors (C _ES ) The energy source 206B may be placed parallel to the source 206B as depicted in fig. 4E to act as an energy buffer for the source 206B, or the energy source 206B may be configured to utilize an HED capacitor parallel to another energy source (e.g., a battery or fuel cell) as depicted in fig. 4F.

Fig. 6B and 6C are schematic diagrams depicting exemplary embodiments of converters 202B and 202C, respectively. Converter 202B includes switching circuitry portions 601 and 602A. Portion 601 contains switches S3-S6 configured as a full bridge in a similar manner to converter 202A and is configured to selectively couple IO1 and IO2 to either of IO3 and IO4, thereby changing the output voltage of module 108B. Portion 602A includes switches S1 and S2 configured as a half bridge and coupled between ports IO1 and IO 2. Coupling inductor L _C Connected between port IO5 and node 1, which is present between switches S1 and S2, such that switching section 602A is a bi-directional converter that can regulate voltage (or reverse current) (boost or buck it). The switching section 602A may generate two different voltages at node 1, which is +V with respect to port IO2 _DCL2 And 0, the port may be at a virtual zero potential. The current drawn from or input to energy source 202B may adjust coupled inductor L by using, for example, pulse width modulation techniques or hysteresis control methods for commutating switches S1 and S2 _C The voltage on the power supply is controlled. Other techniques may also be used.

Converter 202C differs from 202B in that switching section 602B includes switches S1 and S2 configured as half-bridges and coupled between ports IO5 and IO 2. Coupling inductor L _C Connected to the port IO1 and present in the switch S1And node 1 between S2 such that switching section 602B is configured to regulate the voltage.

The control system 102 or the LCD 114 can independently control each switch of the converters 202B and 202C via the control input line 118-3 to each gate. In these embodiments and the embodiment of fig. 6A, LCD 114 (rather than MCD 112) generates the switching signals for the converter switches. Alternatively, MCD 112 may generate a switching signal that may be communicated directly to a switch, or relayed through LCD 114. In some embodiments, driver circuitry for generating the switching signals may be present in or associated with MCD 112 and/or LCD 114.

The aforementioned zero voltage configuration of converter 202 (turning on S3 and S5 and turning off S4 and S6, or turning on S4 and S6 and turning off S3 and S5) may also be referred to as a bypass state for a given module. This bypass state may be entered if a fault is detected in a given module, or if a system fault is detected, warranting shutting down more than one (or all) of the array or system. Faults in the module may be detected by the LCD 114 and the control switch signal of the converter 202 may be set to engage the bypass state without intervention of the MCD 112. Alternatively, fault information for a given module may be communicated to MCD 112 through LCD 114, and MCD 112 may then determine whether to engage the bypass state, and if so, may communicate an instruction to engage the bypass state to LCD 114 associated with the module having the fault, at which time LCD 114 may output a switching signal to cause the bypass state to be engaged.

In embodiments where module 108 includes three or more energy sources 206, converters 202B and 202C may be scaled accordingly such that each additional energy source 206B is coupled to an additional IO port leading to an additional switching circuitry portion 602A or 602B, depending on the requirements of the particular source. For example, the dual source converter 202 may include both switching portions 202A and 202B.

The module 108 with multiple energy sources 206 is capable of performing additional functions such as energy sharing between sources 206, energy capture from within the application (e.g., regenerative braking), charging the primary source through the secondary source even when the overall system is in a discharged state, and active filtering of the module output. The active filtering function may also be performed by a module having a typical electrolytic capacitor instead of a secondary energy source. Examples of these functions are described in more detail in international application PCT/US20/25366, entitled "Module-based energy systems capable of cascade and interconnect configuration and methods related thereto (Module-Based Energy Systems Capable of Cascaded and Interconnected Configurations, and Methods Related Thereto)" and international publication WO 2019/183553, entitled "systems and methods for power management and control (Systems and Methods for Power Management and Control)", entitled "systems and methods for power management and control" (2019, both of which are incorporated herein by reference in their entirety for all purposes.

Each module 108 may be configured to supply its one or more energy sources 206 to one or more auxiliary loads. The auxiliary load is a load requiring a lower voltage than the primary load 101. Examples of auxiliary loads may be, for example, an on-board electrical network of an electric vehicle or an HVAC system of an electric vehicle. For example, the load of the system 100 may be one of the phases of an electric vehicle motor or a power grid. This embodiment may allow for a complete decoupling between the electrical characteristics of the energy source (terminal voltage and current) and the electrical characteristics of the load.

Fig. 3C is a block diagram depicting an exemplary embodiment of a module 108C configured to supply power to a first auxiliary load 301 and a second auxiliary load 302, wherein the module 108C includes an energy source 206, an energy buffer 204, and a converter 202B coupled together in a manner similar to the energy source, energy buffer, and converter of fig. 3B. The first auxiliary load 301 requires a voltage corresponding to the voltage supplied from the source 206. Load 301 is coupled to IO ports 3 and 4 of module 108C, which in turn is coupled to ports IO1 and IO2 of source 206. Source 206 may output power to both power connection 110 and load 301. The second auxiliary load 302 requires a constant voltage that is lower than the constant voltage of the source 206. Load 302 is coupled to IO ports 5 and 6 of module 108C, which are coupled to ports IO5 and IO2, respectively, of converter 202B. The converter 202B may include a switching section 602 having a couplingCoupled inductor L to port IO5 _C (FIG. 6B). The energy supplied by source 206 may be supplied to load 302 through switching portion 602 of converter 202B. Assuming load 302 has an input capacitor (if not, a capacitor may be added to module 108C), switches S1 and S2 may be commutated to adjust coupled inductor L _C The voltage across and the current through the coupled inductor and thus produces a stable constant voltage for the load 302. This adjustment may reduce the voltage of source 206 to a lower magnitude voltage required by load 302.

The module 108C may thus be configured to supply one or more first auxiliary loads in the manner described with respect to the load 301, wherein the one or more first loads are coupled to the IO ports 3 and 4. The module 108C may also be configured to supply one or more second auxiliary loads in the manner described with respect to the load 302. If there are a plurality of second auxiliary loads 302, then for each additional load 302, the module 108C may be scaled with additional dedicated module output ports (e.g., 5 and 6), additional dedicated switch portions 602, and additional converter IO ports coupled to the additional portions 602.

The energy source 206 may thus supply power to any number of auxiliary loads (e.g., 301 and 302), and may supply a corresponding portion of the system output power required by the primary load 101. The power flow from the source 206 to the various loads may be adjusted as desired.

The module 108 may be configured with two or more energy sources 206 (fig. 3B) as desired and configured to supply the first and/or second auxiliary loads (fig. 3C) by adding a switching section 602 and a converter port IO5 to each additional source 206B or second auxiliary load 302. Additional module IO ports (e.g., 3, 4, 5, 6) may be added as desired. The modules 108 may also be configured as interconnected modules to exchange energy (e.g., for balancing) between two or more arrays, two or more packages, or two or more systems 100 as further described herein. This interconnect functionality may likewise be combined with multi-source and/or multi-auxiliary load supply capabilities.

Control system 102 may perform various functions with respect to the components of modules 108A, 108B, and 108C. These functions may include managing the utilization (usage) of each energy source 206, protecting the energy buffer 204 from over-current, over-voltage, and high temperature conditions, and controlling and protecting the converter 202.

For example, to manage the utilization of each energy source 206 (e.g., adjusted by increasing, decreasing, or maintaining), the LCD 114 may receive one or more monitored voltages, temperatures, and currents from each energy source 206 (or monitoring circuitry). The monitored voltage may be at least one, and preferably all, of the voltage of each base component independent of the other components of the source 206 (e.g., each individual cell, HED capacitor, and/or fuel cell) or the voltage of a group of the base components as a whole (e.g., the voltage of a battery array, HED capacitor array, and/or fuel cell array). Similarly, the monitored temperature and current may be at least one, and preferably all, of the temperature and current of each of the base components independent of the other components of the source 206 or of a group of the base components as a whole, or any combination thereof. The monitored signals may be status information that LCD 114 may use to perform one or more of the following: calculation or determination of actual capacity, actual state of charge (SOC) and/or state of health (SOH) of a base component or group of base components; setting or outputting an alert or alarm indication based on the monitored and/or calculated status information; and/or transmission of status information to MCD 112. LCD 114 may receive control information (e.g., modulation index, synchronization signal) from MCD 112 and use this control information to generate a switching signal for converter 202 that governs the utilization of source 206.

To protect the energy buffer 204, the LCD 114 may receive one or more monitored voltages, temperatures, and currents from the energy buffer 204 (or monitoring circuitry). The monitored voltage may be a function of each basic component (e.g., C _EB 、C _EB1 、C _EB2 、L _EB1 、L _EB2 、D _EB ) At least one, and preferably all, of the voltages of group or buffer 204 of the overall elemental components (e.g., between IO1 and IO2 or between IO3 and IO 4). Similarly, the monitored temperature and current may be at least one, and preferably all, of the temperature and current of each base component of the buffer 204 independent of the other components or of a group of the base components as a whole or of the buffer 204 or any combination thereof. The monitored signals may be status information that LCD 114 may use to perform one or more of the following: setting or outputting an alarm or an alarm indication; communicating status information to MCD 112; or control the converter 202 to adjust (increase or decrease) the overall source 206 and module 108 utilization for buffer protection.

To control and protect the converter 202, the LCD 114 may receive control information (e.g., a modulated reference signal or reference signal and modulation index) from the MCD 112, which may be used with PWM techniques in the LCD 114 to generate control signals for each switch (e.g., S1-S6). The LCD 114 may receive a current feedback signal from the current sensor of the converter 202, which may be used for over-current protection along with one or more fault status signals from a driver circuit (not shown) of the converter switches, which may carry information about the fault status (e.g., short circuit or open circuit fault mode) of all the switches of the converter 202. Based on this data, the LCD 114 may make decisions regarding the combination of switching signals to be applied to manage the utilization of the module 108, and possibly bypass or disconnect the converter 202 (and the entire module 108) from the system 100.

If the module 108C supplying the second auxiliary load 302 is controlled, the LCD 114 may receive one or more monitored voltages (e.g., voltages between IO ports 5 and 6) and one or more monitored currents (e.g., coupled inductor L) in the module 108C _C Which is the current of load 302). Based on these signals, LCD 114 may adjust the switching cycles of S1 and S2 (e.g., by adjusting the modulation index or reference waveform) to control (and stabilize) the voltage of load 302.

Cascaded energy system topology instances

Two or more modules 108 may be coupled together in a cascaded array that outputs a voltage signal formed by the superposition of discrete voltages generated by each module 108 within the array. Fig. 7A is a block diagram depicting an exemplary embodiment of the topology of system 100, where N modules 108-1, 108-2..108-N are coupled together in series to form a series array 700. In this embodiment and all embodiments described herein, N may be any integer greater than one. Array 700 includes a first system IO port SIO1 and a second system IO port SIO2 across which an array output voltage is generated. Array 700 can be used as a DC or single-phase AC energy source for a DC or AC single-phase load, which can be connected to SIO1 and SIO2 of array 700. FIG. 8A is a plot depicting voltage versus time of an exemplary output signal generated by a single module 108 having a 48 volt energy source. Fig. 8B is a plot depicting voltage versus time of an exemplary single-phase AC output signal produced by an array 700 having six 48V modules 108 coupled in series.

The system 100 can be arranged in a wide variety of different topologies to meet the different needs of an application. The system 100 may provide multi-phase power (e.g., two-phase, three-phase, four-phase, five-phase, six-phase, etc.) to a load using a plurality of arrays 700, where each array may generate an AC output signal having a different phase angle.

FIG. 7B is a block diagram depicting a system 100 having two arrays 700-PA and 700-PB coupled together. Each array 700 is one-dimensional, formed by a series connection of N modules 108. The two arrays 700-PA and 700-PB may each produce a single-phase AC signal, where the two AC signals have different phase angles PA and PB (e.g., 180 degrees apart). IO port 1 of block 108-1 of each array 700-PA and 700-PB may form or be connected to system IO ports SIO1 and SIO2, respectively, which in turn may serve as a first output for each array, which may provide two-phase power to a load (not shown). Or alternatively, ports SIO1 and SIO2 may be connected to provide single phase power from two parallel arrays. IO port 2 of module 108-N of each array 700-PA and 700-PB may serve as a second output of each array 700-PA and 700-PB on the opposite end of the array from system IO ports SIO1 and SIO2, and may be coupled together at a common node and optionally for additional system IO ports SIO3, which may serve as a neutral point. This common node may be referred to as a track, and IO port 2 of module 108-N of each array 700 may be referred to as being on the track side of the array.

FIG. 7C is a block diagram depicting a system 100 having three arrays 700-PA, 700-PB, and 700-PC coupled together. Each array 700 is one-dimensional, formed by a series connection of N modules 108. The three arrays 700-1 and 700-2 may each generate a single-phase AC signal, where the three AC signals have different phase angles PA, PB, PC (e.g., 120 degrees apart). IO port 1 of module 108-1 of each array 700-PA, 700-PB, and 700-PC may form or be connected to system IO ports SIO1, SIO2, and SIO3, respectively, which in turn may provide three-phase power to a load (not shown). IO ports 2 of modules 108-N of each array 700-PA, 700-PB, and 700-PC may be coupled together at a common node, and optionally for additional system IO ports SIO4, which may act as neutral points.

The concepts described with respect to the two-phase and three-phase embodiments of fig. 7B and 7C can be extended to systems 100 that still produce more phase power. For example, a non-exhaustive list of additional examples includes: a system 100 having four arrays 700, each of the arrays configured to generate single-phase AC signals having different phase angles (e.g., 90 degrees apart); a system 100 having five arrays 700, each of the arrays configured to produce single-phase AC signals having different phase angles (e.g., 72 degrees apart); and a system 100 having six arrays 700, each configured to produce single-phase AC signals having different phase angles (e.g., 60 degrees apart).

The system 100 may be configured such that the arrays 700 are interconnected at electrical nodes between the modules 108 within each array. FIG. 7D is a block diagram depicting a system 100 having three arrays 700-PA, 700-PB, and 700-PC coupled together in a combined serial and triangular arrangement. Each array 700 includes a first series connection of M modules 108 coupled with a second series connection of N modules 108, where M is two or more, where N is two or more. The triangular configuration is formed by interconnections between arrays, which can be placed in any desired location. In this embodiment, IO port 2 of module 108- (M+N) of array 700-PC is coupled with IO port 2 of module 108-M and IO port 1 of module 108- (M+1) of array 700-PA, IO port 2 of module 108- (M+N) of array 700-PB is coupled with IO port 2 of module 108-M and IO port 1 of module 108- (M+1) of array 700-PC, and IO port 2 of module 108- (M+N) of array 700-PA is coupled with IO port 2 of module 108-M and IO port 1 of module 108- (M+1) of array 700-PB.

Fig. 7E is a block diagram depicting a system 100 having three arrays 700-PA, 700-PB, and 700-PC coupled together in a combined serial and triangular arrangement. This embodiment is similar to the embodiment of fig. 7D, except for a different cross-connect. In this embodiment, IO port 2 of module 108-M of array 700-PC is coupled to IO port 1 of module 108-1 of array 700-PA, IO port 2 of module 108-M of array 700-PB is coupled to IO port 1 of module 108-1 of array 700-PC, and IO port 2 of module 108-M of array 700-PA is coupled to IO port 1 of module 108-1 of array 700-PB. The arrangement of fig. 7D and 7E may be implemented with as few as two modules in each array 700. The combined delta and series configuration enables efficient exchange of energy between all modules 108 of the system (phase-to-phase balance) and the phase of the grid or load, and also allows the total number of modules 108 in the array 700 to be reduced to obtain the desired output voltage.

In the embodiments described herein, while it is advantageous that the number of modules 108 in each array 700 within the system 100 be the same, this is not required and different arrays 700 may have different numbers of modules 108. Further, each array 700 may have modules 108 that all have the same configuration (e.g., all modules are 108A, all modules are 108B, all modules are 108C, or others) or different configurations (e.g., one or more modules are 108A, one or more modules are 108B, and one or more modules are 108C, or others). Thus, the scope of the topology of the system 100 covered herein is broad.

Control method example

As mentioned, control of the system 100 may be performed according to various methods, such as hysteresis or PWM. Several examples of PWM include space vector modulation and sinusoidal pulse width modulation, where the switching signal of the converter 202 is generated using a phase-shifted carrier technique that successively toggles each module 108 to equally distribute power therebetween.

Fig. 8C-8F are plots that depict exemplary embodiments of phase-shift PWM control methods that can use delta-shifted bi-level waveforms to generate multi-level output PWM waveforms. The X-level PWM waveform may be generated by summing (X-1)/2 bi-level PWM waveforms. These bi-level waveforms may be generated by comparing the reference waveform Vref to a carrier that is incrementally shifted by 360 °/(X-1). The carriers are triangular in shape, but embodiments are not limited thereto. Nine level examples (using four modules 108) are shown in fig. 8C. The carrier is incrementally shifted by 360 °/(9-1) =45° and compared to Vref. The resulting bi-level PWM waveform is shown in fig. 8E. These bi-level waveforms may be used as switching signals for the semiconductor switches (e.g., S1-S6) of the converter 202. As an example with reference to fig. 8E, for a one-dimensional array 700,0 ° signal comprising four modules 108 each having a converter 202 is used to control S3, and 180 ° signal is used for S6 of the first module 108-1, 45 ° signal is used for S3 and 225 ° signal is used for S6 of the second module 108-2, 90 degree signal is used for S3 and 270 degree signal is used for S6 of the third module 108-3, and 135 degree signal is used for S3 and 315 degree signal is used for S6 of the fourth module 108-4. The signal of S3 is complementary to S4 and the signal of S5 is complementary to S6 with enough dead time to avoid breakdown of each half bridge. Fig. 8F depicts an exemplary single-phase AC waveform generated by superposition (summation) of output voltages from four modules 108.

An alternative is to use a positive reference signal and a negative reference signal with a first (N-1)/2 carrier. Nine level examples are shown in fig. 8D. In this example, the 0 ° to 135 ° switching signal (fig. 8E) is generated by comparing +vref with the 0 ° to 135 ° carrier of fig. 8D, and the 180 ° to 315 ° switching signal is generated by comparing-Vref with the 0 ° to 135 ° carrier of fig. 8D. In the latter case, however, the logic of the comparison is reversed. Other techniques, such as state machine decoders, may also be used to generate gate signals for the switches of converter 202.

In a multi-phase system embodiment, the same carrier may be used for each phase, or the set of carriers may be shifted globally for each phase. For example, in a three-phase system with a single reference voltage (Vref), each array 700 may use the same number of carriers with the same relative offset as shown in fig. 8C and 8D, but with carriers of the second phase shifted 120 degrees compared to carriers of the first phase and carriers of the third phase shifted 240 degrees compared to carriers of the first phase. If a different reference voltage is available for each phase, then phase information may be carried in the reference voltage and the same carrier may be used for each phase. In many cases, the carrier frequency will be fixed, but in some exemplary embodiments, the carrier frequency may be adjusted, which may help reduce losses in the EV motor under high current conditions.

An appropriate switching signal may be provided to each module by the control system 102. For example, depending on the one or more modules 108 controlled by the LCD 114, the MCD 112 may provide Vref and an appropriate carrier signal to each LCD 114, and the LCD 114 may then generate a switching signal. Or all of the LCDs 114 in the array may be provided with all carrier signals and the LCDs may select the appropriate carrier signal.

The relative utilization of each module 108 may be adjusted based on the status information to perform balancing or one or more parameters as described herein. Balancing of parameters may involve adjusting utilization to minimize parameter variance over time as compared to systems that do not perform individual module utilization adjustments. The utilization may be the relative amount of time that the module 108 is discharging when the system 100 is in a discharging state, or the relative amount of time that the module 108 is charging when the system 100 is in a charging state.

As described herein, the modules 108 may be balanced relative to other modules in the array 700, which may be referred to as intra-array or intra-phase balancing, and the different arrays 700 may be balanced relative to each other, which may be referred to as inter-array or inter-phase balancing. The arrays 700 of different subsystems may also be balanced with respect to each other. The control system 102 may perform any combination of intra-phase balancing, inter-phase balancing, utilization of multiple energy sources within a module, active filtering, and auxiliary load supply simultaneously.

Fig. 9A is a block diagram of an exemplary embodiment of an array controller 900 of the control system 102 depicting a single phase AC or DC array. The array controller 900 may include a peak detector 902, a divider 904, and an intra-phase (or intra-array) balance controller 906. The array controller 900 may receive as inputs a reference voltage waveform (Vr) and status information (e.g., state of charge (SOCi), temperature (Ti), capacity (Qi), and voltage (Vi)) for each of the N modules 108 in the array, and generate as outputs a normalized reference voltage waveform (Vrn) and a modulation index (Mi). Peak detector 902 detects the peak value (Vpk) of Vr, which may be specific to the phase that controller 900 is operating and/or balancing. The divider 904 generates Vrn by dividing Vr by its detected Vpk. The in-phase balancing controller 906 uses Vpk along with state information (e.g., SOCi, ti, qi, vi, etc.) to generate a modulation index Mi for each module 108 within the controlled array 700.

The modulation index and Vrn may be used to generate a switching signal for each converter 202. The modulation index may be a number between zero and one (including zero and one). For a particular module 108, the normalized reference Vrn may be modulated or scaled by Mi, and this modulated reference signal (Vrnm) may be used as Vref (or-Vref) according to the PWM techniques described with respect to fig. 8C-8F or according to other techniques. In this way, the modulation index may be used to control the PWM switching signals provided to the converter switching circuitry (e.g., S3-S6 or S1-S6) and thus regulate the operation of each module 108. For example, a module 108 controlled to maintain normal or full operation may receive a Mi of one, while a module 108 controlled to be less than normal or full operation may receive a Mi of less than one, and a module 108 controlled to stop power output may receive a Mi of zero. This may be performed by the control system 102 in various ways, such as outputting Vrn and Mi through the MCD 112 to the appropriate LCD 114 for modulation and switching signal generation, performing modulation through the MCD 112, and outputting the modulated Vrnm to the appropriate LCD 114 for switching signal generation, or performing modulation and switching signal generation through the MCD 112 and outputting the switching signal directly to the LCD or converter 202 of each module 108. Vrn may be sent continuously and Mi is sent at regular intervals, e.g., once per cycle or once per minute of Vrn, etc.

The controller 906 may generate Mi for each module 108 using any type or combination of types of status information described herein (e.g., SOC, temperature (T), Q, SOH, voltage, current). For example, when using SOCs and T, if the SOCs are relatively high and the temperatures are relatively low compared to other modules 108 in the array 700, then the modules 108 may have a relatively high Mi. If SOC is relatively low or T is relatively high, the module 108 may have a relatively low Mi, resulting in lower utilization than other modules 108 in the array 700. The controller 906 may determine Mi such that the sum of the module voltages does not exceed Vpk. For example, vpk may be the sum of the products of the voltage of source 206 of each block and Mi of the block (e.g., vpk=m ₁ V ₁ +M ₂ V ₂ +M ₃ V ₃ ...+M _N V _N Etc.). Different combinations of modulation indices may be used, and thus the corresponding voltage contributions of the modules may be used, but the total generated voltage should remain the same.

The controller 900 may control operation within a range that does not interfere with achieving the power output requirements of the system at any one time (e.g., during maximum acceleration of the EV), such that the SOC of the energy source in each module 108 remains balanced or converges to an equilibrium condition if it is unbalanced, and/or such that the temperature of the energy source or other component (e.g., energy buffer) in each module remains balanced or converges to an equilibrium condition if it is unbalanced. The power flow to and from the modules may be adjusted so that the capacity difference between the sources does not cause SOC deviation. The balance of SOC and temperature may indirectly cause some balance of SOH. The voltage and current may be balanced directly as desired, but in many embodiments the primary goal of the system is to balance SOC and temperature, and the balancing of SOC may cause the balancing of voltage and current in a highly symmetric system, where the modules have similar capacities and impedances.

Since it is not possible to balance all parameters simultaneously (e.g. balancing one parameter may further unbalance another parameter), balancing any combination of two or more parameters (SOC, T, Q, SOH, V, I) may be applied, with one of the priorities being given depending on the requirements of the application. Balancing the SOC may be prioritized over other parameters (T, Q, SOH, V, I), but an exception may occur if one of the other parameters (T, Q, SOH, V, I) reaches a severely unbalanced condition that is outside of the threshold.

The balancing between arrays 700 of different phases (or arrays of the same phase, for example, if parallel arrays are used) may be performed simultaneously with the intra-phase balancing. Fig. 9B depicts an exemplary embodiment of an Ω -phase (or Ω -array) controller 950 configured for operation in an Ω -phase system 100 having at least Ω -arrays 700, where Ω is any integer greater than one. The controller 950 may include one inter-phase (or inter-array) controller 910 and Ω intra-phase balance controllers 906-PA. for phases PA through pΩ. The in-phase controller 906 may generate Mi for each module 108 of each array 700, as described with respect to fig. 9A. Interphase balance controller 910 is configured or programmed to balance aspects of module 108 across the entire multidimensional system, for example, between arrays of different phases. This may be achieved by injecting a common pattern (e.g., neutral shift) into the phase, or by using an interconnect module (described herein), or by both. Common mode injection involves introducing phase and amplitude shifts to the reference signals VrPA to VrP Ω to produce normalized waveforms VrnPA to vrnpΩ to compensate for imbalances in one or more arrays, and is further described in international application number PCT/US20/25366, which is incorporated herein.

Controllers 900 and 950 (and balancing controllers 906 and 910) may be implemented in hardware, software, or a combination thereof within control system 102. The controllers 900 and 950 may be implemented within the MCD 112, partially or fully distributed throughout the LCD 114, or may be implemented as discrete controllers independent of the MCD 112 and LCD 114.

Interconnect (IC) module instance

The modules 108 may be connected between modules of different arrays 700 for the purpose of exchanging energy between the arrays, acting as sources of auxiliary loads, or both. Such modules are referred to herein as Interconnect (IC) modules 108 ICs. IC module 108IC may be implemented in any of the module configurations (108A, 108B, 108C) already described and to be described herein. The IC module 108IC may include any number of one or more energy sources, optional energy buffers, switching circuitry for supplying energy to one or more arrays and/or for supplying power to one or more auxiliary loads, control circuitry (e.g., local control devices), and monitoring circuitry for collecting status information about the IC module itself or its respective loads (e.g., SOC of the energy source, temperature of the energy source or energy buffers, capacity of the energy source, SOH of the energy source, voltage and/or current measurements related to the IC module, voltage and/or current measurements related to the auxiliary loads, etc.).

Fig. 10A is a block diagram depicting an exemplary embodiment of a system 100 capable of generating omega phase power using omega arrays 700-PA through 700-pΩ, where Ω may be any integer greater than one. In this and other embodiments, the IC module 108IC may be located on the rail side of the array 700 such that the array 700 to which the module 108IC is connected (in this embodiment, arrays 700-PA through 700-PΩ) is electrically connected between the module 108IC and the output to the load (e.g., SIO1 through SIO Ω). Here, the module 108IC has Ω IO ports for connection to IO port 2 of each module 108-N of the arrays 700-PA to 700-pΩ. In the configuration depicted herein, the module 108IC may perform inter-phase balancing by selectively connecting one or more energy sources of the module 108IC to one or more of the arrays 700-PA through 700-PΩ (or not to the outputs, or equally to all of the outputs if inter-phase balancing is not required). The system 100 may be controlled by a control system 102 (not shown, see fig. 1A).

Fig. 10B is a schematic diagram depicting an exemplary embodiment of the module 108 IC. In this embodiment, the module 108IC includes an energy source 206 connected to an energy buffer 204, which in turn is connected to switching circuitry 603. The switching circuitry 603 may include switching circuitry units 604-PA to 604-pΩ for individually connecting the energy source 206 to each of the arrays 700-PA to 700-pΩ, respectively. A respective switch configuration may be used for each cell 604, which in this embodiment is configured as a half-bridge with two semiconductor switches S7 and S8. Each half bridge is controlled by a control line 118-3 from LCD 114. This configuration is similar to module 108A described with respect to fig. 3A. As described with respect to converter 202, switching circuitry 603 may be configured in any arrangement and with any switching type (e.g., MOSFET, IGBT, silicon, gaN, etc.) suitable for the requirements of the application.

The switching circuitry unit 604 is coupled between the positive and negative terminals of the energy source 206 and has an output connected to the IO port of the module 108 IC. The units 604-PA through 604-pΩ may be controlled by the control system 102 to apply a voltage +v _IC or-V _IC Selectively coupled to corresponding module I/O ports 1 through Ω. The control system 102 may control the switching circuitry 603 according to any desired control technique, including PWM and hysteresis techniques mentioned herein. Here, control circuitry 102 is implemented as an LCD 114 and MCD 112 (not shown). LCD 114 may receive monitoring data or status information from monitoring circuitry of module 108 IC. This monitoring data and/or other status information derived from this monitoring data may be output to MCD 112 for system control as described herein. The LCD 114 may also receive timing information (not shown) for the purpose of synchronizing the module 108 of the system 100 with one or more carrier signals (not shown) (e.g., saw tooth signals for PWM) (fig. 8C-8D).

For inter-phase balancing, more energy from source 206 may be supplied proportionally to any one or more of arrays 700-PA to 700-pΩ, which have relatively low charge compared to other arrays 700. This supply of supplemental energy to a particular array 700 allows the energy output of those modules 108-1 through 108-N in cascade in that array 700 to be reduced relative to an un-supplied phased array.

For example, in some exemplary embodiments applying PWM, LCD 114 may be configured to receive a normalized voltage reference signal (Vrn) (from MCD 112), e.g., vrnPA through vrnpΩ, for each of one or more arrays 700 to which module 108IC is coupled. The LCD 114 may also receive modulation indices MiPA through MipΩ from the MCD 112 for the switching elements 604-PA through 604-pΩ of each array 700, respectively. The LCD 114 may modulate each respective Vrn with a modulation index directly coupled to the switching section of the array (e.g., multiply Vrn by the modulation index) (e.g., vrnA by MiA), and then utilize a carrier signal to generate a control signal for each switching unit 604. In other embodiments, MCD 112 may perform modulation and output the modulated voltage reference waveforms for each cell 604 directly to LCD 114 of module 108 IC. In still other embodiments, all processing and modulation may be performed by a single control entity, which may output control signals directly to each unit 604.

This switching may be modulated such that power from the energy source 206 is supplied to the array 700 at appropriate intervals and durations. Such methods may be implemented in various ways.

Based on the collected state information of the system 100, such as the current capacity (Q) and SOC of each energy source in each array, the MCD 112 may determine a total charge for each array 700 (e.g., the total charge of an array may be determined as the sum of the capacity of each module of the array multiplied by the SOC). MCD 112 may determine whether a balanced or unbalanced condition exists (e.g., by using the relative difference thresholds and other metrics described herein) and generate modulation indices MiPA-mipΩ for each switching element 604-PA-604-pΩ accordingly.

During a balancing operation, mi of each switching unit 604 may be set to a value that causes the energy source 206 and/or the energy buffer 204 to supply the same or similar amount of net energy to each array 700 over time. For example, mi of each switching unit 604 may be the same or similar and may be set to a level or value that causes the module 108IC to perform a net or time-averaged release of energy to one or more arrays 700-PA-700-PΩ during a balancing operation in order to consume the module 108IC at the same rate as other modules 108 in the system 100. In some embodiments, mi of each cell 604 may be set to a level or value that does not cause a net or time-averaged release of energy (causing a net energy release of zero) during the balancing operation. This may be applicable where the module 108IC has a lower total charge than other modules in the system.

When an imbalance condition occurs between the arrays 700, the modulation index of the system 100 may then be adjusted to converge toward the equilibrium condition or minimize further variance. For example, the control system 102 may cause the module 108IC to discharge more of the array 700 with a low charge than other modules, and may also cause the modules 108-1 through 108-N of the low array 700 to discharge relatively less (e.g., based on a time average). The relative net energy contributed by the module 108IC is increased as compared to the modules 108-1 through 108-N of the assisted array 700, and also as compared to the amount of net energy contributed by the module 108IC to the other arrays. This may be accomplished by increasing the Mi of the switching cells 604 supplying the low array 700 and by decreasing the modulation index of the modules 108-1 through 108-N of the low array 700 in a manner that maintains Vout of the low array at an appropriate or desired level and maintaining the modulation index of the other switching cells 604 supplying the other higher arrays relatively unchanged (or decreasing it).

The configuration of the modules 108 ICs in fig. 10A-10B may be used alone to provide inter-phase or inter-array balance to a single system, or may be used in combination with one or more other modules 108 ICs each having an energy source and one or more switch portions 604 coupled to one or more arrays. For example, a module 108IC having Ω switch portions 604 coupled to Ω different arrays 700 may be combined with a second module 108IC having one switch portion 604 coupled to one array 700 such that the two modules combine to service a system 100 having Ω+1 arrays 700. Any number of modules 108 ICs may be combined in this manner, each module coupled to one or more arrays 700 of system 100.

Further, the IC module may be configured to exchange energy between two or more subsystems of the system 100. Fig. 10C is a block diagram depicting an exemplary embodiment of a system 100 having a first subsystem 1000-1 and a second subsystem 1000-2 interconnected by an IC module. Specifically, subsystem 1000-1 is configured to supply three-phase power PA, PB, and PC to a first load (not shown) via system I/O ports SIO1, SIO2, and SIO3, while subsystem 1000-2 is configured to supply three-phase power PD, PE, and PF to a second load (not shown) via system I/O ports SIO4, SIO5, and SIO06, respectively. For example, subsystems 1000-1 and 1000-2 may be configured as different packages that supply power to different motors of an EV or may be configured as different racks that supply power to different micro-grids.

In this embodiment, each module 108IC is coupled with the first array of subsystems 1000-1 (via IO port 1) and the first array of subsystems 1000-2 (via IO port 2), and each module 108IC may be electrically connected with each other module 108IC by means of I/O ports 3 and 4, which are coupled with the energy source 206 of each module 108IC as described with respect to module 108C of FIG. 3C. This connection places sources 206 of modules 108IC-1, 108IC-2, and 108IC-3 in parallel, and thus the energy stored and supplied by modules 108IC is brought together by this parallel arrangement. Other arrangements, such as a rigid connection, may also be used. The modules 108IC are housed within a common housing of the subsystem 1000-1, however, the interconnect modules may be external to the common housing and physically located as separate entities between the common housings of the two subsystems 1000.

Each module 108IC has a switching unit 604-1 coupled with IO port 1 and a switching unit 604-2 coupled with I/O port 2, as described with respect to fig. 10B. Thus, to balance between subsystems 1000 (e.g., inter-package or inter-chassis balancing), a particular module 108IC may supply relatively more energy to either or both of the two arrays to which it is connected (e.g., module 108IC-1 may supply to array 700-PA and/or array 700-PD). The control circuitry may monitor the relative parameters (e.g., SOC and temperature) of the arrays of different subsystems and adjust the energy output of the IC module to compensate for the imbalance between the arrays or phases of different subsystems in the same manner as compensating for the imbalance between two arrays of the same rack or package described herein. Because all three modules 108 ICs are in parallel, energy can be efficiently exchanged between any and all of the arrays of the system 100. In this embodiment, each module 108IC supplies two arrays 700, but other configurations may be used, including a single IC module for all arrays of the system 100 and a configuration with one dedicated IC module for each array 700 (e.g., six IC modules for six arrays, with one switching unit 604 for each IC module). In all cases of multiple IC modules, the energy sources may be coupled together in parallel so as to share energy as described herein.

In a system with IC modules between phases, phase-to-phase balancing may also be performed by neutral point shifting (or common mode injection) as described above. This combination allows a more robust and flexible balancing over a wider range of operating conditions. The system 100 may determine the appropriate situation in which phase-to-phase balancing is performed using only neutral point shifting, using only phase-to-phase energy injection, or using a combination of both.

The IC module may also be configured to supply power to one or more auxiliary loads 301 (at the same voltage as source 206) and/or one or more auxiliary loads 302 (at a voltage that drops from source 302). Fig. 10D is a block diagram depicting an exemplary embodiment of a three-phase system 100A having two modules 108 ICs connected to perform phase-to-phase balancing and to supply auxiliary loads 301 and 302. FIG. 10E is a schematic diagram depicting this exemplary embodiment of system 100, with emphasis placed on modules 108IC-1 and 108 IC-2. Here again, the control circuitry 102 is implemented as an LCD 114 and MCD 112 (not shown). LCD 114 may receive monitoring data (e.g., SOC of ES1, temperature of ES1, Q of ES1, voltage of auxiliary loads 301 and 302, etc.) from module 108IC and may output this and/or other monitoring data to MCD 112 for system control, as described herein. Each module 108IC may include a switching portion 602A (or 602B described with respect to fig. 6C) of each load 302 supplied by the module, and each switching portion 602 may be controlled to maintain the requisite voltage level of the load 302 through the LCD 114, either independently or based on control inputs from the MCD 112. In this embodiment, each module 108IC includes a switching section 602A connected together to supply one load 302, although this is not required.

FIG. 10F is a block diagram depicting another exemplary embodiment of a three-phase system configured to supply power to one or more auxiliary loads 301 and 302, the three-phase system having modules 108IC-1, 108IC-2, and 108IC-3. In this embodiment, modules 108IC-1 and 108IC-2 are configured in the same manner as described with respect to FIGS. 10D through 10E. The module 108IC-3 is configured to function purely as an assist without actively injecting a voltage or current into any of the arrays 700 of the system 100. In this embodiment, the module 108IC-3 may be configured like the module 108C of fig. 3B, the module 108C having converters 202B, 202C (fig. 6B-6C) with one or more auxiliary switch portions 602A but omitting the switch portion 601. Thus, one or more energy sources 206 of module 108IC-3 are interconnected in parallel with those modules 108IC-1 and 108IC-2, and thus, this embodiment of system 100 is configured with additional energy for supplying auxiliary loads 301 and 302, and for maintaining the charge on source 206A of modules 108IC-1 and 108IC-2 through a parallel connection with source 206 of module 108IC-3.

The voltage and capacity of the energy source 206 of each IC module may be the same as the sources 206 of the other modules 108-1 to 108-N of the system, but this is not required. For example, in an embodiment in which one module 108IC applies energy to multiple arrays 700 (fig. 10A) to allow the IC modules to discharge at the same rate as the modules of the phased array itself, a relatively higher capacity may be required. If the module 108IC also supplies auxiliary loads, even greater capacity may be required in order to permit the IC module to supply auxiliary loads and discharge at a relatively similar rate to the other modules.

Exemplary embodiments of charging and discharging

An exemplary embodiment involving charging of the modular energy system 100 will now be described with reference to fig. 11A-23B. Unless otherwise stated or logically unreasonable, these embodiments may be implemented by all aspects of the system 100 described with respect to fig. 1A through 10F. Thus, many variations covered herein will not be repeated with respect to each of the following charging embodiments.

The charging embodiment will be described with reference to the type and amount of signals available from a charge source used to supply charge to the various modules of the system 100. These embodiments fall into three main categories: DC charging, wherein the charge source supplies a high voltage DC charging signal; single phase AC charging, wherein a charge source supplies a single high voltage AC charging signal; and multiphase AC charging, wherein the charge source supplies two or more high voltage AC charging signals having different phase angles. For simplicity, the multiphase charging embodiment will be described with respect to a system 100 having three phases, and in some cases six phases, but the subject matter applies to any system 100 having two or more arrays that charge and discharge with two or more different phases. The charge source may have various configurations depending on the particular application. For stationary applications, the charge source may be a grid supplied by a utility or other power provider, regardless of the type of energy source. The charge source may also be a renewable energy source such as a solar panel array, wind turbine, or the like. For mobile applications, the charge source may also be an electrical grid or a renewable energy source, which in many cases is supplied to the electric vehicle by means of a charging station supplying DC power, single-phase AC power or multi-phase AC power.

Fig. 11A and 11B are block diagrams depicting an exemplary embodiment of a three-phase system 100 configured for use in a mobile application to supply three-phase power to a motor 1100 and having interconnect modules 108IC-1 and 108IC-2 configured to supply power to auxiliary loads 301 and 302. System 100 includes switch 1108-PA located between SIO1 and I/O port 1 of module 108-1 of array 700-PA, switch 1108-PB located between SIO2 and I/O port 1 of module 108-1 of array 700-PB, and switch 1108-PC located between SIO3 and I/O port 1 of module 108-1 of array 700-PC. Each of the switches 1108 may be independently controlled by a control signal applied on a control line by the control system 102 (e.g., MCD 112) (e.g., fig. 1A-1C) or the external control device 104 (e.g., fig. 1A, 1B, 1D, 1E).

In this embodiment and other embodiments described herein, the motor 1100 may be a motor, such as a Permanent Magnet (PM) motor, an induction motor, or a Switched Reluctance Motor (SRM). Although system 100 is a three-phase system with an IC module and auxiliary loads in many of the embodiments herein and below, the charging theme may be equally applicable to embodiments with one or more phases, with or without an IC module and auxiliary loads.

Switches 1108-PA, 1108-PB, and 1108-PC switchably connect the three-phase charging signals from the ports of three-phase charging connector 1102 to their respective arrays of phase blocks (700-PA, 700-PB, and 700-PC) via line 1111. The charging connector 1102 may be coupled to the charge source 150 by means of a charge connector 1104 and cable 1106 of the charge source. For three-phase charging, a neutral connection is not necessary. Switch 1108 is preferably an electromechanical switch or relay, but a Solid State Relay (SSR) may also be used. The electromechanical switch exhibits high reliability in terms of maintaining the motor coil or winding connected to the modular energy source when de-energized.

The system 100 also includes monitoring circuits 1110-PA, 1110-PB, and 1110-PC connected between the switches 1108-PA, 1108-PB, and 1108-PC and the arrays 700-PA, 700-PB, and 700-PC, respectively. The monitoring circuits 1110-PA, 1110-PB, and 1110-PC may measure any one or more of the current, voltage, and phase of the signals passing through nodes NPA, NPB, and NPC, respectively, and output these measurements to the control system 102 via data lines (not shown) for use in controlling the module 108 during charging and discharging.

In fig. 11A, the switches 1108 are each a double-conductive position switch (e.g., single Pole Double Throw (SPDT)). When switch 1108 is in position 1, array 700 is connected to motor 1100 and connector 1102 is decoupled and not energized. Switch 1108 defaults to position 1 as the normal position and this position is adopted when no control signal is applied. In the event of a power outage or disconnection of the switch 1108 from the control signal, the switch reverts to position 1 so as not to disconnect the motor coils. If a control signal (e.g., a common signal) is applied, switch 1108 moves to position 2 and couples connector 1102 to array 700. When in position 2, system 100 may be charged through connector 1102. The application of the control signal may occur automatically when the system 100 detects physical coupling of the charge source connector 1104 to the system connector 1102 or the presence of a multi-phase voltage at the connector 1102. The application of the control signal may also be conditioned on the motor being disconnected. Removing the control signal, for example, after detecting the disconnection of connector 1104 or the absence of a multi-phase charging voltage at connector 1102, causes switch 1108 to return to position 1.

In the embodiment of fig. 11B, switch 1108 is an on/off switch (e.g., a switch having an open state and a closed state, such as a Single Pole Single Throw (SPST) switch) that may be controlled again by application of a control signal (not shown). The array 700 is constantly connected to the connector 1102 and is therefore always energized, so the connector 1102 is configured such that its internal conductors are isolated from user contact. For example, the conductors may be housed deep within the charging receptacle of connector 1102. The design of the connector 1102 is preferably sufficient to prevent user contact (e.g., vibration or short circuit) so that the connector 1102 can be energized even when the motor 1100 is running. In this embodiment, the closed position is the default position of the switch 1108 to keep the system 100 connected to the motor 1102, as damage to the motor and/or the converter 202 may occur if the switch 1108 is opened during operation of the motor 1100. Application of the control signal causes switch 1108 to open, thereby disconnecting module 108 from motor 1100 and permitting charging through connector 1102. Although three SPST switches 1108 are shown here, in embodiments with a closed coil motor 1100, one of the SPST switches 1108 may be omitted, e.g., only two of the three SPST switches 1108 may be present (for any two of the phases PA, PB, PC) because current will not pass through the motor 1100 when two of the three coils are electrically disconnected. The third coil may be electrically connected to the system 100 during charging.

Fig. 11C is a flow chart depicting an exemplary embodiment of a method 1150 for charging that is applicable to the embodiments of fig. 11A-11B as well as other embodiments described herein. At 1152, system 100 detects a connection of charge source 150 to connector 1102. As described herein, this may be done by the control system 102 detecting physical contact of the charge source connector 1104 with the system connector 1102 or by the system 100 sensing the charge signal voltage using a sensor in the connector 1102. At 1154, after detecting the connection of the charge source 150, the switch 1108 may switch from a discharging position to a charging position (e.g., position 2 with respect to fig. 11A, or an off state with respect to fig. 11B).

At 1156, the monitoring circuitry 1110 monitors the charging signal supplied by the charge source 150 and outputs this information to the control system 102. FIG. 11D is a plot depicting three-phase charging signals 1112-PA, 1112-PB, and 1112-PC. At 1158, control system 102 outputs a control signal to each module 108 of system 100, causing converter 202 of each module 108 to switch to charging appropriately. Steps 1156 and 1158 are performed concurrently to provide continuous evaluation of the voltage, current and/or phase of the charge signal to control system 102 while adjusting the switching scheme of each module 108 accordingly.

When the modules 108 are switched at step 1158, the control system 102 (e.g., MCD 112, LCD 114) generates a switching signal for each converter 202 of each module 108, as described elsewhere herein. Each converter 202 may be switched between a first state, which presents +v at module I/O ports 1 and 2, a second state, and a third state _DCL The second state assumes-V at ports 1 and 2 _DCL In the third state, the module is bypassed (shorted) and the module assumes zero voltage at ports 1 and 2. The switching may be controlled such that each energy source 206 of each module 108 may be charged based on the direction of current flow through each array 700.

The control system 102 may be programmed to control the switching of each module 108 to minimize distortion and displacement within the array 700 for each phase. This may be achieved by setting the Power Factor (PF) to one (1) or close to one according to (1):

where I1rms is the root mean square value of the fundamental component of the current within the array 700 of the particular phase (e.g., array 700-PA), irms is the root mean square value of the sum of all the effective harmonics of the current of the particular phase (i1+i2+i3.) and Θ is the phase angle between the voltage and the current of the particular phase. To achieve a PF of one or close to one, the control system 102 may control the switching such that the sum of the currents (e.g., as measured at NPA, NPB, NPC) for each phase is always zero or close to zero (e.g., within a threshold), and the displacement (Θ) between the current and voltage for each phase is always zero or close to zero (e.g., within a threshold).

Each module 108 may be charged equally until a limit or threshold for that individual module 108 is reached. For example, all modules 108 may be charged equally (e.g., receiving the same total current over time) until an individual module 108 reaches a charge threshold (e.g., 80% or 90% capacity), at which time the charging of that module 108 slows down until all modules 108 reach an equilibrium or substantially equilibrium SOC state, at which time the modules 108 are charged equally until fully or adequately charged.

Alternatively, modules 108 having relatively smaller SOC levels may initially receive relatively more charge until system 100 reaches a relatively balanced SOC state, at which point all modules 108 may charge in such a way that the system always has a relatively balanced SOC state (e.g., all fully functional modules 108 differ from other modules by within 1% in terms of SOC). The method has the following advantages: if the charging is stopped before the system 100 reaches capacity, the system 100 will exit the charging process in a relatively balanced state.

Referring back to fig. 11C, the charging process 1150 may continue until 1160 module 108 has been fully (or sufficiently) charged or system 100 detects an opening of charge source 150, at which point switch 1108 may transition from its charged position back to the default position of the discharged state (e.g., position one with respect to fig. 11A and the closed position with respect to fig. 11B).

In the embodiments described herein, the control system 102 may control switching by generating a switching signal for each module 108 according to PWM techniques (e.g., the PWM techniques described herein), utilizing an incoming AC charging signal (or representation thereof) for each phase as a reference waveform for the respective array 700, or a different reference in the case of DC charging. The modulation index of the switching circuitry of each module 108 may be adjusted by selectively charging and discharging each module for various lengths of time to maintain the power factor at or near unity. Charging may also be performed while maintaining or targeting equilibrium conditions in one or more operating characteristics of the system 100, as described earlier herein. The modulation index (Mi) may also be adjusted to perform charging while targeting relatively balanced temperatures across all modules, and emphasizing charging of the energy source 206 with the relatively lowest SOC by assigning those modules 108 the relatively highest modulation index.

Further, for the electrochemical cell source 206, the length of the charge pulse applied to the source 206 by the converter 202 may be maintained to have a particular length, for example, less than 5 milliseconds, to facilitate electrochemical storage reactions in the cell without significant side reactions that may lead to degradation. Such pulses may be applied at high C rates (e.g., 5C to 15C and greater) to enable rapid charging of source 206. Examples of such techniques that may be used with all embodiments described herein are described in international application No. PCT/US20/35437, entitled "advanced battery charging on a modular hierarchy of energy storage systems (Advanced Battery Charging on Modular Levels of Energy Storage Systems)", which is incorporated herein by reference for all purposes.

In the example of fig. 11A-11B, modules 108IC-1 and 108IC-2 are connected to each other and also interconnected between arrays 700 of different phases. During charging, the switching portion 604 (see, e.g., fig. 10E) of the module 108IC may continuously switch such that current flows through S7 or S8 at a 50-50 duty cycle. The energy sources 206 of the modules 108 ICs may be charged by adjusting the duty cycle of each switching section 604 to a state in which the total current through each section 604 over time causes the sources 206 of those modules 108 ICs to charge. Alternatively, the switching portion 604 of the module 108IC may be switched only as needed for directing current through the module 108IC, for example, to direct current when charging the source 206 of the module 108IC or to direct current without charging the source 206. The switching of the modules 108 ICs may also be used to minimize distortion and displacement within each array 700. For all embodiments with auxiliary loads, during charging, control system 102 may continue to regulate the voltage of auxiliary load 302 through switching section 602A (fig. 10E), and thus may maintain the power of the auxiliary system as desired. In the context of an electric car, this may maintain power for the on-board network, display, HVAC, and the like.

Although charging has been described with reference to PWM control techniques, in alternative embodiments hysteresis techniques may also be used. Other custom techniques based on PWM or hysteresis may also be used.

Exemplary embodiments of DC and Single-phase charging Using Motor bypass

The multiphase configuration of system 100 may also be charged using a DC or single phase AC charge source. Fig. 12A is a block diagram depicting an exemplary embodiment of a three-phase system 100 configured similar to the embodiment of fig. 11A but having routing circuitry 1200 that permits DC and/or single-phase AC charging capabilities in addition to multi-phase AC charging capabilities, wherein all charging may be done in a manner that bypasses the motor 1100. The routing circuitry 1200 may be coupled between the multi-phase charging connector 1102 and the three-phase charging line 1111. Routing circuitry 1200 may be coupled with at least one connector 1202 that may receive DC charging signals (dc+ and DC-) and/or AC charging signals (AC line (L) and neutral line (N)) via line 1211. These connections may be shared as illustrated in fig. 12A, or may be separate, such that the different conductors of line 1211 are used for DC and single phase AC. In the embodiments described herein, connector 1202, whether configured for DC only, single-phase AC only, or both, may be a separate and discrete connector from three-phase charging connector 1102, or connectors 1102 and 1202 may be combined in a single location on an EV, as described with respect to fig. 12F. Conductors for multi-phase AC charging, single-phase AC charging, and DC charging may be shared if combined in a single location, as described herein. Various different configurations and types of circuitry may be used for routing circuitry 1200 depending on the type of charging signal (DC or AC) routed and whether the embodiment provides selective disconnection of charging connectors 1102 and 1202 from system 100. Various exemplary embodiments of the routing circuitry 1200 are described in more detail herein.

The switch 1108 may be part of a single switching assembly 1250 that is configured to conduct the high current required during the charge and discharge phases. The assembly 1250 may be configured as a discrete single device or housing. The assembly 1250 may have one or more inputs to receive the switch control signals from the control system 102. In some embodiments, the monitoring circuit 1110 may be integrated in the assembly 1250, and control signals to the circuit 1110 and data outputs from the circuit 1110 may be routed to the control system 102 through the IO ports of the assembly 1250. Exemplary embodiments of assembly 1250 are further described herein with respect to Power and Control Distribution Assembly (PCDA) 1250 and fig. 30A-30F.

Fig. 12B is a schematic diagram depicting an exemplary embodiment of routing circuitry 1200 configured with solid state (or semiconductor) relay (SSR) circuitry and providing DC and single phase AC charging capabilities by means of connector 1202 in addition to three phase AC charging by means of three phase line 1111 and connector 1102. The connector 1202 may be connected to a single-phase charging cable that is in turn connected to a single-phase charge source, or the connector may be connected to a DC charging cable that is in turn connected to a DC charge source. Routing circuitry 1200 has I/O ports 1201-1 and 1201-2 connected to connector 1202 and I/O ports 1204-PA, 1204-PB and 1204-PC that may be connected to a charging line 1111 of each phase PA, PB, PC. For DC charging and single-phase AC charging, the routing circuitry 1200 may be controlled to selectively output each of the signals on the input 1201 (dc+ and DC-signals or AC (L) and AC (N) signals) to one or more of three different outputs 1204. Circuitry 1200 also includes one or more I/O ports 1206-1 through 1206-4 for control signals CS1 through CS4, respectively, that control the routing of each input 1201 to each output 1204. The control signals CS1 to CS4 may be generated and provided by the control system 102 (not shown).

Using SSR to isolate the system 100 and EV from the DC or AC charger permits the complete removal or omission of additional isolation circuitry (e.g., high frequency transformers and inverters) in the charger. This may simplify the charger implementation and significantly reduce cost. In this embodiment, there are four SSR circuits indicated as 1221-1, 1221-2, 1221-3, and 1221-4, each having a control port 1206-1, 1206-2, 1206-3, and 1206-4, respectively. Each SSR circuit 1221 may be selectively placed in a bi-directional conductive (closed) state or a non-conductive (open) state by applying control signals (CS 1, CS2, CS3, CS4, respectively) from control system 102 to control ports 1206-1, 1206-2, 1206-3, and 1206-4. For single-phase AC charging, routing circuitry 1200 may selectively output each of the AC (L) and AC (N) signals at I/O ports 1201-1 and 1201-2 to one or more of three different I/O ports 1204-PA, 1204-PB, and 1204-PC, respectively, each connected to a different line 1111 from three-phase charging connector 1102, which in turn is connected to arrays 700-PA, 700-PB, and 700-PC. For DC charging, routing circuitry 1200 may similarly selectively output each of the dc+ and DC-signals at input 1201 to one or more of three I/O ports 1204 to provide to array 700. The selective routing is controlled by control signals CS 1-CS 4 supplied by the control system 102 and applied to one or more control inputs 1206-1-1206-4.

An exemplary embodiment of SSR circuit 1221 is described with respect to the schematic diagrams of fig. 12C, 12D, and 12E. In fig. 12C, SSR circuit 1221 is a triac controllable by a control signal input to control port 1206. When the triac is enabled with a control signal, the triac is placed in a closed state and current can be passed bi-directionally through the triac. When not enabled, no current passes through the triac.

In fig. 12D, SSR circuit 1221 includes two Insulated Gate Bipolar (IGBT) transistors Q1 and Q2 connected in series with a transmitter node connected together and a collector node forming an input/output port to the circuit. Each IGBT has a body diode (D1, D2) oriented in the opposite current carrying direction to prevent transfer of current when Q1 and Q2 are not activated. Application of a control signal to port 1206 will bias the gate nodes of transistors Q1 and Q2 to activate the IGBT and allow current to flow through circuit 1221 in the closed state, or not activate the IGBT to block current from flowing through circuit 1221 in the open state. Other SSRs may be used instead of IGBTs, such as MOSFETs or GaN devices.

In fig. 12E, SSR circuit 1221 includes an IGBT transistor Q3 and a bridge diode circuit having four diodes D3, D4, D5, D6. Q3 is positioned within the bridge diode circuit to permit current flow through SSR circuit 1221 when Q3 is activated by applying a control signal to port 1206. For example, when Q3 is not activated, the circuit 1221 is in an off state and current cannot flow. When Q3 is activated, circuit 1221 is in a closed state, and current may flow from left to right through D3, Q3, and D6, and from right to left through D5, Q3, and D4. Any combination of embodiments of SSR circuit 1221 may be used in the routing circuitry 1200 embodiments described herein. Other SSR circuit designs may also be used.

During the charging phase, each of the switches 1108 may transition to charging position 2, or alternatively, only the switches 1108 of the charged array 700 may switch to position 2, with the switches 1108 of any array 700 that are not charged in position 1. Thus, some commutation of the switch 1108 during the charging phase may be necessary.

To DC charge blocks 108 of arrays 700-PA and 700-PB (including blocks 108IC-1 and 108IC-2, which are connected in parallel), control system 102 can place circuits 1221-1 and 1221-3 in a conductive state by applying control signals CS1 and CS3, respectively, and place circuits 1221-2 and 1221-4 in a non-conductive state by applying control signals CS2 and CS4, respectively. Current passes from port 1201-1 through circuit 1221-1 to I/O port 1204-PA, which is connected to PA line 1111 from three-phase charging connector 1102. The current bypasses the motor 1100, passes through the switch 1108-PA and passes through the array 700-PA. Each module 108-1 to 108-N of the array 700-PA may be selectively charged as described herein. Current passes through block 108IC-1 (e.g., switch S7 of portions 604-PA and 604-PB, or switch S8 of portions 604-PA and 604-PB, as described with respect to fig. 10E) and through array 700-PB, and each block 108-1 through 108-N of array 700-PB may be selectively charged, taking into account the opposite current direction. Current passes through switch 1108-PB, into routing circuitry 1200 via I/O ports 1204-PB, then through circuits 1221-3 and out through DC-port 1201-2.

To DC charge module 108 (including modules 108IC-1 and 108 IC-2) of arrays 700-PB and 700-PC, control system 102 can place circuits 1221-2 and 1221-4 in a conductive state by applying control signals CS2 and CS4, respectively, and place circuits 1221-1 and 1221-3 in a non-conductive state by applying control signals CS1 and CS3, respectively. Current passes from DC + port 1201-1 through circuit 1221-2 to I/O port 1204-PB, which is connected to PB line 1111 from three-phase charging connector 1102. The current bypasses the motor 1100, passes through the switches 1108-PB, and passes through the arrays 700-PB. Each module 108-1 through 108-N of array 700-PB may be selectively charged, as described herein. Current passes through block 108IC-1, then through block 108IC-2 (e.g., switch S7, which commonly uses portions 604-PB and 604-PC of fig. 10E, or switch S8), and through array 700-PC, and each block 108-1 through 108-N of array 700-PC may also be selectively charged, taking into account the opposite current direction. Current passes through switch 1108-PC and into routing circuitry 1200 via I/O port 1204-PC, then through circuits 1221-4, and out of DC-port 1201-2.

To DC charge the modules 108 of arrays 700-PA and 700-PC (including modules 108IC-1 and 108 IC-2), control system 102 may place circuits 1221-1 and 1221-4 in a conductive state by way of control signals CS1 and CS4, respectively, and place circuits 1221-2 and 1221-3 in a non-conductive state by way of control signals CS2 and CS3, respectively. Current passes from DC + port 1201-1 through circuit 1221-1 to I/O port 1204-PA. The current bypasses the motor 1100, passes through the switch 1108-PA and passes through the array 700-PA. Each module 108-1 to 108-N of the array 700-PA may be selectively charged as described herein. Current passes through module 108IC-1, then through module 108IC-2 (e.g., switch S7, or S8, which commonly uses portions 604-PA and 604-PC of fig. 10E), and through array 700-PC, and each module 108-1 through 108-N of array 700-PC may also be selectively charged, taking into account the opposite current direction. Current passes through switch 1108-PC and enters routing circuitry 1200 via I/O port 1204-PC, then passes through circuits 1221-4, and exits through DC-port 1201-2.

In each of the foregoing examples, module 108IC-1 and interconnected module 108IC-2 may charge source 206 by routing the incoming current through energy source 206 through an appropriate combination of switches in sections 604-PA, 604-PB, and 604-PC before outputting the current from module 108 IC.

Single phase AC charging when the AC signal is positive may be performed in the same manner, with SSR circuit 1221 in the same state, as described above for DC charging. The current is in the opposite direction when the single phase AC charging signal is in the negative half of the cycle, which can be performed as follows.

To charge blocks 108 of arrays 700-PA and 700-PB (including blocks 108IC-1 and 108 IC-2) when the AC signal is negative, control system 102 can place circuits 1221-1 and 1221-3 in a conductive state by applying control signals CS1 and CS3, respectively, and place circuits 1221-2 and 1221-4 in a non-conductive state by applying control signals CS2 and CS4, respectively. Current passes from AC neutral (N) port 1201-2 through circuit 1221-3 to I/O port 1204-PB and from there around motor 1100, through switch 1108-PB, and through array 700-PB. Each module 108-1 through 108-N of array 700-PB may be selectively charged, as described herein. Current passes through module 108IC-1 (e.g., switch S7, which commonly uses portions 604-PA and 604-PB of fig. 10E, or S8), and through array 700-PA, and each module 108-1 through 108-N of array 700-PA may be selectively charged, taking into account the opposite current direction. Current passes through switch 1108-PA, into routing circuitry 1200 via I/O port 1204-PA, then through circuit 1221-1, and out through AC line (L) port 1201-1.

To charge blocks 108 of arrays 700-PB and 700-PC (including blocks 108IC-1 and 108 IC-2) when the AC signal is negative, control system 102 may place circuits 1221-2 and 1221-4 in a conductive state by way of control signals CS2 and CS4, respectively, and place circuits 1221-1 and 1221-3 in a non-conductive state by way of control signals CS1 and CS3, respectively. Current flows from AC (N) port 1201-2 through circuit 1221-4 to I/O port 1204-PC, around motor 1100, through switch 1108-PC, and through array 700-PC. Each module 108-1 to 108-N of the array 700-PC may be selectively charged as described herein. Current passes through block 108IC-2, then through block 108IC-2 (e.g., switch S7, which commonly uses portions 604-PB and 604-PC of fig. 10E, or switch S8), and through array 700-PB, and each block 108-1 through 108-N of array 700-PB may also be selectively charged, taking into account the opposite current direction. Current passes through switch 1108-PB and into routing circuitry 1200 through I/O port 1204-PB, then through circuit 1221-2, and out through AC (L) port 1201-1.

To charge the modules 108 of the arrays 700-PA and 700-PC (including the modules 108IC-1 and 108 IC-2) when the AC signal is negative, the control system 102 may place the circuits 1221-1 and 1221-4 in a conductive state by way of the control signals CS1 and CS4, respectively, and place the circuits 1221-2 and 1221-3 in a non-conductive state by way of the control signals CS2 and CS3, respectively. Current passes from AC (N) port 1201-2 through circuit 1221-4 to I/O port 1204-PC. The current bypasses the motor 1100, passes through the switch 1108-PC and through the array 700-PA. Each module 108-1 to 108-N of the array 700-PC may be selectively charged as described herein. Current passes through module 108IC-2, then through module 108IC-1 (e.g., switch S7, or S8, which commonly uses portions 604-PA and 604-PC of fig. 10E), and through array 700-PA, and each module 108-1 through 108-N of array 700-PA may also be selectively charged, taking into account the opposite current direction. Current passes through switch 1108-PA and through I/O port 1204-PA into routing circuitry 1200, then through circuit 1221-1, and out through AC (L) port 1201-1.

Fig. 12F is a block diagram depicting an exemplary embodiment of a system 100 that is similar to the system of fig. 12A except for a shared charging port 1102/1202 having three conductive IOs for DC, single-phase AC and three-phase AC charging. Fig. 12G is a schematic diagram depicting an exemplary embodiment of routing circuitry 1200 configured for use with the shared charging port 1102/1202 depicted in fig. 12F. Here, SSR circuit 1221-4 is coupled between the charger sides of circuits 1221-1 and 1221-2, and SSR circuit 1221-5 is coupled between the charger sides of circuits 1221-2 and 1221-3. To perform three-phase charging, SSR circuits 1221-1, 1221-2, and 1221-3 are closed, and SSR circuits 1221-4 and 1221-5 are open. To perform DC and single phase AC charging of arrays 700-PA and 700-PB, circuits 1221-1, 1221-3, and 1221-5 are closed and circuits 1221-2 and 1221-4 are open. To perform DC and single phase AC charging of arrays 700-PB and 700-PC, circuits 1221-1, 1221-3, and 1221-4 are closed, and circuits 1221-2 and 1221-5 are open. To perform DC and single phase AC charging of arrays 700-PA and 700-PC, circuits 1221-1 and 1221-3 are closed and circuits 1221-2, 1221-4 and 1221-5 are open.

The SPDT switch configuration of fig. 11A, 12A, and 12F is used to automatically disconnect and isolate the charging connectors 1102 and 1202 when the switch 1108 is in the discharge position 1. Similarly, when switch 1108 is in charging position 2, motor 1100 is automatically disconnected and isolated. When SPST switch 1108 is used, as in the embodiment of fig. 11B, motor 1100 is turned off when switch 1108 is turned off in the charged state. When the switch 1108 is closed and the motor 1100 is connected for a discharge state, the charging connectors 1102, 1202 remain connected. Fig. 13A-13D depict an exemplary embodiment that uses SPST switch 1108 and has the ability to selectively disconnect charging connectors 1102, 1202 when motor 1100 is connected and system 100 is in a discharged state.

Fig. 13A is a block diagram depicting a system 100 configured with SPST switch 1108 similar to the SPST switch of fig. 11B, but having routing circuitry 1200 that permits DC and/or single phase AC charging in addition to multi-phase AC charging, while bypassing motor 1100. The conductors of the connectors 1102 and 1202 are in a shared configuration 1102/1202. As with the embodiment of fig. 12A and 12F, in this embodiment, the switch 1108 may be placed in a unified switch assembly device 1250. The embodiment of fig. 13A may be used with routing circuitry 1200 configured as shown in fig. 12G.

Fig. 13B is a block diagram depicting an exemplary embodiment that is similar to fig. 13A, except for separate charging connectors 1102 and 1202. The embodiment of FIG. 13B may be used with routing circuitry 1200 configured as described with respect to FIG. 13C, FIG. 13C being a schematic diagram depicting an exemplary embodiment of routing circuitry 1200 that is similar to the embodiment of FIG. 12B but has additional SSR circuits 1221-5, 1221-6, and 1221-7 (collectively switches 1331) configured to selectively disconnect lines 1111-PA, 1111-PB, and 1111-PC between arrays 700-PA, 700-PB, and 700-PC and connector 1102. The switch 1331 may alternatively be an electromechanical relay. Each of the switches 1331 may be controlled with a control signal received at the I/O port 1206. (control connections not shown.) control system 102 may generate and output control signals to switch 1331.SPST switch 1108 is configured to default to a closed position to keep motor 1100 connected to system 100, and switch 1331 is configured to default to an open state to keep charging connectors 1102 and 1202 disconnected from system 100. For three-phase AC charging, switch 1331 is placed in the closed state and SSR circuits 1221-1, 1221-2, 1221-3, and 1221-4 are placed in the open state. For DC and single-phase AC charging, switch 1331 is placed in an open state and SSR circuits 1221-1 through 1221-4 may operate similar to the embodiment described with respect to fig. 12B.

Fig. 13D is a block diagram depicting an exemplary embodiment similar to the embodiment of fig. 13B, but having a switch 1331 that moves from routing circuitry 1200 (as depicted in fig. 13C) to a switch assembly 1250. Within switch assembly 1250, switch 1331 may be an SSR circuit 1221, an electromechanical relay, or the like.

Different methods may be used to charge each pair of arrays 700. In one exemplary embodiment, when the arrays 700-PA and 700-PB are charged, charging may be performed until both arrays 700 have reached a desired level or threshold (e.g., 50%). Then, when the arrays 700-PB and 700-PC are charged, the charging may be performed until the arrays 700-PB have reached 100% and the arrays 700-PC have reached 50%. Next, when the arrays 700-PA and 700-PC are charged, charging may be performed until both arrays 700 reach 100%. In another exemplary embodiment, routing circuitry 1200, switches 1108, and modules 108 of each array 700 may be controlled and cycled to charge all of the arrays 700 relatively consistently (e.g., array 700-PA module is charged one percent or a few percent and then array 700-PB module is charged one percent or a few percent, then array 700-PC module is charged one percent or a few percent, and the process may repeat until all of the modules are fully charged). In single-phase AC charging, switching may be performed quickly such that each array 700-PA to 700-PC is charged one or more times during the positive half of the cycle and is recharged one or more times during the negative half of the cycle.

Exemplary embodiments of charging an array in parallel with Motor bypass

In some embodiments, for example, in embodiments where parallel arrays are used to generate higher currents or embodiments having more phased arrays 700 than AC charging signals, it may be desirable to charge the arrays 700 in parallel. Fig. 14 is a block diagram depicting an exemplary embodiment of a system 100 having two subsystems 1000-1 and 1000-2 arranged in a similar manner to the embodiment of fig. 10C. Switch 1108 is configured as an SPDT switch. Here, each subsystem 1000-1 and 1000-2 powers a different motor 1100-1 and 1100-2. The system 100 may be configured to be charged using DC, single-phase AC, and/or multi-phase AC charging signals in accordance with embodiments described herein. In this example, the charging connectors 1102 and 1202 are in a shared configuration 1102/1202, and the routing circuitry 1200 may be configured like the routing circuitry of fig. 12G. Routing circuitry 1200 is coupled to multi-phase line 1111, which is split to connect with switch assemblies 1250-1 and 1250-2 such that subsystems 1000-1 and 1000-2 are charged in parallel. For example, in parallel with the combination of currents in module 108IC-1, currents input to arrays 700-PA and 700-PD may charge those modules. The same may occur for arrays 700-PB and 700-PE, where currents are combined in module 108IC-2, and arrays 700-PC and 700-PF, where currents are combined in module 108 IC-3.

The embodiment of fig. 14 may be configured with separate charging connectors 1102 and 1202 (like fig. 12A, 13B and 13D), in which case the routing circuitry 1200 may be configured in accordance with the embodiment of fig. 12B or 13C or otherwise.

Fig. 15A is a block diagram depicting another exemplary embodiment of a system 100 having two subsystems 1000 for supplying two motors 1100. Here, the switch 1108 is configured as an SPST switch within the switch assemblies 1250-1 and 1250-2, which also includes switches 1331-1 and 1331-2, respectively. Switches 1331-1 and 1331-2 are configured as electromechanical relays and are closed during charging and opened again during operation. In this example, the charging connectors 1102 and 1202 are in a shared configuration 1102/1202. The routing circuitry 1200 may be configured as in the embodiment of fig. 12G. Alternatively, if the subsystem connections are placed inside the routing circuitry 1200, the circuitry 1200 may be configured like the embodiment of FIG. 15B, which is similar in operation to the embodiment of FIG. 12G, but with additional lines 1111-PD, 1111-PE, and 1111-PF, which in turn are connected to lines 1111-PA, 1111-PB, and 1111-PC, respectively. Although not shown, all control ports 1206 are accessible from outside the circuit 1200. The embodiments described with respect to fig. 15A and 15B may be similarly configured for use with separate and discrete charging connectors 1102 and 1202 using routing circuitry based on the embodiment of fig. 13C.

Fig. 15C is a block diagram depicting an exemplary embodiment of a system 100 configured as the system of fig. 15A but having a switch 1331 that moves within the routing circuitry 1200. Circuitry 1200 may be configured as in the exemplary embodiment of FIG. 15D, FIG. 15D is a schematic diagram depicting a configuration as in FIG. 12G with additional SSR circuits 1221-6, 1221-7, and 1221-8 for selective disconnection of lines 1111-PD, 1111-PE, and 1111-PF. SSR circuits 1221-6, 1221-7, and 1221-8 may be placed in a closed state for three-phase charging, single-phase charging, and DC charging (SSR circuits 1221-1-1221-5 perform current routing during single-phase and DC charging), and may be placed in an open state when system 100 is in a discharged state.

Fig. 15E is a block diagram depicting an exemplary embodiment that is similar to fig. 15C, except that charging connectors 1102 and 1202 are separate and discrete. Routing circuitry 1200 may be configured in accordance with the exemplary embodiment of FIG. 15F, FIG. 15F depicts an embodiment similar to the embodiment of FIG. 13C but having additional SSR circuits 1221-8, 1221-9, and 1221-10 placed on lines 1111-PD, 1111-PE, and 1111-PF, which in turn are connected to lines 1111-PA, 1111-PB, and 1111-PC, respectively. SSR circuits 1221-8, 1221-9, and 1221-10 may be placed in a closed state for AC and DC charging and in an open state when system 100 is in use to power motor 1100. Although not shown, all control ports 1206 are accessible from outside the circuit 1200.

The system 100 has a highly scalable and adaptable configuration that permits a number of different implementations to power applications with a wide range of voltage requirements and load numbers. The voltage requirements may vary from low voltage applications on the order of hundreds of watts (e.g., motor scooters, etc.), to high voltage industrial applications on the order of megawatts (e.g., power grids, fusion studies, etc.), and higher. The number of loads may vary, and those loads may be supplied by subsystem 1000, which is interconnected by one or more modules 108 ICs and controlled by common control system 102. Alternatively, each subsystem 1000 may be controlled by a separate control system 102, wherein each control system 102 interfaces directly with the controller of the motor. The scalability and adaptability of the system 100 apply to both fixed and mobile applications. For ease of illustration, many of the following embodiments are again described with respect to various embodiments of mobile applications, particularly automotive EVs, but are not limited thereto.

The exemplary embodiment may be used with a conventional automotive EV (e.g., battery pack) having a single motor and one or more associated subsystems 1000. Exemplary embodiments may also be used with an automobile EV having two or more motors associated with a single subsystem 1000, or two or more motors each having one or more subsystems 1000 associated therewith. The electric motor may be a conventional electric motor mounted within the vehicle body that transfers power to the wheels by means of a powertrain or driveline. Alternatively, the motor may be an in-wheel motor that directly powers the wheel movement without a power system (or transmission system). An EV may have an in-wheel motor for each wheel on the vehicle (e.g., 2, 3, 4, 5, 6, or more), or may have an in-wheel motor for only some wheels on the vehicle. If there are multiple motors, a combination of methods may be used, such as a conventional in-vehicle motor and powertrain for the front wheels and rear wheels of the EV, and vice versa.

The present subject matter provides the ability of different subsystems 1000 to power motors having different voltage requirements. For example, a single four-wheel EV may have a first electric motor for powering the front wheels and a second electric motor for powering the rear wheels. The first motor may operate at a different voltage than the rear motor. Alternatively, the EV may have one motor per front wheel and one motor for two rear wheels, where the voltage requirements of the motors for the front wheels are different from those of the rear wheels. Alternatively, the EV may have one motor for the front wheels and two motors for the rear wheels, where the voltage requirements for the rear wheel motors and the front wheel motors are different. Furthermore, each wheel may have its own motor, with the voltage requirements of the front wheel motor being different from the voltage requirements of the rear wheel motor. Such variable combinations are also applicable to multi-motor EVs having two, three, five, six or more wheels.

A motor with relatively low voltage requirements (e.g., a nominal line-to-line peak voltage of 300-400V) may have a subsystem 1000 with relatively few modules than higher voltage applications. Alternatively or additionally, each module may have a nominal voltage that is lower than the nominal voltage of the higher voltage application. For example, a motor having a relatively medium voltage requirement (e.g., a nominal line-to-line peak voltage of 400 to 700V) that is higher than a low voltage requirement may have a subsystem 1000 that has relatively more modules per array than the low voltage subsystem 1000, and/or those modules may have the same or higher nominal voltage than the nominal voltage of the low voltage application. As other examples, motors having relatively higher voltage requirements (e.g., nominal line-to-line peak voltages of 700 to 800V) than low and/or medium voltage requirements may have subsystems 1000 with relatively more modules per array than low and medium voltage subsystems 1000, and/or the nominal voltages of those modules may be relatively higher than the nominal voltages of low or medium voltage subsystems 1000. Of course, all subsystems 1000 may be configured with the same number of modules and only the nominal voltage of the modules may vary, or all subsystems 1000 may be configured with modules having the same nominal voltage but different numbers of modules per array.

The present subject matter also provides the ability to use the same class of energy sources but different types (e.g., different electrochemistry, different physical structures, etc.). For example, one or more first subsystems 1000 in a multi-motor EV may have modules 108 with a first type of battery, and one or more second subsystems 1000 in a multi-motor EV may have modules 108 with a second type of battery. If there are interconnected modules 108 ICs, those modules 108 ICs may have a third type of battery that is different from the first and second types. If one or more subsystems have a module 108B with multiple energy sources per module, yet another combination may be practiced, such as the following, where: (a) One or more first subsystems have multiple energy sources per module, and one or more second subsystems have only one energy source per module; (b) One or more first subsystems having a plurality of energy sources per module, including a first type of primary energy source and a second type of secondary energy source, and one or more second subsystems having a plurality of energy sources per module, including the same first type of primary energy source and a third type of secondary energy source different from the first and second types, (c) one or more first subsystems having a plurality of energy sources per module, including the first type of primary energy source and the second type of secondary energy source, and one or more second subsystems having a plurality of energy sources per module, including the third type of primary energy source different from the first and second types and the same second type of secondary energy source; or (d) one or more first subsystems having a plurality of energy sources per module and one or more second subsystems having a plurality of energy sources per module, and the type of energy sources in the one or more first subsystems being different from the type of energy sources in the one or more second subsystems.

The type differences between the energy sources may manifest in the operational characteristics of those energy sources. For example, different types of battery energy sources may have different nominal voltages, different C rates, different energy densities, different capacities, each of which may vary with temperature, state of charge, or rate of use (e.g., number of cycles). Examples of battery types include solid state batteries, liquid electrolyte based batteries, liquid phase batteries, and flow batteries, such as lithium (Li) metal batteries, li-ion batteries, li-air batteries, sodium-ion batteries, potassium-ion batteries, magnesium-ion batteries, alkaline batteries, nickel metal hydride batteries, nickel sulfate batteries, lead-acid batteries, zinc-air batteries, and the like. Some examples of Li-ion battery types include Li Cobalt Oxide (LCO), li Manganese Oxide (LMO), li nickel manganese cobalt oxide (NMC), li iron phosphate (LFP), lithium nickel cobalt aluminum oxide (NCA), and Li Titanate (LTO).

The present subject matter provides the ability for different modules 108, subsystems 1000, and systems 100 to have different types of energy sources, particularly different types of batteries. One or more first subsystems in the EV may include modules each having a first type of energy source, and one or more second subsystems in the EV may include modules each having a second type of energy source different from the first type, wherein the two types differ in at least two operating characteristics. The first type of battery may have a first operating characteristic (e.g., nominal voltage, C-rate, energy density, or capacity) that is relatively greater than the same first operating characteristic of a second, different type of battery, and the second type of battery may have a second, different operating characteristic (e.g., nominal voltage, C-rate, energy density, or capacity) that is relatively greater than the same second operating characteristic of the first type of battery. For example, an EV may have a first type of energy source and a second type of energy source, where the first type (e.g., LFP) provides a relatively higher C-rate and a relatively lower energy density (or capacity) thus making it more suitable for acceleration performance, and the second type (e.g., NMC) provides a relatively lower C-rate and a relatively higher energy density (or capacity) thus making it more suitable for highway driving.

Thus, battery types may be mixed to achieve performance superior to different operating characteristics. Different types of utilization may be implemented within a single module (e.g., primary source 206A of a first type and secondary source 206B of a second type), between different modules of the same single subsystem 1000 or system 100 (e.g., one or more modules 108 having energy sources 206 of a first type and one or more modules 108 having energy sources 206 of a second type), and/or between subsystems 1000 or system 100 (e.g., a first subsystem having modules each having energy sources of a first type and a second subsystem having modules each having energy sources of a second type).

These variations in voltage capabilities (e.g., low, medium, high) and energy source types are applicable to all embodiments described herein. These variations are particularly applicable to embodiments having two or more separate subsystems 1000 for powering multiple motors 1100, such as the embodiments described with respect to fig. 10C, 14, 15A, 15C, 15E, and 16A-18B. When charging subsystems with different voltage capabilities, each subsystem may be charged independently through dedicated charging ports and charging cables (from dedicated or shared charge sources), or the subsystems may be charged simultaneously from the same charging cables and connectors, such as the parallel configuration described with respect to fig. 14, 15A, 15C, and 15E (among others). When charging any of the embodiments described herein, if sufficient margin is required to be maintained during the charging process to perform balancing, then preferably the available charge source voltage (e.g., peak line-to-line voltage for AC charging) is less than the sum of the current voltages of the sources 206 being charged at any one time.

FIG. 16A is a block diagram depicting an exemplary embodiment of a system 100 having three subsystems 1000-1, 1000-2, 1000-3 for powering three motors 1100-1, 1100-2, and 1100-3, respectively. In this example, motors 1100-1 and 1100-2 are each associated with a different front wheel of a four-wheel EV and have medium voltage requirements, while motor 1100-3 is associated with two rear wheels of the EV and have relatively higher voltage requirements than motors 1100-1 and 1100-2. The arrays 700 of subsystems 1000-1 and 1000-2 each may have N modules 108 as shown, and the values of N for both subsystems are preferably the same. The array 700 of subsystems 1000-3 may each have M modules 108, which may be any integer of two or more. The array 700 of subsystems 1000-3 is configured to generate a relatively greater voltage than the array 700 of subsystems 1000-1 and 1000-2, and thus in many cases, the subsystem 1000-3 will have more modules 108 than the subsystems 1000-1 and 1000-2. In certain other embodiments, the number of modules may be uniform from subsystem to subsystem, for example, if each module 108 of subsystem 1000-3 is capable of generating a voltage greater than that of modules 108 of subsystems 1000-1 and 1000-2, for example, by using a battery type with a greater nominal voltage or by including multiple energy sources 206 within each module 108 of subsystem 1000-3.

There are three interconnect modules 108IC-1, 108IC-2, and 108IC-3, and each includes three switch portions 604 for connection to three different arrays 700. Each module 108IC is coupled to three arrays 700 of a single subsystem, with module 108IC-1 coupled to arrays 700-PA, 700-PB, and 700-PC of subsystem 1000-1, module 108IC-2 coupled to arrays 700-PD, 700-PE, and 700-PF of subsystem 1000-2, and module 108IC-3 coupled to arrays 700-PG, 700-PH, and 700-PI of subsystem 1000-3. In this embodiment, each subsystem 1000 may be controlled by a separate control system 102 that interfaces with the subsystem's associated motor 1100. The modules 108 ICs interconnect to provide power to the auxiliary loads 301 and 302.

In an alternative embodiment, each module 108IC may be coupled to at least two different subsystems 1000. For example, module 108IC-1 may be coupled to arrays 700-PA and 700-PB of subsystem 1000-1 and array 700-PG of subsystem 1000-3. The module 108IC-2 may be coupled to an array 700-PC of the subsystem 1000-1, an array 700-PD of the subsystem 1000-2, and an array 700-PH of the subsystem 1000-3. The module 108IC-3 may be coupled to the arrays 700-PE and 700-PF of the subsystem 1000-2 and the array 700-PI of the subsystem 1000-3. In this alternative embodiment, the subsystems 1000 may be controlled by a common control system 102 that interfaces with the controllers of all three motors 1100 and also gathers status information for each subsystem 1000, and is configured to perform inter-array balancing between the subsystems 1000.

In FIG. 16A, the wire 1111-1 is connected to the switch 1108 within the switch assembly 1250-1. Another set of switches 1602 is included on line 1111-1 between subsystems 1000-1 and 1000-2. These switches 1602 may be SPST switches (electromechanical relays or SSRs) that default to an open state such that the motors 1100-1 and 1100-2 are open during operation. Switch 1602 may be closed for charging under control of the associated system 102. Control lines are not shown. The connectors 1102/1202 may be shared as shown, and the routing circuitry 1200 may be configured according to fig. 12G, 15B, or 15D. Alternatively, the connectors 1102/1202 may be separate and discrete connectors 1102 and 1202 having at least five charge conductors, and the routing circuitry 1200 may be configured according to fig. 12B, 13C, or 15F.

Fig. 16B is a block diagram depicting another exemplary embodiment of a three motor topology, wherein motors 1100-1 and 1100-2 are configured for multi-phase charging from a first charging connector 1102-1 and motor 1100-3 is configured for multi-phase charging from a second charging connector 1102-2. In this embodiment, different multiphase charging voltages may be applied to each connector such that the relatively higher voltage subsystem 1000-3 may be charged with a higher voltage charging signal than the relatively lower voltage subsystems 1000-1 and 1000-2. The connectors 1102/1202 may be shared as shown and the routing circuitry 1200 may be configured according to fig. 12G. Alternatively, the connectors 1102/1202 may be separate and discrete connectors 1102 and 1202 having at least five terminals, and the routing circuitry 1200 may be configured according to fig. 12B.

Fig. 16C is a block diagram depicting another exemplary embodiment in which a single charging connector 1102 may be used and high voltage multi-phase charging signals may be transmitted directly to subsystem 1000-3 via line 1604 and lower voltage AC charging signals may be generated by three-phase transformer 1610 and fed to subsystems 1000-1 and 1000-2 via line 1606. In the embodiment of fig. 16A-16C, switch 1108 is an SPDT switch.

Each of the embodiments of fig. 16A-16C may be configured as four (or more) motor systems 100. FIG. 17 is a block diagram depicting an exemplary embodiment of a system 100 having four motors 1100-1 through 1100-4, each having an associated subsystem 1000-1 through 1000-4, respectively. In this embodiment, subsystem 1000-1 has three IC modules 108IC-1 through 108IC-3, and subsystem 1000-2 has three IC modules 108IC-4 through 108IC-6. Each module 108IC-1 to 108IC-3 has two switch portions 604 (not shown) for connection to the array 700 of subsystem 1000-1 and the array 700 of subsystem 1000-3, and each module 108IC-4 to 108IC-6 has two switch portions 604 (not shown) for connection to the array 700 of subsystem 1000-2 and the array 700 of subsystem 1000-4. This embodiment may be implemented under the control of a single control system 102 (not shown) configured to perform balancing between and within the subsystems 1000. Alternatively, the four motor embodiments may be implemented with one (as in the embodiment of fig. 16A), two or three IC modules 108 ICs per subsystem 1000 to perform phase-to-phase balancing within each subsystem. The subsystems 1000 are each shown as having N modules, but the number of modules per subsystem may be different. Two switches 1108 are used per motor 1100.

The charging configuration of this embodiment is similar to that of the three motor embodiment, but with an additional set of switches 1602-2 located between subsystems 1000-3 and 1000-4. These switches 1602-2 may likewise be SPST switches (e.g., electromechanical relays or SSRs) that default to an open position and are closed during charging under the control of the control system 102. The connectors 1102/1202 may be shared as shown, and the routing circuitry 1200 may be configured according to fig. 12G, 15B, or 15D. Alternatively, the connectors 1102/1202 may be separate and discrete connectors 1102 and 1202 having at least five conductors, and the routing circuitry 1200 may be configured according to fig. 12B, 13C, or 15F.

Fig. 18A-18B are block diagrams depicting an exemplary embodiment of a system 100 configured to supply three-phase power to an EV having six motors. The six motor configuration may be used with an EV having a single chassis or multiple chassis that are movably connected together. For example, the front chassis may have two motors and the rear chassis may have four motors, or the front chassis may have four motors and the rear chassis may have two motors. With the electrical configuration depicted herein, motors 1100-1 and 1100-2 can be front wheel motors, motors 1100-3 and 1100-4 can be mid wheel motors, and motors 1100-5 and 1100-6 can be rear wheel motors. Alternatively, motors 1100-1 and 1100-3 may be front wheel motors, motors 1100-2 and 1100-4 may be middle wheel motors, and motors 1100-5 and 1100-6 may be rear wheel motors.

The charging configuration of this embodiment is similar to that of the four motor embodiment, but the lines 1111 are otherwise separated such that the third set of lines 1111-3 carry multiphase charging signals to the motors 1100-5 and 1100-6. The additional switch assembly 1250-3 may have additional two sets of switches 1602-3 and 1602-4 located between the subsystems 1000-5 and 1000-6. These switches 1602-3 and 1602-4 may be SPST switches (e.g., electromechanical relays or SSRs) that default to open positions and are closed during charging under the control of the control system 102. Switches 1602-3 and 1602-4 may disconnect system 1000-5 from system 1000-6 and also provide isolation from charging connectors 1102 and 1202. If the charging connector isolation is provided in the routing circuitry 1200, the switches 1602-3 and 1602-4 may be combined into a set of switches.

In the embodiments of fig. 16A to 16C, 17, and 18A to 18B, the parallel charging method described with respect to fig. 14 to 15F can be used for charging. The separation of the lines 1111 may occur outside the routing circuitry 1200 as shown or within the routing circuitry 1200 as in the embodiment of fig. 15C-15F. As with the embodiments of fig. 14-15F, the embodiments of fig. 16A-16B, 17, and 18 may be configured for multi-phase charging only, single-phase charging only, DC charging only, for all three types of charging, or any combination thereof. Array 700 may be charged in parallel during all three types of charging.

The system 100 may also be configured to charge the array 700 in parallel in a configuration where only one motor is powered. Fig. 19A-19B are block diagrams depicting exemplary embodiments of a six-phase system 100 configured to supply power to a six-phase motor 1900. The system 100 includes an array 700 corresponding to each of the six phases PA, PB, PC, PA ', PB ' and PC '. Three-phase charging connector 1102 is connected to system 100 such that arrays 700-PA and 700-PA ' can be charged in parallel, arrays 700-PB and 700-PB ' can be charged in parallel, and arrays 700-PC and 700-PC ' can be charged in parallel. The wires from the connector 1102 branch into a first set of wires 1911 and a second set of wires 1912. The PA line of connector 1102 is connected to the PA port of motor 1900 and the I/O port 1 of module 108-1 of array 700-PA via one of lines 1911, and the PA line of connector 1102 is connected to the PA 'port of motor 1900 and the I/O port 1 of module 108-1 of array 700-PA' via one of lines 1912. The PB line of connector 1102 connects to the PB port of motor 1900 and I/O port 1 of module 108-1 of array 700-PB via another line 1911, and the PB line of connector 1102 connects to the PB 'port of motor 1900 and I/O port 1 of module 108-1 of array 700-PB' via another line 1912. The PC line of connector 1102 is connected to the PC port of motor 1900 and I/O port 1 of module 108-1 of array 700-PC via another line 1911, and the PC line of connector 1102 is connected to the PC 'port of motor 1900 and I/O port 1 of module 108-1 of array 700-PC' via a last line 1912.

Switches 1908-1, 1908-2, and 1908-3 are connected in series within line 1912 to selectively connect and disconnect connections made through line 1912. When the system 100 is in a discharge state, the switch 1908 preferably defaults to an open position for operating the motor 1900. When the system 100 enters a state of charge, the switch 1908 is closed to bypass the motor 1900 and permit charging of the various arrays 700 in parallel. Switch 1908 may be configured as an electromechanical or solid state switch as described elsewhere herein. Alternatively, six switches may be placed at each of the six ports (PA-PC') of the motor 1900 to bypass the motor 1900 during charging.

The embodiment of fig. 19A may be charged through a three-phase connector 1902 using three-phase charging signals in a manner similar to that described with respect to fig. 11A-11B, but with each array pair charged in parallel. Current may be routed through the module 108IC and used to charge a source of the module 108IC as described herein. The charging process may be performed while the voltage is still supplied to the auxiliary loads 301 and 302. The voltage, current, and/or phase may be measured by the monitoring device 1310, and the various modules 108 may be switched to set the power factor to one, or to within a threshold of one (e.g., 1%, 2%, 5%), as described herein.

The embodiment of fig. 19B has a shared charging connector 1102/1202 and includes routing circuitry 1200 as described with respect to fig. 12G, and can be charged using three types of charging: DC. Single phase AC, or three phase AC. The configuration of connectors 1102, 1202 and routing circuitry 1200, e.g., as described with respect to fig. 14-15F, that apply charging connector isolation for parallel charging may be equally suitable for use in this embodiment with a six-phase motor. Switch 1908 is closed during all three types of charging and open during normal operation of system 100 in a discharging state for powering motor 1900. The array 700 is again charged in parallel during all three types of charging.

Exemplary embodiments of charging an array by an electric Motor

The system 100 may also be configured to charge the array 700 by a motor such that the adaptive routing circuitry 1200 is not required. Fig. 20 is a block diagram depicting an exemplary embodiment of a system 100 that is similar to the system of fig. 11A, but with dual DC and single phase AC charging connectors 2002 that may be integrated with or separate from a three phase charging connector 1102 in a single user accessible location and located in different locations on an EV. The dual connector 2002 is connected to a first wire 2004-1 which in turn is connected to a phase port of the motor 1100, which in this embodiment is a PC and a switch 1108-PC. Connector 2002 is connected to a second wire 2004-2, which may be connected to a system output port SIO4 of system 100. The system output port SIO4 may be the module output port 2 connected to the interconnect module 108IC-2 of the array 700-PC or, if no IC module is present, the output port 2 of the module 108-N of the array 700-PC. Connector 2002 may be connected to positive and negative DC leads for DC charging, or AC lines and AC neutral leads for single phase AC charging, which in this example are connected to lines 2004-1 and 2004-2, respectively. Other connections may be implemented.

DC charging may be performed such that one, two, or all three arrays 700 are charged simultaneously. Also, single phase AC charging may be performed such that one, two, or all three arrays 700 are charged simultaneously. DC and AC charging may be performed in a manner that attempts to balance the temperature differences between modules 108 as described herein and across all modules 108 as described herein to reach an balanced SOC. AC charging is performed to maintain the power factor at or near unity. In all cases, if a measurable current passes through the motor coils or windings and produces a magnetic flux, the sensors of the system 100 will detect this current and the control system 102 will control the switching of each module 108 such that the magnitude and phase of all magnetic fluxes through all windings cancel or neutralize each other, or substantially cancel or neutralize each other, such that any change in magnetic flux is less than a threshold and insufficient to cause the motor to rotate.

DC charging each array in sequence

To charge the array 700-PA, the switch 1108-PA is placed in position 1 to connect the array 700-PA to the motor 1100 and the switches 1108-PB and 1108-PC are placed or held in position 2. After the DC charging voltage is applied, current enters the dc+ port of connector 2002, passes through line 2004-1 to motor 1100, where it passes through the PC and PA windings of the motor. Current exits the motor 1100, passes through the switch 1108-PA and the monitoring circuitry 1110-PA, and passes through the array 700-PA, where each module 108-1 through 108-N may be charged individually by switching the respective converter 202 according to the techniques described herein. The charging current of modules 108IC-1 and 108IC-2 may pass through S7 of switch portion 604-PA, charge source 206 of modules 108IC-1 and 108IC-2 (in parallel as shown in FIG. 10E), and exit module 108IC-2 through module I/O port 2, which may be placed along a track (node of IO port 6) as shown in FIG. 10E or may be placed between S7 and S8 of additional switch portion 604. The current then exits the system 100 through the DC-port of the connector 2002.

To charge the array 700-PB, the switch 1108-PB is placed in position 1 to connect the array 700-PB to the motor 1100. Switches 1108-PA and 1108-PC are placed or maintained in position 2. Current passes from the DC + port of connector 2002 through wire 2004-1 to motor 1100, then through the PC and PB windings of the motor. The current then passes through switch 1108-PB and monitoring circuitry 1110-PB, and through array 700-PB, where each module 108-1 through 108-N may be charged individually by switching the respective converter 202 according to the techniques described herein. The charging current for modules 108IC-1 and 108IC-2 may pass through S7 of switch portion 604-PB to charge source 206 for modules 108IC-1 and 108IC-2 (in parallel as shown in FIG. 10E) and exit module 108IC-2 through module I/O port 2, exiting system 100 through the DC-port of connector 2002.

To charge the array 700-PC, the switch 1108-PC is placed in position 1 to connect the array 700-PC to the wire 2004-1. The switches 1108-PA and 1108-PB are placed or held in position 2. Current passes from the dc+ port of connector 2002 through wire 2004-1, bypasses motor 1100, through switch 1108-PC and monitoring circuitry 1110-PC, and through array 700-PC, where each module 108-1 through 108-N may be charged individually by switching the respective converter 202 according to the techniques described herein. The charging current of modules 108IC-1 and 108IC-2 may pass through S7 of switch portion 604-PC, charge source 206 of modules 108IC-1 and 108IC-2 (in parallel as shown in FIG. 10E), and exit module 108IC-2 through module I/O port 2, exiting system 100 through the DC-port of connector 2002. To stop charging source 206 of module 108IC, S8 of associated switching section 604 may be activated to direct current directly to port 2 of module 108 IC-2.

DC charging two or more arrays simultaneously

To charge two or more of the arrays 700 simultaneously with the DC charging signal provided at connector 2002, then the switch 1108 connected to the array 700 to be charged is placed or held in position 1 and the switch 1108 connected to any array 700 that is not charged is placed or held in position 2. To stop charging source 206 of module 108IC, S8 of each switching section 604 of charged array 700 may be activated or switching sections 604 of charged array 700 may be modulated with a 50-50 duty cycle. The current through the charged array 700 is regulated by the module 108 to maintain canceling the magnetic flux through the motor 1100, and also charges the module's energy source 206 while balancing the module (e.g., temperature and SOC).

Single phase AC charging for all arrays simultaneously

To simultaneously charge all of the arrays 700 using the single phase AC signal provided at connector 2002, switch 1108 is then placed or held in position 1. Current from wire 2004-1 is supplied to array 700-PA through the PC and PA windings of motor 1100, to array 700-PB through the PC and PB windings of motor 1100, and directly from wire 2004-1 to array 700-PC (bypassing motor 1100). The current then passes through each of arrays 700-PA, 700-PB, and 700-PC and blocks 108IC-1 and 108-IC2, exiting through I/O port 2 of block 108 IC-2. The current through array 700 is regulated by module 108 to maintain canceling the magnetic flux through motor 1100, for example by making the current through windings PA and PB equal to the current through winding PC, with all currents in the same phase, thereby neutralizing the magnetic flux. The energy source 206 of the module 108 may be charged while balancing one or more operating characteristics (e.g., temperature and SOC) of the module 108 in accordance with the techniques described herein.

Single phase AC charging of each array or subset of arrays simultaneously

To employ the single-phase AC signal provided at connector 2002 to one or a subset of the arrays 700, then the switch 1108 corresponding to the charged array 700 is placed or held in position 1 and the other switches are placed or held in position 2. Current from wire 2004-1 is supplied to charged array 700, through the windings of motor 1100, or by-pass motor 1100 if array 700-PC is charged. The current then passes through the charged array 700 and the modules 108IC-1 and 108-IC2, exiting through the I/O port 2 of the module 108 IC-2. The current through charged array 700 is regulated by module 108 to maintain canceling the magnetic flux through motor 1100, which is relatively straightforward if only two windings (PC and PA, or PC and PB) are used. The energy source 206 of the module 108 may be charged while balancing one or more operating characteristics (e.g., temperature and SOC) of the module 108 in accordance with the techniques described herein.

In the foregoing embodiment of the charging system 100, when the motor 1100 is bypassed and when charging by the motor 1100, the switch 1108 switches to a position that permits current flow through the charged array or arrays and prevents current flow through any array that is not charged. Alternatively, all switches 1108 may be placed in a position permitting charging, and the module 108 of the array 700 and any module 108IC coupled to the array 700 may be used to regulate or block current flow through an uncharged array. Some current assistance through the uncharged array 700 may be required to neutralize the magnetic flux within the motor.

Charging triangle and series topologies

The charging subject matter described herein may be used with a topology having a delta and series arrangement of modules 108 that is similar to the topology described with respect to fig. 7D and 7E. FIG. 21A is a block diagram depicting an exemplary embodiment of a system 100 having a delta and series arrangement, similar to the system of FIG. 7E, but with the addition of interconnect modules 108IC-1 and 108IC-2 supplying auxiliary loads 301 and 302. This embodiment is configured for three-phase charging through connector 1102 or DC or single-phase AC charging through connector 1202. Three-phase charging may be performed directly from the three-phase charging connector 1102. For DC and single-phase AC charging, because arrays 700-PA, 700-PB, and 700-PC are interconnected by line 1211, DC+ and AC (L) currents from line 1211-1 can be directly input to module 108-1 of array 700-PC and module 108- (M) of array 700-PB and circulated therefrom to the remainder of module 108 of system 100. Current from the DC and single phase AC charging may exit via module 108IC-2 and line 1211-2.

Fig. 21B is a block diagram depicting another exemplary embodiment of the system 100 having a similar arrangement as the system of fig. 21A, but with routing circuitry 1200 coupled between dual charging connector 1202 and three-phase charging line 1111. This delta and series topology may be charged using a three-phase, single-phase, or DC charge source, as described elsewhere herein.

Charging open winding load

The charging subject matter described herein may be used with topologies having multiple subsystems 1000 providing power to one or more open winding (or coil) loads. FIG. 22 is a block diagram depicting an exemplary embodiment of a system 100 having subsystems 1000-1 and 1000-2 for supplying an open winding motor 2200. Subsystem 1000-1 includes arrays 700-PA, 700-PB, and 700-PC, which first supply power having phases PA, PB, and PC, respectively, to a first port of motor 2200. Subsystem 1000-2 includes arrays 700-PA ', 700-PB', and 700-PC ', which first supply power having phases PA', PB ', and PC', respectively, to a second port of motor 2200. Subsystem 1000-2 also includes modules 108IC-1 and 108IC-2 for phase-to-phase balancing and supplying loads 301 and 302.

Three-phase charging connector 1102 is coupled to I/O port 1 of module 108-1 of arrays 700-PA, 700-PB, and 700-PC. Switch 2208-1 is connected between I/O port 1 of module 108-1 of array 700-PA and I/O port 1 of module 108-1 of array 700-PB. Switch 2208-2 is connected between I/O port 1 of module 108-1 of array 700-PB and I/O port 1 of module 108-1 of array 700-PC. When switches 2208-1 and 2208-2 are in the open position, three-phase charging connector 1102 may be used to supply three-phase power for charging both subsystems 1000-1 and 1000-2.

Dual DC and single phase AC charging connector 2202 has a DC+ or AC (L) line 2204-1 connected to I/O port 1 of module 108-1 of array 700-PC and a DC-or AC (N) line 2204-2 connected to I/O port 2 of module 108IC-2. When the three-phase charge source is disconnected and switches 2208-1 and 2208-2 are in the closed position, dual charging connector 2202 may be used for either DC or single-phase AC charging.

As with other embodiments described herein, charging is performed under the control of control system 102 using monitoring circuitry 1110 to maintain magnetic fluxes within motor 2200 that cancel each other to prevent the motor from rotating. Charging is also performed in a manner that sets equilibrium conditions for one or more operating characteristics (e.g., SOC or temperature) of each module 108 of the system 100. For three-phase charging, current will pass from one or two positive signals from the charge source to the remaining negative signals of the charge source. For example, if phase PA is positive and phases PB and PC are negative, then current will pass through array 700-PA, then through the PA-PA 'winding of motor 2200, then through array 700-PA' and module 108IC-1. From there, current may pass back through array 700-PB ', winding PB-PB' and array 700-PB, or through module 108IC-2, array 700-PC ', winding PC-PC' and array 700-PC, through one of the two paths, and then out through connector 1102. As current passes through each array 700 of subsystem 1000, each module 108 may be selectively charged according to the techniques described herein, regardless of the direction of the current. Single-phase AC and DC charging may be performed in parallel along each of three current paths, with each module 108 optionally switched to charge in a balanced manner, and with the three current paths being: (1) Array 700-PA, winding PA-PA ', array 700-PA', and module 108IC-1; (2) Array 700-PB, winding PB-PB ', array 700-PB', and module 108IC-1; and (3) array 700-PC, winding PC-PC ', array 700-PC', and module 108IC-2.

Exemplary embodiments of the charger

The system 100 may also be used as a charge source 150 for charging an electric vehicle or other load. Fig. 23A is a block diagram depicting an exemplary embodiment of a first example of a system 100 (referred to herein as system 100-1) configured as a buffer within a charging station 150. The system 100-1 may use energy from an external power supply to charge the local utility grid and then use the charging cable 2302 to rapidly charge the EV 2300. The EV may have a conventional battery pack, or may have a battery pack configured with a second example of the system 100 (referred to herein as the system 100-2). The fast charge of EV 2300 may be performed using a DC charge signal, a single-phase AC charge signal, or a multi-phase AC charge signal depending on the configuration of systems 100-1 and 100-2. Charging from the grid may occur at a relatively lower voltage and slower rate than the relatively higher voltage and faster rate of charging performed through cable 2302. Further, buffer system 100-1 may be continuously charged while one or more EVs 2300 are rapidly charged. Depending on the size of source 206 within buffer system 100-1, system 100-1 may have the ability to charge multiple EVs before recharging from the grid is required. In other embodiments, charging station 150 may be coupled to a renewable energy source, such as a solar panel array, wind energy, or other renewable energy source, such that a utility grid connection may be omitted.

FIG. 23B is a schematic diagram depicting an exemplary embodiment similar to the embodiment of FIG. 23A, in which the three-phase configuration of system 100-1 is used as an energy storage buffer within charge source 150. In this embodiment, the charge source 150 is configured to provide a high voltage three-phase charging signal to a first EV 2300 configured with a battery pack having the system 100-2, and also to provide a high voltage DC charging signal to a second EV 2350 having a conventional battery pack without modular switching capability. The system 100-1 is a three-phase system having arrays 700-PA, 700-PB, and 700-PC connected to a three-phase grid 2360 by means of a transformer 2362 and inductive interface circuitry 2364. The system 100-1 also includes an AC-DC converter and charging circuit 2366. The system 100-1 may output three-phase power to the EV 2300 by way of the interface circuitry 2364 and the inductive interface circuitry 2365 and the charging cable 2370, and may output three-phase power to the EV 2350 by way of AC-DC converters in the interface circuitry 2364, the inductive interface circuitry 2367 and the charging circuit 2366 that convert the three-phase power to DC signals that are output via the DC charging cable 2372.

In this embodiment, the system 100-1 may slow down charging from the grid 2360 and store energy within the source of each module 108 for rapid charging of the EVs 2300 and 2350 using a multi-phase AC or DC approach. According to PWM and other control techniques described herein, the charge source 150 may regulate the output voltages of different vehicles (e.g., low and high voltage vehicles) by regulating the output voltages generated by the array 700 of the system 100-1. High voltage charging may be performed at a high C rate, which may be as high as the rate at which EVs are rated to receive, e.g., 2C to 12C and higher based on the system and EV configuration. Charging station 150 may also be configured for high voltage single phase or DC charging, for example, by placing routing circuitry 1200 in EV2300 or charging station 150, or alternatively by using a transformer.

The charge source 150 may be configured to inject a current to cancel harmonic components generated by the AC-DC converter and charging circuit 2366. Harmonics generated by the circuit 2366 or by other aspects of charging the EVs 2300 and 2350 may be detected by monitoring circuitry 2380, which may be configured to measure the current, voltage, and/or phase of signals transmitted from and to the power grid 2360. The control system 102 (not shown) of the system 100-1 may detect the harmonics and cause the module 108 of the system 100-1 to generate a compensation current of opposite polarity to the harmonics but in phase with the harmonics to counteract redirecting the harmonics into the power grid 2360. This active filtering capability of system 100-1 may allow circuit 2366 to be implemented with higher harmonic components, such as diodes, which greatly reduces the cost of circuit 2366 compared to similar circuit implementations using lower harmonic components, such as IGBTs.

Exemplary embodiments of physical and Electrical System layout

The modular nature of system 100 allows for greater flexibility in the physical layout and orientation within the EV chassis. The module size and aspect ratio in the horizontal plane is driven in large part by the volume of the one or more energy sources 206 contained therein, with the support circuitry being much smaller and capable of being positioned above or below the housing 220 of the one or more sources 206 (see, e.g., fig. 2C). Fig. 24-28C are schematic diagrams depicting exemplary embodiments of layouts of various configurations of the system 100. The electrical connections of these figures are not shown in detail as this is explained thoroughly elsewhere herein, and emphasis is placed herein on physical arrangements.

Fig. 24 depicts an arrangement 2400 of the system 100 within the interior region 180 at the base of the EV chassis, wherein the system 100 is configured in three arrays to supply three-phase power to the motor 1100. Here, there are ten levels of modules 108 within each array. Blocks 108 in the phase PA array are blocks 1A through 10A, blocks 108 in the phase PB array are blocks 1B through 10B, and blocks 108 in the phase PC array are blocks 1C through 10C. The system 100 also includes modules IC1, IC2, and ICAUX configured in an arrangement similar to FIG. 10F, where module ICAUX is configured to function as an auxiliary (e.g., module 108 IC-3). In the horizontal plane of EV, each module 108 has a substantially rectangular profile with a shorter dimension (EV length) oriented along axis 2401 and a longer dimension (EV width) oriented along axis 2402. The modules 108-2 through 108-10 of each array are arranged in columns, with each column being parallel to the axis 2401. The modules 108 of each tier 2 through 10 are arranged in rows, with each row being parallel to the axis 2402. The modules 108-1A, 108-1B, 108-1C are arranged in an interleaved configuration occupying two rows, with the modules 108-1A and 108-1C adjacent to each other and the module 108-1A overlapping columns of the PA and PB arrays and the module 108-1C overlapping columns of the PB and PC arrays. Block 108-1B is typically arranged in columns of phase PB, but with blocks 108-1A and 108-1C interposed between block 108-1B and block 108-2B. A similar configuration exists on opposite ends of the region 180 of the module 108 IC. This configuration with staggered rows allows the maximum amount of voltage carrying capacity to be compactly distributed within zone 180, which in this example has an eight-sided configuration tapering at each end 181 and 182, and represents the space within the EV chassis available for placement of energy system 100. The battery housing of system 100 may have the same shape and size as region 180 in the horizontal plane. Arrangement 2400 may be configured to perform charging according to any of the individual motor embodiments described herein, and may include switch 1108, switch assembly 1250, charging connector, and routing circuitry 1200.

Fig. 25A depicts an arrangement 2500 of another exemplary embodiment of a system 100 configured with two subsystems 1000-1 and 1000-2 configured to supply three-phase power (PA-PC and PD-PF) to motors 1100-1 and 1100-2, respectively. In this example, each subsystem 1000 includes five levels (rows) of modules 108. The modules 108 are again oriented in the same manner, with the longer dimension of each module oriented along axis 2402 and the shorter dimension aligned along axis 2401. A row of IC modules 108 ICs is positioned between two subsystems 1000, which are arranged in a symmetrically opposite manner. The electrical connection of this embodiment may vary according to the embodiments described herein. Here, the IC modules are shown connected in a manner similar to fig. 15A, 15B, and 15E. Each subsystem 1000 may be configured to supply different voltages based on the requirements of the two motors 1100. Motor 1100-1 may provide power to the front two-wheel drive system of the EV, while motor 1100-2 may provide power to the rear two-wheel drive system, such that subsystem 1000 is oriented in a front-to-rear arrangement. Arrangement 2500 may be configured to perform charging according to either of the two motor embodiments described herein, and may include switch 1108, one or more switch assemblies 1250, a charging connector, and routing circuitry 1200.

Fig. 25B depicts an arrangement 2550 of another exemplary embodiment of a system 100 configured with two subsystems 1000-1 and 1000-2 configured to supply three-phase power to a motor 1100-1 and to supply separate three-phase power to a motor 1100-2. In this example, each subsystem 1000 again includes five levels (rows) of modules 108, but the subsystems 1000 are oriented in left and right arrangements, with the modules 108 instead oriented in a longer dimension along axis 2401 and a shorter dimension along axis 2402. A row of staggered IC modules 108 ICs is present at end 181, with their orientation reversed such that the longer dimension of module 108 ICs is along axis 2402 and the shorter dimension of module 108 is along axis 2401. The electrical connections between all of the modules 108 of this embodiment may vary according to the embodiments described herein. In this embodiment, because subsystems 1000 are positioned side-by-side along axis 2402, the subsystems preferably have the same or similar voltage configuration. Because each wheel has dedicated motors 1100, the voltage supplied to those motors 1100 may be relatively greater than the voltage of arrangement 2500. The motors 1100-1 and 1100-2 may power the front or rear wheels. A switch assembly 1250 is positioned at the end 182 and is electrically connected between the subsystem 1000 and the motor 1100. Assembly 1250 may include a switch 1108 of two motors 1100 (a combination of assemblies 1250-1 and 1250-2) as described with respect to fig. 14, 15A, 15B, and 15E. Arrangement 2550 may be configured to perform charging according to either of the two motor embodiments described herein, and may include a charging connector and routing circuitry 1200.

Fig. 25C depicts an arrangement 2570 of another exemplary embodiment of a system 100 configured with two subsystems 1000-1 and 1000-2 configured to supply three-phase power to a motor 1100-1 and separate three-phase power to a motor 1100-2. This embodiment is similar to arrangement 2550, except that each module 108 is in a hybrid configuration with different categories or types of energy sources. For example, each module 108 may include a battery module in combination with an HED capacitor, or a first type of battery module (e.g., NMC) and a second type of battery module (e.g., LTO). Here, the first type or category of energy sources is indicated by solid rectangles within the module, and the second type or category of energy sources is indicated by patterned rectangles. The energy sources of the first type are arranged in columns parallel to the axis 2401 and the energy sources of the second type are arranged in columns parallel to the axis 2401. An arrangement of six arrays (a-F) of modules each having five levels (1-5) has energy sources alternating in category or type from one column of energy sources to the next. This distribution of source categories/types allows for efficient cooling of one or more housings containing the modules 108. Alternative embodiments, the arrangement may be rotated 90 ° such that the modules and the first and second types of energy sources are each arranged in a column parallel to axis 2402.

Fig. 26 depicts an arrangement 2600 of another exemplary embodiment of a system 100 configured with three subsystems 1000-1, 1000-2, and 1000-3 configured to supply three-phase power to motors 1100-1, 1100-2, and 1100-3, respectively. Motors 1100-1 and 1100-2 are each dedicated to a separate wheel of the EV, and motor 1100-3 is dedicated to the drive train of both wheels. Motors 1100-1 and 1100-2 may power the front wheels and motor 1100-3 may power the rear wheels, or vice versa. In this example, subsystems 1000-1 and 1000-2 each include three tiers, and are arranged in a side-by-side (side-to-side) relationship, with each array arranged in a row along axis 2402, and each tier arranged in a column along axis 2401. The column aligned along axis 2401 and located between subsystems 1000-1 and 1000-2 includes three IC modules 108 ICs that interconnect all three subsystems 1000. In addition to module 108IC, modules 108 of subsystems 1000-1 and 1000-2 are oriented such that the longer dimension of each module is aligned along axis 2401 and the shorter dimension is aligned along axis 2402. Subsystem 1000-3 includes eight levels of modules 108, with each array arranged in columns and levels two through eight arranged in rows, with the longer dimension of each module oriented along axis 2402 and the shorter dimension arranged along axis 2401, as opposed to the orientation of subsystems 1000-1 and 1000-2. The modules 108 of the first tier of subsystems 1000-3 are arranged in a staggered fashion at end 182. In this embodiment, the power provided by subsystem 1000-3 may be greater than the power provided by subsystem 1000-1 or subsystem 1000-2. The electrical connections between all of the modules 108 of this embodiment may vary according to the embodiments described herein. The arrangement 2600 may be configured to perform charging according to any of the three motor embodiments described herein, and may include a switch 1108, a switch assembly 1250, a charging connector, and routing circuitry 1200.

27A-27B depict arrangements 2700 and 2750, respectively, of an exemplary embodiment of system 100 configured with four subsystems 1000-1, 1000-2, 1000-3, and 1000-4 configured to supply three-phase power to motors 1100-1, 1100-2, 1100-3, and 1100-4, respectively. The motors 1100 are each dedicated to a separate wheel of the EV. Each subsystem 1000 includes three levels of modules 108, with all or most of the levels arranged in columns along axis 2401 and each array arranged in rows along axis 2402. All modules 108 are oriented such that the longer dimension of each module is aligned along axis 2401 and the shorter dimension is aligned along axis 2402. In this embodiment, each subsystem 1000 is configured to generate the same voltage for its respective motor 1100, but in other embodiments the voltages generated by the various subsystems 1000 may be different. The electrical connections between all of the modules 108 of this embodiment may vary according to the embodiments described herein. The module 108IC interconnects the four subsystems 1000, for example, as described with respect to fig. 17. Assemblies 1250-1 and 1250-2 may be configured similar to the embodiment of fig. 17 and the parallel charging theme described herein. Arrangement 2700 may be configured to charge according to any of the three motor embodiments described herein, and may include a charging connector and routing circuitry 1200.

In arrangement 2700, a column of IC modules is oriented along axis 2401 and is centered with subsystems 1000-1 and 1000-3 on the left and subsystems 1000-2 and 1000-4 on the right. In arrangement 2750, region 180 tapers to a cylindrical shape at both ends 181 and 182. The PC array of subsystem 1000-2 is located in this columnar area at end 181, and the PA array of subsystem 1000-3 (diagonally opposite subsystem) is located in the columnar area of end 182, along with module 108 IC-6. In an alternative to the embodiment of fig. 27A-27B, most or all of the tiers may be arranged in rows along axis 2402, most or all of the arrays may be arranged in columns along axis 2401, and modules 108IC may be arranged as shown herein or as rows along axis 2403.

Fig. 28A-28C depict arrangements 2800, 2820, and 2850, respectively, of exemplary embodiments of system 100 configured to have six subsystems 1000-1 to 1000-6 configured to supply three-phase power to motors 1100-1 to 1100-6, respectively. The motors 1100 are each dedicated to a separate wheel of the EV. In these embodiments, the EV includes a first chassis having a first energy system zone 180 and a second chassis having a second energy system zone 280. The two chassis may move relative to each other at mechanical and electrical connection 2801. The EV may be configured such that the first chassis is in front and the second chassis is in rear, and vice versa. This six-wheel configuration is suitable for larger EVs designed to carry a large group of people or cargo, or a large load, etc. The subject matter described with respect to fig. 28A-28C may be extended to larger vehicles having two or more chassis and seven or more motors. The electrical connections between all of the modules 108 may vary according to the embodiments described herein. The various assemblies 1250 may be configured similar to the embodiment of fig. 18A-18B and the parallel charging theme described herein. The module 108IC may interconnect all subsystems 1000 through auxiliary load connections and may perform inter-array balancing between two or arrays of the same or different subsystems. Referring to the electrical arrangement of fig. 18A-18B, the multi-phase line 1111-3 and auxiliary load line 1802 may pass from zone 180 to zone 280 through electrical connection 2801. Arrangements 2800, 2820, and 2850 may be configured to charge according to any of the three motor embodiments described herein, and may include charging connectors and routing circuitry 1200.

Arrangements 2800 and 2820 are similar except that zone 280 is larger than 2800 in arrangement 2820 and has space for additional modules if needed. In both embodiments, each subsystem 1000 includes three or more levels of modules 108, and all modules 108 are oriented such that the longer dimension of each module is aligned along axis 2401 and the shorter dimension is aligned along axis 2402. The region 180 may be configured in an arrangement similar to the arrangement of 2750 (as shown herein) or in the arrangement 2700 or in other arrangements encompassed herein. Subsystems 1000-5 and 1000-6 can be arranged in a back-and-forth fashion (fig. 25A) or in a side-to-side fashion as shown herein, with each array arranged in rows along axis 2402 and each tier arranged in columns along axis 2401.

The configuration of region 180 of arrangement 2850 is similar to the configuration of arrangements 2800 and 2820. Region 280 of arrangement 2850 is configured similarly to region 2550 (fig. 25B), with the array being in columns each aligned along axis 2401 and hierarchical rows each aligned along axis 2402. Arrangement 2850 has a second chassis that is still larger than the chassis of 2800 and 2820 and can house subsystems capable of generating greater power.

Exemplary embodiments configured to power an electric suspension and/or steering device

An electric vehicle may be configured with an electric (active) suspension mechanism and/or an electric steering device (e.g., a steer-by-wire device) for each wheel. The electric suspension operates with an electric actuator or motor to actively move the suspension in anticipation of movement of the vehicle or wheel (as opposed to conventional passive suspensions which react mechanically only to stimuli applied to the wheel or vehicle). The electric steering mechanism also operates with an electric actuator or motor to move the wheels in response to an electrical signal transmitted by the steering controller (e.g., based on driver input to the steering wheel or by input from an autopilot control system).

Embodiments described herein may be used to power actuators or motors or other loads of an electric suspension and/or steering device. Embodiments may power the electric suspension at any and all wheels, may power the electric steering at both front wheels (and rear wheels if desired), up to and including both the electric suspension and the electric steering at each wheel. The embodiments may use a single three-phase system 100 without a subsystem or a system 100 with two, three, four, or more subsystems 1000 to power the electric power steering apparatus and the suspension.

Fig. 29A is a block diagram depicting an exemplary embodiment of a system 100 having four subsystems 1000-1 to 1000-4, wherein each subsystem 1000 is configured to power a three-phase motor 1100 associated with a wheel of an EV and a DC actuator (or motor) 2900 associated with the wheel of the EV, wherein the DC actuator 2900 may be used in an electric suspension or an electric steering device. In fig. 29A, each actuator 2900 is powered by an auxiliary load line 2902, which may be provided by one or more interconnect modules 108 ICs. The voltage of line 2902 may be the same voltage as source 206 of interconnect module 108IC, e.g., the voltages taken from ports 3 and 4 as described with respect to module 108C of fig. 3C. Alternatively, the voltage of line 2902 may be down-regulated from the voltage of source 206 of module 108IC (e.g., the voltage taken from ports 5 and 6). Alternatively, the connection to line 2902 may be omitted and each actuator 2900 may be powered directly from module 108. The module 108 that provides power may be the module that is located closest to each actuator 2900.

FIG. 29A depicts an alternative connection, where line 2904 connects actuator 2900-1 to module 108-1 of the PA1 array of subsystem 1000-1. The module 108-1 here is a corner module that is positioned closest to the actuator 2900-1. If such a connection is used, then via additional line 2904, actuator 2900-2 may be powered by module 108-1 of array PC2 of subsystem 1000-2, actuator 2900-3 may be powered by module 108-1 of array PA3 of subsystem 1000-3, and actuator 2900-4 may be powered by module 108-1 of array PC4 of subsystem 1000-4 (not shown).

The actuator 2900 need not be powered directly by the corner module, and may be powered by any other module in the array that is closest to the actuator 2900. FIG. 29A depicts another alternative connection, in which line 2906 connects actuators 2900-3 to modules 108-N of the PA3 array of subsystem 1000-3, which is the array located closest to actuators 2900-3. Such a connection may likewise be used as an alternative to each of the other actuators 2900.

If each actuator 2900 is grounded, it may be desirable to provide isolation between the actuators 2900 and the system 100. Fig. 29A depicts another alternative connection in which an isolated converter 2910, which may be a DC-DC converter or a DC-AC converter, is positioned on line 2908 that extends from module 108-1 of array PC4 of subsystem 1000-4 to actuator 2900-4. Such connections 2908 may likewise be used as an alternative to each of the other actuators 2900. In other embodiments, isolated converter 2910 may be plugged into lines 2902 or 2906 to provide isolated power from those other sources. While each of connections 2904, 2906, and 2908 are shown as coming from a single module, such connections may come from multiple modules 108 to utilize parallel energy sources.

The isolated converter may be integrated directly into the module 108. Fig. 29B is a block diagram depicting an exemplary embodiment of a module 108D configured with a DC-DC isolated converter 2910, and power may be provided from a source 206 (or power connection 110) to ports 7 and 8 connected to lines 2904 or 2906. The converter 2910 is connected between the I/O ports 7 and 8 and the buffer 204 and includes a DC-to-AC converter 2952 connected to a transformer 2956, which in turn is connected to an AC-to-DC converter 2958. The converter 2958 may convert the DC voltage of the source 206 to a high frequency AC voltage, which the transformer 2956 may modify to a different voltage as desired, and output the modified AC voltage to the AC-DC converter 2952, which may convert the AC signal back to DC form for provision to the actuator 2900. Transformer 2956 may also isolate module assemblies 202, 204, 206, 2958, and 114 from the ground. As with the other components of module 108D, monitoring circuitry for converter 2952, transformer 2956, and converter 2958 may be included to measure current, voltage, temperature, faults, and the like. LCD 114 may monitor the status of converter 2910, particularly converter 2952, transformer 2956 (e.g., monitoring circuitry or active components associated therewith), and converter 2958 via data connections 118-5, 118-7, and 118-8, respectively. These connections 118-5 and 118-6 may also supply control signals to control switching of the converter 2952 and to control any controllable elements associated with the transformer 2956. Isolation of LCD 114 may be maintained by isolation circuitry (e.g., via isolated gate drivers and via isolated sensors) present on lines 118-5 and 118-6.

Fig. 29C is a schematic diagram depicting an exemplary embodiment of module 108D. The converter 202A is coupled with a buffer 204 configured as a capacitor. The I/O ports 7 and 8 are coupled to an optional LC filter 2902, which is in turn coupled to a converter 2910, in particular a DC-AC converter 2952 configured as a full bridge converter with switches S10, S11, S12 and S13. The full bridge output from nodes N1 and N2 is connected to the primary winding of transformer 2956. The secondary winding of transformer 2956 is coupled to nodes N3 and N4 of a second full-bridge circuit configured as an AC-DC converter 2958 with switches S14, S15, S16, and S17. The switch of the converter 2958 may be a semiconductor switch configured as a MOSFET, IGBT, gaN device or other device as described herein. The LCD 114 or another element of the control system 102 may provide switching signals for controlling the switches S1 to S6 and S10 to S17.

Fig. 29D is a schematic diagram depicting another exemplary embodiment of module 108D in which AC-DC converter 2958 is configured as a push-pull converter in which a first terminal of source 206 is connected to one side of a dual secondary winding of transformer 2956 through inductor L2, and switches S18 and S19 are connected between the opposite side of the dual secondary winding and a common node (e.g., node 4) coupled to the opposite terminal of source 206. The push-pull configuration requires only two switches and is therefore more cost-effective than a full-bridge converter, but applies a greater voltage across the switches.

Exemplary embodiments of a Power and control distribution Assembly

Interfaces between the system 100 and the EV's motor, charging ports, and other control and subsystem systems may be complex. These interfaces may include control devices, drive units, power converters, relays, routing circuitry, sensors, and associated power and control interconnections. Any and all of these interfaces may be housed within a Power and Control Distribution Assembly (PCDA) 1250. An EV may include one instance of PCDA1250 that handles an interface with system 100, or may include two or more instances of PCDA1250 (e.g., front axle PCDA and rear axle PCDA), with each instance being associated with an interface at a particular location of the EV.

FIG. 30A is a block diagram depicting an exemplary embodiment of PCDA 1250. Here, the PCDA includes a control section 3002, and an auxiliary power section 3004 and a main power section 3006. The control section 3002 may include various control devices, such as the MCD 112 and one or more Auxiliary Control Devices (ACDs) 3008-1 through 3008-N. Although not shown here, section 3002 may also include vehicle ECU 104 as a discrete device, or integrated with MCD 112 as a common control device 132.ACD 3008 may be a control device responsible for controlling one or more auxiliary subsystems of the EV, such as active suspension, electronic steering devices (e.g., steer-by-wire devices (SbW)), headlights and lighting, and/or autonomous driving sensors (e.g., radar devices, millimeter wave radar devices, cameras, far Infrared (FIR) cameras, and light detection and ranging (LIDAR) devices). Each of the control devices within PCDA1250 may communicate with each other, with devices in other sections of PCDA1250, and with external devices (e.g., vehicle ECU 104), as desired. Here, the bi-directional communication interface 105 may communicate control signals and information between the devices of the control section 3002 and the vehicle ECU 104. Bi-directional communication interfaces 3009-1 through 3009-N may communicate control signals and information between section 3002 and any external ACD 3008 or other systems (e.g., routing circuitry 1200 when external to PCDA 1250) that require control inputs or information from MCD 112. The bi-directional communication interface 115 may communicate information between the MCD 112 and the LCD 114 of the system 100, as described herein.

Auxiliary power input connection 3010 may route various auxiliary power signals from system 100 (e.g., power from ports 3, 4, 5, 6 of the IC module) to section 3004. Auxiliary power section 3004 may include wiring for routing these auxiliary power signals from system 100 to any auxiliary loads of the EV (e.g., HVAC, on-board network, interior lighting) via auxiliary power output interface 3012. Section 3004 may also include one or more auxiliary power converters 3011 (e.g., converter 2910). For example, the converter 3011 may be a DC-DC for converting a first low voltage signal (e.g., 48V) from the connection 3010 to a lower voltage (e.g., 14V) via the auxiliary output interface 3014 for output for use by an auxiliary load. Section 3004 may also include one or more auxiliary drive units 3015-1 to 3015-N for converting auxiliary power from system 100 to drive signals for associated electromechanical auxiliary systems (e.g., active suspension and electronic steering devices) via drive output interface 3016. The driving unit 3015 may be controlled by the ACD 3008. Section 3004 may supply power to control section 3002 via internal power connection 3018. Control signals between the auxiliary section 3004 and the control section 3002 may be exchanged via the internal communication interface 3020.

The main power distribution section 3006 may include switches (e.g., relays), routing circuitry, transformers, and/or sensors for measuring power and routing power between the system 100 and one or more motors 1100, between the system 100 and charging ports 1102 and/or 1202 (for charging), and between the system 100 and any regenerative braking energy recapture devices. In all embodiments described herein, routing circuitry 1200 may be contained within PCDA1250 as shown herein, or may be external to PCDA 120, as shown in the examples of fig. 12A, 13D, 14, 15A, 15B, 15E, and 16A-18B. When external to PCDA1250, routing circuitry 1200 may be located within charge network distribution enclosure 3248 (e.g., the charge network distribution enclosure depicted in fig. 30G). Fig. 30G is a perspective view depicting an exemplary embodiment of an EV 3000 having combined three-phase, single-phase and DC charging ports 1102/1202. Three-phase wiring 1111 conducts three-phase AC power from ports 1102/1202 to routing circuitry 1200 within housing 3248. The dual single phase/DC wiring 1211 conducts single phase or DC power from the ports 1102/1202 to the routing circuitry 1200 within the housing 3248. Section 3006 may include switch 3022 including those relays described with respect to the various configurations of fig. 11A-22 (subject to EV and charging configurations), such as switches or relays 1108, 1331, 1602, 1908, and/or 2208. Section 3006 may include monitoring circuitry 1110 for monitoring various characteristics (e.g., current, voltage, etc.) of power signals transferred from and to system 100. Section 3006 may also include a safety disconnect 3024 (e.g., a fuse and/or a circuit breaker) for interrupting current flow into and out of system 100, motor 1100, and/or charging ports 1102 and/or 1202. In embodiments that use one or more AC transformers 3026 to provide isolation between system 100 and charging ports 1102 and/or 1202 (e.g., transformer 1610 described with respect to fig. 16C), those AC transformers may be located within PCDA1250 provided that there is sufficient space.

Power to and from the modules 108 of the system 100 may be exchanged via the bi-directional power interface 3030, power to and from the motor 1100 may be exchanged via the bi-directional power interface 3032, power to and from the charging ports 1102 and/or 1202 may be exchanged via the bi-directional power interface 3034 (e.g., including connection 1111), and power to and from the energy recapture device may be exchanged via the bi-directional power interface 3036. Control signals between the control section 3002 and the main power distribution section 3006 may be exchanged via the internal communication interface 3040. These control signals may carry control signals that are output to the routing circuitry 1200 (e.g., CS 1-CS 4), the monitoring circuit 1110, and the relay 3022, and may, for example, return monitoring information from the monitoring circuit 1110 and disconnect status information from the device 3024. Although not shown in fig. 30A, PCDA 1250 may also include power and control connections with other PCDAs of the EV. Each communication interface of PCDA 1250 may be electrical or optical and may include one or more electrical wires or fiber optic cables, as well as suitable external and/or internal connectors (e.g., plugs, receptacles).

FIG. 30B is a block diagram depicting some control connections of an exemplary embodiment of EV3000 having three PCDA units 1250-1, 1250-2, and 1250-3, each associated with a different axle of a three-wheeled axle EV, such as the PCDA units of FIGS. 18A-18B. For clarity, some control connections, such as those between MCD 112 and LCD 114 (located outside PCDA and widely described elsewhere), are omitted. The features and characteristics described herein may be equally applicable to EVs having one, two, four, or more than four axles and associated PCDA. In this embodiment, vehicle ECU 104 is integrated within PCDA 1250-1 and routing circuitry 1200 is external to the three PCDAs. MCD 112 communicates with vehicle ECU 104 and also communicates with three ACDs 3008-1, 3008-2, and 3008-3, each associated with a different PCDA 1250 and a different axle. The control connections between MCD 112 and ACDs 3008-2 and 3008-3 extend outside PCDA 1250-1. In this example, only one ACD3008 is included within each PCDA 1250, and the ACD3008 is responsible for controlling the subsystems associated with the axle, which in this example includes the active suspension and steer-by-wire devices. Each ACD3008 has a control connection to the driver 3015 of the active suspension and the driver 3015 of the steer-by-wire apparatus. Each ACD3008 also has a control connection to the vehicle ECU 104. MCD 112 also has control connections to routing circuitry 1200, relay 3022, and converter 3011.

Fig. 30C is a perspective view of an exemplary embodiment of module 108 (not shown) housed within a common housing or package 3250 of EV 3000. In this embodiment, there are two PCDA units 1250-1 and 1250-2 that are electrically and mechanically coupled to package 3250. PDCA1250-1 is associated with the front of the EV and PDCA 1250-2 is associated with the rear of the EV.

Examples of one of these PCDAs are described with respect to fig. 30D, 30E, and 30F. FIG. 30D is a perspective view depicting the exterior of PCDA1250, FIG. 30E is a perspective view depicting the interior of PCDA1250, and FIG. 30F is an exploded view of components of PCDA 1250.

PCDA1250 includes a housing 3050 having an upper portion 3051 and a lower portion 3052. As best seen in fig. 30D, various connectors exist on the housing 3050, and each connector is used to connect to various power, data and/or control cables, wires or fiber optic connections required for the device to interface through the connector. The first connector 3054 is used for charging and provides power to and from the charging ports 1102 and/or 1202 (or routing circuitry 1200, depending on the configuration). Connectors 3055 and 3058 may be used to provide drive signals to a first auxiliary subsystem (e.g., active suspensions for left and right front wheels). Connectors 3056 and 3057 may be used to provide drive signals to a second auxiliary subsystem (e.g., a steer-by-wire device for the left and right front wheels). Connector 3060 may be used to provide auxiliary power (e.g., 12V, 24V, 48V, 60V) for use by other auxiliary subsystems of the EV (e.g., HVAC, on-board network, cabin lighting, etc.). Although one connector 3060 is shown here, multiple connectors may be used to provide a variety of different voltages. Connector 3061 may be used to exchange control signals and data with a vehicle ECU. Connector 3062 may be used to exchange control signals and data with ACD 3008.

As best seen in fig. 30E and 30F, PCDA 1250 includes various devices and wiring that are located in close proximity to each other such that PCDA 1250 can act as a centralized hub for routing power and information within an EV. In this embodiment, PCDA 1250 includes MCD 112, ACD3008 (e.g., axle ECU), auxiliary driver 3015-1 (e.g., active suspension), auxiliary driver 3015-2 (e.g., steer-by-wire device), and converter 3011 (e.g., a DC-DC converter for down-regulating auxiliary voltage from the interconnect module). PCDA 1250 may also include a plurality of relays, such as SSR relays 3022-1 and 3022-2 (e.g., similar to relays 1602-1 and 1602-2 of FIG. 17) and electromechanical relays 3022-3 and 3022-4 (e.g., similar to switch 1108 of two separate motors).

Bidirectional capability through a charging port

The bi-directional capability provided by the routing circuitry 1200 permits charging and discharging of the system 100 through the AC and/or DC charging ports 1102, 1202. The power output by the system 100 may be in DC form, single phase AC form, or multi-phase AC form. Thus, an EV enabled with system 100 may be used to supply or transfer power from the EV to an externally located load or grid (power consuming entity). The EV user may then obtain compensation in exchange for supplied power, or may obtain other benefits, such as diverting power into the user's home during peak energy cost times to reduce utility costs. Such applications are often referred to by different names depending on the type of consuming entity. For example, vehicle-to-grid (V2G) refers to the case where an EV supplies power back to the grid, vehicle-to-home (V2H) refers to the case where an EV supplies power back to the energy network of the home, vehicle-to-building (V2B) refers to the case where an EV supplies power back to the energy network of the building or a larger load therein, vehicle-to-community (V2C) refers to the case where an EV acts as a source bank of energy as part of a larger remaining energy storage network in a community, such as a city, and vehicle-to-vehicle (V2V) application refers to the case where an EV supplies power to other vehicles for energy distribution in a charging environment. Embodiments capable of practicing two or more of these applications may be cited under the broader heading of, for example, vehicle-to-everything (V2A) and vehicle-to-everything (V2X).

Embodiments of the system 100 configured for use in these applications have some common features. For example, control system 102 has the capability to communicate with an external energy controller (which may be local or remote from the EV) such that, upon connection of control system 102 with the external energy controller, control system 102 may control the output of power to an external power consuming entity through charging ports 1102 and/or 1202. This may require disconnecting the motor 1100 from the system 100 (e.g., with the switch 1108) and instructing the module 108 to output power in a format (e.g., voltage, current, frequency, and/or phase) that matches the requirements of the power consuming entity, while maintaining balance (e.g., SOC and/or temperature) among the sources 206 of the module 108.

The external controller is responsible for communicating the energy requirements to the system 100 (e.g., in a format usable by the system 100, such as voltage, current, frequency, and/or phase, based on available power and price signals) and for managing the receipt of energy from the system 100. If the application encompasses more than one EV, the external controller may also be responsible for coordinating energy input from other EVs. The responsibility for recording the amount of power injected by the EV may be undertaken by the external controller and/or control system 102 to provide an economic payment or benefit to the EV operator in exchange for power. As non-limiting examples, the external controller may be a Home Energy Management System (HEMS) or smart home in the case of V2H, a smart building or smart garage in the case of V2B, a power transmission or distribution grid controller (local or remote centralized) or energy aggregator in the case of V2G and V2C, or a charging station in the case of V2V.

In an exemplary embodiment using an EV with system 100 as a power source, the power consuming entity has an associated power line for receiving power from the EV. The power cord may be the same as the charging cord, with the external charge source 150 also acting as a local consuming physical interface for receiving power from the EV. Alternatively, the local consuming entity interface may be different from the external charge source 150. The user connects the applicable local interface to the EV via a power line. The power cord is coupled to a suitable charging connector having conductors for the charging ports 1102, 1202 through which power (e.g., DC, single phase AC or multi-phase AC) is to be delivered. The power cord may also contain communication cabling for passing digital information between the control system 102 and an external controller, which may be located in a local interface or may be remote. The control system 102 detects the connection of the communication cable and negotiates with an external controller to identify parameters of the power transfer, including voltage, current, frequency, and/or phase of the power signal. Other parameters may include the time at which power transfer is performed (if on schedule), the available power (or SOC) within system 100, the demand for received power, and confirmation of supplied power (if the application is on demand, not according to a schedule), the demand to stop power supply, and so forth. The power transfer may then be in accordance with the negotiated parameters. The local interface may also include a user interface (e.g., graphical user interface, display, user input, touch screen, etc.) for informing a user of the status of the power transfer (e.g., on or off, power transfer history (e.g., kilowatts transferred), alarm, etc.).

Exemplary embodiments of a thermal management System

The heat generated by the system 100 during operation can be substantial. One or more thermal management systems may be utilized to circulate a heat transfer fluid (e.g., coolant, antifreeze, water, or mixtures thereof) in proximity to various elements of the system 100 and/or the electric motor of the EV (or stationary system) and any other elements that require cooling (or in some cases heating). Fig. 31A depicts an example of a thermal management system 3100 in which coolant is pumped by a pump 3101 through the various elements of the system 3100. The coolant may be circulated such that the component with the greatest cooling requirement cools first and the component with the looser thermal requirement cools last. For example, in this embodiment, pump 3101 circulates coolant first to battery module 206, then to module electronics 3104, which may require coolant at a relatively low temperature between 20 ℃ and 30 ℃, and finally to one or more motors 3106, which may require coolant at a relatively higher temperature up to 40 ℃ or 50 ℃, which may require coolant at still higher temperatures of less than 60 ℃. The electronics 3104 may include switching circuitry (e.g., S3-S6 or S1-S6) of the converter 202, the energy buffer 204, the LCD 114, monitoring circuitry 208 of the module 108, and a Battery Management System (BMS) of the battery module 206. Immediately after these components circulate to cool them, the coolant may continue through the heat exchanger 3108, where its temperature drops to a temperature near the desired temperature of the battery module 206, at which point the coolant circulates again through the pump 3101 and the cycle repeats.

One or more of the subsystems 1000 described herein may be implemented within a common housing or package. Fig. 31B depicts an example of a common housing 3110 for one or more subsystems of the system 100. The housing 3110 includes each of the modules 108 of one or more subsystems, and may also include any interconnect modules 108 ICs present. The energy source, energy buffer, power electronics (switching circuitry) of the converter, control electronics and any other components of the module 108 are housed within a housing 3110. The housing 3110 may include a bottom housing 3112, such as a base, and an opposing top housing 3111, such as a cover, and both the top and bottom housings may include one or more conduits for circulating coolant through those aspects of the housings 3111 and 3112 to cool the module 108. As shown herein, coolant from pump 3301 may be circulated to bottom housing 3112, where the coolant passes through a network of pipes 3114, such as the network of pipes shown for top housing 3111, and thus passes around and cools the cells. The coolant may leave the bottom housing 3112 and be delivered to the top housing 3111 (either through conduits external to the housing 3110 or via the sides of the housing 3110 or within the housing) and circulate through the network of conduits 3114, where the coolant passes near and cools the electronics of the module. The coolant may then exit from top housing 3111, where it may proceed to the next component of the system, such as motor 3106.

In some embodiments, it is possible to provide coolant and cool all aspects of the module 108 through only the top of the housing 3111 without first cooling the battery and then cooling the electronics. Fig. 31C depicts another embodiment of a system 3100 in which coolant is circulated from a pump 3301 to the module 108, wherein the coolant cools both the battery and associated electronics simultaneously, and then is transferred to the motor 3106 and heat exchanger 3108. Fig. 31D depicts an exemplary embodiment similar to the embodiment of fig. 31B, but wherein coolant passes through the network of pipes 3114 only within the top housing.

Fig. 31E is a perspective view showing an exemplary layout of the modules within the housing 3110. Here, each module is shown as a battery adjacent to its converter (e.g., the first module is a combination of battery-1 and converter-1, etc.). Only the top housing 3111 is shown here, and the sides and bottom of housing 3110, as well as the network of pipes within the top housing, are omitted for clarity. In this example, the converter is placed over the battery and coolant passes through top housing 3111 over the converter such that heat from the battery passes up through the converter to top housing 3111, where the heat is removed by the circulating coolant. The opposite configuration can also be implemented, wherein the converter is placed at the bottom and the battery is placed above the converter, and the heat is extracted again through the top housing according to fig. 31E or through both the bottom and the top according to fig. 31B. In yet another embodiment, the converter and battery may be arranged as shown in fig. 31E or in an opposite configuration, but the coolant may only pass through the bottom housing. In yet another embodiment, the converter and the battery may be placed side-by-side and coolant may be circulated through the top housing and/or the bottom housing. All of the foregoing variations may be implemented with coolant that also passes through a network of pipes in the top, bottom and/or side walls of the housing.

Fig. 31F is a cross-section of an exemplary embodiment in which module electronics 3104 are positioned over battery 206. This embodiment will be described with respect to the tube 3114 within the top housing 3111, but features of this embodiment may equally be applied to the tube 3114 passing within the bottom of the housing or the sides of the housing, as described. In fig. 31F, the electronics 3104 of the converter and control system are housed within the electronics housing 3122. The electronic device 3104 is mounted on one or more substrates 3124, such as a Printed Circuit Board (PCB) and/or an Insulated Metal Substrate (IMS) board, which provides electrical connections for transferring between the various components. The substrate 3124 is immediately adjacent to a heat sink 3132 composed of a highly thermally conductive material (e.g., aluminum alloy, copper, or steel).

In EV implementations where the upper or top orientation generally refers to a location closer to the passenger compartment of the EV (e.g., the passenger side) and the lower or bottom orientation generally refers to a location closer to the road (e.g., the road side), the substrate 3124 is oriented above the electronics 3104 such that the electronics are mounted in an upside down or upside down manner (e.g., with the semiconductor power transistors below the PCB or IMS to which they are soldered). This provides a large surface area contact between the substrate 3124 and the heat spreader 3132 and allows for efficient dissipation of heat from the electronic device 3104 through the substrate 3124 to the heat spreader 3132. The battery 206 is located below the housing 3122 and rests on a base 3126, which may be a bottom housing. The battery 206 has a positive terminal and a negative terminal 3128 located on top of the battery. Electrical connections 3130 extend from terminals 3128 through housing 3122 (or alternatively, extend outside the housing) to substrate 3124 and/or to the converter electronics for switching.

The top housing 3111 contains a conduit 3114 for coolant 3136 described with respect to fig. 31B and 31D. The tube 3114 may be constructed of a highly thermally conductive material such as aluminum, copper, or steel, and as depicted herein is shaped to have a polygonal cross-section, although other shapes may be used, such as oval or circular or a combination of circular and polygonal shapes. The conduit 3114 may be located within a channel 3120 in the top housing 3111, the channel having a shape corresponding to the conduit. For example, if the tube 3114 has a polygonal cross-section, the channel 3120 may also have a polygonal cross-section to allow the tube 3114 to be located therein. The top housing 3111 may also be constructed of a highly thermally conductive material such as aluminum, copper, or steel. The channel 3120 may be machined or etched into the top housing 3111 and the tube 3114 may be press-fit into the channel.

As shown herein, two sections of tubing 3114 pass through a particular module 108 of system 100. If desired, an interface layer 3134 may be present between the bottom surface of the tube 3114 and the top surface of the heat spreader 3132. Interface layer 3134 may be a material having high thermal conductivity and a degree of deformability or elasticity to form a continuous and durable contact between heat spreader 3132 and the bottom surface of tube 3114 (and the bottom surface of top housing 3111). Interface layer 3134 may be relatively thinner than top housing 3111 and heat spreader 3132, and interface layer 3134 may be composed of, for example, a thermally conductive polymer.

In this embodiment, the conduit 3114 is shown passing through one module, however, the density of the layout of the conduit 3114 will vary based on the thermal requirements of the application. While it is preferred that at least one conduit 3114 passes through each module, this is not required. One pipe 3114 may be shared by two or more modules. The conduit 3114 may be routed over the center of the module, or may be located approximately one third of the distance from the sides of the module, as depicted in fig. 31F, or otherwise.

The configuration described with respect to fig. 31F may use only the top housing of housing 3110 to achieve reliable cooling of the embodiments described herein. As mentioned, a similar arrangement may be placed along the sides of the housing 3110 and/or along the bottom of the housing 3110 such that the conduit 3114 is adjacent to or separated from the bottom of the cell by a second interface layer.

Thermal management system 3100 may also be reconfigurable to provide optimized cooling based on the thermal output of the various components, external temperature and humidity, and/or utilization of an Air Conditioning (AC) system, as well as to provide heating to battery or other source 206. 32A and 32B are block diagrams depicting an exemplary embodiment of a reconfigurable thermal management system 3100 having the ability to cool or heat various components in series or parallel. The reconfigurability of system 3100 is provided by one or more valves that can selectively direct liquid coolant through a variety of different paths. The control of the valves may be performed by the control system 102 or by a different control device, such as the vehicle ECU 104.

Fig. 32A depicts a system 3100 configured in a first state having two independent thermal management loops 3201 and 3202. The circuit 3201 is configured to heat or cool one or more battery modules 206 of the system 100, and the circuit 3202 is configured to cool module electronics 3104 of one or more modules 108. For example, system 3100 may be a single common housing or packaged thermal management system dedicated to within an EV. The independent loop configuration shown here permits independent management of the temperatures of the module 206 and electronics 3104, as the module and electronics may each have different operating temperature ranges.

The circuit 3201 and the circuit 3202 each include various components interconnected by conduits that communicate a heat transfer fluid (e.g., coolant) through the network 3205. The circuit 3201 includes a pump 3204 for moving coolant through tubing proximate to the battery module 206, then through a heater unit 3206 and a heat exchanger 3208. The heater unit 3206 may be operated to increase the temperature of the coolant such that it performs a heating function on the battery module 206 in the event that the battery module 206 is below a desired operating temperature, such as when the EV is first started in a cold environment. (the term "coolant" is used for convenience because coolant is a heat transfer fluid that can both cool and heat.) when used for heating, circuit 3201 may operate with heater unit 3206 activated and heat exchanger 3208 deactivated, and/or heat exchanger 3208 may bypass via bypass line 3207. Alternatively, the circuit 3201 may be used to cool the battery module 206, in which case the heater 3206 may be deactivated (and/or bypassed with the bypass line 3209), and the heat exchanger 3208 may be activated to cool the coolant as it is pumped through the circuit 3201 by the pump 3204. The circuit 3202 includes a pump 3210 for moving coolant through tubing proximate to the module electronics 3104, then through a heat exchanger 3212 for cooling the coolant of the circuit 3202. An optional bypass line 3215 may be used when heat exchanger 3212 is not required. The heat exchangers 3208 and 3212 may be different devices, such as a radiator of an EV or a cooler associated with an AC system of the EV. Although not shown here, other components of system 100, such as PCDA 1250 and charge network distributor 3248, may employ loop 3201 or loop 3202 for thermal management.

Fig. 32B is a block diagram depicting the system 3100 after the valve is reconfigured to the second state, with a series coolant loop 3203 cooling both the battery module 206 and the electronics 3104. Here, pumps 3204 and 3210 are used to move coolant through the pipes, past battery module 206 and electronics 3104, from where the coolant may take one of several different paths. The coolant may be directed through the first heat exchanger 3208 and the second heat exchanger 3212 to provide a relatively high degree of temperature reduction to the coolant. Alternatively, the coolant may bypass either (or both) of the heat exchangers 3208 and 3212, as indicated by bypass lines 3211 and 3214, respectively. The decision to bypass one of the heat exchangers may be based on, for example, whether the temperature of the coolant is such that only one heat exchanger is needed to reduce the temperature of the coolant, or the current cooling capacity of the various heat exchangers, such as whether the radiator will be able to provide adequate cooling given the outdoor temperature, or whether the AC unit cooler is cool enough to adequately cool the coolant given the current demand on the AC system. The ability of system 3100 to reconfigure between the first state and the second state (fig. 32A and 32B) provides a high degree of flexibility in cooling or heating system 100 under a variety of operating conditions.

Fig. 32C is a schematic diagram depicting an exemplary embodiment of a thermal management system 3100, as described with respect to fig. 32A and 32B. In this embodiment, a first set of cooling channels 3221 are positioned in close proximity to a first portion of system 100 (e.g., battery module 206), and a second set of cooling channels 3222 are positioned in close proximity to a second portion of system 100 (e.g., electronics 3104). Various valves are shown permitting the reconfigurability of system 3100, including four-way valve 3231, three-way valve 3232, three-way valve 3233, and gate valve 3234. A four-way valve 3231 exists between the cooling gallery 3221 and the pump 3204. Valve 3231 may be placed in a first configuration to direct coolant from channel 3221 to pump 3204, while directing coolant from heat exchanger 3212 or three-way valve 3232 to pump 3210. Valve 3231 may be placed in a second configuration to direct coolant from channel 3221 to pump 3210 and simultaneously direct coolant from heat exchanger 3212 or valve 3232 to pump 3204. Three-way valve 3232 may be used to direct coolant to heat exchanger 3212 or bypass heat exchanger 3212 via bypass path 3211. Three-way valve 3233 may be used to direct coolant to heat exchanger 3208 or bypass heat exchanger 3208 via bypass path 3214. Valve 3234 may be used to prevent or permit coolant flow from heat exchanger 3208 to heater unit 3206. If desired, valves and bypass lines may be placed to selectively bypass the heater unit 3206.

To configure this embodiment with separate coolant loops 3201 and 3202 (not labeled) in the first state, valve 3231 is placed in the first configuration to direct coolant from channel 3221 to pump 3204 and coolant from heat exchanger 3212 or valve 3232 to pump 3210. This forms a first circuit in which coolant flows from the pump 3204 to the valve 3233 and from there to the heat exchanger 3208 or the heater unit 3206 and from there to the cooling channels 3221 in which, for example, the battery modules 206 can be cooled, and finally to the valve 3231 in which the coolant path is repeatable. If coolant is directed to heat exchanger 3208, valve 3234 is opened to permit coolant flow, otherwise valve 3234 is closed. The second circuit extends from the pump 3210 to a cooling channel 3222 for cooling, for example, the electronics 3104, then to a valve 3232 where the coolant may be directed to a heat exchanger 3212 or a bypass line 3211, and finally to a valve 3231 where the coolant path may be repeated.

To reconfigure this embodiment and the second state to have a series loop, valve 3231 is placed in the second configuration to direct coolant from channel 3221 to pump 3210, where the coolant flows to cooling channel 3222, then to valve 3232, where the coolant may be directed to heat exchanger 3212 or bypass line 3211, and then back to valve 3231. At this point, the coolant is then directed to pump 3204 and from there to valve 3233, where it may proceed to heat exchanger 3208 or bypass line 3214, and from the valve to heater unit 3206 (or nearby) and back to cooling channel 3221, from which the coolant path may repeat.

In this embodiment, heat exchanger 3208 may be a cooler associated with the AC system of the EV. The chiller may move the coolant in close proximity to the individual coolant of the AC system circulating through the independent fluid network 3241. The AC system is shown at the top of fig. 32C and includes a compressor 3242 from which AC system coolant flows to a condenser 3244 and from there to a plurality of gate valves 3245, 3247 and 3249 which permit or prevent coolant flow to an internal evaporator 3246, a charge network distributor 3248 and a heat exchanger 3208, respectively. Each of gate valves 3245, 3247, and 3249 may be independently actuated based on thermal requirements of the system, e.g., whether the AC unit is used to cool the passenger compartment, whether charge network dispenser 3248 requires cooling, and whether valve 3233 is positioned to utilize heat exchanger 3208.

While cooling of one or more EV motors may also be performed using system 3100, for example, by integrating the motors into the cooling schematic of fig. 32C, one or more EV motors may also be cooled using a separate cooling system. Fig. 32D depicts a thermal management system 3200 configured to cool two separate motors of an EV. Here, system 3200 includes a pump 3249 that pumps coolant to PCDA 1250 and from there to motors 3106-1 and 3106-2. The system 3200 may be configured to cool any number of one or more motors 3106. Alternatively, multiple examples of the system 3200 may be implemented, each cooling one or more electric motors of the EV. Further, system 3200 may be configured to cool certain portions of system 100 associated with an electric motor, such as PCDA 1250 as illustrated herein, or alternatively, charge network distributor 3248, or other components. Alternatively, system 3100, described with respect to fig. 32A-32C, may be configured to cool PCDA 1250.

Fig. 32E is an exploded perspective view depicting an exemplary embodiment of an EV package 3250 (see, e.g., fig. 30C) having a system 100 and a reconfigurable thermal management system 3100 housed therein. Fig. 32F is a cross-sectional view of a portion of this embodiment of EV package 3250 with module 108 having inverted electronics 3104 as described with respect to fig. 31F. Not all aspects of the systems 100 and 3100 are shown, but emphasis is placed on the hierarchical relationship of components to each other. In this embodiment, the package 3250 is configured with independent cooling channel sections 3222 and 3221, which are positioned above and below the module 108, respectively. Channel sections 3221 and 3222 include a plurality of parallel pipes 3114 that permit simultaneous parallel flow of coolant from the inlet side of each section to the outlet side of each section. As best seen in fig. 32F, the tubes 3114 in section 3222 may be vertically offset (not vertically aligned) from the tubes 3114 in section 3221 to provide relatively uniform heat removal.

The package 3250 includes a top housing 3261, a bottom housing 3268, and side housings 3264. In addition to various inputs and outputs, the housings 3261, 3264, and 3268 may together completely or substantially enclose the system 100. The frame 3265 has relatively rigid struts arranged in a layout that extends between the modules 108 and the PDUs 3002, staggers the modules and PDUs, and holds those components in place within the package 3250. Frame 3265 provides a substantial amount of structural support for package 3250. Lower heat sink 3266 has a basin shape surrounding the sides and bottom of frame 3265 and for conducting heat in those locations, while upper heat sink 3262, which is in the shape of a cover, may couple with the top of lower heat sink 3266 and conduct heat rising from module 108 and PDU 3002.

Top housing 3261 and bottom housing 3268 may include recesses or grooves 3271 and 3274 that are complementary in shape to the tube shape of channel sections 3222 and 3221, respectively. The channels 3222 may reside in a recess 3271 in the top housing 3261 and a similar opposing recess 3272 in the upper heat sink 3262. Top housing 3261 and upper heat sink 3262 together enclose cooling channels 3222 and permit optimal heat transfer therebetween. Upper heat sink 3262 may be placed in contact with or in close proximity to an upper portion of module 108 having module electronics 3104. Similarly, channels 3221 may be placed in recesses 3274 in bottom housing 3268 and opposing recesses 3273 in lower heat sink 3266. Bottom housing 3268 and lower heat sink 3266 together enclose cooling channels 3221 and permit optimal heat transfer therebetween. Lower heat sink 3266 may be placed in contact with or in close proximity to a lower portion of module 108 having battery modules 206. As described with respect to fig. 32C, heat from electronics 3104 may be effectively absorbed by the coolant flowing through channel section 3222, while heat from battery module 206 may be effectively absorbed by the coolant flowing through channel section 3221. Alternatively, heating may be selectively applied to the battery module 206 through the channel section 3221.

Although not shown in fig. 32F, one or more interface layers 3134 (e.g., interface layers as described with respect to fig. 31F) may be utilized in package 3250. Further, the embodiments described with respect to fig. 32A-32F may be reversed such that electronics 3104 are located in a lower portion of each module 108 and cooled by channel section 3221, while battery modules 206 are located in an upper portion of each module 108 and cooled by channel section 3222.

Additional exemplary embodiments of Module layout

To facilitate the module layout that has been described, additional exemplary embodiments of the physical and electrical layout of the module 108 are depicted in fig. 33A-33L. Fig. 33A is an exploded view depicting an exemplary embodiment of module 108, fig. 33B is a perspective view of this embodiment in a fully assembled form, and fig. 33C is a perspective view of this embodiment with the outer housing removed.

The module 108 includes an outer housing formed from a top cover 3132, end covers 3307-1 and 3307-2, connecting covers 3303-1 and 3303-2, and a bottom cover (or base) 3304. The various covers may be secured to each other by welding or adhesive or with various fasteners 3303. The top cover 3132 is composed of a material having high thermal conductivity, and serves as a heat sink for the converter electronics 3104. Similarly, the bottom cover 3304 is also composed of a material having high thermal conductivity, and serves as a heat sink for the battery cells 3306 forming the battery module 206.

The battery cells 3306 may be connected in series or in parallel by inter-battery connectors 3308 (e.g., battery tabs). In this embodiment, the battery cell 3306 is prismatic, but other battery types may be used. The DC voltage of the battery module 206 may be connected to the power transistors of the electronics 3104 through a DC connector 3130, which is shown here as having an upper section and a lower section for high extension. The battery module 206 may be housed within a battery module housing that includes side walls 3311, end walls 3312, and a lid 3314. The base 3304 of the module 108 may also act as a bottom housing cover for the battery module 206 to permit maximum heat transfer from the battery 3306 to the roadside cooling channels (not shown).

Electronics 3104 are shown here in an inverted orientation, as described with respect to fig. 31F and 32F. The electronic device 3104 includes power transistors (e.g., S3-S6, not shown) of the converter 202 connected to the underside of the upper substrate 3124, which in turn has a top side 3315 positioned for contact with the underside of the top cover 3132. The DC connector 3130, here configured as a bus, is electrically coupled with the upper substrate 3124 to provide DC power directly to the power transistors of the converter 202. The AC input/output of converter 202 may be connected to a module IO port 3302 (e.g., module IO ports 1 and 2 of power connection 110 described with respect to fig. 3A-3C), which is externally accessible and is configured herein to mount to a bus bar of lid 3132 using fasteners 3305. The additional electronics 3104 are electrically coupled to the lower substrate 3316, which may receive power and/or signals from the upper substrate 3124 through one or more standoffs (not shown) between the substrates 3124 and 3316. As can be seen herein, a plurality of cylindrical capacitors 3320 (e.g., for the energy buffer 204) may be physically positioned beside (or between) the substrates 3124 and 3316 and electrically coupled with the substrates. The LCD 114 (not shown) may be electrically coupled to the lower substrate 3316, and the BMS of the battery module 206. Monitoring circuitry 208 specific to the power transistor may be coupled to the upper substrate 3124. Control signals to and from electronics 3104 may be communicated via flexible connector 3317 and control port 3318, which is externally accessible and mounted to cover 3132 (e.g., using fasteners 3305).

The electronic devices 3104 connected to each of the substrates 3124 and 3316 may each be inverted or oriented right-side up based on the thermal requirements of the application. Fig. 33D is a cross-sectional view depicting an exemplary embodiment in which the upper substrate 3124 is positioned above the lower substrate 3316. The passenger side 3330 and the road side 3332 are labeled for reference purposes. The upper substrate 3124 has electronics 3104-1 physically and electrically coupled to the underside of the substrate 3124. The lower substrate 3316 has electronics 3104-2 physically and electrically coupled to a top side of the substrate 3316. Thus, in this embodiment, electronic device 3104-1 is inverted and electronic device 3104-2 is not inverted. This configuration allows for efficient heat transfer from the upper electronic device 3104-12 cooling channels (not shown) positioned above the substrate 3124, and also allows for efficient heat transfer from the lower electronic device 3104-2 because the lower substrate 3316 is not interposed between the electronic devices 3104-1 and 3104-2. The capacitor 3320 is positioned beside the substrates 3124 and 3316 rather than directly in-between the substrates to allow the substrates 3124 and 3316 to be positioned closer together. Various electrical connections to the electronics 3104 and the capacitor 3320 are not shown.

The location of the externally accessible connections on the module 108 may be determined by a variety of factors, including the number of arrays 700 within the system 100, the size of the module 108, the size of the EV, and/or the size and type of battery cells utilized. Fig. 33E is a top view of a module cover 3132 of several modules of array 700, each configured similarly to the embodiment of fig. 33A-33C. Here, each module has a relatively longer side (aligned with the x-axis) and a relatively shorter side (aligned with the y-axis). Each module 108 has AC connections 3302-1 and 3302-2, abbreviated as AC1 and AC2, respectively, on opposite long sides and interconnected with adjacent modules 108 in a daisy-chain or series fashion. DC connectors 3130-1 and 3130-2, abbreviated as DC1 and DC2, respectively, are located on or near the same short side and are shown in phantom to indicate their location within the module housing. Each module also has a control port 3318, abbreviated CP, located on the short side opposite DC1 and DC2 and also interconnected in a daisy-chain or series fashion with adjacent modules 108 by cables.

Fig. 33F is a top view of another embodiment of module 108, wherein DC connectors DC1 and DC2 are positioned on opposite short sides. The battery type and size may affect the placement of DC1 and DC2, where relatively long prismatic cells stacked along the y-axis (fig. 33G) can be connected in the configuration of fig. 33E or 33F based on the battery count, and relatively short prismatic cells stacked along the x-axis (fig. 33H) are more easily connected in the configuration of fig. 33F.

Fig. 33I and 33J are top down views depicting additional embodiments of module 108, with AC connectors AC1 and AC2 positioned on opposite short sides. The DC connectors DC1 and DC2 may be positioned at or near opposite short sides (fig. 33I) or on the same short side (fig. 33J). The control port CP may be positioned at any convenient location (e.g., a mid-point along the long side of the module).

The interconnect module 108IC may be configured according to any of the embodiments described with respect to fig. 33A-33I, provided that the additional ports required by the interconnect module are also accessible. Fig. 33K and 33L are top down views of the cover 3132 depicting two exemplary embodiments of an IC module having AC connectors AC1 and AC2 on opposite long sides (fig. 33K) and opposite short sides (fig. 33L). In each case, the DC connectors DC1 and DC2 may be externally accessed to place an internal energy source and parallel connection with any other interconnected modules of the system 100. Also, in each case, the DC connectors DC1 and DC2 may be positioned on the same or opposite long or short sides (with opposite short sides depicted in fig. 33K and the same short sides depicted in fig. 33L). Depending on the configuration, it may also be desirable to have external access to one or more auxiliary ports. The auxiliary ports may be placed in any location convenient for the application and for connection to the corresponding payload or PDU. Here, the auxiliary ports 3, 4, 5, and 6 may be externally accessed on the same side as the AC connector (fig. 33K) or on a different side from the AC connector (fig. 33L).

General purpose EV platform and additional exemplary embodiments of EVs having the same

Although not limited thereto, embodiments of the invention may be used to design, fabricate, and operate electric vehicles based on a universal electric powertrain platform. The electric vehicle may be one of many different models, ranging from a relatively small car sports car to a large EV bus or freight EV truck. The use of a generic platform greatly reduces the cost and effort required for design, manufacturing, operation, and service underlying many different models and types of EVs, which has an impact on the designers, manufacturers, and customers on the supply chain.

Fig. 34A is a perspective view depicting an exemplary embodiment of a universal platform 3400 of EV 3000. Platform 3400 includes a structural EV frame or chassis 3402 configured to house or correspond to package 3250, an auxiliary subsystem 3403 or portions thereof (e.g., AC system, steer-by-wire, brake-by-wire, active suspension, etc.), one or more motors 1100, PCDA 1250-1 and 1250-2, wheels, and other components of an EV. One or more of the motors 1100 may be an on-axle motor or an in-wheel motor (shown here) without a drive train. As illustrated herein, the platform 3400 is configured with four wheels, but may be implemented with any number of different configurations of two or more wheels.

Fig. 34B is a perspective view depicting the embodiment of fig. 34A, in which an external body 3404 is added. Many types of external body 3404 may be added to the same platform 3400 to construct a plurality of different EV models.

Fig. 34C is a perspective view depicting an exemplary embodiment of a platform 3400 having a body 3404 configured for a six-wheeled EV model. Here, the platform 3400 includes a base four-wheel section 3406, similar to the sections described with respect to fig. 34A-34B, coupled with an extension section 3408 that also has a frame (not shown), a package (not shown), and two additional wheels. Such a six-wheeled platform may include a system 100 configured according to the six-wheeled embodiment described with respect to fig. 18A-18B and 28A-28C, with the base section 3406 corresponding to the front region 180 and the extension section 3408 corresponding to the rear region 280. Each of sections 3406 and 3408 may include a different package 3250 having different energy subsystems 1000, thermal management systems 3100, and PCDA 1250.

The modular nature of the system 100 facilitates scaling to meet a variety of power requirements. The number of modules 108 within the system 100 may be varied to relatively increase or decrease the maximum output power capability of the system 100. Additionally or alternatively, the type of module 108 may be varied to adjust the maximum output power capability, such as by utilizing a higher or lower voltage energy source 206, or by using a hybrid source arrangement, where each module has multiple energy sources 206 of the same or different categories and/or types.

Fig. 34D-34G are perspective views of a platform 3400 showing different configurations 3411-3414 of the system 100 in the platform. For ease of description, each module 108 has the same configuration (e.g., a single 48V energy source 206), but the number of modules in each of the configurations 3411-3414 is different to provide different maximum output power. Fig. 34D depicts a configuration 3411 having 21 modules 108 arranged in two subsystems 1000 to provide power to two rear in-wheel motors 1100, similar to the configuration of subsystems 1000-5 and 1000-6 providing power to motors 1100-5 and 1100-6 in fig. 28A. While the performance of EV 3000 will vary based on the overall weight and size of the EV and the power output of system 100, configuration 3411 is generally suitable for applications of EV models having relatively low voltages (e.g., small body compact models, small body sports models, automated unmanned and passenger-free vehicles, etc.).

Fig. 34E depicts a configuration 3412 that is identical to configuration 3411, but adds seven modules 108 for a total of 28 modules. Thus, configuration 3412 has a maximum power output that is 33% greater than the power output of configuration 3411. While configuration 3412 may be used for the same application as configuration 3411, configuration 3412 is generally suitable for relatively medium voltage EV models, such as sports car models, medium size car sports cars or sedans, small Sport Utility Vehicles (SUVs), and the like.

Fig. 34F depicts a configuration 3413 that is identical to configuration 3411, but adds 14 modules 108 for a total of 35 modules. Thus, configuration 3413 has a 66% greater maximum power output than configuration 3411. While configuration 3413 may be used for the same applications as configurations 3411 and 3412, configuration 3413 is generally suitable for relatively medium to high voltage EV models, such as large body size car or sedan, high performance sports cars, medium to larger size SUVs, minivans, minipick, and the like.

Fig. 34G depicts a configuration 3414 similar to the configuration of fig. 27A having four subsystems 1000 providing power to four motors 1100, the configuration 3414 having 21 more modules than the configuration 3411 for a total of 42 modules. Thus, configuration 3414 has a maximum power output that is 100% greater than configuration 3411. While configuration 3414 may be used for the same applications as configurations 3411, 3412, and 3413, configuration 3414 is generally suitable for relatively high voltage EV models, such as heavy trucks, large SUVs, passenger cars, cargo applications, and the like.

The system 100 may be configured to meet the power requirements of an almost unlimited number of EV models that the platform 3400 will use to construct. The embodiments of fig. 34D-34G are examples, and any and all embodiments of the energy system 100 as described herein may be implemented within a platform 3400, including but not limited to those layouts described with respect to fig. 24-28C.

Fig. 34H-34K are perspective views of an exemplary embodiment of an EV 3000 configured with a universal platform 3400 that is attached, mated or otherwise integrated with a different roof 3420. The roof of the vehicle body may vary in length, width, height, exterior aesthetic appearance, passenger compartment, interior dimensions, interior aesthetic appearance, interior features (e.g., touch screen, instrument panel, auxiliary capability), trunk space, and the like. FIG. 34H depicts EV 3000-1 configured as a compact model with four-wheeled platform 3400. For example, EV 3000-1 may have system 100 arranged in configuration 3411 described with respect to FIG. 34D. Fig. 34I depicts EV 3000-2 configured as a sports car model. For example, EV 3000-2 may have a system 100 arranged in configuration 3412 described with respect to FIG. 34E. FIG. 34J depicts EV 3000-3 configured as a van model. For example, EV 3000-3 may have a system 100 arranged in configurations 3413 or 3414 as described with respect to FIGS. 34E and 34F, respectively. Fig. 34K depicts EV 3000-4 configured as a large van or passenger model with six-wheeled platform 3400 (fig. 34C). For example, EV 3000-4 may have a system 100 arranged in a configuration similar to that described with respect to FIGS. 28A-28C.

Although the platform 3400 is described as being generic, the same embodiment of the platform 3400 is not used for all different EV models. Instead, the platform 3400 is generic in the following sense: the utilization of modular system 100 permits easy scaling of the voltage capability of system 100 within the same form factor (e.g., length, width, height) of the battery and/or battery space. Because the system 100 eliminates the need for a conventional drive inverter, the platform 3400 may also or alternatively be considered generic in the sense that the electric powertrain is self-contained within the package 3250, and thus, from one EV model to another EV model does not have a significant impact on EV mechanical and powertrain redesign.

Due to weight and body size variations and application or luxury component variations, different EV models based on the same generic platform will likely require different designs of the generic platform, such as different suspensions, variations in performance of HV ac systems, variations in the number of auxiliary loads, traction control, etc.

Various aspects of the inventive subject matter are set forth below to review and/or supplement the embodiments described heretofore, with emphasis herein being placed upon the interrelationship and interchangeability of the following embodiments. In other words, unless expressly stated or taught otherwise, the emphasis is placed upon the fact that each feature of an embodiment may be combined with every other feature.

In a first group of embodiments, a module-based energy system for an Electric Vehicle (EV) is provided, wherein the system includes: a plurality of converter modules coupled together in a cascade, each of the plurality of converter modules including converter electronics electrically coupled with an energy source and a housing for housing the converter electronics and the energy source, wherein the plurality of converter modules are configured to supply multiphase power to one or more electric motors of the EV; a first plurality of channels configured to conduct a coolant; and a second plurality of channels configured to conduct coolant, wherein the first plurality of channels are disposed across passenger side tops of the plurality of converter modules and the second plurality of channels are disposed across road side bottoms of the plurality of converter modules.

In some embodiments of the first group, the converter electronics are positioned in an upper portion of each module and the energy source is positioned in a lower portion of each module. The converter electronics of each module may include a plurality of power transistors, and wherein each module includes a substrate having electrical connections to the plurality of power transistors, wherein the converter electronics are inverted such that the substrate is positioned over the plurality of power transistors.

In some embodiments of the first group, the system further comprises: a top housing portion configured to be placed over the first plurality of channels; a bottom housing portion configured to be placed under the second plurality of channels; and a side housing portion configured to be placed between the top housing portion and the bottom housing portion.

In some embodiments of the first group, the system further comprises: an upper heat sink configured to be placed between the first plurality of channels and an upper surface of the plurality of converter modules; and a lower heat sink configured to be placed between the second plurality of channels and a lower surface of the plurality of converter modules. The top housing portion and the upper heat sink may each include a recess configured to receive the first plurality of channels, and the bottom housing portion and the lower heat sink may each include a recess configured to receive the second plurality of channels. The lower heat sink may be configured as a basin configured to house a plurality of modules, and the upper heat sink may be configured as a cover configured to couple with the basin.

In some embodiments of the first group, the first plurality of channels is vertically offset from the second plurality of channels.

In some embodiments of the first group, the system further includes a frame having a plurality of struts configured to extend between the plurality of converter modules.

In some embodiments of the first group, the first plurality of channels and the second plurality of channels are configured to be coupled with a thermal management system configured to selectively direct coolant through at least two of: only through the first plurality of channels, only through the second plurality of channels, and simultaneously through both the first plurality of channels and the second plurality of channels.

In a second group of embodiments, a thermal management system for a plurality of converter modules of an Electric Vehicle (EV), wherein the plurality of converter modules each include converter electronics electrically coupled to an energy source and a housing for housing the converter electronics and the energy source, wherein the plurality of converter modules are configured to supply multiphase power to one or more electric motors of the EV, the thermal management system comprising: a plurality of pumps coupled to the fluid network; and a plurality of heat exchangers coupled with the fluid network, wherein the thermal management system is controllable to independently circulate coolant about the energy sources of the plurality of converter modules and independently circulate coolant about the converter electronics of the plurality of converter modules.

In some embodiments of the second group, the system is configured to form a first thermal management loop with the first one of the plurality of pumps, the first one of the plurality of heat exchangers, and the heater unit, wherein the first thermal management loop is configured to circulate coolant proximate the energy sources of the plurality of converter modules to heat or cool the energy sources. The system may be configured to heat the energy sources of the plurality of converter modules by moving coolant through the first thermal management loop, wherein the heater unit is activated and the first heat exchanger is deactivated or bypassed. The system may be configured to cool the energy sources of the plurality of converter modules by moving coolant through a first thermal management loop comprising a first heat exchanger, wherein the heater unit is deactivated or bypassed. The system may be configured to form a second thermal management loop with a second pump of the plurality of pumps and a second heat exchanger of the plurality of heat exchangers, wherein the second thermal management loop is configured to circulate coolant proximate to the converter electronics of the plurality of converter modules to cool the converter electronics.

In some embodiments of the second group, the system is configured to form a third thermal management loop with the first pump and the second pump, wherein the third thermal management loop is configured to circulate coolant proximate the converter electronics of the plurality of converter modules and the energy source of the plurality of converter modules. The third thermal management loop may be reconfigurable to circulate coolant through one or both of the first heat exchanger and the second heat exchanger.

In some embodiments of the second group, the system further includes a plurality of valves selectively controllable to independently circulate coolant about the energy sources of the plurality of converter modules and independently circulate coolant about the converter electronics of the plurality of converter modules.

In some embodiments of the second group, the system further includes one or more first valves controllable to a first state forming the first and second thermal management loops and controllable to a second state forming the third thermal management loop. The system may further include a second valve controllable to direct coolant through or around the first heat exchanger. The system may further include a third valve controllable to direct coolant through or around the second heat exchanger.

In some embodiments of the second group, the first heat exchanger is a cooler coupled to an air conditioning cooling system of the EV. The air conditioning cooling system may include a first valve configured to selectively permit coolant to flow through the chiller. The air conditioning cooling system may include a second valve configured to selectively permit coolant to flow through a charge network distributor or a power distribution unit of the EV.

In some embodiments of the second group, the system is further configured to cool one or more electric motors of the EV. The system may further include a fourth thermal management circuit configured to cool the one or more electric motors.

In an embodiment of the third group, a control system is provided that is configured to control a thermal management system configured according to any embodiment of the second group.

In some embodiments of the third group, the control system includes processing circuitry and a non-transitory memory having stored thereon a plurality of instructions that, when executed by the processing circuitry, cause the control system to control the thermal management system. The control system may be configured to communicatively couple with a pump and a valve of a thermal management system.

In a fourth group of embodiments, a method of cooling a plurality of converter modules of an Electric Vehicle (EV), wherein the plurality of converter modules each include converter electronics electrically coupled to an energy source and a housing for housing the converter electronics and the energy source, wherein the plurality of converter modules are configured to supply multiphase power to one or more electric motors of the EV, the method comprising: circulating coolant through the first set of channels in proximity to the energy sources of the plurality of converter modules to heat or cool the energy sources; and circulating coolant through the second set of channels in proximity to the converter electronics of the plurality of converter modules to cool the converter electronics of the plurality of modules.

In some embodiments of the fourth group, the method further comprises configuring a valve state of the thermal management system to form: a first thermal management circuit for circulating coolant through the first set of channels in proximity to the energy source; and a second thermal management circuit for circulating coolant through the second set of channels in proximity to the converter electronics. The method may further include activating a heater unit in the first management loop to heat the energy source with the circulating coolant. The method may further include circulating the coolant in the first thermal management circuit without circulating the coolant in the second thermal management circuit. The method may further include circulating the coolant in the second thermal management loop without circulating the coolant in the first thermal management loop. The method may further include circulating coolant in the first and second thermal management loops simultaneously. The method may further include circulating coolant in the first thermal management loop through the first heat exchanger, wherein the heater unit is deactivated or bypassed.

In some embodiments of the fourth group, the method further includes configuring a valve state of the thermal management system to form a third thermal management loop for circulating coolant through the first set of channels in proximity to the energy source and for circulating coolant through the second set of channels in proximity to the converter electronics. The method may further include circulating coolant through a third thermal management loop including the first heat exchanger and the second heat exchanger. The method may further include circulating a coolant through a third thermal management loop including the first heat exchanger while bypassing a second heat exchanger of the third thermal management loop. The method may further include circulating coolant through a third thermal management loop including the second heat exchanger while bypassing the first heat exchanger of the third thermal management loop.

In a fifth group of embodiments, there is provided an energy system comprising: a plurality of converter modules connected in a cascaded manner with one or more arrays, wherein each converter module comprises: an upper cover and a base configured to be positioned below the upper cover; an upper substrate having an upper surface and a lower surface, wherein the upper surface is adjacent to the upper lid; a lower substrate electrically connected to the upper substrate; a plurality of power transistors physically connected to a lower surface of the upper substrate; a control device physically connected to the lower substrate; and an energy source electrically coupled to the plurality of power transistors and the control device.

In some embodiments of the fifth group, the lower substrate has an upper surface and a lower surface, and the control device is physically and electrically connected to the upper surface of the lower substrate.

In some embodiments of the fifth group, the lower substrate is electrically connected to the upper substrate by means of one or more standoffs.

In some embodiments of the fifth group, the control device is a local control device.

In some embodiments of the fifth group, each converter module includes a plurality of capacitors electrically connected to at least one of the upper and lower substrates, wherein the plurality of capacitors are positioned beside and not directly intermediate the upper and lower substrates.

In a sixth group of embodiments, a Power and Control Distribution Assembly (PCDA) for an Electric Vehicle (EV) having at least one electric motor and a plurality of converter modules configured to generate three or more AC signals for supplying the at least one electric motor, the three or more AC signals each having a different phase angle, wherein each of the plurality of converter modules includes an energy source, a power converter electrically connected to the energy source, and a local control device configured to generate a switching signal for the converter, wherein the PCDA includes: a master control device configured to communicate control information to each of the local control devices of the plurality of converter modules and configured to communicate with a vehicle control device of the EV; a drive unit for a first subsystem of the EV; an auxiliary control device communicatively coupled with the main control device and the drive unit, wherein the auxiliary control device is configured to control the drive unit and is configured to communicate with the vehicle control device; and a housing configured to house the main control device, the driving unit, and the auxiliary control device.

In some embodiments of the sixth group, the PCDA further includes an auxiliary power interface for outputting auxiliary power from at least one of the plurality of converter modules to the second subsystem of the EV.

In some embodiments of the sixth group, the plurality of converter modules are arranged in three arrays, each array including two or more converter modules connected in series, and each array is configured to generate a different one of the three AC signals, the PCDA further including routing circuitry communicatively coupled with the master control device, wherein the routing circuitry is controllable by the master control device to selectively connect power from the DC or single-phase AC charging ports to the three arrays. The routing circuitry may include a plurality of solid state relays.

In some embodiments of the sixth group, the PCDA further comprises a plurality of electromechanical relays for interrupting current flow between the at least one motor and the plurality of converter modules. The PCDA may further include a DC-DC converter configured to generate a first DC voltage from a second DC voltage from at least one of the plurality of modules.

In some embodiments of the sixth group, the PCDA further comprises monitoring circuitry configured to monitor at least one of a voltage, a current, or a phase of each of the three AC signals.

In some embodiments of the sixth group, the PCDA further includes a safety disconnect device for interrupting current flow between the PCDA and the plurality of converter modules.

In some embodiments of the sixth group, the drive unit is a first drive unit, the PCDA further comprising a second drive unit for a second subsystem of the EV, wherein the auxiliary control device is configured to control the second drive unit.

In a seventh group of embodiments, a Power and Control Distribution Assembly (PCDA) for an Electric Vehicle (EV) having at least one electric motor and a plurality of converter modules configured to generate three or more AC signals for supplying the at least one electric motor, the three or more AC signals each having a different phase angle, wherein each of the plurality of converter modules includes an energy source, a power converter electrically connected to the energy source, and a local control device configured to generate a switching signal for the converter, wherein the PCDA includes: a master control device configured to communicate control information to each of the local control devices of the plurality of converter modules and configured to communicate with a vehicle control device of the EV; a first drive unit for a first subsystem of the EV; a second drive unit for a second subsystem of the EV; an auxiliary control device communicatively coupled with the main control device and the first and second drive units, wherein the auxiliary control device is configured to control the first and second drive units and is configured to communicate with the vehicle control device; an auxiliary power interface for outputting auxiliary power from at least one of the plurality of converter modules to a second subsystem of the EV; a plurality of electromechanical relays for interrupting current between the at least one motor and the plurality of converter modules; a DC-DC converter configured to generate a first DC voltage from a second DC voltage from at least one of the plurality of modules; monitoring circuitry configured to monitor at least one of a voltage, a current, or a phase of each of the three AC signals; a safety disconnect for interrupting current flow between the PCDA and the plurality of converter modules; and a housing configured to house the main control device, the first drive unit, the second drive unit, the auxiliary control device, the auxiliary power interface, the plurality of electromechanical relays, the DC-DC converter, the monitoring circuitry, and the safety disconnect device.

In an eighth group of embodiments, there is provided a universal platform for an electric vehicle comprising: a frame; an energy source housing; at least one motor; and a plurality of converter modules configured to generate three or more AC signals for supplying the at least one electric motor, the three or more AC signals each having a different phase angle, wherein each of the plurality of converter modules comprises an energy source and a power converter electrically connected to the energy source, wherein the universal platform is adapted to be attached to different vehicle body roofs to form different EV models.

In some embodiments of the eighth group, the generic platform further comprises a power and control allocation assembly according to any of the embodiments of the sixth and seventh groups.

In some embodiments of the eighth group, the generic platform further comprises a thermal management system configured according to any of the embodiments of the first and second groups.

In a ninth group of embodiments, there is provided a plurality of electric vehicles comprising: a first electric vehicle comprising a first body top and a first electric powertrain platform, wherein the first electric powertrain platform comprises: at least one first motor; a first plurality of converter modules configured to generate three or more AC signals for supplying at least one first electric motor, the three or more AC signals each having a different phase angle, wherein each of the plurality of converter modules includes an energy source and a power converter electrically connected to the energy source; and a first energy system housing for housing a first plurality of converter modules; and a second electric vehicle including a second body top and a second electric powertrain platform, wherein the second electric powertrain platform includes: at least one second motor; a second plurality of converter modules configured to generate three or more AC signals for supplying at least one second electric motor, the three or more AC signals each having a different phase angle, wherein each of the second plurality of converter modules includes an energy source and a power converter electrically connected to the energy source; and a second energy system housing for housing a second plurality of converter modules; and wherein the first body top is different from the second body top, wherein the first plurality of converter modules and the second plurality of converter modules are each configured to produce a different maximum output power, and wherein the first energy system housing and the second energy system housing each have the same form factor.

In some embodiments of the ninth group, the first electric vehicle does not have an independent drive inverter for the at least one first motor, and wherein the second electric vehicle does not have an independent drive inverter for the at least one second motor.

In some embodiments of the ninth group, the number of converter modules in the first plurality of converter modules is different from the number of converter modules in the second plurality of converter modules.

In some embodiments of the ninth group, the first body type and the second body type are different body types selected from the group consisting of: car sports cars, sedans, sports cars, trucks, vans, buses, and sport utility vehicles.

In a tenth group of embodiments, there is provided a modular energy system of an Electric Vehicle (EV) comprising: three arrays, each array comprising at least two levels of modules electrically connected together to output a superimposed AC voltage signal comprising an output voltage from each of the at least two modules, wherein each of the modules comprises a first energy source, a second energy source, and a converter, wherein the first energy source and the second energy source are of different categories or types, wherein the chassis of the EV has a length axis and a perpendicular width axis each extending transversely across a plane of the EV, wherein a first dimension of the chassis along the length axis is relatively longer than a second dimension of the chassis along the width axis, wherein the three arrays are arranged in packages configured to fit within the chassis, wherein the first energy source and the second energy source are disposed on different lateral sides of each module, wherein the three arrays are arranged in columns parallel to the length axis, and wherein the first energy sources of the modules of each array are arranged in columns parallel to the length axis, and the second energy sources of each array are arranged in columns parallel to the length axis.

In some embodiments of the tenth group, the first energy source columns alternate with the second energy source columns.

In some embodiments of the tenth group, at least one interconnect module is connected to at least one of the three arrays.

In a tenth group of embodiments, there is provided a modular energy system of an Electric Vehicle (EV) comprising: three arrays, each array comprising at least two levels of modules electrically connected together to output a superimposed AC voltage signal comprising an output voltage from each of the at least two modules, wherein each of the modules comprises a first energy source, a second energy source, and a converter, wherein the first energy source and the second energy source are of different categories or types, wherein the chassis of the EV has a length axis and a perpendicular width axis each extending transversely across a plane of the EV, wherein a first dimension of the chassis along the length axis is relatively longer than a second dimension of the chassis along the width axis, wherein the three arrays are arranged in packages configured to fit within the chassis, wherein the first energy source and the second energy source are disposed on different lateral sides of each module, wherein the three arrays are arranged in columns parallel to the width axis, and wherein the first energy sources of the modules of each array are arranged in columns parallel to the width axis, and the second energy sources of the modules of each array are arranged in columns parallel to the width axis.

In some embodiments of the eleventh group, the first energy source columns alternate with the second energy source columns.

In some embodiments of the eleventh group, the system further comprises at least one interconnect module connected to at least one of the three arrays.

In a twelfth group of embodiments, there is provided a modular energy system controllable to supply power to a load, comprising: three arrays, each array comprising at least two modules electrically connected together to output a superimposed AC voltage signal comprising an output voltage from each of the at least two modules, wherein each of the modules comprises an energy source and a converter; a charging port configured to conduct a DC or single-phase AC charging signal; and routing circuitry connected between the charging port and the three arrays, wherein the routing circuitry is controllable to selectively route a DC or single-phase AC charging signal to each of the three arrays, and wherein the routing circuitry includes a plurality of Solid State Relay (SSR) circuits each including at least one transistor.

In some embodiments of the twelfth group, the system further comprises a control system communicatively coupled with the routing circuitry, wherein the control system is configured to control the routing circuitry to selectively route the DC or single-phase AC charging signals to each of the three arrays. The control system may be communicatively coupled with each module of the three arrays and configured to control the converter of each module to charge each module. The control system may be configured to control the converters of each module according to pulse width modulation or hysteresis techniques. Each module may include monitoring circuitry configured to monitor status information of the module, wherein each module is configured to output the status information to a control system, and wherein the control system is configured to control the converter of each module based on the status information. The state information relates to the temperature and state of charge of the modules, and wherein the control system is configured to control the converter of each module to balance the temperature and state of charge of all modules of the array.

In some embodiments of the twelfth group, the routing circuitry is bi-directional.

In some embodiments of the twelfth group, the transistor is a first transistor and the at least one SSR circuit includes a second transistor coupled in series with the first transistor, wherein the first and second transistors each have a gate node coupled to the control input. The first and second transistors may each have body diodes oriented in opposite current carrying directions.

In some embodiments of the twelfth group, the at least one SSR circuit includes a transistor coupled to the at least four diodes, wherein the transistor has a gate node coupled to a control input of the at least one SSR circuit. The at least one SSR circuit may include an input and an output and be configured such that activation of the transistor allows current to pass from the input through at least two of the transistor and the diode and to the output, and configured such that deactivation of the transistor prevents current from passing from the input to the output.

In some embodiments of the twelfth group, the routing circuitry includes a first port configured to couple with a dc+ charging signal or a single phase AC line charging signal, a second port configured to couple with a DC-charging signal or a single phase AC neutral signal, a third port coupled with the first array, a fourth port coupled with the second array, and a fifth port coupled with the third array, and includes: a first SSR circuit coupled between the first port and the third port; a second SSR circuit coupled between the first port and the fourth port; a third SSR circuit coupled between the fourth port and the second port; and a fourth SSR circuit coupled between the fifth port and the second port. The SSR circuit may be controlled by the control system to selectively route DC charging signals at the first port to the third or fourth port and signals at the fourth or fifth port to the second port when operating in the DC charging state, and the SSR circuit may be controlled by the control system to selectively route AC line charging signals at the first port to the third or fourth port and signals at the fourth or fifth port to the second port when operating in the positive single phase AC charging state, and signals at the second port to the fourth or fifth port and signals at the third or fourth port to the first port when operating in the negative single phase AC charging state.

In some embodiments of the twelfth group, the routing circuitry is further controllable to route the three-phase AC charging signal to each of the three arrays.

In some embodiments of the twelfth group, the charging port is further configured to conduct a three-phase AC charging signal and the routing circuitry is further controllable to route the three-phase AC charging signal to each of the three arrays, wherein the routing circuitry includes a first port configured to receive a DC or AC charging signal, a second port configured to receive an AC charging signal, and a third port configured to receive a DC or AC charging signal, and further includes: a first SSR circuit coupled between the first port and a first line connectable to a first one of the three arrays; a second SSR circuit coupled between the second port and a second line connectable to a second one of the three arrays; a third SSR circuit coupled between the third port and a third line connectable to a third one of the three arrays; a fourth SSR circuit coupled between the first port and the second port; and a fifth SSR circuit coupled between the second port and the third port. The transistor may be a first transistor and each of the SSR circuits includes a second transistor coupled in series with the first transistor, wherein the first and second transistors each have a gate node coupled with the control input, and wherein the first and second transistors each have a body diode oriented in an opposite current carrying direction.

In some embodiments of the twelfth group, each of the SSR circuits includes a transistor coupled with at least four diodes, wherein the transistor has a gate node coupled with a control input of at least one SSR circuit, and wherein each SSR circuit includes an input and an output and is configured such that activation of the transistor allows current to pass from the input through at least two of the transistor and the diode and to the output, and is configured such that non-activation of the transistor prevents current from passing from the input to the output.

In some embodiments of the twelfth group, the system is further configured to selectively disconnect all of the modules and motors from the charge source.

In some embodiments of the twelfth group, the three arrays are interconnected by at least one interconnect module. The control system may be configured to control the at least one interconnect module to supply voltage to the at least one auxiliary load when the system is in a charged state.

In some embodiments of the twelfth group, the three arrays are interconnected in a delta series configuration.

In some embodiments of the twelfth group, the load is a six-phase load, the three arrays are a first set of arrays, and the system further includes a second set of arrays including additional three arrays of modules, wherein the system is configured to charge the first and second sets of arrays in parallel.

In some embodiments of the twelfth group, the charging port is a first charging port, the system further comprising a second charging port configured to receive a three-phase charging signal. The first and second charging ports may be integrated in the same user accessible location. Routing circuitry may be connected to the line from the second charging port.

In some embodiments of the twelfth group, the system includes a plurality of switches coupled between the first module of each array and the load, wherein the plurality of switches are controllable to disconnect the load from the three arrays.

In some embodiments of the twelfth group, the three arrays belong to a first subsystem of a system configured to provide three-phase power to a first load, the system further comprising a second subsystem configured to provide three-phase power to a second load, wherein the second subsystem comprises three arrays each comprising at least two modules electrically connected together to output a superimposed AC voltage signal comprising an output voltage from each of the at least two modules, wherein each of the modules of the second subsystem comprises an energy source and a converter, wherein the first and second subsystems are coupled together by a first plurality of switches such that the first and second subsystems are electrically connectable in parallel for charging. The system may further include a third subsystem configured to provide three-phase power to a third load, wherein the third subsystem includes three arrays, each including at least two modules electrically connected together to output a superimposed AC voltage signal including an output voltage from each of the at least two modules, wherein each of the modules of the third subsystem includes an energy source and a converter, wherein the first and third subsystems are coupled together by a second plurality of switches such that the first and third subsystems may be electrically connected in parallel for charging.

In an embodiment of the thirteenth group, there is provided a method of charging a modular energy system, wherein the system is configured according to any of the embodiments of the twelfth group, and the method includes controlling the modular energy system when a charging signal is applied to charge the modular energy system and balance at least one operating characteristic of the system.

In some embodiments of the thirteenth group, the at least one operating characteristic is temperature.

In some embodiments of the thirteenth group, the charging signal is a three-phase charging signal, a single-phase charging signal, or a Direct Current (DC) charging signal.

In some embodiments of the thirteenth group, the modular energy system is controlled to maintain the power factor of the system within a threshold of one.

In some embodiments of the thirteenth group, controlling the modular energy system includes controlling a converter of a module of the energy system.

In an embodiment of the fourteenth group, a control system is provided to the modular energy system configured according to any of the embodiments of the twelfth group.

In an embodiment of a fifteenth group, a computer readable medium is provided that includes a plurality of instructions that when executed by processing circuitry cause the processing circuitry to control charging of a modular energy system configured according to any of the embodiments of the twelfth group.

In a sixteenth group of embodiments, there is provided an energy storage system configured to supply electric power to an electric motor of an electric vehicle, the system comprising: three arrays, each array comprising at least two modules electrically connected together to output a superimposed AC voltage signal comprising an output voltage from each of the at least two modules to the motor, wherein each of the modules comprises an energy source and a DC-AC converter; a charging port configured to conduct a DC or AC signal; bi-directional routing circuitry connected between the charging port and the three arrays, wherein the routing circuitry is controllable to selectively route DC or AC signals to each of the three arrays; and a control system configured to control the converter of each module to receive and generate DC or AC power, the control system further configured to communicate with an external controller of the power consuming entity to perform power transfer from the energy storage system to the power consuming entity.

In some embodiments of the sixteenth group, the control system is configured to communicate with the external controller to perform power transfer as part of a vehicle-to-grid (V2G), vehicle-to-home (V2H), vehicle-to-building (V2B), vehicle-to-community (V2C), or vehicle-to-vehicle (V2V) application.

In some embodiments of the sixteenth group, the control system is configured to communicate with an external controller to perform power transfer as part of a vehicle-to-everything (V2A) or vehicle-to-everything (V2X) application.

In some embodiments of the sixteenth group, the control system is configured to detect a connection of the energy storage system to an external controller.

In some embodiments of the sixteenth group, the control system is configured to control power output from the array through the routing circuitry and through the charging port to the power consuming entity, wherein the power output from the array is in a format requested by the external controller. The control system may be configured to control the power output while maintaining a balance of state of charge and/or temperature between the energy sources of the modules.

In some embodiments of the sixteenth group, the control system is configured to communicate with an external controller to identify when to perform power transfer with the power consuming entity.

The term "module" as used herein refers to one of two or more devices or subsystems within a system. The modules may be configured to work in conjunction with other modules of similar size, function, and physical arrangement (e.g., location of electrical terminals, connectors, etc.). Modules having the same function and energy source may be configured to be the same (e.g., size and physical arrangement) as all other modules within the same system (e.g., rack or package), while modules having different functions or energy sources may differ in size and physical arrangement. While each module may be physically removable and replaceable with respect to other modules of the system (e.g., such as wheels on an automobile, or blades in an Information Technology (IT) blade server), this is not required. For example, the system may be enclosed in a common housing that does not permit removal and replacement of any one module without disassembly of the entire system. However, any and all embodiments herein may be configured such that each module may be removed and replaced in a convenient manner with respect to other modules, e.g., without the need to disassemble the system.

The term "master control device" is used herein in a broad sense and does not require implementation of any particular protocol, such as a master-slave relationship with any other device (e.g., a local control device).

The term "output" is used herein in a broad sense and does not exclude acting as both an output and an input in a bi-directional manner. Similarly, the term "input" is used herein in a broad sense and does not exclude acting as both an input and an output in a bi-directional manner.

The terms "terminal" and "port" are used herein in a broad sense, may be unidirectional or bidirectional, and may be input or output.

The term "nominal voltage" is a common measure describing a battery cell and is provided by the manufacturer (e.g., by marking on the battery or in a data table). The nominal voltage often refers to the average voltage that the battery cells output when charged and may be used to describe the voltage of the entity incorporating the battery cells (e.g., the battery modules and subsystems and systems of the present subject matter).

The term "C-rate" is a common measure describing the discharge current divided by the theoretical current consumption at which the battery will deliver its nominal rated capacity within one hour.

Various aspects of the inventive subject matter are set forth below to review and/or supplement the embodiments described heretofore, with emphasis herein being placed upon the interrelationship and interchangeability of the following embodiments. In other words, unless expressly stated otherwise or logically unreasonable, emphasis is placed upon the fact that each feature of the embodiments may be combined with each other feature.

The processing circuitry may comprise one or more processors, microprocessors, controllers, and/or microcontrollers, each of which may be a discrete or stand-alone chip or distributed among several different chips (and a portion thereof). Any type of processing circuitry may be implemented, such as, but not limited to, personal computing architectures (e.g., for use in desktop PCs, laptops, tablet computers, etc.), programmable gate array architectures, proprietary architectures, custom architectures, and the like. The processing circuitry may comprise a digital signal processor, which may be implemented in hardware and/or software. The processing circuitry may execute software instructions stored on the memory that cause the processing circuitry to take many different actions and control other components.

The processing circuitry may also execute other software and/or hardware routines. For example, the processing circuitry may interface with the communication circuitry and perform analog-to-digital conversion, encoding and decoding, other digital signal processing, multimedia functions, conversion of data to a format suitable for provision to the communication circuitry (e.g., in-phase and quadrature), and/or may cause the communication circuitry to transmit data (wired or wireless).

Any and all communication signals described herein may be communicated wirelessly unless noted or logically unreasonable. Communication circuitry may be included for wireless communication. The communication circuitry may be implemented as one or more chips and/or components (e.g., a transmitter, receiver, transceiver, and/or other communication circuitry) that perform wireless communications via links under appropriate protocols (e.g., wi-Fi, bluetooth low energy, near Field Communication (NFC), radio Frequency Identification (RFID), proprietary protocols, etc.). One or more other antennas may be included in the communication circuitry as desired to operate with various protocols and circuits. In some embodiments, the communication circuitry may share an antenna for transmission via a link. RF communication circuitry may include a transmitter and receiver (e.g., integrated as a transceiver) and associated encoder logic.

The processing circuitry may also be adapted to execute an operating system and any software applications, and perform those other functions not related to the processing of transmitted and received communications.

Computer program instructions for carrying out operations in accordance with the described subject matter may be written in any combination of the following: one or more programming languages, including an object oriented programming language such as Java, javaScript, smalltalk, C ++, C#, act-SQL, XML, PHP, and the like, and conventional programming languages such as the "C" programming language or similar programming languages.

The memory, storage, and/or computer-readable medium may be shared by one or more of the various functional units present, or may be distributed among two or more thereof (e.g., as separate memories present in different chips). The memory may also reside in its own separate chip.

If the embodiments disclosed herein include or operate in association with memory, storage devices, and/or computer-readable media, the memory, storage devices, and/or computer-readable media are non-transitory. Accordingly, if the memory, storage device, and/or computer-readable medium are covered by one or more claims, the memory, storage device, and/or computer-readable medium are only non-transitory. The terms "non-transitory" and "tangible" as used herein are intended to describe memory, storage devices, and/or computer-readable media that do not include propagated electromagnetic signals, but are not intended to limit the type of memory, storage device, and/or computer-readable media in terms of persistent storage or otherwise. For example, "non-transitory" and/or "tangible" memory, storage, and/or computer-readable media encompass volatile and non-volatile media, such as random access media (e.g., RAM, SRAM, DRAM, FRAM, etc.), read-only media (e.g., ROM, PROM, EPROM, EEPROM, flash memory, etc.), and combinations thereof (e.g., hybrid RAM and ROM, NVRAM, etc.), and variations thereof.

It should be noted that all features, elements, components, functions, and steps described with respect to any embodiment provided herein are intended to be combinable and replaceable with features, elements, components, functions, and steps from any other embodiment. If a particular feature, element, component, function, or step is described with respect to only one embodiment, it should be understood that the feature, element, component, function, or step can be used with every other embodiment described herein unless expressly stated otherwise. Thus, this paragraph at any time serves as a basis for and a written support for introducing features, elements, components, functions and steps from different embodiments or substituting features, elements, components, functions and steps from one embodiment for features, elements, components, functions and steps from another embodiment even if the following description does not explicitly indicate that such combinations or substitutions are possible in certain instances. It is expressly recognized that the explicit recitation of each and every possible combination and substitution is overly cumbersome, especially in view of the tolerability of one of ordinary skill in the art to readily recognize each such combination and substitution.

As used herein and in the appended claims, the singular forms "a," "an," and "the" include plural referents unless the context clearly dictates otherwise.

While the embodiments are susceptible to various modifications and alternative forms, specific examples thereof have been shown in the drawings and are herein described in detail. It should be understood, however, that the embodiments are not to be limited to the particular forms disclosed, but to the contrary, the embodiments are to cover all modifications, equivalents, and alternatives falling within the spirit of the disclosure. Furthermore, any features, functions, steps or elements of the embodiments, as well as negative limitations that define the scope by features, functions, steps or elements that are not within the scope of the claimed invention, may be recited in or added to the claims.

Claims

1. A module-based energy system for an Electric Vehicle (EV), comprising:

a plurality of converter modules coupled together in a cascade, each of the plurality of converter modules including converter electronics electrically coupled with an energy source and a housing for housing the converter electronics and the energy source, wherein the plurality of converter modules are configured to supply multiphase power to one or more electric motors of the EV;

A first plurality of channels configured to conduct a coolant; a kind of electronic device with high-pressure air-conditioning system

A second plurality of channels configured to conduct a coolant,

wherein the first plurality of channels is disposed across a passenger side top of the plurality of converter modules and the second plurality of channels is disposed across a road side bottom of the plurality of converter modules.

2. The system of claim 1, wherein the converter electronics are positioned in an upper portion of each module and the energy source is positioned in a lower portion of each module.

3. The system of claim 2, wherein the converter electronics of each module comprises a plurality of power transistors, and wherein each module comprises a substrate having electrical connections with the plurality of power transistors, wherein the converter electronics are inverted such that the substrate is positioned over the plurality of power transistors.

4. The system of any of the preceding claims, further comprising:

a top housing portion configured to be placed over the first plurality of channels;

a bottom housing portion configured to be placed under the second plurality of channels; a kind of electronic device with high-pressure air-conditioning system

A side housing portion configured to be placed between the top housing portion and the bottom housing portion.

5. The system of claim 4, further comprising:

an upper heat sink configured to be placed between the first plurality of channels and an upper surface of the plurality of converter modules; a kind of electronic device with high-pressure air-conditioning system

A lower heat sink configured to be placed between the second plurality of channels and a lower surface of the plurality of converter modules.

6. The system of claim 5, wherein the top housing portion and the upper heat sink each comprise a recess configured to receive the first plurality of channels, and wherein the bottom housing portion and the lower heat sink each comprise a recess configured to receive the second plurality of channels.

7. The system of claim 5 or 6, wherein the lower heat sink is configured as a basin configured to house the plurality of modules, and the upper heat sink is configured as a cover configured to couple with the basin.

8. The system of any of the preceding claims, wherein the first plurality of channels is vertically offset from the second plurality of channels.

9. The system of any of the preceding claims, further comprising a frame having a plurality of struts configured to extend between the plurality of converter modules.

10. The system of any of the preceding claims, wherein the first and second plurality of channels are configured to be coupled with a thermal management system configured to selectively direct coolant through at least two of: only through the first plurality of channels, only through the second plurality of channels, and simultaneously through both the first plurality of channels and the second plurality of channels.

11. A thermal management system for a plurality of converter modules of an Electric Vehicle (EV), wherein the plurality of converter modules each include converter electronics electrically coupled to an energy source and a housing for housing the converter electronics and the energy source, wherein the plurality of converter modules are configured to supply multiphase power to one or more electric motors of the EV, the thermal management system comprising:

a plurality of pumps coupled to the fluid network; a kind of electronic device with high-pressure air-conditioning system

A plurality of heat exchangers coupled to the fluid network,

wherein the thermal management system is controllable to independently circulate coolant about the energy sources of the plurality of converter modules and independently circulate coolant about the converter electronics of the plurality of converter modules.

12. The thermal management system of claim 11, wherein the system is configured to form a first thermal management loop with a first pump of the plurality of pumps, a first heat exchanger of the plurality of heat exchangers, and a heater unit, wherein the first thermal management loop is configured to circulate coolant proximate the energy sources of the plurality of converter modules to heat or cool the energy sources.

13. The thermal management system of claim 12, wherein the system is configured to heat the energy sources of the plurality of converter modules by moving coolant through the first thermal management loop, wherein the heater unit is activated and the first heat exchanger is deactivated or bypassed.

14. The thermal management system of claim 12 or 13, wherein the system is configured to cool the energy sources of the plurality of converter modules by moving coolant through the first thermal management loop including the first heat exchanger, wherein the heater unit is deactivated or bypassed.

15. The thermal management system of any one of claims 12-14, wherein the system is configured to form a second thermal management loop with a second pump of the plurality of pumps and a second heat exchanger of the plurality of heat exchangers, wherein the second thermal management loop is configured to circulate coolant proximate the converter electronics of the plurality of converter modules to cool the converter electronics.

16. The thermal management system of any one of claims 11-15, wherein the system is configured to form a third thermal management circuit with the first pump and the second pump, wherein the third thermal management circuit is configured to circulate coolant in proximity to the converter electronics of the plurality of converter modules and the energy source of the plurality of converter modules.

17. The thermal management system of claim 16, wherein the third thermal management loop is configurable to circulate coolant through one or both of the first heat exchanger and the second heat exchanger.

18. The thermal management system of claim 11, further comprising a plurality of valves selectively controllable to independently circulate coolant about the energy sources of the plurality of converter modules and independently circulate coolant about the converter electronics of the plurality of converter modules.

19. The thermal management system of any one of claims 12-17, further comprising one or more first valves controllable to a first state forming the first thermal management loop and the second thermal management loop, and controllable to a second state forming the third thermal management loop.

20. The thermal management system of claim 19, further comprising a second valve controllable to direct coolant through or around the first heat exchanger.

21. The thermal management system of claim 20, further comprising a third valve controllable to direct coolant through or around the second heat exchanger.

22. The thermal management system of any one of claims 12-21, wherein the first heat exchanger is a cooler coupled with an air conditioning cooling system of the EV.

23. The thermal management system of claim 22, wherein the air conditioning cooling system comprises a first valve configured to selectively permit coolant to flow through the chiller.

24. The thermal management system of claim 23, wherein the air conditioning cooling system comprises a second valve configured to selectively permit coolant to flow through a charge network distributor or a power distribution unit of the EV.

25. The thermal management system of any one of claims 11-24, further configured to cool the one or more electric motors of the EV.

26. The thermal management system of claim 25, further comprising a fourth thermal management circuit configured to cool the one or more electric motors.

27. A method of cooling a plurality of converter modules of an Electric Vehicle (EV), wherein the plurality of converter modules each include converter electronics electrically coupled with an energy source and a housing for housing the converter electronics and the energy source, wherein the plurality of converter modules are configured to supply multiphase power to one or more electric motors of the EV, the method comprising:

circulating coolant through a first set of channels in proximity to the energy sources of the plurality of converter modules to heat or cool the energy sources; a kind of electronic device with high-pressure air-conditioning system

A coolant is circulated through a second set of channels in proximity to the converter electronics of the plurality of converter modules to cool the converter electronics of the plurality of modules.

28. The method of claim 30, further comprising configuring a valve state of the thermal management system to form:

a first thermal management circuit for circulating coolant through the first set of channels in proximity to the energy source; a kind of electronic device with high-pressure air-conditioning system

A second thermal management circuit for circulating coolant through the second set of channels in proximity to the converter electronics.

29. The method of claim 31, further comprising activating a heater unit in the first management loop to heat the energy source with a circulating coolant.

30. The method of claim 32, further comprising circulating coolant in the first thermal management loop without circulating coolant in the second thermal management loop.

31. The method of any one of claims 32 or 33, further comprising circulating coolant in the second thermal management loop without circulating coolant in the first thermal management loop.

32. The method of any of claims 32-34, further comprising circulating coolant in the first thermal management circuit and the second thermal management circuit simultaneously.

33. The method of claim 32, further comprising circulating coolant in the first thermal management loop through a first heat exchanger, wherein the heater unit is deactivated or bypassed.

34. The method of any of claims 31-36, further comprising configuring a valve state of the thermal management system to form a third thermal management loop for circulating coolant through the first set of channels in proximity to the energy source and for circulating coolant through the second set of channels in proximity to the converter electronics.

35. The method of claim 37, further comprising circulating a coolant through the third thermal management loop comprising a first heat exchanger and a second heat exchanger.

36. The method of claim 37, further comprising circulating a coolant through the third thermal management loop including a first heat exchanger while bypassing a second heat exchanger of the third thermal management loop.

37. The method of claim 37, further comprising circulating coolant through the third thermal management loop including a second heat exchanger while bypassing a first heat exchanger of the third thermal management loop.

38. An energy system, comprising:

a plurality of converter modules connected in a cascaded manner with one or more arrays, wherein each converter module comprises:

an upper cover and a base configured to be positioned below the upper cover;

an upper substrate having an upper surface and a lower surface, wherein the upper surface is adjacent to the upper lid;

a lower substrate electrically connected to the upper substrate;

a plurality of power transistors physically connected to the lower surface of the upper substrate;

A control device physically connected to the lower substrate; a kind of electronic device with high-pressure air-conditioning system

An energy source electrically coupled to the plurality of power transistors and the control device.

39. A Power and Control Distribution Assembly (PCDA) for an Electric Vehicle (EV) having at least one electric motor and a plurality of converter modules configured to generate three or more AC signals for supplying the at least one electric motor, the three or more AC signals each having a different phase angle, wherein each of the plurality of converter modules includes an energy source, a power converter electrically connected to the energy source, and a local control device configured to generate a switching signal for the converter, wherein the PCDA comprises:

a main control device configured to communicate control information to each local control device of the plurality of converter modules and configured to communicate with a vehicle control device of the EV;

a drive unit for a first subsystem of the EV;

an auxiliary control device communicatively coupled with the main control device and the drive unit, wherein the auxiliary control device is configured to control the drive unit and is configured to communicate with the vehicle control device; a kind of electronic device with high-pressure air-conditioning system

A housing configured to house the main control device, the drive unit, and the auxiliary control device.

40. The PCDA according to claim 42, further comprising an auxiliary power interface for outputting auxiliary power from at least one of the plurality of converter modules to a second subsystem of the EV.

41. The PCDA of claim 42, wherein the plurality of converter modules are arranged in three arrays, each array including two or more converter modules connected in series, and each array being configured to generate a different one of the three AC signals, the PCDA further comprising routing circuitry communicatively coupled with the master control device, wherein the routing circuitry is controllable by the master control device to selectively connect power from a DC or single-phase AC charging port to the three arrays.

42. The PCDA of claim 44, wherein the routing circuitry includes a plurality of solid state relays.

43. The PCDA according to claim 42, further comprising a plurality of electromechanical relays for interrupting current between the at least one motor and the plurality of converter modules.

44. The PCDA of claim 42, further comprising a DC-DC converter configured to generate a first DC voltage from a second DC voltage from at least one module of the plurality of modules.

45. The PCDA of claim 42, further comprising monitoring circuitry configured to monitor at least one of a voltage, a current, or a phase of each of the three AC signals.

46. The PCDA according to claim 42, further comprising a safety disconnect device for interrupting current between the PCDA and the plurality of converter modules.

47. The PCDA according to claim 42, wherein the drive unit is a first drive unit, the PCDA further comprising a second drive unit for a second subsystem of the EV, wherein the auxiliary control device is configured to control the second drive unit.

48. A Power and Control Distribution Assembly (PCDA) for an Electric Vehicle (EV) having at least one electric motor and a plurality of converter modules configured to generate three or more AC signals for supplying the at least one electric motor, the three or more AC signals each having a different phase angle, wherein each of the plurality of converter modules includes an energy source, a power converter electrically connected to the energy source, and a local control device configured to generate a switching signal for the converter, wherein the PCDA comprises:

a first drive unit for a first subsystem of the EV;

a second drive unit for a second subsystem of the EV;

an auxiliary control device communicatively coupled with the main control device and the first and second drive units, wherein the auxiliary control device is configured to control the first and second drive units and is configured to communicate with the vehicle control device;

an auxiliary power interface for outputting auxiliary power from at least one of the plurality of converter modules to a second subsystem of the EV;

a plurality of electromechanical relays for interrupting current between the at least one motor and the plurality of converter modules;

a DC-DC converter configured to generate a first DC voltage from a second DC voltage from at least one module of the plurality of modules;

monitoring circuitry configured to monitor at least one of a voltage, a current, or a phase of each of the three AC signals;

Safety disconnect means for interrupting current flow between the PCDA and the plurality of converter modules; a kind of electronic device with high-pressure air-conditioning system

A housing configured to house the main control device, the first drive unit, the second drive unit, the auxiliary control device, the auxiliary power interface, the plurality of electromechanical relays, the DC-DC converter, the monitoring circuitry, and the safety disconnect device.

49. A universal platform for an electric vehicle, comprising:

a frame;

an energy source housing;

at least one motor; a kind of electronic device with high-pressure air-conditioning system

A plurality of converter modules configured to generate three or more AC signals for supplying the at least one electric motor, the three or more AC signals each having a different phase angle, wherein each of the plurality of converter modules comprises an energy source and a power converter electrically connected to the energy source,

wherein the universal platform is adapted to attach to different roof tops to form different EV models.

50. The universal platform of claim 52, wherein the universal platform further comprises a power and control distribution assembly according to any one of claims 42 to 51.

51. The universal platform according to claim 52 or 53, wherein the universal platform further comprises a thermal management system configured according to any one of claims 1 to 26.

52. A plurality of electric vehicles, comprising:

a first electric vehicle comprising a first body top and a first electric powertrain platform, wherein the first electric powertrain platform comprises:

at least one first motor;

a first plurality of converter modules configured to generate three or more AC signals for supplying the at least one first electric motor, the three or more AC signals each having a different phase angle, wherein each of the plurality of converter modules includes an energy source and a power converter electrically connected to the energy source; a kind of electronic device with high-pressure air-conditioning system

A first energy system housing for housing the first plurality of converter modules; a kind of electronic device with high-pressure air-conditioning system

A second electric vehicle comprising a second body top and a second electric powertrain platform, wherein the second electric powertrain platform comprises:

at least one second motor;

a second plurality of converter modules configured to generate three or more AC signals for supplying the at least one second electric motor, the three or more AC signals each having a different phase angle, wherein each of the second plurality of converter modules includes an energy source and a power converter electrically connected to the energy source; a kind of electronic device with high-pressure air-conditioning system

A second energy system housing for housing the second plurality of converter modules; and is also provided with

Wherein the first body top is different from the second body top,

wherein the first plurality of converter modules and the second plurality of converter modules are each configured to produce a different maximum output power, an

Wherein the first energy system housing and the second energy system housing each have the same form factor.

53. The plurality of electric vehicles of claim 55, wherein the first electric vehicle does not have an independent drive inverter for the at least one first motor, and wherein the second electric vehicle does not have an independent drive inverter for the at least one second motor.

54. The plurality of electric vehicles of claim 55, wherein a number of converter modules in the first plurality of converter modules is different than a number of converter modules in the second plurality of converter modules.

55. The plurality of electric vehicles of claim 55, wherein the first body type and the second body type are different body types selected from the group consisting of: car sports cars, sedans, sports cars, trucks, vans, buses, and sport utility vehicles.

56. A modular energy system of an Electric Vehicle (EV), comprising:

three arrays, each array comprising at least two levels of modules electrically connected together to output an AC voltage signal comprising a superposition of output voltages from each of the at least two modules, wherein each of the modules comprises a first energy source, a second energy source and a converter,

wherein the first energy source and the second energy source are of different categories or types,

wherein the chassis of the EV has a length axis and a perpendicular width axis each extending transversely across a plane of the EV, wherein a first dimension of the chassis along the length axis is relatively longer than a second dimension of the chassis along the width axis,

wherein the three arrays are arranged in a package configured to fit within the chassis,

wherein the first energy source and the second energy source are placed on different lateral sides of each module,

wherein the three arrays are arranged in columns parallel to the length axis, an

Wherein the first energy sources of the modules of each array are arranged in columns parallel to the length axis and the second energy sources of the modules of each array are arranged in columns parallel to the length axis.

57. The system of claim 59, wherein the first energy source columns alternate with the second energy source columns.

58. The system of claim 59, further comprising at least one interconnect module connected to at least one of the three arrays.

59. A modular energy system controllable to supply power to a load, comprising:

three arrays, each array comprising at least two modules electrically connected together to output an AC voltage signal comprising a superposition of output voltages from each of the at least two modules, wherein each of the modules comprises an energy source and a converter;

a charging port configured to conduct a DC or single-phase AC charging signal; a kind of electronic device with high-pressure air-conditioning system

Routing circuitry connected between the charging port and the three arrays, wherein the routing circuitry is controllable to selectively route the DC or single-phase AC charging signal to each of the three arrays, and wherein the routing circuitry comprises a plurality of Solid State Relay (SSR) circuits each comprising at least one transistor.

60. The system of claim 62, further comprising a control system communicatively coupled with the routing circuitry, wherein the control system is configured to control the routing circuitry to selectively route the DC or single-phase AC charging signals to each of the three arrays.

61. The system of claim 63, wherein the control system is communicatively coupled with each module of the three arrays and configured to control the converter of each module to charge each module.

62. The system of claim 64, wherein the control system is configured to control the converter of each module according to pulse width modulation or hysteresis techniques.

63. The system of claim 65, wherein each module comprises monitoring circuitry configured to monitor status information of the module, wherein each module is configured to output the status information to the control system, and wherein the control system is configured to control the converter of each module based on the status information.

64. The system of claim 66, wherein the status information relates to a temperature and a state of charge of the modules, and wherein the control system is configured to control the converter of each module to balance the temperature and the state of charge of all modules of the array.

65. The system of claim 63, wherein the routing circuitry is bi-directional.

66. The system of claim 63, wherein the transistor is a first transistor and at least one SSR circuit includes a second transistor coupled in series with the first transistor, wherein the first transistor and the second transistor each have a gate node coupled to a control input.

67. The system of claim 69, wherein the first transistor and the second transistor each have body diodes oriented in opposite current carrying directions.

68. A system according to claim 63 wherein at least one SSR circuit includes the transistor coupled with at least four diodes, wherein the transistor has a gate node coupled with a control input of the at least one SSR circuit.

69. A system according to claim 71 wherein said at least one SSR circuit includes an input and an output and is configured such that activation of said transistor allows current to pass from said input through at least two of said transistor and said diode and to said output and is configured such that deactivation of said transistor prevents current from passing from said input to said output.

70. The system of claim 63, wherein the routing circuitry includes a first port configured to couple with a dc+ charging signal or a single phase AC line charging signal, a second port configured to couple with a DC-charging signal or a single phase AC neutral signal, a third port coupled with the first array, a fourth port coupled with the second array, and a fifth port coupled with the third array, and comprising:

A first SSR circuit coupled between the first port and the third port;

a second SSR circuit coupled between the first port and the fourth port;

a third SSR circuit coupled between the fourth port and the second port; a kind of electronic device with high-pressure air-conditioning system

Fourth SSR circuitry coupled between the fifth port and the second port.

71. An energy storage system configured to supply electrical power to an electric motor of an electric vehicle, the system comprising:

three arrays, each array comprising at least two modules electrically connected together to output a superimposed AC voltage signal comprising an output voltage from each of the at least two modules to the motor, wherein each of the modules comprises an energy source and a DC-AC converter;

a charging port configured to conduct a DC or AC signal;

bi-directional routing circuitry connected between the charging port and the three arrays, wherein the routing circuitry is controllable to selectively route the DC or AC signals to each of the three arrays; a kind of electronic device with high-pressure air-conditioning system

A control system configured to control the converter of each module to receive and generate DC or AC power, the control system further configured to communicate with an external controller of a power consuming entity to perform power transfer from the energy storage system to the power consuming entity.

72. The system of claim 74, wherein the control system is configured to communicate with the external controller to perform power transfer as part of a vehicle-to-grid (V2G), vehicle-to-home (V2H), vehicle-to-building (V2B), vehicle-to-community (V2C), or vehicle-to-vehicle (V2V) application.

73. The system of claim 74, wherein the control system is configured to communicate with the external controller to perform power transfer as part of a vehicle-to-everything (V2A) or vehicle-to-everything (V2X) application.

74. The system of claim 74, wherein the control system is configured to detect a connection of the energy storage system with the external controller.

75. The system of claim 74, wherein the control system is configured to control power output from the array through the routing circuitry and through the charging port to the power consuming entity, wherein the power output from the array is in a format requested by the external controller.

76. The system of claim 78, wherein the control system is configured to control the power output while maintaining a balance of state of charge and/or temperature between the energy sources of the modules.

77. The system of claim 74, wherein the control system is configured to communicate with the external controller to identify when to perform power transfer with the power consuming entity.