Externally excited synchronous machine-based electric drive integrating galvanically isolated AC
An automotive power system integrates a power factor correction circuit, an H-bridge power module, an externally excited synchronous machine, a traction inverter, and a traction battery. The system operates in two modes: driving and charging. In driving mode, power flows from the traction battery through the H-bridge power module and the traction inverter to the externally excited synchronous machine, enabling vehicle propulsion. In charging mode, power from an AC source is routed sequentially through the power factor correction circuit, the H-bridge power module, the synchronous machine, and the traction inverter.
1 . A vehicle comprising:
a power system, including a power factor correction circuit, an H-bridge power module, an externally excited synchronous machine, a traction inverter, and a traction battery, configured such that during a drive mode, the H-bridge power module and traction inverter are each connected between the traction battery and externally excited synchronous machine, and during a charge mode, the H-bridge power module and externally excited synchronous machine are connected between the power factor correction circuit and traction inverter.
2 . The vehicle of claim 1 , wherein the power system is further configured such that, during the drive mode, power from the traction battery flows through each of the H-bridge power module and traction inverter to the externally excited synchronous machine.
3 . The vehicle of claim 1 , wherein the power system is further configured such that, during the charge mode, power from an AC source flows sequentially through the power factor correction circuit, H-bridge power module, externally excited synchronous machine, traction inverter, and to the traction battery.
4 . The vehicle of claim 1 , wherein the traction inverter includes phase legs and wherein the externally excited synchronous machine includes stator windings connected to the phase legs.
5 . The vehicle of claim 4 , wherein the stator windings are connected to a neutral point.
6 . The vehicle of claim 5 , wherein the traction inverter includes a pair of series connected capacitors and wherein the power system is further configured such that, during the charge mode, the neutral point is connected between the capacitors.
7 . The vehicle of claim 4 , wherein the externally excited synchronous machine includes a rotor winding connected with the H-bridge power module and air-gapped from the stator windings.
8 . The vehicle of claim 1 , wherein the power system further includes a pair of three-way switches having different connection states during the drive mode and charge mode.
9 . A method comprising:
changing connection states of contactors such that, during a drive mode, power from a traction battery flows through each of an H-bridge power module and a traction inverter to an externally excited synchronous machine that drives a vehicle, and during a charge mode, power from an AC source flows sequentially through a power factor correction circuit, the H-bridge power module, the externally excited synchronous machine, the traction inverter, and to the traction battery.
10 . The method of claim 9 further comprising changing connection states of the contactors such that, during the charge mode, a neutral point of the externally excited synchronous machine is connected between a pair of capacitors of the traction inverter.
11 . An automotive power system comprising:
a power factor correction circuit, an H-bridge power module, an externally excited synchronous machine, a traction inverter, and a traction battery collectively configured such that, during a drive mode, power from the traction battery flows through each of the H-bridge power module and traction inverter to the externally excited synchronous machine, and during a charge mode, power from an AC source flows sequentially through the power factor correction circuit, H-bridge power module, externally excited synchronous machine, traction inverter, and to the traction battery.
12 . The automotive power system of claim 11 , wherein the power factor correction circuit, H-bridge power module, externally excited synchronous machine, traction inverter, and traction battery are further collectively configured such that that during the drive mode, the H-bridge power module and traction inverter are each connected between the traction battery and externally excited synchronous machine.
13 . The automotive power system of claim 11 , wherein the power factor correction circuit, H-bridge power module, externally excited synchronous machine, traction inverter, and traction battery are further collectively configured such that during the charge mode, the H-bridge power module and externally excited synchronous machine are connected between the power factor correction circuit and traction inverter.
14 . The automotive power system of claim 11 , wherein the traction inverter includes phase legs and wherein the externally excited synchronous machine includes stator windings connected to the phase legs.
15 . The automotive power system of claim 14 , wherein the stator windings are connected to a neutral point.
16 . The automotive power system of claim 15 , wherein the traction inverter includes a pair of series connected capacitors and wherein the power factor correction circuit, H-bridge power module, externally excited synchronous machine, traction inverter, and traction battery are further collectively configured such that, during the charge mode, the neutral point is connected between the capacitors.
17 . The automotive power system of claim 14 , wherein the externally excited synchronous machine includes a rotor winding connected with the H-bridge power module and air-gapped from the stator windings.