Abstract: A multi-phase power inverter for an electric propulsion system includes a plurality of H-type multilevel power converters arranged between a high-voltage DC power supply and an electric machine. Each of the plurality of H-type multilevel power converters is a solid-state integrated circuit (IC) that includes a positive DC power bus, a negative DC power bus, a neutral bus, and a plurality of semiconductor switches disposed in a stacked arrangement. The plurality of semiconductor switches is interconnected via the positive DC power bus, the negative DC power bus, and the neutral bus.

Abstract: A multi-phase power inverter for an electric propulsion system includes a plurality of T-type multilevel power converters arranged between a high-voltage direct current (DC) power supply and an electric machine. Each of the plurality of T-type multilevel power converters is a solid-state integrated circuit that includes a positive DC power bus, a negative DC power bus, a neutral bus, and a plurality of semiconductor switches disposed in a stacked arrangement. The plurality of semiconductor switches is interconnected via the positive DC power bus, the negative DC power bus, and the neutral bus.

Abstract: A multi-phase power inverter for an electric propulsion system includes a plurality of X-type multilevel power converters arranged between a high-voltage direct current (DC) power supply and an electric machine. Each of the plurality of X-type multilevel power converters is a solid-state integrated circuit (IC) that includes a positive DC power bus, a negative DC power bus, a neutral bus, and a plurality of semiconductor switches disposed in a stacked arrangement. The plurality of semiconductor switches is interconnected via the positive DC power bus, the negative DC power bus, and the neutral bus.

Abstract: A multi-phase power inverter for an electric propulsion system includes a plurality of T-type multilevel power converters arranged between a high-voltage direct current (DC) power supply and an electric machine. Each of the plurality of T-type multilevel power converters is a solid-state integrated circuit that includes a positive DC power bus, a negative DC power bus, a neutral bus, and a plurality of semiconductor switches disposed in a stacked arrangement. The plurality of semiconductor switches is interconnected via the positive DC power bus, the negative DC power bus, and the neutral bus.

Abstract: Systems and methods are provided for vehicular computation management. The system includes, onboard a vehicle, electric control units (ECUs), a battery, a communication system, and a controller. The controller is configured to monitor energy consumption, operate the vehicle as a computational hub when the energy consumption is less than a threshold, including providing computational resources to an external node, determine whether the vehicle has excess energy and computational capacity when the energy consumption is equal to or greater than the threshold, including determining a usage of each of the ECUs and determining an energy consumption of tasks executing thereon, and operate the vehicle as a hybrid computational hub when the vehicle has excess energy and computational capacity, including providing excess computational capacity of the ECUs to the external node.

Abstract: A power module and a multi-level inverter package is disclosed. At least four conductive traces are disposed on a substrate. Each conductive trace includes an insulation board, a gate bus disposed on the insulation board, a kelvin bus disposed on the insulation board, and a semiconductor die operating as a transistor. The semiconductor die including a drain, a gate, and a source. The drain is coupled to the conductive trace. The source is coupled to the kelvin bus and to an electrical connection off of the conductive trace. The gate is coupled to the gate bus.

Abstract: An electrical system includes a battery, temperature sensor, and battery charging station connectable to the battery and to an alternating current (AC) power supply. The charging station includes connected battery charging and heating circuits. The charging circuit includes a first plurality of power switches configured to rectify an AC input voltage from the power supply into a direct current (DC) voltage for charging the battery during a battery charging mode. The heating circuit includes a voltage bus, transformer, series switch, and a second plurality of power switches downstream of the transformer. The heating circuit generates an AC battery current from the DC voltage and injects the same into the battery during a battery heating mode. An electronic controller controls the power switches and the series switch to perform the charging and heating modes, doing so via a corresponding method.

Abstract: A method for heating a battery pack of an electrified powertrain system having an electric motor includes determining a temperature of the battery pack. Responsive to the battery temperature being less than a predetermined threshold temperature, the method includes executing a self-heating mode of the battery pack. This includes injecting a high-frequency direct-axis alternating current voltage waveform that minimizes output torque and prevents rotation of a rotor of the electric motor. An AC current waveform is applied to the battery pack as a result of the voltage injection. A controller includes a temperature sensor configured for determining a temperature of the battery pack and a processor configured to perform the method. A motor vehicle includes the controller, an electrified powertrain system having the battery pack and an electric motor, and road wheels connected to and powered by electric motor.

Abstract: An electric drive unit includes a housing and a rotor rotatably supported in the housing. The rotor includes a rotor shaft defining a rotor axis and a plurality of rotor laminations fixedly mounted to the shaft. The plurality of rotor laminations support a plurality of magnetic poles, and a hydraulic unit connected to the plurality of rotor laminations. The hydraulic unit has a magnetic shunt that is selectively shiftable relative to the plurality of magnetic poles. A position sensing system is operable to detect a rotational speed of the rotor and a position of the magnetic shunt relative to the plurality of magnetic poles. The position sensing system includes a rotor shaft position trigger coupled for rotation with the rotor shaft, and a magnetic shunt position trigger supported by the hydraulic unit.

Abstract: A motor vehicle includes an AC (alternating current) electric motor having a stator with a plurality of stator windings, a rechargeable source of stored electrical energy, and an inverter coupled to the rechargeable source of stored electrical energy and to the AC electric motor. The system also includes one or more controllers collectively programmed to switch the inverter to provide alternating current propulsive energy from the rechargeable source of stored electrical energy to the plurality of stator windings and, using at least one of the stator windings as a boost inductor, switch the inverter to step up a voltage at a charging input coupled to the inverter to charge the rechargeable source of stored electrical energy.

Abstract: A motor vehicle includes a multiphase AC electric motor having a stator wound with a first stator winding set including three phases and a second stator winding set including three phases, the three phases of the first stator winding set and the three phases of the second stator winding set wound oppositely to one another in the stator. Additionally, the motor vehicle includes a source of stored electrical energy and an inverter coupled to the source of stored electrical energy and to the electric motor to provide switched electrical energy to the first stator winding set and the second stator winding set. In addition, the motor vehicle includes a driver configured to simultaneously switch a relatively high side of the inverter to a first phase of the first stator winding set and a relatively low side of the inverter to a corresponding first phase of the second stator winding set.

Abstract: An electric machine includes a rotor assembly having a rotor shaft disposed along a central axis. The electric machine includes an inductive position sensor having a sensor target that is operatively connected to the rotor shaft. The sensor target is fixed relative to the rotor shaft such that the sensor target rotates with the rotor shaft. The electric machine includes a stationary member and a rotating member operatively connected to the rotor shaft. The rotating member is spaced from the stationary member by an air gap. The stationary member and the rotating member are configured to enable non-contact power transfer from the stationary member to the rotating member through the air gap. The non-contact power transfer may be an inductive power transfer or a capacitive power.

Abstract: A power supply system for a vehicle is provided. The power supply system includes a high-voltage battery pack having a plurality of batteries, a primary isolated converter connected to the high-voltage battery pack, and a plurality of distributed isolated converters, each of the plurality of distributed isolated converters being connected to one of the plurality of batteries. Each of the distributed isolated converters includes a primary stage configured to receive power from one of the plurality of batteries and an isolated stage configured to provide power to a low-voltage bus. The bias signals configured to control the operation of each of the plurality of distributed isolated converters are powered by the connected one of the plurality of batteries and activated based on an enable signal provided by the primary isolated converter.

Abstract: Presented are separately excited motor (SEM) drive systems, methods for making/using such systems, and vehicles equipped with such systems. A motor drive system includes a rechargeable battery unit and a multilevel power factor correction (PFC) device interposed between and electrically connecting the battery unit and an electric power source. The battery unit and PFC device are electrically connected via a traction inverter module (TIM) device and a multilevel power transfer circuit (PTC) device. The TIM contains multiple pairs of TIM switches, and the PTC device contains multiple PTC switches. An SEM unit contains a rotor assembly, which includes a rotor core bearing a rotor winding, and a stator assembly, which includes a stator core bearing multiple stator windings electromagnetically paired with the rotor winding. Each stator winding is electrically connected to a respective pair of TIM switches, whereas the rotor winding is electrically connected to the PTC switches.

Abstract: A slew rate controllable system for powering an electric machine. The system may include a plurality of power switches operable for converting a direct current (DC) input into an alternating current (AC) output suitable for electrically powering the electric machine. The system may include a gate drive system operable for controlling a slew rate associated with transitioning the switches between opened and closed states.

Abstract: In an embodiment, a method is provided for controlling a plurality of converters that are coupled to a plurality of cells of a rechargeable energy storage system (RESS) and configured to supply electric current to other systems that require the electric current, the method including obtaining, via one or more sensors, cell data as to the plurality of cells, the cell data including a state-of-charge for each of the plurality of cells; obtaining other system data as to the other systems, including an amount of electric current required by the other systems; and controlling the plurality of converters, in accordance with instructions provided by a processor, based on both: the cell data, including the state-of-charge for each of the plurality of cells; and the other system data, including the amount of electric current by the other systems.

Abstract: Embodiments of the present disclosure are directed to power module cooling systems. In particular, some embodiments of the present disclosure relate to power module cooling systems with structures to generate three-dimensional swirling and tumbling in liquid coolant flowing within a chamber of the cooling system. Other embodiments may be disclosed or claimed.

Abstract: A vehicle, suspension system and method of dampening a force on the suspension system is disclosed. The suspension system includes a damper having a first damping element and a second damping element configured to rotate relative to each other in response to a force received at the suspension system. The second damping element induces an eddy current in the first damping element during relative rotation. A feature of one at least one of the first damping element and the second damping element provides a first electrical resistance to the eddy current during relative rotation in a first direction and a second electrical resistance to the eddy current during relative rotation in a second direction. The first electrical resistance generates a first damping force and the second electrical resistance generates a second damping force.

Abstract: A vehicle, slew rate control circuit and method of operating an electric motor of a vehicle. The slew rate control circuit is between a gate driver of the vehicle and an inverter of the vehicle. The slew rate control circuit includes a first branch between the gate driver and the inverter, wherein the inverter provides an electrical signal output to an electric motor of the vehicle, and a second branch between the gate driver and the inverter in parallel with the first branch, wherein current flows through the first branch during a first time period and through the second branch during a second time period, wherein the flow of the current controls a slew rate of the electrical signal output by the inverter to the electric motor.

Abstract: A vehicle includes a system for controller the vehicle. The vehicle includes a motor. The system includes an inverter, and a gate controller. The inverter has a switch for controlling current to the motor. The gate controller is configured to apply a gate current to the switch at a first on-current control level during a first switch-on stage of a turn-on operation of the switch, lower the gate current to a second on-current control level less than the first on-current control level during a second switch-on stage of the turn-on operation, and raise the gate current to a third on-current control level during a third switch-on stage of the turn-on operation, wherein the third on-current control level is greater than the second on-current control level.