Abstract: A cooling system for a rechargeable energy system includes a plurality of bus bars, a cooling plate configured for cooling the plurality of bus bars and disposed in a thermally-conductive relationship with a portion of each of the plurality of bus bars, and an isolation component disposed between and in contact with the cooling plate and each of the plurality of bus bars. A rechargeable energy storage system and device are also described.

Abstract: A cooling system for a rechargeable energy system includes a plurality of bus bars, a cooling plate configured for cooling the plurality of bus bars and disposed in a thermally-conductive relationship with a portion of each of the plurality of bus bars, and an isolation component disposed between and in contact with the cooling plate and each of the plurality of bus bars. A rechargeable energy storage system and device are also described.

Abstract: A number of variations may include a method which may include determining a temperature rise in an IGBT junction without the use of a temperature estimation or measurement device because determination may be made by first determining the power loss due to the conduction losses of the IGBT and power loss associated with switching the IGBT where these losses may be determined by utilizing the saturation voltage of the IGBT, IGBT PWM duty cycle, IGBT switching frequency, fundamental frequency along with a lookup table for the switching energies and the phase current going through the IGBT. The determined power loss may be multiplied by a measured, sensed or obtained thermal impedance from the IGBT junction. Finally, the determined temperature rise of the IGBT junction may be added to a measured, sensed or obtained temperature of the coolant in order to determine the absolute temperature of the IGBT junction.

Abstract: A number of variations may include a method which may include determining a temperature rise in an IGBT junction without the use of a temperature estimation or measurement device because determination may be made by first determining the power loss due to the conduction losses of the IGBT and power loss associated with switching the IGBT where these losses may be determined by utilizing the saturation voltage of the IGBT, IGBT PWM duty cycle, IGBT switching frequency, fundamental frequency along with a lookup table for the switching energies and the phase current going through the IGBT. The determined power loss may be multiplied by a measured, sensed or obtained thermal impedance from the IGBT junction. Finally, the determined temperature rise of the IGBT junction may be added to a measured, sensed or obtained temperature of the coolant in order to determine the absolute temperature of the IGBT junction.

Abstract: A vehicle includes a rechargeable energy storage system (RESS), an electric traction motor, a traction power inverter module (TPIM), a high-voltage direct current (HVDC) bus that electrically connects the RESS to the TPIM, a passive discharge circuit connected across the positive and negative rails of the bus, and a microprocessor. The circuit includes a semiconductor switch. The microprocessor provides an output signal at a first voltage level that opens the switch and prevents discharge of the HVDC bus when the microprocessor is operating normally, and at a default second voltage level that closes the switch in the presence of a predetermined vehicle condition to thereby discharge the HVDC bus. An optocoupler may receive the output signal, and a zener diode may be in electrical parallel with an output side of the optocoupler. The switch may be an insulated gate bipolar transistor or a thyristor in different embodiments.

Abstract: Methods and apparatus are provided for detecting a phase current sensor fault in a multi-phase electrical motor. The method comprises, receiving an input torque command T* and measuring a set of feedback signals of the motor including a phase current Ix for each of the phases of the motor, generating direct and quadrature command phase currents Id*, Iq* for the motor corresponding to a value of the input torque command T*, determining a total command current Is=[(Iq*)2+(Id*)2]½, generating a negative sequence current Ineg, where for three phases Ineg=(?)[Ia+(?2)Ib+(?)Ic], where ?=ej2?/3, combining Ineg and Is to provide a normalized negative sequence current Inn=Ineg/Is, comparing the normalized negative sequence current Inn to a predetermined threshold value INN* to determine the presence of a phase current sensor fault, and executing a control action when Inn>INN*.

Abstract: A high-voltage discharge circuit diagnostic system includes a high voltage DC link with a positive DC link and a negative DC link, a first resistor selectably connectable between the positive DC link and the negative DC link, and a second resistor connected between the positive DC link and the negative DC link. A control module connects the first resistor between the positive DC link and the negative DC link until the high voltage DC link discharges to a first voltage after which the control module disconnects the first resistor from between the positive DC link and the negative DC link to permit continued discharge of the high voltage DC link through the second resistor to a second voltage through an elapsed time period. The control module diagnoses a fault in the second resistor based upon the first voltage, the second voltage, and the elapsed time period.

Abstract: A method for monitoring electric isolation of a high voltage DC bus to detect ground isolation faults includes monitoring voltage differentials between a positive DC electric power bus and a negative DC electric power bus and a chassis ground. Electrical isolation between each of the positive and negative DC electric power buses and the chassis ground is monitored using a ratio of the voltage differentials.

Abstract: A vehicle includes a motor, an alternating current (AC) power bus, a power inverter module (PIM), and a controller. The PIM includes a semiconductor die assembly with semiconductor power switches arranged in electrical parallel for delivering AC power to the motor via the bus. The controller determines an operating mode of the vehicle, selects and activates a designated one of the switches during a threshold low-current state of the PIM, and selects and activates all of the switches during a high-current state of the PIM. A PIM assembly for the vehicle includes the die assembly and controller. A method for optimizing energy efficiency of the vehicle includes providing the die assembly noted above, automatically determining the operating mode, and selecting and activating one of the switches when the operating mode corresponds to the threshold low-current state, and all of the electrical switches during the threshold high-current state of the PIM.

Abstract: A high-voltage discharge circuit diagnostic system includes a high voltage DC link with a positive DC link and a negative DC link, a first resistor selectably connectable between the positive DC link and the negative DC link, and a second resistor connected between the positive DC link and the negative DC link. A control module connects the first resistor between the positive DC link and the negative DC link until the high voltage DC link discharges to a first voltage after which the control module disconnects the first resistor from between the positive DC link and the negative DC link to permit continued discharge of the high voltage DC link through the second resistor to a second voltage through an elapsed time period. The control module diagnoses a fault in the second resistor based upon the first voltage, the second voltage, and the elapsed time period.

Abstract: A vehicle includes a rechargeable energy storage system (RESS), an electric traction motor, a traction power inverter module (TPIM), a high-voltage direct current (HVDC) bus that electrically connects the RESS to the TPIM, a passive discharge circuit connected across the positive and negative rails of the bus, and a microprocessor. The circuit includes a semiconductor switch. The microprocessor provides an output signal at a first voltage level that opens the switch and prevents discharge of the HVDC bus when the microprocessor is operating normally, and at a default second voltage level that closes the switch in the presence of a predetermined vehicle condition to thereby discharge the HVDC bus. An optocoupler may receive the output signal, and a zener diode may be in electrical parallel with an output side of the optocoupler. The switch may be an insulated gate bipolar transistor or a thyristor in different embodiments.

Abstract: A vehicle includes an energy storage system (ESS) rechargeable using electrical power from an off-board AC power supply, a traction power inverter module (TPIM), one or two motors, and a controller. The TPIM has two inverters. The controller energizes designated semiconductor switches of the TPIM and designated induction coils of the motor to boost electrical power from the AC power supply for charging the ESS when the vehicle is not running. With two motors, a contactor allows induction coils of a first motor to be connected to the switches of the first inverter as an input filter, and an additional semiconductor switch is positioned between the ESS and an output side of the switches of the second inverter. A controller charges the ESS by energizing designated semiconductor switches of the TPIM and induction coils of the motor to charge the ESS without using an onboard battery charger module.

Abstract: Methods and apparatus are provided for detecting a phase current sensor fault in a multi-phase electrical motor. The method comprises, receiving an input torque command T* and measuring a set of feedback signals of the motor including a phase current Ix for each of the phases of the motor, generating direct and quadrature command phase currents Id*, Iq* for the motor corresponding to a value of the input torque command T*, determining a total command current Is=[(Iq*)2+(Id*)2]½, generating a negative sequence current Ineg, where for three phases Ineg=(?)[Ia+(?2)Ib+(?)Ic], where ?=ej2?/3, combining Ineg and Is to provide a normalized negative sequence current Inn=Ineg/Is, comparing the normalized negative sequence current Inn to a predetermined threshold value INN* to determine the presence of a phase current sensor fault, and executing a control action when Inn>INN*.

Abstract: Methods and systems for controlling an electric motor are provided. The electric motor includes at least one winding. A winding current flowing through the at least one winding is monitored. The winding current has an oscillating component and an offset component. The offset component of the winding current is isolated from the oscillating component of the winding current. The electric motor is controlled based on the offset component of the winding current.

Abstract: A vehicle includes a high-voltage (HV) energy storage system (ESS), an HV power bus, a DC-DC power converter electrically connected to the HV power bus, an HV bus connector, a low voltage (LV) battery power bus, and a pair of LV bus connectors. The vehicle includes a vehicle module electrically connected to the HV and LV bus connectors, an LV power bus electrically connected to the DC-DC power converter and to the module, and a controller. The controller has an algorithm that controls the converter to power the module via one of the LV bus connectors during a transient LV condition. The converter and a method of controlling the same are also provided, with the method including determining the LV condition, powering the vehicle module via one of the LV bus connectors during the transient LV condition, and powering the module via the other LV connector otherwise.

Abstract: A vehicle includes an energy storage system (ESS) rechargeable using electrical power from an off-board AC power supply, a traction power inverter module (TPIM), one or two motors, and a controller. The TPIM has two inverters. The controller energizes designated semiconductor switches of the TPIM and designated induction coils of the motor to boost electrical power from the AC power supply for charging the ESS when the vehicle is not running. With two motors, a contactor allows induction coils of a first motor to be connected to the switches of the first inverter as an input filter, and an additional semiconductor switch is positioned between the ESS and an output side of the switches of the second inverter. A controller charges the ESS by energizing designated semiconductor switches of the TPIM and induction coils of the motor to charge the ESS without using an onboard battery charger module.

Abstract: A vehicle includes a motor, an alternating current (AC) power bus, a power inverter module (PIM), and a controller. The PIM includes a semiconductor die assembly with semiconductor power switches arranged in electrical parallel for delivering AC power to the motor via the bus. The controller determines an operating mode of the vehicle, selects and activates a designated one of the switches during a threshold low-current state of the PIM, and selects and activates all of the switches during a high-current state of the PIM. A PIM assembly for the vehicle includes the die assembly and controller. A method for optimizing energy efficiency of the vehicle includes providing the die assembly noted above, automatically determining the operating mode, and selecting and activating one of the switches when the operating mode corresponds to the threshold low-current state, and all of the electrical switches during the threshold high-current state of the PIM.

Abstract: A vehicle includes a high-voltage (HV) energy storage system (ESS), an HV power bus, a DC-DC power converter electrically connected to the HV power bus, an HV bus connector, a low voltage (LV) battery power bus, and a pair of LV bus connectors. The vehicle includes a vehicle module electrically connected to the HV and LV bus connectors, an LV power bus electrically connected to the DC-DC power converter and to the module, and a controller. The controller has an algorithm that controls the converter to power the module via one of the LV bus connectors during a transient LV condition. The converter and a method of controlling the same are also provided, with the method including determining the LV condition, powering the vehicle module via one of the LV bus connectors during the transient LV condition, and powering the module via the other LV connector otherwise.

Abstract: A method for monitoring electric isolation of a high voltage DC bus to detect ground isolation faults includes monitoring voltage differentials between a positive DC electric power bus and a negative DC electric power bus and a chassis ground. Electrical isolation between each of the positive and negative DC electric power buses and the chassis ground is monitored using a ratio of the voltage differentials.

Abstract: Methods and systems for controlling an electric motor are provided. The electric motor includes at least one winding. A winding current flowing through the at least one winding is monitored. The winding current has an oscillating component and an offset component. The offset component of the winding current is isolated from the oscillating component of the winding current. The electric motor is controlled based on the offset component of the winding current.