Distributed power architecture including fuses

Fuse configurations for a distributed power architecture of a vehicle is provided. The distributed power architecture includes a high-voltage battery pack having a plurality of batteries and a plurality of converters, each of the plurality of converters being configured to receive high-voltage power from one of the plurality of batteries and to provide low-voltage power to a low-voltage bus. The distributed power architecture also includes a plurality of fuses disposed on one or more of an input side and an output side of each of the plurality of converters and a vehicle controller with at least one communication link to each of the plurality of power converters. Each of the plurality of fuses are configured to selectively prevent current flow through one of the plurality of converters.

INTRODUCTION

The disclosure relates to a distributed power architecture for a vehicle, and more particularly to fuse configurations for a distributed power architecture.

In general, vehicles include many different electrical systems. These electrical systems include, but are not limited to, infotainment systems, lighting systems, power steering systems, power braking systems, driver assistance systems, various sensors, heating and air conditioning systems, and the like. Many of these electrical systems operate on a low voltage (i.e., 12V) bus that traditionally receives power from a low voltage battery.

Recently, electric and hybrid vehicles have been developed which include high voltage (i.e., >400V) battery packs and it is desirable to power the low voltage bus with the high voltage battery pack.

SUMMARY

In one exemplary embodiment, a distributed power architecture of a vehicle is provided. The distributed power architecture includes a high-voltage battery pack having a plurality of batteries and a plurality of converters, each of the plurality of converters being configured to receive high-voltage power from one of the plurality of batteries and to provide low-voltage power to a low-voltage bus. The distributed power architecture also includes a plurality of fuses disposed on one or more of an input side and an output side of each of the plurality of converters and a vehicle controller with at least one communication link to each of the plurality of power converters. Each of the plurality of fuses are configured to selectively prevent current flow through one of the plurality of converters.

In addition to the one or more features described herein the at least one of the plurality of fuses is an electronic fuse.

In addition to the one or more features described herein the electronic fuse is configured to selectively prevent current flow in at least one direction.

In addition to the one or more features described herein the vehicle controller selectively configures the electronic fuse to prevent current flow in at least one direction using at least a single control command.

In addition to the one or more features described herein the vehicle controller selectively configures the electronic fuse to prevent current flow in different directions using plurality of different control commands.

In addition to the one or more features described herein the number of the plurality of fuses is half of a number of the plurality of converters.

In addition to the one or more features described herein the plurality of wires connect the plurality of batteries to the plurality of converters and wherein a number of the plurality of wires is one greater than a number of the plurality of converters.

In addition to the one or more features described herein the at least one of the plurality of fuses is disposed on the input side of the plurality of converters and at least one of the plurality of fuses is disposed on the output side of the plurality of converters.

In addition to the one or more features described herein the vehicle controller configured to selectively activate the at least one of the plurality of fuses disposed on the input side of the plurality of converters at a different time from the at least one of the plurality of fuses disposed on the output side of the plurality of converters.

In addition to the one or more features described herein the low-voltage bus is not connected to a low-voltage battery.

In addition to the one or more features described herein the at least one of the plurality of fuses is a fusible metal strip that is embedded in at least one conductive layer in a printed circuit board of one of the plurality of converters.

In addition to the one or more features described herein the vehicle controller is configured to monitor a temperature of each of the plurality of converters and to selectively activate or deactivate one of the plurality of the electronic fuses connected to one of the plurality of converters based on the sensed temperature of the one of the plurality of converters.

In one exemplary embodiment, a vehicle having a distributed power architecture is provided. The distributed power architecture includes a high-voltage battery pack having a plurality of batteries and a plurality of converters, each of the plurality of converters being configured to receive high-voltage power from one of the plurality of batteries and to provide low-voltage power to a low-voltage bus. The distributed power architecture also includes a plurality of fuses disposed on one or more of an input side and an output side of each of the plurality of converters and a vehicle controller with at least one communication link to each of the plurality of power converters. Each of the plurality of fuses are configured to selectively prevent current flow through one of the plurality of converters.

In addition to the one or more features described herein the at least one of the plurality of fuses is an electronic fuse.

In addition to the one or more features described herein the electronic fuse is configured to selectively prevent current flow in at least one direction.

In addition to the one or more features described herein the vehicle controller selectively configures the electronic fuse to prevent current flow in at least one direction using at least a single control command.

In addition to the one or more features described herein the vehicle controller selectively configures the electronic fuse to prevent current flow in different directions using plurality of different control commands.

In addition to the one or more features described herein the number of the plurality of fuses is half of a number of the plurality of converters.

In addition to the one or more features described herein the plurality of wires connect the plurality of batteries to the plurality of converters and wherein a number of the plurality of wires is one greater than a number of the plurality of converters.

In addition to the one or more features described herein the at least one of the plurality of fuses is disposed on the input side of the plurality of converters and at least one of the plurality of fuses is disposed on the output side of the plurality of converters.

In addition to the one or more features described herein the vehicle controller configured to selectively activate the at least one of the plurality of fuses disposed on the input side of the plurality of converters at a different time from the at least one of the plurality of fuses disposed on the output side of the plurality of converters.

DETAILED DESCRIPTION

The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application or uses.

As discussed above, high-voltage battery packs (i.e., >400V) have recently been added to both electric and hybrid vehicles and it is desirable to power a low-voltage bus of these vehicles with the high-voltage battery pack. In order to provide low-voltage power from a high-voltage battery pack, a voltage converter is needed. Depending on the type of converter used, (i.e., isolated v. non-isolated), additional circuitry may be needed to protect against damage caused by a fault in the distributed power architecture.

Referring now toFIG.1, a schematic diagram of a vehicle100for use in conjunction with one or more embodiments of the present disclosure is shown. The vehicle100includes a distributed power architecture200. In one embodiment, the vehicle100is a hybrid vehicle that utilizes both an internal combustion engine and an electric motor drive system. In another embodiment, the vehicle100is one of an electric vehicle propelled only by an electric motor or multiple electric motors. In another embodiment, the vehicle100is of conventional type and propelled by an internal combustion engine.

Electric vehicles (EVs) such as battery electric vehicles (BEVs), hybrid vehicles, and/or fuel cell vehicles include one or more electric machines and a high-voltage battery pack. A power control system is used to control the charging and/or discharging of the high-voltage battery system. The power control system includes a distributed power architecture that is configured to provide low-voltage power to one or more electrical systems of the vehicle. As used herein the term low-voltage generally refers to voltages less than fifteen volts and high-voltage generally refers to voltages greater than one hundred volts.

Referring now toFIG.2A, a block diagram illustrating a portion of a distributed power architecture200for a vehicle in accordance with an exemplary embodiment is shown. The distributed power architecture200includes a plurality of batteries202that are connected in series to form a high-voltage battery pack203. The high-voltage battery pack is connected to a direct current (DC)/DC converter204that is configured to provide a reduced, or low voltage, to a low-voltage bus206. In exemplary embodiments, the distributed power architecture200also includes a low-voltage battery208that is also connected to the low-voltage bus206.

Referring now toFIG.2B, a block diagram illustrating a portion of a distributed power architecture200for a vehicle in accordance with another exemplary embodiment is shown. The distributed power architecture200includes a plurality of batteries202that are connected in series to form a high-voltage battery pack203. Each battery202is connected to a separate DC/DC converter204that is configured to provide a reduced, or low voltage, to a low-voltage bus206. In exemplary embodiments, the distributed power architecture200also includes a low-voltage battery208that is also connected to the low-voltage bus206. In exemplary embodiments, each of the DC/DC converters204are connected to one another in parallel.

Referring now toFIG.2C, a block diagram illustrating a portion of a distributed power architecture200for a vehicle in accordance with a further exemplary embodiment is shown. The distributed power architecture200includes a plurality of batteries202that are connected in series to form a high-voltage battery pack203. Each battery202is connected to a separate DC/DC converter204that is configured to provide a reduced, or low voltage, to a low-voltage bus206. In this embodiment, the distributed power architecture200does not include a low-voltage battery. In exemplary embodiments, each of the DC/DC converters204are connected to one another in parallel.

In exemplary embodiments, each of the DC/DC converters204of the distributed power architecture200are isolated converters, (i.e., there is no direct conduction path between the two sides/parts of the circuit). Accordingly, one or more fuses are needed to protect against damage caused by a fault in the distributed power architecture. In exemplary embodiments, various fuse configurations, using different types of fuses, can be implemented to provide fault protection in the distributed power architecture200.

Referring now toFIG.3Aa schematic diagram illustrating a distributed power architecture300having a first fuse configuration in accordance with exemplary embodiments is shown. As illustrated, the distributed power architecture300includes a high-voltage battery pack302that includes a plurality of batteries304that are connected to each other in series. The distributed power architecture300also includes a plurality of converters306that are each connected to one of the plurality of batteries304by wires301. The converters306are configured to receive high-voltage power from the batteries304and to provide low-voltage power to a low-voltage bus309. The distributed power architecture300further includes a fuse308disposed between each battery304and converter306. The fuse308may be a traditional fuse or an electronic fuse. In this embodiment, the number of batteries304is equal to the number of converters306and the number of fuses308. The number of wires301is twice the number of batteries304. In other embodiments, the number of batteries is more than the number of converters.

Referring now toFIG.3Ba schematic diagram illustrating a distributed power architecture310having a second fuse configuration in accordance with exemplary embodiments is shown. As illustrated, the distributed power architecture310includes a high-voltage battery pack312that includes a plurality of batteries314that are connected to each other in series. The distributed power architecture310also includes a plurality of converters316that are each connected to one of the plurality of batteries314by wires311. The converters316are configured to receive high-voltage power from the batteries314and to provide low-voltage power to a low-voltage bus319. The distributed power architecture310further includes a fuse318disposed between each battery cell314and converter316. The fuse318may be a traditional fuse or an electronic fuse. In this embodiment, the number of batteries314is equal to the number of converters316and the number of fuses318. The number of wires311is one greater than the number of batteries314.

Referring now toFIG.3Ca schematic diagram illustrating a distributed power architecture320having a third fuse configuration in accordance with exemplary embodiments is shown. As illustrated, the distributed power architecture320includes a high-voltage battery pack322that includes a plurality of batteries324that are connected to each other in series. The distributed power architecture320also includes a plurality of converters326that are each connected to one of the plurality of batteries324by wires321. The converters326are configured to receive high-voltage power from the batteries324and to provide low-voltage power to a low-voltage bus329. The distributed power architecture320further includes fuses328that are selectively disposed between batteries324and converters326. The fuses328may be a traditional fuse or an electronic fuse. In this embodiment, the number of batteries324is equal to the number of converters326, the number of fuses328is half of the number of converters326, and the number of wires321is one greater than the number of batteries324.

Referring now toFIG.4Aa schematic diagram illustrating a distributed power architecture400having a third fuse configuration in accordance with exemplary embodiments is shown. As illustrated, the distributed power architecture400includes a high-voltage battery pack402that includes a plurality of batteries404that are connected to each other in series. The distributed power architecture400also includes a plurality of converters406that are each connected to one of the plurality of batteries404. The distributed power architecture400further includes electronic fuses408that are selectively disposed between batteries404and converters406. The electronic fuses408are configured to receive an activation signal403that selectively activates or deactivates one or more of the electronic fuses408. In an exemplary embodiment, the activation signals are received from a vehicle controller. While activated the electronic fuses408are configured to prevent current flow in both directions, (i.e., from the battery404to the converter406and from the converter406to the battery404).

Referring now toFIG.4Ba schematic diagram illustrating a distributed power architecture410having the third fuse configuration in accordance with exemplary embodiments is shown. As illustrated, the distributed power architecture410includes a high-voltage battery pack412that includes a plurality of batteries414that are connected to each other in series. The distributed power architecture410also includes a plurality of converters416that are each connected to one of the plurality of batteries414. The distributed power architecture400further includes electronic fuses418that are selectively disposed between batteries414and converters416. The electronic fuses418are configured to receive activation signals415,417that selectively activate or deactivate one or more of the electronic fuses418. In one embodiment, activation signal415is a charging enable signal that selectively configures the electronic fuses418to permit current to flow in a first direction (i.e., from the battery404to the converter406) and activation signal417is a discharging enable signal that selectively configures the electronic fuses418to permit current to flow in a second direction (i.e., from the converter406to the battery404), which is opposite of the first direction.

Referring now toFIG.5, a schematic diagram illustrating a distributed power architecture500including a fourth fuse configuration in accordance with an exemplary embodiment is shown. As illustrated, the distributed power architecture500includes a high-voltage battery pack502that includes a plurality of batteries504that are connected to each other in series. The distributed power architecture500also includes a plurality of converters506that are each connected to one of the plurality of batteries504by wires501. The converters506are configured to receive high-voltage power from the batteries504and to provide low-voltage power to a low-voltage bus509. The distributed power architecture500further includes electronic fuses508disposed between each converter506and the low-voltage bus509. The electronic fuses508are configured to receive an activation signal503that selectively activates or deactivates one or more of the electronic fuses508. While activated the electronic fuses508are configured to prevent current flow in both directions, (i.e., from the low-voltage bus509to the converter506and from the converter506to the low-voltage bus509).

Referring now toFIG.6, a schematic diagram illustrating a distributed power architecture600including a fifth fuse configuration in accordance with an exemplary embodiment is shown. As illustrated, the distributed power architecture600includes a high-voltage battery pack602that includes a plurality of batteries604that are connected to each other in series. The distributed power architecture600also includes a plurality of converters606that are each connected to one of the plurality of batteries604. The converters606are configured to receive high-voltage power from the batteries604and to provide low-voltage power to a low-voltage bus609. The distributed power architecture600further includes fuses608that are disposed between the batteries604and the converters and between each converter606and the low-voltage bus609.

In exemplary embodiments, the fuses608may include one or more traditional and/or one or more electronic fuses. In addition, traditional fuses may be resettable or non-resettable fuses. As used herein a traditional fuse is a fuse that includes a strip of fusible metal that melts or moves out of alignment, when a current through the strip of fusible metal exceeds a threshold amperage to prevent current flow. In one embodiment, the fusible metal strip is embedded in one or more of the printed circuit board conductive layers of the DC/DC converter. As used herein an electronic fuse is a fuse that is activated by an activation signal, rather than automatically activated by the current through the fuse exceeding a threshold amperage.

In exemplary embodiments, the activation signals are provided to the electronic fuse by a controller of the vehicle. The controller is configured to monitor the temperature of each converter and to selectively activate or deactivate the electronic fuse connected to a converter based on the sensed temperature of the converter. For example, the controller is configured to activate an electronic fuse associated with a converter, thereby preventing current flow through the converter, based on a determination that the temperature of the converter exceeds a maximum threshold temperature. Likewise, the controller is configured to deactivate an electronic fuse associated with a converter, thereby allowing current flow through the converter, based on a determination that the temperature of the converter is below a minimum threshold temperature. In another embodiment, the controller may selectively activate/deactivate electronic fuses based on a detected temperature imbalance between adjacent converters.

Referring now toFIGS.7A,7B, and7C, schematic diagrams illustrating different types of electronic fuses in accordance with exemplary embodiments are shown. As shown inFIG.7A, a first type of electronic fuse700includes a diode706and a transistor708that is selectively activated by an activation signal702. The electronic fuse700is configured to selectively permit current flow in a single direction based on the activation signal702. As shown inFIG.7B, a second type of electronic fuse710includes two diodes716and two transistors718that are selectively activated by an activation signal712. The electronic fuse710is configured to selectively permit current flow in both directions based on the activation signal710. As shown inFIG.7C, a third type of electronic fuse720includes two diodes726and two transistors728that are each independently selectively activated by activation signals722,724. The electronic fuse720is configured to selectively permit current flow in one or both directions based on the activation signals722,724.

In exemplary embodiments, the number, placement, and type of fuses in a distributed power architecture of a vehicle may vary based on multiple factors. In exemplary embodiments, fuses may be disposed on the input side of a converter (i.e., between a converter and a high-voltage source) and/or on the output side of the converter (i.e., between a converter and a low-voltage bus). In one embodiment, one or more of the electronic fuses may be enabled/disabled in a group through an activation signal. In other embodiments, each electronic fuse is individually controlled through the use of separate activation signals.

In embodiments, such as the one shown inFIG.6, where fuses are disposed both on the input side of the converter and on the output side of the converter, the timing of the activation is controlled by the controller. In one embodiment, the electronic fuses disposed on the input side of the converter are enabled prior to enabling the electronic fuses disposed on the output side of the converter. In another embodiment, the electronic fuses disposed on the output side of the converter are enabled prior to enabling the electronic fuses disposed on the input side of the converter. In embodiments with electronic fuses, the fuses require a power circuitry that enables or disables the electronic fuse operation, which is often called a gate driver circuit. In some embodiments, the gate driver circuit receives power from the side at which the fuse is connected to.