An integrated module of an OBC and an inverter includes: an OBC primary side circuit and a plurality of transformers converting, when 3-phase alternating current (AC) voltages are received from a fuel station, the 3-phase AC voltages in form and level and transmitting the converted voltages into a secondary side; and an inverter switch turned off in a charge mode in which a high capacity vehicle battery is charged, to rectify an output voltage of a secondary side of each of the plurality of transformers by a body diode included in each switching element for an inverting function.

Methods, systems, and apparatus for an electric vehicle. The system includes a battery control unit configured to be in a grid-connected mode or a stand-alone mode. The system includes a shared boost converter connected to a battery. The shared boost converter receives alternating current (AC) power, steps up voltage and converts the AC power to direct current (DC) power when the battery control unit is in the grid-connected mode. The shared boost converter receives DC power from the battery and steps up voltage when the battery control unit is in the stand-alone mode. The system also includes an inverter configured to receive the stepped up DC power when the battery control unit is in the stand-alone mode and convert the DC power to AC power. The system also includes a motor/generator connected to the inverter and configured to receive AC power for powering a drivetrain of the electric vehicle.

While coolant is used to cool a motor inverter and a generator inverter included in a power drive unit configured to invert power between a battery and a motor/generator in both directions, an EV travel mode and a power generation travel mode are switched according to detection values from sensors in an electrically driven vehicle and including a switching device temperature sensor for a switching device of the inverters and a coolant temperature sensor, thereby controlling the vehicle. A failure of the coolant temperature sensor is detected according to a detection value from the coolant temperature sensor, and, in the EV travel mode, a detection value detected by the switching device temperature sensor for the switching device of the generator inverter is set as a detection value of a temperature of the coolant when the failure of the coolant temperature sensor is detected.

A power supply system includes a first energy storage, a second energy storage, a power transmitter, and circuitry. The power transmitter is disposed among an electric load, the first energy storage, and the second energy storage. The electric load is configured to output a regenerative power while no power is supplied to the electric load. The regenerative power includes a first charging power charged in the first energy storage and a second charging power charged in the second energy storage. The circuitry is configured to acquire at least one of a regeneration index value and a remaining capacity value. The circuitry is configured to control the power transmitter to change a proportion of the first charging power and the second charging power in accordance with at least one of the regeneration index value and the remaining capacity value.

A motor vehicle comprises a motor configured to input and output power for driving; an inverter configured to drive the motor; a power storage device configured to transmit electric power to and from the motor; a system main relay configured to connect and disconnect the power storage device with and from a power line on an inverter-side; and a control device configured to enable the motor vehicle to be driven with turning on the system main relay according to a predetermined procedure in response to a system on-operation. The motor vehicle does not perform failure diagnosis of the inverter when an abnormality signal of the inverter is generated before a predetermined time after the system main relay is turned on in response to the system on-operation, while performing the failure diagnosis when the abnormality signal of the inverter is generated after the predetermined time.

A power supply system is for supplying electric power to a load via a power supply line. The power supply system includes power storage device, a voltage converter, a switchgear, an abnormality signal output device and an electronic control unit. The abnormality signal output device is configured to output an abnormality signal when an abnormality of one switching element of the voltage converter is detected. The electronic control unit is configured to a) control switching elements of the voltage converter and the switchgear; b) switch the switchgear from the connected state to the disconnected state when receiving the abnormality signal from the abnormality signal output device; c) output an ON signal to close the one switching element whose abnormality is detected; and d) identify that the abnormality is short circuit failure when receiving the abnormality signal from the abnormality signal output device again after execution of b) and c).

A vehicle power system may include a gate driver configured to drive a traction gate and a generator gate corresponding to switches of a variable voltage controller such that the gates have alternating pulse width modulation ON periods. The gates may be driven in response to a throughput magnitude falling below a threshold. The gate driver may be further configured to drive the gates such that a duty cycle of one of the gates is zero in response to the throughput exceeding the threshold.

A vehicle includes an energy storage, a motor driver, an electric motor, and circuitry. The motor driver is configured to convert direct-current power to alternating-current power and to convert alternating-current power to direct-current power. The electric motor is connected to the energy storage via the motor driver to move the vehicle. The circuitry is configured to drive the electric motor with a first current value to consume excess electric power. The first current value is different from a minimum current value to generate regeneration power arising from a braking force. The circuitry is configured to drive the electric motor with a second current value smaller than the first current value if a temperature of the electric motor is higher than a first threshold temperature or a temperature of the motor driver is higher than a second threshold temperature.

Inverterless running control is control in which an inverter is set to a gate cut-off state, an engine is driven to mechanically rotate a motor-generator and to generate in the motor-generator, counter-electromotive torque in accordance with a difference between a counter-electromotive voltage of the motor-generator and a system voltage, and a vehicle runs with drive torque applied to an output shaft as reaction force of the counter-electromotive torque. An ECU controls drive torque to produce driving force determined by an accelerator position by raising or lowering the system voltage during inverterless running control.

An electrified vehicle propulsion system uses current feedback to modify gate drive signals to suppress voltage spikes and increase switching efficiency. A DC link having a link capacitor and a link inductance is connected to first and second converters. A first converter bridge has a first phase leg with first upper and lower switching devices, each switching device having a respective gate loop. A second converter bridge has a second phase leg with second upper and lower switching devices, each switching device having a respective gate loop. A plurality of gate drivers provide gate drive signals to respective gate loops for turning the respective switching devices on and off. A plurality of gate coils are provided, wherein each gate coil is connected in series between a respective gate driver and a respective gate loop. Each gate coil is respectively inductively coupled to the link inductance.