A power supply system includes a power feeding system for transforming an AC medium-voltage power signal from a medium-voltage grid into a low-voltage power signal for feeding an electricity consumer site. The power supply system further includes a low-voltage multiphase converter for transforming a low-voltage signal into a low-voltage multiphase signal. The multiphase converter is arranged antiparallel to the power feeding system, and an LV/MV multiphase transformer for transforming the low-voltage multiphase signal into an output-signal that is conformant to the AC medium-voltage power signal.

A charging system for electric vehicles includes a line interphase transformer, LIT-based rectifier configured for connecting an input of the LIT-based rectifier to an AC medium-voltage power signal and for outputting a medium-voltage DC-signal; a modular DC/DC converter with large step-down gain is configured for transforming the medium-voltage DC-signal into a medium-voltage HF-AC-signal; and a medium-frequency transformer, MFT, is configured for transforming the medium-voltage HF-AC-signal into a low-voltage HF-AC-signal for the at least one charging box.

The present disclosure relates to a wired/wireless integrated power reception system provided in a vehicle, the wireless/wireless integrated power reception system including: a wired power reception apparatus configured to receive power from a transformer in a wired power receiving mode; a relay unit, which upon detecting reception of wireless power from a wireless power transmission pad, is configured to switch to a wireless power receiving mode; and a wireless power reception pad configured to receive power by magnetic coupling in the wireless power receiving mode.

Provided is a power supply and distribution system, the power supply and distribution system includes at least one non-isolated AC/DC converter unit, an MV DC bus and multiple isolated DC/DC converter units, and the at least one non-isolated AC/DC converter unit is connected between an MV AC grid and the MV DC bus, and is configured to convert an input MV AC voltage to an output MV DC voltage, where the output MV DC voltage is fed into the MV DC bus, the multiple isolated DC/DC converter units are connected to the MV DC bus in parallel via MV class cables, and are configured to convert a voltage level from the MV DC bus to a charging voltage level. The power supply and distribution system can be used for charging the EVs.

In an example embodiment, a system includes an inverter configured to operate in at least one of a charging mode or a drive mode, a cascaded direct current (DC)-DC converter, the DC-DC converter including a first portion of the inverter and at least one controller configured to selectively couple the first portion of the inverter to a first portion of the cascaded DC-DC converter during the charging mode, and selectively couple the inverter to a second portion of the cascaded DC-DC converter during the drive mode.

A drivetrain includes an electric machine, an inverter, and a controller. The controller, for a given operating point of the electric machine, may schedule a method of commutation for switches of the inverter during presence of a negative wheel torque request according to a charge rate corresponding to the negative wheel torque request, temperatures of the electric machine and/or inverter, and/or a battery state of charge.

A method for determination of a maximum real range of an electric vehicle equipped with a battery having a variable charging state within a cycling domain. The method includes getting a first and second magnitude indicative of an electric voltage at the terminals of the battery, respectively for an initial value and for a final value of the state of charge within the cycling domain. The method further includes a predetermined demand on the battery during which the charging state of the battery varies within the cycling domain from the initial value to a final value. The method further includes determining the maximum real range of the vehicle based on an estimate of a difference between the second magnitude and the first magnitude.

A dynamically-reconfigurable power converter includes a controller circuit and switching circuitry. The switching circuitry includes a first set of nodes electrically connectable to terminals of an energy storage device, a second set of nodes electrically connectable to at least one winding of a rotational electric machine, and a third set of nodes electrically connectable to an external power source. Electrical measurement circuitry monitors electrical conditions at the first set of nodes and the third set of nodes. The switching circuitry is operative in a first mode to regulate power delivery from the first set of nodes to the second set of nodes, and in a second mode to regulate power delivery between the third set of nodes and the first set of nodes via the second set of nodes.

An apparatus comprises a power electronic energy conversion system comprising a first energy storage device configured to store DC energy and a first voltage converter configured to convert a second voltage from a remote power supply into a first charging voltage configured to charge the first energy storage device. The apparatus also includes a first controller configured to control the first voltage converter to convert the second voltage into the first charging voltage and to provide the first charging voltage to the first energy storage device during a charging mode of operation and communicate with a second controller located remotely from the power electronic energy conversion system to cause a second charging voltage to be provided to the first energy storage device during the charging mode of operation to rapidly charge the first energy storage device.

A matrix-type flexible charging pile and a charging method capable of dynamically allocating power are disclosed in the present invention, and the method comprises the steps of: S1, connecting each charging terminal to a corresponding electric vehicle; S2, receiving a charging power demand of the electric vehicle and comparing the charging power demand; S3, calculating the number of charging modules required to be additionally allocated to the present DC-bus and delivering it to a matrix controller; and S4, allocating the required number of charging modules in a dynamic power region to the corresponding DC bus and switching the module communication line to a corresponding communication bus synchronously. The implementation of the charging method capable of dynamically allocating power can satisfy the electric vehicle charging demands for different energy storage capacities and different charging rates, as well as improve the conversion efficiency and the utilization rate of the charging device further.