AC current heating of a battery is performed using a half-bridge based quasi-resonant circuit.

A propulsion system for an electric vehicle comprising a high voltage battery unit having a first high voltage battery connected in series with a second high voltage battery, which may also be referred to as a first and second battery bank, and one or more power inverters arranged to connect the battery banks to one or more electric machines. The one or more power inverters and the one or more electric machines are configured to form a first and a second three-phase system. The described architecture incorporating dual battery banks, and dual and/or multiphase inverters and electric machines can provide enhanced redundancy and limp home functionality in cases where a fault or error occurs in the inverter and/or in the electric machine so that a faulty three-phase system can be operated in a safe-state mode.

A propulsion system for an electric vehicle comprising a high voltage battery unit having a first high voltage battery connected in series with a second high voltage battery, which may also be referred to as a first and second battery bank, and one or more power inverters arranged to connect the battery banks to one or more electric machines. The one or more power inverters and the one or more electric machines are configured to form a first and a second three-phase system. The described architecture incorporating dual battery banks, and dual and/or multiphase inverters and electric machines can provide enhanced redundancy and limp home functionality in cases where a fault or error occurs in the inverter and/or in the electric machine so that a faulty three-phase system can be operated in a safe-state mode.

In a fuel cell system which includes a high-electricity multiple-phase converter, noise generated due to an increase in reactor vibrations and due to a sound pressure increase caused by a plurality of reactors is effectively inhibited, and silence is improved. A fuel cell system includes a multiple-phase converter provided between a fuel cell and a load device. The fuel cell system includes: selecting means (e.g., a controller) for selecting a driving phase of the multiple-phase converter in accordance with the load of the load device; and driving means (e.g., a controller) for driving a plurality of driving phases, when selected by the selecting means, at carrier frequencies so that these driving phases are nearly opposite to each other.

A propulsion channel for aircraft at least one first dual-fed polyphase asynchronous rotating electric machine configured to be mechanically coupled to a turbine engine. The propulsion channel further includes at least one second polyphase rotating electric machine electrically coupled to the first asynchronous rotating electric machine, and a control and storage module configured to control the first polyphase asynchronous rotating electric machine. The module is connected to the first dual-feed polyphase asynchronous rotating electric machine as well as to the at least second polyphase rotating electric machine. The at least second polyphase rotating electric machine includes a polyphase synchronous rotating electric machine with permanent magnet.

A smart power hub has an AC port, a first DC port to a car battery, a second DC port to DC devices such as car instruments, and a third DC port to solar panels or another smart power hub. An AC bi-directional converter has six transistors in a B6 configuration to convert three-phase AC, acting as an interleaved totem-pole Power-Factor-Corrector for one-phase AC. A switch connects the DC bi-directional converter with either the AC bi-directional converter or the solar panels on the third DC port. A link capacitor has a DC link voltage that rises during battery charging. A DC bi-directional converter has a transformer, a primary bridge connected to the DC link voltage, and a secondary bridge of transistors connected to the first DC port. Auxiliary windings in the transformer drive a rectifier to the second DC port to power on-board DC devices. Solar DC charges the battery without AC conversion.

The invention refers to a wind generator onboard of a road vehicle, the wind generator comprising: at least one wind wheel which is mounted onboard of a road vehicle to be rotatable around a rotational axis, the at least one wind wheel comprising at least one or more blade configured to convert flow energy of wind into rotational energy, at least one generator, the at least one generator being coupled to a hub or shaft of the at least one wind wheel or to an output shaft of a gear connected the at least one wind wheel, the at least one generator being configured to convert the rotational energy into electrical energy, wherein a center of gravity of the wind wheel, together with a hub and rotor shaft and rotatable parts of the generator or of the gear which are coupled to the hub or rotor shaft and rotate around the same rotational axis, is translationally movable in a horizontal or approximately horizontal direction together with the road vehicle in the direction of travel, wherein the at least one generator is either a direct current generator or is an alternating current generator with an output side of the at least one generator being coupled to a rectifier so as to provide the electrical energy as a direct current output, wherein at least one energy storage is coupled to the direct current output of the at least one generator or to the direct current output of the rectifier, for receiving and storing the electrical energy, wherein the extension of the at least one wind wheel parallel to its rotational axis is smaller than the extension of the at least one wind wheel transversely to its rotational axis, wherein, in the direction of travel of the road vehicle, there is no cascade of more than one wind wheel, i.e. no two wind wheels are arranged behind each other, and wherein the shape and size of the body of the vehicle are neither modified or increased by the wind generator nor affected by extensions fixed to the body of the vehicle housing the wind generator.

A propulsion system for an electric vehicle, the system comprising a high voltage battery unit having a first high voltage battery connected in series with a second high voltage battery such that a nominal operating voltage of the high voltage battery unit is the sum of a voltage of the first high voltage battery and a voltage of the second high voltage battery; at least one power inverter arranged to connect the high voltage battery unit and the first high voltage battery to at least one electrical machine; wherein the power inverter is configured to distribute energy generated by the at least one electrical machine to the first and second high voltage battery to balance a state of charge of the first and second high voltage battery.

The embodiments of the present disclosure provide an on-board charging and discharging system, including: a first power conversion module, a second power conversion module, and a third power conversion module, where the input terminals of the first power conversion module, the second power conversion module and the third power conversion module are respectively electrically connected to one corresponding phase of a three-phase power supply; each power conversion module includes an AC-DC converter, a bus capacitor and a first DC-DC converter, an input terminal of the AC-DC converter is electrically connected to the one corresponding phase of the three-phase power supply, and the bus capacitor is connected in parallel with an output of the AC-DC converter and an input of the first DC-DC converter, respectively; where at least the third power conversion module is a bidirectional power conversion module.

A smart power hub has an AC port, a first DC port to a car battery, a second DC port to DC devices such as car instruments, and a third DC port to solar panels or another smart power hub. An AC bi-directional converter has six transistors in a B6 configuration to convert three-phase AC, acting as an interleaved totem-pole Power-Factor-Corrector for one-phase AC. A switch connects the DC bi-directional converter with either the AC bi-directional converter or the solar panels on the third DC port. A link capacitor has a DC link voltage that rises during battery charging. A DC bi-directional converter has a transformer, a primary bridge connected to the DC link voltage, and a secondary bridge of transistors connected to the first DC port. Auxiliary windings in the transformer drive a rectifier to the second DC port to power on-board DC devices. Solar DC charges the battery without AC conversion.