WO2024028693A1 - Système de charge de véhicules électriques - Google Patents

Système de charge de véhicules électriques Download PDF

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Publication number
WO2024028693A1
WO2024028693A1 PCT/IB2023/057489 IB2023057489W WO2024028693A1 WO 2024028693 A1 WO2024028693 A1 WO 2024028693A1 IB 2023057489 W IB2023057489 W IB 2023057489W WO 2024028693 A1 WO2024028693 A1 WO 2024028693A1
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WO
WIPO (PCT)
Prior art keywords
switch
voltage
charging unit
charging
negative
Prior art date
Application number
PCT/IB2023/057489
Other languages
English (en)
Inventor
Kaveh RAZI KAMANAJ OLIA
Original Assignee
Stellantis Europe S.P.A.
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Filing date
Publication date
Application filed by Stellantis Europe S.P.A. filed Critical Stellantis Europe S.P.A.
Publication of WO2024028693A1 publication Critical patent/WO2024028693A1/fr

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/42—Circuits or arrangements for compensating for or adjusting power factor in converters or inverters
    • H02M1/4208—Arrangements for improving power factor of AC input
    • H02M1/4216—Arrangements for improving power factor of AC input operating from a three-phase input voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/42—Circuits or arrangements for compensating for or adjusting power factor in converters or inverters
    • H02M1/4208—Arrangements for improving power factor of AC input
    • H02M1/4233—Arrangements for improving power factor of AC input using a bridge converter comprising active switches
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/01—Resonant DC/DC converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/22—Conversion of dc power input into dc power output with intermediate conversion into ac
    • H02M3/24—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters
    • H02M3/28—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac
    • H02M3/325—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal
    • H02M3/335—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/33569—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements
    • H02M3/33573—Full-bridge at primary side of an isolation transformer
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/44—Circuits or arrangements for compensating for electromagnetic interference in converters or inverters

Definitions

  • the present disclosure relates to systems for charging electric batteries.
  • One or more embodiments may be applied to electric vehicles (EVs).
  • EVs electric vehicles
  • a dedicated electronic component for AC on-board charging is commonly referred to as “on-board charging module” (OBCM).
  • OBCM on-board charging module
  • OBCMs are configured for charging battery vehicles by converting the AC voltage into DC voltage. To do this, the OBCM keeps the AC voltage galvanically insulated from the battery.
  • the DC fast-charging mode comprises coupling a charging station directly to the battery.
  • EVSE electrical-vehicle supply equipment
  • DCBC DC boost-charging
  • Known DCBC modules comprise a non-insulated DCBC boost converter for boosting the DC voltage from 400 V to 850 V.
  • Such an additional electrical circuitry increases the costs and volume of the vehicle.
  • Another known solution comprises a switchable battery so as to reach the level of 700 V by connecting in series two separate battery packs at the level of 400 V each. These two 400-V batteries are connected in parallel for being charged by a 400-V EVSE.
  • Battery packs that comprise switchable batteries are more costly, complex, and have a larger volume.
  • the further space for the power distribution and/or a junction box may entail an economic burden for development of a new battery pack.
  • Power relays present the additional impact of possibly affecting the reliability of the battery pack.
  • PIM powerinverter module
  • inductances of an electric motor as a DC-DC boost converter.
  • the solution comprises accessing a star-point connection of the electric motor. This may be complex from the standpoint of design and of the electric motor. Moreover, it affects safety and packaging.
  • WO2021/169143A1 discloses a vehicle-mounted charger compatible with an AC charging pile and a DC charging pile.
  • the vehiclemounted charger comprises an AC-DC module, an internal DC bus, and a switching module, wherein: the AC-DC module is used for connecting to an AC charging pile, converting an alternating current into a direct current, and transmitting the direct current to the internal DC bus; the switching module is used for connecting to a DC charging pile and connecting, according to a switching instruction, a direct current supplied by the DC charging pile to an input end of an AC-DC module or to the internal DC bus; and the internal DC bus is connected to a vehicle load for charging the vehicle load.
  • US11165349B2 discloses backward-compatible charging circuits and methods for charging a battery to a relatively high voltage level, regardless of whether the charging station is able to supply power at such a relatively high voltage level.
  • the circuitry and the methods can use the on-board charging system to supply a voltage-boosting path to increase the charging voltage from a legacy voltage level (for example, a relatively low voltage level) to a native voltage level (for example, a relatively high voltage level).
  • a native-voltage charging station charges the battery
  • the circuitry and the methods according to the embodiments discussed in the document can use a native-voltage path for supplying power, received from the native-voltage charging station, to the battery.
  • US11203267B2 discloses a dual-voltage charging-station system for an AC power supply and a mobile platform having a charging port that includes a charge coupler, an AC-to-DC converter, a cable, and a controller.
  • the charge coupler has an AC pin and a DC pin, which are configured to interctively engage with the respective AC and DC sockets of the charging port.
  • the conversion stage is connected to the charge coupler and to the AC power supplyconverts the supply voltage to a DC charging voltage.
  • the cable connects the charge coupler so that the AC pins receive the voltage, and the DC pins receive the DC charging voltage.
  • DE102018006409A1 discloses an energy converter for coupling a DC electrical system to an AC or DC power source, with an AC terminal, which can be electrically coupled to an AC power source, an on-board electrical connection, which can be electrically coupled to the DC electrical system, an LLC converter, which is electrically coupled to the AC-voltage terminal and has a converter inductance, and a rectifier unit, which is electrically coupled to the LLC converter and to the on-board power-supply terminal and comprises at least one rectifier element and a DC-voltage terminal, which is electrically coupled to the rectifier unit and can be electrically coupled to the DC supply.
  • the object of one or more embodiments is to contribute to providing an improved solution as referred to above.
  • such an object may be achieved via a method that will present the characteristics outlined in the ensuing claims.
  • One or more embodiments regard a corresponding system.
  • a battery-charging system for charging a battery electric vehicle (BEV) may provide an example of such a system.
  • One or more embodiments relate to a corresponding electric-battery vehicle that equips the system according to the present description.
  • One or more embodiments integrate a DCBC module within an integrated dual-charge module (IDCM) that comprises an OBCM.
  • IDCM integrated dual-charge module
  • One or more embodiments facilitate significant reduction in costs and occupation of space of the charging system in BEVs.
  • One or more embodiments eliminate the presence of a stand-alone DCBC module.
  • One or more embodiments advantageously exploit the same power electronics, measurements, controls, and output connectors of the OBCM.
  • One or more embodiments advantageously exploit the existing cooling systems and ducting.
  • One or more embodiments may be applied to any BEV that has a battery voltage rating higher than the voltage limit supplied by the DC charging station.
  • the relays and the switches are integrated in a switch box, advantageously reducing the area occupation.
  • the switch box may be configured for selecting the type of charge (AC/DC), maintaining safety of the high-voltage lines.
  • AC/DC type of charge
  • Figure 1 is a diagram exemplary of a charging system according to one or more embodiments
  • Figure 2 is a diagram exemplary of a variant of the charging system according to one or more embodiments
  • Figures 3 to 9 are diagrams exemplary of the system represented in Figure 1 that can be used also in the system represented in Figure 2; and Figures 10A and 10B are diagrams exemplary of a vehicle according to the present disclosure.
  • an electronic system 100 for charging a battery comprises: a charging port 10 (e.g., an electrical socket) configured to be coupled via an interface 101 (e.g., according to an interface known from standards such as the Combined Charging System - CCS2 - and/or the GB/T) to an electrical socket or connector (e.g., provided by an electrical charging station, in a way in itself known) to receive electrical energy therefrom, the charging port 10 comprising an AC charging portion 102 and a DC charging portion 104; a first battery-charging unit 12 (e.g., a high-voltage battery system - HVBS) comprising supply nodes DC+, DC- and an electrically chargeable battery B (e.g., with 800-V rated voltage) having a positive battery terminal B+ and a negative battery terminal B-, the battery being configured to be charged for storing electrical energy when coupled to an electrical supply source, the first battery-charging unit 12 being coupled
  • a charging port 10 e.g., an electrical socket
  • the PDC 14 comprises: a first electrical path that couples the positive output node 0+ of the first charging unit 12 to the positive output node HV+ of the second charging unit 20 (for example, via a fuse F); a second current path that couples the negative output node 0- of the first charging unit 12 to the negative output node HV- of the second charging unit 20; and further electrical paths for coupling the output nodes of the first charging unit 12 and of the second charging unit 20 to the user circuits II.
  • the AC charging portion 102 of the charging port 10 comprises a plurality of (for example five) contacts LUN, L21N, LSIN, L41N coupled to respective first L1 , second L2, third L3, and fourth N input nodes of the switch box 11 and a contact PEIN coupled to ground.
  • the second charging unit 20 comprises: supply nodes L1 , L2, L3, N, configured to receive a supply voltage selected between the AC supply voltage and the DC supply voltage received via the switch box 11 ; and
  • DC output nodes HV+, HV- configured to supply a regulated voltage VD.
  • the second charging unit 20 comprises an on-board charging module (OBCM) 22, 24, 26, 28, comprising: an EMI filter 22 coupled to the AC supply nodes L1 , L2, L3, N and comprising passive elements (such as inductors and capacitors) to filter out noise and electromagnetic interference (EMI), the EMI filter 22 being configured to supply a filtered voltage to the output nodes PA, PB, PC, PD, for example so as to provide both a common-mode filter and a differentialmode filter; power-factor-correction (PFC) circuitry 24 coupled to the EMI filter 22 via the PFC input nodes P1 , P2, P3, PN to receive the filtered voltage therefrom, the PFC circuitry 24 being configured to apply a rectification operation to the filtered voltage, supplying a rectified voltage (such as a (rough) DC voltage with a superimposed AC ripple) as a voltage drop VR across a positive node D1 and a negative node D2; at least one capacitive branch C1
  • a rectified voltage such as
  • the second charging unit 20 further comprises a set of contactors K4, K5, K6, which comprises: a first contactor K4 set between an output node PD of the EMI filter 22 and an input node PN of the PFC circuitry 24, a second contactor K5 set between a first (e.g., positive) output node D+ of the DC-DC converter 26 and a first (e.g., positive) node D1 of the PFC circuitry 24 of the second charging unit 20; and a third contactor K6 set between an (e.g., negative) output node D- of the DC-DC converter circuit 26 and a second (e.g., negative) output node D2 of the PFC circuitry 24 of the second charging unit 20.
  • a set of contactors K4, K5, K6, which comprises: a first contactor K4 set between an output node PD of the EMI filter 22 and an input node PN of the PFC circuitry 24, a second contactor K5 set between a first (e.g.,
  • the contactors K4, K5, K6 may be electronically controlled mechanical switches that can be selectively switched ON (i.e., closed, with a current path through them rendered conductive) or switched OFF (i.e., opened, with a current path through them rendered non- conductive).
  • the first charging unit 12 comprises: a positive input node DC+ and a negative input node DC- coupled to the contacts in the DC charging portion 104 of the charging port 10 for receiving therefrom the DC supply voltage; a positive output node 0+ and a negative output node O- coupled to the PDC 14 for supplying thereto a voltage stored in the electrically charged battery B; and a set of switches K1 , K2, K3, K4 comprising: a first switch K1 , K2 set between a first terminal B+ of the battery and the positive node 0+ (for example, via the resistive element R) of the first charging unit 12, a second switch K2 set between a second terminal B- of the battery and the negative node 0- of the first charging unit 12, and a third (set of) switches K3 set between the positive input node DC+ and the positive output node 0+ of the first charging unit 12 as likewise between the negative input node DC- and the negative output node 0- of the first charging unit
  • the switch box 11 comprises a set of switches RL1 , RL2, RL3, RL4, RL5, RL6, which comprises for example: a first switch RL1 set between a first connector LUN of the AC portion 102 of the charging port 10 and a first input node L1 of the second charging unit 20; a second switch RL2 set between a second connector L21N of the AC portion 102 of the charging port and a second input node L2 of the second charging unit 20; a third switch RL3 set between a third connector LSIN of the AC portion 102 of the charging port and a third input node L3 of the second charging unit 20; a fourth switch RL4 set between a fourth connector L41N of the AC portion 102 of the charging port and a fourth input node N of the second charging unit 20; a fifth subset of switches RL5 set between the positive input node DC+ of the DC portion 104 of the charging port 10 and the first input node L1 , the second switch RL2 set between a second connector
  • the set of switches RL1 , RL2, RL3, RL4, RL5, RL6 of the switch box 11 , the set of switches K1 , K2, K3 of the first charging unit 12, as likewise the contactors K4, K5, K6 of the second charging unit 20, are coupled to the control unit 18 and are configured to be driven between an OFF (or open, non-conductive) state and an ON (or closed, conductive) state on the basis of control signals supplied by the control unit 18.
  • control unit 18 is configured to drive the various elements in response to whether the charging port is coupled (via the respective socket, in a way in itself known) to an AC charging station, a DC charging station configured to supply a voltage at the charging level of the battery B (for example, 800 V), or a DC charging EVSE configured to supply a voltage at a voltage level lower than the charging level of the battery (for example, 400 V).
  • control unit 18 in response to the charging port being coupled to an AC charging station, the control unit 18 is configured to: drive the contactors K4, K5, K6 so that they will be OFF (i.e. , open), switch the first coupling switch 200 so that it will be OFF (i.e., open) and the second coupling switch 202 so that it will be ON (i.e., closed).
  • control unit 18 is configured to: switch ON (i.e. , close) the second switch K2 in the first charging unit
  • switch ON i.e., close
  • switch OFF i.e., open
  • the second charging unit 20 then receives an AC voltage from the AC portion of the charging port 10 and converts it into a regulated voltage VD supplied to the battery B via coupling of the output nodes HV+, HV- of the second charging unit 20 to the output nodes O+, O- of the first charging unit 12.
  • the control unit 18 is moreover configured to: switch ON (i.e., close) the second switch K2 in the first charging unit 12; switch OFF (i.e., open) the third switch K3 in the first charging unit 12; switch ON (i.e., close) the first switch RL1 , the second switch RL2, the third switch RL3, and the fourth switch RL4 in the switch box 11 ; and switch OFF (i.e., open) the fifth subset of switches RL5 and the sixth switch RL6.
  • the second charging unit 20 receives and converts the three-phase AC voltage into the DC regulated voltage VR via the PFC circuitry 24 and the DC-DC converter circuit 26.
  • control unit 18 in response to the charging port being coupled to a DC charging station configured to supply a voltage such as to match the voltage rating of the battery B, the control unit 18 is configured to: switch ON (i.e., close) the second switch K2 in the first charging unit 12; switch OFF (i.e., open) the third switch K3 in the first charging unit
  • the DC charging station supplies a DC regulated voltage for charging the battery B approximately up to 900 V, according to the charging capacity of the station.
  • the control unit 18 in response to the charging port being coupled to a DC charging station such as to supply a voltage at a level lower than the voltage rating of the battery B, the control unit 18 is configured to: switch the first coupling switch 200 so that it will be ON (i.e., closed) and the second coupling switch 202 so that it will be OFF (i.e., open); switch ON (i.e., close) the fifth subset of switches RL5 and the sixth switch RL6 in the switch box 11 , keeping, instead, open the other switches RL1 , RL2, RL3, RL4 in a set of switches of the switch box 11 ; and switch ON (i.e., close) the contactors K4, K5, K6 so as to connect the last input node N of the second charging unit 20 to the input of the PFC circuitry 24, and supply at output, via the PFC circuitry 24 and the DC-DC converter circuit 26, a DC voltage “boosted” with respect to the voltage supplied to the DC input 104 of the charging
  • the charging port 10 includes an AC charging portion 102A, which comprises a reduced number of input nodes, such as a first input node LUN and a second input node NIN, with the node PE connected to ground.
  • This scenario represents the system for the configuration required in North America (NA).
  • the switch box 11A comprises: a first subset of switches RL1 comprising a switch set between the first input node LUN and the input nodes L1 , L2, L3 of the second charging unit 20 and a switch set between the second input node NIN and the fourth input node N of the second charging unit 20; and a second subset of switches RL5 comprising a switch set between the positive input node DC+ of the DC charging portion 104 of the charging port 10 and the input nodes L1 , L2, L3 of the second charging unit 20 and between the negative input node DC- of the DC charging portion 104 of the charging port 10 and the fourth input node N of the second charging unit 20.
  • the EMI filter 22 of the second charging unit 20 comprises: passive electronic components CMC2, CMC3, Cx1 , Cx2, Cx3 comprising inductive elements CMC2, CMC3 (for example, a commonmode filter) and capacitors Cx1 , Cx2, Cx2 (for example, Cx1 , Cx2, Cx3 arranged in series and in parallel with one another), the passive circuitry CMC2, CMC3, Cx1 , Cx2, Cx3 being configured for filtering the voltage (and/or the current) received at the input nodes L1 , L2, L3, LN; a first switch RL7 set between the first input node L1 and the second input node L2; and a second switch RL8 set between a fourth output node PD of the EMI filter 22 and a switching node PQ of the PFC circuitry 24.
  • passive electronic components CMC2, CMC3, Cx1 , Cx2, Cx3 comprising inductive elements CMC2, CMC3 (for example, a commonmode filter)
  • the first contactor K4 can be integrated in the EMI filter 22 and set in an intermediate position between the fourth output node PD of the EMI filter 22 and the fourth input node PN of the PFC circuitry 24.
  • the PFC circuitry 24 comprises a plurality of switches in half-bridge configuration H1 , H2, H3, each halfbridge H1 , H2, H3 comprising pairs of switching transistors (e.g., MOSFETs) that form a branch of the circuitry 24; at least one branch is coupled to each of the input nodes P1 , P2, P3, PN of the PFC circuitry 24 via a set of inductors 240, 242, 244.
  • switching transistors e.g., MOSFETs
  • a first half-bridge H1 is coupled to the first input node P1 via a first inductive element 240
  • a second half-bridge H2 is coupled to the second input node P2 via a second inductive element 242
  • a third half-bridge H3 is coupled to the third input node P3 via a third inductive element 244
  • a fourth input node PN is coupled to a switching node PQ of the third half-bridge.
  • the branches of the PFC circuitry 24 are configured to be controlled (e.g., via control signals supplied by the control unit, which is not illustrated in Figure 2) for converting the (AC or DC) filtered voltage received from the EMI filter 22 to a rectified DC voltage VR (e.g., boosted with respect to the input voltage) supplied across the output nodes D1 , D2 of the PFC circuitry 24.
  • a rectified DC voltage VR e.g., boosted with respect to the input voltage
  • a PFC circuitry of an active front-end (AFE) bridgeless type with a current of 16 Arms for each phase may be suited for use in one or more embodiments.
  • AFE active front-end
  • the capacitive branches C1 , C2 exemplified in Figure 1 and in Figure 2 can be obtained via a series of equivalent capacitances, for example the capacitances C1 , C2 set in series for the first capacitive branch C1 and the capacitances C3, C4 set in series for the second capacitive branch C2.
  • the PFC circuitry 24 comprises three inductors 240, 242, 244 and one and the same number of half-bridges H1 , H2, H3, this number being provide purely by way of non-limiting example.
  • the DC-DC converter circuit includes a bidirectional DC-DC converter circuit, in itself known, which comprises: a first set of switching transistors 261 , 262, 263, 264, for example in half-bridge or full-bridge configuration; a transformer 265 coupled to the first set of switching transistors 261 , 262, 263, 264; and a second set of switching transistors 266, 267, 268, 269, for example in half-bridge or full-bridge configuration, coupled to the transformer 265.
  • a bidirectional DC-DC converter circuit in itself known, which comprises: a first set of switching transistors 261 , 262, 263, 264, for example in half-bridge or full-bridge configuration; a transformer 265 coupled to the first set of switching transistors 261 , 262, 263, 264; and a second set of switching transistors 266, 267, 268, 269, for example in half-bridge or full-bridge configuration, coupled to the transformer 265.
  • the transformer 265 can insulate the output nodes D+, D- from the input side D1 , D2 of the DC-DC converter circuit 26.
  • the switching transistors 261 , 262, 263, 264, in combination with the transformer 265, may be controlled via control circuitry 18 (not visible in Figure 3) for controlling conversion of the rectified DC signal VR to a further regulated DC output voltage VD (for example, amplified and insulated) on the basis of the rectified voltage VR supplied by the PFC circuitry 24.
  • control circuitry 18 not visible in Figure 3 for controlling conversion of the rectified DC signal VR to a further regulated DC output voltage VD (for example, amplified and insulated) on the basis of the rectified voltage VR supplied by the PFC circuitry 24.
  • the further EMI filter 28 comprises further passive elements CMC4, CMC5, Cx4, Cx5 (for example a plurality of LC circuit networks comprising a respective inductor CMC4, CMC5 and a respective capacitor Cx4, Cx5).
  • the further passive elements may comprise commonmode chokes (CMCs) so as to provide both differential-mode and common-mode filtering, in a way in itself known.
  • getting the system exemplified in Figures 1 to 4 to operate comprises: a) in response to the AC portion 102 of the charging port 10 being coupled to an AC source (e.g., a single-phase source): the EMI filter 22 receives the single-phase AC charging voltage at the input nodes L1 , N (in the case of a single-phase source) or at the input nodes L1 , L2, L3, N (in the case of a three-phase source), in response to the AC portion 102 of the charging port 10 being coupled to an AC source (e.g., a single-phase source), the control unit 18 is configured to: switch ON the first switch RL7 and the second switch RL8 so as to supply the AC input voltage to the node PQ of the PFC circuitry (for example, an AFE PFC circuitry comprising up to 32 Arms, for example 2x16 Arms for the E
  • the PFC circuitry for example, an AFE PFC circuitry comprising up to 32 Arms, for example 2x16 Arms for
  • the control unit 18 is configured to: switch OFF the first switch RL7 and the second switch RL8 so as to supply the three-phase AC input voltage to the nodes P1 , P2, and P3 of the PFC circuitry (for example, an AFE PFC circuitry comprising up to 16 Arms for each phase, for the EMEA/China standards that can supply a power of up to 11 kW to charge the battery); switch OFF (i.e., open) the contactors K4, K5, and K6; and switch OFF (i.e., open) the first coupling switch 200 and switch ON (i.e., close) the second coupling switch 202; and b) in response to the DC portion 104
  • both the PFC circuitry 24 and the DC-DC converter 26 are connected to the DC input voltage via the EMI filter, boosting the voltage in parallel and supplying, for example, a total boost power of up to 35 kW to the input voltage at the first voltage level (for example, from 500 V to 800 V).
  • the EMI filter 22 may comprise a single switch RL7 set between the first input node PA and the second input node PB of the PFC circuitry 24, while the PFC circuitry 24 may comprise a set of four half-bridge branches H1 , H2, H3, H4 with a switching node of the last branch coupled to the input node N of the EMI filter 22.
  • the EMI filter 22 receives the single-phase AC charging voltage at the input nodes L1 , N (in the case of a single-phase source) or at the input nodes L1 , L2, L3, N (in the case of a three-phase source); in response to the AC portion 102 of the charging port 10 being coupled to a single-phase AC source, the control unit 18 is configured to: switch ON the first switch RL7 so as to supply the single-phase AC input voltage to the nodes PA, PB, PQ of the PFC circuitry 24; switch OFF the contactors K4, K5, K6; and switch OFF (i.e., open) the first coupling switch 200, and switch ON (i.e., close) the second coupling switch 202; a1 ) in addition to what has already been mentioned in case a), in the case of use of the circuit of Figure 5 in the system of
  • the switch 200 coupled between the input node PB of the PFC circuitry 24 and the EMI filter 22 comprises both a first switch RL7, set between the third input node L3 of the EMI filter and the third input node Pc of the PFC circuitry 24, and a second switch RL8, set between the fourth input node N of the EMI filter 22 and the switching node PQ of the last half-bridge branch H3 of the PFC circuitry 24, whilst the PFC circuitry 24 may comprise a set of three half-bridge branches H1 , H2, H3, with the switching node PQ of the last branch coupled to the input node N of the EMI filter 22.
  • circuit exemplified in Figure 6 operation of the circuit exemplified in Figure 6 is substantially similar to what has been discussed with reference to the circuit of Figure 3.
  • the inductances 240, 244 and the half bridge H1 reach a current of up to 32 Arms each (16 Arms, instead, in Figure 3 and 5) to raise the power that can be reached to 50 kW in boost DC charging mode.
  • the configuration of Figure 6 may be used for AC charging of up to 11 kW in EMEA/China and NA.
  • the PFC circuitry 24 comprises a further inductance L4 coupled to the switching node PQ of a fourth and last half-bridge branch H4, whilst the EMI filter 22 comprises a third switch RL9 set between the third input node PC of the PFC circuitry 24 and the inductance L4, in addition to the first switch RL7 set between the first input node L1 and the second input node L2 of the EMI filter 22, as well as to the second switch RL8 set between the fourth input node N of the EMI filter 22 and the switching node PQ of the PFC circuitry 24.
  • the EMI filter 22 receives the single-phase AC charging voltage at the input nodes L1 , N; the control unit 18 is configured to: switch ON (i.e., close) the first switch RL7 and the second switch RL8, and at the same time switch OFF the third switch RL9 so as to supply the AC input voltage to the input of the PFC circuitry 24; switch OFF (i.e., open) the contactors K4, K5, K6; and switch OFF (i.e., open) the first coupling switch 200 and switch ON (i.e., close) the second coupling switch 202; in this way, the PFC circuitry 24 can charge the battery B, for example developing power up to 7.4 kW; a1 ) in addition to what has already been mentioned in case a), in the case of use of the circuit of Figure 7 in the system of Figure 2, the input nodes L1 ,
  • further variant embodiments may comprise a DC-DC converter of a bidirectional type, for example to implement functions of boost DC charging with a power of up to 70 kW for international applications (for example, EMEA/China and NA) with a conventional OBCM, for example with a 22-kW power base.
  • a DC-DC converter of a bidirectional type for example to implement functions of boost DC charging with a power of up to 70 kW for international applications (for example, EMEA/China and NA) with a conventional OBCM, for example with a 22-kW power base.
  • the DC-DC converter 26 includes a DC-DC bidirectional converter, which comprises high-side circuitry 260A low-side circuitry 260B coupled to a positive input node D10, to the positive output node D+, to the negative input node D2 and to the negative output node D-.
  • each of the two portions 260A, 260B of the DC-DC converter 26 comprises a first set of switching transistors 261 , 262, 263, 264, a transformer 265, and a second set of switching transistors 266, 267, 268, 269.
  • the transformer 265 may insulate the nodes D+, D- from the input side D1 , D2 of the DC-DC converter 26.
  • the switching transistors 261 , 262, 263, 264, in combination with the transformer 265, may be controlled via control circuitry 18 (for example, a microcontroller integrated in the OBCM) for controlling conversion of the rectified DC voltage VR to a further regulated DC output voltage VD (for example, to adapt the voltage gain) on the basis of the rectified voltage VR supplied by the PFC circuitry 24.
  • control circuitry 18 for example, a microcontroller integrated in the OBCM
  • VD for example, to adapt the voltage gain
  • the EMI filter 22 may even comprise just the contactor K4, without integrating further switches, in particular in combination with a PFC circuitry 24 that comprises four branches H1 , H2, H3, H4.
  • the solution as exemplified in Figure 8 may be convenient in terms of reduction of the overall encumbrance of the circuit, given that it has a reduced number of components.
  • an embodiment may be substantially the same as the one discussed with reference to Figure 6, except for the use of a bidirectional DC-DC converter circuit 26.
  • a system 100 as exemplified herein, comprises: a charging port 10 comprising an AC port 102, configured to receive an AC supply voltage, and a DC port 104, configured to receive a DC supply voltage, the charging port 10 being configured to be coupled to a charging station EVSE, ACCS so as to receive the AC supply voltage or the DC supply voltage therefrom; a first charging unit 12 comprising a positive DC input node DC+ and a negative DC input node DC- both coupled to the DC port and configured to receive the DC supply voltage, the first charging unit 12 further comprising: a positive DC output node O+, a negative DC output node O- , as well as a battery B having a positive battery terminal B+ and a negative battery terminal B-; a first switch K2 set between the positive battery terminal and the positive DC output node; a second switch set between the negative battery terminal and the negative DC output node; and a third switch set between the negative DC input node and the negative DC output node, as likewise between the positive DC input node
  • the battery is configured to be charged at the first voltage level higher than the second voltage level.
  • the first voltage level is twice the second voltage level.
  • the DC-DC converter circuit comprises a unidirectional or bidirectional DC-DC converter circuit 260A, 260B.
  • the third contactor is integrated in the EMI filter and is configured for selectively coupling a fourth input node LN of the EMI filter 22 with a fourth input node PN of the PFC circuitry.
  • the EMI filter further comprises at least one switch RL7; RL8; RL9 set between at least one input node of the second charging unit and at least one PFC input node of the PFC circuitry, and the control circuitry is configured to drive the at least one switch of the EMI filter as a function of the AC voltage or of the DC voltage received at the input nodes of the second charging unit.
  • a further electromagnetic-interference (EMI) filter 28 may be set between the first output node, the second output node of the second charging unit and the DC-DC converter circuit, the further EMI filter being configured to carry out EMI filtering of a received supply voltage, supplying a filtered voltage as result.
  • EMI electromagnetic-interference
  • the PFC circuitry comprises a set of halfbridge devices H1 , H4, HN, which comprise switching nodes coupled to the input nodes of the PFC circuitry, the half-bridge devices of the set of half-bridge devices being configured to supply the rectified voltage across the first PFC output node and the second PFC output node.
  • a battery-powered electric vehicle BEV may be equipped with a system 100 as exemplified herein.
  • a vehicle BEV with on board a battery equipped with electronic system 100 can be coupled (via a socket provided by the charging station EVSE and coupled to the port 102 or 104) to a charging station EVSE also in the case where the battery B has a voltage rating higher than the one for which the station EVSE is designed.
  • the voltage follows the current path EP1 selected via the switch box 11 and is converted by the second charging unit 20 so as to reach the boosted voltage of 800 V, as discussed previously.
  • the voltage follows the current path EP3 via the switch box 11 from the second charging unit 20 to the battery B, as discussed previously.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

La présente invention concerne un système (100), comprenant : un port de charge (10), qui comprend un port CA (102) conçu pour recevoir une tension d'alimentation CA et un port CC (104) conçu pour recevoir une tension d'alimentation CC, le port de charge (10) étant conçu pour être couplé à une station de charge de façon à recevoir la tension d'alimentation CA ou la tension d'alimentation CC à partir de celle-ci ; une première unité de charge (12) comprenant un noeud d'entrée CC positif (CC +) et un noeud d'entrée CC négatif (CC-) couplé au port CC (104) et conçu pour recevoir la tension d'alimentation CC ; une seconde unité de charge (20) comprenant des noeuds d'entrée (L1, L2, L3, n) et des noeuds de sortie CC (HV +, HV-) couplés (14) à des noeuds de sortie CC respectifs (O +, O-) de la première unité de charge (12) ; et une boîte de commutation (11; 11A) couplée au port de charge (10), aux noeuds d'entrée (L1, L2, L3, n) de la seconde unité de charge (20), comme également au noeud d'entrée CC positif (DC +) et au noeud d'entrée CC négatif (DC-) de la première unité de charge (12), la boîte de commutation (11; 11A) comprenant un premier ensemble de commutateurs (RL1; RL2, RL3, RL4) conçus pour coupler sélectivement le port CA (102) aux noeuds d'entrée (L1, L2, L3, n) de la seconde unité de charge (20) et un second ensemble de commutateurs (RL5; RL6) conçu pour coupler sélectivement le port CC (104) aux noeuds d'entrée (L1, L2, L3, n) de la seconde unité de charge (20) ; le système comprenant en outre un circuit de commande (18) conçu pour faire fonctionner le boîtier de commutation (11; 11A) de façon à coupler sélectivement le port CA (102) aux noeuds d'entrée (L1, L2, L3, n) de la seconde unité de charge (20) ou du port CC (104) aux noeuds d'entrée (L1, L2, L3, n) de la seconde unité de charge (20) sur la base du type de tension et du niveau de tension reçus au niveau du port de charge (10), appliquant, en conséquence, une tension à la borne positive (B +) et à la borne négative (B-) de la batterie (B).
PCT/IB2023/057489 2022-08-04 2023-07-24 Système de charge de véhicules électriques WO2024028693A1 (fr)

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120169280A1 (en) * 2011-01-04 2012-07-05 Tse-Hua Chi Charging apparatus with alternating current- and direct current-charging functions for mobile vehicle
WO2017169185A1 (fr) * 2016-03-29 2017-10-05 パナソニックＩｐマネジメント株式会社 Dispositif de charge
DE102018006409A1 (de) 2018-08-14 2019-03-07 Daimler Ag Energiewandler zum energietechnischen Koppeln eines Gleichspannungsbordnetzes mit einer Wechselspannungs- oder einer Gleichspannungsenergiequelle
US20200304026A1 (en) * 2019-03-20 2020-09-24 Atieva, Inc. Backward compatable battery dc charger and methods using an on-board charger
WO2021169143A1 (fr) 2020-02-27 2021-09-02 深圳威迈斯新能源股份有限公司 Chargeur monté sur véhicule compatible avec une pile de charge à courant alternatif et une pile de charge à courant continu
US11203267B2 (en) 2019-09-23 2021-12-21 GM Global Technology Operations LLC Dual-voltage charging station and method

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120169280A1 (en) * 2011-01-04 2012-07-05 Tse-Hua Chi Charging apparatus with alternating current- and direct current-charging functions for mobile vehicle
WO2017169185A1 (fr) * 2016-03-29 2017-10-05 パナソニックＩｐマネジメント株式会社 Dispositif de charge
DE102018006409A1 (de) 2018-08-14 2019-03-07 Daimler Ag Energiewandler zum energietechnischen Koppeln eines Gleichspannungsbordnetzes mit einer Wechselspannungs- oder einer Gleichspannungsenergiequelle
US20200304026A1 (en) * 2019-03-20 2020-09-24 Atieva, Inc. Backward compatable battery dc charger and methods using an on-board charger
US11165349B2 (en) 2019-03-20 2021-11-02 Alieva, Inc. Backward compatible battery DC charger and methods using an on-board charger
US11203267B2 (en) 2019-09-23 2021-12-21 GM Global Technology Operations LLC Dual-voltage charging station and method
WO2021169143A1 (fr) 2020-02-27 2021-09-02 深圳威迈斯新能源股份有限公司 Chargeur monté sur véhicule compatible avec une pile de charge à courant alternatif et une pile de charge à courant continu

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