U.S. patent application number 16/945123 was filed with the patent office on 2022-02-03 for electric vehicle charging using downsized buck boost converter.
The applicant listed for this patent is GM Global Technology Operations LLC. Invention is credited to Venkata Prasad Atluri, Suresh Gopalakrishnan, Lei Hao, Chandra S. Namuduri.
Application Number | 20220032803 16/945123 |
Document ID | / |
Family ID | 79300513 |
Filed Date | 2022-02-03 |
United States Patent
Application |
20220032803 |
Kind Code |
A1 |
Hao; Lei ; et al. |
February 3, 2022 |
ELECTRIC VEHICLE CHARGING USING DOWNSIZED BUCK BOOST CONVERTER
Abstract
A charging system of an electrical automobile vehicle includes a
converter unit and a first energy storage system of within a first
automobile vehicle. A charging cable is releasably connected from
the first energy storage system to a charging station or is
releasably connected to a second energy storage system of a second
automobile vehicle. A vehicle charging controller is connected to
the converter unit and programmed to communicate with the charging
station and to the second energy storage system. A plurality of
low-loss switching devices of the converter unit are selectively
operated by signals from the vehicle charging controller to
position the plurality of low-loss switching devices in an on-state
(ON) or an off-state (OFF) to control charging the first energy
storage system from the charging station or charging the second
energy storage system from the first energy storage system.
Inventors: |
Hao; Lei; (Troy, MI)
; Atluri; Venkata Prasad; (Novi, MI) ; Namuduri;
Chandra S.; (Troy, MI) ; Gopalakrishnan; Suresh;
(Troy, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
GM Global Technology Operations LLC |
Detroit |
MI |
US |
|
|
Family ID: |
79300513 |
Appl. No.: |
16/945123 |
Filed: |
July 31, 2020 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
H02M 3/1582 20130101;
B60L 2210/14 20130101; H02J 7/007 20130101; H02J 2207/20 20200101;
H02M 1/32 20130101; H02M 1/36 20130101; B60L 2210/12 20130101; H02J
7/342 20200101; B60L 53/18 20190201; H02M 1/10 20130101; B60L 53/20
20190201; B60L 53/62 20190201; H02J 7/0042 20130101; B60L 50/66
20190201 |
International
Class: |
B60L 53/62 20060101
B60L053/62; H02J 7/00 20060101 H02J007/00; H02M 3/158 20060101
H02M003/158; H02J 7/34 20060101 H02J007/34; B60L 53/20 20060101
B60L053/20; B60L 53/18 20060101 B60L053/18; B60L 50/60 20060101
B60L050/60 |
Claims
1. A charging system of an electrical automobile vehicle, the
charging system comprising: a converter unit within a first
automobile vehicle; a first energy storage system of the first
automobile vehicle; a charging cable releasably connected from the
first energy storage system to a charging station or to a second
energy storage system of a second automobile vehicle; a vehicle
charging controller connected to the converter unit and programmed
to communicate with the charging station and the second energy
storage system; and a plurality of low-loss switching devices of
the converter unit selectively operated by signals from the vehicle
charging controller to position the plurality of low-loss switching
devices in an on-state (ON) or an off-state (OFF) to control
charging the first energy storage system from the charging station
or charging the second energy storage system from the first energy
storage system.
2. The charging system of the electrical automobile vehicle of
claim 1, wherein the converter unit includes: a charge port
individually connected to a positive bus and a negative bus; and a
bi-directional DC/DC (BDD) converter with or without a bypass
switch connected to the positive bus and the negative bus.
3. The charging system of the electrical automobile vehicle of
claim 2, wherein: a first one (SS1) of the plurality of low-loss
switching devices releasably connects the charge port to the
positive bus; and a second one (SS2) of the plurality of low-loss
switching devices releasably connects the charge port to the
negative bus.
4. The charging system of the electrical automobile vehicle of
claim 3, wherein: a third one (SS3) of the plurality of low-loss
switching devices releasably connects the charge port to the
positive bus of the BDD converter; and a fourth one (SS4) of the
plurality of low-loss switching devices releasably connects the
charge port to the negative bus of the BDD converter.
5. The charging system of the electrical automobile vehicle of
claim 4, wherein the converter unit includes: a battery; a first
battery switch defining a fifth one (SS5) of the plurality of
low-loss switching devices connecting the battery to the positive
bus; a second battery switch defining a sixth one (SS6) of the
plurality of low-loss switching devices connecting the battery to
the negative bus; and a pre-charging resistor connected to the
battery and connected to or isolated from the positive bus using a
pre-charging contactor defining a third battery switch (SS-PC).
6. The charging system of the electrical automobile vehicle of
claim 5, wherein during a driving operation of the first automobile
vehicle, the plurality of low-loss switching devices and the BDD
converter are positioned as follows: SS1, SS2, SS3, SS4 are OFF;
SS5 and SS6 are ON; SS-PC is OFF; and the BDD converter is
energized ON.
7. The charging system of the electrical automobile vehicle of
claim 5, wherein during a pre-charging operation of the first
automobile vehicle, the plurality of low-loss switching devices and
the BDD converter are positioned as follows: SS1, SS2, SS3, SS4 are
OFF; SS5 is OFF; SS6 is ON; SS-PC is ON; and the BDD converter is
energized OFF.
8. The charging system of the electrical automobile vehicle of
claim 5, wherein during a charging operation of the second energy
storage system using the first energy storage system, the plurality
of low-loss switching devices and the BDD converter are positioned
as follows: SS1, SS2 are OFF; SS3, SS4 are ON; SS5 and SS6 are ON;
SS-PC is OFF; and the BDD converter is energized ON.
9. The charging system of the electrical automobile vehicle of
claim 5, wherein during a charging operation of the first energy
storage system from the charging station when the charging station
is defined as a compatible charging station, the plurality of
low-loss switching devices and the BDD converter are positioned as
follows: SS1, SS2 are ON; SS3, SS4 are OFF; SS5 and SS6 are ON;
SS-PC is OFF; and the BDD converter is energized OFF.
10. The charging system of the electrical automobile vehicle of
claim 5, wherein during a charging operation of the first energy
storage system from the charging station when the charging station
is defined as an incompatible charging station, the plurality of
low-loss switching devices and the BDD converter are positioned as
follows: SS1, SS2 are OFF; SS3, SS4 are ON; SS5 and SS6 are ON;
SS-PC is OFF; and the BDD converter is energized ON.
11. The charging system of the electrical automobile vehicle of
claim 5, wherein the converter unit includes: a module package
having a traction power inverter module, an accessory power module
and an air conditioning compressor module; and an integrated power
electronics module; wherein the module package and the integrated
power electronics module are connected across the positive bus and
the negative bus.
12. The charging system of the electrical automobile vehicle of
claim 11, wherein the converter unit includes: a seventh one (SS7)
of the plurality of low-loss switching devices releasably
connecting the module package and the integrated power electronics
module to the positive bus; and an eighth one (SS8) of the
plurality of low-loss switching devices releasably connecting the
module package and the integrated power electronics module to the
negative bus; wherein during a driving operation of the first
automobile vehicle SS7 and SS8 are ON; and wherein during a
pre-charging operation of the first automobile vehicle; during a
charging operation of the second energy storage system using the
first energy storage system, and during a charging operation of the
first energy storage system from the charging station SS7 and SS8
are OFF.
13. A charging system of an electrical automobile vehicle, the
charging system comprising: a converter unit within a first
automobile vehicle having a bi-directional DC/DC (TCDD) converter
with or without a bypass switch connected to a positive bus and a
negative bus; a charge port connected to the positive bus and the
negative bus; a first energy storage system of the first automobile
vehicle including a dual battery package; a charging cable
releasably connected from the first energy storage system via the
charge port to a charging station or releasably connected to a
second energy storage system of a second automobile vehicle; a
vehicle charging controller connected to the converter unit and
programmed to communicate with the charging station and the second
energy storage system; and a plurality of low-loss switching
devices of the converter unit selectively operated by signals from
the vehicle charging controller to position the plurality of
low-loss switching devices in an on-state (ON) or an off-state
(OFF) to control charging the first energy storage system from the
charging station or charging the second energy storage system from
the first energy storage system.
14. The charging system of the electrical automobile vehicle of
claim 13, wherein the plurality of low-loss switching devices
includes: a first one (SS 1) releasably connecting the charge port
to the positive bus; a second one (SS2) releasably connecting the
charge port to the negative bus; a third one (SS3) releasably
connecting the charge port to the positive bus of an input of the
BDD converter; a fourth one (SS4) releasably connecting the charge
port to the negative bus of an input of the BDD converter; a fifth
one (SS5) defining a first battery switch releasably connecting the
battery to the positive bus; and a sixth one (SS6) defining a
second battery switch releasably connecting the battery to the
negative bus.
15. The charging system of the electrical automobile vehicle of
claim 14, further including a resistor connected to the battery and
connected to or isolated from the positive bus using a pre-charging
contactor defining a third battery switch (SS-PC).
16. The charging system of the electrical automobile vehicle of
claim 15, further including switching logic including:
TABLE-US-00007 Switching logic for various operating modes SS1 SS2
SS3 SS4 SS5 SS6 SS-PC DBB Normal driving OFF OFF OFF OFF ON ON OFF
ON Pre-charging OFF OFF OFF OFF OFF ON ON OFF Charging from vehicle
ESS OFF OFF ON ON ON ON OFF ON Charging from the grid ON ON OFF OFF
ON ON OFF OFF.
17. The charging system of the electrical automobile vehicle of
claim 15, further including: a seventh one (SS7) of the plurality
of low-loss switching devices releasably connects a module package
and an integrated power electronics module to the positive bus; and
an eighth one (SS8) of the plurality of low-loss switching devices
releasably connects the module package and the integrated power
electronics module to the negative bus.
18. The charging system of the electrical automobile vehicle of
claim 17, further including switching logic including:
TABLE-US-00008 Switching logic for various operating modes SS1 SS2
SS3 SS4 SS5 SS6 SS7 SS8 SS-PC DBB Normal driving OFF OFF OFF OFF ON
ON ON ON OFF ON Pre-charging OFF OFF OFF OFF OFF ON OFF OFF ON OFF
Charging from vehicle ESS OFF OFF ON ON ON ON OFF OFF OFF ON
Charging from the grid ON ON OFF OFF ON ON OFF OFF OFF OFF.
19. The charging system of the electrical automobile vehicle of
claim 13, wherein the dual battery package defines a first battery
and a second battery, and wherein the plurality of low-loss
switching devices includes: a first one (SS1) releasably connecting
the charge port to the positive bus; a second one (SS2) releasably
connecting the charge port to the negative bus; a third one (SS3)
releasably connecting the charge port to the positive bus of an
input of the BDD converter; a fourth one (SS4) releasably
connecting the charge port to the negative bus of an input of the
BDD converter; a fifth one (SS5) defining a first battery switch
releasably connecting the first battery to the bus; a sixth one
(SS6) defining a second battery switch releasably connecting the
first battery to the negative bus; a seventh one (SS7) defining a
first battery switch releasably connecting the second battery to
the positive bus; an eighth one (SS8) defining a second battery
switch releasably, connecting the second battery to the negative
bus; and a ninth one (SS9) connecting the first battery to the
second battery; and further including switching logic including:
TABLE-US-00009 Switching logic for various operating modes SS1 SS2
SS3 SS4 SS5 SS6 SS7 SS8 SS9 SS10 SS11 SS-PC BDD Normal driving OFF
OFF OFF OFF ON ON ON ON OFF ON ON OFF ON Pre-charging OFF OFF OFF
OFF OFF ON OFF OFF OFF OFF OFF ON OFF Charging second vehicle ESS
(400 V) OFF OFF ON ON ON ON ON ON OFF OFF OFF OFF ON Charging
second vehicle ESS (800 V) OFF OFF ON ON OFF ON ON OFF ON OFF OFF
OFF ON Charging from the grid (400 V) ON ON OFF OFF ON ON ON ON OFF
OFF OFF OFF OFF Charging from the grid (800 V) ON ON OFF OFF OFF ON
ON OFF ON OFF OFF OFF OFF.
20. A method for charging an electrical automobile vehicle, the
method comprising: connecting a bi-directional DC/DC (BDD)
converter to a converter unit within a first automobile vehicle;
connecting the BDD converter and a charge port to a positive bus
and a negative bus; providing a first energy storage system in the
first automobile vehicle including a battery; releasably connecting
a charging cable from the first energy storage system via the
charge port to a charging station to charge the battery or
releasably connecting the charging cable to a second energy storage
system of a second automobile vehicle; programming a vehicle
charging controller connected to the converter unit to communicate
with the charging station and the second energy storage system; and
selectively operating a plurality of low-loss switching devices of
the converter unit using signals from the vehicle charging
controller to position the plurality of low-loss switching devices
in an on-state (ON) or an off-state (OFF) to control charging the
first energy storage system from the charging station or charging
the second energy storage system from the first energy storage
system.
Description
INTRODUCTION
[0001] The present disclosure relates to electrical powered
automobile vehicles and charging of electrical powered vehicle
batteries.
[0002] Electrically powered or electrical vehicles (EVs) commonly
use a 400 direct current volt (VDC) battery, normally charged from
a home electrical system over approximately an 8 to 24 hour
charging period, or a 400 VDC charging station. Battery charging
times may be improved using higher voltage (e.g., 800 VDC) charging
stations which are replacing 400 VDC charging stations, however
existing EV system architecture may not support connection to an
800 VDC charging station. In addition, vehicle-to-vehicle charging
to assist vehicles which have depleted battery capacity,
particularly when a charging station is not available, is not
currently supported for many EV architectures.
[0003] Thus, while current EV charging systems and architectures
achieve their intended purpose, there is a need for a new and
improved charging system of an automobile vehicle.
SUMMARY
[0004] According to several aspects, a charging system of an
electrical automobile vehicle includes a converter unit within a
first automobile vehicle and a first energy storage system of the
first automobile vehicle. A charging cable is releasably connected
from the first energy storage system to a charging station or is
releasably connected to a second energy storage system of a second
automobile vehicle. A vehicle charging controller is connected to
the converter unit and programmed to communicate with the charging
station and to the second energy storage system. A plurality of
low-loss switching devices of the converter unit are selectively
operated by signals from the vehicle charging controller to
position the plurality of low-loss switching devices in an on-state
(ON) or an off-state (OFF) to control charging the first energy
storage system from the charging station or charging the second
energy storage system from the first energy storage system.
[0005] In another aspect of the present disclosure, the converter
unit includes: a charge port individually connected to a positive
bus and a negative bus; and a bi-directional DC/DC(BDD) converter,
for example a buck boost converter connected to the positive bus
and the negative bus.
[0006] In another aspect of the present disclosure, the
bi-directional DC/DC converter can be a converter with or without a
bypass switch. The DC/DC converter with bypass switch will include
a feature to bypass the DC/DC converter from a drive system in
certain drive conditions, for example, if a required power is
greater than a threshold.
[0007] In another aspect of the present disclosure, a first one
(SS1) of the plurality of low-loss switching devices releasably
connects the charge port to the positive bus of the first energy
storage system; and a second one (SS2) of the plurality of low-loss
switching devices releasably connects the charge port to the
negative bus of the first energy storage system.
[0008] In another aspect of the present disclosure, a third one
(SS3) of the plurality of low-loss switching devices releasably
connects the charge port to the positive bus of an input of the BDD
converter; and a fourth one (SS4) of the plurality of low-loss
switching devices releasably connects the charge port to the
negative bus of an input of the BDD converter.
[0009] In another aspect of the present disclosure, the converter
unit includes: a battery; a first battery switch defining a fifth
one (SS5) of the plurality of low-loss switching devices connecting
the battery to the positive bus; a second battery switch defining a
sixth one (SS6) of the plurality of low-loss switching devices
connecting the battery to the negative bus; and a pre-charging
resistor connected to the battery and connected to or isolated from
the positive bus using a pre-charging contactor defining a third
battery switch (SS-PC).
[0010] In another aspect of the present disclosure, during a
driving operation of the first automobile vehicle, the plurality of
low-loss switching devices and the BDD converter are positioned as
follows: SS1, SS2, SS3, SS4 are OFF; SS5 and SS6 are ON; SS-PC is
OFF; and the BDD converter is either energized ON or bypassed
depending on a drive condition.
[0011] In another aspect of the present disclosure, during a
pre-charging operation of the first automobile vehicle, the
plurality of low-loss switching devices and the BDD converter are
positioned as follows: SS1, SS2, SS3, SS4 are OFF; SS5 is OFF; SS6
is ON; SS-PC is ON; and the BDD converter is energized OFF.
[0012] In another aspect of the present disclosure, during a
charging operation of the second energy storage system using the
first energy storage system, the plurality of low-loss switching
devices and the BDD converter are positioned as follows: SS1, SS2
are OFF; SS3, SS4 are ON; SS5 and SS6 are ON; SS-PC is OFF; and the
BDD converter is energized ON.
[0013] In another aspect of the present disclosure, during a
charging operation of the first energy storage system from a
compatible charging station, for example the first energy storage
system is 400V and the charging station is also 400V, the plurality
of low-loss switching devices and the BDD converter are positioned
as follows: SS1, SS2 are ON; SS3, SS4 are OFF; SS5 and SS6 are ON;
SS-PC is OFF; and the BDD converter is energized OFF.
[0014] In another aspect of the present disclosure, during a
charging operation of the first energy storage system from an
incompatible charging station, for example, first energy storage
system is 800V and the charging station is 400V, the plurality of
low-loss switching devices and the BDD converter are positioned as
follows: SS1, SS2 are OFF; SS3, SS4 are ON; SS5 and SS6 are ON;
SS-PC is OFF; and the BDD converter is energized ON. The feature
that uses 400V to charge the 800V energy storage system is referred
as backward compatibility.
[0015] In another aspect of the present disclosure, the converter
unit includes: a module package having a traction power inverter
module, an accessory power module and an air conditioning
compressor module; and an integrated power electronics module. The
module package and the integrated power electronics module are
connected across the positive bus and the negative bus.
[0016] In another aspect of the present disclosure, the converter
unit includes: a seventh one (SS7) of the plurality of low-loss
switching devices releasably connecting the module package and the
integrated power electronics module to the positive bus; and an
eighth one (SS8) of the plurality of low-loss switching devices
releasably connecting the module package and the integrated power
electronics module to the negative bus. During a driving operation
of the first automobile vehicle SS7 and SS8 are ON; and during a
pre-charging operation of the first automobile vehicle; during a
charging operation of the second energy storage system using the
first energy storage system, and during a charging operation of the
first energy storage system from the charging station SS7 and SS8
are OFF.
[0017] According to several aspects, a charging system of an
electrical automobile vehicle includes a converter unit within a
first automobile vehicle having a BDD converter connected to a
positive bus and a negative bus. A charge port is connected to the
positive bus and a negative bus. A first energy storage system of
the first automobile vehicle including a battery. A charging cable
is releasably connected from the first energy storage system via
the charge port to a charging station or releasably connected to a
second energy storage system of a second automobile vehicle. A
vehicle charging controller is connected to the converter unit and
programmed to communicate with the charging station and to the
second energy storage system. A plurality of low-loss switching
devices of the converter unit are selectively operated by signals
from the vehicle charging controller to position the plurality of
low-loss switching devices in an on-state (ON) or an off-state
(OFF) to control charging the first energy storage system from the
charging station or charging the second energy storage system from
the first energy storage system.
[0018] In another aspect of the present disclosure, the plurality
of low-loss switching devices includes: a first one (SS1)
releasably connecting the charge port to the positive bus; a second
one (SS2) releasably connecting the charge port to the negative
bus; a third one (SS3) releasably connecting the charge port to a
positive bus input of the BDD converter; a fourth one (SS4)
releasably connecting the charge port to a negative bus input of
the BDD converter; a fifth one (SS5) defining a first battery
switch releasably connecting the battery to the positive bus; and a
sixth one (SS6) defining a second battery switch releasably
connecting the battery to the negative bus.
[0019] In another aspect of the present disclosure, a pre-charging
resistor is connected to the battery and is connected to or
isolated from the positive bus using a pre-charging contactor
defining a third battery switch (SS-PC).
[0020] In another aspect of the present disclosure, switching logic
includes:
TABLE-US-00001 Switching logic for various operating modes SS1 SS2
SS3 SS4 SS5 SS6 SS-PC BDD Normal driving OFF OFF OFF OFF ON ON OFF
ON Pre-charging OFF OFF OFF OFF OFF ON ON OFF Charging second
vehicle ESS OFF OFF ON ON ON ON OFF ON Charging from the compatible
grid ON ON OFF OFF ON ON OFF OFF Charging from the incompatible
grid OFF OFF ON ON ON ON OFF ON.
[0021] In another aspect of the present disclosure, a seventh one
(SS7) of the plurality of low-loss switching devices releasably
connects a module package and an integrated power electronics
module to the positive bus; and an eighth one (SS8) of the
plurality of low-loss switching devices releasably connects the
module package and the integrated power electronics module to the
negative bus.
[0022] In another aspect of the present disclosure, switching logic
includes:
TABLE-US-00002 Switching logic for various operating modes SS1 SS2
SS3 SS4 SS5 SS6 SS7 SS8 SS-PC BDD Normal driving OFF OFF OFF OFF ON
ON ON ON OFF ON Pre-charging OFF OFF OFF OFF OFF ON OFF OFF ON OFF
Charging second vehicle ESS OFF OFF ON ON ON ON OFF OFF OFF ON
Charging from the compatible grid ON ON OFF OFF ON ON OFF OFF OFF
OFF Charging from the incompatible grid OFF OFF ON ON ON ON OFF OFF
OFF ON.
[0023] In another aspect of the present disclosure, the battery
defines a first battery and a second battery, and wherein the
plurality of low-loss switching devices includes: a first one (SS1)
releasably connecting the charge port to the positive bus; a second
one (SS2) releasably connecting the charge port to the negative
bus; a third one (SS3) releasably connecting the charge port to the
positive bus of an input of the BDD converter; a fourth one (SS4)
releasably connecting the charge port to the negative bus of an
input of the BDD converter; a fifth one (SS5) defining a first
battery switch releasably connecting the first battery to the bus;
a sixth one (SS6) defining a second battery switch releasably
connecting the first battery to the negative bus; a seventh one
(SS7) defining a first battery switch releasably connecting the
second battery to the positive bus; an eighth one (SS8) defining a
second battery switch releasably connecting the second battery to
the negative bus; and a ninth one (SS9) connecting the first
battery to the second battery; and further including switching
logic including:
TABLE-US-00003 Switching logic for various operating modes SS1 SS2
SS3 SS4 SS5 SS6 SS7 SS8 SS9 SS10 SS11 SS-PC BDD Normal driving OFF
OFF OFF OFF ON ON ON ON OFF ON ON OFF ON Pre-charging OFF OFF OFF
OFF OFF ON OFF OFF OFF OFF OFF ON OFF Charging second vehicle ESS
(400 V) OFF OFF ON ON ON ON ON ON OFF OFF OFF OFF ON Charging
second vehicle ESS (800 V) OFF OFF ON ON OFF ON ON OFF ON OFF OFF
OFF ON Charging from the grid (400 V) ON ON OFF OFF ON ON ON ON OFF
OFF OFF OFF OFF Charging from the grid (800 V) ON ON OFF OFF OFF ON
ON OFF ON OFF OFF OFF OFF.
[0024] According to several aspects, a method for charging an
electrical automobile vehicle includes: connecting a BDD converter
to a converter unit within a first automobile vehicle; connecting
the BDD converter and a charge port to a positive bus and a
negative bus; providing a first energy storage system in the first
automobile vehicle including a battery; releasably connecting a
charging cable from the first energy storage system via the charge
port to a charging station to charge the first energy storage
system battery or releasably connecting the charging cable to a
second energy storage system of a second automobile vehicle;
programming a vehicle charging controller connected to the
converter unit to communicate with the charging station and to the
second energy storage system; and selectively operating a plurality
of low-loss switching devices of the converter unit using signals
from the vehicle charging controller to position the plurality of
low-loss switching devices in an on-state (ON) or an off-state
(OFF) to control charging the first energy storage system from the
charging station or charging the second energy storage system from
the first energy storage system.
[0025] Further areas of applicability will become apparent from the
description provided herein. It should be understood that the
description and specific examples are intended for purposes of
illustration only and are not intended to limit the scope of the
present disclosure.
BRIEF DESCRIPTION OF THE DRAWINGS
[0026] The drawings described herein are for illustration purposes
only and are not intended to limit the scope of the present
disclosure in any way.
[0027] FIG. 1 is a diagrammatic presentation of vehicles adapted
for use of a charging system of an automobile vehicle according to
an exemplary aspect;
[0028] FIG. 2 is a diagram of a first converter unit for a first
topology of the system of FIG. 1;
[0029] FIG. 3 is a diagram of a second converter unit for a second
topology of the system of FIG. 1;
[0030] FIG. 4 is a flow diagram for operation of the systems having
the first converter and the second converter of the present
disclosure;
[0031] FIG. 5 is a diagram of a third converter unit for a third
topology of the system of FIG. 1; and
[0032] FIG. 6 is a flow diagram for operation of the systems having
the third converter of the present disclosure.
DETAILED DESCRIPTION
[0033] The following description is merely exemplary in nature and
is not intended to limit the present disclosure, application, or
uses.
[0034] Referring to FIG. 1, a charging system of an electrical
automobile vehicle 10 and an apparatus for charging an electrical
vehicle includes a first converter unit 12 within a first
automobile vehicle 14. The first automobile vehicle 14 also
includes an energy storage system 16 which may be charged using a
charging cable 18 connected from the energy storage system 16 to a
charging station 20. According to several aspects, the charging
station 20 may have a 400 direct current volts (VDC) or an 800 VDC
capacity. The energy storage system 16 of the first automobile
vehicle 14 may also be connected and controlled using the converter
unit 12 to charge a battery unit 22 of a second automobile vehicle
24 using the charging cable 18 of the first automobile vehicle 14,
or by a charging cable (not shown) of the second automobile vehicle
24 connected to a charging port shown and described in reference to
FIG. 2 of the first converter unit 12 of the first automobile
vehicle 14.
[0035] Referring to FIG. 2 and again to FIG. 1, for operation in a
first topology or Topology I, according to several aspects the
first converter unit 12 includes a buck-boost converter defining a
DC-to-DC converter having an output voltage magnitude that is
either greater than or less than an input voltage magnitude. The
first converter unit 12 provides a charge port 26 individually
connected to a positive bus 28 and a negative bus 30. In addition
to the energy storage system 16, a buck-boost converter 32 defining
a down-sized buck-boost (BDD) converter having a bypass switch, or
a full size DC/DC converter without a bypass switch, a module
package 34, an integrated power electronics module 36 and a
contactor set 38 are connected across the positive bus 28 and the
negative bus 30.
[0036] The contactor set 38 includes multiple low-loss switching
devices such as a first switch 40 (SS1) in the positive bus 28 and
a second switch 42 (SS2) in the negative bus 30. The contactor set
38 further includes a third switch 44 (SS3) connected to the
positive bus 28 of the buck-boost converter 32. The contactor set
38 further includes a fourth switch 48 (SS4) in a second bypass
line 50 connected to the negative bus 30 of the buck-boost
converter 32. According to several aspects the switches SS1; SS2,
SS3 and SS4 of the contactor set 38 may be mechanical relays or
solid-state switches.
[0037] The energy storage system 16 may include a battery 52 of 400
VDC capacity or of 800 VDC capacity. A first battery switch 54
(SS5) connects the battery 52 to the positive bus 28 and a second
battery switch 56 (SS6) connects the battery 52 to the negative bus
30. A resistor 56 connected to the battery 52 may be connected to
or isolated from the positive bus 28 using a pre-charging contactor
defining a third battery switch 60 (SS-PC). According to several
aspects the switches SS5, SS6 and SS-PC, similar to switches SS1,
SS2, SS3 and SS4 of the contactor set 38 may be mechanical relays
or solid-state switches.
[0038] In the present disclosure, the term "low-loss switching
device" means a solid-state relay and/or an electromechanical
relay. A solid-state relay has no moving parts but instead uses the
electrical and optical properties of solid-state semiconductors to
perform its input to output isolation and switching functions. As
non-limiting examples, solid-state relays include MOS-controlled
Thyristors (MCTs), gallium-nitride (GaN) field-effect transistors
(FETs), metal-oxide-semiconductor field-effect transistors
(MOSFETs), silicon carbide junction field-effect transistors (SiC
JFETs), insulated-gate bipolar transistors (IGBTs) or any other
suitable low loss device of suitable voltage and current ratings.
The low-loss switching devices may be electromechanical relays in
parallel with solid state switches to further reduce the on-state
conduction loses. During operation, the solid-state switches carry
the current during switching from on-to-off or off-to-on state of
an electromechanical relay to eliminate arcing. The term "low-loss
switching device" does not include strictly mechanical switches,
because it is desirable to minimize the risk of the mechanical
contacts from welding together. The low-loss switching devices are
also optimized for low voltage drop.
[0039] The BDD converter 32 may include multiple converter switches
such as a first converter switch 62. A converter inductor 64 and a
charge capacitor 66 are also provided with the BDD converter
32.
[0040] The module package 34 may include a traction power inverter
module 68, an accessory power module 70 for providing power to the
vehicle accessories, such as a radio, and an air conditioning
compressor module 72, which is configured to control the air
conditioning of a passenger cabin of the first automobile vehicle
14. These modules are individually connected across the positive
bus 28 and the negative bus 30.
[0041] The various switches or switching devices of the first
converter unit 12 are individually actuated by switching logic
signals generated by a charging controller 74. The first automobile
vehicle 14 provides the vehicle charging controller 74 to establish
a wireless and/or wired communication link with the charging
station 20. A communication network (such as CAN, WAN, Blue-Tooth,
Wi-Fi), can establish the wireless and/or wired communication
between the charging station 20 and the vehicle charging controller
74. As a result, the vehicle charging controller 74 can communicate
wirelessly and/or via wire with the vehicle charging station 20.
The first automobile vehicle 14 may also include a Global
Positioning System (GPS) to determine the location of the first
automobile vehicle 14 with respect to the charging station 20. The
vehicle charging controller 74 includes a processor and a
non-transitory memory in communication with the processor. The
non-transitory memory can store instructions that can be executed
by the processor as is known.
[0042] Each of the low-loss switching devices has an on-state and
an off-state. Positions for the various switches for different
operating conditions will be discussed in reference to Topology I
or Topology II described below. The charge receptacle or charge
port 26 is configured to electrically charge the electrical vehicle
such as the automobile vehicle 14, and the vehicle charging
controller 74 is programmed to establish a wireless and/or a wired
communication with the charging station 20. The vehicle charging
controller 74 is also programmed to wirelessly receive a wireless
signal from the charging station 20. The wireless signal is
indicative of a charging voltage of the charging station 20. The
plurality of low-loss switching devices are selectively connected
to the rechargeable energy storage device 16. Each of the plurality
of low-loss switching devices is in communication with the vehicle
charging controller 74. The vehicle charging controller 74 is
programmed to selectively actuate the plurality of low-loss
switching devices based on the charging voltage of the charging
station 20 or the charging voltage of the battery such that a
nominal voltage of the energy storage system 16 matches the
charging voltage of the charging station 20.
[0043] Referring to FIG. 3 and again to FIG. 2, for operation in a
second topology or Topology II, according to several aspects a
second converter unit 76 is modified from the configuration of the
first converter unit 12 discussed in reference to FIG. 2, with the
addition of two isolation switches which allow disconnection of the
drive system during a charging operation. A first isolation switch
SS7 is positioned in the positive bus 28 between the connection of
the first bypass line 46 and the module package 34. A second
isolation switch SS8 is positioned in the negative bus 30 between
the connection of the second bypass line 50 and the module package
34. According to several aspects the first isolation switch SS7 and
the second isolation switch SS8, similar to switches SS1, SS2, SS3
and SS4 of the contactor set 38 may be mechanical relays or
solid-state switches.
[0044] Referring to FIG. 4 and again to FIGS. 1 through 3, using an
operation chart 82 a method for operating the charging system for
the electrical automobile vehicle 10 of the present disclosure may
include the following. Following an operation start 84 a check 86
is performed to determine a charging port 26 status and voltage. In
a voltage comparison 88 a voltage comparison is made if the
charging port 26 voltage is greater than a vehicle operating
voltage. If a response to the comparison is a YES response 90, the
program determines if the Topology I or the Topology II operation
is desired based on input received from the vehicle operator of the
first automobile vehicle 14.
[0045] For Topology I operation the vehicle drive system is
connected and a backward compatibility is enabled, for example the
second automobile vehicle 24 with a 400 V battery may be charged
using the first automobile vehicle having an 800 V vehicle battery,
or the first automobile vehicle 14 vehicle having an 800 V battery
may be charged from a 400 V charging station. For Topology I
operation, the charge capacitor 66 is pre-charged to avoid
interference between the system being charged and the vehicle drive
system voltage. In a Topology I step 92 an error signal is sent to
the operator of the automobile vehicle by the controller 74 and the
switches SS1, SS2, SS3, SS4 are kept open (OFF) or logic signals
are sent to open any of the switches SS1, SS2, SS3, SS4 that may be
closed.
[0046] For Topology II operation the vehicle drive system is
disconnected and more charging operations are enabled, for example
an 800 V battery may be charged using an 400 V vehicle battery or a
vehicle having a 400 V battery may be charged from an 800 V
charging station. For Topology II operation, in a Topology II
operation 94 the isolation switches SS7, SS8 are disconnected or
opened (OFF) or logic signals are sent to open any of the switches
SS7, SS8 that may be closed.
[0047] Upon the completion of either the Topology I step 92 or the
Topology II step 94, or if the response to the comparison performed
in the voltage comparison 88 is a NO response 96, a charging
request step 98 is performed to determine if charging is requested
for another vehicle. Input for the charging request step 98 may be
received from the vehicle operator of the first automobile vehicle
14. If a response to the charging request step 98 is a YES signal
100, an adjust battery voltage operation 102 is performed which
closes switches SS5, SS6, and the first converter unit 12 or the
second converter unit 76 adjusts battery voltage to the charging
port 26 voltage. In a following vehicle charging operation 104
logic signals are generated and sent to close the switches SS3 and
SS4 to begin charging operation of the second automobile vehicle 24
to achieve a commanded power transfer.
[0048] If a response to the charging request step 98 is a NO signal
106, an adjust battery voltage operation 108 is performed which
closes switches SS3, SS4, and the first converter unit 12 or the
second converter unit 76 adjusts battery voltage to the charging
port 26 voltage. In a following battery charging operation 110
logic signals are generated and sent to close the switches SS5 and
SS6 to begin charging operation of the battery 52 to achieve a
commanded power transfer.
[0049] Upon completion of either the vehicle charging operation 104
or the battery charging operation 110 an end charging operation 112
is performed. The first converter unit 12 or the second converter
unit 76 ends charging after the commanded power has been
transferred. Following the end charging operation 112, if Topology
II operation has been elected a reduce voltage operation 114 is
performed wherein switches SS3, SS4 are signaled to open and the DC
bus voltage is reduced to the vehicle operating voltage. Switches
SS5, SS6 are then signaled to open. In an end Topology II operation
116, switches SS7 and SS8 are signaled to close. An end operation
signal 118 is then generated.
[0050] Switching logic for the switches of the first converter unit
12 for Topology I operation are shown in Table 1 as follows:
TABLE-US-00004 TABLE 1 Switching logic for various operating modes
SS1 SS2 SS3 SS4 SS5 SS6 SS-PC BDD Normal driving OFF OFF OFF OFF ON
ON OFF ON Pre-charging OFF OFF OFF OFF OFF ON ON OFF Charging
second vehicle ESS OFF OFF ON ON ON ON OFF ON Charging from the
compatible grid ON ON OFF OFF ON ON OFF OFF Charging from the
incompatible grid OFF OFF ON ON ON ON OFF ON
Off or open switch positions and On or closed switch positions are
indicated for multiple vehicle operating modes in Topology I
operation.
[0051] Switching logic for the switches of the second converter
unit 76 for Topology II operation are shown in Table 2 as
follows:
TABLE-US-00005 TABLE 2 Switching logic for various operating modes
SS1 SS2 SS3 SS4 SS5 SS6 SS7 SS8 SS-PC BDD Normal driving OFF OFF
OFF OFF ON ON ON ON OFF ON Pre-charging OFF OFF OFF OFF OFF ON OFF
OFF ON OFF Charging second vehicle ESS OFF OFF ON ON ON ON OFF OFF
OFF ON Charging from the compatible grid ON ON OFF OFF ON ON OFF
OFF OFF OFF Charging from the incompatible grid OFF OFF ON ON ON ON
OFF OFF OFF ON
[0052] As shown above, for normal driving, pre-charging charging
from a second vehicle ESS and charging from an incompatible grid,
switches SS1, SS2 are open, and switches SS1, SS2 are closed only
for charging from a compatible grid (charging station). Switches
SS3, SS4 are only closed for charging from a second vehicle ESS and
charging from an incompatible grid. SS5 is only open for
pre-charging operation and SS6 is always closed.
[0053] Referring to FIG. 5 and again to FIGS. 1 through 4, a
Topology III operation may also be provided. For operation in the
third topology or Topology III, according to several aspects a
third converter unit 120 is modified from the configuration of the
first converter unit 12 and the second converter unit 76 discussed
in reference to FIGS. 2 and 3, with the provision of a dual battery
pack 122. The dual battery pack 122 includes a first battery 124
and a second battery 126 which may be connected in parallel or in
series. A fourth battery switch 128 (SS5 in table 3 below) connects
the first battery 124 to the positive bus 28 and a fifth battery
switch 130 (SS6 in table 3) connects the first battery 124 to the
negative bus 30. A sixth battery switch 132 (SS7 in table 3)
connects the second battery 126 to the positive bus 28 and a
seventh battery switch 134 (SS8 in table 3) connects the second
battery 126 to the negative bus 30. An eighth battery switch 136
(SS9 in table 3) cross connects or disconnects the first battery
124 and the second battery 126 allowing series or parallel
operation of the first battery 124 and the second battery 126. The
first isolation switch 78 (SS10 in table 3) and the second
isolation switch 80 (5511 in table 3) function the same as the
first isolation switch SS7 and the second isolation switch SS8
discussed above with respect to FIG. 3. Remaining components shown
in FIG. 5 are similar in function to the components identified in
reference to FIG. 3.
[0054] According to several aspects the switches of the third
converter unit, similar to switches 551, 552, SS3 and SS4 of the
contactor set 38 and the first isolation switch SS7 and the second
isolation switch SS8 may be mechanical relays or solid-state
switches.
[0055] Topology III operation enables more charging options with
different voltage levels. For example, charging may be conduction
by charging an 800V battery using a 400V vehicle, or charging a
400V vehicle using an 800V charging station.
[0056] Switching logic for the switches of the third converter unit
120 for Topology III operation are shown in Table 3 as follows:
TABLE-US-00006 TABLE 3 Switching logic for various operating modes
SS1 SS2 SS3 SS4 SS5 SS6 SS7 SS8 SS9 SS10 SS11 SS-PC BDD Normal
driving OFF OFF OFF OFF ON ON ON ON OFF ON ON OFF ON Pre-charging
OFF OFF OFF OFF OFF ON OFF OFF OFF OFF OFF ON OFF Charging second
vehicle ESS (400 V) OFF OFF ON ON ON ON ON ON OFF OFF OFF OFF ON
Charging second vehicle ESS (800 V) OFF OFF ON ON OFF ON ON OFF ON
OFF OFF OFF ON Charging from the grid (400 V) ON ON OFF OFF ON ON
ON ON OFF OFF OFF OFF OFF Charging from the grid (800 V) ON ON OFF
OFF OFF ON ON OFF ON OFF OFF OFF OFF
[0057] Referring to FIG. 6 and again to FIG. 5, using an operation
chart 138 a method for operating the charging system for the
electrical automobile vehicle 10 of the present disclosure during
operation in the Topology III configuration may include the
following. Following an operation start 140 a check 142 is
performed to determine a charging port 26 status and voltage. In a
charging determination 144 a determination is made if a charging
operation of another vehicle such as the second automobile vehicle
24 is desired. This determination may be based on input received
from the vehicle operator of the first automobile vehicle 14. If a
response to the charging determination 144 is a YES response 146,
the program determines in a battery voltage check 148 if a battery
voltage of the other vehicle is 400V. If a response to the battery
voltage check 148 is a YES response 150, in a first command step
152 commands are sent to close SS5 (fourth battery switch 128), SS6
(fifth battery switch 130), SS7 (sixth battery switch 132) and SS8
(seventh battery switch 134), and the BDD 32 adjusts battery
voltage to the charging port 26 voltage.
[0058] If a response to the battery voltage check 148 is a NO
response 154, in a second command step 156 commands are sent to
close SS7 (sixth battery switch 132), SS8 (seventh battery switch
134), SS9 (eighth battery switch 136) and the BDD 32 adjusts
battery voltage to the charging port 26 voltage.
[0059] Following one of the first command step 152 or the second
command step 156 in a closing step 158 commands are sent to close
the third switch 44 (SS3 in table 3) connected to the positive bus
28 and the fourth switch 48 (SS4 in table 3) connected to the
negative bus 30 which allows charging operation start for the other
or second vehicle. In a following control operation 160 the BDD 32
controls the charging power and ends charging action when a
commanded power has been transferred to the other or second
vehicle. In a following opening operation 162 commands are sent to
open the third switch 44 (SS3 in table 3) and the fourth switch 48
(SS4 in table 3) and the BDD 32 reduces bus voltage to an operating
voltage of the first automobile vehicle 14.
[0060] If a response to the charging determination 144 is a NO
response 164, the program determines in a grid voltage check 166 if
a grid voltage for charging operation is 400V. If a response to the
grid voltage check 166 is a YES response 168, in a command step 170
commands are sent to close SS5 (fourth battery switch 128), SS6
(fifth battery switch 130), SS7 (sixth battery switch 132) and SS8
(seventh battery switch 134). If a response to the grid voltage
check 166 is a NO response 172, in a command step 174 commands are
sent to close SS6 (fifth battery switch 130), SS7 (sixth battery
switch 132) and SS9 (eighth battery switch 136).
[0061] Following either the command step 170 or the command step
174, in a closing step 176 commands are sent to close the first
switch 40 (SS1 in table 3) connected to the positive bus 28 and the
second switch 42 (SS2 in table 3) connected to the negative bus 30
which allows charging operation start for the first automobile
vehicle 12 from a charging station or charging grid. Following
completion of the charge operation, in an opening step 178 commands
are sent to open the first switch 40 (SS1 in table 3) and the
second switch 42 (SS2 in table 3).
[0062] Following completion of either the opening operation 162 or
the opening step 178, in a closing operation 180 commands are sent
to close SS5 (fourth battery switch 128), SS6 (fifth battery switch
130), SS7 (sixth battery switch 132) and SS8 (seventh battery
switch 134) if the first automobile vehicle 14 is a 400V system, or
commands are sent to close SS6 (fifth battery switch 130), SS7
(sixth battery switch 132) and SS9 (eighth battery switch 136) if
the first automobile vehicle 14 is an 800V system. An end operation
signal 182 is then generated.
[0063] A charging system of an automobile vehicle reduces the
charging time of a plug-in electric or hybrid vehicle having, for
example, a nominal charging voltage that is equal to or less than
400V using a high power (i.e., 150 to 350 kW), higher voltage
(i.e., 800V) charging station using a reconfigurable energy storage
system. Vehicle charging controller to infrastructure (V-2-X)
communication is used to determine the charging voltage of the
charging station, or of a second vehicle requiring a charging
operation prior to initiating charging. The present disclosed
system enables increased charging rate of an electrified vehicle
with a lower voltage (e.g., 400 VDC) storage device without
increasing the current rating of charge port. The present disclosed
apparatus enables the use of the new high power (i.e., 150 to 350
kW), higher voltage (i.e., 800 VDC) charger infrastructure (i.e.,
charging station) without replacing the low voltage (i.e., 400V)
energy storage device and other propulsion system components such
as the drive unit and the power inverter with higher voltage rated
ones.
[0064] A charging system of an automobile vehicle of the present
disclosure offers several advantages. These include an architecture
which optimizes a vehicle range, enables vehicle-to-vehicle
charging and enables vehicle charging port to vehicle charging. A
voltage level requirement between a vehicle and a vehicle charging
port is eliminated.
[0065] The description of the present disclosure is merely
exemplary in nature and variations that do not depart from the gist
of the present disclosure are intended to be within the scope of
the present disclosure. Such variations are not to be regarded as a
departure from the spirit and scope of the present disclosure.
* * * * *