EP4537438A1 - Système de charge de véhicules électriques - Google Patents

Système de charge de véhicules électriques

Info

Publication number
EP4537438A1
EP4537438A1 EP23732211.0A EP23732211A EP4537438A1 EP 4537438 A1 EP4537438 A1 EP 4537438A1 EP 23732211 A EP23732211 A EP 23732211A EP 4537438 A1 EP4537438 A1 EP 4537438A1
Authority
EP
European Patent Office
Prior art keywords
node
charging unit
pfc
booster
charging
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23732211.0A
Other languages
German (de)
English (en)
Inventor
Kaveh RAZI KAMANAJ OLIA
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Stellantis Europe SpA
Original Assignee
Stellantis Europe SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Stellantis Europe SpA filed Critical Stellantis Europe SpA
Publication of EP4537438A1 publication Critical patent/EP4537438A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • B60L53/14—Conductive energy transfer
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from AC mains by converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2105/00—Networks for supplying or distributing electric power characterised by their spatial reach or by the load
    • H02J2105/30—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles
    • H02J2105/33—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles
    • H02J2105/37—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles exchanging power with electric vehicles [EV] or with hybrid electric vehicles [HEV]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Details of circuit arrangements for charging or discharging batteries or 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—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Details of circuit arrangements for charging or discharging batteries or supplying loads from batteries
    • H02J2207/40—Details of circuit arrangements for charging or discharging batteries or supplying loads from batteries adapted for charging from various sources, e.g. AC, DC or multivoltage

Definitions

  • the description relates to systems for charging electric batteries.
  • 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.
  • 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.
  • Another known solution comprises a switchable battery so as to reach the level of 800 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.
  • 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 engage with the respective AC and DC receptacles of the charging port.
  • the conversion stage is connected to the charge coupler and to the AC power supply, converts 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.
  • such an object can be achieved via a method that will present the characteristics outlined in the ensuing claims.
  • a battery-charging system for charging a battery electric vehicle (BEV) may provide an example of such a system.
  • BEV battery electric vehicle
  • 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 advantageously exploit the same power electronics, measurements, controls, and output connectors of the OBCM to carry out DCBC functions.
  • One or more embodiments facilitate realization of a DCBC module (for example, a 70-kW one) integrating it in an IDCM (for example, a 22- kW one).
  • 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.
  • Figure 1 is a diagram exemplifying a charging system according to one or more embodiments
  • Figure 3 is a diagram exemplifying an alternative embodiment of the portion of diagram of Figure 1 exemplified in Figure 2;
  • Figure 7 is a diagram exemplifying an alternative charging system according to one or more embodiments.
  • Figure 13 is a diagram exemplifying an alternative embodiment of the portion of diagram of Figure 7 exemplified in Figure 12;
  • Figure 17 is a diagram exemplifying a variant embodiment.
  • the PDC 14 comprises: a first electrical path that couples the DC booster node DB of the first charging unit 10 to the booster node HB of the second charging unit 20 (e.g., via a fuse F), a second electrical path that couples the positive output node O+ of the first charging unit 12 to the positive output node HV+ of the second charging unit 20 (e.g., via a further fuse F); and a third electrical current path that couples the negative output node O- of the first charging unit 12 to the negative output node HV- of the second charging unit 20.
  • the AC charging portion 102 of the charging port 10 comprises a plurality of contacts (e.g., five) coupled to respective first L1 , second L2, third L3, and fourth N input nodes of the second charging circuit 20, and a contact (e.g., the contact designated by PE) coupled to ground.
  • a plurality of contacts e.g., five
  • PE the contact designated by PE
  • the second charging unit 20 comprises:
  • DC output nodes HV+, HV- configured to supply a regulated DC voltage VD; and a booster node HB coupled to the first charging unit 12, as discussed in what follows.
  • 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 (e.g., 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 nodes P1 , P2, P3, PN, for example so as to provide both a common-mode filter and a differential 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 (e.g., 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;
  • a rectified voltage e.
  • the further EMI filter 28 is set also at the booster node HB, coupled to the first charging unit 12, and has a node D3 coupled thereto so as to receive the DC voltage at input to the first charging unit 12 when the latter is at a first voltage level lower than the level for charging the battery B, as discussed in what follows.
  • the second charging unit 20 further comprises a set of switches RL (e.g., a set of relays; the set RL is represented for simplicity as a toggle switch in Figure 1 ), configured to couple selectively, via a dedicated electrical line, the node D3 of the EMI filter 28 coupled to the booster node HB of the second charging unit 20 to the PFC circuitry 24 (e.g., via the EMI output filter 28) in response to coupling of the DC portion of the charging port 104 to an EVSE (e.g., via the corresponding socket), which is configured to supply a first voltage level (e.g., 400 V) lower than the voltage rating of the battery, as discussed in what follows; and a set of contactors K5, K6, comprising: a first 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
  • switches RL e.g.
  • the DC charging portion 104 of the socket 10 comprises two contacts coupled to the respective first DC+ and second DC- supply nodes of the first charging unit 12 for supplying the DC supply voltage thereto.
  • control unit 18 may comprise control circuitry, such as a microcontroller.
  • control unit 18 is represented in Figure 1 as external to the first charging unit 12 and the second charging unit 20 purely for purposes of illustration.
  • control unit may be integrated in one or both of the charging units 12, 20 or again may represent control functions shared by various components.
  • a method for charging the battery B comprises: driving the first contactor K5 and the second contactor K6 of the second charging unit 20 so that they are switched OFF; driving the third and fourth switches of the first charging unit 12 so that they are switched OFF; driving the second switch K2 (and the first switch K1 ) of the first charging unit 12 so that it is switched ON, connecting the negative terminal B- of the battery B to the negative output node 0- and the positive terminal B+ of the battery B to the positive output node O+; driving the set of switches RL so that they are switched OFF; converting the AC supply supplied by the AC portion 102 of the charging port 10 to a regulated DC voltage VD via the second charging unit 20; and charging the battery B (e.g., up to 800 V) by supplying to the positive and negative nodes O+, O- of the first charging unit the DC voltage VD across the nodes HV+, HV- of the second charging unit 20, for example via the P
  • the EMI filter 22 comprises the set of switches RL integrated within it.
  • the EMI filter 22 comprises: passive electronic components L, C, comprising inductors L (e.g., arranged in series to one another) and capacitors C (e.g., arranged in series and in parallel to one another), the reactive circuitry L, C being configured to filter the voltage (and/or the current) received at the input nodes P1 , P2, P3, PN; a first switch RL1 set between the first input node L1 and the first output node P1 of the EMI filter 22; a second switch RL2 set between the second input node L2 and the second output node L2 of the EMI filter 22; and a third switch RL3 set between the third input node L3 and the third output node P3 of the EMI filter 22, wherein the first RL1 , second RL2, and third RL3 switches in the EMI filter 22 are configured to couple selectively the input nodes L1 , L2, L
  • the set of switches RL comprises the first switch RL1 , the second switch RL2, and the third switch RL3, and a fourth switch RL4, which are connected between a last set of inductors L and are connected to the respective PFC nodes P1 , P2, P3, PN, with the further set of switches RL6 also connected to the PFC nodes P1 , P2, P3 and to the first RL1 , second RL2, and third RL3 switches.
  • a device as exemplified in Figure 3 may provide an efficiency that is increased as compared to the efficiency of the device illustrated in Figure 2, thanks to the elimination of power losses that would otherwise be present in the passive components L, C.
  • the device exemplified in Figure 3 may be less expensive to implement, given that it involves a lower number of components (for example, inductors) or a reduced area occupation by the set of switches RL (for example, given that it uses capacitors with a low voltage rating).
  • a lower number of components for example, inductors
  • a reduced area occupation by the set of switches RL for example, given that it uses capacitors with a low voltage rating.
  • the PFC circuitry 24 comprises a plurality of switches in half-bridge configuration H1 , ... , H4, ..., HN, each half-bridge H1 , ... , H4, ..., HN, 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, 243, 245, 246, 248.
  • two branches H1 , H4 are coupled to the first input node P1 via inductors 240, 242.
  • 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
  • the DC-DC converter 26 comprises a bidirectional DC-DC converter, comprising: high-side circuitry 260A and low-side circuitry 260B, which are coupled to a positive input node D1 , 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 can 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, can be controlled via control circuitry (e.g., a microcontroller integrated in the OBCM) to control conversion of the rectified DC voltage VR to a further regulated DC output voltage VD (e.g., to adapt the voltage gain) on the basis of the rectified voltage VR supplied by the PFC circuitry 24.
  • control circuitry e.g., a microcontroller integrated in the OBCM
  • VD e.g., to adapt the voltage gain
  • operating the system exemplified in Figures 1 to 6 comprises alternatively: in response to the AC portion 102 of the charging port 10 being coupled to an AC source, switching ON a first subset of switches L1 , L2, L3, L4, while switching OFF the further set of switches RL6, moreover switching OFF the contactors K5, K6; consequently, the battery B is charged via the AC voltage; or in response to the DC portion 104 of the charging port 10 being coupled to an EVSE configured to supply a voltage at a first level (e.g., 400 V), switching OFF the first subset of switches RL1 , RL2, RL3, RL4 and switching ON the second subset of switches RL6, as well as switching ON the contactors K5, K6; consequently, the battery B is charged by boosting the DC voltage supplied to the DC socket via the PFC circuitry 24 that supplies a boosted voltage via the booster node
  • a first level e.g. 400 V
  • the set of switches RL facilitates 22-kW AC-power charging in three-phase mode.
  • the AC voltage is converted into a regulated DC voltage via the OBCM 20 to charge the battery B to 800 V.
  • the second switch RL2 and the third switch RL3 are switched OFF, while the first switch RL1 and the fourth switch RL4 are switched ON.
  • the DC-DC converter 26 is bypassed, and the DC voltage from the EVSE is boosted via the PFC circuitry 24 so as to reach a higher voltage, thus facilitating charging to 800 V of the battery B using a 400-V DC charging voltage.
  • the EVSE to which the charging port 10 is coupled is sized for supplying a maximum DC voltage of approximately 500 V across the nodes DC+, DC-, exploiting boost activation via the PFC circuitry 24 coupled to the input nodes via the switches RL, as discussed in the present description, may make it possible to reach a power of 48 kW to charge the battery B.
  • both the PFC circuitry 24 and the DC-DC converter 26 for providing a further boost to the DC voltage across the nodes DC+, DC- when they are coupled to an EVSE configured to supply DC voltage at a second level (e.g., 400 V) lower than a first level (e.g., 800 V) to which the battery B is charged.
  • a second level e.g. 400 V
  • a first level e.g. 800 V
  • the first C1 and second C2 capacitors may have capacitances equal to those of the capacitors C1 , C2 exemplified in Figure 1.
  • the battery-charging method comprises: driving the contactors K5, K6 of the second charging unit 20A so that they are switched ON, thus bypassing the DC-DC converter unit 26 via connection of the output nodes D1 , D2 of the PFC circuitry 24 to the output nodes D+, D- of the DC-DC converter circuit 26; driving the third switch K3 of the first charging unit 12 so that it is switched OFF into an open state in order to couple to the positive input node DC+ the DC booster node DB, and driving the fourth switch K4 of the first charging unit 12 so that it is switched ON (i.e., into the closed state) in order to couple the negative input node DC- to the negative node O-; driving the second switch K2 (and the first switch K1 ) of the first charging unit 12 so that it is switched ON into the closed state, connecting the negative terminal B- of the battery B to the negative output node
  • the second contactor K6 provides a common return path (to the negative node HV- of the second charging unit 20A) both for the PFC circuitry 24 and for the DC-DC converter 26.
  • the output nodes D1 , D2 of the PFC circuitry 24 are coupled to the battery B via the first contactor K5 and the second contactor K6 for supplying thereto the DC boosted voltage VD.
  • the DC-DC stage 26 can also operate as DC boost conversion stage (e.g., in parallel with the PFC circuitry 24) given that its output nodes D+, D- are already coupled to the battery via the PFC 14, as exemplified in Figure 7.
  • the set of switches RL may be integrated in an alternative EMI filter 22B that comprises: a first subset of switches RL1 , RL2, RL3 coupled, respectively, to the first L1 , second L2, and third L3 AC input nodes and configured to couple selectively thereto, when they are switched ON, the input nodes P1 , P2, P3, PN of the PFC circuitry 24; a second subset of switches RL6, configured to couple selectively the input nodes P1 , P2, P3, PN of the PFC circuitry 24 to the node D3 of the EMI filter 28, which is coupled to the booster node HB of the second charging circuit 20, the second subset of switches RL6 being connected to the first subset of switches RL1 , RL2, RL3; and a further subset of switches RL4 coupled to the fourth AC input node and configured to connect the fourth input node PN to the PFC circuitry, the further subset of switches RL4 being configured to couple selectively, when they are switched ON, the input nodes
  • a second battery-charging unit 20 comprises an alternative configuration 22B of the EMI filter 22 connected to the PFC circuitry 24 and offers a two-phase AC charging and an AC charging in three-phase with neutral configuration, to support, for example, an unbalanced three-phase charging mode. This can facilitate a further filtering of the voltage and of noise on the current in the PFC circuitry 24A.
  • the EMI filter 22D comprises the first switch and the second switch, the third switch and the fourth switch RL1 , RL2, RL3, RL4, a fifth switch RL5, set between the first PFC node P1 and the second PFC node P2, and a further set of switches RL6.
  • the switches RL1 , RL2, RL3, RL4, RL5, RL6 are configured to couple the node D3 of the EMI filter 28 coupled to the booster node HB to the output nodes of the PFC circuitry (by closing the fifth switch RL5 and the second set of switches RL6 and keeping the switches RL1 , RL2, RL3, RL4 open).
  • switches may be set upstream or downstream of the passive elements of the EMI filter, as exemplified in Figure 12 or Figure 13.
  • the EMI filter 22E as exemplified in Figure 12, may, for example, be configured to be coupled to a further alternative PFC circuit 24B exemplified in Figure 14.
  • EMI filter 22B By switching ON a switch Q5 of a fourth branch H4 when the PFC circuitry 24B is coupled to the EMI filter 22B as exemplified in Figure 12, it is possible to obtain improved performance in terms of electromagnetic compatibility, as a consequence of the fact that the EMI filter 22 can be used to have a further common-mode feedback and differential filtering for the PFC circuitry 24.
  • the further alternative EMI filter 22F exemplified in Figure 13 may be configured to be coupled to a further alternative PFC circuitry 24C exemplified in Figure 15.
  • the second charging unit can operate at a variety of power levels, such as with an 11-kW three-phase OBCM, which facilitates reaching of 35 kW of boosted power with an EVSE DC voltage of 500 V.
  • the input nodes of the block exemplified in Figure 5 are coupled to the nodes D1 and D2 via the nodes D10, D20.
  • the latter may be operated in various modes, such as: in a first AC charging mode, the AC port 102 receives a power of approximately 7.4 kW (e.g., equivalent to 230 VAC at 32 Arms), the control circuitry 18 being configured to drive the switches RL1 , RL4, and RL5 so that they are switched ON (i.e., closed) and drive the switches RL2, RL3, RL6, RL7, as well as the contactors K5-K6, so that they are switched OFF (i.e., opened); at the same time, the control circuitry 18 is configured to drive the first coupling switch 200 so that it is switched OFF and drive the second coupling switch 202 so that it is switched ON; in a second AC charging mode, the AC port 102 receives a power of approximately 11.5 kW (e.g., equivalent to 240 VAC at 48 Arms), the control circuitry 18 being configured to drive the
  • a way to reach a DC boost charging power of 50 kW using an 11 -kW reference OBCM implements in the second charging unit the circuit blocks 22F exemplified in Figure 13, the block 24C exemplified in Figure 15, the block 26A exemplified in Figure 11 , and the block 28 exemplified in Figure 6, where the PFC circuitry 24C is configured to manage, for example, a current of approximately 16 A for each branch H1 , H2, H3 (including the inductances 240, 242, 244), and a current of 32 A for the branch H4 and the inductance 246C.
  • a BEV with an on-board battery equipped with electronic system 100 can be coupled (via a socket provided by the EVSE and coupled to the port 102 or 104) to the EVSE, even in the case where the battery B has a voltage rating higher than the one for which the EVSE is designed.

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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) conçu pour être couplé à une station de charge (EVSE) de façon à recevoir la tension d'alimentation en c.a. ou la tension d'alimentation en c.c. à partir de celle-ci ; une première unité de charge (12), comprenant un nœud d'entrée c.c. positif (DC+) et un nœud d'entrée c.c. négatif (DC-) pour recevoir la tension d'alimentation c.c., la première unité de charge (12) comprenant en outre : un nœud de sortie c.c. positif (O+), un nœud de sortie c.c. négatif (O-) et un premier nœud survolteur (DB), ainsi qu'une batterie (B) ayant une borne de batterie positive (B+) et une borne de batterie négative (B-), le nœud survolteur (DB) étant couplé au nœud d'entrée c.c. positif (D+), un premier commutateur (K1) agencé entre la borne de batterie positive (B+) et le nœud de sortie c.c. positif (O+), un deuxième commutateur (K2) agencé entre la borne de batterie négative (B-) et le nœud de sortie c.c. négatif (O-), un troisième commutateur (K3) agencé entre le nœud d'entrée c.c. positif (DC+) et le nœud de sortie c.c. positif (O+) et un quatrième commutateur (K4) agencé entre le nœud d'entrée c.c. négatif (DC-) et le nœud de sortie c.c. négatif (O-) ; et une seconde unité de charge (20) comprenant des nœuds d'entrée c.a. (L1, L2, L3, N) couplés au port d'entrée c.a. (102) et des nœuds de sortie c.c. (HV+, HV-) couplés (1') aux nœuds de sortie c.c. (O+, O-) respectifs de la première unité de charge (12), le système comprenant en outre un ensemble circuit de commande (18), couplé aux premier (K1), deuxième (K2), troisième (K3) et quatrième (K4) commutateurs de la première unité de charge (12), l'ensemble circuit de commande (18) étant conçu pour faire fonctionner la première unité de charge et la seconde unité de charge d'une manière différente sur la base du fait que la tension d'alimentation c.c. reçue au niveau du port de charge a un premier niveau de tension ou un second niveau de tension inférieur audit premier niveau de tension.
EP23732211.0A 2022-06-08 2023-05-30 Système de charge de véhicules électriques Pending EP4537438A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT202200012161 2022-06-08
PCT/IB2023/055502 WO2023237962A1 (fr) 2022-06-08 2023-05-30 Système de charge de véhicules électriques

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