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
  • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
  • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
• • 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
  • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
  • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
  • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
• • 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
  • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
  • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
  • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
• • 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
  • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
  • B60L3/04—Cutting off the power supply under fault conditions
• • 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
  • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
  • B60L3/12—Recording operating variables ; Monitoring of operating variables
• • 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
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
  • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
• • 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
  • B60L53/10—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
  • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
• • 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
• • 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
  • B60L53/24—Using the vehicle's propulsion converter for charging
• • 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
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
  • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
  • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
• • 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
  • B60L7/00—Electrodynamic brake systems for vehicles in general
  • B60L7/10—Dynamic electric regenerative braking
  • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by AC motors
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
  • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
  • G01R31/005—Testing of electric installations on transport means
  • G01R31/006—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
  • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
  • G01R31/327—Testing of circuit interrupters, switches or circuit-breakers
  • G01R31/3277—Testing of circuit interrupters, switches or circuit-breakers of low voltage devices, e.g. domestic or industrial devices, such as motor protections, relays, rotation switches
  • G01R31/3278—Testing of circuit interrupters, switches or circuit-breakers of low voltage devices, e.g. domestic or industrial devices, such as motor protections, relays, rotation switches of relays, solenoids or reed switches
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
  • H01H47/00—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current
  • H01H47/002—Monitoring or fail-safe circuits
• • 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
  • B60L2210/40—DC to AC 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
  • B60L2220/00—Electrical machine types; Structures or applications thereof
  • B60L2220/50—Structural details of electrical machines
  • B60L2220/54—Windings for different functions
• • 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
  • B60L2220/00—Electrical machine types; Structures or applications thereof
  • B60L2220/50—Structural details of electrical machines
  • B60L2220/56—Structural details of electrical machines with switched windings
• • 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
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/10—Vehicle control parameters
  • B60L2240/36—Temperature of vehicle components or parts
• • 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
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/54—Drive Train control parameters related to batteries
  • B60L2240/547—Voltage
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2200/00—Type of vehicle
  • B60Y2200/90—Vehicles comprising electric prime movers
  • B60Y2200/91—Electric vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2200/00—Type of vehicle
  • B60Y2200/90—Vehicles comprising electric prime movers
  • B60Y2200/92—Hybrid vehicles
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/62—Hybrid vehicles
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

• An electric or hybrid vehicle generally includes a high-voltage traction battery, which is discharged to power, via an inverter, an alternating current electric traction motor of the vehicle.
• the vehicle therefore requires a traction battery charging system.
• Such a system recharges the traction battery by recovering energy when the vehicle brakes, or from a charging station external to the vehicle.
• Direct current charging terminals allow in particular very rapid charging of the traction battery, by delivering a charging voltage higher than the voltage of the traction battery, which is of the order of several hundred Volts.
• the charging system must include power switches allowing the traction battery to be electrically connected to a direct current charging terminal.
• the very high current supplied by such a charging terminal which can reach several hundred amperes, can damage these switches.
• these switches are mechanical relays, too high an intensity of the current passing through them can weld them to their terminals, making them always conductive.
• MOSFET type switches from the English “Metal Oxide Semiconductor Field Effect Transistor”
• too high an intensity of the current passing through them can also damage their substrates so as to make them always conductive. In both of these cases the power switches are considered “stuck”.
• “bonding” means the fact that the switch in question is kept welded to its terminals if it is a mechanical relay, or a deterioration of the switch keeping it constantly on if it is a MOSFET transistor.
• the standard provides that a vehicle computer can carry out a diagnosis of power switches located between a vehicle charging socket and the vehicle's traction battery, these power switches being located upstream of power switches connecting the vehicle's traction battery to the inverter.
• the vehicle communicates with the charging station. When it receives an indication that the vehicle is starting such a diagnostic process, it must open its own power switches, i.e. cancel its charging voltage and not deliver any charging current to the vehicle .
• certain vehicles now include traction batteries with a maximum no-load voltage well above the maximum voltage level available at the output of conventionally encountered charging terminals delivering a maximum voltage less than 500V (Volts), so that in such a vehicle , the charging socket for direct current charging is no longer directly connected to the vehicle's traction battery, but is connected to the input of a voltage booster stage itself connected at the output to the traction battery.
• 500V Volts
• At least some of the power switches that the vehicle must diagnose are located between the vehicle's charging socket and the input of the voltage step-up stage, always upstream of the inverter.
• upstream or downstream in this application refer to the relative position of electrical components or assemblies in relation to the direction of the current leaving the terminal and heading towards the traction battery.
• a first component is upstream of a second component if the current leaving the terminal first passes through the first component then the second component before entering the traction battery. Due to the positioning of these power switches to be diagnosed, when a fairly high voltage persists between the plugs of the charging socket while it is still connected to the terminal, it is difficult for the vehicle's computer to distinguish between :
• the present invention aims to remedy at least in part the drawbacks of the prior art by providing a method of end of charging and diagnosis of power switches of a charging system of an electric or hybrid vehicle equipped with a lift voltage, which makes it possible to diagnose a sticking for each of the switches used to charge a vehicle battery via the voltage booster stage, by using it cleverly, and which makes it possible to reinforce the electrical safety of the user.
• the invention proposes a method of end of charging and diagnosis of power switches of a charging system of an electric or hybrid vehicle, the vehicle comprising a traction battery and an inverter capable of powering an electric motor of the vehicle, the charging system comprising at least:
• a switch called a positive battery switch, connected by a first of its terminals to a positive terminal of the traction battery and by a second of its terminals to a positive input terminal of the inverter, and
• a switch called a negative battery switch, connected by a first of its terminals to a negative terminal of the traction battery and by a second of its terminals to a negative input terminal of the inverter,
• a voltage boost stage comprising at least one capacitor of which a positive terminal is connected to a positive input terminal of the voltage boost stage and a negative terminal is connected to a negative input terminal of the voltage boost stage tension
• switches to be tested a first switch to be tested being connected by a first of its terminals to a positive terminal of the charging socket and by a second of its terminals to the positive input terminal of the the voltage step-up stage when the load has used the voltage step-up stage, a second switch to be tested being connected by a first of its terminals to a negative terminal of the load socket and by a second of its terminals to the second terminal of the negative battery switch, the method comprising:
• the method being characterized in that, when the load has used the voltage step-up stage, when a difference between the voltages compared during the second comparison step is less than a predefined voltage difference, and in the absence of information on the closing of a trapdoor vehicle charge used to access the charging socket, the method further comprises a capacity discharge step then a third comparison step, between on the one hand the voltage across the charging socket and on the other hand the voltage between the second terminals of the switches to be tested.
• the voltages compared, in this process according to the invention are positive voltages or in absolute value, unless otherwise stated.
• the steps of the process are mentioned in their order of execution. These steps are implemented at least in part by a vehicle computer, at the end of a direct current charge of the traction battery, the charge having used a vehicle charging socket connected to a direct current charging terminal via a charging cable.
• connection set out in this application concerning the switch terminals are understood as direct connections, that is to say made of components of zero or almost zero resistance having only a conductive function, except possibly to have an additional fuse or switch function not being the subject of the invention.
• These switches are power switches, for example mechanical relays or MOSFET transistors (for “Metal Oxide Semiconductor Field Effect Transistor”).
• the first and second terminals of each switch correspond to terminals of this switch distinct from each other.
• connection at the input or output of a functional assembly such as the inverter or the voltage step-up stage is understood as a connection to the terminals of this input or respectively of this output, that is to say a parallel connection to this input or respectively this output.
• the inverter is notably connected at the output (in relation to its inverter function) to the phase connections of the vehicle's electric motor.
• the traction battery is understood as a battery powering the inverter and the electric motor when the vehicle is running, unlike a vehicle service battery powering a low voltage electrical network of the vehicle (for example 14V) to which various consumers are connected including a main computer of the vehicle.
• the traction battery can therefore also be understood as a propulsion battery depending on the electric motor used.
• the battery referred to in this application is the vehicle's traction battery.
• the motor and the inverter in this patent application refer to an electric traction or propulsion motor and a traction or propulsion inverter of the vehicle, unless otherwise indicated.
• the terms “charge” or “recharge” are considered equivalent in this request.
• the load used the voltage booster of the vehicle, connected at the input to the charging terminal and at the output to the terminals of the traction battery.
• use the voltage booster in this application, it is meant that the charging current passes through this voltage booster, which is systematically the case if the charging system does not have means of direct connection between the terminal of charging and traction battery.
• the voltage across the load socket during the third comparison step must be different from that between the second terminals of the switches to be tested if these are not both glued. Otherwise the switches to be tested are diagnosed stuck, which was not possible in the prior art due to the fact that the voltage across the capacitor was in any case substantially equal to the load voltage, which cannot rule out the case where the charging terminal switches are stuck.
• This third step is carried out in a case where the vehicle's computer has no information on whether or not the customer can access the vehicle's dangerous voltages when the charging cable is not connected, for example if the vehicle does not have a charging flap closing sensor, or if this sensor is defective. Therefore, the diagnosis carried out following this third comparison step authorizes the user to disconnect their cable charging safely only when at least one of the two switches to be tested is not diagnosed as stuck.
• the motor and the inverter are part of the voltage step-up stage
• the voltage step-up stage comprises a switch, called a step-up switch, connected by a first of its terminals to the terminal positive of the capacity and by a second of its terminals at a neutral point of the motor, the method comprising the steps of, when the load has used the voltage step-up stage and when the method has not diagnosed any sticking of the switches to be tested :
• the motor of the charging system is an alternating current motor, for example a three-phase motor.
• the stator inductances of the three-phase motor are used as current storage inductances in the voltage step-up stage, these stator inductances discharging into the traction battery through the inverter as desired.
• 'a switching duty cycle of the inverter switches, set in particular according to voltage or current measurements carried out by the charging system.
• Diagnosis of the boost switch ensures proper operation of the vehicle after a charge using the boost switch. In fact, when this switch is stuck, the parallel capacity of the motor and the inverter can deteriorate the operation of the vehicle while driving.
• the charging system includes:
• a switch called a positive direct current switch, connected by a first of its terminals to the positive terminal of the charging socket and by a second of its terminals to a positive input terminal of the voltage booster stage, and
• a switch called a negative direct current switch, connected by a first of its terminals to the negative terminal of the charging socket and by a second of its terminals to a negative input terminal of the voltage booster stage, the switches to be tested being the positive direct current switch and the negative direct current switch when the load has used the voltage step-up stage, the voltage between the second terminals of the switches to be tested then being called the step-up voltage, which also corresponds to the voltage across the capacitor.
• the charging system comprises a switch, called a bypass switch, connected by a first of its terminals to the first terminal of the positive direct current switch, and by a second of its terminals to the second terminal of the positive battery switch, the switches to be tested being the negative direct current switch and the bypass switch when the load has not used the voltage step-up stage, the voltage between the second terminals of the switches to be tested being then called inverter voltage.
• the charging system comprises means of direct connection of the charging terminal to the traction battery, that is to say without going through the voltage booster stage, only a few conductors or components of zero or almost zero resistance such as battery switches separating the charging socket from the traction battery when these direct connection means are used.
• This embodiment optimizes the number of switches of the charging system according to the invention comprising this direct connection, by using the negative direct current switch at the same time for charging the traction battery passing through the voltage step-up stage and for battery charging not passing through this stage.
• This realization of the direct connection means makes it possible to avoid the need for closing the positive direct current relay during charging of the traction battery not passing through the voltage boosting stage. Furthermore, this realization makes it possible to avoid coupling the capacitance at the input of the voltage-boosting stage, with a smoothing capacitance connected to the input of the traction battery, this coupling being able to deteriorate the load or the charging system during 'a charge of the traction battery not using the voltage booster stage.
• the invention therefore applies to a charging system using the voltage boost stage at least to charge the traction battery when the charging voltage delivered by the charging terminal is lower than the maximum no-load voltage of the battery
• the charging system may also include means of direct connection to the battery, in this case these means of direct connection being used when the charging voltage delivered by the charging terminal is greater than the maximum no-load voltage of the battery.
• the second comparison step is followed, whether or not the load has used the voltage step-up stage, the bypass switch, the positive direct current and negative direct current switches being controlled in opening and the positive and negative battery switches being controlled in closing, of a fourth stage comparison, between on the one hand the voltage at the terminals of the charging socket and on the other hand at least one differential voltage threshold among a low differential voltage threshold and an intermediate differential voltage threshold, resulting in a detection of bonding of the bypass switch and the negative direct current switch if the voltage across the charging socket is greater than the intermediate differential voltage threshold, or bonding of the positive direct current switch and the negative direct current switch if the voltage across the charging socket is between the low threshold and the intermediate differential voltage threshold.
• the fourth comparison step determines that the voltage across the charging socket is lower than the low differential voltage threshold
• the fourth comparison step is followed by a fifth comparison step, between on the one hand a common mode voltage of the positive terminal of the load socket and on the other hand at least one common mode voltage threshold among a low common mode voltage threshold and an intermediate common mode voltage threshold, resulting in a determination non-sticking of the bypass switch and the positive direct current switch when the common mode voltage of the positive terminal of the load socket is lower than the low common mode voltage threshold, or sticking of the positive direct current switch if the common mode voltage of the positive terminal of the load socket is between the low common mode voltage threshold and the intermediate common mode voltage threshold, or a sticking of the 'switch bypass if the common mode voltage of the positive terminal of the load socket is greater than the intermediate common mode voltage threshold.
• the fourth comparison step determines that the voltage across the charging socket is lower than the low differential voltage threshold
• the fourth comparison step is followed by a sixth comparison step between on the one hand a common mode voltage of the negative terminal of the load socket and on the other hand a low level of common mode voltage, resulting in a determination of non-sticking of the negative direct current switch when the common mode voltage of the negative terminal of the charging socket is below the low level of common mode voltage, or otherwise a negative DC switch sticks.
• the fifth and sixth comparison steps are for example carried out in parallel after the fourth comparison step.
• the different differential voltage or common mode thresholds make it possible to diagnose a sticking of one of the switches among the bypass switch and the positive direct current and negative direct current switches, despite the fact that the user having unplugged the plug, the two switches which were used for the load are not known a priori.
• the method according to the invention cleverly uses the voltage differences measured according to the state of the positive and negative battery switches to carry out the diagnosis of the negative direct current and bypass switches.
• the invention thus limits as much as possible the cases where the user is not authorized to unplug the charging socket.
• the method when the third comparison step determines that the voltage at the terminals of the charging socket is equal to the voltage of the elevator, then the method detects sticking of the positive direct current switch and the negative direct current switch, otherwise the method determines that at least one switch among the positive direct current switch and the negative direct current switch n It's not stuck.
• voltage equality is evaluated to within a tolerance of a few volts.
• the method determines that at least one switch among the positive direct current switch and the negative direct current switch are not stuck.
• the method determines that at least one switch among the bypass switch and the negative direct current switch is not stuck.
• the process continues, the negative direct current switches of on the one hand, and positive direct current or respectively bypass current on the other hand, being controlled in opening, with a seventh comparison step, between on the one hand a common mode voltage of the negative terminal of the charging socket and on the other hand a first low limit of common mode voltage, resulting in a determination of non-sticking of the negative direct current switch when the common mode voltage of the terminal negative of the charging socket is lower than the first low common mode voltage limit, and with an eighth comparison step, between on the one hand a common mode voltage of the positive terminal of the charging socket and on the other shares a second low limit of common mode voltage, resulting in a determination of non-sticking of the positive direct current switch or respectively of the bypass switch when
• the seventh and eighth comparison steps are for example carried out in parallel.
• the method according to the invention continues, after controlling the current switch positive continuous or respectively closing bypass, with a ninth comparison step, between on the one hand the voltage of the elevator or respectively the inverter voltage and on the other hand the voltage at the terminals of the load socket, resulting in a detection of sticking of the negative direct current switch if the voltage of the booster or respectively of the inverter voltage is equal to the voltage at the terminals of the load socket, or otherwise a determination of non-sticking of the current switch continuous negative.
• the process continues, after controlling the negative direct current switch to close , with a tenth comparison step, between on the one hand the voltage of the elevator or respectively the inverter voltage and on the other hand the voltage at the terminals of the charging socket, resulting in a detection of a sticking of the positive direct current switch or respectively the bypass switch if the voltage of the booster or respectively the inverter voltage is equal to the voltage at the terminals of the load socket, or otherwise in a determination of non-sticking of the positive direct current switch or respectively bypass.
• FIG. 1 schematically represents an electric or hybrid vehicle connected to a charging terminal and comprising a charging system, the vehicle implementing a method according to the invention for end of charging and diagnosis of power switches of the charging system of the vehicle, in one embodiment of the invention
• FIG. 1 represents the first stages of the end of charge and diagnostic method according to the invention, implemented by the vehicle of figure i, in the case where the charge which has just ended has used a voltage boost stage of the vehicle's charging system,
• FIG. 3 represents steps following the first steps of the end of charge and diagnostic process of Figure 2, when these first steps have not diagnosed any sticking of switches between the charging terminal and the voltage step-up stage ,
• FIG. 4 represents steps following the first steps of the end of charge and diagnostic process of Figure 2, when there remains a voltage at the terminals of the charging socket and a closing of a closing charging flap access to the charging socket is signaled to a vehicle computer implementing the method according to the invention
• FIG. 5 represents the first stages of the end of charge and diagnostic method according to the invention, implemented by the vehicle of Figure 1, in the case where the charge which has just ended has not used the voltage booster stage of the vehicle charging system,
• FIG. 6 represents steps following the first steps of the end of charge and diagnostic process of Figure 5, when there remains a voltage at the terminals of the charging socket and the vehicle computer implementing the method according to the invention has no information on a potential closing of the charging flap, and
• FIG. 7 represents steps following steps of the end of charge and diagnostic method of Figure 2, 5 or 6, when the method according to the invention determines that at least one switch among switches used during charging and upstream of the voltage booster or allowing direct connection of the charging socket to the traction battery, is not glued.
• an electric or hybrid vehicle 30 illustrated in Figure 1 comprises a charging system 32.
• the vehicle 30 comprises a traction battery 2, and the charging system 32 has just made it possible to recharge the battery of traction 2 thanks to the energy supplied by a direct current charging terminal 60, to which the vehicle 30 is connected by a charging cable 70.
• the vehicle implements a process 1 for end of charge and diagnosis of power switches of charging system 32 according to the invention, represented in Figures 2 to 7.
• the charging system 32 is now described in relation to Figure 1 and with other elements of the vehicle 30, to clearly understand how these power switches are used when charging the traction battery 2.
• the vehicle comprises a traction inverter 3 and a three-phase electric motor 4 connected to the wheels of the vehicle by a transmission chain, the inverter 3 and the motor 4 being powered by the traction battery 2 to set the vehicle in motion.
• the vehicle comprises, to connect the traction battery 2 to the inverter 3, a first switch 11, called a positive battery switch, connected by a first of its terminals to a positive terminal of the traction battery 2 and by a second of its terminals to a positive input terminal of the inverter 3, and a second switch 12, called a negative battery switch, connected by a first of its terminals to a negative terminal of the traction battery 2 and by a second of its terminals a negative input terminal of the inverter 3.
• input of the inverter we mean here the part of the inverter receiving a direct current and transmitting a rectified current, that is to say that the input is understood compared to the inverter function.
• a smoothing capacity 7 is connected to the input of the inverter. It makes it possible to smooth the current entering the battery 2 when the inverter 3 is used as a current rectifier at the output of the electric motor 4 operating in generator mode.
• the positive 11 and negative 12 battery switches therefore constitute means of connecting the traction battery 2 with the input of the inverter 3.
• the inverter 3 is also directly connected at the output to the electric motor 4, that is to say i.e. without an intermediate switch.
• the vehicle also includes a charging socket 8 connected to the charging terminal 60 in direct current via the charging cable 70.
• This charging socket 8 is for example a CHAdeMO connector meeting the IEC 61851-23 standard, - 24.
• the vehicle has only one charging socket allowing it to be connected to both a direct current charging terminal and an alternating current charging terminal, for example a Combo DC charging socket meeting the IEC 62196-3 standard.
• the vehicle 30 also includes alternating current charging means.
• the vehicle only has one charging socket intended exclusively to be connected to a direct current charging terminal.
• the charging system 32 comprises a voltage-boosting stage 5, comprising the inverter 3, the motor 4, and a capacitor 6 connected at the input of this voltage-boosting stage 5. More precisely, a positive terminal of the capacitor 6 is connected to the neutral point of the motor 4 via a switch 16, called a boost switch, and a negative terminal of the capacity 6 is connected to the negative input terminal of the inverter 3.
• This voltage boost stage 5 is used by the vehicle when charging the traction battery 2 using a charging voltage supplied by a charging terminal lower than the maximum no-load voltage of the traction battery 2.
• the charging system 32 comprises means 40 for controlling the inverter 3 and the motor 4 capable of transforming this charging voltage at the input of the voltage booster stage 5 into a voltage at the output of the stage voltage booster 5, greater than that of the traction battery 2.
• the stator inductances of the electric motor 4 are then used as current storage inductances in the voltage booster stage 5, these stator inductances discharging into the traction battery 2 through the inverter 3 according to a cyclical switching ratio of the switches of the inverter 3, fixed by the control means 40, which also measure a voltage VB across the capacitor 6.
• the system of load 32 comprises, in addition to means for measuring this voltage VB, means for measuring at least one phase current IB passing through the inverter 3-
• the switch 16 called a booster switch, is connected by a first of its terminals to the positive terminal of the capacity of the elevator 6 and by a second of its terminals to the neutral point of the electric motor 4.
• This elevator switch 16 makes it possible to disconnect the capacity of the elevator 6 at the input of the voltage booster stage 5 outside the charging phases of the traction battery 2 by an external charging terminal, in particular this elevator switch 16 is open when the vehicle is running. Thus, when the vehicle is rolling, capacitive coupling of the capacity of the elevator 6 with the electric motor 4 is avoided.
• the control means 40 of the inverter 3 are for example a microcontroller controlling the switches of the inverter 3, both in traction mode and in charging mode of the vehicle using the voltage booster stage 5.
• the charging system 32 further comprises means for connecting the charging socket 8 to the input of the voltage booster stage 5, these means comprising:
• a switch 13 called a positive direct current switch, connected by a first of its terminals to a positive terminal of the charging socket 8 and by a second of its terminals to the boost switch 16, and
• a switch 14 called a negative direct current switch, connected by a first of its terminals to a negative terminal of the charging socket 8 and by a second of its terminals to the negative input terminal of the inverter 3-
• These switches 13, 14 are used to recharge the traction battery 2 via the voltage booster stage 5 when a charging voltage of a charging terminal to which the charging socket 8 is connected is lower than the maximum voltage at empty battery 2.
• the charging system 32 also includes means for connecting the charging socket 8 directly to the traction battery 2, used to recharge the latter when a charging voltage from a charging terminal to which the socket is connected load 8 is greater than the maximum no-load voltage of the battery 2.
• connection means comprise the negative direct current switch 14 and a switch 15, called a bypass switch, connected by a first of its terminals to the first terminal of the positive direct current switch 13, and by a second of its terminals to the second terminal of the positive battery switch 11.
• the switches 11, 12, 13, 14 and 15 are grouped in a connection box 9 of the charging system 32.
• the connection box 9 also includes a precharging relay 10 connected by one of its terminals to the positive terminal of the battery traction 2 and through the other of its terminals to the positive terminal of the inverter 3.
• a precharging resistor is connected between the precharging relay 10 and the positive terminal of the battery 2.
• the precharge relay 10 and the precharge resistor form a device of preload. It should be noted that other types of precharging devices can be used instead of such a relay and resistance system.
• the charging system 32 also includes one or more software and/or hardware modules of a main computer 50 of the vehicle.
• the main computer 50 comprises means of communication with the charging terminal 60 and means of controlling the power switches 10, 11, 12, 13, 14, 15 and 16, these means of communication and control forming part of the system charging 32.
• Means for controlling the power switches 10, 11, 12 are also present in a management system 20 of the traction battery 2 with which the main computer 50 communicates, the management system 20 possibly forming an integral part of the charging system 32.
• the management system 20 of the traction battery 2 is coupled to a sensor 22 of a current entering the battery and a voltage VDC at the terminals of the charging socket 8, which allows it to supervise a charging of the battery 2.
• the VDC voltage across the charging socket 8 is a differential voltage between the two terminals of this charging socket 8.
• the management system 20 of the battery 2 also includes means for controlling the bypass switch 15 and positive direct current switches 13 and negative 14.
• the switches 10, 11, 12, 13, 14, 15 are therefore each controllable by the management system 20 and by the main computer 50 of the vehicle, thus achieving safe redundancy.
• the step-up switch 16 can be controlled by the main computer 50 and by the control means 40.
• the charging system 32 comprises means for measuring a common mode voltage V+ between the positive terminal of the charging socket 8 and a ground of the vehicle 30, and means for measuring a voltage common mode V- between the negative terminal of the charging socket 8 and the ground of the vehicle 30.
• the main computer 50 of the vehicle implements the method 1 of end of charging and diagnosis of at least part of the power switches 13, 14, 15, 16, using the means or components of the charging system 32.
• the charging terminal 60 cannot for example provide a voltage greater than 400V while the traction battery 2 has a maximum no-load voltage of 800V.
• the current from the charge which has just ended has therefore passed through the positive 13 and negative 14 direct current switches, the step-up switch 16, the positive 11 and negative 12 battery switches, but has not used the bypass switch 15 which remained open during charging.
• the method 1 starts during a first step 100, during which it completes an exchange of messages with the charging terminal 60, which allows it to ensure that its request to open switches 62, 64 of the terminal charge 60 has been received and accepted, during the implementation of an end of charge protocol allowing the implementation of a diagnosis of power switches of the vehicle 30.
• the voltage delivered by the charging terminal 60 is therefore theoretically zero (unless there is a fault in the charging terminal 60) during the first step 100.
• the next step 110 is the opening control of the positive direct current switches 13 and negative 14.
• step 120 is a first step of comparison between on the one hand the voltage VDC across the terminals of the charging socket 8 and on the other hand a predefined safety voltage Si , taken here equal to 60V.
• a predefined safety voltage Si is chosen, in particular depending on the standards in force relating to electrical safety.
• method 1 determines that the voltage VDC across the charging socket 8 is lower (branch Y) than the predefined safety voltage Si, then method 1 determines that at least one switch among the direct current switch positive 13 and the negative direct current switch 14 is not stuck, and method 1 continues (reference A) with step 470 referenced in Figure 7, commented on later.
• the comparison steps use inequality conditions chosen from strict or broad conditions, without changing the nature of the invention. The strict or broad nature of the inequalities is therefore not specified in this embodiment of the invention.
• this first comparison step 120 determines that the voltage VDC across the charging socket 8 is greater (branch N) than the predefined safety voltage Si, then the first comparison step 120 is followed by a second comparison step 130, between on the one hand the voltage VDC at the terminals of the charging socket 8, and on the other hand the voltage VB measured by the charging system 32 at the terminals of the capacity 6, called elevator voltage.
• the method 1 determines that the difference in absolute value between the voltage VDC across the charging socket 8 and the voltage of the elevator VB is greater (branch Y) than a voltage difference predefined S2, equal to 30 V in this embodiment of the invention, then method 1 determines that at least one switch among the positive direct current switch 13 and the negative direct current switch 14 is not stuck, and method 1 continues with step 470 referenced in Figure 7, discussed below.
• a voltage difference predefined S2 equal to 30 V in this embodiment of the invention
• the method 1 determines that the difference in absolute value between the voltage VDC across the charging socket 8 and the voltage of the elevator VB is lower (branch N) than the difference from predefined voltage S2, then in the case where a sensor for closing a charging flap giving access to the charging socket 8 is functional (branch Y of condition 135), the following step is an opening control step 170 positive 11 and negative 12 battery switches, then authorization to disconnect the charging cable 70 if one of the following conditions is met:
• the common mode voltage V+ between the positive terminal of the charging socket 8 and the vehicle ground 30 and the common mode voltage V- between the negative terminal of the socket load 8 and the mass of the vehicle 30 are lower than the predefined safety voltage If, or
• method 1 determines that the difference in absolute value between the voltage VDC across the charging socket 8 and the voltage of the elevator VB is less than the predefined voltage difference S2, and when the computer 50 of the vehicle has no information on a possible disconnection of the charging cable 70 (branch N of condition 135), for example because the vehicle 30 is not equipped with a hatch closing sensor load or that this sensor is faulty, then the following step is a step of discharging 140 of the capacitor 6 at the input of the voltage booster stage 5, so that the voltage of the booster VB reaches a voltage predefined, for example 100V.
• the computer 5 uses the control means 40 of the inverter 3.
• the discharge step 140 is followed, after a few milliseconds of waiting, by a third comparison step 150, between on the one hand the voltage VDC at the terminals of the charging socket 8 and on the other hand the voltage VB of the elevator.
• method 1 determines that the voltage VDC across the charging socket 8 is equal to the voltage of the elevator VB (branch Y), then method 1 detects 160 a sticking of the positive direct current switch 13 and a bonding of the negative direct current switch 14, otherwise (branch N) the method 1 determines that at least one switch among the positive direct current switch 13 and the negative direct current switch 14 is not stuck. In this last case process i continues with step 470 referenced in Figure 7, discussed below.
• the computer 50 has determined that the positive 13 and negative 14 direct current switches are not stuck, that is to say no blocking in the closed position. This determination could take place for example because at the end of the first comparison step 120, the voltage across the charging socket 8 was lower than the predefined safety voltage Si, and because the method has. then determined (steps 490 and 545 commented on later in relation to Figure 7) that the common mode voltage of each of the terminals of the charging socket 8 was also lower than the predefined safety voltage Si.
• Method 1 then implements the steps of Figure 2, aimed at determining a diagnosis of the step-up switch 16.
• the first step of this new diagnosis is the command 180 for opening of the boost switch 16.
• This first step of command 180 for opening is followed by a step of command 190 for the inverter 3 to discharge the capacity 6, then immediately after a step of comparing the voltage of the booster VB with a low voltage threshold S3 of the capacity 6, for example 60V, or a phase current IB in the inverter 3 with a threshold low phase current S4 IB of a few amps, for example 5 amps.
• the method 1 determines 220 in this comparison step 215, that the voltage of the booster VB is lower than the low voltage threshold S3 of the capacity 6 after a few seconds, or that the phase current IB in the inverter 3 is greater than the low threshold S4 of phase current IB for more than a few milliseconds, it means that the discharge of capacity 6 could be carried out, and the method i therefore determines in a step 230 that the boost switch 16 is stuck.
• method 1 determines 200 in this comparison step 215, that the voltage of the elevator VB is still greater than the low voltage threshold S3 of the capacity 6 after a few seconds, or that the phase current IB in the inverter 3 is close to zero for a few milliseconds, it is because the discharge of capacity 6 could not be carried out, and the method 1 therefore determines in a step 210 that the boost switch 16 is not stuck .
• Figure 3 illustrates the steps following the command 170 to open the positive 11 and negative 12 battery switches, and the receipt by the computer 50 of information about closing the charging flap.
• This closure took place while the voltage VDC previously measured at the terminals of the charging socket 8 during the first comparison step 120 was greater than the predefined safety voltage Si, and while the difference between the voltage of the elevator VB and the voltage VDC across the charging socket was lower than the predefined voltage deviation S2.
• the complete diagnosis of the positive direct current switches 13 and negative 14 could therefore not be carried out.
• the information on closing the loading flap is potentially deduced by the computer 50 from driving of the vehicle 30 beyond a certain speed threshold, for example at more than 5 kilometers per hour.
• the first step of this diagnosis with closed hatch is the command 240 to open the positive direct current 13, negative direct current 14 and bypass 15 switches, when these switches are not already ordered open, and to close the switches.
• positive 11 and negative 12 battery switches when these switches are not already ordered closed. This last case can occur for example between the second comparison step 130 and the discharge step 140 if the computer 50 detects the vehicle rolling between these two steps.
• the computer 50 does not know whether the load which has just ended is a load having used the stage voltage booster 5 or a load which has not used the voltage booster stage 5, in other words the computer 50 does not know whether it must diagnose the positive direct current switches 13 and negative 14, or respectively the bypass switch 15 and the negative current switch 14.
• the type of charging just carried out is not stored in the computer 50, in this embodiment of the invention.
• the control step 240 is followed by a fourth comparison step 250, between on the one hand the voltage VDC across the charging socket 8 and on the other hand a low threshold S5 of differential voltage, set for example at 60V.
• this fourth comparison step 250 if method 1 determines that the voltage VDC at the terminals of the charging socket 8 is greater (branch N) than the low differential voltage threshold S5, it is because two switches connected to the socket charging are stuck.
• the next step in this case is the comparison between the voltage VDC across the charging socket 8 and an intermediate threshold S6 of differential voltage, here set at 500V. If method 1 determines 260 that the voltage VDC at the terminals of the charging socket 8 is less than an intermediate threshold S6 of differential voltage, and greater than the low threshold S5 of differential voltage, it is because the charging has just ended used the voltage step-up stage 5, and method 1 determines 270 that the positive 13 and negative 14 direct current switches are stuck.
• the method determines 280 that the voltage VDC at the terminals of the charging socket 8 is between the intermediate threshold S6 of differential voltage and a high threshold S7 of differential voltage, corresponding for example to 900V, it is because the load just finished has not used the voltage step-up stage 5, and method 1 determines 290 that the bypass switch 15 and the negative direct current switch 14 are stuck.
• this fourth comparison step 250 if method 1 determines that the voltage VDC across the charging socket 8 is lower (branch Y) than the low threshold S5 of differential voltage, it is because at least one of the two switches connected to the charging socket is stuck.
• the fourth comparison step 250 is followed by a fifth comparison step 300, between on the one hand the common mode voltage V+ of the positive terminal of the charging socket 8 and on the other hand a low threshold S8 of common mode voltage, set for example at 60V. If the common mode voltage V+ of the positive terminal of the charging socket 8 is lower (branch Y) than the low threshold S8 of common mode voltage, then the method 1 determines 310 that neither the bypass switch 15 nor the positive direct current switch are not stuck.
• method 1 determines that the common mode voltage V+ of the positive terminal of the charging socket 8 is greater (branch N) than the low common mode voltage threshold S8, the following step is the comparison between the voltage common mode voltage V+ of the positive terminal of the charging socket 8 and an intermediate common mode voltage threshold S9, set for example at 500V. If the method 1 determines 320 that the voltage VDC at the terminals of the charging socket 8 is lower than this intermediate threshold S9 of common mode voltage, and higher than the low threshold S8 of common mode voltage, it is because the load coming to terminate used the voltage step-up stage 5, and method 1 determines 330 that the positive 13 and negative 14 direct current switches are stuck.
• the method determines 340 that the voltage VDC at the terminals of the charging socket 8 is between the intermediate threshold S9 of common mode voltage and a high threshold S10 of common mode voltage, corresponding for example to 900V, it is that the charge just completed did not use the voltage boost stage 5, and method 1 determines 350 that the bypass switch 15 and the negative direct current switch 14 are stuck.
• the fourth comparison step 250 is followed by a sixth comparison step 360 between on the one hand the common mode voltage V- of the negative terminal of the charging socket 8 and d on the other hand a low level Su of common mode voltage, set for example at 60V. If the common mode voltage V- of the negative terminal of the charging socket 8 is lower (branch Y) than the low level Su of common mode voltage, then the method i determines 370 that the negative direct current switch 14 is not stuck. If, on the contrary, the common mode voltage V- of the negative terminal of the charging socket 8 is greater (branch N) than the low common mode voltage level Su, then method 1 determines 380 that the negative direct current switch 14 is stuck.
• the charging terminal 60 can provide a voltage greater than or equal to the maximum no-load voltage of the traction battery 2, of 800V.
• the current from the charge which has just ended therefore passed through the negative current switches 14 and bypass 15, and the positive battery switches 11 and negative 12, but did not use the boost switch 16 which remained open during the charge.
• the first steps of method 1 are identical in their essence to those of the case where the load used the voltage step-up stage 5 and are therefore referenced in the same way, however indicating the differences relating to the switches concerned and at certain comparison voltages.
• Process 1 starts during the first step 100, identical to that of the case of a charge using the voltage booster 5.
• the positive 11 and negative 12 battery switches are closed during this first step 100.
• the next step 110 is the opening control of the negative direct current switches 14 and bypass 15.
• the method implements the following step 120, which is the first step of comparison between on the one hand the voltage VDC across the terminals of the charging socket 8 and on the other hand the predefined safety voltage Si.
• method 1 determines that the voltage VDC across the charging socket 8 is lower (branch Y) than the predefined safety voltage Si, then method 1 determines that at least one switch among the bypass switch 15 and the negative direct current switch 14 is not stuck, and method 1 continues with step 470 referenced in Figure 7, commented on later.
• this first comparison step 120 the method 1 determines that the voltage VDC across the charging socket 8 is greater (branch N) than the predefined safety voltage Si, then the first comparison step 120 is followed by a second comparison step 130, between on the one hand the voltage VDC at the terminals of the charging socket 8, and on the other hand the voltage Vo measured by the charging system 32 at the terminals of the inverter 3, called inverter voltage.
• the method 1 determines that the difference in absolute value between the voltage VDC across the charging socket 8 and the inverter voltage Vo is greater (branch Y) than the predefined voltage difference S2 , then method 1 determines that at least one switch among the bypass switch 15 and the negative direct current switch 14 is not stuck, and method 1 continues with step 470 referenced in Figure 7, commented on further.
• the method 1 determines that the difference in absolute value between the voltage VDC across the charging socket 8 and the inverter voltage Vo is lower (branch N) than the predefined voltage difference S2 , then in the case where a sensor for closing the charging flap is functional (branch Y of condition 135), the following step is a step 170 for controlling the opening of the positive 11 and negative 12 battery switches, then an authorization unplug the charging cable if any of the following conditions are met:
• the common mode voltage V+ between the positive terminal of the charging socket 8 and the vehicle ground 30 and the common mode voltage V- between the negative terminal of the socket load 8 and the mass of the vehicle 30 are lower than the predefined safety voltage If, or
• step 240 the inverter voltage Vo is lower than the predefined safety voltage If, and if one of these conditions is met, the computer 50 waits for receipt of information about closing the hatch then continues with step 240 referenced in Figure 4, this step 240 and the following ones being identical to the case where the load used voltage step-up stage 5.
• the method 1 determines that the difference in absolute value between the voltage VDC across the charging socket 8 and the inverter voltage Vo is less than the predefined voltage difference S2, and when the computer 50 of the vehicle does not have information on a possible disconnection of the charging cable (branch N of condition 135), for example because the vehicle is not equipped with a charging flap closing sensor or this sensor is faulty, then process 1 continues (reference C) with steps illustrated in Figure 6. These steps are:
• method 1 determines that the VDC voltage across the charging socket 8 is greater (branch N) than the predefined safety voltage If, then method 1 detects 430 the sticking of the negative direct current switch 14 and the sticking of the bypass switch 15. In this case disconnection is authorized after opening the positive 11 and negative battery switches 12 and check that these last switches are not stuck.
• method 1 determines that the voltage VDC across the charging socket 8 is lower (branch Y) than the predefined safety voltage Si, then method 1 determines that at least one switch among the switch bypass 15 and the negative direct current switch 14 is not stuck, and method 1 continues with step 470 referenced in Figure 7, commented on later.
• this additional comparison step 400 is followed by a comparison step 440 of the inverter voltage Vo with the predefined safety voltage Si. If the inverter voltage VO is lower (branch Y) than the predefined safety voltage Si, the user is authorized to unplug the charging cable 70, method 1 determines 450 qu at least one switch among the bypass switch 15 and the negative direct current switch 14 is not stuck, and method 1 continues with step 470 referenced in Figure 7, commented on later.
• method 1 prohibits 460 the user from disconnecting the charging cable 70 and loops back to the additional comparison step 400.
• a dangerous voltage persists at the terminals of the charging socket 8, and at the terminals of the inverter, which may be the result of simultaneous sticking of the switches 62, 64 of the charging terminal 60 and the current switches negative direct current 14 and bypass 15, or switches 62, 64 of the charging terminal 60 and positive 11 and negative battery switches 12, or else negative direct current switches 14 and bypass 15 and positive 11 and negative battery switches 12.
• the user must then press an emergency button on the charging terminal 60 to lower the voltage delivered by the charging terminal and allow the charging socket 8 to be disconnected.
• the method i continues with the steps of Figure 7, that is to say with the step 470 of controlling the opening of the switches not already controlled open among the bypass switches 15, positive direct current 13 and negative 14 .
• the opening control step 470 is then followed by two comparison steps taking place in parallel and or one behind the other, these steps being:
• method 1 determines that the common mode voltage V- of the negative terminal of the charging socket 8 is lower (branch Y) than the first low limit S12 of common mode voltage, then Method 1 determines 490 that the negative DC switch is not stuck.
• method 1 determines that the common mode voltage V+ of the positive terminal of the charging socket 8 is lower (branch Y) than the second low limit S13 of mode voltage common, then method 1 determines 545 that the positive direct current switch 13 is not stuck, when the load has used the voltage step-up stage 5, or that the bypass switch 15 is not stuck, when the load has not used the voltage boost stage 5.
• step 480 determines that the common mode voltage V- of the negative terminal of the charging socket 8 is greater (branch N) than the first low limit S12 of common mode voltage, then the seventh comparison step 480 is followed by a step 500 of controlling the closing of the positive direct current switch, if the load has used voltage boost stage 5, or bypass switch 15, if the load has not used voltage boost stage 5.
• this closing control step 500 is followed by a ninth comparison step 510, in which when the load has used the voltage booster stage, the method 1 compares on the one hand the voltage of the booster VB and on the other hand the voltage VDC across the charging socket 8, and if the voltage of the elevator VB is equal (branch Y) to the voltage VDC across the charging socket 8, then method 1 determines 520 that the negative direct current switch 14 is stuck, otherwise (branch N) method 1 determines 530 that the negative direct current switch 14 is not stuck.
• method 1 compares on the one hand the inverter voltage Vo and on the other hand the voltage VDC at the terminals of the load socket 8, and if the inverter voltage Vo is equal (branch Y) to the voltage VDC across the charging socket 8, then method 1 determines 520 that the negative direct current switch 14 is stuck, otherwise (branch N) the method 1 determines 530 that the negative direct current switch 14 is not stuck.
• step 540 determines that the common mode voltage V+ of the positive terminal of the charging socket 8 is greater (branch N) than the second low limit S13 of mode voltage common, then the eighth comparison step 540 is followed by a step 550 of closing control of the negative direct current switch.
• this closing control step 550 is followed by a tenth comparison step 560, in which when the load has used the voltage booster stage, the method 1 compares on the one hand the voltage of the booster VB and on the other hand the voltage VDC across the terminals of the charging socket 8, and if the voltage of the elevator VB is equal (branch Y) to the voltage VDC across the charging socket 8, then the method i determines 570 that the positive direct current switch 13 is stuck, otherwise (branch N) method 1 determines 580 that the positive direct current switch 13 is not stuck.
• the method 1 compares on the one hand the inverter voltage Vo and on the other hand the voltage VDC across the terminals of the socket load 8, and if the inverter voltage Vo is equal (branch Y) to the voltage VDC across the load socket 8, then method 1 determines 570 that the bypass switch 15 is stuck, otherwise (branch N) the Method 1 determines 580 that the bypass switch 15 is not stuck.

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• 2022
  • 2022-12-16 FR FR2213559A patent/FR3143460A1/fr active Pending
• 2023
  • 2023-12-01 WO PCT/EP2023/083954 patent/WO2024126102A1/fr not_active Ceased
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