Multi-output battery electric vehicle charger with switched mode power supply

Abstract

A battery electric vehicle (BEV) charging station includes at least one power module having a plurality of switches rectifying alternating current (AC) electrical power received from a power grid into direct current (DC) electrical power supplied to the BEV; at least one switched mode power supply (SMPS) inside the power module; and an operating device electrically connected with the SMPS in the power control module.

Description

Government interests

[0001] This invention was made with government support under Contract DE-EE0009869 awarded by the U.S. Department of Energy, Directorate of Energy Efficiency and Renewable Energy EE-1. The U.S. Government has certain rights in this invention. Technical Field

[0002] The present application relates to battery electric vehicles (BEVs), and more particularly to charging stations for charging BEVs. Background Art

[0003] Battery electric vehicles (BEVs) are increasingly used by consumers for their transportation needs. A BEV includes one or more electric motors, a vehicle battery, and power electronics that regulate the supply of electric power from the vehicle battery to the (one or more) electric motors. As the number of BEVs increases, the number of BEV charging stations that can be used to recharge the vehicle batteries of BEVs will also increase. A BEV charging station can include multiple charging cables / plugs, each of which can be used to provide charge to the BEV. However, a BEV charging station with more than one charging cable can also involve more hardware to implement such a system. For example, a BEV charging station can include: a graphical user interface (GUI) for controlling each charging cable, a cooling system to ensure that the BEV charging station operates at an optimal temperature, and other systems. Arranging electrical components within a BEV charging station will be helpful for efficiently charging the BEV coupled to the station and minimizing the number of electrical components. Summary of the invention

[0004] In one implementation, a battery electric vehicle (BEV) charging station includes: at least one power module having a plurality of switches that rectify alternating current (AC) electric power received from a power grid into direct current (DC) electric power supplied to the BEV; at least one switch mode power supply (SMPS) inside the power module; and an operating device electrically connected to the SMPS in the power control module. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] Figure 1 is a block diagram depicting an implementation of an electrical system including a BEV charger; and

[0006] Figure 2 is a block diagram depicting an implementation of a BEV charger. DETAILED DESCRIPTION

[0007] The BEV charging station can include a plurality of power modules, each of which can be electrically connected to the BEV to provide a charge. The power module can include a variety of electrical components that rectify the alternating current (AC) electric power received from the power grid into a direct current (DC) electric power supplied to the BEV. In addition, the power modules can each include a switch mode power supply (SMPS). Multiple power modules can be electrically connected to the power grid in parallel through an electromagnetic interference (EMI) filter. The BEV charging station can include other operating hardware for implementing the station. For example, the operating hardware can include a GUI used by a vehicle operator to control the charging of the BEV. Alternatively, in another example, the operating hardware can include a cooling system, such as a fan, for cooling a plurality of power modules included at the BEV charging station. Alternatively, the operating hardware can include external lighting, to name a few examples.

[0008] The electric power supplied to the BEV can be different from the electric power supplied to the operating hardware of the BEV charger. For example, the BEV charger can provide a DC voltage to the BEV at a level between 100-1000V. However, the voltage used by the operating hardware can be a different voltage, which can be an AC voltage or a DC voltage. In the past, each unit of the operating hardware may have been electrically connected to the grid by a dedicated SMPS. The SMPS can supply and regulate electric power to the operating hardware, which may include logic circuits, gate drivers, or analog circuits. For example, if the BEV charger includes a graphical user interface (GUI) for a user to input control inputs to control the charger, the GUI will be electrically connected to the power grid via a dedicated SMPS. And if the BEV charger also includes a cooling system, the system will be linked to the power grid via a separate and dedicated SMPS. In this system, the power module is electrically isolated from the SMPS and the operating hardware. Considering that the BEV charger can be installed in a demanding environment, so that they are designed for overvoltage category 3 and pollution degree 3, SMPSs that meet these standards and are also linked to the grid can be expensive. In contrast, the present application relates to power modules that can each include an internal SMPS with an output port that can supply electrical power to operating hardware within the BEV. The output port can be implemented using a low voltage rail.

[0009] Go to Figure 1, shows an implementation of an electrical system 10, which includes a power grid 12 and a battery-electric vehicle (BEV) 14, which can receive electrical power from the grid 12 or provide electrical power to the grid 12. The power grid 12 can include any one of several electrical power generators and power transmission mechanisms. A generator (not shown) generates AC electrical power, which can then be transmitted a considerable distance away from the generator for residential and commercial use. The generator can be coupled to the power grid 12, which transmits the AC electrical power from the generator to an end user, such as a residence or a business. When the AC electrical power is provided to the power grid 12, the electrical power can exist at a relatively high voltage, so that it can be transmitted over a relatively long distance. Once the electrical power reaches the location where it is intended to be used, a power transformer (not shown) can be used to reduce the voltage level before it is ultimately provided to a residence or business. In one implementation, the voltage level of the AC electrical power used is 360-510 volts RMS alternating current three-phase 50-60 Hz. However, the voltage range can be different.

[0010] The BEV 14 can include an electric motor 16 that propels the vehicle in whole or in part. In the described implementation, the electric motor 16 is an interior permanent magnet synchronous motor (IPMSM), but other implementations are possible using the controller and functionality described herein. A three-phase inverter 18 can be electrically coupled to the BEV battery 20 and the electric motor 16. The inverter 18 can receive DC electric power from the BEV battery 20 and invert the DC electric power into three-phase AC electric power before supplying AC electric power to the electric motor 16. The amount of voltage provided by the BEV battery 20 to the electric motor 16 can vary by application. The term "electric vehicle" or "BEV" can refer to a vehicle that is propelled in whole or in part by an electric motor. BEV can refer to an electric vehicle, a plug-in electric vehicle, a hybrid electric vehicle, and a battery-powered vehicle.

[0011] The BEV charging station 22 can receive AC electric power from the power grid 12, rectify the AC electric power into DC electric power, and provide the DC electric power to the BEV 14. The BEV charging station 22 can be geographically fixed, such as a charging station located in a vehicle garage or a vehicle parking lot. The BEV charging station 22 can include an input terminal that receives AC electric power from the power grid 12 and directly transfers the AC electric power to the BEV battery 20, thereby bypassing the onboard vehicle battery charger 24 included on the BEV 14. The cable 26 can be detachably connected to the electrical socket on the BEV 14 and electrically link the BEV charging station 22 with the BEV14 so that DC electric power can be transferred between the BEV charging station 22 and the BEV battery 20. One type of DC fast charging can be referred to as Level 3 BEV charging, which is considered to be 60-350kW. However, with the structure and functionality disclosed herein, other charging standards and power levels are possible. The BEV battery 22 can supply DC electric power controlled by the power electronics to the electric motor 16 that propels the BEV 14. The one or more BEV batteries 20 are rechargeable. Examples of batteries include lead-acid batteries, nickel-cadmium (NiCd), nickel-metal hydride, lithium-ion, and lithium-polymer batteries. However, battery technology is constantly evolving, and other chemistries and / or voltages may be used. A typical range of vehicle battery voltages can range from 100 to 1000 V DC electrical power (VDC). A control system 28 implemented as computer-readable instructions executable by a microprocessor can be stored in non-volatile memory and called to monitor vehicle sensors and generate control signals including torque commands to the electric motor 16 of the BEV 14. This will be discussed in more detail below.

[0012] Figure 2 , an implementation of a BEV charging station 22 is shown in FIG. The BEV charging station 22 includes a plurality of power modules 30, each of which is capable of providing a charge to a BEV. The power module 30 can include a plurality of switches and a transformer configured to rectify AC electric power into DC electric power. The switch can be implemented using a MOSFET or other similar switching device. Control of the power module 30 and other BEV charging station hardware can be performed by a control system 28. Each power module 30 can include an input electrically connected to the power grid 12. The three-phase AC electric power provided by the power grid 12 can pass through an electromagnetic interference (EMI) filter 32 before reaching the power module 30. The power module 30 can include a charging output electrically connected to a cable 26, which is detachably connected to the BEV 14. The power module 30 can provide DC electric power to the BEV 14 through the cable 26. The DC electric power can first pass through the EMI filter 32 before reaching the BEV 14.

[0013] The power module 30 can also include an internal SMPS 34 having an output port 36 that can be electrically connected to other operating hardware in the BEV charging station 22. In this implementation, the BEV charging station 22 can include operating hardware such as a cooling system 38, an HMI 40, and other auxiliary systems 42. The cooling system 38 can include one or more fans that circulate air over the power module 30 during operation to reduce its temperature. The HMI 40 can include a touch screen that displays control options to the user, and the user can select different charging functions based on these options. For example, the user can indicate which cable is connected to the user's vehicle and start charging the BEV.

[0014] The output voltage from the SMPS 34 can be programmed to exist at a level compatible with the operating hardware of the SMPS 34 supplying power. An implementation in which the output voltage is 6V, 12V or 24V is possible. For example, the SMPS 34a included in the first power module 30a can be electrically connected to the HMI 40 via the output port 36a. The power module 30a can be programmed so that the SMPS 34 provides an output voltage of 12V. The power modules 30b-30c can each have an SMPS 34b-34c electrically connected to the cooling system 38 via the output ports 36b-36c. The SMPS 34b-34c in the power modules 30b-30c can be programmed to output 24V. Or more particularly, the SMPS 34b-34c in the power modules 30b-30c can each be programmed to output 12V, and are electrically combined to provide 24V together. And the SMPS 34d included in the power module 30d can be electrically connected to the HMI 40 via the output port 36d. The power module 30d can be programmed so that the SMPS 34d provides an output voltage of 12V. The SMPS 34 can compensate for overvoltage and overcurrent events. And the SMPS 34 can be electrically configured so that it is electrically isolated or non-isolated.

[0015] It is to be understood that the foregoing is a description of one or more embodiments of the present invention. The present invention is not limited to the (one or more) specific embodiments disclosed herein, but is instead defined only by the claims hereinafter. In addition, except where terms or phrases are clearly defined above, the statements contained in the foregoing description relate to specific embodiments and are not to be interpreted as limitations on the scope of the present invention or on the definition of the terms used in the claims. Various other embodiments and various changes and modifications to the disclosed (one or more) embodiments will become apparent to those skilled in the art. All such other embodiments, changes and modifications are intended to fall within the scope of the appended claims.

[0016] As used in this specification and claims, the terms "for example," "for example," "such as," and "similar," and the verbs "comprise," "have," "include," and other verb forms thereof, when used in conjunction with a list of one or more components or other items, are each to be interpreted as open-ended, meaning that the list is not to be construed to exclude other additional components or items. Other terms are to be interpreted using their broadest reasonable meaning unless they are used in a context that requires a different interpretation.

Claims

1. A battery electric vehicle (BEV) charging station comprising: at least one power module having a plurality of switches that rectify alternating current (AC) electric power received from a power grid into direct current (DC) electric power supplied to the BEV; at least one switched mode power supply (SMPS) within the power module; and An operating device electrically connected to the SMPS in the power control module.

2. The BEV charging station of claim 1, further comprising a plurality of power modules and a plurality of SMPSs.

3. The BEV charging station of claim 1, wherein the SMPS outputs a programmable voltage level.

4. The BEV charging station of claim 1, wherein the operating device comprises a graphical user interface (GUI), a cooling system, or an external light. 5 . The BEV charging station of claim 1 , further comprising an electromagnetic (EMI) filter electrically linked to the power module and configured to be electrically connected to the power grid.

6. The BEV charging station of claim 1, further comprising an electromagnetic (EMI) filter electrically linked to the power module and configured to be electrically connected to the BEV.

7. The BEV charging station of claim 1, wherein the SMPS is non-isolated.

8. The BEV charging station of claim 1, wherein the switch is a MOSFET.

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