Multi-input electric vehicle charging system

Abstract

The invention provides a multi-input electric vehicle charging system. The switching device is operable to configure a terminal of a charging port of a vehicle to deliver a three-phase AC current to an on-board charger of the vehicle due to an electrical connection of the AC power source with the terminal, and since a DC power source is connected to some of the terminals, the some of the terminals are configured to deliver DC current to a traction battery of the vehicle.

Description

Technical Field

[0001] The present disclosure relates to a system for charging an electric vehicle (EV). Background Art

[0002] Electric vehicles rely on rechargeable, high-capacity traction batteries to provide electrical energy to the motor for propulsion. In North America, a Combined Charging System (CCS) Type 1 connector is commonly used to charge electric vehicles. The CCS Type 1 connector combines the Society of Automotive Engineers (SAE) J1722 Type 1 plug with two high-speed DC fast charging pins. The J1722 Type 1 connector is configured to support 240V AC voltage up to 80A current, resulting in a maximum charging power of 19.2kW. Summary of the invention

[0003] A charging system for a vehicle includes: a charging port having a plurality of terminals; and a switch device operable to configure the terminals to pass three-phase AC current to an onboard charger of the vehicle due to an AC power source being electrically connected to the terminals, and to configure some of the terminals to pass DC current to a traction battery of the vehicle due to a DC power source being connected to the terminals.

[0004] A vehicle includes a traction battery, an on-board charger, a charging port having a plurality of power terminals, and a controller. The controller selectively configures the power terminals to receive three-phase AC power for the on-board charger from an AC power source connected to the charging port, and configures some but not all of the power terminals to receive DC power for the traction battery from a DC power source connected to the charging port.

[0005] A method includes: in response to AC power being connected to a charging port of a vehicle, establishing a direct electrical path between power terminals of the charging port and an onboard charger of the vehicle; and in response to DC power being connected to the charging port, establishing a direct electrical path between the power terminals and a traction battery of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1 An exemplary block topology of an electrified vehicle is shown, illustrating the powertrain and energy storage components.

[0007] FIG. 2 shows a pin distribution diagram of a vehicle charging port of a conventional combined charging system charging port.

[0008] FIG. 3 shows a waveform diagram of 2-phase AC charging via a conventional AC connector.

[0009] Figure 4A pinout diagram of a vehicle charging port of a modified charging system of the present disclosure is shown.

[0010] Figure 5 Waveform diagrams for 3-phase AC charging via a modified vehicle charging port are shown.

[0011] Figure 6 A flow chart is shown for operating a process for charging a vehicle.

[0012] Fig. 7A and Figure 7B A block diagram of an AC / DC charging circuit for a vehicle is shown. DETAILED DESCRIPTION

[0013] Embodiments are described herein. However, it should be understood that the disclosed embodiments are merely examples and that other embodiments may take various and alternative forms. The drawings are not necessarily drawn to scale. Some features may be enlarged or minimized to show details of particular components. Therefore, the specific structural details and functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for teaching those skilled in the art.

[0014] The various features shown and described with reference to any one of the accompanying drawings may be combined with features shown in one or more other drawings to produce embodiments not explicitly shown or described. The combinations of features shown provide representative embodiments for typical applications. However, for specific applications or implementations, various combinations and modifications of features consistent with the teachings of the present disclosure may be desired.

[0015] The present disclosure proposes, among other things, a system for charging a battery of an electric vehicle. More specifically, the present disclosure proposes a modified connector based on a CCS connector to provide increased AC charging power.

[0016] Figure 1A plug-in hybrid electric vehicle (PHEV) is shown. The plug-in hybrid electric vehicle 112 may include one or more motors (electric motors) 114 mechanically coupled to a hybrid transmission 116. The motor 114 may be capable of operating as a motor or a generator. In addition, the hybrid transmission 116 is mechanically coupled to an engine 118. The hybrid transmission 116 is also mechanically coupled to a drive shaft 120, which is mechanically coupled to wheels 122. The motor 114 can provide propulsion and braking capabilities when the engine 118 is turned on or off. The motor 114 can also act as a generator and can provide fuel economy benefits by recovering energy lost as heat in the friction braking system. The motor 114 can also reduce vehicle emissions by allowing the engine 118 to operate at a more efficient speed and allowing the hybrid electric vehicle 112 to be operated in an electric mode when the engine 118 is turned off under certain conditions.

[0017] The traction battery or battery pack 124 stores energy that can be used by the motor 114. The vehicle battery pack 124 can provide a high voltage DC output. The traction battery 124 can be electrically coupled to one or more battery electric control modules (BECM) 125. The BECM 125 can be provided with one or more processors and software applications configured to monitor and control various operations of the traction battery 124. The traction battery 124 can also be electrically coupled to one or more power electronics modules 126. The power electronics module 126 can also be referred to as a power inverter. One or more contactors 127 can isolate the traction battery 124 and the BECM 125 from other components when open, and connect the traction battery 124 and the BECM 125 to other components when closed. The power electronics module 126 can also be electrically coupled to the motor 114 and provide the ability to transfer energy bidirectionally between the traction battery 124 and the motor 114. For example, the traction battery 124 can provide a DC voltage, and the motor 114 can operate using a three-phase AC current. The power electronics module 126 may convert the DC voltage into a three-phase AC current for use by the motor 114. In regenerative mode, the power electronics module 126 may convert the three-phase AC current from the motor 114 acting as a generator into a DC voltage compatible with the traction battery 124. The description herein is equally applicable to pure electric vehicles. For pure electric vehicles, the hybrid transmission 116 may be a gearbox connected to the motor 114 and the engine 118 may not be present.

[0018] In addition to providing energy for propulsion, the traction battery 124 can also provide energy for other vehicle electrical systems. The vehicle includes a DC / DC converter module 128 that converts the high voltage DC output of the traction battery 124 to a low voltage DC supply that is compatible with other low voltage vehicle loads. The output of the DC / DC converter module 128 can be electrically coupled to an auxiliary battery 130 (e.g., a 12V battery).

[0019] The vehicle 112 may be a battery electric vehicle (BEV) or a plug-in hybrid electric vehicle (PHEV), wherein the traction battery 124 may be recharged by an external power source 136. The external power source 136 may be a connection to an electrical outlet. The external power source 136 may be a distribution network or grid provided by an electric utility company. The external power source 136 may be electrically coupled to an electric vehicle supply equipment (EVSE) 138. The EVSE 138 may provide circuitry and controls to manage energy transfer between the power source 136 and the vehicle 112. The external power source 136 may provide DC and / or AC power to the EVSE 138. The EVSE 138 may have a charging connector 140 for plugging into a charging port 134 of the vehicle 112. The charging port 134 may be any type of port configured to transfer power from the EVSE 138 to the vehicle 112. The charging port 134 may be electrically coupled to a charger or an onboard power conversion module 132. The power conversion module 132 may condition the power supplied from the EVSE 138 to provide appropriate voltage and current levels to the traction battery 124. For example, the power conversion module 132 may be configured to convert AC current received from the EVSE 138 to DC current to charge the traction battery 124. The power conversion module 132 may interface with the EVSE 138 to coordinate the delivery of power to the vehicle 112. The EVSE connector 140 may have pins that mate with corresponding recesses of the charging port 134. Alternatively, the various components described as being electrically coupled may transfer power using wireless inductive coupling.

[0020] One or more electrical loads 146 may be coupled to the high voltage bus. The electrical loads 146 may have associated controllers that operate and control the electrical loads 146 as appropriate. Examples of electrical loads 146 may be heating modules, air conditioning modules, and the like.

[0021] The various components discussed may have one or more associated controllers to control and monitor the operation of the components. The controllers may communicate via a serial bus (e.g., a controller area network (CAN)) or via discrete conductors. A system controller 150 may be present to coordinate the operation of the various components. It should be noted that the system controller 150 is used as a general term and may include one or more controller devices configured to perform the various operations in the present disclosure. For example, the system controller 150 may be programmed for charging and discharging operations of the traction battery 124. The system controller 150 may also be programmed to implement communication functions with various entities, such as the EVSE 138.

[0022] The system controller 150 and / or the BECM 125 may be programmed, individually or in combination, to perform various operations with respect to the traction battery 124. The traction battery 124 may be a rechargeable battery made of one or more rechargeable cells (eg, lithium-ion cells).

[0023] As discussed above, the EVSE connector 140 and the charging port 134 can be any type of port configured to transfer power from the EVSE 138 to the vehicle 112. In this example, the charging port 134 can be a CCS type 1 connector that supports a combination of an SAE J1722 type 1 port and a DC fast charging (DCFC) port. The CCS connector can support both AC charging and DC charging, which brings versatility to the vehicle charging options. Conventionally, when the DC fast charging option is available, the vehicle 112 can receive a DC fast charging current via two DC pins of the DC fast charging port. Although DC charging may be faster than AC charging, AC charging may be more commonly used due to the limited availability of DC fast charging facilities. Therefore, when the EVSE connector 140 is connected to the charging port 134, only the SAE J1722 AC port is used to supply AC power to the vehicle, and the DC port is not in operation in conventional methods.

[0024] As shown in FIG. 2 , a pin distribution diagram 200 of a conventional CCS1 type connector at the end of the vehicle charging port 134 is shown. The CCS1 type connector includes two main components for AC charging and DC charging. The CCS1 type connector includes an SAE J1722 Type 1 connector 202 located on the top for receiving AC current and a DC fast charging connector 204 located on the bottom for receiving DC current. The SAE J1722 Type 1 connector 202 includes a first AC line L1 pin for receiving a first AC current from the EVSE 138, and a second AC line L2 pin for receiving a second AC current from the EVSE 138. Both the first AC line L1 pin and the second AC line L2 pin can support up to 80A of Level 2 AC charging. In addition, the first AC line L1 pin and the second AC line L2 pin can support various voltages. Conventionally, Level 2 AC charging uses 240V AC current to charge the vehicle. However, the first AC line L1 pin and the second AC line L2 pin of the present disclosure can be configured to support a higher voltage to increase the charging power because the higher voltage does not increase the heat generated by the cable and the wiring harness. In the event that a second AC power supply is not available from the EVSE 138, the second AC line L2 can alternatively act as a neutral line. The SAE J1722 connector 202 may also include a control state CS pin for receiving a pre-insertion signal and a control pilot CP pin for receiving a post-insertion signal from the EVSE 138. The SAE J1722 connector 202 may also include a ground pin PE configured to operate as a ground. The DC fast charging connector 204 may include a positive DC pin DC+ and a negative DC pin DC- for receiving a DC fast charging current.

[0025] FIG. 3 shows a waveform diagram 300 for 2-phase AC charging via the SAE J1722 connector 202. Continuing to refer to FIG. 2, two AC charging currents in this example can be provided via the first AC line L1 pin and the second AC line L2 pin. As shown in the waveform diagram 300, the 2-phase AC charging current may include a first AC current (whose amplitude is half of the peak voltage Vp / 2) supplied via the first AC line L1 and a second AC current (whose amplitude is the same as the amplitude) supplied via the second AC line L2. The first AC current and the second AC current are both sinusoidal waves, and the two currents are offset in phase by half a cycle (i.e., 180°). Therefore, the maximum voltage on the first AC current and the second AC current is equal to the peak voltage Vp. For example, in the case of a 240V 2-phase 2-level AC charging scenario, the peak voltage on the first phase current and the second phase current is 240V. During the conventional AC charging process via the CSS charging port 134, although both the AC connector 202 and the DC connector 204 are connected to the EVSE connector 140, only the AC connector 202 is in operation and the DCFC connector 204 is not in use.

[0026] The present disclosure proposes a system for modifying the utilization of the two DCFC pins of the charging port 134 to receive AC current so that the overall AC charging power is increased. More specifically, the present disclosure modifies the operation of the vehicle charging port 134 to utilize the DCFC pins to receive an additional phase of AC current in addition to the 2-phase current discussed above without modifying the physical structure of the charging port 134 or the EVSE connector 140. The modified operation may require modified power control mechanisms of both the EVSE 138 and the vehicle 112. The present disclosure focuses on vehicle-side operation and control.

[0027] refer to Figure 4, showing a pinout 400 of a modified vehicle charging port 134 of the present disclosure. Compared to the pinout 200 shown in reference FIG. 2 , the physical structure of the present disclosure is not modified from the CCS1 type connector. More specifically, the modified vehicle charging port 134 includes an SAE J1722 connector 402 on the top and a modified DC / AC connector 404 (combined connector) that replaces the DCFC connector on the bottom. The pinout of the SAE J1722 connector is not modified. However, the modified DC / AC connector 404 can be configured to switch between DC mode and AC mode according to a specific charger configuration communicated with the EVSE 138. In DC mode, the modified DC / AC connector 404 can operate as a DC connector in a conventional manner to receive DC current from the EVSE 138. However, in AC mode, in addition to the first AC line L1 and the second AC line L2 of the SAE J7122 connector, the modified DC / AC connector 404 can also operate as an AC connector to receive a third AC current. More specifically, the modified DC / AC connector 304 can utilize the negative DC pin DC- as a third AC current line L3 configured to receive a third AC current from the EVSE 138. The modified DC / AC connector 404 can utilize the positive DC pin DC+ as a neutral line N to facilitate AC charging. When operating in the 3-phase AC charging mode, the modified charging port 134 can receive up to three AC currents from the EVSE 138 instead of two AC currents.

[0028] Figure 5 A waveform diagram 500 of a 3-phase AC charging current received via the modified charging port 134 is shown. Figure 4 , the three AC charging currents in this example can be provided via the first AC line L1, the second AC line L2, and the third AC line L3. As shown in the waveform diagram 500, the 3-phase AC charging current may include a first AC current received via the first AC line L1, a second AC current received via the second AC line L2, and a third AC current received via the third AC line L3. The first AC current, the second AC current, and the third AC current are sinusoidal waves and are phase-shifted by one-third of a cycle (i.e., 120°). Due to the nature of the 3-phase AC current, the voltage amplitude of each individual phase current referenced to the neutral point is the peak voltage Vp divided by The magnitude of the voltage difference between the two phases is equal to the peak voltage Vp. For example, in the case of a 240V 3-phase 2-level AC charging scenario, the magnitude of the voltage difference between any of the three-phase currents is equal to the peak voltage of 240V, and the voltage magnitude in each phase is 139V. In an alternative example, if the EVSE 138 supports 480-volt 3-phase AC charging, the magnitude of the voltage difference between any of the three-phase currents is equal to the peak voltage of 480V, and the voltage magnitude in each phase is 277V. In the latter case, the maximum AC charging power supported by the modified charging port 134 is approximately 67kW (e.g., 480V multiplied by 80A). It should be noted that the present disclosure is not limited to the above-mentioned voltages, and higher voltages may be applied to the modified charging port 134 under substantially the same concept.

[0029] Although the above description is made with reference to a CCS1 type connector, it should be noted that the present disclosure is not limited thereto and the present disclosure can be applied to any combination of AC and DC charging connectors under substantially the same concept.

[0030] Return to reference Figure 1 , the vehicle 112 may also include switches and contactors controlled by the system controller 150 and / or the BECM 125 to switch between the DC charging mode and the AC charging mode. In this example, the modified DC / AC connector 404 may be connected to the traction battery 124 via the DC contactor 152, and connected to the power conversion module 132 via the AC contactor 154. The AC connector 402 (e.g., SAE J17221 type connector) of the modified charging port 134 may be directly connected to the power conversion module 132 without passing through the AC contactor 154. In the DC charging mode, the AC contactor 154 is opened and the DC contactor 152 is closed, so that the DC current received by the DC / AC connector 404 is directly supplied to the traction battery 124 without passing through the power conversion module 132. In the AC charging mode, the DC contactor 152 is opened to separate the AC power from directly reaching the traction battery. The AC contactor 154 is closed to allow the third AC line L3 and the neutral line N to be connected to the power conversion module together with the AC charging connector 402. The operation of the AC contactor 154 and the DC contactor 152 may be controlled by the system controller and / or the BECM 125 .

[0031] refer to Figure 6 , shows an exemplary flow chart of a process 600 for charging a vehicle 112. Figures 1 to 5, the process 600 may be implemented via the system controller 150 and / or the BECM 125, alone or in combination. For simplicity, the following description will be made with reference to the system controller 150. In response to detecting at operation 602 that the vehicle 112 has been parked and the EVSE connector 140 has been inserted into the modified charging port 134, the system controller 150 communicates with the EVSE 138. There are several ways to implement communication between the system controller 150 and the EVSE 138. For example, the system controller 150 may establish wired data communication with the EVSE 138 via the control pilot CS pin and the control status CS pin of the SAE J1722 Type 1 connector as discussed above. Additionally or alternatively, the vehicle 112 may establish a wireless connection with the EVSE 138 via one or more wireless transceivers (not shown) to support various wireless communication protocols, such as Wi-Fi, near field communication (NFC), Bluetooth, etc. The system controller 150 may communicate with the EVSE 138 and determine the compatible charging modes supported by the EVSE 138. Different EVSEs 138 may be configured to support different charging modes. For example, a first EVSE 138 connected to a vehicle 112 may be configured to support DCFC charging, while a second EVSE 138 connected to the vehicle 112 may support the above-mentioned 3-phase AC charging. Based on the charging modes supported by the EVSE 138, at operation 606, the system controller switches between the DC charging mode and the AC charging mode.

[0032] If the system controller 150 determines that the EVSE 138 supports the DCFC mode, the process proceeds from operation 606 to operation 608, and the system controller 150 commands the closing of the DC contactor 152 to supply DC current directly to the traction battery 124 and opens the AC contactor 154 to prevent DC current from being supplied to the power conversion module. In one example, when the vehicle is not charging, both the DC contactor 152 and the AC contactor 154 may be opened by default. In this case, the system controller 150 may only need to command the DC contactor 152 to close. In response to detecting and confirming that the DC contactor 152 has been closed, at operation 610, the system controller 150 transmits the contactor status to the EVSE 138 to indicate that the vehicle 112 is ready to receive DC current. In response, at operation 612, the EVSE 138 closes the DCFC contactor and begins supplying DCFC current to the traction battery 124.

[0033] If the system controller 150 determines at operation 606 that the EVSE 138 supports a 3-phase AC charging mode, the process proceeds to operation 614, and the system controller 150 commands the closing of the AC contactor 154 to supply 3-phase AC current to the power conversion module 132, and the opening of the DC contactor 152 to separate the modified DC / AC connector 404 from the traction battery 124. At operation 616, in response to detecting and confirming that the AC contactor 154 has been closed, the system controller 150 transmits the contactor status to the EVSE 138 to indicate that the vehicle 112 is ready to receive AC current. At operation 618, the EVSE 138 begins supplying 3-phase AC current to the vehicle 112.

[0034] Additionally or alternatively, the vehicle 112 and / or the EVSE 138 may provide the vehicle user with the option to select from 2-phase or 3-phase AC charging and the corresponding charging power. In some cases, the user may prefer to use the slower 2-phase charging for various reasons (such as extending the life of the battery 124). In response to receiving user input via the interface, the vehicle 112 and / or the EVSE 138 may switch to the corresponding AC charging mode accordingly.

[0035] Additionally or alternatively, in the event that the EVSE 138 supports both a DC fast charging mode and an AC 3-phase charging mode, the vehicle 112 and / or the EVSE 138 may provide the user with the option to select from either the DC or AC charging mode. Different vehicle charging modes may be associated with different rates. In response to receiving user input via the interface, the vehicle 112 and / or the EVSE 138 may switch to the corresponding charging mode accordingly.

[0036] Process 600 can be applied to various circuit configurations of a vehicle. Fig. 7A and Figure 7B , block diagrams 700 and 702 of a vehicle AC / DC charging circuit 704 are shown according to an embodiment of the present disclosure. Fig. 7A The first block diagram 700 in FIG. 1 shows a vehicle AC / DC charging circuit 704 operating in DC mode, and Figure 7B The second block diagram 702 in FIG. 7 shows a vehicle AC / DC charging circuit 704 operating in a 3-phase AC mode. Fig. 7A And continue to refer to Figures 1 to 6 The vehicle AC / DC charging circuit 704 may include various components. For example, the vehicle AC / DC charging circuit 704 may include a vehicle charging port 134 that is configured to engage with the EVSE connector 140 once connected.

[0037] As discussed above, the charging port 134 may include an AC connector 402 and a modified DC / AC connector 404. The AC connector 402 of the charging port 134 may be directly connected to the power conversion module 132 (on-board charger). More specifically, the first AC line L1, the second AC line L2, the control pilot line CP, and the control signal line CS may be directly connected between the charging port 402 and the power conversion module 132 without using a switch or a contactor. The modified DC / AC connector 404 may be selectively connected to the power conversion module 132 via the AC contactor 154 and to the traction battery 124 via the DC contactor 152. In this example, the AC contactor 154 and the DC contactor 152 may be part of the AC / DC charging circuit 704. It should be noted that the DC contactor 152 and the AC contactor 154 may be operated by the controller in a mutually exclusive manner. For example, when the DC contactor 152 is closed, the AC contactor 154 is configured to be open. Vice versa, when the DC contactor 152 is open, the AC contactor 154 is configured to be closed. Therefore, there may not be a situation where both the DC contactor 152 and the AC contactor 154 are closed at the same time.

[0038] refer to Fig. 7A , block diagram 700 illustrates a DC charging condition of an AC / DC charging circuit 704, wherein the DC contactor 152 is closed to connect the modified DC / AC connector 404 to the traction battery 124, and the AC contactor 154 is open to disconnect the power conversion module 132 from the modified DC / AC connector 404. In this case, the DC / AC connector 404 operates as a DC+ and DC- line to charge the traction battery 124 directly.

[0039] refer to Figure 7B , the block diagram 702 shows an AC charging condition of the AC / DC charging circuit 704, wherein the AC contactor 154 is closed to connect the modified DC / AC connector 404 to the power conversion module 132, and the DC contactor 152 is opened to separate the traction battery 152 from the modified DC / AC connector 404. In this case, the DC / AC connector 404 operates as the third AC line L3 and the neutral line N to supply AC power to the power conversion module 132. The power conversion module 132 can convert AC power from the first AC line L1, the second AC line L2, and the third AC line L3 into DC power, and supply the DC power to the traction battery 124 via the DC bus 710.

[0040] The algorithm, method or process disclosed herein can be delivered to or implemented by a computer, a controller or a processing device, and the computer, the controller or the processing device can include any dedicated electronic control unit or a programmable electronic control unit. Similarly, the algorithm, method or process can be stored in various forms as data and instructions that can be executed by a computer or a controller, including but not limited to information permanently stored on a non-writable storage medium such as a read-only memory device and information that can be changed and stored on a writable storage medium such as an optical disk, a random access memory device or other magnetic and optical media. The algorithm, method or process can also be implemented by a software executable object. Alternatively, the algorithm, method or process can be implemented in whole or in part using a combination of suitable hardware components (such as an application-specific integrated circuit, a field programmable gate array, a state machine or other hardware components or devices) or firmware, hardware and software components.

[0041] Although exemplary embodiments are described above, these embodiments are not intended to describe all possible forms covered by the claims. The words used in the specification are descriptive rather than limiting, and it should be understood that various changes can be made without departing from the spirit and scope of the present disclosure. The words "a processor" and "multiple processors" are interchangeable herein, as are the words "a controller" and "multiple controllers".

[0042] As previously described, the features of the various embodiments may be combined to form additional embodiments of the invention that may not be explicitly described or shown. Although various embodiments may have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, it will be appreciated by those of ordinary skill in the art that one or more features or characteristics may be compromised to achieve desired overall system properties, depending on the specific application and implementation. These properties may include, but are not limited to, strength, durability, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, and the like. Thus, embodiments described as being less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of this disclosure and may be desirable for a particular application.

[0043] According to the present invention, there is provided a charging system for a vehicle, having: a charging port including a plurality of terminals; and a switch device operable to configure the terminals to pass three-phase AC current to an onboard charger of the vehicle due to an AC power source being electrically connected to the terminals, and to configure some of the terminals to pass DC current to a traction battery of the vehicle due to a DC power source being connected to the terminals.

[0044] According to an embodiment, the switch arrangement comprises a first switch configured to be closed to complete a first electrical path between the some of the terminals and the on-board charger.

[0045] According to an embodiment, the switching arrangement comprises a second switch configured to be closed to complete a second electrical path between said ones of the terminals and the traction battery.

[0046] According to an embodiment, the invention is also characterized by a controller programmed to selectively open and close the first switch and the second switch such that when the AC power source is electrically connected to the terminals, the first switch is closed and the second switch is open.

[0047] According to an embodiment, the controller is further programmed to selectively open and close the first switch and the second switch such that when the DC power source is electrically connected to the some of the terminals, the first switch is open and the second switch is closed.

[0048] According to an embodiment, one of the first electrical paths defines a neutral connection and another of the first electrical paths defines a line connection.

[0049] According to an embodiment, the charging port is a combined charging system 1 type charging port.

[0050] According to the present invention, a vehicle is provided having: a traction battery; an on-board charger; a charging port including a plurality of power terminals; and a controller programmed to selectively configure the power terminals to receive three-phase AC power for the on-board charger from an AC power source connected to the charging port, and to configure some but not all of the power terminals to receive DC power for the traction battery from a DC power source connected to the charging port.

[0051] According to an embodiment, the present invention is also characterized by a switch configured to be closed by the controller to complete an electrical path between the some of the power terminals and the on-board charger when the AC power source is connected to the charging port.

[0052] According to an embodiment, the electrical paths define a neutral connection and a line connection, respectively.

[0053] According to an embodiment, the invention also features a switch configured to be closed by the controller to complete an electrical path between the ones of the power terminals and the traction battery when the DC power source is connected to the charging port.

[0054] According to an embodiment, the invention is also characterized by a switch device configured to selectively establish an electrical path between said some of the power terminals and the traction battery and between said some of the power terminals and the on-board charger.

[0055] According to one embodiment, the charging port further includes a communication terminal.

[0056] According to an embodiment, the charging port is a combined charging system 1 type charging port.

[0057] According to the present invention, a method includes: in response to AC power being connected to a charging port of a vehicle, establishing a direct electrical path between power terminals of the charging port and an onboard charger of the vehicle; and in response to DC power being connected to the charging port, establishing a direct electrical path between the power terminals and a traction battery of the vehicle.

[0058] In one aspect of the invention, the direct electrical path between the power terminal and the on-board charger defines a neutral connection and a line connection.

[0059] In one aspect of the invention, the charging port is a combined charging system 1 type charging port.

Claims

1. A charging system for a vehicle, comprising: a charging port, the charging port comprising a plurality of terminals; as well as A switch device is operable to configure the terminals to pass three-phase AC current to an on-board charger of the vehicle due to an AC power source being electrically connected to the terminals, and to configure some of the terminals to pass DC current to a traction battery of the vehicle due to a DC power source being connected to the some of the terminals. 2 . The charging system of claim 1 , wherein the switch device comprises a first switch configured to be closed to complete a first electrical path between the some of the terminals and the on-board charger.

3. The charging system of claim 2, wherein the switch arrangement includes a second switch configured to close to complete a second electrical path between the ones of the terminals and the traction battery.

4. The charging system of claim 3, further comprising a controller programmed to selectively open and close the first switch and the second switch such that when the AC power source is electrically connected to the terminals, the first switch is closed and the second switch is open.

5. The charging system of claim 4, wherein the controller is further programmed to selectively open and close the first switch and the second switch such that when the DC power source is electrically connected to the some of the terminals, the first switch is open and the second switch is closed. 6 . The charging system of claim 2 , wherein one of the first electrical paths defines a neutral connection and another of the first electrical paths defines a line connection.

7. The charging system of claim 1, wherein the charging port is a combination charging system type 1 charging port.

8. A vehicle comprising: Traction batteries; Car charger; a charging port including a plurality of power terminals; as well as a controller programmed to selectively configure the power terminals to receive three-phase AC power for the onboard charger from an AC power source connected to the charging port and to configure some but not all of the power terminals to receive DC power for the traction battery from a DC power source connected to the charging port.

9. The vehicle of claim 8, further comprising a switch configured to be closed by the controller to complete an electrical path between the some of the power terminals and the on-board charger when the AC power source is connected to the charging port.

10. The vehicle of claim 9, wherein the electrical paths define a neutral connection and a line connection, respectively.

11. The vehicle of claim 8, further comprising a switch configured to be closed by the controller to complete an electrical path between the ones of the power terminals and the traction battery when the DC power source is connected to the charging port.

12. The vehicle of claim 8, further comprising a switch device configured to selectively establish an electrical path between the ones of the power terminals and the traction battery and between the ones of the power terminals and the on-board charger.

13. The vehicle of claim 8, wherein the charging port further comprises a communication terminal.

14. The vehicle of claim 8, wherein the charging port is a combined charging system type 1 charging port.

15. A method comprising: In response to AC power being connected to a charging port of a vehicle, establishing a direct electrical path between power terminals of the charging port and an onboard charger of the vehicle; as well as In response to a DC power source being connected to the charging port, a direct electrical path is established between the power terminals and a traction battery of the vehicle.

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