Charging system for electric vehicle

Abstract

A charging system for an electric vehicle configured to charge a battery of the electric vehicle, the charging system including: a motor inverter; a power factor correction circuit configured to act as an AC-DC converter for implementing an on-board charger function for charging a battery using an AC power source; the inductor is respectively connected to a stator winding of the motor and the power factor correction circuit; and a controller configured to control an electrical connection of the power factor correction circuit with a stator winding of the motor, and to control operations of the motor inverter and the power factor correction circuit. The motor inverter is configured to selectively form a bidirectional current under the control of the controller so as to be implemented to selectively operate as one of a DC-AC inverter, a DC-DC boost converter, and a DC-DC buck converter. The power factor correction circuit is configured to selectively form a bidirectional current under the control of the controller so as to selectively operate as an AC-DC converter or a DC-AC converter.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a charging system for an electric vehicle. BACKGROUND

[0002] A charging device of an electric vehicle (EV) using power from a battery operates at a charging voltage of 400V DC or 800V DC. Since super-fast charging devices using 800V voltage consume a relatively large amount of power, about 100kW, their widespread use is limited, and thus 400V fast charging devices are mainly used.

[0003] In order to improve the energy efficiency and availability of an electric vehicle, the demand for fast charging has been increasing, and as a solution, an 800V battery system has begun to be adopted, which in turn requires 800V charging through a boost converter and an on-board charger (OBC) when using a 400V fast charging device. However, the conventional method faces problems such as large size, heavy weight, and high cost, and thus, there is a need for a compact charging device that can be installed in a vehicle.

[0004] <PRIOR ART DOCUMENTS>

[0005] - Korean Patent Publication No. 10-2019-0119778 (2019.10.23) SUMMARY

[0006] TECHNICAL PROBLEM

[0007] The problem to be solved by the present invention is to provide a charging system for an electric vehicle having a compact structure.

[0008] TECHNICAL SOLUTION

[0009] A charging system for an electric vehicle configured to charge a battery of the electric vehicle, according to an embodiment of the present invention, includes a motor inverter configured to function as a DC-AC inverter to convert a DC voltage of the battery into an AC voltage capable of driving a motor of the electric vehicle and to apply the AC voltage to a stator winding of the motor, a power factor correction circuit configured to function as an AC-DC converter to implement an on-board charger function for charging the battery using a commercial AC power source and to be selectively electrically connected to the stator winding of the motor, an inductor connected in series between the stator winding of the motor and the power factor correction circuit, and a controller configured to control electrical connection of the power factor correction circuit to the stator winding of the motor and to control operation of the motor inverter and the power factor correction circuit. The motor inverter is configured to selectively form a bidirectional current under control of the controller, thereby selectively operating as one of a DC-AC inverter, a DC-DC step-up converter, and a DC-DC step-down converter. The power factor correction circuit is configured to selectively form a bidirectional current under control of the controller, thereby selectively operating as an AC-DC converter or a DC-AC converter.

[0010] When the motor needs to be driven, the controller can control the power factor correction circuit to be electrically disconnected from the stator winding of the motor, and can control the motor inverter to form a current flowing from the battery to the stator winding of the motor, thereby operating as the DC-AC inverter.

[0011] When the battery needs to be charged by the commercial AC power source to implement the on-board charger function, the controller can control the power factor correction circuit to be electrically connected to the stator winding of the motor, can control the power factor correction circuit to form a current flowing to the stator winding of the motor so as to operate as the AC-DC converter, and can control the motor inverter to form a current flowing from the stator winding of the motor to the battery, thereby operating as the DC-DC step-up converter.

[0012] When a commercial AC output from the battery to the outside is needed, the controller can control the power factor correction circuit to be electrically connected to the stator winding of the motor, can control the motor inverter to form a current flowing from the battery to the stator winding of the motor, thereby operating as the DC-DC step-down converter, and can control the power factor correction circuit to form a current flowing from the stator winding of the motor to an output element for supplying the commercial AC power, thereby operating as the DC-AC converter.

[0013] The charging system according to another embodiment of the present application can further include a fast charging line configured to be electrically connectable to an external DC fast charging power source for fast charging of the battery and to be selectively electrically connectable to the stator winding of the motor. When the battery needs to be charged by the DC fast charging power source, the controller can control the fast charging line to be electrically connected to the stator winding of the motor, and can control the motor inverter to form a current flow from the stator winding of the motor toward the battery, thereby operating as a DC-DC step-up converter.

[0014] A charging system for an electric vehicle configured to charge a battery of the electric vehicle, according to an embodiment of the present application, includes a stator winding of a motor of the electric vehicle, a motor inverter electrically connected to the stator winding and configured to selectively operate as one of a DC-AC inverter, a DC-DC step-up converter, a DC-DC step-down converter, and an AC-DC converter by enabling bidirectional current flow, a power factor correction circuit configured to be selectively electrically connectable to the stator winding and to selectively operate as an AC-DC converter or a DC-AC converter by enabling bidirectional current flow, a fast charging line configured to be selectively electrically connectable to the stator winding and electrically connectable to an external fast charging power source, and a controller configured to control the selective electrical connection of the power factor correction circuit and the fast charging line to the stator winding, and to control the operation of the motor inverter and the power factor correction circuit. When the motor needs to be driven, the controller controls the power factor correction circuit to be electrically disconnected from the stator winding, and controls the motor inverter to form a current flow from the battery to the stator winding, thereby operating as a DC-AC inverter. When the battery needs to be charged by an AC power source, the controller controls the power factor correction circuit to be electrically connected to the stator winding, controls the power factor correction circuit to form a current flow toward the stator winding, thereby operating as an AC-DC converter, and controls the motor inverter to form a current flow from the stator winding to the battery, thereby operating as a DC-DC step-up converter. When power needs to be output from the battery to the outside, the controller controls the power factor correction circuit to be electrically connected to the stator winding, controls the motor inverter to form a current flow from the battery to the stator winding, thereby operating as a DC-DC step-down converter, and controls the power factor correction circuit to form a current flow from the stator winding toward an output element for power supply, thereby operating as a DC-AC converter. When the battery needs to be charged by a fast charging power source, the controller controls the fast charging line to be electrically connected to the stator winding, and controls the motor inverter to form a current flow from the stator winding to the battery, thereby operating as a DC-DC step-up converter.

[0015] The motor can be a three-phase motor including three motor stator windings, the motor inverter can include a switching module having three half-bridges electrically connected to the motor stator windings of the three-phase motor, respectively, and the power factor correction circuit can be configured to have the same topology as the motor inverter.

[0016] Effects of Invention

[0017] According to the present application, by utilizing the motor inverter for driving the motor as a DC-DC converter for realizing the function of the on-board charger, the charging system can be made more compact. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 is a diagram showing a configuration of a charging system for an electric vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0019] Hereinafter, an embodiment of the present application will be described in detail with reference to the accompanying drawings.

[0020] Reference Figure 1 The charging system 1 for an electric vehicle according to the embodiment of the present application includes a motor inverter 10 and a controller 50.

[0021] The charging system 1 for an electric vehicle according to the embodiment of the present application is configured to selectively perform a function of charging a battery 101 of an electric vehicle and a function of supplying power of the battery 101 to an external commercial AC load. Further, the charging system 1 for an electric vehicle according to the present application is configured to selectively perform fast charging using a DC high-voltage power source (for example, a 400V DC power source) and slow charging using a commercial AC power source. During performance of these various functions, the motor inverter 10, which is an element for driving a motor 103, functions as a step-up converter (which is a step-up DC-DC converter) during fast or slow charging, and functions as a step-down converter (which is a step-down DC-DC converter) when supplying power to an external commercial AC load. In other words, in the embodiment of the present application, the motor inverter 10 for driving the motor 103 not only functions as a DC-AC inverter when driving the motor 103, but also functions as a step-up converter during slow charging by a so-called on-board charger and during fast charging with a high-voltage power source, and functions as a step-down converter when supplying power of the battery 101 to an external load. By this sharing of the motor inverter 10, a separate DC-DC converter, which is a component of a conventional on-board charger, can be eliminated. Therefore, the weight and cost of the charging system can be reduced, and a compact structure can be realized.

[0022] The motor inverter 10 can be used for the main drive source and regenerative braking of an electric vehicle in which the motor 103 is used as a power source. The motor inverter 10 receives a high voltage of the battery 101, for example, 800 V DC, and converts it into AC by changing the voltage and frequency in order to drive the motor 103, and then applies it to the motor 103. The motor 103 can be various types of electric motors, for example, an induction motor (IM), an internal permanent magnet synchronous motor (IPMSM) among synchronous motors (SM), a switched reluctance motor (SRM), etc. Specifically, as shown in Figure 1

[0023] As shown in Figure 1 The motor inverter 10 can include a switching module 11 having three half-bridges connected to each phase of the motor 103, and a capacitor C1 connected in parallel with the switching module 11. The switching module 11 performs a power conversion function, forms a current from the battery 101 to the motor 103 to perform a DC-AC inversion function or a DC-DC step-down conversion function, and forms a current from the motor 103 to the battery 101 to perform a DC-DC step-up conversion function. Although Figure 1 An illustrative case in which a single capacitor C1 is provided is shown, but two or more capacitors connected in parallel can also be provided.

[0024] As shown in Figure 1 The switching module 11 includes three half-bridges formed of power conversion switching elements T1, T2, T3, T4, T5, and T6, and the midpoints of the three half-bridges are connected to the motor stator windings, i.e., inductors L1, L2, and L3, of the motor 103, respectively. The power conversion switching elements can be IGBTs, SiC MOS FETs, or Si MOS FETs having an active switching function, with a built-in reverse body diode or an additional reverse diode. By applying a technique such as space vector pulse width modulation (SVPWM), field-oriented control (FOC), or direct switching control (DC), the three half-bridges of the switching module 11 performing a power conversion function for driving the motor 103 can be controlled to convert the DC voltage of the high-voltage battery 101 into a driving voltage and frequency of the motor 103, thereby enabling control of the motor torque and speed.

[0025] When driving the three-phase motor 103, the three half-bridges of the motor inverter 10 are configured to be connected in parallel, and in the case of driving a multi-phase motor, the parallel connection can be configured with the same number of half-bridges as the number of motor phases.

[0026] ​When the motor 103 operates to generate driving force for an electric vehicle, the motor inverter 10 performs a DC-AC conversion function of converting a DC voltage of the battery 101 into an AC voltage. At this time, the switching module 10 is controlled to form a current flowing to the windings of the motor 103, and the motor inverter 10 operates together with the inductors LI, L2, and L3 of the motor 103 as a DC-AC converter that converts a DC voltage into an AC voltage. In this case, the motor 103 functions as an AC load.

[0027] Meanwhile, since the motor 103 has a structure in which three inductors having a large current capacity are connected to a neutral point and the windings of the motor 103 are connected to the midpoints of the three half-bridges of the motor inverter 10, it can be seen that, when the motor 103 does not function as a load, the motor 103 and the motor inverter 10 form the topologies of a non-isolated boost converter and a non-isolated buck converter according to the direction in which a current flows.

[0028] Based on these structural characteristics of the motor 103 and the motor inverter 10, the motor 103 and the motor inverter 10 are utilized during high-speed charging, slow-speed charging, and a commercial AC power source. Therefore, when the motor 103 is used to generate driving force of an electric vehicle, the motor inverter 10 functions as a DC-AC inverter, in contrast to which, when a DC voltage is applied to the stator winding neutral point of the motor 103, the motor 103 and the motor inverter 10 can function as a boost DC-DC converter that raises a DC voltage and supplies it to a high-voltage battery 101, and conversely, when a voltage is lowered from the terminal of the high-voltage battery 101 to the winding neutral point of the motor 103 to allow a current to flow, they can function as a buck DC-DC converter. In order to use the motor 103 and the motor inverter 10 as a DC-AC inverter or a DC-DC converter in this way, it is necessary to connect or disconnect the neutral point of the motor 103 to / from an external terminal, and for this purpose, a switching device having an on / off function, such as a relay RLY1, is provided.

[0029] In addition, the motor 103 and the motor inverter 10 can operate as a DC-DC boost converter, making it possible to charge an 800V high-voltage battery of a vehicle using, for example, a fast-charging station that supplies a 400V and 50kW DC voltage. As a result, charging of an 800V battery can be achieved by utilizing a 400V fast-charging station.

[0030] The controller 50 controls the operation of the switching module 11 and the relay RLY1 of the motor inverter 10 so that the above-described functions can be implemented. For example, when the motor 103 needs to generate driving force of an electric vehicle, the controller 50 controls the switching module 11 to perform a DC-AC inverter function and turns off the relay RLY1.

[0031] Meanwhile, when the battery 101 needs to be charged using an external power station 105 (e.g., a 400V power station), the controller 50 can turn on the relay RLY1 and control the switching module 11 to perform a DC-DC converter function. A fast charging line 106 capable of being electrically connected to the power station 105 can be provided, and the fast charging line 106 can be selectively electrically connected to the inductors L1, L2, and L3 of the motor 103 through a switching device (e.g., the relay RLY1). At this time, in order to reduce current ripple during charging, a charging input inductor L4 can be connected in series between the power station 105 and the motor 103. Accordingly, when the charging system of the electric vehicle is electrically connected to an external charging power source (e.g., the 400V power station 105), the controller 50 turns on the relay RLY1 and operates the motor inverter 10 as a DC-DC step-up converter that converts 400V to 800V, thereby enabling charging of the 800V battery 101 using a 400V fast charging station.

[0032] Meanwhile, the charging system 1 for an electric vehicle according to the embodiment of the present application includes an EMI filter 31 and a power factor correction (PFC) circuit 33 as elements for implementing a function of an on-board charger for slow charging using an AC power source, i.e., a so-called on-board charger (OBC) function. For example, the on-board charger can be a device that converts a single-phase 60Hz AC power source (hereinafter referred to as an AC power source) into a DC power source capable of charging the high-voltage battery 101. A conventional on-board charger can be implemented in the form of an AC charging terminal, an AC-DC converter, an isolation transformer, and a DC-DC converter. Functionally, when AC power is supplied, the AC voltage passes through the input EMI filter 31 and is converted into a pulsating DC voltage by the power factor correction circuit 33, which converts the AC voltage into a DC voltage, and then, in order to further convert it into a DC voltage suitable for charging the high-voltage battery 101, the DC voltage passes through a DC-DC converter including an isolation transformer, thereby charging the battery 101. However, the on-board charger function of the charging system according to the embodiment of the present application can be configured with a two-stage architecture, in which the first stage is AC-DC conversion and the second stage is DC-DC conversion. The AC-DC conversion can be performed by the EMI filter 31 and the PFC circuit 33, and the DC-DC conversion can be performed by the motor 103 and the motor inverter 10.

[0033] The EMI filter 31 is used to prevent high-frequency components generated during switching actions from negatively affecting a commercial AC power system. EMI refers to electromagnetic interference or radio frequency interference, meaning that electromagnetic waves radiated or conducted affect other electronic devices. Since the system for slow charging is directly connected to an input power source (a commercial AC power source) used as a power source, the EMI filter 31 is provided to minimize the inflow of noise generated in the slow charging system into the grid power source.

[0034] The PFC circuit 33 can be configured as a circuit that performs a power factor correction (PFC) function. The power factor correction function means that the OBC makes the phase of the voltage and the current on the AC side the same, i.e., adjusts the power factor (PF) to 1. By the PFC function, the power factor on the grid side can be made 1, thereby eliminating a reactive power portion that would otherwise be unnecessarily wasted.

[0035] In an embodiment of the present application, the PFC circuit 33 is configured to have the same topology as the motor 103 and the motor inverter 10. Referring to Figure 1 , the PFC circuit 33 includes three inductors L5, L6, and L7 having the same capacity as the inverter of the motor 103, and a switching module 35 including three half-bridges the same as those of the motor inverter 10. The PFC circuit 33 can be implemented as a three-phase full-bridge PFC using a three-phase power supply, and the switching module 35 can include three half-bridges having the same topology as the motor inverter 10. The switching module 35 includes three half-bridges formed of power conversion switching elements T7, T8, T9, T 10 , T 11 , and T 12 , and the midpoints of the three half-bridges are connected to the EMI filter 31 through the inductors L5, L6, and L7, respectively. Thus, when a three-phase AC power supply is used, the switching module of the PFC circuit can be configured as a parallel connection of three half-bridges. Alternatively, when a single-phase AC power supply is used, the switching module of the PFC circuit can be configured as a parallel connection of two half-bridges.

[0036] The PFC circuit 33 can be connected to the motor stator windings of the motor 103, i.e., the inductors L1, L2, and L3, through the charging input inductor L4, thereby reducing current ripple.

[0037] In the case where current flows from the commercial AC power supply to the high-voltage battery 101, the EMI filter 31 on the commercial AC power supply side of the on-board charger is excluded, and when the three half-bridges and the three inductors are controlled so that the AC input current flows through the inductors in the form of an AC voltage, the PFC circuit 33 is controlled to operate as an AC-DC converter that implements a PFC function. At the same time, in the case where current flow from the battery 101 to the commercial AC power supply is controlled, the PFC circuit 33 is controlled to operate as a DC-AC inverter that converts a DC voltage into an AC sine wave. This operation control of the PFC circuit 33 can be performed by PWM control of the controller 50.

[0038] The PFC circuit 33 can include a capacitor C2, which can be connected in parallel with the switching module 35. Although Figure 1The case where a single capacitor C2 is provided is illustratively shown, but two or more capacitors connected in parallel can also be included. The capacitor C2 performs the function of reducing current ripple and also protecting the battery 101 from voltage spikes, EMI, etc.

[0039] The second stage of the on-vehicle charger function of the charging system according to the embodiment of the present application, i.e., DC-DC conversion, is performed by the motor stator winding and the motor inverter 10. The output terminal of the PFC circuit 33 operating as an AC-DC converter is connected to the neutral point of the motor 103 through a relay RLY1, and thus to the motor inverter 10. The motor inverter 10 steps up the DC obtained by rectifying the AC to the DC voltage required for the battery 101 by the PFC circuit. At this time, control is applied so that current flow is formed from the winding of the motor 103 to the switching module 11 performing the power conversion function, and the winding of the motor 103 and the switching module 11 thereby operate as a step-up converter performing step-up.

[0040] As described above, by allowing current to flow from the battery 101 to the commercial AC power source side, the system can be used for functions such as vehicle-to-load (V2L), vehicle-to-vehicle (V2V), vehicle-to-grid (V2G), and vehicle-to-home (V2H). These functions utilize the battery 101 of the electric vehicle as a mobile energy storage system (ESS).

[0041] For implementation of V2L, a single-phase commercial AC power is generated, and 220V single-phase driven products can be powered via the single-phase output terminal through a power output element (e.g., the socket 109) provided in the electric vehicle. A switching device, such as a relay RLY2, can be provided for turning on or off the electrical connection of the socket 109 for the V2L function, and the relay RLY2 can be configured to be turned on or off by the controller 50. During operation of the relay RLY2, the power supplied to the socket 109 can be cut off when safety is required or under necessary conditions.

[0042] In the case where three-phase power is generated, the PFC circuit 33 is controlled to generate commercial power in the form of a three-phase sine wave, thereby implementing the V2V, V2G, and V2H functions by supplying three-phase power via the three-phase output terminal. At this time, the motor inverter 10 operates as a DC-DC converter that reduces the voltage of the battery 101, and the PFC circuit 33 performs a DC-AC inverter function that converts the direct current voltage reduced by the motor inverter 10 to an alternating current voltage.

[0043] According to the embodiment of the present application, as described above, the motor inverter 10 is configured to perform a plurality of functions: DC-to-AC conversion when driving the motor, DC-to-DC step-up when used as a step-up converter for OBC, DC-to-DC step-up when used as a step-up converter for 400V fast charging, and DC-to-DC step-down when used as a step-down converter for supplying AC power from the battery 101 supplier. Therefore, the configuration of the charging system can be simplified and efficiency can be improved. In particular, by utilizing the motor inverter for driving the motor as a step-up converter for performing the OBC function, a separate DC-DC converter for performing the OBC function can be omitted.

[0044] The controller 50 can perform control to achieve the above-described functions. In addition, sensors (not shown) for measuring the voltage, current, and other parameters of each component required for control, and relays (not shown) can be provided, and the controller 50 can be configured to perform necessary control based on the current, voltage, and other values measured by the sensors.

[0045] Although the embodiments of the present application have been described above, the scope of the present application is not limited to this, and it should be understood that all modifications and changes can be easily made by those skilled in the art within the scope of the embodiments of the present application considered equivalent thereto.

Claims

1. A charging system for an electric vehicle, the charging system being configured to charge a battery of the electric vehicle, the charging system comprising: a motor inverter configured to function as a DC-AC inverter to convert a DC voltage of the battery into an AC voltage capable of driving a motor of the electric vehicle, and to apply the AC voltage to a stator winding of the motor; a power factor correction circuit configured to: act as an AC-DC converter to implement an on-board charger function for charging the battery using a commercial AC power source, and selectively electrically connected to the stator winding of the motor; an inductor connected in series between the stator winding of the motor and the power factor correction circuit; as well as a controller configured to control electrical connection of the power factor correction circuit to the stator windings of the motor and to control operation of the motor inverter and the power factor correction circuit, The motor inverter is configured to selectively form a bidirectional current under the control of the controller, thereby selectively operating as one of a DC-AC inverter, a DC-DC boost converter, and a DC-DC buck converter, and The power factor correction circuit is configured to selectively form a bidirectional current under the control of the controller, thereby selectively operating as an AC-DC converter or a DC-AC converter.

2. The charging system for an electric vehicle according to claim 1, wherein When it is necessary to drive the motor, the controller controls the power factor correction circuit to disconnect electrically from the stator winding of the motor, and controls the motor inverter to form a current flowing from the battery to the stator winding of the motor, thereby operating as the DC-AC inverter.

3. The charging system for an electric vehicle according to claim 1, wherein When the battery needs to be charged by a commercial AC power supply to realize the on-board charger function, the controller controls the power factor correction circuit to be electrically connected to the stator winding of the motor, controls the power factor correction circuit to form a current flowing to the stator winding of the motor, thereby operating as the AC-DC converter, and controls the motor inverter to form a current flowing from the stator winding of the motor to the battery, thereby operating as the DC-DC boost converter.

4. The charging system for an electric vehicle according to claim 1, wherein When commercial AC output from the battery to the outside is required, the controller controls the power factor correction circuit to be electrically connected to the stator winding of the motor, controls the motor inverter to form a current flowing from the battery to the stator winding of the motor, thereby operating as the DC-DC buck converter, and controls the power factor correction circuit to form a current flowing from the stator winding of the motor to the output element for supplying commercial AC power, thereby operating as the DC-AC converter.

5. The charging system for an electric vehicle according to claim 1 , further comprising a fast charging cable, wherein the fast charging cable is configured to be electrically connectable to an external DC fast charging power source for fast charging of the battery and selectively electrically connectable to the stator winding of the motor. in, When the battery needs to be charged by the DC fast charging power supply, the controller controls the fast charging line to be electrically connected to the stator winding of the motor, and controls the motor inverter to form a current flowing from the stator winding of the motor to the battery, thereby operating as the DC-DC boost converter.

6. A charging system for an electric vehicle, the charging system being configured to charge a battery of the electric vehicle, the charging system comprising: stator windings of a motor of the electric vehicle; a motor inverter electrically connected to the stator winding and configured to selectively operate as one of a DC-AC inverter, a DC-DC boost converter, a DC-DC buck converter, and an AC-DC converter by enabling bidirectional current flow; a power factor correction circuit configured to be selectively electrically connected to the stator winding and selectively operate as an AC-DC converter or a DC-AC converter by enabling bidirectional current flow; a fast charging cable configured to be selectively electrically connected to the stator winding and capable of being electrically connected to an external fast charging power source; as well as a controller configured to control selective electrical connection of the power factor correction circuit and the fast charge line to the stator windings and to control operation of the motor inverter and the power factor correction circuit, When the motor needs to be driven, the controller controls the power factor correction circuit to be electrically disconnected from the stator winding, and controls the motor inverter to form a current flowing from the battery to the stator winding, thereby operating as the DC-AC inverter. When the battery needs to be charged by an AC power source, the controller controls the power factor correction circuit to be electrically connected to the stator winding, controls the power factor correction circuit to form a current flowing to the stator winding, thereby operating as the AC-DC converter, and controls the motor inverter to form a current flowing from the stator winding to the battery, thereby operating as the DC-DC boost converter. When power needs to be output from the battery to the outside, the controller controls the power factor correction circuit to be electrically connected to the stator winding, controls the motor inverter to form a current flowing from the battery to the stator winding, thereby operating as the DC-DC buck converter, and controls the power factor correction circuit to form a current flowing from the stator winding to the output element for power supply, thereby operating as the DC-AC converter, and When the battery needs to be charged by the fast charging power supply, the controller controls the fast charging line to be electrically connected to the stator winding, and controls the motor inverter to form a current flowing from the stator winding to the battery, thereby operating as the DC-DC boost converter.

7. The charging system for an electric vehicle according to claim 6, in, The motor is a three-phase electric motor comprising three motor stator windings, The motor inverter includes a switch module having three half-bridges electrically connected to the motor stator windings of the three-phase motor, and The power factor correction circuit is configured to have the same topology as the motor inverter.

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