METHOD FOR MANAGING THE CHARGING OF AN ELECTRIC STORAGE UNIT OF A MOTOR VEHICLE AT A VEHICLE CHARGING STATION

Abstract

Method for managing the charging of an electrical storage unit of a motor vehicle (10) at a vehicle charging station (20), wherein the motor vehicle (10) has wireless and wired charging interfaces, both of which are electrically connected to the electrical storage unit, the method comprising: determining, via a vehicle control system, whether the wireless charging interface of the motor vehicle (10) is available for wireless power transfer; determining, via the vehicle control system, whether the vehicle charging station (20) has an electrical plug (32) that is coupled to the wired charging interface of the motor vehicle (10); in response to a determination that the vehicle charging station (20) has an electrical plug (32) that is coupled to the wired charging interface, initiating a wired charging power mode;and in response to a determination that the wireless charging interface is available for power transmission, initiating a wireless charging power mode; wherein the electrical connector (32) includes a button (40) configured to physically secure the electrical connector (32) to the wired charging interface, the method further comprising: monitoring a duration during which the button (40) is pressed while the electrical connector (32) is coupled to the vehicle's wired charging interface (10); and if the monitored duration is greater than a calibrated duration, initiating the wireless charging power mode.

Description

INTRODUCTION

[0001] The present disclosure relates generally to electrical systems for recharging motor vehicles. In particular, aspects of this disclosure relate to electric vehicles with a rechargeable battery pack and wireless charging capability.

[0002] Modern motor vehicles, such as the contemporary automobile, are originally equipped with a powertrain that propels the vehicle and powers its onboard electronics. For example, a conventional motor vehicle powertrain includes a drive motor that, through a multi-stage energy transmission system, delivers the driving force to the vehicle's final drive system (e.g., differential, axles, and wheels). Automobiles have traditionally been powered by internal combustion engines (ICEs) of the reciprocating piston type due to their easy availability, relatively low cost, light weight, and overall efficiency. Such engines include, but are not limited to, two-stroke or four-stroke compression-ignition (CI) diesel engines, four-stroke gasoline engines (SI), six-stroke engines, and rotary piston engines.Hybrid and electric vehicles use alternative energy sources, such as electric motor generators, to power the vehicle, reducing / eliminating the engine's dependence on energy and thus increasing overall fuel savings.

[0003] Hybrid vehicles utilize various power sources, such as an internal combustion engine (ICE) combined with a battery- or fuel cell-powered electric motor to propel the vehicle. A hybrid electric vehicle (HEV), for example, stores both electrical and chemical energy and converts it into mechanical power to drive the vehicle and supply its various systems. HEVs are generally equipped with one or more electric machines (E-machines), such as electric motors / generators, which operate individually or in conjunction with an internal combustion engine to propel the vehicle. Some HEV powertrains utilize a fuel cell stack to power the electric drive motors.Since hybrid vehicles are designed to derive their power from sources other than the engine, the engines in HEVs can be switched off completely or partially while the vehicle is powered by the alternative power source(s).

[0004] A fully electric vehicle (FEV) – colloquially known as a "purely electric" vehicle – is an alternative type of electric propulsion vehicle configuration that completely eliminates the internal combustion engine and its associated peripheral components from the powertrain system, relying solely on electric traction motors for propulsion. Battery electric vehicles (BEVs), for example, use energy stored in a rechargeable, on-board battery pack, rather than a fuel tank, fuel cell, or flywheel, to power these electric motors. The electric vehicle uses an electrical power distribution system, controlled by the motor controller, to transfer electrical energy between the on-board battery pack and one or more electric motors.Plug-in electric vehicle (PEV) variations allow the battery pack to be recharged from an external power source, such as a public power grid via a private or commercial charging station.

[0005] As electric vehicles gain popularity and widespread use, the infrastructure is being developed and deployed to make their daily use possible and convenient. Electric vehicle charging stations (EVSE) come in many forms, including electric vehicle charging stations (EVCS) purchased and operated by a vehicle owner (e.g., in the owner's garage), publicly accessible EV charging stations operated by public utilities or private retailers (e.g., at gas stations or public charging points), and more sophisticated high-voltage, high-current charging stations used by automakers, car dealerships, and gas stations.Plug-in electric vehicles, originally equipped with an onboard traction battery pack, can be charged, for example, by physically connecting an EVCS charging cable to an additional charging port on the vehicle. Wireless electric charging systems have also been developed for charging and topping up electric vehicles without the need for cables and cable connections. Many of these wireless charging systems use electromagnetic field (EMF) induction techniques to establish electromagnetic coupling between a charging cradle or platform outside the vehicle and a compatible receiver component inside the vehicle. This receiver element is electrically connected to the rechargeable battery pack to transfer current induced by the external charging cradle / platform. SUMMARY

[0006] This document discloses control algorithms and system architectures for arbitrating wired and wireless vehicle charging, methods for manufacturing and using such systems, and electric vehicles with both wired and wireless charging capabilities for recharging an onboard electrical storage unit. As an example, and not a limitation, a novel system architecture and control methodology for arbitrating the charging power of a combined inductive-conductive charging system for hybrid and fully electric vehicles is presented. The control method distinguishes between wired and wireless vehicle charging and simultaneously controls the charging process to ensure efficient and robust arbitration of the on-board diagnostics (OBD) of the current charging power.The vehicle's electrical system architecture includes a DC-coupled, parallel-configured inductive / conductive charging system that delivers wireless charging power directly to the DC bus using a wireless non-controller area network (CAN) charging interface. Disclosed architectures are designed so that the electric vehicle is configured to accept a wireless charging system with little or no modification to the vehicle's core architecture or software. A charging port door sensor (CPD sensor) can be used in various charging modes—alone or in conjunction with proximity error detection from an electrical EVCS connector—to provide mixed integrated / external charging capability while maintaining OBD compliance.

[0007] Among the concomitant benefits of at least some of the disclosed concepts is vehicle control logic that enables both wired and wireless vehicle charging while maintaining robust electrical charging system diagnostics for both types of charging with mixed charging power levels. Disclosed systems, methods, and devices allow a wireless charging system to be directly coupled to the DC bus to maintain a high level of charging efficiency and overall system robustness for a vehicle that was originally equipped with a wired charging system. Other concomitant benefits may include mixed wireless charging system architectures that help resolve charging interoperability issues.Revealed electrified powertrain architectures also enable the retrofitting of a motor vehicle with a wireless aftermarket or OEM “retrofit” charging system, while ensuring timely and efficient charging and still maintaining multi-stage charging system diagnostics for mixed power levels and mixed charging technologies.

[0008] Aspects of the present disclosure relate to control logic and computer-executable algorithms for arbitrating wired and wireless charging of motor vehicles. For example, a method is disclosed for managing the charging of a motor vehicle's electrical storage unit, such as a rechargeable traction battery pack of a hybrid or fully electric vehicle, at a vehicle charging station. The motor vehicle is equipped with a wireless charging interface, such as an inductive receiver contact pad, and a wired charging interface, such as an electrical plug-in charging connector, both of which are electrically connected to the vehicle's electrical storage unit.This method comprises, in any order and in any combination with any of the disclosed features and options: Determining, via the vehicle's own vehicle control system, whether the vehicle's wireless charging interface is available for wireless power transfer via the vehicle's own vehicle control system (e.g.(an inductive receiver contact surface) is present, and if so, whether the contact surface is operationally aligned with a wireless charging platform of the vehicle charging station; Determine, via the vehicle's own vehicle control system, whether the vehicle charging station has an electrical plug and / or whether the electrical plug is operationally connected to the vehicle's wired charging interface; In response to the vehicle charging station having an electrical plug connected to the vehicle's wired charging interface, initiate a fixed (conductive) charging mode with a fixed power; and In response to the vehicle's wireless charging interface being available for power transmission, initiate a fixed-power wireless (inductive) charging state.

[0009] For at least some applications, determining whether a charging station's electrical plug is coupled to the vehicle's wired charging interface includes determining whether a vehicle's charging port door (CPD) is in an open or closed state. Optionally, determining whether a charging station's electrical plug is coupled to the vehicle's wired charging interface includes detecting a proximity error introduced by the electrical plug into the electrical circuit connecting the wired charging interface to the electrical storage unit. In at least some embodiments, initiating the wireless / inductive charging power mode also responds to a determination that a detected proximity voltage of the electrical plug is approximately equal to a first "trigger-connected" calibrated voltage value.In contrast, initiating the wired / conductive charging power mode can further respond to a determination that the detected proximity voltage of the electrical connector is approximately equal to a second "disconnected" calibrated voltage value or a third "with a trigger not pressed" calibrated voltage value, both of which are different from the first calibrated voltage value. In response to the initiation of a conductive charging power mode, the method can further configure the vehicle's charging controls and diagnostic parameters to preset the limits for line charging. Conversely, in response to the initiation of an inductive charging power mode, the method can further configure the vehicle's charging controls and diagnostic parameters to preset inductive charging limits.

[0010] Other aspects of the present disclosure relate to electric vehicles equipped with a rechargeable electrical storage unit, wired and wireless charging capabilities, and control logic for arbitrating such electrical recharging. A “motor vehicle,” as used herein, may refer to any relevant vehicle platform, such as passenger cars (internal combustion engines, hybrid, electric, fuel cell drives, fully or partially autonomous, etc.), transport vehicles, industrial vehicles, tracked vehicles, all-terrain vehicles (ATVs), agricultural equipment, boats, aircraft, trains, etc. An example is presented of a motor vehicle comprising a vehicle body with road wheels and a traction motor operable to drive one or more of the road wheels and thereby propel the vehicle.A traction battery pack is mounted on the vehicle body and electrically coupled to the traction motor. The vehicle also includes a charging port and a wireless charging receiver component, both electrically connected to the traction battery pack. The charging port is electrically compatible with an electric vehicle charging control system (EVCS) connector, while the wireless charging receiver component is functionally coupled to an EVCS wireless charging platform.

[0011] The vehicle also includes a vehicle control unit (VCU) mounted on the vehicle body and communicating with the vehicle's various charging components. This VCU, which may include one or more subsystem control modules, is programmed to determine whether the wireless charging receiver component is available for wireless power transfer and whether the charging port is electrically connected to the EVCS electrical connector. Upon determining that the charging port is electrically connected, the VCU is programmed to initiate a fixed-power conductive charging mode.On the other hand, in response to a determination that the charging port is not electrically coupled to the electrical plug and / or a determination that the wireless charging receiver is available for power transmission, the vehicle control system is programmed to initiate a fixed-power inductive charging mode.

[0012] Additional aspects of the present disclosure relate to non-volatile, computer-readable media containing instructions for execution by at least one or more processors of at least one or more electronic control units in the vehicle. In one example, these instructions are stored in a resident memory and can be executed by a vehicle control unit on board an electric vehicle.When these instructions are executed, they cause the ECUs to perform various steps, including: determining whether the vehicle's wireless charging interface is available for wireless power transfer; determining whether the vehicle's charging station has an electrical connector coupled to the vehicle's wired charging interface; in response to a determination that the vehicle's charging station has an electrical connector coupled to the wired charging interface, initiating a fixed-power conductive charging mode; and in response to a determination that the wireless charging interface is available for power transfer, initiating a fixed-power inductive charging mode. The computer-readable medium may further store some or all of the other operations disclosed above and below.

[0013] The foregoing summary is not intended to represent every embodiment or aspect of the present disclosure. Rather, the foregoing summary merely illustrates some of the novel aspects and features as set forth herein. The features and advantages listed above, as well as other features and advantages of the present disclosure, will be readily apparent from the following detailed description of the embodiments and representative ways of carrying out the present disclosure in conjunction with the accompanying drawings and the attached claims. Furthermore, the present disclosure expressly includes all combinations and partial combinations of the foregoing elements and features described above and below. List of characters Fig. Figure 1 is a partially schematic side view of a representative motor vehicle equipped with both wired and wireless charging capabilities and functionally coupled to a representative electric vehicle charging station according to aspects of the present disclosure. Fig. Figure 2 is a schematic diagram of a representative electric vehicle system architecture with inductive and conductive charging systems that can be operated to charge a rechargeable energy storage unit according to aspects of the disclosed concepts. Fig. Figure 3 is a flowchart for a representative wired and wireless vehicle charging protocol that can comply with instructions executed by an integrated control logic circuit, a programmable electronic control unit, or other computerized device of a motor vehicle according to the aspects of the disclosed concepts.

[0014] Various modifications and alternative forms of the present disclosure can be applied, and some exemplary embodiments are illustrated herein with reference to the drawings in the form of detailed examples. It is understood, however, that the novel aspects of this disclosure are not limited to the specific forms shown in the attached drawings. Rather, this disclosure encompasses all modifications, correspondences, combinations, partial combinations, permutations, groupings, and alternatives that correspond to the inventive concept and the scope of the disclosure as defined by the attached claims. DETAILED DESCRIPTION

[0015] This disclosure is suitable for a multitude of embodiments. These are illustrated in the drawings and described herein in detailed exemplary embodiments of the disclosure, with the understanding that the present disclosure is to be regarded as an illustration of the principles of the disclosure and not as a limitation of the broad aspects of the disclosure with respect to the embodiments shown. Accordingly, elements and limitations disclosed, for example, in the summary, abstract, and detailed description sections, but not explicitly included in the claims, should not be incorporated into the claims individually or collectively by inference, deduction, or otherwise.For the purposes of this detailed description, unless expressly denied: the singular form includes the plural form and vice versa; the words "and" and "or" are both connecting and separating; the word "all" means "all and any"; the word "any" means "all and any"; and the words "including," "comprehensive," and "with" mean "including without limitation." Furthermore, for example, words of approximation such as "about," "almost," "substantially," "approximately," and the like may be used herein in the sense of "at, near, or almost," or "within 3-5% of," or "within acceptable manufacturing tolerances," or any logical combination thereof.

[0016] Aspects of this disclosure relate to electric vehicles, including fully electric, hybrid, fuel cell, plug-in, etc., with a rechargeable electrical storage unit and a DC-coupled, parallel-configured inductive / conductive charging system. These electric vehicles are equipped with control logic for arbitrating vehicle charging to achieve, for example, high-fidelity charging performance with mixed on-board chargers. The disclosure also addresses the use of a charging port door sensor, either individually or in conjunction with proximity error detection of an electrical EVCS connector, to provide feedback on the charging system status for passive and active efficiency calculations. This contributes to enabling mixed-power and mixed-efficiency charging modes for aftermarket and OEM add-on wireless charging systems.The disclosed control logic helps ensure that less efficient charging systems, such as an integrated inductive (wireless) charging system, can maintain robustness levels with more efficient ones, such as an onboard conductive (pluggable) charging system. The disclosed architectures enable robust differentiation of charging power for mixed power levels without requiring the vehicle to identify the charging types.

[0017] Using a CPD sensor to arbitrate charging power and differentiate the charging mode helps provide the vehicle's charging control system with user input to determine which charging mode and setting to use. Similarly, using an EVCS electrical switch to arbitrate charging power and differentiate the charging mode helps provide the vehicle's charging control system with user input to enable inductive charging for a given charging event. Integrating the connector and CPD sensor allows for both inductive and conductive charging modes and prevents tampering.In at least some configurations, the inductive charging subsystem uses a non-CAN high-voltage direct current (HVDC) bus coupling interface, which, for example, emulates SAE-standard electrical connector communication with additional sensing to emulate an onboard charging module (OBCM). With this approach, the vehicle's own charging system can provide active and passive charging power for inductive charging, mimicking conductive charging. Other concomitant benefits can include active and passive efficiency calculations for inductive charging systems at integrated mixed charging power levels and changes in charging efficiencies resulting from a combined inductive and conductive vehicle charging system.

[0018] Referring now to the drawings, in which the same reference symbols refer to the same features in the different views, it is stated in Fig. 1 A schematic representation of a representative automobile, generally designated as 10 and shown herein for the purposes of discussion as a four-door, electrically powered (full or hybrid) vehicle. In a vehicle body 12 of the vehicle 10 , e.g. in a passenger compartment, a trunk or a separate battery compartment, is a traction battery pack 14 packaged, which includes one or more electric motor generators 16 electrically coupled and which one or more of the road wheels 18 turn and thus the vehicle 10 propel the depicted automobile 10 The vehicle referred to here as "motor vehicle" or "vehicle" is merely an exemplary application with which the novel aspects and features of this disclosure can be put into practice. In this sense, the implementation of the present concepts for the vehicle in the Fig. The specific electric vehicle supply equipment (EVSE) architecture shown in Figure 1 is to be understood as an exemplary application of the concepts and features disclosed herein. Therefore, it is to be understood that aspects and features of this disclosure can be applied to other types of EVSE and implemented for any logically relevant type of motor vehicle. Furthermore, only selected components of the vehicle and EVSE have been shown and are described in detail herein. Nevertheless, the motor vehicles and EVSE architectures discussed below may include numerous additional and alternative features and other generally known peripheral components, for example, for carrying out the various procedures and functions of this disclosure. Finally, the drawings shown herein are not to scale and are provided for guidance only. Thus, the specific and relative dimensions of the drawings are not to be considered limiting.

[0019] Fig. Figure 1 is a simplified representation of the electric vehicle. 10 , which is connected to a vehicle charging station 20 docked and connected to a rechargeable onboard power source, such as a high-voltage direct current traction battery 14 to be charged with a range of lead-acid, lithium-ion, or other rechargeable batteries (EVB). To ensure this functional coupling, the vehicle can 10 an inductive charging component 22 , e.g. with integrated induction coil, which are attached to the vehicle body 12 is attached. This inductive charging component 22 functions as a wireless charging interface that is compatible with a wireless charging pad or platform 24 e.g. with an internal EMF coil, the wireless charging station 20is. In the illustrated example, the wireless charging pad / platform is located. 24 in the ground or floor of the vehicle charging station 20 and is positioned according to a "destination" that serves as the desired parking space, e.g. for efficient and effective wireless charging of the vehicle. 10 In particular, it shows Fig. 1 the parked vehicle 10 at a location that allows the inductive charging component 22 substantially or completely in the transverse and longitudinal directions with the wireless charging cradle 24 is aligned. Or to put it another way, the vehicle 10 in Fig. 1 is considered to be in the correct front axle alignment and in the correct starboard alignment with a specific target position to complete an inductive charging process for the vehicle.

[0020] The vehicle charging station 20Any type of wireless charging technology developed previously or subsequently, including inductive charging, radio frequency charging, and resonant charging, can be used as non-restrictive examples. According to electromagnetic inductive charging technology, the representative wireless charging pad can... 24 out of Fig. 1. Activated with electric current to create an alternating electromagnetic field near the inductive charging component 22 to generate a magnetic field. The generated magnetic field, in turn, induces an electric current in the inductive charging component. 22 of the vehicle 10 This induced current is used to power the traction battery pack. 14 or another energy source (e.g., a standard- 12 V-lead-acid starting, lighting and ignition battery (SLI battery), an auxiliary power module, etc.) of the vehicle 10To charge: As mentioned previously, optimal wireless charging performance can be obtained when the inductive charging component 22 properly with the wireless charging cradle 24 is aligned.

[0021] The traction battery pack 14 stores energy that can be used to power the electric machine(s) 16 and to operate other on-board electrical systems. The traction battery pack 14 is communicatively connected (wired or wirelessly) to one or more vehicle control units located in Fig. 1 by an electronic control unit (ECU) 26 This will show how the operation of various onboard vehicle components is controlled. The ECU (Electronic Control Unit) 26 Controlled contactors can, for example, control the traction battery pack. 14 When opening, separate from other components and the traction battery pack. 14 Connect to other components while closed. The ECU 26It is also communicative with the electric motor generator(s). 16 connected, for example, to enable bidirectional energy transfer between the traction battery pack 14 and each motor generator 16 to control. For example, the traction battery pack can be controlled. 14 provide a DC voltage while the motor-generator(s) 16 can operate with AC three-phase current; in this case, the ECU converts 26 converts the DC voltage into a three-phase alternating current, which is supplied by the motor-generator(s) 16 is used. In a regenerative mode, in which the electric machine(s) 16 function as generators, the ECU can 26 the three-phase alternating current from the motor generator(s) 16 convert it into a DC voltage that can be used with the traction battery pack 14 is compatible. The representative ECU 26 is also used in conjunction with the charging component 22illustrated, for example, to show the vehicle charging station 20 to the battery pack 14 The ECU processes the supplied energy in such a way that a correct voltage and current level is ensured. 26 can also be used with the charging station 20 They can be connected, for example, to supply energy to the vehicle. 10 to coordinate.

[0022] The vehicle charging station 20 from Fig. 1 also offers wired charging for the electric vehicle. 10 via a "pluggable" electrical plug 32 , which can be one of a number of different commercially available electrical plug types. As a non-restrictive example, the electrical plug 32 an electrical connector of the Society of Automotive Engineers (SAE) J1772 (Type 1 ) or J1772-2009 (Type 2) with single-phase or partial-phase modes, operating at 120 to 240 volts (V) with alternating current (AC) with up to 80 amperes (A) peak current for charging vehicles. Furthermore, the charging plug can 32 It should also be designed in such a way that it complies with the standards set out in the International Electrotechnical Commission (IEC) 62196 - 3 Fdis and / or IEC 62196 - 2 The charging port meets the standards set forth above as well as all other currently available or subsequently developed standards. 34 , which is located on the outside of the vehicle body 12 What is accessible is a wired charging interface, which serves as an electrical inlet into which the electrical plug is inserted. 32 can be plugged in or otherwise connected. This connection 34 It allows a user to control the electric vehicle 10easily with an readily available AC or DC power source, such as a public power grid via the charging station 20 , to connect and disconnect. Charging port 34 from Fig. 1 is not limited to a specific design and can be any type of inlet, port, connection, socket, plug, etc., that allows conductive or other types of electrical connections. A hinged charging port door (CPD) 36 on the vehicle body 12 can be selectively opened and closed to access the charging port 34 to access or to cover it.

[0023] As part of the wireless charging process, the electric vehicle can 10Monitor the availability of wired / wireless charging, wireless power quality, and other related issues that may affect charging. As illustrated in the example, the vehicle's ECU communicates and receives data. 26 out of Fig. 1 with a monitoring system consisting of one or more “resident” sensor devices 28 of the vehicle 10 and / or one or more “remote” sensor devices 30 the vehicle charging station 20 This monitoring system can consist of a single sensor, or it can be a distributed sensor architecture with a selection of sensors packaged in similar or alternative locations, as shown in the drawings. The depicted onboard and offboard sensor devices 28 , 30They can be operated independently or cooperatively to detect the intrusion of living obstacles, non-living foreign objects, vandals, thieves, etc., that may enter or affect a charging process. A CPD sensor 38 , which is connected to the charging port 34 If appropriate, the vehicle ECU can 26 Capture and be queried or read by this system to determine the door status - open or closed - of the CPD 36 to determine. Another option is a locking button. 40 , which helps with the electrical plug 32 physically at the charging port 34 to fasten and secure, include an internal switch (e.g., an SAE S3 type switch) that acts as a sensor device to detect whether the electrical connector 32 with the charging port 34is functionally connected. There are numerous other types of measuring devices that can also be used, for example thermal measuring devices, such as passive thermal infrared sensors, optical measuring devices, such as light- and laser-based sensors, acoustic measuring devices, such as surface wave (SAW) and ultrasonic sensors, capacitive measuring devices, such as capacitive proximity sensors, etc.

[0024] Fig. Figure 2 is a more detailed schematic representation of the architecture of a representative electrical system. 100 a motor vehicle, such as an electric vehicle 10 from Fig. 1, which is equipped with both an inductive and a conductive charging subsystem 102 or 104 is equipped. According to the example shown, the conductive charging subsystem includes 104 an onboard charging module (OBCM) 106, which is partly used to regulate and monitor a wired charging process and to transmit this information to other networked vehicle control units. The OBCM 106 It can also be used as an AC-DC converter to convert an AC charging voltage from an external AC power supply. 120 , like the vehicle charging station 20 or another available EVSE, into a DC voltage suitable for use by a DC battery pack (e.g., traction battery pack). 14 from Fig. 1) or another rechargeable energy storage subsystem (RESS) 108 serve. The OBCM 106 is electrically connected between a charge coupler (e.g., the electrical plug) 32 ) the alternating current supply 120 and the RESS 108 arranged. For at least some system applications, the OBCM contains 106 internal electronic solid-state components that work together to provide power from an AC power supply 120to convert the output voltage into a DC voltage input. Although omitted for illustrative simplicity, such an internal structure could include, as non-limiting examples, one or more microprocessors, input and output waveform filters, passive diode bridges, semiconductor switches such as MOSFETs or IGBTs, a linking capacitor, and a transformer.

[0025] With further reference to Fig. 2 contains the inductive charging subsystem 102 a wireless charging module (WCM) 110 for regulating the wireless charging process of the vehicle. As with the OBCM. 106 The WCM is part of the conductive charging system. 110 of the inductive charging system via an HVDC bus 112 with the RESS 108 and an Auxiliary Performance Module (APM) 114 DC-coupled. The wireless charging module 110 , which is electrically parallel to the OBCM 106The connected module shown includes an inductive control module (ICM). 111 , which can be embodied as a printed circuit board (PCB) assembly used for interface purposes with a vehicle control unit (e.g., the ECU). 26 from Fig. 1) and the external power supply 120 It includes the necessary sensor and communication hardware and software. The ICM 111 It may include a high-frequency transceiver (HF transceiver) or other wireless communication interface and be configured to use existing wireless links, telematics, etc., to provide the intended functionality. The ICM 111 selectively receives a proximity signal (arrow) PRX in Fig. 2) and a control pilot signal (arrow) PLT in Fig. 2), wherein the pilot and approach signals are both an input and an output to the ICM 111is and the proximity signal is an input for capturing a plug-in event, as described below.

[0026] Comparable to the inductive charging component 22 of the vehicle 10 , which above in relation to Fig. As described in section 1, the inductive charging subsystem includes 102 from Fig. 2 an inductive receiver coil 122 , which serves as a wireless charging interface for electromagnetic coupling with a primary induction coil 124 external power supply 120 It serves to provide power from an external power supply. 120 , typically 230 V / 50 Hz or 110 V / 60 Hz, is achieved via the operation of a wireless continuous phase modulation (CPM) device 116 converted into a relatively high-frequency signal, e.g., via pulse-width modulation, with the wireless charging circuit providing all necessary power factor corrections. A wireless charging alignment aid. 118can be used wirelessly with ICM 111 communicate, e.g. via CPM 116 to assist the vehicle control system in determining whether the vehicle is in the correct front axle alignment and / or starboard alignment with a specific target position to complete an inductive charging process. Once sufficiently aligned, the wireless charging circuit delivers, for example, a pulsed AC voltage signal of 120 V AC or 240 V AC to the primary coil. 124 with a low frequency, e.g., typically around 20-100 kHz. The WCM 110 It then rectifies and filters the induced alternating current, with a resulting direct current being routed via the HVDC bus. 112 is supplied to the RESS 108 and an auxiliary battery for the APM 114 to charge and optionally power other vehicle components and modules. A vehicle-integrated control module (VICM) 126It performs various control and communication-related functions to complete any of the disclosed loading processes. Depending on the intended application, OBCM can 106 , WCM 110 and VICM 126 Each can be a standalone electronic module, as shown, or each can be contained within another electronic module in the vehicle (e.g., a powertrain control module, a hybrid control module, etc.), or the various modules shown can be integrated into a larger network or system.

[0027] With reference to the flowchart of Fig. 3. An improved method or control strategy for arbitrating wired and wireless vehicle charging of a motor vehicle, such as an electric vehicle. 10 from Fig. 1., with electric vehicle supply equipment, such as the vehicle charging station 20 out of Fig. 1, in accordance with aspects of the present disclosure generally described at 200. Some or all of the in Fig. The 3 illustrated and described processes herein may be representative of an algorithm corresponding to processor-executable instructions which may be stored, for example, in main or auxiliary memory or in remote memory and may be executed, for example, by an ECU, a CPU, a control logic circuit located in or remotely from the vehicle, or another device to perform any or all of the functions described above and / or below that are associated with the disclosed concepts.

[0028] Proceedings 200 from Fig. 3 begins at the connection block 201 by initiating a wireless power transfer (WPT) charge arbitration protocol. Essentially, the connector block could 201This can be replaced by a decision block for the vehicle charging system to assess whether or not the WPT protocol is needed. For example, the vehicle control unit (ECU) can... 26 from Fig. 1 or one or more of the control modules of Fig. 2, like WCM 110 or VICM 126 - Execute instructions stored in memory to determine whether a vehicle wireless charging interface is present and / or available for wireless power transfer. A non-restrictive example is a vehicle execution procedure. 200 may not be equipped with a wireless charging subsystem or may have a faulty wireless charging subsystem; in such cases, the procedure 200deemed redundant and thus terminated. As another example, the wireless charging interface may be deemed "available," and thus the WPT charging arbitration protocol can be initiated after determining that the vehicle is positioned in accordance with a "destination" for effective wireless charging. In particular, a vehicle control unit (e.g., ECU) identifies 26 ) or a control module (e.g., WCM) 110 ) the proximity of the vehicle's wireless charging interface relative to the EVSE's wireless charging interface (e.g., the position of the inductive receiver coil) 122 relative to the primary induction coil 124 based on monitoring data from the alignment aid 118(to be received). Once the vehicle control unit (ECU) is identified, it checks whether the proximity of the vehicle's charging interface is sufficiently aligned with the EVSE's charging interface to perform a wireless power transfer. If this is the case, the ECU can 26 In response, the WPT loading arbitration protocol will proceed. If not, the loading arbitration protocol will be stopped.

[0029] After the WPT loading arbitration protocol in block 201 Once initiated, the procedure continues 200 with block 203to determine whether the vehicle charging station has an electrical plug and / or whether an electrical plug is coupled to the vehicle's wired charging interface, e.g., so that plug-in charging can begin. For example, a vehicle with both plug-in and inductive charging capabilities may dock at an EVCS that does not have plug-in charging hardware (e.g., an EVCS configured solely as a wireless electric vehicle charging (WEV) platform) and / or has an electrical plug that is malfunctioning. In such a case, the procedure described in block 203 The performed determination returned incorrectly (Block) 203 (= NO), and the procedure would lead to the decision block 209proceed to determine whether or not to initiate a wireless charging subroutine. For some implementations, it can be assumed that the EVSE is equipped with a properly functioning electrical connector; in such a case, the decision block can 203 be limited to detecting whether the electrical connector (e.g. the electrical plug-in connector) 32 ) operationally with the vehicle's wired charging interface (e.g. charging port) 34 from Fig. 1) is coupled. For example, the vehicle ECU can 26 from Fig. 1. Can be programmed to execute stored instructions to assess the status of the electrical plug - connected or disconnected - by determining whether the charging port door (CPD) 36 of the motor vehicle 10 in an open state or a closed state. As described above, the CPD includes 36a CPD sensor 38 , which can be activated to send one or more signals indicating that the CPD is in an open state, which connects the charging port 34 exposed (as shown), or in a closed state that conceals the charging port 34 covers and conceals, to generate and connect to the vehicle's ECU 26 to transmit. If the CPD sensor 38 recorded that the CPD 36 If it is closed, then it can be assumed that the electrical plug 32 not operational with the charging port 34 It can be connected. Conversely, if the CPD sensor 38 recorded that the CPD 36 If it is open, it can be assumed that the electrical plug is 32 operationally with the charging port 34 is connected or will be connected.

[0030] An optional addition to, or alternative to, capturing the status of the CPD 36, to determine whether the electrical plug is at process block 203 When a charging station is coupled with the vehicle's wired charging interface, it involves detecting a proximity error condition, which is introduced through the electrical plug into the electrical circuit that connects the vehicle's wired charging interface to the vehicle's electrical storage unit. The plug-in connector 32 from Fig. 1 includes, for example, a locking button. 40 to physically secure the plug 32 at the charging port 34 As discussed above, pressing this button serves the purpose of 40 This also includes activating an internal electrical switch that triggers or otherwise generates the proximity error in the vehicle's wired charging subsystem. If the plug 32 into the charging port 34 is inserted and the locking button 40When pressed, for example a steering pilot and a proximity detection pin break, thereby triggering a power relay in the vehicle charging station. 20 is opened, thereby allowing current to flow to the plug 32 is interrupted. As soon as the locking button is pressed. 40 Once released, the power flow can be restored. The button 40 is also connected to a switch that is triggered when the physical disconnect button is pressed, when the electrical plug is disconnected. 32 into the charging port 34 is inserted or removed from it. This causes the resistance at the proximity pin to change, which is interpreted as a command to the vehicle WCM. 110 can work to stop the power being drawn, e.g., before the plug is removed.

[0031] If in the decision block 203 It is determined that the electrical plug 32 the vehicle charging station 20correctly connected to the charging port 34 of the vehicle 10 The CPD is connected to it. 36 open and / or the locking button 40 is / was pressed to report a proximity error (block) 203 To generate (= YES), the procedure responds 200 in the procedural block 205 by initiating a wired (conductive) charging mode. AC mains power can be supplied, for example, via the charging station. 20 to the vehicle 10 can be transmitted with 120 or 240 V AC voltage. A positive response at block 203 from Fig. 3 may also require confirmation that the locking button has been pressed. 40 A button was not pressed for an unreasonably long period of time. A continuously (as opposed to briefly) pressed button. 40A longer proximity error signal, which can be interpreted as an indication that the user desires inductive charging rather than conductive charging, can be used to prompt the user to confirm wired charging before initiating wireless charging. Once initiated, the process can 200 with block 207 continue with programmable instructions that cause the ECU 26 , OBCM 106 and / or VICM 126 Configure the vehicle's charging controls and diagnostic parameters so that they meet the requirements of the vehicle 10 The calibrated conductive charge limits apply. Once the plug-in charging process is complete, the procedure can be... 200 with the terminal block 215 continue and temporarily stop.

[0032] With further reference to Fig.3, if the decision block 203 returns an incorrect rating (Block) 203 (= NO), the procedure 200 with block 209 to determine whether or not to initiate a wireless (inductive) charging subroutine. In at least some system configurations, the block 209 return a positive response (Block) 209 (= YES) and at block 211 automatically initiate a wireless (inductive) charging power mode simply by confirming that the vehicle 10 not at the vehicle charging station 20 is connected. For example, the block 209 merely requiring confirmation that the CPD 36 is closed (e.g. for a longer period of time) after the vehicle 10 at the vehicle charging station 20 has docked. As mentioned above, signals from the CPD sensor indicate 38 that the CPD 36is closed, and suggest that the electrical plug 32 not operational with the charging port 34 is connected, which may also suggest that wireless charging is desired by the user. Optionally, the block can 209 furthermore, they require determining that the vehicle 10 is equipped with a wireless charging system and / or a wireless charging interface of the vehicle 10 is available for power transmission. In response to a determination that: ( 1 ) the vehicle charging station does not have an electrical plug; ( 2 ) an electrical charging station plug is not connected to the vehicle's wired charging interface; and / or ( 3 ) the vehicle has a wireless charging subsystem with a wireless charging interface available for energy transfer (block 209 (YES), can the procedure 200react automatically by blocking 211 initiates a wireless charging power mode. Optionally, a visual or audible prompt can be sent to the user to confirm that wireless charging is desired before it is initiated. Once initiated, the process can 200 with block 213 continue with programmable instructions that cause the ECU 26 , WCM 110 and / or VICM 126 Configure the vehicle's charging controls and diagnostic parameters so that they meet the requirements of the vehicle 10 The calibrated inductive charging limits apply. Once the inductive charging process is complete, the procedure can be... 200 with the terminal block 215 continue and end.

[0033] The decision block 209 can also or alternatively return a positive response (Block) 209 ( = YES) and to block 211Proceed if an electrical connector is operationally coupled to the wired vehicle charging interface after it has been confirmed that the electrical connector has introduced a proximity fault condition for an extended period. For example, the vehicle ECU 26 , the WCM 110 and / or the VICM 126 be programmed to monitor, evaluate or otherwise determine a period of time during which the locking button is pressed 40 is pressed while the electrical plug is inserted 32 with the charging port 34 of the motor vehicle 10 is coupled. If the monitored time duration is greater than a calibrated time interval (e.g., 20 seconds), the procedure may fail. 200 in block 211 In response, initiate a wireless (inductive) charging mode. As mentioned previously, a continuously pressed button can 40, which generates a longer proximity error signal, can be described as an indication that the user desires inductive charging.

[0034] The blocks 203 and / or 209 This can also or alternatively include the detection of a proximity voltage, e.g., to detect the presence / absence of the charging plug for arbitration between wireless (inductive) and wired (conductive) charging. If the detected proximity voltage is approximately equal to an initial calibrated voltage value (e.g., between approximately 2.2 and 3.3 volts), the method can 200 e.g. in block 209 by initiating the wireless charging power mode. If, in comparison, the detected proximity voltage of the electrical connector is approximately equal to a second calibrated voltage value (e.g., between approximately 1.1 and 1.9 volts), the procedure can 200 e.g. in block 203by initiating the wired charging power mode. If, on the other hand, the detected proximity voltage of the electrical connector is approximately equal to a third calibrated voltage value (e.g., between approximately 4.1 and 4.9 volts), the procedure can 200 e.g. in block 209 respond by initiating the wireless charging power mode.

[0035] Aspects of this disclosure can, in some embodiments, be implemented by a computer-executable program of instructions, such as program modules, commonly referred to as software applications or application programs, which are executed by an onboard computer. The software may, in non-limiting examples, include routines, programs, objects, components, and data structures that perform specific tasks or implement certain abstract data types. The software may provide an interface enabling a computer to respond according to an input source. The software may also work in conjunction with other code segments to initiate a variety of tasks in response to data received in connection with the source of the received data. The software may be stored on any of a variety of storage media, such as CD-ROM, magnetic disk, bubble memory, and semiconductor memory (e.g.,different types of RAM or ROM).

[0036] Furthermore, aspects of this disclosure can be implemented with a variety of computer system and computer network configurations, including multiprocessor systems, microprocessor-based or programmable consumer electronics, minicomputers, mainframe computers, and the like. Additionally, aspects of this disclosure can be implemented in distributed computing environments where tasks are performed by remote processing devices connected by a communication network. In a distributed computing environment, program modules can be located on both local and remote computer storage media, including storage devices. Therefore, aspects of this disclosure can be implemented in a computer system or other processing system in conjunction with various hardware, software, or a combination thereof.

[0037] Each of the methods described herein may include machine-readable instructions for execution by: (a) a processor, (b) a controller, and / or (c) any other suitable processing device. Each algorithm, software, or method disclosed herein may be contained in software stored on a tangible medium, such as flash memory, CD-ROM, floppy disk, hard disk, Digital Versatile Disk (DVD), or other storage devices; however, those skilled in the art will readily recognize that the entire algorithm and / or parts thereof may alternatively be executed by a device other than a controller and / or implemented in firmware or dedicated hardware in a well-known manner (e.g.,It can be implemented by an application-specific integrated circuit, a programmable logic device (PLD), a field-programmable logic device (FPLD), discrete logic, etc. Although specific algorithms are described with reference to the flowcharts presented here, the average person will readily recognize that many other methods can be used alternatively to implement the exemplary machine-readable instructions.

[0038] Although some aspects of the present disclosure have been described in detail with reference to the embodiments shown, those skilled in the art will recognize that many modifications can be made to these embodiments without altering the scope of protection afforded by the present disclosure. The present disclosure is not limited to the exact construction and composition disclosed herein; any and all modifications, changes, and variations apparent from the preceding descriptions are within the scope of the disclosure as defined in the added claims. Furthermore, the present concepts expressly include all combinations and partial combinations of the preceding elements and features.

Claims

[1] Method for managing the charging of an electrical storage unit of a motor vehicle at a vehicle charging station, wherein the motor vehicle has wireless and wired charging interfaces, both of which are electrically connected to the electrical storage unit, the method comprising: Determine, via a vehicle control system, whether the vehicle's wireless charging interface is available for wireless power transfer; Determine, via the vehicle control system, whether the vehicle charging station has an electrical plug that is coupled to the vehicle's wired charging interface; in response to a determination that the vehicle charging station has an electrical plug connected to the wired charging interface, initiating a wired charging power mode; and In response to a determination that the wireless charging interface is available for power transmission, initiate a wireless charging power mode. [2] Method according to claim 1, wherein determining whether the electrical plug of a charging station is coupled to the wired charging interface of the motor vehicle includes determining whether a charging port door (CPD) of the motor vehicle is in an open state or a closed state. [3] Method according to claim 2, wherein the CPD comprises a CPD sensor which is operable to send a signal to the vehicle control system indicating that the CPD is in the open state or the closed state. [4] Method according to claim 1, wherein determining whether the electrical plug of a charging station is coupled to the wired charging interface of the motor vehicle includes detecting a proximity error introduced by the electrical plug into the electrical circuit connecting the wired charging interface to the electrical storage unit. [5] Method according to claim 4, wherein the electrical connector includes a button configured to physically secure the electrical connector to the wired charging interface, and wherein pressing the button activates an electrical switch which triggers the proximity fault. [6] The method of claim 1, further comprising: Detecting a proximity voltage of the electrical plug, where initiating the wireless charging power mode further requires a determination that the detected proximity voltage of the electrical plug is approximately equal to a first calibrated voltage value. [7] Method according to claim 6, wherein the initiation of the wired charging power mode further responds to a determination that the detected proximity voltage of the electrical plug is approximately equal to a second calibrated voltage value that differs from the first calibrated voltage value. [8] Method according to claim 1, wherein the electrical connector comprises a button configured to physically secure the electrical connector to the wired charging interface, the method further comprising: Determining a duration for which the button is pressed while the electrical plug is connected to the vehicle's wired charging interface, where initiating the wireless charging power mode further responds to a determination that the duration is greater than a calibrated duration. [9] Method according to claim 1, further comprising, in response to the initiation of a wired charging power mode, configuring the vehicle's charging controls and diagnostic parameters to conductive charging limits. [10] Method according to claim 1, further comprising, in response to the initiation of a wireless charging power mode, configuring the charging controls and diagnostic parameters for inductive charging limits.

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