Method for controlling the charging of a vehicle with a battery arrangement

Abstract

Method (200) for controlling the charging of a vehicle (10) with a battery arrangement (14) which can be connected via a charging port (34) to a charger coupler (32) of a vehicle charging system (20), the method comprising: Receiving (201, 203), via a vehicle control unit (26), a connection signal indicating that the charger coupler (32) of the vehicle charging system (20) is inserted into the charging port (34) of the vehicle (10); Sending (205, 207), via the vehicle control unit (26), an activation signal (S1) in response to receiving the connection signal to an actuator device (72) of a coupling locking system (70) of the vehicle (10) to move a locking element (74) towards a detent element (35) of the charger coupler (32); Received (213), via the vehicle control unit (26), from a position detection device (76) after transmission of the activation signal (S1), of sensor data indicating a driving position of the locking element (74); Determine (213), via the vehicle control unit (26), using the sensor data, whether the movement position of the locking element (74) has been displaced from a predefined locking position in which the locking element (74) contacts the detent element (35); and Sending (215), via the vehicle control unit (26), in response to the determination that the driving position has been moved from the predefined locking position, a deactivation signal to a vehicle battery charging system of the vehicle (10) to deactivate charging of the battery assembly (14); Issuing (217) a user-requested notification via the vehicle control unit (26) in response to the determination that the driving position has been moved from the predefined locking position, prompting a user of the vehicle (10) to approve or reject the locking of the battery assembly (14) for charging; Receiving a user rejection input signal from the user who rejects the deactivation of charging the battery assembly (14) via the vehicle control unit (26); and Sending a release signal with limited capacity via the vehicle control unit (26) in response to receiving the user input signal to reject the user to the vehicle battery charging system to enable charging of the battery assembly (14) at a preset reduced charging rate.

Description

Technical field

[0001] The present disclosure relates generally to electrical systems for charging motor vehicles. More specifically, aspects of this disclosure relate to systems, methods, and devices for controlling the charging of vehicles using plug-in vehicle charging devices. introduction

[0002] Today's production vehicles, such as modern automobiles, are originally equipped with a powertrain that propels the vehicle and supplies its onboard electronics. In motor vehicles, for example, the powertrain typically consists of a drive motor that transmits the drive torque to the vehicle's drive system (e.g., differential, axles, camshafts, wheels, etc.) via an automatic or manual transmission. Historically, motor vehicles were powered by internal combustion engines (ICEs) because they were readily available, relatively inexpensive, lightweight, and highly efficient. These engines include compression-ignition (CI) diesel engines, spark-ignition (SI) gasoline engines, two-, four-, and six-stroke engines, and rotary engines, to name just a few.Hybrid electric and fully electric vehicles (collectively referred to as "electrically powered vehicles"), on the other hand, use alternative energy sources to power the vehicle, thus minimizing or eliminating dependence on a fossil fuel-based engine for traction.

[0003] A fully electric vehicle (FEV) – colloquially referred to as an "electric car" – is an electric vehicle configuration in which the internal combustion engine and its associated peripheral drive system components are completely eliminated, and a rechargeable energy storage system (RESS) and a traction motor are used to propel the vehicle. The engine assembly, fuel supply, and exhaust system of a combustion engine vehicle are replaced in a battery-powered FEV by one or more traction motors, rechargeable battery cells, and cooling and charging equipment. Hybrid electric vehicle (HEV) powertrains, on the other hand, utilize multiple traction sources to propel the vehicle, most often an internal combustion engine in conjunction with a battery- or fuel cell-powered traction motor.Since electric vehicles are able to draw their power from sources other than the engine, HEV engines can be switched off completely or partially while the vehicle is driven by the electric motor(s).

[0004] High-voltage electrical systems regulate the transfer of power between the traction motors and the rechargeable battery packs that supply the energy required to operate many hybrid-electric and all-electric powertrains. To provide the power capacity and energy density needed to propel a vehicle at the desired speed and over the desired range, modern traction battery packs combine multiple battery cells (e.g., 8-16+ cells / stack) into individual battery modules (e.g., 10-40+ modules / pack) that are electrically connected in series or parallel and mounted on the vehicle chassis, for example, by a battery pack housing or a carrier plate.On the battery side of the high-voltage network, a DC-DC converter is electrically connected to the traction battery(ies) to boost the voltage supply to a main DC bus and a DC inverter module (PIM). A high-frequency capacitor is located between the positive and negative terminals of the main DC bus to ensure electrical stability and store additional electrical energy. A dedicated electronic battery control module (EBCM), in conjunction with a powertrain control module (PCM) and the power electronics of each motor, controls the operation of the battery pack(s) and the traction motor(s).

[0005] With the increasing prevalence of hybrid and electric vehicles, an infrastructure is being developed and provided to enable and facilitate the daily use of such vehicles. Electric vehicle charging equipment (EVSE) for charging electric vehicles comes in many forms, including home charging stations purchased and operated by the vehicle owner (e.g., in the owner's garage), publicly accessible EVCS offered by public utilities or private retailers (e.g., in a car park), and charging stations for private customers.

[0006] B. in municipal or commercial charging stations), and modern high-voltage fast-charging stations used by manufacturers, dealers, and gas stations (e.g., OEM multi-couplers with 360+ kW DCFC chargers). Plug-in hybrid and electric vehicles can be charged, for example, by connecting a charging cable from the EVSE to a corresponding charging port on the vehicle. In contrast, wireless charging systems use the induction of electromagnetic fields (EMF) to charge vehicles without the need for charging cables and cable connectors. In most countries, a standardized conductive charging coupler is used to connect the EVCS to the vehicle's high-voltage network. The plug-in vehicle is equipped with a standardized charging port that is electrically connected to the charging coupler and locked to prevent accidental or unwanted disconnection.

[0007] German patent application DE 10 2012 221 575 A1 describes a safety locking device for locking a charging connector in a charging socket of an electric vehicle. The safety locking device comprises a locking pin that is movable between a first position and a second position, an actuator configured to move the locking pin between the first and second positions, a sensor configured to acquire information used in determining the distance by which the actuator has moved the locking pin, and a control unit electrically connected to the sensor and configured to receive the information acquired by the sensor and to determine the status of the safety lock based on this information. The charging connector and the charging socket can be part of a fast-charging coupler.

[0008] DE 10 2010 003 523 A1 describes a charging socket for an electrically powered motor vehicle. As is known from electric motor vehicles and household electrical sockets, the electrical contacts of the charging socket are protected within one or more recesses. Corresponding pin- or rod-shaped contacts of a charging plug can be inserted into these recesses for contact purposes. An adjacent, in particular circumferential, housing surrounds the one or more recesses. A gap-shaped space, in particular a space surrounding the recesses, remains between the recesses and the adjacent housing, into which a corresponding housing of a charging plug can be inserted. An actuator with a locking mechanism is mounted on the outside of the adjacent housing.The latch can be moved by the actuator into the adjacent housing through a corresponding opening for the purpose of locking a charging plug.

[0009] German patent DE 10 2021 102 447 A1 describes a vehicle. The vehicle has a charging stop switch that accepts a stop command to halt external charging and an ECU that stops external charging when the stop command at the charging stop switch is accepted. The ECU determines whether a specific command, different from the stop command at the charging stop switch, has been accepted and, if it is determined that the specific command has been accepted, deactivates the acceptance of the stop command. The specific command is a command that differs from the intended command of a predefined object. The vehicle has an inlet to which a charging connector can be connected for external charging.The ECU detects the connection of the charging connector to the inlet, the specified item is the charging connector, and the specific actuation is a number of actuations of connecting and disconnecting the specified item within a specified time period. Description of the invention

[0010] The invention is defined by the claims.

[0011] This paper presents locking systems for charger couplings with associated control logic for managing the charging of plug-in vehicles, methods for manufacturing and operating such coupling locking systems, and electrically powered vehicles equipped with such coupling locking systems. In one example, an electrified plug-in vehicle has a charging port on the body that mates with an EVSE charging cable coupling to electrically connect the vehicle's Rechargeable Energy Storage System (RESS) to a remote power source, such as a public utility. When inserted into the charging port, a locking device of the coupler, projecting forward from the head of the cable coupler, engages a corresponding locking mechanism inside the charging port.The coupling lock may be in the form of a spring-loaded locking hook that is inserted into a complementary locking hole and engages in a matching locking pawl to prevent accidental disconnection of the cable coupling from the charger connector. Other EVSE coupling locks, including cam-type rotary locks or designs with similar functionality, fall within the scope and spirit of this disclosure.

[0012] The vehicle's charging port is equipped with an electromechanical coupling locking system featuring a locking plate or cam that automatically presses against the locking device, thereby locking the coupling to the port. During coupling locking system activation, a Vehicle Interface Control Module (VICM), alone or in conjunction with an Electronic Battery Module (EBCM), communicates with a linear or rotary transducer to actively monitor the real-time or near-real-time position of the locking plate / cam. When the VICM determines that the locking plate / cam's movement is close to a predefined locking position (e.g., within 0-5%), it confirms that the coupler's locking device is securely engaged and then enables RESS charging.In this case, the locking plate / cam of the coupling locking system can exert additional force on the coupling lock to lock it.

[0013] Conversely, the VICM confirms that the cable coupler lock is not properly engaged if the driving position of the locking plate / cam deviates from the predefined locking position by at least one predefined offset (e.g., >5%) and subsequently disables RESS charging. The VICM may simultaneously send an electronic notification warning the vehicle user that the cable coupler is not locked and that charging has been temporarily disabled. The VICM may prompt the vehicle user to approve or deny the charging deactivation; in the latter case, charging may be reactivated at a reduced charging power / voltage. In this case, the locking plate / cam of the coupler locking system may exert additional force on the charger coupler head to reduce the risk of it disconnecting from the connector.Another advantage of at least some of the presented coupling locking systems and control logics is the assurance of a complete and secure electrical connection between the charger coupler and the charging port during vehicle charging, in order to prevent unintentional decoupling of the charger and resulting arcing or thermal events.

[0014] Aspects of this disclosure relate to vehicle charging control systems, system control logic, and stored instructions for managing the charging of plug-in vehicles, such as DC fast charging (DCFC) using an SAE J1772 Stage 2 connector or a CCS Type 1 or 2 connector. An example presents a method for controlling the charging process of a host vehicle that has a battery assembly which can be connected to a charger coupler of a vehicle charging system via a charging port. This representative method includes, in any order and in any combination with the options and features described above and below: receiving a link signal indicating that the charger coupler of the charging system is plugged into the vehicle's charging port, for example;via a stationary or remote control unit or module, or a network of control units / modules (collectively, "control unit" or "vehicle control unit"), from an EVSE interface or a current sensor. Upon receiving the connection signal, the control unit sends an activation signal to an actuator of a vehicle-side coupling locking system, causing the actuator to move a locking element toward a detent element of the charger coupler. After activation of the coupling locking system, the control unit communicates with a position sensing device to receive sensor data indicating the travel position of the locking element. Using this sensor data, the vehicle control unit determines whether the movement position of the locking element deviates from a predefined locking position in which the locking element contacts the detent element of the charger coupler.If this is the case, the vehicle control unit sends a blocking signal to the vehicle's battery charging system in response, in order to interrupt the charging of the battery assembly, at least temporarily.

[0015] Aspects of this disclosure also relate to computer-readable media (CRM) for managing the charging of plug-in vehicles using interlocking systems for vehicle-side charger couplers. In one example, a non-transitory CRM stores instructions that can be executed by one or more processors of a vehicle control unit to control the charging of a host vehicle. These instructions, when executed by the processor(s), cause the control unit to perform operations, including: receiving a link signal indicating that a charger coupler of a vehicle charging system is inserted into a charging port of the vehicle;Sending an activation signal to an actuator device of a vehicle's coupling locking system in response to receiving the link signal, to move a locking element of the coupling locking system toward a detent element of the charger coupler; receiving sensor data indicating a movement position of the locking element from a position sensing device of the vehicle after sending the activation signal; determining, using the sensor data, whether the movement position of the locking element has deviated from a predefined locking position where the locking element contacts the detent element; and transmitting, in response to determining that the movement position has deviated from the predefined locking position, a deactivation signal to a vehicle battery charging system of the vehicle to deactivate charging of a battery array of the vehicle.

[0016] Further aspects of this disclosure relate to intelligent vehicles that manage vehicle charging using interlocking systems for onboard charger couplers. As used herein, the terms "vehicle" and "motor vehicle" can be used interchangeably and synonymously to include any relevant vehicle platform, such as passenger cars (ICE, HEV, FEV, fuel cell, etc.), commercial vehicles, industrial vehicles, tracked vehicles, off-road vehicles, motorcycles, agricultural equipment, watercraft, aircraft, e-bikes, etc. In one example, a motor vehicle comprises a vehicle body with a passenger compartment, multiple wheels attached to the vehicle body (e.g., via corner modules coupled to a unibody or body-on-frame chassis), and other standard equipment. In electrically powered vehicles, one or more electric drive motors operate alone (e.g.,In FEV powertrains, or in conjunction with an internal combustion engine (e.g., in HEV powertrains), a traction motor is used to drive one or more wheels and propel the vehicle. A rechargeable traction battery is mounted on the vehicle body and can supply power to the traction motor(s).

[0017] Continuing the preceding discussion, the vehicle is also equipped with a charging port that accommodates a charger coupler, thereby electrically connecting the traction battery to the vehicle's charging system. Near the charging port is a coupling locking system with an actuator that can move a locking element against a detent element of the charger coupler. The vehicle also includes a stationary, remote, or networked control unit programmed to receive a connection signal indicating that the charger coupler is plugged into the charging port and, upon receiving this signal, to send an activation signal to the actuator to move the locking element toward the detent element.After the activation signal is transmitted, the control unit receives sensor data from a position detection device indicating the driving position of the locking element. Based on this data, it determines whether the driving position of the locking element has deviated from a predefined locking position where the locking element is in contact with the locking element. If so, the control unit sends a blocking signal to the vehicle's battery charging system to deactivate charging of the traction battery pack.

[0018] For each of the disclosed vehicles, procedures, and CRMs, the assessment of whether the driving position of the locking element deviates from the predefined locking position may involve determining that the driving position deviates from the locking position by at least one first predefined offset. If the driving position deviates from the locking position by at least the first predefined offset, the control unit may, in response, issue an electronic notification (e.g., via a Centerstack telematics unit or a digital instrument panel) indicating that the charger's detent element is broken.In this context, the assessment of whether the locking element's movement position is displaced relative to the predefined locking position may involve determining whether the movement position of the locking element is displaced by at least one second predefined offset relative to the locking position. If the movement position is displaced from the locking position by at least the second predefined offset, the controller may issue an electronic notification indicating that the charger coupler's detent element is missing.

[0019] In all disclosed vehicles, procedures, and CRMs, the vehicle control unit can respond to the determination that the driving position has shifted from the locked position by issuing an electronic notification prompting the vehicle owner, operator, or passenger (collectively, the "User") to either authorize or deny the deactivation of battery assembly charging. Upon receiving an input signal indicating that the User has denied deactivation of battery assembly charging, the vehicle control unit, in response, sends a command signal to the vehicle battery charging system to enable charging of the battery assembly at a preset reduced charging rate (e.g., reduced from 400 amperes (A) to 24 A or 90 A).If the user refuses to deactivate the charging process of the battery assembly, the vehicle control unit may, in response, command the actuator device of the coupling locking system to move the locking element beyond the locking position and press it against the plug head of the charger coupler to press the locking element against a detent element of the charging port.

[0020] For each of the disclosed vehicles, procedures, and CRMs, the vehicle control unit (ECU) can receive an input signal indicating that the user has authorized the deactivation of battery assembly charging. In this case, the ECU can initiate or continue deactivating the battery assembly charging process in response to receiving user consent. Alternatively, the ECU may determine from sensor data that the driving position of the locking element is approximately equal to the predefined locking position. In this case, the ECU activates the vehicle battery charging system to charge the vehicle battery to full capacity (e.g., 400 A and 480 V).If the driving position is approximately the same as the locking position, the control unit can also activate the actuator device of the coupling locking system to press the locking element against the detent element, thereby locking the charger coupler to the charging port.

[0021] For each of the disclosed vehicles, procedures, and CRMs, disabling vehicle battery charging may involve a battery disconnect unit (BDU) of the vehicle battery charging system opening one or more electrical switches, thereby electrically disconnecting the battery assembly from the charging port. As an additional option, the locking element may include a sliding locking plate or a rotating locking cam, and the actuator may include an electric stepper motor or an electric servo motor. In this case, the motor is capable of moving the locking element to one of several positions between a disabled position and an overflow position beyond the predefined locking position.Furthermore, the position detection device may include a linear or rotary sensor or a linear or rotary encoder, both of which can be operated to output sensor data indicating a real-time or near-real-time movement position of the locking element.

[0022] The above summary does not represent every embodiment or aspect of the present disclosure. Rather, the preceding summary merely provides an overview of some of the novel concepts and features set forth herein. The features and advantages mentioned above, as well as other features and associated advantages of this disclosure, will be readily apparent from the following detailed description of illustrated examples and representative modes of implementation of the disclosure when considered in conjunction with the accompanying drawings and the attached claims. Furthermore, this disclosure expressly includes all combinations and subcombinations of the elements and features described above and below. Brief description of the drawings Fig. Figure 1 is a partially schematic side view of a representative electrically powered motor vehicle with a rechargeable traction battery pack and a network of in-vehicle control units, sensor devices and communication devices for managing vehicle charging and automating clutch locking in accordance with the aspects of the present disclosure. Fig. Figure 2 is a flowchart illustrating a representative intelligent charging algorithm for managing vehicle charging and automating clutch locking, which can correspond to memory-stored commands that can be executed by a resident or remote control unit, control logic circuit, programmable control unit or other integrated circuit (IC) or network of devices in accordance with aspects of the disclosed concepts.

[0023] The present disclosure is suitable for various modifications and alternative forms, and some representative embodiments of the disclosure are illustrated by way of example in the drawings and are described here in detail. It should be understood, however, that the novel aspects of this disclosure are not limited to the particular forms illustrated in the drawings listed above. Rather, this disclosure encompasses all modifications, equivalents, combinations, permutations, groupings, and alternatives that fall within the scope of this disclosure, such as those covered, for example, by the attached claims. Detailed description

[0024] This disclosure can be realized in many different forms. Representative embodiments of the disclosure are shown in the drawings and are described in detail here, with the understanding that these embodiments serve as examples of the disclosed principles and do not represent limitations of the general aspects of the disclosure. Therefore, elements and limitations described, for example, in the sections "Summary," "Introduction," "Description," and "Detailed Description," but not expressly set forth in the claims, should not be included in the claims, either individually or collectively, by implication, by inference, or otherwise. Furthermore, the use of "first," "second," "third," etc., serves no purpose.The terms used in the description or in the claims are not intended to establish a serial or numerical limitation; rather, they may be used to refer to similar features in the description and drawings and to distinguish similar elements in the claims from one another.

[0025] For the purposes of this detailed description, unless expressly excluded: the singular includes the plural and vice versa; the words "and" and "or" apply in both the subjunctive and disjunctive moods; the words "every" and "all" mean "every one and all"; and the words "including," "containing," "comprehensive," "with," and the like each mean "including without limitation." Furthermore, words of approximation such as "approximately," "almost," "essentially," "generally," "about," and the like may be used here to mean "at, close to, or almost at" or "within 0-5% of" or "within acceptable manufacturing tolerances," or any logical combination thereof, for example. Finally, directional adjectives and adverbs such as "front", "back", "inside", "outside", "starboard", "port", "vertical", "horizontal", "upwards", "downwards", "front", "backwards", "left", "right", etc. can be used.to refer to a motor vehicle, e.g. to the forward movement of a motor vehicle when the vehicle is operated on a horizontal driving surface.

[0026] Referring to the figures in which the same reference numbers refer to the same features in the different views, it is in Fig. Figure 1 shows a representative motor vehicle, generally referred to as 10, which is shown here for discussion purposes as an electric sedan. The motor vehicle 10 shown—here also referred to simply as the “motor vehicle” or “vehicle”—is merely an exemplary application with which the aspects of this disclosure can be put into practice. Similarly, the integration of the present concepts into a plug-in battery charging system of an FEV powertrain should be understood as a non-limiting implementation of the disclosed features. It is self-evident that aspects and features of this disclosure can be applied to other powertrain architectures, implemented for a variety of different EVSE form factors, and incorporated into any logically relevant vehicle type. Furthermore, only selected components of the motor vehicle and the EVSE are shown and described in detail here.Nevertheless, the vehicles and battery charging systems described below may include numerous additional and alternative features and other available peripheral components to perform the various methods and functions of this disclosure.

[0027] Fig. Figure 1 is a simplified representation of the electrically powered vehicle 10 docked to and functionally coupled with an EVCS 20 of a vehicle charging system to charge an onboard rechargeable energy storage system (RESS), which is partially represented by a high-voltage direct current (DC) traction battery 14. The traction battery 14 can adopt many suitable configurations, including a range of lead-acid, lithium-ion, nickel-metal hydride, or other suitable electric vehicle batteries (EVBs). To establish a functional connection between the traction battery 14 and the EVCS 20 (also referred to here as the "vehicle charging station"), the vehicle 10 can incorporate an inductive charging component 22, for example, with an integrated induction coil located between the drive wheels 18 and attached to the underside of the vehicle body 12.This inductive charging component 22 functions as a wireless charging interface compatible with a wireless charging pad 24, which may contain, for example, an internal EMF coil or other hardware for wireless power transfer (WPT) of the vehicle charging station 20. In the example shown, the wireless charging pad 24 is mounted on the ground under the vehicle 10 and positioned according to a “target position” that can serve as the desired parking position for the purpose of efficient and effective wireless charging of the traction battery 14. Fig. For example, the vehicle 10 is parked such that the inductive charging component 22 is aligned with the wireless charging pad 24 in both the transverse and longitudinal directions (i.e., correctly oriented forwards and backwards) in order to complete an inductive charging process for the vehicle 10 while maximizing the percentage of energy wirelessly transferred between the two devices.

[0028] The vehicle charging station 20 can use any type of wired and wireless charging technology developed to date or in the future, including inductive charging, radio charging, capacitive charging, magnetodynamic charging, and resonant charging, to name just a few non-limiting examples. Regarding electromagnetic inductive charging technology, the representative wireless charging pad 24 from Fig. 1 is activated with an electric current to generate an alternating electromagnetic field near the inductive charging component 22. This magnetic field, in turn, induces an electric current in the inductive charging component 22 of the vehicle 10. The induced current can be filtered, amplified / decreased, and / or phase-shifted by in-vehicle electrical modulation circuits (e.g., inverter module (PIM), voltage converter, etc.) to charge the traction battery 14 or another energy source of the vehicle 10 (e.g., a 12 V lead-acid battery for starting, lighting, and ignition (SLI), an EV supercapacitor, etc.). Although not limited per se, aspects of this disclosure may be particularly suitable for use with plug-in type Level 3 DCFC-enabled EVSEs, which together provide the wireless charging capabilities in Fig. 1 shown can be omitted.

[0029] The traction battery 14 stores energy that can be used for propulsion by one or more electric drive motors 16 and, if desired, for operating other electric vehicle components and auxiliary loads. The traction battery 14 is communicatively connected (wired or wirelessly) to one or more vehicle control units, which are located in Fig. 1 are represented by the electronic control unit (ECU) 26, which regulates the operation of various vehicle systems and components. Contactors controlled by the ECU 26 can, for example, disconnect the traction battery 14 from other components when open and connect the traction battery 14 to other components when closed. The ECU 26 is also communicatively connected to the drive motor(s) 16 to control, for example, the bidirectional energy transfer between the traction battery 14 and each motor 16.For example, the traction battery 14 can supply a DC voltage, while a multiphase, hairpin-wound permanent magnet (PM) of the motor(s) 16 can be operated with a three-phase AC current; in such a case, the ECU 26 works in conjunction with a traction current inverter module (TPIM) 50 to convert the DC voltage into a three-phase AC current for use by the motor(s) 16. In a regenerative charging mode, where the motor(s) 16 act as motor-generator units (MGUs), the ECU 26 can convert the three-phase AC voltage generated by the motor(s) 16 into a DC voltage compatible with the traction battery 14. The ECU 26 in . Fig. ECU 1 also communicates with the charging component 22, for example to condition the energy supplied by the EVCS 20 to the traction battery 14, in order to ensure compatible voltage and current values. ECU 26 can also communicate with the charging station 20 to coordinate the speed and the delivery of power to the vehicle 10.

[0030] The vehicle charging station 20 of Fig. 1 also provides the option of wired charging via an electrical connector 32, which can be any of a range of commercially available plug types. For example, the electrical connector 32 can be a Society of Automotive Engineers (SAE) J1772 (Type 1) or J1772-2009 (Type 2) connector, a Combined Charging Standard (CCS) Type 1 or Type 2 connector, or an International Electrotechnical Commission (IEC) 62196-2 or 62196-3 connector. Furthermore, the connector 32 (also referred to here as the "charger connector") can provide single-phase and / or two-phase modes, operating at 120 to 480 volts (V) with AC current rates of 80 to 400 amperes (A) peak current for conductive charging of vehicles. Connector 32 is connected via a high-voltage cable 56 to a freestanding EVCS kiosk 58 and via the kiosk 58 to a public power grid (not visible).For DCFC applications, the connector 32 can be equipped with a number of connector pins, including functional high-voltage DC pins (DC+ / -), a proximity pin, a single-phase AC pin, a neutral pin, a protective earth pin, and a control pilot pin. A vehicle-specific CAN or vehicle interface control module (VICM) 60 (. Fig. ) is connected to the mains plug 32 via a cable and communicates with the EVCS 20 via this piggyback connection using the control pilot pen.

[0031] On the outside of the vehicle body 12 is a charging port 34, configured as an electrical input into which the electrical connector 32 can be plugged in or otherwise connected. For DCFC plug-in charging applications, the charging port 34 can be a CCS1-compatible quick-connect socket, designed, for example, for DC 150A and 850V. The charging port 34 can function as a wired charging interface, allowing the user to easily connect and disconnect the electric vehicle 10 from a readily available AC or DC power source, such as a public power grid via the charging station 20. The charging port 34 in 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 pivoting charging port flap (CPD) 36 on the vehicle body 12 can be selectively opened and closed to open or cover the charging port 34.

[0032] As part of the vehicle charging process, the vehicle 10 and the EVCS 20 can individually or jointly monitor the availability of the charging process, the power quality, and other related issues that may affect the vehicle charging. According to the example shown, the vehicle ECU 26 can communicate with and receive sensor signals from a monitoring system, which may include one or more in-vehicle sensor devices 28 of the vehicle 10 and / or one or more remote sensor devices 30 of the vehicle charging station 20. In practice, this monitoring system may include a single sensor, or it may include a distributed sensor architecture with an array of sensors located in similar or alternative locations as shown in the drawings.A CPD sensor 38 attached to the charging port 34 can detect the door status – open or closed – of the CPD 36 and be queried or read by the vehicle's ECU 26. As a further option, a locking button 40, which helps to physically attach and secure the electrical connector 32 to the charging port 34, can include an internal switch (e.g., an SAE S3 type switch) that acts as a sensing device to detect whether the electrical connector 32 is operationally connected to the charging port 34 or not.

[0033] The representative vehicle 10 of Fig. 1 can initially be equipped with a vehicle telecommunications and information unit 42 (“telematics”) that communicates wirelessly (e.g., via cell towers, base stations, mobile switching centers (MSCs), etc.) with a remote or “off-board” cloud computing system 44. The telematics unit 42, which functions as both an input device for the user and an output device for the vehicle, can be equipped with an electronic video screen and various input controls 46 (e.g., buttons, knobs, switches, trackpads, keyboards, touchscreens, etc.). The telematics unit can also function as a human-machine interface (HMI), for example, to enable a user to communicate with the telematics unit 42 and other systems and system components of the vehicle 10.Optional peripheral hardware may include a microphone that allows a vehicle occupant to input verbal or other acoustic commands; the vehicle 10 may be equipped with an embedded speech processing unit programmed with a software module for computational speech recognition. A vehicle audio system with one or more loudspeaker components can provide acoustic signals to the vehicle occupants and may be either a standalone device specifically designed for use with the telematics unit 42, or it may be part of a general audio system.

[0034] With further reference to Fig. The telematics unit 42 is an in-vehicle computing device that provides a mix of services both individually and through its communication with other networked devices. The telematics unit 42 can generally consist of one or more processors, each of which can be a discrete microprocessor, application-specific integrated circuit (ASIC), special control module, etc. The vehicle 10 can provide centralized vehicle control via the control unit 26, which is connected to one or more electronic storage devices 48, each of which can be in the form of a solid-state drive (SSD), a hard disk drive (HDD), an integrated circuit device, semiconductor memory (e.g., various types of RAM or ROM), etc., with a real-time clock (RTC).Long-range communication (LRC) with remote devices outside the vehicle can be provided via one, more, or all of the chipsets / components, a navigation and positioning component (e.g., GPS transceiver), or a wireless modem, all of which are shown together in Figure 52. Short-range communication (SRC) connectivity can be provided via a wireless short-range communication device (e.g., a Bluetooth® unit or NFC transmitter / receiver), a dedicated short-range communications (DSRC) component, and / or a dual antenna, all of which are shown together in Figure 54. The various communication devices described above can be configured to exchange data as part of a transmission in a vehicle-to-vehicle (V2V) communication system or a vehicle-to-everything (V2X) communication system, e.g., vehicle-to-infrastructure (V2I), vehicle-to-pedestrian (V2P), vehicle-to-device (V2D), etc.

[0035] During a vehicle charging process, an owner, operator, or passenger of the vehicle (collectively referred to as the "user") can park the vehicle 10 next to the EVCS kiosk 58, manually remove the charger coupler 32, and insert the charger coupler 32 into the charging port 34. Once inserted, the user can press and release the locking button 40 on the handle of the charger coupler 32 to raise and lower a detent element that protrudes forward from the plug head of the charger coupler 32. This engages the detent element with a complementary lock inside the charging port 34 to prevent accidental disconnection of the coupler 32 from the port 34. In at least some applications, the coupler's detent element may be in the form of a spring-loaded locking hook that is inserted into a complementary locking hole and engages with a matching locking latch.By measuring a voltage across the proximity pin of the coupler, the vehicle ECU 26 can determine the status of the S3 switch and, from this status, the presence of the charger coupler 32.

[0036] Repeated use of a manually operated device, particularly at municipal and commercial charging stations, can damage the EVCS 20 to the point that the charging device is no longer functional or safe. For example, the locking element on the connector head of the charger coupler 32 may be defective, broken, or detach completely, preventing the charger coupler 32 from securely locking to the charging port 34 during vehicle charging. Vehicle-side coupling locking systems with associated control logic are described below. These systems actively detect whether the locking element of a charger coupler is present and simultaneously control the vehicle's charging process. If the locking element is present, the coupling locking system can automate the locking of the charger coupler to the charging port and simultaneously initiate vehicle charging.If a faulty or missing locking mechanism is detected, the vehicle may temporarily suspend or completely terminate the charging process, inform the vehicle user of the faulty / missing lock, and instruct them to use a different charging station. If the user releases the temporary interruption of the charging process, the locking system may additionally secure the connector head while simultaneously allowing charging at a lower voltage / current.

[0037] Referring to the flowchart of Fig. 2 will be an improved procedure or control strategy for managing a charging process for a motor vehicle, such as the electrically powered vehicle 10 of 200. Fig. 1, generally described in accordance with aspects of the present revelation. Some or all of the Fig. The processes shown in Figure 2 and described in more detail below may be representative of an algorithm corresponding to non-transitory, processor-executable instructions that are stored, for example, in main, auxiliary, or remote memory (e.g., storage device(s) 48 of Fig. 1) are stored and are, for example, stored by a resident or remote control unit, a processing unit, a logic circuit, a control module, or another device or network of control units / modules / devices (e.g., ECU 26 and / or cloud computing service 44 of Fig. 1) to perform one or all of the functions described above and below that are associated with the disclosed concepts. It should be acknowledged that the order of execution of the presented operation blocks can be changed, additional operation blocks can be added, and some of the operation blocks described here can be modified, combined, or eliminated.

[0038] Procedure 200 begins at the start terminal block 201 of Fig. 2 with processor-executable instructions stored in memory for a programmable control unit or control module, or a similarly suitable processor, to invoke an initialization procedure for a vehicle charge management protocol. This routine can be executed in real time, near real time, continuously, systematically, sporadically, and / or at regular intervals, for example, every 10 or 100 milliseconds during the regular and routine operation of the vehicle 10. As another option, terminal block 201 can be initialized in response to a user command request (e.g., via the input controls 42), a request from a resident vehicle control unit (e.g., from ECU 26 or VICM 60), or a broadcast request signal received from a centralized back-office (BO) vehicle service system (e.g., host cloud computing service 44).In another example, procedure 200 can be initialized at terminal block 201 when ECU 26 receives a sensor signal from CPD sensor 38 indicating that the door status of the charging port flap 36 has changed from closed to open. After completion of some or all of the steps in... Fig. In the control processes shown in 2, the procedure 200 can continue to the end terminal 211 and be temporarily terminated, or it can optionally go back to terminal 201 in a loop and run in a continuous loop.

[0039] Continuing from terminal block 201 to the PLUG SENSE data input block 203, the procedure 200 detects the presence of a charger coupler 32 at the charging port 34 of the vehicle 10. As described above, for example, a plug head 31 of the charger coupler 32 may have a plug handle 33 with a manually operated locking button 40 at one upper end of the handle 33. After removing the charger coupler 32 from the EVCS 20, a vehicle user can press the locking button 40 to release the detent 35 projecting forward from the plug head 31; this allows the user to insert the positive and negative DC+ and DC- current pins 37 into the corresponding terminals in the charging port 34.After insertion, the user releases the locking button 40, thereby closing the internal S3 switch. This allows a signal to be sent via the proximity pin to the VICM 60, indicating that the charging coupler 32 has been fully inserted into the charging port 34. It should be understood that alternative sensing techniques can be used to detect the presence of the coupler 32 at the data input block 203, including optical or magnetic proximity sensing, to name just a few non-limiting examples.

[0040] Once it has been confirmed that the EVCS charger coupler 32 is plugged into the charging port 34 or otherwise properly connected to it, the procedure 200, in response, executes the predefined process block 205 CHARGE PAIRING to enable the transfer of electrical energy from the EVCS 20 to the vehicle 10. An interface controller area network (CAN) bus module 62 ( Fig. 1) of the EVCS 20 can be connected to the resident VICM 60 ( Fig. 2) of vehicle 10 communicate to coordinate the charging of the receiving vehicle 10. To facilitate optimized charging, the VICM 60 can transmit vehicle-specific data to the CAN interface module 62 of the EVCS, including the battery's state of charge (SoC), battery health (SoH), battery temperature, battery charging capacity, charging hardware limitations, etc. Simultaneously, the interface CAN module 62 of the EVCS 20 can transmit charging station-specific data to the resident VICM 60 of the receiving vehicle 10, such as station availability, available charging voltage and rate, charging limitations, communication protocols, prices, etc.

[0041] Before energy transfer is initiated, the vehicle 10 first determines whether the locking element 35 of the charger coupler 32 has properly locked the connector head 31 of the coupler with the socket 64 of the charging port 34. For this purpose, the predefined process block 205 can react to the detected presence of the charger coupler 32 by initiating charging controls to lock the cable connector with the charging input. For example, the COUPLER POSITIVE LOCK process block 207 of Fig. 2, how the VICM 60 sends one or more activation signals S1 to an actuator device 72 of a coupling locking system 70; the activation of the actuator device 72 moves a locking element 74 towards and into an engagement with the detent element 35 of the charger coupler (e.g. downwards in Fig. 2) At least for some applications, it may be desirable for the activation signal(s) S1 to command the actuator device 72 to move the locking element 74 beyond the known position of the detent element 35 (“overtravel”) in order to detect the presence or absence of the detent element 35.

[0042] Although a number of different combinations of actuators and locks can be used, the locking element 74 in Fig. 2 is represented as a reciprocating locking plate or a bidirectional rotatable locking cam, and the actuator device 72 is represented as a bidirectional electric stepper or servo motor. In this case, the electric motor can be actuated to selectively translate / rotate the locking element into several positions, between a deactivated position (in Fig. 2 (shown partially obscured), in which the locking element 74 is spaced away from the detent element 35 and is disengaged, and a drive-over position (see, for example, process block 213), in which the locking element 74 is located behind a predefined locking position, in which the locking element 74 engages the detent element 35 and thereby locks the charger coupler 32 to the charger connection 34. A position detection device 76, which can be designed as a linear or rotary transducer or as a linear or rotary encoder, is able to actively monitor the movement of the locking element 74 and output sensor data that indicate a real-time or near-real-time movement position of the locking element 74.

[0043] After initiating the charging controls to lock the charger coupler 32 with the charging port 34, the VICM 60 can query the position sensor device 76 to obtain position sensor data D. TPto retrieve data indicating the travel position of the locking element 74. In process block 207, for example, the VICM 60 can aggregate, process, and analyze the received sensor data to determine whether the real-time or near-real-time travel position of the locking element 74 is approximately equal to the predefined locking position at which the locking element 74 engages the latching element 35. If the travel position of the locking element is approximately equal to the locking position, the VICM 60 can confirm that: (1) the latching element 35 is present and functioning correctly; (2) the locking element 74 has secured the latching element 35 to the associated charging port lock; and (3) the charger coupler 32 is securely locked to the charging port 34.

[0044] After the transition from process block 207 to the CHARGE ENABLED display in process block 209, procedure 200 can provisionally enable charging of the vehicle 10 via the plug connection with the EVCS 20. Specifically, the VICM 60 can be programmed to automatically respond when the driving position of the locking element matches the locking position of the locking element by issuing one or more enable signals to the onboard charging module (OBCM) and the BDU 66 of the vehicle's battery charging system to allow charging of the traction battery 14 to full capacity (e.g., 400 A and 480 V). The charging enable signal(s) can cause the BDU 66 to close one or more corresponding electromechanical or solid-state relay switches, thereby electrically connecting the traction battery 14 to the charging port 34. At the same time, the VICM 60 can issue an electronic "charging release" notification, e.g.via the vehicle telematics unit 42, the vehicle's digital instrument cluster, the user's smartphone, and / or a dedicated mobile application to inform the vehicle user that charging has been enabled. To ensure that the locking element 35 is physically locked, the VICM 60 can also output one or more locking activation signals to the actuator device 72 to apply additional motor torque, causing the locking element 74 to press downwards against the locking element 35, thus securely locking the charger coupler 32 to the charging port 34. At this point, the procedure 200 of . Fig. 2. Proceed to terminal block 211 and stop temporarily, or wait until the charging process is complete before stopping.

[0045] There may be application scenarios in which the locking element 35 of the charger coupler is broken, so that the locking element 35 cannot lock the plug head 31 with the plug socket 64 and thus the locking element 74 of the charger coupler 32 cannot securely lock with the charging port 34. Similar to process block 207, this can occur in process block 213. Fig. 2. The VICM 60 can be used to send one or more activation signals S1 to the actuator device 72 to move the locking element 74 towards the detent element 35 and engage it. After initiating the charging controls to lock the charger coupler 32, the VICM 60 can receive position sensor data D. TPThe VICM 60 receives data from the position sensing device 76 indicating the travel position of the locking element 74. Using this feedback data, the VICM 60 can determine whether the real-time or near-real-time travel position of the locking element 73 is displaced from the locking position (i.e., whether the locking element 74 is "over" or "under" the locking element's position). If the travel position of the locking element does not substantially correspond to the locking position, the VICM 60 can confirm that: (1) the detent element 35 is faulty, broken, or missing (i.e., not functioning correctly); (2) the locking element 74 has not secured the detent element 35 to the associated charging port lock; and (3) the charger coupling 32 is not securely locked to the charging port 34.

[0046] To determine whether the travel position of the locking element is offset from the locking position of the bolt, the VICM 60 can assess whether the travel position is offset from the locking position by at least one predefined first offset (e.g., at least 3 mm, 10 degrees, and / or 5%), or whether it is offset from the locking position by at least one predefined second offset (e.g., at least 5 mm, 25 degrees, and / or 10%). In the first case, the position sensor data D TP indicate that an unfolded locking plate is only slightly offset from the locking position of the latch by about 1.5 mm; in this case, the VICM 60 can determine that the detent element 35, although loose, is present and functions sufficiently to lock the charger coupler 32 to the charger connector 34. In a second case, the position sensor data D TPindicate that an extended locking plate has exceeded the locking position by approximately 3.7 mm; in this case, the VICM 60 can determine that the detent element 35 is present but cracked and does not function sufficiently to lock the charger coupler 32 to the charger connector 34. In a third case, the position sensor data D TP indicate that an extended locking plate has overtraveled the locking position by approximately 5.4 mm; in this case, the VICM 60 can determine that the detent element 35 is missing and therefore is unable to lock the charger coupler 32 to the charger connector 34.

[0047] During the transition from process block 213 to process block 215 of the CHARGE DISABLED display, procedure 200 can temporarily disable charging of the vehicle 10 via the EVCS 20 connector. Specifically, the VICM 60 can be programmed to automatically respond to a driving position of the locking element that does not correspond to the locking element's locked position by issuing one or more blocking signals that cause the OBCM / BDU 66 to disable, at least temporarily, charging of the traction battery 14. As shown, the blocking signal(s) can cause the BDU 66 to open one or more electromechanical or semiconductor relay switches, thereby electrically disconnecting the traction battery 14 from the charging port 34. Simultaneously, the VICM 60 can issue an electronic notification of the charging deactivation, e.g.,via the vehicle telematics unit 42, the vehicle's digital instrument cluster, the user's smartphone, and / or a dedicated mobile application to inform the vehicle user that the charging process has been temporarily deactivated. At this point, the VICM 60 can also react if the driving position of the locking element deviates from the locking position by at least the first predefined offset by issuing an electronic message "broken lock," indicating that the charger coupler's locking element is broken. Conversely, if the driving position deviates from the locking position by at least the second predefined offset, the VICM 60 can automatically issue an electronic message "missing lock," indicating that the locking element is missing. After completion of process block 215, procedure 200 can be executed. Fig. 2 continue to connection block 211 and be temporarily terminated, or it may be possible to wait for feedback from the vehicle owner / operator.

[0048] With continued reference to Fig.2. A display process block 217 “CHARGING AUTHORIZEDLY CURRENTLY CURRENTLY CURRENTLY CURRENTLY CURRENTLY CURRENTLY CURRENTLY CURRENTLY” can execute stored instructions that cause the VICM 60 to issue an electronic “user prompt” message requesting the vehicle user to enter a selection that either approves or rejects the automatic shutdown of vehicle charging. Upon receiving a “reject” input from the user, where the vehicle user has rejected the automatic deactivation of vehicle charging, the VICM 60 can, in response, send an electronic release signal “limited capacity” to the OBCM / BDU 66 to allow charging of the traction battery 14 at a preset reduced charge rate (e.g., reduced from 400 A to 24 A or 90 A).Simultaneously, the VICM 66 can optionally respond to a user input rejecting the deactivation of vehicle charging by issuing an electronic "press" activation signal to the actuator device 72; this signal causes the actuator device 72 to intentionally override the locking element 74 beyond its locked position, so that the locking element 74 presses directly against the connector head 31 and forces the connector head 31 against the connector socket 64. Conversely, upon receiving a "user release" in which the vehicle user has authorized the automatic deactivation of vehicle charging, the VICM 60 can send a deactivation signal to the BDU 66 in response to disable the charging of the traction battery 14.

[0049] Aspects of this disclosure can be implemented in some embodiments by a computer-executable program of instructions, such as program modules, commonly referred to as software applications or application programs, and executed by any control device or the control variants described herein. Software can, in non-limiting examples, include routines, programs, objects, components, and data structures that perform specific tasks or implement specific types of data. The software can provide an interface that enables the computer to respond according to an input source. The software can also work in conjunction with other code segments to initiate a variety of tasks in response to received data in conjunction with the source of the received data. The software can be stored on a variety of storage media, such as CD-ROM, magnetic disk, and semiconductor memory (e.g.,different types of RAM or ROM) are stored.

[0050] 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, mainframes, and the like. Additionally, aspects of this disclosure can be applied in distributed computing environments where tasks are performed by stationary and remote processing devices connected via a communication network. In a distributed computing environment, program modules can reside in 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.

[0051] Each of the methods described herein may contain machine-readable instructions for execution by (a) a processor, (b) a controller, and / or (c) any other suitable processing device. Each algorithm, software, control logic, protocol, or method disclosed herein may be embodied as software stored on a tangible medium, such as flash memory, solid-state drive (SSD), hard disk drive (HDD), CD-ROM, digital versatile disk (DVD), or other storage devices. Alternatively, the entire algorithm, control logic, protocol, or method and / or portions thereof may be executed by a device other than a controller and / or be embodied in firmware or dedicated hardware in an available manner (e.g.,implemented by an application-specific integrated circuit (ASIC), a programmable logic device (PLD), a field-programmable logic device (FPLD), discrete logic, etc.). Although specific algorithms can be described with reference to the flowcharts and / or workflow diagrams presented here, many other methods can alternatively be used to implement the exemplary machine-readable instructions.

Claims

[1] Method (200) for controlling the charging of a vehicle (10) with a battery arrangement (14) which can be connected via a charging port (34) to a charger coupler (32) of a vehicle charging system (20), the method comprising: Receiving (201, 203), via a vehicle control unit (26), a connection signal indicating that the charger coupler (32) of the vehicle charging system (20) is inserted into the charging port (34) of the vehicle (10); Sending (205, 207), via the vehicle control unit (26), an activation signal (S1) in response to receiving the connection signal to an actuator device (72) of a coupling locking system (70) of the vehicle (10) to move a locking element (74) towards a detent element (35) of the charger coupler (32); Received (213), via the vehicle control unit (26), from a position detection device (76) after transmission of the activation signal (S1), of sensor data indicating a driving position of the locking element (74); Determine (213), via the vehicle control unit (26), using the sensor data, whether the movement position of the locking element (74) has been displaced from a predefined locking position in which the locking element (74) contacts the detent element (35); and Sending (215), via the vehicle control unit (26), in response to the determination that the driving position has been moved from the predefined locking position, a deactivation signal to a vehicle battery charging system of the vehicle (10) to deactivate charging of the battery assembly (14); Issuing (217) a user-requested notification via the vehicle control unit (26) in response to the determination that the driving position has been moved from the predefined locking position, prompting a user of the vehicle (10) to approve or reject the locking of the battery assembly (14) for charging; Receiving a user rejection input signal from the user who rejects the deactivation of charging the battery assembly (14) via the vehicle control unit (26); and Sending a release signal with limited capacity via the vehicle control unit (26) in response to receiving the user input signal to reject the user to the vehicle battery charging system to enable charging of the battery assembly (14) at a preset reduced charging rate. [2] Method (200) according to claim 1, wherein determining that the driving position is displaced from the predefined locking position includes determining that the driving position is displaced from the predefined locking position by at least one first predefined offset. [3] Method (200) according to claim 2, further comprising that, via the vehicle control unit (26) in response to the determination (213) that the driving position is displaced from the predefined locking position by at least the first predefined offset, a message about a broken lock is issued, indicating that the latching element (35) of the charger coupler (32) is broken. [4] Method (200) according to claim 1, wherein determining (213) that the driving position is displaced from the predefined locking position includes determining that the driving position is displaced from the predefined locking position by at least a second predefined offset. [5] Method (200) according to claim 4, further comprising that, via the vehicle control unit (26) in response to the determination (213) that the driving position is displaced from the predefined locking position by at least the second predefined offset, a message about a missing lock is issued, indicating that the latching element (35) of the charger coupler (32) is missing. [6] Method (200) according to claim 1, further comprising transmitting, via the vehicle control unit (26), in response to the reception of the input signal for user rejection to the actuator device (72), a pressure activation signal to move the locking element (74) beyond the locking position and press it against a plug head (31) of the charger coupler (32) to press the plug head (31) against a plug socket (64) of the charging port (34). [7] Method (200) according to claim 1, further comprising: Receiving, via the vehicle control unit (26), a user enable input signal from the user authorizing the deactivation of the charging of the battery assembly (14), wherein the sending of the deactivation signal to deactivate the charging of the battery assembly (14) further occurs in response to the receipt of the user enable input signal. [8] Method (200) according to claim 1, further comprising: Determine (213), via the vehicle control unit (26), using the sensor data, whether the movement position of the locking element (74) is approximately equal to the predefined locking position; and Sending a full capacity release signal via the vehicle control unit (26) in response to the determination that the driving position is approximately equal to the predefined locking position to the vehicle battery charging system to enable charging of the battery assembly (14). [9] Method (200) according to claim 8, further comprising transmitting a locking activation signal via the vehicle control unit (26), in response to the determination (213) that the driving position is approximately equal to the predefined locking position, to the actuator device (72) in order to press the locking element (74) against the detent element (35) to lock the charger coupler (32) with the charging port (34).

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