Method, system and voltage booster module for charging an electric vehicle battery

Abstract

The present disclosure describes methods, systems, and voltage booster modules for facilitating the charging of electric vehicle batteries. In one aspect, the voltage booster module (402) for charging a battery (308) of an electric vehicle (302) is disclosed. The voltage booster module comprises an inverter (310) of the electric vehicle (302), wherein the inverter (310) comprises a plurality of switching elements. The voltage booster module further comprises an electrical element module (320) comprising at least one electrical element.In a charging mode in which the battery (308) is being charged, the inverter (310) is electrically connected to the electrical element module (320) to form the voltage boosting module (402) for charging the battery (308) by increasing a value of an input voltage (V1) supplied by an electric vehicle charging station (EVSE) (304) to a desired value of a charging voltage (V2) for charging the battery (308).

Description

[0001] The following description describes in particular the invention and the manner in which it is to be implemented.

[0002] The present disclosure relates to electric vehicles. More precisely, the present disclosure relates to methods, systems, and a voltage booster module for simplifying the charging of electric vehicle batteries.

[0003] Electric vehicles are enjoying increasing popularity and will soon become the most common means of transport. Electric vehicles (EVs) are powered by electrical energy supplied by batteries installed within the vehicle. However, the batteries used in electric vehicles are subject to certain capacity limitations, which restricts the vehicle's range. This is one of the major problems hindering the development and widespread adoption of electric vehicles.

[0004] To address the aforementioned problems, electric vehicle manufacturers are increasing the battery capacity of the batteries installed in the vehicle, for example, by using a battery material with higher energy density or by increasing the number of battery units. For instance, the latest generation of electric vehicles uses high-voltage and more powerful batteries (e.g., 800 V battery systems / architectures). This helps to reduce the size of the components in an electric vehicle. However, this solution not only increases the cost of the overall vehicle battery system but also places higher demands on the existing electric vehicle supply equipment (EVSE) used at charging stations.

[0005] For example, most electric vehicle charging stations worldwide are currently designed for an output voltage of 400 volts and have a maximum output voltage of 500 volts. This voltage difference poses a problem for owners of electric vehicles with 800-volt batteries who want to charge their vehicles at such charging stations. To bridge this voltage gap, electric vehicles with 800-volt batteries are equipped with integrated voltage converters (also called "voltage boosters"). These voltage boosters allow the electric vehicle to use existing charging infrastructure (e.g., 500-volt charging infrastructure) to charge high-capacity electric vehicle batteries (e.g., 800-volt vehicle battery systems). While this solution is effective, it does have some drawbacks.For example, voltage boosters are additional components that typically take up a significant portion of the limited space inside electric vehicles and contribute to the overall cost of the vehicle.

[0006] To address the aforementioned problem, US Patent Publication No. US 2021 / 0044135A1 discloses a method for charging a vehicle battery using an inverter motor drive system as a voltage converter. In this patent, the inverter circuit, along with the motor windings, is controlled to generate voltages higher or lower than those supplied by the charging station. However, applying DC voltage to the stator can saturate the motor core. Furthermore, the motor's stray inductance is used to boost the voltage, ultimately resulting in a high-ripple current flow in the motor windings. Such high current ripple can lead to electromagnetic compatibility (EMC) issues and significant losses during battery charging. Moreover, these higher losses cause heating, which can compromise the insulation of the motor windings.Furthermore, any fault in the motor inverter during the charging process impairs the vehicle's drive system.

[0007] Therefore, there is a need for a robust mechanism for charging an electric vehicle battery that addresses or reduces the aforementioned shortcomings of the state of the art.

[0008] The information disclosed in this section of the background is provided only to enhance the understanding of the general background of the disclosure and should not be construed as an acknowledgment or any form of suggestion that this information represents the state of the art already known to a person skilled in the art.

[0009] According to one aspect of the present disclosure, methods, systems and voltage booster modules for charging a battery of an electric vehicle are disclosed.

[0010] In a non-limiting embodiment, the present disclosure describes a voltage booster module for charging an electric vehicle battery. The voltage booster module comprises an electric vehicle inverter, the inverter comprising a plurality of switching elements. The voltage booster module further comprises an electrical element module comprising at least one electrical element. In a charging mode in which the battery is being charged, the inverter is electrically connected to the electrical element module to form the voltage booster module, which is configured to charge the battery by increasing the value of an input voltage (V1) supplied by an electric vehicle charging station (EVSE) to a desired charging voltage (V2) for charging the battery.

[0011] In a non-restrictive embodiment, the voltage booster module further comprises a contactor configured to electrically connect the inverter to the electrical element module in the charging mode of the electric vehicle and to electrically connect the inverter to a drive motor in the driving mode of the electric vehicle.

[0012] In a further non-limiting embodiment, the present disclosure describes a system for charging an electric vehicle battery. The system comprises a voltage booster module, which includes an electric vehicle inverter, and an electrical element module, which includes at least one electrical element, wherein the inverter comprises a plurality of switching elements. The system further comprises a contactor configured to electrically connect the inverter either to the electrical element module or to a drive motor, and a controller that is communicatively connected to the voltage booster module and the contactor. In a charging mode in which the battery is being charged, the controller is configured to determine a value of an input voltage (V1) supplied by an EVSE of a charging station.If it is determined that the value of the input voltage (V1) is less than a desired value of a charging voltage (V2) for charging the battery, the controller is configured to control the contactor to electrically connect the inverter to the electrical element module and increase the value of the input voltage (V1) supplied by the EVSE to the desired value of the charging voltage (V2) for charging the battery.

[0013] In a non-restrictive embodiment, the controller is further configured such that, when it is determined that the value of the input voltage (V1) is equal to the desired value of the charging voltage (V2), it selectively closes a bypass switch (S1) that connects the EVSE to the battery to allow a direct supply of the input voltage (V1) from the EVSE to charge the battery.

[0014] In a non-restrictive embodiment, the controller is further configured to determine whether the electric vehicle is operating in charging mode or driving mode, and, when determining that the electric vehicle is operating in driving mode, to control the contactor to electrically connect the inverter to the drive motor and supply the drive motor with current to propel the electric vehicle.

[0015] In a further non-limiting embodiment, the present disclosure describes a method for charging an electric vehicle battery. The method comprises determining the value of an input voltage (V1) supplied by an EVSE of a charging station in a charging mode in which the battery is being charged, and, upon determining that the value of the input voltage (V1) is less than a desired value of a charging voltage (V2) for charging the battery, controlling a contactor to electrically connect an inverter of the electric vehicle to an electrical element module to form a voltage booster module for increasing the value of the input voltage (V1) supplied by the EVSE to the desired value of the charging voltage (V2) for charging the battery.

[0016] In a non-restrictive embodiment, the method further includes selectively closing a bypass switch (S1) that connects the EVSE to the battery when determining that the value of the input voltage (V1) is equal to the desired value of the charging voltage (V2) for charging the battery, in order to allow a direct supply of the input voltage (V1) from the EVSE for charging the battery.

[0017] In a non-restrictive embodiment, the method further includes determining whether the electric vehicle is operating in charging mode or driving mode, and, if it is determined that the electric vehicle is operating in driving mode, controlling the contactor to electrically connect the inverter to a drive motor in order to supply the drive motor with current to propel the electric vehicle.

[0018] In a non-restrictive embodiment, the magnitude of the charging voltage (V2) is greater than the magnitude of the input voltage (V1). In a non-restrictive embodiment, the inverter comprises a DC terminal and an AC terminal, wherein the DC terminal is configured to connect to the EVSE in charging mode, and the AC terminal is configured to connect to the electrical element module.

[0019] The foregoing and further features of the embodiments will become clearer from the following detailed description of the embodiments when read in conjunction with the accompanying drawings. In the drawings, the reference numerals refer to identical elements. Fig. Figure 1 shows an exemplary environment 100-1 in which the proposed techniques for charging electric vehicles according to some embodiments of the present disclosure can be implemented. Fig. 1B illustrates a high-level block diagram 100-2 of the environment 100-1 of Fig. 1A according to some embodiments of the present disclosure. Fig. Figure 2A illustrates a schematic representation 200-1 of an exemplary DC-DC converter or voltage booster 110 used in electrical appliances, according to some embodiments of the disclosure. Fig. Figure 2B shows a detailed circuit diagram 200-2 of the DC-DC converter or voltage booster 110, which is used in electrical appliances, according to some embodiments of the disclosure. Fig. Figure 3 illustrates a block diagram of the proposed system 300 for charging a battery 308 of an electric vehicle 302 according to some embodiments of the present disclosure. Fig. Figure 4 illustrates a high-level circuit diagram 400 of the proposed charging system according to some embodiments of the present disclosure. Fig. Figure 5 illustrates a high-level block diagram 500 to show the placement of various components in the vehicle 302 according to some embodiments of the present disclosure. Fig. Figure 6 illustrates a high-level flowchart 600 of a method for charging a battery 308 of an electric vehicle 102 according to some embodiments of the present disclosure.

[0020] Reference is now made in detail to the description of the present subject matter, one or more examples of which are illustrated in the figures. Each example serves to illustrate the subject matter and does not constitute a limitation. Various changes and modifications that are obvious to a person skilled in the art in the field of the invention are deemed to be within the spirit, scope, and meaning of the present disclosure.

[0021] The terms "vehicle" and "electric vehicle" are used synonymously throughout this disclosure. The terms "DC-DC converter," "voltage booster," and "DC-DC voltage booster" are used synonymously throughout this disclosure. The terms "battery" and "battery system" are used synonymously throughout this disclosure. The terms "input voltage" and "input charging voltage" are used synonymously throughout this disclosure. The terms "desired voltage" and "desired charging voltage" are used synonymously throughout this disclosure.

[0022] This disclosure describes techniques (methods and system / devices / modules) for charging an electric vehicle battery. As explained in the "Background" section, modern electric vehicles (EVs) are equipped with impressive 800 V battery architectures. However, charging these 800 V battery architectures presents a challenge. The existing electric vehicle charging infrastructure is primarily designed to charge vehicle batteries with voltages up to 500 V. This poses a compatibility problem when attempting to charge an 800 V vehicle battery with an EVSE from a charging station that provides a maximum voltage of 400 V.

[0023] To bridge this voltage gap and ensure that electric vehicles can be effectively charged using the existing 400V charging infrastructure, the electric vehicle industry has developed special components, such as voltage boosters, which act as intermediaries between the vehicle battery and the charging station (especially an EVSE), as shown in Fig. 1A shown.

[0024] It will be on Fig. Reference is made to Figure 1A, which shows an exemplary environment 100-1 in which the proposed techniques for charging the electric vehicles according to some embodiments of the present disclosure can be implemented. As in Fig. As shown in Figure 1A, an electric vehicle 102 is parked (i.e., not in motion) at an electric vehicle charging station. The charging station can consist of one or more EVSEs 104 for supplying power to the vehicle 102 via a power cable or charging cable 106, one end of which can be electrically connected to the EVSE 104, and the other end of which can include a charging plug that can be inserted into a charging socket or power connector of the electric vehicle 102 to supply power to the electric vehicle. The charging socket can be covered by means of a flap. In some embodiments of the present disclosure, the terms “EVSE” and “charging station” are used synonymously.

[0025] The vehicle 102 can include a battery 108, which serves as an energy storage device for the vehicle 102. In one embodiment, the vehicle 102 can include a plurality of batteries or a battery pack with one or more batteries. The battery 108 is typically responsible for storing direct current (DC), which is used to power various functions / components in the vehicle 102. Specifically, the DC is converted into mechanical energy by a drive motor of the vehicle 102, which serves as the primary drive source for the vehicle 102. The vehicle 102 can additionally include a voltage booster 110 to increase a lower input voltage (e.g., 400 V) provided by the EVSE 104 to a desired higher value that is compatible with the high-voltage battery (e.g., 800 V) of the vehicle 102.

[0026] It will now be on Fig. 1B referred to a high-level block diagram 100-2 of the environment 100-1 of Fig. 1A shows. As in Fig. As shown in Figure 1B, the battery 108 of the vehicle 102 is charged with the current from the EVSE 104. The voltage booster 110 can be configured to increase the value of the lower input voltage V1 of the output of the EVSE 104 to a desired higher value of a charging voltage V2 for charging the battery with the higher voltage. In other words, the value or magnitude of the desired charging voltage V2 is higher than the value or magnitude of the input voltage V1. The vehicle 102 can include at least one controller (in Figure 1B). Fig. 1B not shown), which can control the charging process of vehicle 102.

[0027] In particular, the controller can monitor the value of the input voltage V1 (i.e., the voltage output by the EVSE 104) and if the value of the input voltage V1 is less than the value of the charging voltage V2 (i.e., the voltage required for efficient charging of the battery 108), the controller can activate a bypass switch S1 (connected via the voltage booster 110, as shown in Fig. (shown in 1B) to allow power or current to flow through the voltage booster 110.

[0028] If, on the other hand, the controller determines that the value of the input voltage V1 is essentially equal to the desired value of the charging voltage V2 required to charge battery 108, the controller can close the bypass switch S1 to allow the current to flow through the low-resistance path (i.e., through switch S1 and not through voltage booster 110).

[0029] However, existing voltage boosters 110 also present certain challenges. One of these challenges is that voltage boosters 110 typically take up a lot of space in the electric vehicle 102 and add considerable weight. For example, a DC-DC voltage booster 110 with a rated power of 100 kW typically occupies about 16 liters of space and increases the overall weight of the electric vehicle 102 by about 15 kilograms. This poses design problems due to the limited space available in electric vehicles 102. Furthermore, the charging power of the DC-DC voltage booster 110 is limited by the power of the DC-DC voltage booster 110 itself, which can even lead to underutilization of the fast-charging capability of 800 V batteries 108.To maximize charging efficiency, a voltage booster with a higher power rating is required, which would be heavy and would typically take up more space compared to a voltage booster with a lower power rating. The present disclosure overcomes at least the challenges discussed above and provides effective and efficient techniques for charging electric vehicle batteries using at least some existing electric vehicle components to increase the input voltage for charging the battery.

[0030] It will be on Fig. Reference is made to Figure 2A, which shows a schematic representation 200-1 of an exemplary DC-DC converter or voltage booster 110 used in electrical appliances (e.g., in electric vehicles 102) to increase the value of an input voltage V1 according to some embodiments of the present disclosure. As in Fig. As shown in Figure 2A, the voltage booster 110 comprises a switching element module 210, an electrical element module 220, and a pulse width modulation (PWM) controller (not shown). The switching element module 210 and the electrical element module 220 can be electrically connected to each other, as shown in Figure 2A. Fig. 2B shown.

[0031] Fig. Figure 2B shows a detailed circuit diagram 200-2 of the existing DC-DC converter or voltage booster 110 used in electric vehicles 102, according to some embodiments of the present disclosure. As in Fig. As shown in Figure 2B, the switching element module 210 and the electrical element module 220 can be electrically connected to form a voltage boosting circuit for increasing the lower input voltage V1 to a desired charging voltage V2 (where V2 > V1) for charging the higher-voltage battery 108 of the vehicle 102. More precisely, the electrical element module 220 can comprise at least one electrical element or electronic component, and the switching element module 210 can comprise a plurality of switching elements electrically connected to the at least one electrical element of the electrical element module 220 to form the voltage boosting circuit for increasing the value of the input voltage V1 supplied by the EVSE 104 to the desired charging voltage V2 for charging the vehicle battery 108.

[0032] During operation of the voltage booster 110, the at least one electrical element of the electrical element module 220 and the plurality of switching elements of the switching element module 210 are operated in such a way that the transfer / flow of energy from an input to an output of the voltage booster 110 is efficiently controlled. As in Fig. As shown in Figure 2B, the at least one electrical element can comprise one or more diodes (D1, D2, D3, D4, D5, D6), one or more capacitors (C1, C2, C3, C4, C5), and one or more inductors (L1, L2, L3). The one or more capacitors (C1, C2, C3, C4, C5) can store electrical energy in the form of charge and help to smooth out voltage and current fluctuations to ensure a more stable output voltage. The one or more inductors (L1, L2, L3) can store energy in the form of a magnetic field when current flows through them and release the stored energy based on the operation of the multiple switching elements to increase the output voltage. This energy storage and release cycle of the inductors enables an increase in the input voltage.The one or more diodes (D1, D2, D3, D4, D5, D6) can be used in conjunction with the one or more inductors and / or capacitors to provide a path for the safe discharge of the stored energy and thus keep the output voltage at a higher level than the input voltage.

[0033] The multiple switching elements (SW1, SW2, SW3, SW4, SW5, SW6) can include transistors or metal-oxide-silicon field-effect transistors (MOSFETs), which can be operated with the PWM controller to control the operation of the voltage booster 110. The exemplary voltage booster 110 (as shown in Fig. (2B shown) is a three-phase voltage booster consisting of three phases. Each phase can include one or more electrical elements and one or more switching elements. For example, the switching elements SW1, SW2 and the electrical elements L1, C1, D1 and D2 can be as shown in Fig. 2B shown, they can be arranged to form the first strand. Likewise, the switching elements SW3, SW4 and the electrical elements L2, C2, D3 and D4 can be arranged as shown in Fig. 2B shown, arranged to form the second strand; and the switching elements SW5, SW6 and the electrical elements L3, C3, D5 and D6 can be arranged as shown in Fig. The components are arranged as shown in Figure 2B to form the third strand of the voltage booster 110. In one example, each strand can be phase-shifted by 120 degrees relative to the remaining two strands. During operation, the multiple switching elements are controlled (by applying a PWM pulse with a suitable duty cycle) to allow a flow of electrical energy from the input to the output by switching between an "on" state and an "off" state. When a switching element is in the "on" state, energy flows from the input source into the energy storage elements (e.g., inductor), and when the switching element is in the "off" state, the stored energy is released and transferred to the output, resulting in a higher output voltage.

[0034] For example, in the first section, switch SW1 can initially be closed and SW2 open, creating a resonant circuit that allows the input current to flow through SW1, L1, C1, and D1. This circuit allows inductor L1 to store energy. When switch SW2 is closed and SW1 is open, a new circuit is formed consisting of L1, SW2, C5, D2, C1, and L1, and the stored energy of the inductor is released to the output via capacitor C5, effectively increasing the input voltage. The circuits of the remaining strands (second and third strands) operate similarly. The switching frequencies and duty cycles of the switching elements SW1-SW6 can be adjusted to regulate or efficiently control the output voltage level. In one example, only one strand can release stored energy at a time.In another example, two strands can release their stored energy simultaneously, while the third strand stores the energy. It should be noted that detailed circuit diagrams and / or operating principles of the voltage booster 110 are not described in detail in this disclosure, since such circuit diagrams and / or operating principles are known to a person skilled in the art and adding such details would render the description incomprehensible.

[0035] As explained above, a conventional voltage booster 110 typically comprises the electrical element module 220, which includes the electrical elements, the switching element module 210, which includes the switching elements, and the PWM controller. These modules and their associated components generally increase the size and weight of the voltage booster 110. Therefore, it is problematic to use such voltage boosters in electric vehicles 102, where manufacturers focus on minimizing weight and maximizing the efficiency of the electric vehicles 102. To solve this problem, the present disclosure proposes to utilize the functionality of existing vehicle components, in particular the switching elements and PWM controllers already present in the inverter modules of the electric vehicle powertrain 102.

[0036] The electric vehicles 102 typically include one or more inverters in the powertrain or motor drive system. The inverters are responsible for converting the direct current (DC) from the battery 108 into alternating current (AC), which can be used to drive the electric motor of the electric vehicles 102. The powertrain inverters typically include at least PWM controllers and switching elements such as MOSFETs for switching and controlling the power supply within the electric vehicle 102. The present invention proposes using the inverter to implement the functionalities of the switching element module 210 and the PWM controller of the voltage booster 110, thereby optimizing resource utilization (i.e., reducing the weight and volume of the voltage booster), as explained in the following paragraphs.

[0037] It will be on Fig. Reference is made to Figure 3, which shows a block diagram of the proposed system 300 for charging a battery 308 of an electric vehicle 302 according to some embodiments of the present disclosure. As in Fig. As shown in Figure 3, the system 300 can include the electric vehicle 302, which is configured for electrical connection to an EVSE 304, e.g., via a charging cable. The electric vehicle 302 can include a controller 306, a battery 308, at least one inverter 310, a voltage booster module (in Fig. (not explicitly shown in Figure 3), comprising a drive motor 314 and a contactor 316. The controller 306 may comprise any electronic device or electronic unit responsible for controlling various functions or systems in the vehicle 302. In the present disclosure, the controller 306 may include an electronic control unit (ECU) responsible for controlling certain functions in the vehicle 302. The battery 308 may be identical to the battery 108.

[0038] The inverter 310 can be a crucial component of a powertrain and is generally responsible for converting direct current (DC) from the battery 308 into alternating current (AC), which can be used to drive the traction motor 314 of the electric vehicle 102. Specifically, the inverter 310 is configured to control the speed and torque of the traction motor 314 by adjusting the frequency and voltage of the supplied AC. The inverter 310 can have a DC (direct current) and an AC (alternating current) connection. During operation, the DC connection of the inverter is connected to the battery 308, and the AC connection is configured for connection to the traction motor 314. The inverter 310 typically consists of various switching elements, such as MOSFETs and PWM controllers, for switching and controlling the electrical supply in the vehicle 102.

[0039] The proposed voltage booster module (see Fig. 4) can include the inverter 310 (the inverter can include, but is not limited to, a switching element module 318 and a PWM controller) and an electrical element module 320. The electrical element module 320 can be combined with the electrical element module 220 from the Fig. 2A-2B are identical. The electrical element module 320 and the inverter 310 can be electrically connected to form the voltage booster module during battery 308 charging. This module increases the value of an input voltage V1 supplied by the EVSE 304 to a desired charging voltage V2 for efficient battery 308 charging. In other words, when electrically connected to the at least one electrical element (e.g., during battery 308 charging), the inverter 310 is configured to control the energy flow through the at least one electrical element to increase the value of the input voltage V1 supplied by the EVSE 304 to the desired charging voltage V2 for efficient battery 308 charging.

[0040] System 300 (and in particular the electrical element module 320) can additionally include a bypass switch, section 1, configured for the direct connection of the EVSE 304 to the battery 308 (e.g., when the value of the input voltage V1 from the EVSE 304 is equal to the desired value of the charging voltage V2 required for efficient charging of the battery 308). The traction motor 314 serves as the primary drive element, responsible for converting electrical energy from the battery 308 into mechanical energy to drive the wheels of the vehicle 302. Therefore, the main function of the traction motor 314 is to provide the torque and rotational force required to drive the vehicle 302. The traction motor 314 transmits the power to the wheels, causing the vehicle 302 to accelerate.

[0041] The contactor 316 is an electrical device for controlling the current flow in the vehicle 302. In one embodiment, the contactor 316 can be configured to electrically connect the inverter 310 to the electrical element module 320 (e.g., when charging the vehicle 302) to supply power for efficient charging of the battery 308. In other words, when charging the vehicle 302, the contactor 316 is configured to connect the 3-phase terminals U, V, W of the inverter 310 to the corresponding terminals U1, V1, and W1 of the electrical element module 320. In another embodiment, the contactor 316 can be configured to electrically connect the inverter 310 to the drive motor 314 (e.g., while the vehicle 302 is in motion) to supply power to the drive motor 314.In other words, while the vehicle 302 is in motion, the contactor 316 is configured to connect the 3-phase terminals U, V, W of the inverter 310 to the corresponding terminals U2, V2 and W2 of the traction motor 314. The controller 306 can be configured to control the operations of the contactor 316 in deciding whether to connect the electrical element module 320 or the traction motor 314 to the inverter 310.

[0042] It will be on Fig. 4 Reference is made to a high-level circuit diagram 400 of the proposed charging system (or charging system for electric vehicles) according to some embodiments of the present disclosure. As can be seen from Fig. As can be seen in section 4, the proposed charging system includes a voltage booster module 402 (which is the same as the one used in conjunction with Fig. 3 (which may be the voltage boost module discussed above), comprising the inverter 310 and the electrical element module 320.

[0043] The contactor 316 is configured to electrically connect the inverter 310 either to the electrical element module 320 or to the drive motor 314. Specifically, when charging the electric vehicle 302, the contactor 316 is configured to electrically connect the inverter 310 to the electrical element module 320 to supply power for efficient charging of the battery 308, and to disconnect the inverter 310 from the drive motor 314. Such a connection of the inverter 310 to the electrical element module 320 results in the voltage booster module being configured to increase the value of an input voltage V1 supplied by the EVSE 304 to a desired charging voltage V2 (V2 > V1) for charging the vehicle battery 308.

[0044] Similarly, during the operation of the electric vehicle 302, the contactor 316 is configured such that the inverter 310 is connected to the drive motor 314 to supply power to the drive motor 314 for driving the vehicle, and that the inverter 310 is disconnected from the electrical element module 320. In other words, the contactor 316 is configured such that the inverter 310 is electrically connected either to the electrical element module 320 or to the drive motor 314, depending on whether the vehicle 302 is operating in charging mode or in driving mode.

[0045] In a non-restrictive embodiment, the controller 306 can be equipped with one or more elements made of Fig. 3 to control various functions of the vehicle 302 (e.g., during charging of the vehicle 302 and / or during driving 302). For example, the controller 306 can be communicatively connected to the inverter 310, the contactor 316, and the electrical element module 320 (in particular the bypass switch S1). In the Fig. Figures 3 to 4 show the bypass switch S1 as part of the electrical element module 320. However, the present disclosure is not limited to this, and in some embodiments the bypass switch S1 may be arranged outside the electrical element module 320. In a non-limiting embodiment, the bypass switch S1 may be connected via the electrical element module 320.

[0046] It will be on Fig. Reference is made to Figure 5, which shows a high-level block diagram 500 illustrating the placement of various components in the vehicle 302 according to some embodiments of the present disclosure. As in Fig. As shown in Figure 5, the inverter 310, which includes the switching element module 318 and the PWM controller, can be placed at the rear end of the vehicle 302, and the electrical element module 320 can be placed next to the inverter 310. The contactor 316 can be placed between the electrical element module 320 and the inverter 310. In one embodiment, the contactor 316 can be placed inside the inverter 310, for example, between the connections of the traction motor 314 and the inverter 310.

[0047] The electrical element module 320, the inverter 310 (and optionally the contactor 316) can together form the voltage booster module 402. In particular, a circuit formed by connecting the electrical element module 320 and the inverter 310 (e.g., during vehicle charging) can be referred to as a "voltage booster circuit," which helps to increase the value of the input voltage V1 (supplied by the EVSE 304) to a desired higher charging voltage V2 for charging the vehicle battery 308. It should be noted that in Fig. For the sake of simplicity, only one inverter 310 is shown in Figure 5. However, the present disclosure is not limited to this, and in general, several inventors with different power ratings can be placed at different locations in the vehicle 302, and each inverter of the several inventors can be used to implement the techniques that conform to the present disclosure.

[0048] It will be on Fig. Reference is made to Figure 6, which shows a flowchart of a high-level method 600 for charging the battery 308 of the electric vehicle 102 according to some embodiments of the present disclosure. The various operations of the method 600 can be controlled from the controller 306. Fig. 3 in conjunction with other components from Fig. 3 will be carried out.

[0049] Procedure 600 can begin at block 602. In block 604, procedure 600 can include detecting an operating mode of the vehicle 302. The operating mode can be a driving mode or a charging mode, and the detection can include detecting whether the vehicle 302 is operating in driving mode or charging mode. The vehicle 302 remains stationary / immobile in charging mode.

[0050] In block 606, if it is determined that the vehicle 302 is operating in driving mode, the procedure 600 can include controlling the contactor 316 so that the contactor 316 electrically connects the inverter 310 to the drive motor 314 for supplying power to the drive motor 314 for propelling the electric vehicle 302. During driving operation, the contactor 316 connects the inverter 310 to the electrical element module 320.

[0051] In block 608, if it is determined that the vehicle 302 is operating in charging mode, procedure 600 can include detecting whether an input voltage is being supplied to the vehicle 302 (e.g., from the EVSE 304) for charging the battery 308. For example, the controller 306 can use one or more sensors / units to detect whether the input voltage is being supplied to the vehicle 302. The controller 306 can then determine a value of the input voltage V1 and compare this value with a desired value of the charging voltage V2 connected to the battery 308. The desired charging voltage value can be defined as the maximum voltage supported by the battery 308. For example, if the electric vehicle 302 supports an 800 V battery architecture, then the desired value of the charging voltage V2 is 800 V.Similarly, if the EVSE 304 is configured to provide a maximum voltage of 400 V, then the value of the input voltage V1 is 400 V.

[0052] If the comparison shows that the input voltage V1 is essentially equal to the desired charging voltage V2, procedure 600 can proceed to block 610. In block 610, procedure 600 may include selectively closing the bypass switch S1 to allow current to flow through the low-resistance path (i.e., through switch S1 and not through the voltage booster module 402). In such a configuration, battery 308 is charged directly with the current from EVSE 304. In the standard state, bypass switch S1 remains open.

[0053] If the comparison shows that the input voltage V1 is lower than the desired charging voltage V2, procedure 600 can proceed to block 612. In block 612, procedure 600 can include keeping the bypass switch S1 open and controlling the contactor 316 to electrically connect the inverter 310 to the electrical element module 320 for powering the battery 308. In this configuration, the inverter 310 is disconnected from the drive motor 314. This circuit, formed by connecting the inverter 310 to the electrical element module 320, provides the voltage boosting circuit to increase the input voltage V1 supplied by the EVSE 304 to the desired charging voltage V2 for charging the vehicle battery 308.

[0054] In block 614, procedure 600 can include detecting whether the charging of battery 308 is complete. If it is determined that the charging process is complete, the procedure continues with block 616; otherwise, the procedure proceeds to block 608. In this way, the controller 306 controls the charging process of the electric vehicle 302.

[0055] In a non-restrictive embodiment, the battery 308 can be electrically connected to the inverter 310 and configured to supply power to drive the traction motor 314 of the electric vehicle 302. In particular, the inverter 310 can include a DC terminal and an AC terminal. During charging of the vehicle 302, the DC terminal is configured for connection to the EVSE 304 and the AC terminal is configured for connection to the electrical element module 320. During driving mode of the vehicle 302, the DC terminal is connected to the battery 308 and the AC terminal is configured for connection to the traction motor 314.

[0056] The present disclosure offers several technical advantages and concrete technical implications. It enables the increase of the input voltage for charging an electric vehicle battery using the vehicle's existing switching elements. This eliminates the need for additional components and modules in the voltage booster. This leads to a reduction in the overall weight and volume of the voltage booster. Furthermore, the use of existing components not only reduces weight and volume but also optimizes resource utilization, e.g., by minimizing component redundancy, and potentially achieves cost savings and improved overall efficiency. Moreover, the techniques of this disclosure enable a reduction in the electric vehicle's charging time, as the inverter can operate a voltage booster with a higher nominal voltage (e.g., 10V).can implement 200 kW) as a conventional voltage booster (e.g. 100 kW), resulting in faster charging.

[0057] In creating the figures and describing this disclosure, it was assumed that the vehicle was a four-wheeled vehicle. However, the techniques of this disclosure are equally applicable to any type of vehicle (e.g., a two-wheeler or a multi-wheeled vehicle) that requires voltage boosters and includes switching elements.

[0058] Method 600 serves only as an example, and embodiments are intended to include or otherwise cover all methods or procedures for charging batteries. The various blocks of Method 600 of Fig. For the sake of simplicity, the six were generally arranged sequentially. However, it should be understood that this arrangement is merely exemplary, and it should be recognized that the methods used with Procedure 600 (and the blocks of Fig. 6) The associated processing can be carried out in a different order (for example, if at least part of the processing associated with the blocks is executed in parallel and / or event-driven). Additionally, individual blocks can be removed from the methods without altering the scope of protection and the nature of the subject matter described herein. Furthermore, the methods can be implemented in any suitable hardware, software, firmware, or combination thereof.

[0059] It should be noted here that the subject matter of some or all embodiments referred to in the Fig.The details described in sections 1 to 6 may be relevant to the process and are not repeated here for the sake of brevity. In a non-limiting embodiment of the present disclosure, one or more non-volatile, computer-readable media may be used to implement the embodiments corresponding to the present disclosure. A computer-readable medium is understood to be any type of physical storage on which information or data readable by a processor can be stored. Certain non-limiting embodiments may include a computer program or product for performing the operations presented herein.

[0060] In the sense used here, the phrase "at least one" or "one or more" elements of a list refers to any combination of those elements, including individual members. For example, "at least one of: a, b or c" is meant to include: a, b, c, a to b, a to c, b to c and a to b to c. The terms "one", "an", and "the" mean "one or more" unless explicitly stated otherwise.

[0061] Finally, the language used in the description was chosen primarily for readability and teaching purposes, and not necessarily to define or limit the scope of the invention. It is therefore intended that the scope of protection of the disclosure is not limited by this detailed description, but rather by any claims arising from an application based thereon. Accordingly, the embodiments of the present disclosure are intended to illustrate, but not limit, the scope of protection of the disclosure as set forth in the accompanying claims. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 2021 / 0044135A1

[0006]

Claims

[1] Voltage boost module (402) for charging a battery (308) of an electric vehicle (302), comprising: an inverter (310) of the electric vehicle (302), wherein the inverter (310) comprises a plurality of switching elements; and an electrical element module (320) comprising at least one electrical element, wherein in a charging mode in which the battery (308) is charged, the inverter (310) is electrically connected to the electrical element module (320) to form the voltage boost module (402) configured to charge the battery (308) by increasing a value of an input voltage (V1) supplied by an electric vehicle charging station (EVSE) (304) of a charging station to a desired value of a charging voltage (V2) for charging the battery (308). [2] The boost module (402) of claim 1, wherein the inverter (310) comprises a direct current (DC) connection end and an alternating current (AC) connection end, and wherein the DC connection end is configured to connect to the EVSE (304) in charging mode, and the AC connection end is configured to connect to the electrical element module (320). [3] The voltage boost module (402) of claim 1, wherein the magnitude of the charging voltage (V2) is greater than the magnitude of the input voltage (V1). [4] The voltage boost module (402) of claim 1, further comprising a contactor (316) configured to: electrically connect the inverter (310) to the electrical element module (320) during the charging mode of the electric vehicle (302); and to electrically connect the inverter (310) to a traction motor (314) during a driving mode of the electric vehicle (302). [5] A system (300) for charging a battery (308) of an electric vehicle (302), comprising: a voltage boost module (402) comprising an inverter (310) of the electric vehicle (302) and an electrical element module (320) comprising at least one electrical element, wherein the inverter (310) comprises a plurality of switching elements; a contactor (316) configured to electrically connect the inverter (310) to either the electrical element module (320) or a traction motor (314); and a controller (306) communicatively connected to the boost module (402) and the contactor (316), wherein the controller (306) is configured, in a charging mode in which the battery (308) is charged: to determine a value of an input voltage (V1) supplied by an electric vehicle charging station (EVSE) (304); and upon determining that the value of the input voltage (V1) is less than a desired value of a charging voltage (V2) for charging the battery (308), controlling the contactor (316) to electrically connect the inverter (310) to the electrical element module (320) to increase the value of the input voltage (V1) supplied by the EVSE (304) to the desired value of the charging voltage (V2) for charging the battery (308). [6] The system (300) of claim 5, wherein the controller (306) is further configured to: upon determining that the value of the input voltage (V1) is equal to the desired value of the charging voltage (V2), selectively closing a bypass switch (S1) connecting the EVSE (304) to the battery (308) to enable a direct supply of the input voltage (V1) from the EVSE (304) to charge the battery (308). [7] The system (300) of claim 5, wherein the controller (306) is further configured to: to determine whether the electric vehicle (302) is operating in charging mode or driving mode; and upon determining that the electric vehicle (302) is operating in drive mode, controlling the contactor (316) to electrically connect the inverter (310) to the drive motor (314) and to supply the drive motor (314) with power to drive the electric vehicle (302). [8] The system (300) of claim 5, wherein the inverter (310) comprises a direct current (DC) connection end and an alternating current (AC) connection end, and wherein the DC connection end is configured to connect to the EVSE (304) in charging mode, and the AC connection end is configured to connect to the electrical element module (320). [9] A method (600) for charging a battery (308) of an electric vehicle (302), the method comprising: Determining (608) a value of an input voltage (V1) supplied by an Electric Vehicle Supply Equipment (EVSE) (304) of a charging station in a charging mode in which the battery (308) is charged; and upon determining that the value of the input voltage (V1) is less than a desired value of a charging voltage (V2) for charging the battery (308), controlling (612) a contactor (316) for electrically connecting an inverter (310) of the electric vehicle (302) to an electrical element module (320) to form a voltage boost module (402) for increasing the value of the input voltage (V1) supplied by the EVSE (304) to the desired value of the charging voltage (V2) for charging the battery (308). [10] The method (600) of claim 9, further comprising: upon determining that the value of the input voltage (V1) is equal to the desired value of the charging voltage (V2) for charging the battery (308), selectively closing (610) a bypass switch (S1) connecting the EVSE (304) to the battery (308) to enable a direct supply of the input voltage (V1) from the EVSE (304) for charging the battery (308). [11] The method (600) of claim 9, further comprising: Determining (604) whether the electric vehicle (302) is operating in charging mode or in a driving mode; and and upon determining that the electric vehicle (302) is operating in drive mode, controlling (606) the contactor (316) to electrically connect the inverter (310) to a drive motor (314) and to supply the traction motor (314) with power to drive the electric vehicle (302).

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