Multi-outlet charger for a battery-powered electric vehicle and with switching power supply
The integration of internal SMPS within power modules in BEV charging stations addresses the complexity and cost issues of multiple cable systems by sharing a low-voltage rail, optimizing hardware and reducing redundant connections.
Patent Information
- Application Number
- DE102024120939
- Authority / Receiving Office
- DE · DE
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2023-07-26
- Filing Date
- 2024-07-23
- Publication Date
- 2025-01-30
AI Technical Summary
Existing BEV charging stations with multiple charging cables require extensive hardware, including dedicated SMPS for each operational component, leading to increased complexity and cost, especially in demanding environments.
A BEV charging station design that integrates internal SMPS within power modules, sharing a low-voltage rail for multiple operational components, reducing the need for individual SMPS connections and optimizing component arrangement.
Simplifies hardware configuration, reduces costs, and enhances efficiency by minimizing redundant SMPS connections while maintaining compatibility with various operational hardware.
Smart Images
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Abstract
Description
TECHNICAL FIELD
[0001] This application relates to battery electric vehicles (BEVs) and, in particular, to charging stations used for charging BEVs. BACKGROUND
[0002] Battery electric vehicles (BEVs) are increasingly being used by consumers for their transportation needs. BEVs contain one or more electric motors, a vehicle battery, and power electronics that regulate the supply of electrical power from the vehicle battery to the electric motor(s). As the number of BEVs increases, so does the number of BEV charging stations available to charge the BEVs' vehicle batteries. BEV charging stations may contain multiple charging cables / plugs, each available to charge a BEV. However, BEV charging stations with more than one charging cable may also require more hardware to implement such a system.For example, the BEV charging station may include a graphic user interface (GUI) to control each charging cable, a cooling system to ensure the BEV charging station operates at an optimal temperature, and other systems. It would be helpful to arrange the electrical components within the BEV charging station in such a way that the BEVs connected to the station are charged efficiently and the number of electrical components is minimized. SUMMARY
[0003] In one implementation, a charging station for a battery electric vehicle (BEV) includes at least one power module having a plurality of switches that rectify alternating current (AC) electrical power received from a power grid and direct current (DC) electrical power supplied to a BEV; at least one switched-mode power supply (SMPS) inside the power module; and operating equipment electrically connected to the SMPS in the power control module. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a block diagram showing an implementation of an electrical system including a BEV charger; and Fig. Figure 2 is a block diagram showing an implementation of a BEV charger. DETAILED DESCRIPTION
[0004] A BEV charging station may include multiple power modules, each electrically connectable to a BEV to provide an electrical charge. The power modules may include a plurality of electrical components that rectify AC electrical power received from the power grid into DC electrical power supplied to the BEV. Additionally, the power modules may each include a switched-mode power supply (SMPS). The multiple power modules may be electrically connected in parallel to the power grid through an EMI (electromagnetic interference) filter. The BEV charging station may include other operational hardware used to implement the station. For example, the operational hardware may include a GUI used by a vehicle operator to control the charging process of the BEV.Or, in another example, the operational hardware may include a cooling system, such as a fan, that cools the multiple power modules included in the BEV charging station. Or, the operational hardware may include external lighting, to name just a few examples.
[0005] The electrical power supplied to the BEVs may differ from that supplied to the BEV charger's operational hardware. For example, the BEV charger may supply DC voltage to a BEV at a level between 100 and 1000 V. However, the electrical voltage used by the operational hardware may be a different voltage; it may be AC or DC. In the past, each piece of operational hardware may have been electrically connected to the grid through a dedicated SMPS. The SMPS can supply and regulate electrical power to the operational hardware, which may include logic circuits, gate drivers, or analog circuits. For example, if the BEV charger includes a graphical user interface (GUI) that allows the user to enter control inputs to operate the charger, the GUI would be electrically connected to the power grid through a dedicated SMPS.And if the BEV charger also includes a cooling system, the system would be connected to the power grid via a separate and dedicated SMPS. In this system, the power modules are electrically isolated from the SMPS and the operational hardware. Since BEV chargers can be installed in demanding environments designed for overvoltage category 3 and pollution degree 3, an SMPS that meets these criteria and is also connected to the grid can be expensive. In contrast, the present application includes power modules, each of which can contain an internal SMPS with an output terminal capable of supplying electrical power to the operational hardware within the BEV. The output terminal can be implemented using a low-voltage rail.
[0006] On Fig. 1, an implementation of an electrical system 10 is shown that includes an electrical grid 12 and an electric vehicle (BEV) 14 that can either receive electrical power from the grid 12 or supply electrical power to the latter. The electrical grid 12 can include any of several power generators and power delivery mechanisms. Electrical generators (not shown) generate AC electrical power, which can then be transmitted a substantial distance from the electrical generator for residential and commercial use. The electrical generator can be coupled to the electrical grid 12, which transmits the AC electrical power from the electrical generator to an end user, such as a residence or business.Because the AC electrical power is supplied to the electrical grid 12, the electrical power may be at a relatively high voltage, allowing it to be transmitted over relatively long distances. Once the electrical power reaches a location where it is to be used, electrical transformers (not shown) may be used to lower the voltage level before it is finally supplied to a home or business. In one implementation, the voltage level of the AC electrical power used is 360-510 volts RMS AC, three-phase, 50-60 Hz. However, this voltage range may vary.
[0007] The BEV 14 may include an electric motor 16 that powers the vehicle in whole or in part. In the described implementation, the electric motor 16 is an interior permanent magnet synchronous motor (IPMSM), but other implementations using the control and functionality described herein are possible. A three-phase inverter 18 may be electrically coupled to a BEV battery 20 and the electric motor 16. The inverter 18 may receive DC electrical power from the BEV battery 20 and convert the DC electrical power to three-phase AC electrical power before supplying the AC electrical power to the electric motor 16. The voltage level supplied by the BEV battery 20 to the electric motor 16 may vary depending on the application. The term "electric vehicle" or "BEV" may refer to vehicles powered in whole or in part by electric motors.BEV can refer to electric vehicles, plug-in electric vehicles, hybrid electric vehicles, and battery-powered vehicles.
[0008] A BEV charging station 22 may receive AC electrical power from the grid 12, rectify the AC electrical voltage to DC electrical power, and supply the DC electrical power to the BEV 14. The BEV charging station 22 may be geographically fixed, such as a charging station located in a vehicle garage or vehicle parking lot. The BEV charging station 22 may include an input port that receives AC electrical power from the grid 12 and supplies the AC electrical power directly to the BEV battery 20, bypassing an on-board battery charger 24 included with the BEV 14. An electrical cable 26 may be removably connected to a receptacle on the BEV 14 and electrically couple the BEV charging station 22 to the BEV 14 so that DC electrical power may be transferred between the BEV charging station 22 and the BEV battery 20.One type of DC fast charging can be referred to as BEV Charging Level 3, which is considered to be 60–350 kW. However, other charging standards are also possible with the structure and functionality described here. The BEV battery 20 can supply the electric motor 16, which drives the BEV 14, with DC electrical power controlled by power electronics. The BEV battery 20 or batteries are rechargeable. Examples of batteries include lead-acid batteries, nickel-cadmium (NiCd), nickel-metal hydride, lithium-ion, and lithium polymer batteries. However, battery technology is evolving, and other chemistries and / or voltages may also be used. A typical range of vehicle battery voltages can be from 100 to 1000 V DC electrical power (VDC).A control system 28, implemented as computer-readable instructions executable by the microprocessor, may be stored and accessed in non-volatile memory to monitor vehicle sensors and generate control signals including a torque command for the electric motor 16 of the BEV 14. This is discussed in more detail below.
[0009] An implementation of the BEV charging station 22 is in Fig.2. The BEV charging station 22 includes a plurality of power modules 30, each of which can supply electrical charge to the BEV. The power modules 30 may include a plurality of switches and a transformer configured to rectify AC electrical power to DC electrical power. The switches may be implemented using MOSFETs or other similar switching devices. Control of the power modules 30, as well as other BEV charging station hardware, may be provided by the control system 28. Each power module 30 may include an input electrically connected to the electrical grid 12. The three-phase AC electrical power provided by the grid 12 may be passed through an EMI (electrical magnetic interference) filter 32 before arriving at the power module 30.The power module 30 may include a charging output electrically connected to the electrical cable 26, which is removably connected to the BEV 14. The power modules 30 may supply DC electrical power to the BEV 14 via the electrical cable 26. The DC electrical power may first pass through an EMI filter 32 before reaching the BEV 14.
[0010] The power modules 30 may also each include an internal SMPS 34 with an output port 36 that can be electrically connected to other operational hardware in the BEV charging station 22. In this implementation, the BEV charging station 22 may include operational hardware such as a cooling system 38, an HMI (human-machine interface) 40, and other auxiliary systems 42. The cooling system 38 may include one or more fans that circulate air over the power modules 30 to lower their temperature during operation. The HMI 40 may include a touchscreen that displays operating options for a user, who can select various charging functions based on these options. For example, the user can indicate which electrical cable is connected to the user's vehicle and begin charging the BEV.
[0011] The output voltage of the SMPS 34 can be programmed to be at a level compatible with the operational hardware powered by the SMPS 34. Implementations are possible in which the output voltage is 6V, 12V, or 24V. For example, the SMPS 34a contained in a first power module 30a can be electrically connected to the HMI 40 via output port 36a. The power module 30a can be programmed so that the SMPS 34 provides an output voltage of 12V. Power modules 30b-30c can each have an SMPS 34b-34c electrically connected to the cooling system 38 via output ports 36b-36c. The SMPS 34b-34c in the power modules 30b-30c can be programmed to output 24V. Or more precisely, the SMPS 34b-34c in the power modules 30b-30c can each be programmed to output 12V and are electrically connected together to provide 24V together.The SMPS 34d contained in the power module 30d can be electrically connected to the HMI 40 via the output connector 36d. The power module 30d can be programmed to provide the SMPS 34d with an output voltage of 12V. The SMPS 34 can compensate for overvoltage and overcurrent events. The SMPS 34 can be electrically configured to be electrically isolated or non-isolated.
[0012] It should be understood that the foregoing is a description of one or more embodiments of the invention. The invention is not limited to the particular embodiment(s) disclosed herein, but is defined solely by the following claims. Furthermore, statements contained in the foregoing description refer to particular embodiments and are not to be construed as limitations on the scope of the invention or on the definition of terms used in the claims, unless a term or phrase is expressly defined above. Various other embodiments and various changes and modifications of the disclosed embodiment(s) will become apparent to those skilled in the art. All such other embodiments, changes, and modifications are intended to be within the scope of the appended claims.
[0013] As used in this specification and the claims, the terms "e.g.," "for example," "for example," "such as," and "like," and the verbs "comprise," "have," "comprising," and their other verb forms, when used in conjunction with an enumeration of one or more components or other elements, are each intended to be interpreted as open-ended, meaning that the enumeration is not intended to exclude other or additional components or elements. Other terms are to be interpreted in their broadest reasonable meaning unless used in a context that requires a different interpretation.
Claims
[1] Charging station for a battery electric vehicle (BEV), comprising: at least one power module having a plurality of switches that rectify alternating current (AC) electrical power received from a power grid to direct current (DC) electrical power supplied to a BEV; at least one switched-mode power supply (SMPS) inside the power module; and Operating equipment electrically connected to the SMPS in the power control module. [2] The BEV charging station of claim 1, further comprising a plurality of power modules and a plurality of SMPSs. [3] A BEV charging station according to any one of the preceding claims, wherein the SMPS outputs a programmable electrical voltage level. [4] A BEV charging station according to any one of the preceding claims, wherein the operating equipment includes a graphical user interface (GUI), a cooling system and / or external lights. [5] A BEV charging station according to any one of the preceding claims, further comprising an electromagnetic interference (EMI) filter electrically coupled to the power module and configured for electrical connection to the power grid. [6] A BEV charging station according to any one of the preceding claims, further comprising an electromagnetic interference (EMI) filter electrically coupled to the power module and configured for electrical connection to the BEV. [7] A BEV charging station according to any one of the preceding claims, wherein the SMPS is not isolated. [8] A BEV charging station according to any one of the preceding claims, wherein the switches are MOSFETs.