Vehicle charging system for an electric vehicle with arc detection

Abstract

A vehicle charging system (10) for an electric vehicle (14), comprising: a housing (102) with an engagement end for joining with a charging component (40) for the electric vehicle, wherein the housing has an inner recess (134); a charging port (107) which is held by the housing in the inner recess, the charging port having an engagement end (210) for engaging with the charging component, the charging port being connected to a current conductor (105) to form a current transmission line; and a charging control unit (140) for controlling vehicle charging along the power transmission line, wherein the charging control unit has a charging sensor assembly (146) coupled to the charging control unit, wherein the charging sensor assembly monitors the charging status of the vehicle charging system along the power transmission line and generates a charging output signal, wherein the charging sensor assembly transmits the charging output signal to the charging control unit, wherein the charging sensor assembly is configured to detect an arc signature from an arc event and generate an arc output signal to the charging control unit; wherein, based on the arc output signal associated with the arc event, the charging control unit generates an initial control output to perform an initial protective action, including shutting down the charging process; and where, based on the arc output signal associated with the arc event, the charging control unit generates a second control output to implement a second protective measure.

Description

[0001] This application claims the benefits of U.S. application no. 63 / 665,372, filed on June 28, 2024, and published as U.S. 2026 / 0001429A1.

[0002] The present subject matter relates generally to vehicle charging systems.

[0003] Electric vehicles (EVs) and hybrid electric vehicles (HEVs) have battery systems to power the vehicles. These battery systems are charged by a vehicle charging system. For example, a charging connector, coupled to a power source, is connected to a charging input assembly in the vehicle to charge the battery. However, current vehicle charging systems have drawbacks. For instance, the temperature of the connectors can rise during charging, potentially damaging the components. In some cases, arcing can occur between the charging components, damaging both the charging connector and the charging input assembly.

[0004] DE 10 2021 211 575 A1 relates to a wireless and conductive energy transmission unit for wireless and conductive energy transmission to a mobile device, wherein the energy transmission unit has a power connection for connecting to a power source, two first transmission contacts connected to the power connection and an arc detection unit, wherein the arc detection unit is connected to the first transmission contacts and is configured to detect an arc between one of the first transmission contacts and one of two second transmission contacts of the mobile device.

[0005] DE 10 2021 115 882 A1 relates to a method for charging an electric vehicle at a charging point using a safety circuit. The safety circuit comprises a grid-side input connection and an electric vehicle-side output connection, a contactor, and a relay. The relay is connected to the output connection and, via a switching contact of the contactor, to the input connection. The relay has a shorter rated switching time compared to the contactor. The method provides for a test procedure to be carried out before a charging process, in which the current switching time of the relay is determined. Furthermore, the method provides for the relay to be opened within a time window in which the charging current is at its minimum in the event of a rapid shutdown of the charging process.For this purpose, the temporal profile of the charging current during the charging process is recorded and a switching trigger time is determined depending on the current switching time and the temporal profile of the charging current.

[0006] DE 10 2017 213 174 B3 relates to a method for detecting arc faults during the charging of electrical battery systems, in particular lead-acid batteries, which are electrically connected in series to form a string that is supplied by a DC-DC converter. A first value corresponding to an electrical voltage applied to the string and a second value corresponding to an electrical current flowing through the string are generated. The first condition is checked to see if the first value changes by more than a first limit value within a first time window. The second condition is checked to see if the second value changes by more than a second limit value within a second time window. An arc fault is detected if the first and second conditions are met within a third time window.The invention further relates to a method for manufacturing electrical battery systems, in particular lead-acid batteries, as well as a shutdown device.

[0007] DE 10 2014 217 851 A1 relates to an arc flash detection device comprising a plug-in device with electrical contacts for connecting a power supply device for drawing an electric current, a device for measuring a physical quantity, at least one disconnecting device for disconnecting the electric current, and a control device for processing the measured physical quantity and for controlling the disconnecting device, wherein the device for measuring a physical quantity is configured to measure the physical quantity near the electrical contacts, and the control device is configured to disconnect the power supply as soon as the change in the measured physical quantity exceeds a predetermined threshold. The invention also relates to a charging device for charging a battery and a vehicle with such a charging device.The invention also relates to a method for detecting an electric arc using the above arc detection device.

[0008] There is still a need for a method for detecting arcs in the charging system of an electric vehicle.

[0009] In one embodiment, a vehicle charging system for an electric vehicle is provided and includes a housing with an engagement end for assembly with a charging component for the electric vehicle. The housing has an internal recess. The vehicle charging system has a charging connector that is held by the housing in the internal recess. The charging connector has an engagement end for engaging with the charging component. The charging connector is connected to a current conductor to form a power transmission line. The vehicle charging system includes a charging control unit for controlling the vehicle charging along the power transmission line. The charging control unit includes a charge sensor assembly that is connected to the charging control unit. The charge sensor assembly monitors the state of charge of the vehicle charging system along the power transmission line and generates a charging output signal.The charging sensor assembly transmits the charging output signal to the charging control unit. The charging sensor assembly is configured to detect an arc signature from an arcing event and generate an arc output signal for the charging control unit. Based on the arc output signal associated with the arcing event, the charging control unit generates a first control output to initiate a first protective measure, which includes shutting down the charging process. Based on the arc output signal associated with the arcing event, the charging control unit generates a second control output to execute a second protective measure.

[0010] The invention will now be described by way of example with reference to the attached figures, of which: Fig. Figure 1 is a schematic view of a vehicle charging system according to an exemplary embodiment. Fig. Figure 2 is a perspective front view of a loading component according to an exemplary embodiment. Fig. Figure 3 is a perspective rear view of the loading component according to an exemplary embodiment. Fig. Figure 4 is a perspective view of the charging control unit in accordance with an exemplary embodiment. Fig. Figure 5 is a cross-sectional view of the charging component according to an exemplary embodiment, showing a second charging component coupled to the charging component. Fig. Figure 6 is a cross-sectional view of the charging component according to an exemplary embodiment and shows the second charging component coupled to the charging component.

[0011] Fig. Figure 1 is a schematic representation of a vehicle charging system 10 according to an exemplary embodiment. The vehicle charging system 10 is used to charge a battery system 12 of a vehicle 14, such as an electric vehicle or a hybrid electric vehicle. The vehicle charging system 10 has a first charging component 20 and a second charging component 40. The first and second charging components 20 and 40 are coupled to each other to charge the battery system 12 of the vehicle 14. In an exemplary embodiment, the first charging component 20 is coupled to the vehicle 14, and the second charging component 40 is coupled to a power supply 16, which is used to charge the charging system 12 of the vehicle 14. For example, the first charging component 20 can be a charging input assembly 22 attached to the vehicle 14, and the second charging component 40 can be a charging connector 42 (e.g., a battery connector).a charging plug) that can be provided at a charging station or connected to the building wiring of the house or building in which the vehicle 14 is parked.

[0012] The first charging component 20 has a housing 24 containing a plurality of charging terminals 26 and conductors 28 connected to the charging terminals 26. The charging terminals 26 can be DC charging terminals and / or AC charging terminals. The conductors 28 can be power cables, busbars, or other types of conductors.

[0013] The first charging component 20 has a charging control unit 30, which can be used to control the vehicle charging. The charging control unit 30 can, for example, control the power supply along the charging ports 26. The charging control unit 30 can communicate with the second charging component 40 to control the second charging component 40. For example, the charging control unit 30 can cause the second charging component 40 to switch on the power supply, switch off the power supply, increase the power supply, and / or decrease the power supply.

[0014] In an exemplary embodiment, the first charging component 20 has a temperature sensor 32 which is operationally coupled to the charging control unit 30 to monitor the temperature of the charging terminals 26. Vehicle charging can be controlled based on the temperature readings from the temperature sensor 32. The temperature sensor 32 can be used to detect an arc, for example, by monitoring a temperature spike or a temperature above a threshold value, which may be higher than a normal operating temperature range.

[0015] In an exemplary embodiment, the first charging component 20 includes a charging sensor assembly 34 connected to the charging control unit 30. The charging sensor assembly 34 monitors the charging status of the vehicle charging system along the power transmission lines and generates a charging output signal. The charging sensor assembly 34 transmits the charging output signal to the charging control unit 30. The charging sensor assembly 34 is configured to detect an arc signature from an arcing event and generate an arc output signal to the charging control unit 30. In an exemplary embodiment, the charging control unit 30 generates a first control output based on the arc output signal associated with the arcing event to perform a first protective measure, including shutting down the charging process.In an exemplary embodiment, the control unit 30 generates a second control output based on the arc output signal associated with the arc event in order to implement a second protective measure.

[0016] In an exemplary embodiment, the charging sensor assembly 34 includes one or more sensors for monitoring the charging status. For example, the charging sensor assembly 34 may include one or more temperature sensors, such as the temperature sensor 32. The charging sensor assembly 34 may include one or more optical sensors, such as a light detector, configured to detect the light emission of the arcing event. The charging sensor assembly 34 may include one or more sensor antennas for detecting electromagnetic fields from signals transmitted along the power transmission lines, which can be used to detect an arc signature during the arcing event. The charging sensor assembly 34 may include one or more current sensors, such as current transformers, which are operationally coupled to the control unit 30 to monitor the current along the power transmission lines within the first charging component 20, such as the charging unit 30.B. to monitor the current transmitted at the charging port 26 and / or along the power conductors 28.

[0017] The charging sensor assembly 34 is operationally coupled to the charging control unit 30 to control the charging of the vehicle, for example, based on the monitored signals and / or based on the detection of an arc flash by the charging sensor assembly 34. For example, if an arc flash is detected, the first protective measure of the charging control unit 30 is to immediately cut off the power supply to stop the charging process and extinguish the arc. The charging control unit 30 can be connected, for example, to a charging control device such as a fuse, contactor, or solid-state relay, which is configured to stop the charging current in the power transmission line. The first control output is transmitted to the charging disconnect device to shut off the charging process.In one exemplary embodiment, the charging control unit 30 can communicate with the second charging component 40, for example, to switch off the power supply and stop the charging process. Such a redundant measure enables both charging components to switch off the charging process as a first protective measure.

[0018] In one exemplary embodiment, upon detection of an arc flash event, the charging control unit initiates one or more secondary protective measures. The secondary control output can, for example, involve logging the arc flash event in a database. The database can be located in the vehicle, the charging station, on a cloud server, or in another database or similar location. The system can monitor the service life of the components and the system behavior via a network of infrastructure components based on the database(s). The arc flash event logging can involve sending arc flash information to the database. This information can include, for example, the arc flash output signal of the assembly, such as sensor readings, the time of the arc flash event, all measures taken by the system based on the arc flash event, and similar data.Based on the logged arc flash event, the system can identify the charging components for further inspection or replacement. The system can also identify further actions based on the logged arc flash event, which may depend on the severity of the event.

[0019] The second control output can include sending the second control output to the charging component 40 to control the charging process of the charging component 40. For example, control signals can be transmitted between the vehicle and the charging station to control the operation of one or both charging components upon detection of an arc flash event.

[0020] The second control output can include the transmission of a warning signal to the vehicle operator. This warning signal can be visual, audible, tactile, or olfactory. The warning signal can be transmitted to the vehicle operator to alert them to exit the vehicle and inspect the components for damage or fire hazards.

[0021] The charging sensor assembly 34 (and / or components of the charging sensor assembly 34) can be located at various points within the vehicle charging system 10. For example, the charging sensor assembly 34 can be arranged in or on the first charging component 20. In other embodiments, the charging sensor assembly 34 can be arranged in or on the vehicle 14, for example, in or on the battery system 12. For example, the charging sensor assembly 34 can be installed in a battery distribution unit (BDU) or another component of the battery system 12.

[0022] The second charging component 40 has a housing 44 containing a plurality of charging terminals 46 and conductors 48 connected to the charging terminals 26. The charging terminals 46 are configured to connect to the charging terminals 26. In various embodiments, the charging terminals 46 are socket terminals and the charging terminals 26 are pin terminals; however, other types of terminals can be used in alternative embodiments. The charging terminals 46 can be DC charging terminals and / or AC charging terminals. The conductors 48 can be power cables, busbars, or other types of conductors.

[0023] The second charging component 40 has a charging control unit 50, which can be used to control the vehicle charging. The charging control unit 50 can, for example, control the power supply along the charging terminals 46. The charging control unit 50 can communicate with the first charging component 20. The charging control unit 50 can switch the power supply on, off, increase, and / or decrease the power supply. The charging control unit 50 can control the voltage and / or current supplied by the second charging component 40.

[0024] In an exemplary embodiment, the second charging component 40 has a temperature sensor 52 which is operationally coupled to the charging control unit 50 to monitor the temperature of the charging terminals 46. Vehicle charging can be controlled based on the temperature readings from the temperature sensor 52. The temperature sensor 52 can be used to detect an arc, for example, by monitoring a temperature spike or a temperature above a threshold value, which may be higher than a normal operating temperature range.

[0025] In an exemplary embodiment, the second charging component 40 includes a charging sensor assembly 54 connected to the charging control unit 50. The charging sensor assembly 54 monitors the state of charge of the vehicle charging system (e.g., the charging plug and / or the charging station) along the power transmission lines and generates a charging output signal. The charging sensor assembly 54 transmits the charging output signal to the charging control unit 50. The charging sensor assembly 54 is configured to detect an arc signature from an arcing event and generate an arc output signal to the charging control unit 50. In an exemplary embodiment, the charging control unit 50 generates a first control output signal based on the arc output signal associated with the arcing event to perform a first protective measure, including shutting down the charging process.In an exemplary embodiment, the control unit 50 generates a second control output based on the arc output signal associated with the arc event in order to implement a second protective measure.

[0026] In an exemplary embodiment, the charging sensor assembly 54 includes one or more sensors for monitoring the charging status. For example, the charging sensor assembly 54 may include one or more temperature sensors, such as the temperature sensor 52. The charging sensor assembly 54 may include one or more optical sensors, such as a light detector configured to detect the light emission of the arcing event. The charging sensor assembly 54 may include one or more sensor antennas for detecting electromagnetic fields from signals transmitted along the power transmission lines, which can be used to detect an arc signature during the arcing event. The charging control unit 54 may include one or more current sensors, such as...Current transformers, which are operationally coupled to the charging control unit 50 to monitor the current that is transmitted along the power transmission lines within the second control unit 40, e.g. at the charging port 46 and / or along the power conductors 48.

[0027] The charging sensor assembly 54 is functionally coupled to the charging control unit 50 to control the charging of the vehicle, for example, based on the monitored signals and / or based on the detection of an arc flash event by the charging sensor assembly 54. For example, if an arc flash event is detected, the first protective measure of the charging control unit 50 is to immediately cut off the power supply to stop the charging process and extinguish the arc flash. The charging control unit 50 can be connected, for example, to a charging control device such as a fuse, contactor, or solid-state relay, which is configured to stop the charging current in the power transmission line. The first control output is transmitted to the charging disconnect device to cut off the charging process. In an exemplary embodiment, the charging control unit 50 can communicate with the first charging component 20, for example, to...to switch off the power supply and stop the charging process. Such a redundant measure allows both charging components to shut down the charging process as a first protective measure.

[0028] In one exemplary embodiment, upon detection of an arc flash event, the charging control unit initiates one or more secondary protective measures. The secondary control output can, for example, involve logging the arc flash event in a database. The database can be located in the vehicle, the charging station, on a cloud server, or in another database or similar location. The system can monitor the service life of the components and the system behavior via a network of infrastructure components based on the database(s). The arc flash event logging can involve sending arc flash information to the database. This information can include, for example, the arc flash output signal of the assembly, such as sensor readings, the time of the arc flash event, all measures taken by the system based on the arc flash event, and similar data.Based on the logged arc flash event, the system can identify the charging components for further inspection or replacement. The system can also determine further actions based on the logged arc flash event, which may depend on the severity of the event.

[0029] The second control output can include sending the second control output to the charging component 40 to control the charging process of the charging component 40. For example, control signals can be transmitted between the vehicle and the charging station to control the operation of one or both charging components upon detection of an arc flash event.

[0030] The second control output can include the transmission of a warning signal to the vehicle operator. This warning signal can be visual, audible, tactile, or olfactory. The warning signal can be transmitted to the vehicle operator to alert them to exit the vehicle and inspect the components for damage or fire hazards.

[0031] The charging sensor assembly 54 (and / or components of the charging sensor assembly 54) can be located at various points within the vehicle charging system 10. For example, the charging sensor assembly 54 can be located in or on the second charging component 40. For example, the charging sensor assembly 54 can be located in or on the charging plug. In other embodiments, the charging sensor assembly 54 can be located in or on the power supply 16, for example, in or on the charging station.

[0032] Fig. Figure 2 is a perspective front view of a loading component 100 according to an exemplary embodiment. Fig. Figure 3 is a perspective rear view of the charging component 100 according to an exemplary embodiment. In the illustrated embodiment, the charging component 100 is a charging input assembly and is hereinafter referred to as the charging input assembly 100. The charging input assembly 100 is configured so that it can be assembled with a supplementary charging component (not shown), such as a charging connector or a plug-in charger.

[0033] The charging input assembly 100 defines a power connector 101 configured to electrically connect to the charging connector for charging a vehicle's battery system, such as an electric vehicle (EV) or a hybrid electric vehicle (HEV). In one exemplary embodiment, the charging input assembly 100 is configured to be compatible with AC charging connectors, such as the SAE J1772 charging connector, as well as with a DC fast-charging connector, such as the SAE Combo CCS charging connector or the NACS charging connector. In various embodiments, the charging input assembly 100 has a CCS1 (5-pin) AC configuration. In other embodiments, the charging input assembly 100 may have a CCS2 (7-pin) AC configuration. Alternative embodiments may also use other standard input configurations, such as the NACS configuration.

[0034] The charging input assembly 100 has a housing 102 configured for installation in the vehicle. The housing 102 forms a section of the power connector 101 that fits with the charging connector. A rear cover 103 (in Fig. 2 shown, but in Fig. (Figure 3, for illustrative purposes, removed) is connected to a rear of the housing 102 to close the housing 102 and the internal components of the charging input assembly 100. The rear cover 103 can be sealed to the housing 102 to prevent the ingress of moisture and dirt into the interior of the housing 102. In an exemplary embodiment, the connector 101 defines a DC charging section 104 and an AC charging section 106. The charging sections 104 and 106 can form sockets or openings that accept a plug of the charging connector. The charging input assembly 100 has a plurality of charging terminals 107 for connection to the charging connector. The conductors 105 are electrically connected to the charging terminals 107 and routed within the vehicle, e.g., to the battery.The conductors 105 can be power cables, busbars, or other types of conductors. The charging ports 107 and the conductors 105 form power transmission lines through the vehicle.

[0035] The DC charging section 104 is configured to be connected to a DC charging connector or a DC section of the charging connector. The DC charging section can be used for fast charging. In an exemplary embodiment, the charging terminals 107 of the charging input assembly 100 have DC charging terminals 108 on the DC charging section 104, for example, a pair of DC charging terminals 108. The DC charging terminals 108 are configured to be electrically connected to the DC charging port. The charging input assembly 100 has DC conductors 109 ( Fig. 2) which are electrically connected to the DC charging terminals 108. The DC conductors 109 can be directly connected to the DC charging terminals 108, for example, by crimping or welding them to the DC charging terminals 108. In other embodiments, the DC conductors 109 can be electrically connected to the DC charging terminals 108 via a separable interface, for example, by connectors attached to the rear of the housing 102. The DC charging terminals 108 and the DC conductors 109 form power transmission lines through the vehicle.

[0036] The AC charging section 106 is configured to be connected to an AC charging connector or an AC section of the charging connector. In an exemplary embodiment, the charging terminals 107 of the charging input assembly 100 have AC terminals 110 on the AC charging section 106, for example, a pair of AC terminals 110. The charging terminals 107 of the charging input assembly 100 have a terminal 112 on the AC charging section 106. The charging terminals 107 of the charging input assembly 100 have a ground terminal 114 on the AC charging section 106. The charging terminals 107 of the charging input assembly 100 have a communication terminal 116 on the AC charging section 106.The AC power terminals 110, the proximity terminal 112, the earthing terminal 114 and the communication terminal 116 are configured to be electrically connected to the AC charging terminal.

[0037] The assembly for charging input 100 has AC conductor 111 ( Fig. 2) which are electrically connected to the corresponding AC terminals 110, 112, 114, 116. The AC conductors 111 can be connected directly to the AC terminals 110, 112, 114, 116, for example by crimping or welding. In other embodiments, the AC conductors 111 can be electrically connected to the AC terminals 110, 112, 114, 116 via a separable interface, e.g., via connectors attached to the rear of the housing 102. The AC charging terminals 110 and the AC conductors 111 form power transmission lines through the vehicle.

[0038] The conductors 109 and 111 extend from the charging input assembly 100 to another component of the vehicle, such as the vehicle's battery system. These conductors transmit current, for example, to the vehicle battery. The DC conductors 109 can transmit high voltage for charging the battery, and the AC conductors 111 can transmit low voltage for charging the battery. Optionally, one or more of the conductors 111 can be electrically connected to an electrical connection assembly (not shown) of the battery system to transmit data between the charging input assembly 100 and the battery system, such as charging-related data. For example, conductor 111 can transmit data about the start / stop of the charging process, the operating temperature of terminals 108 and / or 110, or other charging-related data.Line 111 can send a proximity signal to the battery system, indicating when the device is connected to the charging connector 101 of the charging input assembly 100.

[0039] The assembly for the charging input 100 has a mounting flange 120 ( Fig. 1) which is connected to the housing 102. The mounting flange 120 serves to connect the charging inlet assembly 100 to the vehicle. The mounting flange 120 has mounting tabs 122 with openings 124 that accommodate fasteners (not shown) used to attach the charging inlet assembly 100 to the vehicle. Other types of fasteners may also be used to attach the charging inlet assembly 100 to the vehicle. The mounting flange 120 may include a seal to seal the charging inlet assembly 100 to the vehicle.

[0040] In an exemplary embodiment, the assembly 100 for the charging input has a connection cover 126 ( Fig. 2) on a front 130 of the housing 102. The terminal cover 126 is hinged to the mounting flange 120 and / or the housing 102. The terminal cover 126 serves to cover sections of the housing 102, such as the power connector 101. The terminal cover 126 can be used to cover the DC charging connectors 108 and / or the AC connectors 110, which are located in corresponding connection channels 128 in the housing 102.

[0041] The rear cover 103 is provided on a rear side 132 of the housing 102 to close access to a rear chamber 133 on the rear side 132 of the housing 102. The rear cover 103 can be clipped or locked to the main part of the housing 102, for example, with clips or latches. In alternative embodiments, other types of fasteners, such as latches, can also be used. A circumferential seal can be provided between the rear cover 103 and the housing 102.

[0042] In an exemplary embodiment, the housing 102 of the charging input assembly 100 has an inner recess 134 that accommodates the components of the charging input assembly 100. The rear chamber 133 is located at the rear of the inner recess 134. The inner recess 134 has connection channels 128 that accommodate the corresponding charging connectors 107. The connection channels 128 can be separated from each other and from other components by walls of the housing 102. The inner recess 134 has a chamber 138 at the front that accommodates the charging connector.

[0043] In an exemplary embodiment, the charging input assembly 100 includes a charging control unit 140 for controlling the charging of the vehicle by the charging input assembly 100. The charging control unit 140 can be accommodated in the internal recess 134, such as in the rear chamber 133. The charging control unit 140 can be communicatively coupled with the other charging component, such as the charging connector or plug, to control the charging process, or with another charging control unit (e.g., in the battery distribution unit) within the vehicle to control the charging process. The charging control unit 140 can be communicatively connected to the charging connector via one or more of the terminals 107. The charging control unit 140 can switch the power supply on, switch the power supply off, increase the power supply, and / or decrease the power supply.The charging control unit 140 can be located outside the housing 102, for example on the battery control module of the vehicle charging system.

[0044] With further reference to Fig. Figure 4, which is a perspective view of the charging control unit 140 according to an exemplary embodiment, shows the charging control unit 140 comprising a printed circuit board 142, a control unit 144, and various other components and circuits for controlling the operation of the charging input assembly 100. The control unit 144 can be a processor or microcontroller. The control unit 144 can have a multi-pin connector that is connected to the printed circuit board 142.

[0045] In an exemplary embodiment, the control unit comprises a charging sensor assembly 146 with one or more sensors 150, which are used to monitor the charging process and control it. The sensors 150 are used to detect the operating characteristics of the components or the charging process. The sensors 150 are connected to the charging control unit 140, for example, by a wire or connector to the circuit board 142.

[0046] In various embodiments, the sensors 150 include temperature sensors 152. The temperature sensors 152 monitor the operating temperatures of the DC charging ports 108. The charging process can be controlled depending on the operating temperatures of the DC charging ports 108. For example, if the temperature rises or approaches a permissible operating temperature, the current supply can be reduced. For example, the voltage or current can be reduced. The charging process can be stopped if the operating temperature of the DC charging ports 108 exceeds a threshold temperature. The temperature sensor 152 can be used to detect arcing, for example, by monitoring a temperature spike or a temperature above a threshold value, which may be higher than the normal operating temperature range.

[0047] In various embodiments, the sensors 150 include current sensors 154. The current sensors 154 monitor the current of the power transmission line(s) (e.g., the charging terminals 107 and the current conductors 105). In one exemplary embodiment, the current sensor 154 includes a current transformer or other current-measuring device that measures the current of the power transmission line. The current transformer has a primary coil that carries the current to be measured and a secondary coil that generates a current proportional to the primary coil, which is then fed to a measuring device (e.g., a voltmeter) or other instrument for measurement. However, in alternative embodiments, other types of current sensors can also be used, e.g., a Hall-effect sensor. The Hall-effect sensor can detect the current in a frequency range similar to the frequency range on the power transmission line during an arcing event (e.g.,with a detection area that resembles an arc signature).

[0048] In various embodiments, the sensors 150 have one or more optical sensors 156 configured to detect the light output of the arc event. The optical sensor 156 may include a light detector, such as a photodiode, to detect light from the arc event. For example, the arc event generates light, such as in the optical frequency range. The light from the electric arc may be in a predetermined range, such as the infrared frequency range, the visible frequency range, and / or the ultraviolet frequency range. The light detector is positioned to visibly monitor the internal recess 134, for example, in the connection channel 128, in order to detect the arc event near the connection point between the charging terminals 107.

[0049] The sensors 150 can have one or more sensor antennas 158 to detect electromagnetic fields from signals transmitted along the power transmission lines, which can be used to detect an arc signature during an arc flash event. The sensor antenna elements can be located near the power transmission line(s) and are connected to one or more antenna circuits that process signals from the antenna elements. In one exemplary embodiment, the antenna elements can be E-field antenna elements and / or B-field antenna elements and / or H-field antenna elements. The antenna elements can measure electrostatic signals. The antenna elements can measure magnetic signals. In alternative embodiments, other types of antenna elements can also be used.

[0050] The sensors 150 of the charging sensor assembly 146 are coupled to the charging control unit 140. For example, the charging sensor assembly 146 can transmit one or more output signals to the charging control unit 140, e.g., relating to the charging process and / or arcing events. For example, the charging sensor assembly 146 can transmit a charging output signal related to the charging process, such as the temperature of the terminals, the current transmitted over the power transmission lines, and the like. The charging sensor assembly 146 can transmit an arcing output signal related to the detection of an arcing event. The charging control unit 140 can include processing devices, such as a microcontroller, a processor, a digital signal processor, a neural network, frequency diplexers, and the like, to process the signals. The charging control unit 140 is used to control the charging process.The charging control unit 140 can, for example, switch on the power supply, switch off the power supply, increase the power supply and / or decrease the power supply based on the signals from the charging sensor assembly 146 (for example, based on the arc output signal and / or based on the arc output signal).

[0051] In an exemplary embodiment, the charging sensor assembly 146 is used to detect an arc signature relating to an arcing event within the charging input assembly 100, for example, at the engagement ends of the charging terminals 107. For instance, when one or more of the sensors 150 detect an arcing event (e.g., high current, light, high frequency, high temperature, and the like), the charging control unit 146 outputs the arcing output signal to the control unit 140. The arcing output signal is transmitted to the charging control unit 140 to control the charging process based on the detection of the arcing event.

[0052] In one exemplary embodiment, the charging control unit 140 generates a first control output based on the arc flash output signal associated with the arc flash event to implement a first protective measure, including shutting down the charging process. In another exemplary embodiment, the control unit 140 generates a second control output based on the arc flash output signal associated with the arc flash event to implement a second protective measure. Depending on the severity of the arc flash, which can be determined from the intensity of the signal detected by the sensor(s) 150, different process sequences and protective measures can be implemented. For example, if the arc flash occurs during lower-power charging, slower methods for interrupting the current may be appropriate.If arcing occurs during high-power charging, faster methods for interrupting the current may be required.

[0053] The charging sensor assembly 146 is functionally coupled to the charging control unit 140 to control the charging of the vehicle, for example, based on the monitored signals and / or based on the detection of an arc flash event by the charging control unit 146. For example, if an arc flash event is detected, the first protective measure of the charging control unit 140 is to immediately cut off the power supply to stop the charging process and extinguish the arc flash. The current and voltage of the charging connector are immediately stopped to prevent damage to the components or the vehicle. In an exemplary embodiment, the charging control unit 140 is connected to a charging control device 160, such as a fuse, contactor, or solid-state relay, which is configured to stop the charging current on the power transmission line. The pyrolytic fuse reacts quickly and interrupts the current flow.The mechanical contactor is slower but reusable. The solid-state relay reacts quickly to an interruption of the current flow and is reusable. The first control output signal is transmitted to the charging disconnect device 160 to switch off the charging process.

[0054] In one exemplary embodiment, the charging control unit 140 includes a communication module 162 to enable communication with other components, e.g., in the vehicle and / or at the charging station. The communication module 162 can be a wireless communication module. In various other embodiments, the communication module 162 can be a wired device. The communication module 162 can communicate with the charging station via communication connections, such as the pilot and proximity pins. The communication module 162 enables communication with the second charging component (e.g., the charging plug and / or the charging station) to switch off the power supply and stop the charging process. Such a redundant measure allows both charging components to switch off the charging process as a first line of defense.Cooperative power shutdown can be achieved by transmitting a signal about the arcing event to both components of the charging system, thus improving the reliability of arc detection and redundancy against failures. Both systems can operate independently based on data or signals exchanged between the components during the charging process, such as those relating to arcing events.

[0055] In one exemplary embodiment, upon detection of an arc flash event, the charging control unit 140 initiates one or more secondary protective measures. The secondary control output can, for example, include logging the arc flash event in a database. The database can be located in the vehicle, the charging station, on a cloud server, or in another database, etc. The system can monitor the service life of the components and the system behavior via a network of infrastructure components based on the database(s). The logging of the arc flash event can include sending arc flash information to the database. This arc flash information can, for example, be the arc flash output signal from the arc flash sensor assembly 146, such as the sensor readings, the time of the arc flash event, all measures taken by the system based on the arc flash event, and similar information.Based on the logged arc flash event, the system can identify or mark the charging components for further inspection or replacement. The system can also determine further actions based on the logged arc flash event, which may depend on the severity of the event.

[0056] The second control output can be sent to the other charging component (e.g., the charging plug and / or the charging station) to control the charging process of that component. For example, control signals can be transmitted between the vehicle and the charging station to control the operation of one or both charging components upon detection of an arc flash event.

[0057] The second control output can include the transmission of a warning signal to the vehicle operator. This warning signal can be visual, audible, tactile, or olfactory. The warning signal can be transmitted via the 162 communication module. The warning signal can be sent to the vehicle operator to alert them to exit the vehicle and inspect the components for damage or fire hazards.

[0058] In an exemplary embodiment, the charging control unit 140 includes the control unit 144 for controlling one or more functions of the vehicle charging system. The control unit 144 can include software and / or hardware for processing the signals to control the charging process. The control unit 144 can receive signals and / or inputs, e.g., from the charging sensor assembly 146. The control unit 144 can process and / or analyze the signals / inputs to determine and / or generate one or more outputs, such as the first control output signal and / or the second control output.

[0059] In an exemplary embodiment, the control unit 144 or another component of the charging control unit 140 includes an envelope detector 170 that defines a signal envelope encompassing the arc signature. The envelope detector 170 detects the arc event when the arc signature lies within the signal envelope. The envelope detector 170 may include an array of amplifiers to limit the bandwidth of the incoming signal to the range typically associated with an arc (e.g., between 300 kHz and 3 MHz) and then employ a threshold detector to detect the presence or absence of the signal. The envelope detector 170 may include one or more filters, such as a low-pass filter and / or a high-pass filter.

[0060] In an exemplary embodiment, the control unit 144 or another component of the charging control unit 140 includes an anomaly detector 172 configured to detect abnormal sensor readings from the arc flash sensor assembly 146. For example, during an arc flash event, the sensor readings of one or more of the sensors 150 may be affected, resulting in abnormal sensor readings. For instance, the temperature sensor may indicate a negative temperature. Instead of discarding or rejecting such abnormal sensor readings as untrustworthy, the anomaly detector 172 treats them as a positive arc flash signature for the charging control unit 140. The control unit 140 can then generate the first control output signal and the second control output based on the abnormal sensor readings.

[0061] In an exemplary embodiment, the control unit 144 or another component of the charging control unit 140 includes a digital signal processor 174 configured to process the arc output signal. The digital signal processor 174 is configured to analyze the arc output signal to determine when the arc event occurs. Based on the processed arc output signal, the digital signal processor 174 generates the first control output signal and the second control output. The digital signal processor 174 provides digital equivalent signals that are sampled, digitized, and numerically processed to provide functions such as filtering, detection, spectrograms, and the like. The digital signal processor 174 uses algorithms to process the signals. These algorithms are immune to drift and component tolerance variations.The algorithm parameters can be dynamically modified under digital control. In the case of arc detection, key parameters such as the detection algorithm or the filter bandpass can be dynamically changed as needed to correspond to a specific phase of the charging cycle. The control unit or another component of the charging control unit 140 can incorporate a neural network or artificial intelligence structure that acts as an envelope detector, anomaly detector, or sensor fusion device to combine signals from multiple sensors and make a decision about the arc discharge state. The neural network could improve detection quality by increasing detection rates, reducing false positives and false negatives, and fusing data from multiple sensors and inputs as a diversity strategy.

[0062] Fig. Figure 5 is a cross-sectional view of the charging component 100 according to an exemplary embodiment, which shows a second charging component 60 coupled to the charging component. Fig. Figure 6 is a cross-sectional view of the charging component 100 according to an exemplary embodiment, showing the second charging component 60 coupled to the charging component. In the illustrated embodiment, the charging component 100 is the assembly for the charging input. The second charging component 60 is a charging connector, e.g., a plug-in charger.

[0063] The charging terminals 107 are shown in the connection channels 128 of the housing 102. The charging terminals 107 are connected to the charging terminals 62 of the charging connector 60. In the illustrated embodiment, the charging terminals 107 are pin terminals and the charging terminals 62 are socket terminals with spring contacts 64 in the sockets, which are designed for the electrical connection of the charging terminals 62 and the charging terminals 107. The spring contacts 64 form a compliant, separable interface. The spring contacts 64 can fail due to overheating, which can lead to an arcing event. The temperature sensors 152 monitor the temperature of the charging terminals 107. The current sensors 154 monitor the current transmitted along the power transmission line (e.g., along the charging terminal 107). In an exemplary embodiment, the current sensors 154 monitor the current on the power transmission line for arcing events, e.g.,at the insertion ends 66 of the charging terminals 62 or the insertion ends of the charging terminals 107. The optical sensor 156 monitors the arcing event near the connection points between the charging terminals 62, 107. The sensor antenna 158 monitors electromagnetic fields along the power transmission lines.

[0064] The charging port 107 has a coupling pin 200 at an engagement end 210 of the charging port 107 and a cable connector 202 on a rear side 212 of the charging port 107. The charging port 107 extends along a longitudinal axis. The coupling pin 200 is configured to connect to the spring contact 64 of the charging port 62 of the charging connector 60. The cable connector 202 is configured to be electrically connected to a power conductor 109. In various embodiments, the cable connector 202 is configured to be connected to the power conductor 109 by crimping. In other embodiments, the cable connector 202 is connected to the power conductor 109 by other methods, for example, by welding to a branch at the rear end of the charging port 107. The conductor 109 can extend from the charging port 107 perpendicular to the longitudinal axis.Alternatively, the conductor 109 can extend from the charging port 107 parallel to the longitudinal axis.

[0065] In one exemplary embodiment, the temperature sensor 152 is coupled to the charging port 107 at its rear, for example, at the cable connector 202. The charging port 107 is both electrically and thermally conductive. Since the coupling pin 200 heats up during the charging process, the entire body of the charging port 107 heats up similarly. This temperature increase is detected by the temperature sensor 152. In various embodiments, the temperature sensor 152 is a thermistor. The temperature sensor 152 can also include a resistance temperature detector.

[0066] The current sensor 154 monitors the current along the power transmission line. This current monitoring enables the current sensor 154 to detect the high-frequency current peaks along the power transmission line during the arcing event. The current sensor 154 thus detects the arcing event within the charging input assembly 100. In various embodiments, the current sensor 154 monitors a signature of the arcing noise to detect the arcing event. In one exemplary embodiment, the current sensor 154 monitors arcing noise to detect the arcing event. For example, arcing noise is generated by the arcing event, perhaps in the high-frequency range as a consequence of the arcing energy. The characteristic noise signature of the electric arc can lie within a predetermined range, e.g., between 1 kHz and 100 GHz.The characteristic noise signature of the electric arc can lie in a more specific range, e.g., between 100 and 500 kHz. The current sensor 154 detects the stochastic energy or noise signature generated by the electric arc. In an exemplary embodiment, the current sensor 154 can monitor the current transmission line of the charging input assembly 100 to detect the arc noise signature on the current transmission line corresponding to the arcing event. The current sensor 154 can monitor the current along the charging terminals 107 and / or the current conductors 109.

[0067] In various embodiments, the charging control unit 140 can include an arc fault detection device (AFCI) for arc fault protection, e.g., to shut down the charging circuit when an arc fault is detected. The current sensor 154 and / or the sensor antenna 158 monitor the arc fault signature on the electrical circuit to detect the arc fault signature on the power transmission line when the arc fault occurs. The charging control unit 140 can include an internal processor in the arc fault detection device that distinguishes between normal operation and hazardous arc fault formation and automatically opens the circuit to reduce the risk of damage to the system.

[0068] In various embodiments, the current sensor 154 and / or the sensor antenna 158 is connected to other wires or circuitry to detect the arc noise signature. The current sensor 154 and / or the sensor antenna 158 may be located on the battery, for example, on the battery distribution unit (BDU), rather than on the charging port housing. In other embodiments, the current sensor 154 and / or the sensor antenna 158 includes a separate, dedicated arc detection wire that may be routed from the charging port 107 to the circuit board 142 or to another component, such as the battery control module. The current sensor 154 may incorporate a resistor-capacitor-inductor network or filter at the charging port 107 or on the circuit board 142 to enhance its sensitivity to the arc signature and minimize its sensitivity to normal electrical vehicle noise.

[0069] In one exemplary embodiment, the current sensor 154 and / or the sensor antenna 158 is electrically connected to the power transmission line at or near the cable connector 202 on the rear side 212 of the charging port 107. The current sensor 154 and / or the sensor antenna 158 can be coupled to the cable connector 202 or to the conductor 109. In various embodiments, the current sensor 154 can have a current transformer around the current conductor 109 to monitor the electrical signature along the conductor 109. In various other embodiments, the current sensor 154 can have a Hall sensor located near the conductor 109 or the cable connector 202 to monitor the electrical signature along the electrical circuit. In various embodiments, the current sensor 154 has an induction coil to monitor the electrical signature along the electrical circuit.The induction coil can be located at or near the cable connector 202 or the conductor 109. The induction coil can be mounted on a printed circuit board, such as the printed circuit board 142, or on another printed circuit board, such as a printed circuit board for the temperature sensor system. In various embodiments, the induction coil is wide-tuned with a capacitor. The current sensor 154 can be insulated from the circuit, for example, from the conductors of the cable 109 or the cable connector 202, to prevent damage to the current sensor 154. For example, the current transformers, the Hall sensor, and / or the induction coil can be electrically insulated from the conductors carrying charging current. Electrical isolation can be achieved by suitable DC blocking capacitors to isolate the components from the charging current conductors.

Claims

[1] A vehicle charging system (10) for an electric vehicle (14), comprising: a housing (102) with an engagement end for joining with a charging component (40) for the electric vehicle, wherein the housing has an inner recess (134); a charging port (107) which is held by the housing in the inner recess, the charging port having an engagement end (210) for engaging with the charging component, the charging port being connected to a current conductor (105) to form a current transmission line; and a charging control unit (140) for controlling vehicle charging along the power transmission line, wherein the charging control unit has a charging sensor assembly (146) coupled to the charging control unit, wherein the charging sensor assembly monitors the charging status of the vehicle charging system along the power transmission line and generates a charging output signal, wherein the charging sensor assembly transmits the charging output signal to the charging control unit, wherein the charging sensor assembly is configured to detect an arc signature from an arc event and generate an arc output signal to the charging control unit; wherein, based on the arc output signal associated with the arc event, the charging control unit generates an initial control output to perform an initial protective action, including shutting down the charging process; and where, based on the arc output signal associated with the arc event, the charging control unit generates a second control output to implement a second protective measure. [2] The vehicle charging system (10) according to claim 1, wherein the second control output includes a logging of the arc event in a database. [3] The vehicle charging system (10) according to claim 2, wherein the logging of the arc event comprises sending arc information to the database, wherein the arc information includes the arc output signal from the charging sensor assembly (146). [4] The vehicle charging system (10) according to claim 1, wherein the second control output comprises sending the second control output to the charging component (40) to control the charging process of the charging component. [5] The vehicle charging system (10) according to claim 1, wherein the second control output comprises sending a warning signal to the operator of the vehicle (14), wherein the warning signal is at least one of a visual signal, an audible signal, a tactile signal and an odor signal. [6] The vehicle charging system (10) according to claim 1, which further comprises a charging disconnect device (160), wherein the charging control unit (140) is operationally coupled to the charging disconnect device and the first control output is transmitted to the charging disconnect device to switch off the charging process. [7] The vehicle charging system (10) according to claim 6, wherein the charging disconnect device (160) comprises a pyrolytic fuse, a contactor or a solid-state relay configured to stop the charging current in the power transmission line. [8] The vehicle charging system (10) according to claim 1, wherein the arc sensor assembly (146) comprises at least one of a temperature sensor (152), a current sensor (154), an optical sensor (156) and an arc detection antenna (158) for detecting the arc signature. [9] The vehicle charging system (10) according to claim 1, wherein the charging control unit (140) has an envelope detector (170) which defines a signal envelope that includes the arc signature, wherein the envelope detector detects the arc event when the arc signature lies in the signal envelope. [10] The vehicle charging system (10) according to claim 1, wherein the charging control unit (140) has an anomaly detector (172) configured to detect abnormal sensor readings from the arc sensor assembly (146), wherein the anomaly detector treats the abnormal sensor readings as a positive arc signature and the charging control unit generates the first control output and the second control output based on the abnormal sensor readings. [11] The vehicle charging system (10) according to claim 1, wherein the charging control unit (140) has a digital signal processor (174) configured to process the arc output signal, wherein the digital signal processor is configured to analyze the arc output signal to determine when the arc event occurs, and is configured to generate the first control output and the second control output based on the processed arc output signal. [12] The vehicle charging system (10) according to claim 1, wherein the charging control unit (140) is located in the inner recess (134) of the housing (102). [13] The vehicle charging system (10) according to claim 1, wherein the charging control unit (140) is arranged in a battery distribution unit of a battery system (12) of the electric vehicle (14). [14] The vehicle charging system (10) according to claim 1, wherein the housing (102) is a charging connector housing configured to be detachably coupled to a charging input housing of the charging component (40) of the vehicle (14), wherein the charging port (107) is a socket connector configured to be connected to a coupling pin of the charging component to supply power to the vehicle via the coupling pin. [15] The vehicle charging system (10) according to claim 1, wherein the housing (102) is a charging input housing configured to be mounted on the vehicle (14) and configured to accommodate a charging connector housing of the charging component (40), wherein the charging port (107) has a coupling pin configured to mate with a socket connector of the charging component to receive power from the charging component. [16] A method for operating a vehicle charging system comprising a housing (102) with an engagement end (210) for plugging into a charging component (40) for the electric vehicle (14) and a charging connector (107) which is held by the housing and has an engagement end for plugging into the charging component and is connected to a power line (105) to form a power transmission line, wherein the vehicle charging system comprises a charging control unit (140) for controlling the charging of the vehicle along the power transmission line, the charging control unit comprising a charging sensor assembly (146) coupled to the charging control unit; wherein the method comprises: Monitoring the charging status of the vehicle charging system along the power transmission line using the charging sensor assembly; Generating a charging output signal at the charging sensor assembly and transmitting the charging output signal to the charging control unit, Capturing an arc signature from an arc flash event along the power transmission line using the charging sensor assembly; Generating an arc output signal at the charging sensor assembly and transmitting the arc output signal to the charging control unit; Generating an initial control output at the charging control unit based on the arc output signal associated with the arcing event in order to implement an initial protective measure that includes shutting down the charging process; and Generating a second control output at the charging control unit based on the arc output signal associated with the arc event in order to implement a second protective measure. [17] The method according to claim 16, wherein the generation of a second control output comprises logging the arc event in a database. [18] The method according to claim 16, wherein generating a second control output comprises sending the second control output to the charging component (40) to control the charging process of the charging component. [19] The method according to claim 16, wherein generating a second control output comprises transmitting a warning signal to the operator of the vehicle (14), wherein the warning signal is at least one of a visual signal, an audible signal, a tactile signal and an odor signal. [20] The method according to claim 16, wherein the vehicle charging system has a charging disconnect device which is operationally coupled to the charging control unit (140), wherein generating a first control output comprises transmitting the first control output to the charging control unit to shut off the charging process. [21] The method according to claim 16, wherein the charging control unit (140) has an envelope detector which defines a signal envelope encompassing the arc signature, wherein generating the arc output signal at the charging sensor assembly (146) comprises detecting the arc event with the envelope detector when the arc signature lies in the signal envelope. [22] The method according to claim 16, wherein the charging control unit (140) has an anomaly detector, wherein generating the arc output signal at the charging sensor assembly (146) comprises detecting anomalous sensor readings from the charging sensor assembly and operating the anomaly detector to treat the anomalous sensor readings as a positive arc signature, wherein generating the first control output and generating the second control output are based on the anomalous sensor readings. [23] The method according to claim 16, wherein the charging control unit (140) comprises a digital signal processor (174), wherein the method further comprises processing the arc output signal with the digital signal processor and analyzing the arc output signal with the digital signal processor to determine when the arc event occurs, wherein the generation of the first control output and the generation of the second control output are based on the processed arc output signal.

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