Charging system for an electric or hybrid vehicle and associated vehicle

Abstract

The present invention relates to a charging system (1) for an electric or hybrid vehicle comprising a traction battery (2), an inverter (3) and an AC motor (4), the charging system (1) comprising a voltage booster assembly (5), first connection means (11, 12) for connecting the traction battery (2) to the input of the inverter (3) and second connection means (13, 14) for connecting a charging socket (8) to the input of the voltage booster assembly (5), the charging system (1) being characterised in that it further comprises third connection means (14, 15) capable of connecting the traction battery (2) directly to the charging socket (8).

Description

Description Title of the invention: Charging system for electric or hybrid vehicle and associated vehicle

[0001] The present invention relates to the fields of automobiles and F electrotechnical, and more specifically concerns a charging system for an electric or hybrid vehicle and a vehicle comprising such a charging system.

[0002] An electric or hybrid vehicle has a high-voltage traction battery, which drains to power the vehicle's electric traction motor. This therefore requires a traction battery charging system. Such a system recharges the traction battery by recovering energy when the vehicle brakes, or from a charging station external to the vehicle. However, not all charging stations provide the same type of charge. The vehicle's charging system should therefore preferably include several types of chargers depending on the type of charge, for example, a charger dedicated to AC charging and a device dedicated to DC charging using an external charger.

[0003] In meeting all these constraints, such a charging system can therefore prove to be very bulky and very expensive, particularly if certain components of the charging system are not shared as much as possible. It is notably known to use the stator inductances of an electric traction motor of an electric vehicle, and the associated traction inverter, to produce a voltage boost stage of a vehicle charger, as described for example in document FR2943188.

[0004] Similarly, in order to reduce the cost and complexity of the charging system, it is preferable to use only one charging socket to connect to a DC charging station, regardless of the voltage level that this charging station can provide. However, some vehicles now have traction batteries with a maximum no-load voltage much higher than the maximum voltage level available at the output of a conventional charging station, so that in such a vehicle, the charging socket for DC charging can no longer be directly connected to the vehicle's traction battery, but must be connected to the input of a voltage booster stage itself connected to the output of the traction battery.

[0005] When this voltage booster stage uses the stator inductances of an electric motor of the vehicle and a vehicle inverter, this means that this motor and this inverter must be sized to support the charging current of the traction battery, regardless of the voltage level supplied by the charging terminal. In other words, even if, for example, for the operation while driving the vehicle, an electric motor and an inverter supporting a maximum phase current of 130A (Amps) are sufficient, the vehicle will have to integrate an electric motor and an inverter supporting a higher maximum phase current, corresponding to a charging current of the traction battery supplied by a charging terminal of charging voltage also very high, of the order of 800V (Volts) for example.

[0006] In addition, the systematic passage of the traction battery charging current through the voltage booster stage induces electrical losses in the components of the voltage booster stage, even when its voltage booster function is not used.

[0007] Finally, the design of such a charging system is guided by minimizing the number of controlled switches to reduce the cost of the system, its size and its complexity, but also by minimizing the number of activations of these switches, to avoid their premature wear.

[0008] The present invention aims to remedy at least in part the drawbacks of the prior art by providing a charging system for an electric or hybrid vehicle, and such a vehicle, making it possible to charge a traction battery of the vehicle using a direct current charging terminal, whether the voltage level supplied by the charging terminal is lower or higher than that of the traction battery, without the need to oversize an electric motor and an inverter of the vehicle, and by minimizing electrical losses during this charging.

[0009] To this end, the present invention proposes a charging system for electric or hybrid vehicles, the vehicle comprising a traction battery, an inverter suitable for being connected at the input to the traction battery and connected at the output to an AC motor, the charging system comprising a voltage booster assembly, the charging system further comprising first means for connecting the traction battery to the input of the inverter and second means for connecting a charging socket to an input of the voltage booster assembly, the charging system being characterized in that it further comprises third means for connecting the traction battery directly to the charging socket.

[0010] By "directly connect" is meant that the third connection means are capable of connecting the charging socket to the terminals of the traction battery without passing through the voltage booster assembly, with only a few conductors or components of zero or near-zero resistance separating the charging socket from the traction battery when the third connection means are used.

[0011] Furthermore, in this patent application, unless otherwise stated, an input or output connection of a functional assembly such as the inverter or the voltage booster assembly is understood to mean a connection to the terminals of this input or respectively this output, i.e. a parallel connection to this input or respectively this output. Here the inverter is in particular connected at the output (by in relation to its inverter function) to the phase connections of the vehicle's electric motor.

[0012] In this application also, the traction battery is understood as a battery powering the inverter and the electric motor when the vehicle is running, unlike a vehicle service battery powering a low-voltage electrical network of the vehicle (for example 14V) to which various consumers are connected, including a main computer of the vehicle. The traction battery can therefore also be understood as a propulsion battery depending on the electric motor used. Unless otherwise stated, the battery referred to in this application is the traction battery of the vehicle. Similarly, the motor and the inverter in this patent application refer to an electric traction or propulsion motor and to a traction or propulsion inverter of the vehicle, in the absence of any indication to the contrary. Finally, the terms "charge" or "recharge" are considered equivalent in this application.

[0013] By virtue of the invention, a direct current charging current of the traction battery passes through the voltage booster assembly when the first and second connection means are used, or arrives directly at the traction battery when the first and third connection means are used. The latter case corresponds to a charge during which the vehicle is connected to a charging terminal providing a charging voltage higher than a voltage at the terminals of the traction battery. By not passing through the voltage booster assembly, the charging current from such a charging terminal does not undergo electrical losses in the voltage booster assembly. This also avoids oversizing the electric motor and the inverter of the vehicle to allow such a charge (with a charging voltage higher than the battery voltage), compared to their sizing requirements for the running of the vehicle.

[0014] Preferably, the charging system includes the inverter, the motor and means for controlling the inverter and the motor to form the voltage booster assembly. This saves space in the engine compartment and the cost of specific components to produce this voltage booster assembly.

[0015] In one embodiment of the invention, in the charging system according to the invention: - the first connection means comprise at least a first switch, called a positive battery switch, connected by a first of its terminals to a positive terminal of the traction battery and by a second of its terminals to a positive input terminal of the inverter, and a second switch, called a negative battery switch, connected by a first of its terminals to a negative terminal of the traction battery and by a second of its terminals to a negative input terminal of the inverter, - the second connection means comprise on the one hand a first switch, called a positive direct current switch, connected by a first of its terminals to a positive terminal of the charging socket and by a second of its terminals to a positive input terminal of the voltage booster assembly, and on the other hand a second switch, called a negative direct current switch, connected by a first of its terminals to a negative terminal of the charging socket and by a second of its terminals to a negative input terminal of the voltage booster assembly, and - the third connection means comprise the negative DC switch and a switch, called a bypass switch, connected by a first of its terminals to the first or second terminal of the positive DC switch, and by a second of its terminals to the second terminal of the positive battery switch. Preferably, the positive input terminal of the voltage booster assembly is connected to a first terminal of a switch, called a booster switch, itself connected by a second of its terminals to an inductance of the voltage booster assembly. This provides safety when driving, during which this booster switch is opened, no current can then pass through the voltage booster assembly. In the case where the voltage booster assembly is formed by the inverter and the motor, the second terminal of the booster switch is connected to a neutral point of the AC motor.Moreover, in this case the negative terminal of the voltage booster assembly corresponds to the negative terminal of the inverter (in the sense that they are at the same potential).

[0016] The connections set out above concerning the terminals of the switches are understood as direct connections, that is to say made of components of zero or almost zero resistance having only a conductive function, except possibly having a fuse or additional switch function not forming the subject of the invention.

[0017] This embodiment minimizes the number of switches in the charging system by using the negative direct current switch both for charging the traction battery through the voltage booster assembly and for charging the battery not through this assembly. These switches are power switches, for example mechanical relays or MOSFET transistors (for "Metal Oxide Semiconductor Field Effect Transistor"). The first and second terminals of each switch correspond to terminals of this switch that are distinct from each other.

[0018] According to a preferred variant of this embodiment of the invention, the bypass switch is connected by its first terminal to the first terminal of the positive direct current switch. This preferred embodiment of the invention makes it possible not to require the positive direct current relay to be closed when charging the traction battery not passing through the voltage booster assembly. In addition, when the latter comprises an input capacitor, this variant makes it possible to avoid coupling this capacitor with a smoothing capacitor connected to the input of the traction battery, this coupling being able to damage the charge or the charging system.

[0019] In another variant of this embodiment of the invention, the bypass switch is connected by its first terminal to the second terminal of the positive DC switch. In this case, the positive DC switch is closed during a charge of the traction battery not passing through the voltage booster assembly. This can be advantageous if one goes directly from a charge of the traction battery passing through the voltage booster assembly to a charge of the traction battery not passing through the voltage booster assembly, only one switch then having to change state during this transition.

[0020] In this embodiment of the invention, the charging system according to the invention comprises, on the one hand, means for communicating with a direct current charging terminal to which the charging socket is connected, capable of determining a charging voltage delivered by the charging terminal, and, on the other hand, means for controlling the first, second and third connection means, the control means being capable of closing the positive and negative battery switches as well as the positive and negative direct current switches when the charging voltage determined by the communication means is lower than a voltage of the traction battery, and being capable of closing the negative direct current and bypass switches when the charging voltage determined by the communication means is higher than the maximum no-load voltage of the traction battery.Of course, in the case where the charging voltage determined by the communication means is lower than the voltage of the traction battery, the bypass switch is open or kept open. Similarly, in the case where the charging voltage determined by the communication means is higher than the voltage of the traction battery, the positive direct current switch is opened or kept open in the preferred variant of this embodiment of the invention. In the other variant, on the contrary, the positive direct current switch is kept closed or closed when the charging voltage determined by the communication means is higher than the voltage of the traction battery.Finally, the control means are capable of closing the positive and negative battery switches as well as the positive and negative direct current switches in the case where the charging voltage determined by the communication means is higher than the voltage of the traction battery but lower than the maximum no-load voltage of the traction battery.

[0021] Preferably, the voltage booster assembly further comprises a capacitor, called the booster capacitor, connected by a first of its terminals to the negative input terminal of the voltage booster assembly and by a second of its terminals to the first terminal of the booster switch. This capacitor makes it possible in particular to secure the start of a charge using the voltage booster assembly.

[0022] The invention also relates to an electric or hybrid vehicle comprising the charging system according to the invention and the traction battery, characterized in that it further comprises a connection box, the connection box comprising a connector electrically connected to the input of the inverter, a connector electrically connected to the charging socket, a connector electrically connected to the traction battery and a connector electrically connected to the positive input terminal of the voltage booster assembly, and the connection box comprising the positive and negative battery switches, the positive and negative direct current switches and the bypass switch. This box allows ease of assembly and wiring.

[0023] The connection box also includes a pre-charging device, a first terminal of which is connected to the positive terminal of the battery and a second terminal of which is connected to the positive input terminal of the inverter.

[0024] By "electrically connected" we mean a direct connection without an intermediate switch. The connection box therefore makes it possible to group the main switches of the charging system (except the voltage booster switch) and to ensure electrical safety around these main switches, particularly when they are mechanical relays. The connection box also makes it easier to maintain these main switches.

[0025] In one embodiment of the invention, the electric or hybrid vehicle according to the invention further comprises a smoothing capacitor connected to the output of the voltage booster assembly. This smoothing capacitor is therefore connected to the input of the inverter; it serves to smooth the current arriving in the traction battery when the inverter operates as a current rectifier during energy recovery during braking, or when the voltage booster assembly operates as a voltage booster.

[0026] According to an advantageous characteristic of the electric or hybrid vehicle according to the invention, the latter comprises means for detecting a sticking of the bypass switch after charging the traction battery using the bypass switch. This detection makes it possible to prohibit charging of the traction battery using a terminal with an available voltage level lower than that of the traction battery, until an operation to change this switch. By "sticking" is meant that the switch is kept welded on its terminals if it is a mechanical relay, or a deterioration of the switch which keeps it constantly passing if it is a MOSFET transistor.

[0027] Advantageously, the electric or hybrid vehicle according to the invention comprises means for controlling a voltage of the traction battery and a current of the traction battery, the control means being capable of opening the positive and negative battery switches and / or the positive and negative direct current switches and / or the bypass switch when the control means detect an anomaly. This anomaly is for example an excessively rapid rise in a voltage of the battery or of a part of the battery cells.

[0028] Other characteristics and advantages of the invention will become apparent from the following description on the one hand, and from several examples of embodiment given for informational and non-limiting purposes with reference to the attached schematic drawings on the other hand, in which:

[0029] [Fig.l] illustrates a system for charging a traction battery of an electric or hybrid vehicle according to the invention, in one embodiment of the invention,

[0030] [Fig.2] illustrates the position of the switches of the charging system of [Fig.l] when the vehicle is moving,

[0031] [Fig.3] illustrates the position of these switches when charging the traction battery with a charging terminal capable of providing at most a voltage lower than the maximum no-load voltage of the traction battery, and

[0032] [Fig.4] illustrates the position of these switches when charging the traction battery with a charging terminal capable of providing at most a charging voltage higher than the maximum no-load voltage of the traction battery.

[0033] According to an embodiment of the invention illustrated [Fig. 1], an electric or hybrid vehicle according to the invention comprises a charging system 1 according to the invention, enabling the recharging of a traction battery 2 of the vehicle. The vehicle includes a traction inverter 3 and a three-phase electric motor 4 connected to the wheels of the vehicle by a drive chain, the inverter 3 and the motor 4 being powered by the traction battery 2 to propel the vehicle.

[0034] The vehicle includes, for this purpose, to connect the traction battery 2 to the inverter 3, a first switch 11, called the positive battery switch, connected by one of its terminals to a positive terminal of the traction battery 2 and by a second of its terminals to a positive input terminal of the inverter 3, and a second switch 12, called the negative battery switch 12, connected by one of its terminals to a negative terminal of the traction battery 2 and by a second of its terminals to a negative input terminal of the inverter 3. The inverter input is understood here as the part of the inverter that receives a direct current and transmits a rectified current; that is to say, the input is understood in relation to the inverter function. Similarly, in this application, the terms "input" or "output" are understood as in relation to the function of the electrical component or assembly referred to. A smoothing capacitor 7 is connected to the input of the inverter. It makes it possible to smooth the current entering the battery 2 when the inverter 3 is used as a current rectifier at the output of the electric motor 4 operating in generator mode.

[0035] The positive 11 and negative 12 battery switches therefore constitute the first means of connecting the traction battery 2 with the input of the inverter 3. The inverter 3 is also directly connected at the output to the electric motor 4, i.e. without an intermediate switch.

[0036] The vehicle also includes a direct current - direct current converter 30 connected to the terminals of the smoothing capacitor 7 and making it possible to recharge a service battery 31, intended to supply consumers of the vehicle (lighting system, etc.). The vehicle also includes a charger 32 capable of recharging the traction battery 2 using an alternating current charging terminal. The charger 32 is connected at the output to the terminals of the smoothing capacitor 7 and at the input to a charging socket 33 dedicated to alternating current charging. This charging socket 33 is for example a type 2 connector meeting the IEC 62196 standard (set of standards of the International Electrotechnical Commission).

[0037] The vehicle also has a charging socket 8 intended to be connected to a direct current charging terminal. This charging socket 8 is for example a CHAdeMO connector complying with the IEC 61851-23, -24 standard. Alternatively, the vehicle has only one charging socket allowing connection to both a direct current charging terminal and an alternating current charging terminal, for example a Combo DC charging socket complying with the IEC 62196-3 standard. In yet another variant, the vehicle has only one charging socket intended exclusively to be connected to a direct current charging terminal.

[0038] The charging system 1 comprises control means 40 for controlling the inverter 3 and the motor 4 to use the assembly 5 of the inverter 3 and the motor 4 as a voltage booster stage, when charging the traction battery 2 using a charging voltage supplied by a charging terminal lower than the maximum no-load voltage of the traction battery 2. In this case the stator inductances of the electric motor 4 are used as current storage inductances in the voltage booster assembly 5, these stator inductances discharging into the traction battery 2 through the inverter 3 according to a switching duty cycle of the switches of the inverter 3, fixed by the control means 40, comprising a voltmeter U at the terminals of the capacity of the booster 6.

[0039] A negative terminal of the booster capacitor 6 is connected to the negative input terminal of the inverter, and a positive terminal of the booster capacitor 6 is connected to the neutral point of the electric motor 4 via a switch 16. This switch 16, also called a step-up switch, is connected by one of its terminals to the positive terminal of the capacitor in the lift 6 and by the other terminal to the neutral point of the electric motor 4. This step-up switch 16 allows the capacitor in the lift 6 to be disconnected from the input of the voltage booster assembly 5 outside of the charging phases of the traction battery 2 via an external charging terminal. Specifically, this step-up switch 16 is open when the vehicle is in motion. Thus, while the vehicle is in motion, capacitive coupling of the capacitor in the lift 6 with the electric motor 4 is prevented.

[0040] The control means 40 of the inverter 3 are for example a microcontroller controlling the switches of the inverter 3, both in traction mode and in vehicle charging mode, when this charging mode uses the lifting function of the assembly 5.

[0041] Secondary vehicle connection methods allow the DC charging socket 8 to be connected to the input of the voltage booster assembly 5. These second connection methods include: - a switch 13, called a positive DC switch, connected by one of its terminals to a positive terminal of the charging socket 8 and by a second of its terminals to the step-up switch 16, and - a switch 14, called a negative direct current switch, connected by one of its terminals to a negative terminal of the load socket 8 and by a second of its terminals to the negative input terminal of the inverter 3.

[0042] These second connection means are used to recharge the traction battery 2 via the voltage booster assembly 5 when a charging voltage of a charging terminal to which the charging socket 8 is connected is lower than the maximum no-load voltage of the battery 2.

[0043] Finally, third means of vehicle connection allow the DC charging socket 8 to be directly connected to the traction battery 2, and are used to recharge the latter when the charging voltage of a charging station to which the charging socket 8 is connected is higher than the voltage across the terminals of the battery 2. The third means of connection include the negative DC switch 14 and a switch 15, called the bypass switch, connected by one of its terminals to the first terminal of the positive DC switch 13, and by a second of its terminals to the second terminal of the positive battery switch 11. Alternatively, the bypass switch 15 is connected by its first of its terminals to the second terminal of the positive DC switch 13, and by its second of its terminals to the second terminal of the positive battery switch 11.

[0044] The switches 11, 12, 13, 14 and 15 are here mechanical relays, grouped in a connection box 9 of the charging system 1. The connection box also comprises a pre-charging relay 10 connected by one of its terminals to the positive terminal of the traction battery 2 and by the other of its terminals to the positive terminal of the inverter 3. A pre-charging resistor is connected between the pre-charging relay 10 and the positive terminal of the battery 2. Before any charging of the battery 2, the pre-charging relay 10 is first closed to charge the smoothing capacitor 7, then the pre-charging relay 10 is opened and the positive battery relay 11 is closed. The pre-charging relay 10 and the pre-charging resistor form a pre-charging device. It should be noted that other types of pre-charging devices can be used instead of such a relay and resistor system.

[0045] The electrical outputs of the connection box 9 are made by electrical connectors 17, 18, 19 and 21. Connector 18 is electrically connected to the input of the inverter 3, connector 17 is electrically connected to the charging socket 8, connector 21 is electrically connected to the traction battery 2 and connector 19 is electrically connected to the positive terminal of the elevator capacity 6.

[0046] The charging system 1 comprises, in this embodiment of the invention, the voltage booster assembly 5, the charger 32, the charging sockets 8 and 33 as well as the connection box 9. It also comprises one or more software and / or hardware modules of a main computer 50 of the vehicle. In particular, the main computer 50 comprises means of communication with a charging terminal 60 or 70 (referenced FIGS. 3 and 4), which are part of the charging system 1.

[0047] The charging system 1 also includes means for controlling, on the one hand, the second and third connection means and, on the other hand, the lift switch 16, these control means being present in the main computer 50 of the vehicle.

[0048] The charging system 1 also comprises means for controlling the pre-charging relay 10 and the positive 11 and negative 12 battery switches, these control means also being present in a management system 20 of the traction battery 2, possibly forming an integral part of the charging system 1. The management system 20 of the battery 2 is coupled to a sensor 22 of a current entering the battery 2 (this sensor 22 being connected to the ammeter A in [Fig. 1]) and of a charging voltage supplied by the charging terminal 60, 70 (this sensor 22 being connected to the voltmeter V in [Fig. 1]), which allows it to supervise a charge of the battery 2. The management system 20 of the battery 2 also comprises means for controlling the bypass switch 15 and the positive 13 and negative 14 direct current switches.Thus, when the management system 20 of the battery 2 detects a fault during charging, it can interrupt it for safety reasons without intervention from the cal-. The main control unit 50 of the vehicle. Switches 10, 11, 12, 13, 14, and 15 are therefore each controllable by the management system 20 and by the main control unit 50 of the vehicle, thus providing safety redundancy. Similarly, the lift switch 16 is controllable by the main control unit 50 and by the control means 40.

[0049] To further enhance the safety of the charging system 1, the main computer 50 detects a potential sticking of one of the switches 10, 11, 12, 13, 14, 15 or 16 used during charging of the traction battery, at the end of this charging, and imposes a degraded operating mode on the vehicle if such a sticking is detected. This detection uses, for example, voltage measurements at different points of the charging system 1.

[0050] The operation of the charging system 1 is now explained in relation to different use cases of the vehicle, in which the maximum no-load voltage of the traction battery is 800V. Of course, the invention can be used with batteries having maximum no-load voltages of different values.

[0051] When the vehicle is running, as shown [Fig. 2], the positive 13 and negative 14 direct current switches, the bypass switch 15, the precharge relay 10 and the booster switch 16 are kept open by the charging system 1, while the positive 11 and negative 12 battery switches are kept closed. Thus the traction battery 2 supplies the inverter 3 and the electric motor 4 which provides propulsion or traction of the vehicle. It should be noted that in this situation, the bypass switch 15 could be kept closed, for example to limit its number of activations or due to a fault in this switch, without impairing the operation of the vehicle while running. On the contrary, in the variant embodiment where the bypass switch 15 is connected by one of its terminals directly to the positive terminal of the capacity of the booster 6 (i.e.without the positive direct current switch between these two components), closing this switch would induce coupling of the elevator capacitance 6 with the electric motor 4, which would be detrimental.

[0052] [Fig. 3] illustrates a situation of charging the traction battery 2 using the charging terminal 60 not delivering a voltage level higher than the maximum no-load voltage of the battery. For example, this charging terminal can provide a maximum charging voltage of 400V or 500V. It is assumed, in this example of use of the invention, that the voltage at the terminals of the battery 2 is higher than a maximum charging voltage delivered by the charging terminal 60. The computer 50 was able to determine this maximum charging voltage and the fact that it is lower than the maximum no-load voltage of the battery 2, before charging the battery 2, by communicating with the charging terminal 60. During this charging, the charging system 1 keeps the step-up switch 16 closed, the positive direct current switches 13 and negative 14, as well as the positive battery switches 11 and negative 12. On the other hand, the charging system 1 keeps the bypass switch 15 open. It should be noted that during this charging, the pre-charge relay 10, managed by the management system 20, is also left open (with the exception of the pre-charge period preceding this charging of the traction battery 2, in which the pre-charge relay 10 is closed and the positive battery relay 11 is open).

[0053] In this situation, the charging voltage applied by the charging terminal 60 is applied to the capacity of the booster 6, and the control means 40 of the inverter control the voltage booster assembly 5 to provide at the output of this voltage booster assembly 5 (therefore at the input of the inverter), a voltage higher than the voltage of the battery 2.

[0054] Figure 4 illustrates a charging situation for traction battery 2 using charging terminal 70, which delivers a voltage level of up to 820V. The main control unit 50, having communicated with charging terminal 70, requested a charging voltage higher than the voltage of battery 2, which is itself less than 800V (since it needs to be recharged). During the charging of traction battery 2 with this charging terminal 70, the charging system 1 keeps the boost switch 16 and the positive DC switch 13 open. During this charging, the pre-charge relay 10 is kept open (except for the pre-charge period preceding this charging of traction battery 2, in which the pre-charge relay 10 is closed and the positive battery relay 11 is open). Conversely, it keeps the negative current switch 14, the bypass relay 15, and the positive battery switches 11 and 12 closed.

[0055] In this situation, the charging voltage delivered by the charging terminal 70 is directly applied to the terminals of the traction battery 2, without any electrical loss generated by the inverter 3 or the electric motor 4, nor any undesirable capacitive effect. It should be noted that, on the other hand, in the embodiment variant where the bypass switch 15 is connected by one of its terminals directly to the positive terminal of the capacitor of the booster 6, there is a coupling of the capacitor of the booster 6 with the smoothing capacitor 7 which is detrimental to the recharging of the battery 2. Furthermore, in this variant, the positive direct current switch 13 is kept closed during this charging.

[0056] Of course, the invention is not limited to the examples which have just been described and numerous adjustments can be made to these examples without departing from the scope of the invention.

Claims

Claims

1. Charging system (1) for an electric or hybrid vehicle, the vehicle comprising a traction battery (2), an inverter (3) capable of being connected at the input to the traction battery (2) and connected at the output to an alternating current motor (4), the charging system (1) comprising a voltage booster assembly (5), the charging system (1) further comprising first means (11, 12) for connecting the traction battery (2) to the input of the inverter (3) and second means (13, 14) for connecting a charging socket (8) to an input of the voltage booster assembly (5), the charging system (1) being characterized in that it further comprises third connection means (14, 15) capable of directly connecting the traction battery (2) to the charging socket (8).

2. Charging system (1) according to claim 1, comprising the inverter (3), the motor (4) and control means (40) of the inverter (3) and the motor (4) to form the voltage booster assembly (5).

3. Charging system (1) according to claim 1 or 2, wherein: - the first connection means (11, 12) comprise at least a first switch (11), called the positive battery switch, connected by a first of its terminals to a positive terminal of the traction battery (2) and by a second of its terminals to a positive input terminal of the inverter (3), and a second switch (12), called the negative battery switch, connected by a first of its terminals to a negative terminal of the traction battery (2) and by a second of its terminals to a negative input terminal of the inverter (3), - the second connection means (13, 14) comprise on the one hand a first switch (13), called a positive direct current switch, connected by a first of its terminals to a positive terminal of the charging socket (8) and by a second of its terminals to a positive input terminal of the voltage booster assembly (5), and on the other hand a second switch (14), called a negative direct current switch, connected by a first of its terminals to a negative terminal of the charging socket (8) and by a second of its terminals to a negative input terminal of the voltage booster assembly (5), and - the third connection means (14, 15) comprise the negative direct current switch (14) and a switch (15), called a bypass switch, connected by a first of its terminals to the first or to the second terminal of the positive direct current switch (13), and by a second of its terminals to the second terminal of the positive battery switch (11).

4. Charging system (1) according to claim 3, wherein the positive input terminal of the voltage booster assembly (5) is connected to a first terminal of a switch (16), called a booster switch, itself connected by a second of its terminals to an inductance of the voltage booster assembly (5).

5. Charging system (1) according to claim 3 or 4, wherein the bypass switch (15) is connected by its first terminal to the first terminal of the positive direct current switch (13).

6. Charging system (1) according to any one of claims 3 to 5 comprising on the one hand communication means (50) with a direct current charging terminal (60, 70) to which the charging socket (8) is connected, capable of determining a charging voltage delivered by the charging terminal (60, 70), and on the other hand means for controlling the first, second and third connection means, the control means being capable of closing the positive (11) and negative (12) battery switches as well as the positive (13) and negative (14) direct current switches when the charging voltage determined by the communication means (50) is lower than a voltage of the traction battery (2), and being capable of closing the negative (14) direct current and bypass (15) switches when the charging voltage determined by the communication means (50) is higher than the maximum no-load voltage of the traction battery (2).

7. Charging system (1) according to any one of claims 4 to 6, characterized in that the voltage booster assembly (5) further comprises a capacitor (6), called the booster capacitor, connected by a first of its terminals to the negative input terminal of the voltage booster assembly (5) and by a second of its terminals to the first terminal of the booster switch (16).

8. Electric or hybrid vehicle comprising a charging system (1) according to any one of claims 3 to 7 and the traction battery (2) characterized in that it further comprises a connection box (9), the connection box (9) comprising a connector (18) electrically connected to the input of the inverter (3), a connector (17) electrically connected to the charging socket (8), a connector (21) electrically connected electrically to the traction battery (2) and a connector (19) electrically connected to the positive input terminal of the voltage booster assembly (5), and in which the connection box (9) comprises the positive (11) and negative (12) battery switches, the positive (13) and negative (14) direct current switches and the bypass switch (15).

9. Electric or hybrid vehicle according to claim 8, comprising means (50) for detecting a sticking of the bypass switch (15) after charging the traction battery (2) using the bypass switch (15).

10. Electric or hybrid vehicle according to claim 8 or 9, comprising means (20, 50) for controlling a voltage of the traction battery (2) and a current of the traction battery (2), the control means (20, 50) being capable of opening the positive (11) and negative (12) battery switches and / or the positive (13) and negative (14) direct current switches and / or the bypass switch (15) when the control means (20, 50, 40) detect an anomaly.

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