Controlling charging circuit of a vehicle

Abstract

A control system 100 for a vehicle 200, the system comprising a processor(s) 116 configured to determine a location of the vehicle and based at least in part on the location, identify a charging point

Description

TECHNICAL FIELD The present disclosure relates to controlling a charging circuit of a vehicle. Aspects of the invention relate to a control system for a vehicle, a vehicle system comprising such a control system, a vehicle comprising such a control system or vehicle system, a method, and computer readable instructions. BACKGROUND Rechargeable electric vehicles include a charging circuit that is used to control recharging of an onboard traction battery. The charging circuit can be configured based on parameters communicated to it by a charging point to which it is connected by a charging cable. It is an aim of the present invention to address one or more of the disadvantages associated with the prior art. SUMMARY OF THE INVENTION Aspects and embodiments of the invention provide a control system for a vehicle, a vehicle system comprising such a control system, a vehicle comprising such a control system or vehicle system, a method, and computer readable instructions, as claimed in the appended claims According to an aspect of the present invention there is provided a control system for a vehicle, the control system comprising one or more processors collectively configured to: determine a location of the vehicle; based at least in part on the location, identify a charging point that is proximal to the location of the vehicle and is suitable for recharging a battery of the vehicle; determine at least one charging parameter of the identified charging point; and output, based on the at least one charging parameter, a configuration signal for controlling a configuration of a charging circuit of the vehicle, such that the charging circuit, as configured by the configuration signal, is compatible with the charging parameter of the charging point. This may reduce the time taken to commence charging of the vehicle’s battery after connection of the vehicle to a charging point. Optionally, any or all of: the location being determined; the charging point being identified; the charging parameter being determined; and the charging parameter being output; can take place before a charging cable is connected between the vehicle and the charging point. The one or more processors may be collectively configured to: receive a location signal from a navigation system of the vehicle; and determine the location based at least in part on the location signal. Using the location signal may allow the configuration to happen without waiting for the vehicle to be connected to the charging point. The one or more processors may be collectively configured to: receive image data indicative of the vehicle’s surroundings; and identify the charging point, based at least in part on the image data. Image data may be used with or instead of other location methods, such as GPS, and may also allow for determining which of a number of nearby charging points is to be used. The one or more processors may be collectively configured to determine the at least one charging parameter by looking up, in a database, a value or set of values of the at least one parameter for the identified charging point. The look-up may be performed on a local or remote database. The one or more processors may be collectively configured to identify the charging point by: transmitting a request to a remote server via a wireless communications network, the request being indicative of the location; and receiving, from the remote server and in response to the request, the value or set of values of the at least one parameter for the charging point. The one or more processors may be collectively configured to determine the at least one charging parameter by: transmitting a request to a remote server via a wireless communications network, the request being indicative of the location; and receiving, from the remote server and in response to the request, the value or set of values of the at least one parameter for the charging point. This may avoid the vehicle having to store a large database of this information. The at least one charging parameter may include: a charging voltage; and / or an indication of AC and / or DC voltage type. The configuration signal may be for controlling a series / parallel configuration of the battery. The series / parallel configuration of the battery may relate to the intended charging voltage. The configuration signal may be for controlling one or more charging configuration switches in the charging circuit. The one or more processors may be collectively configured to receive a charging intention signal indicative of an intention to charge the vehicle, the control system being configured to output the configuration signal responsive to the charging intention signal. The charging intention signal may optionally be received prior to connection of the car to the charging point. This may optionally allow the configuration to take place only once there is an indication that charging is intended to take place. For example, opening a charge port cover while parked at a charging point is a strong indication that charging will take place at that charging point. The navigation system may be configured to output an identification signal for identifying the identified charging point to a user. This may assist the user in selecting the correct charger to which to connect the vehicle for recharging. According to a further aspect of the present invention there is provided a control system for a vehicle, the control system comprising one or more processors collectively configured to: determine a location of the vehicle; based at least in part on the location, determine at least one charging parameter of a charging point; and output, based on the at least one charging parameter, a configuration signal for controlling a configuration of a charging circuit of the vehicle, such that the charging circuit, as configured by the configuration signal, is compatible with the charging parameter of the charging point. According to a further aspect of the present invention there is provided a vehicle system comprising: the control system of any aspect described herein; a battery; and a charging circuit for charging the battery. The vehicle system may comprise a navigation system coupled to provide a location signal to the control system, the one or more processors collectively being configured to determine the location of the vehicle at least partly based on the location signal. The navigation system may be configured to output an identification signal for identifying the identified charging point to a user. This may allow the user to navigate to the charging point for which the configuration signal has been output. According to a further aspect of the present invention there is provided a vehicle comprising the control system of any aspect described herein, or the vehicle system of any aspect described herein. According to a further aspect of the present invention there is provided a method implemented by a vehicle, the method comprising: determining a location of the vehicle; identifying, based at least in part on the location, a charging point that is proximal to the location of the vehicle and is suitable for recharging a battery of the vehicle; determining at least one charging parameter of the identified charging point; and outputting, based on the at least one charging parameter, a configuration signal for controlling a configuration of a charging circuit of the vehicle, such that the charging circuit, as configured by the configuration signal, is compatible with the charging parameter of the charging point. According to a further aspect of the present invention there are provided computer readable instructions that, when executed by a computer, are arranged to perform the method of any aspect described herein. Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and / or features of any embodiment can be combined in anyway and / or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and / or incorporate any feature of any other claim although not originally claimed in that manner. BRIEF DESCRIPTION OF THE DRAWINGS Embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows a vehicle in accordance with an embodiment of the invention; Figure 2 shows a schematic of the vehicle of Figure 1, including a control system in accordance with an embodiment of the invention; Figures 3 to 5 are schematic views of a charging circuit and battery of the schematic of Figure 2, in accordance with an embodiment of the invention; Figure 6 shows the vehicle of Figures 1 and 2 connected to a charging point; Figures 7 to 9 are schematic views of a charging circuit and battery of the schematic of Figure 2, in accordance with a further embodiment of the invention; Figure 10 shows a charging sequence for a charging point; and Figure 11 shows a method in accordance with an embodiment of the invention. DETAILED DESCRIPTION A control system 100 and vehicle 200 in accordance with embodiments of the present invention are described herein with reference to the accompanying drawings. As shown in Figures 1 and 2, the control system 100 is installed within a vehicle 200. The control system 100 is configured to determine a location of the vehicle 200, and to determine, based on the location, at least one 4 charging parameter of a charging point that the vehicle 200 can use to recharge a battery of the vehicle, as described in more detail below. The control system 100 is configured to output, based on the at least one charging parameter, a configuration signal for controlling a configuration of the charging circuit 102, such that the charging circuit 102, as configured by the configuration signal, is compatible with the charging parameter of the charging point. The vehicle 200 comprises a charging circuit 102 that is electrically coupled to a charging port 104 via isolating relays 168, 170, and to a traction battery 106, as described in more detail below. The relays 168, 170 are controlled to selectively connect the charging port 104 to the charging circuit 102 under the control of the control system 100, as described in more detail below. The vehicle 200 also includes a navigation system 114. The navigation system 114 is electrically coupled to receive location data from a GPS unit 148, and to output display information to a display 150, as described in more detail below. The control system 100 is electrically coupled to receive location information 112 from the navigation system 114, based at least in part on the location data from the GPS unit 148. The location information 112 can take any suitable form, including a grid reference (such as latitude and longitude) and / or other information (such as any one or more of a building number, building name, business or resident name, street name, suburb, postcode, town, city, county, state, region, and country) that can be used to determine the vehicle’s location. The vehicle 200 includes one or more image capture devices, such as a camera 160. The camera 160 is positioned to allow the capture of images representing the environment around the vehicle 200. The control system 100 is electrically coupled to receive image data 162 from the camera 160, based at least in part on the captured images. Multiple cameras 160 can optionally be installed. The image data 162 can take any suitable form, including one or more images, or information recognised in the images (such as any one or more of a building number, building name, business or resident name, street name, suburb, postcode, town, city, country), which can be used to determine the vehicle’s location. The control system 100 is configured to determine the location of the vehicle 200 based at least in part on a location signal. The location signal can include any one or more of the location information 112, the image data 162, and any other data available to the control system 100 that can be used to determine the vehicle’s location, as described in more detail below. The location signal can directly encode the location (e.g., in the form of coordinates or an address) or indirectly encode the location (e.g., the location signal can include information such as an IP address, URL, or other information that can be used to determine the location by referring to a local or remote database). The control system 100 is configured to determine the at least one charging parameter based at least in part on the determined location, and to output a configuration signal 110 to the charging circuit 102. The charging parameter can be determined by referring to locally or remotely stored information about charging points, for example as described in more detail below. The control system 100 comprises one controller 124, although it will be appreciated that this is merely illustrative and that two or more controllers 124 can be used in other implementations. The controller 124 comprises processing means 116 and memory means 118. The processing means 116 may be one or more electronic processing device 116 that operably executes computer-readable instructions. The memory means 118 may be one or more memory device 118. The memory means 118 is electrically coupled to the processing means 116. The memory means 118 is configured to store instructions, and the processing means 116 is configured to access the memory means 118 and execute the instructions stored thereon. The controller 124 comprises an input means 122 and an output means 120. The input means 122 may comprise an electrical input 122 of the controller 124. The output means 120 may comprise an electrical output 120 of the controller 124. The input 122 is arranged to receive the location signal 112 from the navigation system 112. The location signal 112 is an electrical signal that is indicative of the location of the vehicle 200, as described above and in more detail below. The output 122 is arranged to output the configuration signal 110. Figure 1 illustrates a vehicle 200 according to an embodiment of the present invention. The vehicle 200 comprises the control system 100, the battery 106, the charging circuit 102, and optionally other components as shown in Figure 2. In the implementation of Figures 3 to 5, the battery 106 comprises sub-batteries in the form of a first battery pack 126 and a second battery pack 128. The first battery pack 126 and the second battery pack 128 each contains rechargeable cells (not shown), which are coupled such that the nominal DC voltage of each battery pack is 400 V. It will be appreciated that the first battery pack 126 and the second battery pack 128 need not be packaged separately. In other implementations, the battery packs 126,128 may have nominal voltages that are higher or lower than 400 V. Batteries having a nominal voltage of 400 V may have an actual maximum no-load voltage considerably higher or lower than 400 V. Batteries having a nominal voltage of 400 V may have a maximum no-load voltage of between 200 V and 500 V, for example. Similarly, batteries having a nominal voltage of 800 V may have an actual maximum no-load voltage considerably higher or lower than 800 V. Batteries having a nominal voltage of 800 V may have a maximum no-load voltage of between 400 V and 920 V, for example. The ranges above are examples only, and nominally 400 V and 800 V batteries may have actual maximum no-load voltages outside of those ranges. Similarly, a charging point having a nominal charging voltage of 400 V DC (or 800 V DC) may provide a maximum charging voltage that exceeds 400 V DC (or 800 V DC). Subsequent references to voltage values are all nominal, but for brevity, the word “nominal” will be omitted in the rest of the description. The first battery pack 126 has a positive terminal 130 and a negative terminal 132. Similarly, the second battery pack 128 has a positive terminal 134 and a negative terminal 136. The positive terminal 130 of the first battery pack 126 is coupled to a positive terminal 144 of the charging port 104 via the isolating relay 168, and the negative terminal 136 of the second battery pack 128 is coupled to a negative terminal 146 of the charging port 104 via the isolating relay 170. The first battery pack 126 and the second battery pack 128 are also connected to an inverter (not shown) that is used to selectively provide drive current to an electric machine (not shown) to drive the vehicle 200, and to convert electrical power from the electric machine into a DC charging current when the vehicle is in a power regeneration mode. For clarity, the additional connections and circuitry required for this functionality are not shown. The charging circuit 102 includes a first switch 138, a second switch 140, and third switch 142. The first switch 138 is coupled between the negative terminal 132 ofthe first battery pack 126 and the positive terminal 134 of the second battery pack 128. The second switch 140 is coupled between the negative terminal 132 ofthe first battery pack 126 and the junction between the negative terminal 136 ofthe second battery pack 128 and the isolating relay 170. The third switch 142 is coupled between the positive terminal 134 ofthe second battery 128 and the junction between the positive terminal 130 ofthe first battery pack 126 and the isolating relay 168. The first switch 138, the second switch 140, and the third switch 142 are individually controllable by way of control signals from the control system 100 (for clarity, individual connections for the control ofthe switches are not shown). By controlling the first switch 138, the second switch 140, and the third switch 142, the control system 100 can place the charging circuit 102 into a number of different modes, which will be described with reference to Figures 3 to 5. The charging circuit 102 can include components otherthan those illustrated. For example, the charging circuit 102 can include filtering components, safety components, monitoring components, isolating components, and communication components, all of which are known within the art. Figure 3 shows a non-charging mode, in which the first switch 138, the second switch 140, and the third switch 142 are open. In this mode, there is no circuit through the first battery pack 126 or the second battery pack 128. As such, the charging circuit 102 cannot provide a charge current to charge the first and second battery packs 126, 128. Typically, this non-charging mode is enabled when the vehicle is not plugged in, or when the vehicle is plugged in but charging is not intended. Figure 4 shows a high-voltage DC charging mode, in which the first switch 138 is closed, and the second switch 140 and the third switch 142 are open. In this mode, there is a series circuit from the first isolating relay 168, to the positive terminal 130 ofthe first battery pack 126, then through the first battery pack 126, the first switch 138, and the second battery pack 128, returning to the second isolating relay. As such, the first battery pack 126 is in series with the second battery pack 128. The charging circuit 102 therefore “sees” an 800 V battery due to the 400 V voltages ofthe first battery pack 126 and the second battery pack 128 being summed. Figure 5 shows a low-voltage DC charging mode, in which the first switch 138 is open, and the second switch 140 and the third switch 142 are closed. In this mode, there is a first circuit from the first isolating relay 168, to the positive terminal 130 ofthe first battery pack 126, then through the first battery pack 126 and the second switch 140, returning to the second isolating relay 170. There is also a second circuit from the first isolating relay 168, then through the third switch 142 and the second battery pack 128, returning to the second isolating relay 170. As such, the first battery pack 126 is in parallel with the second battery pack 128. The charging circuit 102 therefore “sees” a 400 V battery. The high-voltage DC charging mode of Figure 4 and the low-voltage DC charging mode of Figure 5 require different DC charging voltages, to match the relatively higher and lower battery voltages seen at the charging circuit 102. Charging points for recharging the battery 106 can have a range of characteristics, including, but not limited to: • AC charging capability (e.g., voltage and maximum power); • DC charging capability (e.g., voltage and maximum power); and • Charging standard compatibility (e.g., Combined Charging System (CSS), CHAdeMO, Type 1, and Type 2) As shown in Figure 6, to recharge the battery 106 (and omitting commercial / financial aspects such as authorising payment, for clarity), the vehicle 200 is parked near a charging point 180. The charging point 180 includes a charging cable 182, which corresponds to an AC or DC charging standard such as CSS, CHAdeMO, Type 1, or Type 2. The charging cable 182 is plugged into the vehicle 200, to prepare for charging the battery 106. Figure 10 shows a typical sequence 700 of states involved in charging the battery of the vehicle 200. The sequence is a generalised set of states that may be used in various charging standards such as those mentioned above, although it will be understood that different current and future charging standards may use a different sequence and / or different states (including more or fewer states). The states in the sequence 700 will be explained briefly for context: 1. Unmated state 702: when the vehicle 200 is first connected to the charging point 180 with the charging cable 182, simple checks are performed to confirm that the connection has been made. 2. Mated state 704: a communications link is established between the vehicle 200 and the charging point 180 via the charging cable 182. 3. Initialisation state 706: a charging session is negotiated between the vehicle 200 and the charging point 180. This includes the charging point 180 providing information about the voltage at which it can supply power during charging. 4. Cable check state 708: the charging cable 182 is checked for electrical issues such as short circuits and isolation failures. 5. Pre-charge state 710: voltage match between battery pack 126 and charging point 180 is confirmed, and switches (such as isolating relays 168, 170) are closed. 6. Charge state 712: charging current is delivered at a suitable voltage from charging point 180 to vehicle 200 via the charging cable 182. 7. Power down state 714: a session stop request is received (or there is another reason to stop the session, such as an error). The charging cable 182 is unlocked, and the sequence returns to the unmated state 702 described above. When the vehicle 200 is not being used, or there is no intention to charge, the charging circuit 102 will typically be in the non-charging mode of Figure 3. Once the charging circuit 102 learns which voltage the charging point 180 can supply when charging, the charging circuit 102 configures the battery 106 by way of the first, second, and third switches 138,140, 142 to suit the selected voltage. For example, if the charging point 180 is capable of only providing a voltage suitable for charging an 800 V battery, then the battery 106 is configured in the high-voltage DC charging mode of Figure 4. If the charging point 180 is capable of only providing a voltage suitable for charging a 400 V battery, then the battery 106 is configured into the low-voltage DC charging mode of Figure 5. If the charging point 180 is capable of providing a voltage suitable for charging both 800 V and 400 V DC charging modes, then the battery 106 can be configured into the high-voltage DC charging mode of Figure 4 or the low-voltage DC charging mode of Figure 5. Typically, the mode capable of providing the highest charging power (usually the highest voltage) will be selected. By generating the configuration signal based on the vehicle’s location, the charging circuit 102 can be configured to be compatible with the voltage of the charging point 180 without having to wait for the charging point 180 to inform the vehicle 200 of the available charging voltage(s). This would otherwise only happen after the vehicle 200 is connected to the charging point 180 (such as during the initialisation state 706 of the sequence 700 described above). Generating the configuration signal based on the vehicle’s location can reduce the time elapsed between connecting the vehicle 200 to the charging point 180 with the charging cable 182, and commencement of charging in the charge state 712. The location data can be generated by the GPS unit 148, and the navigation system can in turn output the location signal 112 to the control system 100, as described above. Alternatively, or in addition, the image data 162 from the camera 160 can be processed to determine the location. For example, image data 162 based on images captured by the camera 160 can be processed in order to determine the location. The processing can take place wholly or partly within the camera 160, wholly or partly within the control system 100, and / or wholly or partly in another local or remote system (not shown). For example, a QR code or barcode displayed on or near the charging point 180 can be captured by the camera, and the corresponding image data 162 processed to identify and decode the QR code or barcode. The QR code or barcode can directly encode location information (for example, in the form of coordinates, an address, or the like). Alternatively, or in addition, the QR code or barcode can encode a URL, IP address, or other resource locator allowing the control system 100 to determine the vehicle’s location by looking up information via a communication network such as the internet, or in a local database stored in the memory 118. Alternatively, or in addition, the location can be determined by performing text and / or image recognition on the image data 162. Information can be extracted from, for example, signage such as street signs or signage associated with the charging point 180, in order to determine the vehicle’s location. The vehicle’s location can be determined based on image recognition, including recognising landmarks or the like. Alternatively, or in addition, the location can be determined based on wirelessly received information. For example, a signal can be transmitted by the charging point 180 or a nearby transmitter (not shown). The signal can encode the location in a manner that can be determined by the control system 100, either directly (i.e., the location is encoded directly in the signal) or by looking the location up based on the signal (i.e., the signal encodes information such as a URL, IP address, or other resource locator that can be used to look up the location). Based on the vehicle’s location, the control system 100 identifies a charging point that is proximal to the location of the vehicle and is suitable for recharging a battery of the vehicle. Such a charging point can be identified by, for example, using the location information to interrogate a local or remote server, or any other data storage system (such as memory 118, for example). Such a server or data storage system can, for example, store information regarding locations of various charging points. For example, the control system 100 can determine the charging point location by: transmitting a request to a remote server via a wireless communications network, the request being indicative of the vehicle’s location; and receiving, from the remote server and in response to the request, at least one identifier associated with a charging point. The control system 100 can then determine the at least one charging parameter by looking up a value or set of values of the at least one parameter for the identified charging point. The at least one charging parameter can be determined by, for example, using the identifier associated with the identified charging point, and / or the location information or information regarding the identified charging point, to interrogate a local or remote server or other data storage system. For example, the control system 100 can determine the at least one charging parameter by: transmitting a request to a remote server via a wireless communications network, the request being indicative of the identifier of the charging point and / or the charging point’s location; and receiving, from the remote server and in response to the request, the value or set of values of the at least one parameter for the charging point. Such a server can be the same as the server used to identify the charging point based on the vehicle’s location, or can be a different server. The vehicle location need only be sufficient to determine the charging parameter of a charging point to which the vehicle is, or is going to be, connected for charging. For example, an address may be sufficient if there is only one charging point at the address or near the identified charging point location. If there are several charging points at that address or location having the same charging parameters, then the address may still be sufficient. If there are several charging points having different charging parameters, then a higher resolution location than merely an address may be required. For example, an address plus additional location information such as a charging point number or coordinates may be used, or just coordinates. The at least one charging parameter can include, for example, one or more available charging voltages, and / or an indication of AC and / or DC voltage-type availability. The configuration signal can be used to control a series / parallel configuration of the battery 106. For example, if the charging point is an 800 V DC charging point, the first, second and third switches 138, 140,142 can be controlled by the control system 100 to place the batteries into the series (nominally 800 V DC), mode shown in Figure 4. If the charging point is a 400 V DC charging point, the first, second and third switches 138, 140, 142 can be controlled by the control system 100 to place the batteries into the parallel (nominally 400 V DC), mode shown in Figure 5. The vehicle’s location can be determined at any suitable time and in any suitable manner. For example, the location data can be generated continuously, periodically, or on demand by the GPS unit 148. The navigation system 114 can in turn output the location signal 112 to the control system 100 continuously, periodically, or on demand. The location of the charging point 180 can similarly be determined at any suitable time and in any suitable manner. For example, the location can be determined continuous, periodically, or on demand. Output of the configuration signal can optionally be responsive to a charging intention signal indicative of an intention to charge the vehicle, or at least an increased likelihood that the vehicle will soon be charged. For example, the control system 100 can receive a charging intention signal indicative of an intention to charge the vehicle, optionally prior to connection of the vehicle to the charging point. The control system can be configured to generate and / or output the configuration signal responsive to the charging intention signal. It will be appreciated that, although the charging intention signal results in the outputting of the configuration signal, the charging intention signal may alternatively, or in addition, initiate determining of the vehicle location, and / orthe identification of the charging point based on the vehicle location. The outputting of the configuration signal may happen automatically as the result of the charging intention signal initiating the determination of the vehicle location, and / or the identification of the charging point based on the vehicle location. The charging intention signal can take any suitable form. For example, the charging intention signal can take to form of any one or more of: a charge port cover (not shown) being opened; a charging point has been set as a destination in the vehicle navigation system; the vehicle being placed into a battery preconditioning mode by a user; and the vehicle approaching, or stopping at or near, a charging point. Optionally, the navigation system 114 can be configured to output an identification signal for identifying the identified charging point 180 to a user. For example, the location of the identified charging point 180 can be displayed on a map shown on the display screen 150. Alternatively, or in addition, an address or other indicator of the charging point location can be output for user selection and / or confirmation. Alternatively, or in addition, the identification signal can take the form of an audible signal, such as a spoken description of the location, which may include the charging point’s address or other location identifier. Optionally, the navigation system 114 can provide navigation instructions to the user to guide them to the charging point, or provide navigation information to an autonomous driving module (not shown) in the event the vehicle has autonomous driving capability. In other implementations, only a single battery pack is provided. Instead of reconfiguring the battery pack to account for changes in the available charging voltage of a charging point, the charging circuit 102 includes a DC-DC converter for, if needed, stepping up or down the DC voltage supplied by a charging point, to an appropriate voltage for charging the battery. For example, if the battery is 800 V, then an 800 V charging point can be used directly. However, if only a 400 V charging point is available, then a DC-DC 400 V to 800 V converter is used to step the 400 V supplied by the charging point up to the 800 V needed to charge the vehicle’s 800 V battery. Figures 8 to 10 show an alternative arrangement comprising a charging circuit 102 and battery pack 126. In this implementation, the battery pack 126 is an 800 V battery pack, but it will be appreciated that different voltages may be employed in other implementations. The charging circuit 102 includes a DC-DC converter 152 configured for converting a first DC voltage to a second, different DC voltage. For example, the DC-DC converter 152 can be configured to convert 400 V supplied by a connected charging point (not shown) to the 800 V required to charge the 800 V battery pack 126. The charging circuit 102 includes a first switch 154 coupled between the first isolating relay 168 and the positive terminal 130 of the battery pack 126, and a second switch 156 coupled between the output of the DC-DC converter 152 and the positive terminal 130 of the battery pack 126. A third switch 158 is coupled between the negative terminal 132 of the battery pack 126 and the isolating relay 170. The first switch 154, the second switch 156, and the third switch 158 are individually controllable by the control system 100. By controlling the status of the first switch 154, the second switch 156, and the third switch 158, the control system 100 can place the charging circuit 102 into a number of different modes, which will be described with reference to Figures 7 to 9. Figure 7 shows a non-charging mode, in which the first switch 154, the second switch 156, and the third switch 158 are open. In this mode, there is no circuit through the battery pack 126. As such, the charging circuit 102 cannot provide a charge current to charge the battery pack 126. Figure 8 shows an 800 V (input) DC charging mode, in which the first switch 154 and the third switch 158 are closed, and the second switch 156 is open. In this mode, there is a series circuit from the positive terminal of the charging port 104, through the first isolating relay 168, the first switch 154, the battery pack 126, the third switch 158, the second isolating relay 170, and back to the negative terminal 146 of the charging port 104. Because the charging point 180 is an 800 V charging point, it can be used directly to charge the battery pack 126, without the need for voltage conversion as will be described in relation to Figure 9. Figure 9 shows a 400 V (input) DC charging mode, in which the second switch 156 and the third switch 158 are closed, and the first switch 154 is open. In this mode, there is a series circuit from the positive terminal of the charging port 104, through the first isolating relay 168, through DC-DC converter 152, the second switch 156, the battery pack 126, the third switch 158, the second isolating relay 170, and back to the negative terminal 146 of the charging port 104. The DC-DC converter 152 increases the 400 V supplied voltage to up to 800 V to charge the battery pack 126 as required. When the vehicle 200 is not being used, or there is no intention to charge, the charging circuit 102 will typically be in the non-charging mode of Figure 7. Once the charging circuit 102 learns which voltage the charging point 180 can supply when charging, the charging circuit 102 configures the battery 106 by way of the first, second, and third switches 154,156, 158 to suit the available voltage. For example, if the charging parameter suggests that the charging point 180 is capable of only providing a voltage suitable for charging an 800 V battery, then the charging circuit 102 is configured in the 800 V charging mode of Figure 8, in which the DC-DC converter 152 is bypassed and the charging point 180 connected directly to the battery 126. If the charging parameter suggests that the charging point 180 is capable of only providing a voltage suitable for charging a 400 V battery, then the charging circuit 102 is configured in the 400 V charging mode of Figure 9, in which the voltage is boosted by the DC-DC converter 152. If the charging parameter suggests the charging point 180 is capable of providing a voltage suitable for charging both 800 V and 400 V batteries, then the battery 106 can be configured into either charging mode. By generating the configuration signal based on the vehicle’s location, the charging circuit 102 can be configured to be compatible with the voltage of the charging point 180 without having to wait for the charging point 180 to inform the vehicle 200 of the available charging voltage(s). This would otherwise only happen after the vehicle 200 is connected to the charging point 180 (such as during the initialisation state 706 of the sequence 700 described above). Generating the configuration signal based on the vehicle’s location can reduce the time elapsed between connecting the vehicle 200 to the charging point 180 with the charging cable 182, and commencement of charging in the charge state 712. In other implementations, the charging circuit can be configured to operate with both DC and AC charging sources. The charge current from an AC source is converted to the appropriate DC by an AC-DC converter (not shown). DC can be used to charge the battery directly (or, if not at the appropriate voltage, can be converted to the correct voltage with a converter, for example as described above with reference to Figures 7 to 9). The configuration signal can be used to configure the charging circuit into the appropriate AC or DC charging mode. The vehicle 200 can comprise a vehicle system comprising the control system 100 and the navigation system 114, and optionally the charging circuit 102 and any other component shown in Figure 2. Figure 11 illustrates a method 400 according to an embodiment of the invention. The method 400 is a method of outputting a configuration signal for controlling a configuration of a charging system of a vehicle, such as the vehicle 200. The method 400 can be performed by the control system 100. In particular, the memory 118 may comprise computer-readable instructions that, when executed by the processor 116, perform the method 400 according to an embodiment of the invention. The method 400 comprises determining 402 a location of the vehicle 200. The location can be identified in any suitable manner, such as in accordance with any of the previously described embodiments. The method 400 comprises identifying 404, based at least in part on the determined location, a charging point that the vehicle 200 can use to recharge a battery of the vehicle, and determining 406 at least one charging parameter of the identified charging point. The method 400 comprises outputting 408, based on the at least one charging parameter, the configurations signal for controlling a configuration of a charging circuit of the vehicle, such as the charging circuit, as configured by the configuration signal, compatible with the charging parameter of the charging point. Embodiments have been described using two battery packs configurable between parallel and series arrangements. In other embodiments, three more battery packs can be provided, which are also configurable between two or more parallel and series arrangements. Embodiments have been described that use 400 V and 800 V battery arrangements, whether provided in a single battery pack, or two or more series-coupled and / or parallel-coupled battery packs presenting a 400 V or 800 V battery to the charging circuit. Other high / low voltages may apply in other embodiments. Also, the battery may be configurable between more than two voltage arrangements. Embodiments have been described that accept 400 V and 800 V DC charging sources, optionally including DC-DC conversion to a different DC voltage that is compatible with the battery to be charged. Other supply voltages (AC and / or DC) may apply in other embodiments. Also, the charging circuit may be capable of accepting more than two AC and / or DC voltages. 5 Where actions are described as being performed by particular circuits or systems (such as the charging circuit 102, for example), it will be understood that some or all of those actions can be performed by one or more other circuits or systems. For example, at least some of the functionality of the charging circuit and / or the sensing circuit can be performed by the control system or any other vehicle system. 10 It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims

1. A control system for a vehicle, the control system comprising one or more processors collectively configured to:determine a location of the vehicle;based at least in part on the location, identify a charging point that is proximal to the location of the vehicle and is suitable for recharging a battery of the vehicle;determine at least one charging parameter of the identified charging point; andoutput, based on the at least one charging parameter, a configuration signal for controlling a configuration of a charging circuit of the vehicle, such that the charging circuit, as configured by the configuration signal, is compatible with the charging parameter of the charging point.

2. The control system of claim 1, wherein the one or more processors are collectively configured to: receive a location signal from a navigation system of the vehicle; and determine the location based at least in part on the location signal.

3. The control system of claim 1 or 2, wherein the one or more processors are collectively configured to: receive image data indicative of the vehicle’s surroundings; and identify the charging point based at least in part on the image data.

4. The control system of any preceding claim, wherein the one or more processors are collectively configured to determine the at least one charging parameter by looking up, in a database, a value or set of values of the at least one parameter for the identified charging point.

5. The control system of any preceding claim, wherein the one or more processors are collectively configured to identify the charging point by:transmitting a request to a remote server via a wireless communications network, the request being indicative of the location; andreceiving, from the remote server and in response to the request, the value or set of values of the at least one parameter for the charging point.

6. The control system of any preceding claim, wherein the one or more processors are collectively configured to determine the at least one charging parameter by:transmitting a request to a remote server via a wireless communications network, the request being indicative of the location; andreceiving, from the remote server and in response to the request, the value or set of values of the at least one parameter for the charging point.

7. The control system of any preceding claim, wherein the at least one charging parameter includes:a charging voltage; and / oran indication of AC and / or DC voltage type.

8. The control system of any preceding claim, wherein the configuration signal is for controlling a series / parallel configuration of the battery.

9. The control system of any preceding claim, wherein the configuration signal is for controlling one or more charging configuration switches in the charging circuit.

10. The control system of any preceding claim, wherein the one or more processors are collectively configured to receive a charging intention signal indicative of an intention to charge the vehicle, prior to connection of the car to the charging point, the control system being configured to output the configuration signal responsive to the charging intention signal.

11. A vehicle system comprising:the control system of any preceding claim;a battery; anda charging circuit for charging the battery.

12. The vehicle system of claim 11 when dependent on claim 2, comprising a navigation system coupled to provide a location signal to the control system, the one or more processors collectively being configured to determine the location of the vehicle at least partly based on the location signal.

13. A vehicle comprising the control system of any one of claims 1 to 8, or the vehicle system of any one of claims 9 to 12.

14. A method implemented by a vehicle, the method comprising: determining a location of the vehicle;identifying, based at least in part on the location, a charging point that is proximal to the location of the vehicle and is suitable for recharging a battery of the vehicle;determining at least one charging parameter of the identified charging point; andoutputting, based on the at least one charging parameter, a configuration signal for controlling a configuration of a charging circuit of the vehicle, such that the charging circuit, as configured by the configuration signal, is compatible with the charging parameter of the charging point.

15. Computer readable instructions that, when executed by a computer, are arranged to perform a method according to claim 14.18

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