Bidirectional power conversion and charging apparatus for use with electric vehicles - Patents.com

Abstract

The present invention relates to an electric vehicle charger that may include power electronics, one or more controllers, and one or more cables / connector plugs. The disclosed bidirectional charger can operate bidirectionally. Power components can be arranged within the charger enclosure in a configuration that provides optimal airflow over one or more heat sinks, allowing most heat to be carried away from the charger enclosure with minimal effort. The disclosed charger can effectively cool the system using a combination of forced and natural convection. A power stage can be mounted within the enclosure, and a control tray can be mounted above the power stage. The disclosed charger can use a three-power stage architecture. The disclosed charger also uses configurations and methods for positioning and packaging power components within the enclosure, which results in smaller, more power-dense device components.

Description

[Background technology]

[0001] The present disclosure relates generally to a bidirectional power conversion apparatus, and in particular to a bidirectional charger for use with an electric vehicle. The charger has a bidirectional power conversion structure or power stage having an interconnection device and power conversion equipment configured to charge a vehicle battery from a power grid or a building and to discharge stored energy of the vehicle battery to the power grid or a building. Thus, the disclosed bidirectional charger can be used to optimize revenue generating and / or cost saving activities by providing bidirectional power flow between an electric vehicle and an AC source, such as a utility grid.

[0002] With growing concerns about the environment and resource depletion, the use of plug-in electric vehicles is becoming increasingly common. Such vehicles include battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), and hydrogen fuel cell electric vehicles (FCEVs). These vehicles typically include one or more electric motors powered by one or more batteries. There are different types of electric vehicle batteries, e.g., lead acid, nickel metal hydride, sodium, and lithium ion. Each such battery can be offered with a different storage capacity, which is typically measured in kilowatt-hours ("kWh").

[0003] As the use of electric vehicles becomes more prevalent and the availability of such vehicles increases, attempts have been made to utilize them for revenue generating and / or cost saving activities, such as vehicle-to-grid activities. Conventional chargers or standard fast chargers for electric vehicles only allow one-way flow (i.e., power flows only from the charger to the electric vehicle) and are not suitable for vehicle-to-grid activities. Also, standard fast chargers are stuck in the process of charging an electric vehicle. For example, a standard fast charger automatically starts charging operations when plugged into a vehicle and automatically disconnects when the vehicle communicates that it is fully charged, without evaluating the vehicle status to determine what action should be taken. The disclosed bidirectional charger provides bidirectional power flow for charging an electric vehicle and discharging the electric vehicle to the power grid or a building. Furthermore, the disclosed bidirectional charger allows evaluation of the vehicle status to determine what action should be taken and communicates with software to perform vehicle-to-grid activities. [Brief description of the drawings]

[0004] [Figure 1A] 1A-1C are diagrams of a basic topology of a bidirectional charger according to the present disclosure. [Figure 1B] 1A-1C are diagrams of a basic topology of a bidirectional charger according to the present disclosure. [Figure 1C] 1A-1C are diagrams of a basic topology of a bidirectional charger according to the present disclosure. [Diagram 2] 1 illustrates a diagram of an electronics enclosure for a bidirectional charger according to the present disclosure. [Diagram 3] FIG. 13 is a diagram of air flow through an AC / DC tunnel path according to one embodiment of the present disclosure. [Figure 4] FIG. 13 is a diagram of air flow through a DC / DC ISO tunnel path according to one embodiment of the present disclosure. [Diagram 5]FIG. 13 is a diagram of a sidecar design for the isolation stage of a bidirectional charger according to the present disclosure. [Figure 6A] 6A-6C are diagrams of an embodiment of a sidecar design for an isolation stage of a bidirectional charger according to the present disclosure. [Figure 6B] 6A-6C are diagrams of an embodiment of a sidecar design for an isolation stage of a bidirectional charger according to the present disclosure. [Figure 6C] 6A-6C are diagrams of an embodiment of a sidecar design for an isolation stage of a bidirectional charger according to the present disclosure. [Figure 7] FIG. 2 is a diagram of the basic topology of a power stage of a bidirectional charger according to the present disclosure. [Figure 8] 1 is a power stage level overview of the electronics of a bidirectional charger according to the present disclosure. [Figure 9] FIG. 2 illustrates four quadrants of a four-quadrant operation of an on-board or off-board power converter according to the present disclosure. [Figure 10] 1 illustrates a spring configuration in a charger according to one embodiment of the present disclosure.

[0005] In the foregoing figures, like parts, components, structures and / or processes are referred to with like reference numerals. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0006] As will be appreciated by those skilled in the art, aspects of the present disclosure may be illustrated and described herein in any of a number of patentable classes or contexts, including new and useful methods, machines, manufacture, or compositions of matter, or new and useful improvements thereof. Accordingly, aspects of the present disclosure may be implemented entirely in hardware, entirely in software (including firmware, resident software, microcode, etc.), or using a combination of software and hardware implementations, all of which may be generally referred to herein as "circuits," "modules," "components," or "systems." Aspects of the present disclosure may also take the form of a computer program product embodied in one or more computer-readable medium(s) having computer-readable program code embodied therein.

[0007] Any combination of one or more computer readable media may be utilized. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, or semiconductor system, apparatus, or device, or any suitable combination thereof. More specific examples (non-exhaustive list) of computer readable storage media include portable computer diskettes, hard disks, random access memories (RAM), read only memories (ROM), erasable programmable read only memories (EPROM or flash memory), suitable optical fibers with repeaters, portable compact disk read only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In the context of this document, a computer readable storage medium may be any tangible medium that can contain or store a program for use by or with an instruction execution system, apparatus, or device.

[0008] A computer-readable signal medium may include a propagated data signal having computer-readable program code embodied therein, for example in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including but not limited to, electromagnetic, optical, or any suitable combination thereof. A computer-readable signal medium may be any computer-readable medium, other than a computer-readable storage medium, capable of communicating, propagating, or transporting a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer-readable signal medium may be transmitted using any suitable medium, including but not limited to, wireless, wired, fiber optic cable, radio frequency (RF), or the like, or any suitable combination thereof.

[0009] Computer program code for performing operations related to aspects of the present disclosure may be written in any combination of one or more programming languages, such as, for example, any of the programming languages ​​listed at https: / / githut.info / (e.g., JAVASCRIPT®, JAVA®, PYTHON, CSS, PHP, RUBY, C++, C, SHELL, C#, OBJECTIVE C, etc.) or other programming languages. The program code may be executed by a processor or may be programmed into a programmable logic device. The program code may be executed as a standalone software package. The program code may be executed entirely on an embedded computing device or partially on an embedded computing device (e.g., partially on a server, partially on a personal computer, and partially on an embedded device). The program code may be executed on a client, on a server, partially on a client and partially on a server, or entirely on a server or other remote computing device. The program code may also be executed on a combination of any of the foregoing, including a cluster of personal computers or servers. A server or remote computing device may be connected to a client (e.g., a user's computer) via any type of network, including a local area network (LAN), a wide area network (WAN), or a cellular network. The connection may also be to an external computer or server in a cloud computing environment (e.g., over the Internet using an Internet Service Provider) or may be provided as a service, e.g., Software as a Service (SaaS).

[0010] The bidirectional charger of the present disclosure can be used with any vehicle equipped with a battery that can be utilized as an energy storage resource, including electric trucks, electric buses, electric cars, electric forklifts, electric motorcycles, electric scooters, electric wheelchairs, electric bicycles, etc. (assuming it is configured for bidirectional charging). While such batteries are typically found in these types of exemplary vehicles, they can also be found in other mobile energy storage resources. The present disclosure is directed to a bidirectional charger that interfaces with an electric vehicle and application software to optimize the health of the battery during revenue generating and / or cost saving activities, leaving the battery in an optimal state to power the electric vehicle when not being used for such revenue generating and / or cost saving activities. The charger may be located within the vehicle as part of its internal charging system, or may be located outside the vehicle as an off-board option compatible with existing electric vehicles. An off-board DC fast charger, such as the embodiments disclosed below, can charge faster than an on-board charger, which may only be 3.6 kW or 6.6 kW depending on the specific vehicle, providing additional operational value.

[0011] The bidirectional charger of the present disclosure can support power flow from an AC source, such as the power grid, to an electric vehicle or from an electric vehicle to an AC connection. The bidirectional charger of the present disclosure provides a choice of which of these two operations (i.e., grid-to-vehicle or vehicle-to-grid) to perform and interfaces with (or includes) software to determine when and how to perform a particular operation. Unlike a standard fast charger for an electric vehicle, the bidirectional charger of the present disclosure reports that it is connected to an electric vehicle and is an available resource, while the software determines what operation to perform and when to initiate the operation. Connecting to an electric vehicle may require having an electrical connection or power flow and a communication path for a protocol (i.e., a vehicle communication standard) to access the electric vehicle. There are several competing vehicle communication standards. The bidirectional charger of the present disclosure may use any suitable vehicle communication standard, such as, for example, CHAdeMO. The charger may also send messages to the electric vehicle over the communication path.

[0012] Aspects of the present disclosure are described herein with reference to flowchart illustrations, illustrations, and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the present disclosure. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine such that the instructions, executed by the processor of the computer or other programmable instruction execution apparatus, produce a mechanism that implements the functions / acts specified in one or more blocks of the flowchart illustrations and / or block diagrams.

[0013] The computer program instructions may also be stored on a computer-readable medium that, when executed, can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions, when stored on the computer-readable medium, create an article of manufacture including instructions that, when executed, cause a computer to perform the functions / operations specified in one or more blocks of the flowcharts and / or block diagrams. The computer program instructions may also be loaded into a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable apparatus, or other device, thereby creating a computer-implemented process, such that the instructions executing on the computer or other programmable apparatus provide a process that implements the functions / operations specified in one or more blocks of the flowcharts and / or block diagrams.

[0014] For a more complete understanding of the nature and advantages of the embodiments of the present disclosure, reference should be made to the following detailed description and accompanying drawings, from which other aspects, objects and advantages of the disclosed embodiments will become apparent, although the scope of the disclosed embodiments will become more fully apparent from the claims.

[0015] Common Topologies for Bidirectional Chargers In general, an electric vehicle charger may include power electronics equipment, one or more controllers, and one or more cables / connector plugs. The power electronics equipment is disposed in any suitable enclosure that protects the electronic components from the elements. The power electronics equipment is responsible for providing power to the electric vehicle and includes passive components (inductors, resistors, capacitors, transformers), passive and active switched semiconductor devices (switches, rectifiers, protection devices), and other electronics. One or more controllers are configured to monitor and control charging and network functions. And one or more cables / connector plugs are configured to connect the charger (through its charging port or other connection point) to the electric vehicle to be charged, sometimes referred to as a cable gun. In one embodiment of a charger according to the present disclosure, the cable / connector plugs may include a locking mechanism to prevent the charger from being disconnected from the electric vehicle (as described in U.S. Provisional Patent Application No. 62 / 814,712, which is incorporated herein by reference in its entirety).

[0016] A charging station may have multiple chargers and may be located in any suitable location, including, but not limited to, a public place such as a grocery store where individuals may charge their own electric vehicles, or outside a municipal building that serves a fleet of electric vehicles owned by a government agency for municipal use.

[0017] The disclosed bidirectional charger includes a controller, a DC / DC converter, an isolation stage, and an AC / DC converter. The controller can provide a user interface via a local display, buttons, or via a communication network, including a local network, a gateway, or a cloud-based application system. The AC / DC converter can be connected to a power grid, a utility system, or other suitable AC electrical connection point (ECP). The DC / DC converter can be connected to an electric vehicle or other suitable DC electrical connection point (ECP). The controller can communicate with a network, including a local network, a gateway, or a cloud-based application system. This basic topology is shown in FIGS. 1A and 1B. For example, an electric vehicle 402 can be connected to a bidirectional charger 404 via a fast charge port 416 or other suitable connection mechanism. There may be a disconnect device 418 between the charger 404 and a building 406. The building 406 has a building electrical panel 408 or other suitable connection mechanism for connecting to a grid 412 and a local Ethernet port 410 or other suitable connection mechanism for connecting to the Internet 414. The controller may also execute commands and tasks as required by specifications for the electric vehicle industry, the electric utility industry, or other suitable regulatory or operational control entity. The disclosed bidirectional charger provides high power and high efficiency in a smaller package, which allows for wall mounting options, thus reducing the labor and equipment required to install the charger.

[0018] The local user interface may be any suitable graphical user interface with a display screen and a means for user input. For example, the display screen may include a 4x20 character display and three buttons for the user to interact with the charger. The display screen may also be angled to keep the screen out of direct sunlight but remain visible from an average person's height. For example, if the display screen is wall mounted, the screen may be tilted forward 5 degrees relative to the wall.

[0019] The disclosed bidirectional charger is configured for use with electric vehicles implemented in any “X” number application (i.e., vehicle-to-X application, or “V2X”), such as, for example, vehicle-to-grid applications, vehicle-to-building applications, vehicle-to-home applications, vehicle-to-vehicle applications, etc. The difference between each such “X” application is primarily in the system in which the electric vehicle is integrated. For example, an electric vehicle may be integrated with the electrical grid (i.e., vehicle-to-grid) or with the electrical loads of a building in a behind-the-meter system (i.e., vehicle-to-building). A behind-the-meter system is a system that consists of an electrical system that is metered by a grid, such as the electrical system in a commercial building or a private home. The grid may be a larger system that includes everything between the plug and the grid. Thus, it should be understood that vehicle-to-building applications, vehicle-to-home applications, vehicle-to-vehicle applications, etc. may be part of or even referred to as vehicle-to-grid applications.

[0020] The disclosed bidirectional charger is configured to perform charging and discharging operations between an electric vehicle and an AC electrical connection point, such as a utility grid, a microgrid, an AC branch circuit, or other suitable electrical grid. However, the bidirectional charger may also be used to provide power conversion and flow between any suitable DC and AC electrical connection points. This may be done by modifying the input and output mechanisms, such as cables / connector plugs, as needed to suit the application.

[0021] The rate at which the disclosed bidirectional charger charges and discharges may be controlled or limited based on the communication in terms of maximum current levels (current polarity, either charging or discharging) or as maximum power levels (in watts). These levels may be determined by the technical capabilities of the bidirectional charger. In another embodiment, the rate at which the disclosed bidirectional charger charges and discharges may also be a function of both the charger itself and the electric vehicle. The electric vehicle may communicate to the charger as part of its communication protocol the maximum limits that the vehicle can support. The maximum limits for the electric vehicle may be set by the vehicle manufacturer and typically constrain the vehicle's power capabilities in terms of battery warranty. The charger may then default to a level that is satisfactory for both the charger and the electric vehicle in managing the maximum power supported at a certain technology level by the limitations of the charger and the software to maintain the battery warranty conditions of the electric vehicle. For example, the bidirectional charger itself may support a maximum of 15 kW, while the electric vehicle may only support a maximum of 10 kW. Thus, the bidirectional charger defaults to 10 kW or less to maintain the battery warranty.

[0022] The disclosed bidirectional charger may support 220-500 volts (V) DC on the DC side that may interface to an electric vehicle. This range covers the specifications of the Nissan Leaf and other electric vehicles on the market. However, any suitable range of voltage levels and other operating specifications may be used depending on the electric vehicle communication standard (e.g., CHAdeMO or CCS specifications) used. On the AC side of the disclosed charger, the grid connection provided may be a standard utility grid connection. This may be a three-phase 480V connection, such as typically found in industrial equipment in a factory environment. Alternatively, the utility grid connection may be a single-phase connection suitable for residential or domestic use when used with an appropriate AC transformer. The disclosed bidirectional charger may also be used indoors or outdoors. The disclosed charger may accommodate a range of environmental conditions and may operate in an ambient temperature range of -20°C to 40°C.

[0023] The disclosed bidirectional charger may use a distributed software environment, as described in more detail below, in which command and control of the charger may be performed through any suitable interface. The interface may also allow software stored in the cloud or other suitable external servers to connect to the charger. The charger may use the interface to obtain information and issue commands. For example, in U.S. Provisional Patent Application No. 62 / 814,712, which is incorporated herein by reference in its entirety, the disclosed charger may communicate with such software to engage in revenue generating activities. The disclosed bidirectional charger may also have the ability to perform remote firmware updates required on the device. This may allow for the ability to fix software issues or add new features and controls to the charger, such as the ability to perform additional revenue generating activities.

[0024] Although this disclosure is primarily directed to the operation of one charger, multiple chargers may be used in parallel. For example, a V2X system 500 for engaging in revenue generating and / or cost saving activities is shown in FIG. 1C, which includes a fleet of electric vehicles 502 connected to bi-directional chargers 504 connected to a building 506 (behind the building's grid meter 520). Each vehicle connects to the building in a similar manner using the components shown in FIG. 1B. Although the exemplary embodiment of FIG. 1C is shown with six bi-directional chargers, any suitable number of bi-directional chargers may be used depending on the needs of a particular building and / or the availability and number of electric vehicles that can be scheduled. For example, the software may dictate any suitable number of chargers 504 to be charged or discharged simultaneously, such as two, to achieve a desired effect on the overall load condition of the facility. One of these chargers 504 may send a message to the particular electric vehicle connected to it that may instruct the user to plug that particular electric vehicle into another charger (e.g., one of the other five chargers 504) so ​​that the charger can remain available for vehicles with batteries that can be discharged to the grid (as described in U.S. Provisional Patent Application No. 62 / 814,712, which is incorporated herein by reference in its entirety).

[0025] 3 Power Stage Architecture As described above and shown in FIGS. 7 and 8, the bidirectional charger of the present invention may include a three-stage architecture: 1) an AC / DC power stage on the utility grid side; 2) a DC / DC power stage on the electric vehicle side; and 3) an isolated power stage. These three power stages may operate independently to provide a higher level of control when directing power through the charger. Command and control of the charger may be performed through an Ethernet-based communication interface that may be connected to the Internet, and control of the charger may be through a Distributed Network Protocol 3 (DNP3) interface to provide status registers and control options. Ethernet and DNP3 are merely exemplary, and any suitable network connection and interface protocol may be used. This interface may also allow software stored on the cloud or other suitable external server (such as software described in U.S. Provisional Patent Application No. 62 / 814,712, which is incorporated herein by reference in its entirety) to connect to the charger. Such software may use the interface, for example, to obtain information such as the status of the connected vehicle, to issue commands to perform charging / discharging operations, to engage in revenue generating activities (such as those described in U.S. Provisional Patent Application No. 62 / 814,712, which is incorporated herein by reference in its entirety), or for the bidirectional charger to enter a low power state.

[0026] Each of the three power stages mentioned above may have a local processor. These local processors run software for the control of the particular hardware they belong to (in this case the power stage) and the switching that takes place therein. Additionally, a number of built-in controls coded into the software run on the local processors. There is also a separate, larger processor that performs three functions: 1) communicating to and managing / controlling the power stage processor, 2) managing the communication to the electric vehicle (where the CHAdeMO protocol or other suitable electric vehicle communication standard is implemented), and 3) providing an external communication interface via an Ethernet port to the outside world (where the DNP3 interface or other suitable interface is implemented and available). The control of the entire system may use separate controls of the AC / DC and DC / DC stages. For example, unlike a grid-tied system where the DC / DC converter regulates the DC bus voltage and the AC / DC converter regulates the current to the grid, the disclosed bidirectional charger may be configured to operate as a standalone system where the DC / DC converter regulates the electric vehicle current and the AC / DC converter regulates the load voltage.

[0027] The DC / DC stage of the disclosed bidirectional charger may include discrete silicon carbide (SiC) devices and may be a non-isolated DC / DC power converter with a switching frequency of 50 kHz to interface or accept 150-500V, 100A (or ADC) from the electric vehicle. The DC / DC stage may be a simple three-phase bidirectional half-bridge topology and may use high frequency phase interleaving for very low output current ripple. The DC / DC stage may provide a nominal 610VDC to the isolation stage (ISO). The isolation stage (ISO) may be an isolated DC / DC power converter with a CLLC resonant converter with a switching frequency of 250 kHz. The ISO stage may provide electrical isolation through a planar winding transformer with a voltage ratio of 1:1.4. Additionally, a fixed duty cycle and fixed frequency operation near resonance maximizes throughput efficiency.

[0028] The DC / AC power stage of the disclosed bidirectional charger can be a non-isolated DC / AC power converter with a switching frequency of 50 kHz and a 30 Arms / phase inductor design. The DC / AC power stage can include discrete silicon carbide (SiC) devices and a three-phase bidirectional half-bridge topology. And, the disclosed bidirectional charger can be configured to use high frequency switching to minimize the size of line filter components in the DC / AC power stage.

[0029] The above configuration provides the ability to optimize the operation and flexibility of each stage. By using both the isolation stage and a separate DC / DC converter as separate power stages, the isolation stage function can be optimized to perform very efficiently, while the DC / DC stage can be optimized for maximum efficiency as well as voltage conversion. However, in alternative embodiments, the DC / DC and ISO stages may be combined, in which case the disclosed bidirectional charger may be configured to include electrical isolation in the isolated DC / DC stage.

[0030] As another alternative embodiment, the DC / DC stages of the disclosed bidirectional charger may include discrete gallium nitride (GaN) rather than discrete silicon carbide (SiC) devices.

[0031] The disclosed bidirectional charger may include a two-stage system with an AC / DC stage and a DC / DC stage, such as those described above, in an enclosure in an AC quadrant where the AC power is taken in and passed through a set of boards where noise is filtered from the AC flow. It is then passed through a set of contactors that are turned on and off to convert it to DC before being sent through the AC / DC system and then through the DC / DC system. This AC / DC converter hardware can sit on a heat sink. The DC / DC system can be the same hardware as the AC / DC system but performs a different function in software. Once the energy reaches the DC / DC system, it is passed through another set of contactors and capacitors before being sent out to the electric vehicle.

[0032] In this alternative embodiment, electrical isolation is provided between the grid and the electric vehicle to provide the necessary isolation since, although energy may pass from one side to the other, there may not be a direct connection from one side to the other, preventing one side from passing electricity if the other side is shorted or has another problem.

[0033] Such isolation may be implemented by installing a transformer between the grid and the bidirectional charger, for example a 60 Hz passive isolation transformer on the AC ECP side, to create the necessary galvanic isolation, however this configuration is costly to deploy as these types of transformers are large pieces of expensive equipment.

[0034] In a preferred embodiment of the disclosed bidirectional charger, the isolation implemented by the disclosed bidirectional charger includes a high voltage, high frequency isolation stage within the charger's power electronics enclosure and therefore can be deployed along with the charger. To this end, the disclosed bidirectional charger utilizes two separate power stages to accomplish the separate functions of 1) electrical isolation from the electric vehicle side to the utility grid side, and 2) DC voltage conversion to match the HV (high voltage) DC bus voltage to the variable DC voltage of the electric vehicle.

[0035] The isolation stage may be located between the AC and DC power stages and may include discrete silicon carbide (SiC) devices. Each power stage (AC / DC, ISO, DC / DC) has its own heat sink, with the AC / DC and DC / DC stages including the same inductor assembly bolted to their respective heat sinks, and the ISO stage including a transformer on its heat sink. The three power stages may include 10 phase legs together, which may comprise 20 power FETs, each on a mounting block / heat sink connected to the heat sink of the corresponding stage. A stirring fan may provide air circulation within the sealed compartment. The start / stop operation of the isolation stage may be coordinated with the start of the system to minimize current surge stress in the isolation stage DC transformer without the need for current sensing or complex current limiting methods.

[0036] As part of the example energy flow through these three stages, AC power, e.g., three-phase power, is taken from the grid and switched to high voltage DC (e.g., up to 1000VDC) and connected to a capacitor located on one side of the isolation stage. The isolation stage can be a 1.4:1 ratio isolation stage, i.e., if the high voltage side of the transformer is 1000V, the low voltage side of the transformer is about 714VDC. Thus, the transformer converts the higher DC voltage to a lower DC voltage, which is fed to the DC / DC stage. This voltage on the ISO side of the DC / DC converter is stepped down (bucked) to the DC voltage of the connected electric vehicle battery. Thus, the disclosed bidirectional charger can be considered a buck-boost converter because it can step down the voltage from the ISO stage to the electric vehicle when considering the power flow from the disclosed bidirectional charger to the electric vehicle, and it can step up the voltage from the electric vehicle to the ISO stage when considering the power flow from the electric vehicle to the disclosed bidirectional charger.

[0037] An electric vehicle manufacturer may define the conditions under which an electric vehicle battery must be charged, such as maximum current and voltage, including conditions to maintain the battery warranty. Parameters based on those conditions can be provided to the disclosed bidirectional charger to control the system to ensure that the voltage is suitable for charging the electric vehicle battery. The disclosed bidirectional charger can deliver voltage and current ratings for charging the electric vehicle battery according to the manufacturer's parameters.

[0038] Four quadrant motion The disclosed bidirectional charger may also be configured to implement four-quadrant operation of its on-board or off-board power converter. As shown in FIG. 9, the disclosed bidirectional charger is configured to perform inductive discharging of the vehicle battery in a first quadrant ("quadrant I" in FIG. 9) corresponding to a condition where both reactive power ("Q" in FIG. 9) and active power ("P" in FIG. 9) are positive. The disclosed bidirectional charger is configured to perform inductive charging of the vehicle battery in a second quadrant ("quadrant II" in FIG. 9) corresponding to a condition where reactive power ("Q" in FIG. 9) is positive but active power ("P" in FIG. 9) is negative. The disclosed bidirectional charger is configured to perform capacitive charging of the vehicle battery in a third quadrant ("quadrant III" in FIG. 9) corresponding to a condition where both reactive power ("Q" in FIG. 9) and active power ("P" in FIG. 9) are negative. The disclosed bidirectional charger is then configured to perform a capacitive discharge of the vehicle battery in the fourth quadrant ("Quadrant IV" in FIG. 9) corresponding to the state where the reactive power ("Q" in FIG. 9) is negative and the active power ("P" in FIG. 9) is positive. The cosines of the resulting angles ("θ" in FIG. 9) of these two power components in each of these states are +, -, -, +, placing the resulting radii ("S" in FIG. 9) in the first, second, third, and fourth quadrants, respectively.

[0039] The disclosed bidirectional charger receives a corresponding active power command P and reactive power command Q and then generates a radius S=√(P 2 +Q 2 ) and the disclosed bidirectional charger may be configured to prioritize the quadrant and / or state in which it operates. For example, priority may be given to active power P over reactive power Q such that the bidirectional charger first attempts to establish a state in which active power P is the dominant component of S before attempting to establish a state in which reactive power Q is the dominant component of S. In this example, for a power converter with a programmable apparent upper limit of 30 kVA, the following priorities may be established: [Table 1]

[0040] Utilizing such a four-quadrant configuration in the power converter allows the disclosed bidirectional charger to act as a pure reactive power source that does not discharge or charge the vehicle battery. It also allows for programmable power factor, programmable VAr as a function of remotely or locally sensed variables, and VAr sourcing or sinking independent of the charge or discharge operation.

[0041] thermal management As mentioned above, the disclosed charger may be intended for outdoor use. To be suitable for outdoor use, the charger components must be properly placed in an enclosure that is properly sealed, e.g., with gaskets, caulking, etc. The charger's electronic components generate heat and require proper cooling for optimal functionality and power efficiency. The disclosed bidirectional charger includes a clean box or enclosure that is gasketed and has electronics inside, a heat sink positioned with electronics within the enclosure, and a chimney with fins that transfer heat from inside the enclosure to the outside of the enclosure.

[0042] The internal components of the disclosed charger may be arranged within the enclosure in a configuration that provides optimal airflow over the heat sink(s) that allows the majority of heat to be carried away from the charger enclosure with minimal effort. The disclosed charger may use a combination of forced and natural convection to cool the system. The power stage may be mounted within the enclosure and the control tray mounted above the power stage (i.e., a sandwich configuration as shown in FIG. 2).

[0043] The disclosed bidirectional charger can use mirror image chimneys for the AC / DC and DC / DC stages, and the DC / DC stage can share its own tunnel with the isolation stage that leads to its chimney. FIG. 3 shows the air flow through the AC / DC tunnel path, and FIG. 4 shows the air flow through the DC / DC ISO tunnel path. In another embodiment, the isolation stage and the DC / DC stage can have their own tunnel. In an embodiment where the tunnel is shared, a plate can be provided to split the air flowing through the tunnel in half. A plenum or volume of air can be pressurized before it starts to flow through the tunnel, and then in the chamber just after the fins, the plenum or volume of air can be split into two different paths, with half of the air flowing through the DC / DC stage chimney and half of the air flowing under the plate to the isolation stage. This configuration ensures that hot air is not blown directly from the DC / DC stage onto the isolation stage. Instead, the air reaching the isolation stage is approximately half ambient air and half from the DC / DC stage. This results in air arriving at the isolation stage that is cooler than the air temperature immediately after leaving the DC / DC stage.

[0044] As cooler air reaches the isolation stage, it can work harder and incur greater losses. This causes the isolation stage to operate at higher efficiency and higher power levels. The disclosed packaging keeps the internal electronics isolated from the cooling tunnel, so that the only part exposed to the elements is the fan at the cooling tunnel inlet.

[0045] The isolation (ISO) stage described above may have a “sidecar” design (FIGS. 5 and 6A-6C) where the transformer is placed next to the ISB / ICC (Isolation Stage Board / Isolation Control Card) stack, rather than underneath it. The interconnection from the windings to the ISB may be made using termination strips designed to land on specific termination points on the ISB. The termination strip design allows for effective thermal management of the transformer while leading to effective and efficient operation of the isolation stage. This design may integrate the transformer with high frequency (e.g., 250 kHz) resonant converter bridges on the HV and LV sides using optimized low inductance interconnects. These maintain low leakage inductance and reduce losses inherent in high frequency operation.

[0046] Heatsink Fin Design The disclosed bi-directional charger enclosure may use a back-mount heat sink that is an aluminum extrusion. The disclosed bi-directional charger enclosure may use a heat sink profile that allows air to pass between the fins along the direction of the extrusion. The air passes between the fins similar to walking through an aisle between shelves in a library. The heat sink profile is optimized for a forced convection system (e.g., a pressurized plenum of air as described above, not just hot air moving from bottom to top). The DC / DC / ISO stage tunnel profile may be 10 inches wide and have a section cut out so that the profile can fit through an opening in the enclosure and be sealed with a gasket. This provides approximately 8.5 inches of fins. In one example embodiment of the disclosed bi-directional charger, the fins may be spaced 400 mils (1 mil = 1 / 1000 inch) apart from each other. Thus, the profile may have approximately 22 fins in total. These fins may be 1 inch long. This same profile may be used, although cut to different lengths depending on the needs of the system. For example, an AC / DC stage may use a heat sink that is 11.5 inches long.

[0047] How to Install a Transformer Inside a Charger Enclosure Generally, the smaller the inductor or transformer at a particular power level, the hotter it will be. Because the components used in the disclosed bidirectional charger are effectively cooled as described above, they can be designed to be smaller for use in the disclosed charger. In addition to the cooling paths described above, the configurations and methods of locating and packaging the components within the enclosure result in smaller, more power dense equipment parts. This provides the benefit of utilizing high frequency switching device technology while providing cost savings in terms of the weight that must be carried to deploy the charger and the amount of material used to manufacture the product (e.g., less copper and smaller cores are needed when components are smaller).

[0048] The power component devices ("devices or SiC devices") (also called FETs or MOSFETs) can be from any suitable manufacturer of semiconductors suitable for use with electric vehicles, such as silicon carbide MOSFETs (metal oxide semiconductor field effect transistors) from any suitable electronics manufacturer.

[0049] The SiC devices or FETs / MOSFETs are mounted to a heat sink within the charger enclosure in such a way that the devices and the heat sink are in intimate contact with each other, minimizing the air between them, because air or gaps between the devices and the heat sink can prevent all the heat from being removed from the devices, which reduces efficiency. Therefore, for the disclosed bidirectional charger, a way was developed to press the devices tightly against the heat sink while also insulating them.

[0050] It is desirable for the drive signal for the switching device to be tightly coupled to the MOSFET. Therefore, to maintain signal integrity, the placement of the devices and the positioning of the devices on the board to create a path from the switching device driver to the switching device were designed to minimize the path length. The disclosed implementation of the discrete semiconductor switch (SiC device) also allows for disassembly and close connection to the heat sink block while meeting creepage and clearance requirements. The transformer and MOSFET cooling system may be integrated into one assembly to transfer heat to the cooling tunnel.

[0051] Additionally, the transformer assembly may include a ceramic thermal shunt to conduct heat from the core center post to the base plate (see FIGS. 6A-6C). This embodiment of the disclosed bidirectional charger is shown in FIG. 6C. The ceramic thermal shunt or shim may face the center leg and may be placed on top of the heat sink with the winding surrounding the shunt. Side rails may be placed on the outside of the winding and a metal cap may be placed on top of the shunt and winding (i.e., on the end of the shunt opposite the end of the shunt placed adjacent the heat sink). Optionally, a thermally conductive core wrapping material, such as copper tape, may be placed between the heat sink and the shunt and between the shunt and the metal cap. The disclosed bidirectional charger may include one or more ceramic shunts depending on the thermal conduction needs of the charger.

[0052] According to one embodiment of the present invention, the SiC devices or FETs / MOSFETs are placed back-to-back with the copper pads facing away from each other. In one embodiment, three pairs of devices are used. However, any suitable number of devices may be used. The devices are oriented in a vertical arrangement from the electronics board such that the devices are mounted vertically on the board. This configuration results in an easier assembly process as the devices can be dropped straight into the board and soldered in place.

[0053] Some type of wedge is provided to push the devices apart and into the vertically mounted elements of the heat sink so they can be cooled. Rather than threading screws (which is not the preferred solution as the screws are conductive and ultimately grounded to the case), the present invention utilizes a custom spring system to center the two packages (pair of devices / FETs) as shown in Figure 10.

[0054] The custom spring can be compressed externally with a screw. An insulating fiberglass paper, such as Nomex®, or other suitable insulating material can be placed between the device and the spring. In this configuration, when the spring is tightened, it presses the device against a vertical block (heat sink block) that is part of the heat sink.

[0055] An alumina (aluminum oxide) shim may be placed between the device and the heat sink. The alumina shim may conduct heat from the device through the alumina shim to the heat sink block while still maintaining the necessary electrical insulation. The alumina shim is an example and may be obtained from any suitable manufacturer. However, any suitable piece of material may be used to fill the gap or space between the device and the heat sink, provided that the material is electrically non-conductive but thermally conductive.

[0056] The above-described method of mounting the device to the heat sink allows for thermally efficient mounting of the switching device. The above-described compression spring, when compressed, presses into a heat sink block that is metal-to-metal bonded to the heat sink. A force is applied to the spring, which creates a force in a direction perpendicular to the direction of force application (as shown in FIG. 10). Thus, the path of heat from the device to the heat sink fins is as follows: from the active backside of the device, through the alumina shim, to the block bolted to the heat sink, to the heat sink plate, down through the fins, and up the fins. This ultimately results in more effective cooling of the power electronics components of the disclosed bidirectional charger.

[0057] Charger extra features The disclosed bidirectional charger may internally monitor the temperature within the enclosure housing the power electronics components. The charger may observe the temperature, and if it detects a rise or increase in temperature, the charger may reduce power. For example, the charger may receive a command to perform a full 15 kW charge / discharge. However, if the charger detects that the temperature has risen to an excessive level, the charger may reduce the power level back to a preferred level, such as 12.5 kW. If the temperature does not remain within a reasonable range after the power is reduced, the charger may perform a thermal shutdown. This ability to reduce power before initiating a shutdown allows the disclosed charger to get more operational performance out of the system before it may have to shut down, which in turn allows it to support a higher operating temperature range.

[0058] The disclosed bidirectional chargers may not immediately establish a charging connection when an electric vehicle is connected to the charger. When an electric vehicle is connected to a disclosed charger, the charger may require an identification code associated with the vehicle to be entered. This identification code may be manually entered into the charger's user interface (as described above) by a user of the electric vehicle after the electric vehicle is plugged / connected to the charger.

[0059] The software may also provide the ability to identify the particular electric vehicle to which the charger is connected and collect statistics and data regarding that particular electric vehicle, which may be set aside for battery warranty support and long-term analysis. Tracking or knowledge of battery temperature and other vehicle activities, such as those described above, may be independent of the charger (e.g., performed by the electric vehicle), at the charger, or some combination thereof (e.g., measured and communicated by the vehicle and recorded and tracked by the charger). Through the network connection described above, the charger may also communicate with the electric vehicle manufacturer to receive relevant information, such as battery temperature data for one or more electric vehicle batteries, used in battery warranty support and long-term analysis for the identified vehicle.

[0060] Alternatively, the electric vehicle may have a radio frequency identification (RFID) chip that is automatically detected by the charger's cable gun when the charger is physically plugged / connected to the electric vehicle. The identification code associates a particular electric vehicle with the charger and is reported to software stored in the cloud or other external server that can track metrics specific to that particular electric vehicle, such as vehicle performance and characteristics, battery charge state, and battery temperature. The software can then analyze that data to maintain battery warranty when providing commands to the charger for charging / discharging operations with the particular electric vehicle connected to the charger.

Claims

1. An enclosure, Base plate, at least one power stage mounted on the base plate; a control tray mounted above the at least one power stage; and a metal cap mounted on said control tray; an enclosure having a transformer assembly therein; at least one heat sink mounted within the enclosure; at least one power component device attached to the at least one heat sink; having the at least one power component device comprises a first power component device and a second power component device, the first power component device and the second power component device being mounted vertically to the at least one heat sink, and a spring being disposed between the first power component device and the second power component device. Two-way charger.

2. 10. The bidirectional charger of claim 1, wherein the at least one power component device is mounted to minimize the formation of an air gap between the power component device and the heat sink.

3. 2. The bidirectional charger of claim 1, wherein the transformer assembly has a ceramic thermal shunt for conducting heat to the base plate, the ceramic thermal shunt being mounted on the at least one heat sink.

4. 10. The bidirectional charger of claim 1, wherein an alumina shim is attached between the at least one power component device and the at least one heat sink.

5. a first end connected to a power grid; a second end connected to the electric vehicle; A sealed housing, an AC / DC power stage located at the first end, the AC / DC power stage having a first processor; a DC / DC power stage located at the second end, the DC / DC power stage having a second processor; an isolated power stage having a third processor; a housing having a fourth processor in communication with the first processor, the second processor, and the third processor, and controlling the first processor, the second processor, and the third processor; having the fourth processor being a separate processor from the first, second and third processors, and the DC / DC power stage, the AC / DC power stage and the isolated power stage being individually controlled as separate stages by the fourth processor; Two-way charger.

6. 6. The bidirectional charger of claim 5, wherein the AC / DC power stage regulates a load voltage and the DC / DC power stage regulates an electric vehicle current.

7. The DC / DC power stage comprises: at least one silicon carbide device; A non-isolated DC / DC power converter; A three-phase bidirectional half-bridge topology; having The DC / DC power stage can provide a nominal voltage to the isolated power stage. The bidirectional charger of claim 5.

8. 6. The bidirectional charger of claim 5, wherein the isolated power stage includes a 1:1.4 voltage ratio planar winding transformer to provide electrical isolation.

9. The AC / DC power stage comprises: at least one silicon carbide device; A non-isolated AC / DC power converter; A three-phase bidirectional half-bridge topology; having The bidirectional charger is configured to use high frequency switching to minimize the size of line filter components in the AC / DC power stage. The bidirectional charger of claim 5.

10. 6. The bidirectional charger of claim 5, wherein the DC / DC power stage and the isolated power stage are coupled.

11. The bidirectional charger of claim 5 , wherein the bidirectional charger operates as a buck-boost converter.

12. The bidirectional charger is configured to perform an inductive discharge of the vehicle battery in a first quadrant when a first condition is satisfied, the first condition comprising reactive power being positive and active power being positive; The bidirectional charger is configured to perform inductive charging of the vehicle battery in a second quadrant when a second condition is satisfied, the second condition comprising reactive power being positive and active power being negative; The bidirectional charger is configured to perform capacitive charging of the vehicle battery in a third quadrant when a third condition is satisfied, the third condition comprising: reactive power being negative and active power being negative; The bidirectional charger is configured to perform a capacitive discharge of the vehicle battery in a fourth quadrant when a fourth condition is met, the fourth condition comprising reactive power being negative and active power being positive. The bidirectional charger of claim 5.

13. a stirring fan for circulating air within said sealed housing; 6. The bidirectional charger of claim 5, further comprising:

14. a sealed enclosure for housing the electronic components; one or more heat sinks positioned within the enclosure with the electronic components; at least one chimney having a tunnel and a number of fins configured to convey air from inside the enclosure to outside the enclosure along an air flow path; an AC / DC power stage mounted within the enclosure; an isolated power stage mounted within the enclosure; a DC / DC power stage mounted within the enclosure; a control tray mounted above the AC / DC power stage, the isolation power stage, and the DC / DC power stage; having the at least one chimney further comprising a plate for dividing the air flowing through the tunnel along the air flow path between the isolated power stage and the DC / DC power stage. Two-way charger.

15. The air flow path is pressurizing a volume of air flowing down the length of the tunnel; flowing through the plurality of fins; entering a chamber, the volume of air being split into a first path flowing over the plate through a DC / DC stage chimney and a second path flowing under the plate to the isolated power stage; 15. The bidirectional charger of claim 14, comprising:

16. A sealed enclosure for housing an electronic component; one or more heat sinks positioned within the enclosure with the electronic components; at least one chimney having a tunnel and a number of fins configured to convey air from inside the enclosure to outside the enclosure along an air flow path; an AC / DC power stage mounted within the enclosure; an isolated power stage mounted within the enclosure; a DC / DC power stage mounted within the enclosure; a control tray mounted above the AC / DC power stage, the isolation power stage, and the DC / DC power stage; having The at least one chimney further comprises: a first chimney having a first tunnel and a first plurality of fins configured to convey air from the DC / DC power stage from inside the enclosure to outside the enclosure; a second chimney portion having a second tunnel and a second plurality of fins configured to convey air from the isolated power stage from inside the enclosure to outside the enclosure; having Two-way charger.

17. 17. The bidirectional charger of claim 14 or 16, wherein the plurality of fins are configured for use with a rear mounted heat sink and configured to form a heat sink profile.

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