Multi-function on-board charger for two or three wheeled electric vehicles

Abstract

Various battery charging systems, methods and devices for an electric vehicle are described herein. The charging systems may comprise one or more charging ports, the charging ports comprising a charging interface configured to receive a first charging plug that supplies a first direct current (DC) from a charging station, the second charging interface configured to receive a second charging plug that supplies an alternating current (AC), a DC / DC converter, a rectifier being operably coupled to the DC / DC converter via the charging input, the rectifier is configured to convert the AC to a DC output and supply the DC output to the charging input of the DC / DC converter; and a battery charger configured to extend from the charging output of the DC / DC converter to the battery.

Description

TITLE: MULTI FUNCTION ON-BOARD CHARGER FOR TWOOR THREE WHEELED ELECTRIC VEHICLESINVENTORS: EDWARD PUTMAN REAMSDAVID ARFTVARDAN MARKOSYANCHUEN CHONG CHENGADAM KIBITGIOVANNI LUNAASSIGNEE : LYRA ENERGY SOLUTIONS INC.CROSS-REFERENCE TO RELATED APPLICATION

[0001] This application claims priority to, and the benefit of, U.S. Provisional Patent Application No. 63 / 673,640. filed July 19, 2024, and entitled ‘MULTI-FUNCTION ON-BOARD CHARGER FOR TWO OR THREE WHEELED ELECTRIC VEHICLES,” which is hereby incorporated by reference herein.FIELD

[0002] The present disclosure relates generally to on-board chargers and associated communications for electric vehicles (‘'EV” or “eV”), such as EV scooters, EV motor bikes, and other EV vehicles.BACKGROUND

[0003] EVs maybe designed to be charged by a particular charging system. For example, some EVs are configured to receive a charge by a Level 1 (“LI”) or Level 2 (“L2”) AC charging station. Both LI and L2 charging stations provide an alternating current (“AC”) power supply the EV, where the EV is configured with an onboard converter to convert the AC power supply to direct current (“DC”) for charging the battery on the EV. Some EV’s are configured to charge using Level 3 (“L3”) or DC fast charging (“DCFC”) stations, which comprise large converters which take the AC power supply and convert the AC power supply to high voltage DC outside of the EV, and the high voltage DC is then supplied directly to the EV batters’. Most four wheeled vehicles are compatible with more than one of the LI, L2 or L3 chargers. However,two and three wheeled electric vehicles are typically only compatible with ‘off board’ battery chargers that perform the AC to DC conversion outside of the vehicle. Thus, there is a need for greater onboard charging flexibility for two and three wheeled electric vehicles.SUMMARY

[0004] In accordance with various examples, a batten’ charging system for an electric vehicle, includes; one or more charging ports , the charging ports comprising a charging interface configured to receive a first charging plug that supplies a first direct current (DC) from a charging station, or a second charging plug that supplies an alternating current (AC); a DC / DC converter, the DC / DC converter comprising a charging input, and a charging output, the DC / DC converter operably coupled to the charging interface via the charging input, wherein responsive to coupling the first charging plug to the charging interface, the DC / DC converter is configured to convert the first DC having a first voltage into a second DC having a second voltage for charging a battery, and wherein the second voltage is lower than the first voltage; a rectifier operably coupled to the charging interface, the rectifier further being operably coupled to the DC / DC converter via the charging input, wherein responsive to coupling the second charging plug to the charging interface, the rectifier is configured to convert the AC to a DC output and supply the DC output to the charging input of the DC / DC converter; and a battery charger configured to extend from the charging output of the DC / DC converter to the battery’.

[0005] In various examples, the rectifier is an AC / DC rectifier comprising a plurality of diodes, wherein each of the plurality’ of diodes is configured to allow an electric current to flow only in a single direction. In various examples, the rectifier is a converter device, yvherein the converter device comprises: a transformer configured to receive an AC input having a first frequency, yvherein the transformer transforms the AC input to a transformed AC signal having a second frequency, yvherein the second frequency is at least two times greater than the first frequency; a first switching circuit configured to convert the transformed AC signal to an intermediate pulsed current signal; and a second switching circuit configured to filter out voltages from the intermediate pulsed current signal that are outside a threshold range for charging the battery to form a pulsed output current signal. In various examples, the first switching circuit may include an inverting circuit, and the first switching circuit is configured tochange a flow of current into the inverting circuit in response to the transformed AC signal passing from a positive voltage to into a negative voltage. In various examples, the second switching circuit may comprise solid state switching gates. In various examples, the threshold range may include the nominal voltage with a ripple voltage of between 1% and 15%. In various examples, the intermediate pulsed current signal maybe a repeating half sine wave. In various examples, the pulsed output current signal is an un-refined waveform. In various examples, responsive to coupling the first charging plug to the charging interface, the battery is charged; and responsive to coupling the second charging plug to the second charging interface, the battery is charged. In various examples, the first voltage is in a range of about 200 vdc to about 1000 vdc and the second voltage is in a range of about 48 vdc to about 150 vdc. In various examples, the DC / DC converter comprises a conversion unit configured to apply a fixed conversion ratio to the first DC to produce the second DC. In various examples, the charging station is a DC fast charging station. In various examples, the AC that is supplied by the second charging plug is between about 100 and 250 volts of alternating current at a nominal frequency of one of about 50 Hz or about 60 Hz. In various examples, the second charging plug is a single-phase plug. In various examples, the second charging plug is a three-phase plug. In various examples, the system further comprises the battery-. In various examples, the system may further comprise a charge controller in electronic communication with the AC / DC rectifier, wherein the charge controller is configured to: identify, by an identifying step, whether a current flowing through the AC / DC rectifier is the AC or the first DC; and responsive to determining that the current is the AC, operating one or more switching circuits to convert the AC to the second DC. In various examples, the charge controller is further configured to receive data from one or more sensors, wherein the identifying step further comprises determining the current based on the data from the one or more sensors.

[0006] In various example embodiments, an electric vehicle is disclosed herein. In various examples, the electric vehicle may include a frame; a battery coupled to the frame; an on-board charging module coupled to the frame, the on-board charging module comprising: a first charging port comprising a charging interface configured to receive a direct current (DC) fast charging connector that supplies a first direct current (DC) from a fast charging station; and a DC / DC converter electrically coupled to the charging port and the battery; and a charge controller operably coupled to the DC / DC converter, the charge controller configured to: request, via a requesting step, the firstDC from the fast charging station, wherein responsive to the requesting step, the fast charging station supplies the first DC through the charging interface to the DC / DC converter which receives the first DC having a first voltage from the fast charging station and applies a fixed conversion ratio to the first DC having the first voltage to produce the second DC having a second voltage, wherein the first voltage is in a range of about 200 vdc to about 1000 vdc and the second voltage is in a range of about 48 vdc to about 150 vdc.

[0007] In various examples, the DC fast charging connector comprises one of a combined charging system type 1 (CCS1) connector, a combined charging system type 2 (CCS2) connector, a CHAdeMO connector, or a North American Charging System (NACS) connector. In various embodiments, the charging connector of the charging station may comprise any suitable connector which provides an AC and / or DC power source.

[0008] In various examples, the electric vehicle comprises three or less wheels. In various examples, the electric vehicle further comprises a second charging interface configured to receive a second connector that supplies an alternating current. In various examples, the electric vehicle may further comprise an AC / DC rectifier disposed electrically between the second charging interface and the DC / DC converter.

[0009] The foregoing features and elements may be combined in various combinations without exclusivity, unless expressly indicated otherwise. These features and elements as well as the operation thereof will become more apparent in light of the following description and the accompanying drawings. It should be understood, however, the following description and drawings are intended to be example in nature and non-limiting.BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The subject matter of the present disclosure is particularly pointed out and distinctly claimed in the concluding portion of the specification. A more complete understanding of the present disclosure, however, may best be obtained by referring to the following detailed description and claims in connection with the following drawings. While the drawings illustrate various embodiments employing the principles described herein, the drawings do not limit the scope of the claims.

[0011] FIG. 1 illustrates a schematic view of an EV charging system, in accordance with various example embodiments.

[0012] FIG. 2 illustrates a schematic view of the EV charging system comprising an on-board charging module, in accordance with various embodiments.

[0013] FIG. 3 illustrates a high-level diagram of a DC / DC buck converter, in accordance with various embodiments.

[0014] FIG. 4 illustrates a schematic view of an EV charging system for an electric motorcycle, in accordance with various embodiments.

[0015] FIG. 5 illustrates a process performed by a charge controller of an electric vehicle, in accordance with various embodiments.

[0016] FIG. 6 illustrates a schematic view of an on-board charger, in accordance with various embodiments.

[0017] FIG. 7 illustrates a schematic view of an on-board charging module, in accordance with various embodiments.

[0018] FIG. 8 illustrates a schematic view of a phase adjustable on-board charger, in accordance with various embodiments.

[0019] FIG. 9 illustrates a schematic view of a communication system for EV charging, in accordance with various embodiments.

[0020] FIG. 10 illustrates a schematic view of a communication port and on-board charger configuration, in accordance with various embodiments.DETAILED DESCRIPTION

[0021] The following detailed description of various embodiments herein refers to the accompanying drawings, which show various embodiments by way of illustration. While these various embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, it should be understood that other embodiments may be realized and that changes may be made without departing from the scope of the disclosure. Thus, the detailed description herein is presented for purposes of illustration only and not of limitation. Furthermore, any reference to singular includes plural embodiments, and any reference to more than one component or step may include a singular embodiment or step. Also, any reference to attached, fixed, connected, or the like may include permanent, removable, temporary, partial, full or any other possible attachment option. Additionally, any reference to without contact (or similar phrases) may also include reduced contact or minimal contact. It should also be understood that unless specifically stated otherwise, references to “a,” “ar or “the” may include one or more than one and that reference to an item in the singular may alsoinclude the item in the plural. Further, all ranges may include upper and lower values and all ranges and ratio limits disclosed herein may be combined.

[0022] Two or Three Wheeled EVs, such as electric two wheelers (“e2Ws”), electric three wheelers (“e3Ws”), e-Scooters, electric bikes, e-Motorcycles, e-Mopeds, hoverboards, and trikes (collectively, “2 / 3 wheeled EVs”) comprise EV batteries which can be charged and discharged many times during their lifespan. Throughout this disclosure, descriptions to e2Ws, or any other of the 2 / 3 wheeled EVs should be understood to include any of the other 2 / 3 wheeled EVs.

[0023] EV batteries may be charged using various systems. Many charging stations, such as Level 1 and Level 2 AC charging stations, provide an alternating current ("AC”) power supply to a four wheeled EV, and the four wheeled EV comprises converters to convert the power from AC to direct current (“DC”) which is usable by the EV motor. Four wheeled EV vehicles that use AC charging stations require large converters on board the four wheeled EV. Two or Three Wheeled EVs are often too small to include onboard converters that are large enough to quickly convert power from AC to DC. Some charging stations, such as Level 3 charging stations or DC Fast Chargers (“DCFC”), comprise large converters which take the AC power supply and convert to it to DC, which is then provided directly to the EV battery'. DCFC stations comprise large converters configured to convert the AC input to a high-power DC output. However, 2 / 3 wheeled EV’s typically have a lower operating system voltage (e.g., between 48 vdc and 150 vdc) are typically not able to receive power from DCFC charging stations (e.g., 150 to 200 vdc) due to the difference in the voltage ranges.

[0024] Alternating current (“AC”) as referred to herein includes an electrical current that periodically changes from positive to negative and vice versa in a sinusoidal manner. Direct current (“DC”) as referred to herein refers to an electrical current that includes a substantially constant voltage, which flows in a single direction.

[0025] Passenger and commercial EVs (generally larger EVs, four wheeled EVs) have more free volume available for packaging large rectangular boxes. In contrast, for smaller EVs, such as e2Ws and e3Ws, space is limited, limiting charging flexibility' for the 2 / 3 wheeled EVs. In accordance with various embodiments disclosed herein, a 2 / 3 wheeled EV comprises a multi-functional on-board charging module, located on-board the EV.

[0026] In various embodiments, the electric vehicle disclosed herein comprises an operating range between 48 vdc and 150 vdc. In this regard, the electricvehicle disclosed herein utilizes less power relative to typical four wheeled electric vehicles (e.g., electric cars), which typically have an output voltage of about 200 vdc or about 1000 vdc.

[0027] In various embodiments, the systems and methods disclosed herein provide vast flexibility to EVs with a lower operating system voltage (e.g., between 48 vdc and 150 vdc). These products, which do not operate at the minimum point of entry for DCFC charging stations (e.g., 150 to 200 vdc). otherwise cannot use existing DCFC charging stations.

[0028] DCFC charging stations tend to deliver much more power to a vehicle than AC charging units, on the order of 4x to lOx or more. In an example embodiment, the battery and thermal management systems of e2W’s and / or e3W?s are engineered appropriately to support this higher charge power, providing the user access to ultra-fast charging for their EV.

[0029] In another example embodiment, in the case that the only option is AC charging, even 7 kW (typical for an L2 charger) can provide a relatively fast charge when the battery pack size is smaller. If the charger location is at a commercial / industrial site (example of workplace charging), then the 3-phases of grid power can be utilized to provide even higher L2 AC charge rates.

[0030] With the development of electric vehicles, most of the focus has been on passenger EVs and commercial EVs, which utilize higher voltage operation, and the necessary power levels for charging infrastructure has scaled proportionately. However, lower capacity products tend to be designed to operate at lower voltages and therefore are being left out of the latest developments in charger infrastructure. Accordingly, systems and methods for charging lower voltage electric vehicles (that could not otherwise be charged by the cunent infrastructure) with the current charging infrastructure can provide significant benefits for users of the lower voltage electric vehicles by enabling charging via various different types of chargers and charging stations.

[0031] In various embodiments, the muti-functional on-board charging module includes a DC / DC buck converter configured to request a direct current with a set voltage. In various embodiments, the set voltage is between 200 vdc and 1,000 vdc from a DCFC station. In other example embodiments, the set voltage is approximately 400 vdc. Responsive to requesting the set voltage for the charge, the DCFC charging station supplies the direct current at the set voltage (e.g., 400 vdc) to the DC / DC buckconverter. The DC / DC buck converter then down converts the set voltage of the direct current to a lower voltage of direct current (e.g., between 48 vdc and 150 vdc) for charging the battery of the respective electric vehicle.

[0032] In various embodiments, the DC / DC buck converter is arranged inline with an AC / DC rectifier configured to convert grid voltage into the set voltage. In this regard, in response to coupling a grid plug to an AC charging interface, the AC supplied by the grid is converted by the rectifier to the set voltage (or a similar voltage to the set voltage), then the set voltage is down converted by the DC / DC buck converter in a similar manner to the DC supplied by the DCFC charging station. Accordingly, the DC / DC buck converter can be configured to convert (1) a DC input from a DCFC charging; and (2) a DC input that is output from an AC / DC rectifier, in accordance with various embodiments. Stated another way, the muti-functional on-board charging module can facilitate charging of the electric vehicle that includes a battery with a voltage operating range between 48 vdc and 150 vdc via either agrid power source (i.e., an AC power source) or a DC power source configured for four-wheel EVs (e.g.. having a voltage operating range between 200 vdc and 1,000 vdc). In various embodiments, when the DCFC charging station is utilized, the multi-functional on-board charger is configured to facilitate skipping the AC / DC rectifier and delivering the supplied current DC / DC buck converter directly without modification.

[0033] In various embodiments, the DC / DC buck converter disclosed herein is a synchronous buck converter for existing DCFC infrastructure. In this regard, the DC / DC buck converter is configured to utilize automotive charging infrastructure to recharge an energy' storage device for an e2W system (e.g., a battery). The DC / DC buck converter is specially developed to draw out the appropriate voltage from a DC Fast Charge station and step it down to the lower voltages of e2W systems. In this regard, the DC / DC buck converter disclosed herein is configured to enable users to have the option to fast charge their electrically powered motorcycles (e2W or e3W) using existing charging infrastructure without waiting for a future roll out of dedicated chargers for their small EVs in their country or region.

[0034] In various embodiments, the DC / DC buck converter disclosed herein is configured to enable electric vehicles with e2W systems to charge their battery' within fifteen minutes. By utilizing existing infrastructure, commercial appeal to consumers may be greatly improved, in accordance with various embodiments.

[0035] In various embodiments, the synchronous buck converter has a fixedconversion ratio for stepping down the DCFC voltage to battery voltage. A CCS1 connector for instance will deliver voltage at 280 vdc (or 400 vdc) to the converter, and the converter will output a voltage between 48 vdc and 150 vdc to the battery. The synchronous buck converter of this disclosure does this in a compact and efficient manner, being tuned to the system requirements, in accordance with various embodiments.

[0036] In various embodiments, prior to connection, the DC / DC converter can optionally work in the other direction to step up the battery voltage by the same ratio to begin the process. This can facilitate beginning a charging process, in accordance with various embodiments. How ever, the present disclosure is not limited in this regard, and other methods for providing an indication to the Electric Vehicle Supply Equipment (EVSE) that voltage of the battery is within the operational range of the EV SE may be readily apparent to one skilled in the art.

[0037] In various embodiments, the systems, devices and methods disclosed herein describe methods of EV charger compatibility by small EVs, such as eMopeds, eScooters, e2w, etc. Stated in a different way, in various embodiments, the small EVs may comprise muti-functional on-board charging modules which are compatible with various EV chargers, including EV chargers traditionally used on passenger size EVs. The EVs may comprise multiple plugs for compatibility with multiple chargers, such as Level 1, Level 2, Level 3 (DCFC), and / or “Level 4’?chargers. The Level 4 chargers, or L4, may refer to a DC charger with a lower voltage than traditional L3 charger, designed to charge smaller EVs. The muti-functional on-board charging module may be compatible with multiple EV chargers, including multiple AC phase and DC chargers. The muti-functional on-board charging module may be compatible with DC inputs, such as Level 4 or Level 3 DC inputs, and AC inputs such as Level 1 single phase, Level 2 3-phase, and 1 -phase AC inputs, and Level 1 1 -phase AC inputs. In various embodiments, the multi-function on-board charger is configured to receive a DC power source from a Level 4 charger and charge a 2-wheel vehicle. In various embodiments, the multi-function on-board charger is configured to receive a DC power source from a Level 3 charger and charge a 2-wheel vehicle. In various embodiments, the multi-function on-board charger is configured to receive a 3-phase input to charge from a Level 2 charger and charge a 2-wheel vehicle. In various embodiments, the multi-function on-board charger is configured to receive a 2 phase AC power source from a Level 2 charger and charge a 2-wheel vehicle. In various embodiments, themulti-function on-board charger is configured to receive a single-phase AC power source from a Level 2 charger and charge a 2-wheel vehicle. In various embodiments, the multi-function on-board charger is configured to receive a single-phase AC power source from a Level 1 charger, and charge a 2-wheel vehicle. In various embodiments, the multi-function on-board charger is configured to combine two or more of the functions described in this paragraph. In various embodiments, the multi-function onboard charger is compatible with various chargers are configured to charge a 2-wheel vehicle.

[0038] In various embodiments, the electric vehicle may only comprise a single plug. The single plug may be configured to receive power from one or more of the charging stations described herein. For example, the electric vehicle may only comprise a single plug configured to receive an AC power source. In various embodiments, the on-board charger is configured to receive an AC power source and charge the battery.

[0039] Referring now to FIG. 1, a side schematic view of a system 100 (e.g.. an EV charging ecosystem) is illustrated in accordance with various embodiments. The system 100 comprises an EV 110 and a charging station 120. In various embodiments, the charging station 120 can be configured to charge one or more of the EV 110. For example, the charging station 120 includes a power source 124 (e.g., a battery, a supercapacitor, an electrical grid, or the like) configured to be electrically coupled to an EV 1 10 to facilitate charging of the EV 1 10. In various embodiments, the charging station 120 can include a separate power source 124 for each of an EV 110 the charging station 120 is configured to charge, or a single power source (e.g., power source 124) for all of the EVs (e.g., a plurality of the EV 110) the charging station 120 is configured to charge. The present disclosure is not limited in this regard.

[0040] As described further herein, the EV 110 is configured to be charged by a charging station 120 that supplies an AC grid output to the EV 110 or a DC fast charge output to the EV 110. For example, the EV 110 is configured to receive at least one of: (1) a single phase LI connector (e.g., having a nominal voltage of 100V. (2) a single phase L2 connector (e.g., having between 100-250 vdc of alternating current at a frequency of either 50 Hz or 60Hz), (3) a two-phase L2 connector, and (4) a three- phase type 2 connector (e.g., having three phase 100-250 vdc of alternating current at a frequency of either 50 Hz or 60Hz). The EV 110 may be further configured to receive an L3 / DCFC connector (e.g., having between 200 vdc and 1,000 vdc of direct current).In various embodiments, the L2 connector can comprise a J1772 Type 1 connector, a Mennekes connector, aNACS connector, a GB / T connector, or any other L2 connector that may be readily apparent to one skilled in the art. In various embodiments, the L3 connector comprises one of a combined charging system type 1 (CCS1) connector, a combined charging system type 2 (CCS2) connector, a CHAdeMO connector, or a North American Charging System (NACS) connector, or other L2 connector or charger that may be readily apparent by one skilled in the art. Moreover, the 2 / 3 wheeled EV may be configured to receive any suitable connector now known or hereafter created.

[0041] In various embodiments, the EV 110 comprises a battery7charging system 130. With reference now to FIG. 2, the battery7charging system 130 comprises an on-board charging module 200. In an example embodiment, the on-board charging module 200 comprises two or more charge ports 210. The two or more charge ports 210 comprise a first charging interface 212 and a second charging interface 214. The second charging interface 214 is configured to receive at least one of (1) a single phase LI connector, (2) a single phase L2 connector (e.g.. having between 100-250 vdc of alternating current at a frequency of either 50 Hz or 60Hz); (3) a two-phase L2 connector; or 43) a three-phase type 2 connector (e g., having three phase 100-250 vdc of alternating current at a frequency of either 50 Hz or 60Hz). The first charging interface 212 is configured to receive an L3 connector (e.g., having between 200 vdc and 1,000 vdc of direct current). In various embodiments, the L2 connector can comprise a JI 772 Type 1 connector, a Mennekes connector, aNACS connector, a GB / T connector, or any other L2 connector that may be readily apparent to one skilled in the art. In various embodiments, the L3 connector comprises one of a combined charging system type 1 (CCS1) connector, a combined charging system type 2 (CCS2) connector, a CHAdeMO connector, or a North American Charging System (NACS) connector.

[0042] In an example embodiment, the on-board charging module 200 comprises a single charge port for receiving a charge connector. In various embodiments, the charge connector may include any connector that provides an AC or DC power source. Moreover, in an example embodiment, the interface (single charge port or the second charging interface 214) may be configured to receive an L4 connector, wherein the L4 connector is configured to provide a DC fast charge at a voltage level already adjusted to the voltage level of the 2 / 3 wheeled EV.

[0043] In various embodiments, although described herein as including twointerfaces (e.g., first charging interface 212 and second charging interface 214), the present disclosure is not limited in this regard. For example, the two or more charge ports 210 could include a third interface. In this regard, the on-board charging module 200 could have three distinct charging interfaces (e.g., for a single phase L2 connector, a three-phase L2 connector, or an L3 connector). Similarly, in the event that additional connector types are produced in the future, the on-board charging module could be configured with an interface configured to receive such connector type and would be within the scope of this disclosure. Moreover, a single charging interface may be used, such as for example in the case of a L2 CCS2 connector, in the place of the first and second charging interfaces. In this example embodiment, the multi-function on-board charger is configured to receive input indicating whether the single charging interface is going to be provided AC or DC, and / or what level of DC will be provided by the off- board charging infrastructure.

[0044] The charging station 120 can further comprise a controller 122. In various embodiments, the charging station can further comprise a graphical user interface (GUI) 126. However, the present disclosure is not limited in this regard. For example, as disclosed previously herein, the charging station 120 could be configured to provide AC directly from an electrical grid. In such an embodiment, the charging station 120 can be without a controller 122, in accordance with various embodiments.

[0045] The controller 122 can be configured to control a charging sequence of the charging station 120 (e.g., by controlling a current flow from the power source 124). In this regard, in various embodiments, the controller 122 can comprise one or more processors. The controller 122 may be integrated into a computer system of the charging station 120 (e.g., in processor and / or memory). In various embodiments, the controller 122 may be configured as a central network element or hub to various systems and components of the charging station 120. In various embodiments, the controller 122 may comprise a processor. In various embodiments, controller 122 maybe implemented as a single processor and associated memory. In various embodiments, the controller 122 may be implemented as one or more processors and / or memories (e.g., a main processor and local processors for various components, a decentralized network of main processors, or the like). The controller 122 can include a general- purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programable gate array (FPGA) or other programable logic device, discrete gate or transistor logic, discrete hardware components, or anycombination thereof. The controller 122 may comprise a processor configured to implement various logical operations in response to execution of instructions, for example, instructions stored on a non-transitory, tangible, computer-readable medium (e.g., memory) configured to communicate with the controller 122 (e.g., charging instructions, charging sequences, or the like.

[0046] System program instructions and / or controller instructions may be loaded onto a non-transitory, tangible computer-readable medium having instructions stored thereon that, in response to execution by a controller, cause the controller to perform various operations. The term “non-transitory ” is to be understood to remove only propagating transitory signals per se from the claim scope and does not relinquish rights to all standard computer-readable media that are not only propagating transitory signals per se.

[0047] In various embodiments, the GUI 126 can be configured to facilitate user inputs for charging of the EV 110 (e.g., payment information, charging specific information, or the like). For example, in various embodiments, a user can utilize the GUI 126 to provide payment (e.g., via a credit card or the like) and initiate a charge sequence for the EV 1 10. In other example embodiments, the GUI 126 may be implemented via a portable electronic device, such as a cell phone, running an application.

[0048] The charging station 120 further comprises a charge connector 128 that is configured to electrically couple a charger (e.g., the power source 124 of the charging station 120) to a battery’ 132 of the EV 110 in response to coupling the charge connector 128 to one of the two or more charge ports 210 of the EV 110. In this regard, the charging station 120 is configured to connect and disconnect from the EV 110 to facilitate charging of the battery 132 of the EV 110. In various embodiments, the charge connector 128 can be a single phase L2 charging connector, a three-phase L2 charging connector, an L3 charging connector, or any other charging connector that may be readily apparent to one skilled in the art. The charge connector 128 may also be referred to herein as a charging plug. A charging plug may be a variety of charging plugs configured to work with various charging stations.

[0049] The power source 124 of the charging station 120 is suitable for charging an EV 110. For example, the power source 124 can comprise a battery', a supercapacitor, an electrical grid, or the like. In various embodiments, the charging station 120 may be a direct current fast charger (“DCFC”) or other suitable chargingsystem. In various embodiments, the charging station 120 may provide high-power DC to the EV 110. “High-power DC” as referred to herein includes a charging power of greater than 120 kW, or between 120 kW and 600 kW, or between 120 kW and 500 kW.

[0050] In various embodiments, the EV 110 may include an EV that is relatively smaller than typical EVs. For example, the EV 110 can comprise a Two or Three Wheeled EV. an e2W, an eScooter, an electric bike, an eMotorcycles, an eMoped, a hoverboard, a trike, or the like, in accordance with various embodiments. In contrast with typical EVs (e.g., electric cars, electric boats, and electric planes), space is significantly limited in smaller EVs.

[0051] The EV 110 comprises a frame 111 and an electric power system 140. In various embodiments, the electric power system 140 is disposed at least partially within the frame 111. However, the present disclosure is not limited in this regard. For example, components of the electric power system 140 can be disposed external to the frame 111 and still be within the scope of this disclosure. The electric power system 140 is configured to provide electrical power to the EV 110 and propel the EV 110. The electric power system 140 comprises a battery 132 and a thermal management system 134.

[0052] In various embodiments, the thermal management system 134 is configured to manage a thermal environment of the battery 132 (e.g., a temperature gradient within each cell of the battery 132, a temperature gradient within the battery 132, orthe like) and / or a thermal environment within the frame 111 ofthe EV 110 (e.g., to prevent the frame 111 from becoming too hot, or the like). For example, the thermal management system 134 can be configured to cool the battery 132 during operation, to heat or cool the battery 132 during charging from the charging station 120, to cool the frame 111 during operation, or the like. Although illustrated herein as two distinct components, the thermal management system 134 may be integrated in the battery 132, or vice versa.

[0053] In various embodiments, the battery 132 is at least partially disposed within the frame 111. The EV 110 can further comprise a seat 191 coupled to the frame 111, the seat configured to allow a rider to sit thereon. In various embodiments, the EV 110 further comprises handlebars 192. The handlebars 192 can be operably coupled to a front wheel 193 of the EV 110. In this regard, the handlebars 192 are configured to steer the EV 110 during operation of the EV 110. The handlebars 192 are disposed at aforward end of the frame 111 and coupled to the frame 111. Although described herein with a seat 191 and handlebars 192, the EV 110 disclosed herein is not limited in this regard. For example, the EV 110 can comprise an electrically powered vehicle without handlebars 192 and / or without a seat 191, such as a hoverboard, and still be within the scope of this disclosure.

[0054] In various embodiments, the on-board charging module 200 can be coupled to the frame 111. In various embodiments, the on-board charging module 200 comprises a housing 205. In various embodiments, the housing 205 is separate and distinct from the frame 111 and coupled to the frame. However, the present disclosure is not limited in this regard. For example, the housing 205 can be integral with the frame 111 (e.g., formed from a single piece of material, or monolithic), in accordance with various embodiments.

[0055] Referring now to Fig. 2, a schematic view of the battery charging system 130 for the EV 110 is illustrated, with like numerals depicting like elements. The electric power system 140 further comprises an electric load 136 (e.g.. a motor or the like) and a battery management system (BMS) 138. The BMS 138 can be configured to control a charging and / or discharging of the battery 132. In this regard, in various embodiments, the BMS 138 can comprise one or more processors. The BMS 138 may be integrated into a computer system of the EV 110 (e.g., in processor and / or memory). In various embodiments, the BMS 138 may be configured as a central network element or hub to various systems and components of the EV 1 10. In various embodiments, the BMS 138 may comprise a processor. In various embodiments, BMS 138 may be implemented as a single processor and associated memory. In various embodiments, the BMS 138 may be implemented as one or more processors and / or memories (e.g.. a main processor and local processors for various components, a decentralized network of main processors, or the like). The BMS 138 can include a general-purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programable gate array (FPGA) or other programable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof. The BMS 138 may comprise a processor configured to implement various logical operations in response to execution of instructions, for example, instructions stored on a non- transitory, tangible, computer-readable medium (e.g., memory) configured to communicate with the BMS 138 (e.g., charging instructions, charging sequences, or the like.

[0056] In various embodiments, the BMS 138 controls and / or monitors the battery 132 (e.g.. during operation, charging, or the like). In various embodiments, the BMS 138 is configured to communicate with the on-board charging module 200 (e.g., the AC / DC rectifier 230 and / or the DC / DC buck converter 220). In an example embodiment, the electric power system 140 can further comprise one or more sensors 139 (e.g., temperature sensors, current sensors, voltage sensors, environment sensors, or the like) in operable communication with the BMS 138. In this regard, the BMS 138 can be configured to receive measurement data from the one or more sensors 139 and perform operations based on the measurement data, in accordance with various embodiments.

[0057] In various embodiments, the BMS 138 can be in communication with the controller 122 of the charging station 120 (e.g., during charging of the battery 132). In this regard, the BMS 138 can control the power received by the battery 132 from the charging station 120, in accordance with various embodiments. In various embodiments, the BMS 138 controls a charging sequence for the battery 132 of the electric power system 140. In various embodiments, the controller 122 controls a charging sequence of the battery 132 of the electric power system 140. In various embodiments, the controller 122 controls the charging sequence of the batten7132 through the BMS 138. The present disclosure is not limited in this regard.

[0058] In various embodiments, the batten7132 can comprise a suitable rechargeable battery including lithium ion, lithium iron phosphate (LFP), silver oxide, or nickel zinc, among other types of rechargeable batteries. In various embodiments, the battery 132 can be charged and discharged multiple times. In various embodiments, the battery 132 is configured to power the EV 110. In various embodiments, the battery 132 is configured to be electrically connected with the charging station 120. In various embodiments, the charging station 120 is configured to provide power to the battery 132.

[0059] In various embodiments, the EV 110 may comprise an electric load 136 (e.g.. an electric motor or the like). In various embodiments, the electric load 136 can be any suitable electric load configured to be powered by a battery 132 and configured to propel an EV 110. For example, the electric load 136 can comprise a motor that receives power from the battery7132 to power the EV 110. In various embodiments, the electric load 136 can be an electric motor, a DC motor, a brushless DC motor, a magnetic motor or any suitable electric load 136 to be driven by the battery132.

[0060] In various embodiments, the EV 110 comprises the thermal management system 134. In various embodiments, the thermal management system 134 can be used to control the temperature of the battery 132 during charging or discharging. For example, when the battery' 132 is connected to the charging station 120, the power provided can cause the temperature of the battery 132 to exceed a threshold temperature. Accordingly, the thermal management system 134 may be configured to manage the temperature of the battery 132 during charging. Additionally, when the battery 132 is providing power to the electric load 136, the temperature of the battery 132 may increase. Moreover, the thermal management system 134 may be used to manage the temperature of the battery 132 during operation of the EV 110 (e.g., during discharge of the battery 132 to power the electric load 136).

[0061] In various embodiments, the battery charging system 130 comprises the on-board charging module 200. In an example embodiment, the on-board charging module 200 comprises a housing 205. In other example embodiments, the components are not located in a single housing but may be distributed in the EV. In further example embodiments, the on-board charging module 200 comprises one or more charge ports 210, a DC / DC buck converter 220, an AC / DC rectifier 230, and a battery' charger 240. The one or more charge ports 210 may be disposed in and / or coupled to the housing 205, or may’ be located anywhere in the 2 / 3 wheeled EV. The two or more charge ports 210 may comprise a first charging interface 212 and a second charging interface 214. The first charging interface 212 is configured to receive a first charging plug that supplies a direct current (DC) (e.g., from a DCFC charging station). The second charging interface 214 is configured to receive a second charging plug that supplies an alternating current (AC) (e.g., a single phase L2 connector or a three phase L2 connector). With brief reference to FIG. 6, a schematic view of the on-board charging module 200 can also be seen with various parameters illustrated, in accordance with various embodiments.

[0062] In various embodiments, the DC / DC buck converter 220 is disposed within the housing 205. In other example embodiments, the DC / DC buck converter is not located in the housing but is located in the 2 / 3 wheeled EV. The DC / DC buck converter 220 comprises a charging input 222 and a charging output 224. The DC / DC buck converter 220 is operably’ coupled to the first charging interface via the charging input 222 (e.g., through the AC / DC rectifier 230). In various embodiments, responsiveto coupling the first charging plug (e.g., from a DCFC charging station) to the first charging interface 212. the buck converter is configured to convert the first DC having a first voltage into a second DC having a second voltage for charging a batten- 132. The second voltage (e.g., between 48 vdc and 150 vdc) is lower than the first voltage (e.g., between 200 vdc and 1,000 vdc). In various embodiments, the first DC is passed through the AC / DC rectifier prior to reaching the charging input 222. In this regard, the AC / DC rectifier 230 can be controlled by the BMS 138 (e.g., based on measurements from the one or more sensors 139 or any data received from the AC / DC rectifier 230 directly. With brief reference to FIG. 3, a high-level diagram of the DC / DC buck converter 220 is illustrated, in accordance with various embodiments. Additionally, although the DC / DC buck converter 220 is illustrated in an on-board charging module 200 that includes the AC / DC rectifier 230, the present disclosure is not limited in this regard. For example, with brief reference to FIG. 4, the DC / DC buck converter 220 could be utilized independently from the AC / DC rectifier 230 and would still be within the scope of this disclosure. In that example embodiment, a DC input from a first charging interface can be provided directly to the DC / DC buck converter, which can convert the DC power to a lower voltage appropriate for the battery and provide that lower voltage power to the batten-. In various other embodiments, the first DC from the first charging interface 212 may bypass the AC / DC rectifier 230 and be electrically connected directly to the DC / DC buck converter 220.

[0063] In an example embodiment, the system may comprise (1) both an onboard AC charger and a DCFC Bucker, (2) an onboard AC charger with no DCFC Bucker, or (3) only a DCFC Bucker.

[0064] In embodiment (1). in an example embodiment, not shown in FIG. 4, a single input may receive one of an AC or DC signal, and when an AC is received, switches cause the AC to be provided to the onboard AC charger the output of which is provided to the DCFC Bucker, the output of which is provided to the battery . But if a DC is received, switches cause the DC to bypass the onboard AC charger and go either directly to the DCFC Bucker. the output of which is provided to the battery, or directly to the battery (in the case that the DC power is at a suitable voltage level for the battery.

[0065] In embodiment (2), in an example embodiment with an onboard AC charger with no DCFC Bucker, where the input power is AC the system can use switching to provide the AC to the onboard AC charger which provides a DC voltageto the battery, but where the input power is a DC at a voltage level appropriate to the battery, the system can use switching to provide the DC directly to the battery.

[0066] In embodiment (3), in an example embodiment with only a DCFC Bucker, the system may be configured to bypass the DCFC Bucker when the power received at the interface is already at the level suitable for the battery. The above embodiments may similarly implemented with two or more interfaces. In various embodiments, the AC / DC rectifier 230 and DC / DC converter 220 may be included in a single module or as separate modules.

[0067] Referring back to FIG. 2, in various embodiments, the AC / DC rectifier 230 is disposed within and / or coupled to the housing 205 and operably coupled to the second charging interface 214. The AC / DC rectifier 230 may further be operably coupled to the DC / DC buck converter 220 via the charging input 222 of the DC / DC buck converter 220. In this regard, responsive to coupling the second charging plug (e.g., an L2 connector) to the second charging interface 214, the AC / DC rectifier 230 is configured to convert the AC that is received to a DC output and supply the DC output to the charging input 222 of the DC / DC buck converter 220. In various embodiments, the DC output of the AC / DC rectifier 230 that is produced when the second charging interface 214 is in use is within 10% of a nominal voltage associated with the first DC that is supplied when the first charging interface 212 is in use. In various embodiments, the battery charger 240 is configured to extend from the charging output 224 of the buck converter to the battery 132. In an example embodiment, the battery charger 240 is an electrical connection cable connecting the DC / DC Buck Converter 220 to the Battery 132. In this regard, the charging output 224 is configured to supply the DC output to the battery 132 for charging, in accordance with various embodiments.

[0068] In various embodiments, the AC / DC rectifier 230 comprises a plurality of diodes. In this regard, each of the plurality of diodes is configured to allow an electric current to flow only in a single direction. In various embodiments, the AC / DC rectifier 230 is a converter device. In this regard, the converter device can comprise: a transformer configured to receive an AC input having a first frequency, wherein the transformer transforms the AC input to a transformed AC signal having a second frequency, wherein the second frequency is at least two times greater than the first frequency; a first switching circuit configured to convert the transformed AC signal to an intermediate pulsed current signal; and a second switching circuit configured tofilter out voltages from the intermediate pulsed current signal that are outside a threshold range for charging the battery to from a pulsed output current signal.

[0069] In various embodiments, the first switching circuit includes an inverting circuit, and the first switching circuit is configured to change a flow of current into the inverting circuit in response to the transformed AC signal passing from a positive voltage to into a negative voltage. In various embodiments, the switching of the AC / DC rectifier 230 is controlled by the BMS 138. Although described herein as being controlled by the BMS 138, the present disclosure is not limited in this regard. For example, with reference to FIG. 4, the EV 110 can comprise a charge controller 402 that is independent from the BMS 138, and the charge controller can control operations of the on-board charging module 200, in accordance with various embodiments.

[0070] Referring back to FIG. 2, the second switching circuit of the AC / DC rectifier 230 can further comprise solid state switching gates. In various embodiments, the threshold range includes the nominal voltage with a ripple voltage of between 1% and 15%. In various embodiments, the intermediate pulsed current signal is a repeating half sine wave. In various embodiments, the pulsed output current signal is an unrefined waveform.

[0071] In various embodiments, the AC / DC rectifier 230 further comprises a housing, wherein the transformer, the first switching circuit, and the second switching circuit are disposed within the housing. However, the present disclosure is not limited in this regard. For example, the AC / DC rectifier 230 and the DC / DC buck converter 220 can both be disposed in the same housing (e.g., housing 205) and would still be within the scope of this disclosure.

[0072] In various embodiments, responsive to coupling the first charging plug to the first charging interface 212, the battery is charged. Similarly, responsive to coupling the second charging plug to the second charging interface 214, the battery' is charged. In this regard, both a DC input and an AC input can be provided into the same charging circuit and charge the EV 110, in accordance with various embodiments. In this regard, space for the on-board charging module 200 can be greatly reduced compared to two separate and distinct systems in a similar application.

[0073] In various embodiments, the DC / DC buck converter 220 comprises a conversion unit configured to apply’ a fixed conversion ratio to the first DC to produce the second DC.

[0074] In various embodiments, the AC that is supplied by the second charging plug is between about 100 and 250 volts of alternating current at a nominal frequency of one of about 50 Hz or about 60 Hz.

[0075] Referring now to FIG. 5, a process 500 performed by a charge controller of an electric vehicle (e.g., charge controller 402 from FIG. 4 or a charge controller of BMS 138 from FIG. 2) is illustrated, in accordance with various embodiments. In various embodiments, the process 500 comprises identifying, by an identifying step, a charger type through a communication handshake (step 502).

[0076] In various embodiments, the charge controller can know whether the incoming current will be DC based on an initiation process of a DCFC charging station. For example, responsive to coupling an L3 connector to the first charging interface 212 from FIG. 2, the charge controller can detect the type of charger and request, via a requesting step, the first DC from the fast charging station, wherein responsive to the requesting step, the fast charging station supplies the first DC through the charging interface to the DC / DC converter which receives the first DC having a first voltage from the fast charging station and applies a fixed conversion ratio to the first DC having the first voltage to produce the second DC having a second voltage, wherein the first voltage is in a range of about 200 vdc to about 1000 vdc and the second voltage is in a range of about 48 vdc to about 150 vdc. In this regard, if the charge controller detects a current and there was no initiation step typical of DCFC charging stations, the charge controller may be configured to identify' the current as AC. However, the present disclosure is not limited in this regard. For example, the charge controller can identify AC based on one or more sensors (e.g., voltage sensors, current sensors, or any other sensor that may be readily apparent to one skilled in the art). In various embodiments, the on-board charging module 200 can be configured to perform the request or provide a “verification” that the battery accepts a voltage in the voltage range of the DCFC charging station (e.g., between 200 vdc to about 1000 vdc). For example, in various embodiments, the on-board charging module 200 can be configured to provide a signal or a voltage to the DCFC charging station that mimics an expected signal or voltage for an electric car (or electric truck), in accordance with various embodiments.

[0077] In various embodiments, responsive to determining that the current is the AC, the system may be configured to operate one or more switching circuits to electrically connect the charging interface receiving the AC to the onboard AC / DC rectifier to convert the AC to DC for charging the battery 132 of the EV 110 from FIG.2 (step 504). For example, the communication handshake may determine that an AC current, or AC enabled charge plug is providing current to the EV. The system may operate the one or more switching circuits in response to the communication handshake identifying an AC current being provided.

[0078] In various embodiments, responsive to determining that the current is the first DC, the system may be configured to operate one or more switching circuits to (1) electrically connect the first DC to the AC / DC rectifier and to allow the first DC to flow through the AC / DC rectifier to the DC / DC buck converter, or to bypass the AC / DC rectifier and provide the first DC to the DC / DC buck converter or directly to the battery (step 506). In various embodiments, “determining” as referred to herein is not meant to be overly limiting. For example, the charge controller determining that the current is not DC and is therefore AC would fall under determining that the current is AC. Similarly, determining that the current is not AC and is therefore DC would fall under determining the current is DC.

[0079] In various embodiments, the charge controller is further configured to receive data from one or more sensors, wherein the identifying step further comprises determining the current based on the data from the one or more sensors.

[0080] Referring now to FIG. 7, a schematic view of the multifunction onboard charging module 200 from FIG. 2 is illustrated in accordance with various embodiments. In various embodiments, the on-board charging module 200 can comprise one or more circuit boards (e.g., circuit board 252, circuit board 254, and circuit board 256).

[0081] The circuit boards 252, 254, 256 may be separate circuit boards, such as PCBs, for example, included in a single module. The circuit boards 252, 254, 256 be housed in separate modules. In various embodiments, circuit boards 252, 254, 256 may be implemented together in a single module (on a single PCB or separate PCBs). This specification is not limited in these regards.

[0082] In various embodiments, the first charging interface 212 and / or the second charging interface 214 may be connected to each of the one or more circuit boards 252, 254, 256. The first charging interface 212 and / or the second charging interface 214 may be directly connected to each of the one or more circuit boards 252, 254, 256. The one or more circuit boards 252, 254, 256 may be connected by a daisy chain 272. In an example embodiment, one of the circuit boards may be the master circuit board and the others may be slave circuit boards, such that a control signalreceived at the interface may be provided to only one of the circuit boards, which controls the other circuit boards.

[0083] In various embodiments, the on-board charging module 200 may be configured to receive a single-phase, 2-phase, and / or 3-phase AC input and convert the AC input into one or more DC outputs. In various embodiments, each of the circuit boards 252, 254, 256 may be configured to receive a phase of an AC input and convert to one or more DC outputs. For example, the circuit board 252 may receive a first phase, the circuit board 254 may receive a second phase, and circuit board 256 may receive a third phase of a 3-phase AC input, and each of the circuit boards 252, 254, 256 may output a DC output. The DC output from one or more of the circuit boards 252, 254. 256 may be joined together in parallel to a single DC output and optionally provided to converter 220, as described with respect to FIG. 2 and 3. The on-board charging module 200 may comprise converter 220 to perform DC voltage correction. For example, the on-board charging module 200 may convert the hi V DC output of the circuit boards 252, 254, 256 into a lower V DC power output.

[0084] In various embodiments, responsive to receiving a three-phase AC input at the first charging interface 212, the on-board charging module 200 is configured to route each phase to a different circuit board in the three separate circuit boards. For example, a first of three phases can be routed to circuit board 252. a second of the three phases can be routed to the circuit board 254, and a third of the three phases can be routed to the circuit board 256).

[0085] In various embodiments, the on-board charging module 200 may comprise only two circuit boards 252, 254 and be configured to convert a 3-phase AC power supply to a DC output. For example, the on-board charging module 200 is configured to route a first of three phases to circuit board 252, and a second of the three phases to the circuit board 254, wherein only 2 of the 3 phases of the AC power supply are utilized.

[0086] In various embodiments, the on-board charging module 200 may be configured to receive a DC input. In various embodiments, responsive to receiving a DC input via the first charging interface 212, the charge ports 210 can be configured to split the current received from the second charging interface 212 between the three circuit boards (e.g., between circuit board 252, circuit board 254, and circuit board 256). In this regard, by splitting up the current, a heat experienced the on-board charging module 200 can be significantly reduced relative to having a single circuit board.

[0087] In various embodiments, for a single-phase AC input, only one of the three circuit boards 252, 254, 256 may be utilized.

[0088] In various embodiments, each of the three circuit boards 252, 254, 256 can comprise the AC / DC rectifier 230 and the DC / DC buck converter 220. In this regard, each of the three circuit boards 252, 254, 256 can perform the functionality described previously herein with respect to the AC / DC rectifier 230 and the DC / DC buck converter 220. In an example embodiment, the DC can be provided, by using one or more switches, directly from the interface to the battery when the DV voltage is appropriate for the 2 / 3 wheeled EV battery.

[0089] In various embodiments, the on-board charging module 200 as shown in FIG. 7, can be configured to spread the heat out and / or facilitates heat transfer away from the on-board charging module 200. In various embodiments, the 'charge rate’ for the eV is higher than charging without the circuit boards 252, 254 256.

[0090] With reference to FIG. 8, a phase adjustable OBC charger 800 is shown in accordance with various embodiments. The phase adjustable OBC charger 800 may be similar in design and function to on-board charging module 200, described with reference to FIG. 7. The phase adjustable OBC charger 800 is configured to convert a single phase, 2-phase or 3 phase AC input to a DC output. In various embodiments, LI, L2 and L3 may each comprise a phase of an AC input. The grid connection may be connected to each of the one or more phases, LI, L2, and / or L3. In various embodiments, an electromagnetic interference (EMI) filter may filter electromagnetic interference from one or more of the phase inputs LI, L2, and / or L3. In various embodiments, one or more of the phase inputs LI, L2, and / or L3 may be provided to one or more AC / DC Stage converters, similar in design to AC / DC rectifier 230. As shown in FIG. 8, each phase inputs LI, L2, and / or L3 may be provided to a separate AC / DC Stage, wherein each AC / DC stage is configured to convert an AC phase to a DC output. In various embodiments, a power factor correction (PFC) maybe configured to effectively convert the AC to DC using the AC / DC stage. For example, the PFC Control Board may be connected to each of the AC / DC Stage converters to assist in improving the input power converted from an AC phase to DC output.

[0091] In various embodiments, the DC output from each of the AC / DC Stage converters may each be provided to a DC / DC Stage converter. The DC / DC stage is similar in design and function to DC / DC converter 220. In various embodiments, theone or more DC / DC Stage converters may provide a single DC output. In various embodiments, a DC / DC control Board may assist one or more of the DC / DC Stage converters in converting from a high Voltage DC to lower Voltage DC output.

[0092] In various embodiments, each of the AC / DC Stage and DC / DC Stage may be independently controlled and / or utilized. For example, a single AC / DC Stage and single DC / DC Stage may be utilized wherein a single-phase AC source is provided. Alternatively, three AC / AC Stages and three DC / DC stages may be utilized where a three phase AC input is provided. The phase adjustable OBC charger 800 is configured to rectify and transform optimally based on the number of phases in the AC power source provided and provide a proper DC charge the battery. In various embodiments, the DC outputs from each of the DC / DC conversions are combined in parallel. The DC outputs that have been combined in parallel to a DC output and then provided to the battery. In various embodiments, the PFC control board and the DC / DC control board orchestrates the current and voltage of each pow er conversion module to balance the load and maintain a stable Voltage to the battery’.

[0093] With reference now to FIG. 9. a charging system 900 is shown in accordance with various embodiments. The charging system 900 may comprise an onboard charger 200 similar in design and function to OBC 200, as described. The system 900 may comprise an EV 110 110 configured to receive a charge from various charging stations 120, such as LI. L2. L3 and / or L4 chargers.

[0094] In various embodiments, the EV 1 10 may be configured to communicate with the charge port 210 and the charge connector 128 of different methods for EV 110 charging infrastructure, such as proximity pilot and control pilot (PP / CP), power line communication (PLC), and / or Controller Area Network (CAN) protocol. In various embodiments, the system 900 may be configured to combine the PP / CP communication and the CAN communication into a pair of communication lines.

[0095] In various embodiments, the system 900 utilizes the same terminals for BOTH PP / CP (LI & L2 chargers) as well as a CAN enabled DC Fast charger (L4). In various embodiments, the system 900 configured to facilitate users plugging in a single connection to initiate either a L1 / L2 charging session on standard Type 2 chargers, or a DC Fast Charge session utilizing L4 chargers.

[0096] In various embodiments, system 900 may comprise an EV 110 having a charge port 210. In various embodiments the charge ports 210 may compriseone or more communication ports, such as a first communications port 840 and a second communications port 850. In various embodiments, the charge port 210 is configured to receive a communication signal from the charging station 120. In various embodiments, the EV 110 may comprise a vehicle control unit (VCU) 810 electrically coupled to the first communications port 840 via a high control area network (CAN) bus (CAN Hi) and electrically coupled to the second communications port 850 via a low CAN bus (CAN lo). In various embodiments, the EV 1 10 may comprise an onboard charger 200 electrically coupled to the first communications port 840 via a proximity pilot (PP) and the second communications port 850 via a control pilot (CP).

[0097] The charge port 210 may be any suitable charge port including but not limited to a CCS2 charging port. The charge port 210 may be configured to receive a AC and / or DC power supply from the charge connector 128 a charging station 120.

[0098] In various embodiments, the high CAN bus and the proximity pilot include a first common electrical line 864 extending from a first junction 874 to the first communications port 840. and the low CAN bus and the pilot communications bus include a second common electrical line 866 extending from a second junction 876 to the second communications port 850. In various embodiments, the first communications port 840 may be connected to the first pin 845 of the charge connector 128 and the second communications port 850 may be connected to the second pin 855 of the charge connector 128. As discussed, the first communications port 840 and second communications port 850 may include separate or combined ports, such as ports for LI, L2, L3 or other charge communication ports.

[0099] In various embodiments, the on-board charger 200 is electrically connected to the one or more communication ports. The on-board charger 200 is configured to receive the communication signal from the communication port.

[0100] With temporary reference to FIG. 10, the charge port communication connections are shown, in accordance with various embodiments. In various embodiments, the on-board charger 200 may be connected to the one or more communication ports, such as N. PE, LI, L2, and / or L3. The on-board charger may be configured to receive a signal from one or more of the communication ports. Further, the battery 132 may be connected to the positive terminal 836 of charge port 210 and the negative terminal 837 of the charge port 210. The OBC 200 may output two DC output lines from the OBC 200 to the battery 132. The two DC output lines from the OBC 200 may connect to the batter}' 132 in parallel with the power from the positiveterminal 836 of charge port 210 and the negative terminal 837 of the charge port 210.

[0101] With reference back to FIG. 9. the high CAN bus may comprise a high communications line extending from the VCU 810 to the first junction 874, and the low CAN bus comprises a low communications line extending from the VCU 810 to the second junction 876. In various embodiments, the proximity pilot includes proximity communications line extending from the on-board charger 200 to the first junction 874. and the pilot communications bus comprises a pilot communications line extending from the on-board charger 200 to the second junction 876.

[0102] In various embodiments, the first communications port 840 and the second communications port 850 are configured to interface with a first communications pin and a second communications pin of an LI charger, the first communications port 840 and the second communications port 850 are configured to interface with a third communications pin and a fourth communications pin of an L2 charger; and the first communications port 840 and the second communications port 850 are configured to interface with a fifth communications pin and a sixth communications pin of an L4 charger.

[0103] In various embodiments, an L4 charger may include a DC fast charger with the voltage range from 35VDC to 120VDC, and a current up to 200A. In various embodiments, the L4 charger may communicate with the vehicle via CAN.

[0104] In various embodiments, the VCU 810 further comprises a controller 812 and a transceiver 81 1. The transceiver 81 1 may be operably coupled to the controller 812. The transceiver 811 may be electrically coupled to the high CAN bus and the low' CAN bus, wherein the controller 812 is configured to detect CAN traffic that matches a protocol defined by an L4 charger. In various embodiments, the VCU 810, including the controller 812, may detect the CAN traffic, and respond to the L4 charger with a command message. In various embodiments, the controller 812 may detect CAN traffic from LI, L2 and / or L3 chargers and respond to the charger with a command message. In various embodiments, the CAN message, or command message, is broadcasted by the VCU 810 periodically.

[0105] In various embodiments, a method of charging an EV may comprise receiving by the charge port 210 comprising one or more communication ports, a communication signal from the charging station 120. The on-board charger 200 may detect the communication signal from the one or more communication ports. The VCU 810 may detect the communication signal from the one or more communication ports.The VCU may send a command message to the charging station in response to the CAN protocol signal. The charging station 120 may provide a power supply to the battery in response to the command message. The VCU 810 may broadcast a CAN message in response to the CAN protocol signal.

[0106] In various embodiments, the OBC 200 may receive a communication signal from the charging station that is an L1 / L2 protocol signal or a CAN protocol signal, and the VCU 810 may ignore the signal.

[0107] Benefits, other advantages, and solutions to problems have been described herein regarding specific embodiments. Furthermore, the connecting lines shown in the various figures contained herein are intended to represent exemplary functional relationships and / or physical couplings between the various elements. It should be noted that many alternative or additional functional relationships or physical connections may be present in a practical system. However, the benefits, advantages, solutions to problems, and any elements that may cause any benefit, advantage, or solution to occur or become more pronounced are not to be construed as critical, required, or essential features or elements of the disclosure. The scope of the disclosure is accordingly to be limited by nothing other than the appended claims, in which reference to an element in the singular is not intended to mean “one and only one” unless explicitly so stated, but rather “one or more.” Moreover, where a phrase similar to “at least one of A, B. or C” is used in the claims, it is intended that the phrase be interpreted to mean that A alone may be present in an embodiment, B alone may be present in an embodiment, C alone may be present in an embodiment, or that any combination of the elements A, B and C may be present in a single embodiment; for example, A and B. A and C, B and C, or A and B and C. Different cross-hatching is used throughout the figures to denote different parts but not necessarily to denote the same or different materials.

[0108] Systems, methods, and apparatus are provided herein. In the detailed description herein, references to “one embodiment,” “an embodiment,” “various embodiments,” etc., indicate that the embodiment described may include a particular feature, structure, or characteristic, but every embodiment may not necessarily include the feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with an embodiment, it is submitted that it is within the knowledge of one skilled in the art to affect such feature, structure, orcharacteristic in connection with other embodiments whether explicitly described. After reading the description, it will be apparent to one skilled in the relevant art(s) how to implement the disclosure in alternative embodiments.

[0109] Furthermore, no element, component, or method step in the present disclosure is intended to be dedicated to the public regardless of whether the element, component, or method step is explicitly recited in the claims. No claim element herein is to be construed under the provisions of 35 U.S.C. 112(f) unless the element is expressly recited using the phrase “means for.’’ As used herein, the terms “comprises,” “comprising,” or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus.

[0110] Finally, any of the above-described concepts can be used alone or in combination with any or all the other above-described concepts. Although various embodiments have been disclosed and described, one of ordinary skill in this art would recognize that certain modifications would come within the scope of this disclosure. Accordingly, the description is not intended to be exhaustive or to limit the principles described or illustrated herein to any precise form. Many modifications and variations are possible considering the above teaching.

Claims

CLAIMSWhat is claimed is:

1. A battery charging system for an electric vehicle, comprising: one or more charging ports comprising a charging interface configured to receive a first charging plug that supplies a first direct current (DC) from a charging station, or a second charging plug that supplies an alternating current (AC); a DC / DC converter, the DC / DC converter compnsing a charging input, and a charging output, the DC / DC converter operably coupled to the charging interface via the charging input, wherein responsive to coupling the first charging plug to the charging interface, the DC / DC converter is configured to convert the first DC having a first voltage into a second DC having a second voltage for charging a battery, and wherein the second voltage is lower than the first voltage; a rectifier and operably coupled to the charging interface, the rectifier further being operably coupled to the DC / DC converter via the charging input, wherein responsive to coupling the second charging plug to the charging interface, the rectifier is configured to convert the AC to a DC output and supply the DC output to the charging input of the DC / DC converter; and a battery charger configured to extend from the charging output of the DC / DC converter to the battery.

2. The battery charging system of claim 1 , wherein the rectifier is an AC / DC rectifier comprising a plurality of diodes, wherein each of the plurality of diodes is configured to allow' an electric current to flow only in a single direction.

3. The battery charging system of claim 1, wherein the rectifier is a converter device, and wherein the converter device comprises: a transformer configured to receive an AC input having a first frequency, wherein the transformer transforms the AC input to a transformed AC signal having a second frequency, wherein the second frequency is at least two times greater than the first frequency; a first switching circuit configured to convert the transformed AC signal to an intermediate pulsed current signal; and a second switching circuit configured to filter out voltages from the intermediate pulsed current signal that are outside a threshold range for charging thebattery to form a pulsed output current signal.

4. The battery charging system of claim 3. wherein: the first switching circuit includes an inverting circuit, the first switching circuit is configured to change a flow of current into the inverting circuit in response to transforming the AC signal passing from a positive voltage to a negative voltage; and the second switching circuit comprises solid state switching gates5. The battery charging system of claim 3, wherein the threshold range includes the nominal voltage with a ripple voltage of between 1% and 15%.

6. The batten.' charging system of claim 1, wherein the batter.' charging system comprises two or more rectifiers each configured to receive a phase of the AC signal.

7. The batten’ charging system of claim 1. wherein the charging port further comprises one or more communication ports each configured to receive a communication signal.

8. The battery charging system of claim 1, wherein the charging output is between 48 and 100V.

9. The battery’ charging system of claim 7, further comprising: a vehicle control unit (VCU) electrically coupled to the one or more communication ports; an on-board charger comprising the rectifier, the on-board charger electrically coupled to the one or more communication ports, wherein each of the one or more communication ports are at least partially connected to both the VCU and on-board charger by a common communication line.

10. The battery’ charging system of claim 1, wherein: responsive to coupling the first charging plug to the charging interface, the battery is charged; and responsive to coupling the second charging plug to the charging interface, thebattery is charged.

11. The battery charging system of claim 1, wherein the first voltage is in a range of about 200 vdc to about 1000 vdc and the second voltage is in a range of about 48 vdc to about 150 vdc.

12. The battery charging system of claim 11, wherein the DC / DC converter comprises a conversion unit configured to apply a fixed conversion ratio to the first DC to produce the second DC.

13. The battery charging system of claim 1, wherein the charging station is a DC fast charging station.

14. The battery charging system of claim 1, wherein the AC that is supplied by the second charging plug is between about 100 and 250 volts of alternating current at a nominal frequency of one of about 50 Hz or about 60 Hz.

15. The battery' charging system of claim 14, wherein the second charging plug is a single-phase plug.

16. The battery charging system of claim 15, wherein the second charging plug is a three-phase plug.

17. The battery charging system of claim 1, further comprising a charge controller in electronic communication with the rectifier, wherein the rectifier is an AC / DC rectifier and wherein the charge controller is configured to: identify, by an identifying step, whether a current flowing through the AC / DC rectifier is the AC or the first DC; and responsive to determine that the current is the AC. operating one or more switching circuits to convert the AC to the second DC.

18. The battery charging system of claim 17, wherein responsive to determining that the current is the first DC. allowing the first DC to flow through the AC / DC rectifier to the DC / DC converter.

19. The batery charging system of claim 18, wherein the charge controller is further configured to receive data from one or more sensors, wherein the identifying step further comprises determining the current based on the data from the one or more sensors.

20. An electric vehicle, comprising: a frame; a battery coupled to the frame; an on-board charging module coupled to the frame, the on-board charging module comprising: a charging port comprising a charging interface configured to receive a direct current (DC) fast charging connector that supplies a first direct current (DC) from a fast-charging station; a DC / DC converter electrically coupled to the charging port and the batery; and a charge controller operably coupled to the DC / DC converter, the charge controller configured to: request, via a requesting step, the first DC from the fast-charging station, wherein responsive to the requesting step, the fast-charging station is configured to supply the first DC through the charging interface to the DC / DC converter which receives the first DC having a first voltage from the fastcharging station and applies a fixed conversion ratio to the first DC having the first voltage to produce the second DC having a second voltage, wherein the first voltage is in a range of about 200 vdc to about 1000 vdc and the second voltage is in a range of about 48 vdc to about 150 vdc.

21. The electric vehicle of claim 20, wherein the DC fast charging connector comprises one of a combined charging system type 1 (CCS !) connector, a combined charging system type 2 (CCS2) connector, a CHAdeMO connector, or a North American Charging System (NACS) connector.

22. The electric vehicle of claim 20, wherein the electric vehicle comprises three or less wheels.

23. The electric vehicle of claim 20, wherein the charging interface is configured to receive a second connector that supplies an alternating current.

24. The electric vehicle of claim 20, further comprising an AC / DC rectifier disposed electrically between the charging interface and the DC / DC converter.

25. A 2 wheel or 3 wheel electric vehicle (2 / 3 wheeled EV) comprising: a battery, a charging interface, and a multi-functional on-board charging module (MFOBC module) electrically coupled between the charging interface and the battery, wherein the MFOBC module comprises at least one of: an AC / DC converter for converting an AC power provided to the AC / DC converter to a DC power output from the AC / DC converter, and a DC / DC buck converter for dow n converting the voltage level of DC power provided to the DC / DC buck converter and providing the down converted DC power to the battery', and wherein the MFOBC module is configured to receive power provided by one of two or more of an LI, L2. L3. and L4 charging systems located off-board of the 2 / 3 wheeled EV, determine whether the power received at the charging interface is AC powder or DC powder, and route the powder received at the charging interface according to the determination of the type of pow er as follows:(i) when the power received at the charging interface is AC power, electrically connect the charging interface to the AC / DC converter, and provide a converted DC power output from the AC / DC converter to either the DC / DC buck converter or directly to the battery, depending on the voltage level of the converted DC power;(ii) when the power received at the charging interface is DC power, electrically connect the charging interface to one of:(a) the AC / DC converter and configure the AC / DC converter to pass the DC power through the AC / DC converter and provide the passed through DC power output from the AC / DC converter to eitherthe DC / DC buck converter or directly to the battery, depending on the voltage level of the converted DC power;(b) the DC / DC buck converter; or(c) the battery.

26. The 2 / 3 wheeled EV of claim 25, wherein the charging interface comprises: a first charging interface; and a second charging interface, wherein the first charging interface is configured to receive a first charging plug that supplies a DC power from a direct current fast charge charging station; and wherein the second charging interface is configured to receive a second charging plug that supplies an AC power, wherein the MFOBC is configured to route the power from the first and second charging interfaces using switches that are actuated depending on the determination of the type of power provided at the first or second charging interface.

27. The 2 / 3 wheeled EV of claim 25. further comprising at most two wheels.

28. The 2 / 3 wheeled EV of claim 25, further comprising at most three wheels.

29. The 2 / 3 wheeled EV of claim 25, wherein the battery has an operational nominal voltage between 48 Vdc and 150 Vdc.

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