Apparatus and method for charging an electric vehicle

Embodiments of the present invention generally relate to an electric drive system including a hybrid vehicle and an electric vehicle, and more particularly to charging an electric vehicle using a multi-port energy management system.

A hybrid electric vehicle may propel the vehicle by combining an internal combustion engine with an electric motor powered by an energy storage device such as a main battery. Such a combination allows the internal combustion engine and the electric motor to operate within their respective ranges of increased efficiency, thereby increasing overall fuel efficiency. For example, an electric motor can be efficient in accelerating from a standing start, while an internal combustion engine (ICE) can be efficient during a certain duration of engine operation, such as highway operation. is there. Increasing the initial acceleration of the electric motor allows the combustion engine of the hybrid vehicle to be smaller and more fuel efficient.

A pure electric vehicle may use the stored electrical energy to power an electric motor, thereby propelling the vehicle and activating an auxiliary drive. Pure electric vehicles may use one or more stored electrical energy sources. For example, a first stored electrical energy source may be used to provide long-lasting energy (such as a low voltage battery), while a second stored electrical energy source may be used, eg, for acceleration. , High output energy (such as high voltage batteries or ultracapsules) may be supplied.

Plug-in electric vehicles, whether hybrid or purely electric, are configured to use electrical energy from an external source to recharge energy storage devices. Such vehicles may include, for example, road vehicles and off-road vehicles, golf carts, neighborhood electric vehicles, forklifts, and light trucks. These vehicles use either a non-vehicle fixed charger, a vehicle-mounted charger, or a combination of a non-vehicle-mounted fixed charger and a vehicle-mounted charger to drive the vehicle from an electrical system or renewable energy source. Electrical energy may be transferred to the in-vehicle main battery. The plug-in vehicle may include circuits and connections to facilitate recharging the main battery, for example from an electrical system or other external power source.

Battery chargers are an important component in the development of electric vehicles (EVs). Historically, two types of chargers for EV applications are known. On the one hand, it is a stand-alone type that can be compared in function and style to a gas station that performs quick charging. The other is an in-vehicle type that is considered to be used for charging at a slower charging rate (C-rate) from a household outlet. EVs are typically low-voltage batteries (for example, for one-charge mileage and travel), high-voltage batteries (for boost and acceleration), and (eg, for boost and acceleration), to name a few. ) Includes energy storage devices such as ultracapacitors. Since these energy storage devices operate under various voltages and are charged differently from each other, each storage device usually includes its own unique charging system. This can result in multiple components and charging systems, as storage devices typically cannot be charged using charging systems for other storage devices. In other words, the charging device used to charge the low voltage battery cannot usually be used to charge the ultracapacitor or high voltage battery.

In some applications it is desired to use a "gas station" charging system to quickly charge the storage device, while in others it is desired to use a traditional household outlet for the storage device. The effect (ie, a large number of devices) is generally exacerbated given that it is desired to charge slowly. Thus, to achieve the charging capacity for multiple energy storage device types and using either a fast charging system or a slow charging system, some to achieve all of the desired functions. Charger type may be required. Since each charger type appropriately includes a system of electrical components, the large number of components that may be used to achieve this function can reduce the reliability of the overall system. is there. Electrical and electronic components can be made to a certain size so that the degree of electrical stress is low, but similarly, a relatively high on-duty cycle can have a significant impact on reliability. is there.

<p><patcit num="1"><text>U.S. Pat. No. 7,559,388</text></patcit></p>

Therefore, it would be desirable to provide a device that provides the flexibility to charge the EV while reducing the overall number of electrical components.

According to one aspect of the invention, an energy storage management system (ESMS) is connected to a drive train and is configured to store DC energy with one or more energy storage devices and a plurality of energies. Power electronic conversion with port system), the power electronics conversion system includes a plurality of DC electric converters, each DC electric converter is configured to raise or lower a DC voltage, and each of the plurality of energy ports is one or more. A power electronics conversion system, which is connectable to each of the energy storage devices of the, and each of the plurality of energy ports is connectable to an electric charging system. ESMS is a controller configured to determine the voltage of each energy port that has either an energy storage device or a DC electric charging system attached to it, and at least one of the DC electric converters is at each energy port. A controller that electrically connects at least two first energy ports of an energy port to a second energy port so that it either raises or lowers the input DC voltage based on the determined voltage of including.

According to another aspect of the invention, the method of manufacturing an energy storage management system (ESMS) involves connecting one or more energy storage devices to the power train of an automobile and charging with multiple backboost converters. A step of manufacturing a device and a step of attaching the charging device to an automobile, the charging device includes a plurality of energy ports, and each of the plurality of energy ports can be connected to each of one or more energy storage devices. Based on the mounting step, the step of sensing the voltage passing through each of the plurality of energy ports, and the sensed voltage, the energy storage device and the electric charging system are connected to one of the plurality of energy ports. An electric charging system to one of multiple energy ports with an energy storage device by determining if it is present and selectively directing the current through one or more of multiple backboost converters. Includes steps to electrically connect the.

According to yet another aspect of the invention, a non-temporary computer-readable storage medium located on an energy storage management system (ESMS) and storing a computer program is on the ESMS when executed by a computer. Contains instructions to let the computer determine the voltage of each energy port of a multi-port power conversion system located in, from the first of at least two energy ports to the second of at least two energy ports, at least two backboosts. At least two energy ports are electrically connected so that electrical energy passes through the converter, and the first backboost converter of at least two backboost converters is configured to operate in boost mode. The second backboost converter of at least two backboost converters is configured to operate in back mode.

Various other features and advantages will become apparent from the detailed description and drawings below.

The drawings show embodiments currently conceivable for practicing the present invention.

<figref num="1">It is a schematic block diagram of the electric vehicle (EV) which incorporates the embodiment of this invention.</figref><figref num="2">FIG. 5 is a schematic view of a configurable multi-port charger architecture according to an embodiment of the present invention.</figref><figref num="3">It is a table which shows the structure of the multi-port charger shown in FIG.</figref><figref num="4">It is a figure of the multi-port charger of FIG. 2 by one configuration.</figref><figref num="5">It is a figure of the multi-port charger of FIG. 2 by one configuration.</figref><figref num="6A-6B">FIG. 5 is a diagram of a multi-port charger in FIG. 5 with an alternative configuration.</figref><figref num="7">It is a figure of the multi-port charger of FIG. 2 by one configuration.</figref><figref num="8">It is a figure of the multi-port charger of FIG. 2 by one configuration.</figref><figref num="9">It is a figure of the multi-port charger of FIG. 2 by one configuration.</figref><figref num="10">FIG. 5 is a typical pulse width modulation (PWM) switching and waveform diagram.</figref><figref num="11">It is a block diagram of the multi-port charger by embodiment of this invention.</figref><figref num="12">FIG. 2 is a table of charging configurations that may be selectively engaged and released with respect to the multi-port charger of FIG.</figref><figref num="13">FIG. 5 is a diagram of a multi-port charger with a 1-phase AC power source.</figref><figref num="14">It is a figure of a multi-port charger having a three-phase AC power supply.</figref><figref num="15">It is a figure of the energy flow in a multi-port charger by a certain operation configuration.</figref><figref num="16">It is a figure of the energy flow in a multi-port charger by a certain operation configuration.</figref><figref num="17">FIG. 5 is a diagram of a multi-port charger having an energy input from an internal combustion engine (ICE) according to an embodiment of the present invention.</figref>

FIG. 1 shows an embodiment of a hybrid electric vehicle (HEV) or electric vehicle (EV) 10 such as an automobile, truck, bus, or off-road vehicle that incorporates an embodiment of the present invention. The vehicle 10 is located between the energy storage management system (ESMS) 11, the internal combustion engine or heat engine 12, the transmission 14 connected to the engine 12, the differential 16 and the transmission 14 and the differential 16. Includes the connected drive shaft assembly 18. Although ESMS11 is shown within a plug-in hybrid electric vehicle (PHEV), according to embodiments of the present invention, ESMS11 is a HEV or EV or other power electronics drive used to actuate a pulsed load. (power electronic It turns out that it can be applied to any electric vehicle such as drive). According to various embodiments, the engine 12 may be, for example, an internal combustion gasoline engine, an internal combustion diesel engine, an external combustion engine, or a gas turbine engine. ESMS 11 includes an engine controller 20 provided to control the operation of the engine 12. According to one embodiment, the engine controller 20 includes one or more sensors 22 configured to sense the operating state of the engine 12. The sensor 22 may include, for example, an rpm sensor, a torque sensor, an oxygen sensor, and a temperature sensor. Therefore, the engine controller 20 is configured to receive or transmit data from the engine 12. The vehicle 10 also includes an engine speed sensor (not shown) that measures the crankshaft speed of the engine 12. According to one embodiment, the speed sensor may measure engine crankshaft speed from a tachometer (not shown) with pulses per second, which is converted to a revolutions per minute (rpm) signal. You may.

The vehicle 10 also includes at least two wheels 24 connected to each end of the differential device 16. In one embodiment, the vehicle 10 is as a rear-wheel drive vehicle such that the differential 16 is located near the rear end of the vehicle 10 and is configured to drive at least one of the wheels 24. It is configured. As appropriate, the vehicle 10 may be configured as a front-wheel drive vehicle.

In one embodiment, the transmission 14 manually comprises a plurality of gears such that the input torque received from the engine 12 is increased by the plurality of gear ratios and is transmitted to the differential device 16 via the drive shaft assembly 18. It is a transmission. According to such an embodiment, the vehicle 10 includes a clutch (not shown) configured to selectively connect and disengage the engine 12 and the transmission 14.

The vehicle 10 also has between the transmission 14 and the differential device 16 such that the torque generated by the engine 12 is transmitted to the differential device 16 via the transmission 14 and the electric motor or electric motor / generator unit 26. Includes an electric motor or an electromechanical device such as an electric motor / generator unit 26 that is coupled along the drive shaft assembly 18. A speed sensor (not shown) may be included to monitor the operating speed of the electric motor 26. According to one embodiment, the electric motor 26 is directly connected to the transmission 14, and the drive shaft assembly 18 includes one axle or drive shaft that is connected to the differential device 16.

A hybrid drive control system or torque controller 28 is provided to control the operation of the electric motor 26 and is coupled to the motor / generator unit 26. An energy storage system 30 is connected, for example, to a torque controller 28, with a low voltage energy storage or energy battery 32 and a high voltage energy storage or output battery (power). Includes battery) 34 and ultracapacitor 36. However, although the low voltage energy storage 32, the high voltage energy storage 34, and the ultracapsule 36 are shown, the energy storage system 30 is, as understood in the art, an example of a sodium metal hydride. Multiple energies such as batteries, sodium nickel chloride batteries, sodium sulfur batteries, nickel metal hydride batteries, lithium ion batteries, lithium polymer batteries, nickel cadmium batteries, multiple ultracapitol cells, ultracapsule and battery combinations, or fuel cells. It should be understood that storage units may be included. Further, the accelerator pedal 38 and the brake pedal 40 may be included in the automobile 10. The accelerator pedal 38 is configured to transmit a throttle command signal or an accelerator pedal signal to the engine controller 20 and the torque controller 28.

According to an embodiment of the present invention, the system 10 includes a charger 42 connected to energy storage units 32 to 36 of the energy storage system 30. According to an embodiment of the present invention, the charger 42 may be connected to a plurality of energy storage systems 32 to 36 as shown, and the charger 42 may be one or more of two shown. It may be connected to the power input line 44. That is, the charger 42 exemplifies an embodiment of the invention, and according to an embodiment exemplifying the use of the present invention, the charger 42 is coupled to one or more energy storage systems. The charger 42 may be coupled to one or more power input systems 44. The charger 42 includes, as considered, a controller 46 that is configured to selectively engage and disengage the DC electrical device or backboost module of the charger 42.

Although the charger 42 is shown to be connected to energy storage systems 32-36 and the charger 42 is shown to be connected to one or more power input lines 44, the present invention. It should be understood that the embodiments of are not so limited. Instead, it should be understood that the charger 42 may be coupled to several different types of energy storage systems and power inputs, some of which are shown in later figures. In addition, there may be multiple chargers 42 per vehicle connected in parallel, or there is a power system that applies to each wheel 24 of vehicle 10 each having a charger 42 connected to it. You should understand that you may.

During operation, energy may be supplied from the internal combustion engine or heat engine 12 to the drive shaft assembly 18 via the transmission 14, and energy may be supplied from the energy storage system 30, which may include energy storage systems 32-36. It is understood in the art that the drive shaft assembly 18 may be supplied via a drive control system 28 having extracted energy. Thus, as is understood in the art, energy is extracted, for example, from a high voltage storage device 34, which may include a battery, or from an ultracapacitor 36, for boosting or accelerating the vehicle 10. May be good. During travel (ie, generally non-accelerated driving), energy may be extracted for the vehicle 10 via a low voltage storage device such as the low voltage energy storage 32.

During operation, energy may be extracted from the internal combustion or heat engine 12 to charge the energy storage 30 or power the drive shaft assembly 18, as is understood in the art. In addition, some systems include a regenerative operation in which energy is recovered from the braking operation and may be used to recharge the energy storage unit 30. In addition, some systems may not recover renewable energy from braking, and some systems may not provide a heat engine such as an internal combustion engine or heat engine 12. Despite the ability to recharge the energy storage 30 of some systems, the energy storage 30 regularly recharges from an external source such as a 115V household source or a 230V three-phase power supply. Need it. The need to recharge the energy storage unit 30 is particularly significant in plug-in hybrid electric vehicles (PHEVs) that do not have a heat engine to power and have a wide range of drive operations.

As such, embodiments of the present invention have multiple energy ports, are flexible and configurable, and have multiple power supplies and power supplies to charge one or more energy storage types. It may be connected to a mold. Further, as illustrated, embodiments of the present invention allow charging of energy storage units that are completely exhausted and have a starting voltage below the supply voltage, while embodiments of the invention allow for a supply voltage. Allows the energy storage unit to be charged to a voltage that exceeds.

To meet the demands of modern PHEVs and EVs, the infrastructure achieves 80% charge state (SOC) gain (assuming a 25kWh battery) with a charging time of 2 or 3 hours (home charging). Normally, 7kW should be supplied. In more aggressive stop-stop fast-charging situations (eg, "gas stations"), significantly higher power levels may be required to achieve the desired 80% SOC in 10 minutes. The vehicle interface needs to be designed according to existing standards. The pilot signal determines the maximum allowable power according to its duty cycle. In addition to a high degree of integration, and also by the proposed system, the equipment has single-phase or three-phase AC inputs, high efficiency, low harmonics, nearly single input power factor, low cost, low weight, and safety interlock. A lock is brought. As is known in the art, power factor correction (PFC) requirements may be strongly driven by the harmonic current rules of the IEC / ISO / IEEE policy.

An energy management system with an integrated charger unit consisting of three bidirectional backboost stages and a charger front end is shown in the figure below. The system also includes a charger module for high voltage DC and standard AC outlet charging.

The present invention is applicable to conventional electric vehicles (EVs) and grid charging hybrid electric vehicles (PHEVs). Grid-charged HEVs offer the option of driving a vehicle for a certain number of miles (ie PHEV20, PHEV40, PHEV60). Traditionally, the goal of PHEVs is to be able to provide high all-power driving (AER) capabilities to reduce operating costs and optimize business strategies. With respect to the back boost stage, the front end and interface of the charger are generally no different when designed for EV or PHEV applications. The role of the DC / DC converter is to efficiently transfer energy between two or more energy sources, reliable for continuous peak power demand. The integration of the charger unit is the next step towards a higher output density design with fewer components and therefore higher reliability. Accordingly, embodiments of the present invention are applicable to a plurality of electric vehicles, commonly referred to as "EVs," including, for example, all-power hybrid electric vehicles. Such EVs may include, but are not limited to, road vehicles, golf carts, trains, etc. that may have an electrical system that includes electrical components that cause the movement of the vehicle.

In conventional practice, a large number of separate units coexist, generally to include separate chargers, interconnected battery management and control units. In an advanced battery-powered automotive environment, communication between the charger and the battery or seamless integration of other automotive systems from different suppliers is an important consideration. An energy management system with an integrated charger has the advantage of improving reliability with less integration effort required and fewer components.

Seeing Figure 2 here, a configurable multi-port integrated charger architecture, such as Charger 42, Energy Storage Management System (also known as ESMS, or Energy Management System (EMS)) 100, with four energy ports 102. , With three DC electrical conversion devices or backboost converters 104, 106, 108 as modules 1, 2, 3 respectively. As is known in the art, backboost converters 104-108 are back mode by passing electrical energy through them in the first direction 110 (shown for backboost converter 104, but also for converters 106 and 108. Equally applicable), or boost mode by passing electrical energy through it in the second direction 112 (also shown for the backboost converter 104, but equally applicable to converters 106 and 108). It may be configured to work with either. As shown, the energy port 102 includes a first energy port 114 that can be configured to have a first unit 116 attached or electrically coupled to it. Similarly, energy port 102 can be configured to have a second unit 124, a third unit 126, and a fourth unit 128, respectively, attached to or electrically coupled to it. , 120, 122 included.

According to the present invention, the charger is entirely part of the automotive design and is mounted in-vehicle. The integrated on-board charger can continuously adjust the input current, for example, as a result of the state of charge (SOC) of the device connected to it for charging. The integrated charger energy management system is equipped with a minimum number of standard components, thus allowing efficient charging of multiple energy storage systems and system types at minimal cost. In one embodiment, each of the illustrated basic modules is further equipped with only one additional contactor that performs the various functions described below and allows the insulation of the port. The configuration of the three individual modules M1 to M3 in Figure 2, along with the appropriate charging algorithm, allows energy transfer from a rectified AC or directly from a DC power supply to a different energy storage unit connected to the ESMS port. To.

As illustrated, the ESMS100 in Figure 2 may be configured to charge up to three energy sources (including, for example, low voltage energy batteries, high voltage batteries, and ultracapacitors) simultaneously or simultaneously. .. The ESMS100 may have modules configured to be alternated in order to reduce the ripple current. The ESMS100 can also have multiple charging profiles as a function of SOC and temperature, for example, for different battery technologies and storage device types. The ESMS100 includes a centralized energy flow control that is centrally controlled by a controller such as the controller 46 in FIG. 1, and the ESMS100 can manage a wide range of input and output voltages.

The ESMS100 of FIGS. 1 and 2 can be configured with a plurality of configurations shown in FIG. 3 as Table 200. Each configuration of the ESMS100 may be selectable by a contactor (not shown), as is understood in the art, and senses the presence of both energy storage and charging devices connected to port 102. The energy flow is controlled by the ESMS control algorithm implemented in the controller 46 of the hybrid vehicle 10, which can and can appropriately adjust the direction of the energy flow. For example, the control algorithm may determine the voltage of each port to which the energy storage device or electric charging system (eg DC or regulated AC) is connected, the determined voltage (eg) and the measured voltage. The ESMS100 may be operated as appropriate based on frequency or both. The advantage of including a rectifier is that even if the DC is connected with the wrong polarity, the rectifier provides protection and a single-phase rectifier is used, or the DC input is a three-phase rectifier out of three-phase inputs. Even if it is used for both, the rectifier provides protection.

Single Battery with Integrated Wide Input Range Charger According to the first configuration 202 shown in Figure 4, the EMS or ESMS is with the low voltage battery 204 shown to be connected to port 1. Includes an ultracapacitor bank 206 connected to port 2. In this configuration, a single low voltage battery representing the EV's main energy storage unit is connected to port 1. The high voltage port 2 is connected to the ultracapacitor bank or to the DC link capacitor just feeding the motor inverter. According to embodiments of the present invention, the charging unit 208 is connected to port 3, which may include a DC power source or a regulated AC power source. In this case, if the charging input voltage at port 3 is higher than the energy battery 204 at port 1, module 2 operates in back mode.

Two cases may be considered. First, if the nominal voltage of the energy battery in port 1 is lower than the minimum charger input voltage, the charging algorithm works as just described. Second, if the nominal voltage of the battery 204 is higher than the input voltage of the charger 208, module 2 210 will permanently conduct, module 1 212 will operate in boost mode, and module 3 214 will operate in back mode. , Charge the battery 204.

In the second configuration of this part (not shown), an energy / output battery may be connected to port 2 instead. The remaining ports on ESMS remain floating. In this case, two cases are considered, depending on the instantaneous voltage level (SOC). At normal SOC level, V₂(Voltage of port 2) is V₃Higher than (port 3 voltage, charger input), module 2 conducts permanently and module 1 operates in boost mode. Battery SOC is low (V)₂&lt;V₃In the example, module 2 operates in back mode and module 1 operates in boost mode.

Dual batteries with integrated wide input range charger With reference to Figure 5, in this configuration, the energy battery 250 at port 1 represents the main energy storage unit of the EV, and the high voltage or output battery 252 is at port 2. It is connected to the. The integrated wide input voltage range charger allows both batteries 250, 252 to be charged independently or simultaneously. The energy battery 250 at port 1 typically has a lower nominal voltage than the output (boost) battery 252. However, in this configuration, charging is still possible even if the voltage at port 1 or port 2 is very low. This is considered to be the case when either one of the two batteries (energy side 250 or output side 252) is fully charged. Module 2 254 operates in back mode and module 1 256 operates in boost mode. If the voltage at charge input 258 (DC or regulated AC) is lower than the voltage at port 1, module 2 210 is always on, module 1 256 rises to the voltage level at port 2, and module 3 260 Charge the energy battery 250 in port 1.

Figure 5 shows a charging configuration from a regulated AC power source, but it can be misleading as it simply allows a relatively low voltage to be used for charging. In fact, the port used (for charging, port 3) has only a slight limit on the voltage level. For example, port 4 allows the maximum voltage of the overall charging system 262, which may also be device dependent. Therefore, the configuration shown in FIG. 5 can be charged at a relatively high voltage (eg, IEC mode 4: 400VDC).

Embodiments of the present invention allow the energy storage device to be charged simultaneously from more than one charging source. In one example, a second charging system may be coupled to ESMS, as shown in FIG. 6A. Thus, FIG. 6A shows the cut-out bottom of the ESMS. In the embodiments illustrated in the preceding paragraph, EV applications include two energy storage units with free port 4 and a DC or regulated AC power supply 264. However, according to embodiments of the present invention, as shown, the regulated AC power source 266 may be connected to port 4, which allows for faster charging from the second outlet. Therefore, according to embodiments of the present invention, port 3 and port 4 are each power source connected to, for example, to charge a storage device connected to port 1 and port 2 of FIGS. 4 and 5. It may be configured to have. However, FIG. 6B shows an alternative embodiment having a regulated AC power source 266 connected to it and a DC power source 268 connected to port 3.

One advantage of simultaneous charging with multiple power sources, such as AC and DC power supplies, is that there is no need to temporarily increase the number of charging connectors beyond what is already standard (or expected to become standard). It is possible to carry out quick charging with high output. For example, an AC power supply and associated paired connector is designed for level 2, eg 22kW, and a DC power supply and associated pairing connector is level 3 or possibly level 4 DC at, for example, about 50kW. When designed for fast charging, simultaneous charging from both AC and DC power sources, using embodiments of the invention, is standard (assuming the charging station can maintain these power levels). It can be implemented at 72kW by using a typical charger connector unit. Even without this feature, the maximum charge could be about 22kW with a Level 2 AC charging connector, or 50kW with a Level 3 or Level 4 DC charging connector. In addition, if the vehicle is equipped with only a Level 2 3-phase charging connector, the controls inside the ESMS are connected to two of the three input terminals by the DC input, depending on the specific current capacity for the connector. It is believed that it can be implemented to allow it to be controlled to operate at level 2 up to a charge level of 22 kW. In another case where the car is equipped with only an AC charging connector, for example a 3-phase level 2AC input at 22kW and a single-phase level 2AC at about 7.4kW, simultaneous charging using both AC connectors is about 29.4kW. It is considered that it can be realized at the level.

Triple Battery with Integrated Wide Input Range Charger With reference to FIG. 7, a triple energy storage configuration is shown that allows charging from a wide voltage range input, according to an embodiment. According to the configuration shown, the EMS or ESMS300 is connected to port 2, a first low voltage battery 302 connected to port 1, a second low voltage battery 304 connected to port 4, and a second low voltage battery 304. Includes a high voltage or boost battery 306 and a DC or regulated AC power supply 308 connected to port 3. In one example, power supply 308 is a regulated DC power supply that has improper polarity and can be protected against inadvertent connections across port 3. In one example, the second low voltage battery 304 may be a reserve energy battery that allows for a higher level of duplication for safety-critical applications.

Boost Battery with Low Voltage Charger See Figure 8, where the two boost batteries 310, 312 may be charged using the DC or regulated AC power supply 314 connected to port 4, respectively. It may be connected to 2 and port 3. Thus, two high-power / high-voltage energy storage units can be connected in parallel for maximum boost performance while still maintaining some energy management. However, instead of simply connecting the two units in parallel, the ESMS 316 acts as a balancing stage, while the power supply capacity is similar to a parallel configuration.

Dual batteries with integrated wide input range charger and alternating arrangement Refer to Figure 9 where the EMS or ESMS350 is connected to an energy device, much like the one illustrated in the previous section with reference to Figure 5. .. Thus, the low voltage battery 352 is connected to port 1, the high voltage battery 354 is connected to port 2, and the regulated AC or DC power supply 356 is connected to port 3. However, in this mode, modules 3 358 are used to alternate during operation of the ESMS 350 to minimize output current ripple.

That is, in alternating mode, the output is transferred through two or three modules (module 1 360, module 2 362, and module 3 358) with a smaller output current ripple compared to that of Figure 5. At the same time as it occurs, the size of the magnetic component and other components is reduced. In alternate placement mode with two modules, module 1 360 and module 3 358 are connected as shown in Figure 9. In addition, FIG. 10 shows a typical pulse width modulation (PWM) switching 364 and current waveform 366. In alternate mode, the PWM for module 2 362 is similar in frequency to the PWM signal for module 1 360, just in time shifted by Ts / 2. The three modules operate in alternating arrangements, with the PWM signals for Module 2 362 and Module 3 358 shifted by Ts / 3 and 2Ts / 3, respectively.

FIG. 11 shows a block diagram of a multi-port ESMS according to an embodiment of the present invention. Therefore, in the above embodiment, the contactor shown in FIG. 11 may be controlled based on the table shown in FIG.

With reference to FIG. 11 first, the control electronic components have been omitted for simplicity. Thus, the ESMS400 illustrates the first backboost module 402, the second backboost module 404, and the third backboost module 406. The ESMS400 also has a port 1 408 with a low voltage battery connected to it, a port 24 10 with a high voltage unit connected to it, and a port 3 4 12 with a regulated AC or DC voltage connected to it. , Port 4 with high voltage ultracapsule attached to it Illustrate with 414. Thus, in the illustrated example, an energy storage device and an energy charger are coupled to the ESMS 400 to illustrate the operation of one configuration. However, as considered, the ESMS400 may be configured in multiple arrangements to accommodate multiple chargers / energy storage devices. Therefore, according to the above illustration, the ESMS400 is a contactor KU416, KV418, KW420, UPOS422, M424 that is selectively engaged or disengaged to achieve a configuration for charging. And include.

Each of the three backboost modules 402, 404, 406 includes IGBT legs (upper and lower switches) and an inductor. The high voltage DC bus is buffered by multiple power capacitors. The output of each backboost converter stage is equipped with a current sensor that measures the inductor current. The indication of the voltage limit on port 3 is caused by the typical single-phase AC outlet voltage in both the United States and Europe.

The ESMS400 uses a contactor as the main bus and individual module switches. The precharging circuit is implemented using two power resistors (eg 120ohm, 100W, RH-50) and a contactor or FET. An additional contactor (UPOS422 in Figure 11) serves in two cases. One is under certain SOC conditions of the battery at port 1, and the second is when modules 1 and 3 can be alternated. FIG. 11 shows the voltage and current sense points of an ESMS 400 with an integrated charger.

Therefore, referring to FIG. 12 here, one of ordinary skill in the art will appreciate that the control of a particular charging operation may be due to the selective engagement and disengagement of the contactors 416-424.

In the configurations illustrated herein, it will be found that multi-port energy management is fully functional. Even if for some reason it is desired to have a separate charger in the system, the multi-port ESMS still performs its function with minimal energy management between ports 1, 2, and 4. .. After the DC link capacitor has been precharged, the ESMS sets the individual phase state machine to manual mode, sets the current instruction, and begins the adjustment after a sanity check of the contactor condition.

With reference to FIG. 13, port 3 of the illustrated ESMS450 may be charged from a one-phase AC power source 452, thus realizing a simple high power factor boost pre-adjuster according to an embodiment of the present invention. Can be done. As shown in Figure 13, module 1 456 and module 2 458 are used by operating in high power factor regulator mode, for example when the ESMS 450 is connected to a single-phase rectifier on port 3 454. Therefore, FIG. 13 shows a simple technique for a regulated AC power source with a power factor correction (PFC) pre-adjuster, C._inIs a small high frequency bypass capacitor, C_{out out}Is a mass storage capacitor or a DC bus capacitor.

In this way, there are two basic functions that AC mode control performs. The first is to limit the maximum charge current drawn from the power system to a certain maximum amount limited by the circuit breaker or breaker. Second, the PFC boost stage shapes the current to minimize the phase angle between the input current and the input voltage. The circuit shown is basically a boost converter with a wide input range that can accurately control the input current (current shaping). The waveform and phase with respect to the input voltage are controlled instantly. The relatively large capacitors at the output of the boost stage meet the short peak energy demand, while the input capacitors are reduced to a few microfarads.

Any desired EMI filter is not shown in the previous drawing. As is understood in the art, the EMI filter component is a standard component and is linked between the corresponding front end and the mechanical interface to the HVSE.

With reference to FIG. 14, the ESMS 450 can include a regulator front end 460 for the three-phase charger input 462, which is designed similar to that shown in FIG.

In an additional embodiment, the integrated charger configuration of ESMS port 3 in FIGS. 13 and 14 can be used as the charger input. Certain charge controls have the corresponding contactor states KU = closed, KV = open, KW = open, UPOS = open, and M = closed, depending on the voltage level shown in FIG.

With reference to FIGS. 15 and 16, the energy flow of the two charging configurations is shown. First referring to Figure 15, energy will flow from the charger (not shown) located on port 3 464 to module 2 466 and module 1 468 operating in boost mode. Therefore, the DC power supply may be raised to the high voltage output of port 2 470 by ensuring that the KV and KW are open.

In another example shown in FIG. 16, port 1 472 and port 4 474 may be charged simultaneously from a DC power source (not shown) connected to port 3 476. As an example, two cases may be considered with respect to FIG.

Case 1: The input voltage on port 3 476 is higher than the battery voltage on port 1 472. In this case, module 2 478 operates in back mode and the LU current IL4 480 is regulated. Contactors KU482 and KV484 are closed, while M486, KW488 and UPOS490 are open.

Case 2: The input voltage on port 3 476 is lower than the battery voltage on port 1 472. In this case, the contactors KU482, M486 and UPOS490 are closed, while the KV484 and KW488 are open. Module 2 478 is not working (M2U is permanently on) and Module 1 492 is operating in boost mode, raising the low input voltage to some higher level. Module 3 494 returns this voltage to the set voltage of the energy battery on port 1 472 and drops it. The LW current IL2 496 is controlled in a closed loop manner.

In current commercial EV and PHEV vehicles, the energy and E-motor drive trains typically contain components from different suppliers. As a result, many units overlap, with many potential single-point failures in the system. Therefore, according to embodiments of the present invention, integrating functionality into one instead of three or four management units will result in improved reliability. For example, it is desirable to integrate ESMS with the charger function by each battery manufacturer who has good knowledge of battery cell behavior. Further, as mentioned, EV is specifically mentioned, but embodiments of the present invention may also be used for PHEVs or series hybrids. In this case, one of the ports on the left is an Auxiliary Power Unit (APU) that can operate in charge sustaining mode. It is believed that it can be used to transfer energy from Unit). In another embodiment, it is believed that embodiments of the present invention can also be used in a rigorous series hybrid configuration large enough for the ICE APU to drive the vehicle (series hybrid mode). Thus, referring here to FIG. 17, according to the embodiment, the ESMS 500 is an electrical output from an internal combustion engine (ICE) 502 connected to port 1 and an LV battery connected to port 4. Includes either 506 or regulated AC power 506. For example, in one embodiment, the electrical output unit from the ICE 502 may be an alternator that outputs DC power. The output battery 508 may be connected to port 2 and an AC or DC power supply 510 may be connected to port 3. Therefore, with the power generated from the ICE502, the vehicle's one-charge mileage is extended, and therefore the ESMS500 provides the ability to charge the energy storage system from a separate port, while at the same time extending the vehicle's one-charge mileage. Provides flexibility for.

The technical contribution of the disclosed device is that it provides a controller-implemented technology for charging energy storage devices in electric vehicles.

According to one embodiment of the invention, an energy storage management system (ESMS) comprises one or more energy storage devices that are connected to an automotive drive train and configured to store DC energy. A power electronics conversion system having multiple energy ports, the power electronics conversion system comprising a plurality of DC electrical converters, each DC electrical converter being configured to increase or decrease the DC voltage. Each of the energy ports can be connected to each of one or more energy storage devices, and each of the plurality of energy ports includes a power electronics conversion system, which can be connected to an electric charging system. The EV uses either an energy storage device or a DC electric charging system so that at least one of the DC electrical converters either raises or lowers the DC voltage based on the determined voltage of each energy port. It includes a controller that is connected to it and is configured to determine the voltage of each energy port that electrically connects at least two first energy ports of the energy port to the second energy port.

According to another embodiment of the invention, the method of manufacturing an energy storage management system (ESMS) has a step of connecting one or more energy storage devices to the power train of an automobile and a plurality of backboost converters. A step of manufacturing a charging device and a step of attaching the charging device to an automobile, the charging device includes multiple energy ports, each of which can be connected to one or more energy storage devices. Based on the step of mounting, the step of sensing the voltage passing through each of the multiple energy ports, and whether the energy storage device and the electric charging system are connected to any of the multiple energy ports based on the sensed voltage. Electrically connect the electrical charging system to any of the multiple energy ports with energy storage devices by the step of determining and selectively directing the current through one or more of the backboost converters. Including steps to do.

According to yet another embodiment of the present invention, a non-temporary computer-readable storage medium located on an energy storage management system (ESMS) and storing a computer program in it is on the ESMS when executed by a computer. Contains instructions to let the computer determine the voltage of each energy port of a multi-port power conversion system located in, from the first of at least two energy ports to the second of at least two energy ports, at least two backboosts. At least two energy ports are electrically connected so that electrical energy passes through the converter, and the first backboost converter of at least two backboost converters is configured to operate in boost mode. The second backboost converter of at least two backboost converters is configured to operate in back mode.

Although the present invention has been described in detail in the context of only a limited number of embodiments, it should be readily appreciated that the invention is not limited to such disclosed embodiments. Rather, the invention can be modified to incorporate any number of variants, alternatives, substitutions, or equivalent devices not described above but that fit the spirit and scope of the invention. Further, although various embodiments of the invention have been described, it should be understood that aspects of the invention may include only some of the described embodiments. Therefore, the present invention should not be considered limited by the above description, but only by the appended claims.

1,2,3 Module 1,2,3,4 Port 4 IEC Mode 2,3,4 Level 10 Hybrid Electric Vehicle (HEV) / Electric Vehicle (EV) 11,100,300,316,350,400,450, 500 Energy Storage Management System (ESMS) / Energy Management System (EMS) 12 Internal Internal Engine / Heat Engine 14 Transmission 16 Differential 18 Drive Shaft Assembly 20 Engine Controller 22 Sensor 24 Wheel 26 Electric Motor / Generator Unit 28 Hybrid Drive Control System / Torque Controller 30 Energy Storage System 32 Low Voltage Energy Storage / Energy Battery 34 High Voltage Energy Storage / Output Battery / High Voltage Storage Device 36 Ultra Capsule 38 Accelerator Pedal 40 Brake Pedal 42 Charger 44 Power Input Line / Power Input System 46 Controller 102, 114, 118, 120, 122 Energy ports 104, 106, 108 DC Electrical Conversion Device / Back Boost Converter 110, 112 Direction 116, 124, 126, 128 Unit 202 Configuration 204, 302, 304, 352 Low Voltage Battery 206 Ultra Capsule Bank 208 Charging Unit / Charger 210, 254 , 362, 458, 466, 478 Module 2 212, 256, 360, 456, 468, 492 Module 1 214, 260, 358, 494 Module 3 250 Energy Battery 252 High Voltage or Output Battery 258 Charging Input 262 Charging System 264, 308 , 314, 356 DC power / regulated AC power 266 Adjusted AC power 268 DC power 306 High voltage or boost battery 310, 312 Boost battery 354 High voltage battery 364 Pulse width modulation (PWM) switching 366 Current waveform 402, 404, 406 Back boost Modules 408, 472 Ports 1 410, 470 Ports 2 412, 454, 464, 476 Port 3 414, 474 Port 4 416, 482 Contactor KU 418, 484 Contactor KV 420, 488 Contactor KW 422, 490 Contactor UPOS 424, 486 Contactor M 452 1-phase AC power supply 460 Regulator Front end 462 3-phase Charger input 480 LU current IL4 496 LW current IL2 502 Internal engine (ICE) 506 LV battery / adjustment AC power supply 508 Output battery 510 AC power supply / DC power supply C_in Small high frequency bypass capacitor C_{out out} Mass Storage Capacitor / DC Bus Capacitor M1, M2, M3 Module M2U Module 2 Top Switch V₂, V₃ Voltage