Description:TITLE OF THE INVENTION: A DUAL-GUN CHARGING APPARATUS
FIELD OF THE INVENTION
The present disclosure is generally related to a charging apparatus for electric vehicles. Particularly, the present disclosure is related to a dual-gun charging apparatus for electric vehicles. More particularly, the present disclosure is related to a dual-gun charging apparatus for electric vehicles, with a single vehicle charge control unit.
BACKGROUND OF THE INVENTION
Over the last decade, the use of electric vehicles has increased significantly, and this trend doesn't appear to be slowing down. Electric vehicles use electricity to charge their energy storage systems instead of using fossil fuels like petrol or diesel.
There are two primary charging modes available for electric vehicles: single-gun and dual-gun. Current limitations restrict the charging of a single gun, and increasing the charging pace is challenging. Additionally, the dual-gun charging system can double both the charging current and speed, meeting the need for speedy charging of the electric vehicle while also benefiting additional consumers.
The conventional dual-gun charging apparatus comprises two charging controllers on a charger and two vehicle charge control units on an electric vehicle, facilitating parallel communication with the pair of charging guns. Each charging gun among the pair of charging guns communicates with the battery management system, in parallel.
However, the conventional dual-gun charging apparatus have the following drawbacks: the requirement of two separate vehicle charge control units increases the manufacturing, installation, and maintenance efforts and costs; the space and power may not be utilized properly; and may have limitations in their market applicability, thereby hindering widespread adoption.
There is, therefore, a need in the art, for: a dual-gun charging apparatus for electric vehicles, with a single vehicle charge control unit, which overcomes the aforementioned drawbacks and shortcomings.
SUMMARY OF THE INVENTION
A dual-gun charging apparatus for electric vehicles, with a single vehicle charge control unit, is disclosed. Said apparatus broadly comprises: a first charging controller; a power line communication interface; a first rectifier; a second charging controller; a second rectifier; and a pair of charging guns on a charger; and a first charger inlet; a second charger inlet; a vehicle charge control unit; an electric vehicle control unit; a battery management system; and an energy storage system on an electric vehicle.
The vehicle charge control unit facilitates (or enables) managing the charging process, communicates with the charger, and coordinates the exchange of information between the electric vehicle and the charger.
The power line communication interface enables communicating with the electric vehicle.
In an embodiment, the power line communication interface is configured: to work on a charging protocol as defined in IEC 61851, and to comply with combined charging system II (CCS2) charging standard.
The first charging controller enables establishing communication with the vehicle charge control unit through the power line communication interface. Said first charging controller is configured as a master controller.
In an embodiment, the first charging controller is configured to comply with IEC 61851 and ISO 15118 standards.
The second charging controller is configured as a slave to the first charging controller, and receives the current value inputs from the first charging controller.
The first rectifier and the second rectifier enable converting the current from AC to DC, as per the instruction from the first charging controller and the second charging controller, respectively.
The pair of charging guns that enables the electric vehicle being connected to the charger for charging. Said pair of charging guns include a first charging gun and a second charging gun. Said first charging gun is controlled by the first charging controller, and said second charging gun being controlled by the second charging controller.
the vehicle charge control unit enables managing the charging process, communicating with the charger, and coordinating the exchange of information between the electric vehicle and the charger.
The first charger inlet is matting with a respecting charging gun among the pair of charging guns, and communicating with the power line communication interface through the vehicle charge control unit.
In an embodiment, said first charger inlet is configured to comply with IEC 62196 standard.
The second charger inlet is matting with a respecting charging gun among the pair of charging guns.
The first charging gun is configured as a master charging gun, and establishing communication with the battery management system through the power line communication interface and the vehicle charge control unit, and receives a charging profile, while charging the electric vehicle. The charging profile is transmitted to the first charging controller. Said charging profile is shared with the second charging gun internally, by the first charging controller, through the second charging controller.
The power supply from the charger is used to charge the electric vehicle under the supervisory of an electric vehicle control unit.
The method of operation of the apparatus is also disclosed.
The disclosed apparatus offers at least the following advantages: usage of a single VCCU: reduces the cost (approximately about 1 Lakh INR per electric vehicle), without compromising the functionality; and eliminates additional effort in maintaining, configuring and tuning of the additional VCCU; distinction between low-level and high-level communication, as well as the detailed breakdown of communication types over a single control pilot, indicates a focus on efficient and reliable communication protocols that eliminate redundant communication; charger can be utilized for single guns, two vehicles simultaneously, and dual guns with dual VCCU, either by touching the panel or automatically sensed by the apparatus; and performing the pin configuration on the electric vehicle control unit (EVCU) leads to a more straightforward implementation and maintenance process.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 illustrates a dual-gun charging apparatus for electric vehicles, with a single vehicle charge control unit, in accordance with an embodiment of the present disclosure;
Figure 1a illustrates different charging states of a dual-gun charging apparatus for electric vehicles, with a single vehicle charge control unit, in accordance with an embodiment of the present disclosure;
Figure 2 is a flowchart illustrates method of operation of a dual-gun charging apparatus for electric vehicles, with a single vehicle charge control unit, in accordance with an embodiment of the present disclosure; and
Figure 3, Figure 4, Figure 5, Figure 6, Figure 7, Figure 8, Figure 9, Figure 10, and Figure 11 are circuit diagrams that illustrates method of operation of a dual-gun charging apparatus for electric vehicles, with a single vehicle charge control unit, in accordance with an embodiment of the present disclosure.
DETAILED DESCRIPTION OF THE INVENTION
Throughout this specification, the use of the words “comprise” and “include”, and variations, such as “comprises”, “comprising”, “includes”, and “including”, may imply the inclusion of an element (or elements) not specifically recited. Further, the disclosed embodiments may be embodied, in various other forms, as well.
Throughout this specification, the use of the words “communication”, “couple”, and their variations (such as communicatively), is to be construed as being inclusive of: one-way communication (or coupling); and two-way communication (or coupling), as the case may be, irrespective of the directions of arrows, in the drawings.
Throughout this specification, where applicable, the use of the phrase “at least” is to be construed in association with the suffix “one” i.e. it is to be read along with the suffix “one”, as “at least one”, which is used in the meaning of “one or more”. A person skilled in the art will appreciate the fact that the phrase “at least one” is a standard term that is used, in Patent Specifications, to denote any component of a disclosure, which may be present (or disposed) in a single quantity, or more than a single quantity.
Throughout this specification, where applicable, the use of the phrase “at least one” is to be construed in association with a succeeding component name.
Throughout this specification, the use of the word “plurality” is to be construed as being inclusive of: “at least one”.
Throughout this specification, the use of the phrase “electric vehicle”, the word “vehicle”, the acronym “EV”, and their variations, is to be construed as being inclusive of: “a vehicle that can only be powered, by an electric motor, and (or which) draws electricity, from an energy storage system (all-electric vehicle)”.
Throughout this specification, the use of the phrase “energy storage system”, the acronym “ESS”, and variations, is to be construed as being inclusive of: “battery modules; battery packs; battery systems; and/or the like”.
Throughout this specification, the use of the word “battery”, and its variations, is to be construed as being inclusive of: “lithium-ion batteries”.
Throughout this specification, the acronym “EVSE”, the phrase “electric vehicle supply equipment”, and the word “charger” are used interchangeably.
Throughout this specification, the acronym “VCCU” and the phrase “vehicle charge control unit” are used interchangeably.
Throughout this specification, the acronym “PLC” and the phrase “Power Line Communication” are used interchangeably.
Throughout this specification, the acronym “CP” and the phrase “Control Pilot” are used interchangeably.
Throughout this specification, the acronym “PP” and the phrase “Proximity Pilot” are used interchangeably.
Throughout this specification, the acronym “PE” and the phrase “Potential Earth” are used interchangeably.
Throughout this specification, the acronym “BMS” and the phrase “Battery Management System” are used interchangeably.
Throughout this specification, the words “the” and “said” are used interchangeably.
Throughout this specification, the phrases “at least a”, “at least an”, and “at least one” are used interchangeably.
Throughout this specification, where applicable, the phrase “energy storage system” and the word “battery” are used interchangeably.
Throughout this specification, the disclosure of a range is to be construed as being inclusive of: the lower limit of the range; and the upper limit of the range.
Also, it is to be noted that embodiments may be described as a method. Although the operations, in a method, are described as a sequential process, many of the operations may be performed in parallel, concurrently, or simultaneously. In addition, the order of the operations may be re-arranged. A method may be terminated, when its operations are completed, but may also have additional steps.
A dual-gun charging apparatus for electric vehicles (also referred to as “apparatus”), with a single vehicle charge control unit, is disclosed. In an embodiment of the present disclosure, as illustrated in Figure 2, said apparatus broadly comprises: a first charging controller (001); a power line communication interface (002); a first rectifier (003); a second charging controller (004); a second rectifier (006); and a pair of charging guns (not shown) on a charger (007); and a first charger inlet (008); a second charger inlet (009); a vehicle charge control unit (010); an electric vehicle control unit; a battery management system (012); and an energy storage system (013) on an electric vehicle (014).
The charger (007) is an infrastructure responsible for supplying electrical power to the electric vehicle (014) for charging.
The vehicle charge control unit (010) facilitates (or enables) managing the charging process, communicates with the charger (007), and coordinates the exchange of information between the electric vehicle (014) and the charger (007).
The first charging controller (001) facilitates (or enables) establishing communication with the vehicle charge control unit (010) through the power line communication interface (002). Said first charging controller (001) is configured to act as a master controller, which provides power control to the first rectifier (003) for power flow. Further, the first charging controller (001) also handles safety measures during overvoltage, over current, isolation fault, and/or the like.
In another embodiment of the present disclosure, the first charging controller (001) is configured to comply with IEC 61851 and ISO 15118 standards.
The second charging controller (004) is configured to act as a slave to the first charging controller (001), and receives current (or power) value inputs from the first charging controller (001)
The first rectifier (003) and the second rectifier (006) facilitate (or enables) converting the power from AC to DC as per the instruction from the first charging controller (001) and the second charging controller (004), respectively.
The pair of charging guns are the physical interface through which the electric vehicle (014) is connected to the charger (007) for charging. Said pair of charging guns are monitored to ensure the safety during the charging process.
Connector pins present on each charging gun among the pair of charging guns, the first charger inlet (008), and the second charger inlet (009) are called as Control Pilot, Proximity Pilot, and Potential Earth.
In yet another embodiment of the present disclosure, the control pilot is configured to comply with a high-level communication protocol ISO 15118.
Said power line communication interface (002) facilitates (or enables) communicating with the electric vehicle (014).
There are two types of communications available: low-level communication and high-level communication.
The low-level communication is responsible for transmitting essential charging parameters such as charging current, and/or emergency shutdown signals.
In another embodiment of the present disclosure, the low-level communication is performed as per IEC 61851.
A charging current is detected by a resistance on the proximity pilot (i.e., 1500Ω for 1000V, 680Ω for 500V).
Handshake between the electric vehicle (014) and the charger (007) takes place through the control pilot. Said control pilot indicates different charging states, as illustrated in Figure 1a, such as State A: charging gun(s) not connected, State B: charging gun(s) connected, State C: electric vehicle ready for charging, State D: ventilation required, State E: connection lost, State F: charger not available.
During the low-level communication, the voltage on CP may be about 12V or about 9V or about 6V or about 3V or about -12V, depending on the charging states. A pulse width modulated signal may be with a basic frequency of about 1kHz. The pulse width on the control pilot may be in a range of about 3% to about 7% for DC charging, based on which the electric vehicle (014) recognizes the charging.
The high-level communication is responsible for more detailed data exchange (i.e. operating parameters), including coupler temperature, State of Charge (SoC), lock status, and/or the like.
The high-level communication is enabled based on the pulse width on the control pilot. said high-level communication is performed as per IEC 15118. A power line communication protocol is followed, which comprises of OSI layer model (such as, Physical, Data link, Network, Transport, Session, Presentation, Application).
The high-level communication is a bi-directional data transfer between the electric vehicle (014) and the charger (007) through the PE and the CP. The power line communication protocol ensures the activation of physical connections (mechanical, electric, functional interfaces). The transmitted signal is a modulated signal in the frequency band range between about 1.8 MHz and about 30 MHz.
The Signal level attenuation characterization (SLAC) is a protocol followed to ensure the physical connection between the electric vehicle (014) and the charger (007). Once the connection is detected, the charging mode moves to initialisation state. In this state: vehicle immobilization, cable current capability, EV-EVSE compatibility assessment, connector locking and charging parameters are exchanged. In the initialisation state EV and EVSE may exchange the charging parameters, such as Maximum voltage, Maximum current, Power limit, etc. the next sequence after initialisation is a cable check, where the EVSE initiates isolation check. The next sequence is pre-charge, where EVSE enables high voltage output with pre-charge. Post this, charging is enabled, during charging all the charging parameters, such as charging current, coupler temperature, battery state of charge, charger voltage, lock status, etc., are exchanged. Any deviation from the expected value may be addressed.
In yet another embodiment of the present disclosure, the power line communication interface (002) is configured: to work on a charging protocol as defined in IEC 61851, and to comply with the combined charging system II (CCS2) charging standard.
Said first charger inlet (008) communicates with the PLC interface (002) through the VCCU (010).
In yet another embodiment of the present disclosure, said first charger inlet (008) is configured to comply with IEC 62196 standard.
Power supply from the charger (007) is used to charge the electric vehicle (014) under the supervisory of the electric vehicle control unit. A charging profile is decided by the battery management system (012).
In yet another embodiment of the present disclosure, said pair of charging guns include a first charging gun and a second charging gun. The first charging gun is configured as a master charging gun, and controlled by the first charging controller (001). Said master charging gun facilitates (or enables) establishing communication with the battery management system (012) through the PLC interface (002) and the VCCU (010), and receiving the charging profile, while charging the electric vehicle (014), with the charging profile being transmitted to the first charging controller (001). The charging profile details is then shared with the second charging gun that is controlled by the second charging controller (004) internally, by the first charging controller (001), through the second charging controller (004).
In yet another embodiment of the present disclosure, configuration of pins is performed on the electric vehicle control unit (EVCU) for monitoring parameters like PP detection, coupler temperature, lock monitor, etc.
In yet another embodiment of the present disclosure, the pins configuration performed may include, but is not limited to, control pilot (as per IEC 61851, ISO 15118); proximity pilot (as per IEC 61851); H-bridge interface to couple the charging guns; sensor interface to monitor the lock status; protective earth, as reference ground for the signal; coupler terminal temperature; and/or the like.
The working of the apparatus shall now be explained, as follows.
The charging of the electric vehicle (014) broadly comprises at least the following steps: initialization, power transfer, and shutdown.
Charging sequence enters into the initialization stage after post-confirmation of the charging gun(s) connection. In this step following operations are performed: vehicle immobilization, cable current capability assessment, EV-EVSE compatibility assessment, connector locking, and exchanging of charging parameters. The EV and EVSE shall exchange the charging parameters, such as maximum voltage, maximum current, power limit, and/or the like
During initialization, the electric vehicle (014) and the charger (007) exchange the operating parameters through high-level communication. After the receipt of the operating parameters, the charger (007) performs a compatibility check with the electric vehicle (014), and exit from charging, if the compatibility check fails.
During power transfer, the electric vehicle (014) communicates the charging current and/or the charging voltage with the charger (007), depending on the mode of charging, i.e. the controlled current charging (CCC) mode, and/or the controlled voltage charging (CVC) mode. In this step, the electric vehicle (014) acts as a master and the charger (007) acts as a slave, and both the electric vehicle (014) and the charger (007) works synchronously.
After initiating the charging sequence, the charger (007) shares the Voltage/Current/Power limits to EV (014), and the EV (014) shares the Voltage/Current/Power limits to the charger (007). The EV (014) shares the existing battery voltage and the charging demand current. The demand current will slowly ramp-up and then charge at constant current mode.
After the completion of charging, either the electric vehicle (014) or the charger (007) indicates the end of the charging process, thereby the charger (007) reduces the charge current to zero, and opens the contacts. When the voltage is less than about 60 volts the electric vehicle (014) disconnects the charging guns.
Shutdown of charging is possible in the following ways. During charging the charger (007) delivers power to the EV (014), during which the following safety parameters are monitored continuously, in real-time: coupler temperature (deviation results in charging deration first, and later to the normal shutdown); insulation corruption (deviation results in normal shutdown); DC output circuit in the vehicle (deviation results in normal shutdown); charging gun disconnection (results in emergency shutdown); wrong output Voltage/Current (deviation results in charging deration first, and later to the normal shutdown).
The unmated schematic diagram of the dual-gun charging apparatus for electric vehicles, with a single vehicle charge control unit, is illustrated in Figure 3.
As illustrated in Figure 2, charging of the electric vehicle (014) involves following steps:
Step 1: as illustrated in Figure 4, each charging gun among the pair of charging guns are connected (or matted; or coupled) to the first charging inlet (008) and the second charging inlet (009), respectively. The CP state of the first charging gun is changed from state A to state B, and the PP for both the first charging gun and the second charging gun are identified.
Step 2: as illustrated in Figure 5, user Initialization starts. Both the first charging gun and the second charging gun are locked. Checking of the DC output voltage is performed (less than 60V). High-level communication is stated and exchanging the parameters takes place.
Step 3: as illustrated in Figure 6, the EV (014) sends the maximum voltage and current parameters. Maximum supply of EVSE (007) is shared to EV (014). The DC supply check for internal isolation is performed and no voltage is applied to connectors. If EV (014) and EVSE (007) (or DC supply) are not ready, then it goes to shutdown state.
Step 4: as illustrated in Figure 6, the EV (014) changes its state from state B to state C and/or D and informs the readiness to the EVSE (007), which ends the initialization sequence.
Step 5: as illustrated in Figure 7, the EV (014) requests cable isolation check after connectors are locked. Then the EVSE (007) (or DC supply) monitors the isolation of the energy storage system (013).
Step 6: as illustrated in Figure 7, the EVSE (007) (or DC supply) determines the isolation resistance;
Step 7: as illustrated in Figure 7, after the completion of the isolation check, the EVSE (007) (DC supply) indicates its status as “valid” and switch to ready state;
Step 8: as illustrated in Figure 8, the EV (014) sends a pre-charge request that contains the details, such as required DC current (ie. <2A) and DC Voltage;
Step 9: as illustrated in Figure 9 and Figure 10, the EVSE (007) (or DC supply) adjusts itself to the required DC output voltage; and
Step 10: as illustrated in Figure 11, Power down, where the EV (014) and the EVSE (007) are unmated, and the high-level communication is terminated.
A person skilled in the art will appreciate the fact that the configurations of the apparatus, and its various components, may be varied, based on requirements.
Though the apparatus has been explained as a dual-gun charging apparatus for electric vehicles, with a single vehicle charge control unit, a person skilled in the art will appreciate the fact that the single vehicle charge control unit may be capable of handling the apparatus with more than two guns [dual-gun].
The disclosed apparatus offers at least the following advantages: usage of a single VCCU: reduces the cost (approximately about 1 Lakh INR per electric vehicle), without compromising the functionality; and eliminates additional effort in maintaining, configuring and tuning of the additional VCCU; distinction between low-level and high-level communication, as well as the detailed breakdown of communication types over a single control pilot, indicates a focus on efficient and reliable communication protocols that eliminate redundant communication; charger can be utilized for single guns, two vehicles simultaneously, and dual guns with dual VCCU, either by touching the panel or automatically sensed by the apparatus; and performing the pin configuration on the electric vehicle control unit (EVCU) leads to a more straightforward implementation and maintenance process.
It will be apparent to a person skilled in the art that the above description is for illustrative purposes only and should not be considered as limiting. Various modifications, additions, alterations, and improvements, without deviating from the spirit and the scope of the disclosure, may be made, by a person skilled in the art. Such modifications, additions, alterations, and improvements should be construed as being within the scope of this disclosure.

LIST OF REFERENCE NUMERALS
001 – First Charging Controller
002 – Power Line Communication Interface
003 – First Rectifier
004 – Second Charging Controller
006 – Second Rectifier
007 – Charger
008 – First Charger Inlet
009 – Second Charger Inlet
010 – Vehicle Charge Control Unit
012 – Battery Management System
013 – Energy Storage System
014 – Electric Vehicle
, Claims:1. A dual-gun charging apparatus for electric vehicles, with a single vehicle charge control unit, comprising:
a charger (007) that is responsible for supplying electrical power to an electric vehicle (014) for charging, said charger (007) comprising:
a power line communication interface (002) that enabling communicating with the electric vehicle (014);
a first charging controller (001) that enabling establishing communication with a vehicle charge control unit (010) through the power line communication interface (002), with: said first charging controller (001) being configured as a master controller;
a second charging controller (004) that is configured as a slave to the first charging controller (001), and receiving current value inputs from the first charging controller (001);
a first rectifier (003) and a second rectifier (006) that enabling converting the current from AC to DC, as per the instruction from the first charging controller (001) and the second charging controller (004), respectively; and
a pair of charging guns that enables the electric vehicle (014) being connected to the charger (007) for charging, with:
said pair of charging guns include a first charging gun and a second charging gun; and
said first charging gun being controlled by the first charging controller (001), and said second charging gun being controlled by the second charging controller (004);
the electric vehicle (014) that comprising:
the vehicle charge control unit (010) that enabling managing the charging process, communicating with the charger (007), and coordinating the exchange of information between the electric vehicle (014) and the charger (007);
a first charger inlet (008) that is matting with a respecting charging gun among the pair of charging guns, and communicating with the power line communication interface (002) through the vehicle charge control unit (010); and
a second charger inlet (009) that is matting with a respecting charging gun among the pair of charging guns, with:
said first charging gun being configured as a master charging gun, and establishing communication with a battery management system (012) through the power line communication interface (002) and the vehicle charge control unit (010), and receiving a charging profile, while charging the electric vehicle (014), with the charging profile being transmitted to the first charging controller (001);
said charging profile being shared with the second charging gun internally, by the first charging controller (001), through the second charging controller (004); and
power supply from the charger (007) being used to charge the electric vehicle (014) under the supervisory of an electric vehicle control unit.
2. The dual-gun charging apparatus for electric vehicles, with a single vehicle charge control unit, as claimed in claim 1, wherein:
the power line communication interface (002) being configured: to work on a charging protocol as defined in IEC 61851, and to comply with combined charging system II (CCS2) charging standard.
3. The dual-gun charging apparatus for electric vehicles, with a single vehicle charge control unit, as claimed in claim 1, wherein: said first charger inlet (008) is configured to comply with IEC 62196 standard.
4. The dual-gun charging apparatus for electric vehicles, with a single vehicle charge control unit, as claimed in claim 1, wherein: the first charging controller (001) is configured to comply with IEC 61851 and ISO 15118 standards.