FR3144563A1 - ELECTRIFIED VEHICLE EQUIPPED WITH CONDUCTIVE AND INDUCTIVE CHARGING MEANS - Google Patents

Abstract

The electrified vehicle (VE1) comprises on-board means (MRC) for conductive recharging of an electric traction battery (B_HV) of the vehicle and on-board means (MRI) for inductive recharging of the electric traction battery. In accordance with the invention, the vehicle comprises on-board shared recharging means (MM) used both for conductive recharging and for inductive recharging, the on-board shared recharging means comprising an electrical converter (C34) of the “AC/DC” type. » providing direct electric current for recharging the electric traction battery. Figure 2

Description

ELECTRIFIED VEHICLE EQUIPPED WITH CONDUCTIVE AND INDUCTIVE CHARGING MEANS

The present invention relates generally to the electrical recharging of the traction battery of an electrified vehicle, such as an all-electric vehicle or a plug-in hybrid electric vehicle known as a “PHEV” (for “Plug-in Hybrid Electric Vehicle” in English). More particularly, the invention relates to an electrified vehicle equipped with means of recharging by electrical conduction and by magnetic induction.

Electric propulsion of vehicles is a viable solution to address the environmental and public health issues arising from dependence on fossil fuels. The specific powers between electric motors and thermal engines are in the same orders of magnitude, with however a significant advantage in terms of efficiency for electric motors. However, electric powertrains have the disadvantage of a low driving range, linked to the limited capacity of the electric traction battery. Improving their driving range requires greater electric traction battery capacities, which requires the use of fast charging systems. Charging systems must be safe, economical, energy efficient and easy to use for people in order to facilitate the adoption of electrified vehicles by the general public.

Magnetic induction charging, also known as inductive charging, is considered a future solution for recharging the batteries of electrified vehicles. An inductive charging device, combined in addition with an electrical conduction charging device, also known as wired charging, offers a certain interest for an optimal charging strategy depending on the vehicle's life situation. Inductive charging provides the user with great ease of use by avoiding the tedious task of connecting the vehicle to an electric charging station by cable. In addition, if the inductive charging device is equipped with a mobile primary coil, this results in a certain flexibility for the parking location of the vehicle for charging. Furthermore, this technology is applicable not only for static charging of the parked vehicle, but also for dynamic charging of the vehicle while driving on an inductive charging track integrated into the road surface.

In reference to the , an architecture of an electrified vehicle EV integrating on-board means for recharging a high-voltage traction battery B_HV is known. The on-board recharging means comprise a conductive or wired type recharging device, herein referred to as DRC, and an inductive type recharging device, herein referred to as DRI. The wired recharging device DRC is a device designated “OBC” by those skilled in the art, for “On-Board Charger” in English. The inductive recharging device DRI is the on-board equipment of a device called a “robot charger” also including a ground-based inductive recharging device DIS. The electrical energy for recharging is supplied to the devices by one or more single-phase or three-phase alternating current (AC) power supply networks. The on-board device DRC receives the electrical recharging power via a wired, public or domestic electrical recharging station (not shown) connected to the electrical network. The on-board device DRI receives the electrical recharging power by magnetic induction via the ground-based device DIS connected to the electrical network. The DIS ground device is a public or domestic device, static or mobile.

The wired charging device DRC comprises several cascaded stages, namely, an electrical power converter C1, an electrical power converter C2, an electrical isolation transformer TR, an electrical power converter C3 and an output filter FL1. The converter C1, of the so-called “AC/DC” type for “Alternating Current/Direct Current”, receives electrical energy in alternating current through a PR socket for connection by cable to the aforementioned electrical charging station and converts it into electrical energy in direct current. The converter C1 is a converter with power factor correction, called “PFC” for “Power Factor Correction” in English, allowing better energy efficiency by reducing reactive power. The converter C2, of the so-called “DC/AC” type for “Direct Current/Alternating Current”, receives the electrical energy in direct current supplied by the converter C1 and converts it into electrical energy in alternating current. The converter C3, of the “AC/DC” type, receives, via the electrical isolation transformer TR, the alternating current electrical energy supplied by the converter C2 and converts it into direct current electrical energy which is intended, after smoothing by the output filter FL1, to charge the high-voltage traction battery B_HV. The output filter FL1 is of the so-called “DC” type, for “Direct Current” in English, and provides low-pass filtering of the direct charging current.

The on-board inductive charging device DRI and the ground-based inductive charging device DIS each comprise several cascaded stages. The on-board device DRI comprises a secondary induction coil BS, an electrical power converter C4 and an output filter FL2. The secondary induction coil BS is installed in a location of the vehicle VE allowing magnetic coupling with a primary induction coil BP of the ground-based device DIS. The secondary coil BS receives alternating current electrical energy supplied by the primary induction coil BP and supplies it to the converter C4 which is of the “AC/DC” type. The converter C4 converts the received alternating current electrical energy into direct current electrical energy which is intended, after smoothing by the output filter FL2, to charge the high-voltage traction battery B_HV. The output filter FL2, like the aforementioned filter FL1, is of the “DC” type and provides low-pass filtering of the direct charging current.

In addition to the primary induction coil BP, the ground device DIS includes electrical power converters C5 and C6. Converter C5, of the “AC/DC” type, is connected to the electrical network and receives alternating current electrical energy supplied by it. Converter C5 is a “PFC” type converter that converts the received alternating current electrical energy into direct current electrical energy. Converter C6, of the “DC/AC” type, receives the direct current electrical energy supplied by converter C6 and converts it into alternating current electrical energy that powers the primary induction coil BP.

In the state of the art, as illustrated by the architecture described above with reference to the , the integration of an inductive charging device into an electrified vehicle requires the addition of several additional components, which imposes severe constraints, particularly in terms of weight and volume on board, and in terms of costs.

There is therefore a need to optimize the architecture of the charging means on board an electrified vehicle when it must have both a conductive charging function and an inductive charging function for its electric traction battery.

According to a first aspect, the invention relates to an electrified vehicle comprising on-board means for conductively recharging an electric traction battery of the vehicle and on-board means for inductively recharging the electric traction battery. In accordance with the invention, the vehicle comprises on-board shared recharging means used for both conductive recharging and inductive recharging, the on-board shared recharging means comprising an “AC/DC” type electrical converter providing a direct electric current for recharging the electric traction battery.

According to a particular characteristic, the shared on-board charging means also comprise a power switch having a first switching position associated with conductive charging and a second switching position associated with inductive charging.

According to another particular characteristic, the shared on-board recharging means also include a “DC” type filter ensuring low-pass filtering of the direct electric current for recharging the electric traction battery.

According to yet another particular characteristic, the on-board conductive charging means comprise an “AC/DC” type electrical converter with power factor correction, a “DC/AC” type electrical converter and an electrical isolation transformer which are connected in cascade, the “AC/DC” type electrical converter with power factor correction being supplied via an electrical cable by alternating current electrical energy from an electrical supply network and the “DC/AC” type electrical converter being arranged so as to supply energy, via said electrical isolation transformer, to the shared on-board charging means during conductive charging of the electric traction battery.

According to yet another particular characteristic, the on-board inductive charging means comprise a secondary induction coil arranged so as to supply energy to the shared on-board charging means during inductive charging of the electric traction battery, the secondary induction coil being magnetically coupled, during inductive charging, with a primary induction coil of an inductive charging device external to the vehicle and connected to an electrical power supply network.

Other advantages and features of the present invention will become more apparent upon reading the detailed description below of particular embodiments of the invention with reference to the accompanying drawings, in which:

There is a block diagram schematically showing a known architecture of charging means on board an electrified vehicle of the prior art having both a conductive charging function and an inductive charging function for its electric traction battery.

There is a block diagram showing a first embodiment of an electrified vehicle according to the invention having on-board charging means designed for conductive charging or inductive charging of its electric traction battery.

There is a block diagram showing a second embodiment of an electrified vehicle according to the invention having on-board charging means designed for conductive charging or inductive charging of its electric traction battery.

In general, the invention is based on the elimination of a redundancy of components present in the architecture of the conductive and inductive charging means according to the prior art. Indeed, with reference to the , the electrical power converter C4 and the output filter FL2 of the on-board inductive charging device DRI perform the same functions as the electrical power converter C3 and the output filter FL1 of the on-board conductive charging device DRC.

The invention eliminates this redundancy by providing an electrical power converter and an output filter that are shared by the conductive charging function and the inductive charging function. Compared to the architecture of the prior art, the pooling of resources introduced by the invention therefore makes it possible to do without an electrical power converter and an output filter, as well as wiring (of the so-called "busbar" type, cable or others), connectors and other associated components such as control and protection means. This results in significant savings on the weight, volume and cost of the on-board means necessary to perform the conductive charging and inductive charging functions.

In reference to the and to the , there are now described below first and second particular embodiments VE1 and VE2 of an electrified vehicle according to the invention equipped with conductive charging and inductive charging means.

As visible in the , the electrified vehicle VE1 according to the invention comprises on-board conductive charging means MRC, on-board inductive charging means MRI and shared on-board means MM.

The on-board means MRC here comprise electrical power converters C1a and C2a and an electrical isolation transformer TRa. The converter C1a, which is analogous to the converter C1 of the EV vehicle of the prior art, is a “PFC” type “AC/DC” converter connected by cable, via a PRa connection socket, to a wired, public or domestic electrical charging station, connected to the electrical network (AC). The converter C2a, which is analogous to the converter C2 of the EV vehicle of the prior art, is a “DC/AC” converter which receives the direct current electrical energy supplied by the converter C1a and converts it into alternating current electrical energy supplied to a primary winding of the electrical isolation transformer TRa.

The on-board inductive charging means MRI here comprise a secondary induction coil BSa. The secondary induction coil BSa is installed in a location of the vehicle VE1 allowing magnetic coupling with a primary induction coil BPa of a ground device DISa similar to the ground device DIS described in in relation to the prior art EV vehicle. In addition, the on-board inductive charging means MRI will also comprise electronic means (not shown) in particular for detecting the alignment of the primary BPa and secondary BSa induction coils and transmitting alignment detection information.

In addition to the primary induction coil BPa, the ground device DISa includes electrical power converters C5a and C6a similar to the converters C5 and C6 of the ground device DIS of the . The C5a converter is a "PFC" type "AC/DC" converter which is connected to the electrical network (AC) and receives alternating current electrical energy supplied by it. The C6a converter is a "DC/AC" type converter which receives the direct current electrical energy supplied by the C5a converter and converts it into alternating current electrical energy which powers the primary induction coil BPa.

The electrified vehicle VE1 according to the invention is essentially distinguished from the electrified vehicle VE of the prior art by the presence of shared on-board means MM which notably comprise an electric power converter C34, an output filter FL12 and a power switch IT.

The converter C34, which is analogous to the converters C3 and C4 of the prior art VE vehicle, is an "AC/DC" converter that receives alternating current electrical energy, via the power switch IT, and converts it into direct current electrical energy. The output filter FL12, which is analogous to the filters FL1 and FL2 of the prior art VE vehicle, is a "DC" type filter arranged between the output of the converter C34 and the battery B_HV to provide low-pass filtering of the direct charging current supplied to the battery B_HV.

The C34 converter and the FL12 output filter are sized for operation in both charging modes, namely, conductive charging and inductive charging.

The IT power switch, shown schematically in , in the form of a three-pole switch, is controlled in switching by a conductive/inductive charging mode control CD. The control CD determines according to its logic state the required charging mode, namely, conductive charging or inductive charging. The power switch IT is typically implemented by means of one or more electromagnetic relays and/or one or more electronic switches such as power transistors of the "MOSFET" type or others. Thus, when the power switch IT is placed in a first switching position P1 by the control CD, the converter C34 is powered, via the transformer TRa, by an alternating current electrical energy provided by the converter C2a and the battery B_HV is then charged in conductive charging mode. When the power switch IT is placed in a second switching position P2 by the control CD, the converter C34 is powered by an alternating current electrical energy provided by the secondary induction coil BSa and the battery B_HV is then charged in inductive charging mode.

Thus, in the invention, depending on the switching position of the switch IT, the converter C34 and the filter FL12 collaborate with the on-board conductive charging means MRC for conductive charging of the battery B_HV or collaborate with the on-board inductive charging means MRI for inductive charging of the battery B_HV. In conductive charging mode, the components C1a, C2a and TRa of the means MRC and the components IT (P1), C34 and FL12 of the shared means are active and transmit the energy for recharging the battery B_HV. In inductive charging mode, the components C5a, C6a and BPa of the ground device DISa, as well as the secondary induction coil BSa and the components IT (P2), C34 and FL12 of the shared means are active and transmit the energy for recharging the battery B_HV. In both charging modes, conductive and inductive, other components, not shown here for the sake of clarity, are , may be active, such as an “EMC” (electromagnetic compatibility) filter for alternating current, a connection matrix, one or more protection components and others.

As visible in the , the electrified vehicle VE2 according to the invention differs from the vehicle VE1 by the absence of the IT switch ( ). In the electrified vehicle VE2, the secondary induction coil BSa is directly connected to the input of the converter C34, as is the secondary winding of the transformer TRa. In order to optimize the energy efficiency of charging in conduction mode, the secondary induction coil BSa (excluding coupling and energy transfer with the primary induction coil BPa) can be designed to have a high impedance compared to the input impedance of the converter C34, so that the electrical energy transmitted via the transformer TRa will be supplied very largely to the converter C34. For charging in induction mode, optimization of the energy efficiency can be obtained by controlling the output of the converter C2a in a high impedance state, which will result in bringing back to the input of the converter C34, due to the direct connection of the secondary winding of the transformer TRa, a high impedance having little effect on the energy efficiency.

The invention is not limited to the particular embodiments which have been described here by way of example. Those skilled in the art, depending on the applications of the invention, will be able to make various modifications and variations falling within the scope of protection of the invention.

Claims (5)

Electrified vehicle (VE1, VE2) comprising on-board means (MRC) for conductively recharging an electric traction battery (B_HV) of said vehicle (VE1, VE2) and on-board means (MRI) for inductively recharging said electric traction battery (B_HV), characterized in that it comprises on-board shared charging means (MM) used for both conductive charging and inductive charging, said on-board shared charging means (MM) comprising an electrical converter (C34) of the “AC/DC” type providing a direct electric current for recharging said electric traction battery (B_HV). Electrified vehicle according to claim 1, characterized in that said shared on-board charging means (MM) also comprise a power switch (IT) having a first switching position (P1) associated with conductive charging and a second switching position (P2) associated with inductive charging. Electrified vehicle according to claim 1 or 2, characterized in that said shared on-board charging means (MM) also comprise a “DC” type filter (FL12) ensuring low-pass filtering of said direct electric current for recharging said electric traction battery (B_HV). Electrified vehicle according to any one of claims 1 to 3, characterized in that said on-board conductive charging means (MRC) comprise an electrical converter (C1a) of the “AC/DC” type with power factor correction (PFC), an electrical converter (C2a) of the “DC/AC” type and an electrical isolation transformer (TRa) which are connected in cascade, said electrical converter (C1a) of the “AC/DC” type with power factor correction (PFC) being supplied via an electrical cable by electrical energy in alternating current coming from an electrical supply network (AC) and said electrical converter (C2a) of the “DC/AC” type being arranged so as to supply energy, via said electrical isolation transformer (TRa), to said on-board shared charging means (MM) during a conductive recharge of said electric traction battery (B_HV). Electrified vehicle according to any one of claims 1 to 4, characterized in that said on-board inductive charging means (MRI) comprise a secondary induction coil (BSa) arranged so as to supply energy to said on-board shared charging means (MM) during inductive charging of said electric traction battery (B_HV), said secondary induction coil (BSa) being magnetically coupled, during inductive charging, with a primary induction coil (BPa) of an inductive charging device (DISa) external to said vehicle and connected to an electrical power supply network (AC).