Patent Publication Number: US-2022216718-A1

Title: Control and diagnosis of charging system for a vehicle

Description:
TECHNICAL FIELD 
     This disclosure relates to detecting contactor faults within charging systems for automotive vehicles. 
     BACKGROUND 
     Vehicles that include traction batteries may be charged via charging stations that plug in to the vehicles. Contactors facilitating electrical connections between the vehicles and charging stations may open unintentionally. 
     SUMMARY 
     A method for controlling a charger remote from a vehicle, including a traction battery, a capacitor, and main contactors electrically between the traction battery and capacitor, includes increasing a requested charge voltage from the charger to a limit value, and responsive to a voltage across the capacitor, a voltage of the charger, and the limit value being same, commanding the charger to discontinue charging of the traction battery. 
     A control system for a vehicle, including a traction battery, a capacitor, and main contactors, includes a controller that requests an increase in charge voltage from a charger remote from the vehicle to a limit value, and commands the charger to discontinue charging of the traction battery responsive to a voltage across the capacitor decreasing to zero following the request. 
     A vehicle high voltage power system includes a traction battery, a capacitor, main contactors electrically between the traction battery and capacitor, and a controller. The controller, during charging of the traction battery by a remote charger, and responsive to a difference between a requested charge current and a current supplied by the remote charger exceeding a first threshold value for a predefined period of time, and the current supplied by the remote charger being less than a second threshold for the predefined period of time, increases a requested charge voltage to a limit value. The controller further, responsive to a voltage across the capacitor and a voltage across the traction battery being same, and a voltage of the remote charger and the limit value being same, commands the remote charger to discontinue the charging. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIGS. 1 through 5  are schematic diagrams of vehicle power systems and charging systems therefor. 
     
    
    
     DETAILED DESCRIPTION 
     It is to be understood that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the embodiments. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations. 
     Referring to  FIG. 1 , a high voltage power system  10  of a vehicle includes a traction battery  12 , an auxiliary bus  14  (which can include a DC/DC converter, an AC charger, etc.), a capacitor  16 , and a pre-charge resistor  18 . The system  10  also includes one or more controllers  19 , main contactors  20 ,  22 , an auxiliary contactor  23 , a pre-charge contactor  24 , and voltage sensors  26  (V1), 28 (V2). A charging system  29  for a vehicle includes a direct current (DC) charger  30 , DC fast charge contactors  32 ,  34 , and a voltage sensor  36  (VDC). The one or more controllers  19  are in communication with and/or command control of the various components of the systems  10 ,  29  via standard wired or wireless media. 
     In certain arrangements, the open/close status of the DC fast charge contactors  32 ,  34  can be determined by comparing the differences between V2 and VDC after pre-charging has finished and all the contactors  20 ,  22 ,  24 ,  32 ,  34  are closed. If |V2−VDC|/V2×100%≤X %, and V2≥threshold, it is considered that both the DC fast charge contactors  32 ,  34  are closed. “X” can be 3%, 5%, 10%, etc. (The check that V2 is greater than a threshold ensures the contactor status determination is valid.) Otherwise, at least one of the DC fast charge contactors  32 ,  34  is open. 
     The open/close status of the of main contactor  20  can be determined by comparing the difference between V1 and V2. If |V1−V2|/V1×100%≤X %, it is considered that both the main contactors  20 ,  22  are closed. Otherwise, at least one of the main contactors  20 ,  22  is open. 
     The open/close status of the main contactor  22  can also be determined by an internal measurement circuit, and uses V2 as backup (if |V1−V2)|/V1×100%≤X %, the main contactor  22  is considered closed). 
     During DC charging, all of the contactors  20 ,  22 ,  24 ,  32 ,  34  are closed, and the controllers  19  may send out a charging current request (I_request) and voltage request (V_request). It is expected that |V_request−V1|/V1×100%≤X %. Upon receiving the requests via standard wired or wireless communication techniques, the DC charger  30  will regulate its output to meet the voltage and current requests, respectively. 
     Once the system  10  enters the charging state and the DC charger  30  is regulating to meet the voltage request, several issues may arise. If one or both of the DC fast charge contactors  32 ,  34  opens during DC charging, this open fault may not be detected. The reason is likely due to VDC being effectively within ±X % of V2, which may also be close to the battery pack voltage V1, as the DC charger  30  regulates its output. 
     During charging, current requests may be sent to the DC charger  30  while keeping the voltage request close to the charge complete voltage. If the electric vehicle supply equipment associated with the DC charger  30  cannot meet the current request due to at least one of the DC fast charge contactors  32 ,  34  being open, it may raise the voltage until the voltage reaches the voltage request. If the state of charge of the traction battery  12  is high such that V1 is sufficiently high, when VDC reaches the charge complete voltage, it may still be within ±X % of V1 or V2. Again, the fault may not be detected and continued operation of the DC charger  30  may timeout after a predefined period (e.g., 5 minutes). 
     If the main contactors  20 ,  22  open during DC charging, the controllers  19  may not detect this fault for similar reasons. 
     If the above described open faults are permanent, eventually a fault code may be set due to the large mismatch between the charge current that the controllers  19  are requesting (which is a high value), and the actual current the DC charger  30  is outputting (which will be close to zero). In this case, the controllers  19  may set a fault code pointing to the electric vehicle supply equipment, as the controllers  19  cannot differentiate between the issue being off-board or on-board, and the first action may be to ask the customer to try different electric vehicle supply equipment. 
     After the customer tries different electric vehicle supply equipment, in certain circumstances, the controllers  19  may close the main contactors  20 ,  22  while keeping the DC fast charge contactors  32 , 34  open. The electric vehicle supply equipment will pre-charge the high voltage bus (VDC) while the controllers  19  pre-charge V2. When V2=VDC, the controllers  19  close the DC fast charge contactors  32 ,  34 . In this case, an open one of the DC fast charge contactors  32 ,  34  cannot be detected. 
     In other circumstances, the controllers  19  may pre-charge the high voltage bus to the battery pack voltage: V2≈V1. While the controllers  19  are performing the pre-charge, they may “assume” the DC fast charge contactors  32 ,  34  to be already closed. Thus after the pre-charge, the controllers  19  may proceed to the charging state and start to send out charge current and voltage requests. In this case, if the electric vehicle supply equipment provides voltage equal to the battery charge voltage request within some predefined period (e.g., 3 seconds), the controllers  19  cannot detect whether any of the DC fast charge contactors  32 , 34  is open. Any resulting fault code may incorrectly point to the electric vehicle supply equipment. 
     If the above described open faults are intermittent (one of the contactors  20 ,  22 ,  32 ,  34  opens whenever the current or temperature exceeds a threshold), such issues may not be properly detected, even during subsequent power cycles. 
     Given the above, strategies are proposed to detect various open faults associated with the contactors  20 ,  22 ,  32 ,  34 . Denote the battery charge current request as I_request, the charge voltage request as V_request and the current flowing out of the DC charger  30  as I_charger. During DC charging, if |I_request−I_charger|≥Threshold 1, and I_charger≤Threshold 2 for a predefined period of time, the controllers  19  may gradually increase V_request to an over-voltage limit threshold V_max. Threshold 1, Threshold 2, the predefined period of time, and V_max may be determined via simulation or testing depending on the particular architecture. 
     Then, the controllers  19  check the voltages and current using the following truth table to determine contactor status and set fault codes accordingly: 
                                     V2   VDC   Conclusion                  ≈V1   ≈V1   No stuck open fault, and issue is within                electric vehicle supply equipment       ≈V1   ≈V_max   At least one of the DC fast charge                contactors 32, 34 is open       ≈V_max   ≈V_max   V3 ≈ V1: the main contactor 22 is                open       ≈V_max   ≈V_max   V3 ≈ V_max: the main contactor 20 is                open       Keeps decreasing   Any    The main contactor 20 and the DC fast        until it reaches 0 V   value   charge contactors 32, 34 are open                    
Additionally, if V2≈V1, and |VDC−V2|/V2≥X %, at least one of the DC fast charge contactors  32 ,  34  is open. Likewise, if |V2−V1|/V1≥X %, and VDC has any value, the main contactor  22  and/or the main contactor  22  is open.
 
     Any of the conclusions mentioned above may prompt the controllers  19  to command the DC charger  30  to discontinue any charging being performed. Also, fault codes indicative of the conclusions above may be set by the controllers  19  when the listed conditions are present. 
     The above strategies may be applied to topologies other than those of  FIG. 1 .  FIGS. 2-5  are examples of such other topologies. 
     Referring to  FIG. 2 , a high voltage power system  110  of a vehicle includes a traction battery  112 , an auxiliary bus  114 , a capacitor  116 , and a pre-charge resistor  118 . The system  110  also includes one or more controllers  119 , main contactors  120 ,  122 , an auxiliary contactor  123 , a pre-charge contactor  124 , a voltage sensor  126  (V1), and a main bus  127 . A charging system  129  for a vehicle includes a direct current (DC) charger  130 , DC fast charge contactors  132 ,  134 , and a voltage sensor  136  (VDC). The one or more controllers  119  are in communication with and/or command control of the various components of the systems  110 ,  129  via standard wired or wireless media. 
     Referring to  FIG. 3 , a high voltage power system  210  of a vehicle includes a traction battery  212 , an auxiliary bus  214 , a capacitor  216 , and a pre-charge resistor  218 . The system  210  also includes one or more controllers  219 , main contactors  220 ,  222 , a pre-charge contactor  224 , a voltage sensor  226  (V1), and a main bus  227 . A charging system  229  for a vehicle includes an alternating current (AC)/direct current (DC) charger  230 , DC fast charge contactors  232 ,  234 , and a voltage sensor  236  (VDC). The one or more controllers  219  are in communication with and/or command control of the various components of the systems  210 ,  229  via standard wired or wireless media. 
     Referring to  FIG. 4 , a high voltage power system  310  of a vehicle includes a traction battery  312 , an auxiliary bus  314 , a capacitor  316 , and a pre-charge resistor  318 . The system  310  also includes one or more controllers  319 , main contactors  320 ,  322 , an auxiliary contactor  223 , a pre-charge contactor  324 , a voltage sensor  326  (V1), and a main bus  327 . A charging system  329  for a vehicle includes a direct current (DC) charger  330 , DC fast charge contactors  332 ,  334 , and a voltage sensor  336  (VDC). The one or more controllers  319  are in communication with and/or command control of the various components of the systems  310 ,  329  via standard wired or wireless media. 
     Referring to  FIG. 5 , a high voltage power system  410  of a vehicle includes a traction battery  412 , an auxiliary bus  414 , a capacitor  416 , and a pre-charge resistor  418 . The system  410  also includes one or more controllers  419 , main contactors  420 ,  422 , a pre-charge contactor  424 , a voltage sensor  426  (V1), and a main bus  427 . A charging system  429  for a vehicle includes an alternating current (AC)/direct current (DC) charger  430 , DC fast charge contactors  432 ,  434 , and a voltage sensor  436  (VDC). The one or more controllers  419  are in communication with and/or command control of the various components of the systems  410 ,  429  via standard wired or wireless media. 
     As suggested above, controllers, interfaces, modules, etc. described herein may communicate via one or more vehicle networks. The vehicle network may include a plurality of channels for communication. One channel of the vehicle network may be a serial bus such as a CAN. One of the channels of the vehicle network may include an Ethernet network defined by the Institute of Electrical and Electronics Engineers  802  family of standards. Additional channels of the vehicle network may include discrete connections between modules and may include power signals from an auxiliary battery. Different signals may be transferred over different channels of the vehicle network. For example, video signals may be transferred over a high-speed channel (e.g., Ethernet) while control signals may be transferred over CAN or discrete signals. The vehicle network may include any hardware and software components, wired or wireless, that aid in transferring signals and data between modules. The vehicle network may connect to any electronic module that is present or remote from the vehicle via a transceiver or the like. 
     The processes, methods, or algorithms disclosed herein can be deliverable to/implemented by a processing device, controller, or computer, which can include any existing programmable electronic control unit or dedicated electronic control unit. Similarly, the processes, methods, or algorithms can be stored as data and instructions executable by a controller or computer in many forms including, but not limited to, information permanently stored on non-writable storage media such as Read Only Memory (ROM) devices and information alterably stored on writeable storage media such as floppy disks, magnetic tapes, Compact Discs (CDs), Random Access Memory (RAM) devices, and other magnetic and optical media. The processes, methods, or algorithms can also be implemented in a software executable object. Alternatively, the processes, methods, or algorithms can be embodied in whole or in part using suitable hardware components, such as Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), state machines, controllers or other hardware components or devices, or a combination of hardware, software and firmware components. 
     While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes can be made without departing from the spirit and scope of the disclosure. “Controllers” and “controller,” for example, may be used interchangeably herein. Also, terms or symbols indicating “same,” “about,” or “approximately,” signify that the value or relative characteristic it modifies is within ±0%, 0.1%, 0.5%, 1%, 2%, 3%, 4%, 5%, or 10% of the value or relative characteristic. 
     As previously described, the features of various embodiments can be combined to form further embodiments that may not be explicitly described or illustrated. While various embodiments could have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art recognize that one or more features or characteristics can be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. These attributes may include, but are not limited to cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. As such, embodiments described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and can be desirable for particular applications.