CONTACTOR COIL CURRENT REDUCTION DURING VEHICLE BATTERY CHARGING

• US 20150325396A1
• Filed: 05/12/2014
• Published: 11/12/2015
• Est. Priority Date: 05/12/2014
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Loftus, Michael Edward, Tabatowski-Bush, Benjamin A.
• Granted Patent: US 9,925,884 B2
• Time in Patent Office: Days
• US Class Current: 1/1
• CPC Class Codes: B60L 3/0046 relating to electric energy storage systems, e.g. batteries or capacitors
• CPC Class Codes: B60L 3/0069 relating to the isolation, e.g. ground fault or leak current
• CPC Class Codes: B60L 53/00 Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
• CPC Class Codes: B60L 53/14 Conductive energy transfer
• CPC Class Codes: B60L 53/60 Monitoring or controlling charging stations
• CPC Class Codes: B60L 53/62 in response to charging parameters, e.g. current, voltage or electrical charge
• CPC Class Codes: H01H 47/04 for holding armature in attracted position, e.g. when initial energising circuit is interrupted; for maintaining armature in attracted position, e.g. with reduced energising current with switching regulator H01H47/325
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 90/12 Electric charging stations
• CPC Class Codes: Y02T 90/14 Plug-in electric vehicles
• CPC Class Codes: Y02T 90/16 Information or communication technologies improving the operation of electric vehicles

Abstract

Methods and systems are described to control the use of electrical power when charging a traction battery. A vehicle module can drive the contactor coils with two set-points for controlling the power into the contactor coils, namely, a travel or vehicle “on” set point and a charging, vehicle “off” set point. In use, full power is initially applied to the coils to guarantee immediate closure of the contactor. During charging and after closing the contactor, the power is set at the charging, vehicle “off” set point. The travel or vehicle “on” set point is higher than the charging, vehicle “off” set point. Using the charging, vehicle “off” set point reduces electricity consumption. The vehicle “on” set point is at a higher electrical level as it must maintain closure under worst-case vibration and shock conditions considering mounting location, contactor orientation, as well as other characteristics of the vehicle and contactor.

Claims

1. A vehicle comprising:

a traction battery;

circuitry; and

a controller programmed to

during vehicle travel, apply a first signal to the circuitry to maintain an electrical connection between the traction battery and an electric motor, and

during battery charging while the vehicle is stationary, apply a second signal to the circuitry to maintain an electrical connection between the traction battery and a charging source, wherein the first signal has greater power than the second signal.

2. The vehicle of claim 1, wherein the controller is further programmed to apply a third signal to the circuitry to connect the traction battery to the electric motor, wherein the third signal has greater power than the first signal.

3. The vehicle of claim 2, wherein a magnitude of the power of the third signal is about 50% greater than a magnitude of the power of the first signal and about 200% greater than a magnitude of the power of the second signal.

4. The vehicle of claim 1, wherein the controller is further programmed to apply a third signal to the circuitry to connect the traction battery to the charging source, wherein the third signal has greater power than the first signal.

5. The vehicle of claim 4, wherein a magnitude of the power of the third signal is about 50% greater than a magnitude of the power of the first signal and about 200% greater than a magnitude of the power of the second signal.

6. A traction battery control method comprising:

applying a close signal to a contactor to electrically connect a traction battery to vehicle circuitry to drive an electric motor;

applying a first retain signal to the contactor to hold the contactor in a closed state with the vehicle in motion, wherein the first retain signal has less power than the close signal;

applying the close signal to the contactor to electrically connect the traction battery to vehicle circuitry to charge the battery; and

applying a second retain signal to the contactor to hold the contactor in a closed state during charging of the battery while the vehicle is stationary, wherein the second retain signal has less power than the first retain signal.

7. The method of claim 6, wherein a magnitude of the power associated with the close signal is about 50% greater than a magnitude of the power associated with the first retain signal and about 200% greater than a magnitude of the power associated with the second retain signal.

8. The method of claim 6, wherein a current associated with the close signal has a magnitude of about 300 milliamps, a current associated with the first retain signal has a magnitude of about 200 milliamps, and a current associated with the second retain signal has a magnitude of about 150 milliamps.

9. The method of claim 6, wherein the second retain signal further has less voltage than the first retain signal.

10. The method of claim 9, wherein the close signal further has more voltage than the first retain signal.

11. A vehicle comprising:

a traction battery;

circuitry configured to selectively connect the traction battery to an electric motor or charging source, the circuitry having an open state in an absence of an applied voltage, a first closed state in a presence of a first applied voltage, and a second closed state in a presence of a second applied voltage less than the first applied; and

a controller programmed to provide the applied voltages.

12. The vehicle of claim 11, wherein the controller is further programmed to provide the first applied voltage during travel of the vehicle to maintain electrical connection between the battery and motor.

13. The vehicle of claim 11, wherein the controller is further programmed to provide the second voltage during charging of the battery while the vehicle is stationary to maintain electrical connection between the battery and charging source.

14. The vehicle of claim 11, wherein a power associated with the first applied voltage is greater than a power associated with the second applied voltage.

15. The vehicle of claim 11, wherein the first and second applied voltages are associated with a vehicle system rail voltage.