[brian_]

I haven't watched Damien's video, but he is in the UK as I recall... which may mean that he is feeding 3-phase power to the AC side of the inverter, to get battery-voltage DC from other side, which is what the inverter does during regenerative braking anyway.

While common AC chargers in North America get single phase 120 V (Level 1) or split-phase 240 V (Level 2), in Europe 3-phase power is commonly available to residences, and their single-phase voltage is ~240V, so their two levels are single-phase and 3-phase 240 V. That's one reason that the Type 1 (North America) and Type 2 (Europe) AC charging connectors are different.
CCS with Type 1 (J1772) ---- vs --- Type 2 (IEC 62196, Mennekes)

PE, PP, and CP control charging and are common to both, as are the DC contacts in the CCS version; note the different Line and Neutral contacts.

 

[brian_]

Sorry, but what is the principal difference (electrically-wise) between brushed and brushless inverter except for the 3-rd half bridge?

A brushed DC motor controller doesn't have two half-bridges... it has none, right?. It's just a single-channel PWM device, or a very big DC light dimmer. The PWM output varies according to the driver's demand via the pedal.

An inverter for a three-phase motor is three coordinated half-bridges, each operating as a PWM controller, and varying (sinusoidally unless you have some "brushless" toy motor for a bike or something) through a full cycle for each passing pole pair. So it's six dimmers, all being tweaked through a full cycle (or multiple cycles) with each motor rotation, in a coordinated manner.

But yes... in both cases the peak-to-peak output voltage is less than the input voltage, so if using 120 VRMS or 240 VRMS to charge a 360 Vnominal battery I assume that there would need to be a voltage boost conversion between the controller and the battery.

 

[brian_]

... here is what a trivial boost converter looks like :

https://tinyurl.com/ydo6e8kt

Very cool simulation!

 

[brian_]

... The standard currently is to have a costly EVSE that interfaces an on-board ac charger in the car with the AC power line, usually in a garage. And, the standard includes as an option a quick charge port that connects directly to the battery to allow DC charging directly from an external DC charger at a quick charge station.
It's time to rethink these processes. Why carry an on-board ac charger around as an extra cost and extra weight in the car when you have external DC chargers available? Why not remove the AC Charger and install it to the AC line in the garage so it will charge directly to the quick charge port?

That all makes sense... except that the majority of public charging points are still only AC, and having an onboard charger allows charging from them and from any common outlet, where there is no charging station at all.

A more functional configuration would be to mount a decently high-power DC charger in the garage (probably higher power than a typical current onboard charger), but keep a small onboard charger for use when needed.