EP4208367A1 - Arrêt d'urgence sélectif d'un dispositif de recharge - Google Patents

Arrêt d'urgence sélectif d'un dispositif de recharge

Info

Publication number
EP4208367A1
EP4208367A1 EP21805873.3A EP21805873A EP4208367A1 EP 4208367 A1 EP4208367 A1 EP 4208367A1 EP 21805873 A EP21805873 A EP 21805873A EP 4208367 A1 EP4208367 A1 EP 4208367A1
Authority
EP
European Patent Office
Prior art keywords
charging
power converters
charging device
control unit
group
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP21805873.3A
Other languages
German (de)
English (en)
Inventor
Rudi Schalling
Sydney Justin Wyand
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP4208367A1 publication Critical patent/EP4208367A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—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
    • B60L53/30—Constructional details of charging stations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—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
    • B60L53/10—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 characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—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
    • B60L53/60—Monitoring or controlling charging stations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/60—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including safety or protection arrangements
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/60—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including safety or protection arrangements
    • H02J7/663—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including safety or protection arrangements using battery or load disconnect circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the invention relates to a charging device with at least two charging connections for a respective electric vehicle and a method for operating such a charging device.
  • EV chargers can use different standards to control charging. These standards include the Combined Charging System (CCS), which enables direct and alternating current charging, and CHAdeMO as a pure direct current charging standard.
  • CCS Combined Charging System
  • CHAdeMO a pure direct current charging standard.
  • a charging device can have several charging connections of the same or different standards.
  • direct current charging the alternating voltage of a supply network is usually converted into a direct voltage in the charging device, with the level of the direct voltage being set to a value required by the electric vehicle. This requires power converters that rectify the AC voltage and, in a second step, set the level of the DC voltage obtained through the rectification.
  • the charging ports can use the existing power converters either sequentially or in parallel according to the architecture of the charging device. With sequential use, only one of the vehicles connected to the charging device can be charged at the same time, while with parallel use, several charging processes can be carried out at the same time.
  • a charging arrangement is known from WO1999/19959A, in which electrical power provided by a number of power converters is variably fed to one of a number of charging connections. can be routed by flexibly distributing the electrical power between the charging ports via a switch arrangement.
  • the switch arrangement between the power converters on the one hand and the charging connections on the other hand is often referred to as a switching matrix. They can be used to achieve optimum utilization of the installed power converters.
  • the object of the invention is to introduce an improved charging device with a plurality of charging connections and power converters that can be variably connected.
  • the invention solves this problem with a charging device according to claim 1 and a method for operating a charging device according to claim 10 .
  • Advantageous embodiments of the invention are the subject matter of the dependent claims.
  • a first aspect of the invention relates to a charging device with at least one first and one second charging port, a plurality of power converters and a primary switch arrangement connected between the charging ports and the power converters.
  • Each charging connection is designed to create a detachable connection to a respective electric vehicle.
  • the primary switch arrangement has control inputs connected to control outputs of a control unit and is designed to have a first group of power converters with a variably selectable first number of power converters depending on control signals received at the control inputs of the control unit to connect the first charging port and a second group of power converters with a variably selectable second number of power converters to the second charging port.
  • the control unit is designed to provide the control signals according to a respective power requirement for the charging connections.
  • control unit is also designed to check a rapid shutdown condition for each charging connection, to recognize a causative charging connection from the first and second charging connection if the test result for the rapid shutdown condition is positive, and to switch off the first group of power converters and leave the second group of power converters switched on, when the offending charge port is the first charge port, and turning off the second group of power converters and leaving the first group of power converters on when the offending charge port is the second charge port.
  • the invention is based on and includes the insight that rapid shutdown can take place by switching off the power converter. This enables the use of relatively small and inexpensive output switches for the charging connections, since these no longer have to be dimensioned to switch under load.
  • the inventors recognized that switching off all power converters would mean aborting all charging processes taking place in parallel, although there is typically only a requirement for rapid shutdown for one charging connection.
  • the invention therefore provides that only those power converters that are connected to that charging connection for which there is a need for an emergency shutdown are switched off. Since impairment of the other charging processes is ruled out in this way, the threshold for detecting a need for rapid shutdown can be lowered, so that the charging device according to the invention enables increased safety and better protection of the electric vehicles.
  • control unit can be designed to detect the presence of a n a charging protocol impermissible state or state change, a threshold temperature being exceeded or an unexpected state change of a charging connector lock for each charging connection as the emergency shutdown condition.
  • the widespread charging standards such as CCS or CHAdeMO define charging protocols that are used to control the charging process between the electric vehicle and the charging device. States are defined between which you can switch. However, it cannot be changed from any state to any other, or certain conditions must be met before a state change is allowed. If these provisions are violated, for example by an incorrectly implemented charging controller of an electric vehicle or by an external influence on the charging process, there is a fault whose impact on the charging process can be of varying importance.
  • the charging device of the invention allows the charging protocol to be monitored and a reaction to impermissible status changes if a risk for the electric vehicle connected to the affected charging connection or the charging device is expected due to the specific impermissible status change or generally for all impermissible status changes.
  • the quick switch-off does not affect any electric vehicles connected to any charging connection other than the affected one.
  • Exceeding a threshold temperature can affect the temperature of a charging cable or a contact of the charging cable, which can be measured by appropriate sensors.
  • the threshold temperature can be set between 80 and 95 degrees Celsius.
  • the unexpected change in status of the charging connector lock can, for example, involve unlocking the charging connector lock during the charging process if there is a risk of dangerous arcing due to the high currents flowing.
  • the charging device can provide for the checking of one of the mentioned emergency shutdown conditions or any combination of the mentioned emergency shutdown conditions.
  • the charging device can be equipped with main switches connected between an energy supply connection of the charging device and supply inputs of the power converter.
  • the control unit is preferably designed to leave the main switches closed if the test result for the emergency shutdown condition is positive.
  • the power converters can continue to be supplied despite the emergency shutdown, so that the charging processes of the charging connections not affected by the emergency shutdown can be continued.
  • control unit of the charging device is also designed to check an emergency shutdown condition and, if the test result for the emergency shutdown condition is positive, to switch off all power converters and, after a waiting period has elapsed, to disconnect the charging connections by opening output switches.
  • the fast shutdown can be carried out selectively for affected charging connections for less serious errors such as those described above, while all power converters can be switched off and all charging connections can be disconnected in the event of serious errors.
  • Waiting for the waiting period serves to allow the voltages and currents at the contacts of the output switches to drop sufficiently for the output switches to open, since these are maintained for a certain time by the capacitances and inductances of the output filters.
  • an emergency shutdown of the entire charging device can also be carried out within the prescribed time periods without requiring expensive and large output switches that can switch under load. Examples of emergency shutdown conditions are opening a door of the charging device, which can mean free access to the power electronic components of the charging device, or activating an emergency shutdown button on the charging device.
  • the control unit can also be designed to also open the main switches if the test result for the emergency shutdown condition is positive. As a result, the charging device is de-energized so that the charging device is not damaged and the area around the charging device is not endangered.
  • each power converter has a signal input for an emergency shutdown signal.
  • the charging device has a secondary switch arrangement which has a switch topology corresponding to that of the primary switch arrangement. This means that the number of switches and their interconnection is the same for the primary and the secondary switch arrangement, but the type, size and voltage and current carrying capacity of the switches typically differ between the primary and the secondary switch arrangement.
  • Each input for a respective power converter of the primary switch arrangement is assigned an output of the secondary switch arrangement connected to the signal input of the respective power converter, and an input of the secondary switch arrangement connected to a signal output of the control unit is assigned to each output for a respective charging connection of the primary switch arrangement .
  • the secondary switching arrangement thus enables a signal flow which is the same as the power flow in the primary switching arrangement, but in the opposite direction: while the primary switching arrangement sums power from the power converters and directs it to the respective charging terminals, the secondary switching arrangement directs it to one of theirs Inputs applied shutdown signal to the power converters connected to the affected charging port.
  • the control electrodes of mutually associated switches of the primary and secondary switch arrangements are connected to one another directly or indirectly. This has the effect that the switching state of the primary and the secondary switch arrangement are basically the same.
  • the control unit is designed to emit a rapid shutdown signal to the input of the secondary switch arrangement assigned to the causative charging connection of the first and second charging connection if the test result for the rapid shutdown condition is positive.
  • the secondary switch arrangement simulates the primary switch arrangement and assumes the same switching state as the primary switch arrangement because of the direct or indirect connection of the control electrodes of the switches of the two switch arrangements.
  • a rapid shutdown signal applied to an input of the secondary switch arrangement which is associated with the causative charging connection reaches all power converters (and only these) which are connected to the causative charging connection and switches them off.
  • the secondary switch arrangement is robust against malfunctions of the control unit, since the control unit does not first have to determine internally which power converters are connected to which charging connection and which of them have to be switched off in the course of the selective tripping.
  • the rapid shutdown signal for the offending charging connection is sent from the control unit to the correct power converter immediately after it is output, so that after a positive test result for the rapid shutdown condition, the power converters are switched off with minimal delay.
  • control unit in which the control unit is designed to check an emergency shutdown condition, the control unit can also be designed to output the rapid shutdown signal to all inputs of the secondary switch arrangement if the test result for the emergency shutdown condition is positive. In this way, in the event of an emergency shutdown, all the power converters are switched off quickly.
  • the charging device according to the invention is particularly preferably designed to output a direct current at the charging connections. So-called DC charging is suitable for high charging power and, due to the lack of zero crossings, As with an alternating current, there are particularly high requirements for the output switches of the charging connections, so that the invention can be used particularly advantageously because of the reduced requirements for the output switches in charging devices that provide charging with direct currents.
  • the power converters of the charging device are typically, but not necessarily, designed to convert an alternating current into a direct current. Because of its zero crossings, an alternating current can be switched relatively easily, for which purpose, for example, the main switches mentioned above and associated with relatively low costs and dimensions can be provided.
  • a charging device can be connected directly or indirectly (eg via a transformer) to an energy supply network.
  • a second aspect of the invention relates to a method for operating a charging device.
  • the method according to the invention has at least the following steps:
  • FIG. 1 shows a first exemplary embodiment of a charging device according to the invention
  • FIG. 2 shows a second exemplary embodiment of a charging device according to the invention.
  • FIG. 3 shows an exemplary embodiment of a method according to the invention for operating a charging device.
  • FIG. 1 shows a first exemplary embodiment of a charging device 1 according to the invention, which is supplied by an energy supply network via an energy supply connection 8 and can charge electric vehicles 3-1, 3-2 via respective charging connections 2-1, 2-2.
  • the connection to the power supply network will have a three-phase design, with the connection being illustrated via only one phase in the present case for the sake of simplicity of the illustration.
  • the charging device 1 of the exemplary embodiment has a main switch 7 which is intended to disconnect the charging device 1 from the power supply network. Since the power supply network is designed as an alternating current network, the main switches 7 can be designed with relatively little effort, since disconnection can take place when the alternating current passes through zero and thus with no or only slight formation of an arc.
  • the mains voltage passes through the main switch 7 to a plurality of power converters 4-1, 4-2, ..., 4-N, the generate a DC voltage with an adjustable voltage level from the mains voltage.
  • the power converters 4-1, 4-2, -1, 3-2 to be performed by an AC voltage.
  • the number of power converters 4-1, 4-2, ..., 4-N is greater than that of charging ports 2-1, 2-2, but this need not be the case.
  • a number of power converters 4-1, 4-2, . . . ., 4-N may be provided. It goes without saying that in principle more than two charging connections 2-1, 2-2 can also be provided.
  • the charging device 1 has a primary switch arrangement 5, which is used to variably divide the electrical power output by the power converters 4-1, 4-2, ..., 4-N to the charging terminals 2-1, 2-2 by the outputs of each power converter 4-1, 4-2, ..., 4-N is connected to exactly one of the charging terminals 2-1, 2-2. This makes it possible to charge unused power converters 4-1, 4-2, . . . , 4-N to a charging connection actually used by an electric vehicle
  • the primary switch arrangement 5 contains a number of switches (here a number M of switches) which can be switched to the conducting or blocking state by a control unit 6 .
  • switches here a number M of switches
  • a control unit 6 which can be switched to the conducting or blocking state by a control unit 6 .
  • a switch topology with more switches will usually allow greater freedom in grouping and connecting the power converters 4-1, 4-2, ..., 4-N than one with fewer switches, but there is a correspondingly greater effort, which is caused by the increased flexibility and Utilization of the power converter 4-1, 4-2, ..., 4-N is not always justified.
  • switch topologies In general, there is a stock of switch topologies—frequently referred to as “switching matrix”—in the prior art, from which a selection can be made for a particular application.
  • the output switches 10-10 mentioned in the introduction are not considered part of the primary switch arrangement. 1, 10-2, with which a respective charging connection 2-1, 2-2 can be separated from an electric vehicle 3- 1, 3-2 or generally from the environment of the charging device 1.
  • These output switches 10-1, 10-2 can have a Form part of the charging terminals 2-1, 2-2.
  • the control unit 6 is connected to the charging terminals 2-1, 2-2.
  • the control unit 6 can use this connection to communicate, for example, with the electric vehicles 3-1, 3-2 connected to the charging connections 2-1, 2-2, for which purpose the charging connections 2-1, 2-2 can contain suitable communication devices.
  • the control unit 6 can control the charging processes of the connected electric vehicles 3-1, 3-2 in communication with them and also monitor compliance with the charging protocols relevant for the charging processes, such as CCS and CHAdeMO, i.e. in particular check status changes and statuses.
  • control unit 6 can receive temperature values from temperature sensors arranged in the charging connections 2-1, 2-2 or sensor signals from charging connector locks of the charging connections 2-1, 2-2 and can thus monitor whether the temperatures at the charging connections 2-1, 2-2 are within safe limits and whether the charging connector locks remain in the expected state.
  • control unit 6 If the control unit 6 detects a problem such as a impermissible state, an impermissible change of state, an excessive temperature or an unexpectedly unlocked charging plug at a charging connection 2-1, 2-2, the control unit 6 reacts according to the invention with an emergency shutdown of exactly those power converters 4-1, 4-2, ..., 4- N connected to the originating charging port 2-1, 2-2 via the primary switch assembly 5, however, leaves the power converters 4-1, 4-2, ..., 4-N connected to other charging ports 2-1, 2-2 as the causative charging port 2-1, 2-2 are connected unchanged (except of course if there is a problem at several charging ports 2-1, 2-2 at the same time). For this purpose, each of the power converters 4-1, 4-2, . . .
  • 4-N has a signal input via which the power converter 4-1, 4-2, .
  • output switches 10-1, 10-2 are provided in the charging terminals 2-1, 2-2, they can be delayed by a waiting period after the charging converters 4-1, 4-2, . . of the control unit 6 can be opened.
  • the waiting period ensures that the power converters 4-1, 4-2, . Since the charging connections 2-1, 2-2 are at least largely de-energized after the waiting period has elapsed, the output switches 10-1, 10-2 can be implemented in a correspondingly space-saving and cost-effective manner.
  • the control unit 6 can also carry out an emergency shutdown of the entire charging device 1 . This can happen, for example, if the control unit 6 notices via a corresponding sensor (not shown) that a housing of the charging device 1 (in particular a door, inspection flap or the like) is opened while the charging device 1 is live, or if an emergency shutdown button (not shown) is pressed.
  • the control unit 6 can use all the power converters 4-1, 4-2, ..., 4-N at the same time. tig cause an emergency shutdown, open the main switch 7 and, after the waiting period has elapsed, finally open the output switches 10-1, 10-2.
  • the control unit 6 in a particularly simple implementation of the invention, for example, by consulting a corresponding data record stored in a memory of the control unit 6, the current connection status of each of the power converters 4-1, 4-2, ..., 4-N being noted in the data record and updated when there is a change.
  • a secondary switch arrangement 9 is therefore provided, as also shown in FIG. 1, which has a switch topology that is identical to the primary switch arrangement 5 .
  • the secondary switch arrangement 9 since the secondary switch arrangement 9 only switches signals, while the primary switch arrangement 5 carries high currents, very small and inexpensive switches can be used for the secondary switch arrangement 9 .
  • Each switch in the primary switch arrangement 5 is assigned a switch in the secondary switch arrangement 9, with each switch in a switch arrangement 5, 9 being connected to the other switches in the same switch arrangement 5, 9 in the same way as the assigned switch in the other switch arrangement 5, 9 is connected to the other switches of the other switch arrangement 5 , 9 .
  • each switch of the primary switch arrangement contains two switching units, one for the positive and one for the intended for the negative path.
  • the secondary switch assembly on the other hand, is designed as a single-pole switch, so that each switch in the secondary switching arrangement also contains or is just one switching unit.
  • the control electrodes of a respective switch and the switch assigned to it in the other switch arrangement 5, 9 can be connected to one another directly or, for example, indirectly (for example via amplifiers or inverters) if level adjustment or logical inversion is necessary, so that a changed assignment of a power converter 4- 1, 4-2, . In this way it is possible to address the power converters 4-1, 4-2, . If the control unit 6 applies a switch-off signal to an input of the secondary switch arrangement 9, which is assigned to the causative charging connection 2-1, 2-2, this reaches all those with the causative charging connection 2-1, 2-2 in parallel via the secondary switch arrangement 9 connected power converter 4-1, 4-2, ..., 4-N and causes them to shut down. Accordingly, for an emergency shutdown, the control unit 6 can apply a shutdown signal to all inputs of the secondary switch arrangement 9 .
  • control unit 6 can be implemented in whole or in part in hardware without using a microcontroller or the like.
  • a door sensor or an emergency shutdown button can be connected directly or indirectly via driver stages or holding elements to all inputs of the secondary switch arrangement 9 and locking sensors and/or temperature sensors of the charging connections 2-1, 2-2 to the respectively assigned inputs of the secondary switch arrangement 9, see above that at least for the hereby checked emergency shutdown conditions and emergency shutdown conditions no Recourse must be made to error-prone software routines.
  • monitoring of the charging protocols as described above can be either software-based or hardware-based.
  • control unit 6 can consist of a combination of a microcontroller or the like and the directly wired hardware solution described.
  • the control unit 6 does not have to be a single module or a functional group located next to one another locally, but can be constructed as a distributed arrangement with a number of subordinate control units which, for example, implement different subtasks of the control unit 6 .
  • FIG. 2 shows a second exemplary embodiment of a loading device 1 according to the invention, which is largely the same as the example in FIG. Corresponding parts are therefore not described again.
  • the second exemplary embodiment has exactly three power converters 4-1, 4-2, 4-3 and a primary switch arrangement 5 with a particularly simple switch topology that includes only two switches 5-1, 5-2. Since the electric vehicles 3-1, 3-2 are usually electrically isolated from one another, the switch topology shown here for only one current path is used twice in such cases, namely once for each polarity, so that four switches are actually provided in the example shown would have to be, but this is not shown for reasons of greater clarity.
  • the two switches 5-1 and 5-2 allow the power converter 4-2 to be assigned to the charging port 2-1 by closing switch 5-1 and opening switch 5-2.
  • the power converter 4-2 can be connected to the charging port 2-2 by opening the switch 5-1 and closing the switch 5-2.
  • two of the Power converters 4-1, 4-2, 4-3 are connected to one of the two charging ports 2-1, 2-2, while the remaining power converter 4-1 or 4-3 is connected to the other charging port 2-1, 2-2 will.
  • the second exemplary embodiment of the charging device 1 in turn has a secondary switch arrangement 9, which has a switch topology corresponding to the primary switch arrangement 5, in this case two switches 9-1, 9-2.
  • a duplicate design can be dispensed with since no galvanic isolation is necessary here.
  • the switches 9-1, 9-2 are connected to one another in an identical manner to the switches 5-1, 5-2.
  • the control electrode of the switch 9-1 is connected to that of the switch 5-1 and the control electrode of the switch 9-2 is connected to that of the switch 5-2, so that all associated switches 5-1, 9-1 and 5-2 , 9-2 assume identical switching states.
  • Each output of the primary switch arrangement 5 connected to a charging connection 2-1, 2-2 is assigned an input of the secondary switch arrangement 9, via which the control unit 6 sends an emergency shutdown signal to the power converter 4- 1, 4-2, 4-3. Accordingly, for each input of the primary switch arrangement 5, the secondary switch arrangement 9 has a signal output which is connected to the same power converter 4-1, 4-2, 4-3 as the input of the primary switch arrangement 5.
  • FIG. 3 shows an exemplary embodiment of a method according to the invention for operating a charging device, for example one of the charging devices 1 of FIGS.
  • the method begins in a starting step S 0 and continues in a step S 1 , in which a respective group of power converters is connected to the charging connection for each of X active charging connections.
  • a group of power converters can also include only a single power converter.
  • Step S 1 is accordingly executed X times via a loop S2. Instead of an iterative processing, parallel methods can of course also be used.
  • step S3 the electric vehicles connected to the charging connections are charged according to the wiring of the power converters.
  • step S4 which can also be carried out continuously in parallel with charging in step S3, at least one rapid shutdown condition is checked for a respective charging connection. If the check is negative (that is, no rapid shutdown is required for the checked charging connection), step S 6 is skipped by appropriate branching in step S 5 . In the other case, in step S 6 , the power converter connected to the checked charging connection is promptly switched off. Steps S 4 , S 5 and optionally S 6 are carried out according to a loop S 7 for each of the X charging connections, ie X times.
  • a parallel procedure can be chosen instead of an iterative procedure.
  • step S 8 it is checked whether a changed power requirement has been received from one of the charging connections. If this is the case, in step S 9 there is a branch back to step S 1 so that, in accordance with the changed power requirement, a changed grouping of the power converters can be undertaken. Otherwise, step S becomes 10 continues, verifying that all loads are complete. If this is not the case, a branch is made from step S11 back to step S3, in which the grouping of the power converters is continued to charge the connected electric vehicle or vehicles. On the other hand, if all loading processes are completed in step S 10 , the process branches to an end S 12 in S 11 .
  • the method shown in FIG. 3 permits many different modifications. In particular, it can be expanded to include further steps, such as for implementing an emergency shutdown or other features described above for the charging device according to the invention.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Crystals, And After-Treatments Of Crystals (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)

Abstract

L'invention concerne un dispositif de recharge (1) et un procédé pour faire fonctionner un tel dispositif de recharge (1). Le dispositif de recharge (1) possède au moins une première et une seconde prise de recharge (2-1, 2-2), une pluralité de convertisseurs de puissance (4-1, 4-2, 4-3, ..., 4-N) et un dispositif de commutation primaire (5) monté entre les prises de recharge et les convertisseurs de puissance (4-1, 4-2, 4-3,..., 4-N). Le dispositif de commutation primaire (5) est conçu pour relier à la première prise de recharge (2-1) un premier groupe de convertisseurs de puissance (4-1, 4-2, 4-3.., 4-N) comprenant un premier nombre de convertisseurs de puissance (4-1, 4-2, 4-3.., 4-N) pouvant être choisi de manière variable et à la seconde prise de recharge (2-2) un second groupe de convertisseurs de puissance (4-1, 4-2, 4-3,..., 4-N) comprenant un second nombre de convertisseurs de puissance (4-1, 4-2, 4-3,..., 4-N) pouvant être choisi de manière variable, en fonction de signaux de commande de l'unité de commande (6) reçus au niveau des entrées de commande. Selon l'invention, l'unité de commande (6) est conçue pour vérifier une condition d'arrêt d'urgence pour chaque prise de recharge (2-1, 2-2) et, dans le cas où la vérification de la condition d'arrêt d'urgence donne un résultat positif, pour détecter une prise de recharge en cause (2-1, 2-2) parmi une première et une seconde prise de recharge (2-1, 2-2) et pour déconnecter le premier groupe de convertisseurs de puissance (4-1, 4-2, 4-3,..., 4-N) et laisser connecté le second groupe de convertisseurs de puissance (4-1, 4-2, 4-3.., 4-N) si la prise de recharge en cause (2-1, 2-2) est la première prise de recharge (2-1), et pour déconnecter le second groupe de convertisseurs de puissance (4-1, 4-2, 4-3,..., 4-N) et laisser connecté le premier groupe de convertisseurs de puissance (4-1, 4-2, 4-3,..., 4-N) si la prise de recharge en cause (2-1, 2-2) est la seconde prise de recharge (2-2).
EP21805873.3A 2020-11-03 2021-10-29 Arrêt d'urgence sélectif d'un dispositif de recharge Pending EP4208367A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020213802.8A DE102020213802A1 (de) 2020-11-03 2020-11-03 Selektive Schnellabschaltung einer Ladevorrichtung
PCT/EP2021/080122 WO2022096393A1 (fr) 2020-11-03 2021-10-29 Arrêt d'urgence sélectif d'un dispositif de recharge

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EP4208367A1 true EP4208367A1 (fr) 2023-07-12

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US (1) US20240010091A1 (fr)
EP (1) EP4208367A1 (fr)
AU (1) AU2021375339B2 (fr)
CA (1) CA3197139A1 (fr)
DE (1) DE102020213802A1 (fr)
WO (1) WO2022096393A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3095992B1 (fr) * 2019-05-14 2022-01-21 Hadi Moussavi Systeme et procede de charge en energie electrique de vehicules automobiles

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5926004A (en) 1997-10-10 1999-07-20 Schott Power Systems Incorporated Method and apparatus for charging one or more electric vehicles
JP5647057B2 (ja) 2010-05-19 2014-12-24 株式会社日立製作所 充電装置、充電制御ユニット及び充電制御方法
NL2004746C2 (en) * 2010-05-19 2011-11-22 Epyon B V Charging system for electric vehicles.
US20180060776A1 (en) * 2016-08-29 2018-03-01 Ford Global Technologies, Llc Optimizing Selection of Battery Electric Vehicles to Perform Delivery Tasks
EP3612408A1 (fr) 2017-04-20 2020-02-26 ABB Schweiz AG Dispositif de chargement pour véhicules électriques
CN110505973B (zh) 2017-04-20 2023-08-22 Abb电动交通有限公司 充电系统和相应的安全联锁布置
CN107444188A (zh) 2017-09-21 2017-12-08 江苏智绿充电科技有限公司 一种环形功率共享智能充电机及其充电方法
CN109455106B (zh) * 2018-10-17 2022-07-26 国网浙江省电力有限公司杭州供电公司 一种电动汽车智能充电站

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DE102020213802A1 (de) 2022-05-05
WO2022096393A1 (fr) 2022-05-12
CA3197139A1 (fr) 2022-05-12
AU2021375339B2 (en) 2024-08-22
AU2021375339A9 (en) 2024-02-08
AU2021375339A1 (en) 2023-06-15
US20240010091A1 (en) 2024-01-11

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