EP4334158A1 - Unité de contact au sol - Google Patents

Unité de contact au sol

Info

Publication number
EP4334158A1
EP4334158A1 EP22727290.3A EP22727290A EP4334158A1 EP 4334158 A1 EP4334158 A1 EP 4334158A1 EP 22727290 A EP22727290 A EP 22727290A EP 4334158 A1 EP4334158 A1 EP 4334158A1
Authority
EP
European Patent Office
Prior art keywords
ground contact
contact unit
unit
current
protective assembly
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
EP22727290.3A
Other languages
German (de)
English (en)
Inventor
Maximilian Hofer
Martin ZAVERSKY
Andreas SULZENBACHER
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.)
Ease Link GmbH
Original Assignee
Ease Link GmbH
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 Ease Link GmbH filed Critical Ease Link GmbH
Publication of EP4334158A1 publication Critical patent/EP4334158A1/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
    • B60L53/10—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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • 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
    • 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
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and 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
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/36—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles by positioning the vehicle
    • 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
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • 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
    • H02J7/62—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including safety or protection arrangements against overcurrent
    • 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 ground contact unit for a vehicle battery charging system for automatic, conductive connection of a vehicle contact unit.
  • the vehicle batteries In the case of electrically powered vehicles, for example plug-in hybrid vehicles and purely electric vehicles, the vehicle batteries must be charged regularly, preferably after each trip.
  • the vehicle is connected to a corresponding power source, with a plug usually being used, for example a so-called type 2 plug, which has to be manually plugged into a corresponding socket on the vehicle by a person.
  • Ground contact units for vehicle battery charging systems that are provided on the ground are also known from the prior art, for example WO 2019/052962 A1.
  • the ground contact units can automatically establish a conductive connection with a corresponding vehicle contact unit provided on the vehicle to be charged in order to charge the vehicle.
  • the vehicle contact unit can be provided on the underbody of the vehicle, in which case it moves downwards in order to make electrical contact with the floor contact unit.
  • the ground contact unit is designed as a so-called matrix charging pad, as shown in WO 2019/052962 A1.
  • the ground contact unit comprises a multiplicity of contact areas which are arranged in a matrix, wherein the contact areas can be contacted by means of the vehicle contact unit in order to establish an electrical connection between the ground contact unit and the vehicle contact unit.
  • the correspondingly occupied contact areas of the ground contact unit are switched on in order to establish the electrical connection via these contact areas.
  • the occupied contact areas are typically switched on by means of separate relays which are assigned to each contact area of the ground contact unit.
  • a ground contact unit for a vehicle battery charging system for automatic, conductive connection to a vehicle contact unit has a plate-shaped base body, at least one potential level and several contact areas, which are arranged on an exposed loading area of the base body on which the vehicle contact unit can come into contact and are assigned to at least one potential level.
  • at least one protective module is assigned to the contact areas of the at least one potential level, with the at least one protective module having a current measuring unit provided in the current path for current measurement and a switch arranged in the current path, which is controlled, among other things, depending on the result of the current measuring unit.
  • the ground contact unit has at least one protective assembly, which is arranged in the current path.
  • the protective assembly includes the current measuring unit and the switch, both of which are arranged in the current path so that the current in the current path can be measured and the switch can be switched depending on the measured current in order to interrupt the circuit if necessary.
  • a potential level means the potential of an external conductor, ie a phase, or the potential of a neutral conductor. Accordingly, the at least one protective assembly can be assigned to at least one phase or the neutral conductor.
  • a "grounding" can also be provided, i.e. a protective conductor.
  • the ground contact unit can therefore also be designed for electrical charging using direct current.
  • each phase i.e. each outer conductor, and the neutral conductor can each have their own protective assembly, i.e. a corresponding switch provided in the respective current path, as well as a current measuring unit provided in the respective current path, which interact with one another to possibly interrupt the current path.
  • the contact areas can therefore be assigned to three potential levels serving as phases, with three or four protective assemblies also being provided, namely for the respective external conductors, ie the phases, and (optionally) for the neutral conductor.
  • ground contact unit can also be used for other power systems, for example power systems with two phases or four phases or direct current systems.
  • Appropriate relays are typically provided for the contact areas that are assigned to the external conductors, ie the phases, and the neutral conductor, in order to ensure galvanic isolation if this is necessary. These relays can be protected against high currents via the separately designed protection assembly, since the associated currents are interrupted in good time.
  • the protective assembly includes the current measuring unit provided for current measurement and the switch. As soon as the current measuring unit detects a current during the current measurement that indicates an error, the circuit is interrupted accordingly via the switch. In other words, there is then a triggering case for the protective assembly, in which case the protective assembly is triggered.
  • the contact areas and any relays are protected Contact areas are assigned so that they do not have to carry a short-circuit current or an overcurrent, for example.
  • the ground contact unit can have 168 contact areas, for example, which are arranged in a matrix, so that each of the contact areas represents a matrix contact.
  • 156 switchable contact areas and 122 non-switchable contact areas, ie PE contact areas are provided.
  • the number is flexible, so that there can also be 120 or 80 contact areas, for example.
  • the relays typically assigned to the contact areas ensure that an inactive contact area can be touched, as this is galvanically isolated from the associated potential level.
  • the multiple contact areas are assigned to exactly one potential level, with the contact areas assigned to exactly one potential level being assigned to only one protective assembly.
  • several contact areas of the ground contact unit can be assigned to an external conductor, ie a phase, or to the neutral conductor.
  • the respective contact areas, which belong to the same phase or the neutral conductor, are simultaneously assigned to exactly one protection module if several protection modules are provided. This ensures that only one protective module is required for each potential level.
  • the costs for the ground contact unit can be reduced accordingly, since all contact areas of a potential level are only additionally protected by a protective assembly.
  • the protection assembly is set up to detect a short circuit, an impending overcurrent and / or an overcurrent, wherein the protection assembly is set up to control the switch in its open position when a short circuit, an impending overcurrent and / or an overcurrent has been detected.
  • a control unit can be assigned to the protection assembly, which is, for example, a higher-level control unit.
  • the higher-level control unit can control several protection assemblies at the same time.
  • the control unit is part of a control and evaluation unit.
  • the current measuring unit of the respective protection module can forward the measured current in the current path to the control and evaluation unit, which carries out the evaluation and then, depending on the evaluation result, activates the switch accordingly if a trip event has been detected.
  • the protection assembly can be set up to detect a current curve and to determine characteristics of the detected current curve.
  • the characteristics of the current curve can be the shape of the current curve, i.e. the course of the measured current intensity over time.
  • the history can be used to infer a specific behavior that is related to an error.
  • a maximum value in particular a global maximum or a local maximum, or a moving average over a defined period of time can be determined as characteristics and used for the evaluation.
  • the temporal behavior of the measured current intensity can be used in order to determine when the protective assembly has tripped, in which case the switch arranged in the current path trips in order to interrupt the current.
  • the protective assembly is set up to evaluate the flanks and/or the level of the detected current curve and/or to detect an arc that occurs.
  • the arc can occur when the connector of the vehicle contact unit moves relative to the ground contact unit or a gap develops between the respective contacts.
  • An arc can also be caused by dirt on the contacts, insufficient contact pressure on the vehicle contact unit or vibrations.
  • the arc leads to a characteristic change in the current curve, which can be detected accordingly by the protection assembly, in particular the current measuring unit. Due to the arc, high-frequency current components arise that can be detected by the protective assembly, in particular the current measuring unit or the control and/or evaluation unit.
  • the switch can be switched in order, for example, to prevent an arc from occurring, in particular before it occurs, or to reduce the harmful influence of an arc.
  • arc detection can also be integrated in the vehicle contact unit.
  • edge detection it can be recognized whether there is an edge in the current curve and what kind of edge it is, so that depending on this it can be determined whether a tripping situation is present.
  • the level detection can also be designed in such a way that the mean value over a defined period of time or the mean value of two consecutive measurements or another statistical measure for the current intensity is used in order to be able to rule out any measurement errors, i.e. short-term peaks or outliers in the measurement.
  • the measured current value can be compared with a threshold value, which is used as a reference value, so that a possible trip event only occurs if the threshold value has been exceeded.
  • a threshold value which is used as a reference value
  • the edge behavior of the measured current curve can also be taken into account, so that edge detection is provided in addition to level detection.
  • Edge detection and/or level detection can be implemented in the control and/or evaluation unit.
  • the edge and/or level detection can also be implemented in the current measuring unit itself, so that the current measuring unit controls the switch directly.
  • two criteria can be combined that must be met in order for the protective assembly to trip. This ensures that a measurement error does not lead to the protection module being triggered, since there is a redundant evaluation, namely on the basis of the two different criteria that must be met.
  • the two criteria can be based on different characteristics of the current curve, in particular on characteristics that are independent of one another.
  • the protective assembly can include an operational amplifier circuit and/or a comparator as well as a shunt resistor and/or a Hall sensor. In this way, the current value in the current path can be measured in a simple and cost-effective manner. In principle, the flank or Realize level detection using the shunt resistor and the comparator. Also, an operational amplifier circuit may be provided instead of the comparator. Instead of the shunt resistor, a Hall sensor can also be provided, which is directly integrated in the current path.
  • the switch can be a power semiconductor, in particular a MOSFET, a triac or an IGBT.
  • high switching speeds can be achieved with the power semiconductors, in particular below one microsecond.
  • the circuit in the event of a trigger, for example in the event of a short circuit, the circuit can be interrupted within a few microseconds, so that the corresponding contact areas are de-energized.
  • the energy input into the contact areas can be kept very low, as a result of which appropriate protection is provided, in particular protection against wear. Any relays of the ground contact unit do not have to carry the short-circuit current (long), since the circuit has been interrupted correspondingly quickly.
  • the at least one protection module can be set up to determine a differential current.
  • the residual current can be measured between two potentials, for example between two outer conductors, i.e. two phases, or between a phase and the neutral conductor or between the protective conductor and a phase or the neutral conductor.
  • the differential current is also generally referred to as a fault current, which represents a body current.
  • the ground contact unit has at least one additional switching unit, in particular a relay.
  • the at least one additional switching unit is coupled to at least one of the contact areas in such a way that the additional switching unit can electrically connect and interrupt the corresponding at least one contact area with the at least one potential level assigned to the contact area, so that there is galvanic isolation in the interrupted state.
  • the additional switching unit can be switched to be load-free after the switch has previously been actuated to interrupt the circuit.
  • the at least one additional switching unit is provided, for example, in the direction of current flow after the protective assembly, in particular the at least one additional switching unit being provided between the protective assembly and the contact areas.
  • the current flows via the protective assembly to the respective contact areas, so that the additional switching unit is provided between the protective assembly and the contact areas, in particular after the switch of the protective assembly. If the protective assembly is triggered, ie the switch interrupts the circuit, it is ensured that the additional switching unit was only briefly exposed to the high current.
  • the position of the relay can be freely selected.
  • One embodiment provides that only one additional switching unit is provided per potential level.
  • the corresponding additional switching unit can be provided directly behind the switch, that is to say downstream of the switch, so that all of the contact areas assigned to the potential level are assigned to the one additional switching unit. So if the one additional switching unit opens, all contact areas are galvanically isolated from the assigned potential level at the same time.
  • the at least one protection assembly is assigned to a plurality of additional switching units, with each contact area being assigned its own additional switching unit. As a result, the individual contact areas can be electrically isolated individually, since each contact area of a common potential level is assigned its own additional switching unit, which can be controlled accordingly.
  • a trigger circuit can be provided which is set up to control the at least one additional switching unit.
  • the trigger circuit can be coupled to the higher-level control unit, in particular the higher-level control and/or evaluation unit, so that if a triggering situation is detected in the protection module, the trigger circuit already outputs a corresponding triggering signal to the at least one additional switching unit in order to ensure that the additional Switching unit triggers as promptly as possible, i.e. creates the galvanic isolation.
  • the switch of which switches correspondingly faster than the additional switching unit it is ensured that the additional switching unit can switch without a load. Since the switch and the additional switching unit are nevertheless controlled simultaneously, it is also ensured that the galvanic isolation is provided as early as possible, since the additional switching unit is also controlled via the trigger circuit in the event of a trip.
  • the switching units can be designed in such a way that, in the switched-off state, basic protection is ensured by isolation from a supply potential, with the contact surfaces assigned to the switching units being grounded in advance
  • the protective assembly includes more than one switch, so that a switching module including multiple switches is provided.
  • the plurality of switches can be arranged in parallel or in back-to-back series.
  • a surge arrester (“Surge Protection Device”—SPD) is provided, which is arranged in front of the protective assembly.
  • SPD Service Protection Device
  • the surge arrester ensures that the downstream components, such as the protection assembly, are effectively protected against overvoltage.
  • the switch of the protective assembly can be in the form of a semiconductor switch, for example a MOSFET, an IGBT or a triac.
  • an additional switching unit in particular a main contactor, can be arranged between the surge arrester and the protective assembly.
  • the main contactor is therefore located in the area protected by the surge arrester. This results in the components that are arranged downstream of the main contactor being protected in multiple ways, namely by the surge arrester and the main contactor. These components include the protection assembly and the other components that are located downstream of the protection assembly.
  • overvoltage category III (“Over Voltage Category III” - OVC III) due to the surge arrester, in which the main contactor is located
  • overvoltage category II (“Over Voltage Category II“ - OVC II)
  • Overvoltage category III is assigned, for example, to a rated impulse voltage of 4 kV
  • overvoltage category II is assigned to a rated impulse voltage of 2.5 kV.
  • the components that are arranged in the area that is assigned to overvoltage category II can be relatively simpler in design, since these components only have to be designed for a rated surge voltage of 2.5 kV.
  • the surge arrester could also protect the components of the protective assembly and other components downstream down to the voltage range of 2 kV or even lower.
  • the surge arrester has a diagnostic contact via which the surge arrester is connected to a control and/or evaluation unit in a signal-transmitting manner. Diagnostic data that provide information about the status of the surge arrester can be transmitted to the control and/or evaluation unit by means of the diagnostic contact. The control and/or evaluation unit can then issue a message to a user of the ground contact unit and/or take safety measures, for example controlling the main contactor in order to interrupt a power supply via the main contactor.
  • a diagnostic function of the surge arrester can be implemented by means of the diagnostic contact, since this wears out to different extents depending on the location and/or use and can therefore fail at different times.
  • the diagnostic contact can also be used to implement predictive maintenance of the surge arrester.
  • the surge arrester can have two galvanically isolated diagnostic contacts which are connected to the control and/or evaluation unit in a signal-transmitting manner.
  • the surge arrester can in particular be a pluggable module which is connected to a main terminal of the ground contact unit.
  • the surge arrester can have a number of connections, in particular a number of connections for different potential levels, for example the phases L1, L2, L3 and a neutral position N.
  • a connection for a protective conductor potential can also be provided.
  • the current measuring unit measures a charging current in the current path.
  • charging current monitoring is implemented using the current measuring unit. Consequently, an event during a charging process can be determined via the current measuring unit, for example a short circuit occurring during charging, an overcurrent occurring during charging and/or an impending overcurrent during charging. The corresponding event which is detected by the current measuring unit would trigger the relay.
  • FIG. 1 shows a schematic plan view of a ground contact unit according to the invention
  • FIG. 2 shows a circuit diagram of the ground contact unit according to the invention according to a first embodiment
  • FIG. 3 shows a schematic representation of the circuit diagram of the ground contact unit according to the invention according to a second embodiment
  • FIG. 4 shows a diagram showing the course of the measured current over time
  • FIG. 5 shows a schematic representation of the circuit diagram of the ground contact unit according to the invention according to a third embodiment.
  • FIG. 1 shows a ground contact unit 10 for a vehicle battery charging system, which is used for automatic, conductive connection to a vehicle contact unit, not shown here.
  • the ground contact unit 10 has a plate-shaped base body 12 which has an exposed loading area 14 on which a plurality of contact areas 16 are arranged.
  • the plurality of contact areas 16 are arranged in a matrix-like manner, with the vehicle contact unit being able to come into contact with the respective contact areas 16 via its connector in order to establish the electrical connection with the ground contact unit 10 .
  • the multiple contact areas 16 are assigned to at least one potential level 18, which in the embodiment shown is a three-phase network system, so that three potential levels corresponding to the phases L1, L2 and L3, and one potential level are provided which correspond to the neutral conductor is equivalent to.
  • a protective conductor can also be provided, which is used to ground the ground contact unit 10 .
  • the multiple contact areas 16 are assigned to the multiple potential levels 18, so that different connection situations can result for the vehicle contact unit, in particular depending on the respective orientation of the connector on the ground contact unit 10.
  • the plurality of contact areas 16, in particular the potential levels 18 assigned to the contact areas 16, are electrically secured, with a protective assembly 20 being provided for this purpose, which is assigned to the contact areas 16 of the at least one potential level 18.
  • the protective assembly 20 is shown in more detail in FIG. 2 according to a first embodiment for one of the potential levels, to which reference is made below.
  • the protective assembly 20 includes a current measuring unit 22 and a switch 24, both of which are arranged in a current path 26 of the respective potential level 18.
  • the ground contact unit 10 includes a protective assembly 20 for each potential level 18.
  • the protective assembly 20 is generally set up to detect a short circuit, an impending overcurrent, an overcurrent and/or a fault current, in particular during a charging process that is being carried out, ie when a charging current is flowing via the current path 26 .
  • the protective assembly 20 is set up to control the corresponding switch 24 in its open position if a short circuit, an (imminent) overcurrent and/or a fault current has been detected.
  • the at least one protection module 20 can be set up to determine a differential current.
  • the differential current can be measured between two potential layers 18, for example between two outer conductors, ie two phases, or between a phase and the neutral conductor or between the protective conductor and a phase or the neutral conductor.
  • a control and/or evaluation unit 28 which is arranged between the current measuring unit 22 and the corresponding switch 24 , is provided for driving the switch 24 of the protective assembly 20 .
  • the control and/or evaluation unit 28 can be a higher-level control and/or evaluation unit that interacts with all protective assemblies 20 of the ground contact unit 10, i.e. those of the other potential levels 18.
  • the one control and/or evaluation unit 28 receive the measured currents of all current measuring units 22, whereupon the one control and/or evaluation unit 28 can control all switches 24, which are assigned to the respective potential levels 18, if this is necessary.
  • the current measuring unit 22 directly controls the associated switch 24, which then moves to its open position in order to interrupt the circuit.
  • the protective assembly 20 also includes a switch module 30 which has two switches 24 which are arranged back-to-back.
  • the switches 24 are power switches, that is to say semiconductor components, for example MOSFETs, IGBTs or triacs.
  • the current measuring unit 22 comprises a shunt resistor 32, which is arranged in the current path 26, and a comparator 34.
  • the protection assembly 20 can also comprise an operational amplifier circuit and a Hall sensor instead of the shunt resistor.
  • the protection assembly 20 is set up to detect a current curve using the current measuring unit 22, with characteristics of the detected current curve being determined. For this purpose, the flanks and/or the level of the detected current curve can be evaluated in order to detect a corresponding tripping event of the protective assembly 20 .
  • the protective assembly 20 can be set up to detect an arc that occurs when the contact between the vehicle contact unit and the ground contact unit 10 changes, so that a corresponding arc occurs between the respective contacts.
  • the protection assembly 20 can then activate the corresponding switch 24 so that the circuit is interrupted.
  • the respective contact areas 16, which are assigned to the corresponding potential level 18, which is assigned to the protective assembly 20 are protected accordingly, since the current flow is quickly interrupted.
  • the ground contact unit 10 has at least one additional switching unit 36, in particular a relay.
  • the additional switching unit 36 is provided after the protective assembly 20 in the direction of current flow, ie between the protective assembly 20 and the contact areas 16 .
  • the at least one additional switching unit 36 is coupled to at least one of the contact areas 16, so that the additional switching unit 36 can accordingly electrically connect and interrupt at least one contact area 16 to the at least one potential level 18 assigned to the contact area 16, so that in the interrupted state a galvanic separation exists.
  • the protective assembly 20 is assigned to a plurality of additional switching units 36, with each contact area 16 having its own additional switching unit 36 assigned. As a result, the individual contact areas 16 can be electrically separated individually by the correspondingly assigned additional switching unit 36 being controlled accordingly.
  • a trigger circuit 38 can be provided for controlling the at least one additional switching unit 36, which is connected in particular to the control and/or evaluation unit 28 or is part of it, as is shown in the embodiments. Otherwise, the control and/or evaluation unit 28 controls the trigger circuit 38 accordingly.
  • the additional switching unit 36 via the trigger circuit 38
  • the at least one switch 24 of the protection assembly 20 be controlled simultaneously.
  • the tripping event can be determined via the protective assembly 20, in particular the current measuring unit 22 and the control and/or evaluation unit 28 coupled thereto, in that characteristics of the current curve are recorded and evaluated, for example an evaluation of the edges and/or the level of the recorded current curve.
  • a case of triggering can be recognized by the detected current value rising above a threshold value and a corresponding edge being present at the same time.
  • the corresponding characteristics ie the criteria used for the triggering case, are recognized by the protective assembly 20 or the control and/or evaluation unit 28 at the time tF here .
  • the switch 24 and the additional switching unit 36 are then (simultaneously) actuated.
  • the additional switching unit 36 would only react at time t Reiais , at which point the current intensity would have already risen significantly, as illustrated by the dashed course of the current curve.
  • the switch 24 accordingly reacts much faster than the additional switching unit 36, so that the additional switching unit 36 is initially protected against the high current load in the event of a trip. In other words, the additional switching unit 36 can switch with almost no load.
  • the simultaneous activation of the additional switching unit 36 ensures that the additional switching unit 36 also switches as promptly as possible in order to establish the electrical isolation, so that protection against accidental contact is guaranteed.
  • FIGS. 2 and 3 can also be provided, so that a central additional switching unit 36 is provided, as shown in FIG.
  • FIG. 5 shows a further embodiment which is based on that of FIG.
  • a surge arrester 40 is also provided in Figure 5, which is arranged downstream of a main terminal of the ground contact unit 10, which makes the at least one potential level 18 available, in particular the phases L1, L2, L3, N.
  • the overvoltage arrester 40 is therefore arranged in front of the protective assembly 20, so that the overvoltage arrester 40 protects it from overvoltages that can occur during the operation of the ground contact unit 10, in particular during a charging process. Because of
  • Surge arrester 40 accordingly protects an area downstream from the overvoltage arrester 40 in such a way that it corresponds to overvoltage category III ("Over Voltage Category III" - OVC III).
  • an additional switching unit 42 is arranged, which is designed as a main contactor.
  • the main contactor in turn ensures that a area downstream of the main contactor is further protected so that it conforms to Over Voltage Category II (OVC II).
  • OVC II Over Voltage Category II
  • the surge arrester 40 has at least one diagnostic contact 44, with which the surge arrester 40 is connected to the control and/or evaluation unit 28 in a signal-transmitting manner, so that diagnostic data of the surge arrester 40 can be transmitted to the control and/or evaluation unit 28 for evaluation.
  • control and/or evaluation unit 28 determines when evaluating the diagnostic data that the surge arrester 40 is worn or is showing signs of aging, the control and/or evaluation unit 28 can issue a message to inform the user and/or operator of the ground contact unit 10 to inform.
  • control and/or evaluation unit 28 can control the additional switching unit 42, ie the main contactor, so that it interrupts the current path 26 in order to ensure that charging can no longer take place.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Emergency Protection Circuit Devices (AREA)

Abstract

L'invention concerne une unité de contact au sol (10) conçue pour un système de charge de batterie de véhicule pour la connexion conductrice automatique à une unité de contact de véhicule. L'unité de contact au sol (10) comprend un corps de base (12) en forme de plaque, au moins une couche de potentiel (18) ainsi que plusieurs zones de contact (16) qui se trouvent sur une surface de charge (14) exposée du corps de base (12) sur laquelle l'unité de contact de véhicule peut venir en appui, et sont associés à la couche ou aux couches de potentiel (18). Au moins un module de protection est associé aux zones de contact (16) de la couche ou des couches de potentiel (18). Ce module ou ces modules de protection comprennent une unité de mesure de courant prévue sur trajet de courant pour la mesure de courant et un commutateur disposé sur le trajet de courant, qui est commandé, entre autres, en fonction du résultat de l'unité de mesure de courant.
EP22727290.3A 2021-05-04 2022-05-03 Unité de contact au sol Pending EP4334158A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021111481.0A DE102021111481A1 (de) 2021-05-04 2021-05-04 Bodenkontakteinheit
PCT/EP2022/061867 WO2022233881A1 (fr) 2021-05-04 2022-05-03 Unité de contact au sol

Publications (1)

Publication Number Publication Date
EP4334158A1 true EP4334158A1 (fr) 2024-03-13

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Application Number Title Priority Date Filing Date
EP22727290.3A Pending EP4334158A1 (fr) 2021-05-04 2022-05-03 Unité de contact au sol

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US (1) US20240217355A1 (fr)
EP (1) EP4334158A1 (fr)
KR (1) KR20240004545A (fr)
CN (1) CN117460640A (fr)
DE (1) DE102021111481A1 (fr)
WO (1) WO2022233881A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102023105117A1 (de) * 2023-03-01 2024-09-05 Lisa Dräxlmaier GmbH Halbleiter-basierte sicherung zum sicheren trennen eines ladestrompfads
DE102024121444A1 (de) * 2024-07-26 2026-01-29 Easelink Gmbh Bodenkontakteinheit für Fahrzeugbatterieladesystem

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITTO20060610A1 (it) * 2006-08-17 2008-02-18 Sequoia Automation Srl Sistema di biberonaggio energetico a ricarica rapida di un mezzo di trasporto a trazione elettrica, realizzato ad ogni fermata prevista dal veicolo per mezzo di una connessione effettuabile direttamente e automaticamente in prossimita' della fermata
DE102014100493A1 (de) 2014-01-17 2015-07-23 Michele Dallachiesa Ladevorrichtung und Verfahren zum elektrischen Laden von Batteriezellen
US10286799B2 (en) * 2016-08-23 2019-05-14 GM Global Technology Operations LLC Hands-free conductive battery charger for an electric vehicle
JP7393004B2 (ja) 2017-09-12 2023-12-06 イーズリンク・ゲー・エム・ベー・ハー 車両接続装置、地面接点ユニット、車両連結システム、並びに、車両接点ユニットを地面接点ユニットに自動的に導電接続するための方法
DE102018112472A1 (de) 2017-10-17 2019-04-18 easE-Link GmbH Bodenkontakteinheit für ein Fahrzeugbatterieladesystem und Verfahren zur Schaltung eines Kontaktbereiches einer Bodenkontakteinheit
DE102018123350A1 (de) * 2018-09-21 2020-03-26 Webasto SE Ladevorrichtung zum Laden eines Elektrofahrzeugs
IT201900012207A1 (it) 2019-07-17 2021-01-17 Leo Puiatti Base e sistema di contatto per la ricarica di accumulatori di energia di dispositivi mobili

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WO2022233881A1 (fr) 2022-11-10
KR20240004545A (ko) 2024-01-11
DE102021111481A1 (de) 2022-11-10
CN117460640A (zh) 2024-01-26
US20240217355A1 (en) 2024-07-04

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