WO2009038976A2 - Système de charge largement déployable pour véhicules - Google Patents

Système de charge largement déployable pour véhicules Download PDF

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Publication number
WO2009038976A2
WO2009038976A2 PCT/US2008/075155 US2008075155W WO2009038976A2 WO 2009038976 A2 WO2009038976 A2 WO 2009038976A2 US 2008075155 W US2008075155 W US 2008075155W WO 2009038976 A2 WO2009038976 A2 WO 2009038976A2
Authority
WO
WIPO (PCT)
Prior art keywords
arrays
vehicle
elements
array
conductive
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.)
Ceased
Application number
PCT/US2008/075155
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English (en)
Other versions
WO2009038976A3 (fr
Inventor
Satyajit Patwardhan
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.)
Individual
Original Assignee
Individual
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
Priority claimed from US12/168,137 external-priority patent/US8307967B2/en
Application filed by Individual filed Critical Individual
Publication of WO2009038976A2 publication Critical patent/WO2009038976A2/fr
Publication of WO2009038976A3 publication Critical patent/WO2009038976A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R13/00—Details of coupling devices of the kinds covered by groups H01R12/70 or H01R24/00 - H01R33/00
    • H01R13/02—Contact members
    • H01R13/22—Contacts for co-operating by abutting
    • 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
    • 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
    • B60L53/31—Charging columns specially adapted for electric vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R43/00—Apparatus or processes specially adapted for manufacturing, assembling, maintaining, or repairing of line connectors or current collectors or for joining electric conductors
    • H01R43/26—Apparatus or processes specially adapted for manufacturing, assembling, maintaining, or repairing of line connectors or current collectors or for joining electric conductors for engaging or disengaging the two parts of a coupling device
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/16—Driver interactions by display
    • 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

  • Figure 2 Electrical connections and geometry definition.
  • Figure 3 Splitting the L-connector conductors.
  • Figure 4 Front underside mounting.
  • Figure 5 Underside mounting.
  • Figure 6 Actuating Mechanism.
  • Figure 7 Mechanical system: Configuration 1.
  • Figure 8 Mechanical system: Configuration 2.
  • Figure 9 Equal force distributor replacement mechanism for link 10.
  • Figure 10 Alignment preserving replacement mechanism for link 10
  • Figure 11 Electrical connections, interlock and geometry definition
  • Figure 12 Steps to select contacting conductors, executing on microprocessor A.
  • Figure 13 Steps to select contacting conductors, executing on microprocessor A.
  • Figure 14 Steps to select contacting conductors, executing on microprocessor A.
  • Figure 15 Connection quality check.
  • Figure 16 Using parking brake or similar lever for charging mechanism actuation.
  • Figure 17 L and S connector (Grid style)
  • Overhead pantographs (RE29994, US3955657, US5651434) AU such systems are bulky intrusive configurations that need involved installation and maintenance of overhead bus bars. These systems also involve single energy transfer channel due to the cross bars with single conductors. The second connectivity channel is taken from underground connection. This leaves no room for additional channels for energy transfer interlocks, which are crucial from the operational safety viewpoint.
  • Electromagnetic radiation coupling (US7068991, US6792259, US6114834, US5982139) A handful of patents refer to a narrow radiation beam emanating from an infrastructure device and hitting energy receiving devices on the roof of vehicles. Such systems still need a fair amount of manual alignment, but most importantly have very limited energy transfer rates for a safe level of radiation.
  • Conical / compliant receptacles (US7023177, US6614204, US5850135, US5696367, US5498948, US5272431) These systems offer a limited tolerance to vehicle to parking stall misalignments. The operator is still expected to home into the receiving or compliant zone of the receptacle and stop just in time not to push against the infrastructure. In addition to expecting specific behavior from drivers, an accidental poor alignments as well as fast approach pose collision threat and will degraded the operation and reliability of such systems. Widely deployable charging system for vehicles.
  • US5651434 has two overhead cables and the vehicle has a pantograph with two contactors insulated from each other. Due to the one to one correspondence between the infrastructure side and vehicle side contactors, this arrangement necessitates the two cables as well as the two pantograph connectors be separated laterally by the worst case lateral misalignment specs of the vehicle plus the lateral dimension of the pantograph contactors, making it a bulky system, which is difficult to extend beyond two connectivity channels, a prime safety requirement from ground fault detection viewpoint.
  • US5523666 has features similar to contactor array structures; however it still depends on the mating pair of contactors to be brought together by active positioning.
  • the one to one correspondence between the infrastructure and vehicle side connectors means relatively precise alignment at least in one direction, between the corresponding connectors is required.
  • This alignment in the US5523666 is made by active positioning of the infrastructure rails and suffers from the consequent disadvantages of an active positioning system. Widely deployable charging system for vehicles.
  • US5252078 is very similar to US5523666, except the relatively positioning of the mating connectors is achieved by passive compliant members. Both US5252078 and US5523666 suffer from the disadvantages of a system requiring precise alignment- whether passive or active, as well as carry potential for damage and reduced reliability and safety due to drivers accidentally driving into the system.
  • US4158802 is an overhead contactor system with one to one contactor correspondence between vehicle and infrastructure. Consequently suffers from either precise positioning or too large contactor spacing and size. As described, this system is also bulky and needs involved installation.
  • US4850879 is a front bumper variation of US6307347. Both, US4850879 as well as US6307347 describe conductor arrays that have contiguous domains of conductors that are electrically connected to each other and represent one single large conductor. Corresponding to one conductor (or a group of conductors that are electrically connected to each other) on ground, there is one and only one conductor on the vehicle that the ground conductor is permitted to pair with. All inventions based on one to one conductor pairing necessitate large individual conductors (or group of conductors) or accurate positioning. In case of US4850879, former is true. Additionally, US4850879 can be damaged due to accidental driving in.
  • a mechanical, electrical and telecommunication arrangement to transfer electrical energy to a vehicle is described in this invention.
  • At the core of the system is a pair of linear arrays of conductive elements insulated from each other.
  • a specific rendition where one of the arrays is a 1x7 array (labeled as S -Connector) and the other is a 2x1 labeled L connector is shown in the Figure 1.
  • One of the connectors (either S or L connector) is placed on the infrastructure side and the other on a vehicle. When the array on the vehicle is in the proximity of the array on the ground, such that the two have an overlap, one or both of the arrays are moved towards each other. This causes the array elements - labeled as "conductors", to mate and form an electrical contact in the overlap region.
  • an arbitrary group of conductors from S connector may come in contact with an equally arbitrary group of conductors from L-connector.
  • a series of switches connected to each of the contactors, in cooperation with a microprocessor select the contactors in the overlap region for use in the energy transfer process.
  • the lengths of the array and their relative orientation to each other allows for a tolerance in the accuracy of parking a vehicle.
  • the length of each of the S and L connectors is the amount of allowable parking tolerance in lateral and longitudinal direction, and is a direct design variable to cover the parking inaccuracies in the respective directions. The following paragraph describes further design procedure to ensure realiable contact between the elements of two arrays upon contacting each other.
  • a microprocessor reads the potential on each of the S-connector conductors (see Figure 2). Using these measurements, the microprocessor can figure out the specific conductors on the S- connector that have mated with conductors on L connector as well as their polarity. In turn the microprocessor switches on the appropriate MSOFETs from the Switch Bank, to ensure correct electrical polarity to appear at the Load+ and Load- terminals in Figure 2. Widely deployable charging system for vehicles.
  • the conductors on the L-connector can be divided into smaller pieces as shown in Figure 3.
  • a switching bank (not shown) similar to the one shown in Figure 2, is used to power up only the mating L- connector conductors. This ensures that unused and possibly exposed L-connector conductors carry no electrical potential. This improves safety and eliminates accidental short circuits.
  • the voltages used across the mating connectors can be any low voltages such as 12 or 24V.
  • Electronic pre and post processing will be used to down and up convert the low interface voltages to any desired input / output voltages. This is to further enhance safety and reduce operational hazard.
  • Figure 4 and Figure 5 show two such examples. Both of these examples show the infrastructure side connector mounted on the pavement. One can think of many alternate locations and mechanisms with or without pavement mount.
  • Figure 6 shows an actuating mechanism to mate the two connectors.
  • the motor 1- mounted on vehicle actuates a feed screw 2.
  • the other end of the feed screw is mounted on bearings 12, which is also attached to the vehicle. This bearing can sense the vertical bearing force.
  • the link 8 is connected to the feed screw 2 by a feed nut 3.
  • the link 8 further connects up with link 10 with a pin.
  • One end of link 10 is pivoted on link 5 and the other end carries a solid rubber tire 11 and one of the connectors - either S or L.
  • the link 5 is pivoted to vehicle using member 7.
  • the tension spring 9 is anchored to vehicle at one end exerts an upward pull on the member 10 by being in tension at the position shown.
  • the compression spring 6 normally pushes member 5 against the stop 4.
  • the stop 4 is attached to the vehicle.
  • the mechanism stays in its retracted position 15 when the vehicle is in motion.
  • a microprocessor runs the motor 1 and first brings the mechanism in to position 16 in which the connector 13 (S or L) just touches the connector 14 (L or S). During this motion, the link 5 continues to be pushed by spring 6 against stop 4. The motor 1 then moves further and the connector 13 moves from position 16 to 17. During this motion, the link 5 moves against the spring 6.
  • the motor continues to push till a certain force is measured at the bearings 12.
  • the bearing force sensor is optional. Same information can be sensed by monitoring the motor current.
  • the last part of the motion from position 16 to 17 causes the conductors to slide against each other with a sizable interface force, thus ensuring a good quality contact by cleaning the debris and any oxide film that may
  • the mechanism is able to operate with a wide range of initial separation between connector 13 and 14.
  • the link 10 will extend till it encounters the reaction from the Widely deployable charging system for vehicles.
  • the overall mechanical system can be configured in many ways. Two examples are shown in Figure 7 and Figure 8.
  • the Configuration #1 ( Figure 7) uses only one motor for actuation and exerts almost equal forces on the two (right and left) copies of the link 10.
  • the Configuration #2 ( Figure 8) uses two independent copies of the actuating mechanism. After the connectors 13 and 14 have made their initial contact, the location (along the connector 13) of the contact point will be sensed through a capacitive proximity sensor (not shown) and appropriate forces are applied to the two copies of the link 10, such that the moments of these forces are balanced about the contact point. The force computations being done by the microprocessor after the contact point sensing.
  • the two forces will be applied such that the connector 13 swings through some small positive and negative angle, while monitoring the quality of the connection using a small dummy potential applied to the connector 14. Once a good quality connection is sensed, the force proportion on the two actuators will be frozen for subsequent motion.
  • Figure 7 and Figure 8 also show energized coils (or permanent magnets) Cl, C2 and magnetometers H.
  • the magnetic field emanating from energized coils (or magnets) Cl and C2 will be sensed by magnetometer H.
  • the sensed magnetic field will be converted to relative position between connector 14 and 13. This information will be provided to user via a user interface. This information will be used as an optional feedback to the user during parking.
  • the magnetic field from Cl and C2, as sensed by the magnetometers H will be distinguished by polarity or timing.
  • Fail safe features In the normal circumstances, an electronic interlocking with the ignition key of the vehicle will be employed to ensure that the mechanism is fully retracted before the vehicle starts to move.
  • the first feature is the soft rubber wheel 11, which will smoothly rotate upon touching the road, thus causing no harm to the drivability of the vehicle.
  • the second feature kicks in.
  • the breakable link 8 will break up under the road forces that are transmitted to it via wheel 11 and link 10. Once broken, the spring 9 will pull the linkage 10 up to its retracted position or close to it.
  • the pin connecting the link 8 and lead nut 3 can be a breakable link to achieve a similar fault protection.
  • the motor 1, the feed screw 2 and the feed nut 3 will be eliminated.
  • the link 8 will be replaced by mechanisms such as shown in Figure 9 and Figure 10.
  • the mechanism in Figure 9 is an equal force distribution mechanism in which the two copies of the link 10 will be pushed down with almost equal force.
  • the mechanism in Figure 10 is an alignment preserving mechanism in which the connector 13 will be kept parallel to its original position.
  • the motor 1, the feed screw 2 and feed nut 3 will be replaced by a pneumatic cylinder.
  • the air supply can be centrally or locally heated. The heated air will be intentionally leaked out of the pneumatic cylinder periodically to melt away any accumulated snow or frozen moisture in cold weather. The periodic hot air bursts will also help clear away any normal debris that may have accumulated on the actuating mechanism.
  • Widely deployable charging system for vehicles Widely deployable charging system for vehicles.
  • heating elements can be embedded in the conducting arrays to ensure all surface moisture is melted away.
  • a dust cover to cover the retracted position of the connector 13 and its moving linkage.
  • Static and movable parts of the connector are configurable. In one configuration, static connector is on the infrastructure side, enabling wide scale deployment. In other configuration, the static connector is on the vehicle, minimizing changes required on the vehicle.

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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)
  • Manufacturing & Machinery (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un système mécanique et électrique de télécommunication permettant de relier électriquement un véhicule à une source d'électricité pour transférer de l'énergie au véhicule. Dans un mode de réalisation, le système présente une partie fixe sur le côté de la route ou de l'infrastructure et un élément mobile sur le véhicule. Le système est conçu pour tolérer un mauvais alignement d'un véhicule stationné par rapport à l'emplacement de stationnement. Le composant du côté de l'infrastructure ou de la route du système mécaniquement fixe est conçu pour être robuste et est en conséquence largement déployable. Le système ainsi que l'élément mobile sont à sécurité intégrée et ne représentent pas une menace pour l'homme, que le véhicule soit en charge ou qu'il partage la route avec d'autres véhicules. Un composant important du système est une paire de bandes isolantes rigides comportant chacune une série de conducteurs et placées en formant approximativement un angle droit entre elles. L'une des bandes est montée sur le côté de l'infrastructure ou de la route et l'autre est montée sur le véhicule. Les deux bandes couvrent le mauvais alignement longitudinal du véhicule stationné. Tant que les deux bandes se chevauchent, la connexion peut être établie par les conducteurs situés dans la région de chevauchement. Le système est conçu pour ne fonctionner qu'en présence du véhicule et seulement si on souhaite le raccorder à la partie fixe du côté de l'infrastructure ou de la route.
PCT/US2008/075155 2007-07-04 2008-09-04 Système de charge largement déployable pour véhicules Ceased WO2009038976A2 (fr)

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
US94795407P 2007-07-04 2007-07-04
US60/947,954 2007-07-04
US95224807P 2007-07-27 2007-07-27
US60/952,248 2007-07-27
US3526808P 2008-03-10 2008-03-10
US61/035,268 2008-03-10
US12/168,137 US8307967B2 (en) 2007-07-04 2008-07-06 Widely deployable charging system for vehicles
US12/168,137 2008-07-06

Publications (2)

Publication Number Publication Date
WO2009038976A2 true WO2009038976A2 (fr) 2009-03-26
WO2009038976A3 WO2009038976A3 (fr) 2009-05-14

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Application Number Title Priority Date Filing Date
PCT/US2008/075155 Ceased WO2009038976A2 (fr) 2007-07-04 2008-09-04 Système de charge largement déployable pour véhicules

Country Status (1)

Country Link
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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL1037508C2 (nl) * 2009-11-27 2011-05-30 Ecofys Invest B V Inrichting voor het opladen van een elektrisch voertuig alsmede een elektrische plug.
WO2018086884A1 (fr) * 2016-11-08 2018-05-17 easE-Link GmbH Dispositif de connexion de véhicule, système de connexion de véhicule et véhicule
WO2018137542A1 (fr) * 2017-01-25 2018-08-02 华为技术有限公司 Système de pile de charge
CN110920448A (zh) * 2019-12-24 2020-03-27 重庆国翰能源发展有限公司 一种一机四桩充电桩的电力变换模块控制方法
CN114394025A (zh) * 2022-03-01 2022-04-26 深圳泊链软件有限公司 一种交流充电桩的充电方法、系统、终端以及存储介质
WO2022199770A1 (fr) * 2021-03-25 2022-09-29 Jamshid Arianassl Système de charge robotique et procédé de charge d'une batterie d'un véhicule électrique intelligent en mouvement

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US6436051B1 (en) * 2001-07-20 2002-08-20 Ge Medical Systems Global Technology Company, Llc Electrical connection system for ultrasonic receiver array
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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL1037508C2 (nl) * 2009-11-27 2011-05-30 Ecofys Invest B V Inrichting voor het opladen van een elektrisch voertuig alsmede een elektrische plug.
WO2011065816A3 (fr) * 2009-11-27 2012-07-26 Ecofys Investments B.V. Fiche électrique pour charger un véhicule électrique
WO2018086884A1 (fr) * 2016-11-08 2018-05-17 easE-Link GmbH Dispositif de connexion de véhicule, système de connexion de véhicule et véhicule
WO2018137542A1 (fr) * 2017-01-25 2018-08-02 华为技术有限公司 Système de pile de charge
US10919403B2 (en) 2017-01-25 2021-02-16 Huawei Technologies Co., Ltd. Charging pile system with a plurality of charging piles switchable in series and parallel
CN110920448A (zh) * 2019-12-24 2020-03-27 重庆国翰能源发展有限公司 一种一机四桩充电桩的电力变换模块控制方法
WO2022199770A1 (fr) * 2021-03-25 2022-09-29 Jamshid Arianassl Système de charge robotique et procédé de charge d'une batterie d'un véhicule électrique intelligent en mouvement
CN114394025A (zh) * 2022-03-01 2022-04-26 深圳泊链软件有限公司 一种交流充电桩的充电方法、系统、终端以及存储介质
CN114394025B (zh) * 2022-03-01 2023-11-14 深圳泊链软件有限公司 一种交流充电桩的充电方法、系统、终端以及存储介质

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