WO2015103164A1 - Système de charge rapide courant continu-courant continu à base de batterie de station de charge de véhicule électrique - Google Patents

Système de charge rapide courant continu-courant continu à base de batterie de station de charge de véhicule électrique Download PDF

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Publication number
WO2015103164A1
WO2015103164A1 PCT/US2014/072606 US2014072606W WO2015103164A1 WO 2015103164 A1 WO2015103164 A1 WO 2015103164A1 US 2014072606 W US2014072606 W US 2014072606W WO 2015103164 A1 WO2015103164 A1 WO 2015103164A1
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WIPO (PCT)
Prior art keywords
battery
electric vehicle
current
grid
charger
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
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PCT/US2014/072606
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English (en)
Inventor
Hans VAN DER MEER
Virgil BEASTON
Daniel Williams
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EV4 LLC
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EV4 LLC
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Application filed by EV4 LLC filed Critical EV4 LLC
Publication of WO2015103164A1 publication Critical patent/WO2015103164A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H01M10/441—Methods for charging or discharging for several batteries or cells simultaneously or sequentially
    • 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
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • 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
    • B60L53/305—Communication interfaces
    • 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
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/51—Photovoltaic means
    • 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
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/52—Wind-driven generators
    • 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
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/53—Batteries
    • 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
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • 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
    • H02J3/00—Circuit arrangements for AC mains or AC distribution networks
    • H02J3/38—Arrangements for feeding a single network from two or more generators or sources in parallel; Arrangements for feeding already energised networks from additional generators or sources in parallel
    • H02J3/388—Arrangements for the handling of islanding, e.g. for disconnection or for avoiding the disconnection of power
    • 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
    • H02J3/00—Circuit arrangements for AC mains or AC distribution networks
    • H02J3/38—Arrangements for feeding a single network from two or more generators or sources in parallel; Arrangements for feeding already energised networks from additional generators or sources in parallel
    • H02J3/46—Controlling the sharing of generated power between the generators, sources or networks
    • 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
    • H02J7/34—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering
    • H02J7/35—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering with light sensitive cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M2010/4271—Battery management systems including electronic circuits, e.g. control of current or voltage to keep battery in healthy state, cell balancing
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • 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
    • H02J2101/00—Supply or distribution of decentralised, dispersed or local electric power generation
    • H02J2101/20—Dispersed power generation using renewable energy sources
    • H02J2101/22—Solar energy
    • H02J2101/24—Photovoltaics
    • 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
    • H02J2105/00—Networks for supplying or distributing electric power characterised by their spatial reach or by the load
    • H02J2105/30—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles
    • H02J2105/33—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles
    • H02J2105/37—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles exchanging power with electric vehicles [EV] or with hybrid electric vehicles [HEV]
    • 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
    • H02J3/00—Circuit arrangements for AC mains or AC distribution networks
    • H02J3/38—Arrangements for feeding a single network from two or more generators or sources in parallel; Arrangements for feeding already energised networks from additional generators or sources in parallel
    • H02J3/381—Dispersed generators
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/50—Photovoltaic [PV] energy
    • Y02E10/56—Power conversion systems, e.g. maximum power point trackers
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using 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
    • Y02T10/70—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
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    • 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
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T90/14—Plug-in electric vehicles
    • 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
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    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • 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
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]

Definitions

  • Efforts to reduce our dependence on burning fossil fuels have increased demand for alternative means of generating power, for vehicles in particular.
  • One method includes replacing the gasoline engine of a vehicle with one powered entirely by electricity stored in a battery.
  • a typical Direct Current fast charging station (DCFC) routes power from the grid and supplies it as DC power to the connected vehicle, yet, the power supplied by the grid may come from power plants that are just as environmentally harmful as it would be to use a gasoline powered vehicle.
  • DCFC Direct Current fast charging station
  • the cost of pulling the demanded power for a speedy recharge from the grid can be unnecessarily high.
  • the DC fast charging cannot be delivered due to insufficient power of, or access to, the electrical grid.
  • a direct current battery based fast charging system includes direct current (DC) to DC charging from the batteries to an electric vehicle.
  • the system is configured to provide fast charging capabilities to the electric vehicle and to optionally recharge the battery system of the charging station by utilizing a renewable energy collection system and a single grid connection, such as a simple, 3-wire, single phase connection to the electrical grid.
  • a user connects an electric vehicle to the charging station and requests a battery recharge. Power is routed to the battery of the electric vehicle until it is charged utilizing the battery system of the charging station, power collected by the renewable energy collection system, and power from the grid. In this way, fast charging is provided with a simple grid interface by taking advantage of the battery system in the charging system.
  • the system is configured to simultaneously provide a slow charge so that the charging station may charge two separate electric vehicles simultaneously.
  • Power for the slow charge may also utilize the battery system of the charging station, power collected by the renewable energy collection system, and power from the grid. In this way, two separate electric vehicles may receive a charge from the same charging station.
  • FIG. 1 is an example flow chart of power management in an electric vehicle charging station according to the present disclosure.
  • FIG. 2 is an example flow chart depicting a system diagram of an electric vehicle charging station.
  • FIG. 3 is an example state diagram depicting various system states of an electric vehicle charging station.
  • FIG. 4 depicts an example of an EV4 state machine according to the present disclosure.
  • FIG. 5 is an example circuit diagram of a battery management system (BMS) according to the present disclosure.
  • FIG. 6 depicts an example of a solar powered electric vehicle charging station according to the present disclosure.
  • Embodiments are disclosed herein that relate to an electric vehicle charging station including a renewable energy collection system and a grid hook-up to supply a battery system configured to charge electric vehicles on request.
  • a fast charging system may be included, where an example of fast charging requires approximately 25 minutes of charge time for a 24 kWh Battery Electric Vehicle (BEV) to charge to 80% capacity from empty.
  • BEV Battery Electric Vehicle
  • level 2 AC chargers may be installed that would generally take 6-7 hours to charge the same vehicle from empty.
  • FIG. 1 is a flow chart showing an example of how the system may be implemented.
  • An electric vehicle charging station 100 includes a connection to the grid 102, a DC/ AC power converter 104, one or more batteries 106, and electric vehicle (EV) charging system 108.
  • the present disclosure may include energy collection system 110, typically a solar panel array or wind turbine, and a DC/DC charge controller 112.
  • An additional AC/DC battery charger may be provided between battery 106 and the grid 102 for additional charging of the battery system 106, described in more detail below.
  • a user may connect their electric vehicle 109 to EV charging system 108 to request a battery recharge, wherein battery 106 discharges to the charging system 108.
  • the battery may be recharged by one or more of the grid 102 and the renewable energy collection system 110.
  • the incoming current to the battery 106 is converted to an appropriate DC voltage to interface with the battery at DC/ AC power converter 104 and DC/DC charge controller 112.
  • the battery storage system may be used to provide system back up, grid support and load balancing services.
  • Such an arrangement allows an owner to account for and generate revenue through participation in the carbon footprint offset ( EC) markets.
  • EC carbon footprint offset
  • the connection to grid 102 uses a 3 -wire single-phase 120/240 VAC hook up.
  • charge may travel bi-directionally from battery 106 to grid 102 depending on a charge demand. If the charge demand is present (e.g., the electric vehicle 109 is connected to electric vehicle charging system 108), then charge may flow from grid 102 or energy collection system 110 to battery 106 where it is further directed to flow through the electric vehicle charging system 108 to the electric vehicle 109. Additionally or alternatively, if the charge demand is not present, then the charge may flow from battery 106 to grid 102. The electric vehicle may no longer receive charge upon disconnecting from the electric vehicle charging system 108 or an electric vehicle battery reaching a threshold electric vehicle battery charge.
  • the threshold electric vehicle battery charge may represent electric vehicle battery charge at 90% or greater.
  • FIG. 2 depicts an example EV charger system 200 in more detail than that of FIG. 1, with a Level 2 (L2) AC charger and a DC/DC fast charger with the capacity to support the charging of a first EV 206 and a second EV 208, the first EV 206 being slow charged (AC) and the second EV 208 being fast charged (DC) simultaneously.
  • the solar panel structure 210 of the example system is an energy collection system feeding DC to the battery via a load box 212.
  • the solar panel structure of the example system may feed back directly to a grid 250 with single phase 120V AC through a net meter 254 and a transformer 252.
  • the grid 250 may supply power to the load box 212 through the transformer 252 and net meter 254. Power supply from grid 250 may be disabled via disconnect 256.
  • solid lines represent a power flow and dashed lines represent a transmitted signal from one component to another.
  • the load box 212 comprises a circuit breaker 214 that connects a 240VAC/40A output to a L2 AC charger and 100 A to a DC/AC battery charger 216. Therefore, the battery charger 216 may exist between only the circuit breaker 214 and the DC/DC fast charger 204, while the battery charger 216 may not exist between the circuit breaker 214 and L2 AC slow charger 202. In some embodiments, a battery charger may exist between L2 AC slow charger 202 and the circuit breaker 214. The battery charger 216 outputs 50A at 400- 480VDC. The battery charger output is routed either to a battery module 218 to recharge it, or through the DC/DC fast charger 204, which sends a 50 kW output capacity to the second EV 204.
  • the EV charger system may be used to charge a first EV and a second EV.
  • the first EV may utilize the fast charger and the second EV may utilize the slow charger.
  • the first EV and second EV may be charged simultaneously and independently of each other.
  • a first EV charging condition(s) may not affect a second EV charging condition(s).
  • the second EV charging may not affect the first EV charging. Therefore, the first EV and second EV may charge independently of each other.
  • the fast charger may include an internet connected charger controller including a resonant converter module 220.
  • the resonant converter module may be arranged to convert an input voltage into a DC output voltage that will be equal to a battery voltage of the second EV.
  • the input voltage may be a DC voltage or a pulsating DC voltage supplied from the battery bank, as shown.
  • a battery management system (BMS) may control operation 222 of the system 200 by enabling or disabling various elements, including but not limited to the battery charger 216 and the DC/DC fast charger 204 based on feedback from the battery module 218.
  • the BMS may enable battery charger 216 if an EV is connected to DC/DC fast charger 204 and battery module 218 has a low state of charge (SOC).
  • SOC state of charge
  • a low SOC may be defined as a power currently available to a battery that is lower than a charge threshold and may not be able to sufficiently charge an EV battery.
  • the DC/DC fast charger 204 may be powered entirely by the battery module 218 if the battery charger 216 is disabled.
  • the battery module may include a plurality of battery packs.
  • the battery packs may each have an amp-hour meter (AHM) and may be arranged in parallel with one another, the batteries within the packs may be arranged in series.
  • AHM amp-hour meter
  • a plurality of 6V li-ion batteries may be arranged together to form a pack.
  • the solar panel structure may be in the form of a canopy.
  • the solar panels may be used as a power feed for the battery bank in case there is no grid connection, or the grid connection is interrupted. In such a case the solar-generated current may feed the battery system and the battery system will deliver the DC/DC fast charging.
  • the solar panels may be coupled to the top of a charging station.
  • steel pipes are cantilevered to support a canopy providing shelter EV drivers from the elements.
  • the station may be equipped with 15 solar panels (4 kW capacity), one DC fast charger and one level 2 (J 1772) charger. Rainwater may be collected, filtered and distributed to the landscaping. Additionally, the charging station may be equipped with a display, such as an LED screen, for advertising purposes.
  • the battery management system may be configured to operate based on three distinct inputs, including "Ready”, “Demand”, and “Full”.
  • FIG. 3 depicts a state diagram of the embedded control programming for managing a battery management system (e.g., BMS 222) showing five available system states and the status of the three inputs that would put the system into the given state.
  • the ready (R) input is a composite input indicating the batteries have a state of charge (SOC) greater than a charge threshold and the cells meet balancing criteria.
  • the threshold may be set to the minimum state of charge needed to provide a full quick-charge session.
  • the demand (D) input indicates whether the quick charger is demanding quick-charge current.
  • the demand input which may be identified via a flag, may be detected when the DC bus AHM senses current over a demand threshold.
  • the condition of demand from the quick charger interface unit will not be detectable when the EnableQC output (EQ) is in the disable state. This is because the opening of the DC bus contactor will render the AHM unable to measure current being drawn by the quick charge unit. This means that in the recover state, the system will not detect the demand input becoming true. This means that when the system is in the recover state, it will deny quick- charge current to the quick charge unit.
  • the full (F) input indicates that the SOC may be equal to or greater than a threshold capacity, such as 90%.
  • F indicates the SOC is near a maximum capacity
  • R indicates that the SOC is above the charge threshold.
  • the charge threshold may be lower in value than the threshold capacity (e.g., 25% compared to 90%, respectively).
  • the available system states include but are not limited to idle 302, discharge 304, recover 306, and top-off 308.
  • the cannot-happen (e.g., unavailable) state 310 includes two combinations of the three input statuses that would not occur during normal operation.
  • the charge threshold may be lower than 90% of the battery's capacity, thus the system state cannot be both "full" and not "ready”.
  • system behavior goals may include: (i) responding to a demand from the quick charger to source current if the batteries are sufficiently charged, (ii) denying the demand from the quick charger if the batteries are not sufficiently charged, (iii) charging the batteries if a quick charge is not in progress and the battery state is below a charge threshold, (iv) protecting the system from damage caused by overcharging or undercharging any battery cell, and (v) maintaining balancing criteria.
  • idle 302 represents a dormant state, with the inputs indicating that the battery is neither discharging, nor recharging, as shown by D is equal to "0". Additionally or alternatively, the idle state may include a SOC being greater than or equal to a charge threshold and no input is received from an EV (e.g., no charge demand). Discharge 304 occurs at three separate input combinations, in each case instructing the battery to source a current to fulfill a user request.
  • One example input combination may include R, D, and F being equal to "1", wherein the battery system is ready to discharge power, there is a demand for discharge (e.g., an EV plugged into the discharge station), and the battery SOC is full.
  • enable grid may be equal to "1" when F is equal to "0", signifying the battery SOC is below the charge threshold and grid power may be used to charge the EV.
  • the battery SOC may fall below the charge threshold (e.g., both R and F are equal to "0"), then the BMS may signal to enter the recover state 306.
  • Recover 306 occurs after discharge 304, allowing the battery to recharge in preparation for the next demand session. During the recover state 306, requests to begin discharging current are denied. In other words, the battery SOC is too low to provide a charge to an EV even if a value of D changes to be equal to "1".
  • EQ EnableQC
  • EQ is equal to "1"
  • the battery may be charged with grid power (e.g., EG is equal to "1").
  • the battery may be recharged with a renewable energy collection system.
  • the renewable energy collection system may comprise of one or more of solar cells and a wind turbine.
  • the interruption may be allowed because the SOC of the battery is greater than the charge threshold, although being less than the threshold capacity. If no request is received, charging may continue until the battery is determined to be "full” (e.g., SOC greater than the threshold capacity).
  • the top-off state may be terminated and enter the discharge state if an EV plugs into the charging station and demands charge. Additionally or alternatively, the top-off state may be terminated if the SOC reaches the threshold capacity.
  • the battery management system may provide different operation under different conditions.
  • the operations described above may be programmed via code stored in non-transitory memory of the BMS, working together with a processor so that the various actions may be carried out.
  • the BMS includes embedded programming without any inputs from a user or a user interface. For example, only three inputs may be used with only five potential states, as described above with regard to FIG. 3.
  • the system can (1) respond to a demand from the vehicle quick charger interface to source up to 100 Amps of current only if the batteries are sufficiently charged, such as greater than a charge threshold. Further, the system may (2) deny the demand request otherwise after completion of a prior demand session. The system can (3) charge the batteries only if a quick charge is not in progress and the battery state of charge is below a threshold, such as 90%. The system can (4) reduce potential for damage caused by overcharging or undercharging any individual battery cell in the pack(s) of the battery system. Finally, the system can (5) maintain balancing criteria during demand sessions or the idle condition by transferring current among the battery packs.
  • a state diagram such as described below with respect to FIG. 4 may be used in place of, or in addition to, the diagram of FIG. 3.
  • the state diagram may be determined by a set of inputs. Thus, the inputs and outputs are described first.
  • the control system and BMS may have the following features:
  • EPCC A TRUE value will close the contactor that connects the AC to DC charger
  • battery charger where the battery charger may be any suitable battery charger, such as, but not limited to, an EPC battery charger, a Powin battery charger, an ABB battery charger, etc.) to the Battery DC output rail
  • the RELAX state 408 is a state where the system may momentarily stop re-charging the batteries to allow the cells voltages to relax after the High Cell Voltage Threshold has been exceeded. This may be to prevent the battery from overcharging. Overcharging the battery may lead to battery degradation such as battery threshold capacity decreases, dendrite formation, and/or battery fires.
  • FIG. 5 is a circuit diagram representing a working diagram of an example battery management system 500 that may be used in the system of FIG. 2.
  • the positive 502 and negative 504 power ports are configured to connect to the electric vehicle to be charged by a battery string 506.
  • the main BMS may use various detection methods to determine the condition of the system in order to determine the appropriate system state. Such methods may include detecting the current 510, voltage 512, temperature 514, and leakage 516.
  • the current may be measured with current measuring device 511.
  • the voltage and temperature detect may respectively determine the voltage and temperature of the battery.
  • the leakage detect may monitor if the battery is leaking power/charge. If any of these detections are below a respective threshold, then the BMS may signal a battery degradation and activate an indicator lamp.
  • a control area network (CAN) bus 518 may be used to send control messages to the rest of the system.
  • the messages received may include at least one command to specify the current limit for the charger.
  • the battery stack voltage is maintained by the BMS between 400 to 450VDC. The battery voltage may clamp the voltage of the DC rail feeding the charger to limit maximum voltage.
  • FIG. 6 illustrates additional details of the system. Specifically, description is provided of the battery management system (BMS) 602, which may include battery packs, control circuit boards, relay switching elements and embedded control programming.
  • BMS battery management system
  • the unit 604 may be used in the system that performs the function of an Electric Vehicle Charging Station (EVCS). As described herein, the EVCS uses batteries 606 to supplement or replace the current supplied by the charger 604 during a quick charge session. When the system is not performing a quick charge, the battery charger 604 is used to re-charge the battery stack 606. Therefore, power from the battery charger 604 may flow to either the battery stack 606 or to an EV quick charger pedestal 608.
  • the EV quick charger pedestal 608 may be similar to the electric vehicle charging system 108, with respect to FIG. 1.
  • the battery stack may either receive charge from battery charger 604 or output power to EV quick charger pedestal 608.
  • EV quick charger pedestal 608 may transfer power to an EV battery 610.
  • the EV battery 610 may stop receiving power by either a disconnection between the EV battery 610 and the EV quick charge pedestal 608 or the EV battery 610 reaching a threshold EV SOC.
  • the battery system may optionally be used as a UPS for businesses or residences.
  • a DC only system may be configured to use only DC inputs such as solar and wind, wherein no AC/DC power conversion takes place.
  • the system may be configured to utilize CHAdeMO, Tesla, and SAE standards.
  • the output of the charge controller may be in the CHAdeMO format.
  • the system described herein can be operated to provide fast DC charging without a specialized hook-up to the electrical grid while still enabling a minimum 50 kW power to charge the electric vehicle.
  • a "residential" single phase 240 VAC can be utilized with no demand charge on the grid.
  • the system may further include a user interface with code stored in memory and working with a processor for adjusting the various interfaces, chargers, etc., and may be connected to the internet so that various additional features may be provided, including billing and tracking of credits and charges, etc.
  • code may be included for enabling consumers to quantify, validate, store and use renewable energy to charge their electric vehicle. The owner may thus account for and generate revenue through participation in a carbon footprint offset market, if desired.
  • the battery management controller and battery packs may be configured as described in U.S. Patent No. 20130328530, which is incorporated herein by reference in its entirety.
  • each battery pack has battery cells, a battery pack controller that monitors the cells, a battery pack cell balancer that adjusts the amount of energy stored in the cells, and a battery pack charger.
  • the battery pack controller operates the battery pack cell balancer and the battery pack charger to control the state-of-charge of the cells.
  • two separate electric vehicles may receive an electric charge from the charging station independent of one another.
  • the charging of one electric vehicle does not affect the charging of a separate electric vehicle.
  • the charging station may provide a charge via three separate power sources including but not limited to a charging system battery, a renewable energy collection system, and a grid.
  • the charging station may return power to the grid.
  • the technical effect of providing a charging station with power from a renewable energy collection system and a grid is to allow the charging station to charge two separate electric vehicles simultaneously. Additionally or alternatively, the charging station may be able to provide power back to the grid when an electric vehicle is not connected to the charging station.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

La présente invention concerne un système de charge rapide de courant continu (CC) à base de batterie. Le système est conçu pour donner des capacités de charge rapide de courant continu à une station de charge de véhicule électrique (EV) et pour recharger le système de batterie de la station de charge au moyen d'un système de collecte d'énergie renouvelable et d'une connexion monophasée au secteur. Un utilisateur connecte un véhicule électrique à la station de charge et demande une recharge de batterie. Du courant est délivré au véhicule électrique par le système de batterie de la station de charge. Le système de batterie est rechargé par le système de collecte d'énergie renouvelable et par du courant provenant du secteur.
PCT/US2014/072606 2013-12-31 2014-12-29 Système de charge rapide courant continu-courant continu à base de batterie de station de charge de véhicule électrique Ceased WO2015103164A1 (fr)

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EP3466749A1 (fr) 2017-10-06 2019-04-10 Dr. Ing. h.c. F. Porsche AG Utilisation de deux régulateurs cc/cc dans l'électronique de puissance d'une station de charge ou station de recharge
EP3466748A1 (fr) 2017-10-06 2019-04-10 Dr. Ing. h.c. F. Porsche AG Architecture de convertisseurs pour une station de recharge electrique et station de recharge electrique correspondante
WO2019108778A1 (fr) * 2017-12-01 2019-06-06 Intertie, Incorporated Dispositifs, systèmes et procédés associés pour la conversion et la gestion d'électricité pour un échange d'énergie entre un véhicule électrique et un réseau électrique
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WO2019207068A1 (fr) * 2018-04-25 2019-10-31 Egs Entwicklungs- Und Forschungs- Gmbh Accumulateur d'énergie avec commande pour station de charge
US10483770B2 (en) 2017-05-31 2019-11-19 Honda Motor Co., Ltd. Vehicle charging station having degraded energy storage units and methods thereof
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FR3100941A1 (fr) * 2019-09-12 2021-03-19 Renault S.A.S Système de charge bidirectionnelle d’une batterie de véhicule automobile à sources d’énergie multiples
CN114475287A (zh) * 2020-11-12 2022-05-13 沃尔沃汽车公司 用于为电动车辆的电池充电的充电系统和方法
EP4148863A3 (fr) * 2019-03-06 2023-05-24 Fermata, LLC Procédés d'utilisation de données de température pour protéger l'état de batterie de véhicule électrique pendant l'utilisation d'un chargeur bidirectionnel
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US12528370B2 (en) 2014-10-09 2026-01-20 Paired Power, Inc. Electric vehicle charging systems and methods
US10589633B2 (en) 2016-06-28 2020-03-17 Ford Global Technologies, Llc Fast charging battery system
ES2674493A1 (es) * 2016-12-30 2018-07-02 Albufera Integration, S.L. Estación de recarga de vehículos eléctricos aislada de la red
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US10483770B2 (en) 2017-05-31 2019-11-19 Honda Motor Co., Ltd. Vehicle charging station having degraded energy storage units and methods thereof
US10974612B2 (en) 2017-10-06 2021-04-13 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Use of two DC/DC controllers in the power electronics system of a charging station or electricity charging station
EP3466749A1 (fr) 2017-10-06 2019-04-10 Dr. Ing. h.c. F. Porsche AG Utilisation de deux régulateurs cc/cc dans l'électronique de puissance d'une station de charge ou station de recharge
EP3466748A1 (fr) 2017-10-06 2019-04-10 Dr. Ing. h.c. F. Porsche AG Architecture de convertisseurs pour une station de recharge electrique et station de recharge electrique correspondante
RU2701510C1 (ru) * 2017-10-06 2019-09-27 Др. Инж. х.к. Ф. Порше АГ Конфигурация преобразователя для электрической зарядной станции и соответствующая электрическая зарядная станция
US10933764B2 (en) 2017-10-06 2021-03-02 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Converter configuration for an electricity charging station and corresponding electricity charging station
WO2019108778A1 (fr) * 2017-12-01 2019-06-06 Intertie, Incorporated Dispositifs, systèmes et procédés associés pour la conversion et la gestion d'électricité pour un échange d'énergie entre un véhicule électrique et un réseau électrique
US10882412B2 (en) 2017-12-01 2021-01-05 Intertie, Incorporated Devices, systems, and related methods for power conversion and management
IT201800002539A1 (it) * 2018-02-09 2019-08-09 Alfazero S P A Stazione di ricarica per veicoli elettrici
US11760214B2 (en) 2018-04-25 2023-09-19 EGS Entwicklungs—und Forschungs—GmbH Digital access system for vehicles for externally controlled loading processes
WO2019207068A1 (fr) * 2018-04-25 2019-10-31 Egs Entwicklungs- Und Forschungs- Gmbh Accumulateur d'énergie avec commande pour station de charge
EP4148863A3 (fr) * 2019-03-06 2023-05-24 Fermata, LLC Procédés d'utilisation de données de température pour protéger l'état de batterie de véhicule électrique pendant l'utilisation d'un chargeur bidirectionnel
US11958376B2 (en) 2019-03-06 2024-04-16 Fermata Energy Llc Methods for using cycle life data to protect electric vehicle battery health during use of bidirectional charger
FR3100941A1 (fr) * 2019-09-12 2021-03-19 Renault S.A.S Système de charge bidirectionnelle d’une batterie de véhicule automobile à sources d’énergie multiples
CN114475287A (zh) * 2020-11-12 2022-05-13 沃尔沃汽车公司 用于为电动车辆的电池充电的充电系统和方法
CN114475287B (zh) * 2020-11-12 2024-03-08 沃尔沃汽车公司 用于为电动车辆的电池充电的充电系统和方法
WO2023222256A1 (fr) 2022-05-19 2023-11-23 Eaton Intelligent Power Limited Appareil de charge et procédé pour fournir une puissance de charge
DE112023002326T5 (de) 2022-05-19 2025-03-13 Eaton Intelligent Power Limited Ladevorrichtung und Verfahren zum Bereitstellen eines Ladestroms
DE102023126549A1 (de) * 2023-09-28 2025-04-03 ERLOS Produktion und Montagen GmbH Ladeeinrichtung zum Laden eines Elektrofahrzeuges sowie Verwendung einer Ladeeinrichtung

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