NL2006446C2 - System for charging the battery of at least one electric vehicle, charger and method. - Google Patents

System for charging the battery of at least one electric vehicle, charger and method. Download PDF

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Publication number
NL2006446C2
NL2006446C2 NL2006446A NL2006446A NL2006446C2 NL 2006446 C2 NL2006446 C2 NL 2006446C2 NL 2006446 A NL2006446 A NL 2006446A NL 2006446 A NL2006446 A NL 2006446A NL 2006446 C2 NL2006446 C2 NL 2006446C2
Authority
NL
Netherlands
Prior art keywords
power
phase
charger
control
power source
Prior art date
Application number
NL2006446A
Other languages
Dutch (nl)
Inventor
Egbert Wouter Joghum Robers
Wouter Smit
Crijn Bouman
Ali Ugur
Original Assignee
Epyon B V
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 Epyon B V filed Critical Epyon B V
Priority to NL2006446A priority Critical patent/NL2006446C2/en
Priority to PCT/NL2012/050172 priority patent/WO2012128626A2/en
Priority to TW101109822A priority patent/TW201310855A/en
Application granted granted Critical
Publication of NL2006446C2 publication Critical patent/NL2006446C2/en

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—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
    • H02J3/12—Circuit arrangements for ac mains or ac distribution networks for adjusting voltage in ac networks by changing a characteristic of the network load
    • H02J3/14—Circuit arrangements for ac mains or ac distribution networks for adjusting voltage in ac networks by changing a characteristic of the network load by switching loads on to, or off from, network, e.g. progressively balanced loading
    • 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
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • 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
    • B60L53/20—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 converters located in the vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J13/00—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network
    • H02J13/00032—Systems characterised by the controlled or operated power network elements or equipment, the power network elements or equipment not otherwise provided for
    • H02J13/00034—Systems characterised by the controlled or operated power network elements or equipment, the power network elements or equipment not otherwise provided for the elements or equipment being or involving an electric power substation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—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
    • H02J3/26—Arrangements for eliminating or reducing asymmetry in polyphase networks
    • 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
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • 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
    • B60L2210/00—Converter types
    • B60L2210/20—AC to AC converters
    • 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
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/529—Current
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J13/00—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network
    • H02J13/00006—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network characterised by information or instructions transport means between the monitoring, controlling or managing units and monitored, controlled or operated power network element or electrical equipment
    • H02J13/00016—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network characterised by information or instructions transport means between the monitoring, controlling or managing units and monitored, controlled or operated power network element or electrical equipment using a wired telecommunication network or a data transmission bus
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J13/00—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network
    • H02J13/00006—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network characterised by information or instructions transport means between the monitoring, controlling or managing units and monitored, controlled or operated power network element or electrical equipment
    • H02J13/00028—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network characterised by information or instructions transport means between the monitoring, controlling or managing units and monitored, controlled or operated power network element or electrical equipment involving the use of Internet protocols
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/50—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads
    • H02J2310/56—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads characterised by the condition upon which the selective controlling is based
    • H02J2310/58—The condition being electrical
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/50—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads
    • H02J2310/56—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads characterised by the condition upon which the selective controlling is based
    • H02J2310/58—The condition being electrical
    • H02J2310/60—Limiting power consumption in the network or in one section of the network, e.g. load shedding or peak shaving
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/50—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads
    • H02J2310/66—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads one of the loads acting as master and the other or others acting as slaves
    • 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
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B70/00—Technologies for an efficient end-user side electric power management and consumption
    • Y02B70/30—Systems integrating technologies related to power network operation and communication or information technologies for improving the carbon footprint of the management of residential or tertiary loads, i.e. smart grids as climate change mitigation technology in the buildings sector, including also the last stages of power distribution and the control, monitoring or operating management systems at local level
    • Y02B70/3225—Demand response systems, e.g. load shedding, peak shaving
    • 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
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02B90/20—Smart grids as enabling technology in buildings sector
    • 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
    • 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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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
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    • 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
    • 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
    • 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
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • 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]
    • 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
    • Y04S20/00—Management or operation of end-user stationary applications or the last stages of power distribution; Controlling, monitoring or operating thereof
    • Y04S20/20—End-user application control systems
    • Y04S20/222—Demand response systems, e.g. load shedding, peak shaving
    • 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
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/12—Remote or cooperative charging
    • 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
    • Y04S40/00—Systems for electrical power generation, transmission, distribution or end-user application management characterised by the use of communication or information technologies, or communication or information technology specific aspects supporting them
    • Y04S40/12—Systems for electrical power generation, transmission, distribution or end-user application management characterised by the use of communication or information technologies, or communication or information technology specific aspects supporting them characterised by data transport means between the monitoring, controlling or managing units and monitored, controlled or operated electrical equipment
    • Y04S40/124—Systems for electrical power generation, transmission, distribution or end-user application management characterised by the use of communication or information technologies, or communication or information technology specific aspects supporting them characterised by data transport means between the monitoring, controlling or managing units and monitored, controlled or operated electrical equipment using wired telecommunication networks or data transmission busses

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

Description

System for charging the battery of at least one electric vehicle, charger and method
The present invention relates to a system for charging at least one electric vehicle, a charger for use in such a system, and a method for operating such a system. In particular 5 the invention relates to such a system that can be coupled to an existing power supply, such as a transformer in an (urban) power substation.
Electric vehicles are gaining more and more terrain on today’s market. But they still have to go a long way to achieve the same status as the conventional vehicles. Chargers have 10 to be placed at various locations inside and outside the urban area to enable more people using electric vehicles. A charger in urban area is usually connected to a substation transformer, which also delivers power to other loads in the urban area, for example street lighting and buildings. A substation receives its power from the transmission network, the power is then stepped down in voltage with a transformer and sent to a 15 wiring bus from where the wiring fans out to the charger and to other local loads. There are different factors that limit the power delivered to the loads by the substation. For example a charger can have a peak power demand which in combination with (peak levels of) other loads connected to the substation can result in exceeding of the power rating of the substation transformer or of the electricity cable between the substation and 20 the loads. It is also possible that the power is limited by circuit breakers, in case of exceeding the power limit the circuit breakers will disconnect the electricity.
The international patent application PCT/NL2011/050020 by the same applicant, proposes a solution for this problem. But this solution doesn’t solve the problem of 25 asymmetry between the phases.
In the emerging markets of electric vehicles, two types of charging systems are becoming standard: AC for slow charging and DC for fast charging. The AC charging system makes use of the onboard charger of the vehicle for charging the battery, in case of the 30 DC charging system an offboard charger of the charging station is used. The industry is currently developing DC fast chargers and is trying to solve practical problems that occur during installation and exploitation of such systems.
2
One of the problems that is encountered during installation of charging points (both AC and DC) is to get the electricity connection. Arranging the connections can be a time consuming task and it occurs frequently that unexpected costs pop up for the placement of circuit breakers and/or metering compartments.
5
In a specific situation the AC charge posts are powered by the same connection as a DC charge station, in order to ease the installation of it. In this way, only one utility connection has to be made for a plurality of charge points. The DC charge station is then powered by a plurality of outputs of the multi-phase power supply and the DC charge 10 station from now on called multi-phase DC charge station, and the AC charge post is powered by one output of the multi-phase power supply. A multi-phase power supply can offer on its outputs a plurality of alternating currents which are equally shifted in phase. A common example is a three-phase supply, which can deliver three-phase alternating currents.
15
Powering the single-phase AC charge post and the multi-phase DC charge station from the same multi-phase supply will result in asymmetric loading of it, because in this way more power is drawn from one phase than the other remaining phases. When the power consumption from one phase output reaches a maximum, no additional power can be 20 drawn by the DC charge station from the multi-phase power supply, irrespective of the power drawn from the remaining phase outputs. This may result in a situation wherein not all the available power capacity is utilized on the remaining phase outputs.
It is a goal of the present invention to provide a solution for the above mentioned 25 disadvantages.
The invention thereto proposes a system for charging a battery of at least one electric vehicle, comprising at least one sensor, arranged for measuring at least one parameter representing a power supplied by the phase output of the power supply or an asymmetry 30 between the phase outputs of the power supply, and providing at least one sensor signal representing the value of the at least one parameter, a controller coupled to the at least one sensor at the power output of the power supply for receiving all sensor output signals, and coupled to the charging configuration for controlling the power of the power 3 converter thereof, wherein the controller is configured for controlling the power exchanged for at least one phase of the power supply and the charging configuration according to a control model, the control model taking into account at least the calculated power and a setting, a charging configuration comprising at least one multi-5 phase charger for a battery of at least one electric vehicle, the charger comprising at least one first multi -phase power exchange port, for exchanging electric power with a multiphase power supply, at least one second power exchange port, for exchanging electric power with a battery of a vehicle to be charged, a controllable power converter for converting power between the first multi-phase power exchange port and the second 10 power exchange port, and/or a number of single phase chargers, each charger comprising at least one first power exchange port, for exchanging electric power with a phase output of a multi-phase power supply, at least one second power exchange port, for exchanging electric power with a battery of a vehicle to be charged, a controllable power converter for converting power between the first and the second power exchange port.
15
The system according to the invention offers several advantages. By measuring the output power of each phase with at least one sensor, the available power per phase can be calculated hence called the calculated power, once the power limit per phase is known. Usually, this power limit is given, as the power rating of the power supply, which 20 may be a random point in a distribution grid, but more specifically, it may be a transformer in a power substation or any other utility connection. Calculating the available power per phase enables the controller to adjust the power consumption by each phase of a multi-phase charger or by the single-phase charger coupled to each phase of the power supply.
25
An advantage with respect to the state of the art is that each of the phase outputs of the multi-phase power supply can be used to its maximum power capacity. By using the present invention the maximum available power can be drawn from the multi-phase power supply, even when it’s loaded with chargers which can introduce unbalance 30 between the phases. For example a single-phase charger connected to a multi-phase power supply.
Another advantage is that the power drawn from all phases can be controlled. That means that the system according to the invention can be used to correct the total power factor, or correct any unbalance between the phases caused by other loads.
4 5 In one embodiment where one multi-phase charger is used as part of the invention, the charger needs to be configured such that it can be controlled for each phase independently by the controller, the total power drawn from the utility connection can be maximized and symmetrised even when one or more single phase AC loads, causing an unbalance, are connected to the same utility connection. In this way, all phases of the 10 utility connection are used at their maximum capacity. The controller controls the charger, and in particularly the power converter of it by adjusting the duty cycle of the pulse-width modulation signal applied to the power converter, or control signals issued by controller over the ethernet connection or other communication means. The controller can also switch the power converter on or off.
15 A power converter of this type may be referred to as an asymmetric power-converter, and it may further include a capacitor for filtering the ripple on the current. This can also be an internal or external buffer battery. An asymmetric power converter may comprise AC-DC converters for each phase, and an internal DC bus or rail, to which its second power exchange ports may be coupled. This can be directly, or by means of a output 20 power converter. The controller is adapted to control each phase of the power converter independently.
According to the present invention, it is therefore enabled to reschedule or adjust its own power demand to prevent overloading the substation or any utility connection, in 25 particular the transformer thereof. To do this efficiently one should know how much power is demanded by the other loads connected to the substation, hence how much power is available for the charger or chargers. The sensor may thereto be positioned such that it measures a parameter that represents the total power supplied by the power supply, or the power drawn by at least some of the other loads. “Other” is used here to 30 indicate in principle all loads except for the charger or chargers. In certain cases, it may not be necessary to measure the power drawn by all loads, for example when a specific load is insignificant, or constant, so that its value can be taken into account in a calculation. In general, the at least one sensor is arranged for measuring at least one 5 parameter representing either a total power delivered by the power supply to its loads or a power delivered to a number of loads except for the at least one charger.
A multi-phase power supply may be any defined node in the power net. In particular it 5 may be a multi-phase transformer in a (sub)station of an urban power grid or (an household or industrial) electric utility connection, since this may be a particular node where placement of a charger can be desired. If the peak voltage level of the node is constant or may be assumed constant, a simple way to determine the power supplied by a certain node is to measure the current at said node by a sensor. The sensor may thus be a 10 current sensor, for example a current clamp. The sensors may be placed after the transformer for each phase, and thus on the common wires of the other loads and chargers. It is also possible that the sensors are placed on each branch of an individual load or charger.
15 The present invention provides the advantage that the charger or chargers can respond to changes on the available power by decreasing the charge power delivered to the electric vehicle when the power demand of the other loads increase, and by increasing the charge power delivered to the electric vehicle when the power demand of the other loads decreases. In this way the power rating of the power supply will not be exceeded and the 20 capacity of the power supply and/or the electricity grid will be fully utilized.
The charger may be a part of a charging station, or may be an onboard charger in an electric vehicle. The charging configuration can be an charging station, onboard charger or a combination thereof.
25
The controller may form part of the multi-phase charger, but it may also be a separate unit in a network, and for example be implemented at a central server, or form part of a central server. In case of multiple single phase chargers, a common controller controls the separate power converters.
30
In one specific embodiment the controller is part of or can interact with a computer network which is configured to receive data from third parties related to the symmetry of loads within a specific part of the electricity grid. The transformer is a part of the 6 electricity grid, and there may be other transformers in the same area of the grid. When there is some asymmetry introduced by a load at some place in the electricity grid, this can be measured by a sensor integrated with a transformer. The sensor signal is provided to the computer network which controls or delivers the sensor signal to the remote 5 chargers. By adapting the power demand of the chargers per phase the asymmetry in the electricity grid can be compensated.
In an embodiment, the predetermined setting is a power rating such as a peak level and or a maximum continuous power level of the power supply and the control model further 10 comprises the steps of comparing the power delivered by the power supply with a power rating of the power supply, and controlling the power exchange between the power supply and the at least one charger such that the power rating of the power supply is not exceeded.
15 There are several ways to configure the controller. In the most simple way, a peak power level or power rating of the power supply is used as a (threshold) setting. As soon as the total power supplied by the power supply to all of its loads crosses the setting, the controller decreases the power exchanged with the first power exchange port of the charger. There could be more than one charger connected to a phase of the power supply 20 and this phase may be monitored by one sensor on the common wire of the chargers. To determine in this situation the share of one of the chargers in the total power consumption one of the chargers is switched off and the power consumption will be measured again. To determine which charger is connected to which phase. In a more sophisticated embodiment, a more complex (for example electric and thermal) model of 25 the power supply - for example a transformer - may be implemented in the controller, and a more precise and effective control may take place, for example making use of a PI, DD or PID control scheme. In the control scheme, various parameters can be taken into account, for example electric parameters such as a current, a voltage, a power, a frequency or a duty cycle, or non-electric parameters, such as a temperature, a pressure 30 or a chemical parameter or a time.
In a preferred embodiment, the power supply is a transformer, the controller comprises an advanced electric and thermal model of the transformer, wherein the system 7 comprises a number of sensors, for measuring a number of parameters representing a power supplied by the power supply.
Power is exchanged between the power supply and the charger via the first power 5 exchange port, and between the charger and the vehicle via the second power exchange port. Controlling the power exchanged via the first power exchange port of a charger may be advantageous for the power supply, but evidently it also has an impact on the power exchanged at the second power exchange port of the charger. Decreasing the power exchange normally leads to a longer charging time of the electric vehicle, which 10 may not always be desirable or even possible.
In order to take away this disadvantage, the system according to the present invention may further comprise an electric energy buffer, such as a battery of a capacitor, coupled to the at least one charger, wherein the controller is configured to control the at least one 15 charger such that the buffer is charged when the power required for delivering to the second power exchange port is lower than the power available at the first power exchange port, and wherein the buffer is discharged when the power required for delivering to the second power exchange port is higher than the power available at the second power exchange port. The electric energy buffer may be implemented as a part of 20 the charger and/or power converter, but it may also be a separate unit, which can even be remote from the charger. It is even thinkable that a first phase is used to charge the buffer, while simultaneously, a second phase is discharging the buffer.
The power converters may be at least one DC/DC, AC/DC, DC/AC, AC/AC converter 25 or a combination thereof.
The use of an energy buffer offers the advantage that fluctuations in grid power availability will be flattened for the charging process. An energy buffer may also be a super capacitor or mechanical or thermal storage means, such as a flywheel etc.
30
It is possible that multiple multi-phase chargers are required at a certain location. When multiple multi-phase chargers are installed it is preferred that they are all controlled by the same controller, or if they have separate controllers, the controllers have to interact.
8
If there is no interaction between the controllers, each controller may be adjust the power consumption of a respective power converter of a multi-phase charger, and an instable and/or oscillating system may result. In an embodiment the controller may even be a so called cloud, or in particularly be implemented on a server, coupled with the 5 charger via the internet or a (wireless) network.
There could be more than one charger connected to a phase of the power supply and this phase may be monitored by one sensor on the common wire of the chargers. To determine in this situation the share of one of the chargers in the total power 10 consumption, one of the chargers is switched off and the power consumption will be measured again. To determine which charger is connected to which phase connection the chargers can be adjusted one by one, and the sensor monitor the power consumption on each phase. The adjusted charger can be an off board charger or an onboard in a vehicle. The power rating of the charger can be determined by sending control signals which will 15 operate the charger at maximum power.
The invention will now be explained into more detail with reference of the following non limiting figures. Herein: • Figures la-Id show embodiments of a system according to the present 20 invention; • Figure 2 shows an alternative embodiment of a system according to the present invention; • Figure 3 shows yet another embodiment of a system according to the present invention; 25 · Figure 4 shows again an alternative embodiment of a system according to the present invention; • Figure 5 shows a simple example of a multi-phase power converter; • Figure 6 shows again an alternative embodiment of a system according to the present invention; 30 · Figure 7 shows an embodiment of a practical charging site of a system according to the present invention; 9 • Figure 8 shows an alternative embodiment of a system according to the present invention; • Figure 9a-b show practical implementations of the sensor.
5
Figure la shows a first embodiment 1 of a system according to the present invention, with a three phase power supply 4, to which a multi-phase (in this case: three) charger 2 is coupled. Besides the charger 2, an unknown amount of power is consumed by an external load 13. The total power delivered by each phase of power supply 4 is measured 10 by sensors 6, which deliver a sensor signal to a controller 8, which controls the multiphase charger 2 such that the total power delivered by each phase output of the power supply 4 is maximised.
Figure lb shows a second embodiment 1 ’ of a system according to the present invention, 15 wherein besides the first multi phase charger 2, a second multi phase charger 3 is present. Both chargers are controlled by the same controller 8, and their common power consumption is controlled such that each phase output of the power supply 4 delivers maximum power.
20 Figure lc shows yet another embodiment 1”, wherein compared with the second embodiment from figure lc, instead of the multi phase charger 3, a single phase charger 5, directly operating on one of the AC outputs of the power supply 4 is present. Both the single phase charger 5, as the multi-phase charger 5 are controlled by controller 8. The multi-phase charger 2 may be operated asymmetrically, in order to balance the load 25 between the phases of the power supply 4.
Figure Id shows an embodiment Γ” wherein instead of a multi phase charger, a number of single phase chargers 5, 7, 9 is provided. The chargers are controlled by a common controller 8, in order to maximise the power delivered by each phase of the power supply 30 4.
The load 13 in the preceding figures lb-Id is optional.
10
Figure 2 describes a symmetric charger 16 which cannot charge with maximum power because line one of the three phase power supply 4 is loaded by a single phase charger 15. The load 15 can be decoupled by a switch 14 whereupon the symmetric charger 16 can charge with maximum power. Switch 14 is controlled by the controller 8. It is also 5 possible to decrease the power consumption of the load 15 to zero when there is the possibility for data or powerline communication, for example via controller 8.
Figure 3 describes a situation wherein non-linear currents are drawn from the power supply 4 by the other loads 13. Active power factor correction is applied by converter 2 10 in order to make the total current drawn from the power supply purely sinusoidal. Active power factor means that the input current with a particular waveform is drawn by the charger such that the total current drawn from the power supply is purely sinusoidal.
Figure 4 describes a system wherein the charging loads are evenly distributed between 15 different phases by the component 12. The component 12 may comprise a matrix of switches for distributing the loads between the phases of the power supply. Component 12 may be implemented by an array of IGBT’s or relays. The charging loads may also be adjustable like load 11 when there is a data communication channel available.
20 Figure 5 shows a simple example of a multi-phase power converter which can be part of a multi-phase charger. The controller 8 receives measurement signals from each sensor and generates based on this an control signal which can be an PWM signal, ethernet signal or the like. The control signal is applied to the dedicated controller 22 of the power converter which will control the AC/DC converters for each phase independently. 25 A capacitor is a part of the converter for filtering out the ripple on the DC power.
Figure 6 shows an embodiment wherein the charging systems (37, 39) can interact with a computer network 31. The substations (32-36) in a local smart grid are all equiped with power sensors which can measure the current through its transformer in each phase.The 30 transformers are part of the substations (32-36). There are other loads (38, 40, 41) connected to the transformers, which can be asymmetric and cause unbalance over the phase outputs of the transformer. If one of the phases of the transformer is overloaded this will be evident from the measurements of the power sensors. The sensor signals are 11 delivered to the computer network 31, which will send commands based on the received sensor signals to the charging systems (37, 39) and in particularly to the controllers 8 of it. It is also possible that the sensor signal are delivered directly through the computer network 31 to the charging systems (37, 39). Based on the sensor signals from the power 5 sensor 6 and the sensor or command signals received through the computer network 31, the charger 2 will adapt his power consumption per phase in order to correct unbalance introduced by other loads (38, 40, 41).
Figure 7 shows an embodiment of a practical charging site with two AC charge posts 10 (57, 58) and a DC charge station 60. Battery 51 in vehicle 61 is charged by the onboard charger 54. Controller 8 provides the control signals to the dedicated controller 64 of the charge post 57, which communicates with the BMS of the battery 51 and the onboard charger 54. The battery management system (BMS) is part of the vehicle battery.The onboard charger 54 is controlled in this way indirectly by the controller 8. The AC grid 15 connection is carried out through the charge post 57. The onboard charger 54 in the vehicle is used for converting the AC voltage to DC voltage.
Battery 52 in vehicle 62 is also charged by an onboard charger 55 in the vehicle, the only difference with the previous mentioned charge post is that the charge post has no communication means available for communication with the vehicle, and could therefore 20 only switched on or off by the switch 59. The charge post 58 is an electric power outlet which can be switched on or off by control signals applied by the controller 8 on the switch 59.
Battery 53 in vehicle 63 is charged by a DC charge station 60. Controller 8 provides the control signals to the dedicated controller 65 of the DC charge station, which 25 communicates with the BMS of the battery 53 and the offboard charger 54 in the DC charge station.The DC charge station includes a offboard charger 56 which is therefore indirectly controlled by the controller 8.
Figure 8 shows an embodiment of the invention wherein for each branch of the power 30 supply a sensor is provided. The sensors (75, 76, 77, 78) are placed before the chargers (71, 72, 73, 74), in this way the power flowing through each branch is measured. The sensor signals are provided to the controller 8. The controller 8 adjusts based on these sensor signals the power consumption of the chargers (75, 76, 77, 78). The controller 8 12 may comprise a detection method to check if a particular sensor line is connected to a correct phase which is controlled by the controller.
Figure 9a shows a practical implementation of the sensor, which comprises three current 5 clamps 80 measuring the current flowing through each phase output of the power supply 4. The measurement signals are further processed in the controller 8 and based on the measurement signals determined if there is an asymmetry (unbalance).
Figure 9b shows another practical implementation of the sensor, which comprises one 10 current clamp 81 measuring the total instantaneous current flowing through the area encompassed by the current clamp. The total instantaneous current which is delivered by the three phase outputs of the power supply is zero when there is no amplitude or phase imbalance or distortion. If in some way imbalance or distortion is introduced a total instantaneous current unequal to zero will be measured by the current clamp. The current 15 measurements in 9a and 9b can be done in combination with a voltage measurement.

Claims (20)

1. Systeem voor het laden van een batterij van ten minste een elektrisch voertuig, omvattende: 5. ten minste een sensor, ingericht voor: o het meten van ten minste een parameter die een vermogen representeert dat wordt voorzien door de fase-uitgang van de vermogensbron, of een asymmetrie tussen de faseuitgangen van de vermogensbron, en o het verschaffen van ten minste een sensorsignaal dat de waarde van de ten 10 minste ene parameter weergeeft; een besturing, o gekoppeld met de ten minste ene sensor op de vermogensuitgang van de vermogensbron voor het ontvangen van alle sensorsignalen, en o gekoppeld met een laadinrichting, voor het besturen van het vermogen 15 van een vermogensomzetter daarvan; waarbij de besturing is ingericht voor het besturen van het uitgewisselde vermogen voor ten minste een fase van de vermogensbron en de laadinrichting volgens een besturingsmodel, waarbij het model ten minste rekening houdt met het berekende 20 vermogen en een instelwaarde. een laadinrichting, omvattende o ten minste een meerfasige lader voor een batterij van ten minste een elektrisch voertuig, de lader omvattende: ten minste een meerfasige poort voor vermogensuitwisseling, voor 25 het uitwisselen van vermogen met een meerfasige vermogensbron; ten minste een tweede poort voor vermogensuitwisseling, voor het uitwisselen van elektrisch vermogen met een batterij van een op te laden voertuig; een bestuurbare vermogensomzetter, voor het omzetten van 30 vermogen tussen de eerste meerfasige poort voor vermogensoverdracht en de tweede poort voor vermogensuitwisseling; en/of o Een aantal enkelfasige laders, elk omvattende: Ten minste een poort voor vermogensuitwisseling, voor het uitwisselen van elektrisch vermogen met een fase uitgang van een meerfasige vermogensbron 5 "Ten minste een tweede poort voor vermogensuitwisseling, voor het uitwisselen van vermogen met een voertuig met een op te laden batterij; Een bestuurbare vermogensomzetter voor het omzetten van vermogen tussen de eerste en tweede poort voor 10 vermogensomzetting.A system for charging a battery of at least one electric vehicle, comprising: 5. at least one sensor, arranged for: o measuring at least one parameter representing a power supplied by the phase output of the power source, or an asymmetry between the phase outputs of the power source, and o providing at least one sensor signal representing the value of the at least one parameter; a control, o coupled to the at least one sensor on the power output of the power source for receiving all sensor signals, and o coupled to a charging device, for controlling the power of a power converter thereof; wherein the control is adapted to control the exchanged power for at least one phase of the power source and the charging device according to a control model, the model taking into account at least the calculated power and a set value. a charging device, comprising at least one multi-phase charger for a battery of at least one electric vehicle, the charger comprising: at least one multi-phase power exchange port for exchanging power with a multi-phase power source; at least a second power exchange port for exchanging electric power with a battery of a vehicle to be charged; a controllable power converter, for converting power between the first multi-phase power transfer port and the second power exchange port; and / or o A number of single-phase chargers, each comprising: At least one power exchange port, for exchanging electrical power with a phase output of a multi-phase power source 5 "At least one second power exchange port, for exchanging power with a vehicle with a battery to be charged; A controllable power converter for converting power between the first and second power conversion ports. 2. Systeem volgens conclusie 1, waarbij de laadinrichting een laadstation is, een lader aan boord van het voertuig, of een combinatie daarvan.A system according to claim 1, wherein the loading device is a loading station, a charger on board the vehicle, or a combination thereof. 3. Systeem volgens conclusie 1, waarbij een of meer van de ten minste ene sensor geïntegreerd is in een onderstation van het elektriciteitsnet of een energiemeter.The system of claim 1, wherein one or more of the at least one sensor is integrated into a substation of the electricity grid or an energy meter. 4.Systeem volgens conclusie 21, omvattende een aantal schakelaars voor het distribueren van de belastingen tussen de verschillende fasen: 20. gepositioneerd tussen de sensoren en de laadconfïguraties; en gekoppeld met de besturing voor het ontvangen van aan/uit-signalen.The system of claim 21, comprising a plurality of switches for distributing the loads between the different phases: 20. positioned between the sensors and the load configurations; and coupled to the controller for receiving on / off signals. 5. Systeem volgens conclusie 1, waarbij de laadinrichting een actieve vermogensfactorcorrectie toepast voor iedere fase. 25The system of claim 1, wherein the loading device applies an active power factor correction for each phase. 25 6. Systeem volgens een van de voorgaande conclusies, waarbij de besturing verbonden is met een computernetwerk, voor het ontvangen van sensorsignalen van onderstations die deel uitmaken van een elektriciteitsnetwerk.A system according to any one of the preceding claims, wherein the control is connected to a computer network, for receiving sensor signals from substations that are part of an electricity network. 7. Systeem volgens een van de voorgaande conclusies, ten minste omvattende een datacommunicatiepoort voor communicatie met een elektrisch voertuig.A system according to any of the preceding claims, at least comprising a data communication port for communication with an electric vehicle. 8. Systeem volgens conclusie 1, waarbij: de instelling een vermogenbegrenzing is, zoals een piekniveau of een maximum continuvermogen van de vermogenstoevoer; en waarbij: het besturingsmodel verder omvat: 5. het vergelijken van het vermogen afgeleverd door de vermogensbron met een vermogensbegrenzing van de vermogensbron; en o het besturen van de vermogensuitwisseling tussen de vermogensbron en de ten minste ene lader zodat de vermogensbegrenzing van de vermogensbron niet wordt overschreden. 10The system of claim 1, wherein: the setting is a power limit, such as a peak level or a maximum continuous power of the power supply; and wherein: the control model further comprises: 5. comparing the power delivered by the power source with a power limit of the power source; and o controlling the power exchange between the power source and the at least one charger so that the power limit of the power source is not exceeded. 10 9. Systeem volgens een van de voorgaande conclusies, waarbij de ten minste ene parameter: een elektrische parameter is, zoals een stroom, spanning, vermogen, frequentie, fase, vervorming, vermogensfactor of relatieve inschakeltijd; of 15 - een niet-elektrische parameter is, zoals een temperatuur, een druk, of een chemische parameter of een tijd.The system of any preceding claim, wherein the at least one parameter is: an electrical parameter, such as a current, voltage, power, frequency, phase, distortion, power factor, or relative switch-on time; or 15 - is a non-electrical parameter, such as a temperature, a pressure, or a chemical parameter or a time. 10. Systeem volgens een van de voorgaande conclusies, waarbij: de vermogensbron een transformator omvat, of enige andere aansluiting op 20 het elektriciteitsnet, en de besturing een elektrisch en/of thermisch model van de transformator, elektrischiteitskabels en zekeringen omvat.10. System as claimed in any of the foregoing claims, wherein: the power source comprises a transformer, or any other connection to the electricity grid, and the control comprises an electrical and / or thermal model of the transformer, electrical cables and fuses. 11. Systeem volgens één van de voorgaande conclusies, omvattende: 25. een elektrische energiebuffer, zoals een batterij of condensator, gekoppeld met de ten minste ene lader, waarbij - de besturing ingericht is voor het zodanig besturen van de lader, dat: o de buffer geladen wordt indien het vermogen vereist voor aflevering aan de tweede poort voor vermogensuitwisseling lager is dan het vermogen 30 beschikbaar op de eerste poort voor vermogensuitwisseling, en waarbij: o de buffer ontladen wordt indien het vermogen vereist voor aflevering aan de tweede poort voor vermogensuitwisseling hoger is dan het vermogen beschikbaar op de eerste poort voor vermogensuitwisseling.11. System as claimed in any of the foregoing claims, comprising: 25. an electric energy buffer, such as a battery or capacitor, coupled to the at least one charger, wherein - the control is adapted to control the charger such that: o the buffer is charged if the power required for delivery to the second power exchange port is lower than the power available on the first power exchange port, and wherein: o the buffer is discharged if the power required for delivery to the second power exchange port is higher is then the power available on the first power exchange port. 12. Systeem volgens één van de voorgaande conclusies, omvattende: een aantal laders, met hun eerste poorten voor energieuitwisseling gekoppeld aan de vermogensbron, waarbij: 5. de besturing is ingericht voor het besturen van vermogen uitgewisseld door meerdere laders.12. System as claimed in any of the foregoing claims, comprising: a number of chargers, with their first ports for energy exchange coupled to the power source, wherein: 5. the control is adapted to control power exchanged by a plurality of chargers. 13. Systeem volgens conclusie 11 of 12, waarbij de ten minste ene lader de ten minste ene besturing omvat. 10The system of claim 11 or 12, wherein the at least one charger comprises the at least one controller. 10 14. Systeem volgens een van de voorgaande conclusies, waarbij ten minste een van de poorten ingericht is voor bidirectionele vermogensuitwisseling.A system according to any one of the preceding claims, wherein at least one of the ports is adapted for bi-directional power exchange. 15. Systeem volgens conclusie 11 en 14, waarbij de elektrische energiebuffer een externe 15 component is, gekoppeld met de ten minste ene poort ingericht voor bidirectionele vermogensuitwisseling.15. System as claimed in claims 11 and 14, wherein the electrical energy buffer is an external component coupled to the at least one port adapted for bidirectional power exchange. 16. Systeem volgens één van de voorgaande conclusies, waarbij de lader een meerfasige lader is, die zodanig is ingericht dat iedere fase afzonderlijk bestuurbaar is door de 20 besturing, zodat het totale vermogen opgenomen van de vermogensbron gemaximaliseerd en symmetrisch gemaakt kan worden.16. System as claimed in any of the foregoing claims, wherein the charger is a multi-phase charger, which is arranged such that each phase can be controlled separately by the control, so that the total power absorbed from the power source can be maximized and made symmetrical. 17. Systeem volgens 1 van de voorgaande conclusies, waarbij de ten minste ene meerfasige lader of de meerdere enkelfasige laders een energiebuffer omvatten, zoals een 25 condensator, voor het filteren van een rimpel op de stroom.17. System as claimed in any of the foregoing claims, wherein the at least one multi-phase charger or the multiple single-phase chargers comprise an energy buffer, such as a capacitor, for filtering a ripple on the current. 18. Meerfasige lader voor gebruik in een system volgens één van de voorgaande conclusies, omvattende: een eerste meerfasige poort voorvermogensuitwisseling, voor het uitwisselen 30 van elektrisch vermogen met een vermogensbron; een tweede poort voor vermogensuitwisseling, voor het uitwisselen van elektrisch vermogen met een batterij van een op te laden voertuig; een bestuurbare vermogensomzetter voor het omzetten van vermogen tussen de eerste en de tweede poort voor vermogensuitwisseling; een besturing, voor de vermogensomzetter, ingericht voor: • het ontvangen van het ten minste ene sensorsignaal, en voor 5. het besturen van het vermogen uitgewisseld op iedere fase tussen de vermogensbron en de lader, volgens een besturingsmodel.18. A multi-phase charger for use in a system according to any one of the preceding claims, comprising: a first multi-phase gate for power exchange, for exchanging electrical power with a power source; a second power exchange port for exchanging electric power with a battery of a vehicle to be charged; a controllable power converter for converting power between the first and the second power exchange port; a control, for the power converter, arranged for: • receiving the at least one sensor signal, and for controlling the power exchanged at each phase between the power source and the charger, according to a control model. 19. Lader volgens conclusie 16, omvattende: een elektrische energiebuffer, zoals een batterij of een condensator, 10 waarbij de besturing ingericht is voor het zodanig besturen van de laders dat: • de buffer geladen wordt indien het vermogen vereist voor aflevering aan de tweede poort voor vermogensuitwisseling lager is dan het vermogen beschikbaar op de eerste poort voor 15 vermogensuitwisseling, en waarbij: • de buffer ontladen wordt indien het vermogen vereist voor aflevering aan de tweede poort voor vermogensuitwisseling hoger is dan het vermogen beschikbaar op de eerste poort voor vermogensuitwisseling. 20A charger according to claim 16, comprising: an electrical energy buffer, such as a battery or a capacitor, wherein the control is adapted to control the chargers such that: the buffer is charged if the power is required for delivery to the second port for power exchange is lower than the power available on the first power exchange port, and wherein: the buffer is discharged if the power required for delivery to the second power exchange port is higher than the power available on the first power exchange port. 20 20. Werkwijze voor het bedienen van een lader voor het laden van een batterij van een elektrisch voertuig, omvattende: het meten van ten minste een parameter die het elektrisch vermogen representeert van een meerfasige vermogensbron, en 25 - het vergelijken van het vermogen afgegeven door iedere fase van de meerfasige vermogensbron; en het vergelijken van het vermogen afgeleverd door iedere fase van de meerfasige vermogensbron, met een vermogensbegrenzing van de meerfasige vermogensbron, en 30. het zodanig besturen van de vermogensuitwisseling tussen de vermogensbron en de tenminste ene lader, dat de vermogensbegrenzing van de vermogensbron niet overschreden wordt.20. Method of operating a charger for charging a battery of an electric vehicle, comprising: measuring at least one parameter representing the electrical power of a multi-phase power source, and - comparing the power supplied by each phase of the multi-phase power source; and comparing the power delivered by each phase of the multi-phase power source, with a power limit of the multi-phase power source, and 30. controlling the power exchange between the power source and the at least one charger so that the power limit of the power source is not exceeded .
NL2006446A 2011-03-22 2011-03-22 System for charging the battery of at least one electric vehicle, charger and method. NL2006446C2 (en)

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