CN108712974B - Electric vehicle, vehicle side conduction charging device and operation method thereof - Google Patents

Electric vehicle, vehicle side conduction charging device and operation method thereof Download PDF

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Publication number
CN108712974B
CN108712974B CN201780002923.2A CN201780002923A CN108712974B CN 108712974 B CN108712974 B CN 108712974B CN 201780002923 A CN201780002923 A CN 201780002923A CN 108712974 B CN108712974 B CN 108712974B
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voltage
inlet
vehicle
low
voltage level
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CN201780002923.2A
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CN108712974A (en
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M.韦伯
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Volkswagen AG
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Volkswagen AG
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    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/0036—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits using connection detecting circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/18—Cables specially adapted for charging electric vehicles
    • 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]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Abstract

The invention relates to a vehicle-side conductive charging device, wherein the device comprises a vehicle inlet (5), wherein the vehicle inlet (5) further comprises an inlet-side resistor (R4), wherein the inlet-side resistor (R4) is electrically arranged between an inlet-side section of a first low-voltage line (LVL1) and an inlet-side section of a Neutral Line (NL), wherein the device comprises at least one vehicle-side voltage determination means for determining the voltage level of the inlet-side section of the first low-voltage line (LVL1) and/or the device comprises at least one vehicle-side means for changing the voltage level of the inlet-side section of the first low-voltage line (LVL 1).

Description

Electric vehicle, vehicle side conduction charging device and operation method thereof
Technical Field
The invention relates to a vehicle-side conductive charging device, an electric vehicle and a method for operating a vehicle-side conductive charging device.
Background
Document "GB/T18487.1-2015, electric vehicle conductive charging system-first part: basic requirements are that the charging device is released in 2015 at 12 and 28 days, takes effect from 2016 at 1 and 1, and is issued by the State administration of quality supervision, inspection and quarantine of the people's republic of China and the State Committee for standardization and management of the people's republic of China, and the vehicle side conduction charging device is provided with a vehicle access port. The documents mentioned identify the classification of the conductive charging system of electric vehicles, the basic requirements, the communication, the protection against electric shocks, the connection of the electric vehicle to the power supply equipment (or supply equipment, i.e. supply equipment), the special needs for the vehicle couplings and the plug and socket outlets, the structural and performance needs for the power supply equipment, maintenance and test conditions, the protection against overloads and short circuits, emergency shut-offs, maintenance and repair, nameplates and instructions, etc.
The disclosed DC charging system, however, does not provide redundancy for vehicle-side connection confirmation. Further, the disclosed DC charging system implements a scenario in which the off-board charger detects an improper connection of the vehicle connector and the vehicle inlet, wherein the vehicle-side control device detects the proper connection. This conflict may lead to a situation in which the driver of the vehicle desires an electrical charging without any problem, in which the external charger does not provide electrical energy.
Disclosure of Invention
There is a technical problem to provide a vehicle-side conductive charging apparatus, an electric vehicle, and a method for operating the vehicle-side conductive charging apparatus, which increase the operational safety of conductive charging of the vehicle.
The solution to the technical problem is provided by the present invention.
A vehicle-side conductive charging device is proposed. The vehicle-side conductive charging device is fixed to the vehicle. The vehicle-side conductive charging device may be part of an Electric Vehicle (EV) conductive charging system. The EV conductive charging system may also include an EV power supply apparatus, wherein the apparatus may provide dedicated functionality for replenishing electrical energy to the EV and meet the requirements for charging mode and connected mode. Specifically, the charging system may also include an EV charging device, where the device may provide dedicated functionality for supplementing electrical energy to the EV and meeting the needs for a charging mode and a connected mode. Specifically, the charging system may also include an EV charging device, which may include a charging station or an off-board charger, that includes a cable assembly. The term "vehicle side" may denote an element which may be part of a vehicle or mounted to the vehicle.
The vehicle-side conductive charging device may specifically be a DC (direct current) conductive charging device, wherein the device may be part of a DC EV charging system. The DC vehicle-side conductive charging device may allow charging EVs with voltages up to 1500 vdc.
The EV may include at least one EV battery, in particular a traction battery. Furthermore, EVs may include so-called on-board (on-board) chargers.
The proposed device comprises a vehicle access port. The vehicle access opening is configured to receive a vehicle connector. The vehicle inlet and vehicle connector may provide portions of a vehicle coupling that may be used to connect a charging cable to the EV. In particular, the vehicle connector may represent a movable part of the vehicle coupler, which is intended to be attached to a cable, which may also be denoted as a charging cable. The vehicle access may represent a portion of a vehicle coupler that may be secured on the EV and attached to an onboard charger or an onboard traction battery, for example, via a cable or at least one wire.
The electrical charging system may also include a cable assembly, which may represent a flexible cable, for connecting the electric vehicle to the EV charging device. In addition to the vehicle connector, the cable assembly may include a plug that may be plugged into a receptacle outlet of the charging device.
The vehicle access port may include or may have means for providing a separable mechanical and electrical connection between the cable assembly (in particular a vehicle connector) and the EV (in particular a vehicle access port).
Specifically, the vehicle inlet may include at least one high voltage line connection device through which the connector-side high voltage line and the inlet-side high voltage line may be electrically connected. Preferably, the vehicle inlet includes two high voltage line connection devices. Further, the vehicle inlet may include at least one section of at least one high voltage line. The term "connector side" may denote an element that is part of or mounted to a connector. The term "access port side" may denote an element that is part of or mounted to the access port.
Further, the inlet may include at least one data line connector piece for connecting the connector-side data line to the inlet-side data line. Preferably, the access port comprises two data line connector pieces. Furthermore, the access opening may comprise at least one section of at least one data line. The data lines allow for data and or signal connections between the electric vehicle or portions thereof and the EV charging device.
Further, the vehicle inlet may include at least one low voltage line connection device for connecting the connector-side low voltage line to the inlet-side low voltage line. Preferably, the access port comprises two low voltage line connection devices. Furthermore, the access comprises at least one section of at least one low voltage line. The low voltage line may be used to determine a connection state between the vehicle connector and the vehicle inlet.
Further, the inlet may include at least one auxiliary voltage line connection device for electrically connecting the connector-side auxiliary voltage line to the inlet-side auxiliary voltage line. Preferably, the access port comprises two auxiliary voltage line connection devices. Furthermore, the access opening may comprise at least one section of at least one auxiliary voltage line. The auxiliary voltage line may be used to supply auxiliary power to the electric vehicle.
Further, the inlet may include at least one neutral connector piece for electrically connecting the connector-side neutral to the inlet-side neutral. Furthermore, the access opening may comprise at least one section of the neutral wire. The neutral line advantageously allows a reference potential, for example a measure potential (or mass potential), to be provided to the electric vehicle.
The maximum operating voltage of the high voltage line may be 1500V DC. Preferably, the maximum operating voltage may be in the range of 300V DC to 400V DC. The maximum operating voltage of the data line may be in the range of 12V DC. The maximum operating voltage of the auxiliary voltage line may be 12V DC. The maximum operating voltage of the low voltage line may be 12V DC. The vehicle connector may comprise at least one, preferably two resistors. A resistor in the context of the present invention denotes a resistive element.
The first connector-side resistor may be electrically arranged between the neutral connector piece and the first low voltage connection piece of the vehicle connector. This means that the first low voltage connection means and the neutral connector means of the vehicle connector may be electrically connected via the first connector side resistor. In particular, the first connector-side resistor may be arranged together with the connector-side section of the first low-voltage line and the connector-side section of the neutral line.
The second connector-side resistor may be electrically arranged between the connector-side second low-voltage line connection device and the connector-side neutral line connection device, in particular between the connector section of the neutral line and the connector-side second low-voltage line connection device. This means that the neutral connector means and the second low voltage connection means of the vehicle connector may be electrically connected via the second connector side resistor.
Further, the vehicle inlet includes an inlet side resistor. An inlet-side resistor is electrically arranged between the inlet-side section of the first low-voltage line and the inlet-side section of the neutral line. Specifically, the inlet-side section of the first low-voltage line and the inlet-side section of the neutral line are electrically connected by or via an inlet-side resistor.
Further, an inlet side resistor may be electrically arranged between the inlet side first low voltage line connection device and the inlet side neutral line connector device. This means that the inlet side first low-voltage line connection device and the inlet side neutral line connector device are electrically connected via the inlet side resistor. In particular, the inlet-side resistor may be electrically arranged between the inlet-side section of the neutral line and the inlet-side first low-voltage connection means.
In a connected state of the vehicle connector and the vehicle inlet, the connector-side connector electrically connects the corresponding inlet-side connector. Specifically, the connector-side first low-voltage line connection device electrically connects the interface-side first low-voltage line connection device. Correspondingly, the connector-side second low-voltage line connection device electrically connects the inlet-side second low-voltage line connection device. Further, a connector-side neutral connection piece connects the inlet-side neutral connection piece.
According to the invention, the device comprises at least one vehicle-side voltage determination means for determining the voltage level of the entry-side section of the first low-voltage line. This voltage level may also be referred to as the inlet side first low voltage level. The voltage level of the inlet-side section can be determined with respect to a reference voltage level, for example the voltage level of the inlet-side neutral line or an alternative reference voltage level. The access side first low voltage level may for example be measured. In this case, the voltage determining means may be provided by a voltage sensor.
It is possible to determine the inlet-side first low voltage level as a difference between a potential of the inlet-side section of the first low voltage line and a reference potential (specifically, a potential of the inlet-side section of the neutral line). In other words, the apparatus may comprise at least one vehicle-side device for determining a difference between the potential of the inlet-side first low-voltage line connection device and the potential of the inlet-side neutral line connection device. The potential difference may also be referred to as a line potential difference.
As will be explained in more detail later, the voltage level determined by the voltage determination means advantageously allows to determine the state of the connection (in particular, the electrical connection between the vehicle connector and the vehicle inlet and thus between the charging device external to the vehicle and the electric vehicle on the vehicle side). Thus, providing said voltage determination means advantageously allows for a redundant determination of the connection state and thus an increased operational safety of the electrical charging system.
Another advantage is that the voltage level provided by the voltage determining means allows monitoring the functionality of the access side resistor. In particular, a malfunction of the inlet-side resistor may be determined as a function of the voltage level provided by the voltage determination means. This also increases the operational safety of the conductive charging system, in particular of the vehicle-side conductive charging device.
Alternatively or in addition, the apparatus comprises at least one vehicle-side device for changing the voltage level of the access-side section of the first low-voltage line. It is for example possible that the device comprises at least one vehicle-side voltage generating means for changing the potential of the access-side section of the first low-voltage line.
As explained in more detail later, varying the voltage level advantageously allows signaling a desired suspension of an ongoing charging process from the vehicle side to the EV charging device. Because the EV charging device can detect the connected or disconnected state as a function of the voltage level of the connector-side section of the first low-voltage line and because changing the voltage level of the connector-side section of the first low-voltage line also changes the voltage level of the connector-side section of the first low-voltage line in the connected state, it is possible to change the voltage level so that the disconnected state is detected by the EV charging device and the charging process performed is terminated or interrupted by the EV charging device when the disconnected state is detected. This also advantageously increases the operational safety of the electrical charging system.
In another embodiment, the voltage level of the inlet side segment of the first low voltage line is determined as the voltage across the inlet side resistor. This may be the case in particular if one terminal of the inlet-side resistor is electrically connected to the inlet-side section of the first low-level voltage line and the other terminal is electrically connected to the inlet-side section of the neutral line.
The inlet-side first low voltage level may be measured, for example, as a difference between a potential of the first terminal of the inlet-side resistor and the second terminal of the inlet-side resistor.
If one terminal of the inlet side resistor is electrically connected to a reference potential, for example to the neutral line, the voltage can also be determined as the potential of the remaining terminal of the inlet side resistor.
In this case, at least one vehicle-side voltage determination device determines the voltage across the inlet-side resistor, wherein at least one terminal of the inlet-side resistor is electrically connected to the at least one voltage determination device. Furthermore, the at least one voltage determination means may also be electrically connected to the second terminal of the inlet-side resistor or to a reference potential, in particular the potential of the neutral line. The electrical connection may be provided by an electrical wire. This advantageously allows a robust and reliable determination of the voltage across the inlet side resistor.
In another embodiment, the at least one voltage determination means is provided at least in part by a vehicle control device. Preferably, the at least one voltage determination means is provided by a vehicle control device. The vehicle control device may be a control unit of the vehicle that controls the conduction charging. In particular, the vehicle control device may provide functions in the charging mode, in particular a control pilot function, a connection confirmation function, a power supply control function, a shutdown control function, monitoring of the charging current and other functions. Further, the vehicle control device may manage communication between the external charging device and the electric vehicle. The vehicle control device may be part of a battery management system. The vehicle control device may include a microcontroller. The vehicle control device may also control operation of a vehicle-side contact that may close or interrupt a vehicle-side segment of the high voltage line.
For example, it is possible to electrically connect the voltage interface of the vehicle control device to the inlet-side section of the first low-voltage line or to one terminal of the inlet-side resistor, for example by means of a wire.
Furthermore, the second voltage interface of the vehicle control device can be electrically connected to the inlet-side section of the neutral line or to another terminal of the inlet-side resistor, for example by means of another electrical line. However, this is not necessary, in particular if the vehicle control device is connected to the reference potential via another electrical connection.
This advantageously allows a simple implementation of the vehicle-side conductive charging device, since existing elements (e.g. existing vehicle control devices) can be used to provide the proposed functionality.
In another embodiment, the apparatus comprises at least one vehicle-side evaluation device. The evaluation means may comprise a microcontroller. Preferably, the vehicle-side evaluation means is provided by a vehicle control device. Alternatively, the vehicle-side evaluation means may be provided by another vehicle-side control unit. Furthermore, the connection state may be determined by the at least one evaluation device as a function of a voltage level of the inlet-side section of the first low-voltage line, for example a voltage across the inlet-side resistor. In other words, the vehicle-side evaluation device is configured to determine the connection state as a function of the voltage level of the entry-side segment of the first low-voltage line.
The connected state may be a connected state in which a desired electrical connection between the vehicle connector and the vehicle inlet is properly provided. Another connected state is a disconnected state in which the electrical connection between the vehicle connector and the vehicle inlet is not provided or is not properly provided.
For example, it is possible that the open state is detected if the inlet-side first low voltage level (for example, the voltage across the inlet-side resistor) deviates from the predetermined first voltage level by no more than a predetermined amount or within a predetermined first voltage interval assigned to the open state.
The connected state can be determined, for example, if the access-side first low voltage level deviates from a predetermined second voltage level by no more than a predetermined amount, wherein the second voltage level differs from the first voltage level. In particular, the first voltage level may be lower or higher than the second voltage level.
Alternatively, the connected state may be determined if the access side first low voltage level is within a predetermined second voltage range, wherein the second voltage range is different from, i.e. does not overlap with, the first voltage range. In particular, the median value of the first voltage interval may be higher or lower than the median value of the second voltage interval.
Specifically, the inlet side first low voltage level in the connected state may be different from the inlet side first low voltage level in the disconnected state.
This advantageously provides a robust and reliable determination of the connection state on the vehicle side. In particular, the connection state may be determined by the vehicle-side evaluation device as a function of the inlet-side first low voltage level, for example the voltage across the inlet-side resistor. As will be explained later, the connection state may furthermore be determined as a function of the voltage across the connector-side resistor, in particular the aforementioned second connector-side resistor. In this case, a redundant determination of the connection status is provided, which increases operational safety.
In a further embodiment, the error state can be detected by at least one vehicle-side evaluation device if the detected connection state does not correspond to the set connection state. The set connection state may, for example, be determined independently of the inlet-side first low voltage level, e.g. not as a function of the inlet-side first low voltage level. For example, it is possible for the set connection state to be determined by an off-board detection device, for example by an EV charging device-side device, or alternatively a vehicle-side detection device.
Detecting an error condition also increases the operational safety of the proposed charging device.
In another embodiment, the set connection state may be determined as a function of a voltage level of the inlet-side section of the other low-voltage line. The access-side section of the further low-voltage line may, for example, be connectable to a further connector-side low-voltage line, for example arranged and/or designed to be connected to a further connector-side low-voltage line. The setting state can be determined on the vehicle side, for example by a vehicle control device. The inlet-side section of the other low-voltage line may preferably be a section of an inlet-side second low-voltage line, which may be connected to the connector-side second low-voltage line. The voltage level may for example depend on the second connector side resistor. Specifically, the voltage level of the inlet-side section of the other low-voltage line in the connected state may be different from the voltage level of the inlet-side section of the other low-voltage line in the disconnected state.
The test voltage may be applied to the first low voltage line, in particular to the connector-side section of the first low voltage line, for example by a voltage source. Furthermore, a test voltage, for example a voltage of 12V DC, may be applied to the second low voltage line, for example to a vehicle-side section of the second low voltage line, for example by another voltage source.
In this case, the connection status may then be determined as a function of the voltage across the inlet side resistor and the voltage across the at least one connector side resistor. In particular, the voltage dropped across each of the resistors in the connected state may be different from the corresponding voltage in the disconnected state.
In particular, the connection state can be determined by means of a vehicle-side evaluation device, in particular by means of a vehicle-side evaluation unit. This advantageously allows the connection state to be determined in a two and therefore redundant manner, wherein a reliable determination of the connection state is ensured.
In another embodiment, the detected error condition may be stored, for example, in a vehicle-side error memory. In particular, the electric vehicle or vehicle-side conductive charging device may include at least one memory cell, which may provide error memory. If an error condition is detected and stored into the error memory, the error memory can be read out by a technician at a later point in time. This advantageously allows a reliable detection of an error state, which may for example prevent possible conductive charging.
In another embodiment, the vehicle-side device for varying the voltage level of the access-side segment of the first low-voltage line includes at least one voltage generating device.
Furthermore, the device may for example comprise at least one voltage source. Further, the device may include a resistor, such as a pull-up resistor. Preferably, the voltage source is connected to an inlet-side section of the first low-voltage line, for example, to one terminal of the inlet-side resistor via a pull-up resistor. The pull-up resistor may be part of the access port. Furthermore, the access port may also comprise a voltage source. In particular, the voltage source may be connected to a terminal of an inlet-side resistor, e.g. via a pull-up resistor, which is not connected to an inlet-side neutral line. In other words, the device may vary the voltage across the inlet side resistor by generating an output voltage.
Providing a means for varying the inlet-side first low voltage level allows providing a voltage level variation which allows monitoring the functionality of the inlet-side resistor and thus increasing the operational safety and/or allows providing a stop-charging signal to the EV charging device, in particular to the offboard charger. This will be explained later.
In another embodiment, the functionality of the inlet side resistor may be determined as a function of the voltage level of the inlet side segment of the first low voltage line if the diagnostic voltage is generated by a means for changing the voltage level.
The diagnostic voltage may be generated, for example, in the disconnected state of the vehicle connector and the vehicle inlet.
The correct functionality of the inlet-side resistor can, for example, be provided if the resistance of the inlet-side resistor deviates from the predetermined resistance by no more than a predetermined amount. A failure of the resistor may for example be provided if the resistance deviates from the predetermined resistance by more than a predetermined amount.
In particular, the correct functionality of the inlet-side resistor may be determined if the inlet-side first low voltage level corresponds to a predetermined voltage level or deviates from said voltage level by no more than a predetermined amount. A fault of the inlet side resistor may be determined if the inlet side first low voltage level deviates from the predetermined voltage level by more than a predetermined amount.
This advantageously increases the operational safety of the proposed charging device. It is possible, for example, for mechanical and/or thermal stresses and/or other external influences that the vehicle-side inlet-side resistor changes its resistance value from a set value. In this case, if the diagnostic voltage is generated, the inlet-side first low voltage level will not correspond to the predetermined voltage level.
In a further embodiment, if the stop charging voltage is generated by the means for changing the voltage level, the charging process, i.e. the supply of power to the vehicle by the charging device, can be controlled, in particular can be interrupted or can be terminated, as a function of the voltage level of the entry-side section of the first low-voltage line. The stop charging voltage is preferably generated only in the connected state of the vehicle connector and the vehicle inlet. The stop charging voltage may, for example, be generated if the vehicle-side control or evaluation unit desires to interrupt or terminate the conductive charging, for example if an error condition is detected on the vehicle side.
In the connected state, a voltage level of the connector-side section of the first low-voltage line is equal to a voltage level of the connector-side section of the first low-voltage line.
The detection voltage and the stop charging voltage level may be different from or equal to each other. By generating the stop charging voltage, the inlet side first low voltage level, e.g. the voltage drop across the inlet side resistor, may be changed in the connected state. This change in turn can be determined by the EV charging apparatus, for example by an off-board charger control device, in particular by determining a change in the voltage level of the connector-side first low-voltage line connected to the inlet-side first low-voltage line.
An EV charging apparatus, such as the off-board charger control device, may, for example, determine a connected state if the access side first low voltage level deviates from a predetermined voltage level by no more than a predetermined amount. However, if the voltage level deviates from the predetermined voltage level by more than the predetermined amount, the off-state is determined by the off-board charger control. The charging operation performed may for example be interrupted or terminated if the disconnection status is determined.
By generating the stop-charging voltage, the voltage between the connector-side section of the first low-voltage line and the connector-side section of the neutral line can be changed in the connected state from a predetermined value to another value, which deviates from the predetermined voltage level by more than a predetermined amount. Thus, the predetermined offboard charger control device determines the disconnected state of the vehicle connector and the vehicle inlet, although connection may still be provided.
Furthermore, the off-board charger control may terminate or interrupt charging, for example by opening off-board contacts, by which the connector-side or charging device-side section of the high voltage line may be interrupted or shut down.
This advantageously provides (another) functionality to terminate the conduction charging. If a fault is detected, for example by a vehicle-side device for detecting faults, a suspension of the charging vehicle may be desired, for example. In this case, a suspend signal may be generated, wherein, if the suspend signal is generated, a stop charging voltage may be generated.
Electric vehicles have also been proposed. The electric vehicle includes the vehicle-side conductive charging device according to any one of the embodiments disclosed in the present invention. Further, the vehicle may include an onboard charging device and/or an onboard traction battery. The onboard charging device and/or the onboard traction battery may be electrically connected to the vehicle inlet, in particular in order to transmit charging power. This advantageously provides the electric vehicle with increased operational safety. This has been explained previously.
A method for operating a vehicle-side conductive charging apparatus according to any of the embodiments disclosed in the present invention is also proposed. The method for operating may be part of or may provide a method for determining a connection state and/or a method for detecting the functionality of the inlet-side resistor and/or a method for controlling the power supply.
Within the method, a voltage level of an inlet side segment of the first low voltage line, e.g. a voltage across an inlet side resistor, is determined. Furthermore, the connection state and/or the functionality of the inlet-side resistor is determined as a function of the voltage level. This and the corresponding advantages have been explained before.
Alternatively or in addition, the voltage level of the inlet-side section of the first low-voltage line, e.g. the voltage across the inlet-side resistor, is changed, e.g. from a predetermined voltage level assigned to the connected state to another value, which deviates from the predetermined voltage level by more than a predetermined amount. This allows the desired suspension of the EV charging device to be signaled and thus the ongoing charging process to be interrupted or terminated. This and the corresponding advantages have been explained before.
In another embodiment, an error condition is detected if the determined connection state does not correspond to the set connection state. This and the corresponding advantages have been explained before.
In another embodiment, the set connection state is determined as a function of a voltage level of an inlet-side section of the other low-voltage line (specifically, the second vehicle-side low-voltage line). The segment may be connected to a connector-side low-voltage line. The segment may be connected to a connector-side low-voltage line, specifically, a second connector-side low-voltage line. This and corresponding advantages have been disclosed in the foregoing.
In another embodiment, the detected error condition is stored in a vehicle-side error memory. This and corresponding advantages have been disclosed in the foregoing.
In another embodiment, the voltage level of the entry-side section of the first low-voltage line is changed by generating a voltage, for example by generating a detection voltage or stopping a charging voltage. In particular, the voltage may be generated by a voltage source, in particular a vehicle-side or inlet-side voltage source. The voltage source may be arranged such that the inlet side resistor provides one resistor of the voltage divider, which comprises a plurality of resistors, in particular two resistors. This and the corresponding advantages should have been disclosed before.
In another embodiment, a diagnostic voltage is generated, wherein the functionality of the inlet side resistor is determined as a function of the voltage level of the inlet side segment of the first low voltage line, e.g. as a function of the voltage across the inlet side resistor. The diagnostic voltage is preferably generated in the off-state. This and corresponding advantages have been disclosed in the foregoing.
In another embodiment, a stop charging voltage is generated, the charging process being controlled as a function of the voltage level of the access side segment of the first low voltage line. The stop charging voltage is preferably generated in the connected state. This and the corresponding advantages should have been disclosed before.
Drawings
The invention is described with reference to the accompanying drawings. Wherein:
figure 1 shows a schematic block diagram of an electric vehicle conductive charging system,
fig. 2 shows a schematic circuit diagram of a vehicle-side conductive charging device and an off-vehicle charging device according to a first embodiment of the invention, and
fig. 3 shows a schematic circuit diagram of a vehicle-side conductive charging device and an vehicle-outside conductive charging device according to a second embodiment of the invention, and
FIG. 4 shows a schematic flow diagram of a method for operating a vehicle-side conductive charging device, an
Fig. 5 shows a schematic flow diagram of another method for operating a vehicle-side conductive charging device.
Detailed Description
In the following, the same reference numerals indicate the same or similar technical features.
Fig. 1 shows a schematic block diagram of an electric vehicle conductive charging system 1, wherein the conductive charging system 1 includes a vehicle-side conductive charging device and an off-vehicle (i.e., external) conductive charging device.
An offboard conductive charging device, which may also be referred to as an EV charging apparatus, may include an offboard charger 2 and a vehicle connector 3. The offboard charger 2 and the vehicle connector 3 may be connected by a cable 4. The vehicle-side conductive charging device may include a vehicle inlet 5 configured to receive the vehicle connector 3. In particular, if the vehicle connector 3 is properly inserted into, i.e., properly connected to, the vehicle inlet, mechanical and electrical connections may be provided. The vehicle inlet 5 may be fixed to a vehicle 6. The electric vehicle 6 may also include a traction battery 7 electrically connected to the vehicle inlet 5.
Fig. 2 shows a schematic circuit diagram of a vehicle-side conductive charging device and an off-board conductive charging device according to an embodiment of the invention. A schematic circuit diagram of the offboard charger 2 and the vehicle connector 3 is specifically shown. A schematic circuit diagram of the vehicle inlet 5 and the electric vehicle 6 is also shown. The vehicle connector 3 and the vehicle inlet 5 form a so-called vehicle coupling 8.
The offboard charger 2 comprises an interface 9 to an external power supply (supply), e.g. to the power grid. Furthermore, the offboard charger 2 comprises a charging voltage generating device 10, schematically illustrated by a block. It is also shown that the off-board charger 2 comprises contacts K1, K2 for closing or interrupting the off-board charger side high voltage lines HVL1, HVL 2. Further, the vehicle exterior charger 2 includes a charger control device 11. The charger control device 11 may control the operation of the contacts K1, K2.
Also shown are first high-voltage line HVL1, second high-voltage line HVL2, neutral line NL, first data line DL1, second data line DL2, first low-voltage line LVL1 and second low-voltage line LVL2, each of which includes a charger side, a connector side, an access side and a vehicle side section. The term "charger side" may denote a part of the (offboard) charger or an element mounted thereto.
The vehicle connector 3 includes connector-side connectors for high-voltage lines HVL1, HVL2, for neutral line NL, for data lines DL1, DL2, and for low-voltage lines LVL1, LVL 2. The vehicle inlet 5 includes a corresponding inlet-side connector. In the connected state, for example, if the vehicle connector 3 is correctly inserted into the vehicle inlet 5, the corresponding connection device provides an electrical connection between the connector-side section of the corresponding high-voltage line HVL1, HVL2, data line DL1, DL2, low-voltage line LVL1, LVL2 and the corresponding inlet-side section of said line HVL1, HVL2, NL, DL1, DL2, LVL1, LVL 2.
Further, it is shown that the electric vehicle 6 includes contacts K5, K6 for interrupting or closing the vehicle-side sections of the high voltage lines HVL1, HVL 2. Further, the electric vehicle 6 includes a vehicle control device 12. The vehicle control device 12 controls the operation of the contacts K5, K6 of the vehicle. Furthermore, a traction battery 7 of the electric vehicle 6 is shown, which is connected to high voltage lines HVL1, HVL 2.
The data and/or signal connection may be provided by the data lines DL1, DL2 between the charger control device 11 and the vehicle control device 12 via the vehicle connector 3 and the vehicle access opening 5, in particular by corresponding connecting means.
Further, the electrical connection for the charging current between the external charger 2 and the electric vehicle 6 may be provided by high voltage lines HVL1, HVL2 in the connected state of the vehicle connector 3 and the vehicle inlet 5.
Another electrical connection between the charger control device 11 and the vehicle control device 12 may be provided by the low voltage lines LVL1, LVL2 in the connected state, in particular via the corresponding connection means.
Also shown, the offboard charger 2 includes a first resistor R1. The vehicle connector 3 includes a second resistor R2 and a third resistor R3. The vehicle inlet 5 includes an inlet-side resistor R4.
It is shown that the connector-side section of first low-voltage line LVL1 is electrically connected to the connector-side section of neutral line NL via a second resistor R2. Also shown, the inlet side section of first low voltage line LVL1 is electrically connected to the inlet side section of neutral line NL via an inlet side resistor R4. Also shown, the connector-side connector for second low-voltage line LVL2 is connected to the connector-side segment of neutral line NL via a third resistor R3.
Also shown, the offboard charger 2 includes a low voltage source 13 connected to the charger-side segment of a first low voltage line LVL1 via a first resistor R1. The voltage source 13 provides an output voltage V13 of 12V DC.
In the off state, the voltage across the second resistor R2 will correspond to
V _ R2 = (R2/(R1+ R2)) x V _13 formula 1
Where V _13 represents the voltage provided by the low voltage source 13 and R1, R2 represent the resistance values of the respective resistors R1, R2.
In the connected state, the voltage across the second resistor R2 will correspond to
V _ R2 = (Rp24/(R1+ Rp24)) x V _13 formula 2
Where Rp24 represents the resistance value of the parallel connection of the second and inlet side resistors R2, R4.
The resistance values of the first, second and fourth resistors R1, R2, R4 are selected such that the voltage level across the voltage across the second resistor R2 in the connected state will be different from the voltage across the second resistor R2 in the disconnected state.
The voltage interface of the charger control device 11 is electrically connected to the charger-side and connector-side sections of the first low-level voltage line LVL1, which allows the voltage across the second resistor R2 to be determined by the charger control device 11. Thus, the charger control device 11 may determine the connected or disconnected state as a function of the voltage across the second resistor R2.
The vehicle 6 includes the first vehicle-side low voltage source 14 and the fifth resistor R5. The vehicle-side section of the second low-voltage line LVL2 is electrically connected to the first vehicle-side low-voltage source 14 via a fifth resistor R5. The first vehicle-side low voltage source 14 may, for example, generate a DC voltage of 12V DC.
In the off state, the voltage levels of the vehicle-side section and the inlet-side section of second low-voltage line LVL2 will correspond to the output voltage of first vehicle-side low-voltage source 14. In the connected state, the voltage level of the vehicle-side section of the second low-voltage line LVL2 will correspond to
V _ LVL2 = R3/(R3+ R5) x V _14 formula 3
Where V _14 represents the output voltage of the vehicle-side first low-voltage source 14. Therefore, the voltage level of the vehicle-side section of second low-voltage line LVL2 in the disconnected state may be different from the voltage level in the connected state. The voltage level of the vehicle-side section of second low-voltage line LVL2 may be determined by vehicle control device 12 because the vehicle-side section of second low-voltage line LVL2 is electrically connected to vehicle control device 12, for example, to a voltage interface of control device 12.
Further, the vehicle control device 12 (specifically, another voltage interface thereof) is electrically connected to an inlet-side segment of the first low-voltage line LVL1, specifically, to a first terminal of an inlet-side resistor R4. The other terminal of the inlet-side resistor R4 is electrically connected to the inlet-side section of the neutral line NL. Since the inlet-side section of the neutral line NL provides a reference potential, for example, a measure potential, the voltage level of the inlet-side section of the first low-voltage line LVL1 is equal to the difference between the potential of the inlet-side section of the first low-voltage line LVL1 and the potential of the inlet-side neutral line NL, which is also referred to as a line potential difference (line potential difference). In addition, the voltage level of the inlet-side segment of the first low voltage line LVL1 is equal to the voltage across the inlet-side resistor R4.
In the off state, the voltage level of the inlet side section of first low-voltage line LVL1 will correspond to the potential of neutral line NL. In the connected state, the voltage level of the inlet side section of first low-voltage line LVL1 will correspond to the aforementioned voltage across second resistor R2 in the connected state.
Thus, the voltage level of the inlet side section of first low-voltage line LVL1 in the off state will be different from the voltage level in the connected state. Therefore, the vehicle control device 12 can determine the connection state as a function of the voltage level of the vehicle-side section of the first low-voltage line LVL 1.
It is possible that the vehicle control device 12 detects the connected state as a function of the voltage level of the second low-voltage line LVL2 and detects the disconnected state as a function of the voltage across the inlet-side resistor R4, that is, as a function of the voltage level of the inlet-side section of the first low-voltage line LVL 1. In this case, the error state may be detected by the vehicle control apparatus 12. Further, the error state may be stored in the vehicle-side error memory 15.
Fig. 3 shows a schematic circuit diagram of the vehicle-side conductive charging device and the vehicle exterior charging device 2 according to another embodiment of the invention. The circuit arrangement is substantially similar to the circuit arrangement shown in fig. 2. In addition to the circuit arrangement shown in fig. 2, the vehicle-side conductive charging device includes a second low-voltage source 17, wherein the second low-voltage source 17 is electrically connected to the vehicle-side section of the first low-voltage line LVL1 via a sixth resistor R6.
If a non-zero output voltage is generated by second vehicle-side low-voltage source 17, the voltage levels of the vehicle-side and inlet-side sections of first low-voltage line LVL1 may be changed. For example, it is possible for the second vehicle-side low-voltage source 17 to generate the diagnostic voltage at a predetermined voltage level in the switched-off state. In this case, the voltage across the inlet side resistor will be equal to
V _ R4 = (R4/(R4+ R6)) x V _17 formula 4
Where V _17 represents the diagnostic voltage level. If the resistance value of the inlet side resistor R4 deviates from the nominal or set value provided in the state of proper functionality of the inlet side resistor R4 by more than a predetermined amount, the aforementioned voltage V _ R4 will deviate from the predetermined voltage level by more than a predetermined amount. Because the voltage across the inlet-side resistor R4 can be measured by the vehicle control device 12, the vehicle control device 12 can detect a failure of the inlet-side resistor R4 as a function of the voltage V _ R4.
In the connected state, the second vehicle-side low voltage source 17 is controllable such that a stop charging voltage with a predetermined voltage level is generated by said voltage source 17, in particular if suspension of charging is desired by the vehicle 6. The operation of the vehicle-side second low-voltage source 17 may be controlled by the vehicle control device 12, for example. If a stop charging voltage is generated, the voltage across the second resistor R2 will change, for example by more than a predetermined amount from the predetermined voltage in the connected state given in equation 2. In this case, the charger control device 11 will determine the open state and terminate the charging, for example by opening the contacts K1, K2.
Fig. 4 shows a schematic flow diagram of a method for operating a vehicle-side conductive charging device. In a first step S1, a voltage across the inlet side resistor R4 (see, e.g., fig. 2) is determined. In the second step S2, specifically, in the first sub-step, the connection state is determined as a function of the voltage across the inlet-side resistor R4. Further, in particular, in a further sub-step, the functionality of the inlet-side resistor R4 may be determined in a second step S2 as a function of the voltage across the inlet-side resistor R4, in particular if the detection voltage is generated, for example, by the second vehicle-side low-voltage source 17. If the off-state is determined in the first sub-step, functionality may be determined, for example. Alternatively or additionally, the charging process is controlled in a second step S2 as a function of the voltage across the inlet side resistor R4, in particular if the charging stop voltage is generated by the second vehicle side low voltage source 17, for example. If in the first sub-step a connected state is determined, the charging process can be controlled, for example.
Fig. 5 shows a schematic flow diagram of a method for operating a vehicle-side conductive charging device according to another embodiment. In a first step S1, a voltage across the inlet side resistor R4 is determined. Further, the connection state is determined as a function of the voltage across the inlet-side resistor R4. In a second step S2, the voltage level of the vehicle-side section of the second low-voltage line LVL2, of which the connection state is determined as a function, is determined by the vehicle control device 12. In a third step S3, if the connection state determined in the first step S1 does not correspond to the connection state determined in the second step S2, an error state is detected. Alternatively, no error condition is detected in the third step S3. If the error state is connected in the third step S3, it may be stored in the vehicle-side memory 15 (see FIG. 2).
Reference symbols
1 conductive charging system
2 vehicle external charger
3 vehicle connector
4 cable
5 vehicle inlet
6 electric vehicle
7 traction battery
8 vehicle coupler
9 interface
10 voltage generating device
11 charger control device
12 vehicle control device
13 first low voltage source
14 vehicle-side first low voltage source
15 memory cell
17 second vehicle-side low-voltage source
R1 first resistor
R2 second resistor
R3 third resistor
R4 cut-in side resistor
R5 fifth resistor
R6 sixth resistor
K1, K2, K5, K6 contacts
HVL1, HVL2 high voltage line
NL neutral line
DL1, DL2 data line
LVL1, LVL2 low-voltage line
S1 first step
S2 second step
S3 third step.

Claims (17)

1. A vehicle-side conductive charging device, wherein the device comprises a vehicle inlet (5), wherein the vehicle inlet (5) further comprises an inlet-side resistor (R4), wherein the inlet-side resistor (R4) is electrically arranged between an inlet-side section of a first low-voltage line (LVL1) and an inlet-side section of a Neutral Line (NL),
it is characterized in that the preparation method is characterized in that,
the apparatus comprises at least one vehicle-side voltage determining means for determining the voltage level of the inlet-side section of the first low-voltage line (LVL1) and/or the apparatus comprises at least one vehicle-side voltage generating means for changing the voltage level of the inlet-side section of the first low-voltage line (LVL 1).
2. The device of claim 1, wherein a voltage level of an inlet-side section of the first low-voltage line (LVL1) is determined as a voltage across the inlet-side resistor (R4).
3. An arrangement according to claim 1 or 2, characterised in that said at least one voltage determining means is at least partly provided by a vehicle control arrangement (12).
4. The apparatus according to any one of claims 1 to 2, characterized in that it comprises at least one vehicle-side evaluation device, wherein the connection state is determinable by said at least one vehicle-side evaluation device as a function of the voltage level of the inlet-side section of the first low-voltage line (LVL 1).
5. The device according to claim 4, characterized in that an error state can be detected by the at least one vehicle-side evaluation means if the detected connection state does not correspond to the set connection state.
6. The apparatus of claim 5, wherein the set connection state is determinable as a function of a voltage level of an inlet-side section of the further low-voltage line.
7. An arrangement according to claim 5 or 6, characterized in that the detected error state is storable in a vehicle-side error memory (15).
8. Apparatus according to any one of claims 1 to 2, characterized in that, if a diagnostic voltage is generated by said voltage generating means, the functionality of said inlet-side resistor (R4) is determinable as a function of the voltage level of the inlet-side section of said first low-voltage line (LVL 1).
9. Apparatus according to any one of claims 1 to 2, characterized in that the charging process is controllable as a function of the voltage level of the inlet-side section of said first low-voltage line (LVL1), if a stop-charging voltage is generated by said voltage generating means.
10. An electric vehicle, wherein the electric vehicle (6) comprises the vehicle-side conductive charging device according to any one of claims 1 to 9.
11. Method for operating a vehicle-side conductive charging device according to one of claims 1 to 9, wherein a voltage level of an inlet-side section of the first low-voltage line (LVL1) is determined, wherein a connection state and/or a functionality of the inlet-side resistor (R4) is determined as a function of the voltage level of the inlet-side section of the first low-voltage line (LVL1), and/or wherein the voltage level of the inlet-side section of the first low-voltage line is varied.
12. The method of claim 11, wherein if the determined connection state does not correspond to the set connection state, an error condition is detected.
13. The method according to claim 12, wherein the set connection state is determined as a function of a voltage level of an inlet-side section of the other low-voltage line.
14. Method according to claim 12 or 13, characterized in that the detected error status is stored in a vehicle-side error memory (15).
15. Method according to any one of claims 11 to 13, characterized in that the voltage level of the inlet-side section of the first low voltage line (LVL1) is changed by generating a voltage.
16. Method according to claim 15, characterized in that a diagnostic voltage is generated, wherein the functionality of the inlet side resistor (R4) is determined as a function of the voltage level of the inlet side section of the first low voltage line (LVL 1).
17. Method according to claim 15, characterized in that a stop-charging voltage is generated, wherein the charging process is controlled as a function of the voltage level of the inlet-side section of the first low-voltage line (LVL 1).
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