CN112106285A - High-efficiency converter arrangement for charging systems for electric vehicles for connecting an electrical network, a battery store and other sources - Google Patents

High-efficiency converter arrangement for charging systems for electric vehicles for connecting an electrical network, a battery store and other sources Download PDF

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Publication number
CN112106285A
CN112106285A CN201980031184.9A CN201980031184A CN112106285A CN 112106285 A CN112106285 A CN 112106285A CN 201980031184 A CN201980031184 A CN 201980031184A CN 112106285 A CN112106285 A CN 112106285A
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CN
China
Prior art keywords
direct
power connection
voltage converter
battery
converter
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN201980031184.9A
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Chinese (zh)
Inventor
J.吉贝尔
R.普芬尼格沃思
K.罗沃德
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
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Volkswagen AG
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
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Publication of CN112106285A publication Critical patent/CN112106285A/en
Pending legal-status Critical Current

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/10—Arrangements incorporating converting means for enabling loads to be operated at will from different kinds of power supplies, e.g. from ac or dc
    • 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
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • 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
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/10—Parallel operation of dc sources
    • H02J1/102—Parallel operation of dc sources being switching converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0048—Circuits or arrangements for reducing losses
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0067—Converter structures employing plural converter units, other than for parallel operation of the units on a single load
    • H02M1/007—Plural converter units in cascade
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0067—Converter structures employing plural converter units, other than for parallel operation of the units on a single load
    • H02M1/008—Plural converter units for generating at two or more independent and non-parallel outputs, e.g. systems with plural point of load switching regulators
    • 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
    • Y02B10/00—Integration of renewable energy sources in buildings
    • Y02B10/30—Wind power
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

The invention relates to a charging system (1) having at least one direct current power connection (2, 3) and at least one alternating current power connection (8) and a battery power connection (6), wherein the battery power connection (6) can be connected to a battery (7), in particular a vehicle high-voltage battery (7), wherein the at least one alternating current power connection (8) is connected to a rectifier (10), wherein a first direct current voltage converter (11) is present. The electrical energy or current can be distributed in an efficient and efficiency-optimized manner by the first direct-current voltage converter (11) being connected to the direct-current side of the rectifier (10), wherein the first direct-current voltage converter (11) is designed as a step-up/step-down converter, wherein the galvanic isolation element (12) can be connected to the first direct-current voltage converter (11) and to the battery power connection (6), wherein at least one direct-current power connection (2, 3) can be connected to the rectifier (10) and to the first direct-current voltage converter (11) via a first switch group (S1a) and can be connected to the first direct-current voltage converter (11) and to the galvanic isolation element (12) via a second switch group (S1 b).

Description

High-efficiency converter arrangement for charging systems for electric vehicles for connecting an electrical network, a battery store and other sources
Technical Field
The invention relates to a charging system having the features of the preamble of claim 1.
Background
Energy supply in future homes will be much more complex than today, as the transition to renewable energy and electric vehicles puts different demands on energy supply. In addition to standard ac grid connections, other dc power sources will be added in the future, such as photovoltaic devices or domestic storage (heimspecher). Furthermore, electric vehicles will become large energy consuming devices not provided in the present grid infrastructure of household electrical appliances.
When a dc power source or energy sink (Senke) is connected to the ac grid of a house, a bi-directional rectifier/inverter is usually required, as well as an additional step-up/step-down converter. This results in large losses and high costs for repeated conversion due to the installed power electronics. Usually, each source, either a photovoltaic device, or a domestic storage, or a vehicle, is connected to the existing ac power grid with its own power electronics. For example, solar current from a photovoltaic device may be temporarily stored into a direct current high voltage storage (DC-HV household storage) via a boost/buck converter (efficiency of, for example, 98%) and an inverter (efficiency of, for example, 97%) of the photovoltaic device, as well as a bidirectional rectifier (efficiency of, for example, 97%), the boost/buck converter (efficiency of, for example, 98%). At this time, if the vehicle is charged at night, the solar current from the DC-HV household storage is transmitted via a bidirectional rectifier (efficiency of e.g. 97%) via a step-up/step-down converter (efficiency of e.g. 98%) into the ac grid of the house. The dc high-voltage battery is charged from the ac mains of the house by means of a rectifier with a step-up/down converter and galvanic isolation (efficiency of e.g. 97%). As a result, for example, 79% overall efficiency is achieved. For home applications this efficiency is obviously too low.
DE 102011083020 a1 discloses a charging device, in particular for a motor vehicle having at least two power input connections. The power input connections may be respectively coupled to different power sources. Furthermore, a power output connection is provided which can be coupled to a battery, in particular a high-voltage vehicle battery. Furthermore, a controllable switching device is provided, which is designed to make and/or break an electrical connection between at least one of the power input connections and the power output connection. The charging device therefore has a controllable switching device with which different energy sources can be connected to the battery, so that a direct voltage for charging the battery is reliably provided. Since a plurality of components can be used multiple times, the charging device is simpler to construct at a lower cost. Here, for a plurality of alternating voltage sources, a single rectifier may be used. For all power input connections, there is a single converter electronics. Such converter electronics are arranged between the power input connection and the switching device. The converter electronics has a controllable rectifier and a controllable voltage converter. Thus, the DC voltage and the AC voltage of different magnitudes can be converted into the DC voltage required for charging the battery. This enables different charging systems to be integrated into a single charging device. In one embodiment, the converter electronics are not arranged in the power input connection, but are associated with the power output connection. Thus, the vehicle may have a vehicle high voltage battery coupled with a corresponding charging device. The charging device is part of a motor vehicle. The charging device provides three power input connections, which are each coupled to a respective switching device via two separate electrical lines. The switching devices each have a switch for each power input connection. On the output side, the switching device is coupled to the power output connection. Two of the power input connections are each connected to converter electronics in the form of a rectifier. The other power input joint is coupled with a direct-current voltage large energy source. The other two power input connections may be coupled to a household current source or to a wireless energy source. A converter electronics provided with a single combination with a controllable rectifier and a voltage converter is disclosed. The voltage converter electronics may have a Buck-Boost converter (Buck-Boost-Wandler), i.e., a dc voltage converter that is not galvanically isolated from the memory choke.
DE 102013220704 a1 discloses a dual use of a converter for conductive charging and inductive charging of an electric vehicle. The corresponding circuit has a direct-current voltage converter, a current converter circuit and a changeover switch. The dc voltage converter is formed by a buck converter. The dc voltage converter may have galvanic isolation between the dc voltage input and the dc voltage output. The current converter circuit is connected to the dc voltage connection, wherein the changeover switch is designed to switchably couple the current converter circuit to the conductive connection or the inductive connection.
It is known from JP H-07250405 a to charge two batteries by means of a charging system, wherein the charging system has a converter and a timer switch.
Disclosure of Invention
The object of the invention is therefore to design a charging system such that energy or current can be distributed in an efficient and efficiency-optimized manner.
The above-mentioned technical problem is solved by a charging system having the features of claim 1. The charging system has at least one dc voltage terminal (also referred to below as dc power terminal) and at least one ac voltage terminal (also referred to below as ac power terminal), as well as a battery power terminal, wherein the battery power terminal can be connected to a battery, in particular a high-voltage vehicle battery. The charging system has a rectifier, wherein the rectifier is connected to the ac power connection. Furthermore, the charging system has a first direct-current voltage converter. The rectifier is connected on the one hand to the ac power connection and on the other hand to the first dc voltage converter. The first dc voltage converter is connected to the dc voltage side of the rectifier. The first direct-current voltage converter is in particular designed as a step-up/step-down converter. Furthermore, the charging system has a galvanic isolation element, in particular in the form of a second direct-current voltage converter. The first direct voltage converter is connected on the one hand to the rectifier and on the other hand to the galvanic isolation element. The galvanic isolation element is connected on the one hand to the first direct voltage converter and on the other hand to the battery power connection. At least one dc power connection is connected or connectable via a first switch group with the rectifier and the first dc voltage converter and via a second switch group with the first dc voltage converter and the galvanic isolation element. By this design of the charging system, a charging system with a plurality of connectors or interfaces is provided. Such a charging system can charge from either connector to the other. The rectifier, the first direct current voltage converter and the galvanic isolation element operate bidirectionally. The feature here is a common dc voltage reference network and the use of only one step-up/down converter, which can form a completely variable connection of the source and sink via corresponding connections by means of intelligent wiring.
Thus, an inverter and a step-up/down converter can be omitted at each direct current source, for example at a photovoltaic installation or a domestic storage. Such charging systems can enable intelligent connection of the energy sink to the source, so that only the lowest possible hardware usage has to be achieved. Due to the reduction of hardware parts, the efficiency and the benefit of the whole system are improved. The switches or groups of switches required for this purpose can connect each source to each sink. This results in increased efficiency, for example, when charging an electric vehicle from a domestic storage that has been charged by means of solar current.
The input and output of the galvanic isolation element can be bypassed by means of a corresponding further switch. This can further improve the efficiency. The above-mentioned power path is shortened to the photovoltaic device, the step-up/down converter, the direct-current high-voltage storage and the step-up/down converter and the vehicle, wherein the galvanic isolation element is bypassed. This results in an overall efficiency of, for example, 96% without taking into account losses in the domestic memory. Furthermore, the efficiency of charging the vehicle from a dc voltage source, such as a photovoltaic system, a domestic storage device or a fuel cell, can be further increased by means of the two switch groups, since here, in particular, a low-voltage network complying with the standard requirements, the so-called IT network (isolette-Netz), and the galvanic isolation can thus be bypassed, since the domestic storage device and the photovoltaic system already have a ground. This results in improved efficiency, for example when charging an electric vehicle directly from a solar power source, i.e. a photovoltaic system, and the power path is shortened to the photovoltaic system, the step-down converter and the vehicle. This resulted in an overall efficiency of 98%. The voltage level between the respective source and sink can be adjusted by a boost/buck converter. This may enable a more compact and advantageous charging system than the current prior art.
Drawings
There are now many possibilities to design and extend charging systems. Reference may be made first to the claims depending from claim 1. Preferred embodiments of the invention are explained in more detail below with reference to the figures and the associated description. In the drawings:
fig. 1 shows a charging system according to the invention in a very schematic view, together with a plurality of sources and energy sinks.
Detailed Description
Fig. 1 shows a charging system 1 having at least one, in particular a plurality of dc power terminals, which are referred to below as dc power terminals 2, 3. For example, the domestic storage 4 can be connected to the direct current power connection 2 and, for example, the photovoltaic device 5 can be connected to the direct current power connection 3. Furthermore, the charging system 1 has a battery power terminal 6, wherein the battery power terminal 6 is or can be connected to a battery 7, in particular a high-voltage vehicle battery 7. Furthermore, the charging system 1 has an alternating current voltage connection, which will be referred to as an alternating current power connection 8 below. The ac power connection 8 is connected to an ac power grid 9. The ac power network 9 may be formed, for example, by a 220 volt or 110 volt ac power network with a frequency of 50 Hz.
The charging system 1 has a rectifier 10, wherein the rectifier 10 is connected on the one hand to the ac power grid 9, i.e. to the ac power connection 8, and on the dc voltage side to a first dc voltage converter 11. The first direct-current voltage converter 11 is in particular designed as a step-up/step-down converter. The first dc voltage converter 11 is connected to the dc side of the rectifier 10. The first direct voltage converter 11 is now connected on the other side to the galvanic isolation element 12. The galvanic isolation element 12 may be formed by a second direct voltage converter. The galvanic isolation element 12 is connected to the first dc voltage converter 11 on the one hand and to the ac power connection 8 on the other hand. The galvanic isolation element 12 may achieve galvanic isolation. Here, the galvanic isolation element 12 can be bypassed by the switches S2a and S2 b.
At this time, the charging system 1 has a first switch group S1a and a second switch group S1 b. The switch groups S1a and S1b each have a plurality of switches that can be operated independently of one another, which switches are each associated with a connected source, a dc power connection 2, 3. At least one dc power connection 2, 3 is now connected or connectable via a first switching group S1a to the rectifier 10 and the first dc voltage converter 11. Furthermore, at least one dc power connection 2, 3 can be connected to the first dc voltage converter 11 and the galvanic isolation element 12 or the second dc voltage converter via the second switch group S1 b. The charging system 1 now has a plurality of interfaces in the form of dc power connections 2, 3, an ac power connection 8 and a battery power connection 6. The charging system 1 can perform charging from any connector to another connector. A common dc voltage reference network is used. Furthermore, only a single step-up/down converter in the form of the first direct-current voltage converter 11 is used, which can form a complete variation of the connection with source and sink (Senke) by means of intelligent wiring. Thus, converters and step-up/down converters can be omitted at each direct current source, for example at the domestic storage 4 or at the photovoltaic installation 5. By means of this charging system 1, the above-mentioned intelligent wiring of sinks of different electrical gas sources can be achieved, so that only the lowest possible hardware use has to be achieved. Due to the reduction of hardware parts, the efficiency and the benefit of the whole system are improved. The switching modules S1a and S1b required for this purpose can be connected in common to each source and sink.
A power flow from the ac power supply system 9 to the vehicle, i.e. to the battery 7, is now effected via the rectifier 10, the step-up/step-down converter 11 and the second dc voltage converter 12. The power flow between the photovoltaic device 5 and the ac power grid 9 is achieved by keeping the first switch group S1a in the open position and closing the respective switches in the second switch group S1b, thereby providing a connection between the photovoltaic device 5, the boost/buck converter 11 and the rectifier 10 up to the ac power connection 8, i.e. the ac power grid 9.
The power flow between the ac power network 9 and the domestic storage 4 is achieved by keeping the switch group S1a in the open position and closing the respective switches in the switch group S1b, thereby providing a connection of the ac power network via the rectifier 10, the boost/buck converter 11 and the domestic storage 4. The power flow between the domestic storage 4 and the motor vehicle, i.e. the battery 7, is provided by closing the respective switch in the first switch group S1 and opening the second switch group S1b, so that the connection of the domestic storage 4 to the vehicle battery 7 via the step-up/step-down converter 11 is effected, wherein the switches S2a, S2b are closed to bypass the galvanic isolation element 12. By opening the first switch set S1a and closing the respective switches in the second switch set S1b so that the photovoltaic device 5 is directly connected with the vehicle, power flow is generated between the photovoltaic device 5 and the vehicle in the form of the battery 7. The domestic accumulator 4 and the photovoltaic device 5 each have a ground (Erdung), so that the galvanic isolation element 12 can be bypassed when charging the vehicle battery 7 from the domestic accumulator 4 or the photovoltaic device 5. Thereby further improving efficiency.
The power flow between the photovoltaic device 5 and the domestic storage 4 can be provided by connecting the photovoltaic device 5 with the domestic storage 4 via the step-up/down converter 11 by closing the switches of the switch group S1a and the switch group S1b associated with the photovoltaic device 5 and the domestic storage 4.
The charging system 1 forms an intelligent charging station which can connect the photovoltaic installation 5 and the domestic storage 4 in an efficiency-optimized manner. Other interfaces may be, for example, fuel cells, wind turbines, electrolyzers, etc. Such charging systems may also be used in many applications, such as in electric vehicles, shipping, aerospace, household or industrial applications.
List of reference numerals
1 charging system
2 DC power joint
3 DC power joint
4 household storage
5 photovoltaic device
6 battery power connector
7 battery/vehicle high-voltage battery
8 AC power joint
9 AC network
10 rectifier
11 first direct current voltage converter/step-up/step-down converter
12 galvanic isolation element
S1a first switch group
S1b second switch group
S2a third switch
S2b fourth switch

Claims (6)

1. Charging system (1) having at least one direct current power connection (2, 3) and at least one alternating current power connection (8) and a battery power connection (6), wherein the battery power connection (6) can be connected to a battery (7), in particular a vehicle high-voltage battery (7), wherein the at least one alternating current power connection (8) is connected to a rectifier (10), wherein a first direct current voltage converter (11) is present, characterized in that the first direct current voltage converter (11) is connected to the direct current side of the rectifier (10), wherein the first direct current voltage converter (11) is designed as a step-up/step-down converter, wherein a galvanic isolation element (12) can be connected to the first direct current voltage converter (11) and the battery power connection (6), wherein the at least one direct current power connection (2, 3) can be connected to the rectifier (10) and to the first direct-current voltage converter (11) via a first switch group (S1a), and can be connected to the first direct-current voltage converter (11) and to the galvanic isolation element (12) via a second switch group (S1 b).
2. Charging system according to claim 1, characterized in that one direct current power connection (2) is connected to a photovoltaic device (5).
3. Charging system according to any of the preceding claims, characterized in that a direct current power connection (3) is connected to the domestic storage (4).
4. A charging system according to any of the preceding claims, wherein a dc power connection is connected to the fuel cell.
5. Charging system according to any of the preceding claims, characterized in that the rectifier (10), the first direct voltage converter (11) and the galvanic isolation element (12) work bidirectionally, so that charging from any connection to another connection is possible by means of the charging system.
6. Charging system according to one of the preceding claims, characterized in that the input and output of the galvanic isolation element (12) can be bypassed by means of a respective further switch (S2a, S2b), respectively.
CN201980031184.9A 2018-05-09 2019-05-07 High-efficiency converter arrangement for charging systems for electric vehicles for connecting an electrical network, a battery store and other sources Pending CN112106285A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102018111154.1 2018-05-09
DE102018111154.1A DE102018111154B4 (en) 2018-05-09 2018-05-09 Charging system
PCT/EP2019/061742 WO2019215194A1 (en) 2018-05-09 2019-05-07 Efficient converter assembly for a charging system for an electric vehicle including mains grid, battery store and other sources

Publications (1)

Publication Number Publication Date
CN112106285A true CN112106285A (en) 2020-12-18

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Country Status (3)

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CN (1) CN112106285A (en)
DE (1) DE102018111154B4 (en)
WO (1) WO2019215194A1 (en)

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DE102018111154A1 (en) 2019-11-14
DE102018111154B4 (en) 2024-04-04
WO2019215194A1 (en) 2019-11-14

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