CN113771650A - 用于机动车的充电装置 - Google Patents
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Abstract
用于机动车的充电装置,具有装置输入接口和装置输出接口,充电装置包括多个充电模块,通过相应的模块输入接口和装置输入接口能够向充电模块提供输入电压,充电模块的相应的变压器被设计用于将输入电压转换为在相应的模块输出接口处提供的输出电压,各模块输出接口并联地连接至装置输出接口,从充电装置取出的充电模块能够与充电装置分离地用作充电器以便从所述电源或其他电源为所述机动车或其他机动车的蓄能器充电,充电模块具有控制设备,其被设计用于,一方面检测相应的充电模块的至少一个运行参数和/或从机动车的通信设备接收至少一个通信信息,另一方面根据运行参数和/或通信信息来控制或调节模块输出接口处的输出电压和/或充电电流。
Description
技术领域
本发明涉及一种用于机动车的充电装置,该充电装置具有用于将充电装置连接到电源的装置输入接口和用于将充电装置连接到机动车的充电接头的装置输出接口,以便提供用于给机动车的蓄能器充电的充电电流,其中,充电装置包括多个充电模块,经由相应的模块输入接口和装置输入接口能够向所述多个充电模块提供输入电压,特别是交流电压,其中,相应的充电模块的相应的变压器被配置成将输入电压转换成在相应的模块输出接口处提供的输出电压,特别是直流电压,其中,模块输出接口并联地被连接到装置输出接口,其中,至少一个充电模块能够从充电装置中被取出。此外,本发明还涉及一种充电系统。
背景技术
对于电动车辆和混合动力车辆通常有两种不同的充电可能性。一方面,机动车可以以相对较小的功率、例如以个位数的千瓦范围的功率通过例如标准的插座直接从交流电网充电。另一方面,通过直流电压接头可以在直流电压充电桩处以相对高的功率进行充电。直流电压充电桩的功率大于22kW,例如在50kW至150kW的范围内。
为了在私人领域也允许快速地对电动车辆充电,现在针对私人客户存在所谓的DC-壁式充电箱形式的直流电压充电器,其输出功率一般处于11kW至22kW之间的范围中。然而,因为不能总是从提供这种直流电压充电可能性的出发点出发,所以仍必须在机动车中安装交流电压充电器,所述交流电压充电器允许在标准的插座上以降低的功率给车辆充电。
通过所述方式,对于客户而言产生了提高的成本,因为一方面需要承担壁式充电箱的成本,另一方面需要承担机动车中的交流电压充电器的成本。此外,交流电压充电器在机动车中需要一定的结构空间并且提高其重量。原则上,为了在途中充电,取代于所安装的交流电压充电器,可以使用移动的外部充电器。然而,这将需要购买单独的充电器以用于在家中充电和在途中充电,这将增加额外的成本并且降低顾客接受度。
因此,文献DE 10 2015 200 960 A1建议使用一种充电装置,该充电装置的用于将交流电流转换成直流电流的功率模块能够从充电装置中被取出。被取出的功率模块于是可以与所谓的DC/DC缆线共同地用于与充电装置无关地给机动车充电,所述DC/DC缆线包括用于调节用于电池的充电电压的直流变换器以及用于与机动车通信的通信设备。换句话说,该文献提出,功率模块与其他功率模块一起在充电装置中使用或者与充电装置分离地与DC/DC线缆一起用于为机动车充电。由此,对于移动充电不必购买单独的功率模块。然而,仍然需要提供充电控制和通信所需的移动充电部件作为单独的装置,即作为DC/DC缆线的一部分。
因此,移动充电仅借助于附加的、相对复杂的部件才是可能的,由此产生附加的成本或在期望的充电地点不必然存在该部件。
发明内容
因此,本发明的目的在于,说明一种与之相比得到改进的充电装置,该充电装置尤其在固定充电的情况下能够实现高的充电功率并且同时能够以小的附加耗费实现移动充电。
根据本发明,该目的通过开头所述类型的充电装置来实现,其中,从充电装置中取出的充电模块可以与充电装置分离地作为充电器使用,以便从所述电源或从其他电源给所述机动车或其他机动车的蓄能器充电,其中,相应的充电模块具有控制设备,该控制设备被设置用于,一方面检测相应的充电模块的至少一个运行参数和/或从机动车的通信设备接收至少一个通信信息,另一方面根据运行参数和/或通信信息来控制或调节模块输出接口处的输出电压和/或充电电流。
因此,根据本发明的充电装置可以有利地在相应的充电模块中设置所有对充电重要的部件,从而为了独立于充电装置对机动车充电,除了充电模块之外,仅需要无源的缆线。此外,充电装置除了充电模块之外可以相对简单地构造。在最简单的情况下,它只需要将各个模块输入接口连接到装置输入接口,并且将模块输出接口与装置输出接口并联地连接。如后面还要解释的那样,充电装置可以有利地包括其他部件,特别是用于冷却充电模块的部件。
装置输入接口与模块输入接口的连接可以这样实现:模块输入接口并联连接。然而特别有利的是,所述充电装置与多相电源、例如与三相电网连接,其中,对于每个相使用充电模块之一或充电模块中的多个并联的充电模块。在独立于充电装置使用充电模块时,因此可以仅通过一个相进行充电,这例如对于从通常的插座进行充电是足够的。
电源可以是电网,尤其是交流电压电网,其提供优选一相或三相的电压。在相应的模块输出接口处的输出电压或充电电流可以通过相应地控制变流器、例如通过调节占空比来调整。补充地或替代地,输出电压或充电电流也可以通过如下方式来调整:使变流器如稍后还要阐述的那样与模块输入接口或模块输出接口断开。
根据运行参数对输出电压或充电电流的控制或调节尤其能够实现,控制设备用作保护设备,在例如识别到过电压时,在温度超过极限值时,在识别到输出电阻过高或过低时,在例如借助对导频线路(Pilotleitungen)监控识别到充电线缆的中断时或在类似情况时,控制设备触发变压器的关断或变压器与模块输入接口或模块输出接口的分离。补充地或替代地,故障电流识别和/或接地监视可以属于内部保护设备。运行参数能够经由传感器或经由例如在模块输入接口或在模块输出接口处的电压测量来确定。如果使用数字控制设备,则在此例如可以使用模拟数字转换或比较器(Komprator),以便提供可处理的数字信号。
与机动车的通信设备的通信尤其可以通过模块输出接口或装置输出接口有线地进行。在此,例如可以使用在电力缆线中的单独的信号线路。在通常的充电装置中,为此使用导频线路,经由所述导频线路,信号例如能够通过脉冲宽度调制或通过测量所接通的电阻来传输。
替代地或补充地,可以使用所谓的电力线通信,其中通信信号被调制到通过电线传输的直流电压上。
这两种方案已经在用于机动车的充电装置中使用并且因此不应详细地阐述。与机动车的通信设备的通信尤其可以用于检测机动车的功率要求并且相应地控制充电过程、监控充电装置或充电模块与机动车之间的正确连接等。
相应的变压器可以通过相应的输入开关设备与模块输入接口连接,其中,输入开关设备被设置用于,根据控制设备的控制信号将变压器或变压器的至少一个接头与模块输入接口分离和/或与模块输入接口连接。补充地或备选地,相应的变压器可以通过相应的输出开关设备与模块输出接口连接,其中,输出开关设备被设置用于,根据控制设备的控制信号将变压器或变压器的至少一个接头与模块输出接口分开和/或与模块输出接口连接。通常能够控制变流器以使得例如通过将占空比设定为零而将输出电流减小到零,同时,如果附加地使用所阐述的输入开关设备或输出开关设备,则运行安全性通常能够进一步提高。由此,例如也将被充电的电容器与接口分离,使得例如在取出模块时实现鲁棒的接触保护并且即使在变流器有故障时也能够鲁棒地防止在模块或装置输出接口处提供充电电流。
充电装置优选具有壳体,充电模块被机械地固持在该壳体中,其中,在此壳体的相应的第一壳体接头将相应的模块输入接口与设置在壳体上的装置输入接口连接,相应的第二壳体接头将相应的模块输出接口与设置在壳体上的装置输出接口连接。由此能够以少量的简单操作实现将单个充电模块插入充电装置或从充电装置中取出,其中可以实现牢固的机械固持和电接触。
壳体可以具有通风设备,以便冷却充电模块。充电模块尤其可以具有各自的冷却体,该冷却体与其中设置有通风设备的空气体积/空间邻接。因此,通过壳体的通风设备实现了充电装置中的充电模块的改进的冷却,由此所述充电模块能够潜在地提供更高的充电功率。
补充地或备选地,壳体的冷却剂回路可以通过冷却剂接头与充电模块的相应的冷却剂通道联接。由此例如可以通过冷却液体实现冷却,或者可以有针对性地使空气流通过充电模块,以便由此进一步改善冷却。冷却剂接头在此尤其是自密封的,从而在取出充电模块时冷却剂回路在充电装置内通过相应的冷却剂接头的封闭而保持封闭。已经处于充电模块中的冷却流体可以在取出充电模块之前例如被泵出。作为替代方案,也可以使冷却剂保留在充电模块中,并通过封闭冷却剂接头而保持在密封的体积中。然而,如果冷却剂通道用于空气冷却,那么在拆卸状态下,充电模块的冷却剂通道也可以保持打开。
相应的充电模块可以具有相应的壳体传感器,其中,控制设备被设置用于,通过壳体传感器检测相应的充电模块是否被固持在壳体中,并且根据该检测来调整输出电压和/或充电电流和/或充电模块的其他运行参数。壳体传感器例如可以由按键或者通过两个接触面构成,这两个接触面经由壳体被导电连接。补充地或替代地,也可以使用充电模块的温度传感器来监控相应的充电模块的温度或充电模块的至少一个部件的温度,并且可以在过高的温度下进行“降级”,也就是降低充电功率或充电电流。
如上所述,可以通过封闭的冷却剂回路和/或通过通风设备在壳体中实现附加的主动冷却。由此可以允许充电模块的更高的废热产生且因此更高的充电功率。如果充电模块在壳体外部使用,那么因此可以改变充电电流或其他参数,以便总体上提供较低的充电功率。替代地或补充地,也可以根据充电模块的所检测到的温度来控制或调节充电功率。由此也实现充电功率与是否存在附加的冷却的匹配。
控制设备可以被设置用于,通过模块输出接口以有线的方式接收通信信息或以无线的方式接收通信信息和/或通过模块输出接口以有线的方式发送另一通信信息或以无线的方式发送另一通信信息。上文已经讨论了用于这种通信的不同可能性。
除了根据本发明的充电装置,本发明还涉及一种充电系统,该充电系统包括根据本发明的充电装置以及用于将充电模块之一的模块输入接口与所述电源或其他电源连接的第一连接缆线和用于将充电模块的模块输出接口与所述机动车或其他机动车的充电接头连接的第二连接缆线。如上所述,第一连接缆线和第二连接缆线可以是纯无源缆线。第一连接缆线可以在一侧包括用于与模块输入接口连接的连接器并且在另一侧包括用于与例如常见的插座或三相插座连接的连接器。第二连接缆线可以在一侧包括用于与模块输出接口连接的连接器并且在另一侧包括用于与机动车的充电接头连接的连接器。在第一连接缆线和第二连接缆线的端部的连接器可以通过多芯缆线来连接。
附图说明
本发明的其它优点和细节由实施例以及附图得出。在此示意性地示出:
图1示出本发明充电装置的一个实施例,
图2示出图1所示的充电装置的剖视图,
图3示出分离使用的充电模块与连接缆线的连接,该连接用于将充电模块连接至电源和机动车的充电接头,以及
图4示出了根据本发明的充电装置的另一个实施例的细节图。
具体实施方式
图1示出用于机动车的充电装置1。该充电装置包括壳体2和多个被机械地固持在壳体2中并且通过壳体2来实现接触的充电模块10。在壳体2上设有装置输入接口3以用于将充电装置1与电源、尤其是与三相电网相连接。装置输入接口3仅示意性地被示出并且例如可以在充电装置1被构造为壁式充电箱时由接线夹构成,该接线夹用于三相接头的电流导线。另选地,例如也可以将具有相应插头的缆线用作装置输入接口3。
通过装置输出接口4进行对未示出的机动车的充电,该装置输出接口在本实施例中是用于机动车的常见充电插座的充电插头。该插头通过线缆14与壳体2连接并且除了具有信号线路7、8之外还具有保护触点9以及用于直流充电的两个接头5、6,所述信号线路也被称为导频线路且一方面用于识别正确的连接,并且另一方面能够实现机动车与充电装置之间的通信。
另外参照图2阐述充电装置的其他细节,图2示意性示出充电装置1的剖面图。各个充电模块10通过各自的锁定件13被形锁合地固持。为了取出充电模块10,可以使锁定件13沿箭头17的方向运动,之后可以沿箭头18的方向移动模块10,并且接着可以如箭头19所示地取出模块10。单个模块10在壳体2上的所述类型的机械固持仅是示例性的。显然,许多其它的设计方案也是可能的。
在充电模块10的装入状态下,相应的充电模块10的电子器件22通过模块输入接口15、第一壳体接头11和输入分配器20与装置输入接口3连接。输入分配器20例如可以分别将三相输送的交流电流的一个相引导至各单个的充电模块10或者也可以将各单个的充电模块10并联地连接到一个相。
电子器件22与装置输出接口4或缆线14的连接通过模块输出接口16、第二壳体接头12和输出分配器21实现,所述输出分配器例如将模块输出接口16并联,以便将其与装置输出接口4连接。在图2中还附加地示出了接触部28,当锁定件13被打开时,该接触部自动地断开该连接。
除了变压器23之外,每个充电模块10还包括控制设备24,变压器23将在各个模块输入接口15处的输入电压转换为在各个模块输出接口16处的输出电压。该控制设备可以检测相应的充电模块的运行参数,为此例如可以使用至少一个传感器27或者至少一个用于电压测量或者电流测量的装置,以便监控充电模块10或者其电子器件22的温度、输入电压和/或电流、输出电压和/或电流、输入交流电流的频率等,并且根据这些运行参数控制或者调节输出电压或者充电电流。
这种控制或调节例如可以减小充电电流,以便当检测到过高的温度时减小充电功率。尤其可能的是,输出电压或充电电流被控制为零,尤其是通过将变压器23与模块输入接口15和/或模块输出接口16分离的方式。为了实现这一点,变流器23通过输入开关设备25与模块输入接口15连接并且通过输出开关设备26与模块输出接口16连接,其中,输入开关设备25或输出开关设备26可以根据控制设备23的控制信号断开这些相应的连接并且优选也可以接通这些相应的连接。这例如能够在识别出故障状态时将变流器23与充电模块10的输入端和输出端分离。
控制设备23此外被设置用于,通过模块输出接口16或装置输出接口4有线地与未示出的机动车的通信设备通信。由此,例如可以通过电力线通信或者通过脉冲宽度调制或者通过电阻的切换来进行如下通信:应当提供何种电压用于充电。控制设备24可以相应地控制变流器23。
每个充电模块10因此具有所有用于给机动车的蓄能器充电的重要部件,从而每个单个的充电模块10都通过连接相应的连接缆线32、33(如图3所示)也可以独立于充电装置1被用于给机动车充电。第一连接缆线32在此具有用于与模块输入接口15连接的连接器34和用于连接到电源、例如通常的插座的连接器35。第二连接缆线33具有用于连接到模块输出接口16上的连接器36以及用于与机动车的充电接头连接的连接器37。
因此,在使用除了包括图1中所示的部件之外还包括连接缆线32、33的充电系统时,当充电模块10的全部或至少部分被安装到壳体2中时,可以通过充电装置1对机动车进行充电,并且当至少一个模块10被拆除并通过连接缆线32、33与电源和机动车连接时,可以与充电装置1脱离地对机动车进行充电。
除了使各个充电模块10电接触和机械固定之外,充电装置1的壳体2可以具有附加的功能并且特别是实现充电模块10的更好的冷却。为此,在图2所示的例子中,在壳体2中设置通风设备31,以便冷却充电模块10。各个充电模块10分别具有冷却体29,所述冷却体与空气体积30邻接,在所述空气体积中设置有通风设备。在此,在通风设备31和冷却体29之间例如可以布置格栅,以便在拆卸充电模块10时防止接触通风设备31。
通过这种方法或其他方法来冷却充电模块10,只要充电模块10被安装在壳体2中,充电装置1内的充电模块10就可以提供比图3所示的在壳体2外使用的情况更高的功率。因此,传感器27或其中一个传感器27可以是壳体传感器27,例如压力按键或类似物,通过其检测充电模块10是否安装在壳体2中。如果没有安装其中,则例如可以降低充电功率。替代地或补充地,可以通过温度传感器进行温度监控并且根据温度减小充电功率。
如果附加地或替代于在图2中示出的通风设备31使用封闭的冷却剂回路,则可以在充电模块设置在壳体2中时实现对相应充电模块10的冷却的进一步改善。在图4中示出了一个示例,其中,出于清楚的原因仅示出了对于冷却重要的部件。
在例如通过将锁定件13移动到图2所示的位置而将充电模块10安装到壳体2中时,在这种情况下不仅壳体接头11、12与模块输入接口15或模块输出接口16连接,而且冷却剂接头39也连接,这些冷却剂接头将延伸通过充电模块10的冷却剂通道38与壳体2的冷却剂回路40连接。冷却剂回路40在图4中仅示意性地示出并且例如可以包括输送装置41、例如泵和用于导出热的热交换器42。尤其是当使用液态的冷却剂时,冷却剂接头39应这样设计,使得它们在冷却剂接头分开时自动地关闭。
Claims (10)
1.一种用于机动车的充电装置,该充电装置具有装置输入接口(3)和装置输出接口(4),该装置输入接口用于将充电装置(1)与电源连接,该装置输出接口用于将充电装置(1)与机动车的充电接头连接,以便提供用于给机动车的蓄能器充电的充电电流,其中,充电装置(1)包括多个充电模块(10),通过相应的模块输入接口(15)和装置输入接口(3)能够向充电模块提供输入电压、尤其是交流电压,其中,相应的充电模块(10)的相应的变压器(23)被设置用于将输入电压转换成在相应的模块输出接口(16)处提供的输出电压、尤其是直流电压,其中,各模块输出接口(16)并联地连接至装置输出接口(4),其中,至少一个充电模块(10)能够从充电装置中被取出,其特征在于,
从充电装置(1)中取出的充电模块(10)能够与充电装置(1)分离地用作充电器,以便从所述电源或其他电源为所述机动车或其他机动车的蓄能器充电,其中,相应的充电模块(10)具有控制设备(24),该控制设备被设计用于,一方面检测相应的充电模块(10)的至少一个运行参数和/或从机动车侧的通信设备接收至少一个通信信息,另一方面根据运行参数和/或通信信息来控制或调节在模块输出接口(16)处的输出电压和/或充电电流。
2.根据权利要求1所述的充电装置,
其特征在于,
相应的变压器(23)通过相应的输入开关设备(25)与模块输入接口(15)连接,其中,该输入开关设备(25)被设置用于,根据控制设备(24)的控制信号将变压器(23)或将变压器(23)的至少一个接头与模块输入接口(15)分离和/或与模块输入接口(15)连接。
3.根据权利要求1或2所述的充电装置,
其特征在于,
相应的变压器(23)通过相应的输出开关设备(26)与模块输出接口(16)连接,其中,输出开关设备(26)被设置用于,根据控制设备(24)的控制信号将变压器(23)或将变压器(23)的至少一个接头与模块输出接口(16)分离和/或与模块输出接口(16)连接。
4.根据前述权利要求之一所述的充电装置,
其特征在于,
该充电装置具有壳体(2),充电模块(10)被机械地固持在该壳体中,其中,在此壳体(2)的相应的第一壳体接头(11)将相应的模块输入接口(15)与设置在壳体(2)上的装置输入接口(3)连接,相应的第二壳体接头(12)将相应的模块输出接口(16)与设置在壳体(2)上的装置输出接口(4)连接。
5.根据权利要求4所述的充电装置,
其特征在于,
所述壳体(2)具有通风设备(31),以便冷却充电模块(10)。
6.根据权利要求5所述的充电装置,
其特征在于,
充电模块(10)具有各自的冷却体(29),该冷却体与设置有所述通风设备(31)的空气体积(30)邻接。
7.根据权利要求4至6之一所述的充电装置,
其特征在于,
壳体(2)的冷却剂回路(40)通过冷却剂接头(39)与充电模块(10)的相应的冷却剂通道(38)联接。
8.根据权利要求4至7之一所述的充电装置,
其特征在于,
相应的充电模块(10)具有相应的壳体传感器(27),其中,控制设备(24)被设置用于,通过该壳体传感器(27)检测相应的充电模块(10)是否被固持在壳体(2)中,并且根据该检测来调整输出电压和/或充电电流和/或充电模块(10)的其他运行参数。
9.根据前述权利要求之一所述的充电装置,
其特征在于,
所述控制设备(24)被设置用于,通过模块输出接口(16)以有线的方式接收通信信息或者以无线的方式接收通信信息和/或通过模块输出接口(16)以有线的方式发送另一通信信息或者以无线的方式发送另一通信信息。
10.一种充电系统,该充电系统包括根据上述权利要求之一所述的充电装置(1)和用于将充电模块(10)之一的模块输入接口(15)与所述电源或其他电源连接的第一连接缆线(32)和用于将充电模块(10)的模块输出接口(16)与所述机动车或其他机动车的充电接头连接的第二连接缆线(33)。
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