EP2736757A2 - Aufladevorrichtung und verfahren für elektrische batterien - Google Patents

Aufladevorrichtung und verfahren für elektrische batterien

Info

Publication number
EP2736757A2
EP2736757A2 EP12735914.9A EP12735914A EP2736757A2 EP 2736757 A2 EP2736757 A2 EP 2736757A2 EP 12735914 A EP12735914 A EP 12735914A EP 2736757 A2 EP2736757 A2 EP 2736757A2
Authority
EP
European Patent Office
Prior art keywords
charging
power
source
delivered
battery
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.)
Withdrawn
Application number
EP12735914.9A
Other languages
English (en)
French (fr)
Inventor
Eric Stempin
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.)
Evtronic SAS
Original Assignee
Evtronic SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Evtronic SAS filed Critical Evtronic SAS
Publication of EP2736757A2 publication Critical patent/EP2736757A2/de
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/302—Cooling of charging equipment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/53—Batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • 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
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]

Definitions

  • the present invention relates to an installation and charging method for electric battery, and more particularly to a fast charge terminal for vehicles equipped with at least one electric battery and an on-board computer.
  • the simplest recharging is done using a direct connection, on a so-called normal socket, delivering a current of 16 A at 220 to 240 V, or about 3.7 kVA.
  • the alternating current is converted into direct current by the on-board charger of the car. A full recharge takes place in 6 to 10 hours.
  • This type of load which can be performed from a conventional home outlet, lies in the absence of the need for any new infrastructure, at least for individuals with a garage or a parking space.
  • This type of load also has the advantage of offering the possibility of recharging the vehicle at night during hours, when energy consumption is lowest.
  • Charging by fast direct connection requires a dedicated charging terminal, delivering a direct current of a hundred amps, at a voltage currently between 20 and 500 V, directly applied to the batteries of the electric vehicle.
  • the installed power is of the order of 50 kVA.
  • This type of charging provides, in principle, a range of 3 to 5 km per minute of charge, provided that the batteries are able to absorb high currents without damage. Co-management of the load by intelligent elements present, on the one hand on the electric vehicle and on the other hand, on the fast charging terminal is necessary.
  • the fast charging station has a charger-rectifier powered by a three-phase network.
  • the amount of energy consumed by the electric car depends mainly on its performance and the distance it travels. Designed for an average of 40 km per day, the electric car requires between 4 and 25 kWh per 24 hours, which gives an annual consumption of between 1,500 and 9,000 kWh. According to the various sources given by GI FAM (Inter-professional group of manufacturers of household equipment) and INSEE, in France, the average domestic consumption of potential users of the electric car would be 8,000 kWh and this consumption would be 1 000 kWh in the United States.
  • GI FAM Inter-professional group of manufacturers of household equipment
  • INSEE in France
  • the electric car could increase family consumption by 20 to 50%. If most people recharge their cars during the day, the installed power of the power plants will grow beyond reasonable.
  • night charging would require a power of about 3 kW (recharge for 6 to 10 hours), easily supported by existing installations.
  • the charging terminals for electric vehicles are all currently powered by a single source of energy: generally the electrical distribution network.
  • the present invention aims to overcome these various disadvantages by proposing an installation and a charging method, simple in their design and in their operating mode, to ensure the charging of an electric battery quickly and economically.
  • Another object of the present invention is such an installation and such a charging method making it possible to reduce the impact of the electricity demand on the network by reducing the power demands on the electrical distribution network. They will have the effect:
  • the object of the invention is to reduce the power of the connection point to the power distribution network without reducing the performance of the fast charging terminal.
  • the subject of the present invention is an installation for charging an electric battery for a vehicle, said installation comprising a main power supply source capable of delivering a charging power Pci and a first circuit for converting the current. or the supply voltage supplied by said main source in a charging current or voltage for said electric battery.
  • this installation comprises
  • At least one auxiliary source of power supply capable of delivering a charge power Pc 2 ,
  • At least one second circuit for converting the current or the supply voltage delivered by said auxiliary source into a charging current or voltage for said electric battery, said at least one second circuit being connected in parallel with said first circuit,
  • a management system controlling said at least one auxiliary source so as to activate at least one of said auxiliary sources when the charging power Pc required for charging said battery is greater than the charging power Pci likely to be delivered by said main source .
  • Vehicle means a motorized vehicle of the terrestrial, nautical or air type, that is to say, and for purely illustrative purposes, a boat, an aircraft, an automobile, a truck, a bus or a quadricycle. .
  • the object of the invention is to reduce the impact of electricity demand on the network by reducing the power demand on the electrical distribution network. It will have the effect of:
  • the main source of power supply is the power supply network delivering a mains voltage or a sector current
  • said at least one auxiliary source comprises a power supply unit chosen from the group comprising a battery, a supercapacitor, a flywheel, a fuel cell, a generator, photovoltaic solar panels and combinations of these. items
  • said vehicle comprising an on-board computer controlling said battery to be charged
  • said installation comprises a communication system for enabling the real-time transfer of information between said installation and said on-board computer, said information comprising at least one setpoint value of load provided by said onboard computer.
  • This charge reference value is a value of charging current and / or charging voltage.
  • the management system then comprises a calculation unit for determining the charging power Pc corresponding to the charging current and / or charge voltage values required by said on-board computer.
  • the charging power Pci likely to be delivered by said main source of power supply being variable as a function of time
  • said installation comprises a unit of measurement in real time of said charging power Pc-i, said unit of measurement sending information to said computing unit.
  • the installation comprises programmable means for limiting the charging power delivered by said main source so that
  • Pci Pc max , where Pc ma x is the maximum load power that can be delivered by said main power source,
  • said first circuit for converting the supply current or voltage delivered by said main source into a charging current or voltage for said electric battery comprises a control circuit of a current supply switch to a primary winding of a transformer, said control circuit operating in isolated switching mode at a high frequency or at a low frequency,
  • said installation comprises a circuit for charging said at least one auxiliary source, connected to said main source of power supply for recharging said at least one auxiliary source,
  • this installation comprising several auxiliary sources connected to said load circuit by switches, said management system controls the charge level of each of said auxiliary sources and controls said switches to independently recharge each of said auxiliary sources.
  • the present invention also relates to a method for charging an electric vehicle battery, in which a main power supply source capable of delivering a charging power Pci and at least one auxiliary source of power supply is implemented. capable of delivering a charging power Pc 2 so that the sum of the charging powers delivered by said sources to the electric battery is equal to a charging power Pc.
  • each of said auxiliary power supply sources is implemented with a circuit for converting the supply current or voltage delivered by said corresponding auxiliary source into a charging current or voltage for said electric battery, said circuit being placed between said corresponding auxiliary source and the connection node of the different power supply sources.
  • Such a circuit for converting the current or the supply voltage delivered by said at least one auxiliary power supply source therefore allows greater flexibility in the selection and sizing of this auxiliary source, and allows, for example to overcome the disadvantages associated with the implementation of a battery (voltage that changes depending on the state of charge, ).
  • this paralleling of the circuits for converting the supply current or voltage advantageously makes it possible to upgrade an existing system by adding modules without compromising the first equipment deployed in the charging installation.
  • the load power delivered by said main source of power supply is measured in real time and a maximum power value Pc max to be outputted from said main source is defined.
  • the charging power Pci likely to be delivered by said main source of power supply being variable as a function of time, said charging power Pc-i is measured. It is advantageously determined from the value Pc max or Pc-i, the load power Pc 2 that must provide said at least one auxiliary power supply source to ensure the charging of said battery.
  • This embodiment thus makes it possible to recharge the auxiliary source of power supply simultaneously with the charging of the electric battery. It is thus possible to be able to directly charge another electric battery after completing the charging of the first electric battery.
  • said vehicle comprising an on-board computer and the charging power Pc delivered to said battery to be charged being less than a desired charging power value, said onboard computer communicating said charge value Pc,
  • each of said batteries is charged during a charging time T less than the charging time required to charge an electric battery at one time.
  • the present invention further relates to a method of charging an electric vehicle battery, said vehicle comprising an on-board computer, wherein:
  • the load power Pc to be delivered to the electric battery of said vehicle during a DC voltage charge of said battery is determined with respect to a charging instruction requested at a time t by said on-board computer
  • this load power is compared with the load power Pci that can be delivered by a main source of power supply,
  • Pc> Pc-i is implemented in addition to said main source, at least one auxiliary power supply source capable of delivering a charging power Pc 2 so that the sum of the load powers delivered by said sources equal to the required charging power Pc.
  • This charging setpoint is a value of charging current and / or charging voltage.
  • said main source of power supply is the power supply network delivering a mains voltage.
  • the value of the load power is determined.
  • the charging power Pci likely to be delivered by said main source of power supply being variable as a function of time, it is advantageous to measure, in real time, said charging power Pc-i.
  • the load power Pc required being strictly lower than Pc-i said battery is simultaneously charged with said at least one auxiliary power supply source with a charging power Pc 4 such that Pc 4 ⁇ Pc at least one auxiliary power supply source with a charging power Pc 4 such that Pc 4 ⁇ Pc Pc.
  • FIG. 1 is a schematic representation of an electrical charge installation of a battery according to a particular embodiment of the invention
  • FIG. 2 diagrammatically shows the circuits for converting the supply voltage delivered by the primary source and the voltage or current delivered by the secondary source of the installation of FIG. 1, in a charging current or voltage for an electric battery;
  • FIG. 3 diagrammatically shows the circuits for converting the supply voltages or currents delivered by main and auxiliary sources of an electric charging installation into a charging current or voltage for a battery according to another embodiment
  • FIG. 4 is a comparison of the power consumed on the main source between a charging terminal of the state of the art (in black solid line) and an installation (solid gray line) according to a mode of implementation of FIG. the present invention, this main source being the supply network electrical, the x-axis representing the time and the y-axis representing the power consumed in kVA;
  • FIGS 1 and 2 show an electric charger 1 for battery including an electric vehicle 2 according to a preferred embodiment of the invention.
  • This charger 1 is adapted to quickly charge such a battery, for example in about 30 minutes.
  • the present battery charger 1 comprises a frame connected to the power supply network 3 delivering a mains voltage V s .
  • This power supply network 3 constitutes a primary energy source for this terminal 2 in order to recharge the battery of the electric vehicle 2.
  • the charging power Pci delivered by the electrical network 3 is here equal to 36 kW, it is that is, a standard connection point.
  • the frame comprises a first conversion circuit 4 for converting the mains voltage delivered by the power supply network 3 into a charge current or voltage for the electric battery to be charged.
  • This first conversion electric circuit 4 comprises a control circuit of a current supply switch to a primary winding of a transformer, said control circuit operating in an isolated switching mode at a high frequency, typically 80,000 Hz.
  • the electric vehicle 2 comprising an on-board computer 5 controlling the battery to be charged
  • the charging terminal 1 comprises a communication system 6 to enable the real-time transfer of information between this charging terminal 1 and the on-board computer 5 of the car 2.
  • this communication system which comprises here is a wired communication 7 such as a Controller Area Network (CAN) bus, a line carrier (CPL) or a pilot wire communication (ISO 61851 SAE J1772) or a line K / L (ISO 9141), either a radio link such as Zigbee, Wifi, or Bluetooth, allows the charging terminal 1 to receive from the on-board computer 5 the charging setpoint (current and / or charging voltage ) required to charge the battery, this charging setpoint being variable in time.
  • CAN Controller Area Network
  • CPL line carrier
  • ISO 61851 SAE J1772 pilot wire communication
  • ISO 9141 line K / L
  • a charging phase called “BOOST”: restitution of a maximum of the battery capacity, generally from 0% to 50% of the state of charge of the battery, in a minimum of time, generally 10 minutes,
  • an equalization phase also called “ABSORPTION"
  • ABSSORPTION an equalization phase, also called "ABSORPTION"
  • This phase is generally of the order of 30 minutes.
  • the frame also comprises a secondary source 8 of internal power supply capable of delivering a charge power Pc 2 .
  • This secondary source is here an electrochemical battery.
  • This secondary source 8 is performed to ensure the first phase of the charge of the battery, called "BOOST", when the charging power Pc required by the on-board computer 5 of the electric car to charge its battery is greater than the load power Pci likely to be supplied by the electricity network 3.
  • the useful energy supplied by the secondary source is 5 to 10 kW.h, the charging power Pc 2 being 20 kW.
  • This dimensioning can of course be increased as needed, for example, to ensure one or more loads successively without having to recharge the secondary source.
  • the frame comprises a second circuit 9 for converting the current or the supply voltage delivered by said auxiliary source 8 into a charging current or voltage for said electric battery, said at least one second circuit being connected in parallel with said first circuit 4
  • the first and second conversion circuits 4, 9 are connected in parallel so as to provide the charging setpoint (current and / or charging voltage) required by the onboard computer 5 of the electric car to charge the battery.
  • the charging terminal 1 comprises a management system 10 controlling the secondary supply source 8 so as to activate it when the charging power Pc required for charging said battery is greater than the charging power Pci that can be delivered. by the primary energy source 3.
  • phase of "Boost" is provided by the energy source secondary.
  • the energy delivered to the vehicle decreases in time.
  • the energy delivered to the vehicle 2 comes from the main energy source 3 and the secondary energy source 8 as Pc> Pc-i.
  • Pc ⁇ Pc-i the energy delivered to the vehicle 2 comes exclusively from the primary energy source 3 while the secondary energy source 8 is recharged by the primary energy source 3.
  • the secondary energy source 8 If, however, at the end of the second phase of the vehicle charge, the secondary energy source 8 is not fully recharged, it can be recharged by the primary energy source 3.
  • the charging terminal 1 can provide a load by providing a power that does not exceed the power supplied by the power supply network 3 alone, for example 36 kW .
  • the charging terminal 1 accordingly comprises a charging circuit
  • This charging circuit 1 1 here comprises a filter 12, a converter 13 and a power factor correction device 14.
  • the battery charger 1 also includes cooling means for lowering the temperature of its electrical circuits and electronic components, thus preventing the charger from becoming too hot during the rapid charging of a battery.
  • These cooling means here comprise one or more fans (not shown) as well as heat exchange structures such as cooling fins (not shown).
  • FIG. 3 schematically shows the circuits for converting the supply currents or voltages delivered by main source 3 and auxiliary source 8 of an electric charging installation into a charging current or voltage for a battery according to another embodiment. .
  • the first circuit 4 for converting the supply current or voltage delivered by the main source into a charging current or voltage for the electric battery comprises a control circuit of a current supply switch to a primary winding of a transformer, this control circuit operating in isolated switching mode at a low frequency, typically 20,000 Hz.
  • the load circuit 1 5 of the auxiliary source reuses the input stage of the first circuit 4, this input stage comprising a filter 1 6 and a power factor correction device 1 7.
  • the charging circuit 1 5 comprises after this stage, a converter 1 8.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP12735914.9A 2011-07-29 2012-07-20 Aufladevorrichtung und verfahren für elektrische batterien Withdrawn EP2736757A2 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1102414A FR2978624B1 (fr) 2011-07-29 2011-07-29 Installation et procede de charge pour batterie electrique
PCT/EP2012/064314 WO2013017443A2 (fr) 2011-07-29 2012-07-20 Installation et procédé de charge pour batterie électrique

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EP (1) EP2736757A2 (de)
KR (1) KR20140114330A (de)
CN (1) CN104093590A (de)
BR (1) BR112014002236A2 (de)
CA (1) CA2844356C (de)
FR (1) FR2978624B1 (de)
MX (1) MX2014001177A (de)
SG (1) SG2014006688A (de)
WO (1) WO2013017443A2 (de)
ZA (1) ZA201401399B (de)

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CA2844356C (fr) 2022-06-14
KR20140114330A (ko) 2014-09-26
US20140167697A1 (en) 2014-06-19
CN104093590A (zh) 2014-10-08
FR2978624B1 (fr) 2013-12-20
WO2013017443A3 (fr) 2013-07-25
US9676287B2 (en) 2017-06-13
FR2978624A1 (fr) 2013-02-01
ZA201401399B (en) 2014-12-23
BR112014002236A2 (pt) 2017-02-21
WO2013017443A2 (fr) 2013-02-07
MX2014001177A (es) 2014-11-21
SG2014006688A (en) 2014-04-28
CA2844356A1 (fr) 2013-02-07

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