EP3758979A1

EP3758979A1 - Charging infrastructure unit, and charging infrastructure comprising a charging power option

Info

Publication number: EP3758979A1
Application number: EP19720407.6A
Authority: EP
Inventors: Markus BÖHM; Gerald BÜRGER; Martin Kaltenbach
Original assignee: Siemens AG
Current assignee: Siemens AG
Priority date: 2018-04-20
Filing date: 2019-04-10
Publication date: 2021-01-06
Also published as: US11351885B2; US20210237611A1; CN112004712A; WO2019201688A1

Abstract

The invention relates to a charging infrastructure unit (1) for at least partly electrically driven vehicles (5), comprising one or more DC supply devices (39) for charging one or more vehicles (5), one or more supply connections, and one or more charging connections, wherein at least one of the one or more DC supply devices (30) can be supplied with energy via one or more supply connections, and a respective vehicle (5) can be connected to a charging connection.

Description

description

Charging infrastructure unit and charging infrastructure with charging option

The invention relates to a charging infrastructure and ei ne Ladeinfrastruktur unit for at least partially

electrically operated vehicle. At least partially

electrically powered vehicles may be in particular electric vehicles and / or hybrid vehicles. Vehicles are in particular cars, vans, vans, forklifts, buses, autonomous transport or service vehicles and / or trucks.

Charging infrastructure units are known from the state of the art, which are connected directly to an electricity network via an AC / DC converter. These usually offer charging connectors for one or more vehicles. The services provided at these charging terminals of a charging infrastructure unit can in some cases also be routed to a charging connection so that a charging connection can additionally be operated with the charging infrastructure of the same charging infrastructure unit at the charging infrastructure unit. In addition, vehicles at the charging infrastructure units in a charging infrastructure must be galvanically isolated from the grid. For this purpose upstream NF transformers can be provided at the grid connection point with subsequent AC / DC conversion. The NF transformer must then have its own secondary winding for each charging point, which leads to high costs and an inflexible design in terms of expandability of the system.

Alternatively, the galvanic isolation can not be done at the grid connection point but in a DC controller with an HF transformer. On the secondary side of the transformer, there are then several secondary windings and individually controllable voltage and / or current regulators. if it leads to high costs and an inflexible design in terms of expandability of the system. In addition, its so-constructed infrastructures with regard to the provision of charging power at the individual charging ports strongly limi advantage.

The object of the invention is therefore to provide a charging infrastructure unit and a charging infrastructure which overcomes the disadvantages of the prior art.

The object is solved by the independent claim 1 and the claims dependent thereon.

One embodiment relates to a charging infrastructure unit for at least partially electrically operated vehicles, having one or more DC controllers for charging one or more vehicles, having one or more supply terminals and having one or more charging terminals, where at least one of the one or more DC controllers can be supplied with energy via one or more supply terminals and in each case a vehicle (5) can be connected to a charging connection, wherein

Each charging terminal is connected to a first type of galvanically isolated DC-DC converter electrically connected to one or more supply terminals and providing a first charging power via the first type of a DC-DC-isolator at the respective charging terminal;

• One or more second types of galvanically insulated DC rectifier via one or more scarf ter parallel to the first type of galvanically isolated DC chopper are arranged switchable so that the galvanically isolated Gleichstromstel- ler of the second type a boost unit for galvanically isolated DC chopper of the first Type forms, so that a second charging power of or second types of galvanically isolated DC adjuster in addition to the first charging power of the first type of galvanically isolated DC adjuster at a respective associated charging port is provided, the boost unit is assigned to the one or more charging ports and / or the boost unit is the charging terminals or variable assignable ,

We prefer that the charging infrastructure unit further comprises a communication unit and a control unit.

It is also preferred that the charging connections of an infrastructure unit can be driven either in parallel or all in series, or that a part of the charging connections can be operated in parallel and part of the charging connections can be operated in series. Operable in parallel here means that the charging power is available at the same time at the charging connections and, in series, that the charging power is only available at one charging connection.

It is also preferred that in each case each boost unit via egg nen mechanical circuit breaker or semiconductor power switch is connected in parallel to a first type of galvanically isolated DC chopper.

It is also preferred that the switch is a mechanical circuit breaker, in particular a contactor, or a train of fault currents undersized semiconductor switch is in particular designed without power before or after a charge the boost unit parallel to galvanically insulated DC chopper of the first type to switch or disconnect.

It is further preferred for the charging infrastructure unit to comprise two or more galvanically isolated DC controllers of the first Type comprises and one or more galvanically isolated Gleichstromsteller of the second type.

It is also preferred that the charging infrastructure unit has a galvanically isolated DC chopper of the first type and has one or more galvanically isolated DC choppers of the second type as a boost unit for a faster and / or more efficient charging of the vehicle battery.

It is also preferred that a charging infrastructure of two or more electrically serially arranged charging infrastructure units according to one of the preceding embodiments is formed or contains.

It is further preferred that the charging infrastructure has one or more central control units and one or more central communication units, wherein the communication unit is configured to obtain or retrieve usage data from the charging infrastructure units connected in the charging infrastructure and to supply control signals to the charging infrastructure units connected in the charging infrastructure send and the control unit is designed to detect current waveforms and voltage waveforms in the charging infrastructure and within the charging infrastructure and evaluate the usage data and the he summarized current waveforms and voltage waveforms and based on such evaluation control signals for the charging infrastructure units to generate and send via the Kommuni cation unit , This causes optimal efficiency and / or optimized charging times.

It is also preferred that the charging infrastructure is connected via one or more AC / DC converters, also AC / DC converters, to an LV-AC network and / or an MV-AV network and / or a HV-AV network is closed and is supplied with electrical energy. It is also preferred that the charging infrastructure additionally has one or more battery storage devices that are configured to temporarily or permanently supply energy to the charging infrastructure units connected in the charging infrastructure.

It is further preferred that the one or more battery storage devices are at least partially constructed with battery storage units from used battery storage units, in particular second-hand vehicle battery storage units.

It is also preferred that the one or more battery storage be designed to provide network services, such as peak shaving or frequency stabilization, the network services automatically depending on current waveforms and voltage waveforms in the charging infrastructure or on a received via the central communication unit control command from the infrastructure or from outside the charging infrastructure.

It is also preferred that the charging infrastructure further comprise one or more regenerative power generation units that feed electrical power into the one or more battery banks or into a network within the charging infrastructure.

It is further preferred that the charging infrastructure is ausgestal tet from energy storage of the connected vehicles network services, such as peak shaving or Frequenzstabili tion to provide, the network services automatically table in response to power waveforms and Spannungsverläu fen in the charging infrastructure or to get a via the central communication unit To bring control command from the infrastructure or from outside the charging infrastructure to him. It is also preferred that the charging infrastructure has one or more central booster units which are switchable by means of one or more mechanical circuit breakers or semiconductor circuit breakers parallel to charging infrastructure units and / or to one or more galvanically isolated DC directors of the first type.

It is also preferred that the energy distribution within the charging infrastructure, in particular between the charging infrastructure units and battery storage units to charging infrastructure units, are electrically interconnected by busbar systems, in particular busbars located underground or above vehicles and / or at least part of the charging infrastructure units via busbar systems crosswise interconnected.

It is also preferred that the busbars are arranged under a roof and Ladeinfrastruktureinheiten are designed as a contract capable construction and carry the roof and the busbars.

It is also preferred that the busbars are encapsulated or cradled busbars, so that the busbars can be used in an outdoor area us deployable.

It is further preferred that at least the charging infrastructure units, one or more AC / DC converters, including AC / DC converters are constructed such that they are arranged on a trans port vehicle displaceable.

In particular, it is preferred that the power rails mo dular and / or the battery storage in a truck transporable are constructed tierbar.

It is also preferred that the loading of the vehicles is optimized on the basis of an SOC transmitted by the vehicles of the battery storage devices of the vehicles, namely via the control center Control unit and / or the control units in the infrastructure units.

It is also preferred that the boost units can be connected via the individual charging infrastructure units and / or the central control unit.

It is further preferred that the infrastructure units have a human machine interface via which loading processes can be controlled and / or selected, in particular loading times or planned departure times can also be set.

The invention will be explained below by way of example with reference to FIGu ren.

Figure 1: Schematic representation of a charging infrastructure of the prior art;

Figure 2: Schematic representation of an inventive La deinfrastruktur with redundant power supply;

Figure 3: Schematic representation of a modular inventive charging infrastructure with redundant power supply;

Figure 4: Schematic representation of a small charging infrastructure according to the invention with redundant power supply;

Figure 5: Schematic representation of another fiction, moderate charging infrastructure with redundant power supply;

Figure 6: Schematic representation of another inventive charging infrastructure with redundant Energiever supply;

Figure 7: Schematic representation of a La invention infrastructure unit; Figure 8: Schematic representation of an inventive La deinfrastruktur.

1 shows a schematic representation of a Ladein frastruktur from the prior art, a Ladeinfra structure of a medium voltage network 110, in particular egg nem AC medium voltage network, is supplied with energy and where in addition here, so optionally, a battery storage 400 is present, which is connected to the medium voltage network 110 with an AC / DC converter, not shown here. Next can optionally be arranged between the medium-voltage network 110 and the battery memory 400, a medium voltage switch or ei ne medium voltage switchgear, the supply of the charging infrastructure takes over in the event of network errors, network disturbances or power failures. The connection of the charging infrastructure to the medium-voltage network 110 via a transformer 300.

Via a low-voltage network 310, in particular an AC low-voltage network 310, which connects to the transformer 300, the individual charging stations 500, 600 are supplied with energy. The charging infrastructure can be controlled via a router 700 with an infrastructure controller 200. The infrastructure controller 200 may optionally include an energy storage controller 100 for the battery storage 400 that allows energy to be collected.

2 shows a schematic representation of inventions to the invention charging infrastructure 2, wherein the charging infrastructure 2 is powered by two AC / DC converter 10 with energy, one of the two AC / DC converter 10 is optionally connected to a battery memory 400 and so a particularly secure and efficient energy supply is guaranteed. The left AC / DC converter 10 is exemplified from a low voltage network 9 or medium voltage network 9, here an AC network fed, and the right AC / DC converter 10 is thereby exemplified liable from a redundant low-voltage network 9 or redun dant medium-voltage network 9, here AC network, fed (blocks on the two AC / DC converter 10). Also shown are two charging infrastructure units 1 which are arranged on the DC side of the AC / DC converters 10 and are connected to the AC / DC converters 10 via busbars 20 and / or cables 20.

The left charging infrastructure unit 1 has a first type of galvanically isolated DC "standard" 30 to which a charging terminal for a vehicle 5 is arranged. Via a DC power switch 50, a DC power switch, the first type of galvanically isolated DC actuator 30 can be used The vehicle 5 can be electrically connected to the vehicle 5 and the vehicle 5 can be charged with a first charge, via a switch, in particular a contactor 55, ie a further circuit breaker, in particular a further DC circuit breaker, as long as the charging operation is not started or A boost unit 40, consisting of a second type of galvanically isolated DC adjuster 40, is connected in parallel to the first type of galvanically isolated DC adjuster 30. The boost unit 40 additionally supplies a second charging power charging infrastructure unit 1 via a further contactor 55 switchable, so that the charging power of the left charging infrastructure unit 1 can be further increased. Through this Kreuzverschaltung or "meshed busbar" - interconnection not only increased security of supply is achieved, but also the charging power is optimally distributed to different charging infrastructure units 1 and their charging connections.

The right charging infrastructure unit 1 further has three galvanically isolated DC adjuster 30 of the first type, to each of which a charging port for a vehicle 5 is arranged to. The DC-DC controllers 30 of the first type can each be electrically connected to one vehicle 5 via a respective DC power switch 50, and the respective vehicle 5 can be electrically connected to a first charging circuit. be charged. About the shooters 55 shown, the boost units 40, galvanically isolated Gleichstromstel- ler of the second type, electrically connected in parallel to any charging terminals of the right and left charging infrastructure unit 1 and thus increases the charging power, or be adapted.

This cross-connection or "meshed busbar" interconnection not only results in increased supply safety, but also the charging power can be optimally distributed to different charging infrastructure units 1 and their charging connections for vehicles 5. For example, two adjacent charging infrastructure units can be connected in each case may also be cross-connected by one or more spaced charging infrastructure units 1. The right infrastructure unit 1 further includes a communication controller 12, a control or computing unit 14, a human machine interface "HMI" 16, and a communication unit 18. these units are for control and communication. Alternatively and not shown here, a communication controller 12, a control or computing unit 14, a human-machine interface "HMI" 16 and a communication unit 18 may also be present in each of the charging infrastructure units 1 or only in individual charging infrastructure units 1 and / or centrally ,

FIG. 3 shows a schematic representation of a modular charging infrastructure 2 according to the invention with a redundant power supply. The charging infrastructure 2 is connected via AC / DC converter 10 to a low-voltage network 310, wel Ches in turn via switchgear and transformers 300 to a medium voltage network 110 is connected. One or more of the AC / DC converters 10 may be equipped with a central control and communication unit 19. Alternatively, not shown here, the central control and communication unit 19 may also be arranged separately, for example in a central control unit. The left branch of the charging infrastructure 2 has several charging infrastructure units 1, wherein some of the indicated by the dashed lines ge boost units 40 accordingly cross the figure 2 interconnected, so electrically via contactors 55, not shown here, connected or connecting bar. The right branch of the charging infrastructure 2 shows meh rere charging infrastructure units 1, in which the Ladean circuit with a control unit 14 and a communication unit 18 spatially separated from the galvanically isolated DC current controllers 30 of the first type and the boost units 40. In addition, the right branch also has a via a DC bus, preferably busbars 20, to closed battery storage 400. From the AC / DC converter 10 to the charging terminals, the power connections through busbars, busbar, and / or cable 20 are formed ,

4 shows a schematic representation of a inventions to the invention small charging infrastructure 1 with redundant power supply. Along several parking lots 4 several Ladeinfrastruktureinheiten 1 connected via bus bars 20 are arranged and have multiple charging ports, here ever four charging ports. Vehicles 5 can be charged via the charging connections, that is to say the energy stores of the vehicles 5 are charged. At both ends of the bus bars 20, an energy storage 400 and / or a power connection point 11 is arranged. The right net connection point is housed in egg nem container, which can preferably be transported by a truck. The grid connection point 11 and / or the battery storage 400 on the left side also has solar cells 450 on the roof, which can also be arranged over the entire parking space. The one or more power connection points 11 have, not shown here, via an AC / DC converter 10 and optionally via one or more transformers 300 Ren. This arrangement forms a small charging infrastructure. 2 5 shows a schematic representation of inventions to the invention average charging infrastructure 2 with redundant power supply. In Figure 5, two Stromschienenan orders 20 with parking lots 4 are arranged parallel to each other and preferably underground, so below a driving path 900, interconnected with each other cross-wise, compare Fi gur 2. Both network connection points 11, top left and bottom left, have solar cells 450 to produce regenerative energy. The upper network connection point 11 additionally has an optional battery storage 400. Otherwise, the structure is analogous to that of FIG. 4 with charging infrastructure units 1 along the busbars 20 for vehicles 5 in parking spaces 4.

6 shows a schematic representation of a inventions to the invention large charging infrastructure 2 with redundant power supply energy. Again, two busbar assemblies 20 with parking spaces 4 are arranged parallel to each other and be preferably underground, so below a roadway 900, interconnected with each other crosswise. Both network connection points 11, top left and bottom left, have solar cells 450 for generating regenerative energy. The upper network connection point 11 additionally has an optional battery memory 400. The difference from FIG. 5 lies in the number of charging infrastructure units 1. Furthermore, the modu lar expansion is by delivery of a further AC / DC converter 10 into a truck container 800 shown.

Shown is the connection of n booster units 40 to m galvanically isolated DC actuator 30 of the first type for vehicles 5 at the respective charging terminals via switches 50 and switches 55, here via a control or computing unit 14 are controlled. The charging infrastructure unit 1 is again supplied with DC voltage by an AC / DC converter 10, which is provided via cables 20 or bus bars 20. FIG. 8 shows another illustration of the two charging infrastructure units 1 from FIG. 2, with a crosswise connection of the boosters 40 to achieve the greatest possible flexibility. The booster units 40 of the right Ladeinfra struktureinheit 1 are flexibly connected via a plurality of contactors 55 in parallel to the galvanically isolated DC chopper 30 of the first type of right and left infrastructure unit, so that maximum flexibility in terms of charging power for the respective charging ports for the vehicles 5 is given. The galvanically isolated DC current controller 30 are switchable via circuit breaker 50, that is, the galvanically insulated DC 30 and et wa parallel booster units connected in parallel 40 are connected via the circuit breaker 50 under load, the respective charging port can therefore be switched on the circuit breaker 50 and disconnected , The right charging infrastructure unit 1 further comprises a communication controller 12, a control or computing unit 14, a human-machine interface "HMI" 16 and a communication unit 18, these units of the control and communication are used.

LIST OF REFERENCE NUMBERS

1 charging infrastructure units;

2 charging infrastructure;

4 parking spaces;

5 vehicle;

9 low-voltage or medium-voltage network;

10 AC / DC converters;

11 grid connection point;

12 communication control;

14 control or computing unit;

16 Human Machine Interface "HMI";

18 communication unit;

19 central control and communication unit

20 busbars and / or cables;

30 first type of galvanically isolated DC-adjuster "standard";

40 second type of galvanically isolated DC regulator "booster";

50 DC circuit breakers, DC circuit breakers. In particular contactor;

55 DC circuit breakers, DC circuit breakers, in particular contactor;

100 energy storage control;

110 medium-voltage network;

200 infrastructure control;

310 low-voltage network, AC low-voltage network;

300 transformer;

400 battery storage;

450 solar cells;

500 charging stations, high power charger;

600 charging stations, AC Charger for slow charging;

700 routers;

800 truck containers;

900 lane.

Claims

claims

1. charging infrastructure unit (1) for at least partially

electrically powered vehicles (5) having one or more DC controllers (30) for charging one or more vehicles (5), having one or more supply terminals, and having one or more charging terminals, at least one of the one or more DC controllers (30) one or more supply connections with energy ver is ver and each a vehicle (5) is connectable to a Ladean circuit,

d a d u r c h e s e n c i n e s, d a s s

Each charging port is connected to a first type of galvanically isolated DC-DC converter (30) electrically connected to one or more supply terminals and providing a first charging power via the first type of galvanically isolated DC-adjuster (30) at the respective charging port;

• One or more second types of a galvanischisolier th DC chopper (40) via one or more switches (55) parallel to the first type of galvanically isolated DC chopper (40) are switched switched so that the galvanically isolated DC chopper (40) of the second type a Boost- unit (40) for the galvanically isolated DC controller (30) of the first type forms, so that ei ne second charging power of the second or the second types of galvanically isolated DC adjuster (40) in addition to the first charging power of the first type of galvanically isolated DC adjuster (30) at a respective associated charging port is provided bar, wherein the boost unit (40) is assigned to the one or more La deanschlüssen and / or the boost unit (40) to the or the charging terminals is variably assigned.

2. The charging infrastructure unit (1) according to claim 1, wherein the charging infrastructure unit (1) further comprises a communication unit (18) and a control unit (14).

3. charging infrastructure unit (1) according to one of the preceding claims,

For example, each boost unit (40) is electrically isolated from a mechanical power switch (55) or semiconductor power switch (55) by a first type of galvanically isolated one

DC adjuster (30) can be connected in parallel.

4. charging infrastructure unit (1) according to claim 3,

characterized in that the switch (55) is a mechanical circuit breaker, in particular a contactor, or is an undersized with respect to fault currents semiconductor switch which is designed in particular without power before or after egg nem charging the boost unit (40) parallel to the galvanic African isolated DC adjuster (30) of the first type to connect or disconnect.

5. charging infrastructure unit (1) according to one of claims 1 to 4,

That is, the charging infrastructure unit (1) comprises two or more galvanically isolated DC choppers (30) of the first type and having one or more galvanically isolated DC choppers (40) of the second type.

6. charging infrastructure unit (1) according to one of claims 1 to 4,

characterized in that the charging infrastructure unit (1) comprises a DC isolator (30) of the first type, which is galvanically insulated, and one or more galvanically isolated DC controllers (40). of the second type as a boost unit (40) for a faster and / or more efficient charging of a vehicle battery.

7. charging infrastructure (2),

That is, the charging infrastructure (2) is formed by two or more charging infrastructure units (1) arranged electrically in series according to one of claims 2 to 6, one of the charging infrastructure (2).

8. charging infrastructure (2) according to claim 7,

characterized in that the charging infrastructure (2) comprises one or more central control units (19) and one or more central communication units (19), wherein the communication unit (19) is configured utilization data from the charging infrastructure (2) connected charging infrastructure units (19). 1) to receive or interrogate and control signals to the charge infrastructure in the charging infrastructure (2) connected units (1) to send and the central control unit (19) is formed current waveforms and voltage waveforms in the charging infrastructure (2) and within the charging infrastructure (2) to detect and evaluate the usage data and the current waveforms and voltage waveforms and based on such an evaluation to generate control signals for the charging infrastructure units (1) and to send them via the communication unit (19).

9. Charging infrastructure (2) according to one of the preceding Ansprü surface,

characterized in that the charging infrastructure (2) via one or more AC / DC converter 10 to a low-voltage network 310 and / or a medium voltage network 110 and / or a high-voltage network, also HV-AV network, is connected and is supplied with electrical energy.

10. charging infrastructure (2) according to claim 9,

In addition, the charging infrastructure (2) additionally comprises one or more battery memories (400) which are designed to temporarily or permanently supply the charging infrastructure units (1) connected in the charging infrastructure (2) with energy.

11. charging infrastructure (2) according to claim 10,

The one or more battery storage devices (400) are at least partially constructed with battery storage units from used battery storage units (400), in particular used vehicle battery storage units, for example.

12. charging infrastructure (2) according to claim 10 or 11,

characterized in that the one or more battery memories (400) are adapted to provide network services, such as peak shaving or frequency stabilization, wherein the Netzdienstleistun gene automatically depending on current waveforms and voltage waveforms in the charging infrastructure (2) or on the central communication unit ( 19) receive a control order from the infrastructure (2) or from outside the charging infrastructure (2).

13. charging infrastructure (2) according to any one of claims 10 to 12, characterized in that the charging infrastructure (2) further comprise one or more regenerati ve power generation units (450), the elekt rische performance in the one or more battery storage (400) or in a To feed the grid within the charging infrastructure (2).

14. charging infrastructure (2) according to claim 9,

characterized in that the charging infrastructure (2) is configured from energy store the connected vehicles network services gene, such as peak shaving or frequency stabilization bring to it, the network services automatically as a function of current gradients and voltage waveforms in the charging infrastructure (2) or on a via the central communication unit (19) received control command from the infrastructure (2) or from outside the charging infrastructure (2).

15. charging infrastructure (2) according to one of the preceding Ansprü surface,

characterized in that the charging infrastructure (2) comprises one or more central booster units (40) which, by means of one or more mechanical circuit breakers (55) or semiconductor circuit breakers, are parallel to charge infrastructure units (1) and / or one or more galvanically isolated DC ( 30) of the first type are switchable.

16. charging infrastructure (2) according to one of claims 9 to 15, characterized in that the energy distribution within the charging infrastructure (2), in particular between the charging infrastructure units (1) and battery storage units (400) to charging infrastructure units (1), by busbar systems (20 ) Miteinan are electrically connected, in particular by below ground or above vehicles (5) arranged

Busbars (20) and / or at least a part of the charging infrastructure units (1) via busbar system (20) are cross-connected with each other.

17. charging infrastructure (2) according to any one of claims 9 to 15, d a d e r c h e c e n e c e s, at least the charging infrastructure units (1), one or more AC / DC converter (10) are constructed such that they are arranged displaceably on a transport vehicle.