EP4263273A1 - Procédé et système de charge pour charger une source d'énergie stockée électrique d'un véhicule électrique - Google Patents

Procédé et système de charge pour charger une source d'énergie stockée électrique d'un véhicule électrique

Info

Publication number
EP4263273A1
EP4263273A1 EP21839149.8A EP21839149A EP4263273A1 EP 4263273 A1 EP4263273 A1 EP 4263273A1 EP 21839149 A EP21839149 A EP 21839149A EP 4263273 A1 EP4263273 A1 EP 4263273A1
Authority
EP
European Patent Office
Prior art keywords
charging
voltage
electrical energy
current
vehicle
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
EP21839149.8A
Other languages
German (de)
English (en)
Inventor
Alexander Aspacher
Juergen Benecke
Urs Boehme
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.)
Mercedes Benz Group AG
Original Assignee
Mercedes Benz Group 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
Application filed by Mercedes Benz Group AG filed Critical Mercedes Benz Group AG
Publication of EP4263273A1 publication Critical patent/EP4263273A1/fr
Pending 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • 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
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • 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
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • 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
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • H02J7/007182—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery voltage
    • 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
    • H02M1/10—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
    • 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
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
    • H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • 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
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • 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
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/527—Voltage
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/529—Current
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/20—Inrush current reduction, i.e. avoiding high currents when connecting the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • 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
    • H02M1/0003—Details of control, feedback or regulation circuits
    • H02M1/0009—Devices or circuits for detecting current in a converter
    • 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
    • H02M1/32—Means for protecting converters other than automatic disconnection
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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

Definitions

  • One aspect of the invention relates to a method for charging an electrical energy store of an electrically driven vehicle according to the preamble of patent claim 1.
  • the invention relates to a charging system for charging an electrical energy store of an electrically driven vehicle according to the preamble of patent claim 6.
  • Electrically powered vehicles such as electric vehicles, have a voltage level of up to 800 volts.
  • the DC charging stations used today only deliver a maximum output voltage of 750 volts.
  • a large number of DC charging stations only have an output voltage of a maximum of 500 volts. Therefore, downward compatibility to a DC charging station with a maximum voltage level of 500 volts can be used to charge the electric vehicle.
  • the lower voltage can be converted to the higher voltage level using a boost converter.
  • the vehicle When charging an 800 volt vehicle at a 700 volt charging station, the vehicle must be designed so that its voltage level is less than or equal to 750 volts or that the electric vehicle also has a corresponding boost converter to start the charging process with the help of of the boost converter. In this case, however, the boost converter with its performance can be decisive for the service life of the electric vehicle. Due to costs and/or dimensions (power density), it is unfavorable to have boost converters with very high outputs (for example greater than 150 kW) in the vehicle. Typical power values are, for example, 50 kW or a maximum of 150 kW.
  • boost converters with capacitive energy stores e.g. charge pump or voltage doubler
  • a smooth transition from charging via direct coupling to charging via a boost converter cannot be designed.
  • DE 102015 101 187 A1, DE 10 2017 009 355 A1, DE 102017 009 352 A1 and DE 10 2017 010 390 A1 deal with converter types based on inductive energy stores. These have the following disadvantages, because depending on how the transition from direct coupling to charging via the boost converter is carried out, the charging process by the charging station can be aborted unplanned.
  • the object of the present invention is therefore to design a DC charging process for an electrically driven vehicle to be safer with regard to charging being aborted.
  • One aspect of the invention relates to a method for charging an electrical energy store of an electrically powered vehicle, wherein
  • the electrically powered vehicle is coupled to a vehicle-external charging source
  • a charging process of the electrical energy store is carried out
  • the electrical energy storage device is charged as a function of a charging current from the charging source external to the vehicle with a first DC voltage as the charging voltage from the charging source external to the vehicle, wherein
  • the battery voltage of the electrical energy store is compared with the charging voltage of the vehicle-external charging source by the charging device
  • a voltage converter of the charging device of the electrically powered vehicle is operated, wherein
  • the electrical energy storage device is charged as a function of a lower inductor current for the charging current of the voltage converter with a second DC voltage of the voltage converter that is higher than the charging voltage.
  • a transition between DC charging from the direct coupling of the charging source to the electrical energy storage device to charging via the voltage converter can be designed in which no charging abort due to overvoltage or a reduction in the charging current to 0 amperes is to be expected.
  • This is particularly advantageous when charging an 800 volt vehicle at a 700 volt charging station with DC.
  • This mixed charging mode (charging via direct coupling and charging via the voltage converter) allows the vehicle to be charged more quickly than with a charging process purely via the voltage converter from the start of the charging process (assuming that the charging power of the voltage converter is less than the power when charging via the direct coupling is).
  • the proposed method can be used to avoid the vehicle charging being aborted at a DC charging station.
  • the charging current can be reduced to 0 amperes, since the two charging variants (or the first and second phase) are only changed if an inductor of the voltage converter is energized. The closer together the current values of the charging source and the voltage converter are, the lower the voltage peak when changing between the first and second phase. There it is necessary in the voltage converter before switching between the two phases of the charging process in the choke of the voltage converter to impress a current that corresponds to the current of the charging source.
  • the proposed method is a stabilization of a DC charging process.
  • the change from the first phase of the charging process to the second phase of the charging process follows in such a way that the charging current is equal to the inductor current. In this way, inductive voltage peaks can be prevented, which for safety reasons can lead to the charging process being aborted.
  • the electrical energy store can be, for example, a traction battery or a battery arrangement or a high-voltage battery.
  • the electrical energy store has a voltage charge of 500 volts, in particular a maximum of 850 volts.
  • An electrically driven vehicle is in particular an electric vehicle, or a hybrid vehicle, or a plug-in vehicle, or a purely electrically driven vehicle.
  • the electrically powered vehicle has an electric drive motor or a drive unit or a drive unit, which is supplied with energy by the electrical energy store, so that the electrically powered vehicle can be moved.
  • a vehicle-external charging source can be, for example, a DC charging station or a DC charging column or a charging infrastructure or a charging system or a DC voltage charging source.
  • a DC voltage can be provided with the vehicle-external vehicle source.
  • the vehicle-external charging source has a maximum voltage level of 750 volts.
  • the charging process of the electrical energy store is carried out and monitored using the charging device.
  • the charging device is in particular a charging unit of the electrically powered vehicle, such as a vehicle-internal board charger.
  • the charging device can be part of an electrical system of the electrically powered vehicle.
  • the electrical energy store in the first phase of the charging process, is directly connected to the charging device by means of a bypass circuit the vehicle-external charging source is coupled, so that the charging current of the vehicle-external charging source flows directly to the electrical energy store, in particular the voltage converter is bypassed in the first phase of the charging process using the bypass circuit.
  • the voltage converter is bridged or bypassed with the help of the bypass circuit, so that a direct current flow is established between the vehicle-external charging source and the electrical energy store.
  • the electrical energy store can be electrically charged directly with the vehicle-external charging source.
  • the vehicle-external charging source can provide a maximum voltage of 750 volts, so the electrical energy store can be charged up to a maximum voltage of 750 volts via the bypass circuit.
  • the bypass circuit can include two paths or two voltage paths. On the one hand, the bypass circuit can be connected to the positive and to the negative voltage path. In this way, both voltage potentials can be bridged for the charging process of the electrical energy store in relation to the voltage converter.
  • the bypass circuit in the second phase of the charging process is de-energized with at least one separating element, whereby the current flow of the charging current of the vehicle-external charging source to the electrical energy store is interrupted.
  • the bypass circuit is thus separated with the aid of the at least one isolating element or isolating switch or contactor and the direct flow of current between the charging source external to the vehicle and the electrical energy store is thereby interrupted.
  • the second phase takes place when the voltage level of the electrical energy store is essentially the same as the voltage level of the charging source external to the vehicle.
  • Voltage converter is operated in such a way that the inductor current is impressed as a function of the charging current in the inductor of the voltage converter.
  • the charging current flows into the voltage converter, in particular into the inductor of the voltage converter, in the second phase.
  • the inductor current can thus be impressed into the inductor (inductance) using the current flow of the charging current of the charging source.
  • the inductor current builds up in the inductor.
  • the inductor current is impressed in the inductor in such a way that the inductor current has a current value of 105 amperes or 110 amperes or 115 amperes or a current value between 105 amperes and 115 amperes.
  • the current value of the charging current can be between 320 amperes and 380 amperes.
  • a lower inductor current for charging the electrical energy store is thus provided with the aid of the voltage converter. Because the inductor current is lower than the charging current, the voltage converter can transform a higher voltage compared to the first DC voltage.
  • a further exemplary embodiment of the invention provides that in the second phase of the charging process the charging current of the charging source external to the vehicle is adapted as a function of the inductor current, in particular a current value of the charging current is adapted to a current value of the inductor current. Since the voltage converter and in particular the inductor of the voltage converter only requires a current of, for example, 110 amperes, the charging current, which initially has a three-fold value, is reduced. In this case, the current value of the charging current is reduced or commanded to the current value of the inductor current, in particular with the aid of a buck converter of the charging source. This results in an adjustment between the current values of the charging source and the voltage converter. In this way, voltage peaks and/or voltage flashovers and/or disruptive inductive switching effects between the two phases of the charging process can be prevented.
  • the voltage values and current values given above are not to be understood as absolute values.
  • the specified voltage and current values can deviate contain. These deviations can result from tolerances, in particular measurement tolerances.
  • the respective values can have a deviation of 5 percent, in particular 10 percent.
  • a further aspect of the invention relates to a charging system for charging an electrical energy store of an electrically powered vehicle
  • a charging device of the electrically driven vehicle for carrying out a charging process of the electrical energy storage device, wherein in a first phase of the charging process of the electrical energy storage device the electrical energy storage device can be charged as a function of a charging current of the charging source external to the vehicle with a first DC voltage as the charging voltage of the charging source external to the vehicle, characterized through
  • an evaluation unit which is designed to compare the battery voltage of the electrical energy store with the charging voltage of the vehicle-external charging source
  • a voltage converter of the charging device for providing a charging current lower inductor current depending on the comparison between the battery voltage and the charging voltage, wherein
  • the charging device is designed in such a way that in a second phase of the charging process following the first phase, the electrical energy store is charged as a function of the inductor current of the voltage converter with a second DC voltage of the voltage converter that is higher than the charging voltage.
  • the charging system can be used to carry out a more efficient and less disruptive DC charging process for an electrically driven vehicle.
  • the proposed charging system enables a two-phase charging process in that the electrical energy storage device is charged directly via the charging source in a first phase and the electrical energy storage device is charged via a voltage converter in a second subsequent phase.
  • an electrical energy store (with a voltage level of 850 volts) be charged efficiently by a DC charging station (maximum 750 volts).
  • the proposed charging system enables an efficient possibility for a rapid charging process.
  • the charging device has a bypass circuit for charging the electrical energy store depending on the charging current, the bypass circuit being connected between a positive potential of the vehicle-external charging source and a positive potential of the electrical energy store.
  • the bypass circuit With the help of the bypass circuit, the electrical energy store can be charged directly with the charging source.
  • the bypass circuit enables a direct current flow between the electrical energy store and the charging source.
  • the bypass circuit can be a bypass branch or a path.
  • the bypass circuit can be connected between the positive potential (HV plus potential) and a positive potential (HV plus potential) of the charging source external to the vehicle and of the electrical energy store.
  • the bypass circuit is switched in the HV plus potential of the charging system.
  • the bypass circuit is connected in the positive voltage path between the charging source and the electrical energy store.
  • the bypass circuit enables the voltage converter to be bypassed.
  • bypass circuit can be connected not only to the positive voltage path but also to the negative voltage path.
  • part of the bypass circuit can be connected between the positive potential of the charging source and the energy store and a second part of the bypass circuit can be connected between the negative potential of the charging source and the energy store.
  • a further exemplary embodiment of the invention provides that a first connection side of the bypass circuit is connected to a primary side of the voltage converter and a second connection side of the bypass circuit is connected to a secondary side of the voltage converter.
  • the voltage converter can thus be electrically bypassed, so that the charging current from the charging source does not flow via the voltage converter but via the bypass circuit to the electrical energy store.
  • a more efficient charging process of the electrical energy store can thus be carried out without unnecessarily loading the voltage converter in the first phase of the charging process.
  • an isolating element is connected between the first connection side of the bypass circuit and the second connection side of the bypass circuit, it being possible to bridge the voltage converter with the isolating element.
  • the isolating element can be an isolating switch or a protective element or a contactor.
  • the bypass circuit can be switched to be live or the bypass circuit can be separated with the aid of the isolating element. The separating element can thus ensure that either the charging current is applied to the voltage converter or the charging current is applied to the bypass circuit.
  • the voltage converter is in the form of a current-controlled step-up converter.
  • the voltage converter can thus be regulated in particular via the charging current of the charging source.
  • the voltage converter is regulated in such a way that the electrical energy store can be charged to the maximum.
  • the voltage of the charging source is converted into a higher voltage for charging the electrical energy store using the voltage converter.
  • Advantageous configurations of the method are to be regarded as advantageous configurations of the charging system. Advantageous configurations of the method can also be regarded as advantageous configurations of the charging system.
  • the charging system has specific features which enable the method to be carried out or an advantageous embodiment thereof.
  • the charging system 1 shows a schematic side view of an exemplary embodiment of the charging system 1 according to the invention.
  • the charging system 1 has a charging source 2 external to the vehicle and an electrically driven vehicle 3 .
  • the electrically driven vehicle 3 can be charged with the aid of the vehicle-external charging source 2 .
  • the charging system 1 includes all components and/or units that are used at the charging source 2 during an electrical charging process of the electrically driven vehicle 3 .
  • the electrically driven vehicle 3 is in particular an electric vehicle or a hybrid vehicle or a plug-in vehicle or a purely electrically driven vehicle.
  • the electrically driven vehicle 3 is a vehicle with a maximum voltage level of 850 volts.
  • the electrically driven vehicle 3 has an electrical energy store 4 .
  • the electrical energy store 4 is a vehicle battery or an HV battery or a high-voltage battery or a battery arrangement of the vehicle 3.
  • the electrical energy store 4 has a voltage level of 500 volts, in particular a maximum of 850 volts.
  • an electric drive unit or an electric drive assembly or an electric drive motor of the electrically driven vehicle 3 can be supplied with energy using the electrical energy storage device 4 , so that the electrically driven vehicle 3 can be driven using the electrical energy storage device 4 .
  • the electrically driven vehicle 3 can be connected or coupled to the charging source 2 via a charging connection 5 of the vehicle 3 or a DC charging connection.
  • the charging source 2 can be, for example, the DC charging station or a DC charging column or a charging infrastructure or a charging system.
  • the DC charging station (charging source 2) has a maximum voltage level of 750 volts.
  • the electrically driven vehicle 3 has a charging device 6 .
  • the charging device 6 can be, for example, an on-board charger inside the vehicle or an on-board charging unit. With the help of Charging device 6 can be carried out, controlled and in particular monitored the electrical charging process at the charging source 3 in particular.
  • the electrical energy store 4 can have, for example, 500 volts, in particular 600 volts, at its connection terminals.
  • the charging device 6 includes a voltage converter 7.
  • the voltage converter 7 can be, for example, a step-up converter or a boost converter or a DC voltage converter or a DC-DC converter.
  • the voltage converter 7 is designed in such a way that it is able to convert or step up a lower voltage of the charging source 2 into a voltage that is suitable for charging the electrical energy store 4 .
  • the charging source 2 is able to supply a voltage suitable for the vehicle battery (electrical energy store 4)
  • the voltage converter 5 can be bridged or switched off with a bypass circuit 8, for example. For example, this can be done via isolating elements 9 (bypass contactors) of the bypass circuit 8 .
  • the bypass circuit 8 is in particular a bridging branch or a separating branch.
  • the isolating elements 9 can be, for example, contactors or isolating switches. As can be seen in FIG. 1 , a positive voltage branch and a negative voltage branch between the electrical energy store 4 and the charging source 2 can be bridged or not bridged accordingly with the help of the bypass circuit 8 . In particular, it is advantageous if the voltage converter 7 is bypassed when the power of the voltage converter 7 is lower than in comparison to a maximum charging power of the electrically driven vehicle 3 or the charging device 6.
  • the charging device 6 can have switching elements 11, for example. With the aid of the switching elements 11 , the vehicle-side charging connection 5 can be disconnected from the power supply, in particular while the vehicle 3 is moving or when the electrical energy store 4 is not being charged.
  • the switching elements 11 are contactors or switching units.
  • the charging source 2 can be used to provide a first voltage U1 as a charging voltage for charging the electrical energy store 4 .
  • the voltage converter 7 can be used to provide a second DC voltage U2 that is higher than the charging voltage for charging the electrical energy store 4 .
  • the electrical energy store 4 in a first phase of the charging process, is charged with the first voltage U1 and in a second phase of the charging process following the first phase, the electrical energy store 4 is charged with the second voltage U2.
  • the two phases of the charging process are alternated or carried out depending on a current charge state of the electrical energy store 4 .
  • the bypass circuit 8 can be able to manage both HV potentials (HV plus potential and HV minus potential) accordingly. This is the case in particular when the voltage converter 7 is able to control both HV potentials and its components are not designed for the current of the direct connection between the charging source 2 and the electrical energy store 4 . However, if the voltage converter 7 affects only one of the two potentials, the through-connected potential could be designed for a higher amperage and thus make a bypass contactor (isolating element 9) necessary.
  • FIG. 2 shows a schematic simulation structure or a simulated switching arrangement of the charging system 1 from FIG.
  • the voltage converter 7 is shown here as a current-controlled boost converter (step-up converter).
  • the aim of a charging process is in particular that a continuous charging process is carried out without causing a charging abort.
  • a charging current of 0 amperes can occur, which would cause charging to be aborted.
  • Another disadvantage is that during the transition between charging from direct coupling to charging via the voltage converter 7, the isolating elements 9 are opened in such a way that the energy content present in the output choke of the charging source 2 poses a risk of overvoltage. This can be done by a de-energized choke of the Voltage converter 7 are caused. There is therefore also a risk of charging being aborted.
  • the simulation is carried out in such a way that during the first phase of the charging process (up to a battery voltage of the electrical energy store of 4 to 720 volts), a charging current I (350 amperes, in particular between 320 amperes and 380 amperes) is fed into the electrical energy store 4.
  • a charging current I 350 amperes, in particular between 320 amperes and 380 amperes
  • the charging current I is regulated to 110 amperes.
  • the charging current I can be between 110 amperes and 120 amperes.
  • the buck converter of the charging source 2 is switched through permanently.
  • the isolating elements 9 (DC bypass contactors) open at 730 volts and the voltage converter 7 begins its function or its operation at 735 volts.
  • FIGS. 3 and 4 show exemplary simulation courses or simulation courses of the simulation setup from FIG. 2.
  • FIGS. 3 and 4 show time courses in particular.
  • FIG. 4 again shows a time interval of the time curves from FIG. 3 during the opening or the opening process of the separating elements 9.
  • FIG. 4 shows the point in time at which the separating elements 9 (bypass contactors) were opened.
  • the voltage profile a shows the time profile of the voltage of the charging source 2.
  • a voltage peak 12 can be seen in the respective profile a in FIG. 3 and in FIG. In this exemplary simulation performed, the voltage peak 12 has a value of 864 volts.
  • the original terminal voltage of the charging source 2 was 740 volts.
  • the course d shows in particular the course of the current in the bypass circuit 8 .
  • the point in time 13 is the point in time at which the separating element 9 (bypass contactor) is opened.
  • the current curve of the inductor of the voltage converter 7 is shown in curve e.
  • the point in time 14 is the point in time at which the current consumption of the inductor L of the voltage converter 7 begins or starts.
  • the state of the gate of a switching element SG1 is shown in curve f. It can also be seen at point in time 15 that the clocking of the voltage converter 7 starts here, in particular at a current of 110 amperes.
  • the voltage profile of the electrical energy store 4 is shown in the profile g and the current profile of the electrical energy store 4 is shown in the profile h.
  • FIG. 5 shows another schematic block diagram, in particular a partial section, of the charging system 1 from FIGS. 1 and 2.
  • Energy store 4 of the electrical energy store 4 depending on the charging current II of the charging source 2 are loaded with the first voltage U1 as the charging voltage.
  • the electrical energy store 4 is thus charged with a voltage of up to 750 volts.
  • the current battery voltage Ubatt of the electrical energy store 4 can be continuously determined or ascertained or measured with the aid of a determination device 16 .
  • the current battery voltage Ubatt of the electrical energy store 4 is continuously determined during the charging process (DC charging process).
  • the determining device 16 can be, for example, a voltage measuring device or a measuring circuit or a monitoring unit or an oscilloscope or a voltage-current measuring device or a measuring unit.
  • the determination device 16 can have a number of individual units, so that currents and/or voltages can be measured at a wide variety of points in the switching arrangement of the charging system 1 .
  • the current battery voltage Ubatt is determined or ascertained continuously during the charging process.
  • the determination device 16 can be part of the charging device 6 .
  • the determined or ascertained battery voltage Ubatt can be compared with the charging voltage (first voltage U1) using an evaluation unit 17 of the charging device 6 . If the voltage value of the battery voltage Ubatt essentially corresponds, in particular with a tolerance of +/- 5 percent, to the voltage value of the charging voltage (first voltage U1), the direct charging process can be carried out via the directly coupled charging source 2 with the electrical energy store 4 via the bypass - Circuit 8 are terminated (in particular, a termination process is initiated). At the same time, the voltage converter 7 can be activated or switched into operation.
  • the electrical energy store 4 can be charged with a second DC voltage U2 of the voltage converter 7, which is higher than the charging voltage, depending on the inductor current ID of the voltage converter 7, which is lower than the charging current I.
  • the charging current I can have a current value of 350 amperes and the inductor current ID can have a current value of 110 amperes.
  • the second DC voltage U2 can have a voltage value of 850 volts, for example, and the first voltage can have a voltage value of 750 volts.
  • Two variants can be used for changing the two charging phases or the phases of the charging process. These are explained below.
  • the separating elements 9 are closed at the beginning, so that the charging current I can flow via a direct coupling between the charging source 2 and the electrical energy store 4 . In other words, this takes place with the bypass circuit 8.
  • a charging current I of 350 amperes can be used for the first phase of the charging process.
  • the current values can be in the interval between 320 amperes and 380 amperes. This course is shown with the current flow direction 18 .
  • the voltage converter 7 starts its operation. This happens in particular at a battery voltage Ubatt of approximately 710 volts. In this case, in particular, switching element SG1 is closed. The inductor current ID of the inductor L is thus built up. The current in the inductor L is impressed in a current range from 105 amperes to 115 amperes. During this phase, the charging current I of the charging source 2 remains unchanged (for example at 350 amperes). This is shown with the current flow direction 19 . At a voltage value of the battery voltage Ubatt of 720 volts, the charging current I of the charging source 2 is commanded.
  • a reduction in the current of the charging station is set to a new current value from a value between the interval from 100 amperes to 120 amperes.
  • the structure of the inductor current ID is shown in particular with the current flow direction 20 .
  • the isolating elements 9 can then be opened when the battery voltage Ubatt has a voltage value of 740 volts.
  • the second phase of the charging process takes place without any negative properties (charging interruption) due to the two essentially identical current values of the charging current I and the inductor current ID.
  • FIG. 6 and FIG. 7 a simulation run of the simulation setup from FIG. 2 is now carried out again.
  • the first variant for the smooth change between the first phase of the charging process and the second phase of the charging process will now be discussed.
  • the individual curves or views in Figures 6 and 7 correspond to the same numbering as in Figures 3 and 4 and Figure 7 again shows a section of a time interval from Figure 6 in detail. especially during opening or the opening process of the separating elements 9.
  • FIG. 7 shows in particular the point in time at which the separating elements 9 (bypass contactors) were opened.
  • curve a in FIGS. 6 and 7 shows that voltage peak 12 is only 754 volts.
  • the overvoltage is only 14 volts. Due to this low overvoltage, when the contactors (isolating elements 9) open, a current is already impressed in the choke of the voltage converter 7 that was the same as the current of the charging source 2 (more precisely, the current of the output choke of the charging source 2). This means that the loading process is not aborted here.
  • curves e and f also show the beginning of the current consumption of the inductor L on the one hand and the beginning of the start of operation of the voltage converter 7 on the other hand. It can be seen in particular in curve e at point in time 14 that the current in inductor L of voltage converter 7 is at a comparable level before and after the opening of the bypass contactors. Thus, there is no loading abort.
  • FIGS. 8 and 9 A simulation run of the simulation setup from FIG. 2 is shown again in FIGS. 8 and 9 .
  • FIGS. 8 and 9 the same numbering corresponds to that in FIGS. 3 and 4, and
  • FIG. 9 again shows a section of a time interval from FIG Opening or the opening process of the separating elements 9.
  • FIG. 9 shows in particular the point in time at which the separating elements 9 (bypass contactors) were opened.
  • the separating elements 9 are again closed first, so that the electrical energy store 4 is charged directly via the charging source 9 with the aid of the charging current I.
  • the charging current I can be 350 volts, for example.
  • the voltage converter 7 in particular is inactive.
  • the charging current I of the charging source 2 is commanded to a current value with which the electrical energy storage device 2 is then to be charged via the voltage converter 7 during the second phase of the charging process.
  • the charging current I is commanded or reduced to a current value of 110 amperes.
  • the voltage converter 7 is activated or started.
  • a defined current value (for example 110 amperes) is impressed on the inductor L.
  • the charging current I of the charging source 2 remains unchanged.
  • the current value of the charging current I and the inductor current ID can have 110 amperes.
  • the operation of the voltage converter 7 starts at a battery voltage Ubatt of 730 volts.
  • the current from the charging station is already reduced at a battery voltage of 720 volts
  • the isolating elements 9 are opened so that the charging process of the electrical energy store 4 can now take place via the voltage converter 7 .
  • the transition between the first phase of the charging process and the second phase of the charging process is fluid.
  • the two representations of the simulation results in FIGS. 8 and 9 show a result that is comparable to that already seen and explained in FIGS. 6 and 7 .
  • a voltage peak 12 of 754 volts can be seen in curve a.
  • the overvoltage is only 14 volts, so the charging process does not stop.
  • a stabilization of a charging process can be achieved with the proposed charging system 1 and the corresponding method.
  • the current through the voltage converter 7 before opening the bypass circuit 8 (bypass line) is set to the same amperage as via the bypass line that is still closed, otherwise the inductive voltage peak when the contactors in the bypass line open will cause the loading process is aborted for security reasons.
  • either the current in the bypass line can first be set to a maximum current of the voltage converter and then the current flow can be built up in parallel in the voltage converter, or current via the voltage converter is first built up and then the current in the bypass line is reduced accordingly. With the same current strength, the bypass line can then be opened without significant voltage peaks occurring.
  • the current (l) is reduced to the current delta of the regulation of the charging source 2 or the voltage converter 7 (for example +/-10 amperes instead of >100 amperes). This significantly reduces the need to mount the bypass contactors (isolating elements 9).
  • the specified current values and voltage values can contain measurement tolerances or measurement errors.
  • the specified current and voltage values can therefore deviate by 5 percent, in particular 10 percent.

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  • 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)

Abstract

La présente invention concerne un procédé de charge d'une source d'énergie stockée (4) d'un véhicule (3), - un processus de charge de la source d'énergie stockée (4) étant effectué à l'aide d'un dispositif de charge (6) du véhicule (3), - dans une première phase du processus de charge, la source d'énergie stockée (4) étant chargée avec une première tension continue (U1) de la source de charge (2) en fonction d'un courant de charge (IL) de la source de charge (2), - une tension de batterie (UBatt) de la source d'énergie stockée (4) est déterminée pendant le processus de charge (6), - la tension de batterie (UBatt) de la source d'énergie stockée (4) est comparée à la tension de charge de la source de charge (2), - un convertisseur de tension (7) est actionné en fonction de la comparaison de la tension de batterie (UBatt) avec la tension de charge, - dans une seconde phase du processus de charge suivant la première phase, la source d'énergie stockée (4) étant chargée avec une seconde tension continue (U2) du convertisseur de tension (7) en fonction d'un courant d'arrêt (ID) du convertisseur de tension (7). La présente invention concerne également un système de charge (1).
EP21839149.8A 2020-12-21 2021-12-15 Procédé et système de charge pour charger une source d'énergie stockée électrique d'un véhicule électrique Pending EP4263273A1 (fr)

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DE102020007867.2A DE102020007867A1 (de) 2020-12-21 2020-12-21 Verfahren und Ladesystem zum Laden eines elektrischen Energiespeichers eines elektrisch angetriebenen Fahrzeugs
PCT/EP2021/085823 WO2022136044A1 (fr) 2020-12-21 2021-12-15 Procédé et système de charge pour charger une source d'énergie stockée électrique d'un véhicule électrique

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US (1) US20240100982A1 (fr)
EP (1) EP4263273A1 (fr)
JP (1) JP2023554381A (fr)
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CN (1) CN116802078A (fr)
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DE102019202014A1 (de) 2019-02-14 2020-08-20 Robert Bosch Gmbh Vorrichtung und Verfahren zur Berechnung einer Ladedauer und Verfahren zur Optimierung einer Route
DE102019007867A1 (de) * 2019-11-13 2020-07-23 Daimler Ag Elektrisches Bordnetz und Verfahren zum Laden eines elektrischen Energiespeichers eines Fahrzeugs
DE102020004780A1 (de) * 2020-08-06 2020-11-19 Daimler Ag Verfahren zum Aufladen einer Traktionsbatterie eines Elektrofahrzeugs an einer Gleichstrom-Ladestation

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CN116802078A (zh) 2023-09-22
JP2023554381A (ja) 2023-12-27
KR20230104982A (ko) 2023-07-11
WO2022136044A1 (fr) 2022-06-30
DE102020007867A1 (de) 2022-06-23

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