EP4351913A1 - Câble de charge pour une station de charge, station de charge, système comprenant une pluralité de stations de charge et procédé de fonctionnement d'une station de charge - Google Patents

Câble de charge pour une station de charge, station de charge, système comprenant une pluralité de stations de charge et procédé de fonctionnement d'une station de charge

Info

Publication number
EP4351913A1
EP4351913A1 EP22768771.2A EP22768771A EP4351913A1 EP 4351913 A1 EP4351913 A1 EP 4351913A1 EP 22768771 A EP22768771 A EP 22768771A EP 4351913 A1 EP4351913 A1 EP 4351913A1
Authority
EP
European Patent Office
Prior art keywords
charging
voltage
charging station
line
conductor
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
EP22768771.2A
Other languages
German (de)
English (en)
Inventor
Markus Hug
Bernhard Höglinger
Harald Fischer
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.)
Keba Energy Automation GmbH
Original Assignee
Keba Energy Automation GmbH
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 Keba Energy Automation GmbH filed Critical Keba Energy Automation GmbH
Publication of EP4351913A1 publication Critical patent/EP4351913A1/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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • B60L53/10—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
    • B60L53/18—Cables 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
    • B60L53/62—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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles

Definitions

  • the invention relates to a charging cable for a charging station for charging an energy store of an electric vehicle, a charging station for charging an energy store of an electric vehicle, a system with a plurality of such charging stations and a method for operating a charging station for charging an electric vehicle.
  • the present technical field relates to charging an energy store of an electric vehicle.
  • Different charging methods are known for electric vehicles, for example there are rapid charging methods in which the charging station provides the electric vehicle with direct voltage/current (DC), or alternatively alternating current charging methods in which the electric vehicle receives single-phase or multi-phase, in particular two-phase or three-phase, alternating current (AC) is made available, which the charging vehicle converts into direct current for the energy storage device to be charged using a built-in AC/DC converter.
  • DC direct voltage/current
  • AC alternating current
  • a charging logic in the vehicle or the energy storage device controls the charging process.
  • Bombardier describes a transformer-equipped DC charging station for electric vehicles in German patent application DE10151153A1, with a rectifier or AC/DC converter, a DO intermediate circuit with transformer and a downstream DC/DO converter.
  • charging cables which have two parallel lines for DC+ and DC- arranged in the charging cable. But if in the event of an error, e.g. B. If the insulation of the charging cable breaks and the user touches one of these lines, DC+ or DC-, he touches a voltage of 400 V (in terms of amount). Such a voltage of 400 V can be fatal.
  • a charging cable with the features of claim 1 by a charging station with the features of claim 7, by a system with a plurality of charging stations with the features of claim 17 and by a method for operating a charging station for charging an electric vehicle solved with the features of claim 19.
  • a charging cable for a charging station for charging an energy store of an electric vehicle with a DO charging voltage of at least 600 V in particular is proposed.
  • the charging cable is a coaxial cable with an inner conductor and a hollow-cylindrical outer conductor, with the inner conductor being designed for a first nominal voltage and the outer conductor for a second nominal voltage, with the quotient of the first nominal voltage and the second nominal voltage being in a range between 1.1 and 5 is preferably in a range between 1.3 and 4, more preferably in a range between 1.6 and 3.
  • the charging cable as a coaxial cable with the inner conductor designed for the first nominal voltage and the outer conductor designed for the second nominal voltage is designed in such a way that with a high DC charging voltage of 800 V, for example, a higher DC voltage (e.g. 500 V ) on the inner conductor and a lower DC voltage (e.g. - 300 V) on the outer conductor.
  • a high DC charging voltage of 800 V for example, a higher DC voltage (e.g. 500 V ) on the inner conductor and a lower DC voltage (e.g. - 300 V) on the outer conductor.
  • the present charging cable as a coaxial cable with the inner conductor and the hollow-cylindrical outer conductor, a user will only touch the outer conductor in the event of a fault, for example if the charging cable insulation breaks, and thus touch a voltage that is smaller in amount.
  • the magnitude of the DC voltage carried on the outer conductor is limited to 300 V. In particular, this voltage is not life-threatening for the user.
  • a fault current arises that can be detected.
  • a switching device e.g. B. a contactor can be opened. Details on this are explained in more detail below.
  • the outer conductor protects the inner conductor. In other words, the outer conductor protects the user from touching the inner conductor, which can carry a higher DC voltage.
  • the inner conductor carries a positive DC voltage
  • the outer conductor carries a negative DC voltage
  • the inner conductor and the hollow-cylindrical outer conductor are embedded in an insulating plastic, with a PE conductor and a charge pilot signal line also being embedded in the plastic.
  • the inner conductor lies on the longitudinal axis of the charging cable and forms the interior of the charging cable.
  • the inner conductor is surrounded by a first layer of plastic.
  • the first layer is then followed by the outer conductor.
  • the outer conductor is then followed by a second layer of plastic.
  • the inner conductor which preferably carries the higher DC voltage, is surrounded by two plastic layers and the outer conductor, which leads to corresponding protection for the user in the event of a fault.
  • the charging cable comprises an interior space and an exterior space, with the hollow-cylindrical outer conductor delimiting the interior space, with a first layer of plastic separating the inner conductor and the outer conductor in the interior space, with the PE conductor and the charge pilot signal line in outside are embedded in a second layer of plastic.
  • the PE conductor is designed as a hollow-cylindrical coaxial conductor which surrounds the outer conductor and is embedded in the second layer of the plastic.
  • the charge pilot signal line and a plurality of temperature signal lines are embedded outside of the PE conductor in the second layer of plastic.
  • Two temperature signal lines are preferably used to connect a temperature sensor.
  • the hollow-cylindrical outer conductor is designed as a braiding made up of a plurality of conductors, in particular wires.
  • the braid can also be referred to as a ladder braid.
  • the braiding is preferably set up to contract when the charging cable is stretched.
  • a charging station without a transformer for charging an energy store of an electric vehicle with electrical energy using a multi-phase network that can be coupled to the charging station, which has: an AC/DC converter for converting an AC voltage provided by the multi-phase network via the phases into a DC voltage provided by means of a DC+ line and a DC- line, a control device for controlling components of the charging station comprising the AC/DC converter, and a charging cable according to the first aspect or one of the embodiments of the first aspect.
  • the charging station can also be referred to as a transformerless DC charging station.
  • the charging station without a transformer does not use a transformer to convert AC voltage into DC voltage, but instead uses the AC/DC converter and, optionally, a downstream DC/DC converter.
  • the AC/DC converter can also be referred to as a converter.
  • the AC/DC converter is set up in particular for converting an AC voltage into a DC voltage and/or for converting a DC voltage into an AC voltage.
  • the charging station comprises in particular an intermediate circuit connected downstream of the converter with a number of intermediate circuit capacitors which are connected to an intermediate circuit center point.
  • the DC voltage provided by the AC/DC converter or a DC voltage boosted based on this, boosted for example by a DC/DC converter, is used as the DC charging voltage for charging the energy store of the coupled electric vehicle.
  • the charging station can in particular have an energy measuring unit which is set up to measure the amount of energy drawn from the electric vehicle.
  • a billing unit can also be provided in particular, which bills the user or customer for the energy consumed by the electric vehicle.
  • the charging station has, for example, a housing, in particular a waterproof housing, with an interior space in which the electrical and/or electronic components are arranged.
  • the charging station can also be referred to as a charging connection device.
  • the charging station is designed in particular as a wall box.
  • the charging station is suitable for charging or regenerating the energy store of an electric vehicle in that the charging station is electrically connected to the energy store or the charging electronics of the electric vehicle via its connection socket and the charging plug of the electric vehicle.
  • the charging station acts as a source of electrical energy for the electric vehicle, with the electrical energy being able to be transferred to an energy store in the electric vehicle by means of a charging cable and charging plug.
  • the charging station can also be used as an intelligent charging station for electric vehicles.
  • the charging station can also draw energy from the electric vehicle and feed it back into the multi-phase grid. Technically, this is referred to as Vehicle-to-Grid (V2G).
  • V2G Vehicle-to-Grid
  • the charging station can not only feed back into the grid, but also charge another vehicle, or supply another consumer, or charge another energy store. This process is also known as Vehicle-to-anything very thing (V2X
  • the multiphase network is, for example, a multiphase subscriber network.
  • the multi-phase network can also be a multi-phase power supply network.
  • the polyphase network has a number of phases, for example LI, L2 and L3, and a neutral conductor (also denoted by N).
  • the charging station comprises a control unit, which is set up to control the AC/DC converter and/or the DC/DC converter at a DC charging voltage of at most 600 V in such a way that the DC+ coupled to the inner conductor of the charging cable -Line or coupled DC--line carries a first direct voltage and the DC--line or coupled DC+-line coupled to the outer conductor of the charging cable carries a second direct voltage, the first direct voltage and the second direct voltage having different signs and the same amounts, and to control the AC/DC converter and/or the DC/DC converter at a DC charging voltage of more than 600 V in such a way that the DC- line coupled to the outer conductor of the charging cable or the coupled DC+ line generates a third DC voltage with a Maximum amount of 300 V and the DC+ line coupled to the inner conductor of the charging cable or the coupled DC- line carries a fourth DC voltage with a m amount, which corresponds to a difference between the DC charging voltage and the third DC voltage, the third DC voltage and the fourth DC
  • the amount of direct voltage carried on the outer conductor is limited to a maximum of 300 V. In particular, this is not life-threatening. If, for example, the DO charging voltage negotiated between the charging station and the electric vehicle is 800 V, then the third DC voltage can be -300 V, whereas the fourth DC voltage can be +500 V.
  • the charging station comprises a DC/DC converter connected downstream of the AC/DC converter, an intermediate circuit coupled between the AC/DC converter and the DC/DC converter and having an intermediate potential, and a setting unit for setting the intermediate potential of the intermediate circuit such that the third direct voltage and the fourth direct voltage are symmetrical to the adjusted intermediate potential.
  • the setting unit will shift the intermediate potential to + 100 V.
  • the third DC voltage of -300 V and the fourth DC voltage of +500 V are symmetrical to the set intermediate potential of +100 V. This symmetrical setting increases the safety of the charging station system as a whole.
  • the setting unit includes a voltage regulator which is set up to regulate the intermediate potential in such a way that it lies symmetrically between the third direct voltage and the fourth direct voltage.
  • the present voltage regulator enables the intermediate potential to be regulated to that value which is equidistant (in terms of the amount of voltage) between the third direct voltage and the fourth direct voltage.
  • the charging station comprises: a fault current sensor assigned to the phases and the neutral conductor, which is set up to detect a fault current that changes over time with a direct current component and an alternating current component, a switching device which is set up to open and close the DC+ line and the DC- line of the charging station, a first unit, which is set up to detect sinusoidal AC fault currents and pulsating DC fault currents as a function of the detected fault current and, depending thereon, to provide a first control signal for controlling the switching device to open the DC+ line and the DC- line, and a second unit, which is set up for detecting DC fault currents as a function of the detected fault current and depending on it for ready-steep a second drive signal for driving the switching device to open the DC + line and the DC line is set up, the control device for providing a third drive signals is set up to drive the switching device to open the DC+ line and the DC- line.
  • the charging station comprises: a fault current sensor assigned to the phases and the neutral conductor, which is set up to detect a fault current that changes over time with a direct current component and an alternating current component, a further switching device which is set up to open and close the phases and the neutral conductor of the charging station, a first unit, which is set up to detect sinusoidal alternating fault currents and pulsating DC fault currents as a function of the detected fault current and, depending thereon, to provide a first control signal to control the further switching device to open the phases and the neutral conductor, and a second unit, which is set up to detect DC fault currents depending on the detected fault current and depending on it for providing a second control signal is set up to control the further switching device to open the phases and the neutral conductor, the control device being set up to provide a third control signal to control the further switching device to open the phases and the neutral conductor.
  • a single residual current sensor and a single Ab - switching device for example a DC contactor
  • this single switch-off device is also used by the functional controller, which is designed in particular as part of the control device.
  • the AC/DC converter and/or DC/DC converter can be controlled by the functional control in such a way that it also acts as a switch.
  • the fault current sensor can also be referred to as an all-current sensitive fault current sensor.
  • the switching device can also be referred to as a switching element.
  • the switching device is preferably designed in such a way that, in the event of a mains voltage failure, it opens, in particular automatically, and can thus establish a safe state.
  • Examples of the electrical and/or electronic components of the charging station include the switching device, for example a contactor or relay, connection terminals, electronic circuits, the fault current sensor, a communication module, a communication interface, a user interface, an EMC filter and at least one power supply.
  • the control device includes, for example, a printed circuit board on which a plurality of electronic components for controlling and/or measuring and/or monitoring the energy states at the charging station or in the connected electric vehicle zeug are arranged, as well as an authentication device such as RFID / NFC reader / Bluetooth module or an automated authorization process via high-level communication, in particular according to the ISO 15118 standard, or according to the plug-and-charge principle and the like.
  • the third control signal is generated in particular as a function of vehicle authentication and/or vehicle verification or user authentication and/or user verification, as a function of overcurrent monitoring and/or as a function of correct connection of the charging cable to the electric vehicle and/or to the charging station.
  • the vehicle authentication and/or vehicle verification or user authentication and/or user verification ensures that only a valid user or an electric vehicle known to the charging station is allowed to charge at the charging station.
  • One or more of the following technologies can be used for vehicle authentication and/or vehicle verification, user authentication and/or user verification: RFID, Bluetooth, code entry, fingerprint reader, vein scanner or the like.
  • An electric vehicle can, for example, transmit its ID via high-level communication, in particular ISO 15118, or according to the plug-and-charge principle.
  • ISO 15118 can be used to detect when the electric vehicle does not adhere to a negotiated charging plan. Correct connection of the charging cable to the electric vehicle and/or to the charging station can be detected, for example, by means of a plug-present sensor and/or a charge pilot signal and/or the locking detection unit.
  • the control device is set up to control the AC/DC converter by means of a control signal generated as a function of the opening signal, in particular to switch it off in the event of a fault.
  • the AC/DC converter thus acts like a mechanical switch and provides a second isolation in the power path.
  • the control device is set up to control the AC/DC converter using a control signal generated as a function of the opening signal and/or a DC/DC converter connected downstream of the AC/DC converter with a control signal generated as a function of the opening signal steer.
  • the AC/DC converter as well as the DC/DC converter thus act as mechanical switches and bring about further isolation in the power path.
  • the charging station comprises a control circuit which is set up to control the switching device, if at least one of the control signals is provided, by means of an opening signal in such a way that the DC+ line and the DC- line open, the phases and the neutral conductor can also be opened.
  • the power electronics can be switched off in that a control signal generated as a function of the opening signal opens them. This results in a double isolation of the vehicle from the network.
  • the control circuit accordingly controls the switching device to open the DC+ line and the DC- line and/or the phases and the neutral conductor when one or more of the control signals is provided or set.
  • a provided control signal is therefore sufficient to open the DC+ line and the DC- line of the charging station and to create a safe state.
  • another switching device is provided in the AC circuit, which is set up to open and close the phases and the neutral conductor of the charging station.
  • control circuit is preferably set up to, if at least one of the control signals is provided, the further switching device to be controlled by means of an opening signal in such a way that it opens the phases and the neutral conductor of the charging station.
  • connection terminals are provided for the three phases, the neutral conductor and a PE conductor, with the residual current sensor being connected downstream of the connection terminals, the AC/DC converter being downstream of the residual current sensor, the switching device being downstream of the AC/DC converter and the terminal strip of the switching device is connected downstream, and the charging cable is connected to the terminal strip, in particular is firmly connected or attached.
  • control device is set up to control, in particular to switch off, the AC/DC converter by means of a control signal generated as a function of the opening signal.
  • control device switches off the AC/DC converter using the control signal when the opening signal is set. In other words, the control device switches off the AC/DC converter when at least one of the control signals is provided.
  • the charging station comprises an insulation breakage sensor assigned to the charging cable for providing an insulation breakage sensor signal which is indicative of an insulation breakage of the charging cable.
  • a break in the insulation of the charging cable is, for example, a break in a cable sheath of the charging cable or a break in the insulation on the charging plug of the charging cable.
  • the charging station alternatively or additionally comprises a broken insulation sensor which is assigned to the housing of the charging station and is set up to provide a broken insulation sensor signal. which is indicative of damage to the insulation of the charging station housing.
  • the charging station includes an evaluation unit which is set up to evaluate the insulation breakage sensor signal provided in order to determine an insulation breakage of the charging cable and/or the housing of the charging station.
  • the control device is preferably set up to provide the third control signal as a function of a determined break in the insulation.
  • the evaluation unit detects an insulation breakage on the charging cable, its charging connector and/or the housing of the charging station, the third control signal is provided by the control device so that the control circuit controls the switching device in such a way that the DC+ line and DC line of charging station opens.
  • connection terminals are provided for the three phases, the neutral conductor and a PE conductor, with an EMC filter downstream of the five connection terminals being provided, the residual current sensor being downstream of the EMC filter, the further switching device being downstream of the residual current sensor, the AC/DC converter is connected downstream of the further switching device, a DC/DC converter is provided downstream of the AC/DC converter, the switching device is connected downstream of the DC/DC converter, a further EMC filter is provided downstream of the switching device, and the terminal strip to which the charging cable is connected is connected downstream of the further EMC filter.
  • the DC/DC converter is set up, in particular, to step up the direct voltage provided by the AC/DC converter and to make it available on the output side as a DC charging voltage.
  • the DC/DC converter can also be referred to as a DC voltage converter.
  • the control circuit is set up to control the switching device and the further switching device, if at least one of the control signals is provided, by means of the opening signal in such a way that they open the DC+ line and the DC- line, as well as through the second Switching device the phases and the neutral conductor.
  • control circuit controls both the switching device and the additional switching device, so that these control the DC+ line and the DC- line as well as the phases and the neutral conductor of the Open charging station.
  • the AC/DC converter and the DC/DC converter can also be switched off accordingly. This further increases the safety of the charging station.
  • the switching device is designed as a first electrically controllable power switching element and the further switching device is designed as a second controllable power switching element.
  • the first power switching element is an electromagnetically switching power switching element, each of the power switching elements having a non-conductive switching state in which no current can flow and a conducting switching state in which current can flow, each of the power switching elements for interrupting a flow of energy through the Charging station is set up for the energy storage of the electric vehicle.
  • control device is set up to: a) activate an electromagnetic drive of the first power switching element using a first control signal with a pick-up voltage in order to bring the first power switching element from the non-conductive switching state to the conducting switching state, b) the electromagnetic drive of the first power switching element by means of to drive the first drive signal with a holding voltage that is lower than the pull-in voltage after the first power switching element is in the conducting switching state, and c) to control the second power switching element by means of a second control signal in order to bring the second power switching element from the non-conductive switching state to the conducting switching state after a current flow through the electromagnetic drive of the first power switching element has reached or fallen below a specific threshold value.
  • the first control signal can in particular have different amplitudes.
  • the first control signal can also be modulated differently in steps a) and b), for example by using PWM modulation (PWM; pulse width modulation).
  • This embodiment has the advantage that the first power switching element is already being driven with a reduced holding current due to the reduced holding voltage at the time when the second power switching element is brought into the conducting switching state and can therefore be switched off more quickly. Since energy can only flow through the charging station when the second power switching element is conductive, in the event of a fault occurring immediately afterwards, such as a short circuit or a ground fault in the electric vehicle to be charged or the like, the first power switching element can be switched off more quickly than it is is possible without this embodiment. This increases the operational safety of the charging station.
  • power switching element is understood in particular to mean that switches are involved that can switch an electrical load on or off.
  • the conductive state which can also be referred to as the switched-on state
  • electrical power can flow through the switching element, which can be in the range from a few watts to several kilowatts, for example up to 500 kW. This is to be seen in contrast to pure signal switches, which are only suitable for switching signals whose electrical power is well below one watt.
  • electrically controllable power switching element means, for example, a switching element that can be switched via a corresponding electrical control or control circuit. Examples of electrically controllable switching elements are electromechanical relays and electronic switches, which can also be referred to as semiconductor relays.
  • electromagnetically switching power switching element is understood to mean, for example, a relay or a contactor which has a mechanical actuating element which can be actuated by a magnetic field that can be generated by an electromagnet, in particular a coil.
  • the actuating element can also be referred to as an armature and the switchable contacts can also be referred to as working contacts.
  • the non-conductive state which can also be referred to as the switched-off or open state, the normally open contacts are separated by a gap, the size of the gap depending on the maximum operating voltage applied to the normally open contacts and the required current breaking capacity of the Switching element is determined.
  • the housing of the charging station is doubly insulated.
  • the charging cable together with its charging plug, is doubly insulated.
  • the drive circuit comprises a wired-OR operation which ORs the first drive signal, the second drive signal and the third drive signal.
  • the first unit is set up to emulate a type A residual current circuit breaker, in particular in accordance with standard 61008'1.
  • emulation of a type A residual current circuit breaker is to be understood in particular as simulating the type A residual current circuit breaker, for example emulating the error analysis functionality of the type A residual current circuit breaker in software.
  • first unit and/or the second unit are designed as part of the control device.
  • the first unit and the second unit are implemented in software.
  • the first and/or the second unit can be in the form of an FPGA or an ASIC.
  • the second unit is set up to be a direct current detection device, preferably a residual direct current detection device in accordance with the IEC 62955 standard, particularly preferably a residual direct current monitoring device in accordance with the IEC 62955 standard , to emulate.
  • emulating a direct current detection device means, in particular, simulating the direct current detection device, for example the residual direct current detection device according to the IEC 62955 standard or the residual direct current monitoring device according to the standard To understand IEC 62955, in software.
  • the charging station comprises a module which integrates the first unit and the second unit and is set up to form fault protection corresponding to a type B residual current circuit breaker, in particular in accordance with standard EN 61008'1 and/or in accordance with standard EN 62423.
  • the module of the present embodiment accordingly forms or simulates the fault protection of the type B residual current circuit breaker, for example in accordance with standard EN 61008-1 or in accordance with standard EN 62423.
  • the module is designed, for example, as part of the control device.
  • the module can be implemented in software and/or in hardware.
  • the charging station includes a current measuring device for measuring the current flowing on the phases in the direction of flow to the electric vehicle.
  • the current measuring device is a useful current sensor.
  • the switching device is designed as a contactor, as a four-phase relay or by four relays for the three phases and the neutral conductor.
  • the charging station includes a test unit which is set up to impress and evaluate a test current in at least one of the phases, in the neutral conductor and/or in a separate test winding of the residual current sensor.
  • the test unit is set up to be triggered for testing by means of a test command for simulating a pressing of a test button.
  • the test command is in particular a software command, by means of which the test unit can be triggered in such a way that it triggers the testing and thus the injection of the test current.
  • the test command thus emulates the test button known from conventional type A residual current circuit breakers.
  • the conventional mechanical test button is therefore advantageously not necessary, particularly in this embodiment.
  • the test command can be generated via any form of backend and transmitted to the charging station. An example of this is when a user transmits the test command to the charging station via a smartphone app.
  • the operator of the charging station transmits the test command at regular intervals via his server to the charging station coupled to the server.
  • the charging station always terminates a charging process by completely testing the safety chain and sending a current to the test unit via a software command from the control device.
  • the test unit then injects the test current, the test current is detected by the sensor and the contactor is tripped.
  • a test with an actual current flow interruption is preferably always carried out at the end of the charging process.
  • the charging station comprises an electromechanical system for mechanically displaying the switching position of the switching device.
  • the electromechanics include a bezel controlled via an electrical coupling of the feedback contacts of the switching device, which follows the switch position of the switching device, and a visual indicator controlled by the bezel for indicating the switch position.
  • the visual display device includes, for example, two LEDs that light up green and red.
  • the panel always covers one of the two LEDs.
  • the LED not covered by the bezel is visible to the user. Due to the electrical coupling of the panel with the feedback contacts of the switching device, the panel always follows the switching position of the switching device.
  • the screen controls the visual display device and shows, in particular by means of the colors red and green, the switching position of the switching device, for example the contactor.
  • the electromechanical system is coupled to an energy store, so that the electromechanical system is suitable for displaying the switching position of the charging station even in the de-energized state To maintain switching device for a predetermined time.
  • the energy store is designed as a battery, for example.
  • an electrical coupling of a mechanical display e.g. a bistable lifting magnet with a color coding (red/green) on the armature
  • a screen which only shows one color at a time
  • an energy storage device which, in the event of a failure of the supply ensures that the switching device is monitored for a while and the display takes place.
  • the final state of the relay is open when de-energized, unless it is welded, in which case it remains stably closed - both are feasible with a limited energy store.
  • the test current is a pulsed, high-frequency alternating current which has a frequency of 1 to 5 kHz and a maximum duration of 10 ms.
  • the test current is thus designed in particular in such a way that it is not interpreted as a fault current.
  • the test current is in particular a signal that cannot occur in practice and therefore cannot be interpreted as an error.
  • the fault current sensor is designed: by a summation current converter for providing the fault current that changes over time, or by four current converters for the three phases and the neutral conductor for providing a respective output signal, and an adder unit connected downstream of the four current converters for providing the fault current that changes over time by adding the output signals provided by the four current transformers.
  • the charging station includes a communication module which is set up to specify an energy consumption quantity for the electric vehicle either by means of PWM signals or, in accordance with ISO 15118, a charging plan with charging electronics of the device coupled to the charging station. to negotiate an electric vehicle.
  • a charging plan with charging electronics of the device coupled to the charging station. to negotiate an electric vehicle.
  • negotiation takes place as described in ISO 15118.
  • the charging electronics of the energy store requests a certain charging power via the communication module from the charging station and the charging station, for example the control device of the charging station, determines whether the requested charging power can be provided.
  • a current state of the subscriber network and/or the power supply network is taken into account in particular.
  • the charging station can make a “counterproposal” via the communication module, which can be accepted by the charging electronics of the energy storage device, or the charging electronics can make its own request again. In this way, the charging station and the charging electronics communicate until the charging plan is negotiated.
  • Negotiating the charging plan can be part of the pairing process when a battery is reconnected to the charging station.
  • the charging station has: a communication interface which is set up to exchange data with a terminal device of the user and/or a server which in particular manages the charging station, a user interface for inputs from a user and/or for outputs to the User, and/or a power pack, which is set up to convert an AC voltage provided via the phases into a predetermined DC voltage for the control device and/or the components of the charging station.
  • the control device of the charging station is set up to transmit the opening signal, if at least one of the control signals is provided, via the communication interface to the electric vehicle, by means of which a switching device installed in the electric vehicle, for example a DC vehicle contactor, can be opened.
  • a switching device installed in the electric vehicle for example a DC vehicle contactor
  • this opening signal is also transmitted via the communication interface to the electric vehicle, which then opens the DO vehicle contactor installed in the electric vehicle. This ensures that the charging cable is potential-free both from the charging station side, in particular the network, and from the electric vehicle side, in particular the battery located around the electric vehicle.
  • the respective unit for example the first unit or the second unit, can be implemented in terms of hardware and/or software.
  • the unit can be designed as a device or as part of a device, for example as a computer or as a microprocessor or as part of the control device.
  • the unit can be embodied as a computer program product, as a function, as a routine, as part of a program code or as an executable object.
  • a system is proposed with a plurality N of charging stations (with N>2), the respective charging station being designed according to the second aspect or one of the embodiments of the second aspect.
  • the N charging stations are connected by means of a star connection to a single circuit breaker, which is coupled to the grid connection point.
  • the charging station By designing the charging station according to the first aspect or according to one of the embodiments of the first aspect, it is possible to couple the N charging stations by means of the star connection and to secure them with a single circuit breaker from the grid connection point.
  • a method for operating a charging station for charging an energy store of an electric vehicle with electrical energy using a multi-phase network that can be coupled to the charging station is proposed.
  • the charging station includes an AC/DC converter for converting an AC voltage provided by the multiphase network via the phases into a DC voltage provided by means of a DC+ line and a DC- line, a control device for controlling components of the charging station including the AC/DC - Converter and a charging cable according to the first aspect or one of the embodiments of the first aspect.
  • the charging station is designed in particular according to the second aspect or one of the embodiments of the second aspect.
  • the method comprises the steps: a) determining a current DC charging voltage for charging the electric vehicle coupled to the charging station, b) determining whether the current DC charging voltage determined is less than 600 V, cl) if the current DC charging voltage determined is smaller than 600 V, driving the AC/DC converter in such a way that the DC+ line or coupled DC- line coupled to the inner conductor of the charging cable carries a first DC voltage and the DC-- line or coupled DC+ line coupled to the outer conductor of the charging cable - Line carries a second DC voltage, the first DC voltage and the second DC voltage having different signs and the same amounts, and c2) if the current DC charging voltage determined is greater than or equal to 600 V, driving the AC/DC converter in such a way that the DC- line coupled to the outer conductor of the charging cable or the coupled DC+ line carries a third DC voltage with a maximum magnitude of 300 V for and the DC+ line coupled to the inner conductor of the charging cable or coupled DC- line carries a fourth DC voltage with an amount which corresponds to
  • Fig. 1 shows schematically an arrangement with a first embodiment of a charging station and an electric vehicle!
  • Fig. 2 shows a schematic sectional view of a first embodiment of a charging cable for a charging station!
  • FIG. 3 shows a schematic sectional view of a second embodiment of a charging cable for a charging station!
  • Fig. 4 shows a schematic circuit diagram of a second embodiment of a charging station for charging an energy storage device of an electric vehicle!
  • Fig. 5 shows a schematic circuit diagram of a third embodiment of a charging station for charging an energy store of an electric vehicle!
  • FIG. 6 shows a schematic view of an embodiment of a method for operating a charging station.
  • Fig. 1 schematically shows an arrangement with a first embodiment of a charging station 1 and an electrical energy store 2 of an electric vehicle 3.
  • a multi-phase subscriber network 4 is connected to a multi-phase power supply network 7 by means of a network connection point 6 .
  • the multi-phase subscriber network 4 has, in particular, a number of phases, for example L1, L2 and L3, and a neutral conductor N. In this example, without restricting the generality, it is a question of three-phase power networks.
  • the electric vehicle 3 is coupled to the charging station 1 by means of a charging cable 5 which is connected to a terminal block 16 (not shown in FIG. 1, see for example in FIG. 4) of the charging station 1 .
  • the charging station 1 can have a number of electrical and/or electronic components (not shown in FIG. 1, see for example in FIG. 4) and is for charging the energy store 2 of the electric vehicle 3 with electrical Energy set up by means of the coupled to the charging station 1 polyphase subscriber network 4.
  • the housing of the charging station 1 is in particular doubly insulated. Furthermore, the charging cable 5 together with its charging plug 17 (see, for example, FIG. 4) is also preferably double-insulated.
  • the power-carrying conductors (DC+ line and DC" line) are individually insulated, and the housing of the charging connector 17 also has an insulating effect.
  • the charging connector 17 can also be encapsulated with an insulating compound on the inside.
  • Fig. 2 shows a schematic sectional view of a first embodiment of a charging cable 5 for a charging station 1, for example the charging station 1 according to Fig. 1.
  • the charging cable 5 in FIG. 2 is a coaxial cable and has an inner conductor DCI and a hollow-cylindrical outer conductor DCA.
  • the hollow-cylindrical outer conductor DCA is preferably in the form of a braid made up of a plurality of conductors, for example wires.
  • the inner conductor DCI and the hollow-cylindrical outer conductor DCA are embedded in an insulating plastic K1, K2.
  • the charging cable 5 of FIG. 2 has a PE conductor PE and a charge pilot signal line CP, both of which are also embedded in the plastic K1, K2.
  • the charging cable 5 also has an interior space IR and an exterior space AR.
  • the hollow-cylindrical outer conductor DCA delimits the inner space IR.
  • a first layer Kl of the plastic separates the inner conductor DCI and the outer conductor DCA.
  • the PE conductor PE and the charge pilot signal line CP are embedded in FIG. 2 in the outer space AR in a second layer K2 of the plastic.
  • the inner conductor DCI is designed for a first nominal voltage and the outer conductor DCA is designed for a second nominal voltage.
  • the quotient of the first nominal voltage and the second nominal voltage is in a range between 1.1 and 5, preferably in a range between 1.3 and 4, more preferably in a range between 1.6 and 3.0.
  • FIG. 3 shows a schematic sectional view of a second embodiment of a charging cable 5 for a charging station 1, for example the charging station 1 according to FIG.
  • the charging cable 5 in FIG. 3 is also a coaxial cable with an inner conductor DCI and a hollow-cylindrical outer conductor DCA.
  • the inner conductor DCI and the hollow-cylindrical outer conductor DC- are embedded in an insulating plastic K1, K2.
  • the charging cable 5 of FIG. 3 has a hollow-cylindrical PE conductor PE, a charge pilot signal line CP and a plurality of temperature signal lines T, both of which are also embedded in the plastic K1, K2.
  • the charging cable 5 has an interior space IR and an exterior space AR.
  • the hollow-cylindrical outer conductor DCA delimits the inner space IR.
  • a first layer Kl of the plastic separates the inner conductor DCI and the outer conductor DCA.
  • the inner conductor DCI is designed for a first nominal voltage and the outer conductor DCA is designed for a second nominal voltage.
  • the quotient of the first nominal voltage and the second nominal voltage is in a range between 1.1 and 5, preferably in a range between 1.3 and 4, more preferably in a range between 1.6 and 3.0.
  • the PE conductor of the charging cable 1 according to FIG. 3 is designed as a hollow-cylindrical coaxial conductor surrounding the outer conductor DCA. This is embedded in the second layer K2 of the plastic.
  • Fig. 4 shows a schematic circuit diagram of a second embodiment of a charging station 1 for charging an energy store 2 of an electric vehicle 3.
  • the second embodiment of the charging station 1 in Fig. 4 includes all the features of the first embodiment of the charging station 1 in Fig. 1.
  • the charging station 1 of FIG. 4 has five input-side connection terminals 10a, 10b, 10c, 10d, 10e for coupling the phases LI, L2, L3, the neutral conductor N and the PE conductor PE of the multi-phase network 4.
  • the charging station 1 On the output side, the charging station 1 has a terminal strip 16 to which the charging cable 5 together with its charging plug 17 is attached.
  • an EMC filter 24 Between the terminals 10a, 10b, 10c, lOd, lOe and the terminal strip 16 are an EMC filter 24, a residual current sensor 9 downstream of the EMC filter 24, a further switching device 8 downstream of the residual current sensor 9, an AC/ DC converter 15, a DC/DC converter 25 downstream of the AC/DC converter 15, a switching device 26 downstream of the DC/DC converter 25 and a further EMC filter 27 downstream of the switching device 26 are provided.
  • a current measuring device (not shown) can also be provided, which is set up to measure the electric current flowing on the phases LI, L2, L3 in the direction of flow to the electric vehicle 3 .
  • the current measuring device is a useful current sensor and is set up to measure the electric current flowing on the phases LI, L2, L3 in the direction of flow to the electric vehicle 3 .
  • the charging station 1 On the output side, the charging station 1 has the charging cable 5 with a charging plug 17 for connection to the electric vehicle 3.
  • the charging cable 5 is designed according to FIG. 2 or FIG. 3, for example.
  • the AC/DC converter 15 converts the AC voltage provided by the multi-phase network 4 via the phases LI, L2, L3 into a DC voltage and provides this as positive DC voltage DC+ and negative DC voltage DC- via two output lines, also denoted DC+ and DC- , the DC/DC converter 25 ready.
  • the switching device 26 downstream of the DC/DC converter 25 is suitable for opening and closing the DC+- line DC+ and the DC- line DC- of the charging station 1 .
  • the switching device 26 is a contactor, for example, or consists of relays for switching off the DC voltage.
  • the switching device 26 is arranged on the DC side of the charging station 1 and can also be referred to as a DC switching device.
  • the DC switching device is a contactor, for example.
  • the fault current sensor 9 is associated with the phases LI, L2, L3 and the neutral conductor N and is set up to detect a fault current F that varies over time and has a direct current component and an alternating current component.
  • the residual current sensor 9 is a summation current transformer, for example.
  • the charging station 1 of FIG. 4 comprises a first unit 11, a second unit 12 and a control device 13.
  • the control device 13 is in particular the central control device of the charging station 1 for controlling the electrical and/or electronic components of the charging station 1.
  • the first Unit 11 and the second unit 12 can be formed externally to the control device 13, as shown in FIG. Alternatively, the first unit 11 and the second unit 12 are designed as part of the control device 13 .
  • the first unit 11 is for detecting sinusoidal AC fault currents and pulsating DC fault currents as a function of the detected fault current F and, depending thereon, for providing a first control signal A1 for controlling the switching device 26 for opening the DC+ line DC+ and the DC ⁇ line DC ⁇ furnished.
  • the first unit 11 is preferential wise set up to emulate a type A residual current circuit breaker, preferably according to standard 61008'1.
  • the second unit 12 is for detecting DC fault currents as a function of the detected fault current F and, depending thereon, for providing a second control signal A2 for controlling the switching device 26 to open the DC+ line DC+ and the DC- line DC- and/or the further switching device 8 set up to open phases LI , L2, L3 and neutral conductor N.
  • the second unit 12 is preferably set up to include a direct current detection device, preferably a residual direct current detection device in accordance with the IEC 62955 standard, particularly preferably a residual direct current monitoring device in accordance with the IEC 62955 standard emulate.
  • a direct current detection device preferably a residual direct current detection device in accordance with the IEC 62955 standard, particularly preferably a residual direct current monitoring device in accordance with the IEC 62955 standard emulate.
  • the charging station 1 can also include a module (not shown) which integrates the first unit 11 and the second unit 12 and which is set up to have a type B residual current circuit breaker, in particular in accordance with standard EN 610081'1 and/or in accordance with the standard EN 62423, to train or simulate appropriate error protection.
  • the module can also be designed as part of the control device 13 .
  • control device 13 is set up to send a third control signal A3 to control the switching device 26 to open the DC+ line DC+ and the DC- line DC- and/or to control the further switching device 8 to open the phases LI, L2, L3 and the neutral conductor N to provide.
  • the control device 13 generates the third control signal A3 in particular depending on a vehicle authentication and/or vehicle verification and/or user authentication and/or user verification, depending on an overcurrent monitoring and/or depending on a correct connection of the charging cable 5 to the electric vehicle 3 and/or to the charging station 1.
  • the charging station 1 also includes a control circuit 14.
  • the control circuit 14 is set up to control the switching device 26 and/or the further switching device 8, if at least one of the control signals Al, A2, A3 is provided, by means of an opening signal O in such a way that the DC+ -Line DC+ and the DC- line DC- and/or the phases LI , L2, L3 and the neutral conductor N of the charging station 1 opens.
  • the control circuit 14 then controls the switching device 26 to open the DC+ and DC- lines and/or the further switching device 8 to open the phases LI, L2, L3 and the neutral conductor N when one or more of the control signals Al, A2 , A3 is provided or set.
  • control circuit 14 comprises a WIRED-OR operation which ORs the first control signal A1, the second control signal A2 and the third control signal A3.
  • control circuit 14 of Fig. 4 is set up in particular to control not only the switching device 26 but also the further switching device 8, if at least one of the control signals A1, A2, A3 is provided, by means of the opening signal O in such a way that it activates the phases LI, L2 , L3 and the neutral conductor N in the charging station 1 opens. This increases the security of the charging station 1 .
  • a charge pilot signal CP can be transmitted between the control device 13 of the charging station 1 and the electric vehicle 3 via the charging cable 5 .
  • the charging station 1 of FIG. 4 also includes a communication module 19.
  • the communication module 19 is set up to negotiate a charging plan with charging electronics of the electric vehicle 3 coupled to the charging station 1 in accordance with high-level communication, in particular the ISO 15118 standard.
  • the charging station 1 of FIG. 4 includes a communication interface 20.
  • the communication interface 20 is set up to transmit data with a nem end device of the user and / or a server which manages the charging station 1 in particular to exchange.
  • the user can, in particular, authenticate and/or verify himself via the terminal device, but also in particular authenticate and/or verify the vehicle.
  • the communication module 19 and the communication interface 20 are preferably designed as a single component which can perform both tasks.
  • the charging station 1 of FIG. 4 has a user interface 21 for user inputs and/or for user outputs.
  • user interface 21 includes a touch screen.
  • at least one power pack 22 is provided, which is set up to convert an AC voltage provided via the phases LI, L2, L3 into a predetermined DC voltage for the control device 13 and/or the other components of the charging station 1.
  • an insulation breakage sensor 18 is assigned to the charging cable 5 of FIG. 4 .
  • the insulation rupture sensor 18 is suitable for providing an insulation rupture sensor signal IS, which is indicative of an insulation rupture in the charging cable 5, the charging connector 17 and/or the housing 1.
  • the broken insulation sensor 18 carries out, for example, an impedance measurement, a capacitive measurement, a voltage measurement, a current measurement, a power measurement and/or an inductive measurement.
  • An example of such an insulation break is a break in the insulating sheath of the charging cable 5.
  • the charging station 1 of FIG. 4 has an evaluation unit 23 which is set up to evaluate the insulation breakage sensor signal IS provided to determine an insulation breakage IB of the charging cable 5 of the charging plug 17 and/or the housing 1 .
  • the insulation breakage sensor signal IS provided to determine an insulation breakage IB of the charging cable 5 of the charging plug 17 and/or the housing 1 .
  • more Insulation breakage sensors may be provided (not shown), for example assigned to the charging plug 17 and/or the housing of the charging station 1.
  • the control device 13 is then set up to provide the third control signal A3 as a function of a determined insulation breakage IB. In other words, if an insulation breakage IB is detected, the third control signal A3 is provided or set and consequently the switching device 26 and/or the further switching device 8 opens.
  • the charging station 1 preferably has an electromechanical system (not shown) for mechanically displaying the switching position of the further switching device 8 .
  • the electromechanics comprises a screen controlled via an electrical coupling of the feedback contacts of the further switching device 8, which follows the switching position of the further switching device 8, and a visual display device controlled by the screen for displaying the switching position of the further switching device 8.
  • the visual display device comprises, for example, two LEDs , which glow green and red.
  • the bezel always covers one of the two LEDs, while the LED not covered by the bezel is visible to the user. Due to the electrical coupling of the panel with the feedback contacts of the additional switching device 8, the panel always follows the switching position of the additional switching device 8. The panel thereby controls the visual display device in such a way that it shows the user the switching position of the additional switching device 8 using the colors red and green indicates.
  • the electromechanics are preferably coupled to an energy store in such a way that the electromechanics can maintain the display of the switching position of the further switching device 8 for a predetermined time even when the charging station 1 is in a de-energized state.
  • the charging station 1 of Fig. 4 has a control unit 28 coupled to the control device 13, which is used to control the AC/DC converter 15 is set up by means of a control signal C1 and for driving the DC/DC converter 25 by means of a control signal C2.
  • the control signals C1 and C2 can be used to switch off the AC/DC converter 15 and the DC/DC converter 25 when an opening signal O is set.
  • control unit 28 is preferably set up to control the AC/DC converter 15 at a maximum DC charging voltage of 600 V in such a way that the DC+ line DC+ coupled to the inner conductor DC+ of the charging cable 5 carries a first direct voltage and the DC line coupled to the outer conductor DC of the charging cable 5 carries a second direct voltage, the first direct voltage and the second direct voltage having different signs and the same amounts.
  • control unit 28 is preferably set up to control the AC/DC converter 15 at a DC charging voltage of more than 600 V in such a way that the DC line coupled to the outer conductor DC of the charging cable 5 generates a third DC voltage with a negative sign and an amount of at most 300 V and the DC+ line DC+ coupled to the inner conductor DC+ of the charging cable 5 carries a fourth direct voltage with a positive sign and an amount which corresponds to a difference between the DC voltage and the third direct voltage.
  • the charging station 1 has an intermediate circuit coupled between the AC/DC converter 15 and the DC/DC converter 25 with an intermediate circuit potential ZP and a setting unit 29.
  • the setting unit 29 sets the intermediate potential ZP of the intermediate circuit in such a way that the third DC voltage and the fourth DC voltage are symmetrical to the set intermediate potential ZP.
  • the setting unit 29 preferably has a voltage regulator which is set up to regulate the intermediate potential ZP in such a way that it is symmetrical between the third direct voltage and the fourth direct voltage.
  • Fig. 5 shows a third, alternative embodiment of a charging station 1 to the second embodiment of Fig. 4.
  • the third embodiment of Fig. 5 differs from the second embodiment of Fig. 4 in that for controlling the switching device 26 and the other switching device 8 different, dedicated control signals TI and T2 are used, namely a first control signal TI for the switching device 26 and a second control signal T2 for the further control device 8.
  • the switching device 26 is preferably designed as a first electrically controllable power switching element, and the further switching device 8 is preferably designed as a second controllable power switching element.
  • the first power switching element is an electromagnetically switched power switching element, each of the power switching elements 8, 26 having a non-conducting switching state in which no current can flow and a conducting switching state in which current can flow.
  • each of the power switching elements 8 , 26 is set up to interrupt a flow of energy through the charging station 1 to the energy store 2 of the electric vehicle 3 .
  • the control device 13 is set up to a) control an electromagnetic drive of the first power switching element 26 by means of a first control signal with a pick-up voltage in order to bring the first power switching element 26 from the non-conducting switching state to the conducting switching state, b) the electromagnetic drive of the first power switching element 26 by means of the first drive signal with a holding voltage that is lower than the pull-in voltage after the first power switching element 26 is in the conducting switching state, and c) to drive the second power switching element 8 by means of a second drive signal in order to change the second power switching element 8 from the non-conducting switching state to spend in the conductive switching state after a current flow through the electromagnetic drive of the first power switching element 26 reaches or falls below a specific threshold value.
  • control device 14 can also be taken over by the control device 14 .
  • control device 14 can also be designed as part of the control device 13 .
  • the charging station is preferably without a transformer and can therefore preferably be referred to as a charging station 1 without a transformer.
  • FIG. 6 shows a schematic view of an embodiment of a method for operating a charging station 1 for charging an energy store 2 of an electric vehicle 3 with electrical energy by means of a multi-phase network 4 that can be coupled to the charging station 1.
  • the charging station 1 is designed, for example, as shown in FIG. 4 or in FIG.
  • the method of FIG. 6 comprises the steps S10, S20, S31 and S32.
  • step S10 a current DC charging voltage negotiated between the charging station 1 and the electric vehicle 3 for charging the electric vehicle 3 is determined.
  • step S20 it is determined whether the currently determined DC charging voltage is less than 600 V. If the current DC charging voltage determined is less than 600 V, step S31 is applied next. However, if the determined DC charging voltage is greater than or equal to 600 V, step S32 is applied.
  • step S31 the AC/DC converter 15 is controlled in such a way that the DC+ line DC+ coupled to the inner conductor DCI of the charging cable 5 or the coupled DC- line DC- carries a first direct voltage and that coupled to the outer conductor DCA of the charging cable 5 DC- line DC- or coupled DC+- line DC+ carries a second DC voltage, with the first DC voltage the second DC voltage have different signs and the same amounts.
  • step S32 if the determined, current DO charging voltage is greater than or equal to 600 V, the AC/DC converter 15 is controlled in such a way that the DC line coupled to the outer conductor DCA of the charging cable 5 is DC or 5 coupled DC+ line DC+ carries a third direct voltage of a maximum amount of 300 V, and the DC+ line DC+ coupled to the inner conductor DCI of the charging cable 5 or the coupled DC- line DC- carries a fourth direct voltage of an amount corresponding to the difference between the DC corresponds to the charging voltage and the third direct voltage, the third direct voltage and the fourth direct voltage having different signs and different magnitudes.
  • the magnitude of the direct voltage carried on the outer conductor DCA is limited to a maximum of 300 V. In particular, this is not life-threatening.
  • the DC charging voltage negotiated between the charging station 1 and the electric vehicle 3 is 800 V
  • the third DC voltage can be ⁇ 300 V
  • the fourth DC voltage can be +500 V.

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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

L'invention concerne un câble de charge (5) pour une station de charge (1) permettant de charger un accumulateur d'énergie (2) d'un véhicule électrique (3) avec une tension de charge en courant continu, en particulier d'au moins 600 V. Le câble de charge (5) est un câble coaxial ayant un conducteur interne (DC+) et un conducteur externe cylindrique creux (DC-), le conducteur interne (DC+) étant conçu pour une première tension nominale et le conducteur externe (DC-) étant conçu pour une seconde tension nominale, le quotient de la première tension nominale et de la seconde tension nominale étant compris entre 1,1 et 5, de préférence dans une plage comprise entre 1,3 et 4, plus préférablement dans une plage comprise entre 1,6 et 3.
EP22768771.2A 2021-09-27 2022-08-23 Câble de charge pour une station de charge, station de charge, système comprenant une pluralité de stations de charge et procédé de fonctionnement d'une station de charge Pending EP4351913A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021124917.1A DE102021124917A1 (de) 2021-09-27 2021-09-27 Ladekabel für eine ladestation, ladestation, system mit einer mehrzahl von ladestationen und verfahren zum betreiben einer ladestation
PCT/EP2022/073472 WO2023046393A1 (fr) 2021-09-27 2022-08-23 Câble de charge pour une station de charge, station de charge, système comprenant une pluralité de stations de charge et procédé de fonctionnement d'une station de charge

Publications (1)

Publication Number Publication Date
EP4351913A1 true EP4351913A1 (fr) 2024-04-17

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EP22768771.2A Pending EP4351913A1 (fr) 2021-09-27 2022-08-23 Câble de charge pour une station de charge, station de charge, système comprenant une pluralité de stations de charge et procédé de fonctionnement d'une station de charge

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EP (1) EP4351913A1 (fr)
DE (1) DE102021124917A1 (fr)
WO (1) WO2023046393A1 (fr)

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DE10151153A1 (de) 2001-10-19 2003-04-30 Bombardier Transp Gmbh Vorrichtung zum Laden von Batterien für Elektrofahrtzeuge
WO2013013713A1 (fr) * 2011-07-27 2013-01-31 Siemens Aktiengesellschaft Câble d'alimentation électrique aux fins de recharge
WO2013073173A1 (fr) 2011-11-14 2013-05-23 パナソニック株式会社 Appareil de chargement de batterie
WO2016015281A1 (fr) 2014-07-31 2016-02-04 Abb Technology Ltd Système de charge de batterie de véhicule électrique
KR101704181B1 (ko) 2015-04-02 2017-02-07 현대자동차주식회사 차량용 충전기
DE202017103370U1 (de) * 2017-06-02 2017-09-05 Igus Gmbh Durchmesserreduziertes Mehrleiterkabel und Kontaktvorrichtung hierfür
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DE102021106275A1 (de) 2021-03-15 2022-09-15 KEBA Energy Automation GmbH Verfahren zum Betreiben einer Ladestation und Ladestation
DE102021108233A1 (de) 2021-03-31 2022-10-06 KEBA Energy Automation GmbH Ladestation, System und Verfahren

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DE102021124917A1 (de) 2023-03-30

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