EP4351916A1 - Procédé de fonctionnement d'un système comportant une pluralité de stations de charge, et système - Google Patents

Procédé de fonctionnement d'un système comportant une pluralité de stations de charge, et système

Info

Publication number
EP4351916A1
EP4351916A1 EP22733648.4A EP22733648A EP4351916A1 EP 4351916 A1 EP4351916 A1 EP 4351916A1 EP 22733648 A EP22733648 A EP 22733648A EP 4351916 A1 EP4351916 A1 EP 4351916A1
Authority
EP
European Patent Office
Prior art keywords
charging
electric vehicle
power
specific
switching
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
EP22733648.4A
Other languages
German (de)
English (en)
Inventor
David Auzinger
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 EP4351916A1 publication Critical patent/EP4351916A1/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
    • B60L53/10—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
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • 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
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/37—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles using optical position determination, e.g. using cameras
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • 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
    • B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • 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
    • B60L53/67—Controlling two or more charging stations
    • 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
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/007—Arrangements for selectively connecting the load or loads to one or several among a plurality of power lines or power sources
    • 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
    • H02J7/00032—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by data exchange
    • H02J7/00036—Charger exchanging data with battery
    • 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
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • 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
    • B60L2210/30—AC 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B60L2240/622—Vehicle position by satellite navigation
    • 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
    • B60L2240/80—Time limits
    • 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
    • H02J13/00—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network
    • H02J13/00006—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network characterised by information or instructions transport means between the monitoring, controlling or managing units and monitored, controlled or operated power network element or electrical equipment
    • H02J13/00022—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network characterised by information or instructions transport means between the monitoring, controlling or managing units and monitored, controlled or operated power network element or electrical equipment using wireless data transmission
    • H02J13/00026—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network characterised by information or instructions transport means between the monitoring, controlling or managing units and monitored, controlled or operated power network element or electrical equipment using wireless data transmission involving a local wireless network, e.g. Wi-Fi, ZigBee or Bluetooth

Definitions

  • the invention relates to a method for operating a system with a plurality of charging stations for charging an electric vehicle with electrical energy from a multi-phase subscriber network. Furthermore, the invention relates to a system with a plurality of charging stations for charging an electric vehicle with electrical energy from a multi-phase subscriber network.
  • the present technical field relates to the charging of energy storage devices of electric vehicles.
  • the applicant's European patent EP 2 882 607 B1 describes a charging station for electric vehicles, with at least one input interface for feeding electrical energy from a stationary power supply network into the charging station, with a connection socket for connecting a charging plug of an electric vehicle for controlled delivery of electrical energy to the electric vehicle, with a plurality of electrotechnical components comprising an electronic control device for switching, measuring or monitoring the electrical energy consumed and/or emitted, and with a housing enclosing the electrotechnical components.
  • Different charging methods are known for electric vehicles, for example there are fast 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 has single-phase or multi-phase, in particular two-phase or three-phase, alternating current (AC) is made available, which the charging vehicle converts to using a built-in AC/DC converter Converts direct current for the energy storage device to be loaded.
  • DC direct voltage/current
  • AC alternating current
  • a charging logic in the vehicle or in the energy store controls the charging process.
  • patent application EP 2 688 177 A1 describes a method which includes identifying the arrival of electric vehicles at charging terminals and identifying the energy requirements of the electric vehicles. After identifying the energy needs and before transferring the energy to the electric vehicles, phases of the electric current carried by three phase conductors are assigned to the charging terminals.
  • This European patent application EP 2 688 177 A1 describes that a charging plan is first negotiated for all electric vehicles and then the phases are positioned correctly, followed by the start of the charging session for the electric vehicles.
  • the electric vehicle has the ultimate decision-making authority as to whether it accepts a charging plan or not.
  • a charging plan negotiation can therefore take some time, especially if, as in EP 2 688 177 A1, a single solution has to be found with many electric vehicles.
  • EP 3 729 593 A1 DE 11 2013 007 137 T5, EP 2 465 176 B1,
  • the stated object is achieved by a method having the features of claim 1 and by a system having the features of claim 15 .
  • the additional electric vehicle i. H. the electric vehicle that has just arrived at the system
  • start charging immediately and the driver or user of this electric vehicle recognizes much faster than with conventional solutions whether his electric vehicle is actually being charged by the charging station. This reduces both the charging time for charging the electric vehicle and the time the driver needs to stay at the vehicle to ensure that his vehicle is actually being charged.
  • the charging of the additional electric vehicle is started using a charging plan negotiated only with the additional electric vehicle, even before new charging plans are negotiated with electric vehicles already charging according to step £).
  • the charging station has, for example, a housing, in particular a waterproof housing, with an interior space in which a plurality of electrical and/or electronic components and a connection socket connected to at least one of the components for connecting a charging plug for the energy store of the electric vehicle 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 by electrically connecting the charging station 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, and the electrical energy can be transferred to an energy store in the electric vehicle by means of a connection socket and charging plug.
  • the charging station can also be referred to as an intelligent charging station for electric vehicles.
  • the charging station is in particular a 3-phase AC or a DC transformer-less charging station.
  • Examples of the electrical and/or electronic components of the charging station include a contactor, all-current sensitive circuit breaker, direct current, excess current and residual current monitoring device, relay, connection terminal, electronic circuits and a control device, for example comprising 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 are arranged and, in the case of a DC charging station, an AC/DC converter as well
  • 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 DC charging station comprises in particular an intermediate circuit downstream of the converter with a number of intermediate circuit capacitors which are connected to an intermediate circuit center point.
  • 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 respective charging station is set up not only for charging, but for charging and/or discharging an energy store.
  • the “charging and/or discharging of an energy store” includes both supplying electrical energy and drawing electrical energy. This means that the energy store can act as a consumer or as a producer in the subscriber network.
  • the determination of a coupling request of a further electric vehicle with a specific one of the N4 charging stations is formed by: i) determining a coupling of the further electric vehicle with the specific one of the N4 charging stations, in particular including determining a connection of a charging cable to the charging station the additional electric vehicle, ii) determining the coupling request using an image acquisition device of the system, which in particular includes video surveillance of the system, and/or in) determining the coupling request from a request transmitted via a communication interface from the additional electric vehicle or a user terminal to the System.
  • the communication interface preferably includes an RFID data transmission, a Bluetooth data transmission, a data transmission of the navigation device or infotainment system of the additional electric vehicle and/or an Internet-based data transmission, in particular between the additional electric vehicle or the user terminal and the control device of the system.
  • the user terminal is for example a smartphone, a tablet, a computer or a token, for example an RFID token.
  • the request is triggered by the user, for example, or is triggered automatically by the additional electric vehicle, for example when the additional electric vehicle arrives in a predetermined area of the system.
  • the new charging plans are negotiated in such a way that at least one of the new charging plans includes a power reduction to zero for a specific period of time after a certain period of time, so that switching using one of the switching matrices is possible is, and then continue to terzuladen with a charging capacity which is greater than zero.
  • step £) is formed by
  • the subset of this embodiment is a proper subset of N3+1. Consequently, in this embodiment, the new charging schedules are negotiated with a smaller number of electric vehicles, which advantageously saves time and effort for the system's controller.
  • the new charging plans are negotiated with the N5 electric vehicles in such a way as to achieve a certain power distribution between the N5 electric vehicles.
  • the specific power distribution is a predetermined power distribution, in particular an ideal power distribution.
  • the ideal power distribution is, for example, equal distribution of the electrical energy between the charging electric vehicles.
  • steps d) and f) are negotiated in accordance with ISO 15118.
  • N2 NI.
  • Each of the N2 devices is assigned to exactly one of the N1 charging stations, with the assigned device being connected between the respective charging station and the multi-phase subscriber network.
  • step c) is formed by: cl) determining a freely available charging power of the system for charging the additional electric vehicle at the specific point in time, and c2) if the determined freely available charging power is less than one for a charging start, then further Electric vehicle necessary charging power, Re reduce the charging power of one or more of the N3 electric vehicles in such a way to increase the freely available charging power of the system and to allow the other electric vehicle to start charging.
  • step d) comprises :
  • a charging plan with the additional electric vehicle which comprises at least charging the additional electric vehicle with a charging power which is less than or equal to the freely available charging power of the system increased according to step c2).
  • the further electric vehicle can then be charged immediately with a charging power up to the increased, freely available charging power of the system.
  • step d) includes : dl) determining a specific power distribution for the N3+1 electric vehicles to be charged based on specific default information, and d2) negotiating a charging plan with the additional electric vehicle (3), which includes ⁇
  • Charging the further electric vehicle with a second charging power for a second period of time the second charging power being greater than the first charging power and corresponding to the determined specific power distribution.
  • the charging plan that has been negotiated and is therefore also known to the other electric vehicle provides that the other electric vehicle can start charging immediately and can charge in the second period with a greater charging capacity, ie the second charging capacity.
  • the second charging power is not only greater than the first charging power, but preferably also corresponds to the determined specific power distribution, which can correspond, for example, to an equal distribution of the electrical power to the N3+1 electric vehicles to be charged.
  • Such a uniform distribution can be determined, for example, by the specification information.
  • the default information is determined for example by the controller of the system.
  • the specification information can also contain deviations from an equal distribution, in particular in the case of different types of electric vehicles to be charged and/or in the case of different charging contracts for the electric vehicles.
  • this embodiment is optimized so that the other electric vehicle can calculate a realistic charging time right from the start of charging, since the second charging power corresponds to the determined specific power distribution and also comes closer to the charging power that will be negotiated with a new charging plan as the first load power.
  • the specific power distribution determined in step dl) is a predetermined power distribution, in particular an ideal power distribution.
  • step d1) the specific power distribution for the N3+1 electric vehicles to be charged is determined based on the specific default information and based on information provided by the N3 charging electric vehicles.
  • the specification information can be made available in particular by means of the control device and can indicate how much of the available electrical energy the respective electric vehicle may draw. For example, an equal distribution can be used for this.
  • the connected electric vehicles that are already charging can communicate information about their specific charging and/or their specific status to the control device via their communication interfaces.
  • the respective switching matrix has a number of changeover relays, each changeover relay connecting a first node to a second node in a first switching position and in a second switching position connects the first node to a third node, by means of which a respective output conductor of the number is assigned to only one phase of the polyphase subscriber network at any time.
  • the number of changeover relays in the switching matrix includes at least one bistable relay, in particular a double-coil relay.
  • the charging station comprises a connection socket with a number of coupling points for connecting a charging cable.
  • the charging cable connects the electric vehicle or the energy store of the electric vehicle to the connection socket and is set up to transmit the charging current.
  • connection socket can have further coupling points, for example to connect a protective conductor and/or one or more signal or data transmission conductors.
  • the connection socket can be designed in such a way that it is compatible with different specifications, in particular the connection socket can be backward compatible, which means that it can be coupled to a charging cable for single-phase, two-phase or three-phase charging, for example.
  • the charging station can have a number of connection sockets for differently configured charging cables.
  • the charging station has three connection terminals for the three phases of the multi-phase subscriber network and another connection terminal for the neutral conductor.
  • an EMC filter device is connected downstream of the connection terminals.
  • the charging station preferably includes an LCL filter device connected downstream of the EMC filter device, and in the case of a DC charging station additionally one AC/DC converter, an intermediate circuit, a DC/DO converter and an output intermediate circuit to which a negative output potential tap and a positive output potential tap are connected.
  • an EMC filter device can be connected between the negative output potential tap and the positive output potential tap.
  • the charging station includes a communication module.
  • the communication module is preferably set up to negotiate the charging plan with charging electronics of the energy store coupled to the charging station.
  • the charging electronics of the energy store requests a certain charging power via the communication module at 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. In particular, a current status of the subscriber network and/or the power supply network is taken into account. If the requested charging power cannot be provided, the charging station can make a "counterproposal" via the communication module, which can be accepted by the charging electronics of the energy store, 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. In particular, negotiating the charging plan is part of the coupling process when an energy storage device is reconnected to the charging station.
  • the charging station comprises a power switching device for safely disconnecting the number of output conductors from the multi-phase subscriber network.
  • the power switching device can be designed as an electro-mechanical element, such as a contactor or a four-phase relay.
  • the power switching device can be customized for a respective phase of the multi-phase subscriber network and/or for a respective output conductor of the switching matrix can be designed and controlled so that, for example, individual assignments can be interrupted by means of the power switching device.
  • the system also includes a control device which is set up to
  • the control device can be implemented in terms of hardware and/or software.
  • the control device can be designed as a device or as part of a device, for example as a computer or as a microprocessor or as a control computer.
  • the control device can comprise a computer program product, a function, a routine, a part of a program code or an executable object.
  • This system has the same advantages as explained for the method according to the first aspect.
  • the embodiments described for the proposed method apply accordingly to the proposed system.
  • the definitions and explanations for the method also apply accordingly to the proposed system.
  • FIG. 1 schematically shows a first embodiment of a system with a plurality of charging stations for charging a plurality of electric vehicles
  • FIG. 2 shows a schematic flow chart of a first embodiment of a method for operating the system according to FIG.
  • Fig. 3 shows a schematic circuit diagram of an embodiment of a charging station for charging an energy store of an electric vehicle sat;
  • FIG. 4 shows a schematic flow chart of a second embodiment of a method for operating the system according to FIG. Y
  • FIG. 5 shows a schematic flowchart of a third embodiment of a method for operating the system according to FIG. Y
  • FIG. 6 shows a schematic flowchart of a fourth embodiment of a method for operating the system according to FIG. Y and
  • FIG. 7 schematically shows a second embodiment of a system with a plurality of charging stations for charging a plurality of electric vehicles.
  • N 1 Number of charging stations, with N 1 > 2 N2 Number of devices with switching matrix, with N2 ⁇ NI N3 Number of electric vehicles that are already being charged before step S20
  • FIG. 1 schematically shows a first embodiment of a system 1 with a plurality N 1 of charging stations 10 for charging a plurality of electric vehicles 2, 3 from a multi-phase subscriber network 4 by means of a charging current provided at a number of output conductors Llout, L2out, L3out.
  • FIG. 2 shows a schematic flowchart of a first embodiment of a method for operating the system 1 according to FIG. 1. The two FIGS. 1 and 2 are explained together below:
  • the multi-phase subscriber network 4 is connected to a multi-phase power supply network 6 by means of a network connection point 5 .
  • the multi-phase subscriber network 4 has in particular a number of phases, for example LI, L2 and L3, and a neutral conductor (not shown). In this example, without loss of generality, it is a matter of three-phase power grids.
  • the respective electric vehicle 2, 3 is connected to the charging station 10 by means of a charging cable 7, which is connected to a socket (not shown) of the respective charging station 10.
  • the charging station 10 can have a number of electrical and/or electronic components (not shown in Fig. l) and is for charging and/or discharging the energy store 2a, 3a of the electric vehicle 2, 3 with electrical energy by means of the charging station 10 coupled multi-phase subscriber network 4 set up.
  • the charging station 1 preferably comprises a communication module (not shown). The communication module is set up to exchange data with egg ner charging electronics coupled to the charging station 10 energy storage 2a, 3a.
  • the system 1 of figure 1 has a number N2 of devices 20, with N2 ⁇ NI.
  • the respective device 20 is assigned to one or more of the charging stations 10 and includes a switching matrix 30 (see, for example, FIG. 3) for providing a plurality of switching states.
  • a respective switching state includes an assignment of a specific phase LI, L2, L3 of the multiphase subscriber network 4 to a specific one of the output conductors Llout, L2out, L3out.
  • N2 NI. This means that each device 20 is assigned to exactly one of the charging stations 10 . An alternative to this is shown in FIG. 3 explained below.
  • system 1 of FIG. 1 includes a control device 40 which is set up to carry out the method according to FIG.
  • the method according to FIG. 2 comprises the steps S10 - S70:
  • step S20 a coupling request of another electric vehicle, the electric vehicle with the reference number 3 in FIG. 1, with a specific one of the N4 charging stations 10, the bottom charging station 10 in FIG. 1, is determined at a specific time.
  • the determination of a coupling request of a further electric vehicle 3 with the specific one of the N4 charging stations 10 is preferably formed by: i) determining a coupling of the further electric vehicle 3 with the specific one of the N4 charging stations 10, in particular comprising determining a connection of the charging cable 7 the charging station 10 with the further electric vehicle 3, ii) determining the coupling request by means of an image acquisition device (not shown) of the system 1, which in particular includes video surveillance of the system 1, and/or iii) determining the coupling request from a communication interface-transmitted query of the other electric vehicle 3 or a user terminal (not shown) to the system 1.
  • the communication interface preferably includes an RFID data transfer, a Bluetooth data transfer, a data transfer of the navigation device or infotainment system of the additional electric vehicle 3 and/or an Internet-based data transfer, in particular between the additional electric vehicle 3 or the user terminal and the control device 40 of the system 1.
  • the user terminal is for example a smartphone, a tablet, a computer or a token, for example an RFID token.
  • the request is triggered by the user, for example, or triggered automatically by the additional electric vehicle, for example when the additional electric vehicle arrives in a predetermined area of the system 1 .
  • the two upper electric vehicles 2 in FIG. 1 are already being charged when the further electric vehicle 3 arrives and is coupled to the lower charging station 10 of FIG. This coupling or this coupling request is determined in step S20.
  • step S30 the freely available charging power of the system 1 for charging the additional electric vehicle 3 is determined.
  • a charging plan is negotiated with the additional electric vehicle 3 .
  • the charging plan includes at least charging the additional electric vehicle 3 with a charging power that is less than or equal to the freely available charging power of the system 1 determined in step S30.
  • step S50 the charging of the additional electric vehicle 3 is started using the charging plan that has been negotiated.
  • step S60 new charging plans are negotiated with a number N5 of the N3+1 electric vehicles 2, 3, including the further electric vehicle 3, the new charging plans comprising at least switching by means of one of the switching matrices 30, with N5 ⁇ N3+Nl.
  • N3 2, so N5 ⁇ 3 for this example.
  • new charging plans with two or three electric vehicles 2, 3, at least including the additional electric vehicle 3, are negotiated for the example in FIG.
  • step S60 the new charging plans are negotiated in such a way that at least one of the new charging plans includes a power reduction to zero for a specific period of time after a certain period of time, so that switching by means of one of the switching matrices 30 is possible and then with a charging power greater reload zero.
  • This is implemented in particular with each new charging plan which involves switching the corresponding switching matrix 30 . It is possible that the new charging plans will include such new charging schedules without a switching of any of the switching matrices and such loading schedules with a switching of any of the switching matrices.
  • the new charging plans are not negotiated with all of the N3+1 electric vehicles 2, 3 that are currently being charged, but only with a subset N5, with N5 ⁇ N3+1. This saves time and thus advantageously costs.
  • the new charging plans are negotiated with the N5 electric vehicles 2, 3 in step S60 in order to achieve a specific power distribution between these N5 electric vehicles 2, 3.
  • the specific power distribution is preferably a predetermined power distribution, for example a power distribution specified by the system 1, particularly preferably an ideal power distribution.
  • the negotiation of the loading plans in steps S40 and S60 preferably takes place in accordance with the above-mentioned ISO 15118.
  • step S70 the N5 electric vehicles 2, 3 are charged by the charging stations 10 according to FIG. 1 using the negotiated new charging plans.
  • FIG. 3 shows a schematic circuit diagram of an embodiment of a charging station 10 for charging an energy store 2a, 3a of an electric vehicle 2, 3.
  • the respective charging station 10 is assigned a respective external device 20 with a switching matrix.
  • FIG. 3 An alternative to this is shown in FIG. 3, in which the charging station 10 integrates the device 20 with the switching matrix 30 .
  • the charging station 10 of FIG. 3 can be used by replacing the charging station 10 and the device 20 in the system 1 of FIG. In the detail of FIG. 3 ⁇
  • the charging station 10 is connected between phases LI, L2, L3 and the output conductors L1out, L2out and L3out.
  • the charging station 10 integrates the device 20 which in turn has the switching matrix 30 .
  • the switching matrix 30 has a number of changeover relays 31, 32, 33.
  • Each changeover relay 31, 32, 33 connects a first node to a second node in a first switching position and the first node to a third node in a second switching position, so that a respective output conductor Llout, L2out, L3out is assigned to exactly one phase LI, L2, L3 of the multi-phase subscriber network 4 at any time.
  • FIG. 4 shows a schematic flow chart of a second embodiment of a method for operating the system 1 according to FIG. 1.
  • the second embodiment of the method according to FIG. 4 differs from the first embodiment according to FIG S40.
  • the method steps S10, S20 and S50-S70 are identical to those of the first embodiment according to FIG. 2 and are therefore not discussed again here.
  • Method step S30 of FIG. 4 includes steps S31 and S32:
  • step S31 the freely available charging power of the system 1 for charging the additional electric vehicle 3 at the specific point in time is determined.
  • step S32 if the determined freely available charging power is less than the charging power required to start charging the additional electric vehicle 3, the charging power of one or more of the N3 electric vehicles 2 is reduced in such a way that the freely available charging power of the system 1 is increased increase and allow the further electric vehicle 3 to start charging.
  • step S40 a charging plan is negotiated with the other electric vehicle 3, which at least charges the other electric vehicle.
  • tot 3 includes a charging power which is less than or equal to the freely available charging power of the system which has been increased in accordance with step S32.
  • FIG. 5 shows a schematic flow chart of a third embodiment of a method for operating the system 1 according to FIG. 1 .
  • the third embodiment of the method according to FIG. 4 differs from the first embodiment according to FIG. 2 in the design of the method steps S30 and S40.
  • the method steps S10, S20 and S50-S70 are identical to those of the first embodiment according to FIG. 2. For this reason, the method steps S10, S20 and S50-S70 are not described again here.
  • the method step S30 of FIG. 5 comprises the steps S31 and S32:
  • step S31 the freely available charging power of the system 1 for charging the additional electric vehicle 3 at the specific point in time is determined.
  • step S32 if the determined freely available charging power is less than the charging power required to start charging the additional electric vehicle 3, the charging power of one or more of the N3 electric vehicles 2 is reduced in such a way that the freely available charging power of the system 1 is increased increase and allow the further electric vehicle 3 to start charging.
  • Step S40 of FIG. 5 includes steps S41 and S42:
  • a specific power distribution for the N3+1 electric vehicles 2, 3 to be charged is determined based on specific default information.
  • the default information may be determined by the system 1 or by an operator of the system 1.
  • the specific power distribution ascertained in step S41 is in particular a predefined power distribution, preferably an ideal power distribution.
  • the specific power distribution for the electric vehicles 2, 3 to be charged is preferably determined based on the predetermined default information and based on information provided by the electric vehicles 2 charging N3.
  • the charging electric vehicles 2 can transmit this information to the control device 40 in particular via their communication modules.
  • step S42 a charging plan is negotiated with the additional electric vehicle 3, this charging plan comprising:
  • Charging the further electric vehicle 3 with a second charging power for a second period of time the second charging power being greater than the first charging and the determined specific power distribution corresponds to that.
  • FIG. 6 shows a schematic flow chart of a fourth embodiment of a method for operating the system 1 according to FIG. 1.
  • the fourth embodiment according to FIG. 6 is based on the first embodiment of the method according to FIG.
  • the fourth embodiment of the method according to FIG. 6 differs from the first embodiment according to FIG. 2 in the configuration of the method step S40.
  • the method steps S10-S30 and S50-S70 are identical to those of the first embodiment according to FIG. 2. For this reason, the method steps S10-S30 and S50-S70 are not described again here.
  • Step S40 of FIG. 6 includes steps S41 and S42:
  • step S41 a specific power distribution for the N3+1 electric vehicles 2, 3 to be charged is determined based on specific default information.
  • the default information may be determined by the system 1 or by an operator of the system 1.
  • the specific power distribution ascertained in step S41 is in particular a predefined power distribution, preferably an ideal power distribution.
  • the specific power distribution for the electric vehicles 2, 3 to be charged is preferably determined based on the predetermined specification information and based on information provided by the electric vehicles 2 charging N3.
  • the charging electric vehicles 2 can transmit this information to the control device 40 in particular via their communication modules.
  • step S42 a charging plan is negotiated with the additional electric vehicle 3, this charging plan comprising:
  • Charging the further electric vehicle 3 with a second charging power for a second period of time the second charging power being greater than the first charging and the determined specific power distribution corresponds to that.
  • Fig. 7 shows a second embodiment of a system 1 with a plurality of charging stations 10 for charging a plurality of electric vehicles 2, 3.
  • the second embodiment of the system 1 according to Fig. 7 is with regard to the assignment of the devices 20 to the charging stations 10 a possible alternative to the first embodiment according to Fig. 1.
  • the second embodiment of the system 1 of FIG Case N2 ⁇ NI.
  • four charging stations 10 are assigned to each of the devices 20 in FIG. 7 .

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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)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

Procédé de fonctionnement d'un système (1) qui comporte une pluralité de stations de charge (10), un certain nombre d'appareils (20), l'appareil (20) respectif étant associé à une ou plusieurs des stations de charge (10), et une matrice de commutation pour fournir une pluralité d'états de commutation, consistant à : charger des véhicules électriques (2, 3) à l'aide de stations de charge (10) dans une période spécifique dans laquelle un certain nombre de stations de charge (10) sont libres, déterminer une exigence d'un autre véhicule électrique (2, 3) pour couplage à une station de charge (10), vérifier une puissance de charge librement disponible du système de charge de l'autre véhicule électrique (2, 3), négocier un plan de charge avec l'autre véhicule électrique (2, 3), commencer la charge de l'autre véhicule électrique (2, 3) à l'aide du plan de charge négocié, négocier de nouveaux plans de charge avec un certain nombre de véhicules électriques (2, 3) comprenant l'autre véhicule électrique (2, 3) qui comprennent au moins un changement à l'aide de l'une des matrices de commutation, et charger les véhicules électriques (2, 3) à l'aide des nouveaux plans de charge négociés.
EP22733648.4A 2021-06-25 2022-06-20 Procédé de fonctionnement d'un système comportant une pluralité de stations de charge, et système Pending EP4351916A1 (fr)

Applications Claiming Priority (2)

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DE102021116469.9A DE102021116469A1 (de) 2021-06-25 2021-06-25 Verfahren zum betreiben eines systems mit einer mehrzahl von ladestationen und system
PCT/EP2022/066666 WO2022268677A1 (fr) 2021-06-25 2022-06-20 Procédé de fonctionnement d'un système comportant une pluralité de stations de charge, et système

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EP4351916A1 true EP4351916A1 (fr) 2024-04-17

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WO (1) WO2022268677A1 (fr)

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FR3145902A1 (fr) * 2023-02-17 2024-08-23 Electricite De France PROCEDE DE GESTION D’UNE STATION DE RECHargE DE VEHICULES ELECTRIQUES

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DE102009050042A1 (de) 2009-08-10 2011-02-17 Rwe Ag Ladestation für Elektrofahrzeuge mit Netzstabilisierung
DE102009060364B4 (de) 2009-12-24 2023-04-13 Volkswagen Ag Vorrichtung und Verfahren zur Energieeinspeisung und/oder -rückspeisung von elektrischer Energie
DE102011008676A1 (de) * 2011-01-15 2012-07-19 Daimler Ag System und Verfahren zum Aufladen von Batterien von Fahrzeugen
NL2006446C2 (en) * 2011-03-22 2012-09-25 Epyon B V System for charging the battery of at least one electric vehicle, charger and method.
FR2993514B1 (fr) 2012-07-20 2015-12-04 Schneider Electric Ind Sas Procede et dispositif de distribution d'energie electrique
DE202012102992U1 (de) 2012-08-09 2013-03-27 Keba Ag Ladeanschlussvorrichtung für Elektrofahrzeuge
CN105307894B (zh) 2013-06-07 2017-09-15 三菱电机株式会社 充放电控制装置及电动车辆
DE102013217740A1 (de) * 2013-09-05 2015-03-05 Robert Bosch Gmbh System zum laden eines elektrofahrzeugs, elektrofahrzeug und verfahren
DE102016212135A1 (de) 2016-07-04 2018-02-15 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Steuerung des elektrischen Ladens einer Gruppe von Fahrzeugen
DE102017100138A1 (de) 2017-01-05 2018-07-05 Envia Mitteldeutsche Energie Ag Verfahren zum Betreiben eines Teilnehmers an einem Versorgungsnetz
DE102017131109A1 (de) 2017-12-22 2019-06-27 Innogy Se Ladestation für Elektrofahrzeuge sowie Verfahren zum Betreiben einer Ladestation
DE102018209761A1 (de) * 2018-06-18 2019-12-19 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Konfiguration eines Ladesystems und Ladesystem zum Laden des elektrischen Energiespeichers eines Fahrzeugs
DE102018130888A1 (de) 2018-12-04 2020-06-04 Innogy Se Ladestation mit Lastmanagement durch Anhebung der Versorgungsspannung
NO20190184A1 (en) 2019-02-11 2020-08-12 Easee As Charging station and arrangement of electric components for controlling the delivery of electricity from an electrical grid to an electric vehicle
EP3790148A1 (fr) * 2019-09-03 2021-03-10 Universität der Bundeswehr München Système de charge pour véhicules électriques
DE102021104573A1 (de) 2021-02-25 2022-08-25 KEBA Energy Automation GmbH Vorrichtung, Ladestation, System und Verfahren

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