EP4402002A1 - 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
EP4402002A1
EP4402002A1 EP22768808.2A EP22768808A EP4402002A1 EP 4402002 A1 EP4402002 A1 EP 4402002A1 EP 22768808 A EP22768808 A EP 22768808A EP 4402002 A1 EP4402002 A1 EP 4402002A1
Authority
EP
European Patent Office
Prior art keywords
conductor
selv
charging
line
charging station
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
EP22768808.2A
Other languages
German (de)
English (en)
Inventor
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 EP4402002A1 publication Critical patent/EP4402002A1/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
    • 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

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 for a charging station for charging an energy store of an electric vehicle with a DO charging voltage comprises at least one DC+ conductor, at least one DC- conductor, a PE conductor and a hollow-cylindrical SELV conductor (SELV; Safety Extra Low Voltage), wherein the SELV conductor is set up to carry a safety extra-low voltage.
  • the power-carrying conductors namely the DC+ conductor and the DC- conductor
  • the SELV' conductor protects the user from touching the power-carrying conductors DC- and DC+ in the event of a fault, for example if the cable sheathing breaks.
  • 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.
  • Safety extra-low voltage can also be referred to as SELV voltage.
  • Safety extra-low voltage is a small electrical voltage that offers special protection against electric shock due to its low level and isolation from circuits with higher voltages, in particular the voltage on the DC- conductor or on the DC+ conductor of the charging cable.
  • the safety extra-low voltage is in particular less than 120 V DC (direct voltage), or preferably less than 50 V AC (alternating voltage).
  • a safety extra-low voltage, e.g. B. 50 V AC (alternating voltage) are impressed into the SELV' conductor of the charging cable.
  • the current flowing through the SELV conductor and caused by the impressed safety extra-low voltage can be detected by a residual current sensor in the charging station, which means that the DC+ line and DC- line and/or the Phases and the neutral conductor through a switching device of the charging station can be triggered.
  • a residual current sensor in the charging station which means that the DC+ line and DC- line and/or the Phases and the neutral conductor through a switching device of the charging station can be triggered.
  • the safety of the entire system including the charging cable is significantly increased. Details on this are explained in more detail below.
  • the at least one DC+ conductor, the at least one DC- conductor, the PE conductor and the SELV conductor are embedded in an insulating plastic.
  • a charge pilot signal line and a plurality of temperature signal lines are preferably additionally embedded in the plastic.
  • the charging cable comprises an interior space and an exterior space, with the SELV conductor being arranged in the exterior space and delimiting the interior space.
  • a first layer of plastic surrounding the SELV conductor in the outer space insulates the SELV conductor from the outside.
  • the at least one DC+ conductor, the at least one DC- conductor and the PE conductor are embedded in a second layer of the plastic.
  • a plurality of DC+ conductors and a plurality of DC- conductors are arranged in the second layer of the plastic, in particular two DC+ conductors and two DC- conductors each, and the PE conductor is on the longitudinal axis of the charging cable arranged.
  • the PE conductor is designed as a hollow-cylindrical PE conductor surrounding the at least one DC+ conductor and the at least one DC ⁇ conductor.
  • a first layer of plastic surrounding the SELV conductor in the outer space insulates the SELV conductor from the outside.
  • the at least one DC+ conductor and the at least one DC- conductor are embedded in a second layer of plastic and the PE conductor is embedded between the second layer of plastic and a third layer of plastic.
  • the third layer of plastic is arranged between the SELV conductor and the PE conductor.
  • a plurality of DC+ conductors and a plurality of DC- conductors arranged in the second layer of the plastic in particular two DC+ conductors and two DC- conductors each, which are constructed longitudinally in particular in the form of a cable quad.
  • the structure in the form of a cable quad means that the four conductors (two DC+ conductors and two DC- conductors) are twisted into each other in a longitudinal direction in a rotational manner.
  • the SELV conductor is in the form of a braid made from a plurality of conductors, in particular wires.
  • the PE conductor is in the form of a braid 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 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 a DC+ line and a DC- line provided DC voltage, 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 DC charging station without a transformer, since it does not use a transformer to convert the AC voltage into DC voltage in its power path, but rather 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. This is known in technical terms as vehicle-to-grid. In particular, 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 referred to as vehicle-to-any thing/e very thin gb.
  • 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 switching device downstream of the AC/DC converter, which is set up to open and close the DC+ line and the DC- line of the charging station, a residual current sensor assigned to the phases and the neutral conductor, which is designed to detect a time-varying fault current with a direct current component and an alternating current component, a first unit, which is designed to detect sinusoidal alternating fault currents and pulsating direct fault currents as a function of the detected fault current and, depending thereon, to provide a first control signal (Al) to control the switching device to open the DC+ - Line and the DC line is set up, a second unit, which for detecting DC residual currents as a function of the detected fault current and depending thereon for providing a second control signal for controlling the switching device to open the DC + line and the DC - - Le Itung is set up, and a power supply, which is connected on the input side via a first input line to the neutral conductor and a second input line to one of the phases after the fault current sensor
  • the charging station comprises: a further switching device connected upstream of the AC/DC converter, which is set up to open and close the phases and the neutral conductor of the charging station, a fault current sensor assigned to the phases and the neutral conductor, which is used to detect a fault current that changes over time DC component and AC component is set up, 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 for controlling the further switching device for opening and closing the phases and the neutral conductor, a second unit, which is used to detect DC fault currents as a function of the detected fault current and, depending thereon, to provide a second control signal for controlling the further switching device to open and closing the phases and the neutral conductor, and a power pack which is connected on the input side via a first input line to the neutral conductor and via a second input line to one of the phases downstream of the fault current sensor and on the output side via a first output line
  • a single residual current sensor and a switch-off device for example a DC contactor or an AG contactor, is used.
  • this 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 the DC/DC converter can be controlled by the functional control in such a way that it also acts as a switch.
  • This embodiment of the charging station includes the following special safety mechanism.
  • a safety extra-low voltage e.g. B. 50 volts AC (alternating current) impressed in the SELV conductor of the charging cable.
  • the residual current sensor In the event of a fault, for example if the charging cable sheath breaks, the residual current flowing through the SELV conductor and caused by the impressed safety extra-low voltage is detected by the residual current sensor. This current flowing away via the SELV conductor in the event of a fault is therefore detected by the residual current sensor, which triggers the switching device to open the DC+ line and DC- line and/or the phases and the neutral conductor.
  • the third control signal provided can also be used to control a further switching device in the AC circuit for opening the phases and the neutral conductor and/or the AC/DC converter are switched off (deactivated) and/or the DC/DC converter is switched off (deactivated).
  • 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 residual current sensor, a communication module, a communication interface, a user interface, an EMC filter and at least one power supply.
  • the control device comprises, 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 are arranged, as well as an authentication device such as an 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 over-current monitoring and/or as a function of correct connection of the charging cable to the electric vehicle and/or to the charging station.
  • 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.
  • user authentication and/or user verification can or several of the following technologies are used: RFID, Bluetooth, code entry, fingerprint reader, vein scanner or similar.
  • 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.
  • 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.
  • 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 using a control signal generated as a function of the opening signal to control.
  • both the AC/DC converter and the DC/DC converter act as mechanical switches and provide 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 or alternatively be opened.
  • the power electronics can be switched off by voltage signal generated control signal this opens. This results in a double isolation of the vehicle from the network.
  • the drive circuit accordingly drives the switching device to open the DC+ line and the DC- line when one or more of the drive signals is provided or set.
  • a control signal that is provided is therefore sufficient to open the DC+ line and the DC- line and/or the phases and the neutral conductor of the charging station and to establish a safe state.
  • a voltmeter is connected between the first output line and the second output line of the power pack to provide a voltage value which is indicative of a potential shift of the SELV conductor.
  • the control device is set up to provide the third drive signal for driving the switching device to open the DC+ line and the DC- line as a function of the voltage value provided.
  • the voltmeter thus acts in particular as a sensor for detecting short circuits in the charging cable.
  • the DC+ conductor of the charging cable touches the SELV conductor of the charging cable in the event of a fault
  • this touching during operation of the charging station i. H. if the DC+ conductor and the DC- conductor carry high DC voltages, this leads to a potential shift on the SELV conductor that is touched.
  • This potential shift can be detected by the voltmeter.
  • the voltmeter provides a corresponding voltage value on the output side, which can be evaluated by the control device, so that it is suitable for generating the third control signal for controlling the switching device for opening the DC+ line and the DC" line.
  • a further switching device is provided in the AC circuit in addition to the switching device in the DC circuit, which is set up to open and close the phases and the neutral conductor of the charging station.
  • the control circuit is preferably set up to control the further switching device, if at least one of the control signals is provided, 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.
  • 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 connected downstream of the AC/DC converter is provided, the switching device is connected to the DC/DC converter is connected downstream, a further EMC filter downstream of the switching device is provided 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 provide it as a DC charging voltage on the output side.
  • the DC/DC converter can also be referred to as a DC voltage converter.
  • 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 further 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 charger tion 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 of 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) driving the second power switching element by means of a second drive signal in order to bring the second power switching element from the non-conducting 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.
  • the term "power switching element" is understood in particular to mean that switches are involved that can switch an electrical load on or off.
  • the switching element In 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.
  • 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.
  • Energy flow is set up, it is understood in particular that the charging station tion does not transmit any energy when at least one of the two power switching elements is switched off, that is to say is in the non-conductive state. This is achieved, for example, in that the two power switching elements are connected in series with respect to the flow of energy through the charging station.
  • 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 use a direct current detection device, preferably a residual direct current Detection device according to the IEC 62955 standard, particularly preferably a residual direct current monitoring device according to the IEC 62955 standard, to emulate.
  • a direct current detection device preferably a residual direct current Detection device according to the IEC 62955 standard, particularly preferably a residual direct current monitoring device according to 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 have a type B residual current circuit breaker, in particular according to standard EN 61008'1 and/or according to standard EN 62423 train error protection.
  • 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. As a result, 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 electromechanics are coupled to an energy store, so that the electromechanics are suitable for maintaining the display of the switching position of the switching device for a predetermined time even when the charging station is in a de-energized state.
  • 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 to provide the time-varying residual current, or by four current transformers for the three phases and the neutral conductor to provide a respective output signal and an adder unit downstream of the four current transformers to provide the time-varying fault current by adding the output signals provided by the four current transformers .
  • the charging station comprises a communication module which is set up either to specify an energy consumption quantity for the electric vehicle by means of PWM signals or to negotiate a charging plan with charging electronics of the electric vehicle coupled to the charging station in accordance with ISO 15118.
  • 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 input from a user and/or for output 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.
  • 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.
  • this opening signal is also transmitted via the communication interface to the electric vehicle, which then opens the DC 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 with a plurality N of charging stations is proposed (with N> 2), the respective charging station 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.
  • 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 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 comprising the AC/DC -Converter, a switching device downstream of the AC/DC converter, which is set up to open and close the DC+ line and the DC- line of the charging station, and/or a further switching device upstream of the AC/DC converter, which is designed to open and closing the phases and the neutral conductor of the charging station, a residual current sensor assigned to the phases and the neutral conductor, a charging cable according to the first aspect or one of the embodiments of the first aspect, and a power pack which is connected to the neutral conductor on the input side via a first input line and via a second input line with one of the phases after
  • Detection of a time-varying residual current with a direct current component and an alternating current component by the residual current sensor which includes detection of a residual current flowing through the SELV conductor in the event of a fault by means of the residual current sensor,
  • 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 sectional view of a third embodiment of a charging cable for a charging station!
  • FIG. 5 shows a schematic sectional view of a fourth embodiment of a charging cable for a charging station!
  • FIG. 6 shows a schematic circuit diagram of a second embodiment of a charging station for charging an energy store of an electric vehicle!
  • Fig. 7 shows a schematic circuit diagram of a third embodiment of a charging station for charging an energy store of an electric vehicle!
  • FIG. 8 shows a schematic circuit diagram of a fourth embodiment of a charging station for charging an energy store of an electric vehicle!
  • FIG. 9 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. 6) 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. 6) and is for charging the energy store 2 of the electric vehicle 3 with electrical energy by means of the multi-phase system coupled to the charging station 1 Subscriber network 4 set up.
  • 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. 6) is also preferably double-insulated.
  • the power-carrying conductors (DC+ line and DC- line) in the charging connector 17 are individually insulated, and the housing of the charging connector 17 also has an insulating effect.
  • the charging plug 17 can also be encapsulated on the inside with an insulating compound.
  • 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 of FIG. 2 has a DC+ conductor DC+, a DC- conductor DC-, a PE conductor PE and a hollow cylindrical conductor surrounding the DC+ conductor DC+, the DC- conductor DC- and the PE conductor PE hollow-cylindrical SELV'conductor SELV.
  • the SELV conductor SELV is set up to carry a safety extra-low voltage.
  • the charging cable 5 of FIG. 2 has an interior space IR and an exterior space AR.
  • the SELV conductor SELV is arranged in the exterior space AR and delimits the interior space IR.
  • a first layer K1 of the plastic is also provided, which surrounds the SELV conductor SELV and insulates it from the outside.
  • a cable jacket can be provided over the first layer K1 of the plastic.
  • the first layer K1 of the plastic can also form the cable jacket.
  • the DC+ conductor DC+, the DC ⁇ conductor DO and the PE conductor PE are embedded in a second layer K2 of the plastic.
  • the second layer K2 of the plastic insulates the DC+ conductor, the DC- conductor and the PE conductor from one another and from the SELV conductor SELV.
  • Fig. 3 shows a schematic view of a second embodiment of a charging cable 5 of a charging station 1.
  • the second embodiment of Fig. 3 differs from the first embodiment of Fig. 2 in that the first layer Kl of the plastic has two DC+ conductors DC+ and two DC- conductors DC- are arranged.
  • the two DC+ conductors DC+ and the two DC- conductors DC- are distributed according to the arrangement of a cable quad.
  • Fig. 4 shows a schematic sectional view of a third embodiment of a charging cable 5 of a charging station 1.
  • the third exemplary embodiment of the charging cable 5 according to FIG. 4 differs from the first exemplary embodiment according to FIG. 2 and the second exemplary embodiment according to FIG. 3 in that the PE conductor PE of FIG - Head surrounding hollow cylindrical PE conductor is formed.
  • a first layer Kl of the plastic surrounding the SELV conductor SELV insulates the SELV conductor SELV from the outside.
  • the DC+ conductor DC+ and the DC ⁇ conductor DO are embedded in a second layer K2 of the plastic.
  • the hollow-cylindrical PE conductor PE is embedded between the second layer K2 of the plastic and a third layer K3 of the plastic.
  • the third layer K3 of the plastic is arranged between the SELV conductor SELV and the PE conductor PE.
  • a charge pilot signal line CP and a plurality of temperature signal lines T are embedded in the third layer K3 of the plastic. without restrictions
  • FIG. 4 shows four temperature signal lines T. Two temperature signal lines T are used for coupling a temperature sensor.
  • Fig. 5 shows a schematic sectional view of a fourth embodiment of a charging cable 5 of a charging station 1.
  • the fourth embodiment of FIG. 5 is based on the third embodiment of FIG DC+ conductor DC+ and two DC- conductors DC- are arranged.
  • the two DC+ conductors DC+ and the second DC- conductor DC- are distributed according to the arrangement of a cable quad.
  • the SELV conductor SELV is designed in particular as a braiding made up of a plurality of conductors, in particular wires.
  • the PE conductor PE in the two embodiments according to FIGS. 4 and 5 is designed as a braiding made up of a plurality of conductors, in particular wires.
  • the respective mesh can also be referred to as a conductor mesh and is preferably set up to contract when the charging cable 5 is stretched.
  • Fig. 6 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. 6 includes all the features of the first embodiment of the charging station 1 in Fig. 1.
  • the charging station 1 of FIG. 6 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.
  • the charging cable 5 is designed, for example, according to FIG. 2, according to FIG. 3, according to FIG. 4 or according to FIG. de.
  • a residual current sensor 9 Between the connection terminals 10a, 10b, 10c, 10d, 10e and the terminal strip 16, a residual current sensor 9, an AC / DC converter 15 and a switching device 26 are coupled.
  • 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 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 terminal strip 16 ready.
  • the switching device 26 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, for example, a contactor or consists of relays for switching off the DC voltage, and is therefore also referred to as a DC contactor.
  • 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. 6 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—as shown in FIG. 6—be formed external to the control device 13 .
  • 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 ⁇ and/or set up to control the further switching device 8 to open the phases LI, L2, L3 and the neutral conductor N.
  • the first unit 11 is preferably set up to emulate a type A residual current circuit breaker, preferably in accordance with 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 for opening the DC+ line DC+ and the DC- line DC- and/or for controlling the others Switching device 8 set up to open the phases LI, L2, L3 and the neutral conductor N.
  • the second unit 12 is preferably set up to emulate a direct current detection device, preferably a residual direct current detection device according to the IEC 62955 standard, particularly preferably a residual direct current monitoring device according to the IEC 62955 standard.
  • 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, 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 it opens the DC+ line DC+ and the DC --The DC line 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.
  • the 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.
  • the charging station 1 of Fig. 6 has a power pack 18, which is connected on the input side via a first input line 28 to the neutral conductor N and via a second input line 29 to one of the phases LI, L2, L3 after the fault current sensor 9 and on the output side via a first Output line 30 is connected to the PE line PE of the charging station 1 and via a second output line 31 to the SELV conductor SELV of the charging cable 5 .
  • the power supply unit 18 is set up for impressing the safety extra-low voltage in the SELV conductor SELV of the charging cable 5 , so that a fault current F flowing via the SELV conductor SELV in the event of a fault is detected by the fault current sensor 9 .
  • This embodiment of the charging station 1 thus includes a special safety mechanism.
  • the residual current sensor 8 which opens the DC+ line DC+ and the DC-- line DC- by the switching device 26 and/or the opening of the phases LI, L2, L3 and the neutral conductor N triggers.
  • the charging station 1 comprises a voltmeter 23, which is connected between the first output line 30 and the second output line 31 of the power supply unit 18 and is set up to provide a voltage value which is indicative of a potential shift of the SELV conductor SELV .
  • the control device 13 then provides the third control signal A3 to control the switching device 26 to open the DC+ line DC+ and the DC- line DC- and/or the further switching device 8 to open the phases LI, L2, L3 and the neutral conductor N in the charging station 1 ready.
  • FIG. 6 also illustrates that 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. 6 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. 6 has a communication interface 20.
  • the communication interface 20 is set up to exchange data with a terminal device of the user and/or a server which, in particular, manages the charging station 1.
  • 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. 6 has a user interface 21 for user inputs and/or for user outputs.
  • the 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.
  • Fig. 7 is a schematic circuit diagram of a third embodiment of a charging station 1 is shown.
  • the third embodiment of the charging station 1 according to FIG. 7 is based on the second embodiment of the charging station 1 according to FIG. 6.
  • 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 downstream of the switching device 8, a DC/DC downstream of the AC/DC converter 15 converter 25, a switching device 26 connected downstream of the DC/DC converter 25 and a further EMC filter 27 connected downstream of the switching device 26 are provided.
  • 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.
  • control circuit 14 of FIG. 7 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 charging station 1 opens.
  • This increases the security of the Charging station 1 increased.
  • a switch-off signal C1 is sent to the AC/DC converter 15 and a switch-off signal C2 is sent to the DC/DC converter 25 via the control device 13 . This in turn increases security.
  • 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 .
  • 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.
  • Fig. 8 shows an alternative embodiment of a charging station 1 to the third embodiment of FIG. 7.
  • the fourth embodiment of FIG. 8 differs from the third embodiment of FIG , 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
  • 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 has reached or fallen below a specific threshold value.
  • FIG. 9 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, for example, as in one of the 6 to 8 executed.
  • the method of FIG. 9 includes the steps S10 to S50:
  • step S10 a safety extra-low voltage is impressed into the SELV conductor SELV of the charging cable 5 by means of the power pack 18.
  • Step S20 includes detection of a time-varying fault current F with a DC component and an AC component by the fault current sensor 9, which also includes detection of a fault current F flowing via the SELV conductor SELV in the event of a fault by means of the fault current sensor 9.
  • Step S30 includes detecting sinusoidal alternating fault currents and pulsating DC fault currents as a function of the detected fault current F and, depending on this, providing a first control signal Al for controlling the switching device 26 to open the DC+ line DC+ and the DC- line DC- and /or to control the additional switching device to open the phases LI, L2, L3 and the neutral conductor N.
  • Step S40 includes detecting DC fault currents as a function of the detected fault current F and, depending on this, providing a second control signal A2 for controlling the switching device 26 for opening the DC+ line DC+ and the DC- line DC- and/or for controlling the further switching device 8 to open phases LI, L2, L3 and neutral N.
  • step S50 a third control signal A3 for controlling the switching device 26 for opening the DC+ line DC+ and the DC- line DC- and/or for controlling the further switching device 8 for opening the phase sen LI, L2, L3 and the neutral conductor N provided by the control device 13.
  • the switching device 26 and/or the further switching device 8 is opened.

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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) pour charger un accumulateur d'énergie (2) d'un véhicule électrique (3) avec une tension de charge continue. Le câble de charge (5) présente au moins un conducteur de courant continu+ (DC+), au moins un conducteur de courant continu- (DC-), un conducteur PE (PE) et un conducteur SELV cylindrique creux (SELV) entourant le ou les conducteurs de courant continu+ (DC+), le ou les conducteurs de courant continu- (DC-) et le conducteur PE (PE), le conducteur SELV (SELV) étant configuré pour conduire une protection basse tension.
EP22768808.2A 2021-09-27 2022-08-24 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 EP4402002A1 (fr)

Applications Claiming Priority (2)

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DE102021124869.8A DE102021124869A1 (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/EP2022/073580 WO2023046399A1 (fr) 2021-09-27 2022-08-24 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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EP4402002A1 true EP4402002A1 (fr) 2024-07-24

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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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