EP4402003A1 - Station de charge et système comprenant une pluralité de stations de charge - Google Patents

Station de charge et système comprenant une pluralité de stations de charge

Info

Publication number
EP4402003A1
EP4402003A1 EP22769158.1A EP22769158A EP4402003A1 EP 4402003 A1 EP4402003 A1 EP 4402003A1 EP 22769158 A EP22769158 A EP 22769158A EP 4402003 A1 EP4402003 A1 EP 4402003A1
Authority
EP
European Patent Office
Prior art keywords
charging station
charging
switching device
converter
phases
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
EP22769158.1A
Other languages
German (de)
English (en)
Inventor
Markus Hug
Bernhard Höglinger
Harald Fischer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Keba Energy Automation GmbH
Original Assignee
Keba Energy Automation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Keba Energy Automation GmbH filed Critical Keba Energy Automation GmbH
Publication of EP4402003A1 publication Critical patent/EP4402003A1/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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
    • H02H3/26—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to difference between voltages or between currents; responsive to phase angle between voltages or between currents
    • H02H3/32—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to difference between voltages or between currents; responsive to phase angle between voltages or between currents involving comparison of the voltage or current values at corresponding points in different conductors of a single system, e.g. of currents in go and return conductors
    • H02H3/33—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to difference between voltages or between currents; responsive to phase angle between voltages or between currents involving comparison of the voltage or current values at corresponding points in different conductors of a single system, e.g. of currents in go and return conductors using summation current transformers
    • H02H3/332—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to difference between voltages or between currents; responsive to phase angle between voltages or between currents involving comparison of the voltage or current values at corresponding points in different conductors of a single system, e.g. of currents in go and return conductors using summation current transformers with means responsive to DC component in the fault current
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
    • H02H3/26—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to difference between voltages or between currents; responsive to phase angle between voltages or between currents
    • H02H3/32—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to difference between voltages or between currents; responsive to phase angle between voltages or between currents involving comparison of the voltage or current values at corresponding points in different conductors of a single system, e.g. of currents in go and return conductors
    • H02H3/34—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to difference between voltages or between currents; responsive to phase angle between voltages or between currents involving comparison of the voltage or current values at corresponding points in different conductors of a single system, e.g. of currents in go and return conductors of a three-phase system
    • H02H3/347—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to difference between voltages or between currents; responsive to phase angle between voltages or between currents involving comparison of the voltage or current values at corresponding points in different conductors of a single system, e.g. of currents in go and return conductors of a three-phase system using summation current transformers

Definitions

  • the invention relates to 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, the conversion of the alternating voltage (AC voltage) into a direct voltage (DC voltage) required for charging the batteries in the charging station he follows.
  • 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.
  • the power efficiency of the power electronics is many times higher, but the security in the event of a first fault is lower in contrast to the prior art in systems with transformers, because a fault current flows at the first fault.
  • a charging station without a transformer for charging an energy store of an electric vehicle with electrical energy using a multi-phase network that can be coupled to the charging station, which has: a residual current sensor assigned to the phases and the neutral conductor, in particular a single residual current sensor, which is used to detect a time-varying fault current with a DC component and an AC component, an AC/DC converter for converting an AC voltage provided by the multi-phase network via the phases into a DC voltage provided by means of a DC+ line and a DC- line, a switching device which can be opened and closed the DC+ line and the DC- line of the charging station is set up, and/or a further switching device, which is set up for opening and closing the phases and the neutral conductor, a first unit which is designed for detecting sinusoidal n AC fault currents and pulsating DC fault currents as a function of the detected fault current and depending thereon for providing a first control signal for controlling the switching device
  • only one is advantageously used to detect sinusoidal alternating fault currents, pulsating DC fault currents and DC fault currents and to switch off the DC+ line and the DC- line and/or the phases LI, L2, L3 and the neutral conductor N when a fault is detected single residual current sensor and at least one switch off device, for example a DC contactor and / or an AC contactor used.
  • This single switch-off device is also used by the functional controller, which is designed in particular as part of the control device.
  • the AC/DC converter can be controlled by the functional controller in such a way that it also acts as a switch.
  • the fault current sensor can also be referred to as an all-current sensitive fault current sensor.
  • the switching device can also be referred to as a switching element.
  • the switching device is preferably designed in such a way that, in the event of a mains voltage failure, it opens, in particular automatically, and can thus establish a safe state.
  • Examples of the electrical and/or electronic components of the charging station include the switching device, for example a contactor or relay, connection terminals, electronic circuits, the 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 overcurrent monitoring and/or as a function of correct connection of the charging cable to the electric vehicle and/or to the charging station.
  • the vehicle authentication and/or vehicle verification or user authentication and/or user verification ensures that only a valid user or an electric vehicle known to the charging station is allowed to charge at the charging station.
  • One or more of the following technologies can be used for vehicle authentication and/or vehicle verification, user authentication and/or user verification: RFID, Bluetooth, code entry, fingerprint reader, vein scanner or the like.
  • An electric vehicle can, for example, transmit its ID via high-level communication, in particular ISO 15118, or according to the plug-and-charge principle.
  • ISO 15118 can be used to detect when the electric vehicle does not adhere to a negotiated charging plan. Correct connection of the charging cable to the electric vehicle and/or to the charging station can be detected, for example, by means of a plug-present sensor and/or a charge pilot signal and/or the locking detection unit.
  • the 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 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 referred to 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 network. Technically, this is referred to as Vehicle-to-Grid (V2G).
  • V2G Vehicle-to-Grid
  • the charging station can not only feed back into the grid, but also charge another vehicle, or supply another consumer, or charge another energy store. This process is also known as Vehicle-to-anything very thing (V
  • 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).
  • 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 to control a DC/DC converter connected downstream of the AC/DC converter with a control signal generated as a function of the opening signal steer.
  • 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 and/or 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 the DC+ and DC- line opens, the phases and the Neutral conductors can also be opened.
  • the power electronics can be switched off by being opened by means of a control signal generated as a function of the opening signal. 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 provided control signal is therefore sufficient to open the DC+ line and the DC- line of the charging station and to create a safe state.
  • another switching device is provided in the AC circuit, which is set up to open and close the phases and the neutral conductor of the charging station.
  • 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.
  • the charging station comprises an insulation breakage sensor assigned to the charging cable for providing an insulation breakage sensor signal which is indicative of an insulation breakage of the charging cable.
  • a break in the insulation of the charging cable is, for example, a break in a cable sheath of the charging cable or a break in the insulation on the charging plug of the charging cable.
  • the charging station alternatively or additionally comprises an insulation rupture sensor assigned to the housing of the charging station, which is set up to provide an insulation rupture sensor signal which is indicative of damage to the insulation of the housing of the charging station.
  • the charging station alternatively or additionally comprises an insulation rupture sensor assigned to the housing of the charging station, which is set up to provide an insulation rupture sensor signal which is indicative of damage to the insulation of the housing of the charging station.
  • the charging station includes an evaluation unit which is set up to evaluate the insulation breakage sensor signal provided in order to determine an insulation breakage of the charging cable and/or the housing of the charging station.
  • the control device is preferably set up to provide the third control signal as a function of a determined break in the insulation.
  • the evaluation unit detects an insulation break on the charging cable, its charging plug and/or on the housing of the charging station, the third control signal is provided by the control device so that the control circuit controls the switching device in such a way that it connects the DC+ line and DC --Charging station line opens.
  • connection terminals are provided for the three phases, the neutral conductor and a PE conductor, with an EMC filter downstream of the five connection terminals being provided, the error current sensor is connected downstream of the EMC filter, the further switching device is connected downstream of the residual current sensor, the AC/DC converter is connected downstream of the further switching device, a DC/DC converter is provided downstream of the AC/DC converter, the switching device is connected 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 second Switching device the phases and the neutral conductor.
  • control circuit controls both the switching device and the additional switching device, so that the DC+ and DC- lines as well as the phases and the neutral conductor of the charging station open.
  • 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, with each of the power switching elements having one non-conductive switching state in which no current can flow, and a conductive switching state in which current can flow, wherein each of the power switching elements is set up to interrupt a flow of energy through the charging station to the energy store 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 a flow of energy through the charging station is only possible 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 Conclusion in the electric vehicle to be charged or the like, the first power switching element can be switched off faster than is possible without this embodiment. This increases the operational safety of the charging station.
  • power switching element is understood in particular to mean that switches are involved that can switch an electrical load on or off.
  • the conductive state which can also be referred to as the switched-on state
  • electrical power can flow through the switching element, which can be in the range from a few watts to several kilowatts, for example up to 500 kW. This is to be seen in contrast to pure signal switches, which are only suitable for switching signals whose electrical power is well below one watt.
  • electrically controllable power switching element means, for example, a switching element that can be switched via a corresponding electrical control or control circuit.
  • electrically controllable switching elements are electromechanical relays and electronic switches, which can also be referred to as semiconductor relays.
  • electromagnetically switching power switching element is understood to mean, for example, a relay or a contactor which has a mechanical actuating element which can be actuated by a magnetic field that can be generated by an electromagnet, in particular a coil.
  • the actuating element can also be referred to as an armature and the switchable contacts can also be referred to as working contacts.
  • the non-conductive state which can also be referred to as the switched-off or open state, the normally open contacts are separated by a gap, the size of the gap depending on the maximum operating voltage applied to the normally open contacts and the required current breaking capacity of the Switching element is determined.
  • the housing of the charging station is doubly insulated.
  • the 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.
  • the 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 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 comprises a test unit which is adapted to a test current in at least one of phases, in the neutral conductor and/or in a separate test winding of the residual current sensor and to evaluate.
  • 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 shutter controlled via an electrical coupling of the feedback contacts of the switching device, which the switching position ment of the switching device follows, and a visual indicator controlled by the panel for indicating the switching position.
  • the visual display device includes, for example, two LEDs that light up green and red.
  • the panel always covers one of the two LEDs.
  • the LED not covered by the bezel is visible to the user. Due to the electrical coupling of the panel with the feedback contacts of the switching device, the panel always follows the switching position of the switching device.
  • the screen controls the visual display device and shows, in particular by means of the colors red and green, the switching position of the switching device, for example the contactor.
  • the 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.
  • 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 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 is proposed with a plurality N of charging stations (with N>2), the respective charging station being designed according to the first aspect or one of the embodiments of the first aspect.
  • a method for ensuring fault protection in a charging station without upstream installation of an RCD type A or B in which AC faults and pulsed DC faults in the measurement signals of the current measurement sensor are detected in the charging station in a first unit in the charging station , and in the event of an error, the first switch-off signal opens the switching device, a second unit in the charging station detects DC errors in the measurement signals of the current measuring sensor and, in the event of an error, opens the switching device using the second switch-off signal, a control device in the charging station which verifies the authenticity of the user and/or the electric vehicle, and/or monitors the connection of the charging station to the electric vehicle, including the locking between plug and socket, and/or in the case of ISO 15118 (or high-level communication) checks the amount of energy actually drawn from the electric vehicle rt (and switches off when the amount of energy is too high) and/or charging does not start if no communication can be established between the electric vehicle and the charging station.
  • the first switch-off signal opens the switching device
  • the test of the current error devices is triggered by the control device at the end of the charging process by a software command. This checks the entire switch-off chain.
  • control device controls a test signal so that the residual current sensors and the first unit and the second unit can be tested during operation without a switch-off process being indicated.
  • Fig. 1 shows schematically an arrangement with a first embodiment of a charging station and an electric vehicle!
  • Fig. 2 shows a schematic circuit diagram of a second embodiment of a charging station for charging an energy store of an electric vehicle!
  • Fig. 3 shows a schematic circuit diagram of a third embodiment of a charging station for charging an energy store of an electric vehicle!
  • Fig. 4 shows a schematic circuit diagram of a fourth embodiment of a charging station for charging an energy store of an electric vehicle!
  • Fig. 5 shows a schematic circuit diagram of a fifth embodiment of a charging station for charging an energy store of an electric vehicle!
  • FIG. 6 shows a schematic circuit diagram of a sixth embodiment of a charging station for charging an energy store of an electric vehicle!
  • FIG. 7 shows a schematic circuit diagram of a seventh embodiment of a charging station for charging an energy store of an electric vehicle! and FIG. 8 shows a schematic circuit diagram of an eighth embodiment of a charging station for charging an energy store of an electric vehicle.
  • 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 connection socket (not shown in FIG. 1, see for example in FIG. 2) 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. 2) 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.
  • the charging cable 5 together with its charging plug 24 is also preferably double-insulated.
  • the individual power-carrying lines (DC+ line and DO line) are first individually and then collectively covered with an electrically insulating material and then surrounded again with an insulating jacket.
  • the Charging plugs 24 are the power-carrying conductors (DC+ line and DC” line) individually insulated, and the housing of plug 24 also has an insulating effect.
  • the plug 24 can also be cast on the inside with an insulating compound.
  • Fig. 2 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. 2 includes all the features of the first embodiment of the charging station 1 in Fig. 1.
  • the charging station 1 of Fig. 2 has five input-side connection terminals 10a, 10b, 10c, lOd, lOe 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 23 to which the charging cable 5 together with its charging plug 24 is attached. Between the connection terminals 10a, 10b, 10c, 10d, 10e and the terminal strip 23, a residual current sensor 9, an AC / DC converter 17 and a switching device 29 are coupled. Furthermore, 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 charging station 1 On the output side, the charging station 1 has a charging cable 5 with a charging plug 24 for connection 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 17 converts the AC voltage provided by the multiphase network 4 via the phases LI, L2, L3 into a DC voltage and produces this as a positive DC voltage DC+ and a negative DC voltage DC- via two output lines, also designated DC+ and DC-, of the terminal strip 23.
  • the switching device 29 is suitable for opening and closing the DC+- line DC+ and the DC- line DC- of the charging station 1 .
  • the switching device 29 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. 2 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. 2—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 29 for opening the DC+ line DC+ and the DC- line DC- furnished.
  • 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 residual currents as a function of the detected fault current F and, depending thereon, for providing a second drive signal A2 for driving the switching device 29 to open the DC+ line DC+ and the DC- line DC-on.
  • the second unit 12 is set up to 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 emulate.
  • control device 13 is set up to provide a third control signal A3 for controlling the switching device 29 for opening the DC+ line DC+ and the DC- line DC-.
  • 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 29, 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 --DC line- of charging station 1 opens.
  • the control circuit 14 controls the switching device 29 to open the DC+ and DC- lines when one or more of the control signals A1, 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. 2 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. 2 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. 2 includes 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 manages the charging station 1 in particular.
  • 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. 2 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. 3 shows a schematic circuit diagram of a third embodiment of a charging station 1 for charging an energy store 2 of an electric vehicle 3.
  • the third embodiment of the charging station 1 according to FIG. 3 is based on the second embodiment of the charging station 1 according to FIG. 2 and differs from it in that the charging cable 5 of FIG. 3 is assigned an insulation breakage sensor 25 .
  • the insulation rupture sensor 25 is suitable for providing an insulation rupture sensor signal IS, which is indicative of an insulation the charging cable 5, the charging plug 24 and/or the housing 1 is broken.
  • the broken insulation sensor 25 carries out, for example, an impedance measurement, a capacitive measurement and/or an inductive measurement.
  • An example of such an insulation break is a break in the insulating sheath of the charging cable 5.
  • the charging station 1 of FIG. 3 has an evaluation unit 26 which is set up to evaluate the insulation breakage sensor signal IS provided in order to determine an insulation breakage IB of the charging cable 5 of the charging plug 24 and/or the housing 1 .
  • an evaluation unit 26 which is set up to evaluate the insulation breakage sensor signal IS provided in order to determine an insulation breakage IB of the charging cable 5 of the charging plug 24 and/or the housing 1 .
  • further insulation breakage sensors can be provided (not shown), for example assigned to the charging plug 24 and/or the housing of the charging station 1.
  • the control device 13 is then set up to provide the third control signal A3 as a function of a determined insulation breakage IB. In other words, if an insulation breakage IB is detected, the third control signal A3 is provided or set and consequently the switching device 29 and/or the further switching device 8 opens.
  • FIG. 4 is a schematic circuit diagram of a fourth embodiment of a charging station 1 is shown.
  • the fourth embodiment of the charging station 1 according to FIG. 4 is based on the third embodiment of the charging station 1 according to FIG. 3.
  • an EMC filter 27, a residual current sensor 9 downstream of the EMC filter 27, a further switching device 8 downstream of the residual current sensor 9, an AC/DC converter 17 downstream of the switching device 8, a DC/DC downstream of the AC/DC converter 17 converter 28, a switching device 29 connected downstream of the DC/DC converter 28 and a further EMC filter 30 connected downstream of the switching device 29 are provided.
  • the switching device 29 is arranged on the DC side of the charging station 1 and can also be used as a DC Switching device are called.
  • the DC switching device is a contactor, for example.
  • control circuit 14 of FIG. 4 is set up in particular to control not only the switching device 29 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 the phases LI , L2, L3 and the neutral conductor in the charging station opens.
  • This increases the security of the charging station 1 .
  • a switch-off signal C1 is sent to the power electronics AC/DC converter 17 and DC/DC converter 28 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 indicates.
  • Fig. 5 shows an alternative embodiment of a charging station 1 to the fourth embodiment of FIG. 4.
  • the fifth embodiment of FIG. 5 differs from the fourth embodiment of FIG , dedicated control signals TI and T2 are used, namely a first control signal TI for the switching device 29 and a second control signal T2 for the further control device 8.
  • the switching device 29 is preferably designed as a first electrically controllable power switching element, and the further switching device 8 is preferably designed as a second controllable power switching element.
  • the first power switching element is an electromagnetically switched power switching element, each of the power switching elements 8, 29 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 8 , 29 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 29 by means of a first control signal with a pick-up voltage in order to bring the first power switching element 29 from the non-conducting switching state to the conducting switching state, b) the electromagnetic drive of the first power switching element 29 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 29 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 switch 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 29 reaches or falls below a specific threshold value.
  • control device 14 can also be taken over by the control device 14 .
  • control device 14 can also be designed as part of the control device 13 .
  • FIG. 6 shows a schematic circuit diagram of a sixth embodiment of a charging station 1 for charging an energy store 2 of an electric vehicle 3 .
  • the sixth embodiment of the charging station 1 according to FIG. 6 is based on the third embodiment of the charging station 1 according to FIG. 3 and differs from it in that the charging station 1 according to FIG. 6 comprises a module 18 .
  • the module 18 integrates the first unit 11 and the second unit 12 and is set up to form or simulate fault protection corresponding to a type B residual current circuit breaker, in particular according to standard EN 610081-1 and/or according to standard EN 62423.
  • the module 18 can also be designed as part of the control device 13 .
  • Fig. 7 shows a schematic circuit diagram of a seventh embodiment of a charging station 1 for charging an energy store 2 of an electric vehicle 3.
  • the seventh embodiment of the charging station 1 according to FIG. 7 includes all the features of the third embodiment of the charging station 1 according to FIG Charging station 1 of Fig. 7 has a test unit 16.
  • the test unit 16 is set up to inject a test current into at least one of the phases LI, L2, L3, into the neutral conductor N and/or into a separate test winding of the residual current sensor 9 and evaluate.
  • the test unit 16 is set up in particular to be triggered for testing by means of a test command for simulating a pressing of a test button.
  • the test command is, for example, a software command, by means of which the test unit 16 is triggered in such a way that it tests and thus the imprinting of the test current triggers.
  • the test command thus emulates the test button known from the conventional type A residual current circuit breaker.
  • the test current is preferably a pulsed, high-frequency alternating current, which has, for example, a frequency of 1 to 5 kHz and a maximum duration of 10 ms.
  • Fig. 8 shows a schematic circuit diagram of an eighth embodiment of a charging station 1 for charging an energy store 2 of an electric vehicle 3.
  • the eighth embodiment of the charging station 1 according to FIG. 8 includes all the features of the third embodiment of the charging station 1 according to FIG Charging station 1 of FIG. 8 shows a special design of the residual current sensor 9.
  • FIG. 9b, 9c, 9d provides an output signal S1-S4.
  • An adder unit 9e is connected downstream of the four current transformers 9a, 9b, 9c, 9d, which adds the output signals S1-S4 provided by the four current transformers 9a, 9b, 9c, 9d and thus provides the time-varying fault current F on the output side.

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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)

Abstract

L'invention concerne une station de charge comprenant : un capteur de courant résiduel qui est associé aux phases et au conducteur neutre et qui est destiné à détecter un courant résiduel ayant une composante continue et une composante alternative ; un convertisseur CA/CC pour convertir une tension alternative en une tension continue fournie au moyen d'une ligne CC+ et d'une ligne CC- ; un dispositif de commutation pour ouvrir et fermer la ligne CC+ et la ligne CC- et/ou un autre dispositif de commutation pour ouvrir et fermer les phases et le conducteur neutre ; une première unité pour détecter des courants résiduels CC sinusoïdaux et des courants résiduels CA pulsés sur la base du courant résiduel et pour fournir un signal d'actionnement pour actionner l'ouverture du dispositif de commutation et/ou pour actionner l'ouverture de l'autre dispositif de commutation ; une seconde unité pour détecter des courants résiduels CC sur la base du courant résiduel et pour fournir un signal d'actionnement pour actionner l'ouverture du dispositif de commutation et/ou pour actionner l'ouverture de l'autre dispositif de commutation ; et un dispositif de commande pour fournir un signal d'actionnement pour actionner l'ouverture du dispositif de commutation et/ou pour actionner l'ouverture de l'autre dispositif de commutation.
EP22769158.1A 2021-09-27 2022-08-24 Station de charge et système comprenant une pluralité de stations de charge Pending EP4402003A1 (fr)

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DE102021124860.4A DE102021124860A1 (de) 2021-09-27 2021-09-27 Ladestation und System mit einer Mehrzahl von Ladestationen
PCT/EP2022/073553 WO2023046397A1 (fr) 2021-09-27 2022-08-24 Station de charge et système comprenant une pluralité de stations de charge

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DE102023206929A1 (de) * 2023-07-21 2025-01-23 Volkswagen Aktiengesellschaft Einrichtung zur Kommunikation eines Elektro- oder Hybridfahrzeugs mit einer elektrischen Ladesäule und Kommunikationsverfahren
DE102023212106A1 (de) * 2023-12-04 2025-06-05 Robert Bosch Gesellschaft mit beschränkter Haftung Überwachungsvorrichtung und Verfahren zur Überwachung einer Fehlerstrom-Schutzeinrichtung, System zur Fehlerstromüberwachung und Ladevorrichtung für ein Elektrofahrzeug

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JP3281404B2 (ja) * 1992-03-27 2002-05-13 株式会社明電舎 充電装置
DE10151153A1 (de) 2001-10-19 2003-04-30 Bombardier Transp Gmbh Vorrichtung zum Laden von Batterien für Elektrofahrtzeuge
DE102010028626B4 (de) * 2010-05-05 2021-09-16 Bender Gmbh & Co. Kg Stromaufladevorrichtung für ein Elektrofahrzeug
JP6057186B2 (ja) 2011-11-14 2017-01-11 パナソニックＩｐマネジメント株式会社 バッテリ充電装置
WO2016015281A1 (fr) 2014-07-31 2016-02-04 Abb Technology Ltd Système de charge de batterie de véhicule électrique
DE102014217928A1 (de) * 2014-09-08 2016-03-10 Robert Bosch Gmbh Verfahren und Vorrichtung zum Erkennen eines Gleichstrom-Fehlerstroms
KR101704181B1 (ko) 2015-04-02 2017-02-07 현대자동차주식회사 차량용 충전기
DE202017105627U1 (de) 2017-09-18 2018-09-20 ABL SURSUM Bayerische Elektrozubehör GmbH & Co. KG Ladevorrichtung, insbesondere Ladesäule einer Ladestation für Elektrofahrzeuge, zum Laden einer Batterie eines Elektrofahrzeugs
US10946756B2 (en) 2017-11-14 2021-03-16 Ford Global Technologies, Llc Bidirectional integrated charger for a vehicle battery
DE102018121320B4 (de) * 2018-08-31 2024-12-05 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur Steuerung einer fahrzeugexternen Ladevorrichtung und Ladevorrichtung
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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