FR2970823A1 - Electric battery e.g. main battery, recharging controlling device for use in charger of e.g. hybrid car, has processing unit for determining recharging parameters based on charging states and storage capacities of batteries - Google Patents

Electric battery e.g. main battery, recharging controlling device for use in charger of e.g. hybrid car, has processing unit for determining recharging parameters based on charging states and storage capacities of batteries Download PDF

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Publication number
FR2970823A1
FR2970823A1 FR1150612A FR1150612A FR2970823A1 FR 2970823 A1 FR2970823 A1 FR 2970823A1 FR 1150612 A FR1150612 A FR 1150612A FR 1150612 A FR1150612 A FR 1150612A FR 2970823 A1 FR2970823 A1 FR 2970823A1
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FR
France
Prior art keywords
battery
b1
characterized
current
b2
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.)
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FR1150612A
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French (fr)
Inventor
Herve Cavelan
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PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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Priority to FR1150612A priority Critical patent/FR2970823A1/en
Publication of FR2970823A1 publication Critical patent/FR2970823A1/en
Withdrawn legal-status Critical Current

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Classifications

    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H02J7/0014Circuits for equalisation of charge between batteries
    • H02J7/0018Circuits for equalisation of charge between batteries using separate charge circuits
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10Methods 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
    • B60L53/14Conductive energy transfer
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L2200/00Type of vehicles
    • B60L2200/26Rail vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L2210/00Converter types
    • B60L2210/30AC to DC converters
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7005Batteries
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7038Energy storage management
    • Y02T10/7055Controlling vehicles with more than one battery or more than one capacitor
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7208Electric power conversion within the vehicle
    • Y02T10/7241DC to AC or AC to DC power conversion
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10Technologies related to electric vehicle charging
    • Y02T90/12Electric charging stations
    • Y02T90/127Converters or inverters for charging
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10Technologies related to electric vehicle charging
    • Y02T90/14Plug-in electric vehicles

Abstract

The device (D) has a conversion unit (MC1) to convert input current into first and second currents adapted to recharge main and service batteries (B1, B2) respectively, according to first and second recharging parameters. A processing unit (MT) determines the parameters based on charging states and storage capacities of the batteries, where the recharging parameters are selected from a group including recharging time and recharging current. The conversion unit includes alternating current/direct current converters (C1, C2) to produce continuous currents.

Description

The invention relates to systems that comprise at least first and second electric batteries that can be recharged by means of a charger, and more specifically the device that can be recharged by means of a charger. control of the recharging of the first and second electric batteries of these systems.

The invention relates in particular to systems such as vehicles, possibly of the automotive type, and possibly of the hybrid or all-electric type, buildings, industrial installations, aeronautics, consumer electronics, and the railway sector. The term "charger" herein means equipment that is an integral part of a system and includes a connector capable of being coupled to a charging point (public or private) offering an alternating or continuous main voltage. Furthermore, here is meant by "public charging point" a public charging station, and "private charging point" a socket 20 connected to a portion of a power supply network. In some systems of the type of those defined above, the first and second batteries can be responsible for delivering at their terminals voltages that are significantly different. For example, in a vehicle, the first battery, said main, is responsible for delivering a "high" voltage (typically 200 V or 300 V) for supplying (indirectly) electrical components that require a high electrical power, as per An electric traction motor, while the second battery, called servitude, is responsible for delivering a "low" voltage (typically 12 V or 24 V) for supplying electrical components that require a low electrical power, such as example of calculators or standby lights. The charger then comprises only a first converter, generally of the AC / DC type, responsible for converting a main current (generally alternating) supplied by a charging point into a charging current (generally continuous). ) having a first selected value suitable for charging the first (main) battery, for example of the "electrochemical generator" type. This first battery is coupled to a second converter, generally of continuous / AC type (or DC / AC), which is responsible for supplying an alternator supplying a first part of the power supply network (or network network) of the system, to which are connected the electrical devices consuming a high power. Moreover, this first battery is also coupled to a third converter, generally DC / DC type, which is responsible for supplying (and thus recharging) the second battery (servitude). Because of this arrangement, the state of charge of the second battery depends on the state of charge of the first battery. More specifically, the second battery can be recharged via the first battery only if the latter has been previously recharged, which can be particularly troublesome. Indeed, this can possibly lead to an impossibility of performing a reloading. Such a situation can occur, for example, when the computer that manages the recharging of the batteries is powered by the second battery and the latter is totally discharged, for example because an electrical device it powers has not stopped to work during the shutdown of the considered system, because of a dysfunction or a forgetfulness of a user. The management computer is not powered, it can not control the recharging of the first battery, and if the latter is discharged, it can not be used to recharge the first battery, nor be recharged. In order to improve the situation, it has been proposed, particularly in the patent document EP 2228882, to adapt the third DC / DC converter, which is interposed between the first and second batteries, in order to allow recharging of the second battery first, through the first battery and before the battery. This adaptation is relatively complex and relatively expensive. In addition, it does not allow to simultaneously charge and parallel the first and second batteries. Moreover, in most systems constituting vehicles, the driver can obtain from the computer on board an estimate of the number of kilometers that can be traveled taking into account the state of charge of the batteries. But, the user can not be informed of the time required to recharge the two batteries, given their respective states of charge, at least until the charger has been coupled to a charging point and therefore as long as a reloading phase has not been initiated. However, this recharging time can be between about 30 minutes and 1 o 7 hours depending on the respective current capacity and the respective current load states of the batteries. There is therefore a great deal of uncertainty as to the downtime of a vehicle whose batteries are partially or totally discharged, which is a major drawback for its driver. The object of the invention is therefore to improve the situation, and in particular to allow charging in parallel and simultaneously electric batteries of a system. To this end, it proposes a device, dedicated to the control of the recharging of first and second electric batteries of a system, which are rechargeable at a charging point delivering a current, and comprising: first conversion means adapted to convert the delivered current into first and second currents which are adapted for parallel charging respectively of the first and second batteries, depending on first and second charging parameters respectively, and - arranged processing means (or designed ) to determine these first and second charging parameters according to at least the states of charge and storage capacities of the first and second electric batteries. The control device according to the invention can comprise other characteristics that can be taken separately or in combination, and in particular: the first and second charging parameters can be chosen from (at least) a charging time and a current charging; - Each storage capacity can be defined by the value of the current flowing through the battery considered, and the value of the voltage difference across the battery considered, and possibly the value of the operating temperature of the battery in question; - In the presence of a vehicle-type system, the processing means may be arranged to estimate the number of kilometers that can be made by the vehicle given the first state of charge of the first battery. Thus, the driver of the vehicle can know as he wishes the mileage of his vehicle; in the presence of a vehicle-type system, the processing means can be arranged, in the event of reception of a request requesting a recharge making it possible to carry out a selected number of kilometers, to estimate a state of charge of the first battery adapted to this selected and required number of kilometers, then to estimate at least one cooldown of the first battery clean to allow obtaining this estimated state of charge, then to generate a response message containing data representative of this time estimated recharge. Thus, the driver of the vehicle can know the estimated charging time during which he will have to wait if he wants to travel with his vehicle a number of kilometers, without the need to couple the charger of his vehicle to a charging point; the processing means may be arranged, in the event of reception of an estimated recharge time acceptance message, for sending to the first conversion means first charging parameters corresponding to the estimated charging time; the processing means can be arranged, in the event of receiving an estimated recharge time refusal message, to estimate at least one other recharge time lower than the previous one and a corresponding number of kilometers, then to generate a new message containing data representative of each new estimated cooldown and the corresponding number of kilometers; the first conversion means can be arranged to convert the current delivered into at least one first current which is adapted to recharge a first battery intended to supply at least one electrical component operating at a high voltage; the first conversion means may be arranged to convert the current delivered into at least one second current which is adapted to recharge a second battery intended to supply at least one electrical component operating at a low voltage; the first conversion means may comprise first and second converters of the AC / DC type and capable of respectively producing first and second DC currents. The invention also proposes a charger, intended to recharge electric batteries of a system, rechargeable at a charging point, and comprising a control device of the type of that presented above.

The invention also proposes a system comprising at least first and second electric batteries, rechargeable at a recharging point that delivers a current, and a charger of the type shown above. Such a system may, for example, constitute a vehicle, possibly of the automotive type, and possibly hybrid type or all-electric type. Other characteristics and advantages of the invention will appear on examining the detailed description below, and the attached drawing, in which the single figure illustrates schematically and functionally an example of charger, provided with an embodiment example. a control device according to the invention and coupled, on the one hand, to a wall socket, constituting a charging point connected to a general power supply network, via a connection cable, and, on the other hand, on the other hand, two batteries connected to an on-board network of a vehicle.

The attached drawing may not only serve to complete the invention, but also contribute to its definition, if any. In the following, we consider, by way of non-limiting example, that the systems are vehicles of the automotive type. This is for example all-electric or hybrid type cars. But, the invention is not limited to this type of system. It concerns in fact any type of system comprising at least a first electric battery B1 and a second electric battery B2 that can be recharged at a charging point PC, public (public charging station) or private (connected wall socket to a portion of a power supply network RA), via a charger CH of said system. Thus, it also concerns buildings, industrial installations, aeronautics, consumer electronics and the railway sector.

A single part of a system (here a vehicle) comprising a first battery (rechargeable electric) B1 and a second battery (rechargeable electric) B2 coupled, on the one hand, to first and second parts of an onboard power supply network (or network) RB, and on the other hand, a charger CH which is itself coupled to a PC charging point via a DC connection cable. In the nonlimiting example illustrated in the single figure, the PC charging point is a wall outlet which is connected to a portion of a general power supply network (or "sector") RA. But, in one variant, the charging point could be a public charging station connected to a portion of a general power supply network. This portion of the general power supply network RA is responsible for supplying a main current of known value at the terminals of the wall socket PC.

The DC connection cable, which is used to couple the vehicle's CH charger to the PC wall jack, includes two CN1 and CN2 connectors interconnected by lines (or power cables). Here, the first connector CN1 is coupled to a connector CN3 of the vehicle's charger CH, while the second connector CN2 is coupled to the wall socket PC. In the following it is considered, by way of illustrative and nonlimiting example, that the first battery B1 is a main battery which is responsible for delivering a high voltage (typically 200 V or 300 V) intended to power (indirectly and via the first part of the RB) electrical components (not shown) which require a high electrical power, such as an electric traction motor. In this case, and as illustrated, the first battery B1 is coupled to (second) conversion means MC2 continuous / alternating type (or DC / AC) and which is responsible for supplying an alternator AL supplying the first part of the network RB to which are connected the electrical devices consuming a high power. Furthermore, it is considered in the following, by way of illustrative and non-limiting example, that the second battery B2 is a service battery which is responsible for delivering a low voltage (typically 12 V or 24 V) for powering, via the second part of the RB onboard network, electrical components that require a low electrical power, such as computers or standby lighting. But the invention is not limited to this type of application. It concerns indeed any type of system comprising at least two batteries to be recharged in parallel. The invention proposes to associate a control device D to the CH loader of the system (here a vehicle). The term "associate" here means the fact of being coupled to the charger CH and of being an integral part of the latter (CH), totally (as illustrated in the sole figure), or partially. As illustrated not only in the single figure, a control device D according to the invention comprises at least first conversion means MC1 and processing means MT. The first conversion means MC1 are arranged so as to convert the main current 10, which is delivered by the wall socket PC, into first 11 and second 12 currents adapted to the recharge in parallel respectively of the first B1 and second B2 batteries, in function of first and second recharge parameters, respectively. In the following it is considered, by way of illustrative and nonlimiting example, that the main current 10 is of the alternative type. But, this is not mandatory. It could indeed be of a continuous type.

For example, and as shown in non-limiting manner in the single figure, the first conversion means MC1 may comprise a first converter C1, of the AC / DC type and thus capable of producing a first DC current from a first fraction of the current. main 10, and a second converter C2, AC / DC type and thus able to produce a second DC current from a second fraction of the main stream 10 (complementary to the first). It will be understood that, thanks to this particular arrangement, it is now possible to recharge in parallel and possibly simultaneously the first B1 and second B2 batteries. There is therefore no risk that the charger CH is placed in a "blocked" state in which i1 can not control the recharging of one or the other of the first B1 and second B2 batteries. Moreover, this arrangement advantageously makes it possible to recharge the first B1 and second B2 batteries independently of one another, which allows, possibly, to recharge only the first battery B1 or the second battery B2. Note that to allow the automatic recharging of the second battery B2 when the vehicle is in operation, one can interface a DC / DC type converter that is active only when the vehicle is in operation. For example, this DC / DC converter can be an alternator-starter or an alternator. The processing means MT, of the device D, are arranged to determine the first and second charging parameters, respectively of the first B1 and second B2 batteries, as a function of at least current charge states and storage capacities (preferably course) of the first B1 and second B2 batteries. It should be noted that the first and second charging parameters are preferably charging times (or durations) and charging currents. However, any recharge parameter known to those skilled in the art and useful for controlling the first conversion means MC1 can be determined here by the processing means MT. The current state of charge can be generally estimated from the current flowing in a battery B1 or B2 and the (difference) voltage at the terminals of this battery B1 or B2. In the case of a vehicle, the current and the difference in voltage can be provided by a device called BECB (battery state of charge), in particular in the case of the second battery B2, or called BMS ( "Battery Management System"), especially in the case of the first battery B1. The current recharging capacity of a battery B1 or B2 can be estimated from the current state of charge of this battery B1 or B2, as well as optionally and preferably from the operating temperature (in progress) and the characteristics of this battery B1 or B2. The operating temperature may be provided by the BECB (generally coupled to the second battery B2) or the BMS (generally coupled to the first battery B1), for example. The characteristics of the batteries B1 and B2 can be stored in a memory of the processing means MT. According to another aspect of the invention, when the system considered is a vehicle, the processing means MT may advantageously be arranged to estimate the number of kilometers that can be made by this vehicle given the first state of charge of the first battery B1. It should be noted that, in order for this estimate to be sufficiently precise, it must take into account certain operating parameters of the vehicle (for example the consumption of the electrical components of the vehicle which are in use (in particular the installation of air-conditioning and the lighting installation) and which are large consumers of electrical energy, as well as possibly (and preferably) the type of conduct of the driver of the vehicle.These parameters can be provided to the device D through the RC communication network of the vehicle to which the computers are usually connected, and to which said device D is preferably connected (as illustrated in a non-limiting manner in the single figure) With this feature, the driver of the vehicle can know as he wishes. vehicle according to another aspect of the invention, when the system considered is a the vehicle, the processing means MT may advantageously be arranged to estimate the state of charge of the first battery B1 which is necessary for the vehicle to perform a defined number of kilometers. Thus, when the processing means MT receive a request requesting recharging to perform a selected number of kilometers, they can estimate the state of charge of the first battery B1 which is adapted to this selected number of kilometers and required, then they can estimate at least one recharge time of the first battery B1 suitable for obtaining this estimated state of charge. Then, the processing means MT can generate a response message containing data that is representative of this estimated recharge time.

It should be noted that the request can be defined by a user of the vehicle by means of a man / machine interface IN of the latter, then it can be transmitted by this man / machine interface IN to the device D, via the communication network RC of the vehicle. vehicle. Similarly, the response message can be transmitted to the man / machine interface IN, via the communication network RC, so that the useful data that it comprises are displayed on an EA screen of the vehicle in the form of a message textual and / or broadcast by vehicle loudspeakers in the form of a voice message (synthesis). This feature is particularly advantageous because it allows the driver of the vehicle to know as he wishes the estimated recharge time during which he will be forced to wait if he wants to travel with his vehicle a number of kilometers, without it having need to couple the charger CH of his vehicle to a charging point. For example, if the processing means MT receive a message indicating the acceptance of a charging time they have previously estimated, and the driver stops to couple the charger CH of his vehicle to a charging point, the processing means MT send to the first conversion means MC1 the first recharge parameters which correspond to this estimated and accepted recharge time. It will be noted that the acceptance message can be defined by the driver of the vehicle by means of the man / machine interface IN, then transmitted by the latter (IN) to the device D, via the communication network RC of the vehicle. In the opposite case, that is to say when the driver transmits to the device D, via the man / machine interface IN and the RC communication network of the vehicle, a message of refusal of an estimated charging time, the processing means MT may be arranged to estimate at least one other recharge time lower than the previous one and a corresponding number of kilometers. Then, the processing means MT can generate a new message, containing data that is representative of each new estimated recharge time and the corresponding number of kilometers. This new message can then be transmitted to the man / machine interface IN, via the communication network RC, so that the new useful data it comprises are displayed on an EA screen of the vehicle in the form of a text message and / or broadcast by vehicle loudspeakers in the form of a voice message (synthesis). The driver can then accept or reject any of the new estimated and proposed cooldowns.

It will be noted that the processing means MT can be arranged in the form of a combination of software modules and electronic circuits. They can thus be arranged in the form of a microprocessor or a microcontroller or a programmable logic circuit, such as for example an FPGA ("Field Programmable Gate Array") or an ASIC ("Application-Specific Integrated Circuit") for example, allowing reprogramming of battery characteristics when a battery is changed. But, they could also be arranged in the form of electronic circuits, or in the form of software modules (for example implanted in a vehicle computer), which, in the latter case, also allows reprogramming of battery characteristics in case of changing a battery. The invention is not limited to the control device, charger and system embodiments described above, by way of example only, but encompasses all the variants which the person skilled in the art may envisage in the art. the scope of the claims below.

Claims (14)

  1. REVENDICATIONS1. Device (D) for recharging at least first (B1) and second (B2) electric batteries of a system, rechargeable at a charging point (PC) delivering a current, characterized in that it comprises i) first conversion means (MC1) adapted to convert said delivered current into first and second currents adapted for charging in parallel respectively said first (B1) and second (B2) 1 o batteries, depending on first and second recharge parameters, respectively, and ii) processing means (MT) arranged to determine said first and second recharge parameters according to at least state of charge and storage capacity of said first (B1) and second (B2) ) electric batteries. 15
  2. 2. Device according to claim 1, characterized in that said first and second charging parameters are selected from a group comprising at least one recharge time and a recharge current.
  3. 3. Device according to one of claims 1 and 2, characterized in that each storage capacity is defined by a current value 20 through the battery (B1, B2) considered, and a voltage value at the terminals of the battery ( B1, B2), as well as possibly an operating temperature value of the battery (B1, B2) considered.
  4. 4. Device according to one of claims 1 to 3, characterized in that in the presence of a vehicle-type system, said processing means 25 (MT) are arranged to estimate a number of kilometers that can be made by said vehicle considering said first state of charge of the first battery (B1).
  5. 5. Device according to one of claims 1 to 4, characterized in that in the presence of a vehicle-type system, said processing means 30 (MT) are arranged, in case of receipt of a request requesting a recharge making it possible to carry out a selected number of kilometers, to estimate a state of charge of said first battery (B1) adapted to said selected and required number of kilometers, then to estimate at least one recharging time of said first battery (B1) suitable for allowing obtaining said estimated state of charge, and then generating a response message containing data representative of said estimated recharge time.
  6. 6. Device according to claim 5, characterized in that said processing means (MT) are arranged, upon receipt of an acceptance message of said estimated recharge time, to address to said first conversion means (MC1) of first recharge parameters corresponding to said estimated recharge time.
  7. 7. Device according to one of claims 5 and 6, characterized in that 1 o said processing means (MT) are arranged, upon receipt of a refusal message of said estimated recharge time, to estimate at least one another recharge time lower than the previous one and a corresponding number of kilometers, then to generate a new message containing data representative of each estimated new charging time 15 and the corresponding number of kilometers.
  8. 8. Device according to one of claims 1 to 7, characterized in that said first conversion means (MC1) are arranged to convert said delivered current into at least a first current suitable for charging a first battery (B1). for supplying at least one electrical member 20 operating at a high voltage.
  9. 9. Device according to one of claims 1 to 8, characterized in that said first conversion means (MC1) are arranged to convert said delivered current into at least a second current suitable for charging a second battery (B2). for supplying at least one electrical member operating at a low voltage.
  10. 10. Device according to one of claims 1 to 9, characterized in that said first conversion means (MC1) comprise first (C1) and second (C2) converters of the AC / DC type and adapted to produce respectively said first and second continuous currents. 30
  11. 11. Charger (CH) of electric batteries (B1, B2) of a system, rechargeable at a charging point (PC) delivering a current, characterized in that it comprises a control device (D) according to one of the preceding claims.
  12. 12. System comprising at least first (B1) and second (B2) electric batteries, rechargeable at a charging point (PC) delivering a current, characterized in that it comprises a charger (CH) according to the claim 11.
  13. 13. System according to claim 12, characterized in that it constitutes a vehicle.
  14. 14. System according to claim 13, characterized in that it constitutes a motor vehicle of hybrid type or all-electric type.
FR1150612A 2011-01-26 2011-01-26 Electric battery e.g. main battery, recharging controlling device for use in charger of e.g. hybrid car, has processing unit for determining recharging parameters based on charging states and storage capacities of batteries Withdrawn FR2970823A1 (en)

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FR1150612A FR2970823A1 (en) 2011-01-26 2011-01-26 Electric battery e.g. main battery, recharging controlling device for use in charger of e.g. hybrid car, has processing unit for determining recharging parameters based on charging states and storage capacities of batteries

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US20100181829A1 (en) * 2007-07-24 2010-07-22 Toyota Jidosha Kabushiki Kaisha Power supply system and electric powered vehicle including power supply system, and method for controlling power supply system
US20100217466A1 (en) * 2007-08-10 2010-08-26 Toyota Jidosha Kabushiki Kaisha Power supply system, vehicle provided with the same and control method of power supply system
EP2228882A2 (en) * 2009-03-11 2010-09-15 OMRON Automotive Electronics Co., Ltd. Charging control device and method, charging device, as well as, program

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5892346A (en) * 1995-02-27 1999-04-06 Kabushikikaisha Equos Research Vehicle
US20030006914A1 (en) * 2001-07-09 2003-01-09 Nissan Motor Co., Ltd. Information display system for vehicle
US20090277701A1 (en) * 2006-09-29 2009-11-12 Takaya Soma Hybrid vehicle and travel control method of hybrid vehicle
EP2172740A1 (en) * 2007-07-19 2010-04-07 Aisin AW Co., Ltd. Map display device, map display method, and computer readable tangible medium
US20100181829A1 (en) * 2007-07-24 2010-07-22 Toyota Jidosha Kabushiki Kaisha Power supply system and electric powered vehicle including power supply system, and method for controlling power supply system
US20100217466A1 (en) * 2007-08-10 2010-08-26 Toyota Jidosha Kabushiki Kaisha Power supply system, vehicle provided with the same and control method of power supply system
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EP2228882A2 (en) * 2009-03-11 2010-09-15 OMRON Automotive Electronics Co., Ltd. Charging control device and method, charging device, as well as, program

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