NO20200398A1 - Procedure for charging a vehicle and vehicles - Google Patents

Description

Procedure for charging a vehicle and vehicle

The invention relates to a method for charging a vehicle to carry out such a method.

In some countries, such as Norway and Belgium, there are so-called IT networks in the normal power supply network, where IT stands for Isolé Terre (French). I stands for (PE-) insulated and T for earth, the cabinet can for example be earthed, whereby for many vehicle types with a connection to an IT network this is usually not the case. It is true that the power supply network usually has a network connection for the earth wire PE, but it is not certain that this connection is low-resistance earthed.

If there is no IT network and an earth wire PE is present, this is usually connected to an electrically conductive house, and in the event of an insulation fault, the current flows from one of the active conductors over the low-resistance house to the earth wire PE. As a result, high voltages do not reach the house, and the current leads to the tripping of an earth fault switch. This corresponds to the protection scheme I according to the standard EN 61140. In the case of an IT network, due to the non-present low-resistance connection with the earth cable PE, a corresponding earthing of the house is not possible.

In the case of an intact IT network without an insulation fault, there is no voltage between the individual active conductors (LI, N and possibly L2, L3) and the earth line PE, as no connection and thus no potential relationship exists between them.

In IT networks, an insulation guard is installed, which monitors that a minimum insulation resistance is not exceeded between the active conductor and the earth wire PE. The size of the minimum insulation resistance is usually standardized in the individual countries. Insulation guard is also referred to as Disnoiter or insulation monitoring equipment.

A single fault, in which only one active conductor is faulty and a connection to the PE remains, does not lead to a failure of the power supply or to a danger to a user. However, in the event of several simultaneous insulation faults, the risk of an electric shock for the user does arise. Therefore, a repair will soon be carried out in the event of a single fault, and the user can receive information about this via the insulation guard.

DE 102016 005 732 Al, DE 10 2013 219 853 Al, US 2012/0249070 Al and US 2018/0267089 Al show insulation monitoring for IT networks of an electric vehicle.

US 2013/0258531 Al shows a device for detecting a protective earth fault in an electric vehicle, which is connected to an external power supply network.

It is therefore a task for the invention to provide a new method for charging a vehicle to carry out such a method.

The task is solved through the object in claim 1.

A method of charging a vehicle, which vehicle exhibits a vehicle's electrical installation, wherein the vehicle's electrical installation exhibits a plurality of conductors and the vehicle's electrical installation connection to an external power supply network on the conductors, a control device, a charging device, a battery and a first isolation guard, wherein the connection of the vehicle's electrical system over the charging device can be connected during a charging process with the battery, where the connection of the vehicle's electrical system and the battery are at least partially galvanically connected, and where the conductors have a first conductor and at least two other conductors, which first conductor enables the connection of an earth conductor and which other conductor can be used as an active conductor, exhibiting the following steps:

A) the control device is supplied with a first signal of the property of the external power supply network which is connected to the vehicle's electrical system connection, which supply network includes a first information, whether the external power supply network is an IT network or not;

B) if, according to the first information, the vehicle's electrical system connection is connected to an IT network, the first isolation guard during the charging process is at least partially activated.

The activation of the insulation guard is possible when connected to an external IT network and increases safety. In addition, the user of the vehicle can be informed through the vehicle about an insulation defect.

According to a preferred embodiment, the method additionally exhibits the following steps:

C) if, according to the first information, the connection of the vehicle's electrical system is not connected to an IT network, the first isolation guard is deactivated during the entire charging process. The deactivation prevents an error message. One such is not needed either, as the chassis can be earthed over the earth wire PE and therefore no danger arises.

According to a preferred embodiment, in the method through the first insulation guard, in the event of an insulation fault, a first fault signal is delivered to an alarm signal generating device.

The user is notified of the insulation fault and can then possibly bring the vehicle in for repair.

According to a preferred embodiment, in the method through the alarm signal generating device in the event of the first error signal, an acoustic or optical alarm signal is presented to inform a user. Acoustic and optical alarms are particularly effective.

According to a preferred embodiment, the first isolation guard is passively designed. Passive insulation monitoring reduces the risk of a negative impact from further insulation monitoring, which is, for example, provided in the external power supply network.

According to a preferred embodiment, the method for charging a vehicle exhibits, in which method the vehicle's electrical system exhibits a first PE monitoring device, which first PE monitoring device is therefor designed to provide the first signal with the first information of the property of the external the power supply network connected to the vehicle's electrical system connection, the step of generating the first information through the first PE monitoring device and presenting it to the control device. The PE monitoring device can provide this information in a good way and is provided in the vehicle.

According to a preferred embodiment, charging with this method is initiated by a vehicle, in which vehicle the vehicle's electrical system presents an input device for a user, in the event of a detection of a connection with an IT network with the charging process, only if the user deactivates the input device over The PE monitoring device (40). This gives the user feedback and increases security.

According to a preferred embodiment, the method for charging a vehicle shows, in which the vehicle's electrical system exhibits first protection, over which first protection at least two of the at least two other conductors for the charging process can be connected conductively or non-conductively upon interruption of the charging process. Through the protection, the vehicle can be separated from the charging source.

According to a preferred embodiment, the method additionally exhibits the following steps: Bl) If, according to the first information, the vehicle's electrical installation connection is connected to an IT network, the first isolation guard is activated, before the first protection to start the charging process is connected conductively . Through the activation, right at the start of the charging process, it is ensured that there are no insulation faults, and this increases safety.

According to a preferred embodiment, the first protection is conductively connected after the activation of the insulation guard until the start of the charging process, and the first insulation guard remains at least partially still activated after the conductive coupling of the first protection.

The activation of the first insulation guard before and after the conductive connection of the protections increases safety.

According to a preferred embodiment, before the conductive connection of the protections over the insulation guard, whether an insulation fault exists is monitored, and in the event of an insulation fault, the protections are connected non-conductive. In the event of several insulation faults, an IT network can pose a danger to a user. Therefore, it is preferably assumed as a necessary condition for the charging process with an IT network, that there are no insulation faults.

According to a preferred embodiment, the method for charging a vehicle, in which the vehicle's electrical system exhibits first protections, over which first protections at least two of the at least two other conductors for the charging process can be connected conductively or non-conductively upon termination of the charging process, in addition the following steps:

Cl) If, according to the first information, the connection of the vehicle's electrical system is not connected to an IT network, the first isolation guard is deactivated, before the first protections to the start of the charging process are connected conductively, afterwards the first protections are connected conductively, and the first the insulation guard still remains deactivated after the conductive connection of the first protections. The deactivation of the insulation monitor prevents an error message through the insulation monitor in cases where no insulation is needed.

The task is also solved through requirement 13.

A vehicle has an electrical system, which electrical system exhibits a plurality of conductors and an electrical system's connection to an external supply network on the conductors, a control device, a charging device, a battery and a first isolation guard, which the connection of the vehicle's electrical system over the charging device is connected under a charging process with the battery, where the connection of the vehicle's electrical system and the battery are at least partially galvanically connected and where the conductors exhibit a first conductor and at least two second conductors, and which vehicle is designed therefor, to carry out a method according to any of the preceding requirements.

Further details and advantageous designs of the invention result from the embodiments described below and shown in the drawings, which should in no way be seen as a limitation of the invention, as well as in the dependent claims. It shows

Fig. 1 an embodiment of a vehicle which is connected to a supply network of type IT,

Fig. 2 a supply network of type TN-C-S, and

Fig. 3 a schematic flow chart for a method to control an isolation guard.

In the following, similar or similarly acting elements are provided with the same reference signs and are usually only described once.

Fig. 1 shows on the left side the power supply network 100 and on the right side a vehicle 10 connected to the power supply network 100, in particular an electric vehicle or a hybrid vehicle, for example a passenger car or a truck.

The power supply network 100 has, for example, a distribution network 102, a customer facility 106, a protection device 113 and a supply network connection 112.

The distribution network 102 has a schematically shown transformer winding 104, for example in a transformer station. On the output side, phase LI and a neutral conductor N are connected to a customer facility 106. It is an IT network without ground wire PE. The IT network can also be made three-phase, and it can be made with or without a neutral conductor.

The customer facility 106 is designed in the form of an IT network and provides on the output side the phase LI and the neutral conductor N. There may also be a PE* connection present, which connection is however highly resistant or is absolutely not connected with an earth wire PE. Such customer facilities 106 for IT networks usually have an isolation monitor 134 with an earth connection 110, which isolation monitor 134 monitors the insulation state of the power supply network. If the value is lower than a minimum insulation resistance between one of the active conductors (here LI and N) and ground connection 110, an insulation fault is reported.

The protective device 113 is often provided by the vehicle manufacturer, to protect the vehicle 10 from damage. There are, for example, ICCPD devices (ICCPD = In Cable Control and Protective Device), which devices are designed as charging cables with integrated protection and control devices. The protection device 113 has a PE monitoring device 140, which is also referred to as a PE monitor. In addition, the protection device 113 has a control device 114 and protections 144, over which protections a separation of the active conductor LI, N and possibly of the ground line PE is possible.

On the output side, the protection device 113 is over conductors 151 (LI), 154 (N), 155 (PE*) and is preferably connected via a control line 148 with supply network connection 112. Preferably, the protection device 113 also has - not shown - cables and protections for any phases present L2 and L3.

The vehicle 10 has the vehicle's electrical system 20 with the vehicle's electrical system connection 12. The vehicle's electrical system 20 denotes the totality of the electrical components in the vehicle 10.

The supply network connection 112 is connected to the vehicle's electrical system connection 12.

The vehicle's electrical system connection 12 has conductors 51, 52, 53, 54 and 55, which conductors can be connected, for example, over the vehicle's electrical system connection 12 with LI, L2, L3, N and PE. The conductors 51 - 55 are for example connected via protections 44 with a rectifier 45, and the rectifier 45 provides on the output side an intermediate circuit with a wire 61 and a wire 62, which wires 61, 62 are connected to the battery 32 and make it possible to charge the battery 32 via the power supply network 100. The battery 32 is preferably designed as a traction battery and enables an energy supply for an electric operation of vehicle 10. The battery 32 is naturally also suitable for supplying energy to further users such as, for example, a heating device or an adjustable chassis.

A control device 23 is provided. A PE monitoring device 40 is provided on the left side of the protections 44 and connected via a cable 42 with the control device 23. The PE monitoring device 40 can thereby monitor, also in the case of non-conductive coupled protections 44, the possibly connected external power supply network 100. In the embodiment, also the PE monitoring device 140 connected via the control device 114 and the line 148, 48 with the control device 23. The control device can from the PE monitoring device 40 and/or from the PE monitoring device 140 receive a signal 28 or 128 respectively, which signals 28, 128 include information whether a IT network is present or not. This information can, for example, be a value for a measured loop resistance, or a fully assessed information about whether the network is an IT network or not.

A network identification device 64 is also provided on the left side of the protections 44 and connected via a wire 66 with the control device 23. The network identification device 32 is used to recognize the supply network 100 which is connected to the facility connection 12.

The network identification device 64 can, for example, be designed to measure voltages on the active conductors 51, 52, 53 and 54, for example against the potential of conductor 54 and/or 55. This can determine whether the power supply network 100 is single-phase or three-phase, and which phase which is connected to which of the conductors 51 - 54. The network identification device can also be designed as an input interface, which can for example receive a signal from a charging station, which signal includes information about the power supply network 100 that has been provided.

The control device 23 is connected via a control line 46 with the protections (switch) 44 and can be connected to these conductively or non-conductively.

An isolation guard 34 is provided in the vehicle's electrical system and connected via a wire 36 to the control device 23. The isolation guard 34 can also be integrated into the battery 32.

An input device 24 is connected via a wire 25 with the control device 23 and enables user input, and an alarm signal generation device 26 is connected via a wire 27 with the control device 23 and enables user output of an alarm signal, in particular an acoustic or optical alarm signal to alert a user.

The vehicle's electrical system 20 belonging to the vehicle 10 includes a charging device 30, which in turn includes it for charging necessary electrical components in the vehicle's electrical system 20. These are in particular the protections 44, rectifiers 45 and the control device 23. But the charging device 30 can also include fewer or several electrical components. Thus, for example, in the case of a configurable alternating current battery, the rectifier 45 can be omitted, and the protections 44 can be provided only outside the vehicle 10, for example in a charging station. Also the PE monitoring device 40 and the network identification device 64 can be considered as components of the charging device 30.

Mode of operation

The PE monitoring device 140 measures the loop resistance between the neutral conductor N or another active conductor and the earth connection PE, respectively PE*. Since the earth wire connection PE* of an IT network cannot, or only with high resistance, be connected to the active conductors, the PE monitoring device 140 can, for example, carry out a resistance measurement between the wires 154 and 155 and, due to the high resistance, register that an IT network is connected.

The protection device 113 has the protections 144 non-conductive connected in the initial state and if an IT network is registered, the protections 144 usually become non-conductive. The user can, however, via the control device 114 give an order to connect these conductors, despite the IT network.

Also the vehicle's electrical system 20 can now, for example via the network identification device 64 and the PE monitoring device 40, register that there is indeed a voltage on the line 51, but the PE monitoring device 40 shows that it is an IT network.

Vehicle 10 can also refuse to be charged with an IT network for safety reasons. However, this block can preferably also be bypassed through user interaction, in that the user, for example, issues a charging order via the input device 24 despite the IT network warning.

If the user in such a case starts the charging process, the external IT power supply network 100 is connected to the vehicle's electrical system 20 of the vehicle 10 through conductive coupling of the protections 44. Since the vehicle 10 itself is usually not grounded and the vehicle's electrical system 20 is therefore also an IT network, the entire network becomes an IT network despite the connection to both IT networks. Therefore, the isolation guard 34 of the vehicle's electrical system, which is particularly present in high-voltage networks, can still be activated during the charging process.

Preferably, the insulation guard 34 is already activated before the protections 44 are closed, and thus measures the insulation condition in the vehicle's electrical system to the protections 44.

The insulation guard 34 can thereby be activated before the connection to the external power supply network 100 via the protections 44, and if an IT network is connected, it can become active.

The activated insulation guard 34 can either work continuously, or carry out measurements at predetermined temporal intervals.

After conductive coupling of the protections 44, the insulation monitor 34 measures the insulation condition at the back of the distribution network 102 or in the transformer station.

The further activation of the insulation guard 34 during the charging process makes it possible, on the one hand, to display a warning for the insulation condition in the vehicle 10, particularly over the alarm signal generation device 26, and the user can be informed in a better way than over the insulation guard 134, which is, for example, located in a house. On the other hand, safety is increased, since the isolation guard 134 can fall out or can also be deactivated at the user's will.

The isolation guard 34 can remain activated until the end of the charging process and also remain activated after the end of the charging process.

There are active and passive isolation guards 34, 134.

An active insulation monitor uses a measuring voltage between at least one of the active conductors and the PE/PE* earth conductors. In the case of good insulation, this leads to no or at most a small current. In case of poor insulation, a current circuit is closed through the voltage, and a larger current flows. Active insulation monitors can detect both a symmetrical and also an asymmetrical insulation fault.

A passive insulation monitor, on the other hand, works without the use of a measuring voltage, but respective measures of other properties are used, which are affected by poor insulation. In this way, for example, the symmetry in the intermediate circuit can be considered between the voltage at the positive rail HV+ and the negative rail HV- towards the ground wire. The symmetry is affected through an asymmetric insulation fault. Symmetrical insulation faults, on the other hand, cannot be registered with such an insulation monitor.

The vehicle internal isolation guard 34 is preferably passive to reduce the risk of a disturbance of the external isolation guard 134. Alternatively or in addition, an active isolation guard 34 can also be provided, which can for example also be activated, if there is no danger of an influence of an external isolation guard 134 occurs. The in-vehicle isolation guard 34 can also be provided on the AC side of the rectifier 45.

In response to an insulation defect, an error signal can be sent over the output of the alarm signal generating device 26. But the charging process is preferably not switched off. To increase safety, the charging process can also be terminated.

Fig. 2 shows, for example, a second supply network 100, which is designed as a TN-C-S network (French: Terre Neutre Combine Séparé). In the distribution network 102 for the energy supply, the neutral conductor N and the earth conductor PE are combined into a PEN conductor. In the customer facility 106, the PEN conductor is separated into a neutral conductor N and an earth conductor PE.

The PE monitoring device 140 measures a smaller loop resistance between the conductor N and the conductor PE, since these in the customer facility 106 are connected to each other, and the protections 144 can be automatically closed through the control device 114. The measuring loop 141 is shown schematically.

In the same way, the PE monitoring device 40 of vehicle 10 (see Fig. 1) can register that a suitable ground wire PE is present, and from the control device 23 the protections 44 can automatically connect conductive.

If the isolation guard 34 of vehicle 10 in fig. 1 should still be active, it would detect an insulation fault at all active conductors 51, 54 and 55, since all of these are connected at low resistance over the distribution network 102, respectively over the customer plant 106 with the ground line PE. This is also the case with a three-phase alternating current with earth wire PE, in that this at least consists of the neutral point of the transformer as a PE potential ratio. Therefore, when connecting a supply network 100, which is not an IT network, the protections 44 are preferably deactivated before the conductive connection of the insulation guard 34, see fig. 1.

Fig. 3 shows a flow chart, which flow chart schematically shows the control impulse transmission of the isolation guard 34 and the protections 44 from fig. 1 in the preparation phase of a charging process.

The method begins at step S200 and jumps to S202. The isolation guard 34 is or is activated ("l_34 ON"). Since the vehicle's electrical system 20 is, for example, an IT network the vehicle 10 drives, the isolation guard 34 is preferably activated in the output state, especially in the case of high-voltage vehicle electrical systems.

There will be a jump after S203. There, it is checked, with the help of the PE monitoring device 40 and 140 respectively ("PE OK?"), whether the power supply network 100 which is connected to the vehicle's electrical installation connection 12 exhibits a low-resistance earth wire PE.

If yes ("Y"), there is a jump after S204. If no ("N"), there is a jump after S208.

In S204, the insulation monitor 34 is deactivated ("l_34 OFF"), since due to the functioning earth line PE it would have registered a fault due to the present earth line PE, even though a grounding of the chassis and thus protection class I is provided. In addition, through an active measurement of the insulation guard 34 activates an earth fault circuit breaker in the supply network 100. Afterwards, in S206, the protections 44 are switched conductive ("S_44 ON"), and the charging process ("LOAD") is started in S212.

In S208, a check is made whether, despite a corresponding notification by the user through the PE monitoring device 40 and 140, respectively, a user order to charge and to deactivate the PE monitoring device 40 is provided ("UI?"). If not, a jump is provided after S210, and the method ends without charging process.Through the deactivation of the PE monitoring device 40, an interruption of the charging process through the PE monitoring device 40 is prevented, and the charging process can begin.

If a user command is registered in S208, a jump is provided after S209. In step S209, it is checked whether the insulation resistance of vehicle 10 is in order, thus whether the resistance between the active conductors 51, 52, 53, 54 and the ground line PE is large enough. This control is provided via the insulation monitor 34. The insulation monitor 34 regularly forms measurement values for the insulation resistance, and the control can be provided, for example, with the last valid measurement. If the resistance is too small, for example if it is less than a predetermined limit value, the vehicle is poorly insulated and a connection with an external IT power grid can be dangerous.

Thus, if the insulation monitor 34 in step S209 has detected an insulation resistance that is too low, there is an error, and a jump is provided after S210. The charging process is not started and the procedure ends.

If, on the other hand, the insulation resistance is OK in step S209, a jump is provided after S206. The isolation guard 34 is already activated and can remain activated. If it should not be activated yet, it will be activated.

The order of the controls in S208 and S209 can also be reversed. It is also possible to carry out the method without step S208 and/or without step S209.

In S206, as described, the protections 44 are conductively connected, and in S212 charging is started.

Naturally, various modifications and embodiments are possible according to the present invention.

Claims (13)

Patent claims 1. Method for charging a vehicle (10) having the vehicle's electrical system (20), which vehicle's electrical system (20) has a plurality of conductors (51 - 55) and the vehicle's electrical system connection (12) for connection to an external supply network (100) on the conductors (51 - 55), a control device (23), a charging device (30), a battery (32) and a first isolation guard (34), with which the vehicle's electrical installation connection (12) can be connected over the charging device (30) ) during a charging process with the battery (32), where the vehicle's electrical system connection (12) and the battery (32) are at least partially galvanically connected, and where the conductors (51 - 55) exhibit a first conductor (55) and at least two second conductors (51 - 54), which first conductor (55) enables the connection of an earth wire and which second conductors (51 -54) can be used as active conductors, which method shows the following steps: A) Control device (23) is supplied to a first signal (28; 128) about property one to the external power supply network (100) which is connected to the vehicle's electrical system connection (12), which power supply network comprises a first information, whether the external power supply network is an IT network or not; B) If, according to the first information, the vehicle's electrical installation connection (12) is connected to an IT network (100), the first isolation guard (34) is activated during the charging process, at least partially. 2. Method according to claim 1, which additionally exhibits the following steps: C) If, according to the first information of the vehicle electrical system connection (12) is not connected with an IT network (100), the first isolation guard (34) is deactivated during the entire charging process. 3. Method according to claim 1 or 2, in which method in the event of an insulation fault sends a first fault signal through the first insulation guard (34) to an alarm signal generating device (26). 4. Method according to claim 3, in which method through the alarm signal generation device (26) in the event of the first error signal emits an acoustic or optical alarm signal, to inform a user. 5. Method according to any one of the preceding claims, in which method the first isolation guard (34) is passively performed. 6. A method according to any one of the preceding claims for charging a vehicle, in which method the vehicle's electrical system has a first PE monitoring device (40), which first PE monitoring device (40) is designed for that purpose, in order to provide the first signal (28) with the first information of the characteristic of the external power supply network (100) connected to the vehicle's electrical system attachment (12), and by which method the first information is provided over the first PE monitoring device (40) and outputs data to the steering device (23). 7. Method according to claim 6 for charging a vehicle, in which method the vehicle's electrical system (20) presents an input device (24) for a user, in which method in the case of a registration of a connection with an IT network (100) with charging process only starts if the user via the input device (24) deactivates the PE monitoring device (40). 8. Method according to any one of the preceding claims for charging a vehicle, in which method the vehicle's electrical system (20) exhibits first protection (44), over which first protection (44) at least two of the at least two other conductors (51 - 54) can be connected conducting for the charging process or non-conducting for interrupting the charging process. 9. Method according to claim 8, which method additionally exhibits the following steps: B1) If, according to the first information, the vehicle's electrical system connection (12) is connected to an IT network (100), the first isolation guard (34) is activated , before the first protections (44) are conductively connected to start the charging process. 10. Method according to claim 9, in which method the first protections (44) are conductively connected after the activation of the isolation guard (34) to start the charging process, and in which method the first insulation guard (34) is at least partially connected after the conductive connection of the first protections remains activated. 11. Method according to claim 9 or 10, in which method, before the conductive connection of the protections (44), the insulation guard (34) is checked to see if there is an insulation fault, and in the event of an insulation fault the protections (44) are connected non-conductively. 12. Method according to any one of the preceding claims for charging a vehicle, in which method the vehicle's electrical system (20) exhibits first protection (44), over which first protection (44) at least two of the at least two other conductors (51 - 54) can be connected conductive for the charging process or non-conductive to interrupt the charging process, which method additionally exhibits the following steps: Cl) If, according to the first information, the vehicle's electrical installation connection (12) is not connected to an IT network (100), the first isolation guard (34) is deactivated, before the first protections (44) are conductively connected to start the charging process , afterwards the first protections (44) are conductively connected, and the first insulation guard (34) remains deactivated after the conductive connection of the first protection (44). 13. Vehicle with vehicle electrical system (20), which vehicle electrical system (20) has a plurality of conductors (51 - 55) and a vehicle electrical system connection (12) for connection to an external supply network (100) on the conductors (51 - 55) ), a control device (23), a charging device (30), a battery (32) and a first isolation guard (34), which the vehicle's electrical installation connection (12) is connected via the charging device (30) during a charging process with the battery (32), where the vehicle's electrical system connection (12) and the battery (32) are at least partially galvanically connected, and where the conductors (51 - 55) have a first conductor (55) and at least two second conductors (51 - 54), which vehicle ( 10) is carried out to carry out a method according to any one of the preceding claims.