WO2015086745A1 - Système et procédé de charge électrique - Google Patents

Système et procédé de charge électrique Download PDF

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Publication number
WO2015086745A1
WO2015086745A1 PCT/EP2014/077379 EP2014077379W WO2015086745A1 WO 2015086745 A1 WO2015086745 A1 WO 2015086745A1 EP 2014077379 W EP2014077379 W EP 2014077379W WO 2015086745 A1 WO2015086745 A1 WO 2015086745A1
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WO
WIPO (PCT)
Prior art keywords
charging station
charging
vehicle
current
charger system
Prior art date
Application number
PCT/EP2014/077379
Other languages
English (en)
Inventor
Noel JORDAN
Sergiy SAFRONOV
Original Assignee
Ecosynrg Ltd
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 Ecosynrg Ltd filed Critical Ecosynrg Ltd
Publication of WO2015086745A1 publication Critical patent/WO2015086745A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/68—Off-site monitoring or control, e.g. remote control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL 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
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/12—Remote or cooperative charging

Definitions

  • the invention relates to relate to the field of electric charging of a device; and more specifically, to an electric vehicle charging station.
  • Electric charging devices are well known for charging a device from the mains electricity grid.
  • a charger system for charging a vehicle said system is connected to a mains power supply and comprising a module for monitoring the continuity of a ground conductor path coming from the power supply, passing through a charging station, extending on to the vehicle being charged and returning to the charging station.
  • the invention provides an electric vehicle charging station dynamically responding to 1. Real time safety measurements to protect the user, the vehicle, and the grid network. These safety measurements and algorithms include
  • a monitoring module for continuously monitoring the electrical continuity of a protective conductor extending from the power supply to the charging station, on to the vehicle and returning to the charging station.
  • the electrical supply circuit to the vehicle shall be opened by the charging station and the charging station is configured to report a problem to a user.
  • a grid frequency measurement module configured with a frequency response algorithm to control the charger in response to high or low frequency events in the power supply grid.
  • a grid voltage measurement module configured with a demand response algorithm to control the charger in response to high or low power demand events in the power supply grid at a local or macro level.
  • voltage measurements obtained from the voltage measurement module are analysed to verify correct cable sizes are installed in the charger system by monitoring voltage variations for various load conditions.
  • At least one current sensor configured to make one or more current measurements.
  • a measuring module for measuring one or more electrical 'loads' within a building being monitored and/or controlled by the charging station and adapted to avoid exceeding the electrical capacity of the power supply, while at the same time ensuring maximum allowable current draw by the vehicle being charged.
  • data obtained from Real time phase angle measurements, voltage measurements and current measurements are processed by a processor to calculate at least one of Power Factor, Real Power, Reactive Power, and Apparent Power.
  • a predictive maintenance module for monitoring the performance of the charging station from said data measurements and identifying faults or predict potential faults in performance in the system in real time.
  • a charger system for charging a vehicle said system is connected to a mains power supply and comprising a module for monitoring the continuity of a ground conductor path coming from the power supply, passing through a charging station, extending on to the vehicle being charged and returning to the charging station.
  • a computer program comprising program instructions for causing a computer program to carry out the above method which may be embodied on a record medium, carrier signal or read-only memory.
  • Fig. 1 illustrates a general architecture of an electricity supply grid showing a house housing a charging system according to one embodiment
  • Fig. 2 shows one aspect of the system where the frequency of the grid being measured continuously in real time
  • Fig 3 shows how the voltage of the grid being measured continuously in real time
  • Fig 4 illustrates how the current drawn through electrical circuits of the location can be monitored in real time
  • Fig 5 illustrates how ambient temperature is measured continuously using two independent sensors
  • Fig. 6 is a block diagram that illustrates a more detailed view of the charging station according to one embodiment of the invention.
  • Fig. 7 is a flow diagram illustrating exemplary operations for MVPMS performed by the charging station according to one embodiment of the invention.
  • Fig. 8 and Fig. 9 outline how the process to check 'continuity of ground wire' works, according to one embodiment of the invention.
  • Fig. 10 illustrates how the ground is monitored according to one embodiment;
  • Fig. 11 illustrates how the time delay is measured and the phase angle calculated according to one embodiment of the invention;
  • Fig. 12 illustrates how EVSE, System, and Device parameters are measured continuously, amongst other parameters, according to one embodiment of the invention.
  • Fig. 13 & 14 illustrate a number of flow charts illustrating operation.
  • the invention relates generally to an electricity transfer system based on a multivariate power management system, hereafter referred to as MVPMS, and particularly to an electricity transfer system for controlling an electric vehicle charging station and methods of providing, using, and supporting the same.
  • MVPMS provides a method and apparatus for an electrical vehicle charging system embodying electrical safety management, utility grid management, power management, load management, and time management encapsulated in one management system as described above.
  • the electrical vehicle charging system includes a charging station that is installed in a location that is used to charge electric vehicles and a number of monitors that measure, monitor, control and/or react to:
  • An electric vehicle charging station that is installed in a suitable location is coupled with a main circuit breaker in an electrical service panel (not shown), as illustrated generally in Figure 1.
  • the charging station includes as a minimum a charging point connection that couples an electric vehicle to a set of service drop power lines that provide electricity from a power grid to the location; a current control device, coupled to control the amount of electric current that can be drawn from the set of service drop power lines by the electric vehicle through the charging point connection; additional current measurement devices coupled to monitor the amount of electric current that is drawn from the set of service drop power lines by apparatus or electrical appliances in the premises; a receiver to receive energy readings from one or more current monitors that indicate an amount of current is being drawn from the set of service drop power lines; and a set of control modules to cause the current control device, as controlled by MVPMS, to control the amount of current that can be drawn by the electric vehicle through the charging point connection to avoid tripping the main circuit breaker, or adversely affecting the grid while maximising the current transfer to the vehicle.
  • the charging station can be coupled with a charging station network server (hereinafter "server”).
  • server may be coupled with the server over a Wide Area Network (WAN) such as the Internet, over a Local Area Network (LAN), and/or through a charging station gateway and/or payment station
  • WAN Wide Area Network
  • LAN Local Area Network
  • the location can include other devices or appliances which consume energy, i.e. that draw electric current from the service drop power line(s).
  • the location also includes the charging station, which is used to charge electric vehicles (e.g., the electric vehicle as shown).
  • the charging station is capable of charging electric vehicles at a faster rate than charging electric vehicles through a standard outlet.
  • the charging station can be wired to a separate circuit breaker, rated above the maximum rating of the charging station but lower than the rated ampacity of the supply cable, through the electrical circuit.
  • the charging station is plugged into an electrical receptacle which is wired to the breaker.
  • the charging station can include a set of one or more modules comprising the main board, coupled with a set of one or more modules comprising a Power board, coupled with a set of one or more modules comprising the PF board, coupled with one or more modules comprising the communications modules, coupled with various other devices comprising the charging point connection.
  • the charging point connection provides an attachment for electric vehicles to a source of electric current and allows electric vehicles to be charged (assuming that the charging point connection is energized, which will be described in greater detail later herein).
  • FIG. 2 illustrates an electric vehicle that is attached to the charging point connection by the charging cord.
  • the main board which is coupled with the charging point connection, controls the amount of current that can be drawn by an electric vehicle using a pulse width modulated signal through the charging point connection.
  • the charging station controls the amount of current that can be drawn by an electric vehicle (e.g., the electric vehicle through the charging point connection is based on:
  • the charging station determines whether to vary the current drawn, de-energize or energize the charging point connection based on the received readings (MVPMS). For example, in one embodiment, the charging station de-energizes the charging point connection in response to determining that the frequency measured as indicated by the received reading (MVPMS) exceeds a threshold (which may be configurable by the vehicle owner and/or administrative personnel). For example in another embodiment, the charging point connection is de-energized when the charging station receives the readings (MVPMS) and determines that measured voltage level is below a threshold (which may be configurable by the vehicle owner and/or administrative personnel). In another embodiment the charging station energises the charging point connection when the charging station determines the frequency measured as indicated by the received reading (MVPMS) exceeds a threshold (which may be configurable by the vehicle owner and/or administrative personnel).
  • Fig 2 shows one aspect of the system showing the frequency of the grid can be measured continuously in real time.
  • a voltage divider circuit is used to reduce the voltage from 230vac to less than 0.32vrms.
  • the signal is inputted to PIC microcontroller.
  • An ADC circuit converts the signal(C) to digital form and software algorithms filter out any unwanted noise.
  • Two consecutive positive portions of the digital waveform are analysed and stored temporarily. A point on the first positive rising waveform is selected and the time of the measurement is taken. The corresponding point on the next positive rising waveform is obtained from the stored measurements and the time difference (T) between both points is calculated.
  • Fig 3 shows how the voltage of the grid being measured continuously in real time.
  • a voltage divider circuit can be used to reduce the voltage from 230vac to less than 0.32vrms.
  • the signal is inputted to a Peripheral Interface (PIC) microcontroller.
  • PIC Peripheral Interface
  • An ADC circuit converts the signal(C) to digital form and software algorithms filter out any unwanted noise.
  • Two consecutive positive portions of the digital waveform are analysed and stored temporarily. Based on the samples stored the peak voltage amplitude is obtained and then converted into a rms value. If the supply repeatedly exceeds 254V then the Electricity supplier is legally required to take steps to rectify the situation. Rapid steps are required if the mains is a seriously high value, for example in excess of 255V as there is an increased risk of fire at thes high values.
  • Low voltages should also be avoided as in some appliances motors can burn out due to low voltage operation.
  • Fig 4 illustrates how the current drawn through electrical circuits of the location can be monitored in real time.
  • a current transformer circuit is used to sense the waveform.
  • the signal(D) is inputted to a PIC microcontroller.
  • the PIC microcontroller turns on/off multiple stages in the current transformer circuit to allow accurate measurements to be carried out over the range OA to 80A.
  • Two consecutive positive portions of the inputted waveform are analysed and stored temporarily. Based on the samples stored and which stages of the current transformer circuit is turned on the peak current amplitude is obtained and then converted into rms value. Measuring the current load (A*+A**) at all times allows for the maximum power transfer to the vehicle while also protecting the vehicle, the building cable infrastructure as software can react much quicker than other solutions.
  • Fig 5 illustrates how a phase angle between the voltage measured and the current are measured.
  • Two signals (C, D) are inputted to a PIC microcontroller.
  • An ADC circuit converts the signals to digital form and software algorithms filter out any unwanted noise.
  • the time at which both signals pass their respective zero point crossings is stored.
  • the time difference At is calculated.
  • FIG. 6 is a block diagram that illustrates a more detailed view of the charging station according to one embodiment of the invention.
  • the main board and power board includes STM processor, PIC processor, RGB circuitry, Lock circuitry, PWM circuitry, power circuitry, ext memory circuitry, buzzer circuitry, int memory circuirty, neutral weld circuitry, ground continuity circuitry, uart (x3) circuitry, iButton circuitry, spi circuitry, RTC and backup battery circuitry, contactor(x2) control circuitry, current measurement circuitry, temperature measurement circuitry, wired internet circuitry, key switch input circuitry, circuitry for ext meter, circuitry for ext timer, circuitry for monitoring contactor (x2) open or closed, RS 485 circuitry for communicating with keypads, led's, RFID, barcode reader.
  • the PF board includes frequency measurement circuitry, voltage measurement circuitry, phase angle measurement circuitry, current measurement circuitry.
  • the charging station includes STM processor, PIC processor, RGB circuitry,
  • the receiver may be a wireless receiver (e.g., ZigBee, Bluetooth, WiFi, Infrared, GPRS/GSM, CDMA, etc.) or a wired receiver (e.g., Ethernet, PLC (Power Line Communication), etc.).
  • the charging station may include multiple receivers of different types.
  • the charging station also includes a transmitter (e.g., to send notification message(s) to the user(s) of the charging station, vehicle management software, a server which stores all events, states, commands, etc in addition to being stored on ext memory within the charging station).
  • the ext memory and or the server stores data related to the charging station including data related to charging sessions (e.g., for each session a session start time, session end time, amount of current drawn, etc) as well as data related to electrical load management (e.g., data in received energy readings, present potential current draw, etc.), as well as data related to the grid (e.g. frequency, voltage, phase angle, power factor, P power, S power, Q power, including kWhrs or equivalents for each power type, both single and three phase).
  • data related to charging sessions e.g., for each session a session start time, session end time, amount of current drawn, etc
  • electrical load management e.g., data in received energy readings, present potential current draw, etc.
  • data related to the grid e.g. frequency, voltage, phase angle, power factor, P power, S power, Q power, including kWhrs or equivalents for each power type, both single and three phase.
  • the MVPMS defines the triggers and actions the charging station takes when controlling the amount of current that can be drawn by an electric vehicle through the charging point connection (e.g., whether to energize or de-energize the charging point connection, whether to adjust the maximum amount of electric current that can be drawn through the charging point connection (and the amount of that adjustment), whether to inform the electric vehicle that the maximum available current of the charging station has changed, etc.).
  • the display unit can be either a traditional display such as an 1CD screen, or a PC, or a Smart phone.
  • the display unit which is optional, displays all or part of the information stored in the form of screens or messages to the users of the charging station. For example, the display unit can display status messages including that charging has commenced, charging has completed, charging has been suspended, error message(s), etc.
  • the display e.g., a graphical user interface, a telnet interface, an interface accessible through a browser through a computing device (e.g., laptop, workstation, smart phone, etc.), etc.) allows users of the charging station to configure the charging station including MVPMS configurations. For example, the users may use the user interface to configure the MVPMS policy.
  • the charging station may also include an external energy meter (optional) which measures the amount of current flowing on the circuit through the current control device and the charging point connection.
  • the readings from the energy meter may be stored in the data store, and may be accessible by the user(s) of the charging station (e.g., through the user interfaces).
  • the charging station may also include an external timer device, in addition to its internal timer, (optional) which allows a schedule to be arranged for charging the electric vehicle.
  • FIG. 7 is a flow diagram illustrating exemplary operations for MVPMS performed by the charging station according to one embodiment of the invention.
  • the Charging Station with Multi Variate Power Management System(s) receives a continuous stream of data from an array of monitoring sensors. As no vehicle is connected the charging station is in 'stand-by' mode. Every 15 minutes (programmable) it stores all reading in the external memory and sends the data to the back office server. It is also recording and transmitting internal diagnostic readings and safety readings. This data allows for enhanced maintenance response to users of the system. Flow moves from block 7_a to block 7_b.
  • the consumer connects the electric vehicle to the charging station.
  • the charging station detects the vehicle being plugged in and records and transmits this information.
  • the charging station begins a process whereby it checks what rules, if any, are to be followed and based on these rules the charging station behaves in a specified way.
  • Fig 7 contains one example of specified rules.
  • the MVPMS rules may cause the current control device to de-energize the charging point connection to prevent the electric vehicle from drawing current through the charging point connection. It should be understood that de-energizing the charging point connection may interrupt a charging session currently in progress or may prevent a charging session from being established since de-energizing the charging point connection essentially turns off the electric supply at the charging point connection.
  • the charging station In response to de-energizing the charging point connection, the charging station transmits a charging station de-energized notification message to the server and records this event in external memory also.
  • the charging station and or the server may also send a notification message which may be a text message, an email, or other message type, which alerts the user(s) that the charging station is de-energized.
  • the MVPM system continuously receives a stream of data and based on the 'decision tree' determines what the next course of action will be.
  • the control module when allowed by MVPMS the control module causes the current control device to energize the charging point connection to allow the electric vehicle to draw current through the charging point connection.
  • Energizing the charging point connection essentially turns on the electric supply at the charging point connection.
  • the charging station responsive to energizing the charging point connection, transmits a charging station energized notification message to the user(s) of the charging station.
  • the charging station and or the server may also send a notification message which may be a text message, an email, or other message type, which alerts the user(s) that the charging station is now energised (i.e., the electric vehicle is presently drawing current through the charging station), the charging station informs the electric vehicle that charging is presently allowed and at what rate to draw current.
  • the charging station will interrupt the charging session and register a fault, and the electric vehicle ceases drawing current. This essentially suspends the charging session.
  • on-board charging circuitry e.g., control pilot circuitry
  • the charging station modulates the pilot duty cycle to indicate that charging is presently not allowed and the electric vehicle ceases charging.
  • Voltage divider circuits are used to reduce the voltage from 230vac to less than 0.425vrms respectively. Both signals are inputted separately to the PIC microcontroller.
  • An ADC circuit converts one signal(A) to digital form and software algorithms filter out any unwanted noise.
  • the second signal(B) passes through an optoisolator, is amplified and then smoothed out before being inputted to both the PIC microcontroller and the STM microcontroller.
  • the charging station is now in a status 'timer mode charging prohibited - sub mode Eth Fail'.
  • the maximum amplitude of the recurring positive sections are measured and compared to a threshold value. If the measured amplitude falls below this threshold a counter is incremented by one. If the measured amplitude is above the threshold value the counter is decremented by one. The counter cannot have a value below zero. If the counter exceeds a pre- set limit the PIC microcontroller sends a 'fail' signal to the STM controller.
  • the STM microprocessor in less than 140ms de-energises the 'safety' contactor, if energised, which opens the circuit to the electric vehicle.
  • the PIC microcontroller analyses the input signal(B). A series of samples of signal(B) are aggregated and compared to a threshold value. If the aggregated value is less than the threshold value then the PIC microcontroller opens a relay which disconnects the 230v signal from the PCB for a period of 10 minutes. The PIC microcontroller closes the relay after the ten minutes has elapsed and testing recommences with all timers and counters reset to zero. This 'ten' minute cycle can be repeated a number of times before a 'fault' condition is decided upon by the STM microcontroller if it has not received a 'pass' signal from the PIC microcontroller.
  • the STM microprocessor analyses the input from the PIC microcontroller and input signal(B) as shown in Figure 9. Upon receiving a 'fail' signal from the PIC microcontroller the STM microprocessor in less than a preset time, for examplel40ms, de-energises the 'safety' contactor, if energised, which opens the circuit to the electric vehicle. It will be appreciated that any type of suitable processor and controller can be used.
  • the STM microcontroller now begins a cyclical process which can last up to 120minutes, as an example, after which if both inputs, PIC microcontroller and signal(B), are indicating discontinuity of the ground wire then the STM microcontroller places the charging station into a 'fault' condition and de-energises the 'power' contactor, if energised. Charging is no longer possible until the integrity of the ground wire is restored and the charging station is powered off and then on again.
  • the STM receives a 'pass' signal from the PIC microcontroller and signal(B) is above the required threshold then the charging station returns to its previous status it was in before entering 'timer mode charging prohibited - sub mode Eth Fail' status.
  • the current monitors measure current flowing on the electrical circuits.
  • the current monitors measure the amount of current that is being drawn on the service drop power line(s) through the electrical circuits.
  • the current monitors are inductive couplers (or other current transformers) that are attached to the circuits, however in other embodiments the current monitors may be other devices that are suitable for monitoring current on an electrical circuit.
  • the current monitors are located within the electrical service panel and the charging station. The current monitors are located on the main supply circuit in the location and within the charging station as shown.
  • the current monitors transmit the energy readings respectively to the charging station.
  • An energy reading that is received by the charging station indicates to the charging station that an amount of current is being drawn on the service drop power lines inclusive of any current that is being drawn through the charging point connection.
  • current monitors can be placed on all or any sub-circuits within the electrical sub panel, each energy reading includes a specific amount of current draw as monitored by the corresponding current monitor, while in other embodiments the current monitors can be device/appliance specific, each energy reading includes a specific amount of current draw as monitored by the corresponding current monitor.
  • each energy reading includes a current monitor identifier that identifies the current monitor providing the energy reading.
  • the energy readings are transmitted wirelessly (e.g., through ZigBee, Bluetooth, WiFi, Infrared, GPRS/ GSM, CDMA, etc.) to the charging station, while in other embodiments the energy readings are transmitted to the charging station through a wired connection (e.g., Ethernet, RS485, PLC (Power Line Communication), etc.).
  • a wired connection e.g., Ethernet, RS485, PLC (Power Line Communication), etc.
  • the frequency 'f is a universal parameter throughout a typical supply grid indicated generally by the reference numerals 100/200/300/400/500/600 which is used as an indicator of the 'health' of the Grid.
  • the frequency f 601 of the Grid is measured 303/607 and the charging station reacts in accordance with customer/user/utility modifiable rules within a customer/user/utility specified time frame, usually less than 1 second, and store the measurement both locally and on back-office servers for analysis.
  • the charging station of the present invention react within agreed time frames to reduce the load on the Grid by interrupting the charging process/modifying the charging rate to agreed rules, thereby helping to offset the loss of generating capacity or demand prediction errors.
  • the charging station of the present invention react within agreed time frames to increase the load on the Grid by commencing the charging process/modifying the charging rate to agreed rules, helping to use up the extra generation capacity.
  • the customer/user/utility can interrupt/modify/schedule responses to Frequency Variations. This response is known as 'localised dynamic demand control' whereby the electricity consumption of our charging stations is managed is in a way that it responds to the state, or 'health' of, the grid.
  • the voltage V is a parameter which is used as an indicator of the 'health' of the local Grid Supply 301/400/500/602/700. It is affected by any load turned on/off within any of the premises supplied by the local distribution system 301.
  • the voltage V602 of the local Grid Supply such as a distribution system supplying a small number of dwellings or a business, is measured 303/607 and the charging station reacts in accordance with customer/user/utility modifiable rules within a customer/user/utility specified time frame, and store the measurement both locally and on back-office servers for analysis.
  • Electronic and electrical devices are designed to operate at a certain maximum supply voltage, and considerable damage can be caused by voltage that is higher than that for which the devices are rated.
  • the charging station of the present invention can react within agreed time frames to increase/decrease/modify the load on the local Grid by commencing the charging process/modifying the charging rate/interrupting the charging process to agreed rules.
  • the current A current drawn by all electrical devices connected to the premises Grid Supply, is measured 303 and the current , current drawn by the electric vehicle, is measured 607 and stores the measurements both locally and on back-office servers for analysis.
  • the charging station can modify in real time the maximum permissible current that can be drawn by the electric vehicle so as not to overload the premises power (fuse board) board rating and trip the main incoming MCB.
  • the charging station reacts in accordance with customer/user/utility modifiable rules within a customer/user/utility specified time frame, and stores the measurement both locally and on back-office servers for analysis.
  • the charging station reacts in accordance with customer/user/utility modifiable rules within a customer/user/utility specified time frame, and stores the measurement both locally and on back-office servers for analysis.
  • the charging station can control other devices to interrupt any overloaded circuit which has such a device fitted and the charging station reacts in accordance with customer/user/utility modifiable rules within a customer/user/utility specified time frame, and stores the measurement both locally and on back-office servers for analysis.
  • the charging station reacts in accordance with customer/user/utility modifiable rules within a customer/user/utility specified time frame, and stores the measurement both locally and on back-office servers for analysis.
  • the charging station can control other devices to interrupt any overloaded circuit which has such a device fitted and the charging station reacts in accordance with customer/user/utility modifiable rules within a customer/user/utility specified time frame, and stores the measurement both locally and on back-office servers for analysis.
  • the temperature t, within the charging station 607, can be measured by two independent sensors and the charging station reacts to limit, in accordance with customer/user/utility modifiable rules within a customer/user/utility specified time frame, the permissible current drawn by the electric vehicle so as to avoid exceeding the cable rating of cables used to supply current to the electric vehicle and stores the measurement both locally and on back-office servers for analysis.
  • the continuity of the Ground circuit E100/E101/E102/E103/E104 as outlined in Fig. 10 above is continuously monitored as per standards and the charging station reacts by interrupting the charging process/not allowing the charging process to commence if this continuity is broken or interrupted in a manner as outlined elsewhere in Figures 13 and 14.
  • the charging station stores these measurements and status changes both locally and on back-office servers for analysis.
  • Two signals(C, D) are inputted to PIC microcontroller.
  • An ADC circuit converts the signals to digital form and software algorithms filter out any unwanted noise.
  • the time at which both signals pass their respective zero point crossings is stored.
  • the time difference At is calculated.
  • the system reports each event to a remote server in addition to storing the data on external memory.
  • An event can be a change of state, such as 'standby' to 'cable connected', external command received, or an event such as 'out of limit/spec'.
  • the station reports over 65 separate pieces of information in one embodiment.
  • the system is capable of receiving external commands such as 'stop', start, modify pwm, scheduling times, etc
  • an internal device to measure the temperature within the charging station.
  • Software algorithms monitor the internal temperature of the charging station and decide whether to commence, moderate, or cease the charging process All the above software algorithms are fully integrated into the charging process.
  • the charging station is capable of bi-directional communication, using WiFi, GPRS, PLC, RS485, UART, or wired connection. It reports each event to a remote server.
  • An event can be a change of state, such as 'standby' to 'cable connected', external command received, or an event such as 'out of limit/spec'.
  • the station reports over 65 separate pieces of information.
  • the charging station continually reports to the server the status of device components such as contactors, FCT lock, key switches, buttons, backup battery, etc.
  • the charging station continually measures and reports to the server the value of system parameters such as PWM state, PWM , PWM value, cable connected size, etc
  • the charging station continually monitors the continuity of the ground conductor, both the incoming ground conductor from the premises and the continuity of the ground conductor to the electric vehicle and the return path to the charging station.
  • the ability to monitor the incoming ground is a unique feature.
  • the charging station continually checks for a 'weld' on the power contactor and will not energise the 'safety' contactor in the event of a 'weld' being detected.
  • An electric vehicle charging station which includes a battery-backed Real Time Clock.
  • An external memory to store all events of the charging process, all internal diagnostic measurements, and all external commands received.
  • An electric vehicle charging station which has fleet management capabilities such as scheduling, variable load control, load management.
  • the charging station is activated using an RFID tag, a two-way wireless communication device having an associated memory, a barcode, a QR code, and combinations thereof.
  • the charging station is activated using an iButton, a microchip housed in a stainless steel casing, an associated reader to supply power, capable of receiving and sending data.
  • the charging station is activated using a keypad.
  • the charging station is activated using a key switch.
  • the charging station is activated using a RF module.
  • the charging station is activated using a barcode reader. It will be appreciated that in the context of the present invention that the term 'vehicle' is used and should be interpreted broadly to cover any device that requires to be charged from a mains supply power network and should be interpreted as such.
  • the embodiments in the invention described with reference to the drawings comprise a computer apparatus and/or processes performed in a computer apparatus.
  • the invention also extends to computer programs, particularly computer programs stored on or in a carrier adapted to bring the invention into practice.
  • the program may be in the form of source code, object code, or a code intermediate source and object code, such as in partially compiled form or in any other form suitable for use in the implementation of the method according to the invention.
  • the carrier may comprise a storage medium such as ROM, e.g. CD ROM, or magnetic recording medium, e.g. a floppy disk or hard disk.
  • the carrier may be an electrical or optical signal which may be transmitted via an electrical or an optical cable or by radio or other means.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un système et procédé de charge d'un véhicule électrique, offrant une réponse dynamique à des mesures de sécurité en temps réel visant à protéger l'utilisateur, le véhicule et le réseau électrique.
PCT/EP2014/077379 2013-12-11 2014-12-11 Système et procédé de charge électrique WO2015086745A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB1321906.8A GB201321906D0 (en) 2013-12-11 2013-12-11 Electric charging system and method
GB1321906.8 2013-12-11

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WO2015086745A1 true WO2015086745A1 (fr) 2015-06-18

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WO2018188496A1 (fr) * 2017-04-13 2018-10-18 蔚来汽车有限公司 Procédé et dispositif pour déterminer le trajet de charge d'un véhicule de charge mobile
CN112487714A (zh) * 2020-11-26 2021-03-12 深圳供电局有限公司 一种电缆竖井火灾状态识别决策树模型的生成方法
US20230140217A1 (en) * 2021-10-31 2023-05-04 Beta Air, Llc System and method for recharging an electric vehicle
US20230133680A1 (en) * 2021-11-03 2023-05-04 Rivian Ip Holdings, Llc Controllers, systems, and methods for charging verification
CN117087478A (zh) * 2023-08-16 2023-11-21 鸿洋集团有限公司 一种充电桩充电控制系统
CN117565728A (zh) * 2024-01-17 2024-02-20 新汽有限公司 一种新能源汽车充电设备数据采集系统

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CN112578202B (zh) * 2020-11-30 2023-04-18 国网北京市电力公司 充电测试系统及电动汽车

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Publication number Priority date Publication date Assignee Title
WO2018188496A1 (fr) * 2017-04-13 2018-10-18 蔚来汽车有限公司 Procédé et dispositif pour déterminer le trajet de charge d'un véhicule de charge mobile
CN112487714A (zh) * 2020-11-26 2021-03-12 深圳供电局有限公司 一种电缆竖井火灾状态识别决策树模型的生成方法
CN112487714B (zh) * 2020-11-26 2023-12-22 深圳供电局有限公司 一种电缆竖井火灾状态识别决策树模型的生成方法
US20230140217A1 (en) * 2021-10-31 2023-05-04 Beta Air, Llc System and method for recharging an electric vehicle
US20230133680A1 (en) * 2021-11-03 2023-05-04 Rivian Ip Holdings, Llc Controllers, systems, and methods for charging verification
CN117087478A (zh) * 2023-08-16 2023-11-21 鸿洋集团有限公司 一种充电桩充电控制系统
CN117087478B (zh) * 2023-08-16 2024-04-05 鸿洋集团有限公司 一种充电桩充电控制系统
CN117565728A (zh) * 2024-01-17 2024-02-20 新汽有限公司 一种新能源汽车充电设备数据采集系统
CN117565728B (zh) * 2024-01-17 2024-03-22 新汽有限公司 一种新能源汽车充电设备数据采集系统

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