WO2019132493A1 - Dispositif de charge comprenant un module de puissance - Google Patents

Dispositif de charge comprenant un module de puissance Download PDF

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Publication number
WO2019132493A1
WO2019132493A1 PCT/KR2018/016624 KR2018016624W WO2019132493A1 WO 2019132493 A1 WO2019132493 A1 WO 2019132493A1 KR 2018016624 W KR2018016624 W KR 2018016624W WO 2019132493 A1 WO2019132493 A1 WO 2019132493A1
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WO
WIPO (PCT)
Prior art keywords
power
charging
electric vehicle
module
value
Prior art date
Application number
PCT/KR2018/016624
Other languages
English (en)
Korean (ko)
Inventor
김성두
Original Assignee
김성두
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Application filed by 김성두 filed Critical 김성두
Publication of WO2019132493A1 publication Critical patent/WO2019132493A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—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
    • 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
    • Y02T90/14—Plug-in 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

Definitions

  • the present invention relates to a charging apparatus for charging an electric vehicle moving by electric power.
  • a battery is installed in an electric vehicle (EV) or a hybrid vehicle, and a battery management system (BMS) is installed as a battery control system.
  • EV electric vehicle
  • BMS battery management system
  • the present invention provides a charging device capable of managing surplus electric power generated in a process of protecting an electric car during charging of an electric car.
  • the charging device of the present invention includes a power module that supplies a charging power directly input to an electric vehicle and a power module that includes a controller that controls the power module, And the power unit may supply the electric power to the electric vehicle by lowering the charging power by a surplus electric power generated due to a difference between the contract power value and the protection electric power value.
  • the charging device of the present invention can directly manage surplus electric power instead of delegating the surplus electric power generated in the process of protecting the electric car during charging of the electric car to the electric car.
  • surplus power is directly managed by the charging device, surplus power itself may not be provided to the electric vehicle.
  • the burden on the electric vehicle that needs to deal with unnecessary surplus electric power is alleviated, and the electric vehicle can be prevented from being damaged by the surplus electric power.
  • the charging device of the present invention can lower the power value of the charging power so that no surplus power is generated at all. As a result, unnecessary power dissipation can be prevented.
  • the charging apparatus of the present invention there is a margin for turning unnecessary generated surplus power to another node, so that the charging start time of another electric vehicle waiting for the next charging can be advanced by using surplus electric power.
  • the charging device of the present invention can compensate for the damage of the user due to the surplus electric power caused in the protection of the electric car.
  • the charging device of the present invention may include a power module and a separate kiosk.
  • the number of kiosks for the power module can be freely expanded through a plurality of connection terminals provided in the power module.
  • a power module can be disposed in a room shielded from sunlight or the like or equipped with an air conditioning facility, so that a malfunction of the power module due to a rise in temperature or the like can be reduced.
  • the kiosk facing the electric car can perform only the function of supplying the electric power provided from the power module to the electric vehicle without performing the electric power function to convert electric power at all. Accordingly, since the kiosk is formed in a very simple configuration, there is an advantage that it is very easy to add / delete the kiosk to / from the power module.
  • a kiosk that is simple and has various additional functions can be provided since no electric power is required for the kiosk.
  • an all-in-one kiosk provided with a plurality of kinds of outlets can be provided.
  • the charging device of the present invention includes the ESS module in which the reserve power is stored, it is possible to normally charge the electric vehicle even when an abnormality occurs in the commercial power supply.
  • FIG. 1 is a schematic view showing a charging apparatus of the present invention.
  • 2 is a graph showing an operation mode of the power unit.
  • FIG. 3 is a schematic view showing a receptacle portion of a kiosk
  • FIG. 4 is a schematic view showing a power portion.
  • FIG. 1 is a schematic view showing a charging apparatus of the present invention.
  • the charging device shown in FIG. 1 may include a power module 110, a kiosk 130, and an ESS module 210.
  • the power module 110 can supply the charging power directly input to the electric vehicle 90.
  • the power module 110 may convert the AC power corresponding to the commercial power provided from the external power source of the power supplier into the charging power directly input to the electric vehicle 90.
  • the electric vehicle 90 may include a hybrid vehicle that moves the vehicle using an electric vehicle, which is purely a motor only, and an engine and a motor.
  • the kiosk 130 may be separate from the power module 110.
  • the kiosk 130 may be provided with a power line 180 connected to the power module 110 and a vehicle line 190 connected to the electric vehicle 90.
  • the power line 180 and the vehicle line 190 may comprise cables provided with conductive leads surrounded by an insulator.
  • the kiosk 130 Since the kiosk 130 is disposed at a position facing the vehicle, the kiosk 130 can be installed outdoors in sunlight.
  • the power module 110 which is detachable from the kiosk 130, may be disposed in a room isolated from the outside. It is easy to install an air conditioning system that cools the power module 110 through a limited space in the room. As a result, since the efficiency reduction of the power module 110 due to the temperature rise is prevented, the power consumption of the power module 110 can also be reduced. In addition, a safety accident of the user due to access by the user can be prevented.
  • the power line 180 allows the kiosk 130 to be electrically connected to the power module 110.
  • the kiosk 130 can be electrically connected to the electric vehicle 90 by the vehicle line 190.
  • the power module 110 and the electric vehicle 90 can be electrically connected by the power line 180 and the vehicle line 190.
  • the kiosks 130 may be connected to one power module 110 in a plurality of ways.
  • the kiosk 130 may receive charging power from the power module 110 through the power line 180 and may deliver the charging power to the electric vehicle 90 through the vehicle line 190.
  • the power module 110 may be provided with a plurality of connection terminals 115 to which the power line 180 is detachably connected.
  • the number of kiosks 130 connected to the power module 110 through the plurality of connection terminals 115 can be increased.
  • the power module 110 may include a power unit 111 for supplying charging power directly input to the electric vehicle 90 and a control unit 113 for controlling the power unit 111.
  • the power unit 111 can convert the commercial AC power obtained through the commercial line 170 into the charging power required by the electric vehicle 90.
  • the control unit 113 can grasp the difference between the contract power value set to be supplied to the electric car 90 and the protection electric power value for protecting the electric vehicle 90.
  • the power unit 111 can supply the electric power to the electric vehicle 90 with the charge power reduced by the surplus electric power k generated due to the difference between the contract power value and the protection electric power value.
  • the electric power unit 111 can charge the electric vehicle 90 in one of a plurality of charging modes.
  • the power unit 111 can operate in accordance with the selected charging mode.
  • the power unit 111 may operate in one of a rapid mode, a medium speed mode, and a slow mode according to a user's selection.
  • the power unit 111 can basically supply the charging power according to the contracted power value of the operation mode selected by the user.
  • the contract power value of the medium speed mode is higher than the contract power value of the smooth mode and the contract power value of the rapid mode may be higher than the contract power value of the medium speed mode.
  • FIG. 2 is a graph showing an operation mode of the power unit 111. As shown in FIG.
  • a contract power value matched to the charging mode can be set.
  • the rapid mode may be a charging mode in which the electric vehicle 90 is charged at 50 kW.
  • the contracted power value of the rapid mode may be 50 kW set in the rapid mode.
  • the medium speed mode may be a charging mode in which the electric vehicle 90 is charged at 30 kW. At this time, 30 kW set in the medium speed mode may be the contract power value in the medium speed mode.
  • the slow mode may be a charging mode in which the electric vehicle 90 is charged at 7 to 20 kW. At this time, 7 to 20 kW set in the slow mode may be the contract power value of the slow mode.
  • the power unit 111 can charge the battery of the electric vehicle 90 at 50 kW corresponding to the contracted power value of the rapid mode.
  • the electric car 90 being charged in the rapid mode is likely to be continuously charged with the contracted power value of 50 kW up to the charge amount set by the user, for example, 100% charge amount, but the reality is different.
  • the electric vehicle 90 may be provided with a battery management system (BMS) for protecting and managing the battery.
  • BMS battery management system
  • the BMS can lower the power input to the battery of the electric vehicle 90 to a predetermined protection power value when the charged amount of the battery satisfies the preset value, in order to prevent the temperature of the battery from increasing, deteriorating, and preventing explosion.
  • the charging power of the contracted power value is input directly from the power module 110, and the BMS can lower the power value of the charging power to the protection power value.
  • the surplus power k generated due to the difference between the contract power value and the protection power value may be wasted.
  • the charging power of the contracted power value can be directly applied to the battery, and there is a risk of battery damage.
  • the power module 110 can provide the charging power lowered to the protection power value in accordance with the state of the battery.
  • the charging power at the power module 110 itself is lowered to the protection power value, and the charging power of the protection power value can be provided to the electric car 90.
  • the control unit 113 can communicate with the electric vehicle 90 to grasp the protection power value or to determine the protection point at which the protection power value is required.
  • a vehicle signal line connecting the electric vehicle 90 and the kiosk 130 and a power signal line connecting the kiosk 130 and the power module 110 may be provided.
  • the vehicle signal line may be installed in the vehicle line 190 or may be formed integrally with the vehicle line 190.
  • the power signal line may be installed in the power line 180 or may be integrally formed in the power line 180.
  • a power line communication network can be used.
  • the control unit 113 can communicate with the electric vehicle 90 through the vehicle signal line and the electric power signal line.
  • the control unit 113 can acquire the battery-related information of the electric vehicle 90 through the communication with the electric vehicle 90, specifically, the BMS.
  • the control unit 113 can grasp the protection time and the protection power value of the electric vehicle 90 through analysis of the battery-related information.
  • the power unit 111 can adjust the charging power to one of the contracted power value and the protection power value according to the battery related information.
  • the power unit 111 can basically set the charging power to the contract power value.
  • the power unit 111 can lower the charging power to the protection power value when the charged amount of the battery satisfies the set value.
  • the power unit 111 can supply the charging electric power of the contract power value to the electric vehicle 90.
  • the power unit 111 can reduce the charging power to the protection power value in accordance with the protection time.
  • the power unit 111 may lower the charging power of the contracted power value to the protection power value, for example, by adjusting the current value.
  • the power unit 111 can supply 120 A of current to the electric vehicle 90 to satisfy the contracted power value.
  • the control unit 113 which grasps the fact through communication with the electric vehicle 90, calculates the charging electric power To the electric vehicle (90).
  • the surplus power k corresponding to the difference between the contract power value and the protection power value is not provided to the electric car 90, the burden on the electric vehicle 90 that processes the surplus electric power k is reduced and the surplus electric power k The damage of the battery due to the supply of the battery can be prevented.
  • the surplus electric power k itself is not produced in the position of the electric power module 110, unnecessary commercial electric power is not used. Further, the surplus electric power k can be supplied to another electric car 90 waiting for charging as required.
  • the power module 110 may be connected to a plurality of nodes using charge power.
  • the node may include another kiosk 130 electrically connected to power module 110, other electrical consumer products, and the like.
  • the control unit 113 can grasp a specific node requiring a surplus power k among a plurality of nodes.
  • the power section 111 can generate a power greater than the protection power value. For example, the power unit 111 can generate the power satisfying the contracted power value as it is, even if the power unit 111 goes into the protection mode that provides the charging power of the protection contract value to the charging vehicle.
  • the power section 111 can supply part of the generated power to the electric car 90 as charging power and supply the remaining power to the specific node as the surplus power.
  • the power unit 111 which is supplying 120A to the specific electric vehicle 90 according to the contract power value, can reduce 120A to 60A according to the demand of the specific electric vehicle 90. [ At this time, the remaining 60A related to the surplus power among 120A may not be produced. If there are other nodes requiring redundant power, the power unit 111 may supply at least some of the remaining 60A associated with the surplus power to another node.
  • the charging amount of the battery from the initial charging time of the electric vehicle 90 may be a state in which the set value is satisfied.
  • the charging power of the protection power value can be supplied to the electric car 90 from the beginning of charging.
  • the control unit 113 may generate a notification signal indicating that the vehicle is to be charged with the protection power value, and may transmit the notification signal to the kiosk 130.
  • the user who has confirmed the notification signal through the kiosk 130 can change the charging mode to the middle-speed mode or the slow-speed mode.
  • the charge time of the electric vehicle 90 is 30 minutes and 19 seconds in the rapid mode in which 120A is supplied.
  • This charge time is 33 minutes and 48 seconds. In this case, it is inevitable that the loss of the user who has selected the rapid mode at an expense of cost is increased.
  • the commercial power consumed in the power module 110 corresponds to the contracted power value, There is no way to do it.
  • the power module 110 does not consume the commercial power as much as the redundant power, or provides the redundant power to the other node, thereby generating a profit on the power module 110 side.
  • control unit 113 can reduce the cost due to the surplus power among the charging charges paid by the user.
  • the power unit 111 since the power unit 111 is provided in the power module 110, the power unit 111 does not need to be provided in the kiosk 130. As a result, the space utilization as much as the power unit 111 is generated, so that the kiosk 130 can be lightened or the appearance design can be improved. In addition, various additional functions can be provided to the kiosk 130.
  • the receptacle 150 may be provided on the kiosk 130 to receive the plug unit.
  • a charging gun 191 connected to the charging end of the electric vehicle 90 may be formed.
  • a plug portion to be detached from the receptacle 150 of the kiosk 130 may be provided at the other end of the vehicle line 190.
  • the vehicle line 190 may be replaceable with respect to the kiosk 130 by the plug portion. As a result, there is an advantage that the vehicle line 190 can be adaptively changed depending on the type of vehicle.
  • FIG. 3 is a schematic view showing the receptacle 150 of the kiosk 130. Fig.
  • the receptacle 150 may be provided with a signal outlet, a commercial power outlet 151, an outlet 153 for a slow charging charger, and a DC power outlet 155.
  • the commercial power outlet 151 corresponds to the plug-in hybrid vehicle, and 220V commercial power can be output.
  • the outlet 153 for the slow charger is designed to correspond to the 7 kW slow charger and can output 7 kW alternating current.
  • the 7 kW AC power is input to the electric vehicle 90 and can be converted to DC power in the electric vehicle 90.
  • the DC power outlet 155 outputs DC power, and the charging power of the contract power value set in accordance with the rapid mode, the medium speed mode, and the continuous mode can be output.
  • the signal outlet is installed together with the DC power outlet 155 and can be electrically connected to the vehicle signal line.
  • the control unit 113 is electrically connected to the signal outlet, and can communicate with the electric vehicle 90 through the signal outlet.
  • the power section 111 can supply the commercial AC power to the commercial power outlet 151. [ The power section 111 can supply AC power for the slow charging device to the socket 153 for the slow charging device. The power section 111 may provide DC charging power to the DC power outlet 155.
  • the receptacle 150 may be provided with an indicator light 159 indicating the current state of the receptacle 150 through the color.
  • the indicator lamp 159 may be turned off in the absence of the electric vehicle 90 connected to the receptacle 150.
  • the indicator 159 may be displayed in a different color depending on the type of the receptacle electrically connected to the electric vehicle 90. [ While the electric vehicle 90 is electrically connected to the DC power outlet 155, the indicator lamp 159 may be displayed in a different color depending on the charging mode.
  • the DC power outlet 155 may be covered by the normally-charged gun 191.
  • the commercial power outlet 151 and the outlet 153 for the slow charging charger can be exposed to the outside.
  • the receptacle 150 may be provided with a cover 157 for covering the commercial power outlet 151 and the socket 153 for the slow charging charger.
  • the cover 157 may be hinged to be rotatable relative to the kiosk 130.
  • FIG. 4 is a schematic diagram showing the power section 111. Fig.
  • An ESS (Energy Storage System) module is coupled to the power module 110 and may store the reserve power provided to the electric vehicle 90.
  • the reserve power may be converted to charging power by the power module 110 and then provided to the electric car 90 through the kiosk 130.
  • the power unit 111 may include a first conversion unit 117 that converts AC power input from the outside into primary DC power and a second conversion unit 118 that converts primary DC power into charging power .
  • the first conversion section 117 may include an AD / DC converter.
  • the primary DC power output from the first converter 117 may have the magnitude of the first voltage.
  • the second conversion unit 118 may include a DC / DC converter.
  • the first voltage of the primary DC power may be different from the second voltage required by the electric vehicle 90.
  • the primary DC power can be converted into the charging power corresponding to the secondary DC power having the magnitude of the second voltage by the second converter 118.
  • the ESS module 210 may store the primary DC power.
  • the ESS module 210 may provide the first DC power stored in advance to the second converter 118 under the control of the controller 113.
  • control unit 113 can charge the battery (not shown) provided in the ESS module 210 using the AC commercial power at a time when the electricity bill is low. Then, the electric vehicle 90 can be charged with the spare electric power stored in the ESS module 210 in a time period in which electricity charges are high, that is, a so-called peak time.
  • the control unit 113 may control the charging module or the ESS module 210 so that the electric vehicle 90 is charged with the standby power instead of the commercial power at the peak time. According to this, the burden on the electric power supplier can be reduced, and the burden of electric charges of the charging device provider can be alleviated.
  • the ESS module 210 may store power other than the primary DC power.
  • the charging device of the present invention may include an energy module 230 for producing renewable energy.
  • New and renewable energy can include electric energy produced by solar, wind, hydro, and so on.
  • the energy module 230 includes a solar panel that generates new and renewable energy using solar light, a wind turbine that generates new and renewable energy using wind turbine, a hydro generator that generates new and renewable energy using hydro turbine, and the like . ≪ / RTI >
  • the ESS module 210 may store renewable energy produced from the energy module as reserve power.
  • the voltage value or the current value of the renewable energy stored in the ESS module 210 may be different from that required by the electric car 90.
  • the ESS module 210 can provide the previously stored new and renewable energy to the second conversion unit 118 under the control of the control unit 113 so that the previously stored new and renewable energy can be normally supplied to the electric vehicle 90.
  • the ESS module 210 can reduce the amount of power supplied to the second conversion unit 118 by the amount of power corresponding to the surplus power in order to reduce the surplus power when the surplus power is generated.
  • the control unit 113 may control the power unit 111 or the ESS module 210. [ The control unit 113 can selectively provide the AC electric power or the reserve electric power to the electric vehicle 90. [
  • a plurality of kiosks 130 assigned to each set number of electric cars 90 may be connected to the power module 110 to simultaneously charge the plurality of electric cars 90.
  • the power module 110 When there are a plurality of kiosks 130 to provide charging power, there is a possibility that the available charging power is insufficient. In addition, it is necessary to establish a policy to supply the electric power of the ESS module 210 to the electric car 90.
  • the control unit 113 may appropriately control the power module 110 and the ESS module 210 so that the power, the module, the plurality of kiosks 130, and the ESS module 210 are normally operated according to the business policy.
  • control unit 113 may control the power module 110 to be one of a first power mode, a second power mode, and a third power mode.
  • the first power mode may be a control mode that provides the AC power supplied from the power supplier only to the electric vehicle 90.
  • the power unit 111 can convert the entire input commercial AC power into the charging power and provide it to the electric vehicle 90.
  • the second power mode may be a control mode that provides AC power to the electric vehicle 90 and the ESS module 210 together.
  • the third power mode may be a control mode for interrupting the AC power input to the power module 110.
  • the controller 113 may control the ESS module 210 to one of a first ESS mode and a second ESS mode.
  • the first ESS mode may be a control mode that provides reserve electric power to the electric car 90.
  • the second ESS mode may be a control mode for interrupting the supply of the reserve electric power to the electric vehicle 90.
  • the controller 113 may apply the first ESS mode only in the first power mode or the third power mode so that the power module 110 and the ESS module 210 operate normally.
  • control unit 113 may apply the third power mode and the first ESS mode when the total charge power required by the plurality of kiosks 130 is less than the preset allowable value.
  • alternating-current power is not provided to the electric vehicle 90, and only spare electric power stored in the ESS module 210 can be provided to the electric vehicle 90.
  • the controller 113 may apply the first power mode and the first ESS mode together when the total charge power required by the plurality of kiosks 130 is equal to or greater than the allowable value. If the total charging power is more than the allowable value, the total charging power can not be satisfied only by the AC power, or the total charging power can be satisfied only by the reserve power. At this time, if the first power mode and the first ESS mode are applied together, both the AC power and the reserve power can be used for charging the electric vehicle 90. Therefore, the total charging power exceeding the allowable value can be satisfied, and a plurality of electric cars 90 connected to the plurality of kiosks 130 can be charged at the same time.

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

Abstract

Un dispositif de charge de la présente invention comprend un module de puissance, qui comprend une unité d'alimentation pour fournir une puissance de charge à introduire directement dans un véhicule électrique et une unité de commande pour commander l'unité d'alimentation, l'unité de commande pouvant identifier la différence entre une valeur de puissance contractuelle, ayant été définie pour être fournie au véhicule électrique, et une valeur de puissance de protection pour protéger le véhicule électrique, et l'unité d'alimentation réduit la puissance de charge par rapport à la quantité d'énergie excédentaire générée par la différence entre la valeur de puissance contractuelle et la valeur de puissance de protection de manière à pouvoir fournir celle-ci au véhicule électrique.
PCT/KR2018/016624 2017-12-26 2018-12-26 Dispositif de charge comprenant un module de puissance WO2019132493A1 (fr)

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