WO2022194596A1 - Procédé pour faire fonctionner une station de charge et station de charge - Google Patents

Procédé pour faire fonctionner une station de charge et station de charge Download PDF

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Publication number
WO2022194596A1
WO2022194596A1 PCT/EP2022/055738 EP2022055738W WO2022194596A1 WO 2022194596 A1 WO2022194596 A1 WO 2022194596A1 EP 2022055738 W EP2022055738 W EP 2022055738W WO 2022194596 A1 WO2022194596 A1 WO 2022194596A1
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WO
WIPO (PCT)
Prior art keywords
switching element
power switching
charging station
voltage
power
Prior art date
Application number
PCT/EP2022/055738
Other languages
German (de)
English (en)
Inventor
Gernot Preisinger
Original Assignee
KEBA Energy Automation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by KEBA Energy Automation GmbH filed Critical KEBA Energy Automation GmbH
Priority to EP22713873.2A priority Critical patent/EP4175846A1/fr
Publication of WO2022194596A1 publication Critical patent/WO2022194596A1/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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • 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
    • B60L2210/10—DC to DC converters
    • 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
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current

Definitions

  • the invention relates to a method for operating a charging station for charging an energy store of an electric vehicle and a corresponding charging station.
  • the present technical field relates to a charging station or charging connection device for charging an energy store of an electric vehicle.
  • the applicant's European patent EP 2 882 607 B1 describes a charging station for electric vehicles, with at least one input interface for feeding electrical energy from a stationary power supply network into the charging station, with a connection socket for connecting a charging plug of an electric vehicle for controlled delivery of electrical energy to the electric vehicle, with a plurality of electrotechnical components, comprising an electronic control device for switching, measuring or monitoring the electrical energy consumed and/or emitted, and with a housing enclosing the electrotechnical components.
  • two elements for interrupting a current flow are often connected in series in the current path between the mains and the load. This enables single-fault-safe shutdown of the energy flow in the event of a fault.
  • One of the two elements is designed in particular as an electromagnetic switching element, which opens reliably when the control voltage of the switching element is lost. The entire charging power is transmitted via this switching element and if a fault occurs, it must open within the times required by the standard, for example within 20 ms after the occurrence of the fault error. Within this time, the error must first be detected and then the shutdown must be initiated. For example, only 10 ms remain for the switch-off process itself.
  • the task is solved by a method with the features of claim 1 and by a charging station with the features of claim 13 ge.
  • a method for operating a charging station for charging an energy store of an electric vehicle with electrical energy has a first electrically controllable power switching element and a second electrically controllable power switching element.
  • the first power switching element is an electromagnetic switching of the power switching element.
  • Each of the power switching elements has a non-conductive switching state in which no current can flow and a conductive switching state in which current can flow, each of the power switching elements being configured to interrupt a flow of energy through the charging station to the electric vehicle or vice versa is.
  • the method comprises the steps: a) activating an electromagnetic drive of the first power switching element with a pick-up voltage in order to bring the first power switching element from the non-conductive switching state into the conducting switching state, b) activating the electromagnetic drive of the first power switching element with a holding voltage that is reduced compared to the pull-in voltage after the first power switching element is in the conducting switching state, and c) driving the second power switching element in order to bring the second power switching element from the non-conducting switching state to the conducting switching state after a current flow through the electromagnetic table Driving the first power switching element reaches or falls below a certain threshold value.
  • This method has the advantage that the first power switching element is already being driven with a reduced holding current due to the reduced holding voltage at the time when the second power switching element is brought into the conducting switching state and can therefore be switched off more quickly. Since energy can only flow through the charging station when the second power switching element is conductive, in the event of a fault occurring immediately afterwards, such as a short circuit or a ground fault in the vehicle to be charged or the like, the first power switching element can be switched off more quickly than it is possible without this procedure. This increases the operational safety of the charging station.
  • power switching element is understood in particular to mean that switches are involved that can switch an electrical load on or off.
  • the conductive state which can also be referred to as the switched-on state
  • electrical power can flow through the switching element, which can range from a few watts to several kilowatts, for example up to 500 kW. This is to be seen in contrast to pure signal switches, which are only suitable for switching signals whose electrical power is well below one watt.
  • electrically controllable power switching element is understood, for example, as a switching element that can be switched via a corresponding electrical control or control circuit.
  • electrically controllable switching elements are electromechanical relays and electronic switches, which can also be referred to as semiconductor relays.
  • electromagnetically switching power switching element is understood to mean, for example, a relay or a contactor which has a mechanical actuating element which can be actuated by a magnetic field that can be generated by an electromagnet, in particular a coil.
  • the actuating element When the actuating element is actuated, it closes the switchable contacts so that the relay or contactor is switched on.
  • the actuating element can also be referred to as an armature and the switchable contacts can also be referred to as working contacts.
  • the working contacts are separated from one another by a gap, the size of the gap depending on the maximum operating voltage that is applied to the working contacts and the required current breaking capacity of the switching element is determined.
  • the electromagnetic drive of the first power switching element is formed in particular by a special coil.
  • a voltage is applied to the coil, ie the coil is driven with a voltage, a current begins to flow through the coil.
  • a magnetic field results from the current flow, whereby the current flow through the coil is initially delayed because the electrical energy is required to build up the magnetic field.
  • U(t) stands for the voltage at time t
  • L for the inductance of the coil
  • l(t) for the current at time t
  • d/dt is the differential quotient (derivative) of the reference variable (here the current l(t) ) after the time.
  • equations can be derived, which can then be somewhat more complex.
  • a coil of an electromagnetic switching element there can also be a reaction on the coil current during the movement of the armature, for example a brief dip when closing or an increase when opening.
  • Such transient processes can only be described as models and approximately using closed formulas; for reasons of clarity, they will not be discussed further here.
  • the amount of current flow (and thus also the strength of the magnetic field) after all transient processes have subsided depends in particular on the control voltage and the electrical resistance of the control circuit.
  • the magnetic field of the coil causes an attractive force on the armature, so that it is actuated and thus closes the normally open contacts.
  • the electromagnetic drive is initially controlled with the pull-in voltage.
  • the pull-in voltage is set in such a way that the resulting pull-in current and the magnetic field that builds up are large enough to also move the armature Open armature air gap and unfavorable conditions, such as increased me chanical resistance when switching or the like, tighten and operate with it.
  • the control voltage can be reduced. Reaching the stable operating state in this sense can be ensured, for example, by waiting for a predetermined time interval and/or by a suitable sensor system that detects, for example, a coil current and/or a force transmitted by the armature. It should be noted that, according to the invention, no energy can yet flow through the charging station at this point in time, since the second power switching element is still in the non-conductive state.
  • the control voltage can be reduced from the pull-in voltage to the holding voltage. This reduction means that the current flow through the electromagnetic drive is also reduced. According to Lenz's law, the current does not drop immediately after the reduction, but the energy stored in the magnetic field causes the current to drop only slowly. After a certain time, the current has then dropped to a value determined by the holding voltage, the holding current.
  • the holding voltage is determined in such a way that the resulting holding current has a value at which the armature is held securely by the magnetic field on the one hand, but can also switch (open) much faster on the other hand than based on the pull-in voltage and the corresponding pull-in current.
  • the certain threshold value is determined as another value from an interval between the pull-in current and the holding current.
  • the threshold value particularly preferably corresponds to a current which is slightly higher than the holding current corresponding to the holding voltage, for example a current which is 10% higher. This selection of the threshold value allows the first power switching element to be switched off more quickly when the second power switching element is switched on than when the second power switching element is switched to the conductive state earlier, in particular at the same time or even before the first power switching element.
  • the pull-in voltage and/or the holding voltage can be generated or provided in the form of a PWM signal (PWM: pulse width modulation), with the average value over time being dependent on the duty ratio and the voltage levels (upper and lower voltage levels) of the PWM signal depends.
  • PWM pulse width modulation
  • the voltage level of a PWM signal for the pull-in voltage and a PWM signal for the holding voltage can be the same, with the difference between the two voltages being realized by a different duty cycle.
  • the energy store can also be used as an energy buffer, with electrical energy from the energy store being able to be fed into the energy supply network via the charging station. This can contribute to a more stable energy supply network.
  • this further comprises the step of switching off the holding voltage for the first power switching element in order to bring the first power switching element into the non-conductive switching state when a fault state is detected by the charging station.
  • the error status relates to the charging of the energy storage device by the charging station.
  • the error condition includes, for example, a fault current, an overcurrent, an overvoltage, an increased temperature or the like.
  • the fault condition can also include the omission of a safety-related release condition for the flow of energy through the charging station. Such a fault condition can occur in the charging station itself, but it can also affect the charging cable, the energy store to be charged or the electric vehicle, or the power grid to which the charging station is connected.
  • the detection of the error state by the charging station can include receiving a corresponding signal from a unit that is external to the charging station.
  • the external unit is, for example, a safety device of the electric vehicle. This means that the error condition is not necessarily detected by a component of the charging station.
  • the charging station includes safety-relevant devices, such as fuses, current and/or voltage measuring devices and the like, which can be set up to detect the error state.
  • safety-relevant devices such as fuses, current and/or voltage measuring devices and the like, which can be set up to detect the error state.
  • step c) is carried out after a predetermined period of time has elapsed after step b) has been carried out.
  • the predetermined period of time is determined in particular as a function of parameters of the first power switching element used.
  • the predetermined period of time can be determined as a function of a time constant that is characteristic of the first power switching element, which is a temporal relationship between the control voltage and the control current of the electromagnetic drive.
  • a time constant that is characteristic of the first power switching element, which is a temporal relationship between the control voltage and the control current of the electromagnetic drive.
  • An example of the characteristic time constant is the L/R factor for a circuit in which a coil with inductance L is connected in series with a resistance R, as already explained above with reference to equation (2).
  • This embodiment is advantageous since an explicit measurement of the drive current can be dispensed with.
  • this also includes:
  • Method step c) is carried out in particular only when the comparison shows that the detected current flow is less than or equal to the specific threshold value and/or that the detected rate of change is less than or equal to the specific threshold value for the rate of change over time.
  • the threshold value for the current flow is determined in particular on the basis of the holding current IH, which flows through the electromagnetic drive when it is driven with the holding voltage and after all dynamic processes have subsided.
  • the determined threshold may be slightly above the holding current, for example the threshold may be between 100% - 150% of the holding current test currents amount. In particular, the threshold is determined as 101% - 115% of IH.
  • the rate of change is a current change/unit of time (dl(t)/dt) and has, for example, the physical dimension current/time.
  • the rate of change is an indication of whether the electromagnetic drive circuit has approached a steady state condition or how advanced this approach is. For example, the rate of change assumes a high value immediately after reduction to the withstand voltage and then falls from the high value to zero. If the rate of change is zero, then the system is in the steady state in which the holding current corresponding to the holding voltage flows through the electromagnetic drive. At this point in time, the additional energy stored in the magnetic field has been dissipated.
  • the determined threshold for the rate of change is preferably between zero and 50% of a maximum value for the rate of change, in particular the threshold is l/exp(l) of the maximum value.
  • the maximum value is understood to mean in particular the value of the rate of change directly after switching from the pull-in voltage to the holding voltage.
  • the maximum value for the rate of change can be determined, in particular experimentally, for a specific power switching element with specific operating parameters. However, the maximum value of the rate of change can also be determined theoretically based on the physical relationships.
  • the second power switching element can be enabled to enable method step c) as a function of the comparison.
  • a safety controller can be provided, which can prevent the second power switching element from switching from the non-conducting state to the conducting state. This can be done, for example, by means of an & gate, one input of which is controlled by the safety controller depending on the comparison.
  • the first power switching element and the second power switching element are connected in series with respect to the energy flow to the electric vehicle.
  • the first power switching element and the second power switching element are directly connected to one another in the charging station.
  • At least one other electrical and/or electronic component of the charging station is connected between the first power switching element and the second power switching element.
  • the interposed component includes all possible types of components such as filters, coils, capacitors, semiconductor components such as diodes, current and/or voltage measuring arrangements, current and/or voltage converters and the like.
  • the first power switching element is on the input side of the charging station and the second power switching element is on the output side of the charging station. tion arranged, or vice versa.
  • the respective power switching element is the component closest to the input or output and is therefore set up to completely interrupt the flow of energy from the charging station in the respective direction.
  • all other components of the charging station that are used to provide the electrical energy rule are connected between the first and the second power switching element.
  • the charging station can have additional inputs and/or outputs via which, for example, a supply voltage can be provided and/or communication connections can be established.
  • only passive components such as a resistor and/or a filter, are arranged between the input and the power switching element arranged on the input side and/or between the output and the power switching element on the output side.
  • only the first or only the second power switching element is arranged on the input side or on the output side of the charging station.
  • the charging station has a safety circuit which monitors the activation of the first power switching element and which prevents the activation of the second power switching element until the first power switching element is activated with the holding voltage and the current flow through the electromagnetic drive of the first Power switching element reaches the certain threshold or falls below.
  • the fact that the safety circuit monitors the activation of the first power switching element is understood to mean, for example, that the safety circuit outputs control signals which relate the activation of the first power switching element to the pick-up voltage and then to the holding voltage. start.
  • the safety circuit itself can also be set up to control the first power switching element.
  • the safety circuit can stop or interrupt the activation of the first power switching element at any time if an error is detected.
  • the safety controller can be implemented in terms of hardware and/or software.
  • the respective unit can be embodied, for example, as a computer or as a microprocessor.
  • the respective unit can be designed as a computer program product, as a function, as a routine, as an algorithm, as part of a program code or as an executable object.
  • the second power switching element is in the form of an electromagnetic relay, an electronic relay, a controllable AC/DC converter or a controllable DC/DC converter.
  • the charging station has a third, electromagnetically switching power switching element, which is set up to interrupt the flow of energy through the charging station to the electric vehicle, the first power switching element being arranged on the input side of the charging station and the third power switching element on the output side of the charging station and the second Power switching element is connected between the first and the third power switching element, and wherein the third power switching element according to steps a) and b) is placed in the conductive state before step c) is performed.
  • any flow of energy from the charging station to the outside can be quickly prevented in the event of a fault by opening the first, the third, or both power switching elements.
  • This arrangement can be advantageous if there are components in the charging station. find that store a higher amount of energy between storage during operation of the charging station, such as coils and/or capacitors. If only the first power switching element is present, it can happen that the temporarily stored energy flows out in an undesired manner despite the open first power switching element and can cause damage.
  • step c) The fact that the third power switching element is switched to the conductive state according to steps a) and b) before step c) is carried out means that the same steps are carried out for the third power switching element as indicated for the first power switching element ben.
  • the second power switching element is only activated when the current flow through the electromagnetic drive of both the first and the third power switching element reaches or falls below the respectively determined threshold value. It should be noted that the determined threshold value can be different for the first and the third power switching element.
  • steps a) and b) are carried out with the first and the third power switching element with a time overlap, in particular at the same time.
  • a computer program product which comprises instructions which, when the program is executed by a computer, cause the latter to carry out the method according to the first aspect.
  • a computer program product such as a computer program means
  • a server in a network, for example, as a storage medium such as a memory card, USB stick, CD-ROM, DVD, or in the form of a downloadable file. This can be done, for example, in a wireless communication network by transmitting a Talking file done with the computer program product or the computer program means.
  • a charging station for charging an energy store of an electric vehicle with electrical energy.
  • the charging station comprises: a first electrically controllable power switching element and a second electrically controllable power switching element, the first power switching element being an electromagnetically switching power switching element, each of the power switching elements having a non-conductive switching state, in which no current can flow, and a conducting switching state, in current can flow, each of the power switching elements being set up to interrupt a flow of energy through the charging station to the electric vehicle or vice versa, a first control unit for controlling an electromagnetic drive of the first power switching element with a pull-in voltage in order to switch the first power switching element from the to spend non-conductive switching state in the lei border switching state, wherein the first control unit is directed to the electromagnetic drive of the first power switching element with a opposite of the tightening voltage reduced holding voltage after the first power switching element is in the conducting switching state, and a second driving unit for driving the second power switching element to bring the second power switching element from the non-conducting to the conducting switching
  • the charging station is preferably operated according to the method of the first aspect.
  • the embodiments and features described for the proposed method apply accordingly to the proposed charging station.
  • the charging station has the same advantages that are described using the procedure.
  • the respective control unit can be implemented in terms of hardware and/or software.
  • the respective unit can be designed, for example, as a computer or as a microprocessor.
  • the respective unit can be designed as a computer program product, as a function, as a routine, as an algorithm, as part of a program code or as an executable object.
  • the first and the second control unit can in particular be integrated together in a superordinate unit.
  • the first drive unit can also be designed as a safety circuit that controls the driving of the first power switching element with the driving voltage and the holding voltage and the driving of the second power switching element.
  • the first drive unit is also set up to drive the first power switching element to open the first power switching element in the event of a fault.
  • the charging station can also be referred to as a charging connection device.
  • the charging station is designed in particular as a wall box.
  • the charging station is suitable for charging or regenerating the energy store of an electric vehicle by electrically connecting the charging station to the energy store or the charging electronics of the electric vehicle via a connection socket and the charging plug of the electric vehicle.
  • the charging station acts as a reference source for electrical energy for the electric vehicle, with the electrical energy being able to be transferred to an energy store in the electric vehicle by means of a connection socket and charging plug.
  • the charging station can also be described as an intelligent charging station for electric vehicles.
  • the charging station can have a waterproof housing.
  • the first drive unit includes a timer for counting a predetermined time interval and is set up to output the enable signal as soon as the predetermined time interval has expired after the first drive unit drives the first power switching element with the holding voltage.
  • the first control unit comprises an ammeter for detecting an amount of current flow and/or a rate of change of the current flow through the electromagnetic drive of the first power switching element and is set up to output the enable signal if the detected current flow exceeds a certain level reaches or falls below a threshold and/or when the detected rate of change reaches or falls below a certain threshold for the rate of change over time.
  • a first power pack is provided for providing the pick-up voltage for the first power switching element and a second power pack is provided for providing the holding voltage for the first power switching element.
  • the holding voltage can advantageously be provided with a very low power loss. Energy consumption of the charging station during operation can thus be reduced.
  • the charging station has a third, electromagnetically switching power switching element, which is set up to interrupt the flow of energy through the charging station to the electric vehicle, the first power switching element being arranged on the input side of the charging station and the third power switching element being arranged on the output side of the charging station and the second power switching element is connected between the first and the third power switching element, and wherein the first control unit is also set up to an electromagnetic drive of the third th power switching element with a pull-in voltage to bring the third power switching element from the non-conducting switching state to the conducting switching state, and to drive the third power switching element with a holding voltage that is lower than the pull-in voltage after the third power switching element is in the conducting switching state.
  • Fig. 1 shows schematically an arrangement for charging an electric
  • Fig. 2 shows a schematic view of a second embodiment of a charging station
  • Fig. 3 shows a schematic view of a third embodiment of a charging station
  • Fig. 4 shows a schematic view of a fourth embodiment of a charging station
  • 5 shows a diagram with exemplary current and voltage curves
  • 6 shows a schematic view of a further embodiment of a charging station
  • FIG. 7 shows a schematic block diagram of an exemplary embodiment of a method for operating a charging station.
  • Fig. 1 shows schematically a first arrangement for charging an electrical energy store 110 of an electric vehicle 108 by means of a charging station 10.
  • the charging station 10 is connected to a multi-phase subscriber network 101, which in turn is connected to a multi-phase power supply network 100 via a connection point 120.
  • a connection point 120 In this example (and also in the exemplary embodiments explained below with reference to FIGS. 2-7 ), without loss of generality, each involves three-phase power grids.
  • the electric vehicle 108 is coupled to the charging station 10 by means of a charging cable 105 which is connected to a connection socket AB of the charging station 10 .
  • the charging station 10 comprises a first electrically controllable power switching element 11 and a second electrically controllable power switching element 12, the first power switching element 11 being an electromagnetically switching power switching element, such as a relay or contactor.
  • the second power switching element ⁇ 12 can be formed, for example, as an electronic power switching element ⁇ ment.
  • Each of the power switching elements 11, 12 has a non-conductive switching state in which no current can flow through the respective power switching element ⁇ 11, 12, and a conductive switching state in which current can flow.
  • Each of the power switching elements 11, 12 is terrupting a flow of energy through the charging station 10 to the electric driving tool 108 or set up vice versa.
  • the charging station 10 includes a controller 19, which has a first control unit 19A (see FIG. 4 or 6) and a second control unit 19B (see FIG. 4 or 6).
  • the first drive unit 19A is set up to drive an electromagnetic drive of the first power switching element 11 with a pull-in voltage UA (see Fig. 5) in order to bring the first power switching element 11 from the non-conductive switching state to the conducting switching state, and is also set up to drive the electromagnetic drive of the first power switching element 11 with a holding voltage UH that is lower than the pull-in voltage UA after the first power switching element 11 is in the conductive switching state.
  • the second drive unit 19B is set up to drive the second power switching element 12 in order to bring the second power switching element 12 from the non-conducting switching state into the conducting switching state, depending on an enable signal SIG (see Fig. 4 or 6) output by the first drive unit 19A. .
  • the charging station 10 can have a large number of other components, which have not been shown in FIG. 1 for reasons of clarity, but this is apparent from the other exemplary embodiments.
  • Fig. 2 shows a schematic view of a second embodiment of a charging station 10, which is set up, for example, as shown in FIG. 1 for charging an energy store 110 of an electric vehicle 108.
  • the charging station 10 is connected to a subscriber network (not shown) with three phases LI-L3, a neutral conductor N and a protective conductor PE.
  • the charging station 10 has a large number of components 11-19, which are used to provide the electrical energy at the connection socket AB.
  • the components 11-19 are, for example, an input-side EMC filter 13, a circuit breaker 14 (ground fault monitoring).
  • the charging station 10 is thus designed, for example, for direct current charging.
  • the controller 19 is set up in particular for driving the first and second power switching elements 11, 12, as explained with reference to FIG.
  • FIG. 2 indicates that the controller 19 is also set up to control other components and/or to record relevant measured values and/or status data from the components.
  • the charging station 10 can alternatively also be set up for alternating current charging, in which case the AC/DC converter 15 and the DC/DC converter 16 are omitted and instead, for example, an AC/AC converter can be present.
  • Fig. 3 shows a schematic view of a third embodiment of a charging station 10 which, for example as shown in FIG. 1, is set up for charging an energy store 110 of an electric vehicle 108.
  • the charging station 10 is connected to a subscriber network (not shown) with three phases LI-L3, a neutral conductor N and a protective conductor PE.
  • the charging station 10 comprises a first, a second and a third power switching element 11, 12, 21, and a number of other components 13, 15, 16 and a controller 19.
  • it is the first and third power switching element 11, 21 each to an electromagnetically switchable power switching element, such as a contactor.
  • the second power switching element 12 is formed, for example, as an electronic power switching element.
  • the other components are, for example, an EMC filter 13, an AC/DC converter 15 and a DC/DC converter 16.
  • Each of the three power switching elements 11 , 12 , 21 is set up to interrupt a flow of energy through the charging station 10 .
  • Each of the power switching elements 11, 12, 21 is controlled by the controller 19, which can be configured, for example, as explained with reference to FIG.
  • the first power switching element 11 is arranged in particular on the input side of the charging station 10, with “on the input side” being understood here on the subscriber network side.
  • the third power switching element 21 is arranged on the output side of the charging station 10, with “output side” being understood here on the electric vehicle side.
  • the first power switching element 11 is the first component of the charging station 10 viewed from the subscriber network
  • the third power switching element 21 is the last component of the charging station 10 viewed from the subscriber network (apart from the connection socket AB).
  • the first power switching element 11 is thus set up to interrupt any energy flow from the subscriber network into the charging station 10 or from the charging station 10 into the subscriber network.
  • the third power switching element 21 is set up to interrupt any energy flow from the charging station 10 to the electric vehicle 108 or from the electric vehicle 108 to the charging station 10 .
  • the energy flow is particularly quickly interrupted from the beginning, right after the second switching element 12 was placed in the conducting state, poss. This increases the security of the charging station 10 .
  • the term "rapid interruption" means, for example, that the flow of energy is interrupted within 20 ms of an error occurring.
  • FIG. 4 shows a schematic view of a fourth embodiment of a charging station 10 which, for example, as shown in FIG. 1, is set up for charging an energy store 110 of an electric vehicle 108 .
  • the charging station 10 is connected to a subscriber network (not shown) with three phases LI-L3, a neutral conductor N and a protective conductor PE.
  • the charging station 10 has a large number of components 11-20, 22-26, which are used to provide the electrical energy at the connection socket AB.
  • the components 11 - 20, 22 - 26 are, for example, an input-side EMC filter 13, a circuit breaker 14 (ground fault monitoring), a network impedance measurement 22, a first power switching element 11, which is designed as a contactor, a second power switching element 12, residual current monitoring for direct current detection 23, an LCL filter arrangement 24, an AC/DC converter 15, a DC/DC converter 16, a direct current measuring device 25, a voltage measuring device 26, a further protective switch 17 (DC contactor) , an output-side EMC filter 18, a controller 19, a control unit 20 and a network monitoring unit 27.
  • the control unit 20 is for controlling the AC / DC converter 15 and the DC / DC converter 16 depending on control signals from the controller 19 are received.
  • the controller 19 is divided into a first control unit 19A and a second control unit 19B.
  • the first control unit 19A can also be referred to as a safety controller, which is set up to control all safety-related control tasks. It should be noted that the safety control can also be limited to monitoring the safety-related functions and parameters, but does not carry out any direct control itself, but only enables or blocks security-related functions.
  • the second control unit 19B can also be referred to as a general controller that is set up to control all non-safety-related control tasks.
  • the first and the second control unit 19A , 19B receive measurement data recorded by the measurement units 23, 25, 26, 27, on the basis of which they carry out the respective control and regulation tasks.
  • the first drive unit 19A is set up to drive an electromagnetic drive of the first power switching element 11 with a pull-in voltage UA (see Fig. 5) in order to bring the first power switching element 11 from the non-conductive switching state to the conducting switching state, and is still set up to control the electromagnetic drive of the first power switching element 11 with a holding voltage UH that is reduced compared to the pull-in voltage UA after the first power switching element 11 is in the conductive switching state.
  • the second control unit 19B is set up to control the second power switching element 12 in order to bring the second power switching element 12 from the non-conductive switching state into the conductive switching state, depending on an enable signal SIG output by the first control unit 19A.
  • the activation of the second power switching element 12 is enabled via a & gate, one input of which is coupled to the first activation unit 19A, and to which the first activation unit 19A outputs the enable signal SIG.
  • the enable signal SIG is not present, the second power switching element 12 cannot be brought into the conductive state, even if the second drive unit 19B outputs a corresponding drive signal.
  • the upper diagram shows an example of a drive voltage UL, with which an electromagnetic drive of a power switching element 11, 12, 21 is angesteu ⁇ ert, and the lower diagram shows an example of the respective resulting ⁇ the current flow I I through the electromagnetic drive, which is also called Ansteu - erstrom can be called.
  • the horizontal axis shows time t and is identical for both diagrams.
  • the electromagnetic drive is embodied, for example, as a coil, with a current flow through the coil causing a magnetic field. It should be noted that the current and voltage curves shown in the two diagrams are idealized in order to make the advantages of the invention clearer. Various additional effects can occur in a drive circuit, which can result in variations in the current and voltage curves compared to the representation in FIG. 5 . However, the advantages explained below remain.
  • the power switching element 11, 12, 21 is to be switched from the non-conductive to the conductive state, which is why the drive voltage UL is set to the pull-in voltage UA.
  • the current flow II shows a delayed increase, since electrical energy is needed to build up the magnetic field first. The course over time can be described, for example, using equation (2).
  • the current flow I I approaches an equilibrium value IA (pull-in current) determined by the control voltage UA and the ohmic resistance of the control circuit. For example, this equilibrium value IA is reached shortly before time ti.
  • the drive voltage UL is set to a reduced value UH, the holding voltage.
  • the holding voltage UL is selected in such a way that the power switching element 11, 12, 21 reliably remains in the conductive state, but the current flow I I through the electromagnetic drive is significantly reduced.
  • the current I I slowly decreases due to the electromagnetic drive. This is due to the fact that energy stored in the magnetic field has to be dissipated, which takes place via an additional (induced) current flow.
  • the current II falls to a holding current IH, which is reached, for example, shortly before the time t2.
  • an error is detected, such as a short circuit in charging station 10 (see FIGS. 1-4 or 6) or in electric vehicle 108 (See Fig. L), which is why the flow of energy through the charging station 10 is to end as soon as possible, please include.
  • the power switching element 11, 12, 21 is driven to open, which means that it is switched from the conductive to the non-conductive state.
  • the control voltage UL is reduced to zero.
  • the drive current I I does not drop to zero immediately, but with a delay due to the magnetic field, as before.
  • the current flow falls below the current value Io, which can be referred to as the decay current. With this flow of current, the magnetic field is so weak that the armature of the power switching element 11, 12, 21 drops and the switched contact (or contacts) thus opens.
  • the diagram also shows U as an example when the current flow is still at the level of IA at time t2. It then takes the time interval At2 until the drop current Io is reached, the time interval At2 comprising a multiple of the time interval At1.
  • Fig. 6 shows a schematic view of another embodiment of a charging station 10, only a first and a second power switching element 11, 12 and a controller 19 are shown for reasons of clarity.
  • the controller 19 includes a first control unit 19A and a second control unit 19B.
  • the first drive unit 19A is set up to drive the first power switching element 11 with a drive voltage UL in order to set the first power switching element 11 from the non-conducting state to the conducting state.
  • the first control unit 19A includes two network devices NT1, NT2 for this purpose.
  • the first power supply NT1 is set up to provide a pull-in voltage UA (see FIG. 5) and the second power supply NT2 is set up to provide a holding voltage UH (see FIG. 5).
  • the use of two power packs NT1, NT2 for the two voltage levels UA, UH has the advantage that the power loss when providing the different chen voltages is reduced compared to using a voltage divider or a resistor or the like.
  • a controller CTR controls, for example, the switching position of a switch (no reference number) and thus controls the value of the control voltage UL.
  • the first power switching element 11 is first switched to the conductive state, and only then is the second power switching element 12.
  • the first power switching element 11 is initially driven with the tightening voltage UA, as shown in FIG.
  • the drive voltage UL is reduced to the holding voltage UH by the switch switching over to the second network part NT2.
  • the first drive unit 19A is set up to detect a current flow I I through an electromagnetic drive of the first power switching element 11 .
  • the controller CTR receives the detected current flow I I , on the basis of which the controller CTR can determine when the current flow I I has dropped to the specific threshold value, for example the holding current IH. Only then does the controller CTR output a release signal SIG, which is applied to an input of an & gate. In this way, the first drive unit 19A controls the switching of the second power switching element 12 from the non-conductive to the conductive state.
  • FIG. 7 shows a schematic block diagram of an exemplary embodiment of a method for operating a charging station 10, for example the charging station explained with reference to one of FIGS. 1-4 or 6.
  • a first step S1 an electromagnetic drive of the first power switching element 11 (see FIGS. 1-4 and 6) is driven with a pull-in voltage UH (see FIG. 5) in order to switch the first power switching element 11 from the non-conducting switching state to the conducting state to spend switching state.
  • a second step S2 the electromagnetic drive of the first power switching element 11 is driven with a holding voltage UH reduced in relation to the pick-up voltage UA (see FIG. 5) after the first power switching element 11 is in the conductive switching state.
  • a third step S3 the second power switching element 12 (see Fig. 1-4 and 6) is activated in order to bring the second power switching element 12 from the non-conductive switching state into the conducting switching state after a current flow I I (see Fig 5) by the electromagnetic drive of the first power switching element 11, it reaches or falls below a specific threshold value.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner une station de charge (10) pour charger un accumulateur d'énergie (110) d'un véhicule électrique (108) en énergie électrique. La station de charge (10) comprend un premier élément de commutation de puissance (11) à commande électrique et un deuxième élément de commutation de puissance (12) à commande électrique. Ledit procédé comprend les étapes qui consistent à : a) commander un entraînement électromagnétique du premier élément de commutation de puissance (11) avec une tension de serrage pour faire passer le premier élément de commutation de puissance (11) de l'état de commutation non conducteur à l'état de commutation conducteur ; b) commander l'entraînement électromagnétique du premier élément de commutation de puissance (11) avec une tension de maintien réduite par rapport à la tension de serrage après que le premier élément de commutation de puissance (11) est à l'état de commutation conducteur ; et c) commander le deuxième élément de commutation de puissance (12) pour faire passer le deuxième élément de commutation de puissance (12) de l'état de commutation non conducteur à l'état de commutation conducteur, une fois qu'un flux de courant à travers l'entraînement électromagnétique du premier élément de commutation de puissance (11) atteint ou passe en dessous d'une valeur de seuil déterminée.
PCT/EP2022/055738 2021-03-15 2022-03-07 Procédé pour faire fonctionner une station de charge et station de charge WO2022194596A1 (fr)

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DE102021124860A1 (de) 2021-09-27 2023-03-30 KEBA Energy Automation GmbH Ladestation und System mit einer Mehrzahl von Ladestationen
DE102021124917A1 (de) 2021-09-27 2023-03-30 KEBA Energy Automation GmbH Ladekabel für eine ladestation, ladestation, system mit einer mehrzahl von ladestationen und verfahren zum betreiben einer ladestation
DE102021124937A1 (de) 2021-09-27 2023-03-30 KEBA Energy Automation GmbH Ladekabel für eine ladestation, ladestation, system mit einer mehrzahl von ladestationen und verfahren zum betreiben einer ladestation
DE102021124930A1 (de) 2021-09-27 2023-03-30 KEBA Energy Automation GmbH Ladekabel für eine ladestation, ladestation, system mit einer mehrzahl von ladestationen und verfahren zum betreiben einer ladestation
DE102021124888A1 (de) 2021-09-27 2023-03-30 KEBA Energy Automation GmbH Ladekabel für eine Ladestation, Ladestation, System mit einer Mehrzahl von Ladestationen und Verfahren zum Betreiben einer Ladestation
DE102021124869A1 (de) 2021-09-27 2023-03-30 KEBA Energy Automation GmbH Ladekabel für eine Ladestation, Ladestation, System mit einer Mehrzahl von Ladestationen und Verfahren zum Betreiben einer Ladestation
DE102021124894A1 (de) 2021-09-27 2023-03-30 KEBA Energy Automation GmbH Ladekabel für eine Ladestation, Ladestation, System mit einer Mehrzahl von Ladestationen und Verfahren zum Betreiben einer Ladestation
DE102022212030A1 (de) * 2022-11-14 2024-05-16 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Bestimmen eines Haltespannungsnennwerts eines Relais, Verfahren zum Schalten eines Relais unter Verwendung eines derart bestimmten Haltespannungsnennwerts, Recheneinheit, Anordnung und Ladekabel

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