WO2024019633A1

WO2024019633A1 - Waterborne mobile device for charging electric vehicles

Info

Publication number: WO2024019633A1
Application number: PCT/RU2022/000235
Authority: WO
Inventors: Дмитрий Александрович ЛАШИН
Original assignee: Дмитрий Александрович ЛАШИН
Priority date: 2022-07-22
Filing date: 2022-07-22
Publication date: 2024-01-25

Abstract

A waterborne mobile device used for charging the batteries of electric vehicles comprises a fuel tank, a motor, a generator, a rechargeable battery unit, a balancing means, and a charging means connected to the rechargeable battery unit and to the generator via a charge balancing unit. The charge balancing unit is designed to be capable of balancing the flow of electrical energy from the generator and/or the rechargeable battery unit and is connected to a control unit of the motor. The rechargeable battery unit is installed inside a hermetic housing and is equipped with a thermal stabilization means comprising cooling and heating systems which contain temperature sensors and a controller and are designed to be capable of maintaining the temperature range of each rechargeable battery unit within the required range. The waterborne mobile device allows two sources of current to operate on a single direct current bus, with constant balancing relative to the load.

Description

WATER MOBILE DEVICE FOR CHARGING ELECTRIC VEHICLES

TECHNICAL FIELD

The invention relates to the field of electrical engineering, namely to chargers, and can be used to charge batteries of electric vehicles.

BACKGROUND OF THE ART

A watercraft for charging electric water vehicles is known from the prior art, described in document CN113525608A, publ. 10/22/2021. A known watercraft for charging electric water vehicles contains a housing, connecting components, self-locking components and a control system. The vessel's hull is equipped with power generation and charging components.

The disadvantage of this technical solution is the low efficiency of using the battery, the impossibility of operating two different current sources on one DC bus, one of which is the battery, which is why the charging speed, duration and power are low. In addition, this solution does not include any means of thermal stabilization of the battery pack to maintain the battery pack within the required temperature range.

The claimed invention eliminates these disadvantages and allows one to achieve the stated technical result.

DISCLOSURE OF INVENTION

The technical problem that the proposed solution solves is the creation of an aquatic mobile device designed for charging electric vehicles, having the ability to operate two current sources on one DC bus in a constant mode of balancing with respect to the load, and having a means of thermal stabilization of the battery pack, allowing maintain the battery pack in the required temperature range, while ensuring greater charging speed, duration and power.

The technical result consists in providing the ability to operate two current sources on one DC bus in a constant balancing mode with respect to the load, the ability to maintain the battery pack in required temperature range, increasing power, charging speed and duration, increasing charging efficiency in general.

To solve the problem and achieve the stated technical result, an aquatic mobile device for charging electric vehicles contains a fuel storage tank, an engine connected to it, driving a generator connected to a battery pack equipped with a balancing means, a means for charging electric vehicles connected with the battery pack and the generator through a charge balancing unit, wherein the charge balancing unit is configured to balance the flow of electrical energy from the generator and/or the battery pack depending on information transmitted from the electric vehicle charging means and the battery pack balancing means, wherein the charge balancing unit is connected to the engine control unit with the ability to transmit control commands, and the battery unit is installed in a sealed housing and is additionally equipped with thermal stabilization means, including cooling and heating systems containing temperature sensors and a controller connected to them, and configured to maintain the range of each battery pack in the required temperature range, wherein the cooling system is configured to remove heat by using the ambient temperature, and the heating system is configured to utilize heat by using the temperature of the engine energy.

In addition, the engine is a gas piston engine.

Moreover, the generator is a DC generator.

In addition, the generator and engine are mounted on the same frame.

In addition, sea water is used as a coolant in the cooling system.

In addition, the cooling system includes an external radiator in contact with sea water.

In addition, the fuel storage tank is a reservoir for storing the gas mixture.

In addition, the fuel storage tank is designed as two separate pressure vessels, with one located inside the other in a highly insulated stainless steel housing.

In addition, the fuel storage tank is equipped with an outlet plug to safely discharge excess pressure.

In addition, liquefied natural gas or a mixture of liquefied natural gas and hydrogen is used as engine fuel. In addition, the water mobile device further contains a heat recovery system including a heat exchanger.

In addition, the heat exchanger is installed outside the fuel tank casing, connected to the engine water jacket using flexible hoses, and configured to receive heat from the engine cooling system.

In addition, the means for balancing the battery pack includes balancers, each of which is located in its own battery, and which are connected to each other through an independent galvanically isolated line to be able to equalize the voltage of series-connected batteries when charging them with a common voltage.

In addition, each battery in the battery pack is additionally equipped with a microprocessor-controlled Smart BMS.

In addition, the water mobile device is designed to charge electric vehicles with direct current of the CCS and ChaDeMo standard.

In addition, the water mobile device is further configured to operate through a mobile application, providing users with the ability to reserve a time and location for charging the electric vehicle, as well as the ability to provide a contactless payment method for charging the electric vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 is a diagram of a water mobile device for charging electric vehicles;

Figure 2 is a diagram of power distribution (balancing) of a water mobile device for charging electric vehicles.

IMPLEMENTATION OF THE INVENTION

An aquatic mobile device for charging electric vehicles contains a tank 1 for storing fuel, connected to the tank 1, an engine 7 driving a generator 8 connected to a battery pack 9 equipped with a balancing means, a means for charging electric vehicles.

The electric vehicle charging means is connected to the battery pack 9 and the generator 8 through a charge balancing unit, wherein the charge balancing unit is configured to balance the flow of electrical energy from the generator 8 and/or the battery pack 9 depending on the information transmitted from the electric vehicle charging means funds and means for balancing the battery pack, wherein the charge balancing unit is connected to the engine control unit with the ability to transmit control commands.

The battery pack is installed in a sealed housing and is additionally equipped with thermal stabilization means, including cooling and heating systems containing temperature sensors and a controller connected to them, and configured to maintain the range of each battery pack in the required temperature range, while the cooling system is configured to heat removal by using the ambient temperature, and the heating system is configured to use heat by using the temperature of the engine energy.

The battery cooling system may include an external radiator in contact with sea water, which can also be used in the system as a coolant.

The engine may be a gas piston engine.

The control unit 5 of the charger ensures coordination of the parameters of the charging session with the electric vehicle, for example, using the CCS protocol, coordination of the parameters of the charging process of internal batteries, and balancing of the system during operation of the device itself.

The fuel storage tank may be a cryogenic container (cylinder) for storing a gas mixture or another, for example, LNG and/or hydrogen. The tank can be designed as two separate pressure vessels, with one located inside the other in a highly insulated stainless steel housing. The working pressure in the tank is 10 bar. The internal tank of a cryogenic fuel tank is used to store cryogenic LNG and is wrapped in multiple layers of thermal insulation material (super insulation). In the event of an internal leak into an external vessel, the vent plug will open and safely release excess pressure. If external depressurization of the space between the vessels and loss of vacuum occurs, uncharacteristic moisture or frost will appear on the outer vessel (the presence of frost or condensation at the sealed end of the tank is normal). The volume of the cryogenic tank allows storing up to 500 liters of liquefied natural gas, providing 20 hours of continuous operation of the generator or 20 discharge-charge cycles, 20 charging sessions of 20-30 minutes each.

Engine control system 4 can ensure stable starting and operation of the motor over the entire range of operating temperatures. This system can also control the composition of flue gases, adjusting the dosage to achieve optimal performance. The engine control system 4 is interconnected with the engine 7, the fuel tank and the control unit 5 of the water mobile charger devices.

The means for charging electric vehicles includes DC-DC converters 10 and a charging pistol 11.

The generator can be a three-phase synchronous generator, with a controlled or uncontrolled rectifier, or a direct current generator. The generator can be installed on the same frame as the engine.

The device may also additionally contain a standard gearbox 3, a heat recovery system (gas heater 2, radiator 6), including a heat exchanger (evaporator) designed to evaporate liquid cryogenic fuel and supply it to the engine in the form of heated gas. The heat exchanger can be installed outside the fuel tank casing, connected to the engine water jacket using flexible hoses and thus can receive heat from the engine cooling system.

A battery pack may consist of modular racks in which batteries are placed, the charge in them is controlled using a charge balancing device (special devices - balancers). Each balancer is housed in its own battery. The balancer allows for charge equalization within the battery module. All balancers are connected to each other through an independent galvanically isolated line to make it possible to equalize the voltage of series-connected batteries when charging them with a common voltage (current).

In addition, each battery (battery module) of the battery pack can be equipped with a microprocessor-controlled Smart BMS. Smart BMS counts incoming and outgoing energy, measures the temperature of the battery cells, the power current of the entire system, voltage, as well as the voltage on each individual cell.

The water mobility device combines the functions of generating, storing and distributing energy at different stages of charging electric vehicles. The device can be mounted on a water vessel with gas, electric or any other drive.

This design is driven by the need to generate sufficient power so that the charging process for electric vehicles takes as little time as possible. In addition, this design provides an advantage in terms of noise level and also allows the engine to operate in the most optimal modes.

This solution allows charging electric vehicles with direct current power up to 250 kW and output voltage from 400 to 800 V. As the water mobile charger moves from client to client, charge accumulates in the energy storage system (internal battery). The controllers determine when additional power is required and it is advisable to start the electrical installation.

The water mobile charger is designed for charging electric vehicles with direct current of the CCS and ChaDeMo standard, can be an installation with a total power of 120 kW (250 kW), operate in continuous mode for up to 20 hours, generating up to 1200 kWh (without refueling).

The water mobility device can be accessed through a mobile app, which provides users with the ability to reserve a time and location to charge electric vehicles, as well as use a contactless payment method.

The operating principle of the charger is as follows. As the charger moves around the city, the generator set generates energy by consuming fuel, such as liquefied natural gas. Energy is stored in batteries. The device takes about 30 minutes to fully charge its own batteries. Upon arrival at the site, the installation is connected to the electric vehicle, and the charging process begins. The energy flow from the generator is redirected to the electric vehicle. Upon reaching maximum power, the installation begins to discharge its own batteries, while providing additional power accumulated before.

At the end of the charging session, the cycle repeats, the generator switches to charging mode for the internal batteries.

One of the advantages and differences from the solutions known from the prior art is the possibility of distributing (balancing) the power of the mobile charger from the generator and/or battery pack, depending on the information transmitted from the charging means for electric vehicles and the balancing means of the battery pack, where the balancing unit The charge is connected to the engine control unit with the ability to transmit control commands.

The problem of operating two current sources, one of which is a battery, on one DC bus lies in the constant mode of balancing the two sources in relation to the load. In this case, the load is a charged electric vehicle, which consumes power limited by sources in the form of a generator and battery. If the generator has a relatively constant power, then for the battery this characteristic is variable and varies depending on the state of charge, temperature, and level of degradation of the battery. The entire system is in a constant process of regulating currents according to input parameters.

The essence of balancing comes down to calculating the permissible power of the charging station based on the available power of the sources, taking into account the restrictions for each of them.

For example, in a simple case, when charging a DC generator 8 of one battery 9 (Fig. 2), the generator regulator must set the maximum charging current setting this battery, at the same time it is necessary to take into account the temperature of the battery and its current voltage. If the maximum battery voltage is exceeded, the generator regulator has a voltage limiting function. In case of low battery temperature, system 5 can also limit the current and turn on battery heating.

The case of battery discharge can also be classified as simple, in which restrictions are imposed on the discharge current based on the degree of discharge of the battery and is monitored by its voltage under load, that is, the system monitors the battery voltage and, if it drops below the minimum, reduces the load, limiting the available power for charging 10 electric vehicle.

At the moment of peak power, when both the battery 9 and the generator set 8 are in use, all the above-mentioned restrictions are imposed. When starting with a stopped generator, power from the battery is available; the generator starts based on the calculated maximum power, the remaining capacity of the battery, or the voltage drop on the bus. At start-up, the system increases the generator voltage until the current stabilizes at the set point. The current setting for the generator in this case should be calculated based on the power to charge the battery and the load to charge the electric vehicle being charged. During the process of reaching maximum power, the system constantly monitors the voltage on the bus, limiting the generator power if it is exceeded. At the same time, the system increases the load power - the voltage drops and the generator power increases again. The process continues until it reaches full capacity. With a sufficiently large load, restrictions on the upper voltage limit become irrelevant due to the drop in battery voltage to the midpoint within the upper and lower limits, voltage fluctuations are insignificant. At the end of the battery discharge, the output voltage drops quite sharply, which provokes an increase in the load on the generator, the system constantly monitors this drop and limits the generator current at the level of the maximum power of the generator, the charging station, synchronously with this, reduces the load permissible for charging an electric vehicle. At this point, the charging session of the electric vehicle should be coming to an end, in connection with this, the electric vehicle requests less power, as soon as this power becomes less than the maximum power of the generator, part of the energy will be available to charge the internal batteries in this case, the generator current setting remains the same level. Upon completion of the charging session, the system switches to the operating mode according to the case when charging one battery with a DC generator.

Below is an example of the operation of a 120 kW device with a 60 kW generator and 100 A*h, 54 kW*h 538V 1C discharge batteries. After connecting the charging station to the electric vehicle, an initialization process takes place according to standard CCS or other protocols. During interaction, the charging station declares the available power. Based on this data, the electric vehicle responds with the voltage and current values it would like to receive. The charging process begins with a minimum power of 1-5 kW from the battery of the installation or generator, depending on the case described above. The charging station gradually increases the available power by loading the battery, upon reaching the available power, for example, 30 kW, the generator is turned on, the generator is controlled by a current feedback controller, the output of which is supplied to the excitation winding. The regulator set point for the generator is calculated as follows:

1gen = (Rzar device + Rakb)/11gen, but not more than Rgen max, where,

1gen - generator current;

Rzar device - charger power;

Rakb - power per battery charge; igen - generator voltage;

Rgen max - maximum generator power.

The process of gaining power by the charger continues, the voltage on the generator and battery buses constantly changes depending on the battery load from 580V to 530V. When the available power of the charger approaches the maximum generator power of 60 kW, power will begin to be taken from the battery. At this point in time, the voltage on the buses will be approximately 560V. As the battery is loaded, the voltage begins to drop to 538V and below. The generator regulator at this moment reduces the excitation current of the generator, compensating for the excess load created as a result of the voltage drop; the current setting for this regulator is also adjusted, taking this drop into account. The increase in available power for an electric vehicle will continue until the system reaches the maximum available battery power of 60 kW, limiting its current to 111A. When reaching maximum power, the output parameters will be the following: bus voltage 538V, generator current 111A, battery current 111A. As the battery discharges, the voltage will continue to drop slightly and at the moment of residual capacity of about 20% the drop accelerates, the control system sees this and begins to reduce the available power for charging from 120 kW until the battery voltage stabilizes at the permissible minimum level, ultimately when the battery is completely discharged, its component will become equal to zero, the available power of the charging station in this case will be equal to the power of the generator 60 kW. In case the electric vehicle does not request all available power is 120 kW, and for example only 80, the setting for the generator remains unchanged 111 A, loading it to the maximum, the remaining power is taken from the battery. With a further drop in the power requested by the electric vehicle to 60 kW and below, the released power is redirected to charge the battery. If the battery is already sufficiently charged or has insufficient temperature, the voltage on the bus will increase. The system has a voltage limit set at 582V; upon reaching this level, a slower regulator with voltage feedback comes into operation, influencing the generator current setpoint and ensuring voltage stabilization at 582V.

Claims

CLAIM

1. An aquatic mobile device for charging electric vehicles, characterized in that it contains a fuel storage tank, a motor connected thereto, driving a generator connected to a battery pack equipped with a balancing means, an electric vehicle charging means connected to the unit batteries and the generator through a charge balancing unit, wherein the charge balancing unit is configured to balance the flow of electrical energy from the generator and/or battery pack depending on the information transmitted from the electric vehicle charging means and the battery pack balancing means, wherein the balancing unit charge is connected to the engine control unit with the ability to transmit control commands, and the battery unit is installed in a sealed housing and is additionally equipped with a thermal stabilization device, including cooling and heating systems containing temperature sensors and a controller connected to them, and configured to maintain the range of each battery unit batteries in the required temperature range, while the cooling system is configured to remove heat by using the ambient temperature, and the heating system is configured to use heat by using the temperature of the engine energy.

2. A water mobile device according to claim 1, characterized in that the engine is a gas piston engine.

3. A water mobile device according to claim 1, characterized in that the generator is a direct current generator.

4. Water mobile device according to claim 1, characterized in that the generator and engine are installed on the same frame.

5. Water mobile device according to claim 1, characterized by the fact that sea water is used as a coolant in the cooling system.

6. A water mobile device according to claim 1, characterized in that the cooling system includes an external radiator in contact with sea water.

7. A water mobile device according to claim 1, characterized in that the fuel storage tank is a reservoir for storing a gas mixture.

8. Water mobile device according to claim 7, characterized in that the fuel storage tank is made in the form of two separate high-pressure vessels, where one is located inside the other in a stainless steel housing with a high level of insulation.

9. A water mobile device according to claim 8, characterized in that the fuel storage tank is equipped with an outlet plug for the safe removal of excess pressure.

10. A water mobile device according to claim 1, characterized in that liquefied natural gas or a mixture of liquefied natural gas and hydrogen is used as fuel for the engine.

11. Water mobile device according to claim 1, characterized in that it additionally contains a heat recovery system, including a heat exchanger.

12. Water mobile device according to claim 11, characterized in that the heat exchanger is installed outside the fuel tank casing, connected to the engine water jacket using flexible hoses and configured to receive heat from the engine cooling system.

13. A water mobile device according to claim 1, characterized in that the means for balancing the battery pack includes balancers, each of which is located in its own battery, and which are connected to each other through an independent galvanically isolated line for the possibility of equalizing the voltage of series-connected batteries when charged with their common voltage.

14. A water mobile device according to claim 1, characterized in that each battery of the battery pack is additionally equipped with a Smart BMS system with microprocessor control.

15. A water mobile device according to claim 1, characterized in that it is capable of charging electric vehicles with direct current of the CCS and ChaDeMo standard.

16. An aquatic mobile device according to claim 1, characterized in that it is additionally designed to work through a mobile application, providing users with the opportunity to reserve a time and place for charging an electric vehicle, as well as the possibility of a contactless method of paying for charging an electric vehicle.