WO2012096564A1 - System for charging the battery of at least one electric vehicle, charger and method - Google Patents

System for charging the battery of at least one electric vehicle, charger and method Download PDF

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Publication number
WO2012096564A1
WO2012096564A1 PCT/NL2011/050020 NL2011050020W WO2012096564A1 WO 2012096564 A1 WO2012096564 A1 WO 2012096564A1 NL 2011050020 W NL2011050020 W NL 2011050020W WO 2012096564 A1 WO2012096564 A1 WO 2012096564A1
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WO
WIPO (PCT)
Prior art keywords
power
charger
power supply
exchange port
battery
Prior art date
Application number
PCT/NL2011/050020
Other languages
French (fr)
Inventor
Egbert Wouter Joghum Robers
Wouter Smit
Crijn Bouman
Ali UGUR
Original Assignee
Epyon B.V.
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 Epyon B.V. filed Critical Epyon B.V.
Priority to PCT/NL2011/050020 priority Critical patent/WO2012096564A1/en
Publication of WO2012096564A1 publication Critical patent/WO2012096564A1/en

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/12—Circuit arrangements for ac mains or ac distribution networks for adjusting voltage in ac networks by changing a characteristic of the network load
    • H02J3/14—Circuit arrangements for ac mains or ac distribution networks for adjusting voltage in ac networks by changing a characteristic of the network load by switching loads on to, or off from, network, e.g. progressively balanced loading
    • 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
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/53—Batteries
    • 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
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/55—Capacitors
    • 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
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/56—Mechanical storage means, e.g. fly wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • 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
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H02J7/04—Regulation of charging current or 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
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck 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
    • B60L2210/20—AC to AC 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2203/00—Indexing scheme relating to details of circuit arrangements for AC mains or AC distribution networks
    • H02J2203/20—Simulating, e g planning, reliability check, modelling or computer assisted design [CAD]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/50—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads
    • H02J2310/56—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads characterised by the condition upon which the selective controlling is based
    • H02J2310/58—The condition being electrical
    • H02J2310/60—Limiting power consumption in the network or in one section of the network, e.g. load shedding or peak shaving
    • 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
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B70/00—Technologies for an efficient end-user side electric power management and consumption
    • Y02B70/30—Systems integrating technologies related to power network operation and communication or information technologies for improving the carbon footprint of the management of residential or tertiary loads, i.e. smart grids as climate change mitigation technology in the buildings sector, including also the last stages of power distribution and the control, monitoring or operating management systems at local level
    • Y02B70/3225—Demand response systems, e.g. load shedding, peak shaving
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S20/00—Management or operation of end-user stationary applications or the last stages of power distribution; Controlling, monitoring or operating thereof
    • Y04S20/20—End-user application control systems
    • Y04S20/222—Demand response systems, e.g. load shedding, peak shaving
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/12—Remote or cooperative charging
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S40/00—Systems for electrical power generation, transmission, distribution or end-user application management characterised by the use of communication or information technologies, or communication or information technology specific aspects supporting them
    • Y04S40/20—Information technology specific aspects, e.g. CAD, simulation, modelling, system security

Definitions

  • the present invention relates to a system for charging at least one electric vehicle, a charger for use in such a system, and a method for operating such a system.
  • the invention relates to such a system that can be coupled to an existing power supply, such as a transformer in an (urban) power substation.
  • Electric vehicles are gaining more and more terrain on today's market. But they still have to go a long way to achieve the same status as the conventional vehicles.
  • Chargers have to be placed at various locations inside and outside the urban area to enable more people using electric vehicles.
  • a charger in urban area is usually connected to a substation transformer, which also delivers power to other loads in the urban area, for example street lighting and buildings.
  • a substation receives its power from the transmission network, the power is then stepped down in voltage with a transformer and sent to a wiring bus from where the wiring fans out to the charger and to other local loads. There are different factors that limit the power delivered to the loads by the substation.
  • a charger can have a peak power demand which in combination with (peak levels of) other loads connected to the substation can result in exceeding of the power rating of the substation transformer or of the electricity cable between the substation and the loads. It is also possible that the power is limited by circuit breakers due to an agreement between the user and the grid owner, in case of exceeding the power limit the circuit breakers will disconnect the electricity .
  • the invention proposes a system for charging a battery of at least one electric vehicle, comprising at least one charger for a battery of at least one electric vehicle, the charger comprising, at least one first power exchange port, for exchanging electric power with a power supply and at least one second power exchange port, for exchanging electric power with a battery of a vehicle to be charged, and a controllable power converter for converting power between the first and the second power exchange port.
  • the system further comprises at least one sensor, arranged for measuring at least one parameter representing a power supplied by the power supply and providing at least one sensor signal representing the value of the at least one parameter.
  • the system also comprises a controller, coupled to the at least one sensor for receiving the sensor output signal, and coupled to the charger for controlling the power converter thereof, the controller being configured for controlling the power exchanged between the power supply and the charger according to a predetermined control model, the control model taking into account at least the calculated power and a predetermined setting.
  • the charger in general cannot influence or switch on and off other loads or power supplies. According to the present invention, it is therefore enabled to reschedule or adjust its own power demand to prevent overloading the substation, in particular the transformer thereof. To do this efficiently one should know how much power is demanded by the other loads connected to the substation, hence how much power is available for the charger.
  • the sensor may thereto be positioned such that it measures a parameter that represents the total power supplied by the power supply, or the power drawn by at least some of the other loads. "Other” is used here to indicate in principle all loads except for the charger.
  • the at least one sensor is arranged for measuring at least one parameter representing either a total power delivered by the power supply to its loads or a power delivered to a number of loads except for the at least one charger.
  • a power supply may be any defined node in the power net.
  • it may be a transformer in a (sub)station of an urban power grid, since this may be a particular node where placement of a charger can be desired. If the peak voltage level of the node is constant or may be assumed constant, a simple way to determine the power supplied by a certain node is to measure the current at said node.
  • the remote sensor may thus be a current sensor, for example a current clamp with a wireless transceiver.
  • the present invention provides the advantage that the charger can respond to changes on the available power by decreasing the charge power delivered to the electric vehicle when the power demand of the other loads increase, and by increasing the charge power delivered to the electric vehicle when the power demand of the other loads decreases. In this way the power rating of the power supply will not be exceeded and the capacity of the power supply and/or the grid will be fully utilized.
  • the controller may form part of the charger, but it may also be a separate unit in a network, and for example be implemented at a central server, or form part of a central server.
  • the predetermined setting is a power rating such as a peak level and or a maximum continuous power level of the power supply and the control model further comprises the steps of comparing the power delivered by the power supply with a power rating of the power supply, and controlling the power exchange between the power supply and the at least one charger such that the power rating of the power supply is not exceeded.
  • a peak power level or power rating of the power supply is used as a (threshold) setting.
  • the controller decreases the power exchanged with the first power exchange port of the charger.
  • a more complex (for example electric and thermal) model of the power supply - for example a transformer - may be implemented in the controller, and a more precise and effective control may take place, for example making use of a PI, DD or PID control scheme.
  • various parameters can be taken into account, for example electric parameters such as a current, a voltage, a power, a frequency or a duty cycle, or non-electric parameters, such as a temperature, a pressure or a chemical parameter or a time.
  • electric parameters such as a current, a voltage, a power, a frequency or a duty cycle
  • non-electric parameters such as a temperature, a pressure or a chemical parameter or a time.
  • the power supply is a transformer
  • the controller comprises an advanced electric and thermal model of the transformer
  • the system comprises a number of sensors, for measuring a number of parameters representing a power supplied by the power supply.
  • Controlling the power exchanged via the first power exchange port of the charger may be advantageous for the power supply, but evidently it also has an impact on the power exchanged at the second power exchange port of the charger.
  • Lower power exchange normally leads to a longer charging time, which may not always be desirable or even possible.
  • the system according to any of the preceding claims may further comprise an electric energy buffer, such as a battery of a capacitor, coupled to the at least one charger, wherein the controller is configured to control the charger such that the buffer is charged when the power required for delivering to the second power exchange port is lower than the power available at the first power exchange port, and wherein the buffer is discharged when the power required for delivering to the second power exchange port is higher than the power available at the second power exchange port.
  • the electric energy buffer may be implemented as a part of the charger and/or power converter, but it may also be a separate unit, which can even be remote from the charger.
  • the power converter may be a DC/DC, AC/DC, DC/ AC, AC/AC or a combination thereof.
  • An energy buffer offers the advantage that fluctuations in grid power availability will be flattened for the charging process.
  • An energy buffer may also be a super capacitor or mechanic or thermal storage means, such as a flywheel etc. It is possible that multiple chargers are required at a certain location. When multiple chargers are installed it is preferred that they are all controlled with the same controller, or, if they have separate controllers, that the controllers interact. If there is no interaction between the controllers, each controller may be configured to adjust the power consumption of a respective power converter of a charger, and an instable and/or oscillating system may result. In an embodiment the controller may even be a so called cloud, or in particularly be implemented on a server, coupled with the charger via the internet or a (wireless) network.
  • Figure 1 shows a schematic overview of a first embodiment of a system according to the present invention
  • Figure 2 shows a schematic overview of a second embodiment of a system according to the present invention
  • Figure 3 a shows a flowchart of a possible algorithm that could be used within the present invention..
  • Figure 3b shows a graph 20 of the total power measured 23 on the common wiring of the loads
  • Figure 4 shows a graph of the total power measured on the common wiring of the loads, wherein an energy buffer is present.
  • FIG. 1 shows a schematic overview of a charging system 1 for a battery 2 of an electric vehicle 3.
  • the system 1 comprises a charger 4 for the battery 2 of the electric vehicle 3, the charger comprising a first power exchange port 5 for exchanging electric power with a power supply 6 and a second power exchange port 7, for exchanging electric power with the battery 2 of the vehicle 3.
  • a controllable power converter 8 for converting power between the first and the second power exchange port 5, 7 forms part of the charger 4.
  • a first load 9 and a second load 10 are coupled to the power supply 6.
  • the power connections between the power supply 6 and the respective loads 9 and 10 are equipped with power sensors 11, 12 respectively.
  • the power sensors are coupled with a controller 13 for controlling the power converter 8 of the charger 4.
  • the controller 13 forms part of the charger and the loads 9, 10 each have their own sensors.
  • the controller 13 is provided with information regarding the power rating of the power supply 6, and it calculates the available power for the charger 4 by subtracting the power measured by the sensors 11, 12 from the known power rating of the power supply 6.
  • the charger stores energy in buffer 14 coupled to bidirectional port 19. This energy is used in the occasion when there's a vehicle 3 at the second power exchange port 7 of the charger 4, that requires more power than there's available at the first power exchange port 5 at that time.
  • Figure 2 shows a second embodiment of a charging system according to the present invention. In figure 2, like references are used to indicate items that correspond with figure 1.
  • the controller 16 is an external controller, which may for example be located at a central server, and thus control the power converter 8 remotely.
  • the controller 16 also receives a second sensor signal from a second sensor 17, which is arranged at the power supply 6, embodied by a transformer, and which measures the temperature of said transformer.
  • the controller 16 then controls the power converter 8 of the charger 4 based on a thermal model of the transformer.
  • the thermal model is a mathematical model that predicts the temperature of the transformer in case of overloading.
  • the controller 16 may have further control outputs 18, for controlling a possible second charger coupled to the same power supply 6.
  • Figure 3 a shows a flowchart of a possible algorithm that could be used within the present invention.
  • the algorithm illustrated in figure 3a may be implemented in hardware, software or firmware or a combination thereof.
  • Step SI The charger determines if there are vehicles connected to the charger, if this is true the control moves to step S2.
  • Step S2 The controller computes how much power is left for charging the vehicle. By substracting the measured total power Ptot from Pbudget. Pbudget is the safety margin used in the calculation for calculating the Pin, it is a value below the Pmax. Control moves to step S3.
  • Step S3 The vehicle is charged with the calculated value Pin. Control moves to step S4.
  • Step S4 The controller determines if the measured total power Ptot exceeds Pmax. If this is the case the control moves to step S5, else step S6.
  • Step S5 The charging is stopped. Control moves to step S2.
  • Step S6 The charger determines if the vehicle battery is fully charged. If yes, the control moves to step S7, else the control loops back to step S3.
  • Figure 3b shows a graph 20 of the total power measured 23 on the common wiring of the loads.
  • the graph is to illustrate the algorithm given in figure 3a.
  • Interval 0-A There is no vehicle charged by the charger, and the total power demand consists only of the demands of the other loads 9, 10 from figures 1 and 2. The total power demand of loads 9 and 10 is below the power rating 21 of the power supply 6.
  • Interval A-B At time instant A the input power available for the charger is calculated. The charger starts charging the vehicle with a constant input power which is in combination with the other loads equal to or below the power rating 21 of the power supply 6. But for some reason the demand of the other loads 9 and 10 start increasing and crosses the Pbudget 22 until it reaches at instant B the power rating 21 of the power supply. The charging of the vehicle is stopped at instant B.
  • FIG. D-E The charging of the vehicle is finished and only the local loads are drawing power from the power supply.
  • Figure 4 shows a graph 24 of the total power measured 25 on the common wiring of the loads. The graph illustrates the situation wherein an energy buffer 14 is present.

Abstract

The present invention relates to a system for charging a battery (2) of an electric vehicle (3), comprising at least one charger (4) for a battery of an electric vehicle, the charger comprising, a first power exchange port (5), for exchanging electric power with a power supply, a second power exchange port (7), for exchanging electric power with a battery of a vehicle to be charged and a controllable power converter (8) for converting power between the first and the second power exchange port, the system further comprising at least one sensor (11, 12), arranged for measuring at least one parameter representing a power supplied by the power supply, and providing at least one sensor signal representing the value of the at least one parameter. The system yet further comprises a controller (13) taking into account at least the calculated power and a predetermined setting.

Description

System for charging the battery of at least one electric vehicle, charger and method
The present invention relates to a system for charging at least one electric vehicle, a charger for use in such a system, and a method for operating such a system. In particular the invention relates to such a system that can be coupled to an existing power supply, such as a transformer in an (urban) power substation.
Electric vehicles are gaining more and more terrain on today's market. But they still have to go a long way to achieve the same status as the conventional vehicles. Chargers have to be placed at various locations inside and outside the urban area to enable more people using electric vehicles. A charger in urban area is usually connected to a substation transformer, which also delivers power to other loads in the urban area, for example street lighting and buildings. A substation receives its power from the transmission network, the power is then stepped down in voltage with a transformer and sent to a wiring bus from where the wiring fans out to the charger and to other local loads. There are different factors that limit the power delivered to the loads by the substation. For example a charger can have a peak power demand which in combination with (peak levels of) other loads connected to the substation can result in exceeding of the power rating of the substation transformer or of the electricity cable between the substation and the loads. It is also possible that the power is limited by circuit breakers due to an agreement between the user and the grid owner, in case of exceeding the power limit the circuit breakers will disconnect the electricity .
Since exceeding the power rating of a transformer or an electricity cable is usually not a permanent solution, a common solution for this problem is to upgrade the connection by replacing the transformer or electricity cable with one which has a higher power rating, or use longer wiring to connect the charger to remote industrial electricity which can deliver more power. But this is an expensive solution and does not guarantee that the power limit will not be exceeded in the future.
It's a goal of the present invention to provide a method, system and device for charging electrical vehicles, which overcomes the above mentioned disadvantages, or at least to provide a useful alternative. The invention thereto proposes a system for charging a battery of at least one electric vehicle, comprising at least one charger for a battery of at least one electric vehicle, the charger comprising, at least one first power exchange port, for exchanging electric power with a power supply and at least one second power exchange port, for exchanging electric power with a battery of a vehicle to be charged, and a controllable power converter for converting power between the first and the second power exchange port. The system further comprises at least one sensor, arranged for measuring at least one parameter representing a power supplied by the power supply and providing at least one sensor signal representing the value of the at least one parameter. The system also comprises a controller, coupled to the at least one sensor for receiving the sensor output signal, and coupled to the charger for controlling the power converter thereof, the controller being configured for controlling the power exchanged between the power supply and the charger according to a predetermined control model, the control model taking into account at least the calculated power and a predetermined setting.
Instead of a common "peak shaving" or "UPS" system, the charger in general cannot influence or switch on and off other loads or power supplies. According to the present invention, it is therefore enabled to reschedule or adjust its own power demand to prevent overloading the substation, in particular the transformer thereof. To do this efficiently one should know how much power is demanded by the other loads connected to the substation, hence how much power is available for the charger. The sensor may thereto be positioned such that it measures a parameter that represents the total power supplied by the power supply, or the power drawn by at least some of the other loads. "Other" is used here to indicate in principle all loads except for the charger. In certain cases, it may not be necessary to measure the power drawn by all loads, for example when a specific load is insignificant, or constant, so that its value can be taken into account in a calculation. In general, the at least one sensor is arranged for measuring at least one parameter representing either a total power delivered by the power supply to its loads or a power delivered to a number of loads except for the at least one charger.
A power supply may be any defined node in the power net. In particular it may be a transformer in a (sub)station of an urban power grid, since this may be a particular node where placement of a charger can be desired. If the peak voltage level of the node is constant or may be assumed constant, a simple way to determine the power supplied by a certain node is to measure the current at said node. The remote sensor may thus be a current sensor, for example a current clamp with a wireless transceiver.
The present invention provides the advantage that the charger can respond to changes on the available power by decreasing the charge power delivered to the electric vehicle when the power demand of the other loads increase, and by increasing the charge power delivered to the electric vehicle when the power demand of the other loads decreases. In this way the power rating of the power supply will not be exceeded and the capacity of the power supply and/or the grid will be fully utilized.
The controller may form part of the charger, but it may also be a separate unit in a network, and for example be implemented at a central server, or form part of a central server.
In an embodiment, the predetermined setting is a power rating such as a peak level and or a maximum continuous power level of the power supply and the control model further comprises the steps of comparing the power delivered by the power supply with a power rating of the power supply, and controlling the power exchange between the power supply and the at least one charger such that the power rating of the power supply is not exceeded.
There are several ways to configure the controller. In the most simple way, a peak power level or power rating of the power supply is used as a (threshold) setting. As soon as the total power supplied by the power supply to all of its loads crosses the setting, the controller decreases the power exchanged with the first power exchange port of the charger. In a more sophisticated embodiment, a more complex (for example electric and thermal) model of the power supply - for example a transformer - may be implemented in the controller, and a more precise and effective control may take place, for example making use of a PI, DD or PID control scheme. In the control scheme, various parameters can be taken into account, for example electric parameters such as a current, a voltage, a power, a frequency or a duty cycle, or non-electric parameters, such as a temperature, a pressure or a chemical parameter or a time.
In a preferred embodiment, the power supply is a transformer, the controller comprises an advanced electric and thermal model of the transformer, wherein the system comprises a number of sensors, for measuring a number of parameters representing a power supplied by the power supply.
Controlling the power exchanged via the first power exchange port of the charger may be advantageous for the power supply, but evidently it also has an impact on the power exchanged at the second power exchange port of the charger. Lower power exchange normally leads to a longer charging time, which may not always be desirable or even possible. In order to take away this disadvantage, the system according to any of the preceding claims may further comprise an electric energy buffer, such as a battery of a capacitor, coupled to the at least one charger, wherein the controller is configured to control the charger such that the buffer is charged when the power required for delivering to the second power exchange port is lower than the power available at the first power exchange port, and wherein the buffer is discharged when the power required for delivering to the second power exchange port is higher than the power available at the second power exchange port. The electric energy buffer may be implemented as a part of the charger and/or power converter, but it may also be a separate unit, which can even be remote from the charger.
The power converter may be a DC/DC, AC/DC, DC/ AC, AC/AC or a combination thereof.
The use of an energy buffer offers the advantage that fluctuations in grid power availability will be flattened for the charging process. An energy buffer may also be a super capacitor or mechanic or thermal storage means, such as a flywheel etc. It is possible that multiple chargers are required at a certain location. When multiple chargers are installed it is preferred that they are all controlled with the same controller, or, if they have separate controllers, that the controllers interact. If there is no interaction between the controllers, each controller may be configured to adjust the power consumption of a respective power converter of a charger, and an instable and/or oscillating system may result. In an embodiment the controller may even be a so called cloud, or in particularly be implemented on a server, coupled with the charger via the internet or a (wireless) network.
The invention will now be explained into more detail with reference of the following figures. Herein:
Figure 1 shows a schematic overview of a first embodiment of a system according to the present invention;
Figure 2 shows a schematic overview of a second embodiment of a system according to the present invention;
Figure 3 a shows a flowchart of a possible algorithm that could be used within the present invention..
Figure 3b shows a graph 20 of the total power measured 23 on the common wiring of the loads;
Figure 4 shows a graph of the total power measured on the common wiring of the loads, wherein an energy buffer is present.
Figure 1 shows a schematic overview of a charging system 1 for a battery 2 of an electric vehicle 3. The system 1 comprises a charger 4 for the battery 2 of the electric vehicle 3, the charger comprising a first power exchange port 5 for exchanging electric power with a power supply 6 and a second power exchange port 7, for exchanging electric power with the battery 2 of the vehicle 3. A controllable power converter 8 for converting power between the first and the second power exchange port 5, 7 forms part of the charger 4. Besides the charger 4 , a first load 9 and a second load 10 are coupled to the power supply 6. The power connections between the power supply 6 and the respective loads 9 and 10 are equipped with power sensors 11, 12 respectively. The power sensors are coupled with a controller 13 for controlling the power converter 8 of the charger 4. In the example from figure 1, the controller 13 forms part of the charger and the loads 9, 10 each have their own sensors. The controller 13 is provided with information regarding the power rating of the power supply 6, and it calculates the available power for the charger 4 by subtracting the power measured by the sensors 11, 12 from the known power rating of the power supply 6. When there is more power available for the charger 4 than required by the vehicle 3, the charger stores energy in buffer 14 coupled to bidirectional port 19. This energy is used in the occasion when there's a vehicle 3 at the second power exchange port 7 of the charger 4, that requires more power than there's available at the first power exchange port 5 at that time. Figure 2 shows a second embodiment of a charging system according to the present invention. In figure 2, like references are used to indicate items that correspond with figure 1. Differences between the embodiment in Figure 2 with respect to figure 1 are the first sensor 15, that is arranged at a common wiring of all loads of power supply 6, and that sends a first sensor signal to a controller 16 for the power converter 8 of the charger 4. The controller 16 is an external controller, which may for example be located at a central server, and thus control the power converter 8 remotely. Besides the first sensor signal from the first sensor 15, the controller 16 also receives a second sensor signal from a second sensor 17, which is arranged at the power supply 6, embodied by a transformer, and which measures the temperature of said transformer. The controller 16 then controls the power converter 8 of the charger 4 based on a thermal model of the transformer. The thermal model is a mathematical model that predicts the temperature of the transformer in case of overloading. The controller 16 may have further control outputs 18, for controlling a possible second charger coupled to the same power supply 6.
Figure 3 a shows a flowchart of a possible algorithm that could be used within the present invention. The algorithm illustrated in figure 3a may be implemented in hardware, software or firmware or a combination thereof.
[Step SI] The charger determines if there are vehicles connected to the charger, if this is true the control moves to step S2.
[Step S2] The controller computes how much power is left for charging the vehicle. By substracting the measured total power Ptot from Pbudget. Pbudget is the safety margin used in the calculation for calculating the Pin, it is a value below the Pmax. Control moves to step S3.
[Step S3] The vehicle is charged with the calculated value Pin. Control moves to step S4.
[Step S4] The controller determines if the measured total power Ptot exceeds Pmax. If this is the case the control moves to step S5, else step S6.
[Step S5] The charging is stopped. Control moves to step S2.
[Step S6] The charger determines if the vehicle battery is fully charged. If yes, the control moves to step S7, else the control loops back to step S3.
[Step S7] Charging is stopped.
Figure 3b shows a graph 20 of the total power measured 23 on the common wiring of the loads. The graph is to illustrate the algorithm given in figure 3a. [interval 0-A] There is no vehicle charged by the charger, and the total power demand consists only of the demands of the other loads 9, 10 from figures 1 and 2. The total power demand of loads 9 and 10 is below the power rating 21 of the power supply 6. [interval A-B] At time instant A the input power available for the charger is calculated. The charger starts charging the vehicle with a constant input power which is in combination with the other loads equal to or below the power rating 21 of the power supply 6. But for some reason the demand of the other loads 9 and 10 start increasing and crosses the Pbudget 22 until it reaches at instant B the power rating 21 of the power supply. The charging of the vehicle is stopped at instant B.
[interval B-C] A new input power value available for the charger is calculated. The charger starts charging with the new input power value at time instant C.
[interval C-D] The vehicle is charged with a constant input power. The power demand of the other loads still vary, but the total value is not enough to exceed the power rating of the power supply. The vehicle battery is fully charged at instant D, hence the charging is stopped.
[interval D-E] The charging of the vehicle is finished and only the local loads are drawing power from the power supply. Figure 4 shows a graph 24 of the total power measured 25 on the common wiring of the loads. The graph illustrates the situation wherein an energy buffer 14 is present.
[interval 0-F]There is no vehicle charged by the charger, and the total power demand consists only of the demands of the other loads 9, 10 from figures 1 and 2. The total power demand of loads 9 and 10 is below the power rating 21 of the power supply 6.
[interval F-G]At time instant F the charger start charging a vehicle with a constant load which is in combination with the other loads equal to or below the power rating 21 of the power supply .
[interval G-H]The power demand of the charger is constant, but for some reason the demand of the other loads 9 and 10 starts increasing, therefore the total power demand would exceed the power rating of the power supply. To prevent this the input power demand of the charger is decreased by the same amount as the increase on the other loads. The input power flowing into port 5 is replenished with power from the buffer 14, in order to sustain the constant power flow from power exchange port 7 to the charger. The power delivered by the buffer to the charger is given by the dashed line 26 . [interval H-I-J]
The charging of the vehicle is completed at instant H , and after some delay the buffer is charged by the charger in the interval I-J. The buffer is charged with the same amount of energy 28 as the energy 27 delivered by the buffer to the vehicle during interval G-H . [interval J-K]
The charging of the vehicle and the buffer is finished and only the local loads are drawing power from the power supply.
Besides the examples described above, various embodiments are thinkable, falling within the scope of protection of the present invention, as defined in the following claims.

Claims

Claims
1.System for charging a battery of at least one electric vehicle, comprising:
at least one charger for a battery of at least one electric vehicle, the charger comprising:
• at least one first power exchange port, for exchanging electric power with a power supply;
• at least one second power exchange port, for exchanging electric power with a battery of a vehicle to be charged;
• a controllable power converter for converting power between the first and the second power exchange port;
at least one sensor, arranged for:
• measuring at least one parameter representing a power supplied by the power supply; and
• providing at least one sensor signal representing the value of the at least one parameter;
a controller:
• coupled to the at least one sensor for receiving the sensor output signal, and
• coupled to the charger for controlling the power converter thereof;
• configured for controlling the power exchanged between the power supply and the charger according to a predetermined control model, the control model taking into account at least the calculated power and a predetermined setting.
2. System according to claim 1, wherein:
at least one sensor is arranged for measuring at least one parameter representing:
• either a total power delivered by the power converter to its loads;
• or a power delivered to a number of loads except for the at least one charger.
3. System according to claim 1 or 2, wherein:
the predetermined setting is a power rating such as a peak level and or a maximum continuous power level of the power supply;
and wherein:
- the control model further comprises:
comparing the power delivered by the power supply with a power rating of the power supply, and
controlling the power exchange between the power supply and the at least one charger such that the power rating of the power supply is not exceeded.
4. System according to any of the preceding claims, wherein:
the at least one parameter is:
• an electric parameter such as a current, a voltage, a power, a
frequency or a duty cycle,
• or a non-electric parameter, such as a temperature, a pressure or a chemical parameter or a time.
5. System according to any of the preceding claims, wherein
- the power supply is a transformer, and
the controller comprises an advanced electric and/or thermal model of the transformer;
and wherein the system comprises:
a number of sensors, for measuring a number of parameters representing a power supplied by the power supply.
6. System according to any of the preceding claims, comprising:
an electric energy buffer, such as a battery of a capacitor, coupled to the at least one charger, wherein:
- the controller is configured to control the charger such that: • the buffer is charged when the power required for delivering to the second power exchange port is lower than the power available at the first power exchange port, and wherein;
• the buffer is discharged when the power required for delivering to the second power exchange port is higher than the power available at the second power exchange port.
7. System according to any of the preceding claims, comprising:
a plurality of chargers, coupled with their first power exchange ports to the power supply,
wherein:
the controller is configured for controlling power exchanged by multiple chargers.
8. System according to claim 6 or 7, wherein the at least one charger comprises the at least one controller.
9. System according to any of the preceding claims, wherein at least one of the plurality of ports is configured for bidirectional power exchange.
10. System according to claim 6 and 9, wherein the electric energy buffer is an external component, coupled to the at least one port configured for bidirectional power exchange.
11.Charger for use in a system according to any of the preceding claims, comprising:
- a first power exchange port, for exchanging electric power with a power supply;
a second power exchange port, for exchanging electric power with a battery of a vehicle to be charged;
a controllable power converter for converting power between the first and the second power exchange port ;
a controller for controlling the power converter, configured for:
• receiving a sensor output signal, and for • controlling the power exchanged between the power supply and the charger according to a predetermined control model.
12. Charger according to claim 11, comprising an electric energy buffer, such as a battery of a capacitor, wherein the controller is configured to control the charger such that:
the buffer is charged when the power required for delivering to the second power exchange port is lower than the power available at the first power exchange port, and wherein:
the buffer is discharged when the power required for delivering to the second power exchange port is higher than the power available at the second power exchange port.
13. Method for operating at least one charger for charging a battery of an electric vehicle;
measuring at least one parameter representing a power supplied by a power supply; and
comparing the power delivered by the power supply with a power rating of the power supply, and
controlling the power exchange between the power supply and the at least one charger such that the power rating of the power supply is not exceeded.
14. Method according to claim 13, comprising:
Charging an electric energy buffer when the power required for delivering to the second power exchange port is lower than the power available at the first power exchange port, and:
- discharging the buffer when the power required for delivering to the second power exchange port is higher than the power available at the second power exchange port.
PCT/NL2011/050020 2011-01-13 2011-01-13 System for charging the battery of at least one electric vehicle, charger and method WO2012096564A1 (en)

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