• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    system devices and method for charging a battery of an electric vehicle. power exchange station for a battery of an electric vehicle, comprising at least one power outlet for a vehicle, a means for determining whether a vehicle coupled to at least one emergency outlet is capable of being charged at a voltage of ca. / or a dc voltage, a plurality of power inputs comprising at least one ac power plug; and at least one dc power input and at least one controllable switch, for switching at least one power output for any of a controller power inputs to the switch, for controlling the switch at least on a determination basis.
    公开号:BR112012022307B1
    申请号:R112012022307
    申请日:2011-03-03
    公开日:2019-12-10
    发明作者:Bouman Crijn
    申请人:Abb Bv；
    IPC主号:
    专利说明:

    Invention Patent Description Report for "POWER EXCHANGE STATION FOR A BATTERY OF AT LEAST ONE ELECTRIC VEHICLE AND METHOD FOR CHARGING A BATTERY FOR AN ELECTRIC VEHICLE".
    [0001] The present invention relates to a system, devices and method for charging an electric vehicle battery, specifically for charging an electric vehicle battery with either AC or DC power.
    [0002] The popularity of electric vehicles increases as fossil fuel becomes rarer, as well as a result of a desire to decrease exhaust pollution, especially in urban areas. A disadvantage, however, is that vehicle loading is not yet possible in all locations. One reason for slowing down the placement of charging stations for electric vehicles is a lack of normalization and standardization. Batteries provide DC when they are discharged and require DC power sources with voltages that depend on the type of battery being charged. Since most grids are AC, several types of power converters are required as part of a battery charger in these cases. Here, a risk is present that the vehicles are coupled to a charging station that do not conform to the energy required for the specific vehicle or battery.
    [0003] In order to be able to charge a vehicle from an AC grid, the solution to provide electric vehicles with integrated chargers comprising an AC / DC converter has been proposed. However, the size and weight of these converters increases as the required charging power increases, or the allowed charging time decreases, and for reasons of energy efficiency, it is undesirable to load bulky and heavy chargers together with the vehicle.
    [0004] It is an objective of the present invention to provide a system, devices and method for charging an electric vehicle battery that overcome at least part of the above disadvantages, and / or provide a useful alternative to the best modern technique.
    [0005] The invention also proposes a power exchange station for a battery of at least one electric vehicle, which comprises at least one power outlet for a vehicle, at least one data communication port for communication with the electric vehicle for determine whether a vehicle is capable of being charged with an AC voltage and / or a DC voltage, a plurality of power sources, comprising at least one AC power source and at least one DC power source, and a controller, for control the power supplied from the AC power supply and / or the DC power supply to the at least one power outlet.
    [0006] Communication can specifically happen with a communication system inside the vehicle. Based on this communication to the vehicle, the power exchange station may learn that the vehicle has the capacity to receive AC power, DC power, or both.
    [0007] In a specific mode, the AC power supply can be connected directly to the AC pins on the connector while the DC power supply can be directly attached to the DC pins on the connector. To control the DC power supply to the vehicle, the system can control the DC power supply (which can consist of an AC-DC converter) to provide DC power in the zero range (0 Watt supplied) up to the maximum power of the power supply. To control the AC power supply to the vehicle, the power exchange station can use the communication channel for the vehicle to control or influence the energy extracted by the integrated charger mounted inside the vehicle. The communication to the integrated charger inside the vehicle can be through any communication protocol such as serial data, a PWM signal, PLC (power line communication) or even a type of Ethernet connection. The integrated charger can be controlled to extract anything between 0 (no power) and the maximum power of the integrated charger. When the integrated charger is controlled to draw no power and the DC source to provide some level of DC, the result is to charge the vehicle using DC power. When the integrated charger is controlled to extract a certain level of AC power and the DC power source is controlled to provide no power, the result is to charge the vehicle using AC power. Any combination of AC and DC is also possible.
    [0008] The power exchange station can be equipped with a single connector for AC and DC power, or separate connectors for AC and DC which are directly coupled to the AC power supply and the DC power supply, respectively, and also use the same control method to switch between AC and DC power.
    [0009] The invention further proposes a power exchange station for charging an electric vehicle battery, which comprises at least one power outlet for a vehicle, at least one data communication port for communication with the electric vehicle to determine whether the vehicle is capable of being charged with an AC voltage and / or a DC voltage; a plurality of power supplies, comprising at least one AC power supply and at least one DC power supply, at least one controllable switch, to switch at least one power outlet to any of the power supplies and a controller for the switch, to control the switch at least based on the determination. It should be noted here that both power supplies and power outputs can be bidirectional.
    [00010] By providing a means of data communication for communication with the electric vehicle, more and more detailed information regarding the vehicle's charging possibilities can be recovered than by means of detection according to the technique.
    [00011] This is because the exact specifications stored in a vehicle's memory, which can be present in a vehicle management system, for example, can be used. As an example, it can be imagined that in addition to the capacity to be charged with AC or DC, the frequency of AC power, the level of AC voltage, the number of phases used by the integral AC charge or the maximum total AC energy could be communicated. For DC power one could imagine communicating the maximum DC current, the minimum and maximum DC voltage and the maximum DC energy level which can be accepted by the vehicle or the maximum duration of applying a DC load current to a load section.
    [00012] The power exchange station according to the invention, which can, for example, be incorporated as a charging station for an electric vehicle, offers the advantage that both AC and DC charging can be provided at the same location . AC power can be derived directly from the grid, while DC power can be derived from the grid using an electrical power converter. As this power converter is located in a charging location, it can be scaled to provide high DC energy, and, as a result, short charging times.
    [00013] In a case that a vehicle to be charged does not provide the possibility of receiving DC power, or when the available grid energy is low, for example, due to a momentary peak energy absorbance at another location in the grid or due to the presence of another vehicle to be charged in the same location, AC power can be supplied to the vehicle, which then uses its integrated charger to charge its battery. As the integrated chargers generally have a lower rated power, switching to AC charging decreases the grid load. When a very powerful integrated charger is detected, the system could switch to the best controllable DC power supply in order to decrease the grid load.
    [00014] In one embodiment, the means for determining is configured to detect the presence of an integrated vehicle battery charger, and the controller is configured to switch the output to an AC power input when an integrated battery charger is detected.
    [00015] In this way, optimal use is made of the hardware present in the vehicle, while the converters in a charging station could be used to charge vehicles that do not have an integrated charger, or vehicles that were decided to obtain priority for any reason.
    [00016] In another mode, the controller is configured to switch to AC power after an interval of switching to DC power, to first charge the battery quickly on DC power, and secondly to continue charging the battery more slowly on AC power. High-power DC charging can, for example, be applied until a so-called constant voltage point on the battery charging curve is reached, and then charging is switched to AC to finish charging the battery via the integrated charger. vehicle, powered by the AC power source, and thus releasing the DC power source for charging other vehicles. This results in further optimization of the available hardware. Especially since the integrated chargers usually have limited power, but still enough to finish charging the constant voltage point ahead in an acceptable amount of time.
    [00017] In another mode, the controller is configured to charge the vehicle from the AC power source for a predetermined time. During this time, the power exchange station determines the characteristics of the built-in charger, for example, its nominal power. From this knowledge, the decision can be made to charge in AC or DC or when it would be beneficial to switch from charging using AC to DC or vice versa.
    [00018] In yet another modality, the power exchange station is configured to supply both AC and DC power simultaneously. Also, a plurality of outputs can be present, for coupling multiple vehicles to the output, where each of the vehicles can be coupled either in AC or DC power.
    [00019] It is also conceivable that AC and DC power are supplied to the same output, to charge a vehicle battery directly with DC power, and via an integrated battery charger with AC power indirectly. For this purpose, the vehicle may be coupled to the system by multiple connectors or the system may be configured to supply DC power with an overlapping AC component.
    [00020] In yet another embodiment, the power exchange station can provide both AC and DC power at the same time where DC power is used to charge the battery while AC power is used to power an embedded AC powered system such as an air conditioner, heater or other device. It is also imaginable that DC power is used for these other devices and AC power to charge the battery via the built-in charger.
    [00021] The DC power source may comprise a power converter, to provide switched DC power. More specifically, the power exchange station may comprise a number of power converters, to provide a suitable form of DC power (for example, switched or with a predetermined voltage) for each port on which a vehicle is coupled. It is highlighted here that the DC energy in the sense of the present invention not only comprises constant DC energy, but also switched forms such as PWM (Pulse Width Modulation), PDM (Pulse Duration Modulation) and voltage and current gradients, as well as as random signals (random / noise) and time division multi-plexing signals.
    [00022] The switching control can also be based on external parameters, such as the energy available in at least one of the energy inputs, and / or the energy required from electric vehicles at additional energy outputs. The switching can, for example, be controlled on the basis of an input by a data processing device, such as a central, remote or external web server, a database or control server. Such a data processing device can collect data from multiple vehicles, charging station and / or current grid information, and / or other settings, such as priorities given to multiple vehicles by an operator or fleet owner. The power exchange station can also be configured for data communication with the vehicle to retrieve information about the media that the vehicle can be loaded on.
    [00023] The power exchange station can comprise a connector to connect the vehicle at the output, the connector being configured for transferring energy from both AC and DC. Specifically, the invention relates to exchanging multiphase AC power through multiple power contacts of the power connector when a vehicle is charged with AC power; and exchanging DC power through at least two contacts of said power connector when charging a vehicle with DC power. The AC power supply can be bi or three-phase, but configurations of up to six or more phases are imaginable as well.
    [00024] The use of a single connector for transferring both AC and DC power makes using the power exchange station more convenient. When exchanging energy with a vehicle, specifically when charging it, a user does not need to choose a specific connector that corresponds to a (counter) connector on their vehicle. Furthermore, a single connector allows the power exchange station to switch between AC and DC power sources during power transfer without requiring user interaction. This can be done over the same connections, or the connector can comprise multiple connections, as explained below.
    [00025] The invention also relates to the use of a power connector in a power exchange station as described above. The use according to the invention comprises using at least three power contacts to exchange three-phase AC power and a common ground, where at least one pair of contacts is used to supply DC power through them. The power connectors suitable for use are the IEC62196 standard, for example the REMA REV-3. Another suitable connector is the 63A Men-nekes CEE connector.
    [00026] In an additional embodiment, the invention relates to the use of a power connector comprising at least 4 energy counters, of which two pairs of contacts are dimensioned so that a DC energy can be fed through them. To supply AC power, three of the four contacts are used, and a fourth can be used as common ground. For DC power, one pair forms the positive connection, and the other pair forms the negative connection. Specifically, the invention makes use of a power connector that is suitable for transferring a 126 Amp DC current. [00027] In an additional mode, at least one connection for data transfer is made using the connector. The connection can be a serial data connection or a connection according to any data communication protocol, or just a simple binary signal, in which a specific connector corresponds to specific data. For example, a pair of data transfer connectors may be configured to be short-circuited when the vehicle is suitable for AC charging. The short circuit can also be formed by a passive circuit element. such as a resistor, an inductor or a capacitor. Such resistance or impedance can be used to detect an AC or DC configuration. Communication can take place over the same connections (or using some of the pins) as AC and / or DC power. This can be achieved by overlapping the communications signal over the power signal.
    [00028] A single connector provides the advantage that the vehicle only requires an opening to attach a connector in this case, and only one standard is required when a single type of connector is used. Several AC connectors are available that could be used for the transfer of DC power according to the present invention.
    [00029] The invention also relates to an electric vehicle, which comprises a battery, an integrated charger, a power input, to receive the charging energy and a switch, to couple the power input to the battery or the integrated charger, and a controller, to control the switch.
    [00030] In general, the controller of such a vehicle can determine whether the vehicle is charged with AC or DC power. The controller can be coupled to or even part of the integrated logic such as a vehicle management system, or a battery management system, or sensors to determine whether AC or DC power is present at the input, but it can also be influenced by external inputs, for example, through data communication with a power exchange station or a data processing device such as a database and / or central control server.
    [00031] The controller can be configured to couple the power input to the built-in charger when an AC power is determined to be present at the power input, and it can also be configured to couple the power input to the battery when a DC power is determined be present at the power input.
    [00032] The invention will now be elucidated with reference to the following non-limiting figures, in which: figure 1 shows an overview of a system according to the present invention, in which a vehicle is coupled; figure 2 shows a high level overview of the system in figure 1, with multiple vehicles coupled to it, being charged with either AC or DC power; figure 3 shows a high level overview of the system in figure 1; figure 4 shows a schematic overview of a system according to the present invention; figure 5 shows a detailed view of the present invention in a vehicle; figure 6 shows a schematic overview 600 as a connector obtains power from the charger; figure 7 shows a mode with multiple switches; figure 8 shows an embodiment in which the energy exchange station has energy outputs that are not directed through the switch; figure 9 shows a mode that shows that the power station can also be used to supply energy from the vehicle batteries to the grid; figure 10 shows an embodiment in which a converter is used to charge one or more vehicles of the DC battery energy of another or more vehicles; figure 11 shows a modality where a DC power source supplies DC power to a DC / AC converter; figure 12 shows a charging station that has more input than it can serve with AC power; figures 13a-h show various flow charts of a method according to the present invention; and figure 14 shows a modality of energy exchange system according to the present invention, in which instead of a switch, a controller is used.
    [00033] Figure 1 shows an overview of a power exchange station for a battery of an electric vehicle system 100 according to the present invention, to which a vehicle 300 is coupled, comprising a power outlet for the vehicle. 300, formed by a connector 200. The station comprises a means (not explicitly shown) to determine whether the vehicle 300 is capable of being charged with an AC voltage and / or a DC voltage, and an AC power input 102 and an input DC power supply 103. In this case, the DC power source is incorporated by a power converter 102 derived from the AC power input 101, formed by the main network. The power exchange station further comprises a controllable switch 103, for switching the power output 200 to any of the power inputs 101, 102.
    [00034] Vehicle 300 comprises a battery 303 and a charger 302, as well as a switch 301. The switch couples the power input of connector 200 to charger 302 when there is an AC input, and directly 303 to the battery when there is a DC input .
    [00035] Switch 301 detects whether DC power is available, for example, communicating with switch 103 and can route the connection directly to battery 303. Switch 103 detects whether a switch 301 is present (by communication) and can provide DC power if applicable.
    [00036] Figure 2 shows the power exchange station 100 of figure 1, in which multiple vehicles 300a-300d are coupled to the station by means of separate connectors (not shown). Vehicle 300c is charged with DC power, vehicles 300a, 300b, 300d are charged with AC power. Such a configuration can be used when there is a vehicle that requires fast charging, and multiple vehicles that have an integrated charger, or when the charging station has only a limited DC power source available.
    [00037] Figure 3 shows another modality, where there is (momentarily) only one AC power source 101 available at the power exchange station 100, which is switched to vehicles 300a and 300b. These vehicles provide DC power, which is switched by the power exchange station to vehicle 300c. In this way, the energy exchange station can be used to transfer energy from one vehicle to another, for example, when the latter does not have an integrated charger.
    [00038] Figure 4 shows an energy routing system comprising an energy exchange system 400 according to the invention. When a vehicle 300a, 300b is connected to the power exchange station, it can communicate with the station controller via a data line. The vehicle identity 300a, 300b (possibly with your requirements) is then sent to the decision-making server. Based on the requirements (and the requirements of the other connected vehicles) the server orders the charging station controller to make the connection matrix connect one or more AC / DC converters to the vehicle's output, or orders the output to switch to AC power . When no communication can be established, the system can use CA as a standard option, or use local knowledge (that is, users who return more than once) to determine the appropriate profile.
    [00039] When a vehicle is added to the system or leaves, it is updated to the decision server, which then orders a new optimal energy distribution.
    [00040] As shown above, the power exchange station can have multiple outputs and has a multiplicity of 401-405 AC / DC converters. These DC converters can, through a connection matrix, be dynamically assigned to any 406-410 power output, and a power output can, through the same matrix, be connected to one or more DC converters. In addition, each output can be connected to the AC supply chain instead of the DC connection matrix.
    [00041] The power exchange station is connected to a central decision-making server 411, which calculates the optimal division of energy over the connected vehicles, based on their energy requirements, possible "premium accounts" from their owners, energy costs, grid availability, power from integrated chargers, and other parameters. Based on this, the central server calculates the optimal solution and orders the 412 power exchange station controller to connect vehicles in this mode. Due to the possibility of the outputs providing AC, part of the available DC power can be reserved for other vehicles by switching to AC for a vehicle that has an integrated charger. When the departure or arrival of one or more vehicles, the optimal solution may change. When this happens, the entire station configuration can be dynamically changed in the middle of the load.
    [00042] The power exchange station also has a local storage (CC) to be able to compensate for peak loads (for example, rush hour) which can be charged when no or few vehicles are connected (or when these vehicles prefer CA). In this way, the following advantages can be achieved.
    [00043] - All vehicles can be guaranteed an optimal charging time, based on their battery type, account (the premium could provide a faster charge), other vehicles present and availability of grid.
    [00044] - When a vehicle has an integrated charger more powerful than the remaining DC power available, this system can switch to AC power for that vehicle, releasing DC power to other vehicles.
    [00045] - When the grid energy is sparse in the charger region, the load energy can be decreased.
    [00046] - A vehicle that can only be charged through its integrated charger can also connect to this system.
    [00047] - As the data is available, an indication of the remaining time can be given to the vehicle owner.
    [00048] - When an AC charging infrastructure is already present, it can easily be modernized to supply both AC and DC, since the outputs only need to switch between AC and DC power.
    [00049] - When the DC charging phase (high current) of a battery is replaced by an AC charging phase (lower current), the power can be switched from high energy DC supplies to integrated charging (lower energy) ), releasing DC power to be used by other connected vehicles.
    [00050] Figure 5 shows a 500 modality of the electrical system inside a vehicle. The connector can charge power or DC or AC. In this case a single phase solution is presented, but it can easily be read as a system that uses a connection of two, three or more phases. In this example, the power switch can switch power either to an integrated charger, in the case of AC power or even by default, or directly to the battery. In some cases the integrated charger may be connected to the connector at all times, because it can support DC at its input or it can even operate under this condition.
    [00051] Figure 6 shows a schematic view 600 of how a connector receives power from the charger. The power can be AC, multiphase AC or DC. The charge controller knows (via a vehicle communication system or some other source of information, such as a detection system) whether AC or DC power is on the line. When an AC current is supplied, the system's power bus is disconnected from the power selector (and thus the charger) and the integrated charger is connected by the charge controller. If DC power is supplied to the connector, the integrated charger is disconnected and DC power is routed directly to the vehicle's power bus. In some cases, the integrated charger can be connected to the connector at all times, because it can withstand DC power at its input or even in some situations operate with DC at its input.
    [00052] Figure 7 shows a multi-switch mode in which some switches are configured to load a single vehicle, and some switches are configured to load multiple vehicles at a time.
    [00053] Figure 8 shows a mode in which the power exchange station has power output that is not directed through the switch. Also, shared or dedicated external chargers may be present.
    [00054] Figure 9 shows a modality that shows that the power station can also be used to supply energy from the vehicle batteries to the grid. This can happen by converting the DC battery power in the integrated charger to the grid or by transferring the DC battery power from at least one vehicle to at least one external charger (102) or one or more DC / AC converters (103), to supply power to the main AC network.
    [00055] Figure 10 shows a modality in which a DC / DC converter (multiple inputs) (102 and / or 103) is used to charge one or more vehicles of the DC battery energy of another or more vehicles. In this case, the AC network and / or the power converter 102 are not required to be used. Since the vehicles and the charging station comprise AC / DC, DC / AC and DC / DC converters, in this configuration the vehicles that supply energy can be AC or DC (or a mixture) and the vehicles that receive energy can obtain AC or DC .
    [00056] Figure 11 shows a modality in which a DC power source (for example, local storage or PV panel) (104) supplies DC power to a DC / AC converter (102) which converts it to AC to supply the main network or supply one of the integrated chargers.
    [00057] Figure 12 shows that the charging station can have more outputs than this can serve with DC power. This is a mode where the number of vehicle connections exceeds the number of DC power inputs. For example, the external charger may have 3 DC power output. The station can have 5 load connections.
    [00058] Figure 13a shows a flow chart in which the system decides based on the customer's input (time requested before leaving) and the electricity grid input (maximum available energy) which the best charging strategy is. In this example, the maximum DC power the system can provide is 50 kW. Furthermore, the system is equipped with a data processing device for decision making and data entry devices. In this case, a user terminal and a connection to a smart grid computer.
    [00059] Figure 13b shows a system which is equipped with a means to control the integrated vehicle charger through a data connection (wired or) wirelessly with the vehicle. In this example, the maximum DC charging power in the energy exchange system is limited to 50 kW. Two vehicles arrive at the station. One has a DC charging capacity of 50 kW. The other vehicle has an integrated 30 kW charger and a DC charging capacity.
    [00060] Figure 13c shows a power exchange station equipped with two load connections with a possibility of 50 kW DC power output and the possibility of providing 40 kW AC per output. The 50 kW DC power is achieved through the use of a 50 kW AC / DC converter. The entire system is connected to a grid connection which can supply a maximum of 100 kW.
    [00061] Figure 13d shows a case in which the power exchange station cannot detect what available integrated charging energy is, it can send AC to the vehicle and measure the energy the vehicle consumes. After measuring this energy for some time, the data processing device can determine the energy of the integrated charger.
    [00062] Figure 13e shows a case in which a vehicle may have an integrated system (such as an air conditioner) which can be powered by AC during charging.
    [00063] Figure 13f shows a power exchange station transferring DC power from the battery to the grid.
    [00064] Figure 13g shows how the power exchange station uses the integrated charger to charge a second vehicle connected to a second outlet.
    [00065] Figure 13h shows how the grid energy load is controlled by turning the integrated charger on and off if it is not possible to control the charging energy of the integrated charger. [00066] Figure 14 shows a power exchange station 600 for a battery 603 of at least one electric vehicle 602, comprising at least one power outlet 606 for a vehicle, at least one data communication port 607 for communication with the electric vehicle 602 to determine if the vehicle 602 is capable of being charged with an AC voltage and / or a DC voltage. In this case, the DC power supply is incorporated by a power converter 604 derived from the AC power input 601, formed by the main network. The power exchange station further comprises a controller 605 for controlling the energy supplied from the AC power source and / or DC power source to the at least one power outlet 606. Controller 605 is coupled to the data communication port 607 for communication with the electric vehicle. In a specific embodiment, controller 605 can interact with a controller in the electric vehicle (not shown) to determine whether the vehicle could be charged with AC and / or DC. In this case the controller in the electric vehicle will also be coupled to the integrated power converter 609 to control the DC power supplied to the battery 603.
    [00067] The power exchange station can be equipped with a single connector 608 for AC and DC power, which can also comprise one or more communication lines for the data communication port 607.
    权利要求:
    Claims (12)
    [1]
    1. Power exchange station for a battery of at least one electric vehicle, comprising, - at least one power outlet for a vehicle; - a plurality of power sources, comprising. at least one AC power source; and . at least one DC power supply; - a controller, to control the energy supplied from the AC power supply and / or the DC power supply to the at least one power outlet, characterized by - at least one data communication port for communication with the mobility device to determine whether a vehicle is capable of being charged with an AC voltage and / or a DC voltage; - at least one controllable switch, to couple at least one power outlet to any of the power sources; - and where the controller is configured to control the switch at least based on the determination, the controller being coupled to at least one data communication port for communication with an electric vehicle.
    [2]
    2. Power exchange station according to claim 1, characterized by the fact that at least one data communication port is used to control the integrated vehicle charger.
    [3]
    3. Power exchange station according to claim 1 or 2, characterized by the fact that the data communication port is configured for communication with a communication system in the vehicle.
    [4]
    4. Power exchange station according to any of the preceding claims, characterized by the fact that the data communication port is configured for communication by means of: binary signaling, serial data communication, power line communication, signaling PWM, wireless communication, CAN bus communication, communication over Ethernet or communication according to a data communication protocol.
    [5]
    5. Power exchange station according to claim 4, characterized in that, - the means for determining is configured to detect the presence of an integrated vehicle battery charger; and where - the controller is configured to switch the output to an AC power source when an integrated battery charger is detected; and where - the controller is configured to switch the output to a DC power supply when a direct connection to the battery is determined.
    [6]
    6. Power exchange station according to claim 4 or 5, characterized by the fact that the controller is configured to switch to the AC power supply after an interval of being switched to the DC power supply, to first charge the battery quickly on DC power, and secondly continue charging the battery more slowly on AC power.
    [7]
    7. Power exchange station according to any one of claims 4 to 6, characterized by the fact that it is configured to emit both AC and DC energy simultaneously, with AC and DC energies being supplied to the same output, to charge a vehicle battery directly with DC power, and via an integrated battery charger with AC power indirectly.
    [8]
    8. Power exchange station according to any one of claims 4 to 7, characterized by the fact that controlling the switch is still based on external parameters, such as the energy available in at least one of the power inputs, and / or the energy required from electric vehicles at additional power outlets.
    [9]
    Power exchange station according to any one of claims 4 to 8, characterized by the fact that it is configured to control an integrated charger of a vehicle, specifically the charging energy of said integrated charger via a communication connection of data with the vehicle.
    [10]
    10. Power exchange station according to any one of claims 4 to 9, characterized by the fact that it comprises a power connector, configured to: - exchange multiphase AC power through multiple power contacts of the power connector when a vehicle is charged with AC power; and - exchange DC power through at least two contacts of said power connector when charging a vehicle with DC power - the exchange of DC power takes place through two sets of contacts, each set comprising at least one contact used to exchange power. AC power. - the data communication is performed on at least some of the pins used to exchange AC and / or DC energy, for example, by overlapping the communication signal over an energy signal.
    [11]
    11. Method for charging an electric vehicle battery, characterized by the fact that it comprises, - determining whether a vehicle coupled to an energy outlet is capable of being charged with an AC voltage and / or a DC voltage by communication via at least at least one data communication port of a power exchange station; - switching the power output to the AC power input when the presence of an integrated charger is determined, and - switching the power output to the DC power input when no integrated charger is determined.
    [12]
    12. Method according to claim 11, characterized by the fact that controlling the switch is performed based on input by a data processing device, such as an external decision-making facility.
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    同族专利:
    公开号 | 公开日
    EP2542445B1|2017-11-08|
    RU2012142347A|2014-04-10|
    WO2011108925A3|2012-08-23|
    US20130049677A1|2013-02-28|
    BR112012022307A2|2017-10-31|
    US9371008B2|2016-06-21|
    CA2792238C|2018-06-19|
    CA2792238A1|2011-09-09|
    CN102917909B|2015-10-21|
    TWI528676B|2016-04-01|
    RU2571847C2|2015-12-20|
    EP2542445A2|2013-01-09|
    CN102917909A|2013-02-06|
    JP2013521756A|2013-06-10|
    NL2004350C2|2011-09-06|
    TW201203778A|2012-01-16|
    JP5657708B2|2015-01-21|
    WO2011108925A2|2011-09-09|
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    法律状态:
    2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-06-11| B06T| Formal requirements before examination [chapter 6.20 patent gazette]|
    2019-10-22| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2019-12-10| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 03/03/2011, OBSERVADAS AS CONDICOES LEGAIS. (CO) 20 (VINTE) ANOS CONTADOS A PARTIR DE 03/03/2011, OBSERVADAS AS CONDICOES LEGAIS |
    优先权:
    申请号 | 申请日 | 专利标题
    NL2004350A|NL2004350C2|2010-03-05|2010-03-05|System, devices and method for charging a battery of an electric vehicle.|
    PCT/NL2011/050146|WO2011108925A2|2010-03-05|2011-03-03|System, devices and method for charging a battery of an electric vehicle|
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