Charging system for bidirectional charging

Abstract

Charging system (1) for flexible, bidirectional electric charging and discharging of an electric vehicle with: a charging control unit (2) which is connected on the vehicle side to a power connector (3) and on the grid side to a first coupling (4), and a connection unit (5) comprising a vehicle-side second coupling (6) that can be coupled to the first coupling (4) and a mains-side connector (7), wherein the power connector (3) has at least a first signal line (15) and a second signal line (16), characterized by the fact that the first and second signal lines (15, 16) are routed from the power connector (3) at least to the first coupling (4), and the first and second couplings (4, 6) are designed such that, in the connected state of the second coupling (6) with the first coupling (4), the first signal line (15) is electrically connected to the second signal line (16), the electrical connection between the first signal line (15) and the second signal line (16) is short-circuited.

Description

[0001] The invention relates to a preferably mobile charging system for the flexible, bidirectional charging and discharging of an electric vehicle with a charging control unit which is connected to the vehicle side with a power connector and to the grid side with a first coupling and a connection unit which has a vehicle-side second coupling which can be coupled to the first coupling and a grid-side connection connector.

[0002] An increasing number of electric vehicles are equipped with bidirectional charging, which, in addition to charging the vehicle itself, allows access to the stored energy in the vehicle battery and transfer it to consumers or back into the power grid. For example, when using bidirectional charging on the go, it can power hand tools, supply electricity to (holiday) homes or sheds that may not be connected to the grid, charge other electric vehicles for roadside assistance, or even use the vehicle as a dynamic energy storage unit.

[0003] To perform the aforementioned functions, the vehicle must be connected to other consumers or the grid using suitable connectors. Depending on the amount of electrical power to be transferred, different connectors are required to enable mobile and flexible use of the bidirectional charging function for a wide variety of consumer or grid requirements.

[0004] The respective connectors between the vehicle supplying the energy and the consumer or the grid must be designed in such a safe manner, in accordance with applicable European and international guidelines, that the risk of electric shock to the user when connecting the vehicle to a consumer or the grid during energy supply from the vehicle is excluded.

[0005] A wide variety of connectors are in use worldwide for specific applications, regions, and countries, particularly a multitude of male connectors designed to connect to household and industrial sockets or charging devices. For example, male connectors of the CEE system or male IEC Type 2 connectors generally do not meet the requirements for safe handling when connecting the consumer to the vehicle while the vehicle is delivering power. This is because they have exposed pins that can cause an electric shock if accidentally touched during connection. Consequently, these connectors pose a significant health risk to the electric vehicle user while the vehicle is delivering power.

[0006] German patent DE 10 2021 206 606 A1 proposes a supply cable that connects a vehicle to both a power source and a consumer. This cable consists of a connecting cable with a coupling, a primary connector for the vehicle connection, and a secondary connector for the power source or consumer. The cable can indicate its status, specifically whether it is ready to supply power to or draw power from the vehicle. A switching unit allows these states to be set.

[0007] CN 2 10 296 681 U describes a charging and discharging gun that integrates several functions. It comprises a common module, a conversion module, a charging module, and a discharging module. These modules enable various charging and discharging modes, including vehicle-to-vehicle (V2V) discharge, vehicle-to-load (V2L) discharge, and AC charging.

[0008] German patent DE 10 2016 214 050 A1 discloses a system in a motor vehicle comprising a battery, a charging port, and a charging device. A connecting element with two couplings enables the transfer of power between the vehicle and an energy sink. The charging device evaluates information and determines the direction of the power transfer.

[0009] US 9,126,486 B2 describes a vehicle that has a connection signal line whose electrical potential changes when a power charging cable plug is connected. The power connector has two connecting parts: one connected to the connection signal line and another connected to the control pilot line.

[0010] DE 10 2019 121 108 B3 discloses a device for the flexible charging of an electric vehicle battery. It comprises a charging control unit connected to a power connector and an adapter element. A second adapter element, connected to a mains plug, can be connected to the first adapter element. A signal line enables the querying of characteristics of the second adapter element or the mains plug.

[0011] It is therefore the object of the present invention to at least partially overcome the aforementioned disadvantages and to provide an improved bidirectional charging system that allows flexible, mobile and, above all, safe use of the bidirectional charging function of an electric vehicle.

[0012] To solve this problem, a charging system for flexible, bidirectional electric charging and discharging of an electric vehicle is provided, comprising a charging control unit connected to the vehicle via a power connector and to the grid via a first coupling, and a connection unit with a second vehicle-side coupling that can be coupled to the first coupling and a grid-side connection connector. The power connector has at least one first signal line and one second signal line. The first and second signal lines extend from the power connector at least as far as the first coupling. The first and second couplings are designed such that, when the second coupling is connected to the first coupling, the first signal line is electrically conductively connected to the second signal line.Furthermore, the electrical connection between the first signal line and the second signal line is short-circuited.

[0013] The proposed system is particularly safe when using the vehicle's bidirectional charging function, and it also allows the use of a variety of different connector types, thus increasing the system's flexibility and range of applications.

[0014] The signal lines are preferably current-carrying lines configured in a conventional wired manner to transmit electrical signals. This enables simple, cost-effective, and reliable signal transmission, allowing for the transmission of a wide variety of different electrical signals.

[0015] In the context of the present invention, "electrically conductively connected" means connected in such a way that a current can flow from the first to the second signal line of the power connector, or vice versa, at least temporarily and in a measurable manner. A signal path back to the vehicle is thus formed via the first and second signal lines. The electrical connection between the first and second signal lines is virtually resistance-free, i.e., short-circuited. Particularly preferably, the first and second signal lines are selectively electrically connected to each other, depending on the type of connector connected to the second coupling. It is particularly preferred that the first and second signal lines are electrically connected in the connected state if the connector of the connection unit ensures safe handling when electrical energy is supplied by the vehicle.

[0016] In connection with the present invention, the first and second couplings are configured to couple or connect the corresponding electrical conductors. A coupling therefore need not necessarily be of the female connection type, but can also have a male form or other forms, as well as hybrid forms.

[0017] In certain embodiments, a vehicle-side or charging unit-side control unit is preferably configured to detect the electrically conductive connection between the first and second signal lines and is further configured to actively enable or prevent energy output from the vehicle. When the electrically conductive connection or signal transmission path is closed, the vehicle-side or charging unit-side control unit is configured to enable energy output from the vehicle. When there is no electrically conductive connection or the signal transmission path is open, the vehicle-side or charging unit-side control unit is configured to prevent energy output from the vehicle.

[0018] This can be particularly advantageous in increasing user safety when using the bidirectional charging function if a plug or connector is accidentally or incorrectly used as a connection connector that poses a significant risk of electric shock to the user.

[0019] A particular advantage is that the pins of a connector, especially those of a male connector, which is not safe to handle while electrical power is being supplied, do not carry current when the first and second couplings are connected. In other words, it is only possible for the user to use safe connections while electrical power is being supplied by the vehicle, thus significantly reducing the risk of electric shock.

[0020] However, the plugs, whose handling is unsafe for the user during energy output from the vehicle, can still be connected and used for power intake, i.e., for charging the electric vehicle.

[0021] By detecting the closed signal transmission path, the charging system ensures in a simple way that the vehicle does not simultaneously supply and receive energy, e.g. due to improper use of connectors, thus preventing damage to the vehicle.

[0022] The signal lines are preferably designed separately from the lines that transmit electrical energy to or from the vehicle. Alternatively, it is conceivable that other lines could be used as signal lines, e.g., those not required for power delivery. A combination of separate signal lines and other lines used at least temporarily as signal lines, as first and second signal lines, is also conceivable. This allows for a wide variety of options for implementing the signal lines and adapting them to existing vehicle-side power connectors.

[0023] The invention is advantageously not limited exclusively to the bidirectional charging and discharging of an electric vehicle. Preferably, the system according to the invention can also be used in conjunction with any other type of at least partially electrically powered land, water, or air vehicle, such as trucks, two-wheelers, rail vehicles, ships, aircraft, agricultural or construction machinery, and generally mobile or stationary machinery that has a bidirectional charging function. Consequently, the proposed charging system can be used in a wide range of applications, which offers a further advantage for the user, since the system is designed to be independent of specific vehicle types, machines, etc.

[0024] Furthermore, it is preferable that when the power connectors are connected to the vehicle and the first and second connectors are in the unconnected state, no electrical energy is present at the second connector. This provides additional user safety when using the system.

[0025] Preferably, at least the first and second signal lines are routed to the second connector. The first and second signal lines can have their own separate pins within the first and second connectors. Alternatively, the first and second signal lines can not have their own separate pins, but their lines can simply be routed separately to within the first connector. Additionally, the first and second signal lines can be routed through the charging control unit, a controller, and / or power electronics, thus bypassing these components. This provides simple and cost-effective signal transmission to the first connector.

[0026] In certain embodiments, the power connector has a third signal line that extends at least to the first coupling, wherein the first and second couplings are configured such that, in the connected state, the third signal line can be electrically connected to either the first or the second signal line. Optionally, the power connector can have a plurality of signal lines, with each pair of signal lines being electrically connected in the connected state. In general, the features described or listed below in connection with the first and second signal lines also apply to the third and any subsequent signal lines.By means of an actuating element for determining the signal lines to be connected, it is advantageously possible to map a wide variety of configurations on different transmission paths, which allows the user to use the proposed system independently of the vehicle.

[0027] Furthermore, it is advantageous if the first or second coupling has a first actuating device that allows the third signal line to be selectively electrically connected to the first signal line or to the second signal line. Preferably, the first coupling, the second coupling, the charging control unit, or the power connector has a first actuating device that allows the user to manually adjust or define the signal lines to be connected. Alternatively, the first actuating device can be implemented digitally within an electrical circuit within the first coupling, the second coupling, the charging control unit, or the power connector, so that the user can remotely define the signal lines to be electrically connected using a mobile device.In this context, it is also conceivable that the vehicle communicates with the first actuating device to determine which signal lines are to be connected and is configured to transmit a setting instruction to the first actuating device. This signal can cause the first actuating device to connect two signal lines simultaneously or to connect several different pairs of signal lines sequentially. Using the first actuating device, the user can respond to a wide variety of vehicle-related requirements for signal paths, which further promotes the vehicle-independent use of the proposed charging system.

[0028] It is particularly advantageous for the first coupling to have a switch which, when connected, is closed by means of an actuating element of the second coupling, so that the first signal line is electrically connected to the second signal line. Preferably, only the second coupling, which is connected to a user-safe connector, has such an actuating element. The actuating element can be designed as a non-conductive pin or as a projection that engages with a switch inside the second coupling when connected and electrically connects the signal lines. Alternatively, the actuating element of the second coupling can preferably also be electrically conductive and directly connect the first and second signal lines when coupled, so that no switch is required in the first coupling.

[0029] The switch can also be closed passively by the actuating element if the actuating element of the second coupling is detected in the connected state by a sensor within the first coupling, whereby the switch is closed by means of an electronic circuit, thus electrically connecting the first and second signal lines. If the switch is actuated passively, it is also possible to integrate the switch within another component of the system through which the signal lines are routed.

[0030] Alternatively, the signal lines can be routed at least as far as the second coupling, where they are optionally electrically connected or not connected, depending on the connector of the connection unit.

[0031] The power connector or charging control unit also features a second actuating device for selectively charging or discharging the electric vehicle. Preferably, this second actuating device is configured to disconnect the electrical connection of at least one of the signal lines, i.e., to open the signal transmission path via the first and second signal lines. This second actuating device allows the user to manually interrupt the energy flow from the vehicle while connected, without, for example, disconnecting the first and second connectors or the device connected to the connector. Consequently, the proposed charging system offers convenient operation.Optionally, the first and second actuating devices can be integrally designed together, so that the user has exactly one actuating device available that fulfills both functions, namely that of the first actuating device and that of the second actuating device.

[0032] Preferably, the power connector or the charging control unit is configured to enable or stop the discharge of the electric vehicle depending on the state of the second actuating device. Preferably, a communication unit can be provided within one of the aforementioned components, which is in communicative contact with the vehicle and, depending on the state of the second actuating device, is configured to send a signal to the vehicle that causes the vehicle to enable or stop the discharge, or energy output.

[0033] Preferably, at least the first and second signal lines are electrically shielded in a suitable manner, preferably according to IEC 60950-1. Additionally, it can be advantageous if all lines that can be used as signal lines are electromagnetically shielded in a suitable manner. This prevents interference with the signal transmitted via the signal lines caused by magnetic fields and increases the reliability of the charging system. Furthermore, it also avoids a negative impact on other lines that, for example, transmit phases or communication signals.

[0034] In a preferred embodiment, the mains-side connector is a female connector that preferably meets the protection criteria according to DIN EN 61140 or VDE 0140-1. This ensures safe use for the system user in accordance with applicable EU directives.

[0035] It is advantageous if the power connector is a female connector suitable for charging and discharging an electric vehicle, preferably a power connector conforming to IEC 62196, IEC 60309, and / or IECEE. These power connectors are widely used and advantageously employed in a variety of vehicle types, as well as for industrial vehicles or machinery that are charged using charging devices. Other vehicle-to-home or vehicle-to-grid connectors are also possible.

[0036] The invention will be explained in more detail below with reference to the drawings. The drawings show: Fig. 1 a schematic overview of an embodiment of an exemplary charging system with various connectors; Fig. 2 schematically the connected state of the first coupling of the connection unit and the second coupling of the charging control unit according to the embodiment from Fig. 1; Fig. 3 schematically the charging system according to the invention in the connected state of the first coupling of the charging control unit and the second coupling of the connection unit in an electrically conductive connection according to the invention, according to a first alternative of the embodiment of the Fig. 2; Fig. 4 schematically the exemplary charging system in the connected state of the first coupling of the charging control unit and the second coupling of the connection unit in a non-electrically conductive connection according to the first alternative of the embodiment of the Fig. 2; and Fig. 5 schematically the charging system according to the invention in the connected state of the first coupling of the charging control unit and the second coupling of the connection unit in an electrically conductive connection according to the invention, as per the second alternative of the embodiment of the Fig. 2.

[0037] Fig. Figure 1 schematically shows the exemplary charging system 1 according to an embodiment with a plurality of different connection units 5. Each connection unit 5 has a connector 7 which is connected via a cable to one of the second couplings 6. In other embodiments, the connector 7 can be directly connected to the second coupling 6. The connectors 7 are each designed to interact with various consumer-side sockets 11 or consumer inputs. The connection elements 5 are therefore designed according to the requirements of the consumer-side sockets 11 with regard to the electrical power to be transmitted, the number of phases, and also from a safety perspective, in accordance with applicable guidelines.

[0038] The charging system 1 further comprises a charging control unit 2, which is equipped with a first coupling 4 on the consumer side and a power connector 3 on the vehicle side. The charging control unit 2 can be integrally formed with the power connector 3 and the first coupling 4, or it can be connected to the first coupling 4 and the power connector 3 by means of a cable with multiple conductors corresponding to the number of conductors or lines of the power connector 3. In the embodiment shown here, the charging control unit 2 has power electronics and a control unit housed in a single enclosure. The cable with the multiple conductors can be electrically conductively routed through the enclosure. The power electronics and the control unit can also be designed separately or integrated individually or together into other components of the charging system.However, the charging control unit with controller can also be integrally formed together with the first coupling 4 and the power connector 3 without the use of a connecting cable.

[0039] The power connector 3 has in Fig. 1. A second actuating device 8 is provided, which allows the user to access, select, and execute various control functions of the power electronics control unit. The second actuating device 8 can be configured as a simple toggle switch or as a plurality of switches or buttons with a display device that enables menu navigation. At a minimum, the second actuating device 8 allows the user to interrupt the charging system's energy supply from the vehicle, thereby opening the signal transmission path via the first and second signal lines. In this embodiment, the power connector 3 is an IEC type 2 plug that engages with an IEC type 2 socket on the vehicle. For the transmission of electrical energy to and from the vehicle, the power connector 3 has several electrical conductors designed for energy transmission.

[0040] Since the embodiment of Fig. Since only two signal lines are provided, no first actuating device for defining the signal transmission path between a plurality of signal lines is implemented and depicted. This device can, for example, be designed as a multi-stage rotary switch configured to connect different pair configurations of signal conductors.

[0041] In this embodiment, the power connector 3 additionally has a first signal line 15 and a second signal line 16, which are in electrically conductive connection with a first and a second signal line of the vehicle, thereby enabling communication via electrical signals between the vehicle and the charging system 1. These first and second signal lines 15, 16 are routed as separate conductors from the power connector 3 through the charging control unit 2 at least as far as the first coupling 4 and are accordingly shielded.

[0042] Additionally, in this embodiment, an electrical switch can be provided which opens at least one of the signal lines 15, 16 when the actuating device 8 is activated, thus interrupting the electrically conductive connection to the first coupling 4. This electrical switch can alternatively be opened remotely by the user's mobile device via a control command.

[0043] Furthermore, in the embodiment of the Fig. 1. A communicative connection between the controller and a mobile device is provided, which further allows the user to send inputs to the controller and receive data from the controller. For example, the user can specify the current or voltage to be supplied to the consumer or the grid, with the power electronics being configured to transform the current and / or the specified voltage coming from the vehicle according to the input command.

[0044] The Fig. Figure 2 shows in its schematic representation the connected state of the charging system 1, wherein the first coupling 4 of the charging control unit 2 is connected to the second coupling 6 of a connection unit 5. Fig. 1 is coupled. In this embodiment, the connector 7 is a female CEE connector that can interact with a male connector 11 of a consumer. The Fig. The connector shown is a female connector and meets the protection criteria according to DIN EN 61140 or VDE 0140-1, meaning there is no risk to the user when handling the connector 7 while electrical energy is being supplied from the vehicle.

[0045] The Fig. 3 shows a first alternative embodiment Fig. 2 the connected state of the first coupling 4 of the charging control unit 2 and the second coupling 6 of the connection unit 5 in an electrically conductive connection of the charging system 1 according to the invention, wherein the first signal line 15 and the second signal line 16 are routed to the second coupling 6. For this purpose, the first coupling 4 and the second coupling 6 each have corresponding, separate pins and sockets for the first and second signal lines 15, 16.

[0046] The first signal line 15 and the second signal line 16 are directly electrically connected within the second coupling 6, short-circuited, thus forming a signaling path back to the vehicle via the two signal lines 15 and 16. For a high degree of modularity in the construction of the charging system, it may also be advantageous to route the first and second signal lines 15 and 16 from the second coupling 6 to the connector 7. Depending on the safety requirements for the user when handling the connector 7, the signal lines 15 and 16 are optionally electrically connected or not.

[0047] It is also in Fig. 3 to recognize that the first signal line 15 and the second signal line 16 each have separate sockets which engage with separate pins of the vehicle (not shown) and thus create an electrically conductive connection.

[0048] The charging system of the Fig. 4 according to the embodiment according to Fig. 2 exhibits the same properties with respect to the charging control unit 2 that are associated with the Fig. 1 to 3 were described. In the Fig. 4 schematically represents the connected state of the first coupling 4 of the charging control unit 2 and the second coupling 6 of another connection unit 5. Fig. 1 after Fig. Figures 1 to 3 are shown in a non-electrically conductive connection. The connector 7 shown, which is configured here as a male CEE plug, has exposed pins that are not safe for the user when handling the connector 7 if current and voltage are present on the pins of the connector 7 during the delivery of electrical energy. For this reason, as referenced in Fig. As described in section 3, the first and second signal lines 15, 16 are not electrically connected to each other. This signals to the vehicle's charging control system that power output from the vehicle, e.g., to external consumers, is not safe.

[0049] The state of the signaling path via the signal lines 15, 16 can be detected, regardless of the embodiment, by a vehicle-side control unit (not shown) or a charging control unit-side control unit that is in communicative contact with the vehicle and that enables or prevents the output of electrical energy.

[0050] The Fig. Figure 5 shows a schematic representation of a second alternative of the connected state of the first coupling 4 of the charging control unit 2 and the second coupling 6 of the connection unit 5 in an electrically conductive connection of the charging system 1 according to the invention, wherein, in contrast to the embodiment of the Fig.3 The first and second signal lines 15, 16 are only routed as far as the first coupling 4. The second coupling 6 optionally has an actuating element (not shown), depending on the connector 7 of the connecting element 5, which closes the signal transmission path via the signal lines 15, 16 when the first and second couplings 4, 6 are connected.

[0051] The actuating element can be implemented in a variety of ways. For example, the actuating element of the second coupling 6 can be a pin or a projection that, when the first and second couplings 4, 6 engage, actuates a switch that closes the signal transmission path. It is also conceivable that the second coupling 6 has an electrically conductive actuating element configured to directly close the signal transmission path when connected. Alternatively, the actuating element can be detected by a sensor (not shown) within the first coupling 4 only when connected. When the actuating element is present in the second coupling 4, the control unit of the charging control unit 2 is configured to actuate a switch (not shown) to close the signal transmission path.

[0052] Finally, the second coupling 6 has an actuating element, depending on the potential hazard when handling the connector 7 of the connection unit 5 during the supply of electrical energy from the vehicle.

[0053] The present invention provides an improved charging system that enables flexible, mobile and, above all, safe bidirectional electrical charging and discharging of an electric vehicle. Reference symbol list: 1 charging system 2 Charging control unit 3 power connectors 4 first clutch 5 connection unit 6 second clutch 7 connector plugs 8 second actuating device 9 mobile device 10 vehicle-side sockets 11 consumer-side socket 12 connecting cables 13 closed signal lines 14 open signal lines 15 first signal line 16 second signal line

Claims

[1] Charging system (1) for flexible, bidirectional electric charging and discharging of an electric vehicle with: a charging control unit (2) which is connected on the vehicle side to a power connector (3) and on the grid side to a first coupling (4), and a connection unit (5) comprising a vehicle-side second coupling (6) that can be coupled to the first coupling (4) and a mains-side connector (7), wherein the power connector (3) has at least a first signal line (15) and a second signal line (16), characterized by , that the first and second signal lines (15, 16) are routed from the power connector (3) at least to the first coupling (4), and the first and second couplings (4, 6) are designed such that, in the connected state of the second coupling (6) with the first coupling (4), the first signal line (15) is electrically connected to the second signal line (16), the electrical connection between the first signal line (15) and the second signal line (16) is short-circuited. [2] Charging system (1) according to one of the preceding claims, characterized by , that at least the first and second signal lines (15, 16) are routed to the second coupling (6). [3] Charging system (1) according to one of the preceding claims, characterized by, that the power connector (3) has a third signal line which extends at least to the first coupling (4), wherein the first and second couplings (4, 6) are designed such that, in the connected state, the third signal line can be electrically connected either to the first signal line (15) or to the second signal line (16). [4] Charging system (1) according to claim 3, characterized by , that the first or the second coupling (4, 6) has a first actuating device which enables the optional electrical connection of the third signal line to the first signal line (15) or to the second signal line (16). [5] Charging system (1) according to one of the preceding claims, characterized by, that the first coupling (4) has a switch which is closed in the connected state by means of an actuating element of the second coupling (6) so that the first signal line (15) is electrically connected to the second signal line (16). [6] Charging system (1) according to any one of the preceding claims, characterized by , that the power connector (3) or the charging control unit (2) has a second actuating device (8) for controlling optional charging or discharging of the electric vehicle. [7] Charging system (1) according to claim 6, characterized by , that the power connector (3) or the charging control unit (2) is configured to enable or terminate the discharge of the electric vehicle depending on the state of the second actuating device (8). [8] Charging system (1) according to any one of the preceding claims, characterized by, that at least the first and second signal lines (15, 16) are electrically shielded in a suitable manner, preferably according to IEC 60950-1. [9] Charging system (1) according to any one of the preceding claims, characterized by , that the mains-side connector (7) is a female connector which preferably meets the protection criteria according to DIN EN 61140 or VDE 0140-1. [10] Charging system (1) according to any of the preceding claims, characterized by , that the power connector (3) is a female connector suitable for charging and discharging an electric vehicle, preferably a power connector (3) according to IEC 62196, IEC 60309 and / or IECEE.

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