Charging terminal for a hybrid or electric vehicle

Abstract

The invention relates to a charging terminal (1) for a hybrid or electric vehicle, said terminal comprising: - a power contactor (7) able to allow an exchange of electric power with the vehicle selectively, - a meter (6) able to measure the amount of electric power exchanged between the terminal (1) and the vehicle, and - a carrier (13) bearing the contactor (7) and the meter (6), the carrier (13) comprising a body (14) and at least one rail for mounting one of the contactor (7) and meter (6), characterized in that the body (14) and rail (17, 18) form a single part.

Description

[0001] Charging station for hybrid or electric vehicles

[0002] The present invention relates to a charging terminal for a hybrid or electric vehicle.

[0003] The vehicle has, for example, a battery intended to power an electric machine for propelling the vehicle, this battery having a nominal voltage whose value may be 48V, or greater than 60V, being for example greater than 200V or 300V, or 400V, or 800V.

[0004] It is known to provide several components in the terminal, including:

[0005] - a contactor selectively interrupting the exchange of electrical energy with the vehicle, for example depending on the cost of this energy or depending on its availability, and

[0006] - a meter for measuring the vehicle's electrical energy consumption, particularly for the purpose of billing the consumption of this electrical energy.

[0007] As is known, the contactor and the meter are carried by the same support on which are fixed, for example by screwing, DIN rails which hold this contactor and this meter in place. The use of DIN rails requires a step of fixing these rails on the support, which is expensive and time-consuming.

[0008] There is a need to further improve known charging stations for electric or hybrid vehicles.

[0009] The invention aims to meet this need and achieves this, according to one of its aspects, using a charging terminal for an electric or hybrid vehicle, comprising:

[0010] - a contactor capable of selectively allowing an exchange of electrical energy with the vehicle,

[0011] - a meter capable of measuring the quantity of electrical energy exchanged between the terminal and the vehicle, and

[0012] - a support carrying the contactor and the meter, the support comprising a body and at least one rail on which one of the contactor and the meter is mounted, characterized in that the body and the rail are formed from a single piece

[0013] According to the invention, the rail(s) on which the contactor or meter is mounted are directly integrated into the support since a single part defines both the body and the rail(s). This part is a single piece and advantageously made of plastic. It is therefore not necessary to resort to an additional step of fixing this rail.

[0014] The support can be monobloc, thus being made of a single piece, unlike different pieces assembled together.

[0015] The contactor and / or the meter may be in direct contact with the rail(s). In other words, this contactor or this meter is not mounted for example on a plate such as a printed circuit, this plate being itself mounted on the support via the rail(s). Compared to the fixing of a metal rail, the solution according to the invention is advantageous because:

[0016] - the weight of the terminal is reduced,

[0017] - the cost of the terminal is reduced,

[0018] - the rail(s) thus formed from a single piece can be compatible with a single-phase or three-phase load.

[0019] Furthermore, compared to a prior art solution using DIN rails to fix the contactor and the meter, the need to align the contactor and the meter along the rails disappears, providing more installation possibilities, which can be advantageous for maintenance, EMC, space requirements, cable management for example. This allows the internal architecture of the terminal to be optimized.

[0020] For the purposes of the present application, a rail extends along a longitudinal axis over a distance called "length". Perpendicular to this longitudinal axis, the rail extends over a distance called "width".

[0021] The support may comprise several rails, in particular several parallel rails, these rails may allow the locking of one of the contactor and the meter on the support. The support comprises for example two parallel rails which allow the locking of the contactor, respectively the meter, on the support. However, a greater number of rails is possible to lock the contactor, respectively the meter, on the support.

[0022] Locking the meter or switch on the support can be done:

[0023] - according to a coordinate, by the presence of two parallel rails, the cooperation between these two parallel rails immobilizing the meter or the contactor perpendicular to the longitudinal axis of the rails, and

[0024] - according to another coordinate parallel to the longitudinal axis of the rails, by means of a form cooperation between the meter or the contactor and the rails. Claws of the meter or the contactor cooperate, for example, with slots made in the rails to ensure this form cooperation. The ends of the slots then define a stop, immobilizing the meter or the contactor according to this other coordinate.

[0025] The invention can then allow the meter or contactor to be locked onto the support without the need for an additional part, such as a shim, for example.

[0026] Each rail may extend from the body by two side faces which are connected by a bottom face, this bottom face defining the area of ​​the rail furthest from the body.

[0027] Each side face and the bottom face of the rail may be flat. When each bottom face of a rail is flat, each bottom face may extend parallel to the area of ​​the body from which the rail originates.

[0028] Each lateral face extends, for example, perpendicular to the area of ​​the body from which it originates.

[0029] The bottom face is for example perpendicular to each side face, so that, in a view in a plane perpendicular to its longitudinal axis, the rail may have a U shape with right corners.

[0030] At least one of the lateral faces of the rail may comprise an alternation of solid zone(s) and hollow zone(s), when moving along the longitudinal axis of the rail. The existence of hollow zone(s) in this lateral face may make it possible to provide slots cooperating with claws of the meter or the contactor to achieve the aforementioned locking.

[0031] When two parallel rails are provided for locking the contactor or meter, each rail may have a single side face comprising alternating solid area(s) and hollow area(s), this side face being that of the rail which is furthest from the other rail. The other side face of the rail then remains solid over its entire length.

[0032] For two parallel rails cooperating together for the mounting, and where appropriate the locking, of the contactor or meter, from one rail to the other, the solid areas and / or the hollowed areas of the side face may be different:

[0033] - by their number, and / or

[0034] - by their length, and / or

[0035] - by the spacing between two consecutive zones of the same type (dug or solid).

[0036] These solid areas and these hollowed areas of side faces of rails cooperating together for the mounting, and where appropriate the locking, of the contactor or the meter, can be arranged to allow the indifferent mounting of single-phase or three-phase components, for example the indifferent mounting of a single-phase meter, respectively contactor, or a three-phase meter, respectively contactor. One or more hollowed areas cooperates for example with a meter or contactor claw only when the latter is intended for a three-phase network, being unused with a meter or a contactor intended for a single-phase network.

[0037] Thus, two same rails can, depending on the need, allow the mounting of a single-phase contactor or a three-phase contactor.

[0038] Alternatively, two of the same rails can be used to mount a single-phase or three-phase meter, as required.

[0039] The bottom face of the rail may include alternating solid area(s) and hollow area(s). The existence of hollow area(s) in the bottom face of the rail makes it possible to increase the rigidity of the latter and / or to make it easier to produce.

[0040] Along the same rail, when moving along its longitudinal axis, a strict alternation can be observed between the hollowed-out area in the bottom face and the hollowed-out area in a side face. In other words, when moving along the longitudinal axis of a rail, there is no portion of this rail having simultaneously a hollowed-out side face and its hollowed-out bottom face. This improves the rigidity of the rail.

[0041] When several rails are provided, these can be identical or different. Two rails differ, for example:

[0042] - by the value of their length, and / or

[0043] - by the value of their width, and / or

[0044] - by their shape.

[0045] One or more of the aforementioned rails may define first rails on which the meter is mounted on the body, and other aforementioned rail(s) may define second rails on which the switch is mounted on the body.

[0046] The meter may be locked to the support using said one or more first rails, for example using two first rails, and the contactor may be locked to the support using said one or more second rails, for example using two second rails.

[0047] Each first rail and each second rail can be arranged on the same flat face of the support.

[0048] Alternatively:

[0049] - the first rail(s) are arranged on a first plane,

[0050] - the second rail(s) are arranged on a second plane, the first plane and the second plane being offset, in particular parallel, and possibly belonging to the same face of the support.

[0051] The support comprises, for example, two first rails, parallel to each other, and two second rails, parallel to each other.

[0052] The first rails may be axially superimposed, then having the same first length, and the second rails may be axially superimposed, then having the same second length.

[0053] The first rails may be parallel to the second rails. In this case, the first rails may not be arranged in line with the second rails. The second rails are then offset relative to the first rails. Rails thus offset allow the contactor to have a position on the support offset relative to that which the meter has on the support, when this support and this contactor are mounted on the support using these rails. Such offset positions may be compatible with an acceptable bending radius value for one or more electrical cables present in the terminal. Alternatively, the first rails may be arranged in line with the second rails.

[0054] In all of the above, the support can be made of plastic, possibly reinforced with fibers. The support is, for example, made of polypropylene reinforced with glass fibers.

[0055] The support can carry at least one electronic card, for example an electronic power card and / or an electronic control card.

[0056] As already mentioned, the rails may be carried by one face of the body, and this face may belong to a substantially plate-shaped portion of the body. On the opposite face of this plate-shaped portion, the power electronics board may be mounted, for example by screwing. This power electronics board may perform filtering, fuse or power conversion functions in order to supply low-voltage components of the terminal.

[0057] The two faces of this portion of the support, i.e. the one carrying the rails and the one onto which the power electronic card is screwed, can be connected locally by a corrugated wall extending over the thickness of the plate-shaped portion of the support. The transverse dimension of this corrugated wall between its two edges can decrease as one moves away from the rails. This corrugated portion can be used to guide one or more electrical cables from one of the contactor and the meter mounted on the support using rails to the power electronic card, in particular for leakage current measurement.

[0058] The support may also have another plate-shaped portion extending perpendicularly to the one carrying the rail(s). These two portions of the support may also be in one piece. The electronic control card may be screwed onto this other plate-shaped portion, ensuring in particular the control of the electronic power card.

[0059] The terminal may include a connector suitable for mounting on an electrical cable carrying alternating current. This connector may be a single-phase or three-phase connector. This connector then cooperates with a complementary type connector which may:

[0060] - either belong to the vehicle,

[0061] - or belong to a connection cable to this vehicle, this connection cable itself being connectable to the vehicle's electrical circuit.

[0062] In other words, the charging station can provide alternating current charging of the vehicle, which can be single-phase or three-phase. The electrical cable, for example, carries an effective voltage of 230V and a frequency of 50Hz.

[0063] The electrical cable is preferably connected to an electrical network, for example a regional or national electrical network. Alternatively, it may be an independent local network, for example comprising one or more batteries powered by energy sources such as wind turbines, solar panels, fuel cells or hydroelectric generators.

[0064] The charging station may include a housing inside which the contactor, meter and bracket are contained.

[0065] The charging station is, for example, configured to supply the vehicle with electrical power of between 7 kW and 22 kW, or even more. The transfer of electrical energy between the charging station and the vehicle can be reversible, with the vehicle being able to supply electrical energy to the station and therefore to the electricity network connected to it.

[0066] The meter can meet the requirements set by the MID Directive 2004 / 22 / EC.

[0067] For example, the contactor only allows the vehicle battery to be charged from the electricity network when the tariff charged for this energy is within a given range of values, for example, a so-called "off-peak" tariff. The contactor may also or alternatively have at least one of the following roles:

[0068] - only allow the vehicle battery to be charged from the electricity network when the user has identified himself, for example via an RFID interface,

[0069] - allow the activation of the vehicle battery charge from the remote electrical network,

[0070] - only allow the vehicle battery to be charged from the electrical network when the user account allows it,

[0071] - interrupt the charging of the vehicle battery from the electrical network in the event of detection of a problem or use of the vehicle by the user.

[0072] In all of the above, the charging station can be configured to exchange electrical energy with more than one vehicle simultaneously, for example with two vehicles. The station then has two separate connectors, each of these connectors allowing the exchange of electrical energy with a respective vehicle.

[0073] The terminal can be configured to communicate with a wireless data network.

[0074] The invention may be better understood by reading the following description of a non-limiting example of its implementation and by examining the attached drawing in which:

[0075] [Fig.l] represents an exploded view of a charging terminal according to an exemplary implementation of the invention, and

[0076] [Fig.2] represents in isolation the support of the terminal of figure 1, carrying the contactor and the counter of this terminal.

[0077] [Fig.3] represents the support of figure 2 in the absence of the contactor and the meter, [Fig.4] is a view along IV of figure 3,

[0078] [Fig.5] differs from figure 3 in that the electronic cards carried by the support are not shown, only the support being shown here, and

[0079] [Fig.6] represents in isolation the support of the terminal of figure 1, carrying a contactor and a counter of a different type than those represented in figure 2.

[0080] Figure 1 shows a charging terminal 1 according to an exemplary implementation of the invention. This terminal 1 is intended to allow an exchange of electrical energy between a vehicle and an electrical network to which it is connected via a cable not shown in this figure. The vehicle may be a hybrid vehicle or an electric vehicle.

[0081] The electricity network is, for example, a national network carrying an alternating voltage with an effective value of 230V and a frequency of 50Hz. This voltage can be three-phase.

[0082] In the example considered, the terminal 1 comprises a housing formed by the joining of a rear frame 2 and a front frame 3 which are assembled together. A cover 4 is mounted on the periphery of the front frame 3, partly forming the front face of the terminal 1, that is to say its face facing the vehicle. A seal 19 is interposed between the front frame 3 and the rear frame 2 to ensure sealing inside the terminal housing.

[0083] Terminal 1 also includes a flap 5, selectively closing an opening 15 made in the front frame 3. This opening 15 allows the introduction into terminal 1 of an external connector mounted on a cable for connection to the vehicle's electrical circuit.

[0084] Terminal 1 further comprises a connector 8 which may be of the female type such as a socket or of the male type such as a plug. This connector 8 may be three-phase, in which case it comprises four electrical contacts, or single-phase, in which case it comprises two. Whatever the type of connector, the latter may also incorporate the earth and one or more communication contacts.

[0085] Terminal 1 also includes a support 13 carrying:

[0086] - a contactor 7, capable of selectively interrupting the exchange of electrical energy with the vehicle, and

[0087] - a meter 6 to measure the amount of electrical energy exchanged between terminal 1 and the vehicle. This meter 6 is for example made to meet the requirements of the MID Directive (Directive 2014 / 32 / EU). The support can be made of plastic, possibly reinforced with fibers. The support is for example made of polypropylene reinforced with fiberglass.

[0088] In the example considered, the terminal also includes several electronic cards.

[0089] One of these cards is an electronic power card 10 carrying electronic components such as inductors or capacitors to provide in particular a filtering function. Other functions can be performed by this card 10, for example additional functions such as voltage conversion for the power supply of low voltage components or even a fuse function.

[0090] Another electronic card is an electronic control card 9, this card ensuring the control of the electronic power card 10. It can also manage the possible connection of the terminal 1 with a wireless data network and / or the connection with the vehicle. This card can also control an electronic card 11 for human / machine interface.

[0091] The electronic human / machine interface card 11 carries, for example, an indicator light such as an LED informing the user of the availability or operating status of the terminal 1, as well as possibly an RFID function or a button that can be operated by the user.

[0092] The electronic cards 9 and 10 are for example screwed onto the support 13, while the electronic card 11 is directly mounted on the front frame 3 of the terminal.

[0093] Terminal 1 also includes a clamp 12 for holding in place on the rear frame 3 the cable (not shown) which is connected to the electrical network.

[0094] According to the implementation example described, the meter 6 and the contactor 7 are mounted and then locked onto the support 13 using rails integrated into the support 13, as explained below.

[0095] In the example considered, the meter 6 is mounted and locked on the support 13 via two first parallel rails 17, and the contactor 7 is mounted and locked on the support 13 via two second parallel rails 18, these rails 17 and 18 being carried by a body 14 of the support.

[0096] According to the invention, the body 14 and the rails 17 and 18 are made from a single piece, so that the support 13 is a single piece.

[0097] As can be seen in Figure 3, the first rails 17 are parallel to each other, and the second rails 18 are parallel to each other.

[0098] The rails 17 and 18 are in the example considered parallel to each other, but offset, not being in the extension of one another. As can be seen in Figure 2, once mounted on the support 13, the counter 6 and the contactor 7 then have offset positions, not being in aligned positions.

[0099] The rails 17 and 18 are here carried by the same flat face 22 of the support 13.

[0100] As can be seen in Figure 2, the electronic power card 10 is fixed on the face opposite this face 22 of the support carrying the rails 17 and 18.

[0101] It can also be seen in Figures 2, 3 and 5 that the support 13 comprises a corrugated wall 30 connecting the face 22 to the face on which the power electronic card 10 is fixed. This corrugated wall 30 has the purpose of guiding cables connected to the connector 8 at the output of the contactor 7, more precisely towards a leakage current measuring core 31. This corrugated wall 30 extends here between two edges 33 and 34, and it can be seen in Figure 5 in particular that the transverse dimension of the corrugated wall 30, that is to say the distance between its edges 33 and 34, decreases as it approaches the power electronic card 10 and moves away from the contactor 7.

[0102] In addition to the portion of the support 13 which defines the faces 22 and 24, it can be seen that the support 13 comprises another portion 37 which is made in a single piece with the rest of the support 13 in the example considered. This portion 37 also has a plate shape and it extends substantially perpendicularly with the rest of the support 13. As can be seen more precisely in FIG. 4, this portion 37 carries, on one of its faces, the electronic control card 9, the latter being in the example considered screwed onto a face of the portion 37.

[0103] In the example of Figure 2, the meter 6 and the contactor 7 are adapted to a single-phase network, but the invention is not limited to this as will be seen later.

[0104] As can be seen in Figures 3 to 5, two first rails 17 are provided for mounting the meter 6, and two second rails 18 are provided for mounting the contactor 7. It can be seen in Figure 3 that the second rails 18 are connected to each other at different locations by stiffening ribs.

[0105] Each rail 17 or 18 has two lateral faces 20 which are connected to each other by a bottom face 21. Each lateral face 20 here extends perpendicularly from the area of ​​the body 14 on which it originates, and the bottom face 21 is here perpendicular to each lateral face 20 which it connects. Thus, in a plane perpendicular to its longitudinal axis, each rail 17 or 18 has a U shape with right corners.

[0106] It can be seen in Figures 3 to 5 that, for a given rail 17, 18, one of its side faces

[0107] 20 comprises an alternation of solid zones 40 and hollow zones 41 and its bottom face

[0108] 21 also includes an alternation of solid areas 43 and hollow areas 44.

[0109] It is also noted that, when moving along the longitudinal axis of the rail 17, 18, a hollowed-out zone 41 and a hollowed-out zone 44 are not encountered simultaneously. It is noted that, for a given rail 17, 18, only the lateral face 20 furthest from the other rail 17, 18 with which it cooperates to ensure the mounting of the meter 6 or the contactor 7 on the support 13 has this alternation of solid zones and hollowed-out zones.

[0110] It is also noted that, for two rails 17, respectively 18, ensuring the mounting of the counter 6, respectively of the contactor 7, on the support 13:

[0111] - the solid zones 40 and the hollow zones 41 are not identical in number and position from one lateral face 20 to the other, and

[0112] - the solid zones 43 and the hollow zones 44 are not identical in number and position from one bottom face 21 to the other.

[0113] For example, it can be seen that one of the rails 17 has on its bottom face 21 three solid zones 43 and two hollow zones 44 arranged as follows: solid zone, hollow zone, solid zone, hollow zone, solid zone, whereas the other rail 17 has on its bottom face 21 a solid zone 43 and two hollow zones 44 arranged as follows: hollow zone, solid zone, hollow zone.

[0114] In the example considered, it is also noted that one of the rails 17 has on its lateral face 20 provided with hollowed zones two solid zones 40 and one hollowed zone 41, arranged as follows: solid zone, hollowed zone, solid zone, while the other rail 17 has on its lateral face 20 provided with hollowed zones two solid zones 40 and three hollowed zones 41, arranged as follows: hollowed zone, solid zone, hollowed zone, solid zone, hollowed zone.

[0115] The same applies to the number of solid zones and hollow zones and their length from one rail 18 to the other, whether it is the side face or the bottom face of these rails 18.

[0116] The locking of the counter 6 on the support 13 using the first two rails 17 is done as follows, in the example considered:

[0117] - perpendicular to the longitudinal axis of the first rails 17, the cooperation between these two rails 17 and the claws of the counter 6 immobilize the counter 6 perpendicular to the longitudinal axis of the rails 17, and

[0118] - parallel to the longitudinal axis of the rails 17, these claws are received in the hollowed-out zones 41 of the lateral faces 20, and the edges of the hollowed-out zones 41 form stops immobilizing the claws in this direction.

[0119] The locking of the contactor 7 on the support 13 using the two second rails 18 is done in a similar manner.

[0120] In the example of figures 2 to 5, as already said, the meter 6 and the contactor 7 are intended to be used with a single-phase network, so the electric cable in terminal 1 is single-phase.

[0121] The support 13 can however be capable of carrying indifferently:

[0122] - components 6 and 7 intended for a single-phase network, or - components 6 and 7 intended for a three-phase network.

[0123] Indeed, in the example of figures 2 to 5, certain hollowed zones 41 of lateral face 20 of rail 17 or 18 do not cooperate with a claw of the meter 6 or of the contactor 7. It can be seen in fact in figure 2 that neither the meter 6 nor the contactor 7 is mounted over the entire length of the rails 17 or 18. Reserve hollowed zones are therefore provided. As can be seen in figure 6, these same rails 17 and 18 also allow the locking on the support 13 of a meter 6 intended for a three-phase network, and therefore of an electric cable in the three-phase terminal 1, and of a contactor 7 also intended for a three-phase network. In the latter case, all the hollowed zones 41 of the lateral faces 20 of the rails 17 or 18 can cooperate with respective claws of the meter 6 or of the contactor. The invention is not limited to the examples which have just been described.

[0124] In particular, in other examples, the rails 17, 18 may carry claws and the hollowed areas cooperating with these claws for locking the meter 6 and the contactor 7 on these rails are carried by the meter 6 and by the contactor 7.

Claims

Demands 1. Charging station (1) for electric or hybrid vehicles, comprising: - a power contactor (7) capable of selectively allowing an exchange of electrical energy with the vehicle, - a meter (6) capable of measuring the amount of electrical energy exchanged between the terminal (1) and the vehicle, and - a support (13) carrying the contactor (7) and the counter (6), the support (13) comprising a body (14) and at least one rail (17, 18) on which one of the contactor (7) and the counter (6) is mounted, characterized in that the body (14) and the rail (17, 18) are formed in one piece.

2. Charging station according to claim 1, the support (13) being monobloc.

3. Terminal according to claim 1 or 2, one of the contactor (7) and of the counter (6) being mounted directly on the rail (17, 18).

4. Charging station according to any one of claims 1 to 3, the support (13) comprising several rails, in particular several parallel rails (17, 18), these rails enabling the locking of one of the contactor (7) and the counter (6).

5. Charging station according to any one of claims 1 to 4, each rail (17, 18) extending from the body (14) by two lateral faces (20) connected by a bottom face (21), this bottom face (21) defining the area of ​​the rail (17, 18) furthest from the body (15).

6. Charging terminal according to claim 5, the bottom face (21) being flat and parallel to the area of ​​the body (14) from which the rail (17, 18) originates.

7. Charging terminal according to claim 6, at least one of the lateral faces (20) of the rail (17, 18) comprising an alternation of solid area(s) (40) and hollow area(s) (41), when moving along the longitudinal axis of the rail (17, 18).

8. Charging station according to claims 4 and 7, the support comprising two parallel rails for locking the contactor (7) or the meter (6), each rail (17, 18) having a single lateral face (20) comprising an alternation of solid area(s) (40) and hollow area(s) (41), this lateral face (20) being that of the rail (17, 18) which is furthest from the other rail (17, 18).

9. Charging station according to claim 8, from one of the two rails to the other, the solid areas (40) and / or the recessed areas (41) of the lateral face (20) being different: - by their number, and / or - by their length, and / or - by the spacing between two consecutive zones of the same type.

10. Charging terminal according to claim 9, the solid areas (40) and the hollow areas (41) of the lateral faces (20) of said two rails (17, 18) being arranged to allow the mounting of either a single-phase meter (6), or a three-phase contactor (7).

11. Charging station according to any one of claims 5 to 11, the bottom face (21) of the rail (17, 18) comprising an alternation of solid area(s) (43) and hollow area(s) (44).

12. Charging station according to any one of the preceding claims, comprising two rails (17) defining first rails (17) on which the meter (6) is mounted, and two further rails (18) defining second rails (18) on which the contactor (7) is mounted.

13. Charging station according to claim 12, each first rail (17) and each second rail (18) being arranged on the same flat face (22) of the support (13).

14. Charging station according to claim 12 or 13, the first rails (17) being parallel to each other and the second rails (18) being parallel to each other, the first rails (17) and the second rails (18) being parallel.

15. Charging station according to any one of the preceding claims, the support (13) being made of plastic material, optionally fiber-reinforced, the support (13) in particular being made of glass-fiber-reinforced polypropylene.

16. Charging station according to any one of the preceding claims, the support (13) carrying at least one electronic card, in particular a power electronic card (10) and / or a control electronic card (9).

17. Charging station according to any one of the preceding claims, comprising a three-phase or single-phase connector suitable for mounting on an electrical cable carrying alternating current.

18. Charging station according to any one of the preceding claims, being configured to supply the vehicle with an electrical power of between 7 kW and 22 kW.

Images