Vehicle electric charging system

Abstract

Vehicle Electric Charging System. The present invention relates to an electric charging system (1) for an electric or hybrid vehicle (2), comprising a charging module (3) configured to be connected to a three-phase electrical network (5) on the one hand and to the vehicle (2) on the other hand, the electric charging system (1) being configured to transmit an alternating electric current, characterized in that the electric charging system (1) is configured to adapt the electrical power transmitted to the vehicle (2) on each phase of the alternating electric current according to a maximum electrical power that can be supplied by the electrical network (5) and a maximum electrical power that can be supplied to the vehicle (2) on each phase. The invention also covers a method for managing electrical power implemented by such an electric charging system (1). (Figure 1)

Description

Title of the invention: Vehicle electric charging system

[0001] The present invention relates to the field of electric or hybrid vehicles and more particularly to an electric charging system for such vehicles.

[0002] Vehicles with at least partial electric propulsion consume energy and must be regularly recharged to ensure sustained driving over time. For this purpose, self-service charging stations are available. Alternatively, individuals who own such vehicles can have an electric charging system installed at their home, including a charging module. Such a charging system is electrically connected to the owner's electrical network, allowing them to have their own private charging station and to recharge their vehicle at home.

[0003] It is known that an electrical network dedicated to a domestic installation is three-phase, that is to say, composed of three electrical currents of the same frequency and amplitude, out of phase with each other. A three-phase electrical network allows for a higher energy supply, while limiting losses.

[0004] The electrical grid is governed by a power limit to prevent potential electrical overload. Thus, when the electric or hybrid vehicle is plugged in, the electrical power supplied to the vehicle is limited if necessary to avoid tripping the electrical grid.

[0005] However, in a configuration where the electrical power supplied to the vehicle must be limited to avoid tripping a three-phase electrical network, the electrical power supplied to the vehicle is identical for all three phases of the three-phase network and is limited to a minimum power that can be supplied without tripping the electrical network. The use of the three-phase electrical network is therefore not optimal and results in a potentially longer charging time for the vehicle.

[0006] The present invention falls within this context and, as such, proposes an electric charging system for an electric or hybrid vehicle, comprising a charging module configured to be connected to a three-phase electrical network on the one hand and to the vehicle on the other, the electric charging system being configured to transmit an alternating electric current, characterized in that the electric charging system is configured to adapt the electrical power transmitted to the vehicle on each of the phases of the alternating electric current according to a the maximum electrical power that can be supplied by the electrical network and the maximum electrical power that can be supplied to the vehicle on each phase.

[0007] Thanks to the electric charging system according to the invention, each phase of the three-phase electrical network is used at its full potential, thus greatly optimizing the charging of the electric or hybrid vehicle.

[0008] The charging module can be positioned near a vehicle storage location, for example, the front of a house. Such a module may include a retractable cable and an end with a plug allowing electrical connection to the vehicle parked nearby.

[0009] The electric charging system according to the invention is specifically adapted for use via a three-phase electrical network. The charging module is thus connected to the electrical network and can adapt the electrical power transmitted to the vehicle for each phase according to the limiting and maximum electrical power.

[0010] The electrical power limit corresponds to the electrical power that can be supplied by the electrical network without overloading. It is therefore a maximum electrical power that must not be exceeded even when more electrical power can be supplied to the vehicle. The three-phase electrical network may also be electrically connected to other elements, for example, a domestic installation that is also supplied by the same three-phase electrical network. Thus, all elements connected to the three-phase electrical network must be taken into account to quantify the electrical power that can be supplied to the vehicle without exceeding the electrical power limit.Thus, depending on the availability of the three-phase electrical network relative to other potential components connected to it, the electrical power supplied to the vehicle can vary from one phase to another in order to provide the maximum possible electrical power without overloading the three-phase electrical network.

[0011] The maximum electrical power is a threshold of electrical power that can be supplied to the vehicle. This threshold can be defined, for example, by the manufacturer or by a standard. The maximum electrical power can correspond to a threshold beyond which a risk of malfunction or overload may occur. Thus, even if, in theory, more electrical power can be supplied by the electrical grid, the electrical power supplied to the vehicle is nevertheless limited by the maximum electrical power.

[0012] By way of example, the electrical power limit may be 12kW and the maximum electrical power may be 7kW.

[0013] According to one feature of the invention, the electrical charging system comprises at least three current sensors, each of the current sensors being Associated with one of the three phases of the electrical current, each current sensor is configured to determine the electrical current flowing through its associated phase. Measuring the electrical current is essential to determine the electrical power that can be supplied to the vehicle. In order to adapt the electrical power supplied to the vehicle to each phase of the three-phase electrical network, the electrical current must be measured at each phase. The electric charging system therefore includes one current sensor per phase.

[0014] According to one feature of the invention, the charging module is configured to adapt the electrical power supplied to the vehicle on each phase of the electrical current according to the electrical current determined by each of the three current sensors. It is from the determination of the electrical current of each phase that the maximum electrical power of each phase, and therefore the electrical power that can be sent to the vehicle for each phase, can be deduced.

[0015] According to one feature of the invention, the charging module is configured to reduce the electrical power supplied to the vehicle when the total electrical power consumed reaches the maximum electrical power. The total electrical power consumed corresponds to the electrical power of the three-phase electrical network used for the electric vehicle and for any other component connected to the three-phase electrical network. As mentioned previously, the maximum electrical power that can be supplied by the three-phase electrical network must not be exceeded in order to avoid creating an electrical overload. The total electrical power consumed must therefore remain below the maximum electrical power for each phase of the electrical current.Thus, if the total electrical power consumed exceeds the electrical power limit, the charging module reduces the electrical power supplied to the vehicle so that the total electrical power consumed remains below the electrical power limit, thereby preventing electrical overload while still providing the maximum possible electrical power to the vehicle.

[0016] According to one feature of the invention, the electrical charging system includes a main circuit breaker located upstream of the current sensors and configured to interrupt the flow of electrical current when the total electrical power consumed exceeds the maximum electrical power. The main circuit breaker allows the power supply to be cut off before any electrical overload occurs in the three-phase electrical network. This safety feature facilitates a complete shutdown of the electrical network, which can then be restarted at any time.

[0017] According to one feature of the invention, the charging module is configured to interrupt the transmission of electrical power supplied to the vehicle when the current sensors detect that the total electrical power consumed exceeds the electrical power limit for a minimum duration of less than to a time delay after which the main circuit breaker interrupts the flow of electrical current. This configuration allows the electrical power supply to the vehicle to be interrupted rather than cutting off the entire electrical network in a more drastic way.

[0018] According to one feature of the invention, the charging module is configured to reduce the electrical power supplied to the vehicle in less than the minimum time required. This configuration ensures that the transmission of electrical power to the vehicle is not interrupted each time the electrical power limit is exceeded. The charging module reacts more quickly to reduce the electrical power supplied to the vehicle until the total electrical power consumed falls below the electrical power limit, rather than interrupting the electrical power supplied to the vehicle. This is implemented for each phase of the three-phase electrical network.

[0019] The invention also covers a method for managing electrical power, implemented by an electrical charging system as described above, comprising: - a step for transmitting the maximum electrical power that can be supplied to the vehicle on each phase of the electrical current, - a comparison step, for each phase of the electric current, of the total electrical power consumed with the electrical grid's power limit. - a phase-by-phase adaptation step of the electrical power transmitted to the vehicle by the charging module according to the comparison step.

[0020] At each phase of the electric current, the maximum electrical power is sent to the electric vehicle by default. A check is then carried out to ensure that the total electrical power consumed is less than the electrical power limit. If, with transmission of the maximum electrical power, the total electrical power consumed remains less than the electrical power limit, then the charging module continues to transmit the maximum electrical power to the vehicle.

[0021] If, with maximum electrical power transmission, the total electrical power consumed is greater than the electrical power limit, then the charging module adapts the electrical power transmitted to the vehicle so that the total electrical power consumed becomes less than the electrical power limit in order to avoid any cut-off or overload.

[0022] Each step is specific to each phase of the electric current. Thus, for each phase of the electric current, the electrical power supplied to the vehicle is optimized so as to send the maximum electrical power without exceeding the Neither the maximum nor the maximum electrical power is specified. This ensures faster and more efficient vehicle charging.

[0023] According to one feature of the process, the comparison step is carried out using each of the current sensors to determine the electric current per phase. The total electrical power consumed by each phase of the three-phase electrical network is proportional to the determined electric current of said phases, hence the importance of the current sensors.

[0024] According to a feature of the method, for each phase, the electrical power supplied to the vehicle is reduced during the adaptation step if supplying the maximum electrical power results in a total electrical power consumption exceeding the limit. As described previously, the maximum electrical power is sent to the vehicle by default, but such power cannot be maintained if the total electrical power consumption exceeds the limit. A reduction in the electrical power supplied to the vehicle is then implemented to decrease the total electrical power consumption so that it falls below the limit. As described previously, this configuration is implemented phase by phase as necessary.Thus, any other source consuming electrical power from the electrical grid and contributing to the determination of the total electrical power consumed is taken into account, for each phase.

[0025] According to one feature of the method, it includes a step of interrupting the electrical charging system via the charging module if the total electrical power consumed remains above the electrical power limit for a minimum duration. Advantageously, the adaptation step takes place more quickly than the minimum duration preceding the interruption step. Nevertheless, for safety reasons, the interruption step is implemented to cut off the transmission of electrical power supplied to the vehicle before an overload could cause more significant damage.

[0026] Other features and advantages of the invention will become apparent from the following description on the one hand, and from several illustrative and non-limiting examples of embodiments given by reference to the accompanying schematic drawings on the other hand, in which:

[0027] [Fig-1] is a diagram illustrating an electrical charging system according to the invention,

[0028] [Fig.2] is a flowchart of an electrical management process implemented by the electric charging system.

[0029] Figure 1 represents an electric charging system 1 according to the invention. Such an electric charging system 1 can, for example, be installed in a public place or on private property, and is intended for the electric charging of an electric or hybrid vehicle 2.

[0030] The electric charging system 1 includes a charging module 3 which may be in the form of a wall box and from which extends a charging cable 4 which can be connected to the vehicle 2. The latter includes a port for connecting the charging cable 4 in order to charge the vehicle 2.

[0031] The charging module is configured to be connected to a three-phase electrical network 5. Electrical power can therefore be transmitted from the electrical network 5 to the vehicle 2 via the electrical charging system 1.

[0032] The electrical network 5 is three-phase, that is to say, composed of three electrical currents of the same frequency and amplitude, out of phase with each other. Such a configuration ensures a higher electrical power supply while limiting losses compared to a single-phase electrical network.

[0033] Furthermore, the electric charging system 1 according to the invention ensures an optimization of the supply of electrical power, and this for each of the phases of the electrical network 5. Thus, the electric charging system 1 is configured to supply electrical power to the vehicle 2 taking into account a limit electrical power and a maximum electrical power.

[0034] The electrical power limit corresponds to the electrical power that can be supplied by the electrical network 5, taking into account all the elements connected to said electrical network 5 and requiring an electrical power supply. By way of example, [Fig. 1] also illustrates a domestic installation 6, also connected to and supplied by the electrical network 5. Any element of the domestic installation 6 in operation and using electrical power from the electrical network 5 is included in the total electrical power consumed, which also includes the electrical power supplied to the vehicle 2. This total electrical power consumed must remain below the electrical power limit in order not to generate an overload of the electrical network 5, and this applies to all phases of the electrical network 5. The electrical power supplied to the vehicle 2 is therefore dependent, in particular, on the electrical power limit.In addition, the charging module 3 is capable of adapting the electrical power supplied to vehicle 2.

[0035] In order to determine the total electrical power consumed by the electrical network 5, the electrical loading system 1 comprises at least three current sensors 7. In [Fig. 1], a first current sensor 7a, a second current sensor 7v, and a third current sensor 7c are illustrated. Each of these current sensors 7 determines the electrical current of one of the phases of the electrical network 5. The The presence of at least three current sensors 7 makes it possible to determine the electrical current of all phases of a three-phase network. The current sensors 7 are positioned upstream of the load module 3 and the domestic installation 6, and more generally upstream of any element that can be supplied with electrical current by the electrical network 5.

[0036] The maximum electrical power is a threshold of electrical power that can be supplied to the vehicle. This threshold can be defined, for example, by the manufacturer or by a standard. The maximum electrical power may correspond to a threshold beyond which a risk of malfunction or overload may occur. Thus, even if the electrical power limit allows for more electrical power to be supplied to vehicle 2, the electrical power supplied to vehicle 2 never exceeds the maximum electrical power.

[0037] The electric charging system 1 also includes a main circuit breaker 8 connected to the electrical network 5. The main circuit breaker 8 is also configured to be electrically connected to an electricity meter 9, which is itself connected to the domestic installation 6 and to the charging module 3. The main circuit breaker 8 ensures that the electrical network 5 is cut off in the event of an overload, i.e., when the total electrical power consumed exceeds the limit. However, the charging module 3 is also capable of interrupting the transmission of electrical power to the vehicle 2 when the overload is prolonged for a minimum period before the main circuit breaker 8 cuts off the current. This prevents an electrical overload while avoiding a complete power outage in the electrical network 5.

[0038] The charging module 3 is also configured to adapt the electrical power transmitted to the vehicle 2 so as to avoid overloading the electrical network 5 more quickly than the minimum duration of electrical overload at which the charging module 3 interrupts the transmission of electrical power to the vehicle 2. This makes it possible to transmit optimal electrical power to the vehicle 2 while avoiding an interruption of the electrical power transmitted to the vehicle 2. The main circuit breaker 8 is advantageously integrated into the electrical charging system 1 for safety in case of malfunction.

[0039] Figure 2 is a flowchart illustrating an electrical power management process implemented by the electrical charging system described above. Such an electrical power management process ensures an optimal supply of electrical power for each phase of the three-phase electrical network, regardless of the circumstances.

[0040] The electrical power management process 100 begins with a transmission step 101 of an electrical power PI to the vehicle, the electrical power PI being equal to the maximum electrical power Pmax that can be supplied to the vehicle.

[0041] The electrical power management process 100 continues with a comparison step 102 on each phase of the electrical current, comparing the total electrical power consumed Pc with the electrical power limit PL of the electrical network. As described previously, this comparison step 102 verifies whether the total electrical power consumed Pc remains below the electrical power limit PL in order to avoid overloading the electrical network. If the total electrical power consumed Pc is less than the electrical power limit PL, then the electrical power supplied to the vehicle is maintained at the maximum electrical power Pmax.

[0042] If the total electrical power consumed Pc exceeds the electrical power limit PL, then the electrical power management process 100 continues with a phase-by-phase adaptation step 103 of the electrical power transmitted to the vehicle by the charging module based on the comparison step 102. This adaptation step 103 consists of reducing the electrical power transmitted to the vehicle to prevent the total electrical power consumed Pc from remaining above the electrical power limit PL. The electrical power PI is thus reduced to a new electrical power Px, which is lower than the electrical power PL. The new electrical power Px corresponds to the highest possible electrical power that can be transmitted to the vehicle while ensuring that the total electrical power consumed Pc remains below the electrical power limit PL.

[0043] After adaptation step 103, a further check can be carried out to ensure that the total electrical power consumed Pc is now less than the electrical power limit PL. If this is not the case, a further adaptation step 103 is carried out to further reduce the electrical power supplied to the vehicle. If the total electrical power consumed Pc is indeed less than the electrical power limit PL, then the electrical power supplied to the vehicle is maintained at the new electrical power Px.

[0044] If the adaptation step 103 is too slow to be implemented for any reason, for example a malfunction, an interruption step 104 of the electric charging system can be implemented in order to cut off the vehicle's charging and prevent an electrical overload. This interruption step 104 is implemented via the charging module as described previously.

[0045] Thus, thanks to the electrical power management process 100, optimal electrical power is supplied to the vehicle, on the one hand by taking into account the limited electrical power PL and maximum electrical power Pmax, on the other hand the electrical power supplied is optimal for each of the phases of the three-phase electrical network, each of the steps of the electrical power management process 100 being implemented phase by phase.

[0046] Of course, the invention is not limited to the examples just described and many modifications can be made to these examples without departing from the scope of the invention.

[0047] The invention, as described above, achieves its intended purpose and provides an electric charging system for electric or hybrid vehicles, adapting the electrical power supplied to the vehicle to deliver maximum electrical power depending on the electrical grid and the vehicle. Variations not described here could be implemented without departing from the scope of the invention, provided that, in accordance with the invention, they include an electric charging system conforming to the invention.

Claims

Demands

1. Electric charging system (1) for an electric or hybrid vehicle (2), comprising a charging module (3) configured to be connected to a three-phase electrical network (5) on the one hand and to the vehicle (2) on the other hand, the electric charging system (1) being configured to transmit an alternating electric current, characterized in that the electric charging system (1) is configured to adapt an electrical power transmitted to the vehicle (2) on each of the phases of the alternating electric current according to a limiting electrical power (PL) that can be supplied by the electrical network (5) and a maximum electrical power (Pmax) that can be supplied to the vehicle (2) on each of the phases.

2. Electric charging system (1) according to claim 1, comprising at least three current sensors (7, 7a, 7b, 7c), each of the current sensors (7, 7a, 7b, 7c) being associated with one of the three phases of the electric current, each current sensor (7, 7a, 7b, 7c) being configured to determine the electric current flowing through said phase associated with it.

3. Electric charging system (1) according to claim 2, wherein the charging module (3) is configured to adapt the electrical power supplied to the vehicle on each of the phases of the electric current according to the electric current determined by each of the three current sensors (7, 7a, 7b, 7c).

4. Electric charging system (1) according to any one of the preceding claims, wherein the charging module (3) is configured to lower the electrical power supplied to the vehicle (2) when a total electrical power consumed (Pc) reaches the electrical power limit (PL).

5. An electric charging system according to any one of claims 2 to 4, combined with claim 2, comprising a main circuit breaker (8) disposed upstream of the current sensors (7, 7a, 7b, 7c) and configured to interrupt the flow of electric current when a total electrical power consumed (Pc) is greater than the electrical power limit (PL).

6. An electric charging system according to the preceding claim, wherein the charging module (3) is configured to interrupt the transmission of electrical power supplied to the vehicle (2) when The current sensors (7, 7a, 7b, 7c) detect that the total electrical power consumed (Pc) is greater than the electrical power limit (PL) for a minimum period less than a delay after which the main circuit breaker (8) interrupts the flow of electrical current.

7. Electric charging system (1) according to the preceding claim, wherein the charging module (3) is configured to lower the electrical power sent to the vehicle (2) in a time less than the minimum duration.

8. Method of managing electrical power (100), implemented by an electrical charging system (1) according to any one of the preceding claims, comprising: - a transmission step (101) of the maximum electrical power (Pmax) that can be supplied to the vehicle (2) on each of the phases of the electrical current, - a comparison step (102) on each of the phases of the electrical current of the total electrical power consumed (Pc) with the electrical power limit (PL) of the electrical network (5), - a phase-by-phase adaptation step (103) of the electrical power transmitted to the vehicle (2) by the charging module (3) according to the comparison step (102).

9. Method of managing electrical power (100), implemented by an electrical charging system (1) according to any one of claims 2 to 7, combined with claim 2, during which the comparison step (102) is carried out using each of the current sensors (7, 7a, 7b, 7c) determining the electrical current per phase.

10. Method of managing electrical power (100) according to the preceding claim, during which, for each phase, the electrical power supplied to the vehicle (2) is reduced during the adaptation step (103) if the supply of the maximum electrical power (Pmax) results in a total electrical power consumed (Pc) greater than the limiting electrical power (PL).

11. Method for managing electrical power (100) according to any one of claims 8 to 10, implemented by an electrical charging system (1) according to claim 6 or 7, including an interruption step (104) of the electric charging system (1) via the charging module (3) if the total electrical power consumed (Pc) remains above the electrical power limit (PL) for the minimum duration.

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