Charging system for bidirectional charging

Abstract

The invention discloses a charging system (1) for flexible, bidirectional electrical charging and discharging of an electric vehicle, comprising a charging control unit (2), which is connected on the vehicle side to a power plug connector (3) and on the grid side to a first coupling (4), and a connection unit (5), which has a vehicle-side second coupling (6) that is couplable to the first coupling (4) and a grid-side connection plug connector (7), wherein the power plug connector (3) has at least a first signal line (15) and a second signal line (16). The first and the second signal line (15, 16) are routed at least as far as the first coupling (4). Furthermore, according to the invention the first and the second coupling (4, 6) are designed in such a way that, in the connected state of the two couplings (4, 6), the first and the second signal line (15, 16) are electrically conductively connected.

Description

[0001] Charging system for bidirectional charging

[0002] The invention relates to a preferably mobile charging system for flexible, bidirectional charging and discharging of an electric vehicle with a charging control unit which is connected on the vehicle side to a power plug connection and on the network side to a first coupling and a connection unit which has a vehicle-side second coupling which can be coupled to the first coupling and a network-side connection plug connector.

[0003] An increasing number of electric vehicles are equipped with bidirectional charging, which, in addition to charging the vehicle itself, allows the energy stored in the vehicle's battery to be accessed and transferred to consumers or back into the power grid. For example, mobile use of the bidirectional charging function can be used to power hand tools, supply power to (holiday) homes or sheds that may not be connected to the power grid, charge other electric vehicles for breakdown assistance, or even use the vehicle as a dynamic energy storage device.

[0004] To perform these functions, the vehicle must be connected to other consumers or the grid using suitable connectors. Depending on the amount of electrical power to be transmitted, various connectors are required to enable mobile and flexible use of the bidirectional charging function for a wide variety of consumer or grid requirements.

[0005] The respective connectors between the vehicle supplying the energy and the consumer or the grid must be designed in accordance with applicable European and international directives in such a way that the risk of electric shock to the user when connecting the vehicle to a consumer or the grid while the vehicle is supplying energy is excluded.

[0006] A variety of different connectors for specific applications, regions, and countries are in circulation worldwide, in particular a variety of male plugs intended for connection to household or industrial sockets or charging devices. For example, the male plugs of the CEE system or male IEC Type 2 plugs generally do not meet the requirements for safe handling when connecting the consumer to the vehicle during vehicle power delivery because they have exposed pins that can cause an electric shock if accidentally touched during connection. These connectors therefore pose a significant health risk to the user of the electric vehicle during power delivery.

[0007] DE 102021 206606 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 whether it is ready to supply power to the vehicle or to draw power from the vehicle. A switching unit enables these states to be set.

[0008] CN 2 10 296 681 U describes a charging and discharging gun that integrates multiple functions. It includes 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) discharging, vehicle-to-load (V2L) discharging, and AC charging.

[0009] 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 means with two couplings enables the power transfer between the vehicle and an energy sink. The charging device evaluates information and determines the direction of power transfer.

[0010] US Pat. No. 9,126,486 B2 concerns a vehicle having a connecting signal line whose electrical potential changes when a power charging cable plug is connected. The power supply plug has two connecting parts: one connected to the connecting signal line and another connected to the control pilot line.

[0011] 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 power connector, can be connected to the first adapter element. A signal line enables the interrogation of features of the second adapter element or the power connector.

[0012] It is therefore the object of the present invention to at least partially overcome the above-mentioned disadvantages and to provide an improved bidirectional charging system that allows a flexible, mobile and, above all, safe use of the bidirectional charging function of an electric vehicle.

[0013] To achieve this object, a charging system for flexible, bidirectional electrical charging and discharging of an electric vehicle is provided, comprising a charging control unit which is connected to a power connector on the vehicle side and to a first coupling on the grid side, and a connection unit which has a second coupling on the vehicle side which can be coupled to the first coupling and a grid-side connection connector, wherein the power connector has at least a first signal line and a second signal line. The first and second signal lines are led 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.

[0014] 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 connection connectors, thus expanding the flexibility and range of applications of the system.

[0015] The signal lines are preferably current-carrying lines that are configured to transmit electrical signals in a conventional wired manner. This enables simple, inexpensive, and reliable signal transmission, allowing the transmission of a multitude of different electrical signals. In the context of the present invention, "electrically 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 in a limited and 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 electrically conductively connected to one another, depending on the type of connection plug connector connected to the second coupling. Particularly preferably, the first and second signal lines are electrically conductively connected in the connected state if the connection plug connector of the connection unit ensures safe handling when delivering electrical energy from the vehicle.

[0016] In the context of the present invention, the first and second couplings are configured to couple or connect the corresponding electrical lines to each other. Therefore, a coupling does not necessarily have to be of the female connection type, but can also have a male shape or other shapes, as well as hybrids thereof.

[0017] In embodiments, a vehicle-side or charging control unit-side controller 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 the energy output from the vehicle. When the electrically conductive connection or signal transmission path is closed, the vehicle-side or charging control unit-side controller is configured to enable the energy output from the vehicle. When there is no electrically conductive connection or the signal transmission path is open, the vehicle-side or charging control unit-side controller is configured to prevent the energy output from the vehicle.

[0018] This can particularly advantageously increase user safety when using the bidirectional charging function if a plug or connector is accidentally or incorrectly used as a terminal connector, which poses a significant risk of electric shock to the user. Particularly advantageously, the pins of a terminal connector, especially those of a male connector that is unsafe to handle during the delivery of electrical energy, do not conduct current when the first and second connectors are connected. In other words, the user can only use safe connections while the vehicle is delivering electrical energy, thereby significantly reducing the risk of electric shock.

[0019] However, plugs that are unsafe for the user to handle while the vehicle is delivering power can still be connected and used to receive power, i.e. to charge the electric vehicle.

[0020] By detecting the closed signal transmission path, the charging system easily ensures that the vehicle does not simultaneously release and absorb energy, e.g. due to improper use of connection connectors, thus preventing damage to the vehicle.

[0021] The signal lines are preferably formed separately from the lines that transmit electrical power 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 that are used at least temporarily as signal lines as first and second signal lines is also conceivable. This allows for a variety of ways to implement the signal lines and adapt them to given or existing vehicle-side power connectors.

[0022] 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 immobile machinery that has a bidirectional charging function. Consequently, the proposed charging system can be used in a wide range of applications, which provides a further advantage for the user, since the system is designed to be independent of specific vehicle types, machines, etc.

[0023] Furthermore, it is preferred that when the power connectors are coupled to the vehicle and the first and second couplings are in the unconnected state, no electrical energy is applied to the second coupling. This provides additional user safety when using the system.

[0024] Preferably, at least the first and second signal lines extend to the second coupling. The first and second signal lines can have their own, separate pins within the first and second couplings. Furthermore, the first and second signal lines can not have their own, separate pins, but rather their lines can simply extend separately to within the first coupling. Additionally, the first and second signal lines can be routed through the charging control unit, a controller, and / or power electronics, thereby bypassing the aforementioned components. This enables simple and cost-effective signal transmission to the first coupling.

[0025] In certain embodiments, the power connector has a third signal line that extends at least as far as the first coupling, wherein the first and second couplings are designed such that, in the connected state, the third signal line can be electrically conductively connected either to the first signal line or to the second signal line. Optionally, the power connector can have a plurality of signal lines, wherein two signal lines are electrically conductively connected in the connected state. In general, the features described in connection with the first and second signal lines or listed below also apply to the third and each further signal line.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.

[0026] Furthermore, it is advantageous if the first or second coupling has a first actuating device that enables 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 enables the user to manually adjust or set the signal lines to be coupled. 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 set the signal lines to be electrically connected using a mobile device.In this context, it is also conceivable for the vehicle to be communicatively connected to the first actuating device to determine the signal lines to be connected and to be configured to transmit an instruction to the first actuating device for determining the connection. 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-side requirements for signal paths, further promoting vehicle-independent use of the proposed charging system.

[0027] It is particularly expedient for the first coupling to have a switch which, in the connected state, 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 connection plug connector that is safe for the user, has such an actuating element. The actuating element can be designed as an electrically non-conductive pin or as a projection which, in the connected state, engages with a switch within the second coupling and electrically connects the signal lines to one another. Alternatively, the actuating element of the second coupling can preferably also be electrically conductive and directly electrically connect the first and second signal lines in the coupled state, so that no switch is provided in the first coupling.

[0028] The switch can also be passively closed by the actuating element if the actuating element of the second clutch is detected in the connected state by a sensor within the first clutch, whereby the switch is closed by means of an electronic circuit to electrically connect the first and second signal lines. If the switch is passively actuated, it is also possible to provide the switch within another component of the system through which the signal lines are routed.

[0029] Alternatively, the signal lines can be passed through at least to the second coupling, where they are either electrically connected or not connected depending on the connection connector of the connection unit.

[0030] With further benefit, the power connector or the charging control unit has a second actuating device for controlling the selective charging or discharging of the electric vehicle. Preferably, the 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. Using the second actuating device, the user can manually interrupt the energy flow away from the vehicle in the connected state without, for example, disconnecting the first and second couplings or the consumer connected to the connection connector. Consequently, convenient use of the proposed charging system is achieved.Optionally, the first and second actuating devices can be formed integrally with one another, so that the user has access to exactly one actuating device that fulfils both functions, namely that of the first actuating device and that of the second actuating device.

[0031] Preferably, the power connector or the charging control unit is configured to enable or disable the discharging of the electric vehicle depending on the state of the second actuating device. A communication unit can preferably be provided within one of the aforementioned components, which is communicatively connected to 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 disable the discharging or the energy release from the vehicle.

[0032] Preferably, at least the first and second signal lines are suitably electrically shielded, preferably in accordance with IEC 60950-1. Additionally, it may be beneficial if all lines that can be used as signal lines are suitably electromagnetically shielded. This can prevent interference with the signal transmitted via the signal lines caused by magnetic fields, increasing the reliability of the charging system. Furthermore, this also prevents negative influences on other lines that transmit, for example, phases or communication.

[0033] In a preferred embodiment, the mains-side connection 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.

[0034] It is advantageous if the power connector is a female connector suitable for charging and discharging an electric vehicle, preferably a power connector according to IEC 62196, IEC 60309, and / or IECEE. These power connectors are widely used and advantageously in a variety of vehicle types, as well as for industrial vehicles or machines that are charged using charging devices. Other vehicle-to-home or vehicle-to-grid connectors are also possible.

[0035] The invention is explained in more detail below with reference to the drawings. They show:

[0036] Fig. 1 is a schematic overview of an embodiment of an exemplary charging system with various connection connectors;

[0037] Fig. 2 schematically shows the connected state of the first coupling of the connection unit and the second coupling of the charging control unit according to the embodiment of Fig. 1;

[0038] Fig. 3 schematically shows 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 Fig. 2;

[0039] Fig. 4 schematically shows 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 Fig. 2; and

[0040] Fig. 5 schematically shows 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 the inventive, electrically conductive connection according to the second alternative of the embodiment of Fig. 2.

[0041] Fig. 1 schematically shows the exemplary charging system 1 according to an embodiment with a plurality of different connection units 5. The connection units 5 each have a connection plug connector 7, which is connected to one of the second couplings 6 via a cable. In other embodiments, the connection plug connector 7 can be connected directly to the second coupling 6. The connection plug connectors 7 are each intended 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, but also from a safety perspective in accordance with applicable guidelines.

[0042] The charging system 1 further comprises a charging control unit 2, which is provided with a first coupling 4 on the consumer side and with a power connector 3 on the vehicle side. The charging control unit 2 can be formed integrally with the power connector 3 and the first coupling 4 or can be connected to the first coupling 4 and the power connector 3 by means of a cable with multiple wires corresponding to the number of wires or lines of the power connector 3. In the embodiment shown here, the charging control unit 2 has power electronics and a controller housed in a housing. The cable with the multiple lines can be electrically conductively passed through the housing. The power electronics and the controller can also be formed separately or integrated individually or together in other components of the charging system.However, the charging control unit with controller can also be formed integrally with the first coupling 4 and the power connector 3 without using a connecting cable. In Fig. 1, the power connector 3 has a second actuating device 8 that allows the user to access various control functions of the power electronics controller, select them, and execute them using the controller. The second actuating device 8 can be designed 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 output from the vehicle, 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 transmitting electrical energy to and from the vehicle, the power connector 3 has several electrical lines designed for power transmission.

[0043] Since the embodiment of Fig. 1 provides only two signal lines, no first actuating device for determining the signal transmission path between a plurality of signal lines is implemented and illustrated. This can be implemented, for example, as a multi-stage rotary switch configured to connect different pair configurations of signal lines to one another.

[0044] Additionally, in this embodiment, the power connector 3 has a first signal line 15 and a second signal line 16, which are electrically connected to a first signal line and a second signal line of the vehicle, respectively, 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 wires from the power connector 3 through the charging control unit 2 at least as far as the first coupling 4 and are shielded accordingly.

[0045] Additionally, in this embodiment, an electrical switch can be provided which opens at least one of the signal lines 15, 16 upon actuation of the actuating device 8, so that the electrically conductive connection to the first clutch 4 is interrupted. This electrical switch can alternatively be opened by the controller using a remote control command from the user's mobile device. Furthermore, in the embodiment of 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, wherein the power electronics are configured to transform the current and / or the specified voltage, coming from the vehicle, in accordance with the input command.

[0046] Fig. 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 coupled to the second coupling 6 of a connection unit 5 from Fig. 1. In this embodiment, the connection connector 7 is a female CEE connector that can interact with a male connector 11 of a consumer. The connection connector shown in Fig. 2 is a female connector and meets the protection criteria according to DIN EN 61140 or VDE 0140-1, whereby there is no risk for the user when handling the connection connector 7 while electrical energy is being delivered from the vehicle.

[0047] Fig. 3 shows, in a first alternative to the embodiment of 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 passed through 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.

[0048] The first signal line 15 and the second signal line 16 are directly electrically connected to one another within the second coupling 6, here short-circuited, so that a signaling path is formed via the two signal lines 15, 16 back to the vehicle. For a high degree of modularity in the manufacture of the charging system, it can also be expedient to run the first and second signal lines 15, 16 from the second coupling 6 into the connection plug connector 7. Depending on the user safety rating when handling the connection plug connector 7, the signal lines 15, 16 are optionally electrically connected to one another or not. It can also be seen in Fig. 3 that the first signal line 15 and the second signal line 16 each have separate sockets that engage with separate pins (not shown) of the vehicle and thus create an electrically conductive connection.

[0049] The charging system of Fig. 4 according to the embodiment of Fig. 2 has the same properties with regard to the charging control unit 2 as were described in connection with Figs. 1 to 3. Fig. 4 schematically shows the connected state of the first coupling 4 of the charging control unit 2 and the second coupling 6 of another connection unit 5 of Fig. 1 according to Figs. 1 to 3 in a non-electrically conductive connection. The connection plug connector 7 shown, which is designed here as a male CEE plug, has exposed pins that are unsafe for the user when handling the connection plug connector 7 if current and voltage are applied to the pins of the connection plug connector 7 during the delivery of electrical energy. For this reason, as described with reference to Fig. 3, the first and second signal lines 15, 16 are not electrically conductively connected to one another.This tells the charging control system in the vehicle that power delivery from the vehicle, for example to external consumers, is not safe.

[0050] The state of the signaling path via the signal lines 15, 16 can be detected, regardless of the embodiment, by a control system on the vehicle side or on the charging control unit side, which is not shown and is in communicative connection with the vehicle, which enables or prevents the release of electrical energy.

[0051] Fig. 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 Fig. 3, the first and second signal lines 15, 16 are only passed through to the first coupling 4. The second coupling 6 optionally has, depending on the connection plug connector 7 of the connection element 5, an actuating element (not shown), which closes the signal transmission path via the signal lines 15, 16 when the first and second couplings 4, 6 are connected. The actuating element can be designed in many different variations.For example, the actuating element of the second clutch 6 can be a pin or a projection which, when the first and second clutches 4, 6 engage, actuates a switch that closes the signal transmission path. It is also conceivable for the second clutch 6 to have an electrically conductive actuating element that is configured to directly close the signal transmission path when connected. The actuating element can also be detected only in the connected state by a sensor (not shown) within the first clutch 4. In the presence of the actuating element in the second clutch 4, the controller 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 hazard potential when handling the connection connector 7 of the connection unit 5 during the delivery 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.

[0054] List of reference symbols:

[0055] 1 charging system

[0056] 2 Charging control unit 3 Power connector

[0057] 4 first clutch

[0058] 5 connection unit

[0059] 6 second clutch

[0060] 7 Connection connector 8 Second actuating device

[0061] 9 mobile device

[0062] 10 vehicle-side socket

[0063] 11 consumer-side socket

[0064] 12 connecting cables 13 closed signal lines

[0065] 14 open signal lines

[0066] 15 first signal line

[0067] 16 second signal line

Claims

Claims 1. A charging system (1) for flexible, bidirectional electrical charging and discharging of an electric vehicle, comprising: a charging control unit (2) connected to a power connector (3) on the vehicle side and to a first coupling (4) on the grid side, and a connection unit (5) having a second coupling (6) on the vehicle side that can be coupled to the first coupling (4) and a grid-side connection connector (7), wherein the power connector (3) has at least a first signal line (15) and a second signal line (16), characterized in that the first and second signal lines (15, 16) extend from the power connector (3) at least as far as the first coupling (4), and the first and second couplings (4, 6) are designed such that, when the second coupling (6) is connected to the first coupling (4), the first signal line (15) is electrically conductively 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 in that at least the first and the second signal line (15, 16) are led through to the second coupling (6).

3. Charging system (1) according to one of the preceding claims, characterized in that the power connector (3) has a third signal line which is passed through at least to the first coupling (4), wherein the first and second Coupling (4, 6) are designed such that, in the connected state, the third signal line can be electrically conductively connected optionally to the first signal line (15) or the second signal line (16).

4. Charging system (1) according to claim 3, characterized in that the first or the second coupling (4, 6) has a first actuating device which enables the third signal line to be selectively electrically connected 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 in that the first coupling (4) has a switch which is closed by means of an actuating element of the second coupling (6) in the connected state, so that the first signal line (15) is electrically conductively connected to the second signal line (16).

6. Charging system (1) according to one of the preceding claims, characterized in that the power connector (3) or the charging control unit (2) has a second actuating device (8) for controlling selective charging or discharging of the electric vehicle.

7. Charging system (1) according to one of the preceding claims, characterized in that the power connector (3) or the charging control unit (2) is designed to enable or terminate the discharging of the electric vehicle depending on the state of the second actuating device (8).

8. Charging system (1) according to one of the preceding claims, characterized in that at least the first and the second signal line (15, 16) are electrically shielded in a suitable manner, preferably according to IEC 60950-1.

9. Charging system (1) according to one of the preceding claims, characterized in that the mains-side connection plug connector (7) is a female connector which preferably meets the protection criteria according to DIN EN 61140 or VDE 0140-1.

0. Charging system (1) according to one of the preceding claims, characterized in 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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