Modular recharging system for electric propulsion vehicles

Abstract

A charging system (1) for electrically-propelled vehicles is described, having : a control and management unit (3), to control the supply of electrical power from the electricity grid (2) to an electrically-propelled vehicle during a phase of charging a corresponding battery; and a socket unit (4) configured to receive electrical power from the electricity grid (2) and transfer it to the electrically-propelled vehicle during the charging phase, depending on control signals received from the control and management unit (3). In particular, the socket unit (4) and the control and management unit (3) are operatively coupled to each other and are structurally distinct from each other.

Description

[0001] "MODULAR RECHARGING SYSTEM FOR ELECTRIC PROPULSION VEHICLES"

[0002] Cross-Reference to Related Applications This Patent Application claims priority from Italian Patent Application No . 102024000030231 filed on December 31, 2024, the entire disclosure of which is incorporated herein by reference .

[0003] Technical Field

[0004] This invention relates to a modular charging system for electrically-propelled vehicles . This invention finds advantageous application for charging electric batteries for the propulsion of vehicles, in particular electric or plugin hybrid cars, to which the following discussion will make explicit reference without any loss of generality.

[0005] Prior Art

[0006] In recent years, there has been an ever-increasing diffusion of electrically-propelled vehicles, in particular electric or plug-in hybrid cars, in order to avoid the problems generated by fossil-fuelled vehicles such as, for example, the emission of exhaust gases into the environment or noise pollution .

[0007] Electrically-propelled vehicles are equipped with rechargeable electric batteries that need, with a certain frequency depending on the storage capacity of the batteries and the use of the vehicle, to be recharged using dedicated charging systems .

[0008] Typically, a charging system comprises a casing or boxstructure within which all the elements required to charge the vehicle ' s battery from the electricity grid are housed (among which an electrical socket for connection with the vehicle, a power meter, electrical protections, a contactor for activating the current flow, electronics for control and communication with external infrastructure, for example of the cloud type) .

[0009] This casing is typically placed at a vehicle parking and charging point and is made accessible to users or maintenance technicians .

[0010] In the case of domestic / private or condominium applications, the casing is generally defined by a box-shaped body (so-called "wallbox") made for mounting by means of known fastening systems to a wall, usually in garages or in the courtyards of houses .

[0011] On the other hand, in the case of applications in the public field or for fleets of company vehicles, the above-mentioned casing is defined by a columnar charging station with a loadbearing structure anchored to the road. In this case, the charging stations are equipped with systems that protect against atmospheric agents (rain, hail, etc . ) or shocks and also have mechanical locks on the charging cable and socket door, as well as having to fulfil other technical safety requirements which do not apply to the private sphere .

[0012] While functioning satisfactorily, there is still a need for technical solutions to reduce the footprint of known charging systems and facilitate installation and maintenance .In this regard, especially in the case of public field applications, in fact, charging system maintenance technicians are forced to intervene in often uncomfortable and inconvenient conditions ( for example, on the side of the road and in all weather conditions) .

[0013] Description of the Invention

[0014] The purpose of this invention is, therefore, to provide a charging system for electrically-propelled vehicles that is free from the drawbacks of the state of the art and is also easy and inexpensive to manufacture .

[0015] In accordance with this invention, a charging system for electrically-propelled vehicles is provided, as claimed in the appended claims .

[0016] Brief Description of the Drawings

[0017] This invention will now be described with reference to the accompanying drawings, which illustrate a non-limiting embodiment thereof, wherein:

[0018] Figures 1 and 2 are block diagrams of a charging system for electrically-propelled vehicles, in accordance with the present solution;

[0019] Figure 3 is a block diagram of a modular control and management unit of the charging system in Figure 1 ; Figure 4 is a block diagram of a modular socket unit of the charging system in Figure 1 .

[0020] Preferred Embodiments of the Invention In Figures 1 and 2, reference number 1 is used to denote a charging system (also referred to as a charging station)configured to provide electrical power for charging rechargeable electric batteries designed for the propulsion of electrically-propelled vehicles, in particular electric or plug-in hybrid vehicles .

[0021] The charging system 1 has a modular architecture and comprises a first unit or module, namely a control and management unit 3 configured to connect to the electricity grid 2 and to supply power, via the electricity grid 2, to an electrically-propelled vehicle (not shown here) .

[0022] The charging system 1 also comprises a second unit or module, in particular a socket unit 4, which is electrically coupled to the control and management unit 3 and is configured to electrically interconnect the electrically-propelled vehicle (and its rechargeable battery) to the control and management unit 3 and the electricity grid 2 .

[0023] The socket unit 4 is configured to receive electrical power from the electricity grid 2 and to transfer it to the electrically-propelled vehicle, in particular to its rechargeable battery, according to the management logic of the control and management unit 3, which, via the socket unit 4, communicates with the vehicle and verifies the vehicle connection status by means of a signal indicating that the connector has been connected to the socket .

[0024] The socket unit 4 is positioned at (or near) a parking and charging area for the electrically-propelled vehicle and is also made accessible to a user of the electrically-propelled vehicle to establish the connection with the vehicle, asfurther described in the following discussion.

[0025] More specifically, the socket unit 4 comprises a ( first) casing or box 5 that may be configured for mounting to a wall by means of known fastening systems (not described in detail) or, alternatively, may be configured for connection to a support structure (also of a known type and not described in detail) , possibly anchored to the road.

[0026] The box 5 can for example consist of a box-shaped body for wall mounting or of a columnar element .

[0027] The box 5 internally delimits a compartment sized to accommodate the elements described in the following discussion. The box 5 is also fitted with an opening or door to allow the user to access the compartment ("user" meaning either the user of the electrically-propelled vehicle or a maintenance technician) .

[0028] The socket unit 4 defines at least one power supply spot 6 for charging a respective electrically-propelled vehicle . This power supply spot 6 provides at least one respective electrical socket 7, which may be of the female type (so-called "plug") or of the male type (so-called "cord", typically also including an associated charging cable) to connect the electrically-propelled vehicle with the charging system 1. More specifically, the electrical socket 7 is configured to connect with a corresponding connector (male or female) of the electrically-propelled vehicle to be recharged .

[0029] Each electrical socket 7 is made to connect with a wide rangeof commercially available electrically-propelled vehicles . For example, the electrical socket 7 can be a standard Type-2 socket, which is currently the European standard for AC charging for electric cars or plug-in hybrid cars .

[0030] The socket unit 4 may also comprise locking means 30, preferably of the electromechanical type ( for example, including motorised elements) , associated with the electrical socket 7 .

[0031] These locking means 30 can be configured to lock the connector of the electrically-propelled vehicle once it has been coupled to the electrical socket 7. In particular, these locking means 30 can be configured to receive the connector of the electrically-propelled vehicle and to restrain it throughout the charging of the electrical battery. The electrical socket 7 is equipped with a detection device configured to recognise the presence of the connector and the electrical characteristics of the cable (PP) and generate a PWM signal (CP) to control the charging process .

[0032] The locking means 30 can also be configured to lock / unlock an access door to the electrical socket 7.

[0033] More specifically, and as also illustrated in Figure 4, the socket unit 4 comprises a control stage 10 provided with a microcontroller 9 (or similar digital processing element) , which manages the general operation of the same socket unit 4 .

[0034] The control stage 10 also comprises a communication interface 11, which can be of a serial type ( for example, with RS485protocol) , which is connected to the microcontroller 9 and is configured to interface with the control and management unit 3.

[0035] The control stage 10 also comprises a motor control device 12, which is connected to the microcontroller 9 and is configured to control (drive) the locking means 30 associated with the electrical socket 7. For example, the motor control device 12 is configured to lock the locking means 30 once the connector of the electrically-propelled vehicle has been plugged into the electrical socket 7 and throughout the charging step .

[0036] The control stage 10 also comprises a respective input / output interface 13, which is connected to the microcontroller 9 and is configured to enable the microcontroller 9 to interact with the locking means 30 associated with the electrical socket 7 .

[0037] The control stage 10 also comprises a communication unit 8, connected to the microcontroller 9 and configured to provide the so-called "pilot signal" , specifically a pulse width modulation (PWM) signal, to the electrically-propelled vehicle . Among other features, this signal indicates a maximum charge current (the function of the pilot signal is, for example, described in detail in Annex A of the IEC 61851-1 : 2017 standard) .

[0038] In addition, the control stage 10 may comprise one or more LEDs 14 (or similar light-signalling elements) associated with the electrical socket 7 for light signalling of theactivity of the same electrical socket 7. For example, there may be at least two LEDs 14 configured to visually signal (inform) the user of the operating status of the electrical socket 7 and inform of the progress of the rechargeable electric battery charging process . For example, for each electrical socket 7, a green LED can light up continuously or intermittently when the electrically-propelled vehicle is being charged, while a blue LED can light up when the charging process is complete .

[0039] In the case of an application in the public field, where the identity of authorised users needs to be authenticated, the control stage 10 may also comprise an RFID antenna that is configured to excite an RFID tag. In this case, the charging system 1 may comprise at least one portable element (not shown) with the above-mentioned RFID tag in the possession of the users . The RFID antenna is configured to acquire a data signal generated by the RFID tag when it is excited by the RFID antenna, for example to unlock the above-mentioned access door to the electrical socket 7 via the locking means 30.

[0040] It should be noted that the socket unit 4 described so far can be provided by means of a box 5 having an extremely small footprint and a compact form; in particular, this box 5 can be advantageously made in a modular manner, distinct and separate from the control and management unit 3.

[0041] As also illustrated in Figures 2 and 3, the control and management unit 3 in fact comprises a respective (second)box 15, which is also small in size, for example configured for wall mounting by means of known fastening systems (not described in detail) , for example a DIN rail (so as to facilitate installation in an electrical panel or electrical box) . The box 15 internally houses the elements described in the following discussion.

[0042] In particular, the charging system 1 comprises a power section 16, which is configured to feed electrical power from the electricity grid 2 to the socket unit 4, specifically to the electrical socket 7. This power section 16 can be external to the control and management unit 3 and provided externally to the corresponding box 15. The control and management unit 3 and the power section 16 can be distinct and structurally separate with respect to the socket unit 4.

[0043] The power section 16 comprises a measurement device 17 for measuring the electrical power (single-phase or alternatively three-phase) supplied by the electricity grid 2, the so-called "energy meter" . The electrical power measurement device 17 is configured to detect active power, current and charging energy that the vehicle receives from the system 1 .

[0044] The power section 16 also comprises a differential magnetothermal protection device 18 coupled to the electricity grid 2. The differential magnetothermal protection device 18 operates as a safety device and is configured to interrupt the electrical power supply to theelectrical socket 7 in the event of overcurrents or short circuits, or in the event that AC leakage is detected. This magnetothermal protection device 18 can be equipped with motors for automatic reset .

[0045] The power section 16 also comprises a DC leakage detection device 19, which is configured to detect DC leakage and interrupt the supply of electrical power to the electrical socket 7, in the event that DC leakage is detected.

[0046] The control and management unit 3 comprises, within the respective box 15, a control section 20 provided with processing capabilities, in particular with a (second) microcontroller 21, configured to control (drive) , with appropriate management logic, the supply of charging power to the electrically-propelled vehicle by activating a contactor 33 connected on the supply line of the socket unit 4. In particular, the microcontroller 21 is configured to control the charging phase of the electrically-propelled vehicle based on information received by the vehicle in the start-up step and during charging (CP) and / or stored within a memory associated with this microcontroller 21 and / or coming from a remote platform (the cloud) .

[0047] The control section 20 comprises a corresponding communication interface 22, which can be a serial interface ( for example, with RS485 protocol) , which is connected via a wired bus to the microcontroller 21 and is configured to connect with the socket unit 4 (in particular with the corresponding interface 11 ) to provide appropriatemanagement and control signals .

[0048] The control section 20 comprises an additional interface 23, which is connected to the microcontroller 21 and is configured to connect with the measurement device 17 for measuring electrical power supplied by the electricity grid 2 .

[0049] The control section 20 also comprises a further interface 29, which is also connected to the microcontroller 21 and is configured to allow the same microcontroller 21 to interact with the differential magnetothermal protection device 18 and DC leakage detection device 19. The control section 20 can receive the status signals of the reset motors of the devices 18, 19 and can activate these motors by means of a dedicated power supply.

[0050] The control section 20 can also interact with the contactor 33, receiving status signals and can switch the contactor 33 on or off, by supplying power or cutting it off .

[0051] The control and management unit 3 further comprises a communication section 24, also housed within the respective box 15, configured so that the control and management unit 3 can be connected and communicate externally.

[0052] The charging system 1 is actually preferably configured to provide multiple functions that can be implemented remotely by one or more authorised users .

[0053] The control and management unit 3 therefore comprises transmission stages configured to be connected and communicate with external terminals .More specifically, the communication section 24 comprises a ( first) transmission stage 25 configured to be connected externally ( for example to mobile terminals) in a Wi-Fi and / or Bluetooth wireless communication mode .

[0054] In addition, the communication section 24 comprises a (second) transmission stage 26 configured to be connected with external infrastructure 27 ( for example, a Cloud infrastructure) in a 5G, 4G, or LTE cellular communication mode .

[0055] According to a possible embodiment (not illustrated) , the communication section 24 comprises additional transmission stages, for example configured to be connected and communicate with the electrically-propelled vehicle being charged according to the ISO 15118 standard, or to communicate via power line on the power supply line with the electrical meter of the electrical energy provider .

[0056] In addition, the control and management unit 3 comprises a power supply device 28, such as an AC / DC power supply and / or an AC / AC transformer, within the box 15 to provide the power supply for the operation of the control and management unit 3; the power supply device 28 is connected to the microprocessor 21 and is supplied from the electricity grid 2. The power supply device 28 also supplies voltage to the interface 29 to drive the contactor 33 and the reset motors of the differential magnetothermal protection device 18 and DC leakage detection device 19. The same voltage reaches the socket unit 4 via a cable running in parallel with the wiredbus connecting the interface 22 of the control and management unit 3 and the interface 11 of the socket unit 4. The management and control unit 3 may also comprise an auxiliary power supply device (not shown) configured to supply electrical power to the management and control unit 3 in the event of a power failure of the electricity grid 2.

[0057] It should be noted that the box 15 of the management and control unit 3 does not need to be housed at (or near) a parking and charging area for electrically-propelled vehicles . Conversely, the box 15 can be advantageously positioned in a sheltered area where there is satisfactory signal coverage for the transmission modules 25, 26.

[0058] It should also be noted that the control and management unit 3 and the socket unit 4 are operatively coupled to each other but are structurally separate from each other .

[0059] More specifically, the control and management unit 3 and the socket unit 4 are physically distinct and separate from each other, the control and management unit 3 being structurally independent of the socket unit 4.

[0060] More specifically, the box 5 of the socket unit 4 is physically separate and distinct from the box 15 of the control and management unit 3, being arranged at a non-zero distance from the same box 15.

[0061] The control and management unit 3 and the socket unit 4 are connected to the same electricity grid 2 (the power section 16 being configured to supply electrical power from the electricity grid 2 to the electrical socket 7, preferablyvia a two-wire connection in the case of a single-phase supply, or four wires in the case of a three-phase connection, plus earth cable) . In addition, the control and management unit 3 and the socket unit 4 are connected via a low-voltage DC power supply line, via charging control and management signals, and via signals for the operation of the locking means 30 and of the LEDs 14 (connection between the interface 22 of the control unit 3 and the interface 11 of the socket unit 4 ) .

[0062] According to a preferred embodiment, the socket unit 4 is arranged at a respective parking and charging area of the electrically-propelled vehicles, while the control unit 3 is positioned in a sheltered area easily accessible to users and in which there is satisfactory signal coverage for the transmission modules 25, 26 (in particular, being arranged at a distance from the above-mentioned parking and charging area and from the electrically-propelled vehicles being charged) .

[0063] Advantageously, in the case of condominium applications or company fleet applications, the control and management units 3 associated with respective electrical sockets 7 can be grouped together, for example within an electrical cabinet or a dedicated space .

[0064] In particular, in the case of domestic applications, the socket unit 4 can be connected to a wall inside a garage or near a courtyard / parking area of a house; while the control and management unit 3 can be positioned in an electricalpanel inside the same house .

[0065] In the case of condominium applications in which there are multiple charging systems 1, each socket unit 4 may be located in a respective parking and charging area for the electrically-propelled vehicles; more specifically, each socket unit 4 may be connected to a wall of a respective garage or in the courtyard of a respective house . The control and management units 3 can instead be arranged, preferably in a concentrated and grouped manner, in a service compartment of the apartment condominium.

[0066] In the case of applications with several charging systems 1 ( for example for company fleets, charging stations or public applications) , each box 5 of the socket units 4 may consist of (or be part of ) a post anchored to the road and located in a parking and charging area for the electrically-propelled vehicles . The control and management units 3 can instead be arranged, preferably in a concentrated manner, in a service cabin .

[0067] The advantages that the present solution enables are clear from what has been discussed.

[0068] In any case, it should be emphasised that this solution proposes a modular architecture, which is not rigid and product-bound, but flexible and scalable, composed of modules that can be connected to define the charging system. This solution overcomes the main constraints associated with the known solutions, including mechanical bulk, installation and maintenance difficulties, the difficulty of ensuringinfrastructure communication to an intelligent remote management system, and also the cost of both the system and installation work.

[0069] In particular, the main advantages of this solution are the following :

[0070] - since the management and control unit 3 can be installed in a different location from the one where the socket unit 4 is usually installed, it is easier to ensure a connection, with corresponding control communication and monitoring of the infrastructure, to an intelligent remote management platform ( for example the proposed solution allows the socket unit 4, which operates only as an interface with the vehicle, to be left in the most convenient location for charging, while the control and management unit 3 is placed in a location where network services and signal coverage are ensured) ;

[0071] - since the management and control unit 3 can be installed in an electrical panel or other easily accessible space (a cabin, a special space reserved for technicians and not for the public) , there is greater ease of maintenance (the control and management unit 3 may require more maintenance than the socket unit 4 ) ;

[0072] - the socket unit 4 can have a miniaturised design, not requiring the entire control and communication part, making it extremely compact and therefore easier to install in user access points .

[0073] Lastly, it is clear that modifications and variations may bemade to what is described herein without departing from the scope of the present invention, as set forth in the claims . In particular, it should be highlighted that in a possible embodiment, several socket units 4 could be operationally associated with one and the same control and management unit 3. This solution in any case provides for a dedicated power section 16 for each socket unit 4. In this case, the control and management unit 3 is configured to control and manage the various power sections 16 and socket units 4 and the charging of a corresponding number of electric vehicles by providing respective control signals to the different socket units 4 .

[0074] LIST OF REFERENCE NUMBERS IN THE FIGURES

[0075] 1 charging system

[0076] 2 electricity grid

[0077] 3 control and management unit

[0078] 4 socket unit

[0079] 5 Box

[0080] 6 power supply spot

[0081] 7 electrical socket

[0082] 8 communication unit

[0083] 9 Microcontroller

[0084] 10 control stage

[0085] 11 Interface

[0086] 12 motor control device

[0087] 13 Interface

[0088] 14 LEDBox

[0089] power section

[0090] measurement device magnetothermal protection device current detection device control unit

[0091] Microcontroller

[0092] Interface

[0093] Interface

[0094] communication section transmission stage

[0095] transmission stage

[0096] external infrastructure

[0097] power supply device

[0098] Interface

[0099] locking means

[0100] Contactor

Claims

C L A I M S1. A charging system ( 1 ) for electrically-propelled vehicles, comprising:a control and management unit (3) configured to control the supply of electrical power from the power grid (2 ) to an electrically-propelled vehicle during a phase of charging of a corresponding battery; anda socket unit (4 ) configured to connect to the electrically-propelled vehicle and to receive electrical power from the electricity grid (2 ) and transfer it to the electrically-propelled vehicle during the charging phase, depending on control signals received from the control and management unit ( 3 ) ,characterized in that the socket unit (4 ) and the control and management unit (3) are operatively coupled to each other and are structurally distinct from each other .

2. The system according to claim 1 , wherein the socket unit (4 ) has the sole function of an interface with the vehicle; and wherein the control and management unit (3) and a power section ( 16) associated with the socket unit (4 ) are distinct and structurally separate from the socket unit (4 ) .

3. The system according to claim 1 or 2, wherein the socket unit (4 ) comprises a first box (5) and the control and management unit ( 3) comprises a second box ( 15) , physically separate and distinct from the first box (5) .

4. The system according to claim 3, wherein the first box (5) of the socket unit (4 ) is configured to be mounted to asupport structure at a charging station of said electrically-propelled vehicle; and wherein the second box ( 15) of the control and management unit (3) is configured to be mounted at an area arranged at a distance from said charging station and from said electrically-propelled vehicle .

5. The system according to claim 4, wherein the second box ( 15) of the control and management unit (3) is configured to be mounted within an electrical panel of a house or within a service compartment or cabin defining a close and sheltered environment .

6. The system according to any one of the preceding claims, wherein the socket unit (4 ) defines at least one power supply spot ( 6) for charging of a respective electrically-propelled vehicle, having a respective electrical socket (7 ) configured to interconnect with a corresponding connector of the electrically-propelled vehicle; said socket unit (4 ) comprising, within the first box (5) , a control stage ( 10) provided with: a digital processing element ( 9) , configured to monitor general operation of said socket unit (4 ) ; an interface ( 11 ) , configured to interface with the control and management unit (3) ; and a communication unit ( 8 ) , connected to the digital processing element ( 9) and configured to provide signals to the electrically-propelled vehicle to implement charging according to the control signals received from the control and management unit (3) .

7. The system according to claim 6, wherein said socket unit (4 ) further comprises locking means (30) , of theelectromechanical type, configured to lock the connector of the electrically-propelled vehicle, once it has been coupled to the electrical socket (7 ) and / or to block an access door to the electrical socket (7 ) ; wherein said control stage ( 10) is further provided with an interaction device ( 12 ) configured to interact with said locking means (30) .

8. The system according to any one of the preceding claims, wherein said control and management unit (3) comprises, within the second box ( 15) : a control section (20) provided with processing capability, configured to control, with a management logic, the supply of charging power to the electrically-propelled vehicle, and with a respective communication interface (22 ) , configured to connect with the socket unit (4 ) to provide said control signals; and a communication section (24 ) , configured to connect to and communicate with an external environment .

9. The system according to claim 8, wherein said control section (20) comprises : an interface (23) , configured to connect with a measurement device ( 17 ) , for measuring the electrical power supplied by the electricity grid (2 ) ; and a further interface (29) , configured to interact with at least one protection device ( 18, 19) associated with the electricity grid (2) to selectively interrupt connection of the socket unit (4 ) to the electricity grid (2 ) and with a contactor (33) to activate supply of power to the vehicle via the socket unit (4 ) .

10. The system according to claim 8 or 9, wherein saidcommunication section (24 ) is configured to provide functions that can be remotely implemented by enabled users and comprises a first transmission stage (25) configured to connect with external terminals in a wireless type of communication, Wi-Fi and / or Bluetooth; and a second transmission stage (26) configured to connect with external infrastructures (27 ) , in a cellular type of communication.

11. The system according to any one of claims 8-10, wherein said control section (20) comprises a respective digital processing element (21 ) configured to implement the management logic for charging of the electrically-propelled vehicle based on information received from a user and / or stored within a memory associated with said digital processing element (21 ) .

12. The system according to any one of the preceding claims, wherein said control and management unit (3) is electrically connected to said socket unit (4 ) by means of an electrical power supply line and, in addition, by means of a communication and auxiliary power bus .

13. The system according to any one of the preceding claims, comprising one or more further socket units (4 ) associated with respective power sections ( 16) operatively coupled to said control and management unit (3) and configured to receive electrical power from the electricity grid (2 ) and to transfer it to respective electrically-propelled vehicles during the charging phase according to respective control signals received from the control and management unit (3) .14 . A socket unit ( 4 ) for the charging system ( 1 ) for electrically-propelled vehicles , according to any one of the preceding claims .15 . A control and management unit ( 3 ) for the charging system ( 1 ) for electrically-propelled vehicles , according to any one of claims 1- 13 .

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