Patent Application
20220324336
This application claims priority to European Patent Application No. 21167240.7, filed Apr. 7, 2021, and titled “CHARGER FOR CHARGING ELECTRIC VEHICLES”, which is hereby incorporated by reference in its entirety.
The present disclosure relates to a charger for charging electric vehicles. Furthermore, the present disclosure relates to an assembly for charging electric vehicles.
Chargers for charging electric vehicles are known. Such a known charger includes a number of AC/DC converters which are coupled to an AC source at the input side thereof, and to a DC bus on the output side thereof. The charger further includes a number of DC/DC converters, which are connected to the DC bus at the input side thereof and to a number of energy exchange ports at the output side thereof, wherein the energy exchange ports are configured for being connected to an electric vehicle to be charged. In the known charger, the number of AC/DC converters is equal to the number of DC/DC converters.
A disadvantage of the known chargers is that they are configured to operate optimally during peak use of the chargers, and peak use takes place during a very small part of the day. During non-peak use of the chargers, or during non-use of the charger, at least one of the AC/DC converters is idling. While an AC/DC converter is idling, it is still, disadvantageously, drawing electricity from the energy source, such as the power grid. As a result, a charger for electric vehicles draws electric energy from the power grid continuously.
Embodiments of the present disclosure ameliorate or eliminate one or more disadvantages of the known charger, and provide an improved charger or at least provide an alternative charger.
According to a first aspect, the present disclosure provides a charger for charging electric vehicles, including:
M AC/DC converters configured for being coupled to a power source at an input side, and being coupled to a DC bus at an output side thereof;
a DC bus connected to each of the M AC/DC converters;
N DC/DC converters coupled to the DC bus at an input side thereof, and configured to be coupled to D energy exchange ports at an output side thereof; and
D energy exchange ports coupled to one or more of the N DC/DC converters at an input side thereof, and each configured to be coupled to an electric vehicle,
wherein N>M, and
wherein an energy storage is coupled to the DC bus.
Embodiments of the charger for electric vehicles according to the present disclosure have more DC/DC converters than AC/DC converters. The amount of electric energy that may be drawn from the AC source, such as the power grid, depends among others on the number of AC/DC converters and the capacity thereof. By reducing the number of AC/DC convertors, while maintaining the number of DC/DC converters in comparison to the known charger, the charger according to the present disclosure may draw less energy from the power grid, while maintaining the number of electric vehicles that may be charged simultaneously. As a result of the reduced number of AC/DC convertors in comparison with the known charger, the charger according to the present disclosure draws advantageously less electric energy from the power grid when at least some of the AD/DC converters are idling.
Therefore, the charger according to the present disclosure may be configured to operate optimally during non-peak use of the charger, for example during working hours in the daytime. When a lot of electric vehicles are connected to the charger simultaneously, for example when all energy exchange ports are in use, a deficiency of electric energy provided by the AC/DC converters may arise due to a peak in the electric energy demand. By connecting an energy storage to the DC bus, the energy storage may be charged during non-peak use of the charger, such that a surplus of electric energy from the AC/DC converters is stored at the energy storage, and the energy storage may compensate advantageously the deficiency of electric energy during peak use of the charger.
In an embodiment, the M AC/DC converters and the N DC/DC converters are arranged within a cabinet having a cabinet controller, wherein the cabinet controller is configured for collecting data of each of the M AC/DC converters and the N DC/DC converters and for distributing power over the N DC/DC converters. In an embodiment thereof, the charger includes a switch matrix arranged between the N DC/DC converters and the D energy exchange ports and is configured for coupling one or more of the N DC/DC converters to one or more of the D energy exchange ports. The cabinet controller provides the possibility to determine to which energy exchange ports are currently in use, i.e. if an electric vehicle is connected to an energy exchange port, and which energy exchange ports are currently idling. By means of the switch matrix between the DC/DC converters and the energy exchange ports, for example, multiple DC/DC convertors may be operatively connected in parallel to a single energy exchange port, such that the electric vehicle coupled to the respective energy exchange port may receive advantageously an increased amount of electric energy from the energy exchange port in comparison with the situation in which only a single DC/DC convertor is operatively connected to the respective energy exchange port. An advantage of this embodiment, therefore, is that the electric routing between the DC/DC convertors and the energy exchange ports may be automatically adapted to the number of electric vehicles coupled to the charger.
In an embodiment, the charger, in particular the cabinet controller thereof, is connected or connectable to a site controller. The site controller may be connected to a virtual power plant, such that energy flow to the charger may be optimized, for example, depending on the amount of electric energy available on the power grid.
In an embodiment, the charger includes a further switch matrix arranged between the M AC/DC converters and the N DC/DC converters, wherein the further switch matrix is configured for selectively connecting outputs of the M AC/DC converters to the N DC/DC converters. According to this embodiment, for example, two or more AC/DC convertors may be connected in parallel to a single DC/DC convertor, or vice versa, depending on, among others, the amount of energy required by the DC/DC convertors. An advantage of this embodiment is that the further switch matrix provides a flexible routing between the AC/DC converters and the DC/DC converters.
In an embodiment, the energy storage is a battery configured for storing electric energy.
In an embodiment, the charger includes one or more solar panels operatively connected to the DC bus. An advantage of this embodiment is that the one or more solar panels are useable for charging the energy storage of the charger during daytime, such that solar energy may be used for charging electric vehicles during peak use of the charger.
According to a second aspect, the present disclosure provides a charger assembly for charging electric vehicles, wherein the assembly includes multiple chargers, wherein each of the chargers includes:
M AC/DC converters configured for being coupled to a power source at an input side, and being coupled to a DC bus at an output side thereof;
a DC bus connected to each of the M AC/DC converters;
N DC/DC converters coupled to the DC bus at an input side thereof, and configured to be coupled to D energy exchange ports at an output side thereof; and
D energy exchange ports coupled to one or more of the N DC/DC converters at an input side thereof, and each configured to be coupled to an electric vehicle,
wherein N>M,
wherein the multiple chargers are interconnected to each other by means of a DC bus,
and wherein one or more energy storages are connected to the DC bus.
The charger assembly according to the present disclosure has at least the same advantages as the charger according to the first aspect of the present disclosure.
Additionally, the charger assembly according to the present disclosure may have the advantage that one of the chargers may be used for providing electric energy to another one of the chargers via the DC bus, such that peak use of one of the chargers may be compensated by one or more other chargers.
In an embodiment, the AC/DC converters and the N DC/DC converters of each charger are arranged within a cabinet having a cabinet controller, wherein the cabinet controller is configured for collecting data of each of the M AC/DC converters and the N DC/DC converters and for distributing power over the N DC/DC converters.
In an embodiment, the cabinet controller of each charger is in data communication with a site controller. As mentioned above, the site controller may be connected to a virtual power plant, such that energy flow to the charger may be optimized, for example, depending on the amount of electric energy available on the power grid. Additionally, the site controller may be used, for example, for controlling how the multiple chargers work together and/or how much electric energy is used by each of the chargers.
In an embodiment, an energy storage, such as a battery storage, is connected to the DC bus. The energy storage may be used for compensating for a deficiency of energy available from the AC/DC converters, such that the chargers are capable of charging electric vehicles coupled to the chargers at a normal rate during peak use of the chargers.
In an embodiment, one or more solar panels are connected to the DC bus.
The various aspects and features described and shown in the specification can be applied, individually, wherever possible. These individual aspects, in particular the aspects and features described in the attached dependent claims, can be made subject of divisional patent applications.
The present disclosure will be elucidated on the basis of an exemplary embodiment shown in the attached drawings, in which:
A schematic diagram of a charger assembly 1 according to an embodiment of the present disclosure is shown in
As shown in
The charger assembly 1 is further provided with N DC/DC converters 5, each configured for converting a direct current to another direct current, for example with a higher/lower voltage. Each of the N DC/DC converters 5 is electrically connected to the DC bus 4 at the input side thereof, such that each of the DC/DC converters 5 may receive a direct current from the DC bus 4. As shown in
At the output side, each of the DC/DC converters 5 is electrically connected to a switch matrix 6, in particular an input side of the switch matrix 6. At the output side, a number of exchange ports 7 is provided, which exchange ports 7 are electrically connected to the switch matrix 6. The exchange ports 7 are configured for establishing an electric connection between one or more non-shown electric vehicles and the charger assembly 1. The switch matrix 6 is configured for switching one or more outputs of the DC/DC converters 5 to one or more exchange ports 7, such that, for example, one DC/DC converter 5 may be connected to two electric vehicles or two DC/DC converters 5 may be connected to a single electric vehicle. The switch matrix 6 is intended for efficient use of each of the DC/DC converters 5.
Furthermore, the charger assembly 1 is provided with an energy storage 8, such as a battery, which is connected to the DC bus 4. The energy storage 8 is configured for peak use, such that when the demand for electric energy at the exchange ports 7 is higher than the input of electric energy at the input side of the AC/DC converters 2, additional electric energy may be provided to the DC/DC converters 5 by means of the energy storage 8, via the DC bus 4.
As shown in
The charger assembly 1 is further provided with a site controller 12 which is operatively connected to each of the charger cabinets 9 of the chargers 10, in particular to the cabinet controller 11 thereof. The cabinet controllers 11 transmit the collected data to the site controller 12, therewith enabling the site controller 12 to control each of the chargers 10 in order to optimize cooperation between the chargers 10 and/or to optimize a power flow between the chargers 10 and/or the power grid to which the chargers 10 are connected.
Although not shown, the charger assembly 1 may be provided with a number of solar panels which may be coupled to the DC bus 4. The solar panels may be used for charging the energy storage 8 during the day, such that less electric energy has to be extracted from the power grid.
It is to be understood that the above description is included to illustrate the operation of embodiments of the present disclosure and is not meant to limit the scope of the present disclosure. From the above discussion, many variations will be apparent to one skilled in the art that would yet be encompassed by the scope of the present disclosure.
| Number | Date | Country | Kind |
|---|---|---|---|
| 21167240.7 | Apr 2021 | EP | regional |
