WO2024019619A1 - System for dc fast charging of an electric vehicle at a construction site - Google Patents

System for dc fast charging of an electric vehicle at a construction site Download PDF

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Publication number
WO2024019619A1
WO2024019619A1 PCT/NO2023/050130 NO2023050130W WO2024019619A1 WO 2024019619 A1 WO2024019619 A1 WO 2024019619A1 NO 2023050130 W NO2023050130 W NO 2023050130W WO 2024019619 A1 WO2024019619 A1 WO 2024019619A1
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WO
WIPO (PCT)
Prior art keywords
electric
power
battery
electric battery
connector
Prior art date
Application number
PCT/NO2023/050130
Other languages
French (fr)
Inventor
Jon Arne Hammersmark
Nils Joar Steinsund
Sigbjørn ULLESTAD
Terje Myklebust
Sangram PARAB
Original Assignee
Eldrift As
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Publication date
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Publication of WO2024019619A1 publication Critical patent/WO2024019619A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/53—Batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/57—Charging stations without connection to power networks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/302—Cooling of charging equipment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/22—Balancing the charge of battery modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/40—Working vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to a system for DC fast charging of an electric vehicle at a construction site.
  • the present invention also relates to a use of the system, in which the system is used for DC fast charging of at least one electric vehicle at a construction site.
  • Electric construction machines are starting to be used more and more in construction sites.
  • Examples of electric construction machines can be, for example, electric excavators and electric wheel loaders, among others.
  • Electric construction machines are a type of electric vehicle, including internal batteries and electric motors, and the internal batteries can be recharged by different types of charging station.
  • Document DE202021002876U1 discloses an approach (hereafter referred as the "shipping container approach") for providing a charging station capable of DC fast charging at a construction site.
  • a transportable charging station is disclosed in the form of a 10 feet ISO sea freight container (see reference numeral [2] in Fig. 1 of that document) including internal batteries (see power storage arrangement [6]), a connection to a power network (see power grid [4], for providing a 400V AC connection, on the left-hand side of Fig. 1 of that document) and charging connectors for DC fast charging (see reference numerals [17,17'] on the right-hand side of Fig. 1 of that document).
  • DE202021002876U1 limits the maximum battery capacity that can be made available at the construction site.
  • Paragraph [0034] in DE202021002876U1 disclosesthatthe power storage arrangement [6] is designed in such a way that any number of further power storage devices can be arranged in a parallel circuit.
  • the number of further power storage devices is restricted by the storage volume available within the shipping container.
  • DE202021002876U1 has a maximum limit of power storage devices (and, consequently, battery capacity) that can be provided within the shipping container.
  • the shipping container approach also has drawbacks related to changing the battery capacity, which is typically an expensive and impractical operation, as it typically requires transporting the container off site and have specialized personnel change the contents of the container.
  • the invention will now be disclosed and has for its object to remedy or to reduce at least one of the drawbacks of the prior art, or at least provide a useful alternative to the prior art.
  • the object is achieved through features, which are specified in the description below and in the claim(s) that follow.
  • the invention is defined by the independent patent claim(s).
  • the dependent claim(s) define advantageous embodiments of the invention.
  • a system for DC fast charging of an electric vehicle at a construction site comprising a first apparatus adapted to be transported, the first apparatus comprising:
  • a first DC-DC converter for converting electric power between the DC power bus and the at least one first electric battery
  • a second DC-DC converter for converting electric power between the DC power bus and the first connector
  • a first controller comprising a processing unit and a memory, the first controller being configured to control the power transferred to and from the DC power bus.
  • the system further comprises at least one second apparatus for extending the battery capacity of the first apparatus, each of the at least one second apparatus being adapted to be transported. Also, the DC power bus of the first apparatus is connectable to the at least one second apparatus.
  • the system improves the operations at the construction site by making it easy to change the battery capacity for DC fast charging at the construction site. It also becomes simple to adapt the battery capacity that is available on site as the construction project requirements change over time (e.g. a different number of electric construction machines needs to be on site at different phases of the project).
  • the system also enables an efficient solution for quickly supplying charged batteries on site, by allowing an easy replacement of second apparatus instances with depleted battery charge by new second apparatus instances with fully charged batteries.
  • the first apparatus comprises at least one second connector and each of the at least one second apparatus comprises a third connector for connecting the DC power bus of the first apparatus to the at least one second apparatus.
  • the system is versatile in the number and possible arrangements of second apparatus instances that can be provided for expanding the battery capacity of the first apparatus.
  • This is also advantageous in that the system can have several available connection points for connecting additional second apparatus instances.
  • the system has low strictness and requirements in terms of spatial arrangement for second apparatus instances, as these can be connected to any of various available connection points.
  • each of the at least one second apparatus further comprises a fourth connector for wiring the at least one second apparatus in a daisy chain sequence connected to the first apparatus.
  • each of the at least one second apparatus comprises:
  • a second controller comprising a processing unit and a memory, the second controller being configured to control the power transferred between the at least one second electric battery and the DC power bus of the first apparatus.
  • the first controller and the second controller of each of the at least one second apparatus may be configured to communicate with each other wirelessly. Additionally or alternatively, the first controller and the second controller of each of the at least one second apparatus may be configured to communicate with each other via a connection between the DC power bus of the first apparatus and the at least one second apparatus when the DC power bus of the first apparatus is connected to the at least one second apparatus.
  • the system avoids the need for separate communication cables. It also avoids having communication connections that restrict the possible connection arrangements of the second apparatus instances.
  • the first controller is configured to operate in any of the following modes:
  • any of the at least one first battery and the at least one second electric battery is configured for outputting a voltage of at most 1500 VDC and/or an electric current of at most 3000 A.
  • IEC 61851 describes a standard for electric vehicle conductive charging systems. Part 23 of this standard (IEC 61851-23) describes, interalia, the requirements for DC electric vehicle charging stations for conductive connection to the vehicle.
  • the first apparatus comprises:
  • the first controller is configured to operate in any of the following modes:
  • the at least one second electric battery using electric power from the at least one first electric battery and/or the electrical grid;
  • any of the first apparatus and the at least one second apparatus is an apparatus comprising a temperature sensor for measuring the temperature of at least one electric battery.
  • the apparatus comprising a temperature sensor further comprises a heating system for heating the at least one electric battery when the sensor measures a temperature equal to or below the pre-configured minimum value.
  • the apparatus comprising a temperature sensor may further comprise a cooling system for cooling the at least one electric battery when the temperature sensor measures a temperature equal to or above a pre-configured maximum value.
  • the apparatus may be further configured to shut down when the temperature sensor measures a temperature equal to or below a pre-configured minimum value and/or when the temperature sensor measures a temperature equal to or above a pre-configured maximum value.
  • the system can be used under extreme temperature conditions at a construction site while preserving the electric batteries.
  • a second aspect of the present invention there is provide a use of a system according to the first aspect, wherein the system is used for DC fast charging at least one electric vehicle at a construction site.
  • Fig. 1 shows a schematic view of a first apparatus embodiment that is part of a system embodiment
  • Fig. 2 shows a schematic view of a second apparatus embodiment that is part of the system embodiment partially shown in Fig. 1.
  • Figs. 1 and 2 show parts of a system embodiment.
  • Fig. 1 shows a first apparatus 100 that can be used for DC fast charging an electric vehicle (not shown) at a construction site
  • Fig. 2 shows a second apparatus embodiment 200 for extending the battery capacity of the first apparatus 100. Both the first apparatus 100 in Fig. 1 and the second apparatus in Fig. 2 are part of the system.
  • the first apparatus 100 including a DC power bus 101 for transferring electric power between terminals of the DC power bus 101. Each terminal is connected to a different component of the first apparatus 100.
  • the first apparatus 100 includes a first electric battery 102 for DC fast charging the electric vehicle and a first DC-DC converter 103 for converting electric power signals between the first electric battery 101 and the DC power bus 101.
  • Fig. 1 shows one schematic component at the lower left corner inside the first apparatus 100 and this schematic component illustrates at least one instance of a first electric battery 102.
  • the battery capacity of the first apparatus 100 may be provided by a plurality of first electric battery instances 102 arranged in a parallel circuit.
  • Batteries suitable for DC fast charging can output, for example, a voltage of at most 1500 VDC and/or an electric current of at most 3000 A.
  • the DC-DC converter 103 can be configured in many known ways. In some embodiments, the DC-DC converter 103 can be operated to consume electric power from the first electric battery 102 and supply it to the DC power bus 101. In other embodiments, the DC-DC converter 103 can also, or instead, be operatable to consume electric power from the DC power bus 101 and supply it to the first electric battery 102.
  • the first apparatus 100 further includes: a first connector 105 for connecting the electric vehicle and the first apparatus 100; and a second DC-DC converter 104 for converting electric power signals between the first connector 105 and the DC power bus 101.
  • first connector embodiments 105 For DC fast charging, known types of connectors that can be provided as the first connector embodiments 105 are the CCS Combo 1, the CCS Combo 2 and the CHAdeMO connectors, although any known type of connector suitable for DC fast charging can be provided.
  • the first connector 105 may be provided as a socket part of a DC fast charging connector assembly. This embodiment requires a user to provide an electric cable with two plug parts at the ends of the electric cable so that a connection is established between the electric vehicle and the first connector 105.
  • the first connector 105 may be implemented as an electric cable originating from the first apparatus 100 and ending with a plug part that can be connected directly to a socket part on the electric vehicle.
  • This alternative embodiment resembles a fuel nozzle that is typically available at gasoline pumps and has the advantage that the user of the electric vehicle does not have to carry an electric cable in order to use the first apparatus.
  • a plurality of first connector 105 instances may be provided in the first apparatus 100, each first connector 105 instance possibly being accompanied by a second DC-DC converter 104 instance.
  • the first apparatus 100 that allow several electric vehicles to be connected in parallel to the first apparatus 100.
  • the second DC-DC converter 104 may be configured in many ways.
  • the second DC-DC converter 104 may be operatable in at least one of the following directions: in one direction, it can consume electric power from the DC power bus 101 and supply it to the electric vehicle; and/or, in another direction, it can consume electric power from the electric vehicle and supply it to the DC power bus 101.
  • the first apparatus 100 includes a first controller 107 for controlling the power transferred to and from the DC power bus 101.
  • the first controller 107 is connected to the first DC-DC converter 103 and the second DC-DC converter 104.
  • the first apparatus 100 may further exchange data signals with the electric vehicle. For example, this can be achieved by configuring the first controller 107 and connecting it to the first connector 105 so that the first controller 107 controls the data signals exchanged by electric cable with the electric vehicle.
  • the first controller 107 may be provided with a wireless communication interface for wirelessly exchanging data signals with the electric vehicle.
  • the first apparatus 100 is connectable to at least one second apparatus 200.
  • Figs. 1 and 2 show a second apparatus 200 instance (shown in Fig. 2) connected to the first apparatus 100 (shown in Fig. 1).
  • the first apparatus 100 includes a second connector 106 for connecting the DC power bus 101 to the second apparatus 200
  • the second apparatus 200 includes a third connector 203 for establishing the connection with the second connector 106 of the first apparatus 100.
  • the connection between the first and the second apparatus 100,200 can be provided in several ways.
  • the second connector 106 and the third connector 203 can be both provided as socket part instances of a connector assembly. This allows the users of the system (e.g. construction workers at the construction site) to use an electric cable with two plug parts at the ends so that the connection is established between the second connector 106 and the third connector 203. In Figs. 1 and 2, this cable connection is illustrated as being continued through the A-A' lines illustrated in the two figures.
  • connection can be established by having either the second connector 106 or the third connector 203 be provided as a cable extending from the respective apparatus and ending in a plug part that can be connected to a socket part provided on the opposing connector.
  • This latter embodiment resembles a fuel nozzle typically available at gasoline pumps and has the advantage that the users do not have to provide an electric cable to connect the first apparatus 100 with the second apparatus 200.
  • the second apparatus 200 includes a second electric battery 201 for DC fast charging and a third DC-DC converter 202 for converting electric power between the second electric battery 201 and the third connector 203.
  • the second electric battery 201 may be implemented as a plurality of electric battery instances suitable for DC fast charging.
  • the third DC-DC converter 201 is provided between the second electric battery 201 and the third connector 203, which in turn is connected to a terminal of the first apparatus 100.
  • the third DC-DC converter 201 can be implemented in a few ways. For example, it can be operatable so that the second electric battery 201 supplies electric power to the DC power bus 101. In another example, it can, also or alternatively, be operatable so that the second electric battery 201 draws electric power from the DC power bus 101.
  • the second apparatus 200 includes a second controller 205 for controlling the third DC-DC converter 202.
  • the second controller 205 and the first controller 107 can communicate with each other in several ways.
  • the first controller 107 is connected to the second connector 106 and the second controller 205 is connected to the third connector 203. This allows the first and second controllers 107,205 to communicate with each other via cable.
  • the first and second controllers 107,205 may each be provided with wireless communication interfaces for wirelessly communicating with each other.
  • the two controllers 107,205 can cooperate with each other a nd perform, for example, a method for load balancing the components connected to the DC power bus 101.
  • the first controller 107 can be configured to maintain a constant voltage at the DC power bus 101 and to control how the power converters, e.g. the first and second DC- DC converters 103,104, consume or supply power from/to the DC power bus 101. This control may take into account the current charge levels of the batteries.
  • the first apparatus 100 can be connected to a plurality of second apparatus 200 instances. There are a few embodiments for achieving this arrangement.
  • the second apparatus 200 includes a fourth connector 204 for connecting the second apparatus 200 to another second apparatus 200 instance.
  • a fourth connector 204 for connecting the second apparatus 200 to another second apparatus 200 instance.
  • the third connector 203 and the fourth connector 204 are connected to each other within the second apparatus 200, thus forming an extension of the DC power bus 101 of the first apparatus 100.
  • the first apparatus 100 includes a plurality of second connector 206 instances and each second apparatus 200 connects directly to one of the second connector 206 instances.
  • the second apparatus 200 instances are connected in parallel to the first apparatus 100.
  • the second apparatus 200 instances are connected in a combination of parallel and sequential connections to the first apparatus 100.
  • the communication between the first controller 107 and second controller 205 instances can be provided in a few ways, such as by cable as shown in Figs. 1 and 2, or wirelessly provided that the controllers include wireless communication interfaces.
  • the communication network topology formed by the controllers can also be embodied in several ways. For example, one of the controllers may serve as a master node while all others serve as slave nodes, or the network topology may follow the network formed by the cable connections.
  • the first apparatus 100 further includes a fifth connector 109 for connecting the first apparatus 100 to an AC electric grid 700 and an AC-DC converter 108 for converting electric power between the AC electric grid 700 and the DC power bus 101.
  • Providing the fifth connector 109 and the AC electric grid 700 has the advantage that the electric batteries (for example, the first electric battery 102) can be charged at the construction site.
  • the at least one second electric battery using electric power from the at least one first electric battery and/or the electrical grid; - supplying power to the electrical grid using power from the at least one first electric battery and/or, if available, the at least one second electric battery.
  • any of the first apparatus 100 and the second apparatus 200 include a temperature sensor (not shown in the figures) for measuring the temperature of the electric batteries.
  • a temperature sensor (not shown in the figures) for measuring the temperature of the electric batteries.
  • a few embodiments may be provided in which the temperature sensor is used for performing safety actions to preserve the batteries.
  • the first apparatus 100 may include the temperature sensor and the first controller 103 may be configured to perform a shutdown procedure for the first apparatus 100 when the temperature sensor measures a temperature below or above preconfigured minimum and maximum values, respectively.
  • the pre-configured minimum value may be a value from 0 to 5 °C
  • the pre-configured maximum value may be a value from 30 to 60 °C, such as 50 °C.
  • a second apparatus 200 instance may include the temperature sensor and a heating system (not shown in the figures) for heating the second electric battery 201 when the temperature sensor measures a temperature equal to or below a pre-configured minimum value such as a value from 0 to 5 °C. It is also possible to configure the shutdown procedure in addition to the actuation of the heating system.
  • the first apparatus 100 includes the temperature sensor and a cooling system (not shown in the figures) for cooling a first electric battery 102 when the temperature sensor measures a temperature above a pre-configured maximum value, such as a value from 30 to 60 °C.
  • the temperature sensor can be combined with any of the shutdown procedure, heating system and/or cooling system to form an embodiment for performing safety actions to preserve the batteries of any of the first apparatus and/or the second apparatus.

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Abstract

Disclosed is a system for DC fast charging of an electric vehicle at a construction site. The system comprises a first apparatus adapted to be transported and comprising: at least one first electric battery for DC fast charging the electric vehicle; a first connector for connecting the electric vehicle to the apparatus; a DC power bus; a first DC-DC converter between the DC power bus and the at least one first electric battery; a second DC-DC converter between the DC power bus and the first connector; and a first controller configured to control the power transferred to and from the DC power bus. The system comprises at least one second apparatus for extending the battery capacity of the first apparatus, each of the at least one second apparatus being adapted to be transported. The DC power bus of the first apparatus is connectable to the at least one second apparatus.

Description

SYSTEM FOR DC FAST CHARGING OF AN ELECTRIC VEHICLE AT A CONSTRUCTION SITE
The present invention relates to a system for DC fast charging of an electric vehicle at a construction site. The present invention also relates to a use of the system, in which the system is used for DC fast charging of at least one electric vehicle at a construction site.
Nowadays, electric construction machines are starting to be used more and more in construction sites. Examples of electric construction machines can be, for example, electric excavators and electric wheel loaders, among others. Electric construction machines are a type of electric vehicle, including internal batteries and electric motors, and the internal batteries can be recharged by different types of charging station.
It can be challenging to provide a charging station for recharging the internal batteries of an electric construction machine at a construction site. Firstly, it is impractical for the execution of a construction project to require long waiting periods until a recharging operation concludes, e.g. more than 20 minutes, two or three times per day. Therefore, there is a need for a DC fast charging station to be available on site, which is preferred over the slower AC charging stations, such as AC level 2 or AC level 1 charging stations. Secondly, it can be expensive and/or impractical to provide a fixed electrical installation for DC charging at a construction site.
Document DE202021002876U1 discloses an approach (hereafter referred as the "shipping container approach") for providing a charging station capable of DC fast charging at a construction site. A transportable charging station is disclosed in the form of a 10 feet ISO sea freight container (see reference numeral [2] in Fig. 1 of that document) including internal batteries (see power storage arrangement [6]), a connection to a power network (see power grid [4], for providing a 400V AC connection, on the left-hand side of Fig. 1 of that document) and charging connectors for DC fast charging (see reference numerals [17,17'] on the right-hand side of Fig. 1 of that document).
In practice, a few drawbacks are observable. The shipping container approach limits the maximum battery capacity that can be made available at the construction site. Paragraph [0034] in DE202021002876U1 disclosesthatthe power storage arrangement [6] is designed in such a way that any number of further power storage devices can be arranged in a parallel circuit. However, in practice the number of further power storage devices is restricted by the storage volume available within the shipping container. Thus, in reality, DE202021002876U1 has a maximum limit of power storage devices (and, consequently, battery capacity) that can be provided within the shipping container. The shipping container approach also has drawbacks related to changing the battery capacity, which is typically an expensive and impractical operation, as it typically requires transporting the container off site and have specialized personnel change the contents of the container.
The invention will now be disclosed and has for its object to remedy or to reduce at least one of the drawbacks of the prior art, or at least provide a useful alternative to the prior art. The object is achieved through features, which are specified in the description below and in the claim(s) that follow. The invention is defined by the independent patent claim(s). The dependent claim(s) define advantageous embodiments of the invention.
According to a first aspect of the invention, there is provided a system for DC fast charging of an electric vehicle at a construction site. The system comprises a first apparatus adapted to be transported, the first apparatus comprising:
- at least one first electric battery for DC fast charging the electric vehicle;
- a first connector for connecting the electric vehicle to the first apparatus;
- a DC power bus;
- a first DC-DC converter for converting electric power between the DC power bus and the at least one first electric battery; - a second DC-DC converter for converting electric power between the DC power bus and the first connector; and
- a first controller comprising a processing unit and a memory, the first controller being configured to control the power transferred to and from the DC power bus.
The system further comprises at least one second apparatus for extending the battery capacity of the first apparatus, each of the at least one second apparatus being adapted to be transported. Also, the DC power bus of the first apparatus is connectable to the at least one second apparatus.
The system improves the operations at the construction site by making it easy to change the battery capacity for DC fast charging at the construction site. It also becomes simple to adapt the battery capacity that is available on site as the construction project requirements change over time (e.g. a different number of electric construction machines needs to be on site at different phases of the project). The system also enables an efficient solution for quickly supplying charged batteries on site, by allowing an easy replacement of second apparatus instances with depleted battery charge by new second apparatus instances with fully charged batteries. Moreover, it is possible to make the connectable DC power bus to the at least one second apparatus as easy as it is to connect the electric vehicle to the first apparatus. Therefore, there is no need for specialized personnel, such as registered electricians, on or off site for connecting and disconnecting second apparatus instances to and from a first apparatus.
Optionally, the first apparatus comprises at least one second connector and each of the at least one second apparatus comprises a third connector for connecting the DC power bus of the first apparatus to the at least one second apparatus.
Thus, the system is versatile in the number and possible arrangements of second apparatus instances that can be provided for expanding the battery capacity of the first apparatus. This is also advantageous in that the system can have several available connection points for connecting additional second apparatus instances. Thus, the system has low strictness and requirements in terms of spatial arrangement for second apparatus instances, as these can be connected to any of various available connection points.
Optionally, each of the at least one second apparatus further comprises a fourth connector for wiring the at least one second apparatus in a daisy chain sequence connected to the first apparatus.
Optionally, each of the at least one second apparatus comprises:
- at least one second electric battery for DC fast charging the electric vehicle;
- a third DC-DC converter for converting electric power between the at least one second battery and the DC power bus of the first apparatus; and
- a second controller comprising a processing unit and a memory, the second controller being configured to control the power transferred between the at least one second electric battery and the DC power bus of the first apparatus.
The first controller and the second controller of each of the at least one second apparatus may be configured to communicate with each other wirelessly. Additionally or alternatively, the first controller and the second controller of each of the at least one second apparatus may be configured to communicate with each other via a connection between the DC power bus of the first apparatus and the at least one second apparatus when the DC power bus of the first apparatus is connected to the at least one second apparatus.
Thus, the system avoids the need for separate communication cables. It also avoids having communication connections that restrict the possible connection arrangements of the second apparatus instances.
Optionally, the first controller is configured to operate in any of the following modes:
- charging the electric vehicle using electric power from the at least one first electric battery and/or, if available, the at least one second electric battery;
- charging the at least one first electric battery using electric power from, if available, the at least one second electric battery module; and - charging, if available, the at least one second electric battery using electric power from the at least one first electric battery.
Optionally, any of the at least one first battery and the at least one second electric battery is configured for outputting a voltage of at most 1500 VDC and/or an electric current of at most 3000 A. Thus, these battery embodiments follow the international standard IEC 61851, which describes a standard for electric vehicle conductive charging systems. Part 23 of this standard (IEC 61851-23) describes, interalia, the requirements for DC electric vehicle charging stations for conductive connection to the vehicle.
Optionally, the first apparatus comprises:
- a third connector for connecting the first apparatus to an AC electrical grid available at the construction site; and
- an AC-DC converter for converting electric power between the DC power bus and the third connector, and wherein the first controller is configured to operate in any of the following modes:
- charging the electric vehicle using electric power from the at least one first electric battery, if available, the at least one second electric battery, and/or the electrical grid;
- charging the at least one first electric battery using electric power from the electrical grid and/or, if available, the at least one second electric battery module;
- charging, if available, the at least one second electric battery using electric power from the at least one first electric battery and/or the electrical grid;
- supplying power to the electrical grid using power from the at least one first electric battery and/or, if available, the at least one second electric battery.
Thus, the system can also be used in various modes, including supplying electric power to the AC grid, which can be advantageous for generating revenue for the construction project and for improving the robustness of the AC grid. Optionally, any of the first apparatus and the at least one second apparatus is an apparatus comprising a temperature sensor for measuring the temperature of at least one electric battery.
Optionally, the apparatus comprising a temperature sensor further comprises a heating system for heating the at least one electric battery when the sensor measures a temperature equal to or below the pre-configured minimum value. Additionally or alternatively, the apparatus comprising a temperature sensor may further comprise a cooling system for cooling the at least one electric battery when the temperature sensor measures a temperature equal to or above a pre-configured maximum value. Additionally or alternatively, the apparatus may be further configured to shut down when the temperature sensor measures a temperature equal to or below a pre-configured minimum value and/or when the temperature sensor measures a temperature equal to or above a pre-configured maximum value.
Thus, the system can be used under extreme temperature conditions at a construction site while preserving the electric batteries.
According to a second aspect of the present invention, there is provide a use of a system according to the first aspect, wherein the system is used for DC fast charging at least one electric vehicle at a construction site.
The following describes examples of preferred embodiments illustrated in the accompanying drawings, wherein:
Fig. 1 shows a schematic view of a first apparatus embodiment that is part of a system embodiment;
Fig. 2 shows a schematic view of a second apparatus embodiment that is part of the system embodiment partially shown in Fig. 1.
The drawings are shown in a schematic and simplified manner, and features that are not necessary for explaining the invention may be left out. Identical reference numerals refer to identical or similar features in the drawings. The various features shown in the drawings may not necessarily be drawn to scale.
Figs. 1 and 2 show parts of a system embodiment. Fig. 1 shows a first apparatus 100 that can be used for DC fast charging an electric vehicle (not shown) at a construction site, and Fig. 2 shows a second apparatus embodiment 200 for extending the battery capacity of the first apparatus 100. Both the first apparatus 100 in Fig. 1 and the second apparatus in Fig. 2 are part of the system.
Turning now to Fig. 1, the first apparatus 100 is shown including a DC power bus 101 for transferring electric power between terminals of the DC power bus 101. Each terminal is connected to a different component of the first apparatus 100.
The first apparatus 100 includes a first electric battery 102 for DC fast charging the electric vehicle and a first DC-DC converter 103 for converting electric power signals between the first electric battery 101 and the DC power bus 101.
Fig. 1 shows one schematic component at the lower left corner inside the first apparatus 100 and this schematic component illustrates at least one instance of a first electric battery 102. For example, the battery capacity of the first apparatus 100 may be provided by a plurality of first electric battery instances 102 arranged in a parallel circuit. Batteries suitable for DC fast charging can output, for example, a voltage of at most 1500 VDC and/or an electric current of at most 3000 A.
The DC-DC converter 103 can be configured in many known ways. In some embodiments, the DC-DC converter 103 can be operated to consume electric power from the first electric battery 102 and supply it to the DC power bus 101. In other embodiments, the DC-DC converter 103 can also, or instead, be operatable to consume electric power from the DC power bus 101 and supply it to the first electric battery 102.
The first apparatus 100 further includes: a first connector 105 for connecting the electric vehicle and the first apparatus 100; and a second DC-DC converter 104 for converting electric power signals between the first connector 105 and the DC power bus 101.
For DC fast charging, known types of connectors that can be provided as the first connector embodiments 105 are the CCS Combo 1, the CCS Combo 2 and the CHAdeMO connectors, although any known type of connector suitable for DC fast charging can be provided. The first connector 105 may be provided as a socket part of a DC fast charging connector assembly. This embodiment requires a user to provide an electric cable with two plug parts at the ends of the electric cable so that a connection is established between the electric vehicle and the first connector 105. Alternatively, the first connector 105 may be implemented as an electric cable originating from the first apparatus 100 and ending with a plug part that can be connected directly to a socket part on the electric vehicle. This alternative embodiment resembles a fuel nozzle that is typically available at gasoline pumps and has the advantage that the user of the electric vehicle does not have to carry an electric cable in order to use the first apparatus. Moreover, in further embodiments, a plurality of first connector 105 instances may be provided in the first apparatus 100, each first connector 105 instance possibly being accompanied by a second DC-DC converter 104 instance. Thus, there are embodiments of the first apparatus 100 that allow several electric vehicles to be connected in parallel to the first apparatus 100.
Similarly to the first DC-DC converter 103, the second DC-DC converter 104 may be configured in many ways. For example, the second DC-DC converter 104 may be operatable in at least one of the following directions: in one direction, it can consume electric power from the DC power bus 101 and supply it to the electric vehicle; and/or, in another direction, it can consume electric power from the electric vehicle and supply it to the DC power bus 101.
Moreover, the first apparatus 100 includes a first controller 107 for controlling the power transferred to and from the DC power bus 101. In this respect, the first controller 107 is connected to the first DC-DC converter 103 and the second DC-DC converter 104.
The first apparatus 100 may further exchange data signals with the electric vehicle. For example, this can be achieved by configuring the first controller 107 and connecting it to the first connector 105 so that the first controller 107 controls the data signals exchanged by electric cable with the electric vehicle. In another example, the first controller 107 may be provided with a wireless communication interface for wirelessly exchanging data signals with the electric vehicle.
For extending the battery capacity available for DC fast charging of the electric vehicle at a construction site, the first apparatus 100 is connectable to at least one second apparatus 200. Figs. 1 and 2 show a second apparatus 200 instance (shown in Fig. 2) connected to the first apparatus 100 (shown in Fig. 1).
In the shown embodiment, the first apparatus 100 includes a second connector 106 for connecting the DC power bus 101 to the second apparatus 200, and the second apparatus 200 includes a third connector 203 for establishing the connection with the second connector 106 of the first apparatus 100. The connection between the first and the second apparatus 100,200 can be provided in several ways. In one embodiment, the second connector 106 and the third connector 203 can be both provided as socket part instances of a connector assembly. This allows the users of the system (e.g. construction workers at the construction site) to use an electric cable with two plug parts at the ends so that the connection is established between the second connector 106 and the third connector 203. In Figs. 1 and 2, this cable connection is illustrated as being continued through the A-A' lines illustrated in the two figures. In another embodiment, the connection can be established by having either the second connector 106 or the third connector 203 be provided as a cable extending from the respective apparatus and ending in a plug part that can be connected to a socket part provided on the opposing connector. This latter embodiment resembles a fuel nozzle typically available at gasoline pumps and has the advantage that the users do not have to provide an electric cable to connect the first apparatus 100 with the second apparatus 200.
The second apparatus 200 includes a second electric battery 201 for DC fast charging and a third DC-DC converter 202 for converting electric power between the second electric battery 201 and the third connector 203.
Similarly to the first electric battery 102 of the first apparatus 100, the second electric battery 201 may be implemented as a plurality of electric battery instances suitable for DC fast charging. The third DC-DC converter 201 is provided between the second electric battery 201 and the third connector 203, which in turn is connected to a terminal of the first apparatus 100. The third DC-DC converter 201 can be implemented in a few ways. For example, it can be operatable so that the second electric battery 201 supplies electric power to the DC power bus 101. In another example, it can, also or alternatively, be operatable so that the second electric battery 201 draws electric power from the DC power bus 101.
Moreover, the second apparatus 200 includes a second controller 205 for controlling the third DC-DC converter 202. To achieve this control, the second controller 205 and the first controller 107 can communicate with each other in several ways. In the embodiment shown in Figs. 1 and 2, the first controller 107 is connected to the second connector 106 and the second controller 205 is connected to the third connector 203. This allows the first and second controllers 107,205 to communicate with each other via cable. Additionally or alternatively, the first and second controllers 107,205 may each be provided with wireless communication interfaces for wirelessly communicating with each other.
Thus, the two controllers 107,205 can cooperate with each other a nd perform, for example, a method for load balancing the components connected to the DC power bus 101. For example, the first controller 107 can be configured to maintain a constant voltage at the DC power bus 101 and to control how the power converters, e.g. the first and second DC- DC converters 103,104, consume or supply power from/to the DC power bus 101. This control may take into account the current charge levels of the batteries.
The first apparatus 100 can be connected to a plurality of second apparatus 200 instances. There are a few embodiments for achieving this arrangement.
In one embodiment, the second apparatus 200, as shown in Fig. 2, includes a fourth connector 204 for connecting the second apparatus 200 to another second apparatus 200 instance. Thus, this allows creating a daisy-chain/sequential arrangement in which the second apparatus 200 instances form a sequence and connect one after another at the lines A-A' and B-B' shown in Fig. 2. The third connector 203 and the fourth connector 204 are connected to each other within the second apparatus 200, thus forming an extension of the DC power bus 101 of the first apparatus 100. In another embodiment, the first apparatus 100 includes a plurality of second connector 206 instances and each second apparatus 200 connects directly to one of the second connector 206 instances. Thus, the second apparatus 200 instances are connected in parallel to the first apparatus 100.
In a further embodiment, the second apparatus 200 instances are connected in a combination of parallel and sequential connections to the first apparatus 100.
Also, the communication between the first controller 107 and second controller 205 instances can be provided in a few ways, such as by cable as shown in Figs. 1 and 2, or wirelessly provided that the controllers include wireless communication interfaces. The communication network topology formed by the controllers can also be embodied in several ways. For example, one of the controllers may serve as a master node while all others serve as slave nodes, or the network topology may follow the network formed by the cable connections.
Returning to Fig. 1, the first apparatus 100 further includes a fifth connector 109 for connecting the first apparatus 100 to an AC electric grid 700 and an AC-DC converter 108 for converting electric power between the AC electric grid 700 and the DC power bus 101.
Providing the fifth connector 109 and the AC electric grid 700 has the advantage that the electric batteries (for example, the first electric battery 102) can be charged at the construction site.
The system embodiment may operate in any of the following modes:
- charging the electric vehicle using electric power from the at least one first electric battery, if available, the at least one second electric battery, and/or the electrical grid;
- charging the at least one first electric battery using electric power from the electrical grid and/or, if available, the at least one second electric battery module;
- charging, if available, the at least one second electric battery using electric power from the at least one first electric battery and/or the electrical grid; - supplying power to the electrical grid using power from the at least one first electric battery and/or, if available, the at least one second electric battery.
In one system embodiment, any of the first apparatus 100 and the second apparatus 200 include a temperature sensor (not shown in the figures) for measuring the temperature of the electric batteries. A few embodiments may be provided in which the temperature sensor is used for performing safety actions to preserve the batteries.
In one embodiment, the first apparatus 100 may include the temperature sensor and the first controller 103 may be configured to perform a shutdown procedure for the first apparatus 100 when the temperature sensor measures a temperature below or above preconfigured minimum and maximum values, respectively. The pre-configured minimum value may be a value from 0 to 5 °C, and the pre-configured maximum value may be a value from 30 to 60 °C, such as 50 °C.
In another embodiment, a second apparatus 200 instance may include the temperature sensor and a heating system (not shown in the figures) for heating the second electric battery 201 when the temperature sensor measures a temperature equal to or below a pre-configured minimum value such as a value from 0 to 5 °C. It is also possible to configure the shutdown procedure in addition to the actuation of the heating system.
In a further embodiment, the first apparatus 100 includes the temperature sensor and a cooling system (not shown in the figures) for cooling a first electric battery 102 when the temperature sensor measures a temperature above a pre-configured maximum value, such as a value from 30 to 60 °C.
The skilled person will see that the temperature sensor can be combined with any of the shutdown procedure, heating system and/or cooling system to form an embodiment for performing safety actions to preserve the batteries of any of the first apparatus and/or the second apparatus.
In the foregoing description, references to DC and AC are understood as referring to the commonly used terms "direct current" and "alternate current". Also, the skilled person will find that the connectors referred above may be implemented in various manners, such as by providing a plug or a socket part of a connector assembly, by providing a cable which at the distal end is provided with the plug or socket part, among other variations. It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design many alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. Use of the verb "comprise" and its conjugations does not exclude the presence of elements or steps other than those stated in a claim. The article "a" or "an" preceding an element does not exclude the presence of a plurality of such elements.
The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.

Claims

C l a i m s A system for DC fast charging of an electric vehicle at a construction site, wherein the system comprises a first apparatus adapted to be transported, the first apparatus comprising:
- at least one first electric battery for DC fast charging the electric vehicle;
- a first connector for connecting the electric vehicle to the first apparatus;
- a DC power bus;
- a first DC-DC converter for converting electric power between the DC power bus and the at least one first electric battery;
- a second DC-DC converter for converting electric power between the DC power bus and the first connector; and
- a first controller comprising a processing unit and a memory, the first controller being configured to control the power transferred to and from the DC power bus, wherein the system comprises at least one second apparatus for extending the battery capacity of the first apparatus, each of the at least one second apparatus being adapted to be transported, and wherein the DC power bus of the first apparatus is connectable to the at least one second apparatus. System according to claim 1, wherein the first apparatus comprises at least one second connector and each of the at least one second apparatus comprises a third connector for connecting the DC power bus of the first apparatus to the at least one second apparatus. System according to claim 2, wherein each of the at least one second apparatus further comprises a fourth connector for wiring the at least one second apparatus in a daisy chain sequence connected to the first apparatus. 4. System according to any of the preceding claims, wherein each of the at least one second apparatus comprises:
- at least one second electric battery for DC fast charging the electric vehicle;
- a third DC-DC converter for converting electric power between the at least one second battery and the DC power bus of the first apparatus; and
- a second controller comprising a processing unit and a memory, the second controller being configured to control the power transferred between the at least one second electric battery and the DC power bus of the first apparatus.
5. System according to claim 4, wherein the first controller and the second controller of each of the at least one second apparatus are configured to communicate with each other wirelessly.
6. System according to any of the claims 4 to 5, wherein the first controller and the second controller of each of the at least one second apparatus are configured to communicate with each other via a connection between the DC power bus of the first apparatus and the at least one second apparatus when the DC power bus of the first apparatus is connected to the at least one second apparatus.
7. System according to any of the preceding claims, wherein the first controller is configured to operate in any of the following modes:
- charging the electric vehicle using electric power from the at least one first electric battery and/or, if available, the at least one second electric battery;
- charging the at least one first electric battery using electric power from, if available, the at least one second electric battery module; and
- charging, if available, the at least one second electric battery using electric power from the at least one first electric battery.
8. System according to any of the preceding claims, wherein any of the at least one first battery and the at least one second electric battery is configured for outputting a voltage of at most 1500 VDC and/or an electric current of at most
3000 A. System according to any of the preceding claims, wherein the first apparatus comprises:
- a third connector for connecting the first apparatus to an AC electrical grid available at the construction site; and
- an AC-DC converter for converting electric power between the DC power bus and the third connector, and wherein the first controller is configured to operate in any of the following modes:
- charging the electric vehicle using electric power from the at least one first electric battery, if available, the at least one second electric battery, and/or the electrical grid;
- charging the at least one first electric battery using electric power from the electrical grid and/or, if available, the at least one second electric battery module;
- charging, if available, the at least one second electric battery using electric power from the at least one first electric battery and/or the electrical grid;
- supplying power to the electrical grid using power from the at least one first electric battery and/or, if available, the at least one second electric battery. System according to any of the preceding claims, wherein any of the first apparatus and the at least one second apparatus is an apparatus comprising a temperature sensor for measuring the temperature of at least one electric battery. System according to claim 10, wherein the apparatus comprising a temperature sensor further comprises a heating system for heating the at least one electric battery when the sensor measures a temperature equal to or below the preconfigured minimum value.
12. System according to any of the claims 10 to 11, wherein the apparatus comprising a temperature sensor further comprises a cooling system for cooling the at least one electric battery when the temperature sensor measures a temperature equal to or above a pre-configured maximum value. 13. System according to any of the claims 10 to 12, wherein the apparatus is further configured to shut down when the temperature sensor measures a temperature equal to or below a pre-configured minimum value and/or when the temperature sensor measures a temperature equal to or above a pre-configured maximum value. 14. Use of a system according to any of the preceding claims, wherein the system is used for DC fast charging at least one electric vehicle at a construction site.
PCT/NO2023/050130 2022-07-20 2023-06-07 System for dc fast charging of an electric vehicle at a construction site WO2024019619A1 (en)

Applications Claiming Priority (2)

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NO20220810 2022-07-20
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