• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    The invention relates to a method for recharging electric vehicles (VE1) or hybrids by charging terminals (B1) connected to an electrical distribution network (14). The method comprises the provision, for each vehicle to be recharged, of a control module (M1) integrated in said vehicle or to the recharging terminal of said vehicle, of data representative of a desired total electrical power (PS *) for recharging the vehicles. vehicles, measuring the total electric power (PS) supplied by the electrical distribution network (14) for charging vehicles and providing data representative of the total electrical power measured at said control module for each vehicle to be recharged, and determining, by said control module for each vehicle to be recharged, a setpoint of the electric charging power of said vehicle from the difference between the total electrical power desired and the total measured electrical power.
    公开号:FR3013514A1
    申请号:FR1361350
    申请日:2013-11-19
    公开日:2015-05-22
    发明作者:Quoc-Tuan Tran；Van-Linh Nguyen
    申请人:Commissariat a lEnergie Atomique CEA；Commissariat a lEnergie Atomique et aux Energies Alternatives CEA；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The present application relates to a device and a method for recharging electric vehicles or rechargeable hybrids. BACKGROUND OF THE INVENTION
    [0002] DISCUSSION OF THE PRIOR ART The number of electric vehicles and rechargeable hybrid vehicles used is constantly growing. For example, the French Union of Electricity (UFE) estimates that in 2030 nearly six million electric vehicles or rechargeable hybrids will be in circulation in France. These vehicles have batteries to be regularly recharged by the power distribution network. Recharging electric vehicles and plug-in hybrids will, without special measures, have a significant impact on the national consumption curve. Indeed, one million electric vehicles or hybrids refillable in simultaneous slow recharge draw between 3000 and 6000 MW. It is desirable to control the demand for electric power for recharging electric vehicles 20 and rechargeable hybrids to avoid consumption spikes and thus limit the changes to be made to the current B12620 - DD14521ST 2 electrical distribution network, such as the strengthening of power lines . It is also desirable that as much as possible of the electric energy used for recharging electric vehicles or plug-in hybrids comes from renewable energy sources, such as photovoltaic power plants, wind power plants, hydroelectric power plants, etc. Rechargeable electric vehicle or plug-in charging methods exist that control the electric power supplied to the vehicles. However, these methods generally require the communication, to a management module, of many parameters relating to electric or hybrid vehicles to be recharged, for example the type of vehicle, the capacity of the battery of each vehicle, the charging profile of the battery of each vehicle, etc. It can be difficult to collect a large amount of data for transmission to the management module. In addition, these methods may require to control the number of vehicles to be recharged while this number is in practice variable and / or to control the times of beginning or end of recharge while these moments are in practice not manageable. In addition, when the recharge is made from the electrical energy provided by a renewable energy power plant, charging processes may require a forecast of the energy that will be provided by this plant. However, such a forecast may not be available or be different from the actual production of electrical energy by the power plant. SUMMARY An object of an embodiment is to overcome all or part of the disadvantages of recharging electric vehicle and rechargeable recharging methods and devices described above.
    [0003] B12620 - DD14521ST 3 Another object of an embodiment is that the number of data relating to the vehicles to be recharged necessary for carrying out the charging method is reduced. Another object of an embodiment is that the charging method can be implemented in real time. Another object of an embodiment is that it promotes the use of renewable energies for recharging vehicles. Thus, an embodiment provides a method for recharging electric or hybrid vehicles by recharging terminals connected to an electrical distribution network, the method comprising the following steps: providing, for each vehicle to be recharged, to a control module integrated to said vehicle or to the charging terminal of said vehicle, data representative of a total electrical power desired for recharging vehicles; measuring the total electric power supplied by the electrical distribution network for recharging the vehicles and providing data representative of the total electrical power measured at said control module for each vehicle to be recharged; and determining, by said control module for each vehicle to be recharged, a setpoint of the electric charging power of said vehicle from the difference between the total electrical power desired and the total measured electrical power. According to one embodiment, the setpoint of the recharging electric power of said vehicle is furthermore determined from the state of charge of the vehicle and the duration of recharging of the vehicle. According to one embodiment, the data representative of the total electrical power desired are provided by the network manager and / or by at least one power plant selected from the group consisting of a photovoltaic power station, a wind power station, a power plant, hydraulic power station or a tidal power plant. According to one embodiment, the method comprises determining, by said control module for each vehicle to be recharged, a first coefficient by fuzzy logic from the state of charge of the vehicle and the charging time of the vehicle and determining the setpoint of the electric charging power of said vehicle from the first coefficient.
    [0004] According to one embodiment, the method further comprises the step of multiplying the maximum load electric power of said vehicle by a second coefficient obtained from the first coefficient and the total measured electrical power.
    [0005] According to one embodiment, the method comprises the following steps: determining the difference between the total electrical power desired and the total measured electrical power; and - determining the second coefficient from the product between the first coefficient and said difference. According to one embodiment, the second coefficient is equal to the integral of the product between the first coefficient and the said difference.
    [0006] According to one embodiment, the determination of the first coefficient by fuzzy logic comprises determining first values of first membership functions of first fuzzy sets associated with the state of charge of the vehicle and second values of second membership functions of the vehicle. second fuzzy sets associated with the vehicle's charging time. According to one embodiment, the determination of the first coefficient by fuzzy logic comprises the use of a first inference table and a third membership function for the first coefficient upon a decrease of the total electrical power desired and a second inference table, different from the first inference table, and a fourth membership function for the first coefficient different from the third membership function, in a increase of the total electrical power desired. One embodiment also provides a charging device for electric or hybrid vehicles, comprising charging terminals connected to an electrical distribution network, each recharging terminal being connected to one of the vehicles to be recharged, the device comprising, in addition , for each vehicle to be recharged, a control module integrated into said vehicle or to the charging terminal of said vehicle, the device comprising means for transmitting, to the control module for each vehicle to be recharged, data representative of a total electrical power desired for recharging vehicles, the device further comprising a sensor adapted to measure the total electrical power supplied by the electrical distribution network for recharging said vehicles and data transmission means representative of the total electrical power measured at said control module for each vehicle to recharge ger, said control module for each vehicle to be recharged being adapted to determine a setpoint of the electric power of recharging said vehicle from the state of charge of the vehicle, the charging time of the vehicle and the difference between the power desired total electrical power and the total measured electrical power. BRIEF DESCRIPTION OF THE DRAWINGS These and other features and advantages will be set forth in detail in the following description of particular embodiments in a non-limiting manner with reference to the accompanying figures in which: FIG. partial and schematic, an embodiment of a recharging device 35 of electric vehicles or rechargeable hybrids; B12620 - DD14521ST 6 Figure 2 shows, in greater detail, a portion of Figure 1; Figure 3 shows, in the form of a block diagram, an embodiment of a charging method of a rechargeable electric or hybrid vehicle; FIGS. 4, 5, 6A and 6B show evolution curves of membership functions of fuzzy sets, respectively state of charge variables, recharge duration and coefficient k of variation of the recharge electric power for two modes. operating mode, implemented by an embodiment of a recharging method of electric vehicles or rechargeable hybrids; FIGS. 7 and 8 show examples of three-dimensional surfaces of evolution of the coefficient k as a function of state of charge and recharge time for two configurations of total available variation; FIGS. 9 and 10 illustrate the principle of determining the coefficient k for two examples of variation of the available electrical power; FIGS. 11A, 11B and 11C show evolution curves respectively of the charge states of vehicles to be recharged, of the electrical power supplied to each vehicle and of the total electric power supplied to the vehicles in the absence of power control. electric supplied to each vehicle; and FIGS. 12A, 12B and 12C, LAA, 13B and 13C, 14A, 14B and 14C, 15A, 15B and 15C and 16A, 16B and 16C show curves similar respectively to the curves of FIGS. 11A, 11B and 11C for various examples. implementation of an embodiment of a charging method. For the sake of clarity, the same elements have been designated with the same references in the various figures.
    [0007] B12620 - DD14521ST 7 Detailed Description Figure 1 shows an embodiment of a charging device 10 of a fleet of N electric vehicles or rechargeable hybrids VEi where i is an integer ranging between 1 and N. As an example , N can vary from 10 to 100 vehicles in recharge. The device 10 is connected to a main electrical distribution network 12. The device 10 comprises a local electrical distribution network 14 connected to the main network 12 by a connection module 16. The local electrical distribution network 14 is adapted to transmit electricity N electric energy charging terminals Bi, i ranging from 1 to N. The link module 16 may include a transformer, for example adapted to provide an electric power that can vary from 200 kW and 2000 kW. The connection module 16 further comprises a sensor adapted to measure the total electrical power Ps supplied by the main electrical distribution network 12 to the local electrical distribution network 14. A rechargeable electric or hybrid vehicle VEi can be connected to the one of the charging terminals Bi to be recharged by an LPi transmission of electrical power. By way of example, the link LPi corresponds to a power transmission cable. As a variant, the transmission of electric power to the electric vehicle VEi can be carried out remotely, for example by induction. In the present embodiment, each electric vehicle VEi comprises a control module Mi adapted to control a charging operation of the electric vehicle VEi. Each control module Mi may comprise a processor and / or a dedicated electronic circuit. The device 10 comprises a local management module 17 which is adapted to receive data representative of the total measured electrical power Ps provided by the link module 16 and is adapted to transmit to the control module Mi of each VEi vehicle the data representative of the total electrical power Ps measured by a data transmission link LDi, i varying from 1 to N. It may be a wired link or a wireless link. The link LDi may correspond to a connection of the RS 232 type or of the RS 485 type on which data is transmitted according to a communication protocol, for example the Modbus protocol. The transmission of the data representative of the total measured electrical power Ps of the local management module 17 to the control modules Mi can be carried out at regular intervals. A network management module 18 is adapted to transmit to the local management module 17 data representative of an electrical power Ps *, referred to as reference electric power, and corresponding to the total electrical power desired to be used for recharging the vehicles VEi . The local management module 17 is adapted to transmit the data representative of an electrical power Ps * to the control module Mi of each vehicle VEi by the corresponding communication link LDi. A new value of the reference power Ps * can be transmitted only when this power changes. According to one example, the reference power Ps * can evolve in stages and a new value of the reference power Ps * is transmitted by the local management module 17 to the control modules Mi only at the beginning of each new stage. In another example, the reference power Ps * evolves continuously. Figure 2 shows a more detailed embodiment of some elements of the VEi electric vehicle. Each electric vehicle VEi comprises a battery 20 (Battery) for powering equipment, not shown VEi vehicle. The battery 20 is connected to an AC / DC converter 22 (AC / DC) which, when recharging the battery, is connected to the terminal Bi by the power transmission link LPi. Each VEi vehicle comprises a battery control system 24 (BMS) which is adapted, notably B12620 - DD14521ST, to control the power supplied by the converter 22 to the battery 20 during a charging operation of the battery 20. The Mi control module is adapted to transmit a power setpoint to the battery control system 24 from which the battery control system 24 controls the converter 22. Alternatively, the control module Mi can be provided at the each charging station Bi. In this case, the control module Mi is adapted to exchange data with the battery control system 24, for example by a wired connection or by a wireless link. When a VEi vehicle is connected to the terminal Bi, it is provided to the control module module Mi the scheduled start time tstopi. According to one example, the VEi vehicle user enters this data on a VEi vehicle interface module comprising for example a keyboard, a touch screen, a microphone, etc. The instant at the beginning of the recharging tstarti vehicle VEi is automatically identified by the control module Mi. The control module Mi recovers once at the beginning of the 20 charging internally the maximum power PIMAX EVi to which can be charged VEI vehicle battery. During the recharging of VEi vehicle, data representative of the state of charge SOCi of the vehicle are regularly transmitted to the control module Mi VEi vehicle 25. As a variant, data representing the state of charge SOCi of the vehicle are transmitted to the control module Mi only at the beginning of recharging, the control module determining the evolution of the state of charge SOCi of the vehicle VEi to from the electric power supplied to recharge the VEi vehicle. These data relating to the state of charge SOCi and the maximum power PMAX EVi are transmitted to the control module Mi without user intervention. According to one embodiment, the control module Mi can operate in a basic operating mode in which it does not regulate the electric power B12620 - DD14521ST to be supplied for recharging the vehicle VEi. In this case, the power supplied to each vehicle is, for example, equal to the maximum power PMAX EVi. According to one embodiment, the control module Mi can operate in a regulation operating mode in which it determines in real time. a set PEvi, for example to the battery control system 24, the electric power to be provided for charging VEi vehicle. FIG. 3 represents, in the form of a schematic block, an embodiment of the method implemented by the control module Mi in regulation mode. The control module Mi comprises a module 30 for determining a correction coefficient ki. The module 30 receives the state of charge SOCi of the vehicle and the duration Ti during which the vehicle VEi will remain in charge. The state of charge SOCi corresponds to the state of charge of the vehicle VEi when the determination of a new value of the coefficient ki is carried out. The duration Ti corresponds to the difference between the instant tstopi and the start time of the tstarti recharge.
    [0008] The control module Mi comprises a subtracter 32 receiving the electrical powers Ps * and Ps and determining the difference APs between the electric powers Ps * and Ps. A coefficient of weighting Coeffi is determined from the coefficient ki and the difference APs. By way of example, it is a regulation of the integral type in which the difference APs is multiplied by the coefficient ki and is integrated. Alternatively, it may be a proportional-integral-derivative type correction. The power setpoint PEvi corresponds to the product of the value of the maximum power P.MAX EVi and coefficient Coeffi. The control method can be implemented by executing a sequence of instructions by a processor. Alternatively, it can be implemented by a dedicated electronic circuit.
    [0009] In one embodiment, for each control module Mi, the coefficient ki is determined by fuzzy logic. B12620 - DD14521ST For this purpose, the variables used by the control module Mi are the state of charge SOC, the recharge time T and the correction coefficient k. At the variable "state of charge", SOC, are associated several fuzzy sets, for example five in the present embodiment, corresponding to several levels of state of charge of the vehicle VEi battery.
    [0010] FIG. 4 shows examples of membership functions that characterize five fuzzy sets socP, sodMP, sodM, socMG and socG of the variable SOC, respectively reflecting the fact that the state of charge is around 0%, 25%, 50% , 75% and 100%.
    [0011] To the variable "recharge time", T, are associated several fuzzy sets, for example five in the present embodiment, corresponding to several ranges of values of the recharge time. FIG. 5 represents examples of membership functions that characterize five fuzzy sets tP, tMP, tM, tMG and tG of the variable SOC, respectively reflecting the fact that the charging duration is around 0 h, 3 h, 6 h, 9 am and 12 pm The variable "correction coefficient" k is associated with several fuzzy sets, for example five in the present embodiment, corresponding to several ranges of values of the correction coefficient. According to one embodiment, the coefficient ki is determined differently in the case of a decrease or increase of the total reference electric power Ps *. FIGS. 6A and 6B show, respectively in the case of a decrease in the power Ps * and an increase in the power Ps *, examples of membership functions which characterize five fuzzy sets P, MP, M, The GM and G of the k variable respectively reflect the fact that the correction coefficient is "low", "medium low", "medium", "medium high" and "high". The membership functions of the fuzzy sets of the variables "state of charge", "recharge time" and "correction coefficient" can be stored in memories of each control module Mi. In FIGS. 4, 5, 6A. and 6B the membership functions correspond to broken lines. However, the membership functions may have another form, for example a bell shape. An example of a decision matrix, or inference table, in the case of a decrease in the power Ps * is given by the following table (1): SOC SOC SOCOM socG socG socG socPG Mg tP MP M MG reload T TMP P MP MP G MGMM G MPG MG MGTMG MP MG MG MGMG GG 15 Table (1) In the event of a decrease in the power Ps *, the membership function of the variable k represented in FIG. 6A. is used. The reading of the fuzzy rule corresponding, for example, to the first box at the top left of the inference table (1) is as follows: if the state of charge is low (socP) and if the charging duration is low (tP), then the coefficient k is small (P). This means that the variable k belongs to the fuzzy set P to a degree that depends on the degree of validity of the premises, that is, the degree of membership of the SOC variable to the fuzzy set socP and the membership degree of the variable T to the fuzzy set tP.
    [0012] B12620 - DD14521ST 13 Table (1) is not symmetrical. This illustrates the fact that the coefficient ki is low in priority as soon as the state of charge is low. Indeed, the objective is that the state of charge is 100% at the moment the electric vehicle is disconnected from the associated charging station. An example of the inference table in the case of an increase of the power Ps * is given by the following table (2): SOC SOCP SOCMP socG socG socG SOCG Time GG MG M MP T MP MG MG MP MP MGM MP MPG MG MP MPG MG M MP PP Table (2) When the power PS * is increased, the membership function of the variable k represented in FIG. 6B is used. The reading of the fuzzy rule corresponding, for example, to the first box at the top left of the inference table (2) is as follows: if the state of charge is low (socP) and if the charging duration is low (tP), then the coefficient k is high (G). This means that the variable k belongs to the fuzzy set G to a degree that depends on the degree of validity of the premises, that is, the degree of membership of the SOC variable in the fuzzy set socP and the membership degree of the variable T to the fuzzy set tP. Table (2) is not symmetrical. This illustrates the fact that the coefficient ki is high priority as soon as the state of charge is low. Indeed, the objective is that the state of charge is 100% at the moment when the electric vehicle is disconnected from the charging station. In fuzzy logic, the coordinating conjunction "and" that connects the premisses translates into a fuzzy operator and the "linking" word of the link that connects the conclusion to the premises translates into fuzzy implication. For example, the fuzzy operators of Zadeh can be used. The intersection AND operator connecting two fuzzy sets then returns the minimum of the membership functions of the two fuzzy sets. In general, the fuzzy implication defines how to delimit, according to the precise values of the variables SOC and T of the premises of the fuzzy rule, a portion of the area 10 under the curve of the membership function of the fuzzy set of the conclusion of the fuzzy rule, that is to say, to obtain a subset. As an example, the fuzzy implication used may be Mamdani's involvement or Larsen's involvement. For precise values SOC1 and Ti of the variables SOC and T, each fuzzy rule of the inference table leads to the obtaining of a subset, possibly zero, for the variable k. These subsets are aggregated using, for example, the MAX operator. The determination of the final value of the coefficient ki from the aggregated subsets is called defuzzification. By way of example, the defuzzification step uses the average maxima method or the center of gravity method. FIGS. 7 and 8 show an example of a three-dimensional representation of the evolution of the coefficient ki as a function of the state of charge SOCi and the charging duration Ti during the implementation respectively of the inference table (1) and the inference table (2) using Zadeh's "AND" fuzzy operator, Mamdani's fuzzy implication and the defuzzification step by the center of gravity method. As an illustration, two vehicles VE1 and VE2 are considered. The state of charge SOC 'of the vehicle VEI is greater than the state of charge SOC2 of the vehicle VE2 and the duration of B12620 - DD14521ST charge T1 of the vehicle VE1 is greater than the charging time 12 of the vehicle VE2. FIG. 9 represents evolution curves D1 and D2 of the electric power PEvi supplied to the vehicle VE1 and of the electric power PEv2 supplied to the vehicle VE2 as a function of the total electric power available Ps respectively when a decrease of the total power available from PC) s to Pis is indicated by the network management module 18 at the terminals Bi, i varying from 1 to N. The curves D1 and D2 correspond to straight lines, the coefficient k1 corresponding to the slope of the line D1 and the coefficient k2 corresponding to the slope of the line D2. FIG. 9 shows that, in a reduction of the total electric power available, the decrease of the electric power supplied to a vehicle is all the more important as its state of charge and the charging time are high. FIG. 10 shows evolution curves D'1 and D'2 similar to the lines D1 and D2, respectively, when an increase in the total available power from PCs to Pis is indicated by the network management module 18 at control modules Mi, i varying from 1 to N. FIG. 10 shows that, during an increase in the total electrical power available, the increase in the electric power supplied to a vehicle is all the more important as its state of charge and recharge time are low. An advantage of the present embodiment is that it is essentially realized locally by each control module of the electric vehicle and only requires the remote transmission of a reduced number of data. Another advantage of the present embodiment is that it does not require information that may be difficult to obtain, for example the type of vehicle to be recharged.
    [0013] Another advantage of the present embodiment is that it does not require knowing in advance the number of vehicles to be recharged or the arrival times of the vehicles to be recharged.
    [0014] Another advantage of the present embodiment is that it can be implemented in real time. Another advantage of the present embodiment is that the setpoint of the electric power PvEi supplied by the control module Mi of each vehicle VEi can be determined continuously so that the total electric power Ps supplied to all the electric vehicles can continuously follow the reference power Ps *. Another advantage of the present embodiment is that the reference power Ps * need not be determined in advance. As a result, the reference power Ps * can follow the electrical power supplied by a power plant, in particular a photovoltaic power station, a wind turbine, a hydroelectric power plant or a tidal power plant. Simulations were carried out by the inventors. For all these simulations, twenty electric vehicles each having a battery having a capacity of 24 KWh with a maximum charging power of 3 kW were considered. For the first simulation, the SOCini initial charge state of the electric vehicles was between 40% and 60% and was obtained by a random draw according to a uniform law. The start time of the tstart refill was 7 h for all vehicles and the t5-0p end time of the recharge was between 16.5 h and 19 h and was obtained by a random draw. These values are summarized in Table (3) below: ## EQU1 ## 8 58 B12620 - DD14521ST 17 7 17.2 60 6 7 18.4 51 7 7 18.4 42 8 7 17.5 43 9 7 17.9 45 7 16.7 57 11 7 16.6 45 12 7 17, 8 57 13 7 18.4 45 14 7 18.8 59 7 16.8 47 16 7 17.9 44 17 7 17.7 45 18 7 16.5 52 19 7 17.3 49 7 16.9 47 Table ( 3) For the first simulation, there is no setpoint determination of charging power, each vehicle being recharged at the maximum power of recharge. Figures HA, 11B and 11C show evolution curves respectively of the charge states SOC of the electric vehicles, the electrical power PEv supplied to each electric vehicle and the total electrical power Psi supplied to the electric vehicles for the first simulation. As shown in these figures, each vehicle was recharged with the maximum charging power of 3 kW during the entire charging period. The total electrical power Psi thus amounted to 60 kW as long as all the vehicles are charging and then decreased to 0 kW as the state of charge of each vehicle reaches 100%. A second simulation was carried out under the same conditions as the first simulation except that the total reference power from 7 h was 25 kW.
    [0015] FIGS. 12A, 12B and 12C are curves similar to the curves respectively of FIGS. 11A, 11B and 11C for the second simulation. The total power output Ps2 was maintained at 25 kW and the state of charge of all the vehicles was 100% at the time of departure. A third simulation was carried out with the same conditions as the second simulation except that the start time of the tstart recharge was between 7 am and 12 pm and was obtained by a random draw and that the total reference power P * s3 was successively 25 kW from 0:00 to 9:00, 15 kW from 9:00 to 11:00, 20 kW from 11:00 to 14:00 and 40 kW from 14:00 to 24:00. A new value of the total reference power P * s3 was thus transmitted to each charging station at 0 h, 9 h, 11 h and 14 h.
    [0016] Figures laA, 13B and 13C are curves similar to the curves respectively of Figures 11A, 11B and 11C for the third simulation. In FIG. 13C, there is shown, in addition to the total power Ps3, the evolution curve of the total reference power P * s3 by a thick line. The total power supplied Ps3 follows the evolution curve of the total reference power P * s3 and the state of charge of all the vehicles was 100% at the time of departure. A fourth simulation has been carried out in the case where the electric vehicles are further adapted to supply electrical energy to the main power grid. The fourth simulation was performed under the same conditions as the third simulation except that the total reference power P * s4 was successively 25 kW from 0 h to 9h, from -15 kW from 9h to 11h, from 20 kW of 11 am to 2 pm and 40 kW from 2 pm to midnight. A new value of the total reference power P * s4 was therefore transmitted to each charging station at 0 h, 9 h, 11 h and 14 h. FIGS. 14A, 14B and 14C are curves similar to the curves respectively of FIGS. 11A, 11B and 11C for the fourth simulation. FIG. 14C shows, in addition to B12620 - DD14521ST 19, the total power Ps4, the evolution curve of the total reference power P * s4 by a thick line. The total power supplied Ps4 follows the evolution curve of the total reference power P * s4 and the state of charge of all the vehicles was 100% at the time of departure. A fifth simulation was performed in the absence of an order. For the fifth simulation, the SOCini initial charge state of the electric vehicles was between 20% and 80% and was obtained by random draw in a uniform law. The start time of the tstart recharge was between 7 am and 12 pm and was obtained by a random draw and the tstop end time of the recharge was between 7 pm and 9 pm and was obtained by a draw. random. These values are summarized in Table (4) below: VE tstart (h) tstop (h) SOCini (%) 1 8.02 20.5 54.67 2 7.97 19.5 36.07 3 8, 85 20 60.47 4 10.22 20.38 63.02 11.17 20.77 55.36 6 8.12 20.92 57.73 7 8.95 20.08 57.29 8 8.65 19, 27 46.77 9 7.52 19.28 54.66 8.47 19.5 40.14 11 8.18 20.67 56.18 12 10.4 19.5 35.95 13 8.43 20.62 43.31 14 8.83 19.48 36.39 8.18 20.58 37.91 16 9.08 19.68 59.7 17 8.37 19.38 55.84 18 9.58 19.5 44 , 51 19 10.68 20.22 63.51 B12620 - DD14521ST 20 20 11.8 19.93 56.03 Table (4) For the fifth simulation, there is no setpoint determination of recharge power, each vehicle being recharged at the maximum charging power.
    [0017] Figures 15A, 15B and 15C are curves similar to the curves respectively of Figures 11A, 11B and 11C for the fifth simulation. In FIG. 15C, the curve Ps5 represents the evolution curve of the total electrical power and the curve Ppv represents the electrical power supplied by a photovoltaic power plant. For the fifth simulation, the solar coverage rate is 55.62%, ie 55.62% of the total electrical power Ps supplied to the vehicles to be recharged was supplied by the photovoltaic power station.
    [0018] A sixth simulation was performed under the same conditions as the fifth simulation except that the total available power setpoint P * s corresponds to the electrical power Ppv shown in FIG. 15C. FIGS. 16A, 16B and 16C are curves similar to the curves respectively of FIGS. 11A, 11B and 11C for the sixth simulation. For the sixth simulation, the solar coverage ratio is 97.88%, that is, 97.88% of the total electrical power Ps6 supplied to the vehicles to be recharged was provided by the photovoltaic power plant. Particular embodiments have been described. Various variations and modifications will be apparent to those skilled in the art.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Method for recharging electric vehicles (VEi) or hybrids by recharging terminals (Bi) connected to an electrical distribution network (14), the method comprising the following steps: providing, for each vehicle to be recharged, to a control module (Mi) integrated in said vehicle or the charging terminal of said vehicle, data representative of a desired total electrical power (Ps *) for recharging vehicles; measuring the total electrical power (Ps) supplied by the electrical distribution network (14) for recharging the vehicles and providing data representative of the total electrical power measured at said control module for each vehicle to be recharged; and determining, by said control module (Mi) for each vehicle to be recharged, a setpoint (PEVi) of the electric charging power of said vehicle from the difference (APs) between the desired total electrical power (Ps *) and the measured total electrical power (Ps).
    [0002]
    2. Method according to claim 1, wherein the setpoint (PEVi) of the recharging electric power of said vehicle is further determined from the state of charge (SOCi) of the vehicle, the charging duration (Ti ) of the vehicle.
    [0003]
    The method of claim 1 or 2, wherein the data representative of the desired total electrical power (Ps *) is provided by the network manager (18) and / or by at least one power plant selected from the group consisting of a photovoltaic power station, a wind power plant, a hydroelectric power station or a tidal power plant. 30
    [0004]
    4. Method according to any one of claims 1 to 3, comprising the determination, by said control module (Mi) for each vehicle to be recharged, a first coefficient (ki) by fuzzy logic from the state of load (SOCi) of the vehicle and the charging duration (Ti) of the vehicle and the determination of the setpoint (PEVi) of the electric charging power of said vehicle from the first coefficient.
    [0005]
    5. Control method according to claim 4, further comprising the step of multiplying the maximum load electric power (P.MAX EVi) of said vehicle (PEVi) by a second coefficient (Coeffi) obtained from the first coefficient (ki) and measured total electrical power (PS) -
    [0006]
    6. Control method according to claim 5, comprising the following steps: determining the difference (APs) between the total desired electrical power (Ps *) and the total measured electrical power (Ps); and - determining the second coefficient (Coeffi) from the product between the first coefficient (ki) and said difference.
    [0007]
    7. The control method according to claim 6, wherein the second coefficient (Coeffi) is equal to the integral of the product between the first coefficient (ki) and the said difference (APs).
    [0008]
    8. Control method according to one of claims 4 to 7, wherein the determination of the first coefficient (ki) by fuzzy logic comprises the determination of first values of first membership functions of first fuzzy sets associated with the state. for charging the vehicle and second values of second membership functions of second fuzzy sets associated with the charging time (Ti) of the vehicle.
    [0009]
    9. The control method according to claim 8, wherein the determination of the first coefficient (ki) by fuzzy logic comprises the use of a first inference table and a third membership function for the first coefficient when a decrease in the desired total electrical power (Ps *) and a second inference table, different from the first inference table, and a fourth membership function for the first coefficient different from the third membership function, when increasing the total electrical power desired.
    [0010]
    10. Device (10) for charging electric vehicles (VE1, VE2, VEN) or hybrids, comprising charging terminals (B1, B2, BN) connected to an electrical distribution network (14), each charging terminal being connected to one of the vehicles to be recharged, the device further comprising, for each vehicle to be recharged, a control module (Mi) integrated with said vehicle or the charging terminal of said vehicle, the device comprising transmission means (LD1 , LD2, LDN), to the control module for each vehicle to be recharged, data representative of a desired total electrical power (Ps *) for charging the vehicles, the device further comprising a sensor (16) adapted to measuring the total electric power (Ps) supplied by the electrical distribution network (14) for charging said vehicles and means (LD1, LD2, LDN) for transmitting data representative of the total electrical power measured at said control module for each vehicle to be recharged, said control module (Mi) for each vehicle to be recharged being adapted to determine a setpoint (PEV-i) of the electric charging power of said vehicle from the state of charge ( SOCi) of the vehicle, the vehicle's charging time (Ti) and the difference (APs) between the desired total electrical power (Ps *) and the measured total electrical power (PS).
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    同族专利:
    公开号 | 公开日
    WO2015075341A1|2015-05-28|
    WO2015075341A4|2015-07-16|
    EP3071441A1|2016-09-28|
    FR3013514B1|2016-09-09|
    US20160272079A1|2016-09-22|
    EP3071441B1|2017-09-13|
    JP2017500836A|2017-01-05|
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    法律状态:
    2015-11-25| PLFP| Fee payment|Year of fee payment: 3 |
    2016-11-30| PLFP| Fee payment|Year of fee payment: 4 |
    2017-11-30| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1361350A|FR3013514B1|2013-11-19|2013-11-19|DEVICE AND METHOD FOR RECHARGING ELECTRIC OR HYBRID VEHICLES|FR1361350A| FR3013514B1|2013-11-19|2013-11-19|DEVICE AND METHOD FOR RECHARGING ELECTRIC OR HYBRID VEHICLES|
    US15/034,931| US20160272079A1|2013-11-19|2014-11-04|Device and method for recharging electric or hybrid vehicles|
    PCT/FR2014/052805| WO2015075341A1|2013-11-19|2014-11-04|Device and method for recharging electric or hybrid vehicles|
    JP2016532583A| JP2017500836A|2013-11-19|2014-11-04|Charging method and charging system|
    EP14806005.6A| EP3071441B1|2013-11-19|2014-11-04|Device and method for recharging electric or hybrid vehicles|
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