DE102009043306A1 - A monitoring system and method for monitoring energy transfer between a first energy unit and a second energy unit - Google Patents

Abstract

The invention relates to a monitoring system and method for monitoring an energy transfer between a first energy unit and a second energy unit. To facilitate the billing of transmitted energy, the monitoring system according to the invention comprises: an RFID identification unit for holding RFID identification information of the first energy unit, an RFID identification receiving unit for receiving the RFID identification information on the second energy unit, and a control unit for determining a Power amount information representing the transmitted power amount between the first power unit and the second power unit, and transmitting the power amount information and the RFID identification information to an energy communication unit of a power network.

Description

The present invention relates to a monitoring system and method for monitoring energy transfer between a first power unit and a second power unit.

Finds an energy transfer between z. B. an electric vehicle and a power grid instead, a billing of electrical energy is performed, which is loaded from the grid (energy) in batteries or battery units of electric vehicles or taken from these and fed back into the electrical network (power grid) , The electric vehicles and the energy network (or its network operator) can thus form a virtual power plant.

A household has a meter for charging the electricity purchased (designed as a Ferrari meter or smart meter). If, for charging the batteries of an electric vehicle, this is connected to a socket of the household, the energy required for this purpose is recorded via the household meter. If the owner of the electric vehicle to be charged is not at the same time the household electricity customer, who is charged for the electrical energy consumed after reading the household meter from the power company, so has a complex billing process between the vehicle owner and household electricity customers. The problem occurs in a similar form even when charging via publicly available sockets z. As a parking lot or parking garage or at charging stations for electric vehicles.

It is an object of the invention to overcome these and other disadvantages.

According to the invention, the object is achieved by a monitoring system for monitoring an energy transmission between a first energy unit and a second energy unit, the monitoring system comprising: an RFID identification unit for holding RFID identification information of the first energy unit, an RFID identification receiving unit for receiving the RFID identification information at the second power unit, and a control unit for determining power amount information representing the transmitted power amount between the first power unit and the second power unit, and transmitting the power amount information and the RFID identification information to an energy communication unit of a power grid.

The invention is based on the idea that sockets (or charging stations) - d. H. first energy units - by attaching RFID tags that identify the socket preferably by a lettering as a charging station, are associated with a household meter, the household draws energy from the power grid. Will now z. B. an electric vehicle - d. H. the second power unit - with a plug containing an RFID reader, connected to the socket, the reader reads the identifier of the socket. After completion of the charge transmits a communication unit or control unit in the e-vehicle z. Example, via power line communication or mobile network, the identifier of the socket and the determined in the vehicle charged amount of electricity to the power company, where the identifier of the socket is assigned to the household meter. The determination of the charged amount of current is preferably carried out in an electric meter in the electric vehicle (ie the electric vehicle) and / or in the household meter. At the next readout of the (eg Ferraris) household meter, the electric energy charged into the electric vehicle is charged to the household meter reading. The billing is preferably carried out in a billing unit of the energy grid operator. If a smart meter is used as a household meter, billing can be immediate and automatic; H. Preferably, the household has a settlement unit. At public outlets, the electric vehicle identifies preferably by means of an identification information, first as such, before the charge is released from the socket. Thus, according to the invention, a Stromklau be prevented.

The invention provides a simple transmission and monitoring of electrical energy that has been loaded by electric vehicles from the electrical network in the vehicle battery (or vice versa). In this case, the problem of double billing when charging the battery in a conventional socket as charging station fixed in particular with the monitoring system according to the invention.

The establishment of the charging station infrastructure can be realized very easily with the monitoring system according to the invention. According to the invention, a nationwide implementation of electric charging stations for electric vehicles is made simple by resorting to existing infrastructure. The billing of the charged electrical energy according to the invention is largely automated, whereby a double billing is avoided.

Another advantage is the reduction of the standardization requirements to a minimum by using known and standardized interfaces. In the electric vehicle can z. B. be resorted to a CAN bus to those of the user entered data (charging period and minimum amount of energy required for the next trip calculated from the next planned route) and the data provided by the battery management system (battery state of charge, battery size and need for battery maintenance) to the communication unit in the vehicle to transmit. To connect the vehicle to the electrical grid can be placed on standard plugs and standard sockets, with an automation of plugging the plug into the socket with the same approach is possible. The in-vehicle communication unit preferably communicates with the headquarters of a virtual power plant via the smart metering infrastructure. This is preferably done via the power line communication or the communication via the mobile network.

The monitoring system according to the invention can advantageously prevent a Stromklau publicly accessible sockets, characterized in that the electric vehicle identified as such at the socket and the socket releases the current flow only after successful identification.

Another advantage is that every car can "fill up" electricity at every socket equipped with an RFID tag. This can apply after coordination between the network operators preferably after the model of the roaming contracts from the portable radio range also for nets of "foreign" network operators.

The monitoring system according to the invention is largely tamper-proof, since you can not enrich yourself by stealing an RFID tag and sticking on its own outlet, but it harms itself: You yourself would pay twice for the stream; the one to whom the RFID tag is assigned receives for him advantageously a subsidy to his electricity bill from the RFID tag thief. On the other hand, data storage in the Virtual Power Station headquarters makes it easy to understand if someone wants to reduce their electricity bills by sticking their own RFID tags on a foreign power outlet.

The monitoring system according to the invention is preferably connectable to other systems and methods from the vehicle to grid area. So the electric motorcyclist z. B. cheaper electricity rates are offered if he stays on the network with his vehicle for a long time. An "online negotiation" of the electricity tariff is conceivable. Unidirectional (charging only) and bidirectional (with feedback into the grid) coupling of electric vehicles to the grid are possible according to the invention.

Furthermore, it is preferred that the second energy unit for receiving a release for energy transmission between the first energy unit and the second energy unit is configured by the energy communication unit of the energy network. Thus, the energy communication unit of the power network sends z. B. after authentication, a release signal to the E-mobile, which then begins the charging process.

In a further preferred embodiment, the energy communication unit of the energy network is designed to control the energy transmission as a function of the energy transmission time, in particular during the energy transmission. Advantageously, it is achieved that the energy communication unit depending on times at which in the network particularly much or little energy is available (or this energy is correspondingly expensive or cheap), this corresponding to the E-mobile free.

In another aspect, the invention relates to methods for monitoring energy transfer between a first energy unit and a second energy unit.

The invention will be explained below with reference to exemplary embodiments, wherein

1 illustrates a unidirectional charge both regulated and unregulated; and

2 a schematic representation of the network coupling of electric vehicles according to the invention shows.

V2G ("Vehicle to Grid", translated into German as "vehicle to the grid") is a concept for coupling electric and hybrid vehicles with battery storage devices to the electrical grid. The coupling takes place in such a way that network services such as control power and reactive power compensation can be provided or load smoothing can be provided by the use of the battery storage in the electric vehicles. The V2G concept envisages taking e-mails out of the grid and feeding them back in times of high network load. Communication technologies serve the dynamic integration of electric vehicles into the existing power grids, which allow uniformly technically addressing decentralized, spatially distributed consumers from a central location in a diverse infrastructure. A "decentralized energy management system" (DEMS) as the headquarters of a virtual power plant is preferred for the respective region in order to be able to introduce these technologies. The DEMS takes over the optimization of the charge (and in the bidirectional V2G also the discharge) of the decentralized distributed battery storage of Electric vehicles. In addition to the spatial distribution of the memory over the network area, the storage density shift over the course of the day is predicted and integrated into the network calculations. Thus, in the unidirectional V2G, a stable operation of critical line routes can be ensured despite the larger amount of energy to be delivered due to the E-Mobile.

The use of information and communication technology (ICT) will on the one hand improve forecasts of decentralized, stochastic feed-in. On the other hand, network management will be optimized through improved power plant deployment planning. The information and communication technology ICT in the electricity sector is explained below.

Power electronic elements for network control (eg V2G) are controlled in order to be able to meaningfully carry out their function of network control. Networks, where decentralized producers and consumers are intelligently controlled to ensure a high level of security of supply and quality of supply, are called smart grids. Here, a distinction is made between central and decentralized control. In the central control, all information of the decentralized producers, including the network status, is sent to a central trust center, which bundles the information, evaluates it and returns commands for suitable measures to the decentralized energy feeders. This centralized control includes the Virtual Power Plant or the Decentralized Energy Management System (DEMS).

This contrasts with decentralized control, in which every decentralized energy feeder decides according to previously defined rules which reaction would be suitable for the current situation.

Both currents are promoted by the increasing use of the smart meter, a digital energy meter that can be remotely read in addition to data logger functions in some cases and possibly make switching operations. The use of the smart meter is z. This is supported, for example, by the European Commission in order to give the electricity customer more transparency in his electricity bill at shorter intervals. The goal is to stop the user of the power supply by means of short-term feedback on his energy usage behavior for the efficient use of electrical energy. The basis of the smart meter provides a basis on which a communication structure for a smart grid can be built.

• – DEMS 11: Das Dezentrale Energie Management System ist die Zentrale des Virtuellen Kraftwerks. Von hier aus werden Befehle an die Mikrokraftwerke geschickt, so dass das Ladegerät „weiß” wann es wie stark laden soll.
• – Die Stationäre Ladestation 12 steht für ein physisches Gerät, das außerhalb des E-Mobiles an einem festen Ort steht und die Aufgabe hat, die Batterien zu laden. Dies kann durch eine Batteriewechselstation oder eine Stromtankstelle realisiert werden. Die stationäre Ladestation kann eine Smart Metering Einheit und eine Ladefreigabeeinheit 13 aufweisen.
• – SMet-E 51: Die Smart Metering Einheit misst die elektrische Leistung, berechnet die übertragene Energie und stellt sie als digitalen Wert zur Verfügung.
• – Leistungselektronik 52: Der Umrichter dient der Gleichrichtung zur Batterieladung. Zusätzlich kann die Leistungselektronik das Steuermanagement und die Bordelektronik aufweisen.
• – Energie-Speicher Akku 53: Es gibt verschiedene Ausführungsformen der Anordnung des Akkus: im E-Mobil zur Ladung über einen Netzstecker; wird die stationäre Ladestation zur Batterietauschstation, kann der Akku dem E-Mobil entnommen, in die Batterietauschstation mechanisch eingefügt und dort geladen werden.
• – Embedded System, Kommunikation, IP 51: Dies ist die Kommunikationseinheit im Fahrzeug, die die Verbindung zwischen der Nutzerschnittstelle, der Ladestation und dem Energiemanagement übernimmt.
• – MSR-Technik 54: die Mess-, Steuer- und Regeltechnik stellt Messwerte aus dem Fahrzeug zur Verfügung und übernimmt Steuer- und Regelungsaufgaben im Fahrzeug.
• – Nutzerschnittstelle 55 (Design, Funktionen): Die Nutzerschnittstelle dient der Kommunikation zwischen Technik im Fahrzeug und Nutzer. Sie kommuniziert Zustände im Fahrzeug und im elektrischen Netz mit den Fahrer (aktuell verfügbare Reichweite, Preis pro kWh bei bestimmten Laderandbedingungen, etc.). Zudem dient sie als Eingabetool für den Nutzer, um optional mit den Netzbetreiber zu kommunizieren.
• – Energiemanagement 56: Das hier adressierte Energiemanagement sorgt für geordnete Energie- und Leistungsflüsse zwischen den Komponenten im E-Mobile. Diese können sein: Super-CAPS, Akku, E-Antrieb, Ladegerät (230 V) 59 etc.
• – Super-CAPS 57: Super-CAPS sind Kondensatoren, die große Leistungen schnell und mit gutem Wirkungsgrad aufnehmen können. Batterien sind besser geeignet, um vergleichsweise geringe Leistungen, aber große Energiemengen aufzunehmen.
• - E-Antrieb 58: Antrieb, der das E-Mobil elektrisch in Bewegung versetzt.

An embodiment of a unidirectional vehicle to grid 50 is in 1 represented and with the power supply network 10 (eg as a WAN communication network). A unidirectional vehicle to grid according to the invention has, for example, the following units, which may be assembled differently in different embodiments:

• - DEMS 11 : The Decentralized Energy Management System is the headquarters of the Virtual Power Plant. From here commands are sent to the micro-power stations, so that the charger "knows" when it should charge as much.
• - The stationary charging station 12 stands for a physical device that is located outside the electric vehicle in a fixed location and has the task of charging the batteries. This can be realized by a battery changing station or a charging station. The stationary charging station may be a smart metering unit and a charge release unit 13 exhibit.
• - SMet-E 51 : The smart metering unit measures the electrical power, calculates the transmitted energy and provides it as a digital value.
• - Power electronics 52 : The inverter rectifies the battery charge. In addition, the power electronics can have the control management and the on-board electronics.
• - Energy storage battery 53 : There are various embodiments of the arrangement of the battery: in the electric vehicle for charging via a power plug; If the stationary charging station becomes a battery replacement station, the battery can be removed from the E-mobile, mechanically inserted into the battery replacement station and charged there.
• - Embedded system, communication, IP 51 : This is the communication unit in the vehicle, which takes over the connection between the user interface, the charging station and the energy management.
• - MCR technology 54 : The measuring and control technology provides measured values from the vehicle and takes over control and regulation tasks in the vehicle.
• - User interface 55 (Design, Functions): The user interface is used to communicate between technology in the vehicle and users. It communicates conditions in the vehicle and in the electrical network with the driver (currently available range, price per kWh for certain charging conditions, etc.). In addition, it serves as an input tool for the user to optionally communicate with the network operator.
• - Energy management 56 : The energy management addressed here ensures orderly energy and power flows between the components in the e-mobile. These can be: Super CAPS, battery, electric drive, charger (230 V) 59 Etc.
• - Super CAPS 57 : Super CAPS are capacitors that can absorb high power quickly and with good efficiency. batteries are better suited to absorb comparatively low power but large amounts of energy.
• - Electric drive 58 : Drive that electrically sets the electric vehicle in motion.

• 1. Kommunikation zwischen dem DEMS und der Smart Metering Einheit. Dieser kann z. B. über Powerline Communication oder das Mobilfunknetz realisiert sein.
• 2. Kommunikation zwischen der Smart Metering Einheit in der Ladestation und dem Embedded System im Fahrzeug. Diese kann je nach Komplexität der übertragenen Daten durch Powerline Communication oder eine spezielle Datenleitung realisiert werden.
• 3. Kommunikation zwischen der Nutzerschnittstelle und dem Embedded System. Diese kann z. B. über den CAN Bus des Fahrzeugs realisiert werden.
• 4. Kommunikation zwischen dem Embedded System und dem Energiemanagement. Dies kann ebenfalls z. B. über den CAN Bus Realisiert werden.

The components are in 1 shown dashed arrows, which are for the data transmission, or communication, between technical components. The arrows are numbered and mean:

• 1. Communication between the DEMS and the smart metering unit. This can z. B. be realized via Powerline Communication or the mobile network.
• 2. Communication between the smart metering unit in the charging station and the embedded system in the vehicle. Depending on the complexity of the transmitted data, this can be realized by Powerline Communication or a special data line.
• 3. Communication between the user interface and the embedded system. This can, for. B. be realized via the CAN bus of the vehicle.
• 4. Communication between the embedded system and the energy management. This can also z. B. be realized via the CAN bus.

• I. Ladung der Batterie über ein 230 V einphasiges Ladegerät 59 am Netz.
• II. Leistungsaustausch zwischen stationärer Ladestation 12 (z. B. an – 400 V Stromnetz) und Leistungselektronik im Fahrzeug.
• III. Fahrzeuginterner Leistungsfluss zu und von den Batterien und ggf. den Super-Caps und dem aktiven Gleichrichter 60.
• IV. Leistungsfluss von den Batterien/den Super Caps zum elektrischen Antrieb des Fahrzeugs. Bei der Fahrzeugbremsung wird die Bremsenergie zurück in die Batterien/die Super-Caps gespeist (Rekuperation, angedeutet in 1 durch Pfeil A).

In addition, in 1 To see arrows, which stand for the power transmission, or the energy flow. These are numbered with Roman numerals:

• I. Charging the battery via a 230 V single-phase charger 59 on the net.
• II. Power exchange between stationary charging station 12 (eg to - 400 V power grid) and power electronics in the vehicle.
• III. In-vehicle power flow to and from the batteries and possibly the super-caps and the active rectifier 60 ,
• IV. Power flow from the batteries / super caps to the electric drive of the vehicle. During vehicle braking, the braking energy is fed back into the batteries / super-caps (recuperation, indicated in 1 by arrow A).

1 on the one hand shows a communication structure of the units 11 . 13 . 51 . 55 and 56 , and on the other hand, an energy flow structure of the units 53 . 57 . 58 . 59 and 60 ,

The vehicle of the 1 communicates directly with the DEMS z. Eg via Power-Line Communication. In order to find out with which meter the charging energy is charged, the socket identifies itself with the E-mobile, which preferably passes on its own IP with the IP of the socket to the DEMS.

In 1 Both the regulated (400 V) unidirectional charge and the unregulated (230 V) unidirectional charge are shown. However, the invention equally relates to a bidirectional system of electric vehicle and power supply network.

The technical unit for communication between the vehicle and the network can be arranged according to the invention in the vehicle or at the external charging station. The arrangement in the vehicle has the advantage that the charging station network can be inexpensively removed. The arrangement at the external charging station has the advantage that billing and communication via proprietary channels of the respective network operator can take place; furthermore, double settlements do not occur.

The task of the communication unit is to carry out the data exchange between the vehicle / battery and the interconnected network / grid operator, to avoid conflicts with existing infrastructure for power supply and billing, and to perform switching operations according to specifications, to which it has received commands from the battery management or the grid operator, as well as switching operations decentralized decisions.

The in-vehicle communication unit between network and vehicle or in-vehicle power electronics has in the unidirectional network coupling (with active or passive rectifier) the advantage that it can be used in small quantities technically useful, since they can be used anywhere where a signal from the network operator is available , Furthermore, there is less effort for hardware development and a medium standardization requirement in cooperation with several e-mobile manufacturers. The system can also be retrofitted and used economically in large quantities.

The use of an external communication unit between the network and the vehicle or vehicle-external power electronics (charging station) has in the system of unidirectional network coupling (with active or passive rectifier) the advantage that a particularly low cost of hardware development is required. Depending on the design, there is a low to very low standardization requirement in cooperation with several e-mobile manufacturers. Also, the system is easy to retrofit and economical in large quantities.

An embodiment is described below with which a unidirectional vehicle to grid in the network area of a network operator, for. B. EWE, can be implemented efficiently and technically advantageous. In particular, a technical solution proposal for communication site implementation is provided.

In order to be able to carry out a regulation (and billing) of the battery charge of an e-mobile, the network operator receives the following information in its central office:
From the vehicle: IP address of the vehicle to allow the vehicle owner or driver to charge the fueled power. A nominal load cycle with tolerance bands that can be used for control power provision. Alternative: Battery storage capacity, minimum and maximum charge power, current battery maintenance requirements, current battery state of charge, scheduled time of next trip, and / or minimum amount of energy to charge (based on the power or power that needs to be transferred through the power plug).
from the house: Identification of the electricity customer, whose counter is used to obtain the electricity for the vehicle's charge, in order to charge it if the electricity customer does not own the vehicle to be charged; Identification via IP address if necessary.
from the smart meter (placement of the smart meter is not specified): the amount of energy consumed.
From the driver: The acceptance of the offered electricity price if this is flexible, to bring about a contract between the driver and the network operator.

Further boundary conditions:

• - E-Mobile should be able to be loaded by any user at any power outlets.
• - Several individually billable vehicles can be connected to the grid of a power customer, such as in a parking garage (→ Smart Meter either at the socket or in the vehicle).
• If the billing system, i. H. Coupling system, (initially) is installed only in the network area of EWE, a vehicle should also be unregulated and can be loaded without automatic billing outside the EWE area.
• - If the billing system is taken over by several network operators, automatic billing should also be possible in a "foreign" network area. The billing between the network operators should be automatic, so that the driver receives only one bill from a network operator (similar to roaming from the mobile sector).
• - The system works preferably both for E-Mobile owned by EWE as a leasing company and for E-Mobile owned by other natural or legal persons.
• - The assignment of automobiles to networks of electricity customers, where they are currently loaded, must be unique, even if two sockets, which belong to different power customer networks hang directly next to each other.
• - Security and privacy policies for digital payments must be respected.

The following constellation is a suggestion to implement the above requirements:
Each E-car in the network area of EWE, whose owner wants to buy his electrical energy for battery charging at EWE, receives a calibrated and sealed "EWE-E-Mobil-Box", which is installed in his vehicle. It performs the following functions: It measures the electrical charging power and calculates the charged energy for billing with the network operator, communicates with the on-board electronics and collects the information required by the vehicle and the driver via the CAN bus of the vehicle. About an RFID tag, which is glued to the socket, the e-mobile box receives the assignment of the socket to a household / household meter. The RFID tag is preferably designed to destroy itself in an attempt to forcibly remove it from the socket. In addition, the RFID tag can carry the inscription "charging station". The information of the driver is determined according to the method described below.

As soon as all the required information is available, the EWE E-Mobile Box sends it via Power-Line Communication to the central gateway in the low-voltage network section, which communicates with the DEMS and, if necessary, returns a command to release the load at a specific electricity tariff. The electricity tariff depends on the clearances granted by the driver for the time shift by the network operator.

The network operator returns a desired current charging power for the electric vehicle to be charged via the central gateway to the charging station, which gives the electric vehicle the command to obtain this charging power. The E-Mobile implements this command.

Due to the inventive identification of the socket as a "charging station", which belongs to a specific household meter, double billing can be avoided by billing.

In addition to the simple marked outlets, there are public outlets that only provide voltage (electrical energy) when an e-mobile has successfully identified itself as such. In this way, Stromklau is avoided with other consumers.

Such a process is in 2 shown schematically: 2 shows a schematic representation of the network coupling of electric vehicles. The e-mobile 50 be via the EWE e-mobile box 83 and a conventional single or three-phase plug to a conventional power outlet 80 of a household 70 or a public outlet 81 z. B. in a parking garage 71 , connected. This is made by sticking an RFID tag, which defines the affiliation to a household, to a charging station. When docking, the socket identifies itself to the E-Mobile box, which is connected to the central gateway 14 communicated through Powerline Communication. The central gateway is available anyway for smart metering in the relevant network section and does not have to be specially installed for the V2G. The E-Mobile Box transmits the user and vehicle data as well as the IP of the socket from the CAN bus 84 to the central gateway. This forwards the information by means of a TCP / IP communication 85 to the DEMS, which returns the release to the charge via the central gateway to the E-Mobile Box. The charge can thus be assigned to a specific e-mobile. After reading the household meter 82 the energy consumed for the E-Mobil charge can be offset against the household meter reading. A double billing is thus avoided. Public sockets will only be given a release to charge when an E-Mobile is connected to prevent misuse.

The communication between network and driver taking into account flexible electricity tariffs takes place in a preferred embodiment as follows:
The purchase price of the electricity is z. B. due to success or failure in the standard power tender but also other market mechanisms vary. The network operator can pass on the risk of energy trading to the end customer and offer a flexible electricity price. On the one hand, this may encourage the e-vehicle user to participate more intensively in the V2G and to allow the network operator more flexibility in the use of the battery storage in the vehicle. On the other hand, a flexible electricity price limits the financial planning security of the vehicle owner / driver. A compromise could be that the driver is guaranteed that the flexible electricity price is always below the fixed household tariff.

The determination of possible load profiles and the electricity price can take place in three phases:

Step 1: Data input by the driver: The driver indicates to the communication unit when he would like to arrive at which location after the next trip. The navigation device of the vehicle calculates the route and returns the departure time. The driver should be provided with speed dial options, such. For example: "Drive to work tomorrow at the usual time".

Step 2: Calculation of possible load cycles by the battery management system: The E-mobile box / communication unit determines from the entered data and the battery data (battery charge state, battery aging state, battery charge characteristics) the curve of the power demand over time with accepted tolerance bands and transmits these to the network operator.

Step 3: Calculation of the electricity tariff for the load: On the basis of the power requirement and its tolerance bands, as well as on the basis of the already available control band sold to the transmission system operator, the network operator automatically calculates the current electricity tariff.

Step 4: Confirmation of the electricity tariff or change of the boundary conditions: If the driver agrees with the offered price, he confirms this and the battery charge can begin. If he does not agree, he can change the boundary conditions, repeat step 1 and start the cycle again.

Claims (13)

A monitoring system for monitoring an energy transfer between a first power unit and a second power unit, with an RFID identification unit for holding RFID identification information of the first power unit, an RFID identification receiving unit for receiving the RFID identification information at the second power unit, and a control unit for determining an amount of energy amount representing the amount of transmitted energy between the first power unit and the second power unit, and transmitting the power amount information and the RFID identification information to an energy communication unit of a power network. Monitoring system according to claim 1, wherein the first power unit is a socket unit and / or a charging station unit, in particular a household of the power grid. Monitoring system according to one of claims 1 or 2, wherein the second energy unit is an electric vehicle, in particular a battery unit of an electric vehicle. A monitoring system according to any one of the preceding claims, wherein the control unit comprises an electricity meter for measuring the amount of energy transmitted. Monitoring system according to one of the preceding claims, further comprising a billing unit for billing the transmitted amount of energy based on the energy quantity information and the RFID identification information. A monitoring system according to any one of the preceding claims, wherein the second power unit comprises an identification transmission unit for transmitting identification information to the power grid. A method for monitoring an energy transfer between a first energy unit and a second energy unit, comprising the steps Holding RFID identification information of the first power unit, Receiving the RFID identification information at the second power unit, Transferring energy between the first and second energy units, Determining an amount of energy amount representing the amount of transmitted energy between the first power unit and the second power unit, and Sending the power amount information and the RFID identification information to an energy communication unit of a power network. The method of claim 7, further comprising the steps Measuring the amount of energy transferred, and Determining the amount of energy information based on the measured amount of transmitted energy. The method of claim 7 or 8, further comprising the step of accounting the transmitted amount of energy based on the amount of energy information and the RFID identification information. A method according to any one of claims 7 to 9, further comprising the step of sending identification information of the second power unit to the power grid. Method according to one of claims 7 to 10, wherein the step of energy transfer comprises charging a battery unit of the second power unit. The method according to any one of claims 7 to 11, further comprising the step of receiving a release for power transmission between the first power unit and the second power unit from the power communication unit of the power network through the second power unit. Method according to one of claims 7 to 12, further comprising the step of controlling the energy transfer as a function of the energy transfer time, in particular during the energy transfer, by the energy communication unit of the power grid.

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