CN102684251B - 用于对电动车辆充电的方法及系统 - Google Patents

用于对电动车辆充电的方法及系统 Download PDF

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CN102684251B
CN102684251B CN201210070695.1A CN201210070695A CN102684251B CN 102684251 B CN102684251 B CN 102684251B CN 201210070695 A CN201210070695 A CN 201210070695A CN 102684251 B CN102684251 B CN 102684251B
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distribution transformer
electric vehicle
vehicle charging
charging
processing unit
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CN102684251A (zh
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A·武科杰维奇
J·C·布特
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General Electric Co
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General Electric Co
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    • 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
    • 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
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • 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
    • B60L53/66—Data transfer between charging stations and vehicles
    • B60L53/665—Methods related to measuring, billing or payment
    • 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
    • B60L53/67—Controlling two or more 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
    • 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
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    • H02J3/04—Circuit arrangements for ac mains or ac distribution networks for connecting networks of the same frequency but supplied from different sources
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    • H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
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    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02J13/00026—Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network characterised by information or instructions transport means between the monitoring, controlling or managing units and monitored, controlled or operated power network element or electrical equipment using wireless data transmission involving a local wireless network, e.g. Wi-Fi, ZigBee or Bluetooth
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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Secondary Cells (AREA)
  • Remote Monitoring And Control Of Power-Distribution Networks (AREA)

Abstract

本发明涉及用于对电动车辆充电的方法及系统。描述了电动车辆充电系统(20)。该电动车辆充电系统包括多个电动车辆充电设备(30)，其耦合于配电变压器(62)并且配置成从配电变压器(62)接收电力。该电动车辆充电系统还包括中央处理装置(32)，其配置成控制这些多个电动车辆充电设备的操作。

Description

用于对电动车辆充电的方法及系统
技术领域
本文描述的实施例大体上涉及电动车辆，并且更具体地涉及用于对电动车辆充电的方法和系统。
背景技术
响应于涉及常规内燃机车辆使用的逐渐增加的燃料成本以及响应于提高的环境关注(其包括空气污染)，电动车辆的使用已经增加。因此，能量需求将可能以用于对在这样的车辆中使用的电池或其他能量存储装置充电的电能的形式增加。典型地，电动车辆拥有者对于车辆充电具有两个选项。电动车辆可耦合于标准住宅电插座，其在美国的示例中提供在近似15-20安培的120伏交流电(VAC)。住宅还可包括例如采用电动车辆充电站的形式的到电网的更高电力连接。该电动车辆充电站可提供例如在近似30-32安培的240VAC。由车辆充电站提供的更高的电力便于使电动车辆的充电周期比由标准电插座提供的更快。
由电动车辆通过充电站抽取的更高的电力还增加了电网部件(例如，配电变压器)的压力。配电变压器将配电系统的一次电压降低到服务于消费者的使用电压。典型地，配电变压器服务于近似七至十个住宅。由于由电动车辆充电引起的增加的需求，配电变压器可经历更大的寿命损失(即，电网部件的使用寿命可降低)。电动车辆的预期使用将加剧电网部件的增加的压力。然而，例如，个体使用时间表不同(如由路面和交通流量的典型使用所指示的)，大部分驾驶员在傍晚从业务场所返回住宅。预期大部分电动车辆拥有者将期望在从他们的业务场所返回他们的住宅时对他们的电动车辆充电。以240VAC和近似30-32安培充电的电动车辆可能引起比任何其他住宅电负载更大的个体住宅电负载。此外，如果由单个配电变压器服务的多个住宅包括车辆充电站，由电动车辆充电引起的电力需求可导致配电变压器超负载，这进而降低配电变压器的寿命周期。
发明内容
在一个方面，提供电动车辆充电系统。该电动车辆充电系统包括多个电动车辆充电设备，其耦合于配电变压器并且配置成从配电变压器接收电力。该电动车辆充电系统还包括中央处理装置，其配置成控制这些多个电动车辆充电设备的操作。
在另一个方面，提供用于使用耦合于配电变压器的电动车辆充电设备来控制电动车辆充电的方法。该方法包括确定配电变压器上的电负载，并且如果提供电力给电动车辆充电设备将不导致配电变压器上的电负载超出配电变压器的预定标称额定负载则向电动车辆充电设备提供电力充电信号。
附图说明
图1是包括电动车辆充电系统的配电系统的图。
图2是用于控制在图1中示出的电动车辆充电系统的示范性方法的流程图。
图3是可包括在图1中示出的电动车辆充电系统内的处理装置的示范性实施例的框图。
图4是在图1中示出的配电变压器上的示范性负载水平的曲线图。
具体实施方式
本文描述的方法和系统描述为适用于示范性实施例，即，用于控制电动车辆充电系统的方法和系统。然而，设想本公开在工业、商业和住宅应用中具有到配电的一般应用。
本文描述的方法和系统便于控制电动车辆的充电。配电网包括配电变压器，其将配电网的一次电压降低到服务于消费者的使用电压。典型地，配电变压器服务于近似七至十个住宅。电动车辆充电系统耦合于该配电变压器并且控制多个电动车辆的充电以及控制以什么样的顺序向这些多个电动车辆提供电力用于充电。控制电动车辆的充电便于使配电变压器上的负载维持在标称额定负载以下，该标称额定负载当其被超出时则降低配电变压器的寿命周期。此外，控制电动车辆的充电为消费者提供充电选项，其中包括由公用事业公司收取的货币电费和电动车辆充电的时间两者。这些充电选项可包括通过交换由消费者支付的溢价货币电费(即使配电变压器上的负载将超出配电变压器的标称额定负载)提供电力给电动车辆。
本文描述的方法和系统的技术效果包括以下中的至少一个：(a)确定配电变压器上的电负载；和(b)如果提供电力给电动车辆充电设备将不导致配电变压器上的负载超出配电变压器的预定标称额定负载则为电动车辆充电设备提供电力充电信号。
图1是包括电动车辆充电系统20的配电系统10的图。在示范性实施例中，电动车辆充电系统20包括多个电动车辆充电设备30和中央处理装置32。在示范性实施例中，这些多个电动车辆充电设备30包括第一电动车辆充电设备40、第二电动车辆充电设备42、第三电动车辆充电设备44和第四电动车辆充电设备46。尽管在本文描述为包括四个电动车辆充电设备，电动车辆充电系统20可包括允许系统20如本文描述的那样起作用的任何数量的电动车辆充电设备。此外，尽管在本文称为电动车辆充电设备，设备40、42、44和46还可称为电动车辆充电站(EVCS)。
在示范性实施例中，第一EVCS 40安置在第一位点50，第二EVCS42安置在第二位点52，第三EVCS 44安置在第三位点54并且第四EVCS 46安置在第四位点56。尽管在图1中图示为独立住宅，位点50、52、54和56可以是任何位点，其包括但不限于住宅建筑物(其包括房屋和/或车库)、商业建筑物(其包括停车场、车库)和/或停车建筑物、包括停车场、车库、停车建筑物和/或街道停车点的市政位点或其中可以进行电动车辆充电的任何其他类型的位点。
在示范性实施例中，配电线60向配电变压器62供电。配电变压器62使由配电线60提供的电压下降到由消费者使用的电压水平。尽管图示为安装在柱上的变压器，配电变压器62可以是集成在变电站内的地面式变压器或允许系统20如本文描述的那样起作用的任何其他类型的配电变压器。尽管在其他实施例中配电变压器62还可包括三个相，在示范性实施例中，配电变压器62是单相变压器。典型地，配电变压器62的容量范围在5千伏特安培(kVA)至150kVA之间。更具体地，配电变压器62可具有15kVA至25kVA的容量，其是能够向近似七至十个住宅位点供应电力的电力水平。例如，在240/120伏(V)分相系统中，配电变压器62可包括240V二次绕组(未在图1中示出)，其被中心分接使得第一导体70是中性的(即，接地)、第二导体72和第三导体74相对于第一导体70是“热的”。第一导体70和第二导体72之间的连接提供120V，第一导体70和第三导体74之间的连接提供120V，并且第二导体72和第三导体74之间的连接提供240V。尽管本文描述为240/120伏分相系统，系统20可包括在416Y/240系统或允许系统20如本文描述的那样起作用的任何其他配电系统内。
在示范性实施例中，电动车辆可在两个电力水平充电。第一电力水平由典型的电插座提供并且对应于近似在120V的十二安培的负载(即，耦合于第一导体70和第二导体72的负载，或耦合于第一导体70和第三导体74的负载)。第二电力水平由例如EVCS 40提供并且对应于近似在240V的三十二安培的负载(即，耦合于第二导体72和第三导体74的负载)。在第二电力水平对电动车辆充电便于使对电动车辆充电比在第一电力水平充电明显更快。然而，当在第二电力水平对电动车辆充电时，电动车辆可以是从配电变压器62抽取电力的最大个体住宅负载。例如，在第二电力水平对单个电动车辆充电代表近似7.2千瓦(kW)的负载。因此，耦合于配电变压器62的多个EVCS可使配电变压器62超出预定标称额定负载(kVANOM)和/或预定最大额定负载(kVAUL)。超出这些预定额定负载可导致配电变压器62的寿命周期降低(即，配电变压器62在较短使用期后将需要被替换)。
在示范性实施例中，中央处理装置32和每个该多个EVCS 30包括通信装置80，其配置成便于中央处理装置32和每个该多个EVCS 30之间的通信。例如，通信装置80从EVCS 40传送识别信号到中央处理装置32。该识别信号向中央处理装置32唯一地识别EVCS 40。中央处理装置32基于接收的识别信号确定耦合于配电变压器62的EVCS的数量。通信装置80可包括射频识别装置(RFID)和/或便于EVCS 40、42、44和46与中央处理装置32之间通信的任何其他装置。多个EVCS 30和中央处理装置32可包括在网络内，该网络包括有线和/或无线部件。无线部件可配置成使用无线标准，其包括但不限于2G、3G和4G蜂窝标准，例如LTE、EDGE和GPRS、IEEE 802.16Wi-Max、IEEE 802.15蓝牙、IEEE 802.11标准(其包括802.11a、802.11b、802.11d、802.11e、802.11g、802.11h、802.11i、802.11j和802.11n)、和例如等专有标准。是由德克萨斯州Austin的Wi-Fi Alliance，Inc.开发的认证标志，是加利福尼亚州San Ramon的ZigBee Alliance，Inc.的注册商标并且是加利福尼亚州Milpitas的Sigma Designs，Inc的注册商标。
在示范性实施例中，系统20还包括至少一个传感器82，其配置成收集数据并且将该数据提供给中央处理装置32。中央处理装置32基于接收的数据确定当前从配电变压器62抽取的电负载。例如，该至少一个传感器82进行测量，其提供值，可以从这些值计算配电变压器62上的电负载。在示范性实施例中，传感器82生成负载信号，其包括对应于配电变压器62上的当前电负载的数据。传感器82可包括在中央处理装置32内或可与中央处理装置32分开以及耦合于中央处理装置32。
在示范性实施例中，中央处理装置32控制多个EVCS 30的操作。例如，中央处理器装置32接收来自传感器82的负载信号、接收来自第一EVCS 40的充电请求以及如果确定提供电力给第一EVCS 40将不导致配电变压器62上的当前负载超出配电变压器62的预定标称额定负载则为第一EVCS 40提供电力充电信号。例如，当消费者将电动车辆耦合于第一EVCS 40时，第一EVCS 40生成充电请求并且传送该充电请求到中央处理装置32。当接收到该充电请求时，中央处理装置32确定提供电力给第一EVCS 40是否将导致配电变压器62上的当前负载超出预定标称额定负载。例如，中央处理装置32可将当前电负载与配电变压器62的预定标称额定电力下的可用电力比较来确定提供电力给第一EVCS 40是否将导致配电变压器62上的当前负载超出配电变压器62的预定标称额定负载。
在示范性实施例中，如果确定提供电力给第一EVCS 40将导致配电变压器62上的当前负载超出预定标称额定负载，中央处理装置32还可将该当前电负载与预定最大配电变压器额定负载比较。该预定最大配电变压器额定负载由公用事业公司限定为公用事业公司将允许施加于配电变压器62上的最大负载。在典型的示例中，预定最大额定负载比预定标称额定负载高近似10％。此外，如果确定在第一EVCS40对电动车辆充电将导致配电变压器62上的当前负载超出预定最大配电变压器额定负载，中央处理装置32可拒绝对第一EVCS 40服务并且将第一EVCS 40置于充电队列中。
在示范性实施例中，第一EVCS 40包括输入/输出装置86，其配置成向消费者显示至少一个充电选项以及从该消费者接收至少一个选择。例如，输入/输出装置86可包括触摸屏，其向消费者显示充电选项并且从该消费者接收选择。备选地，输入/输出装置86可包括显示屏和输入装置，或允许系统20如本文描述的那样起作用的输入和输出装置的任何其他组合。更具体地，如果确定提供电力给第一EVCS40将不导致配电变压器62上的当前负载超出预定最大配电变压器额定负载，则中央处理装置32可传送充电选项选择信号给第一EVCS40。当接收到该充电选项选择信号时，输入/输出装置86向消费者显示充电选项。
一旦消费者从充电选项中选择，中央处理装置32从输入/输出装置86接收充电延迟信号和现在充电信号中的至少一个。在该示例中，充电选项包括在等待在第一货币费率开始对电动车辆充电(本文中称为充电延迟选择)或现在在第二更高的货币费率对电动车辆充电(本文中称为现在充电选择)之间选择。该第一货币费率可以是使用时间费率，大致上与消费者在请求充电的时间典型地支付电费的费率相似。第二货币费率可高于典型的使用时间费率，其中公用事业公司基本上提供给消费者通过交换支付用于对电动车辆充电的电费的更高费率而不用等待来对他们的车辆充电的选项。可确定第二货币费率来补偿由于配电变压器62的寿命周期降低(其由施加超出配电变压器62的标称额定负载的负载于配电变压器62而引起)而增加的成本和/或公用事业损失的价值。
在至少一些实施例中，中央处理装置32进一步配置成确定第二货币费率(即，与现在充电选择关联的能量费率)以及在提供给输入/输出装置86的充电选项选择信号内包括对应于第一货币费率和第二货币费率中的至少一个的数据。例如，可至少部分基于从公用事业接收的包括费率信息的信号确定第二货币费率。还可至少部分基于由中央处理装置32存储和访问的表格确定第二货币费率，和/或采用允许系统20如本文描述的那样起作用的任何其他方式确定第二货币费率。货币费率然后由输入/输出装置86显示，并且消费者能够用与充电选项中的一个或两者关联的费率的附加知识对何时对他们的电动车辆充电做出决定。
图2是用于控制电动车辆充电系统(例如，在图1中示出的电动车辆充电系统20)的示范性方法102的流程图100。在示范性实施例中，方法102包括记录108耦合于配电变压器的EVCS 30，例如耦合于配电变压器62(在图1中示出)的多个EVCS 30(在图1中示出)。例如，中央处理装置32从记录器108和多个EVCS 30的每个接收识别信号，每个EVCS耦合于配电变压器62。在示范性实施例中，方法102还包括接收110充电请求信号。例如，中央处理装置32可从第一EVCS 40接收110充电请求信号。方法102还包括测量112配电变压器62上的当前电负载(kVAM)。测量112可包括在中央处理装置32处接收来自传感器(例如，传感器82(在图1中示出))的测量。方法102还包括确定114是否存在等待接收电力充电信号的任何EVCS(即，当前在充电队列中是否存在任何EVCS)。
如果中央处理装置32确定114当前在充电队列中不存在EVCS，方法102包括确定116提供电力给EVCS是否将导致配电变压器62超出预定标称额定负载(kVANOM)。例如，当从第一EVCS 40接收110充电请求信号时，中央处理装置32确定116提供电力给第一EVCS40是否将导致配电变压器62上的当前负载超出预定标称额定负载。
例如，为了确定116提供电力给第一EVCS 40是否将导致配电变压器62上的当前负载超出配电变压器62的预定标称额定负载，中央处理装置32确定可用电力(kVAA)。该可用电力是如果被超出则将导致配电变压器62达到配电变压器62的预定标称额定负载的电力。该可用电力可通过从配电变压器62的预定标称额定负载(kVANOM)中扣除当前电负载(kVAM)而计算。
在示范性实施例中，确定116包括将可用电力(kVAA)与由EVCS40抽取的典型电力比较。如果中央处理装置32确定116可用电力(kVAA)大于由EVCS 40抽取的典型电力，则做出提供电力给EVCS40将不导致配电变压器62超出预定标称额定负载(kVANOM)的确定。如果中央处理装置32确定116可用电力(kVAA)小于由EVCS 40抽取的典型电力，则做出提供电力给EVCS 40将导致配电变压器62超出预定标称额定负载(kVANOM)的确定。可对中央处理装置32编程来确定116当可用电力(kVAA)等于由EVCS 40抽取的典型电力时提供电力给EVCS 40将导致或将不导致配电变压器62上的当前电负载(kVAM)超出预定标称额定负载(kVANOM)。在特定实施例中，EVCS 40可抽取7.2kW的电力用于对车辆充电。如果kVAM小于kVANOM-7.2kW，则做出提供电力给EVCS 40将不导致配电变压器62上的当前负载超出预定标称额定负载的确定。
如果中央处理装置32确定116提供电力给第一EVCS 40将不导致配电变压器62上的负载超出预定标称额定负载(kVANOM)(即，可用电力(kVAA)大于或等于由EVCS 40抽取的典型电力)，方法102包括将第一EVCS 40分配118到第一可用充电槽并且在第一能量费率(例如，典型地向消费者收取电费的使用时间能量费率)向消费者收取电费。将第一EVCS 40分配118到第一可用充电槽包括为第一EVCS 40提供电力充电信号。
如果中央处理装置32确定116提供电力给第一EVCS 40将导致配电变压器62超出预定标称额定负载(kVANOM)，方法102还包括确定130提供电力给第一EVCS 40是否将导致配电变压器62上的负载超出预定最大配电变压器额定负载(kVAUL)。如上文描述的，该预定最大配电变压器额定负载(kVAUL)由公用事业公司限定。在示范性实施例中，中央处理装置32确定130配电变压器62上的当前电负载(kVAM)是否小于配电变压器62的最大额定负载(kVAUL)减去由EVCS 40抽取的典型电力(例如，7.2kW)。此外，如果中央处理装置32确定114在充电队列中存在至少一个EVCS，中央处理装置32还确定130提供电力给充电队列中的该至少一个EVCS是否将导致配电变压器62上的负载超出预定最大配电变压器额定负载(kVAUL)。
如果中央处理装置32确定130提供电力给第一EVCS 40将导致配电变压器62上的负载超出预定最大配电变压器额定负载(kVAUL)，方法102包括拒绝132对第一EVCS 40服务并且将第一EVCS 40置于充电队列中。备选地，如果第一EVCS 40已经在充电队列中，方法102包括拒绝132对第一EVCS 40服务并且保持第一EVCS 40在充电队列中的位置。第一EVCS 40仍在充电队列中直到配电变压器62上的当前电负载(kVAM)处于其中提供电力给第一EVCS 40将不导致配电变压器62上的负载超出预定最大配电变压器额定负载(kVAUL)的水平。
如果中央处理装置32确定130提供电力给第一EVCS 40将不导致配电变压器62上的负载超出预定最大配电变压器额定负载(kVAUL)，方法102包括例如通过提供充电选项选择信号给显示器(例如，输入/输出装置86(在图1中示出))来提供134充电选项给消费者。输入/输出装置86提供该充电选项给消费者。该充电选项可给予消费者现在充电选择和延迟充电选择的抉择。EVCS 40，以及更具体地，输入/输出装置86可从消费者接收对应于现在充电选择或延迟充电选择的选择的输入。当接收到现在充电选择时，EVCS 40生成现在充电信号，或当接收到延迟充电选择时生成延迟充电信号，并且传送该现在充电信号或延迟充电信号到中央处理装置32。
如果消费者选择现在充电选择，在中央处理装置32接收到现在充电信号的时间开始对电动车辆充电，并且向消费者收取高于使用时间费率的费用。如果消费者选择延迟充电选择，在配电变压器62上的当前负载减少到其中在EVCS 40对电动车辆充电将不导致配电变压器62上的当前负载超出标称额定负载的水平之后开始对电动车辆充电。如果消费者选择充电延迟选择，方法102包括延迟138对第一EVCS 40服务直到配电变压器62上的当前负载减少。在延迟之后，中央处理装置32传送140电力充电信号给第一EVCS 40并且向消费者收取典型的使用时间费率费用。备选地，如果消费者选择现在充电选择，方法102包括当接收到现在充电信号时提供142电力充电信号给第一EVCS 40。
图3是可包括在电动车辆充电系统20(在图1中示出)内并且更具体地在中央处理装置32(在图1中示出)内的处理装置200的示范性实施例的框图。中央处理装置32配置成进行与方法102(在图2中示出)关联的操作。处理装置200还可称为系统控制器和/或智能装置数据集中器。在一些实施例中，处理装置200包括总线210或其他通信装置来传达信息。一个或多个处理器212耦合于总线210来处理信息，其包括从例如但不限于传感器82(在图1中示出)和/或输入/输出装置86(在图1中示出)接收的数据。如本文使用的，术语处理器广泛地指处理器、微控制器、微型计算机、可编程逻辑控制器(PLC)、专用集成电路和其他可编程电路，并且这些术语在本文能互换地使用。此外，处理器212可包括在计算机内。本公开的方面在通用计算机配置成执行本文描述的指令时将通用计算机转变为专用计算装置。
处理装置200还可包括一个或多个随机存取存储器(RAM)214和/或其他存储装置216。RAM 214和存储装置216耦合于总线210来存储并且传递要由处理器212执行的信息和指令。RAM 214(和/或存储装置216，如包括的话)还可以用于在由处理器212执行指令期间存储临时变量或其他中间信息。处理装置200还可包括耦合于总线210来存储并且提供静态(即非变化的)信息和指令给处理器212的一个或多个只读存储器(ROM)218和/或其他静态存储装置。例如，静态信号可包括但不限于配电变压器的预定最大额定负载和预定标称额定负载。被执行的指令无限制地包括常驻转换和/或比较器算法。指令序列的执行不限于硬件电路和软件指令的任何特定组合。
处理装置200还可包括输入/输出装置220或可耦合于输入/输出装置220。输入/输出装置220可包括本领域内已知的向处理装置200提供输入数据和/或提供输出(例如但不限于，电力充电信号)的任何装置，或可耦合于这样的任何装置。指令可通过远程连接(其是提供访问一个或多个能电子访问的介质的有线或无线连接)从包括例如磁盘、只读存储器(ROM)集成电路、CD-ROM和/或DVD的储存装置216提供给RAM 214。在一些实施例中，硬接线电路可以替代软件指令使用或与软件指令结合使用。从而，无论是否在本文中描述和/或示出，指令序列的执行不限于硬件电路和软件指令的任何特定组合。而且，在示范性实施例中，输入/输出装置220可无限制地包括与操作员界面(如，人机界面(HMI))关联的计算机外围设备，例如鼠标和键盘(都未在图3中示出)，和/或输入/输出装置86(在图1中示出)。此外，在示范性实施例中，附加输出通道可包括，例如操作员界面监视器和/或报警装置(都未在图3中示出)。处理装置200还可包括传感器接口222，其允许处理装置200与传感器(例如，传感器82(在图1中示出))通信。传感器接口222可包括一个或多个模数转换器，其将模拟信号转换为可以由处理器212使用的数字信号。
图4是配电变压器(例如，配电变压器62(在图1中示出))上的示范性负载水平252随时间254的曲线图250。在图4中示出的示例中，在第一时间260，第一电动车辆例如在第一EVCS 40(在图1中示出)耦合于电动车辆充电系统20(在图1中示出)。中央处理装置32确定对该第一车辆充电将不导致配电变压器62上的负载252超出配电变压器62的标称额定负载262。因此，电力充电信号由中央处理装置32传送给第一EVCS 40并且开始对该第一车辆充电。在第二时间270，第一车辆继续从配电变压器62抽取电力，并且第二车辆例如在第二EVCS 42(在图1中示出)耦合于电动车辆充电系统20，。中央处理装置32确定对该第二车辆充电将导致配电变压器62上的负载252超出标称额定负载262，但将不导致配电变压器62上的负载252超出配电变压器62的预定最大额定负载272。在图4中示出的示例中，消费者想要现在开始对该第二车辆充电，并且愿意支付高于典型的使用时间费率的费用以便现在开始对该第二车辆充电。因此，消费者选择现在充电选项，并且电力充电信号提供给第二EVCS 42，开始对该电动车辆充电，并且配电变压器62上的负载252增加。
在第三时间280，第三电动车辆例如在第三EVCS 44(在图1中示出)耦合于电动车辆充电系统20。中央处理装置32确定对该第三车辆充电将导致配电变压器62上的负载252超出标称额定负载262，并且将导致配电变压器62上的负载252超出配电变压器62的预定最大额定负载272。中央处理装置32将第三EVCS 44置于充电队列中来防止负载252超出预定最大额定负载272。
在第四时间282，配电变压器62上的负载252减少到其中提供电力给第三EVCS 44将不导致配电变压器62上的负载252超出预定最大额定负载272的水平。然而，因为负载252仍在标称额定负载262之上，第三EVCS 44在典型的使用时间费率未分配给第一可用槽，相反，消费者提供有充电选项。在图4中示出的示例中，消费者想要现在开始对第三车辆充电，并且愿意支付高于典型的使用时间费率的费用以便现在开始对该第三车辆充电。因此，消费者选择现在充电选项并且电力充电信号提供给第三EVCS 44，并且负载252在对第三电动车辆充电期间增加。
本文描述的是用于控制电动车辆充电系统的示范性方法和系统，该电动车辆充电系统包括多个电动车辆充电设备。更具体地，本文描述的这些方法和系统便于至少部分基于配电变压器上的当前电负载与在配电变压器的预定标称额定电力下的可用电力和预定最大配电变压器额定负载中的至少一个的比较来确定耦合于配电变压器的多个电动车辆的充电顺序。控制电动车辆的充电便于使配电变压器上的负载维持在电力上限之下，这使配电变压器的寿命周期最大化。此外，本文描述的这些方法和系统为消费者提供考虑由公用事业公司收取的货币电费费率和电动车辆充电时间的充电选项。
本文描述的方法和设备便于高效和经济的配电。方法和系统的示范性实施例在本文详细描述和/或说明。这些方法和系统不限于本文描述的具体实施例，相反地，每个系统的部件以及每个方法的步骤可独立并且与本文描述的其他部件和步骤分开使用。每个部件和每个方法步骤还可以与其他部件和/或方法步骤结合使用。
当介绍本文描述和/或说明的方法和设备的元件/部件/等时，冠词“一”、“该”和“所述”意在表示存在这些元件/部件/等中的一个或多个。术语“包括”、“包含”和“具有”意在为包含性的并且表示可存在除列出的元件/部件/等外的附加元件/部件/等。
该书面描述使用示例以公开本发明，其包括最佳模式，并且还使本领域内任何技术人员能够实践本发明，包括制作和使用任何装置或系统并且执行任何包含的方法。本发明的专利范围由权利要求限定，并且可包括本领域内技术人员想起的其他示例。这样的其他示例如果它们具有不与权利要求的书面语言不同的结构元件，或者如果它们包括与权利要求的书面语言无实质区别的等同结构元件则规定在权利要求的范围内。
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Claims (6)

1.一种电动车辆充电系统（20），包括：
多个电动车辆充电设备（30），其耦合于配电变压器（62）并且配置成从所述配电变压器（62）接收电力；
中央处理装置（32），其配置成控制所述多个电动车辆充电设备的操作；
至少一个传感器（82），所述至少一个传感器（82）耦合于所述中央处理装置（32）并且配置成为所述中央处理装置提供数据，所述中央处理装置配置成：
基于所述数据确定所述配电变压器（62）上的当前电负载；
从所述多个电动车辆充电设备（30）中的第一电动车辆充电设备（40）接收充电请求；
确定提供电力给所述第一电动车辆充电设备是否将导致所述配电变压器（62）上的当前电负载超出所述配电变压器的预定标称额定负载；
如果提供电力给所述第一电动车辆充电设备将不导致所述配电变压器上的所述当前电负载超出所述配电变压器的所述预定标称额定负载，则为所述第一电动车辆充电设备提供电力充电信号；
如果确定提供电力给所述第一电动车辆充电设备（40）将导致所述配电变压器（62）上的所述当前电负载超出所述配电变压器的所述预定标称额定负载，则将所述当前电负载与预定最大配电变压器额定负载进行比较；
如果确定提供电力给所述第一电动车辆充电设备将导致所述配电变压器（62）上的所述当前电负载超出所述预定最大配电变压器额定负载，则拒绝对所述第一电动车辆充电设备（40）服务；以及
将所述第一电动车辆充电设备置于队列中。
2.如权利要求1所述的系统，其中所述多个电动车辆充电设备（30）的每个包括通信装置（80），其配置成传送唯一识别信号到所述中央处理装置（32）。
3.如权利要求2所述的系统，其中所述识别信号唯一地识别所述多个电动车辆充电设备（30）的每个，所述中央处理装置（32）配置成基于接收的识别信号确定耦合于所述配电变压器（62）的电动车辆充电设备的数量。
4.如权利要求1所述的系统，其中所述中央处理装置（32）进一步配置成将所述当前电负载与所述配电变压器（62）的所述预定标称额定负载下的可用电力进行比较来确定提供电力给所述第一电动车辆充电设备（40）是否将导致所述配电变压器上的所述当前电负载超出所述配电变压器的所述预定标称额定负载。
5.如权利要求1所述的系统，其中所述第一电动车辆充电设备（40）包括输入/输出装置（86），其配置成向消费者显示至少一个充电选项并且从所述消费者接收至少一个充电选择。
6.如权利要求5所述的系统，其中所述中央处理装置（32）进一步配置成：
如果确定提供电力给所述第一电动车辆充电设备（40）将不导致所述配电变压器（62）上的所述当前电负载超出所述预定最大配电变压器额定负载，则传送充电选项信号给所述第一电动车辆充电设备（40），其中当接收到所述充电选项信号时，所述输入/输出装置（86）向所述消费者显示所述至少一个充电选项；以及
从所述输入/输出装置接收对应于延迟充电选择的延迟充电信号和对应于现在充电选择的现在充电信号中的至少一个。
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