DE102011008674A1 - Method for charging vehicle battery, involves providing power connection of appropriate power connector and control unit by load management unit based on charging curve transmitted from control unit - Google Patents

Abstract

A communication link is established between load management unit and control unit of power connector of a charging station connected to vehicles. A vehicle identification (ID) is transferred to the load management unit over the communication link. The retrievable loading powers are delivered by the load management unit to the control unit. The charging curves (L1) are transmitted from control unit to the load management unit. The power connection of appropriate power connector and control unit is provided by the load management unit based on charging curve.

Description

The invention relates to a method for charging a battery arranged in a vehicle (in particular an e-drive vehicle).

In such a method for charging at least one battery arranged in a vehicle, at least one vehicle, generally several vehicles at the same time, is connected to a power connection of a charging station for charging the respective battery.

In this regard is from the US 2009/0174365 A1 a network controlled charge transfer device for transferring charge between a local power grid and an electrically powered vehicle, comprising: an electrical outlet configured to receive an electrical plug for connection to said vehicle; an electrical supply line connecting the local power grid to the outlet; a control unit on the electrical supply line for turning on and off said outlet; an ammeter on the electrical supply line for measuring the current flowing through that socket; a controller configured to control said control unit and to monitor the output of the flowmeter; a transceiver connected to the controller and configured to connect the controller to a local area network (LAN) to access a remote server via a wide area network (WAN); and a communication unit connected to the controller, wherein the communication unit is configured to connect the controller for communication between the driver of the vehicle and the controller with a mobile wireless communication unit, wherein the controller is configured to charge transfer based on power grid load data wherein the power grid load data is obtainable from the remote server, and wherein the charge transfer can take place in both directions between the local power grid and the electric vehicle.

Furthermore, from the EP 0 820 653 B1 a method for charging a battery for an electric vehicle using a charging station, from which the charging power is supplied to the battery, said method being characterized, inter alia, by the steps of providing a communication means which obtains data on the state of charge of the in Charging the battery between the battery and the charging station, and then polling the vehicle via said communication means to determine whether a battery-specific charging control module is present and associated with said battery in said vehicle; said method further comprising the step of, in the event that a battery-specific charging control module is present in said vehicle, charging said battery by supplying charging current under the control of said battery-specific charging control module and supplying charging current to said battery in response to a corresponding signal output from said battery-specific charge control module.

On this basis, the present invention has the object to further improve a method for charging a arranged in a vehicle battery of the type mentioned, so that in particular an efficient charging of vehicles or their batteries is possible, the total charging power at a time exceeds the available connection power.

This problem is solved by a method having the features of claim 1.

Thereafter, in the method according to the invention in a first step between the load management unit and a control unit in the connected vehicle, a communication connection and a vehicle identification is constructed, in a further step by the load management an electronic data structure with temporal courses of possible retrievable charging power and price signals to the individual retrievable charging power to the Transmitted control unit in the vehicle, and read in a further step by the load management returned by the control unit of the vehicle to a certain charging curve by the vehicle data structure and requested by the vehicle by means of charging curve power curve at the charging station (power connection) provided.

Preferably, together with the retrievable charging power, price signals are transmitted to the individual retrievable charging powers by the load management unit to the control unit, wherein preferably the charging curve to be transmitted to the load management unit is also determined by the control unit as a function of the price signals associated with the retrievable charging powers.

A still remaining available charging power is preferably offered to that vehicle which is connected to the at least one vehicle with a power connection of the charging station. In this case, the remaining available charging power (connected load) is preferably carried out on the basis of a signal transmitted by the at least one vehicle to the load management unit determines the load management unit. In a variant of the invention it is provided that a portion of the retrievable charging power is always kept as a reserve power for a short-term need.

Furthermore, the retrievable charging power can also be provided by the load management unit at the at least one power connection of the charging station as a function of further consumers, which depend on the same power network as the at least one power connection of the charging station.

In the event that a performance curve is requested by the at least one vehicle that exceeds a maximum, available at the power supply network performance, the provision of charging power to at least one other vehicle and / or the at least one vehicle is preferably interrupted at least temporarily by the load management unit. Such interruption may, for example, depend on a predefined minimum state of charge (minimum SOC) of the vehicles, a tariff model, a priority class of the vehicles, a service life (length of stay at the charging station) of the vehicles, and / or a connection time (duration of connection to the charging station) of the vehicles.

The load management unit preferably initially at least temporarily suspends the provision of charging power to at least one of those vehicles whose state of charge exceeds the predefinable minimum charging state (capacity).

Furthermore, it is provided in a variant of the invention that the provision of charging power to at least one of those vehicles is at least temporarily interrupted by the load management unit, the service life of which falls below or exceeds a predefinable limit service life. Furthermore, it can also be provided in a variant of the invention that the provision of charging power to at least one of those vehicles is at least temporarily interrupted by the load management unit, whose connection time falls below or exceeds a predefinable limit connection time.

The method according to the invention therefore offers, in particular, the advantages that the power distribution can be flexibly distributed to the required charging profiles. From the customer's perspective, the charging profiles can be flexibly adapted to the current state of charge of the vehicle and to the tariff structures of the service provider as well as to the respective network load. It can on the price signals different rates z. B. are offered for fast loads. Furthermore, premium conditions, such as time-preferred loading, can be offered for premium customers. The billing can be advantageously automated via the vehicle identification.

Another inventive concept relates to a system for charging vehicles (in particular e-drive vehicles), in which the chargers are each designed to determine a charging profile for the associated battery and to transmit it to a central, possibly remote load management unit is designed to determine a power distribution to the chargers at least based on the transmitted charging profiles. Here, a charging profile is understood to mean the time course of the charging power.

This idea of the invention thus relates in particular to a system or a device in which the charging control starts from the connected electric vehicles. In this case, the said vehicle is in particular connected to a connection means (eg in the form of a power cable) to a power connection (eg socket of a charging station) of a charging station. These power connections are connected via a power line (or multiple power lines) to a grid connection of a power grid of a utility company (EVU). The charger (on-board loader) of the vehicle communicates preferably either via "Power Line Communication" (PLC, in German power line communication), which is in particular a data transmission over existing communication, especially power grids is, in which the signals usually additionally modulated onto the respective line via one or more carrier frequencies, or via a wireless communication connection (via a network access) to the load management unit (computer).

An onboard application in the respective charger now preferably determines from the respective power connection (in particular ISO 61851 ) the available network services and reports these preferably together with a demand-oriented charging profile to the load management unit.

In the load management or in the load management unit, a so-called off-board application (ie an application provided outside the vehicle or the charger) then determines from the reported charging profiles and network power specifications a power distribution to the registered and connected vehicles or their chargers.

Preferably, the inventive system for communicating the chargers with the load management unit with the said Power line connected first communication means, in particular in the form of a PLC modem, which is adapted and intended to build a particular wireless communication connection, in particular in the form of an Ethernet connection, via which the chargers are connectable to the load management unit.

In this case, the system for communication of the chargers with the load management unit preferably has a second communication means, in particular in the form of a DSL router, which is designed to establish an Internet connection with the load management unit, via which the chargers can be connected to the load management unit.

This also makes it possible to route a charging protocol to a remote load management system so that the load management can be carried out, in particular, as a service function independent of the local network access and the location of the charging stations.

By the aforementioned second communication means, it is also possible in a simple manner that the system according to the invention can manage or have a plurality of charging stations in particular different locations, wherein the individual chargers (vehicles) in turn at those stations in each case via a connecting means, each with a power connection (especially ISO 61851 ) are connectable and in each case via the said second communication means with the load management unit (server) can be connected. In this case, a local control unit for controlling the communication between the respective charging station and the load management unit is optionally provided between the first communication means and the second communication means of a charging station.

A detection of the assignment of the power connections of the at least one charging station is preferably carried out via PLC or an occupancy detection unit of the at least one charging station, which is used to detect the occupancy z. B. has at least one inductive bottom plate which is arranged such that a vehicle connected to a power connection vehicle is arranged on (above) that bottom plate and therefore the presence of the vehicle or the occupancy of a power connection is detected.

Preferably, the load management unit (off-board application) is further set up and provided to compare the sum of the power requirements of a charging station corresponding to the transmitted charging profiles with the network power respectively available at that charging station.

As long as the sum of the reported benefit requirements does not exceed the network performance requirements, all reported requirements can be served as requested. If too many requirements have been registered, the power is preferably allocated by the load management unit (offboard application) to the individual vehicles.

Here, the load management unit is preferably set up and provided for the case. that the said sum exceeds the respectively available (at the charging stations) available network power to distribute the power on vehicles connected to a charging station depending on the arrival time of the vehicles at the respective charging station, in particular of two vehicles first the charger of that vehicle gets allocated power which has an earlier arrival time.

This allotment principle is the so-called "first come / first service" principle. Alternatively, as an allotment principle, vehicle prioritizations from fleet management (departure time, coverage requirement, minimum charging requirement, eg for refrigerated vehicles, premium customer conditions, fast-charging options) can also be used.

Thus, the load management unit is preferably set up and provided for, in particular in the event that said sum exceeds the respective available at the charging stations network performance, the power depending on a departure time of a vehicle, a range requirement of a vehicle, a minimum load of a vehicle, a Customer status of the vehicle and / or a quick charge option of the vehicle to distribute the chargers of the vehicles.

Furthermore, a method corresponding to the system is proposed. Thereafter, a method for charging batteries in vehicles is provided, in particular using a system according to the invention, wherein the vehicle side charging profiles are determined for the batteries to be charged and transmitted to a central, possibly remote load management unit, by means of at least on the basis of the transmitted charging profiles to a power distribution the vehicles is determined.

Preferably, on the vehicle side, a network power of a power supply network used for charging the respective battery is additionally determined and transmitted together with the charging profiles to the load management unit, by means of the transmitted charging profiles and the available charging profiles Network performance a power distribution to the respective vehicle is determined.

Of course, the aforementioned method can also be developed by means of the individual features of the claims relating to the system by means of a corresponding procedural formulation of those objects.

Yet another inventive concept relates to an on-board method for charging a battery of a vehicle, the vehicle being connected to a charging station for charging the battery, having the steps of: determining a first charging profile in dependence on a maximum rated power of the charging station , a target load state and a predetermined charge period, and vehicle-side checking as to whether the target load state can be reached in the predetermined charge period.

In other words, in other words, the vehicle provides a first charging profile for a corresponding application, in particular comprising an optimization algorithm, which in particular includes a time characteristic of a charging power and possibly the associated development of the target charge state and takes into account the requirements of the battery with regard to a possible power consumption and the charger of the vehicle with respect to a possible power output.

It is preferably provided that a further second charging curve is calculated on the vehicle side via a particularly continuous communication with a load management unit of a network connection of the charging station on the basis of a maximum power profile for the charging time period provided by the load management unit and continuously retrievable at the charging station and it is checked whether that the target load state can be reached, d. that is, said optimization algorithm matches the initial (first) charging profile (time course of the charging power) to generate a further (second) charging profile to the physical power limits of the charging station and the connection means (eg, cables) used to connect the vehicle to the charging station etc.).

Preference is further checked on the vehicle side, whether from the load management unit further provided with tariff profiles, retrievable power profiles are available.

In this case, a charging profile and its costs are preferably determined on the vehicle side for each of the offered tariff profiles according to the respective tariff profile and checked whether the Zielladezustand can be achieved with the respective charging profile, wherein preferably that charging profile is retrieved from the vehicle at the load management unit, with the Zielladezustand can be achieved on the basis of least cost.

The respective charging profile is preferably synchronized with time-segmented tariff profiles of an energy supplier supplying the grid connection with energy, so that a corresponding temporal segmentation of the relevant charging profile is generated (discretization of the charging profile on the basis of reference points by segmentation). If necessary, additional time segments can be determined in order to achieve better optimization options in the further course.

On the basis of said tariff profiles, a maximum power profile which can be called up at the charging station is then determined on the vehicle side which takes into account the physical limits of the charging station and, if applicable, of the charger and other components, the maximum power profile having the same temporal segmentation (discretization) as the individual tariff profiles.

In this case, a state of charge prediction is preferably calculated on the vehicle side (onboard) at least as a function of the instantaneous state of charge, a battery characteristic of the vehicle, and / or the maximum power profile, whereby the state of charge is determined by the state of charge prediction as to whether the vehicle is fully available up to the (predefinable) target state of charge charging time period can be loaded.

In the event that the vehicle can not be fully loaded to the (predefinable) target load state in the available charging period, the generated maximum power profile is subsequently used as the charging profile for the control of the charging process.

In the case, however, that a sufficient charging of the battery based on the maximum power profile is possible, preferably checked on the vehicle side, there is based on an incentive signal of the grid connection of the charging station with energy supplying power supplier a more cost-effective way to reach the Zielladezustand, in particular each time segment resulting from the temporal segmentation on the basis of the incentive signal with a cost element (cost factor) is provided, which results in particular from the product of the retrievable power, the duration of that power and possibly a predefinable incentive factor of the energy supplier.

Furthermore, it is preferable on the vehicle side based on all time segments and on the basis of all offered tariff profiles examines which change in performance in a time segment compared to the (current) maximum performance profile realizes the largest cost advantage, on the vehicle side is checked in particular whether this change in performance still realizes the Zielladezustand.

In the event that with the said change in performance, the Zielladezustand is no longer feasible, the said change in performance is preferably not carried out and in particular the cost elements adjusted accordingly.

In contrast, in the event that the target load state can be realized with the said power change, the said power change is preferably made on the vehicle side at the maximum power profile, and in particular the cost elements are adapted accordingly.

If, based on the cost elements, no further change in performance can be determined with which the destination charge state can be achieved in a more favorable manner, the charging profile determined in this way is preferably used for controlling the charging process of the battery. Otherwise, it is checked again onboard on the basis of all time segments and on the basis of all offered tariff profiles, which change in performance in a time segment compared to the (current) maximum performance profile realized a cost advantage, on the vehicle side is checked in particular whether this change in performance still realizes the Zielladezustand.

Finally, the charging profile determined by the optimization described above is preferably transmitted to the charging station and the energy supplier.

Thus, the onboard method described above advantageously enables the processing of incentive signals in conjunction with up-to-date vehicle information and customer specifications for on-demand control of the charging of batteries installed in vehicles.

Further features and advantages of the invention will be explained in the following description of exemplary embodiments with reference to the figures.

Showing:

1 a schematic representation of a system for charging batteries in vehicles;

2 a schematic representation of a modification of the in the 1 shown system;

3 a schematic representation of a modification of the in 2 shown system;

4 a graphical representation of an initial (first) adapted to the rated power charge profile along with the associated temporal evolution of the state of charge of the charged battery of a vehicle in an onboard method;

5 a graphical representation of an adapted to an actually retrievable maximum power profile (second) charging profile along with the associated (adapted) temporal evolution of the state of charge;

6 a graphical representation of tariff profiles for adjusting a charging profile along with a corresponding temporal evolution of the state of charge;

7 a graphical representation of several possible (charging) performance profiles for different tariff profiles together with appropriate Zieliellzustungsprognosen that identify the respective optimization potential of the onboard method;

8th a graphic representation of an optimization of a charging profile by reducing the charging power;

9 a graphic representation of an optimization of a charging profile by reducing the charging power;

10 a graphical representation of a completed optimization of a charging profile by reducing the charging power;

11 a graphic representation of an optimization of a charging profile by reducing the charging power;

12 a graphical representation of a completed optimization of a charging profile by reducing the charging power;

13 a graphic representation of an optimization of a charging profile by partial reduction of the charging power;

14 a graphic representation of an initial optimization of a loading profile (without price information);

15 a graphical representation of an optimization step in an optimization according to 14 ;

16 a graphical representation of an optimization step in an optimization according to 14 ;

17 a graphical representation of an optimization step in an optimization according to 14 ;

18 a graphical representation of an optimization step in an optimization according to 14 ;

19 a graphical representation of an optimization step in an optimization according to 14 ;

20 a graphical representation of an optimization step in an optimization according to 14 ;

21 a graphical representation of a charging power distribution to a first vehicle on the first come / first serve principle in an off-board method;

22 a graphical representation of a charging power distribution to a second vehicle on the "first come / first serve"principle; and

23 a graphical representation of a charging power distribution to a third vehicle on the "first come / first serve" principle.

The idea underlying the system for charging vehicle batteries is in particular that a central instance, in the form of a load management unit directly with vehicles 10 - 13 which are, in particular, e-drive vehicles whose batteries are to be recharged, via a charging protocol (eg. ISO / IEC 15118 ) communicates.

For this purpose, especially in the 1 to 3 shown infrastructures or systems 1 proposed to carry out the load management. Prerequisites for this are, in particular, a communication protocol, an on-board (on-board) application and an off-board application, each with a corresponding algorithm.

According to 1 are to be charged vehicles 10 - 13 via one connecting means each 100 - 103 in the form of a power cable with one each at a charging station 2 - 5 a charging station 1' provided power connection 110 - 113 , z. B. in the form of a socket connected. The power connections 110 - 113 or charging stations 2 - 5 are doing a power line 7 with a mains connection 6 connected to a power grid of a power company.

The to the charging stations 2 - 5 the charging station 1 connected vehicles 100 - 103 communicate via PLC. This is in the area of charging stations 2 - 5 a first means of communication 8th in the form of a PLC modem provided with the power line 7 is coupled and communication on an ethernet connection 9 to a load management unit 20 implements that can be realized by means of a computer.

The load management instance 20 (Load Management Unit) establishes a TCP / IP connection with the connected vehicles 100 - 103 ago. Based on the IP addresses of each vehicle 100 - 103 can now those vehicles 100 - 103 be addressed.

The vehicles 100 - 103 identify by a unique identifier. The load management instance 20 communicates with every vehicle 100 - 103 individually via a charging protocol and also has central components, such. As a load management algorithm, vehicle monitoring, load monitoring, and external interfaces, etc.

The occupancy of the charging station 1' can optionally via the said PLC communication or by an alternative vehicle presence detection, z. B. using inductive floor panels below the vehicles can be realized.

The individual charging stations 110 - 113 themselves are not direct communication participants of the PLC charging communication. The communication takes place via the PLC communication described above 8th as well as Ethernet connection 9 between a charger of a vehicle connected to the respective charging station 100 - 103 To charge in the vehicle 100 - 103 installed battery, and the load management unit 20 instead of.

In each case, a charging profile (time profile of the charging power) for the associated battery is determined by the connected chargers and together with the at the respective charging station 2 - 5 available network power to the load management unit 20 transmitted.

This determines (offboard) based on the transmitted charging profiles and associated network services, a power distribution to the individual, to the charging station 1' connected chargers or vehicles 100 - 103 and provides for a corresponding provision of the charging power at the charging stations 2 - 5 ,

The local power connections 110 - 113 a vehicle fleet (or a charging station 1' With Load management unit 20 ) have connections according to IEC 61851-1 , All connections within a charging station 1' have the same performance levels or deliver your performance limit according to IEC 61851-1 to the connected vehicles 100 - 103 This information in turn is the load management unit 20 provide. Safety functions remain with the local charging stations or wall boxes 2 - 5 (eg temperature monitoring, current monitoring). A billing of the individual power connections 110 - 113 within a unit 1 not necessary.

The advantage of this system and method is, in particular, that a multiple implementation of the communication implementation at the individual charging stations 2 - 5 is not necessary and thus costs can be saved.

Furthermore, the load management unit 20 by connecting the PLC modem 8th via ethernet 9 with a DSL router 90 according to 2 be dropped off and via an internet connection 200 be addressed. This also allows easy communication between the load management unit 20 (Server) and corresponding servers of a used energy supplier 21 , any fleet management 22 and possibly a standard service stock exchange 23 via internet connections 200 ,

Further, the system 1 Can be easily modularized, as several charging stations 1' - 3 ' by type 2 according to 3 with each other via the respective DSL router 90 can be connected, so that a central load management unit 20 via internet connections 200 with the individual charging stations 1' - 3 ' communicated. Here, the individual charging stations 1' - 3 ' possibly between the PLC modems 8th and the DSL routers 99 local control units 99 possibly having tasks of the central load management unit 20 can take over.

Through the system 1 In particular, a timely charging of the vehicles 10 - 13 a local fleet by optimally distributing the available resources according to the availability requirement of the vehicles 10 - 13 will be realized.

There is also a simple connection to the IT infrastructure 22 a fleet operator possible (cf. 3 ). This makes fleet management more efficient.

In an on-board method according to the 4 to 20 Basically there is the possibility of a demand-based charging of batteries of vehicles, in particular taking into account customer requirements (departure time, range), vehicle requirements (aging of the components, protective strategies, physical boundary conditions, performance data, internal resistance, efficiencies, power losses, temperature, etc.), network requirements (physical boundary conditions of the connection, network load, condition of the network segment to which the vehicle is connected, electricity price, reserve power requirement, emergency situations and charging station requirements / charging cable requirements (maximum current charging cable, maximum current charging station, number of phases, etc.).

In order to enable charging of a vehicle battery as required, the respective vehicle firstly prepares an initial first charging profile K1 according to an onboard optimization algorithm, which can be implemented, for example, in a control unit of the vehicle, in particular in an onboard charger (charger) 4 to disposal. This profile defines a time course of a charging power P, which causes the associated development of the state of charge S (SOC) (at 100%, the battery is fully charged). In this case, in particular the requirements of the battery with regard to a possible power consumption and the charger with regard to a possible power output are taken into account.

The said optimization algorithm now fits in accordance with 5 the initial (first) charging profile K1 to the physical power limits P _{max of} the charging station and the connection means (cable) used to connect the vehicle to the charging station. This means in the example according to 5 a lowering of the power to the maximum retrievable power P _max and an extension of the corresponding power profile P 'to the entire charging time period T. The target charging state S' is in 5 achieved accordingly early before the actual charging period T. In the 4 to 20 In this case, t ₀ denotes the charging time during a charging process with a constant voltage when the maximum charging power is available.

It now takes place according to the 6 and 7 a temporal synchronization of the charging profile K2 with the tariff information of the energy supplier, which may be in the form of tariff profiles C1, C2. This results in additional support points in the charging profile K2 (in the case of the vertical dashed lines), which result from power / price changes in the tariff information (C1, C2). Here, C1 and C2 denote the power limits of the corresponding tariff, assuming that the costs are each proportional to the power limit.

This results in a first temporal segmentation of the charging power supply P over time t. If necessary, additional time segments be determined in order to have better optimization options in the further course.

From the offered tariff information, a maximum power profile P 'is determined which takes into account the physical limits. This maximum power profile P 'has the same temporal discretization as the individual tariffs C1, C2.

On the basis of the current state of charge (SOC), the battery characteristic of the vehicle and the maximum power profile P 'an SOC forecast S''is determined. Out of this in 7 (right side) shown SOC forecast S '', it is determined whether the vehicle can be fully charged or until the user defined Zielladezustand in the time T available. On the basis of the difference O to Zielladezustand S 'at the charging time T, the optimization potential can be identified.

If on-time charging (within the predefined charging period T) is not ensured, the optimization algorithm is ended and the generated maximum charging profile P 'or K2 is used for controlling the charging process.

Is a sufficient charge of the battery based on the maximum power profile P 'or charging profile K2 possible (as in 7 right), the optimization algorithm examines whether there is a more favorable possibility of reaching the charge target on the basis of the incentive signal from the utility company (RU).

For this purpose, each time segment along the time axis t can be provided on the basis of the incentive signal with a cost element that z. Eg cost = performance · duration · incentive.

Then it is examined across all time segments and all offered tariffs, which change in performance compared to. realized the maximum cost advantage the respective maximum power profile P '. Subsequently, it is checked whether this change in performance still realizes the charging goal of the user. If this is not the case, the change in performance is not an option and the cost components are adjusted accordingly. If this is the case, the power change in the maximum power profile P 'is realized and the result is a new maximum power profile P' or charging profile K2. The cost elements are adjusted accordingly and the optimization process is repeated (cf. 8th to 10 ).

If z. B. according to 12 the charging target is not reached, ie, there is no intersection between the calculated charging curve S '' in the interval 95% -100% and in the interval Tt ₀ to T shifted, predetermined (ideal) charging curve, the T state 100% reached. In this case, z. B. the charging power in the currently considered segment (at P ') are increased, which according to 13 leads to the desired intersection within the said interval.

After completion of the optimization, d. H. Based on the cost elements, there is no further optimization potential with which the charging target can continue to be achieved (cf.

10 and 13 ), the determined charging profile K2 is used to control the charging process. Furthermore, the determined charging profile K2 is sent to the charging station and the energy supplier.

Furthermore, the show 14 to 20 an optimization in which initially no segment-like price information is available. According to 14 For example, with the two constant power profiles P 'shown in the interval P _max to P _min (solid and dash-dotted line), the charging target can be achieved. A subsequent power change to optimize the power profile P 'leads to a time course of the state of charge S'', which does not exceed the 95% threshold at the charging period T. Accordingly, according to 16 the charging power is constantly increased, so that the desired cut results and the optimization can be completed ( 16 right).

17 In contrast, shows a further optimization strategy in which the charging power P should be increased at the earliest possible time of charging. A corresponding change in performance according to 17 in the present case does not lead to the desired intersection point (cf. 17 right), so that according to said strategy, the time for the power increase is brought forward, which leads to the desired optimization result, cf. Performance profile P 'in 18 , Here are the requirements of the RU sufficient. In the change of performance according to 19 However, there is no intersection in the interval Tt ₀ to T (dash-dotted state of charge state corresponding to P 'and K2). In this case, the performance limits are not sufficient to charge the battery according to customer requirements. In this case, a uniform increase of the corresponding segment (see performance profile P 'in 20 ), which leads in the present case to the desired point of intersection (state of charge curve S '' goes through the interval 95% to 100%, Tt ₀ to T, cf. 20 , right). The corresponding purposeful change in performance is communicated in particular to the RU in order to inform it with which specifications the load can be completed as desired.

By the off-board method or a corresponding algorithm according to 21 to 23 In particular, charging several Vehicles realized under consideration of different influencing variables. The control of the vehicles takes place in particular via a communication protocol (eg. ISO 15118 ). The method aims in particular at the fact that a maximum connected load which is available at a charging station or charging station of this station is not exceeded. In principle, network load information, electricity prices, emergency situations as well as a reserve power requirement can be taken into account from the point of view of an RU. In a fleet management z. As the prioritization of vehicles, the range requirements of the vehicles, the departure time of the vehicles, the performance of the vehicles, ensuring minimum requirements for special vehicles, such. B. refrigerator cars, as input variables of the method (influences) are used. For parking operators z. A premium customer status, quick-charge options, or different business models, e.g. For example, premium parking spaces preferably receive electricity, and long-term parkers park for free, since costs are covered by reserve revenues, which can be used as input variables for the process (influences).

From the above influencing variables different charging strategies can be derived. This z. B. the so-called "first come / first serve" principle, the remaining available power available to the newly added vehicle are offered, the vehicle feedback is used to determine the remaining available power connection.

The load management required for this purpose can be realized in the form of a load management unit behind charging stations of a charging station. In this case, each vehicle connected to the charging station by a charging cable can establish communication with the load management unit via the power supply.

After establishing a PLC connection (Power Line Communication) between a connected vehicle and the load management unit, the off-board side (load management unit) sends two tables to that vehicle. One table contains the available charging power P1 and the second table contains a price signal at the respective times t.

The pricing table contains information from the utility company that is supposed to make the store more attractive or less attractive at certain times. The available charging power depends on the capacity of the grid connection of the charging station and the other connected consumers.

If vehicles are already connected to the load management unit, then their withdrawn charging power (charging curves L1-L3 in the 21 to 23 ) at each time point t is deducted from the total available power P1-P3, and this "new maximum power curve" P1-P3 is sent to the oncoming vehicle. The vehicle then uses the onboard algorithm implemented in its control unit (eg charger) to calculate the actual charge curve L1 to L3 for the vehicle. This charging curve L1 to L3 in turn sends the vehicle back to the load management system. The charging power L1-L3 removed by the oncoming vehicle is now taken into account in the load management for the recalculation of the maximum available charging power P1-P3.

For example, according to 21 initially no vehicle present at the charging station, so that a constant maximum power P _{max is available} at a charging station. 21 shows on the right side of a first connected to the charging station vehicle on the basis of the transferred from the load management unit charging power P1 = P _max = const charging curve L1, with which now that first vehicle is charged. This charging curve L1 is reported back to the load management unit, which calculates therefrom the charging power P2 = P _max -L1 available for the next (following) second vehicle (cf. 2 )

On the basis of this charging power P2, the second vehicle determines its charging curve 12 and reports them back, so that P3 = P2 - L2 is now available as charging power at the charging station (cf. 3 ). From this, the third vehicle determines its charging curve 13 ,

In this way, an efficient charging of vehicles is possible by means of the off-board method, the total charging power of which exceeds the connected load. At the same time, a reduction of the infrastructure costs as well as a reduction of the electricity costs by flattening the load course or by avoiding peak loads are achieved. This allows for easy operation of electric fleets (charging is an integral part of fleet operation since charging times are on a similar scale to travel times) and continues to provide a foundation for business models for e-vehicle parking operators. Furthermore, a targeted use of renewable energy is possible despite fluctuating supply.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 2009/0174365 A1 [0003]
• EP 0820653 B1 [0004]

Cited non-patent literature

• ISO 61851 [0017]
• ISO 61851 [0022]
• ISO / IEC 15118 [0073]
• IEC 61851-1 [0083]
• IEC 61851-1 [0083]
• ISO 15118 [0105]

Claims (12)

Method for charging at least one battery arranged in a vehicle, wherein the at least one vehicle ( 100 - 103 ) to charge the battery with a power connector ( 110 - 113 ) a charging station ( 1' - 3 ' ), comprising the steps of: - establishing a communication connection between a load management unit ( 20 ) and a control unit of the with the power connector ( 110 - 113 connected vehicle, transmitting a vehicle identification to the load management unit ( 20 ) via that communication connection, - then transmission of retrievable charging power by the load management unit ( 20 ) to the control unit, - transmission of a charging curve (L1-L3) determined by the control unit to the load management unit ( 20 ), and - providing the power curve requested by the control unit and corresponding to the charging curve (L1-L3) at said power connection ( 110 - 113 ). A method according to claim 1, characterized in that together with the retrievable charging power price signals to the retrievable charging power through the load management unit ( 20 ) are transmitted to the control unit. A method according to claim 2, characterized in that the to the load management unit ( 20 ) to be transmitted charging curve (L1-L3) is also determined as a function of the callable charging power associated price signals by the control unit. Method according to one of the preceding claims, characterized in that a remaining available charging power to another vehicle ( 100 - 103 ) by the load management unit ( 20 ), which after the at least one vehicle ( 100 - 103 ) with a power connection ( 110 - 113 ) of the charging station ( 1' - 3 ' ) is connected. A method according to claim 4, characterized in that on the basis of one of the at least one vehicle ( 100 - 103 ) to the load management unit ( 20 ) transmitted signal, the remaining available charging power is determined. Method according to one of the preceding claims, characterized in that a portion of the retrievable charging power is kept as a reserve power for a short-term need. Method according to one of the preceding claims, characterized in that the retrievable charging power in dependence on other consumers on the same power grid as the at least one power connection ( 110 - 113 ) of the charging station ( 1' - 3 ' ), by the load management unit ( 20 ) is provided at the at least one power connection of the charging station. Method according to one of the preceding claims, characterized in that, in the case of one of the at least one vehicle ( 100 - 103 ) requested performance, the maximum, at the power connection ( 110 - 113 ) exceeds the available network power, the provision of charging power to at least one other vehicle ( 100 - 103 ) and / or the at least one vehicle ( 100 - 103 ) at least temporarily by the load management unit ( 20 ) is interrupted. A method according to claim 9, characterized in that the at least temporary interruption by the load management unit ( 20 ) as a function of - a predefinable minimum state of charge of the vehicles ( 100 - 103 ), - a tariff model, - a priority class of vehicles ( 100 - 103 ), - a lifetime of the vehicles ( 100 - 103 ); and / or - a connection time of the vehicles ( 100 - 103 ) is made. Method according to claim 9, characterized in that by the load management unit ( 20 ) firstly the provision of charging power to at least one of those vehicles ( 100 - 103 ) is interrupted at least temporarily, the state of charge exceeds the minimum state of charge. Method according to claim 9, characterized in that by the load management unit ( 20 ) firstly the provision of charging power to at least one of those vehicles ( 100 - 103 ) is interrupted at least temporarily, whose lifetime falls below or exceeds a predefinable limit life. Method according to claim 9, characterized in that by the load management unit ( 20 ) firstly the provision of charging power to at least one of those vehicles ( 100 - 103 ) is interrupted at least temporarily, the connection time falls below or exceeds a predefinable limit connection time.

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